Xuewei_Research_Worksample by XW Chen

WORK SAMPLE XUEWEI CHEN

PLANNING AND POLICY RESEARCH

DATA-DRIVEN TECHN

Strengthening & Transforming the Lower Eastside

Nixon Road Neighborhood, Ann Arbor 2040

Traverse City Capital Improvement Program

Racial Segregation Mapping

p4-7 Planning and Policy research to strengthening and transforming the Lower Eastside, Detroit.

p8-15 A potential scenario for neighborhood level affordable sustainable development in collaboration with private Sector.

p16-19 Traverse City Capital Improvement Program study report.

p20 Mapping racial segregation in metropolitan areas since 1960s.

Medium Density Residential Suitability - Ann Arbor, MI Environmental Priority

Legend Roads Very Unsuitable Unsuitable Average Suitable Very Suitable

0 0.25 0.5

1.5

2 Miles

Attractiveness Criteria: distance to bus stops, distance to parks, distance to schools Environmental Criteria: slope, floodplain area, wetlands

Using the above criteria and weighting the environmental criteria at the end there are not many areas that would be considered suitable for medium density residental development. Counter to what might be expected, many of the suitable and very suitable areas are actually quite close to the river. Much of Ann Arbor and the areas currently developed are actually in the average suitability category. The Sharing Scenario that the class has developed relies on greater environmental stewardship from the community so opting to weight the environmental factors over the attractiveness factors seemed appropriate. In the Sharing Scenario future the environmental factors might even carry a greater weight than is shown here, which would decrease, more, the amount of land considered suitable or very suitable

NOLOGY APPLICATIONS

DESIGN RESEARCH

Fenghua Priority Development Area Analysis

Supply & Demand Characteristics of Metro Transit

Brightmoor Office of Urban Fantasy

Millennial Growth

p21 Development analysis based on GIS application at Fenghua, Zhejiang Province, China.

p22-25 Supply and demand analysis based on Space Syntax and GIS working platform.

p26-33 UNESCO Creative City of Design, Detroit-based Practice and Research.

p34-39 An ultimate greenhouse design research at Amsterdam, Netherland.

STRENGTHENING & TRANSFORMING THE LOWER EASTSIDE Supporting LEAP Phase III Location: Category: Time: Faculty: Duty:

Detroit, Michigan Capstone Project, Team work Jan. 2017 - Jun. 2017 Margaret Dewar Libby Levy Data Collection and visualization, Introduction of Strengthening Chanlder Park, strategy of encourage green stormwater infrastructure, and prevemt tax foreclosure.

PROJECT BACKGROUND The Lower Eastside Action Plan (LEAP) is a community-driven, award-winning plan to transform vacant land and stabilize neighborhoods in the 15-square-mile area of Detroit's Lower Eastside. Since the plan's completion in 2012, neighborhood needs and conditions have changed, and many of the plan's proposed projects and policies have been implemented. Therefore, the Eastside Community Network is leading an update of the plan. Strengthening and Transforming the Lower Eastside supports this update with proposals to reinforce the Chandler Park neighborhood and to transform vacant land into an asset by building on natural systems of soil types, historic land cover, and the flow of stormwater while considering areas designated for redevelopment.

INTRODUCTION OF STRENGTHENING CHANLDER PARK LEAP Phases I and II sought to “stabilize active residential and commercial districts, which will in turn greatly improve the quality of life.” Given that Chandler Park has a higher concentration of traditional residential housing than many parts of the LEAP area and that much of the housing stock is in good condition, the LEAP Steering Committee saw LEAP Phase III as an opportunity to reinforce Chandler Park as an active residential district. In addition, the neighborhood’s large park has seen recent investment due to efforts led by the Chandler Park Conservancy (Figure 1)

Figure 1: The Chandler Park neighborhood sits in the northeast corner of the LEAP area on both sides of the park of the same name.

An analysis of current conditions in the Chandler Park neighborhood, best practices, and engagement with LEAP area residents and ECN yielded guiding principles and strategies to support the goal of strengthening Chandler Park. This section will describe those strategies, and suggested projects and policies that can enable them. The Chandler Park neighborhood possesses many characteristics of a strong residential neighborhood but faces some challenges related to vacancy and population loss (Figure 2 and 3). Lack of financial resources is an obstacle for many Chandler Park residents. According to the 2011-2015 5-year American Community Survey estimate, per capita income in the neighborhood was $11,813, 21% lower than the citywide per capita income of $15,038. 27% of residential structures in Chandler Park went through mortgage foreclosures between 2005 and 2013. 49% of housing units in Chandler Park were owner-occupied, according to the 2011-2015 ACS 5-year estimate. This is on par with the citywide rate of 48% and higher than the LEAP area rate of 40%, but a decrease from 51% in 2000, likely due to mortgage foreclosures and the recession. The median home sale price in Chandler Park decreased sharply starting in 2008, likely due to mortgage foreclosures and the recession; however, it began to increase again in 2012.

Figure 2: Although Chandler Park’s population continues to decline, the rate of loss is slowing. Sources: American Community Survey 5-year estimate, 2011-2015; United States Decennial Census, 2000; United States Decennial Census, 2010

Assets in and around the Chandler Park neighborhood include churches, day care centers, an elementary-middle school, a public library, and two major commercial streets. Chandler Park’s recreational facilities have a regional draw, and have been bolstered by recent investments including a newly installed football field and tennis courts. The park also offers a multi-purpose sports field and opportunities for organized recreation. Strategies including: • Strengthen neighborhood organizations • Reduce blight • Encourage green stormwater infrastructure • Prevent tax foreclosures • Facilitate home repairs • Advocate for 20-minute neighborhood

Figure 3: Housing vacancy rate in Chandler Park has been increasing. Sources: American Community Survey 5-year estimate, 2011-2015; United States Decennial Census, 2000; United States Decennial Census, 2010 4

The following pages will focus on the strategy of encourage green stormwater infrastructure and prevent tax foreclosure, which I lead the development of policy recommendations and project suggestions, and seeking funding to support implementation.

Vacant Lots, 2017

Structure Condition, 2017

Potential Demolitions, 2017

Legend

Legend Good

Vacant Lots

Fair

Poor

Suggest Demolition

Pipeline Demolition

There are 423 vacant lots in Chandler Park, with many in the northwest corner.

There are 752 good structures, and only 7 suggest demolition structures. In compare with LEAP, Chandler Park has stablilized its structure conditions in the past five years.

There are 36 potential vacant lots in 2017, with 24 located in the northwest corner.

Mortgage Foreclosure, 2005-2013

Tax Foreclosure 2016

At Risk Foreclosure, 2017

Legend

Foreclosures 2005-2013

2016 Not Sold at Auction

2016 Sold

2016 At Risk Foreclosure

There were 249 mortgage foreclosures in Chandler Park between 2005 and 2013.

There are 24 sold and 42 unsold properties at the Wayne County Tax Auction in fall 2016. The unsold properties are being transferred to the Land Bank.

There are 155 properties at risk of foreclosure at the end of March 2017 if taxes are not paird or if payment plans are not arranged.

Vacant Lot Owned by DLBA, 2017

Priority Side Lot Transfer, 2017

Renter Occupied with Structure Condition, 2017

Legend

Vacant Lots Owned by DLBA

Vacant Lots

Priority Side Lot Transfer

Occupied Lots

Renter Occupied with Poor Structure

Renter Occupied with Fair Structure

Within 423 vacant lots, there are 200 of them are owned by Detroit Land Bank Authority.

79 prioity side lot transfer

17 properties are renter occupied with poor structures, and the other 73 are fair structures.

Catch Basin with Suitable GSI Sites

Catch Basin, DLBA Owned Vacant Lots,and Suitable GSI Sites

Impervious Lots with Suitable GIS Sites

Legend

Suitable GSI Sites

Catch Basin

There are 17 suitable sites, 34 lots for green stormwater infrastructure project.

Suitable GSI Sites

Catch Basin

DLBA Owned Vacant Lots

Suitable GSI Sites Impervious Land 0.00-0.02

0.03-0.05

0.06-0.08

0.09-0.11

0.12+

ENCOURAGE GREEN STORMWATER INFRASTRUCTURE (GSI) Residents in Chandler Park neighborhood are likely to face rising drainage charges due to DWSD’s changing fee structure, especially residents whose properties contain larger proportions of impervious surface. Encouraging GSI in the neighborhood is one way to improve drainage and possibly reduce charges to residents. In addition, advocating for GSI can facilitate the transformation of vacant land into assets.

PROJECT: Advocate for transformation of vacant lots into GSI Using vacant lots in Chandler Park neighborhood for GSI, including bioretention gardens, is an approach to reducing water runoff while simultaneously beautifying the area (Figure 4). There are 411 vacant lots in Chandler Park, 332 of which are owned by the DLBA. Sites suitable for bioretention gardens have an area of at least 0.25 acre (may be a single lot or a group of adjacent lots), are owned by the DLBA, and are within 20 feet of a catch basin. Proximity to catch basins facilitates diverting water runoff, and the size requirement allows sufficient area for construction of gardens. Vacant lots in Chandler Park were analyzed based on these criteria, revealing 13 locations suitable for GSI, comprised of 47 total lots. Facilitating the transformation of vacant lots in Chandler Park could improve stormwater management and aesthetics, both of which play a role in improving quality of life.

Figure 4: This bioretention garden helps manage stormwater in Warrendale. Source: University of Michigan/School of Natural Resources and Environment, Carlos Osorio

ECN has funding for some small-scale GSI projects in Chandler Park. Additional funding is needed to implement more or larger projects, as bioretention gardens can cost up to $125,000. Potential funding sources can be found in the Implementation chapter of this plan.

PROJECT: Support Hamilton Academy Rain Garden Learning Lab In April 2017, the Kresge Foundation granted $2 million for 17 neighborhood projects in Detroit. ECN received some of this funding for a rain garden learning lab near Hamilton Academy, the only public school in the Chandler Park neighborhood (Figure 5).

PROJECT: Create a cistern next to Small Ville Learning Garden The structure at 5826 Malcolm Street, adjacent to the Small Ville Learning Garden, is scheduled for demolition. This is an opportunity to repurpose the foundation of the demolished structure for garden water storage, which is discussed in more depth in the Transforming Open Space chapter of this plan.

POLICY: Allow for adjacent homeowners to receive credit for bioretentions

Figure 5: The Rain Garden Learning Lab will be installed adjacent to Hamilton Academy. Source: InSite Design LLC, Hamilton Rain Garden Learning Lab Concept Plan, 2016.

Bioretention gardens are designed to retain stormwater before it infiltrates or is discharged downstream. This reduces the quantity of water flowing off-site into the municipal stormwater system. Thus, residents living next to these gardens should receive drainage credits. If the bioretention gardens can manage peak flow, adjacent homeowners could receive up to 80% credit on their bills. Currently, adjacent homes may not receive a credit for adjacent bioretention gardens on DLBAowned land. DWSD could allow for leniency in how runoff is calculated to accommodate adjacent GSI benefits.

PROJECT: Install GSI to reduce stormwater drainage fees In 2016, DWSD launched a drainage credit program. Customers who reduce the peak flow and volume of stormwater runoff on their property – by planting rain gardens or installing pervious pavement, for example – can earn credits to be applied to their bill.

DWSD has not yet finalized residential drainage rates and policies on the fee structure. If residents are charged based on a planned 5-year rollout, starting at $125/impervious acre per month in 2017, the rate would reach $651/impervious acre per month by 2021. In this scenario, 85% of residential properties in Chandler Park would see an increase from the current base monthly drainage fee of $20.36 by 2021. ECN can identify those owners who might see a large increase in drainage fees and assist them by: • Targeting homes most likely to see an increase with ECN’s $1,500 rain garden mini-grants. • Assisting in the construction of shared GSI on vacant lots.

PREVENT TAX FORECLOSURE In late 2015, 499 properties in the Chandler Park neighborhood were at risk of foreclosure for failure to pay property taxes. Of those that went into tax foreclosure, 24 were sold and 42 were unsold. The unsold properties were transferred to the DLBA.

that provides comprehensive information about property taxes or tax foreclosure prevention. A resource center could provide such services combined with information and resources related to home repair.

As of April 2017, 118 properties had been foreclosed, or were about to be (Figure 3.20). These properties will be offered at auction in fall 2017 unless the owners arrange payments. Of those 118 properties, 59 were renter-occupied structures, 46 were owner-occupied, 4 were commercial properties, and 9 were vacant lots. Of the structures, 56 of the rental properties and 42 of the owner-occupied properties appeared to have people living in them in March 2017.

Retroactive poverty exemption would allow for property owners who meet poverty standards to be reimbursed for previous years’ property taxes. ECN could pursue this policy together with the City and other policy-focused organizations. For example, ECN could work with CDAD’s policy committees and UCHC to propose that the Department of Neighborhoods advocate with the mayor to lobby the legislature for the passage of retroactive poverty exemption.

ECN and partners can therefore take actions to reduce the number of property owners facing foreclosures and reduce their future tax burdens.

PROJECT: Partner with United Community Housing Coalition (UCHC) on homeowner workshops or counseling sessions Many homeowners may not have correct documentation to indicate ownership. Workshops and counseling sessions could address these topics: Probate issues: • Clear titles require clear transfers of property ownership from a decedent. Residents may inherit a property, but the estate will have to go through probate in the absence of a will. Proper documentation indicating owner occupancy: • Ensure property owners have proper documentation stating ownership status, i.e. a legal title for the home in their name; • Clarify the process of property purchase or transfer, i.e. a land contract does transfer ownership, but the buyer must also file a Property Transfer Affidavit to notify the local assessing office.

PROJECT: Offer workshops and counseling on lowering future tax bills ECN can partner with United Community Housing Coalition (UCHC) to help residents reduce property tax burden through workshops and counseling sessions. Several policies assist low-income homeowners with their property taxes, including: • Poverty exemption: If a property owner meets the federal poverty level, he/she is exempt from paying property taxes. • Principal Residence Exemption: A principal residence is exempt from the tax levied by a local school district for up to 18 mills. • Disabled Veteran’s Exemption: A disabled veteran, who has been determined as totally disabled and receives pecuniary assistance or is individually unemployable, is exempt from all property taxes. • Homestead Property Tax Credit: Citizens older than 65, paraplegic, hemiplegic and quadriplegic persons, the permanently disabled who are not over age 65, and eligible veterans can receive property tax credits.

PROJECT: Create a neighborhood home resource center Several agencies provide outreach to residents aimed at preventing tax foreclosure. The Wayne County Treasurer publishes the tax foreclosure timeline and provides a list of properties at risk of foreclosure. ECN staff have canvassed to publicize tax foreclosure prevention workshops offered by UCHC. However, there is no single place in Chandler Park

PROJECT: Advocate for retroactive poverty exemption

CASE STUDY: Learning from Retroactive Property Tax Exemption in other States Property tax exemptions are available to senior citizens and the disabled in the State of Washington. If property owners meet the requirements of age, disability, and/or income, but did not receive exemptions previously, they “may be able to get the exemption 3 years retroactively…[and] a refund of taxes they already paid out.” Retroactive exemptions also exist in California. The disabled veterans’ exemption can be retroactively granted when “the exemption would have been available but for the taxpayer’s failure to receive a timely disability rating from the United States Department of Veterans Affairs (USDVA).”

