S H U PA N PORTFOLIO
Urban Design | Urban Planning
TABLE OF CONTENTS Selected Works From September 2013 to May 2019
01 Diridon Rising
01 - 05
Diridon Station Area, San Jose, CA 01/2019 - 05/2019 丨 Collaborative Work
02 Embrace the Bay
06 - 10
Coliseum Neighborhood, Oakland, CA 01/2018 - 05/2018 丨 Collaborative Work
03 Call of Communication
11 - 16
Mission District, San Francisco, CA 07/2016 - 08/2016 丨 Collaborative Work
04 Mediation
17 - 23
Xixing Historic District, Hangzhou City, Zhejiang Province, China 03/2016 - 06/2016 丨 Independent Work
05 At Water
24 - 28
Tangbei Unit, Gongshu District, Hangzhou City, Zhejiang Province, China 11/2015 - 01/2016 丨 Independent Work
06 Transforming the Curbside with Shared Mobility
29 - 32
Union Square Commercial District, San Francisco, CA 08/2018 - 05/2019 丨 Graduate Thesis
07 Other Works Case Study | Design Research 丨 Professional Practice 丨 Ar t Works 09/2013 - 12/2018
33 - 36
01 Diridon Rising January — May, 2019
UC Berkeley / Collaborative Work
Location: Diridon Station Area, San Jose, CA
U S
HSR Scheme 1 - At Grade
n
Gu
Sa
1 0 1
te
up
In
al
se
da
Jo
e
rn io
Ri
at
ve
na
r
l Ai rp or t
SR 87
SR
With the construction of High Speed Rail (HSR) in California, an expansion has been planned for Diridon Station in Downtown San Jose. The new station would integrate existing Caltrain, Amtrak, VTA light rail with future HSR, BART extension, Bus Rapid Transit, and is expected to have an eight-fold increase in daily commuters. Realizing the huge benefits that these major transportation investments would bring, Google, Silicon Valley’s biggest tech tenant, wants to build a transit village in the area over the next two decades, including eight million square feet office space and new housing.
Arena
Based on different layouts of HSR tracks, there are three schemes for the station. Our team chose the second scheme, proposing an abovegrade integrated station and a permeable transit village connecting the station with Downtown and surrounding communities. 82
HSR Scheme 2 - Above Grade Arena
I
-
8
8
0
Downtown San Jose Diridon Station
HSR Scheme 3 - Underground Arena
I - 2 8 0
Caltrain/Amtrak Future BART Extension 02
VTA Light Rail
Master Plan
Connectivity
Existing Freeway
Freeway Realignment
03
t
S ett
Alm n ade
Coleman Ave
Transit Hub/Landmark
ss Ba
d Blv
ian
ul EJ
St
es
Jam
St 4th
St
St
3rd St
dS
2n t
1st
t
St
St
Ma
nS m tu Au
ohn
tS rke
St J
t t
W
n
lia
Ju
aS lar
C ta San
St
t
oS
nd
a ern nF
Alm
Potential Lands
Walkability Google (Net): 57 acres Freeway (Net): 31 acres = 3.3M sqft Office Area + 1,500 Dwelling Units
Park Ave
ve dA Bir
San Carlos St
h
ac
lb
Ba
St
I-280
t
I-280
tS ke
St
ar
d Blv
Autumn St
os
arl
C San
M
d Blv
e Av
en
ad
Alm
rk Pa
en
The Alameda
ad
SR 87
Sa
Integrated Station Design
Hi
gh
Sp
ee
dR
ail
Landmark/Hub
Connectivity
Block Diversification
Mid-block Access
Open Space Continuity
Mixed Use
BA RT Air
po
rt
Co
nn
ec
to r
Ca
ltr ain
Lig
Co
nc ou
rse
Le ve l
ht R
04
ail
Station District
PHASE 1B - PDR Mixed Neighborhood
PHASE 1A - Station District Block Area:
2,000,000 sqft
Total Area:
5,600,000 sqft
Office
3,500,000 sqft
Retail
300,000 sqft
Residential Institutional
Block Area:
1,300,000 sqft
Total Area:
3,400,000 sqft
Office
500,000 sqft
Retail
100,000 sqft
Residential PDR
05
2,000 D.U. 800,000 sqft
1,000 D.U. 800,000 sqft
PHASE 2B - Almaden Neighborhood Block Area:
2,600,000 sqft
Total Area:
3,300,000 sqft
Retail Residential Institutional
PHASE 2A - Guadalupe River Neighborhood Block Area:
1,200,000 sqft
Total Area:
3,200,000 sqft
Office
1,000,000 sqft
Retail
50,000 sqft
Residential Institutional
2,000 D.U. 150,000 sqft
200,000 sqft 3,000 D.U. 100,000 sqft
02 Embrace the Bay
2018-2019 Eisner Prize in City and Regional Planning
January — May, 2018
UC Berkeley / Collaborative Work
Location: Coliseum Neighborhood, Oakland, CA
Area:160.7 acres
108 in
Oakland
San Francisco
Alameda
72 in San Leandro San Francisco Bay
STRATEGY 1 : Realign the Freeway pro
pos
exi s�n g
ed f
reew ay
fre
ew ay
36 in
exis�ng shoreline
long-term shoreline
STRATEGY 2 : Improve Walkability The Coliseum San Leandro Bay neighborhood will be a place where sea level rise is accounted for and embraced through the reintroduction of marshlands and the realigning of the I-880. Current residents will be defended against the harms of sea level rise while enjoying new and various amenities. Existing industrial oriented jobs will remain along with a stronger interconnected pedestrian and cycling realm.
