Ciclo Vida by Mary Brown

mary mcgregor

ciclovida [the use of

cyclespace to create life within an urban city]

mary mcgregor

ciclovida [the use of

cyclespace to create life within an urban city]ty]

california polytechnic san luis obispo landscape architecture senior capstone project margarita hill

contents Preface Introduction

Urban Cities as Living Organisms

Why Every City should work to Function as a Living Organism

Chapter One - Movement Inside of the Organism Urban Growth and Circulation

Reliance on the Automobile

On the Road to Bicycle Urbanism

Chapter Two - Los Angeles: the Inactive Organism Census Data

Mobility Timeline

Infrastructure Data

Chapter Three - Resuscitation: CICLO VIDA Project Overview Downtown Los Angeles Road Analysis Site Photos Master Plan Cycleway Details Skid Row Details Site Plan

Arts District Site Plan Details

Hollenbeck Park Highway Site Plan Planting Plan

Acknowledgements

39 41 43 47-48 51 53 54

59-68

69 71 75 77

Preface

An Ode to my Mobility device I didn't know what it meant to move I had remained still for more than half my life My first one was given to me at the age of seven It was nothing more than a child's toy A ride to the beach on the Fourth of July It was blue and clunky I let it rust until it turned brown I was sixteen when I found you You were thin, used, and everything I wanted I let my past notions deteriorate on the side of the house You were different You were fast You were inspiring You were my nomadic escape When I became a box I gave you a home in the garage Isolating myself from the senses you used to provide I was reckless Dents manifested on my being I began to miss your simplicity The clean air you provided the freedom I felt with you So I released myself from the box Left it on the street for birds to defecate on When I moved away at the age of eighteen you were my sole access to A to B My independence was equiped with gears that guided my course through town Today, you are no longer a foreign friend I ride you with confidence I know where I am going and it's always by bike

Introduction

THE

URBAN CITY is a

LIVING

ORGANISM

Introduction Urban Cities as Living Organisms B y u s i n g t h e b i o l o g i c a l m e t a p h o r t h a t a c i t y i s a l i ke a l i v i n g s y s t e m , i t s v a r i a b l e s n e c e s s a r y fo r f u n c t i o n b e c o m e c l e a r. I n e ffo r t t o d e f i n e u r b a n l i fe ' s r e g u l a r i t i e s , a h y p o t h e s i s o f u r b a n scaling has been generated: " I n i t s s t r o n g e s t fo r m i t s t a t e s t h a t e s s e n t i a l p r o p e r t i e s o f c i t i e s i n terms of their infrastructure and socio-economics are functions of their population size in a way that is scale invariant and these scale t r a n s fo r m a t i o n s a r e c o m m o n t o a l l u r b a n s y s t e m s a n d o v e r t i m e " . S o i f t h i s h y p o t h e s i s i s t o b e t r u e , t h a t w o u l d m e a n p o p u l a t i o n (m a s s ) i s t h e ke y v a r i a b l e t h a t p r e d i c t s t h e d i s t i n c t i o n s o f a c i t y - fo r e x a m p l e the wealth of a city is determined by its large population, or that the necessary infrastructure can be calculated by a city's population. The main idea is that cities are more than just a large quantity

of p eople, but a creator of complex webs of social interaction.

Why Every City should Adopt this View I f c i t i e s a r e l i v i n g s y s t e m s , t h a t w o u l d b e m e a n l i ke o t h e r l i v i n g organisms, they must evolve and adapt in order to survive in the c h a n g i n g w o r l d . W i t h a n e v e r i n c r e a s i n g p o p u l a t i o n i n u r b a n l i fe , there will be a growth in the city's network, which should relate to a connectivity increase between residents. This connectivity will e n c o u r a g e g r o w t h i n o v e r a l l c o n t e n t v a l u e b y t h e c i t y. H o w e v e r, l i ke a living organism, not all can evolve or adapt to a changing world. So it is possible an urban city rejects the idea that population equates to function and they will have a harder time evolving o r a d a p t i n g t o a g r o w i n g e c o n o m y, i n f r a s t r u c t u r e , a n d s o c i a l network. The argument to be made is that all cities should view t h e m s e l v e s a s l i v i n g s y s t e m s t h a t f u n c t i o n o ff i t s p e o p l e . B y d o i n g so, the people's rights come first, which should always be the case c o n s i d e r i n g t h e y a r e t h e o n e s w h o m a ke u p t h e c i t y.

Chapter One - Movement Inside of the Organism

MOVEMENT INSIDE of the ORGANISM

Urban Growth and Circulation

urban growth

For the first time in the history of the world, more than half of the world's population live in urban areas. This has typically led to Urban Sprawls - an expansion of poorly planned, lowdensity, auto-dependent development which is to be harmful to the existing residents and the environment.