TOOL BOX: Neighborhood Home Resource Center Chandler Park residents need easy access to resources to maintain their homes. A neighborhood home resource center could focus on tax foreclosure prevention and home repairs, 2 major areas of concern. Through a combination of digital platforms and a physical space for residents to visit and call, this center may provide: • Financial literacy counseling focused on tax foreclosure prevention with volunteers from UCHC - also a first step in helping residents apply for home repair funding • Information on the tax foreclosure timeline and a place for homeowners to look up whether their property is at risk of foreclosure • Connection to a tool lending library, such as Retool Detroit, which is planned to open in late 2017 at the Jefferson branch of the Detroit Public Library • List of vetted contractors. Brick + Beam Detroit is developing this resource, which will be publicly available online. The center could provide a physical copy of this list and accept feedback from residents who have worked with those listed to pass on to Brick + Beam • Skillshare opportunities, where neighbors can exchange services with one another, including home repairs. These may be posted online as well as in physical form • Space for workshops related to foreclosure prevention and home repair (e.g. funding assistance, tenants’ rights, ownership documentation). Some sessions may be combined into multi-part workshops, for example, when home repair financing is contingent on financial literacy training • A Chandler Park center might be located at a publicly accessible space like the ECN office, Immanuel Lutheran Church, or a public library (such as the Chandler Park or Jefferson branch). ECN could lead the effort with support from organizations mentioned above. 7

NIXON ROAD NEIGHBORHOOD, ANN ARBOR 2040 A Potential Scenario for Neighborhood Level Affordable Sustainable Development in Collaboration with Private Sector Location: Category: Time: Faculty: Duty:

Ann Arbor, Michigan UP529 Scenario Planning, Team work Jan. 2017 - Jun. 2017 Robert Goodspeed Plan Writing, Site Suitability Analysis, Envision Tomorrow - GIS Development and Calculation, Development, Building Typology Description and Assumption.

ABSTRACT AND BACKGROUND This scenario will focus on a tract of undeveloped land about four miles north of downtown Ann Arbor. We will proceed with the following assumptions about prevailing social and political attitudes in Ann Arbor: •

Pro-climate change adaptation. People in Ann Arbor support measures to prepare the city for rising temperatures and the climate change that will accompany this shift. These measures include, but are not limited to, updating storm water management standards, natural hazards preparedness, building construction standards, and improving transit options in order to limit pollution.

•

Pro-development. People in Ann Arbor are open to new buildings for commercial, residential, and industrial purposes. They will accept some level of increased density in and around the downtown to support the new development.

•

Pro-affordable housing. People in Ann Arbor are interested in seeing a larger number of housing units overall and specifically smaller units with a single-family housing character, to ensure both rental and owner-occupied housing is affordable, both as federally defined and anecdotally in order to ensure a diversity of residents in Ann Arbor.

Ann Arbor has undergone several shifts in its opinions on these three issues throughout its history. In the 1980s, the city was interested in revitalizing its downtown and modernizing its appearance, so it took on a pro-development attitude. Pro-climate change adaptation has been an attitude throughout Ann Arbor’s history, though the implementation of this attitude varied based on available technology and accepted practices. However, during the 1980s, affordable housing was not something Ann Arbor considered, so for the purposes of this analysis this era saw an anti-affordable housing stance in Ann Arbor.

Figure 1: Site Location Total Population: 3,128 Housing Units: 1,363 Average Age: 34.8 Median Income (per household): $47,976

Medium Density Residential Suitability - Ann Arbor, MI Environmental Priority

As Ann Arbor was successful in placemaking and revitalizing its downtown, attitudes shifted among residents to those seen in the present day. One group saw the rapid development throughout the city as a problem, and they have taken on an anti-development stance, in addition to the antiaffordable housing stance defined above. This group still maintains a pro-climate change adaptation stance, now updated with modern practices. A different sector of the Ann Arbor population saw benefit in increasing development around the city, but also identified that this created a desirable but unaffordable city. This group has taken on a pro-affordable housing stance, to complement the original pro-development stance from the 1980s. This group also maintains a pro-climate change adaptation stance.

Legend Roads Very Unsuitable Unsuitable Average Suitable Very Suitable

0 0.25 0.5

1.5

2 Miles

Figure 2: Medium Density Residential Suitability Environmental Priority-Ann Arbor, MI

Attractiveness Criteria: distance to bus stops, distance to parks, distance to schools Environmental Criteria: slope, floodplain area, wetlands

Using the above criteria and weighting the environmental criteria at the end there are not many areas that would be considered suitable for medium density residental development. Counter to what might be expected, many of the suitable and very suitable areas are actually quite close to the river. Much of Ann Arbor and the areas currently developed are actually in the average suitability category. The Sharing Scenario that the class has developed relies on greater environmental stewardship from the community so opting to weight the environmental factors over the 0.25 attractiveness factors seemed 0 0.125 0.5 0.75 1 Legend appropriate. In the Sharing Scenario future the environmental factors might even carry a greater weight Miles than is shown here, which would decrease, more, the amount of land considered suitable or very suitable Roads for devleopment.

Medium Density Residential Suitability - Project Site Environmental Priority

Very Unsuitable Data Sources: City of Ann Arbor Data Catalog and Michigan Geographic Data Library Unsuitable

Average Suitable Very Suitable

The last two groups, 1. pro-climate change adaptation/anti-development/anti-affordable housing and 2. pro-climate change adaptation/pro-development/pro-affordable housing, define the conflicting attitudes in Ann Arbor in 2016. This scenario will focus on the second group’s attitudes and will build out a possible future for the Nixon Road site based on what we identify as one potential, optimistic, view of the future. Nixon Road in 2040 will be a diverse community that has leveraged increased power from the City of Ann Arbor to create public-private partnerships that fund innovative placemaking and green infrastructure that preserves surrounding natural areas, creates affordable housing options, and increases multi- income job opportunities.

SCENARIO TYPE

Figure 3: Medium Density Residential Suitability Environmental Priority-Project Site

Attractiveness Criteria: distance to bus stops, distance to parks, distance to schools Environmental Criteria: slope, floodplain area, wetlands

Using the above criteria and weighting the environmental criteria at the end there are very few large areas that would be suitable for medium density residental development in our site area. The areas that are considered suitable or very suitable are too scattered and many are surrounded by unsuitable areas. It is encouraging to see that even when weighting the environmental criteria there are still a few large swaths of land that fall into the average category. Depending on minimum development criteria set by Ann Arbor or even the developer, the areas of average suitability might not be eligible for development. For the purposes of this project, I would situate the residential development in the southwest corner of the project site.

Data Sources: City of Ann Arbor Data Catalog and Michigan Geographic Data Library

Our scenario falls into the broad categories of exploratory and normative, as framed by Avin and others. The scenario is normative in that it started by creating an end state based on a particularly egalitarian and progressive set of trends and proceeds to trace a plausible trajectory of events from the present to the referenced point in the future (year 2040). The scenario is also predictive in that it incorporates exogenous forces (in the form of flooding related to climate change) as an important influence on political change. Our scenario then attempts to ascertain the impact of these exogenous forces on the future. We do not try to be predictive, which would determine a specific outcome that we anticipate from present circumstances; our scenario is only possible by proactively

enacting policies to shift away from the baseline scenario.

DECISIONS AND EVENTS LEADING TO 2040 From 2016 to 2040 Ann Arbor underwent a series of events and decisions and emerged as a region in 2040 that politically and financially supports affordable housing, is working to implement climate adaptation measures, and in an effort to make itself globally competitive, also supports development and multi-income job creation. To make these shifts a reality, series of significant changes at the federal level took place requiring companies to offset their impacts on communities and the environment. This led to an increase in the number of public-private partnerships at the city and county level. At the same time, a number of Ann Arbor politicians with collaborative governance agendas facilitated a region-wide change to devolve city governance structure to the neighborhood scale. Each neighborhood has developed a neighborhood non-profit organization that focuses on understanding the needs of the neighborhood, developing action plans, and ensuring a voice for each at the county and city levels. After 2016, the city of Ann Arbor grew northward, resulting in dense expansion along the Plymouth Road and Nixon Road corridors. As businesses and companies took up residence in the surrounding area, neighborhoods once on the outskirts became part of the periphery of a larger downtown core. Locals accepted this reality in the spirit of New Urbanism, and adapted to the growth by upzoning and enabling limited commercial use along Pontiac Trail and Dhu Varren Road. Residents and city officials within the service area of the Ann Arbor Area Transit Authority (AAATA) voted to expand bus service in order to increase regional accessibility, offering more frequent headways and transfer points to support an environmentally responsible residential and mixed land use orientation. The Nixon Neighborhood also encouraged more environmentally responsible lifestyles by including provisions for different types of transportation through its streets.

After major flooding in the early 2020s, city regulations encouraged private floodplain management and environmentally responsible building

practices. This momentum persisted, and prevailing sensibilities led to tax breaks allowing developments to incorporate green infrastructure such as runoff gardens and permeable surface materials. These green measures included retrofits of old structures, which led to a fierce debate over affordability as job growth threatened to price out lower income residents and students. As the effects of climate change increased, low-income to middle income job opportunities became scarcer and housing prices rose, the residents of Ann Arbor became concerned. In response, the City underwent a series of city-wide community visioning meetings at the neighborhood scale in collaboration with each neighborhood NGO. Out of this came the Neighborhood Affordable Housing and Neighborhood Climate Adaptation Plans. These plans require certain set-aside percentages of affordable housing to be implemented at the neighborhood scale. They further require the development and implementation of a neighborhood climate adaptation plan. With the expansion of programs such as the Housing Choice Voucher program and Low-Income Housing Tax Credit program, neighborhoods throughout Ann Arbor integrated more affordable housing into existing and new development. It is also notable that Ann Arbor implemented an Accessory Dwelling Unit (ADU) Ordinance, which incentivized the proliferation of low-cost rental options; the early adoption of this ordinance is seen as a catalyst for the current housing regime. To implement and adequately fund each neighborhood’s climate and affordable housing plan, the City made a another large adjustment. Instead of relying mostly on tax revenue and government subsidies, the region developed public-private partnerships between regional corporations and companies and each of the neighborhood nonprofit organizations. The public-private partnership works with each neighborhood to understand their needs and is required to develop a neighborhood action plan. The partner ensures it is both feeding information up to the city and county, and is implementing the city’s greater strategies regarding climate adaptation, affordable housing investment, and mixed income job creation but at the neighborhood scale and with private investment.

¯ 0 0.05 0.1

Legend Development Types Mixed Use & Townhomes High Density Residential Light Industrial

0.2

0.3

0.4 Miles

Together 'Til the End Development Scenario Eric Burkman Alexandra Markiewicz Kelly Richardson Lacey Sigmon

Townhome 400ft Site Grid FloodPlain SiteBoundary

0 0.05 0.1

0.2

0.3

The development layout was determined based on existing transportation infrastructure. Based on the existing infrastructure, new streets were added to increase connectivity and create new corridors for dense development. The individual development types were placed along these new corridors as well as the existing throroughfares. The more dense development types were place at intersections and along the proposed new corridors. The dense development at intersections should help create new activity nodes throughout the development site.

0.4 Miles

Figure 4: Development Types developed by GIS - EnvisionTogether Tomorrow Legend Development Types

Mixed Use & Townhomes High Density Residential Light Industrial

'Til the End Development Scenario Eric Burkman Alexandra Markiewicz Kelly Richardson Lacey Sigmon

Figure 5: Site Plan developed by GIS - Envision Tomorrow

Townhome 400ft Site Grid FloodPlain SiteBoundary

DESCRIPTION OF DEVELOPMENT SCENARIO Nixon Neighborhood Greenway A new permeable surface Greenway has been constructed that connects the area. The Greenway creates a large ring that goes around the entire site, following existing road and park borders. There are paths going through the middle of the development that link to every residential hub. This method allows for alternative methods of transportation. It promotes a certain kind of lifestyle that prioritizes walking, biking, public transportation, and ADA accessibility. Located throughout the trail are bike shares and small commercial development/shops to purchase food, learn about the natural features of the area, and to bring individuals outside the center of the development into the natural areas. Roads and Public Transportation Strategic roads were added within the study area to improve connectivity. A new connector bus route has been created that will loop through the site. The new bus road will come north up Pontiac Trail, right onto Arrowwood Trail, left onto New Road Segment #1, go right on the New Road Humley Drive Extension Segment, right on New Segment #2, left onto Leslie Park Circle, left onto Dhu Varen, eft onto the New Road Extension#3 from Bateson Court,, and then it will to connect to Pontiac Trail. A new new frontage road (#4) has been added along the East side of MI14. It connects Dhu Varen Road to the Larkspur Street Development. An overpass has also been built over M14 to connect the two sections of Dhu Varren road. All new roads will include two drive-lanes (ten foot across) with five-foot bike lane and a twelve-foot wide sidewalk with three foot landscaping (to include bioswales and native vegetation) on each side. New bus stops are placed outside the Nixon Neighborhood Alliance Center on Humley Drive. Another stop at the corner of Humley and New Road Segment #2 is included. This is the center of the new development. There are more stops on Dhu Vareen on the east side of Pontiac Trail. Another stop is on Bateson Court before it joins Pontiac trail. We will maintain the existing line that goes along Pontiac and Dhu Varen. We will also increase the frequency of service to accommodate for the new passengers and the higher density. We have interspersed the new bus stops along the new bus connector route to make a neighborhood loop that can connect the neighborhood residents to one another, to the natural areas, and to the downtown area of Ann Arbor. Development Three different clusters of housing are well connected and not far apart. Each has a mix of reasonably low-density options that are one to two stories, with higher density options near the highway. Each development is located within a 20 minute walk of small locally owned small businesses and grocery stores. The greenway, public transit, and roads serve all residents. We intentionally are keeping specified areas preserved for green space and parks. We are also keeping the Food Gatherers Organization to ensure the community has access to affordable food options and nonprofit social services. The edges of our development are more low density and include three main destination parks. We have dedicated the Southwest corner and the North of Dhu Varen portions of the development as park space, protected by the city. The center of our development is mixed use commercial and residential. The intersection of the of the New Humley Road Extension and New Road Section #2 (Goodspeed Lane) would be a center of activity in the new development. All development will be LEED certified and will include features like green roofs, LED street lighting, solar panels, rain gardens, bioswales, 10