STRATEGY 3 : Diversify Land Use
Historical Shoreline (1859)
Existing Shoreline (2018)
Short-term Shoreline (2050)
Long-term Shoreline (2100)
07
Traffic Reorganization Realigning I-880 and moving the section across the area underground can not only cope with the continuing sea level rise, but also make the waterfront more accessible for the residents in the east. The ground street above the freeway is designed as the main green corridor with a 40-feet wide central pedestrian street, two-way bus only lanes and protected bike lanes. Bus routes are rearranged along the new shoreline and the green corridor. A number of stops are added onto the BART to OAK Airport Connector to increase its utilization and involve southeastern residents into the regional public transportation network. 5-MIN WALK
5-MIN WALK
N 0
N 0
500 1000
2000 �
Railway
BART Airport Connector Freeway Underground Freeway Railway Underground Railway Bus Route
Bus Route
BART Sta�on
BART Sta�on
Bus Sta�on
Bus Sta�on
Tunnel Entrance
500 1000
2000 �
BART Airport Connector Freeway
Existing Transportation Network
5-MIN WALK
N 0
500 1000
2000 �
BART Airport Connector Freeway Underground Freeway Railway Underground Railway Bus Route
Sta� on C
onco
Amt rak R
urse
ailro
BART Sta�on
ad
Bus Sta�on Tunnel Entrance
08
Proposed Transportation Network
I-88
0 Fr eew ay
Walkability
09
The walkability of the area is improved by a number of approaches including reducing block size, increasing street network density, creating inviting waterfront, improving the accessibility of public transportation, diversifying land uses and adding open spaces. Parking, which is encouraging automobile use, is controlled by setting different parking rates based on the distance from the stadium. Disabled parking is prioritized on the ground.
Pedestrian-Friendly Block Size 500’ x 800’
200’ x 200’
11 Intersec�ons
53 Intersec�ons
Block Size
Block Size
In 65 Acre
In 65 Acre
Adjacency to Water 40 -Minute Walk From Residen�al
10 -Minute Walk From Residen�al
2 Barriers:
Eliminated
Railway Freeway
Barriers
Access to Public Transit To Commercial
Northward Only
RT BA
RT BA
20-Minute Walk
5-Minute Walk To Commercial
North-South Connec�on
Mixed Use and Diverse District Unidirec�onal
Mul�direc�onal
Event-driven
7/24
A�rac�on
Concentra�on
A�rac�ons
Vitality
Networked Open Space 10 Acres
53 Acres
Inaccessible
14 New Parks and
100 Acres
5 Acres (Disabled)
Auto -Driven
Transit-Priori�zed
Green Space
Parks
Green Space
Squares
Less Parking Surface Parking
Access
Surface Parking
Access
Diversification A mixed use neighborhood is created to allow residents, workers and visitors to access goods and services without being required to use a car. The influx of population driven by sports events will bring commercial opportunities for surrounding blocks. Integrating offices or light industry into houses can reduce commutes and create a job-life balance in the district. A wider variety of housing types are provided to accommodate different income groups. Open spaces are also diversified to cater to the needs of different age groups.
ou le H
sing
Hou
& Be vera ge
Lo�
Office
Office
L
Food & Beverage Grocery Store
IAL ENT SID RE
CO MM ER CI A
sing
Mixed-Use Community Residen�al
Hou
ing
Central Plaza
River Park
OFFICE
pp sho
Amusement Park
Tea Break Park
ab
Food
Playground
Leisure Park
sing
rd Affo
Parks & Recrea�on
Fitne
ail Ret
PDR Library
ss
School Senior Center Community Center IA
L
Clinic
TR
SP O
RT S
D IN
US
Stadium District 24-Hour Fitness Stadium Sports Venue
Stad
ium
Hotel Affo
rdab le
Reta il
Shopping Hou
sing
Food & Beverage Sports Shop Museum
10
Prod u Distr c�on, ib Repa u�on, ir (P DR)
Art Museum Concert Hall
03 Call of Communication July — August, 2016
UC Berkeley / Design & Innovation for Sustainable Cities (Disc*2016)
Location: Mission District, San Francisco, CA
Area: 661.4 acres
Five-layered Design Strategy for Mission District We tackle the design with a repertoire of: improving communication, using ADUs as a device for housing, diversifying urban functions and building greenways and bike sharing system.
BIKE SHARING 5 Bike Lane Sharing Station
Dolo
res P ark
GREENWAY 4 16th
Green Line St M
issio
n Sta tion 24th
St M
issio
n Sta tion
DENSIFICATION 3 Bart Line Densified Area Densified Buildings
Racial and Ethnic Groups
Household Income
ADU 2 ADU Plots ADUs N
E
West of Valencia Street White
El Ca
pitan
63%
Hispanic Black Other
West of Valencia Street $150,000 and up
S W
12
Cultural Center Movement
Under $30,000
13%
White
Other
48%
$75,000-$149,999 $30,000-$74,999
4% 16%
28% 18%
East of Valencia Street $150,000 and up
32%
Hispanic Black
30%
$30,000-$74,999
3%
East of Valencia Street
COMMUNICATION 1
24%
$75,000-$149,999
21%
Under $30,000
10% 20% 33% 37%
Communication
13
El Capitan was renowned for its rich Hispanic culture but has been derelict for decades. The reinvention of this historic building represents the revival of traditions and culture, and it is a perfect place for community activities including a farmers market, a community library, a soup kitchen, galleries, etc. Farmers Market
Gallery / Shop
N
0
20
40
80 ft
Ground Floor at Weekdays
N
Gallery Gathering Center
Library Soup Kitchen
Second Floor Plan
Third Floor Plan
Ground Floor at Weekends
14
0
15
30
60 ft
Farmers market functions as the gathering center in the district, with the same purpose of designed soup kitchen in El Capitan to call of communication.