With increase numbers of population, comes an increase in movement. The function of a city relies on the flow of its circulation. If a city is disconnected in movement, it will have trouble operating as one entity.

circulation

Chapter One - Movement Inside of the Organism Commuting in an Urban Setting Co m m u t i n g i s a n e c e s s a r y a c t i o n t h a t i s t a ke n b y t h o s e l i v i n g o r e x p e r i e n c i n g a c i t y. T h e r e a r e m a n y w a y s t o c o m m u t e i n a n u r b a n city:

foot T h e u s e r i s b o r n a p e d e s t r i a n . Wa l k i n g i s o n e o f t h e f i r s t s k i l l s t h e y learn when developing. It is a reliable mode of transportation, but not always the most convenient within an urban setting.

b i c yc l e T h e b i c y c l e c a n b e s e e n a s a n e x t e n s i o n o f w a l k i n g . Yo u a r e p o w e r i n g t h i s m a c h i n e w i t h y o u r p h y s i c a l b o d y. I t i s a n e a s y m o d e t o m a n i p u l a t e . T h e u s e r d e c i d e s t h e i r r o u t e , t h e i r s t o p, t h e i r s p e e d , a n d m a n y o t h e r fa c t o r s . T h e b i c y c l e g i v e s w a y fo r i n d e p e n d e n c e i n c o m m u t i n g i f t h e r e i s i n f r a s t r u c t u r e b u i l t fo r i t . I t i s a n a ffo r d a b l e option that does not need much maintenance.

car The car has similar independences to the bicycle, but is restricted i n o t h e r w a y s . T h e u s e r i s a b l e t o c h o o s e t h e i r r o u t e , t h e i r s t o p, t h e i r s p e e d , t e m p e r a t u r e , a n d m o r e . H o w e v e r, t h e u s e r a l s o h a s t o t a ke i n t o a c c o u n t c i t y p e a k t r a ff i c t i m e s , r e c k l e s s d r i v e r s , a n d pedestrians and cyclists. It also requires never ending fuel recharge fo r i t s u s e , w h i c h a b i c y c l e d o e s n o t . A c a r m u s t a l s o b e p a r ke d , w h i c h t e n d s t o t a ke m o r e t i m e t h a n d r i v i n g t o o n e ' s d e s t i n a t i o n .

p u b l i c t r a n s i t ( b u s , b a r t, s u b way ) The bus can be a reliable source of commuting, if its schedules are a c c u r a t e . I t i s a fa s t e r m o d e t h a n t h e c a r i n m o s t t i m e s b e c a u s e i t h a s a d e s i g n a t e d l a n e a n d d o e s n o t n e e d t o f i n d a s p a c e fo r p a r k i n g . T h e b u s d o e s n o t p r o v i d e p r i v a c y, b u t i t e n c o u r a g e s social interaction which strengthens the city's morale. It is more a ffo r d a b l e t h a n a c a r.

Reliance on the Automobile An automobile addiction

B e t w e e n t h e 1 92 0 s a n d t h e 1 96 0 s , t h e a u t o m o b i l e b e c a m e t h e primary way to travel within a city in the United States and much o f We s t e r n E u r o p e . W h e n t h e l a t e 1 96 0 s r o l l e d a r o u n d , m a n y E u r o p e a n c i t i e s h a d u n d e r s t o o d t h e e ffe c t s o f c a r u s e a n d b e g a n r e fo c u s i n g t h e i r p o l i c i e s t o p r o m o t e w a l k i n g , c y c l i n g , a n d p u b l i c transportation. T h e U S c o n t i n u e s t o fa c e c a r- d e p e n d e n c y, u r b a n s p r a w l , a n d a n i n c r e a s i n g l y u n s u s t a i n a b l e t r a n s p o r t a t i o n s y s t e m . A fe w r e a s o n s fo r t h i s r e l i a n c e o n t h e c a r c o m e f r o m :

m a s s m o t o r i z at i o n B y t h e m i d -1 93 0 s t h e r e w a s o n e r e g i s t e r e d a u t o m o b i l e fo r e v e r y t w o U S h o u s e h o l d s . To d a y, t h e r e a r e 3 - 4 r e g i s t e r e d a u t o m o b i l e s fo r every one household - one car per person.

r oa d s ta n da r d s As a result of mass motorization, US planners and engineers d e v e l o p e d s t a n d a r d s fo r r o a d w a y s , b r i d g e s , t u n n e l s , i n t e r s e c t i o n s , freeways, and car parking that have yet to evolve.

v e h i c l e ta x e s Ta x a t i o n o f c a r o w n e r s h i p i s a b o u t t w i c e a s h i g h i n E u r o p e t h a n i t i s in the US, which in turn curbs car travel demand.

i n t e r s tat e s y s t e m In the 1950s, the US government built the Interstate Highway System to crisscross most US urban areas. In contrast, European speed highways are used to link cities rather than divide.

government subsidies O v e r t h e l a s t 4 0 y e a r s , g a s t a x e s , t o l l s , r e g i s t r a t i o n fe e s h a v e c o v e r e d a b o u t 6 0 t o 70 % o f r o a d w a y e x p e n d i t u r e s i n t h e U S . T h e r e m a i n d e r i s u s e d t o p a y fo r p r o p e r t y, i n c o m e , o r o t h e r t a x e s unrelated to transportation. These subsidies reduce the cost of driving, making it a more viable option.