permeable surfaces, and other green infrastructure. The development’s surrounding landscapes will include native vegetation, wetlands, and each will connect into the surrounding Greenway System through smaller footpaths and trails to increase the connectivity with surrounding natural areas and trails. Nixon Neighborhood Alliance Center The center of the development will be around the neighborhood’s mixed use “campus” or the Nixon Neighborhood Alliance Center. The see Table 2. They do not acount for the cost of the permeable surface created by trails, outdoor recreational courts, food carts or other amenities. The campus will include: (1) A large building (barn to honor the history of agriculture in the area) that includes: • a Community Center; • offices for the Nixon Road Neighborhood Alliance; • office space for rent for nonprofits and start-ups; (2) Separate ADUs surrounding the larger Community Center Building which will be affordable units for rent for Neighborhood Alliance Employees, individuals who are part of the Neighborhood Alliance’s Apprenticeship Program, or individuals who own food carts; (3) A separate area with hook-ups and a covered/heated area for food carts; (4) Surrounding trail system and recreation opportunities that include: • Interactive “nature trail” and boardwalk that takes visitors on 1 mile walk on land surrounding campus. The trail will highlight regional flora and fauna, historical events from the neighborhood, key neighborhood events, and stories of families living (or historically lived) in the neighborhood to facilitate “getting to know your neighbor.” The trail system will connect to trail systems from Olson Park and Leslie Park. • Playground (ADA accessible and provides children with natural items to build forts) • Basketball Court • Sand Volleyball Court The Community Center will provide a space for community classes, performances, sports, fitness classes, neighborhood gatherings, farmers’ markets, and other such activities. It will also host the Nixon Road Neighborhood Alliance offices, and rent out offices spaces for other startups and nonprofits. It will be a hub for community services and a place for the surrounding community to congregate and grow together. Small residential ADUs that can be rented out to employees and individuals who are going to be part of the Neighborhood Alliance’s Apprenticeship Program will surround the Center. This will also help the Neighborhood meet its Neighborhood Affordable Housing Plan goals. The site will also include a separate area for food carts that connects to the main Community Center building. Each of the stalls for the food carts will be for rent. Lastly, the surrounding area will have natural vegetation, and have a number of recreational opportunities such as an ADA accessible playground, basketball court, and outdoor volleyball court. There will also be an interactive nature trail surrounding the Center that highlights the story of the community. The Center will have two entrances, one from Leslie Park Drive, and another from Pontiac Trail. However, it will also be a hub for trail system, so trails systems from Olson Park, Leslie Park will be connected to the Center. It is strategically placed between the Arrowwood HOA and the Dhu Varren on the Park HOA. There are trails and ADA accessible

sidewalks from each of the surrounding neighborhoods that lead to the Center. Parking spaces will be available, but will be less than the average businesses in Ann Arbor as the Neighborhood is striving to meet their Neighborhood Climate Adaptation Plan goals increase transit availability and lack of reliance on fossil fuels and cars.

METHODOLOGY Our development is pro-development, pro-affordable housing and pro-climate change adaption. As such, we chose four indicators to assess the effectiveness of the development in meeting these goals. Those indicators include: • Impervious Surface • Land area mix (entropy) • Average Rent • Walk and Transit Friendliness • Carbon Dioxide (CO2) Emissions: We would have liked to consider this; however, we did not incorporate this into our building types. As a result, we were not able to analyze this indicator. Envision Tomorrow • Impervious Surface: We explicitly describe those values for our building types by talking about building footprint. This includes the structure. These values are set according to each building type that we used. It also includes streets and sidewalks. • Land area mix: On assignment #4 (Building Types) each of the spreadsheets had defined values for the percentage of use types. It took the building type inputs and added them up for the whole scenario. • Average Rent: On assignment #4 (Building Types) each of the spreadsheets had defined values for the percentage of use types using affordable housing prices for this particular block group. Envision Tomorrow took the average rent from each of our specific building types for the whole scenario. • Walk and Transit Friendliness: We chose Ashtow’s standard engineering blocks. We made this assumption as a reference point without personal expertise in transportation engineering. We could have consulted with green engineering guidebooks for more walkable and transitfriendly building patterns, but we didn’t have a point of reference to judge between them.

END-STATE SCENARIO: Neighborhood-Level Affordable Development in Collaboration with Private Sector

LAND AREA MIX (SQ FT) Multifamily

3,268,685.74

56%

Townhome

911,996.34

16%

Single Family

1,119,995.51

19%

Mobile Home

Retail

130,117.14

Office

130,117.14

Industrial

Public / Civic

130,117.14

Educational

130,117.14

Hotel / Hospitality

Commercial Parking -

Total

5,821,146.14

Land Area Mix Score (Entropy) 0.26 Table 2: Land Area Mix

Figure 6: Location of Community Center

Public-Private Partnership with Neighborhood NGO and Regional Corporation: The year is 2040. The Nixon Road Site and the surrounding neighborhood have a dedicated publicprivate partner organization called the “Nixon Neighborhood Alliance,” a partnership between a local NGO devoted to the neighborhood and a regional private tech corporation. The Alliance encompasses the majority of the North side of Ann Arbor and includes the Foxfire, Arrowwood, and Dhu Varren communities. The Alliance has been tasked with implementing both Ann Arbor’s Neighborhood Affordable Housing Plan and its own Neighborhood Climate Adaptation Plan. Its attention over the past several decades has been dedicated to: • Understanding and responding to the neighborhood’s needs; • Preserving the neighborhood character and environment; • Implementing and funding regional plans at the neighborhood scale and providing a voice for the neighborhood at the city and county levels; • Providing more income-diverse housing options for the neighborhood (especially through the use of ADUs), • Developing a regional trail/park system that generates new low to middle income jobs for residents and revenue from natural areas; and • Ensuring the neighborhood is adapting to climate change.

Figure 7: Greenway System

What the neighborhood looks like: The Nixon Neighborhood is a place where people want to live and thrive. People in the neighborhood help one another and there is sense of community. There is little traffic congestion, and it is safe to bike and walk at all times of the day and night. Cohesive design elements tie the neighborhood together and create a beautiful environment in which the residents take pride and that works with the natural landscape instead of against it. Outdoor dining, drinking, and recreational establishments

Figure 8: Transportation System 11

Table 1: Building Prototype and the Assumptions

Variables/ Parameters

Assumption

Value Used

Source and Data

Site Inputs (lot size, site area, landscaping, building height, setbacks)

The Center will be located on 1375 ft. w/ 772 ft setback (front); 1792 ft Washtenaw County parcel I -09-16-150-003 (1680 w/ 258 ft setback (right); 1796 ft w/ 814 ft. Map Washtenaw GIS Dhu Varren Road). setback (left); 1299 ft w/ 832 ft setback (rear) = Map (2016) 2,398,578 ft sq or 55.06 acres New Urbanism 2,347,060 sq ft or 53.88 acres or 98% of the lot Smartcode Manual will be landscaped/natural or permeable surface (requirements for % 2% Site Net-to-Gross Ratio and 5% Underbuild. pervious surfaces in Table 14f) 51,518 sq ft or 1.18 acres will be the area of the buildable site

Description of Confidence The Zoning is presently Residential, so the zoning would have to be changed to multi-use.

30% or approx.. 15,455 sq ft of the site will be landscaped. 70% of the site or 36,000 sq feet will be the Center and ADUs (includes 20,000 sq. ft 3 story Center & 20 800 sq ft ADUs). Building Uses

Building Size: Center and ADUs (Residential Unit Size)

There will be a large multiuse community/business center used for office space, recreation, markets and as a community meeting space. There will also be ~20 ADU units surrounding the Center for rent.

21% = Residential Rental (ADUs 65% affordable; N/A 10% 2 BR, 15% 1 BR, 10% studio)

Similar facilities range from 60,000 – 80,000 sq. feet. Each ADU is no larger than 800 sq ft

20,000 sq feet surface area @ 3 stories for total Portland Parks and of 60,000 sq feet (Center) Recreation ‘Community Centers Technical 800 sq. feet X 20 units = 16,000 sq feet (ADUs) Paper’ (June 2008) TOTAL: 36,000 sq feet. Vancouver-Clark Parks and Recreation Community Center Report (2013)

N/A

10% = Retail (Start-Up Offices) 25% = Offices (Alliance & rent out to other NGOs) 44% = Public (recreation, community meeting spaces, fitness class studios, stage, etc) Semi-confident. Depending on needs of Center, and number of stories. Unsure of number of ADUs that could be allowed.

City of Berkley and City of Portland’s ADU Ordinances (2016) Square Footage Per Employee by Section

Retail: 750 sq ft/employee Office: 330 sq ft /employee Public: 330 sq ft/employee

imothy Reardon, Boston Metropolitan Area Planning Council (date unknown) New Urbanism Smartcode Manual (Building Function and Parking Tables 10 & 11) (2015)

Parking Requirements

Shift to being more transit and bike friendly community. Most attending the Community Center will be from community.

Residential: 1.0 spaces/dwelling Retail: 3.0 spaces/1000 sq feet (<1500 sq feet exempt from requirements) Office: 2.0 spaces/1000 sq feet of office space Civic (Community Center): 1.5 spaces/1000 sq ft.

Parking Type

Structured Parking

Structured Parking: 1.0 levels (260 sq. feet per space)

Internal Parking (Tuck Under)

Internal Parking (Tuck Under): 3.0 levels

Semi-confident.

Parking Layout Construction Cost per sf

Structured (260 sq ft./ space) COMMUNITY CENTER: Green Building; Ann Arbor, MI; Commercial, Community Center, Decorative Concrete Block / Bearing Walls; 20,000 sq ft w/ 3 stories (@ 12ft), Perimeter (600), Architectural Fees (9.0%), Contractor Fees (25%), No basement.

Building Cost (Community Center) = $2,857,073.43 (142.85 per sq ft) Building Cost (ADU’s): $90,993.67 ($113.74 per sq ft) Total: $2,948,067.10

RS Means Square Foot I don’t know if the Estimate Calculator ADU calculation (2016) is not correct. I believe this is only the calculation for one unit.

ADUs: Residential, Ann Arbor, MI; Economy 1 story; Stucco on Wood Frame; 800 sq ft, Perimeter 119, 1 story (8ft story height), No basement, 15% contractor fees Land / Site Cost

The Center will be located on $876,470 parcel I -09-16-150-003 (1680 Dhu Varren Road).

Affordable Rent Target

Block Group 1, Census Tract 4038, Washtenaw County, Michigan; Median Household Income in Past 12 months (in 2014 inflation adjusted dollars); no 3, 4 or 5 bedroom units

Median Household Income: $44,259

Residential Rent Estimator

Found five units available within 2 miles of site and estimated their price/sq ft

$1.10/sq ft = 1,2 BR and studio

Residental Rent

Found five units available within 2 miles of site and estimated their price/sq ft. No units for sale. Only rent.

$1.10/sq ft = 1,2 BR and studio

Found five units available within 2 miles of site for lease and estimated their average price/sq ft. Catering to NGOs and community groups to rent space, so offered lower rate for office space and for publicmeeting space

Retail: $24/ sq foot

Commercial Rent/Sq Ft

60% of MFI

$.83 = affordable unit

Washtenaw County Map Washtenaw GIS Map – Parcel Assessed Value (2016) Social Explorer US Census Data (2014 ACS 5 Year Estimate)

PadMapper and Zillow. There were not Com (2016) enough units in the area to break the $/sq ft by # of BRs, so I used $1.10 for all of the units.

$.83 = affordable unit Office: $19/sq foot

www.loopnet.com (2016)

Public: $5/sq ft

Parking Cost Per According to Peter Allen, an Ann $70,000 for underground Space Arbor developer, the parking $45,000 for structure, $35,000 for surface. construction cost in downtown Ann Arbor is: $70,000 for underground, $45,000 for structure, $35,000 for surface.

Peter Allen estimate for Ann Arbor (2016)

near residential areas and in natural areas/parks are commonplace. Furthermore, mixed-use developments at the neighborhood-scale have been a priority for the community. Investments in affordable housing and jobs have allowed the the neighborhood to become more diverse, mixed income, and inclusive. Residents celebrate their generational, income, ethnic, differently-abled, and racial diversity, and this attracts longterm residents, businesses, and visitors. The residents are healthy, have access to food within a twenty- minute walk of their home, and value open land and park space. Affordable Housing and Community Development. The community in the Nixon Neighborhood has long wanted the character of their neighborhood to reflect a single family housing development that preserves open space and the area’s wetlands. Keeping the long-term goals of the Nixon neighborhood in mind, while also meeting the city’s affordable housing requirements, the majority of affordable housing units in the neighborhood come in the form of accessory dwelling units. Incentives and subsidies are provided to single family homeowners to build ADU’s for rent. Other diverse, mixed income housing options are also available. Older, larger homes have been renovated into du/tri-plexes. Small affordable apartment units that resemble single family housing have been built. A community center at the center of the neighborhood provides a space for people from different walks of life to congregate, hold weekly farmers’ markets, and hold regular flea markets. The community center provides resources that empowers community members to work on their passions and connects them to resources, apprenticeships, or jobs to develop their skills. Most residents are actively involved at the center, and attend monthly meetings to reassess the neighborhood’s goals and vision, monitor implementation of their action plans, and hear about new initiatives at the city and county levels. Employment and Revenue. In response to Ann Arbor’s focus on climate adaptation, and the existing neighborhood’s desire to preserve open space, the Alliance helps manage and expand the regional trail and park system. The Alliance runs a series of concessions, food carts, and recreation outfits throughout the park system. These provide jobs for lower to middle income residents, recreational opportunities for residents of the neighborhood, and an alternative revenue stream for the Alliance. Climate Adaptation and Multi-Modal Transportation. To prevent increased flood events associated with climate change, the sewage and stormwater management system has been redeveloped with state of the art infrastructure. The Alliance has worked with the City, County, and State to offer subsidies and is working directly with landowners to find individual solutions to retrofit homes and businesses to improve water and energy efficiency. All new developments are LEED certified, and include features like green roofs, LED street lighting, solar panels, rain gardens, bioswales, permeable surfaces, and other green infrastructure. The neighborhood has increased the amount of parks and vegetation, restored and maintained the area’s wetlands, and increased the connectivity of the area’s green spaces by investing in an interconnected trail and park system. The transit system’s coverage is expanded, and the frequency of buses to the area is improved. There are more stops and new routes, which has reduced walking distances for residents. Connections between the Nixon neighborhood and other population destinations have been improved. There is also an integrated bike lane system and bike infrastructure (e.g.. bike shop, bike racks, bike rentals, etc) located throughout the neighborhood that encourages residents to choose healthier ways to commute. ADA accessible sidewalks, crosswalks, trails, and playgrounds have been installed. Streets and sidewalks are designed to be walkable and pedestrian-friendly through 14

the installation of pedestrian-oriented light poles and signals, trees, benches, and native vegetation. The lives of future neighborhood residents A typical community member living at the Nixon Road might be someone who is employed by the Alliance. She is a young professional from a lower to middle class background who went through an apprenticeship program provided by the Alliance to understand park management and maintenance. She walks to work each day on a trail system that leads to her office at the neighborhood Community Center, where she oversees the youth outdoor outreach program and sometimes leads outdoor afterschool activities for local schoolchildren. She lives in an ADU located on the campus of a company in the neighborhood. The unit is surrounded by bioswales, is LEED certified, and is connected to the regional trail and park system. She does not own a car and instead travels by public transit to meet her friends in downtown Ann Arbor. Another community member is a senior empty-nester living in a new single family home that has been split up into four units. The lower units are designated senior housing and the upper units are designated for those at 50% MFI. The unit is subsidized by LIHTC and funding from the Alliance. Living above is an international graduate student couple with a small child, who both attend the University of Michigan. The couple commute by bicycle in the summers and use the public transit system in the winters. The retired senior living below them takes care of the child when the couple are at school during the day. Intergenerational connections in the neighborhood are viewed as important, and this housing arrangement is not an uncommon approach to integrate the aging population with younger ones. Another family in this neighborhood lives in a detached single-family home. They own a car, but their home-work commute primarily utilizes the local transit system. Both have high-profile jobs, one in downtown Ann Arbor, and the other in Detroit. They rely on the regional transit system because of the convenience of high frequency during the day; the Detroit commuter uses a Southeast Michigan Regional Transit Authority express bus whose schedule is integrated with that of the AAATA. Another community member is a UM engineering student living in an apartment building with three other students. The students can afford to drive but also own bikes. Occasionally the students carpool to class, but they all prefer to bike or bus when possible to avoid paying for parking. They can reach Pierpont Commons and the engineering buildings in under 25 minutes by bike or bus. The apartment building where these students live has a variety of apartments, from studio to four-bedroom. There is on-site parking with one space for each unit. This building is at the edge of the neighborhood, near the Kroger on Plymouth Road. Grocery shopping is still difficult to access by bike or bus, and the students prefer to drive for fast and simple grocery shopping.