15
Greenway & Bike Sharing The drainage grooves are built at both sides of the green buffer and street to collect the rainwater; the bike lanes and the bike sharing stations on the sidewalk path ensure pedestrians to use bikes freely; parklets and the street-side architectural facades create the space for interactions.
Bike Station
Bike Lane
Parklet
Greenbuffer Rainwater Catchment Sidewalk 8 ft
Bike Lane 5 ft
Drainage Drainage Walkway Greenbuffer 4 ft
0.3 ft
Walkway
Bike Lane
Sidewalk
2 ft
OUTDOOR CAFE SPACE
PARKLET
GREENBUFFER
BARRIER BOLLARD
TREE CANOPY
Buildings
SHOPPING WAY
Tree Canopy
MODEL MAKING Studio Lead: Kent Wilson Collaborated with: Maria Suescun Caroline Schoeller Lucas Zarzoso
Tools: Laser Cutting 3D Printing CNC Milling
PRESENTATION 08/03/2016 @ Wurster Gallery 16
08/05/2016 @ Fisher Bay Obser vatory
04 Mediation March — June, 2016
Zhejiang University / Independent Work
Location: Xixing Historic District, Hangzhou City, Zhejiang Province, P.R.China
Area: 145 acres
Wuliuxiang Historic District The old structure of brick and wood has been derelict, outdated facilities and undesirable environment has resulted in the low quality of life for residents. Meanwhile, due to the construction of the railway station nearby, new businesses have developed and prospered outside the historic district, contributing to the significant conflict.
Qinghefang Historic District As the first district that got successful regeneration and improvement, it retains its culture heritage and functions.
Xixing Historic District
18
The district’s regeneration and preservation has been neglected by the government. The contrast between this district and the modern city has been aggravated due to the development of high-tech industry in the surrounding area.
HISTORIC BLOCKS
MODERN BLOCKS
19
Historic Buildings
Historic District
Popu Composition
95% older than 55
5% with the ability of making money
Municipal Facilities
95% with systemic supply of water
Total Population 83% with the ability of making money 17% older than 55
Modern Community
95% with systemic supply of natural gas
52% with systemic supply of electricity 5% with systemic supply of natural gas
100% with systemic supply of water & electricity
Canal System
Transportation 53% taking bicycles 39% taking public transportation 8% driving private cars
Problems
69% driving private cars 19% taking bicycles 12% taking public transportation
67% destruction of life authenticity
76% alienation of interpersonal relationship
25% low economic value 8% low living quality
24% lack of cultural heritage
Transportation
Street Scale
Base Map
A: DIVISION
C: INTERFERENCE
Accommodated Population
Accommodated Population
B: OCCUPATION
A—Historic urban fabric was partially disrupted by modern structures.
Accommodated Population
B
— Courtyard was occupied by additional informal structures.
C
—Modern structure took place of
historic structures.
Legend Division Occupation Interference Well-preserved
Accommodated Population
Rivers
Historic Courtyard Housing Plenty of Activity Space
Modern Residential Housing Little Activity Space
Legend Modern buildings
Public Green Space 20
Privatization of Green Space
Rivers
Cultural Fac orica Hist
l E x hi
biti ons
Traditi onal Ha
21
iliti es
ndicra ft A rt
St u
di o
s
Co ur tya s Re rd
id e
nc
Disrupted Courtyard Excessive Density Aging of Population Unemployment Occupation of Farmland Lack of Infrastructure
cture
Degrading Natural Environment
Residential Improvement
Gr ee nS
pa
ce
M
od
e rn
m Far
la n
d
Gree
cal Ecologi
n S p ace
Drains
& Ecology
M o de
rn Pl an ti ng T e
c hn o
lo g y
CONTACT CULTURE DAMAGE
Privatization of Greening
Residenti al Improvement
Lack of Social Space
M o de rn In frastru
ECONOMY
Lack of Cultural Facilities
er ty Cent
HISTORIC BLOCKS
Lack of Attraction
m u ni
QUALITY
Co m
MODERN BLOCKS
e
Cultural Facilities
Green Space & Ecology
Guideline In terms of architectural design, both the original configuration of courtyard and modern architectural style have been applied to the design of the new district to mediate the contrast of two distinct urban fabric. Modern Blocks
22
Transition
Historical Blocks
Transition
Modern Blocks
As for functions of the designed block, population accommodation has been increased and sufficient space has been provided for culture and ecology.