Chapter One - Movement Inside of the Organism technological focus The US uses technology to evolve the car to address environmental i s s u e s , i n s t e a d o f a l t e r i n g b e h a v i o r. T h e y w a n t p e o p l e t o ke e p d r i v i n g , b u t i n a w a y t h a t i s n ' t b a d fo r t h e e n v i r o n m e n t . H o w e v e r, the best method to decreasing our emissions into the air is to eliminate the machine that creates them, instead of creating cleaner fuels, catalytic converters, etc.

public transit Af t e r Wo r l d Wa r I I , p r i v a t e l y o w n e d U S t r a n s i t s y s t e m s i n c r e a s e d fa r e s , c u t s e r v i c e s a n d l o s t r i d e r s h i p . M a n y c i t i e s s a w t h e i r t r o l l e y s y s t e m s d i s a p p e a r e n t i r e l y b y t h e 1 96 0 s .

wa l k i n g a n d c yc l i n g T h e r e a r e o n l y a fe w n o t a b l e U S c i t i e s t h a t a d v o c a t e fo r c y c l i n g and bicycling. By contrast, many European cities have implemented e n t i r e n e t w o r k s o f b i ke l a n e s , s e p a r a t e c y c l e t r a c k s , a n d t r a ff i c calmed neighborhoods, catering to the cyclist and pedestrian. In E u r o p e , a n y i n c i d e n t i n v o l v i n g a d r i v e r a n d a c y c l i s t /o r p e d e s t r i a n fa l l s t o t h e r e s p o n s i b i l i t y o f t h e d r i v e r. W h i l e i n t h e U S , m a n y t r a ff i c l a w s , p o l i c e , o r c o u r t j u r i e s o f t e n fa i l t o p r o s e c u t e o r p u n i s h drivers who kill pedestrians or cyclists.

z o n i n g l aw s T h e U S z o n e fo r p a r k i n g i n a w a y t h a t r e q u i r e s a m i n i m u m n u m b e r fo r p a r k i n g s p o t s , a s o p p o s e d t o E u r o p e w h e r e t h e y o p e r a t e w i t h a m a x i m u m n u m b e r.

On the Road to Bicycle Urbanism Bicycle Urbanism T h e p o w e r o f t h e b i c y c l e i s a t r a n s fo r m a t i v e o n e . W i t h a n e v e r i n c r e a s i n g u r b a n p o p u l a t i o n , t h e i s s u e o f m o b i l i z i n g w i l l m a n i fe s t i t s e l f a n d d e m a n d fo r a n e ffe c t i v e s o l u t i o n . T h a t s o l u t i o n b e i n g t h e b i c y c l e . H o w e v e r, t h i s a d v o c a c y fo r t h e b i c y c l e s t i l l r e s i d e s w i t h i n t h e r e a l m o f a c a r- d o m i n a t e d w o r l d . S o b i c y c l e u r b a n i s m m u s t c a l l to go further than this. It is to explore the bicycle as a replacement fo r t h e c a r, n o t a n o t h e r o p t i o n o f t r a n s p o r t a t i o n . T h e b i c y c l e m u s t become mainstream if it is to hold a place in society's mind as a true option of transportation. This is to be done with innovative infrastructure, creative experiences involving the bicycle, and m a r ke t i n g .

D i s c o v e r i n g m o d e l s fo r u r b a n d e v e l o p m e n t i s t h e n e x t s t e p t o a l t e r i n g o u r u r b a n s e t t i n g . A fe w m o d e l s t h a t w i l l b e e x a m i n e d a r e t h e S y k ke l H o t e l l i n N o r w a y - a b i c y c l e h o t e l t h a t i s u s e d fo r b i c y c l e p a r k i n g , B i c y c l e Tr a n s i t Ce n t e r i n Wa s h i n g t o n D.C . - a n o t h e r d e s i g n o f a b i c y c l e h o t e l , S u p e r k i l e n p a r k - a p a r k i n Co p e n h a g e n c e n t e r e d a r o u n d t h e b i c y c l e , a n d f i n a l l y Ve n t o - a t o u r i s m p r o j e c t t h a t c r e a t e s a n e x p e r i e n t i a l r i d e a l o n g t h e P o r i v e r.

Chapter One - Movement Inside of the Organism

SYKKEL HOTELL ARCHITECTS: VARIOUS ARCHITECTS

LOCATION: LILLESTRØM, NORWAY

DESIGN TEAM: ALEXANDER BERG, ISABELL ADAMOFSKI, MATTEO CO M P R I , M A R I U S N Æ S S , PAU L I N E R O S S E L SIZE: 500.0 M2

PROJECT YEAR: 2016 DESCRIPTION:

With ambitious goals for an environmental and sustainable future, railway stations in Lilletrøm are to include the bicycle hotel, to be used as storage for bicycles, while providing a public green r o o f t o p t h a t d i r e c t l y c o n n e c t s t o t h e m a i n s q u a r e o f t h e Tr a i n station.

D E S I G N CO N C E P T: A free form wooden roof that rests on a glass box. The glass

box consists of transparent glass walls and a playful concrete base that protects the building into a glowing box at night, providing a visual experience. The mood of the building changes from day to night. The dynamic wooden roof that lays on top of the glass box, slopes diagonally down to the west towards the train station plaza. This gesture provides an inviting public access to the top. The roof is conformed by furnishing, vegetation, stairs and slopes. This creates a unique experience with a panoramic view towards Lilletrøm. The glass walls continue over the roof, turning into the balustrade around the public area. The roof also penetrates through the walls to frame the entrance and to provide a shelter against rain. Together the glass box and the roof create an intimate yet open and accessible public space. The interior space focuses on the function of the building with light and natural surfaces. The double story bike rack becomes the main element in the space. The room height varies from 2.7 m to 6.0 m following the curvature of the roof.

BICYCLE TRANSIT CENTER

ARCHITECTS: KGP STUDIO

LO C AT I O N : WA S H I N GT O N D. C , U S

C L I E N T: D I S T R I C T D E PA R T M E N T O F T R A N S P O R TAT I O N SIZE: 2100 SQF

PROJECT YEAR: 2010

DESCRIPTION: This bicycle facility is a highly

visible catalyst promoting bicycle use and alternative transportation options by providing secure parking, rental, and retail uses.

