horticulture floral deisgn therapeutic garden urban foodscape
landscape
public space
society public participation
urban
infrastructure urbanism
migration
small towns & villages
three-rural issues
Shuailin WU
RESUME Shuailin [Simba] Wu Phone (+86)156-2642-3610 Email shuailinwu@wustl.edu
EDUCATION 08/2015 - 12/2018
Master of Landscape Architecture and Master of Urban Design (Dual Degree) Sam Fox School of Design & Visual Arts, Washington University in St. Louis
09/2011 - 07/2015
Bachelor of Agriculture, major in Horticulture School of Landscape Architecture, Beijing Forestry University
CURRENT POSITION
Website www.slw-simba.net For more updated and previous, and multimedia work
08/2017 - Present
Co-Founder Huacheng Intelligence Consulting Ltd. (Tourism & Urban Planning)
01/2019 - Present
Research Assistant School of Geography and Planning, Sun Yat-Sen University
02/2019 - Present
Teacher RAC Studio (Landscape & Urban Design Education)
02/2019 - Present
Book Editor Department of Regional Planning, Guangzhou Urban Planning & Design Survey Research Institute
PREVIOUS EXPERIENCE
Hydrological map of St. Louis Region by Simba Wu
05/2017 - 08/2017
Intern, Atelier cnS ( 竖梁社 ), Guangzhou, China Projects involved: Shatian Roadscape in Dongguan, Shatai Road Office Park in Guangzhou, and 289 Mitingtou Creative Parks in Foshan
08/2016 - 09/2016
Intern, Arbolope Studio, St. Louis, USA Projects involved: Throop Drive Reconstruction at Washington University, Children's Garden at First Congregational Church, and Art Installation at Theresa Alley
01/2014 - 02/2014
Research Assistant Center of Urban and Regional Development Studies, South China Normal University, Guangzhou, China Project involved: Redevelopment evaluation of urban village of Liede, Guangzhou
PREVIOUS EXPERIENCE (CONTINUED)
REFERENCES
01/2013 - 02/2013
Laboratory Intern, Research Center of Chinese Orchid, South China Normal University, Guangzhou, China
Jacqueline Margetts
07/2012 - 08/2012
Intern, Department of Landscape, Urban Planning & Design Survey Research Institute, Guangzhou, China Projects involved: Greenway Project in National Nanning - ASEAN Economic Development Zone, and Planning of Mount Fenghuangshan in Guangzhou
HONOR & AFFILIATION 2018 2017 -2018
Anova Student Competition - Second Prize (School) Association of Collegiate School of Architecture Competition (National) Designing Health Places - Winner
2017
American Society of Landscape Architects - St. Louis Chapter Student Award - Honor (Regional)
2017
Student Representative of Extrem LA workshop (top 10 students of the program)
2017
Student Ambassador of LABash Conference in University of Maryland Volunteer of Translation Group in Youth Landscape Architecture
2012
Support Education Teacher of Youth Volunteers Association of Beijing Forestry University
2011
Editor of Press Center of School of Landscape Architecture of Beijing Forestry University
2011
Core Planner and SNS Chief Executive of HSFZ Alumni Network
2010
Chair of Photography Club & Co-Founder of Film Club in Affiliated High School of South China Normal University
LANGUAGES & SKILLS Fluent in Spoken and Written Mandarin, Cantonese, and English Basic in Spoken Southern Min (Teochew) Plant Identification, Floral Design (licensed), Landscape/Urban Site Design, GIS, 3D Model Building, Statistic, Graphic Design, Photography, Videography, Animation, Event Planning, Exhibition Curating
Senior Lecturer of Landscape Architecture Washington University in St. Louis jacqueline.margetts@ wustl.edu Linda Samuels Associate Professor of Urban Design Washington University in St. Louis lcsamuels@wustl.edu
Hydrological map of Pearl River Delta by Simba Wu
01 SHAPING URBANSCAPE BY ZONING CODE: AN URBAN METABOLISM PERSPECTIVE 2019 | Dallas, U.S.A Individual school design project
02 LIVELY CITY: PUBLIC SPACE & SOCIAL BEHAVIOR SURVEY 2019 | Copenhagen, Denmark Collaborative field investigation workshop