23
Cultural Facilities
Residential Improvement
Green Space
05 At Water November, 2015 — January, 2016
Zhejiang University / Independent Work
Location: Tangbei Unit, Gongshu District, Hangzhou City, Zhejiang Province, P.R.China
Area: 9.8 acres
POLLUTION
O2
O2 O2
O2
Graded Filtration
HARD REVETMENT
Ecological Revetment Curved edge — To Intake river water
Biological Purification
Grid planting — To purify river water
Aquatic Plants Aquatic anmials Microorganisms
25
BROWNFIELD
Playground For children
Running Track
Improved Cycle
For young people
Teahouse For the elder
Ecological Park
Hard Revetment Poor Permeability Lack of Ecological Function Lack of Recreational Space
Household Waste
Water Pollutio n
Industrial Waste
N
Agriculture Waste
Acid Rain in Hangzhou (2016) Excellent Days of Ambient Air Quality: 242 Days
0
60
120
240 ft
Acid Rain Frequency: 84.0% Average pH Value of Precipitaion: 4.65
03 Terraced Wetland 04 Oxygen Contacting 05 Submerged Plants
STEP 1
STEP 2
02 Floating Plants
Soft Water Boundary
Cut Fill
01 Water Intake
STEP 3
STEP 1:
The hard revetment is turned into the curved ecological slope protection, which introduces the river water into the biological purification system and improves the environment surrounding the river.
STEP 2: The soil excavated at the center of the park to set up the water Ecology Recreation
26
area is filled up at the northeast and southwest areas of the park to achieve the cut-fill balance.
STEP 3:
The circulation system consists of the water circulation and people circulation that jointly create the interactive space between humanbeings and the nature, the people and playground as well as among the people.
27
Goldenrain
7
Prunus mume
8
9
6
4
2
Crape Myrtle
5
3 1
Tulip
1
Daisy
Scarlet Sage
Crape Myrtle Platycodon
2
Goldenrain
Prunus mume Boxwood
6
7
8
Dandelion
9
Spring 2
4
5
6
7
9
4
5
6
7
9
Summer 3
Fall 8
9
Winter
Ginkgo biloba
11
15
14
N
13 0
40
80
160 ft
10
Liquidambar
12
Liquidambar
10
Ginkgo biloba
11
Chrysanthemum
12
Iris pseudacorus
13
Reeds
Lotus
14
15
The park is designed by considering the demands of different people. The children’s playground at south consists of dry sprayers, sandy land, and recreation facilities. The north is designed with the professional running way and tea house in the woods to meet the demands of the young and the elder people for recreation and fitness, and becomes a natural oxygen bar for adults to take part in activates in amateur time.
28
Graduate Thesis: Transforming the Curbside with Shared Mobility
29
September, 2018 ~ May 2019
STUDY AREA
Ride Share
St
St
St
ery
om
St
tg
St
St
on
M
d 2n
d 2n
Sutter St
Post St
St
St
St
St
et
ark
3rd
Geary St
3rd
3rd
Geary St
M
O’Farrell
St
on
on
Ellis St
St
St
Ellis St
Residential Commercial
H
ard
Po
Eddy St
H
ard
St
St
St
Bus (> 3 routes)
Turk St
Medical
Muni Rapid Bus
Open Space
Muni Metro Rail
Industrial
BART
Vacant / Missing Data
Built Form and Topography
Best Practice
St
St d 2n St
M
St
O’Farrell
St
ard
ow
St
St
Ellis St
Eddy St
ard
St
ow
H
Eddy St
ard
St
ow
H 5th
5th
St
St
St
Turk St
Turk St
Two-Way Road
Bicycle Route Ford GoBike Station
One-Way Road
Transportation - Car Route
St
H
5th
Turk St
on
si
is
M
St
St
St
Eddy St
on
si
is
M
4th
4th
4th
Ellis St
St
St
St
et
ark
3rd
St
O’Farrell on
si
is
M
St
Kearny
Grant St
St
Mason
St
Geary St
3rd
St
M
St
Ellis St
Powell St
d 2n
St
et
ark
M
O’Farrell
Sutter St
Post St
Geary St
St
St
3rd
et
ark
Stockton
St
St
Grant St
Kearny
St
Bush St
Sutter St
Post St
Geary St
St
Montgomery
California
Pine St
St
Mason
Powell St
d 2n
Post St
Stockton
St
St
St
Bush St
Sutter St
The curbside is the space along the street between travel lanes and the sidewalk. In American cities, it is usually occupied by onstreet parking, which is an outcome of the long-standing idea that automobile movement is the dominant function of streets. In recent decade, shared mobility, which includes ride share (Uber, Lyft, etc.), bike share and car share (Zipcar, automated cars), is gradually changing the way that people use the curbside. Considering the spectacular growth of shared mobility, it is time to take into account the growing need it generates and consider how to integrate it within urban space in a more efficient way.