D E S I G N CO N C E P T: The design concept came from the form of the bicycle. Starting with the shape and curve of the frame of the bicycle tire, it was then that circulation could be thought of. Materials and other elements are thought to be sustainable and easy to use for the everyday pedestrian.

Photos by: Iwan Baan, Hasse Ferrold, Jens Lindhe, Maria da Schio, Torben Eskerod, Mike Magnussen

Examples of Bicycle Urbanism

SUPER KILEN ARCHITECTS: LOCATION:

BIG Architects, TOPOTEK 1, SUPERFLEX COPENHAGEN, DENMARK

DESIGN TEAM:

B J A R K E I N G E L S , M A R T I N R E I N - C A N O, LO R E N Z DEXLER, JAKOB FENGER

SIZE:

30,000 SQM

PROJECT YEAR: DESCRIPTION:

D E S I G N CO N C E P T:

2012 Superkilen is a 1/2 mile long urban space wedging through an ethnically diverse and socially challenged neighborhood in Denmark. It is a collection of global found objects coming from 60 different nationalities of people inhabiting the area surrounding it. It is a fusion of architecture, landscape architecture, and art connected through the use of a bicycle path. Superkilen is divided into three zones and colors - green, black and red. The surfaces and colors are meant to form new, dynamic surroundings for everyday objects. There is an increase of vegetation and plants, with a diversity of plants and blossom periods and colors that match the surrounding objects. The bike paths link to the surrounding neighborhoods and connect to bus passage. The red square is seen as the market, culture, and sport section. The black square is the urban living room. The last section is sport and play - the green park.

red square, black square, and green park

ARCHITECTS: LOCATION:

globally contributed items

CYCLE PATH POLITECNICO DI MILANO VENICE to TURIN

C L I E N T:

ITALIAN URBAN PLANNERS

SIZE:

679 KM

PROJECT YEAR: DESCRIPTION:

D E S I G N CO N C E P T:

SAFETY

2015-PRESENT Vento is a project of cycling tourism from VENEZIA to TOrino along the Po River. The 679 km trail along the river ’s summit, crossing the territory of 4 Regions, 12 Provinces and 121 Municioalities. VENTO is both a track and infrastructure project linking the beauty of places and the stories that are currently separated and unknown. The design of a cycle infrastructure starts with the choice of the track: VENTO which runs partially on the right bank and partly on the left bank of the Po River. It somewhat overlaps the Italian Tracks no. 8 and in the Bicitalia route no. 2. The VENTO track results from long work done directly on the territory with over 1,000 km of site inspections and accurate field surveys. The choice of the track and its technical design are based on five design criteria:

ATTRACTIVE

MODAL FLEXIBILITY

SIMPLICITY

COST EFFECTIVE

red square: an expansive square – extension of an adjacent sports hall which hosts a range of recreational and cultural activities as well as playground infrastructure to engage the community.

In black stands at the heart of ‘superkilen’ where users are met by a large moroccan fountain or game of chess.

Photos by: Iwan Baan, Hasse Ferrold, Jens Lindhe, Maria da Schio, Torben Eskerod, Mike Magnussen

Chapter Two - Los Angeles: the Inactive Organism

LOS ANGELES: the INACTIVE ORGANISM

Los Angeles: the Inactive Organism What makes LA inactive Los Angeles became a global leader in urban congestion in 2016. Angelinos spent an average of 104 hours stuck in traffic jams. That is 104 hours wasted, time and money. This cost LA $9.7 billion, which would be $2500 per driver, based on the Global Traffic Scorecard congestion study. Many times these hours stuck in traffic raise anxiety levels within the user, making their commute stressful and dissatisfying. Los Angeles is a city of 4 Billion, but it's people come second to the car. The freeways divided communities such as in the Boyle Heights region, they displaced homes in the Skid Row area, and they made it difficult to travel anywhere without a car.

cars are not people. they are boxes that discourage social interaction. The city's function does not equate to its population. There is no infrastructure in place for the pedestrian, cyclist, or public transit user, which means there is a disconnection between the users of the cities. These disconnections cause this urban city to be an inactive organism, one that needs to evolve to human and environmental needs if it hopes to be revived.

Chapter Two - Los Angeles: the Inactive Organism

DEMOGRAPHIC STUDY age

in Los Angeles County population by age category

population by age range 17% 12%

0-9

12%

16%

14%

12%

18 to 64

10-19 20-29 30-39 40-49 50-59 60-69 70-79

67%

under 18 18-64 65-older

80+

gender and sexuality in Los Angeles County

male female transgender

lgb individuals

female

51%

lgb identified unidentified sexuality of the adult population

3.9%

race and ethnicity in Los Angeles County

49%

29% 8% white

black

0%† native

11% asian

0%+ islander

0%† other

two †

hispanic

Census Data

FAMILIES REPORT

households

in Los Angeles County

1,378,844 number of households

population by household type married couples male householders non-family female householders