DISCUSSION Group's reaction to indicators: • Impervious Surface: Of the new development, 75% is impervious and 25% is pervious. The entire pervious surface is ground level. One quarter of our new development is pervious- this is in line with our climate adaption focus. However, given our climate adaption the majority of the site remain undeveloped due to investment in park land. • Land area mix: The focus of our scenario was affordable sustainable development. Due to the limitations of the building types we were looking at, we had a majority of residential building types. However,

•

within the constraints of our scenario we managed to keep the scenario dense. Average Rent: $710/unit. The focus of our entire scenario is the development of affordable housing options. According to HUD, affordable housing in Ann Arbor is about $800 per month. As a result, the fact our average unit is $710 is a very positive outcome. Walk and Transit Friendliness: This is an index from 0 to 1, and in our scenario for new housing is 0.11. This is very low given inaccurate road assumptions. We envisioned an alternative transportation network in the form of local and regional trails which are not accommodated in the EnvisionTomorrow spreadsheet model. Even if we had made broad assumptions for each building type we would not have placed roads within each gridcell. The model does not accommodate the type of development we wanted to create in our “affordable sustainable development” scenario.

How do the indicator value compare to the group's expectations? • Impervious Surface: It is nice to see that we have developed a site that has increased density, increased affordable housing options, and increased access to open space, but have maintained ¼ of our development as permeable surface. • Land area mix: We are not surprised considering the inputs we had. This was simply summing the input proportions. This is also densewhich was also one of our main goals for this development. • Average Rent: We were very happy to see that our housing provided in our scenario is well below the baseline for affordable housing in the City of Ann Arbor. • Walk and Transit Friendliness: We had no expectations for this indicator because our vision for transportation in our scenario does not match the model. How do the indicator value compare to the group's expectations? • Impervious Surface: No, it did not. • Land area mix: No, it did not. Because this is on the fringe of Ann Arbor - we do not envision this to be a commercial hub. It is a primarily residential area, dense, and not very pervious. Each of these are goals for our scenario. This is what we intended. • Average Rent: No, it did not. We were satisfied with the results. • Walk and Transit Friendliness: No, it did not.

CONCLUSION A series of strategic political decisions focused on a pro-climate change adaptation/pro-development/pro-affordable housing worldview have led to a diverse neighborhood that seeks to improve life for its residents on a daily basis. Life in the Nixon Neighborhood is open to all potential residents. The neighborhood alliance has worked hard to maintain affordability, allow for some new development, and maintain green living standards that seek to minimize human impact on the natural environment. The City of Ann Arbor has given a high level of control to the Nixon Neighborhood within its geographic bounds; the Neighborhood has used this authority to forge public-private partnerships that help to fund its innovative activities and strive to make life better for all its residents.

TRAVERSE CITY CAPITAL IMPROVEMENT PROGRAM UP610: Fiscal Planning and Management and 64, and 15.2% above 65. The city is approximately 48.2% male and and 51.8% female (U.S. Census Bureau 2014). Location: Traverse City, Michigan Category: UP610 Fiscal Planning and Management, Independent Work Time: Sept. 2016 - Dec. 2016 Faculty: Lan Deng

In terms of housing, by 2014, the number of total housing units in Traverse City was 7,763, 63% of which were single-unit detached housing. The city had a household vacancy rate of approximately 16.3%, and an accompanying occupancy rate was 83.7%. The rental vacancy rate was 13%, the median gross rent was $832, and the median housing value was $173,300 (U.S. Census Bureau 2014).

4) Economy INTRODUCTION OF TRAVERSE CITY Situated in the upper northwest of lower Michigan at the southern tip of Grand Traverse Bay, the city of Traverse City has recently become a comeback story in a state plagued by economic malaise, with the city emerging as a popular destination for tourists, vacationers and retirees. This report will examine the process surrounding the city’s capital improvement plan, a policy document updated annually that identifies and schedules capital projects for the next six fiscal years and identifies funding sources for each project. The report also will attempt to demonstrate how the city’s choice of projects serve what the city perceives as its larger narrative, as well as how the projects reflect the city and surrounding region’s wider economic and political realities.

1) Geography Traverse City is located at the inland port of the Grand Traverse Bay, separated from the waters of Lake Michigan by the Leelanau Peninsula. It is also divided by Old Mission Peninsula longitudinally. The Boardman River, along with the Boardman Lake, is part of the Boardman River Waterbody. According to the U.S. Census Bureau, the city has a total area of 8.66 square miles, 0.33 square miles consisting of water (U.S. Census Bureau 2015).

2) History Indian hunters and French traders were the first known people to settle in the area that is now Traverse City. The French traders named the region “La Grande Traverse,” its meaning coming from traveling a long distance across the mouth of the bay by canoe. It used to be scattered with villages and lumber camps in the 19th century. In 1839, the Rev. Peter Dougherty established the area’s first permanent settlement at the tip of the Old Mission peninsula. In 1852, the town was officially named as Traverse City. The city was not connected by road until 1864, as it was only accessible by water as the city is still a remote outpost (Pure Michigan 2014). The ending of the lumber boom motivated the city to upgrade its economy to manufacturing and agriculture. In 1872, the city was connected by rail service, which brought about a significant economic boom (Bracken 2010). In modern times, the city’s primary economic base is tourism.

3) Demographics and Housing By 2014, Traverse City had 15,006 people, according to the U.S. Census. The city had 7,763 households. In terms of racial makeup, the city is approximately 95.49% white, 13.46% African-American, 3.13% Hispanic, 0.93% Asian, and 0.42% Native American. In terms of age, the median age was 40.1, with 21% under 20 years old, 63.7% between 20 16

According to the U.S. Census, in 2014, the employment rate in Traverse City is 63.2%. That is, the unemployed rate is 5.5%. The median household income was $47,836, and the mean household income was $74,457. The population with health insurance is 12,867, which was 88.2% of the population (U.S. Census Bureau 2014).

5) Transportation A U.S. highway and three state highways run through the city. U.S. 31 connects Traverse City to Petoskey and the Mackinaw City area. M-22 goes along the Lake Michigan shoreline around the Leelanau Peninsula. M-37 runs through the Manistee National Forest to Grand Rapids. M-72 provides linkage between Empire in the Sleeping Bear Dunes National Lakeshore and Kalkaska and Grayling to Harrisville. Traverse City has a new regional airport built in 2004, providing regular commercial flights to Chicago, Detroit, Minneapolis, and seasonally to New York City, Cleveland, Atlanta and Denver. It also has some intercity flights within Michigan. The Great Lakes Central Railroad (GLCR) provides freight rail service to the Traverse City area. However, there is no regular passenger intercity rail services, which ended on October 29, 1966 (MDOT 2015).

TRAVERSE CITY'S CAPITAL IMPROVEMENT PROGRAM 1) Capital Improvement Process Traverse City’s Capital Improvement Program is renewed annually, and always covers the next six fiscal years. Based on a flowchart provided by Traverse City detailing the capital improvement process (Appendix A), a special CIP Committee, the Planning Department, the City Treasurer, the City Manager and Committee, the City Commission, and City Administration all play roles in the process (City of Traverse City 2014). For the first step of the process, the city administration establishes a special CIP committee to revise and update the program. This committee consists of the city manager, representatives from the public services, engineering, planning, and light and power departments and the Downtown Development Authority, and three Planning Commissioners, one of which is also a City Commissioner. The committee then reviews the master plan, special plans, citizen requests, asset management system, and staff-identified needs. At that point, the Planning Department compiles project forms from committee and city departments to address needs. The committee then prioritizes projects, with the city treasurer providing expected revenue forecasts (City of Traverse City 2014). Following the revenue forecast, the city manager and committee schedule projects based on priority, funding availability, and staffing capacity. They then send a draft capital improvement plan to the City

Commission, who review and forward it to the Planning Commission. After the Planning Commission reviews the draft with the city manager and city departments, they schedule and hold a public hearing. For the next step, the city administration prepares a budget including funds for projects in the first year of the plan. Finally, the City Commission reviews the city budget, then approves budget and funding for year one. Following approval, the Planning Department provides quarterly status reports on the plan to the Planning Commission (City of Traverse City 2014).

2) Prioritization For the current capital improvement plan, the Planning Commission conducted a prioritization exercise in December 2015 based on project categories and project bundles (Appendix B). Streets and corridors, trails and walks, utilities, bridges and bayfront parks were among the highest-ranked categories in this exercise, but every project bundle is represented in the final capital improvement plan (Luick 2016). From a funding perspective, it is usually necessary to adjust the plan after the Planning Commission’s approval due to budget constraints, as the city manager is still reviewing operational requests from departments, and the city assessor’s office is still projecting tax revenues for the coming year. These processes will have impacts on the availability of general fund dollars, which will likely require adjustments to the plan for projects funded by this fund. Finally, the city has established three general categories of capital projects, each of which corresponds to a different point in the overall capital improvement projects. “Capital” projects are sizable items that are new, increase the value of an existing asset, extend the useful life of an asset beyond the original useful life, or increase the capability or capacity of an asset. “Maintenance” projects maintain an asset, as opposed to extending the life of the asset beyond its original useful life. “Visionary” projects point the way toward the city’s future and are always placed in the final year of the plan. They can be of either a capital or maintenance nature and have no identifiable or secured source of funding (City of Traverse City 2016).

2) Population Projections Whereas many cities chart out their capital improvement plans based on projections of an increasing population, Traverse City is in a unique situation. The 2010 U.S. Census reported a population of 14,674 within the city limits, but this population is actually expected to hold steady or slightly decline. Meanwhile, significant population growth is expected in the surrounding townships that make up Grand Traverse County (Networks Northwest 2014, 11). The numbers since the turn of the century reflect this trend: Since 2000, Traverse City has seen its population increase by 3.5%, while townships in surrounding Grand Traverse County have seen their populations increase by nearly 17%. These numbers are reflections of the new economic realities of the Grand Traverse County region. As Traverse City has simultaneously emerged as a tourist destination and a popular spot for retirees and vacationers, these new demands have driven up property values and placed significant demand on the city’s existing housing stock. The resulting situation is that the newly booming city is experiencing a labor shortage, with a lack of affordable housing within its city limits to provide lodging for a working-class, predominantly younger service industry. Instead, these workers are concentrating in the cheaper surrounding townships, forced into long commutes, while the construction industry itself has trouble contracting local workers to meet the demand for new

homes. Accordingly, Traverse City’s capital improvement plan simultaneously sets out to achieve the goals of improving the city’s assets to promote itself as a destination for tourists and retirees and enhancing infrastructure to allow for this influx of visitors. Our team chose three capital improvement projects that we believe demonstrate the “story” of Traverse City through its planned infrastructure: the recreational Brown Bridge Quiet Area; a planned parking deck and civic square within its downtown core; and a longer-term plan to reshape and revitalize its waterfront along Grand Traverse Bay.

CURRENT CAPITAL PROJECTS 1) Brown Bridge Quiet Area Traverse City is currently planning and implementing a major series of capital improvements for the Brown Bridge Quiet Area, 1,300 acres of city-owned property located 11 miles southeast of the city limits (Appendix C). This particular category of capital projects represents Traverse City’s attempt to enhance itself as a recreational destination beyond the strict scope of its city limits, in recognition of the newly booming population of the city’s surrounding townships. In that sense, it demonstrates that a city’s capital improvement plan can consider factors external to what takes place within its central municipal boundaries. The Quiet Area is primarily a destination for hiking, snowshoeing and cross-country skiing. The Boardman River runs through the area and was once dammed by the Brown Bridge Dam in 1922. The removal of the dam eliminated the Boardman Pond and allowed the river to return to its historic channel. Since then, the city has been focusing on cosmetic improvements to the Quiet Area in an effort to promote the area’s hiking trails and scenic look-out areas, which feature a wide variety of flora and fauna (City of Traverse City 2015). The capital improvements slated for the Quiet Area for the FY20162022 are a mix of new capital projects and maintenance to existing trails and facilities. In the former category, the city is planning a pair of new bridges: a footbridge on the site of the historical Brown’s Bridge (City of Traverse City 2016a, 4), as well as a separate bridge to connect the area’s upper trails (Ibid, 13). Maintenance projects include graveling and repaving of parking lots (Ibid, 9), the stabilization of the trail surface to prevent erosion (Ibid, 1), and the continued monitoring of invasive species (Ibid, 6). The Brown Bridge capital improvements are financed exclusively via payas-you-go mechanisms, which are the type of funding that Traverse City generally employs, for reasons that will be explained further on in this paper. In the specific case of the Quiet Area, the capital improvements draw their funding from two special funds dedicated to the area, the Brown Bridge Trust Parks Improvement Fund and the Brown Bridge Maintenance Fund, as well as a mixture of private donations and federal and state grants (Ibid).