St
Pine St
St
Grant St
Stockton
Mason
Powell St
Bush St
CONTEXT STUDY
California
Transit Network Montgomery
St
Cable Car
Land Use
Montgomery
California
Pine St
Kearny
Flex Zone
St
H
Bus
5th
5th
5th
SUM Zone
St
ow
Cultural, Institutional, Education Hotels & Visitor Services
Turk St
on
si
is
M
ell
w
St
ow
Mixed Use
Eddy St
Turk St
St
St
4th
4th
M
St
ow
Eddy St
O’Farrell
St
si
is
ard
Design Proposal
St
si
is
M
O’Farrell
St
4th
Distribu�on Temporal
Transportation - Bicycle
Pedestrian Route
Transportation - Pedestrian
The Union Square Commercial District in San Francisco is chosen as the study area for the report and site study is conducted in terms of built form and topography, land use and transportation (see above). To analyze the impact of shared mobility on the streets with different priorities, three street typologies are discussed as below: pedestrian prioritized street (Powell Street), transit prioritized street (Geary Street), and shared mobility prioritized street (Stockton Street), based on which field work and design proposal is done. Ride Share Pick-up Location at 6pm 15’
8’
Sidewalk
Loading /Seating
10’
10’
Cable Car Cable Car 66’
8’
15’
12’
11’
Loading /Seating
Sidewalk
Sidewalk
Parking
9’
11’
Drive Lane Bus Lane
9’
12’
12’
7’
Parking
Sidewalk
Sidewalk
Loading /Parking
64’
11’
11’
5’
70’
STOP
ONLY
TAXI STOP
BUS
Bike Share Trips Ending in Stations at 6pm
Powell Street
Geary Street
7’
Drive Lane Drive Lane Buffer Loading
BUS
The maps on the right were made through API and processed by Python and Carto to demonstrate the density of ride share pick-ups and bike share trips at 6 pm on weekdays around San Francisco. It is shown evidently that these two kinds of shared mobility activities are concentrated in downtown area. Considering another result of the study that the supply density of on-street parking is the lowest in downtown, it helps confirm that introducing Flex Zone to the curbside tends to be more feasible if started from the city’s downtown.
Montgomery
Kearny
Grant St
Mason
St
Post St
Geary St
Powell St
et
ark
M
Sutter St
Post St
St
St Stockton
St
St
St
Bush St
St
d 2n
ark
M
Sutter St
Ellis St
The 2016 Comprehensive Plan of Seattle established a new framework for right-of-way allocation decisions in which the curb lane is defined as a ‘Flex Zone’ and a series of ranked curb use priorities are allocated based on street types. Inspired by Seattle’s practice, this report is trying to introduce the idea of Flex Zone into San Francisco’s commercial district and provide feasible approaches of installing and managing Flex Zone through data analyses on both passenger loading and traffic condition.
Montgomery
Kearny
Mason
Powell St
Grant St
St
St
Site Selection
California
Pine St
Bush St
et
Spa�al
St
St Stockton
Montgomery
Kearny
Grant St
St Stockton
Where might Flex Zone be installed? How to design them?
California
Pine St
Bush St
Car Share On-Street Parking
What are the spatial and temporal characteristics of curbside activities?
Usage
St
St
Context
California
Pine St Mason
How much of curb space is utilized by shared mobility in the Union Square Commercial District?
Bike Share
Powell St
Shared Mobility
Research Questions:
BUS
Stockton Street
17’ Sidewalk
CURB SPACE IN COMMERCIAL DISTRICT Under Construction
Passenger Loading
On-Street Parking
Motorcycle Parking
Transit Stop
0.3%
Existing Color Curb Management Commercial Loading No Parking/Stopping
4.8%
St
3.8%
2.5%
d
2n
d St
t
26 17
15
13
10
10
h
4t
5
2
1
0
1
1
Commercial Loading
Cable Car Weekday Offpeak
Weekday Peak
St
Ellis St
26
20
17.8%
M
27
25
tS
ke
ar
ll St
O’Farre
35
30
Parklet
Weekend Peak
Parklet Activity Commercial Loading Cable Car Passenger
• Parklets that don’t have enough seating are rarely used, and paving helps people distinguish the functions of different street spaces. • Commercial loading spaces are empty during most of the time while passenger loading is in high demand on retail street.
47
45 35
3r
Geary St
50 40
8.7%
Post St
1.5%
ery St
Sutter St
Bike Share/Car Share
St
Montgom
Pedestrian Amenities
St
Commercial Loading
No Parking/Stopping
Kearny
Grant St
St Stockton
Powell St
Mason Bush St
Powell Street - Pedestrian Prioritized
Weekend Offpeak
BUS
BUS
TAXI
St
ONLY
BUS
STOP
26.8%
h
5t
Turk St
STOP
Geary Street - Transit Prioritized Eddy St
33.8%
Stockton Street
Geary Street
Powell Street
1’’ = 350’
1’’ = 350’
1’’ = 350’
The existing curb allocation is studied for the commercial district. Since parking limits were implemented in downtown San Francisco in 1970s, on-street parking spaces have been dramatically decreased in the district, taking up only 4% of the total curbside now. And some of them are disabled parking, with only one space designated for car share parking. Because the district has heavy traffic but narrow roads (20 to 30 feet wide), nearly 30% of the curbside are not allowed for any parking or stopping. Currently, the curbside is mostly designated for commercial loading (33.8%), which corresponds to the curb use rank of Seattle’s Flex Zone that prioritizes access for commerce in commercial areas. Also, there are 17.8% of curbside allocated for passenger loading and 8.7% for transit stops. The distribution of these two kinds of curb uses always depends on the layout of other urban elements such as building uses and bus stops. Pedestrian amenities like parklets or seating can only be seen on the two-block segment of Powell Street. And three bike share stations are installed on Powell Street, Post Street and Cyril Magnin St, accounting for 1.5% of the total curbside.
Existing Color Curb Management Passenger Loading Commercial Loading No Parking/Stopping
45
39
40 35 30
33 29
26
25 20
18
16 15 15
15 10
4
5 0
TNC
6
4
3
2 Taxi
5
5
3
Weekday Offpeak
Weekday Peak
4
2
Commercial Loading
Bus Stop
3
4
1
0
Parking
Weekend Peak
0
0
Scooter
Weekend Offpeak
Existing Color Curb Management Passenger Loading Commercial Loading No Parking/Stopping
80 70
66
70 58
60 50 41
30
30
• Commercial loading spaces are often occupied by TNC vehicles for passenger loading. • Without clear destination or landmark, TNC drivers are more likely to wait longer for passengers and fail to pick them up.