married couples

51%

2.8 persons per household marital status in Los Angeles County

marital status, by sex 49%

married

41%

43%

40% 7%

male female

never married

now married

10%

male female divorced

8% 2% male female widowed

fertility

in Los Angeles County women who gave birth during past year, by age group

women 15-50 who gave birth during past year

5%†

8%†

5%† 2%†

1%† 15-19

20-24

25-29

30-35

35-39

40-44

1%† 45-50

†margin of error is at least 10% of total value

Chapter Two - Los Angeles: the Inactive Organism

DEMOGRAPHIC STUDY units and occupancy in Los Angeles County

1,478,666

occupied vs. vacant

number of housing units

occupied vacant

occupied

93%

ownership of occupied units

renter occupied

owner occupied renter occupied

64%

year moved in, by percentage of population

27%

before 1970

1970s

types of structures

33% 16%

14% 1980s

1990s

2000-2004

since 2005

1%â&#x20AC; mobile home

56% multi-unit

single unit mobile home, rv, boat, van multi-unit

multi-unit

56%

44% single unit

Census Data

value in Los Angeles County

$593,500

value of owner-occupied housing units

median value of owneroccupied housing units

40% 13%

17%

6% 2%† under $100k $100k-$200k $200k-$300k $300k-$400k $400k-$500k 2%†

9% $500k-$1m

over $1m

geographical mobility in Los Angeles County

11.5%

moved since previous year

88%

population migration since previous year

8% same house year ago

from same county

1% from different county

1% from different state

1%† from abroad

†margin of error is at least 10% of total value

Chapter Two - Los Angeles: the Inactive Organism

SOCIAL DATA

educational attainment in Los Angeles County

76.5% high school grad or

population by minimum level of education

higher 23%

24%

20%

22% 11%

no degree

high school

some college

post-grad

32.8%

bachelor â&#x20AC;&#x2122;s degree or higher

language in Los Angeles County

60%

persons with language other than english spoken at home language at home, children 5-17 english only indo-european asian/islander other spanish

spanish

56%

language at home, adults 18+

spanish

41%

english only indo-european asian/islander other spanish

Census Data

place of birth in Los Angeles County

37.7% foreign-born population

place of birth for foreign-born population

62%

30% 7% europe

2%†

0%†

africa

asia

oceania

n. america

30%

0%†

latin america

0%†

2%† 62%

0%†

veteran status in Los Angeles County

2.6%

population with veteran status

82,531

76,842

5,689 5,256 wwii

total veterans veterans by wartime service

male

25,603

female

8,935† korea

vietnam

12,213†

14,414†

gulf: 1990s

gulf: 2001-

*civilian veterans who served during wartime only

†margin of error is at least 10% of total value

Chapter Two - Los Angeles: the Inactive Organism

ECONOMIC DATA income in Los Angeles County

$31,619 per capita income

household income

46% 26% under $50k

$54,532

$50k-$100k

19% $100k-$200k

8% over $200k

median household income

poverty in Los Angeles County

19.5%

persons below poverty line children (under 18)

non-poverty poverty

children (under 18) non-poverty poverty

POVERTY

29%

POVERTY

15%

Census Data

COMMUTER REPORT transportation to work in Los Angeles County

31.7

means of transportation to work

minutes of mean travel time to work

70% 9% drove alone

carpooled

1%â&#x20AC;

public bicycle transit

walked

means of transportation to work calculated by age

other

worked from home

Chapter Two - Los Angeles: the Inactive Organism

TRAVEL THROUGH TIME 1850 Los Angeles incorporated as a m u n i c i p a l i t y.

1869 Tr a n s c o n t i n e n t a l railroad is completed, linking California to the rest of the nation. 21mile Los Angeles a n d S a n Pe d r o railroad is completed.

1901 Henry E. H u n t i n g t o n â&#x20AC;&#x2122;s Pa c i f i c E l e c t r i c trolley line begins from DTLA to Long Beach; t o d a y â&#x20AC;&#x2122;s M e t r o Blue Line.

1977 City adopts its first Bicycle Plan, establishing a 600-mile citywide system of bikeways for recreational and transportational needs.

1979 Los Angeles Department of Tr a n s p o r t a t i o n i s formed.

1990 ZEV- Zero Emissions Vehicle mandate passed by CARB (California Air Resources Board)

2000 Metro Rapid Bus Service program begins.

1992 The Metrolink regional commuter train system begins, operated by the Southern California R e g i o n a l R a i l A u t h o r i t y.

Mobility Timeline

1907 Subdivision Map Act enacted, giving the City legal authority to dedicate land for street rightso f - w a y. 1 0 0 mph monorail is proposed.

1970 Congress enacts the Clean Air Act and creates the E PA t o a d m i n i s t e r i t . N E PA a n d C E Q A are enacted.

2010 The City adopts its most ambitious bicycle plan, with a commitment to bikeways. The first CicLAvia event takes place, opening the streets to all modes of non-motorized transportation for one day a year.

1925 “J i t n e y s ” a u t o m o b i l e s h a v e been active for 10 years. Frederick Law Olmsted Jr. and others commission t h e “ M a j o r Tr a f f i c S t r e e t Plan” in response to the new traffic congestion. The city adopts traffic sign and signal plan. Huntington i n t r o d u c e s t h e f i r s t s u b w a y.

1953 Four-level interchange is completed, connecting the Hollywood, Pa s a d e n a , a n d Harbor freeways.

2013 Greenway 2020 is proposed to create a bikeway along 51 miles of the LA river.

1947 Following a serious “smog attack” in 1943, the LA County Board of Supervisors establishes the n a t i o n ’s f i r s t a i r pollution control program.