03 KARST URBANISM: A GENERATIVE ECOLOGICAL URBAN FRAMEWORK 2018 | St. Louis, U.S.A Collaborative school design project with Thomas Klein Project awarded Winner in 2017-2018 ACSA competition and Honor in ASLA - St. Louis Chapter
04 INFRASTRUCTURES ALONG ILLINOIS & MICHIGAN CANAL 2017 | Illinois, U.S.A Collaborative school design project with Nona Davitaia Project exhibited in annual school gallery
01 SHAPING URBANSCAPE BY ZONING CODE AN URBAN METABOLISM PERSPECTIVE 2019 | Dallas, U.S.A Individual school design project Through a Life Cycle Impact Analyses of surface parking, From Parking to Prairie calculates the carbon footprint produced by a parking space. The immense amount of surface parking found in downtown Dallas, Texas is in accordance with city planning zoning ordinances which require a minimum number of parking spaces. This makes the minimum parking requirement an institutionalized carbon generator, codified by both legal and cultural ordinance. Instead, From Parking to Prairie imagines a future in which code reflects our societal need to consider externalities, creating “minimum prairie requirements� (or other native habitats). Minimums are calculated based on the balance of carbon between the prairie sequestration and material production and construction emission. In this scenario, a new land-use paradigm aims to significantly reduce the carbon emissions of parking spaces construction while, at the same time provides both ecologically and socially productive landscapes
In many United States cities, the physical footprint of parking occupies more than 1/3 of total land area, which makes it the most numerous landscape found within the built environment. It represents increased car ownership since the 1910s, as well as the result of decades of public policy and societal trends towards the car-dependent metropolis. In the case of Dallas, Texas, surface parking footage is 781.8 million square feet, occupying 8% of total land mass and providing about 2.4 million parking spaces, for the regions 1.3 million inhabitants. In downtown Dallas, 18.4 percent is dedicated to parking, resulting in 26,800 parking spaces. Emissions and oil consumption represent two commonly considered environment impacts of automobile use, however another aspect has often been ignored and overlooked is that, for most of the time, automobiles are not in use and, instead, occupy space that could otherwise be used for more productive means. At its most basic, cars occupy parking spaces. Parking spaces are paved, using asphalt or concrete. The production of the raw materials, as well as construction of parking in its various forms contributes to emissions and oil consumption. More importantly, their production mandates additional oil consumption and emissions by codifying their creation and use.
Surface Parking in Dallas Area: 781.8 million sq-ft 8.05% of the surface, 2.4 million parking spaces
Surface Parking in Downtown Dallas: 8.7 million sq-ft 18.38% of the surface, 26.8k parking spaces
The result is an abundance of parking at the expense of livability and resiliency, especially in urban areas where city planning zoning ordinances require a minimum number of parking spaces. And because building a parking space requires the material and machine to operate during the construction, it has a relatively fixed carbon emission factor. Consequently, the minimum parking requirement becomes an institutional carbon generator that is embedded in the law and is quantifiable. By conducting a Life Cycle Impact Assessment of one parking space, to pave asphalt for one parking space, from the extraction of raw material, production and manufacture of bitumen and aggregates, production of hot mix asphalt, to transportation of all materials and construction, emits 176,560 grams of Carbon dioxide. Beside the parking space, the circulation occupies about half of the parking lot. Hence if we add the circulation, which will be the actual carbon emission of building parking lots, the number of carbon emission doubled to 353,120 grams.