Stockton Street - Shared Mobility Prioritized
40
Then, shared mobility events as well as other street activities are observed on each street typology during different time periods. (See figures on the right)
TNC Pick-Up & Drop-Off On-Street Parking Taxi Commercial Loading Bus
20 10 0
6 TNC
4
2
Taxi Weekday Peak
6
10 2
0
1
Weekday Offpeak
7
7
1
Commercial Loading Weekend Peak
4
Parking Weekend Offpeak
2
1
0
Scooter
2
TNC Pick-Up & Drop-Off On-Street Parking Taxi Commercial Loading Scooter
• TNC events are concentrated at the entrance of hotels and the frequency is relatively low in the morning and high in the afternoon. • The percentage of double parking is high on the street that has dense TNC activities.
STEP 1
Lay out street typologies based on shared mobility activities and street functions
STEP 2
Designate curb use priorities for each street typology
STEP 3
Step one demonstrates how to determine which streets should be defined to be shared mobility prioritized. Firstly, each Transportation Analysis Zone (TAZ) was evaluated by three curb uses (bike share, ride share, metered parking) respectively. Then a total evaluation score was calculated for each TAZ by adding up three metric scores (See below). The darker the color of the TAZ, the more shared mobility activities tend to happen within it. Based on the results of evaluation, those segments with more shared mobility activities are defined as shared mobility prioritized street. The streets with more bus lines running on them or more passengers waiting in bus stops are defined as transit prioritized street. Then, the southern segment of Powell Street and Stockton Street are designated as pedestrian prioritized streets due to the amount of pedestrians and amenities provided for them.
To figure out a reasonable curb allocation according to different demands, the table below provides ranked curb use priorities for each type of street. The higher a use ranks, the more space should be designated to it, and the more importance should be attached to it when designing the street curb. Because the study area is a commercial district where the access for commerce is of high priority, the use of commercial loading ranks high in all three street typologies. On the contrary, on-street parking is at the bottom of the table. It is also suggested that some parking spaces for private cars along the curbs should be replaced with car share on-street parking. In terms of the location of each curb use, it should be coordinated with other urban elements such as building uses.
Number of Bike Share Trips
Curb Use
Density of Metered Parking
Implement flexible allocation and multi-function curb management
Density of Ride Share Activities Weekday
Evaluation Scores
Density of Ride Share Activities Weekend
31
Pedestrian Prioritized
Transit Prioritized
Shared Mobility Prioritized
Passenger Loading
6
3
1
Commercial Loading
3
2
2
Pedestrian Amenities
1
4
3
Bike/Scooter Amenities
5
5
4
Public Transit
2
1
5
Greening
4
6
6
On-Street Parking
7
7
7
In order to make multiple functions work together better, Flex Zone could be introduced to the district. It is observed that better experience could be gained if some curb uses are installed adjacent to each other. With this idea, the graphs below illustrate the preferable position of Flex Zone on respective type of street. On the pedestrian prioritized street, Flex Zone could be placed next to parklets which could provide seating for passengers waiting for ride share. On the transit prioritized street, it is better to install Flex Zone next to the space designated to bus stop so that the use of both public transit and ride share could be facilitated. On shared mobility prioritized street, installing Flex Zone at both ends of street will neither interrupt the continuity of passenger loading zone nor bother the pick-ups/drop-offs at the entrance of buildings. Also, Flex Zone could provide additional space for ride share during peak hours.
TAXI
BUS
Shared Mobility Prioritized
Transit Prioritized
Pedestrian Prioritized
ONLY
FLEX ZONE
abandoned, and the efficiency of the curbside could be increased to minimize the waste of street space.
STEP 2: Curb Allocation
FLEX ZONE
Based on previous research results, a three-step strategy is proposed to improve and design the curbside in the Union Square Commercial District (See below). By implementing this method, the traditional single-function curb allocation is
STEP 1: Street Typology Layout
FLEX ZONE
Design Proposal: 3-Step Design Strategy
Number of bike share trips that starts from/ends in TAZ #747 120 100 80 60 20 0 Monday
Tuesday Wednesday Thursday
Friday
Saturday Sunday Source: Ford GoBike API
Number of ride share pick-ups and drop-offs in TAZ #747
150 100 50 0 Monday
Tuesday Wednesday Thursday
Friday Saturday Sunday Source: SFCTA TNC Database
0.8 0.6 0.4 0.2 0
Monday
Tuesday Wednesday Thursday
Friday
Prevailing Curb Use
Monday
Tuesday Wednesday Thursday
WEEKDAY
Friday
Saturday Sunday Source: SFpark Sensor Data
Saturday
Sunday
WEEKEND
Step three provides an example of how to allocate curb uses temporally by investigating their respective peak hours. The selected TAZ #747, bordered by Powell, Sutter, Stockton and Post Street, incorporates multiple curb uses including passenger loading, on-street parking, commercial loading and a bike share station. By analyzing their usage every hour in a week, it can be seen that the line graphs of bike share and ride share both present periodic characteristics. The number of bike share trips reaches the highest at 5 p.m., while the peak hour of ride share activities is at 8 a.m. Compared to these two, 32
In addition to the above way of allocation, there are many other components that could be added into flex zones. A toolkit is created to provide possible flexible curb uses, which includes mobility uses like transit stops/islands, dockless bike amenities, transit- and business-supportive uses such as bike share stations, ride share loading and commercial loading, public space uses like parklets, seating, food trucks and stormwater infrastructure, and shortterm storage uses like metered on-street parking and car share parking. When designing these components, movability should be given priority to ensure they can take turns to function.