1951 Los Angeles County Metropolitan Tr a n s i t A u t h o r i t y (LAMTA) is established.

Chapter Two - Los Angeles: the Inactive Organism

CITY DATA population and land mass

in Downtown Los Angeles

total population

3.8

million

land area

469

square miles

council districts

major neighborhoods

Infrastructure Data

CITY DATA infrastructure

structurally deficient bridges

in Downtown Los Angeles

miles of “arterial” and “c o l l e c t o r ” s t r e e t s

40%

sidewalks in despair

42%

miles of local streets

60%

10750

181 miles of freeways

miles of alleys

38011 PA R K I N G M E T E R S

18%

MARKED CROSSWALKS

miles of sidewalks

4398

TRAFFIC SIGNALS

OF LAND OCCUPIED BY STREETS

40000

INTERSECTIONS

800

40000

7500

MILES OF STREETS

Chapter Two - Los Angeles: the Inactive Organism

CITY DATA driving in the city

in Downtown Los Angeles

driven in the city on the average day

surface streets

75.2

47%

million miles

cost of living

in Downtown Los Angeles

average annual cost of living

$9,122

vehicle ownership

$7,000

leasing a new car

$1,200

metro transit pass

$240

metro business access pass (btap)

53%

on freeways

household income spent on transportation

15-20%

$100

bike ownership

$240

metro bike share

Infrastructure Data

POLLUTION DATA WATER POLLUTION

in Downtown Los Angeles

4 in 10

of California’s most polluted beaches are in Los Angeles County

48% of beaches in LA County received an F grade for wet water quality

AIR POLLUTION

in Downtown Los Angeles

UNHEALTHY AIR QUALITY DAYS

in 2012 *when air pollution levels in L o s A n g e l e s Co u n t y e x c e e d e d Fe d e r a l S t a n d a r d s

$22 BILLION

ANNUAL COST of health impacts caused by air pollution i n t h e S o u t h Co a s t Air Basin

2,000+

PREMATURE DEATHS PER YEAR in the greater LA area connected to air pollution from automobiles

greenhouse gas emissions

in Downtown Los Angeles

38% o f Ca l i f o r n i a’s g r e e n h o u s e gas emissions come from transportation

160 MILLION

tons of greenhouse emissions per year from vehicles in Ca l i f o r n i a

Chapter Two - Los Angeles: the Inactive Organism

OBESITY DATA

25%

BILLION

ANNUAL COST OF OBESITY

in LA County

of children are obese in the city of Los Angeles

*measured in healthcare and lost productivity

6% INCREASE IN CHANCE OF OBESITY for each additional hour per day spent in a car

Infrastructure Data

COLLISIONS DATA

36,000+

residents of LA injured or killed in motor vehicle collisions per year

48% of traffic fatalities are pedestrian and bicyclists

80% of pedestrians die when hit by a vehicle moving <40mph

5% of pedestrians die when hit by a vehicle moving <20mph

Chapter Two - Los Angeles: the Inactive Organism

WALKING AND CYCLING

64,000

16,000

PEOPLE WALK TO WORK

PEOPLE BIKE TO WORK

everyday in the city of Los Angeles

56% INCREASE IN BIKING TO WORK 2000-2010

47% 84% of all trips in the greater LA area are less than 3 miles (within walking and biking distance)

of these trips are currently made by the car

Infrastructure Data

TRANSIT DATA

1.5

MILLION PEOPLE

ride Metro rail and buses on a typical weekday

100%

2.1 BILLION MILES

3rd

traveled by Metro rail and buses in 2013

in public transit usage of cities nationwide of Metro buses are powered by clean burning CNG

15,967

Metro rail stations currently in service

Metro bus stops currently in service

Chapter Three - Resuscitation: CICLO VIDA

resuscitation: CICLO VIDA

reviving the dead organism of LA by way of bicycle.

CICLO VIDA: Project Overview

Making Space to Breathe For Downtown Los Angeles to be revived into a functioning organism that promotes user connectivity, it must make space for the new urban vehicle - the bicycle. This is not an easy thing to ask residents of Los Angeles to do. Give up a parking spot so a bike has a secure space to ride in? Not likely. The car, as we have discovered by now, rules the streets and minds of LA. It doesn't matter the distance, users will automatically think of driving as opposed to walking or cycling. But these choices being made are having lasting effects on the health of the residents and land of Los Angeles. More than 1300 lives are lost each year in the LA area because of air pollution primarily caused by the automobile. This machine that "built" the city is killing its residents, and it will continue to do so if we do not make room for other, more sustainable modes of transportation. There are a few things a city must do to become a cycling city. The residents must want to bike, the weather and terrain must agree with the bicycle, and finally (and most importantly) there must be bicycle infrastructure in place. For Los Angeles, the desire to bike is there. It is a city of young, malable, and inspiring humans - they want to bike, it's just dangerous. Los Angeles also has warm, sunny weather majority of the year, with a relatively flat terrain compared to other biking cities in California. So, this means the only thing stopping LA from becoming a bikeable city is the fact that there is no space for the bicycle.

Ciclo Vida proposes just that. It is a 3.5 MI elevated cycleway that runs along 7th Street, through Skid Row, the Arts District, and to Hollenbeck Park. It encompasses the three E's of Sustainability:

equity

CV addresses the equity issue of homelessness in skid row through the development of outdoor shelters as an extension of the cycleway. As well as the encouragement of giving through the placement of ''parking'' meters used to fund homeless outreach. CV also aims to give the members of the boyle heights neighborhood reclamation of their space in the downtown community. This is prompted by the revitalization of Hollenbeck Park and the newly planted freeway that intersects Boyle Heights and the downtown region. economy

CV provides spaces within the arts district for local businesses to profit off the cycleway users. Not only

does cycling benefit local economies, it also has the highest level of return investment when compared to other modes of transportation - especially the automobile.