Dallas is located in the blackland prairie ecoregion, named after its rich dark soil, which runs roughly 300 miles from the Red River in North Texas to San Antonio in the south. Most of the Blackland Prairie ecosystem has been converted to crop production, leaving less than one percent of old growth prairie intact and making the tallgrass prairie the most-endangered large ecosystem in North America. Because there is a large amount of surface parking in Dallas, they become potential sites of intervention that can contribute to the environment. What if we stack the surface parking, turn them into parking structures, and then reclaim the rest of the land into tallgrass prairie? On one hand, the native plants are adapted to the local climate and require less maintenance, which reduces the CO2 emission. On the other hand, it sequestrates carbon from the atmosphere and deduct the carbon emission from the construction. According to some researches of grassland prairie, one square meter of grassland prairie can sequestrate up to 4,000 grams of carbon, among which annual and biennial sequestrate more carbon than perennial. To achieve a high sequestrate rate and to meet low maintenance requirement, we can design a proper seed mixture to meet the target sequestrate rate.
elevated public space plan
ground floor plan
Rather than a minimum parking requirement, minimum prairie requirements are calculated based on the balance of carbon between the prairie sequestration and material production and construction emissions. In this project, the carbon emission of parking structure can be sequestrated by the prairie in approximately 30 years, which significantly reduce the carbon emissions compare with surface parking while embedding ecological and social program within the space. Parking minimums expose deeper embedded carbon usage and the impact of policy at the municipal level. By challenging the notion of mandated minimums, From Parking to Prairie highlights the role of local governance in supporting the systems that operate within and external to their boarders.
Image Credit: Rasmus Hjortshøj
02 LIVELY CITY: PUBLIC SPACE & SOCIAL BEHAVIOR SURVEY 2019 | Copenhagen, Denmark Collaborative field investigation workshop A 3-day workshop supervised by Oliver Schulze, Mohammed Almahmood, and John Hoal. This project uses Jan Gehl’s method to study public life. 27 students were divided into 4 groups: surveyor, detective, nerd, and charmers. Each group were assigned with different tasks, accordingly counting, following, portraying, and interviewing. I myself acted as a floater, which means I took shifts for all the groups, and hence I had the opportunity to participate in almost all kind of work. Presented work are selective work recomposed from a 70-page booklet.
ISRAELS PLADS SITE CONTEXT EVOLUTION OF SITE
1761
1000s
1160-67
1807
1449 Original market of Copenhagen is first referenced as Fishmonger’s Market
The first settlements of Copenhagen, originally known as Havn, were established
1472
Original city fortification is constructed from 1160-1167 AD
1860
1606-26 The city’s fortifications are expanded to the edge of what is known today as Israel Plads.
1684
Fishmonger’s Market is now referred to as Amagertorv due to the Amager farmers coming to sell their goods.
All of the city’s fresh produce was only allowed to be sold in Amagertorv.
1945
1807 City is bombed by the British during the Battle o f C o p e n h a g e n re n d e r i n g the fortifications and their maintenance useless.