2) West Front Parking Deck/Civic Square Traverse City is in the ongoing process of revitalizing its downtown in an attempt to promote a more walkable, community-based vision of its civic future. Two particular capital improvement projects, the West Front Parking Deck and a planned Civic Square, form two sides of a cohesive narrative about how the city perceives the future of its downtown core. Traverse City’s downtown revitalization plan is centered around a tax 17

increment financing district called TIF 97, which the Traverse City Downtown Development Authority (DDA) envisioned as a means to maintaining the downtown area's small-town character while allowing for greater building densities and tax base within the district. The goals of TIF 97, according to the city, are fourfold: to protect the downtown’s small-town character, to enhance the pedestrian experience, to make better use of land, and to maintain the city’s historic building patterns (Traverse City Downtown Redevelopment Authority, n.d.). According to the capital improvement plan, the West Front Parking Deck is a planned 410-space deck intended to consolidate surface parking lots, in an effort to clear space for land uses that will improve residents’ and visitors’ quality of life (City of Traverse City 2016a, 78). One such “visionary” plan is Civic Square (Appendix D), envisioned as a gathering place for residents and visitors. The projected site for the square is a parcel at the intersection of Cass and State streets that currently houses a surface parking lot (Ibid, 25). For this reason, the two projects represent two components of the same push to improve the city’s downtown. The financing for these projects has a somewhat complicated history that speaks to Traverse City’s broader political climate. The city initially sought to fund the West Front parking deck in 2006 by issuing a $16 million municipal bond, which would be paid back through user charges via a pay-as-you-use mechanism. However, the bond measure overwhelmingly failed at the ballot box, with more than 71 percent of voters rejecting the proposal (McCray 2006). Ten years later, the resurrected project is just now entering the capital phase of development, with funding coming from the TIF district, the city’s parking system fund, and brownfield funding for initial site cleanup. Civic Square, meanwhile, is set to be funded through a combination of TIF and private funding (City of Traverse City 2016a).

3) Bayfront Revitalization “Our bayfront has untapped potential,” Traverse City Mayor Chris Bzdok said in 2010, introducing the city’s then-new Bayfront Plan. “Through thoughtful design reflecting community values, our waterfront will become a resource that can be enjoyed by all” (Traverse City City Commission 2010). Traverse City is currently entering the initial capital phase of a plan to revitalize its bayfront, which is one of the city’s most visible features (Appendix E). As opposed to the Brown Bridge project, which represents the city’s push to enhance recreational activities outside of city limits, the bayfront revitalization plan stands for Traverse City’s desire to market the city itself as a picture-postcard destination. Most of the Bayfront Plan is still in the “visionary” phase, with planned enhancements to the area including a comprehensive stormwater treatment plan (City of Traverse City 2016a, 87), a public pier (Ibid 85), a promenade on its West End beach (Ibid 62), and Con Foster Commons, a multi-season gathering place for community activity (Ibid 55). The portion of the project currently in its capital phase is mostly cosmetic, including the installation of trees, banner poles, and ground-level features, as well as an amphitheater seat wall with performance space (Ibid 83). Like the other two projects explored thus far, the Bayfront plan is set to be funded through pay-as-you-go mechanisms, including the city’s general fund, federal and state grants, and private funding sources (Ibid). The Bayfront Plan itself is a 52-page document separate from the city’s wider capital improvement plan, speaking to the sheer complexity of the planning framework surrounding the funding and implementation of capital improvements. 18

BONDS As the downtown core and surrounding neighborhoods become more vibrant and denser, the need for more connectivity arises. In 1999, the City Planning Department recognized this need, and thus devised a sidewalk infill strategy to improve walkability and connectivity along major routes and around schools. In 2010, the capital infrastructure policy, outlined by the City’s Engineering Department, cited the sidewalk infill strategy as a primary goal for areas in and around the downtown core (Travis 2016). Furthermore, the Engineering Department prepared a communication in 2014 identifying specific locations and costs for sidewalk gap infill, and since then, almost a quarter of the sidewalks have been constructed. The cost for this construction totaled $484,735, and was paid for by the City’s General Fund, Michigan Department of Transportation (MDOT) funds, and a small investment from the Traverse City Light and Power Department (Ibid 2016). However, a substantial amount of sidewalk remains to be constructed, and the City wants to expedite the process. Currently, the infill will be completed according to a 15-year or 20-year timeline, which translates to annual $130,000 or $98,000 investments, respectively (City Commission Special Meeting 2016). So in order to complete the remaining work in a shorter amount of time, the City is now considering using a bond. At the moment, the City of Traverse City plans to fill in 8.15 miles of sidewalk along the remaining primary and secondary routes with poor connectivity (Appendix F). When using the average cost of $35 per foot of sidewalk (which includes a small level of inflation), the estimated cost for these remaining sections is $1,725,000. In order to finish the infill in a two- to three-year timeframe, the City is currently formulating a general obligation bond to do so (Travis 2016). Because of this short timeframe, the project exceeds the capacity of existing staff, and requires the City to hire an engineering consultant. The project cost, including the sidewalk construction, engineering consultant, and bond issuance cost, comes out to be just over two million dollars ($2,032,000). This cost factors in the time commitment of city staff managing the consultant contract, providing background information, attending meetings with property owners to negotiate easements, and deciding project parameters in conjunction with the consultant. An estimated 20% of city staff time is expected to be focused on this sidewalk project. Lastly, an interest rate of 2.25% raises the total project cost to $2,293,000 (City Commission Special Meeting 2016). The general obligation bond figures to be a ten-year bond with annual payments of around $230,000 (Appendix F). The principal is expected to increase each year, but due to the annual decrease in the remaining balance, the interest payments also decrease annually. Because principal and interest payments are paid together over time, this is an example of a serial bond. In order to fund the bond, the City of Traverse City allocated $300,000 for sidewalk gap/infill work and an additional $100,000 for existing sidewalk repair in the adoption of the current budget (City Commission Special Meeting 2016). Interestingly, the general fund will be paying for the bond over the ten-year period. Four projects, of which total 9,161 feet (1.74 miles), are identified in the capital budget for the 2016/17 fiscal year (Ibid 2016). The process for issuing bonds takes between three to six months, so issuance of the sidewalk general obligation bond is not set to be finalized until early Spring 2017. Furthermore, the interest rate environment could change between now and the bond issuance, which might add some complexity to the situation. However, the City of Traverse City, despite the

historic lack of support for bonds (Appendix G), is confident in the public support for using this ten-year general obligation bond to fund a sidewalk project that will benefit the community as a whole (The Ticker 2016). At a recent City Commission meeting in October 2016, City Manager Marty Colburn noted “by bonding out the project, the city could lock in costs at less than half the construction inflation rate over the next decade and do 10 years' worth of infrastructure work in a third of the time” (Ibid 2016).

CONCLUSIONS The evolution of Traverse City from a small trading post to a bustling tourist hub has resulted in significant change over time. In the modern day, infrastructure coupled with significant change requires a great deal of planning to organize projects. In order to do so, Traverse City, and most other cities, use a Capital Improvement Plan to outline future projects of which the public utilizes as it grows. The process of developing a CIP in Traverse City intertwines with many other facets of the city but does a good job in determining needed projects. The three types of projects, which are discussed in the aforementioned examples, demonstrate how a wide variety of developments are included in a CIP. Funding for these projects varies as well, as different financing mechanisms make more sense in some cases than others. The use of bonds, although historically unpopular in Traverse City, have seen a recent emergence with the sidewalk project, and moving forward, the city may rely on them more for funding larger projects in a shorter amount of time.

REFERENCE Bracken, S. (2010). Historic McLennan County: An Illustrated History. San Antonio, TX: HPN Books. City Commission Special Meeting (2016, October 21). In Notice. Retrieved November 14, 2016. City Commissioners Support Sidewalk Bonding, Safe Routes To School (2016, October 25). In The Ticker. Retrieved from http://www. traverseticker.com/story/city-commissioners-support-sidewalk-bondingsafe-routes-to-school City of Traverse City, “Brown Bridge Quiet Area” (Feb. 26, 2015). Retrieved from http://www.traversecitymi.gov/brownbridge.asp. City of Traverse City, “Capital Improvement Program” (Traverse City, MI, 2014). http://www.traversecitymi.gov/downloads/capital_improvement_ program_final_feb_3_2014.pdf City of Traverse City, “Six Year Capital Improvement Program” (May 2, 2016a). http://www.traversecitymi.gov/downloads/tccipnarrative_28.pdf City of Traverse City. “Traverse City Capital Improvement Plan 20162022” (presentation, February 17, 2016b). http://www.traversecitymi. gov/downloads/capitalimprovementplanfeb2016.pdf Haglund, Rick. “The ‘Perfect Storm’ Creates Critical Labor Shortages: Lack Of Workers Stymies Home Builders’ Growth.” Traverse City Business News, August 2016. http://www.tcbusinessnews.com/the-perfect-stormcreates-critical-labor-shortages-lack-of-workers-stymies-home-buildersgrowth/ Hakala, Josh. “Popularity creates challenges as Traverse City outgrows its tourist town roots.” Michigan Radio, April 4, 2016. http://michiganradio. org/post/popularity-creates-challenges-traverse-city-outgrows-itstourist-town-roots Luick, Missy. “Capital Improvement Program Adoption” (April 1, 2016). http://www.traversecitymi.gov/downloads/cip_public_hearing.pdf

McCray, Vanessa. “Officials divided on next step for parking deck.” The Record-Eagle (August 10, 2006). http://static.record-eagle.com/2006/ aug/10deck.htm MDOT. (2015). Michigan's Railroad History. Lansing, MI: MDOT. Networks Northwest, 2014. Traverse City Area Transportation and Land Use Study. Retrieved from http://www.networksnorthwest.org/userfiles/ filemanager/2940/ Traverse City Downtown Redevelopment Authority, “TIF 97 Plan.” Downtown Traverse City (no date given). http://www.downtowntc.com/ about-downtown/dda/tif-97-plan Travis, J., “City Moves on Sidewalk Grant” (October 25, 2016). Record Eagle. Retrieved from http://www.record-eagle.com/news/local_news/ city-moves-on-sidewalks-grant/article_c927eb0d-f564-59fa-be7fbfdda0ec0759.html U.S. Census Bureau. (2014). ACS DEMOGRAPHIC AND HOUSING ESTIMATES 2010-2014 American Community Survey 5-Year Estimates. Retrieved from US Census Bureau: http://factfinder.census.gov/ faces/tableservices/jsf/pages/productview.xhtml?pid=ACS_14_5YR_ DP05&prodType=table U.S. Census Bureau. (2014). SELECTED HOUSING CHARACTERISTICS 2010-2014 American Community Survey 5-Year Estimates. Retrieved from US Census Bureau: http://factfinder.census.gov/faces/tableservices/ jsf/pages/productview.xhtml?pid=ACS_14_5YR_DP04&prodType=table U.S. Census Bureau. (2014). US Census Bureau. Retrieved from SELECTED ECONOMIC CHARACTERISTICS 2010-2014 American Community Survey 5-Year Estimates: http://factfinder.census.gov/ faces/tableservices/jsf/pages/productview.xhtml?pid=ACS_14_5YR_ DP03&prodType=table U.S. Census Bureau. (2015). QuickFacts - Traverse City, Michigan. Retrieved from US Census Bureau: http://www.census.gov/quickfacts/ table/PST045215/2680340 Woodward, Danielle. “Extreme service labor shortage extends beyond seasons.” Traverse City Record Eagle, September 4, 2016. http://www. record-eagle.com/news/business/extreme-service-labor-shortageextends-beyond-seasons/article_48e1728b-f952-523b-8854fb8110caa42b.html

RACIAL SEGREGATION Segregation Results from 1970 to 2010 Census Location: Ann Arbor, Michigan Category: Work piece at Social Science Data Analysis Network (SSDAN), Independent Research Time: Mar. 2016 - Sept. 2017 Supervisor: John P. Dewitt Duty: Collect data,

1970

1980

Following the release of redistricting data from the 2010 Census, the project calculated scores for several different measure of residential racial segregation and posted a series of maps on a website at the University of Michigan's Population Studies Center. The interest in these measures was substantial and resulted in considerable attention to one article in particular. Segregation Indices are Dissimilarity Indices that measure the degree to which the minority group is distributed different tracts. They range from 0 (complete integration) to 100 (complete segregation) where the indictes the percentage needs to move to be distributed exactly like whites. The neighborhood compositions for average members of a racial group is based on the calculation of exposure indices, each tracts racial composition is weighted by the group's size of each tract.

1990

2000

2010

Deroit

75.3

St. Louis

72.3

Philadelphia

Ozaukee Washington

68.4

Los Angeles

Waukesha Milwaukee

67.8 20

American Indian Asian

Black

Hispanic

White

50.0% or less

50.1 to 85.0%

85.1% or more

FENGHUA PRIORITY DEVELOPMENT AREA ANALYSIS Development Analysis Based on GIS Application Location: Fenghua, Zhejiang, China Category: Work piece at Urbaneer, Independent Research Time: May. 2016 - Aug. 2016 Supervisor: Tao Pan Duty: Database development, GIS calculation and mapping, visualization.

The project aimed to select the priority area to be the target to accommodate new development in the next round plan and research object. By creating GIS working platform, the research aimed to using spatial analysis to help evaluating the most suitable villages in Fenghua, Ningbo. By leveraging Google Earth, the study created Fenghua Village database. The conclusion of this research was only used as the foundation of the future decision making. More other information would be considered in the final evaluation.

12 indicators, added them up...

Village Density

2015 Investment Program ±

Farmer House Density

0 1

10 KM

Planned Climbing Route

Greenway System

The following 12 indicators have been selected as the measurements: Village Density, Farmer House Density, Retained Villages, Small Business Villages, Administrative Villages, Educated Governers, 2015 Investment Program, 2016 Investment Program, Planned Climbing Route, Greenway System, Fenghua Beautify Plan, and Planned Marathon Route. By capturing the indicators, the study was able to geolocate the factors into GIS working platform. Through calculating each indicator, the study further developed the evaluation process. By adding all 12 layers altogether, the recommendation map was accomplished. The area where are showing as red, represent a higher score in the evaluation, which means the villages in these areas more likely to be selected for the first round plan. But the final decision making map as below, but it incorporated other factors as well.

Fenghua Beautify Plan

10 KM

Educated Governers ±

10 KM

Administrative Villages ±

10 KM

Small Business Villages ±

2016 Investment Program ±

Retained Villages

10 KM

Planned Marathon Route

SUPPLY & DEMAND CHARACTERISTICS OF METRO TRANSIT Based on Space Syntax and GIS; A case on Hangzhou Line One Location: Hangzhou, China Category: Work piece of a paper published at World of Geography Information, Team Work Time: 2013 - 2014 Supervisor: Yizhou Wu Duty: Second Author, Indicator Development, Running Space Syntax and GIS data analysis

ABSTRACT At the beginning of the construction of the metro system in Hangzhou, the plan of transport facility and industry is related to the operation and efficiency of each station directly. By leveraging a reasonable evaluation method, and building upon the spatial analysis to develop research on supply and demand, the study will provide scientific instructions for further planning and design. This paper takes 31 metro stations along Hangzhou subway line one as samples, building upon the space syntax to develop the quantitative analysis. Through accessibility analysis, based on GIS and AHP working platform, the paper summarized the spatial distribution characteristics of metro transit demanding. Integrating investigation, the paper expounds the mechanism of spatial integration and traffic demand, and further discusses the strategies in planning the Hangzhou metro transit station system.

SPATIAL ANALYSIS OF INTEGRATION Based on the characteristics and connotation of Hangzhou regional and local spatial axis models, the study selected sections of road which are closest to the metro station and calculated the average value to demonstrate the spatial integration of each station (table 2).