ENVIRONMENT

CV offers space for the use of renewable energy in relation to public transportation and overhead

coverage. It also encourages the loss of the automobile within the downtown area, resulting in less air pollution and an overall index decrease of LA's urban heat island effect.

2.2 MI

along 7th street

1.3 MI

in the Arts District and Boyle Heights neighborhood

Chapter Three - Resuscitation: CICLO VIDA

BICYCLE ROUTES proposed and existing

SHARROWED AND BUFFERED BIKE LANES

These street formations currently exist within the infrastructure of Downtown Los Angeles.

Road Analysis and Diagrams

STREET FORMATIONS CITY BIKE LANE

The City Bike Lane is an existing lane in the city of Los Angeles that is designated for Metro Share Bikes and other bike types.

ITM STREETS

Inter-modal streets are a proposed street system that incorporates three types of circulation: pedestrian, cyclist, and public transit. The car is not included.

SIN MĂ QUINA

This street transformation eliminates any type of motorized vehicle. This means there are designated lanes for cyclist and pathways for the pedestrian. In this scenario, the bike is given the hierarchy typical assigned to the car.

There are different materials used in SIN MĂ QUINA, so that it is an all-inclusive, allabilities space for pedestrians and cyclists to use.

Chapter Three - Resuscitation: CICLO VIDA

ROAD ANALYSIS The location for the elevated cycleway was determined through the analysis of various maps. The road condition map displays which streets are capable of being ridden on and which would benefit from an elevated cycleway. The existing/future bike paths of Los Angeles help develop connectivity by bike. The ways map analyzes which roads are to have on or off ramps. Metro lines and bus stop locations support the action of alternative transportation use and encourage inter-modality. Finally, parking spaces were examined in order to determine the best location for the provided cycleway parking.

ROAD CONDITIONS

bad poor average good

No street in DTLA has been considered in complete "good" condition.

$5-6/hr free $10-15/hr

WAYS

Majority of DTLA's streets are one-way, which only contributes to congestion.

METRO LINE AND STOPS

The Metro is the city's fastest public transit option.

PARKING SERVICES

DTLA's parking is infamously known to be expensive.

CITY BUS ROUTES AND STOPS

The city bus offers more stops than the metro, but still neglects the Arts District.

Road Analysis and Diagrams

mildtraffic

TIME COMPARISON CAR

The route from Francisco St. to Hollenbeck Park by car would take 18 minutes to drive, if the route is taken by 7th Street. hightrafficc mildtraffic min.traffic

EXISTING BIKE ROUTE

The existing bike route would mean the average cyclist is taking a route towards 1st street and completing the trip from Francisco St. to Hollenbeck Park in 17 minutes.

CICLO VIDA ROUTE

The proposed path provides a more scenic and direct route, shortening the trip to a total of 13 minutes.

Chapter Three - Resuscitation: CICLO VIDA

SITE PHOTOS Much of Downtown Los Angeles can be described in one word: concrete. These site photos are taken along 7th street and were used to visualize the placement of the elevated cycleway, as well as if there would be any displacement of people, trees, or building elements. By taking photographs of the site, the project was able to work with the real life features of 7th street. For instance, there is a photograph that shows tents occupying a sidewalk. This is the Skid Row region. The dwellers within the tents were not to be displaced with the creation of this cycleway, but in turn are offered an advanced option for living space.

Site Photos

Chapter Three - Resuscitation: CICLO VIDA

MASTER PLAN The master plan illustrates the cycleway in its entirety. Ciclo Vida begins on an abandoned road behind the Wilshire Grand (Francisco St.). It rises from the ground level at a 4% slope to an 18' tall road and continues with a sculptural helix overhead for about 9 blocks until entering the skid row pass. Skid row is an entire section beginning on main street and extending to S Alameda St horizontally and stretching from 3rd street to 7th. Ciclo Vida passes through the final designated section of the skid row region , which is why an extension of solar panel pergolas have been provided for those who call the streets their home. Also, a revitalization of the sidewalk to be a better space for dwelling has been proposed. The concrete will be replaced with decomposed granite and 6' x 3' benches will be provided for edges to be used as resting spaces. Continuing down 7th street, an opportunity to enter the arts district arrives. This path will lead the user to the automatic parking systems/casa de bici area or the distrito de trรกnsito space. In these spaces, the cyclist can rest, repair, and enjoy renewable energy. The Distrito de Trรกnsito and Casa de Bici encourage a continuation path that leads to union station if one plans to go there. If the user does not decide to take a left into the arts district, they will take an off ramp from the elevated cycleway to a ground level bike path that will eventually lead to the hollenbeck bike highway. This section of ciclo vida has various elevations to account for the overpass of the east los angeles interchange. Finally, the Ciclo Vida ends or begins inside of the "prettiest park in los angeles", Hollenbeck Park.