BIKE SHARE STATION
RIDE SHARE LOADING
COMMERCIAL LOADING
SEATING
FOOD TRUCKS
STORMWATER INFRASTRUCTURE
e Shar Car
METERED ON-STREET PARKING
06:00 AM
08:00 AM
Finally, the graph on the lower right provides a possibility of incorporating a movable parklet into a flex zone which also allows for commercial loading, ride share and on-street parking at different times of the day. The implementation of Flex Zone needs a lot of technology, labor and funding support to maintain the efficient allocation, management and the movement of amenities. Also, the frequent change of functions might confuse drivers without an advanced communication platform. Therefore, before fully achieving the flexible management of the curbside, shared zone could be adopted that two or three groups of curb users (i.e. commercial loading and TNC drivers) share a certain length of curbs, in order to solve the inefficient allocation caused by the difference in respective peak hours.
CAR SHARE PARKING
UBER
12:00 PM
06:00 PM
SHORT-TERM STORAGE USES
Percentage of occupied time by metered parking in TAZ #747
PARKLET
MOBILE BIKE AMENITIES
VALUABLE PUBLIC SPACE USES
200
By standardizing and overlapping the lines, a preliminary result could be obtained for the sequence of curb use change within TAZ #747. Considering that commercial loading is usually in high demand in the early morning or at noon, the flex zone could be used for passenger loading after 8 a.m. and prioritized for bike share users in the afternoon. On-street parking could be allowed during night and weekends.
BUS STOP
TRANSIT- AND BUSINESSSUPPORTIVE USES
40
the occupancy rate of on-street parking doesn’t have an obvious periodic change. But it still could be seen that it goes up around 12 p.m. and keeps low during late night, which is different from the parking pattern in residential areas. Another distinct feature from the previous two is that the occupancy rate is particularly high during weekends while shared mobility activities are more vibrant during weekdays.
MOBILITY USES
STEP 3: Flex Zone Design
Case Study: Will High-tech Companies Benefit the Tenderloin?
33 Other Work CP 201A | Final Case Study Shu Pan
Will High-tech Companies Benefit the Tenderloin ?
September, 2017~December, 2017
INTRODUCTION
EMPLOYMENT
Historically, the Tenderloin has been the city’s most diverse and poorest neighborhood located in downtown San Francisco. En�ced by tax breaks offered by the city, an increasing number of high-tech companies have moved to the Tenderloin since 2011. Accompanied by the concern that local residents would be forced out by rising living cost, there are also plenty of opportuni�es that high-tech companies could provide for the neighborhood to help its improvement. 1848 1970 2011
There has been a significant rise in the average wage in addi�on to the employment growth in the Tenderloin. This indicates that the average income of employees in the neighborhood has increased as well as purchasing power among workers in the Tenderloin.
Influx of Asians, ac�vists and professionals
Employment
Average Wage in 12 months* ($)
California Gold Rush
Employment and Average Wage in the Tenderloin, 2012-2016
Influx of High-tech Companies
Race and Ethnicity in the Tenderloin, 1980-2015 Employment
Average wage
Source: ACS 1-year PUMS (2012-2016) *Note: Average wage is adjusted for infla�on.
Source: 2016 ACS 1-year PUMS
Exis�ng residents
New residents
High skill workers*
High skill workers
49% 60%
*Note: High skill workers include the residents working in professional, scien�fic, and technical services, finance and insurance, healthcare and social assistance, educa�onal services, public administra�on, informa�on, and real estate industries.
5%
17%
8%
27%
Informa�on
Pro, Sci, Tech
Informa�on
Pro, Sci, Tech
New residents who moved into the Tenderloin a�er 2011 have a higher percentage of high skill workers than exis�ng residents. This is due to both the influx of well-paid employees and the voluntary training programs provided by high-tech companies.
HOUSING Although the average monthly housing costs in the Tenderloin are significantly lower than that in San Francisco, the Tenderloin s�ll has a higher percentage of occupied housing units whose housing costs are more than 30% of household income. Monthly Housing Costs in the Tenderloin and San Francisco, 2015 30.7%
9.5%
31.1%
23.2%
White(non-Hispanic)
Black(non-Hispanic)
Asian(non-Hispanic)
Hispanic
Unaffordability by Tract in San Francisco, 2015
5.5% Others
Source: Longitudinal Tract Data Base(LTDB), Full Count Variables, 1980-2010 and 2011-2015 ACS 5-year Es�mates, Table B03002
POVERTY The popula�on of the Tenderloin contains some of the highest concentra�on of low-income residents in the City. Meanwhile, the influx of high-tech companies has not slowed down the growth of the homeless popula�on. Loca�on of the Homeless
Poverty Rate by Tract in San Francisco, 2015 Tenderloin
2015
San Francisco
2013
Source: 2011-2015 ACS 5-year Es�mates, Table B25104
2011
The rent controlled units comprise a majority of the housing units in the Tenderloin. Whether the influx of high-tech companies is favorable depends on whether they can stabilize or even increase the propor�on of affordable housing in the Tenderloin. % 43
57 % Supervisor District 6*
CONCLUSION
47 %
The Tenderloin is one of the most vulnerable areas in the City with the serious poverty problem and precarious employment.