Figure 1: Hangzhou Regional Axis Model (k=n)

From a regional perspective, the influence of Hangzhou development structure on the spatial integration around the metro stations can be illustrated as a “top-down” scenario. “Top-down” scenario refers to the situation that none of the urban areas can break up the limitations from current urban spatial structure and social order. Therefore, the study used the calculation from the “regional axis model” to represent the spatial accessibility of metro stations. From a local perspective, the affection of the locations of metro stations on Hangzhou local spatial development is aligned to “bottom-up” strategy. “Bottom-up” illustrates the scenario that the metro transit breaks up the limitations, so the city is not only developing along the metro transit structure, but also dealing with the complex issues with concentrated industries. More importantly, because the spatial integration is calculated by existing traffic model, which means that the conclusion only represents the spatial accessibility in a 5-year or 10-year scenario. As time goes on, urbanization will continue to relieve the pressure on crowded old city and the regional spatial integration is bound to stimulate more changes. Therefore, we still need to adjust transfer facilities, industrial distributions, development intensity, etc.

SPATIAL ANALYSIS OF NEEDS BASED ON GIS-AHP APPLICATION Figure 2: Hangzhou Local Axis Model (k=3)

According to figure 5, the core urban area has a strong demand for metro transit. The conclusion from the spatial analysis shows the circle distribution, which is taking the urban core area as a center, the longer distance to the center, the lower demand for the metro transit. The demand for metro transit is highly concentrated in the streets of Hubin Road, Chaoming Road, etc. Due to the high population and commercial density, the superior locations close to the West Lake, the integrated facility systems, as well as the highest proportion of built-up area, these areas demonstrate a higher level of demand for the metro transit. The demand of Xiaoshan Station is higher than Linpin-Xiasha district (demand average: 4.8). It is more clear that Xiaoshan stands a pivotal position in leading the industrial development in the southern Hangzhou. Moreover, the study also finds that Qianjiang, which is the new city core, has started to bring the changes to the city. Along with the development of metro transit network, and the improvement of Qianjiang and Jiangnan, this area will continue to increase the demand for metro transit services. On the contrary, Linpin-Xiasha exposes the weakness on the metro transit service. The extensive competitions in industrial resources led to the deteriorate development trend. Worse still, the poor living quality and worsen built environments make the residents hard to adapt the changes surrounded. These situations may cause wastes of urban infrastructure services.

Figure 3: Hangzhou Regional Axis and Local Axes Model of intelligent spot Model 22

There are several reasons lead to the lower demand index for metro transit for the urban fringe areas and some designated developing zones. The long distance to the city core, lack of attraction of business and commercial development, incomplete urban infrastructure service system, and inconsistent social spaces are all can be the reasons. However, the potential capacity in introducing

Table 1 Weight and Methods in Dealing with Indicators

PRIORITY INDICATOR

SECONDARY INDICATOR

IMPACT

SOURCE

METHOD

WEIGHT

ECONOMIC GROWTH

Population Density

Residents are both users of urban rail transit and its clients. A certain amount of population stock is essential for promoting rail transit network.

Hangzhou Yearbook 2013

Shapefile

0.1362

Business Density

Business on behalf of the production, consumption, distribution, and social service industry. The area owns high business density needs better facilities to serve for economic activities.

Hangzhou Type C Land Use

Point Density

0.0841

Influence of Wulin Center

Wulin Center is one of the busiest shopping area in Hangzhou and an important symbol of commercial prosperity. The covering rail transit will serve Wulin to continue expanding influence and strengthening the economic progress.

Location of Wulin Center

Buffer Zone

0.0588

Influence of Qianjiang Center

In recent years, Qianjiang Center is a concentration of Hangzhou and along with increasing industries, its economic strength gradualy showing. The covering rail transport is the catalyst to stimulate the development.

Location of Qianjiang Center

Buffer Zone

0.0208

New Housing Price

Accessibility is an important indicator to determine the housing price. Rail transport coverage will increase the value of new homes and will also generate more demand for rail traffic.

New house trade

Inverse distance weighting

0.0334

Distance to Railway Station

Railway station is the major transportation hub of a city. Rail transit Location traffic not only will integrate the transportation system, but also will give of railway a hand for people who'd like to choose to take rail tranffic. station

Buffer Zone

0.0543

Number of Main Road

More main roads, high accessibility. It also represents that higher demand for public transportation which requires input from rail traffic.

Measure

Shapefile

0.1238

Bus Station Density

The higher the bus station density, more congestion on the roads. It requires the rail traffic to relieve road congestion.

Measure

Shapefile

0.1238

Build-up Proportion

The higher proportion of the build-up area, the higher requirements Remote about spatial integration. Especially for the commuter capacity, which is Sensing a key catalyst to promoting rail transport service coverage. Image

Shapefile

0.0314

Number of Enterprise

The more enterprises, the more social activites and population agglomeration. The rail transport is effective to shorten commuting time.

Translate the whole document

0.0512

Number of University

The more University, the more teachers, students, and employees living Location of around. Rail transportation contributes to the activities of these people. University

Buffer Zone

0.0456

Distance to Developing Zone

The potential power of developing zone to stimulate economic progress Location of and gather population, needs the inspiration from the rail transit developing transport capacity. zone

Buffer Zone

0.0209

Distance to Historic District

Historic district is an important part of Hangzhou. Its huge floating population needs the support from rail transportation to orderly evacuating and improving the accessibility.

Major historical district

Buffer Zone

0.069

Distance to Scenic Spots

Hangzhou is a worldwide famous scenic city. It needs integrated transit and public transportation system, to efficiently and orderly distribute visitors.

Location of famous scenic spots

Point Density

0.069

Cultural Facility Density

Culture and recreational facilities form a basis of residents' leisure activites. The higher its density, the more activities gathered around. Thereby, the requirements of rail transportation are improved.

Hangzhou Type C3 Land Use

Point Density

0.0775

SPATIAL ELEMENTS ALLOCATION

SOCIAL PROGRESS

2013 Telecom Yellowpage

Table 2 Space Integration and Average Depth of Metro Stations

STATION

INTEGRATION

Xianghu

0.5169

Binkang Xixing

AVERAGE DEPTH

STATION

INTEGRATION

15.6395

Wulin

0.6455

0.5188

15.5864

Culture Square

0.5474

14.8246

Datieguan

Binhe

0.5723

14.2232

Jianglin

0.5754

Jinjiang

AVERAGE DEPTH

STATION

INTEGRATION

AVERAGE DEPTH

0.6455

Jinshahu

0.4708

17.0726

0.7013

Gaosha

0.4208

18.9841

0.6465

Wenze

0.4395

18.2197

Zhanongkou

0.6628

Qiansi North

0.4422

18.1107

14.1506

Railway Station

0.6265

Qiaosi

0.4096

19.4756

0.5984

13.6457

Penghu

0.6933

11.915

Wengmei

0.3965

20.0841

Wujiang

0.596

13.6962

Qibao

0.6294

13.0243

Yuhang

0.3801

20.9079

Chengzhan

0.5672

14.3419

Jiuhe

0.5893

13.8539

Nanyuan

0.3835

20.729

Dingan

0.593

13.7617

Jiubao

0.5309

15.2542

Linpin

0.3983

19.9982

Longxiang

0.6164

13.2764

Bus Center

0.5197

15.5598

Fengqi

0.6316

12.9805

Xiasha West

0.5103

15.8282

Table 3 Metro Station Integration and Deman

STATION

INTEGRATION DEMAND

STATION

INTEGRATION DEMAND

STATION

INTEGRATION DEMAND

Xianghu

0.5169

Wulin

0.6455

Jinshahu

0.4708

Binkang

0.5188

Culture Square

0.7013

Gaosha

0.4208

Xixing

0.5474

Datieguan

0.6465

Wenze

0.4395

Binhe

0.5723

Zhanongkou

0.6628

Qiansi North

0.4422

Jianglin

0.5754

Railway Station

0.6265

Qiaosi

0.4096

Jinjiang

0.5984

Penghu

0.6933

Wengmei

0.3965

Wujiang

0.596

Qibao

0.6294

Yuhang

0.3801

Chengzhan

0.5672

Jiuhe

0.5893

Nanyuan

0.3835

Dingan

0.593

Jiubao

0.5309

Linpin

0.3983

Longxiang

0.6164

Bus Center

0.5197

Fengqi

0.6316

Xiasha West

0.5103

Figure 4: Hangzhou Metro Transit Demand Model Processes and Results 24

the urban metro system in urban fringe areas and developing zones cannot be ignored. Under these circumstances, increasing the capacity of the regional transportation system with efficient transit transfer system can be an alternative to tackle the conflictions between supply and demand, and contributing to the completed system of the metro system. The planning for Line One has already shown some considerations in the trend of city development. Planning and implementation of urban infrastructure cannot be completed without the support from policy and ordinance. Currently, Line One meets the needs of metro transportation by easing the confliction among different developing zones. From the regional perspective, Line One has already consolidated the connections between city core and developing zones; whereas, from the local perspective, it helps to strengthen the connection with commercial areas, metro stations, schools, and other important city nodes, and to create a resource sharing network in the real-time setting.

DISCUSSION Demand is Less Than Integration: Qibao Station Qibao Station is located between the train station and bus transportation center and is the only route travel from the old city to Xiasha. There is a small proportion of the built-up area around, which are mostly farmland. Within 1,000 meters of the station, new development and rented houses are rarely available. The fixed and floating population is on a small scale which refers to a smaller demand for metro transit. However, the station is located in a unique location, where linked the old city to Xiasha. In sum, Qibao Station has a relatively lower traffic cost, while it has a higher integration value. Thus, it refers to the situation of demand is more than needs.

Demand is Greater Than Integration: Longxiang Station Longxiang Station is located in Yanan Road, the most prosperous district in Hangzhou. It is closed to the Hubin and Wulin Business Districts and in conjunction with Gonglian Shopping Mall, which is an integrated and developed vertical shopping space. There are several other shopping centers around it, like INTime, Jiebai, and Longxiang Clothing City, which catalyst people to gather around it. A high proportion of built-up areas, reasonable developing strategies, and completed urban infrastructure system are all contributed to the higher metro transport demand for Longxiang Station. However, the existing transit and road system is inadequate, the original spatial organization cannot fulfill the needs. Therefore, in this station, the demand is less than the needs.

Demand is Equal to Integration: Jianglin Station Jianglin Station is located at the intersection of Jiangnan Avenue and Jianglin Road, and it is an important node connecting old city with Xiaoshan District. It is close to Qianjiang District which is a new city core. Compare with it, the area around Jianglin Station shows the limitations in scale and attractions from urban complexes and office buildings. However, it is located in the area where old city closely connected with the Xiaoshan. Either from the global or local perspectives, the spatial organization, road system, and geospatial location determine its ability to attract more population. Therefore, the modest population base, good road system, completed transfer system determine the balance of supply and demand around the site.

CONCLUSION The above analysis shows that the quantification of supply and demand for urban metro transit can be achieved by incorporating Space Syntax and Geographic Information System. After assessing and analyzing the current situation, calculation and indicatorâ&#x20AC;&#x2122;s weight can be fixed and adjusted. This paper creates a creative method of approaching the interrelationships between demand and supply of urban transportation system, whereas it still has some limitations. Along with further construction of metro transit network in Hangzhou, the spatial system will dramatically be changed but the early conclusion still remains in a range of short term. This paper argues that, after the discussion of supply and demand characteristics of metro transit, we should improve the metro transfer system in a certain direction and depth to balance the transport supply and demand, such as adjusting the bus rapid system, increasing bicycle rental service, optimizing bus routes, etc. The improvement may include the number of the transfer system, the development, and adjustment of the local industry, so as to increase the overall performance of the operation of metro transit.

Figure 5: Hangzhou Metro Transit Integration and Deman 25

BRIGHTMOOR OFFICE OF URBAN FANTASY UNESCO Creative City of Design, Detroit-based Practice and Research PROJECT BACKGROUND Location: Category: Time: Faculty:

Detroit, Michigan Academic, Independent work Sept. 2017 - Dec. 2017 Anya Sirota

The project tests the capacity of architecture, landscape, and urban design to transform neighborhoods in economic scenarios where typical redevelopment seems unlikely. Focusing on the cultivation of human capital as well as the deconstructing the binary oppositions between newcomers and indigenous Detroiters, the research proposes methods to overcome the obstacles and predicaments associated with the infux of new populations into scenarios where locals have struggle for an extended span to make ends meet. Taking the form of a series of experimental and agonistic public spaces and culturally driven programs, the project speculates on ways that designers might moderate between broad ranges of stakeholders to create a pluralistic, evolving and inclusive urban scenario.

STUDY PHILOSOPHY Detroit has typically been defined by a series of binary oppositions. For example, as defined by Eight Mile Wall, Detroit has a complex relationship between its interior core and outline neighborhoods; racial segregation has always been at the forefront of Detroit culture identity; different people have different definitions to define themselves as indigenous; Detroiters all love their city, but they always place themselves into an opposite position to everybody.

Eight Mile Wall at the edge of the Detroit.

These binary oppositions are very real. As Foucault calls out, the binary opposition helps to define two different things. But a place that has such clear and distinct â&#x20AC;&#x153;binary oppositionsâ&#x20AC;? is difficult to accept changes and differences. If we keep emphasizing the differences between the suburban and urban spaces, then the suburban area will never jump the wall and become urban. If we always focus on the oppositions between newcomers and indigenous, then there is no newcomer. Those seeming simple binary oppositions are difficult to shift because these seemed too clear. It is not necessary to completely erase the binary oppositions, rather it is important to create a space, where people can communicate, adjust, coordinate, and all of the possibilities that Chantal Mouffe described. The study is trying to figure out how agonistic space can render complicated, where people can self-flexibly adjust, conflicts are free to express, and therefore, people can consider their own definitions.

Race issues are always at forefront of Detroit culture identity.

People have different ways to define themselves as indigenous

SITE SELECTION There are numerous transformations currently happening in Detroit, through the influx of capital. The project would like to approach the urbanity transformation through the influx of human capital. By inviting people who may not have many resources, the project is trying to produce a new way of thinking toward the city development. That leads the study to look for a neighborhood that could stand in for a generic condition to prototype series of steps in the environment. The The study maps the following information about the city of Detroit: Capital Improvement Projects, 20-minute Neighborhood, Empowerment Zones, Neighborhood Stabilization Program, 2015 City of Detroit Capital Improvement Projects. By overlaying these layers, we can identify the area where has been planned for diverse projects, which also leads us to look at the site has been overlooked by the city. Moreover, in combining with the information of the vacant lots in Detroit, as well as the unoccupied properties, and upcoming demolitions, the study decided to choose Brightmoor Neighborhood as the site to prototype the project. When we have a city that based on the binary oppositions, changes in the demographic and organizational promises of communities are difficult. For the perception to shift, the study would like to test how to create spaces of agonism and a more inclusive urban environments.