Master Plan

BICYCLE SKYWALK

Chapter Three - Resuscitation: CICLO VIDA

CYCLEWAY DETAILS

cycleway section 1/4" = 1' - 0"

0'-8"

light detail 1/4" = 1' - 0"

RAISED RIDE

post to planter 1/4" = 1' - 0"

Cycleway Details

ON/OFF RAMP

Double Helix Overhead Section nts

18'- 0"

15'- 0"

On/off Ramp Blow Up nts

Chapter Three - Resuscitation: CICLO VIDA

SELECTING THE BIKE

Cycleway Details

CICLO VIDA: Skid Row

Chapter Three - Resuscitation: CICLO VIDA

Glass to Aluminum Pergola 1/4" = 1' - 0"

Glass to Building Detail nts

Skid Row

Over: Glass and Aluminum Pergola extension from building and cycleway

Under: Decomposed Granite Sidewalk with 6' x 3', 3' x 2' concrete seats/sleeping spaces

1/8" = 1' - 0"

DAY RIDE

NIGHT RIDE

CICLO VIDA: Arts District

Chapter Three - Resuscitation: CICLO VIDA

CASA DE BICI

is an interactive space for artists and cycleway users to rest, repair bicycles, and generate art. The "hotel" houses over 500 bicycles. It is used for storage, but can also be a place where bicycles are rented. Behind the hotel, there are over 200 additional outdoor bicycle racks, standing and grounded. Across the 6th Street bridge is more parking, but for the car. It is an underground automatic parking system.

1/8" = 1' - 0"

Arts District: Casa de Bici

Although a space designated for the automatic parking users, it is also a space for artists, athletes, dog-lovers, and many more types of people to find trainquility near the trains.

2 CASA DE BICI

Standing Bike Rack 1/4" = 1' - 0"

Chapter Three - Los Angeles: the Inactive Organism

AUTOMATIC PARKING SYSTEM

Arts District: Casa de Bici

Automatic parking systems are lower cost alternatives to conventional underground multi-story car parks. aps can park the same number of cars in a volume of 60% or less of that required by other underground parking methods. The APS proposed within the arts district has the ability to hold 108 parked cars.

Chapter Three - Resuscitation: CICLO VIDA

1/8" = 1' - 0"

Arts District: Distrito de Trรกnsito

This transit oriented space encourages the use of solar energy, by converting the back lot of the Sci Arc building into a Solar Energy field. It also provides space for other mobile activities such as skateboarding.

Chapter Three - Resuscitation: CICLO VIDA

2 Distrito de Trรกnsito

3 Transit Center

Arts District: Distrito de Trรกnsito

CICLO VIDA: Hollenbeck Highway

Chapter Three - Resuscitation: CICLO VIDA

Hollenbeck Highway

Master Plan

Boyle Heights: Hollenbeck Highway

Hollenbeck Park

In the early 1950s, the creation of the east LA interchange highway divided the community of Boyle Heights to the rest of Downtown Los Angeles. The interstate highway was place directly on the Hollenbeck Park, one of LA's most underrated parks, most likely due to the fact a freeway runs through it.

Night Hollenbeck Hwy

Day Hollenbeck Hwy

Chapter Three - Resuscitation: CICLO VIDA

Hollenbeck Highway: Planting Plan The planting design uses the Arroyo Seco Foundation's Native Planting list.

Artemisia douglasiana Mugwort

eriogonum fasciculatum california buckwheat

Salvia apiana white sage

Melosma laurina Laurel sumac

Ribes aureum gracillimum golden currant

Carpobrotus edulis fig marigold ice plant

Rosa californica california wild rose

Nassella tenuissima mexican feather grass

Agave americana blue glow agave

Rhus integrifolia lemonade berry

Salvia mellifera black sage

Nerium oleander ‘red’ and ‘white’ oleander

quercus englemannii engelmann oak

Juglans californica southern california black walnut

Olea europea olive tree

Platanus racemosa california sycamore

Heteromeles arbutifolia toyon

Quercus agrifolia coast live oak

Acknowledgements

references

AND OTHER WORKS cited

References and Works Cited Berney, R. (2018). Bicycle Urbanism: Reimagining Bicycle Friendly Cities. Routledge. “Bicycle Culture.” Bicycle Culture -The Official Website of Denmark. Copenhagenize Design Co., n.d. Web.

Buehler, R., Pucher, J., Metropolitan Institute at Virginia Tech, & MIT Press. (2017, July 05). 9 Reasons the U.S. Ended Up So Much More Car-Dependent Than Europe. Retrieved March 16, 2018, from https://www.citylab. com/transportation/2014/02/9-reasons-us-ended-so-much-more-cardependent-europe/8226/ Flusche, Darren. “Bicycling Means Business: The Economic Benefits of Bicycle Infrastructure.” League of American Bicyclists (2010): n. pag. Web. Heydon, Robin and Lucas, Martin. “Making Space for Cycling.” Cylenation by Cambridge Cycling Campaign (2014). n. pag. Web.

Los Angeles Department of City Planning (2016). Mobility Plan 2035: An Element of the General Plan. Los Angeles Times. “Bikes, Copenhagen and Disneyland: What We Have in Common.” THE BLOG by Copenhagenize Design Co. Copenhagenize Design Co., 08 Aug. 2008. Web. [Oscar Boyson]. 2016, December 8. The Future of Cities [Video File]. Retrieved from https://www.youtube.com/watch?v=xOOWk5yCMMs. Sustainable City PLAn. Los Angeles Climate Action (n.d.): 1-5. Office of Los Angeles Mayor. 2013. Web. Troy, Austin. “Can America Embrace Biking Like Denmark Has?” Slate Magazine. N.p., 31 Oct. 2012. Web. 06 June 2017.

What do living organisms, cities and networks have in common? (2016, June 15). Retrieved March 16, 2018, from https://www.northeastern.edu/cssh/ policyschool/2016/06/living-organisms-cities-networks-common/