Remaining City
The Tenderloin is not safe from the displacement resulted in part from the presence of many high-tech companies in terms of the increasing homeless popula�on and housing unaffordability.
Source: San Francisco Homeless Count Reports 2011, 2013, 2015 *Note: Supervisor District 6 includes the Tenderloin and surrounding neighborhoods such as Van Ness/Civic Center, Nob Hill, Financial District, Downtown, South of Market, Yerba Buena, South Beach and Mission Bay.
Source: 2011-2015 ACS 5-year Es�mates, Table B17001
The influx of high-tech companies also offers opportuni�es such as jobs, training programs and affordable housing programs.
Source: 2011-2015 ACS 5-year Es�mates, Table B25106
Type of Housing in the Tenderloin, 2015 Market Rate Units Rent Controlled Units* Permanently Affordable Units*
19 % 25 %
Source: Tenderloin Community Data Project (October 2016), SF Planning Department
15,770
Total Housing Units
56 %
*Note: 1)Rent controlled units include privately owned SRO units and other privately owned units. 2)Permanently affordable units include SRO units managed by nonprofits, BMR units and buildings owned by the SF Housing Authority.
Professional Practice
URBAN DESIGN OF HIGH-TECH STREET (Zhonglou District, Changzhou)
@ Changzhou City Planning & Design Institute Selected Works
0
400 800
1600 ft
August, 2016~November, 2016
URBAN DESIGN OF HUAI’AN CITY (West Area) Huai’an city is an important traffic hub of Jiangsu province. The urban design scheme focused on the water system, transportation, land use and building height of the west area along the canal. Analysis — Zoning
Main Road Secondary Road Access Road Railway
Master Plan
Analysis — Transportation
OVERALL PLANNING OF CHANGZHOU CITY (Field Work) The Grand Canal plays a n i m p o r ta nt ro l e i n t h e development of Changzhou. Along the canal, we visited Changzhou City Planning Exhibition Hall, interviewed t h e re ge n e rat i o n p ro j e c t leader of Qingguo Historic District, and communicated with the residents moving out. River Greenland
34
Other Work
Rendering
Analysis — Landscape
Design Research of Self-service Facilities of Logistics in Zijin’gang Campus, ZJU
35
Other Work
April, 2014~May, 2016
STUDIES OF FACTORS (ISM)
CONFIGURATION OF FACILITIES (GIS)
SELECTION OF DISTRIBUTION CENTER (GIS)
Relations between Factors
Site Selection
Site Selection
v
v
v
v
v
S2
v
Self-service Facilities
S0
Distribution Centers
S1
S3 S4
S5
v
v
v v
S9
v
v v
v v v
v
v
v
v
v
v
v
v
S6
1
Students’ Demand
3
Construction Cost
1
Students’ Demand
3
Construction Cost
2
Traffic Conditions
4
Impact on Environment
2
Traffic Cost
4
Planning of Campus
S7
S8
v
S10 Most Suitable
Hierarchical Structure Model
Least Suitable Proposed Facility sites
Principle: Shortest Distance Entrance—Center
S0 Site Selection of Distribution Center
Principle: Shortest Distance Center—Facilities
Principle: Shortest Distance Entrance—Center—Facilities
S2 Planning of Campus S9 Transportation Cost S5 Traffic Conditions
S4 Policies
S6 Competitive Environment
S1 Construction Cost
S10 Students’ Demand
Selected Distribution Centers
S8 Contribution to Express Network S7 Number of Students
Suitability of Installing Facilities & Layout of Facilities Principle: Maximum coverage Service Radius: 1200m
S3 Service Level
SURVEY OF STUDENTS’ DEMAND Per month
10~30 times
Over 30 times Hardly
10~30 times 5~10 times
Evaluation
Principle: Maximum coverage Service Radius: 1600 m
Principle: Maximum coverage Service Radius: 2000 m
Optimal Delivery Path
Proposed Facility sites
Entrance of Campus
2
Delivery Order of Center 1
Service Radius:100m
Selected Distribution Center
2
Delivery Order of Center 2
Service Radius:150m
Optimal Path of Center 1
Selected Distribution Center
Service Radius:200m
Optimal Path of Center 2
Optimal Path of Center 1
Hardly
Optimal Path of Center 2
5~10 times
Female 1084 Results
1~2 times
17 5
Male 1102 Results
3~4 times
4
24
22
16
3~4 times
18
25 26 27
23
20 21 19
6
2 7
3
8
3
5
4
9
1~2 times
15
10
14
2186 results of 2234 questionnaires
2
11 12 17
73% of the students are not satisfied with the current manual distribution sites due to limitations of time and space, and 91% of them think it is necessary to introduce the SECS to campus.
13 13 16 15
Service Coverage of Self-service Facilities
Optimal Delivery Path (Entrance—Distribution Centers)
14
12 11
8 10
9
6 7
Optimal Delivery Path (Distribution Centers—Facilities)
Drawings Selected Works September, 2013~December, 2015
Memory Sketch From Nature Xiaohe Street, Hangzhou, Zhejiang Province, China
Inception Pencil Sketch Creative Work
Shadow 36
Other Work
Watercolor Reproduction
Different elements are taken from paintings, photography and daily objects which have totally different styles, and they are put together to form an unrealistic space which emphasizes creativity and richness.