BRIGHTMOOR NEIGHBORHOOD PROFILE Detroit VS Everybody

Brightmoor is a community of 19,837 residents in Northwest Detroit and is bordered on the west by Telegraph Road, Eliza Howell Park and the Rouge River and on the East roughly by Evergreen Road with a Southern section between Evergreen and Southfield Roads. It is situated entirely within the 4 zip code area. Development of Brightmoor began in the early 1920s when B.E. Taylor bought 160 acres of land in

Capital Improvement Projects 2015

Neighborhood Stabilization Program

LEGEND

Empowerment Zones

LEGEND

2015 Capital Improvement Projects

LEGEND

Already Amended

Empowerment Zone

Not Yet Amended

20-minute Neighborhood

Planned Project at Detroit

Vacancy

LEGEND

Project Planned Area

20-Minute Neighrbodhood

LEGEND Vacant Lots Unoccupied Properties Upcoming Demolition

1921, one mile from the Detroit city limits. He opened the Brightmoor Subdivision in 1922. Brightmoor grew quickly with an additional 2,913 acres added from 1923 to 1924. In 1926 it was annexed by the city of Detroit. He subdivided the parcel about 35 by 125 feet and remain the typical size of Brightmoor’s residential parcels. The standard house in Taylor’s development was only 400 to 600 square feet with a low-slung front porch, basic kitchen, living room, and single bedroom. The population of Brightmoor was primarily working class families that supported the auto industry. Today, Brightmoor is still home to many working families including an estimated 13,300 children and youth (through age 18). Brightmoor has a majority African American population (84%), with a white population of 11.73%. This makeup is comparable to the average population of Detroit. At the same time, a total of 37% of the population living below the poverty level. This neighborhood is perfect to prototype the project because of the following reasons. First, the history of Brightmoor is the history of migration.

Neighborhood Selection

BRIGHTMOOR NEIGHBORHOOD

Second, Brightmoor is defined by Detroit Future City as “innovative production” use as productive and ecological areas respond to the current condition of urban abandonment after decades of disinvestment. However, Brightmoor has very different legacies inherited from the past and distinct socio-cultural identities. It showcases exemplary expressions of tactical urbanism where the deliberate yet impromptu interventions of ordinary people have put abandoned spaces to new uses. In the current discourse, there is a special place for identitying practices where ordinary people take it upon themselves to carve out spaces for themslves in contributing to the urbanity transformation. 27

Third, Brightmoor is a long-standing Detroit community. Residents who live in the neighborhood are proud of where they are. No one wants to move, while no one wants to pay for the infrastructure. The project is making the case that they could really benefit, from the small influx of people that would transform the disperse urbanism into the potentially neo rural-urban village.

STATICS OF STUDY SITE

Typical Housing Type in Brightmoor 35‘

35 ft

BED ROOM

24’

125 ft

KITCHEN

CLO

1 unit $3,500

6’

LIVING ROOM

CLO

BED ROOM

PORCH

Floor Plan

• • • • • • • • • •

Statues: Gentrified Population: 1443 Median home value: $51,000 Bachelor’s degrees: 9.7% of adults (3.4% had bachelor’s degrees in 2000) Median household income: $14,677 Ownership of vacant lot: City of Detroit owned: 123 Detroit Land Bank Authority owned: 117 Other Public owned: 82 Private owned: 86

PARTNERSHIP The project is trying to seek local organizations or concerned individuals to devote inputs and help with the implementation of the project.

Brightmoor Artisans Collective Brightmoor Artisans Collective seeks to create a space where community members can safely and creatively work and learn together to process, market and consume affordable and healthy food. The goal of the organization is to empower local farmers, artisans, and neighbors. Brightmoor Artisans Collective has the capacity to plan and implement programs to strengthen the project. The Collective has already organized diverse programs in the neighborhood. For example, it hosts a farmers’ market every Friday from 4-7 pm during the months of June through Octorber. They have everything from pottery to baked goods, and a huge variety of fresh produce. Moreover, the Collective provides a commercial kitchen space which is available for hourly rental. It has a variety of commercially rated equipment for use, in addition to dry storage, cooler, and freezer space for rent. The educational/meeting room is available for rent as well.The dynamic programs they are hosting are at no cost to the community.

Jonathan Pommerville Jonathan Pommerville is a resident of the Brightmoor Neighborhood, and he is also the “unofficial mayor” of the neighborhood. He hopes to devote some efforts and make some differences for

Eaton Ave

Examples of Parcel Subdivision 11319

POPULATION

7147

3958 1957 8 6 1

1922

763 30

1923

HOUSES

2407

BUSINESS

101

190

1924

1925 Lyndon St

Trends in Brightmoor Neighborhood

Fielding St

Patton St

Braile St

Pierson St

Burt Rd

Trinity St

Blackstone St

Westbrook St

Bentler St

LEGEND City Owned City Land Bank Owned Other Public Owned Private Owned and Taxable

Acacia Ave

his neighborhood, and he thinks it really depends on the residents to protect their neighborhood. “Rather than saying it is what it is. It’s up to us to protect our communities especially if the cops aren’t going to do it for us,” said Pommerville. Pommerville started to clean up his street through documentation because he thinks the video camera is much more powerful than the gun. He’s shaming alleged illegal dumpers, prostitutes and Johns with cell phone videos that he posts to YouTube. In addition to keeping an eye and a camera lens on the neighborhood, Pommerville works with other area residents to put some of the vacant land to use. By collaborating with Ross School of Business, University of Michigan, he is working on a community garden with beehives for honey, vegetable planters, and fruit trees.

Brightmoor Artisans Collective

Neighbor Building Brightmoor Neighbor Building Brightmoor dedicated to mobilizing, equipping, and helping each other to create a beautiful, healthy, and sustainable community for ourselves and our children. They do everything “with” neighbors. Neighbor Building Brightmoor as the capacity to organize the neighbors to be involved in dynamics programs. Here is some of what neighbors do together:

• Each month, between 30 and 50 neighbors gather for a monthly meeting where major decisions are made and the information is shared.

Jonathan Pommerville

• During the month, volunteer committees work together on important issues to our community, including land use, safety, farming, and youth.

• Neighbors work with groups of volunteers to create/maintain parks and gardens and to beautify the neighborhood.

Joe Trumpey Joe Trumpey is an Associate Professor of Art at the Stamps School of Art & Design and an Associate Professor of Natural Resources at the School for Environment and Sustainability at the University of Michigan. With its emphasis on biodiversity, modern agriculture, and ecological sustainability, he lead his students in conducting fieldwork at diverse locations such as the Groundhog Park at Brighghtmoor Neighborhood. Prof. Trumpey is trying to taking together the food system with the ecology design.

Neighbor Building Brightmoor

Brightmoor Maker Space Working with Brightmoor community partners, the Penny W. Stamps School of Art and Design, and Detroit Community Schools, the Brightmoor Maker Space is a place for residents, particularly young people, to improve their making skills, develop intergenerational connections, and nurture community revitalization. The space will also help youth explore paths to college and/or a profession.

Joe Trumpey

Sidewalk Detroit Sidewalk Detroit is dedicated to improving livability in Detroit neighborhoods and public spaces through the lens of creativity, arts, and culture. They believe that creative, active public engagement within the built environment is essential for vibrant neighborhoods, community efficacy, and economic opportunity. They are passionate about the power of engagement with residents and artists to create effective, long-lasting and sustainable plans for public space. They annually produce socially relevant, place-based and site-specific events. Their quintessential event is Sidewalk Festival, an annual celebration of performance and installation art in the heart of Old Redford at the Artist Village. They pair artists with residents to produce ongoing programming in Brightmoor’s Eliza Howell Park. Events range from yoga to dance, storytelling, jazz nights and art festivals. Additionally, we produce place-based performance events throughout Detroit.

Brightmoor Maker Space

Sidewalk Detroit

IMPLEMENTATION As illustrated by the image, there is nothing happening in the neighborhood. The area is almost empty, with no capital or activities. The vacant lots here could also be the asset to create a lot of possibilities.

First is to start an â&#x20AC;&#x153;embassyâ&#x20AC;? on the site. By analyzing the ownership of the vacant lots in the research area, the study takes the publicly owned land as the potential development lots. By assembling the vacant lots together, the study starts to introduce to the embassy into the neighborhood. The embassy is a functioning space, where many things can happening. It intervenes the public stage, helps to organize multiple events, mobilize many local actors, contributes to creating the conditions for new negotiations, and leads to the change of the image of activities of the neighborhoods. At phase one, the project starts to introduce several structures into the neighborhood, including the main embassy building and some seating spaces. At the second image of the phase one, after the neighbors notice that there are something interesting happening in here, the project will start to push more on the structures, and the programmings could happen on the site. An entertainment structure will be available to use. It will provide an interesting space for people to communicate with each other. At the same time, permaculture activities will start happening around the site. Permaculture is the unique development of agricultural ecosystems intended to be sustainable and self-sufficient. It will be counted into the farming activities, and at the same time, it will beautify the built environment.

CURRENT SITUATION

PHASE I-I

PHASE I-II

At the last image of phase one, the project will continue to push on the programs. Several kiosks will be introduced to the site. These will be the place to sell some coffee, refreshments and some local food. More than that, more seating space will be provided through dynamic structures.

After the project done with the embassy, the whole thing will grow up, the project will expand its territory. At phase two, the project will introduce a community kitchen to the neighborhood. Based on Pyles, building relationship necessitates seeking common ground among human beings. One way that this common ground can be established is through the human and cultural practice of sharing food. The community kitchen is not only a space to serve food, but is also augmented by events, performances, publications, and discussions that seek to expand the engagement of the public. Other than the community kitchen, the study will continue to expand the territory of permaculture. The infrastructures like silo, ponds, greenhouses will be introduced. Also, parking spaces will be reserved for people who intend to work and living there.

PHASE I-III

PHASE III

PHASE IV Last but not least, a media house will be host by renovating a existing abandoned house. It will serve as an entrance for the residents in Brightmoor to introduce the history and characteristics of the neighborhood to the newcomers, and at the same time, it will be the place for newcomers to introduce themselves to the neighborhood. At the same time, the whole thing will continue to grow up. Based on the expansion of the territory, the project will continue to condense the programmings in the neighborhood.

COLLABORATIVE WORKING SCENARIOS

Professor Joe Trumpey will conduct research about the site, and provide suggestions for the vegetations to grow on the site.

Neighbors Building Brightmoor will help to do the campaign, and invite community members to work on the implementation activites.

Brightmoor Makerspace will host educational and training program, and also provide basic tool to support the activities.

Brightmoor Artisans Collective will help to host the food kiosks, and advocate some physical activites to encourage more healthy lifestyle.

Brightmoor Makerspace Professor Joe Trumpey with his can also take the space studio can take the site as a to do the educational and space to test his theory and do trainning session on the the practical case with his studio site. students.

Jonathan Pommerville will be the perfect person to document the activites happening on the site, and will also advocate more people get involved in the programs.

Sidewalk Detroit can take the space and do their annual programs here.

MILLENNIAL GROWTH Student Challenge: Design the Ultimate Urban Greenhouse Location: Category: Time: Award: Duty:

Amsterdam, Netherland Competition, Team Work Jan. 2018 - Aug. 2018 2nd Place of Competition Outstanding Architecture Strategies for overall plan, embedding in neighborhood, social component, and business model

PEOPLE Social Progress

SOCIOENVIRONMENTAL SUSTAINABLE

SOCIOECONOMIC

PLANET Environmental Stewardship

ECOEFFICIENCY

Economic Growth PROFIT

Figure 1: Triple Bottom Line

INTRODUCTION Goal The world and people behaviors changed dramatically after millennial year. As the Bijlmerbajes area is targeting shifting from a framed concrete space into a new active green neighborhood where welcome all urban dwellers, the team’s ambition is to bring urban food production back to the city life through an intelligent but sustainable way. Proposing a mixed-use and multi-functional vertical farming greenhouse, with a “cradle to cradle” system, the design team increases the possibility from material gathering, to production, to distribution among neighborhood, and finally recycle and reuse. We ensure joyful life with the best quality of food and a healthier lifestyle. We propose a sustainable but in an intelligent way to fit in the millennial era. The design is based on the Triple Bottom Line theory - social progress, environmental stewardship, and economic growth, which is used to assess project and business through corporate sustainability solution. By analyzing the components of social progress, the team challenged and redefined Urban Farmer. Environmental stewardship and the economic growth would be achieved by the new food production system, energy cycle, and new public space creation. Specifically, the team considers it from socio-environmental, socio-economic, and eco-efficiency perspectives.

Socio-Environmental By focusing on the hierarchical organization of human activities, constraints, and conditions of development, the project team is trying to create a more balanced socio-environmental system. Through the system research and creating, the team challenges the dichotomy between urban and rural which is very real and existed in worldwide but a place that has a clear and distinct binary, is difficult to accept changes and incorporate differences. The team is trying to deconstruct this dichotomy through redefine Urban Farmer. Moreover, through studying the interaction of social activities with environmental stewardship, the team is also trying to redefine the farming activities, and exploring the definition of an urban farmer. Traditionally, we define the farmer as a person who engaged in farming activities, raising living organisms for food or raw materials. Through these research and design, we expand the definition from ordinary urban dwellers who interested in urban agriculture to researchers who promote new technique.

Socio-Economic

Figure 2: Cradle to Cradle System

The project leads to a discussion about how economic activity affects and is shaped by social processes. Other than traditional business models, like business to business (B2B), business to customer (B2C), the project also brings the idea of business to customer to business (B2C2B), business to business to consumer (B2B2C), and business to government (B2G) models to the conversation. Based on the food bank platform, residents are encouraged to participate in the planting process, and be not only the consumer of the product, but also an advocator, a quality inspector, and an urban farmer. Speaking of food production, the team is trying to produce food based on Dutch food-based dietary guidelines (2015)--more vegetables and fruits, with minimizing the consumption of sugarcontaining beverages. In addition to regular and profitable crops, unusual tropical fruits will be planted and tested in the top research center for the research purpose.

Eco-Efficiency Maintaining and increasing the value and economic output while simultaneously decreasing the impact of economic activity on ecological systems is the strategy to obtain the goal of ecoefficiency. The project proposes a “cradle to cradle” system, which reinforces the product stewardship, resource efficiency, and life-cycle management.

Sustainable 34

Based on the goal of socio-environmental, socio-economic, and eco-efficiency, the project is trying

to integrate profit, people, and planet into the culture, strategy, and operation of the greenhouse, and finally obtain the goal as sustainable.

CONCEPT To welcome new residents and Amsterdammers, the team would like to introduce the green towner a gift for Bijlmerbajes area, which formulates our design concept as “GIFT BOX”. It is a productive box for future resident, and a sustainable box for future Amsterdam. There will be two kinds of BOX. First, the green tower itself serves as the main box to produce food, generate energy, collect waste. Second, the box will be a ready-to-eat greenhouse which associated with an autonomous vessel transportation system. This box will deliver urban agriculture experience to urban dwellers home and connect families with the main green tower.