1860s The city’s fortifications are decommisvvsioned
2018
1868 Amagertorv market is moved to Christianhavn Torv
1870s- 1889 Upper Middle Class apartments are built surrounding today’s Israel Plads once the restrictions on building outside of city limits are lifted
1913 The area north of Grønttorvet, known as Hundetorvet, where the market sits today, was incorporated into part of Grønttorvet
1958
2008 Design competition for the southern portion of the square was won by architecture firm COBE. Construction didn’t start until 2012
2011
1889
Grønttorvet Market is closed when a new vegetable market is opened in Valby and it served as surface parking
1968 C h r i s t i a n h a v n To r v i s discontinued and moved to Grønttorvet, today’s Israel Plads
Grønttorvet is renamed Israel Plads on the 25th anniversairy of the Nazi persecution of Jews in Denmark
The two market halls, Torvehallerne, were completed by Hans Peter Hagens
2015 Israels Plads Square was completed
SURVEYOR
PEDESTRIANS, CYCLISTS & MOTORISTS COUNT NĂ˜RREBRO P1
8:00
654
Frederiksborggade
BOTANIC GARDEN
VESTERPORT
15:00
67
P8 Ahlefeldtsgade
17:00
149
P7
P1
Vendersgade
Frederiksborggade
9:00
151
8:00
P2
271
Gothersgade
N
ISRAELS PLADS
TORVEHALLERNE M M
8:00
87
P6 Ahlefeldtsgade
INDRE BY
16:00
251
P5
P4 Frederiksborggade
Vendersgade
INDRE BY
INDRE BY
Survey period: First 10-minute interval of each hour, between 08:00 to 20:00 The peak traffic moments of all day in each surveyed section are identified, with its volume and type visualized. For example, at P9, 08:00 is the peak hour and the peak traffic mode is cyclist, with an amount of 654 in 10 min. The predominant types of traffic in the site are cyclists and pedestrians. A spatial division pattern is discovered: the predominant traffic of the north part is bicycle, while the south part is pedestrian.
15:00
396
P3 Gothersgade
16:00
363
INDRE BY
People arrive the site from the Nørreport Metro Station, and travel to the Indre By and the Torvehallerne; bikes arrive the site through Dronning Louises Bro, and are dispatched into P7, P1 and P2. From the diagram, we can tell that these two major flows meet at the north edge of Torvehallerne, which is the main entrance. A trans-model spot of traffic is identified at this location.
400 350 300 250 200 150 100 50 0 8
9
10 11
12 13 14 15 16 17 18 19
P1 - Frederiksborggade #1
400 350 300 250 200 150 100 50 0 8
9
10 11
12 13 14 15 16 17 18 19
P4 - Frederiksborggade #2
400 350 300 250 200 150 100 50 0 8
9
10 11
12 13 14 15 16 17 18 19
P2 - Gothersgade #1
400 350 300 250 200 150 100 50 0 8
9
10 11
400 350 300 250 200 150 100 50 0 8
9
10 11
12 13 14 15 16 17 18 19
P3 - Gothersgade #2
12 13 14 15 16 17 18 19
P5 - Vendersgade #1
400 350 300 250 200 150 100 50 0 8
9
10 11
12 13 14 15 16 17 18 19
P6 - Linnésgade 654
511 400 350 300 250 200 150 100 50 0 8
9
10 11
12 13 14 15 16 17 18 19
P7 - Vendersgade #2
Pedestrian
400 350 300 250 200 150 100 50 0 8
9
10 11
12 13 14 15 16 17 18 19
P8 - Ahlefeldtsgade
Bike
Generally, rush hours in the surveyed sections are between 8 am to 10 am, and 4 pm to 6 pm. The Dronning Louises Bro is an important commuting joint, which addresses significant traffic tides (for bikes) in rush hours. The traffic flows are partly dispatched to the downstream surveyed sections, but the majority are still going straight along the NW-SE direction. Nørreport Metro Station, located between P4 and P9, is one of the nearest to the Indre By. Consequently a large amount of pedestrian flow is observed at P4, which is between Indre By and Nørreport.
400 350 300 250 200 150 100 50 0 8
9
10 11
445
12 13 14 15 16 17 18 19
P9 - Dronning Louises Bro
Bus
Car
In general, peak hours in morning are comparatively short and has a steep change in traffic volume. On the other hand, the peak hours in afternoon are longer, with more diverse activities.
DETECTIVE
PEDESTRIAN MOVEMENT MAPPING
TIME DURATION 12 HOURS TOTAL, 20 MINS PER LOCATION TOTAL SURVEY 1,702 (Foot Traffic, No Bikes) ADULT: 1,384; CHILDREN: 318 PEAK HOURS ADULT: 10:00AM; CHILDREN: 12:00PM RUSH HOUR 9:00AM-12:00PM SCHOOL ACTIVE SPORT 9:00AM, 12:00AM-15:00AM BUSIEST INTERSECTIONS 1. FREDERIKSBORGGADE; 2. VENDERSGADE 3. ROMERSGADE; 4. LINNESGADE
ADULT CHILD
OVERALL TRENDS: Every hour the pedestrian movement flips in density from Street 1. and 2. There is active street crossing in the busy intersection of the market and child sport area where a crosswalk is not located. Pedestrian movement flows from the market to the street, transit or park.