Global - Applicable to other places As we view urban agriculture as basic infrastructure in the metropolitan area, the design team would love to distribute the food which produced in our greenhouse and promote a new healthy lifestyle to the neighborhood, also to anywhere needed in the Netherlands even worldwide. Therefore, rather than setting up an unchangeable model, the vision is to develop a greenhouse module brochure which incorporates social, environmental, and economic elements, finally achieve a sustainable goal. The design of the architect and the greenhouse both highlight the adaptable idea. The team visions the design guideline can be adaptively applied to different social and economic scenarios.

Figure 4: Vending Mechines

Neighborhood - "cradle to cradle" The project will introduce a closed-loop product chain embedding in the neighborhood, to reduce waste and create a more eco-effective product for the neighborhood. The product from greenhouse will be packed into different size “BOX” based on requirements and distributed to different kiosks in the neighborhood by autonomous vessel through water logistic, Residents are welcome to purchase the products from kiosks. After the consumption, the waste will be collected, and to be recycled and reused for the new production.

Figure 5: Living Box

Design concept of Architecture To respect the former architect couple Pot-Keegstra’s idea of “re-socialization” and fuse this concept into the new Bijlmerbajes area, we propose the idea of transparency which maximizes the possibility of neighborhood social communication and also increase the visibility of food production process. In the design, the team eliminate boundaries and bridge the gap, making the wall transparent to ensure the visual access from both outside and inside. To keep the basic old structure but open it up, the new building will be characterized by its new double facade. New outside facade ensures the aesthetics and transparency, while secondary facade connects the old structure to the new environment. From prison to greenhouse, from closed to open, from depressed to natural, the new green tower not only inherits the historical culture but also project future urban agriculture.

Figure 6: Structured Street Market

Greenhouse Concept--Box To fuse the urban agriculture into daily life, the team achieved the idea of a portable ready-toeat greenhouse by utilizing the flexibility of BOX. Box size could be ranged from big greenhouse including technique machines to a tiny bag with serval shoots of vegetables. From the very beginning, the seeds, growth medium, air will be packed together into the box and form the greenhouse. It will germinate and grow inside this box. This tiny ready-to-eat greenhouse box could be delivered to your home or be picked up at the market.

Figure 7: Home Greenhouse

GREENHOUSE DESIGN AND PLANT PRODUCTION SYSTEM Greenhouse Design In 2016, Netherlands marks 1st largest exporter of agri and food in the EU and 2nd in the world. As a result, “Made in Holland” is no longer a label reserved only for tulips and cheese. In addition to high-quality floriculture, the exports were mainly foodstuffs, such as vegetables, fruit, dairy, meat and processed products. Another noticeable increasing demand is Dutch agricultural materials, innovations and high-quality technology. Examples include energy-efficient greenhouses, precision agriculture systems and new innovations that make crops more resistant to the effects of climate

Figure 8: Ready-to-Eat Box 35

change and diseases. However, the contribution of the Netherlands to global production of greenhouse vegetable products is relatively minor, accounting for less than 2% of the total production volume. Within the EU, important producers of greenhouse vegetables are Spain and Italy. The new green tower in Bijlmerbajes area provide a chance to test greenhouse design and technique to see how the netherlands could lead the world urban greenhouse food production. Building on existing greenhouse technique and cooperate with various source, we can make innovations. The highlight of the new Green Tower is fusing the function of public activity, food production and research through lifting “greenhouse box” ascend and descend. Box will be a medium connecting the greenhouse to the outside neighborhood, and also link ground floor to the top floor. Ground and second floor will be opened up and provide public space including cafe area. An intelligent market will be located on third floor to provide fresh food right from our greenhouse. On the 4th floor, conference room and office will be leased or rental to parties or individuals to meet various requirements. Productive greenhouse starts from 5th floor. Seeds will be carefully selected by the machine and professionals on the 5th floor and send to 6th floor for germination. Pre-germination increases the rate of successful germination. After germinated, the seedlings will be transplanted to 7th floor with controlled LED, air, temperature, and water system. All the mature plants will be processed on 8th floor and packed to sell or transport. The space on 9th to 11th floor will be occupied to produce ready-to-eat box. The team added one more floor on the top of the tower to serve as an extension research center of the universities who interested at future urban agriculture production. The whole green tower could be a place to test the research results.

Food Production When new neighborhood establish, meet the food requirement will be the first priority. As projected, around 3000 new residents will move into Bijlmerbajes area. More than 90% population will be young and mid-age people. According to the research, Dutch consumers eat on average 1 kilo of foods and drink 2 liters of beverages daily, divided into breakfast, lunch and dinner, and 4 in between moments. Per person, we consume an average of about 350 grams of milk, 100 grams of meat (products), 125 grams of vegetables and 125 grams of fruit and nuts per day. Since people under 50 years old consume more food than other ages, so we propose to promote people eat at least 200g vegetables and at least 200 g of fruit daily. As a result, we need to produce 600kg vegetables and 600kg vegetables per day to meet the consumption of whole neighborhood. However, as researched, breakfast provides 14% of the total daily energy-intake, lunch 21%, dinner 36%, and in-betweens 30%. Vegetables, potatoes, meat and fish are most often consumed during dinner. Fruit are most often consumed during lunch and between meals. We would like to provide the enough quantity of vegetables and fruit that consumed during dinner and in-betweens. As a result, we assume to 66% of total daily vegetables and fruits intakes are coming from our greenhouse, in another word, we need to produce 396kg vegetables and 396kg fruits per day.

EMBEDDING IN THE NEIGHBORHOOD The establishment of the Green Tower powers the Bijlmerbajes area with new social activities and various possibilities. In this chapter, we would like to explain how the green tower design achieve the social goal. To connect the greenhouse with the neighborhood, we also created

associated by-products including greenhouse boxes and App. With the comprehensive consideration, we really look forward to the future.

Architecture Design Virtual Connection for Public Engagement

Collaborative Bridges for Learning and Social Interactive In addition to producing food, we take future research and public education into consideration. As a result, we propose a new research center located from floor 12 to 14. The research center will become an extension campus of universities to research on more difficult technique problems for future greenhouse production, such as producing more tropical food. It also provides urban agriculture training course for the public who are interested at food production.

Platform Creation Food Bank The greenhouse is defined as a food bank serving the neighborhood. Moving beyond the traditional bank which only handle customer deposits, and made investment loans to businesses, the new definition of bank emphasize on the system management and Embedding in neighborhood, the greenhouse is the central system to control and manage the production and all related program. â&#x20AC;˘ Setting up a food bank to help hungry people. With automatic boat system in Amsterdam, food bank can deliver the vegi box to poor place where people need food support, especially for refugees. â&#x20AC;˘ Establish an food union management association system with other greenhouse company in Amsterdam. Promote food security and quality. â&#x20AC;˘ Serve as a leader of urban agriculture, discover the most advanced technology and create a connection with local schools. â&#x20AC;˘ Food bank in city, minimize the travel distance of food. Establish a new way to grow food, manage food, and sell food in urban center. Under urban food bank system, less companies and factories like market, process industry and transport company are needed any more. Reduce the food price but a higher food quality and safety.

Public Sector and policy support

Support to manage the businesses

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Intelligent Space for High-Quality Food Production The food production will be concentrated from level 5 to 11 under intelligent computer controlled system. The wall on the west side of the tower will all be turned into the greenhouse box elevator to lifting food ascend and descend. To ensure the productivity, we increased the 7th floor height to 6m. Each floor covers 350 m2 to satisfy the quantity of crops. 5 different sizes of Greenhouse Box will also be produced here depends on markets requirements.

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We open the lower level from ground level to 4th floor by removing the cold concrete wall, extending the visual access to the riverbank landscape, and bring livable greens into the building. These 4 floors including public space, cafeteria, market, conference room, and offices. It serve as a destination in the neighborhood providing meeting place, rest areas and social engaging space. It also connects the building to the outsider environment by replace the wall by see-through glass double facade to make the space more transparent and provide residents with a being-in-nature feeling. In addition, podiums at different floors, provides a green and rest space for neighborhood and workers. Here, will be the first impression of new productive green tower, we hope to use this bright space to attract more people becoming interesting at urban agriculture.

Collaborative process to service community, city and country.

Box To delivery food which produced in our greenhouse and promote a new healthy lifestyle to the neighborhood, also to anywhere needed in the Netherlands even worldwide, we introduce an idea of box a greenhouse which associated with various programs and targets at different customs. There are five box we will distribute to the neighborhood. â&#x20AC;˘ Box 1 - Vending Machines. Inside neighborhood, schools, office. Target at students, residents, and workers. â&#x20AC;˘ Box 2 - Living Box. Funcion as an urban agriculture education show case displaying the plants growing process. Located inside the school, and some restaurants. â&#x20AC;˘ Box 3 - Structured Street Market. A very unique temporary canteens that especially for special events. Farmers could rent the booth space to sell their products. The structure will be folded in the box and reassemble after delivered to the event location through autonomous boat transportation system. â&#x20AC;˘ Box 4 - Home Greenhouse. It is a medium green box equipped with LED lights, growing medium, temperature adjust system, air control. Residents could buy the seedlings from our market and transplants at home. â&#x20AC;˘ Box 5 - Ready-to-Eat Box. We would like to utilize Vivi technique to create a new ready-to-eat box, which the customs could get their directly from our market or from the vending machines locations.

VALUE CREATION & ECONOMIC FEASIBILITY As the overall greenhouse is defined as a food bank, the system management are the key to support the value creation and economic feasibility of the greenhouse. First and the primary approach is through the innovative urban foods the types choose. Second, through space creation and material re-purpose, we redeveloped the existing building based on existing structure. Third, the five business models we will introduce to the project will promote diverse activities and various 37

customer relationships. Last but not least, the potential partnerships we are trying to bring together will create a integrated network to support the system of greenhouse.

• • •

Innovative Production

Business Models

Within Europe, the Dutch food consumption pattern is characterized by high consumption of (alcoholic and non-alcoholic) beverages, dairy products, snacks & desserts, sugar & confectionary, and fats (plant and animalbased). The consumption of eggs, legumes, fish and fruit are amongst the lowest in Europe. To improve the Dutch food lifestyle, we propose to produce food based on the 2015 Dutch food-based dietary guidelines, more fruits and vegetables. In addition, comparing market needs, crop growth rate and profits under some technique limitation, we decided to produce food in two sections: First, in the greenhouse, from floor 5-11, will produce most common vegetables and fruits in the greenhouse. However, the crop type is very common, we will pack them into different boxes with different combinations to ensure a healthy eating pattern. Second, the research center located on the top of the green tower will be the core to test how to grow some unusual crops especially tropical fruits mainly for research purpose. It will be a birthplace for new future urban agriculture production techniques. Good quality of foods will also be distributed to the market to meet some special requirements.

Business to Business is described as the commerce between two or more businesses. Usually, it represents providing products from one business to another.

Building Re-purpose and Redevelopment •

Sustainable Value - Material

Aesthetic Value - Material Energy Saving Value - Double Facade Use Value - Double Facade

B2C typically focuses on the products or topics consumers care about. Because the unique interaction spaces inside the building, the project team wants to introduce diverse program to not only maintain the business, but also encourage more communication and collaboration between the communities. B2B2C create a complete product or service transaction, and provide a collaboration process which mutually beneficial service and product delivery channels. B2C2B model is a bottom-up customer acquisition model, which starts to develop products or platform which are directly created for consumers. As the consumers begin to see the value in the products, they themselves begin to be the advocator of the business and start promote them to the more broader public.

Partners Public Sector 1. City of Amsterdam 2. Ministry of Agriculture, Nature and Food Quality 3. Ministry of Education, Culture and Science 4. Ministry of Economic Affairs and Climate Policy 5. Ministry of Health, Welfare and Sport Technic support 1. Wageningen University and Research 2. Dalsem 3. ViVi Green Innovation 4. Priva 5. StaayFood System optimizition 1. GreenWish 2. CITIES Foundation 3. Trending City 4. DutchGreenhouses

Costs

Activities

1. Production 2. Problem Solving 3. Network / Platform 4. Interactive Collaboration 5. Self-sustain

1. Energy 2. Materials 3. Processes 4. Platform (APP)

Relationship

1. Self-Service 2. Automated Services 3. Communities 4. Co-creation 5. Personal Assistance

1. Cost Reduction 2. Risk Reduction 3. Customization 4. Convenience 5. Accessibility 6. Systematic 1. Physical 2. Interllectual (brand patents, 7. Healthy 8. Collaboration cotyrights, data) 9. Education 3. Human 10. Responsibility 4. Financial 5. Internet Technology 6. Infrastructure 7. Entrepreneurship

Resources

Production 1. Production Process

2. Services (Operations, Sales and Market, Planting Technique) 3. Electircity & Energy 4. Food 5. Collaborative Platform

Channels

1. Face-to-Face 2. Value Chain 3. Sales force 4. Web sales 5. Physical Stores 6. Wholesaler 7. App 8. Alliance

3. Usage Fee 4. Government Funding 5. Asset sale 6. Advertising Fee

Functional Value

End-of-Life

1. Recycling 2. Composting 3. Re-purpose 4. Take-back 5. Adaptive reuse

1. Encourage collabrative Planting system 2. Insure the community inclusive 3. Include a timeframe

Environmental Benefits

1. Energy Savings 2. Insure material safety and reductions. 3. Encrourage better consumption Behaviours 4. Inclusive planning engage communities

Light emission, will follow dark hours restriction.

Employees 1. Personal Development Programs 2. Union

Social Impacts 1. Consumption behaviours 2. Psychological effects

1. Consumables 2. Maintenance 3. Longevity

1. Transport Mode 2. Packaging 3. Product Volume 4. Process Display

Environmental Impacts

1. Stewardship 2. Volunteering 3. Government 4. Sponsorships 5. Community

Use Phase

Distribution

Materials

1. Metals 2. Plastics 3. Electronics 4. Infrastructure 5. Wood-based 6. Textiles 7. Fuels 8. Glass

Governance Local 1. Cooperative Communities

1. Community 2. Mass Market 3. Diversified 4. Multi-sided Platform

Revenues 1.2. Production Lending/Renting/leasing

1. Fixed-cost (salaries, utlities, rents) 2. Building Renovation 3. Food Production 4. Logistics

Supplies and Out-sourcing

Customer Segments

Customer

Value Proposition

Social Value

Societal Culture

1. Quantify function and service and engaging the borader communities 2. Reinforce the socio-economic development to emphysize on the social investment, security, livelihoods, and capacity. 3. Encourage the socio-environmental thinking to include the environmental justice, health and safety thinking.

1. Diversity 2. Sufficiency 3. Responsibility 4. Individual 5. Collaboration

End-User

1. Families 2. Communities 3. Youth 4. Seniors 5. Professionals 6. Government

Scale of Outreach

1. Timeframe 2. Geographic range, from neighborhood to city, and finally worldwide.

Social Benefits 1. Health 2. Happiness 3. Respect 4. Well-being 5. Personal Growth

6. Collaboration 7. Freedom 8. Communication