RECOMMENDATIONS: Implement a street crossing directly in front of the park to avoid J walking. allow for larger sidewalks on street 1 and 2.
Food | 15 Shop | 9 Home | 5 School | 4 Transit | 17 Work | 8
8:00-12:00
Food | 9 Shop | 12 Home | 12 School | 1 Transit | 18 Work | 2
12:00-4:00
Food | 9 Shop | 7 Home | 9 School | 0 Transit | 13 Work | 1
4:00-8:00
ADAPTABILITY
BUILDING FACADE ANALYSIS
VISUAL TRANSPARENCY
ACCESSIBILITY
NERD
+++ 0.5M
1.5M
4.0M
A. Flushed Entrance
+++ B. Steel Structure Flushed Entrance 0.5M
1.5M
4.0M
+++ C. Frame Structure Flushed Entrance with Arcade
ADAPTABILITY
VISUAL TRANSPARENCY
ACCESSIBILITY
- ++ D. Three Steps Up Entrance
0.5M
0.5M
E. Historical Masonry Split-Level Entrance
1.5M
1.5M
4.0M
4.0M
-+-
CHARMER
INTERVIEW: WHAT DO YOU THINK CAN BE IMPROVED?
“close off road, so no cars can pass through. it is too dangerous”
“more green space”
“add more playground equiptment for children”
“more green space”
“add benches, not enough seating when its warm out”
has improved in the last 5 years... no complaints
47
48
25 20
22 28
“add more drinking foundains”
27 33
7 12 PASSING BY
TORVEHALLERNE MARKET
TOURIST
19 11
ISRAELS PLADS
12 4
COMMUTER
COPENHAGEN
MALE
FEMALE
> 25
< 25
8 9
21 24
“market is to expensive” “market is to crowded”
“more seating is needed”
“needs more seating”
“add water fountains”
“close road through center” “more color”
42 44
3
2
5
LIVES THERE
OTHER
METRO
5 1
CAR
13 15
BUS
10 10 BIKE
WALK
1 2 OTHER
CAUCASIAN
4 1 AFRICAN
12 19
UNDER 24 | OVER 25 Out of 95 People Interviewed: 26% Were Kids Who Used Israels Pladz Regularly
DAY & NIGHT ANALYSIS
Benton Park Flyover
03 KARST URBANISM: A GENERATIVE ECOLOGICAL URBAN FRAMEWORK 2018 | St. Louis, U.S.A Collaborative school design project with Thomas Klein Project awarded Winner in 2017-2018 ACSA Competition Honor in ASLA - St. Louis Chapter
South St. Louis is a contested terrain, subject to fluctuations in socioeconomic migration, a shift in economic identity, and continual infrastructural challenges – in particular the dwindling capacity of urban hydrologic systems. Understanding the conflict between human and nonhuman actants within the context of the watershed enables the creation of a new urban form – one that supports both cultural and ecological needs within the South Arsenal CSO (combined sewage overflow) community.
Bissell Point Watershed
South Arsenal CSO-shed
The proposed Metrolink N/S light rail provides a unique opportunity to re-imagine Jefferson Street – a physical and political boundary between Benton Park and Benton Park West. As the middle class has migrated south from the Central Corridor, the slow “revitalization” of the area has resulted in economic hardship for St. Louisan’s forced to relocated further south. Today, neighborhoods along Jefferson Street are increasingly subjected to economic investment including smallscale development making it one of the few adjacencies along the proposed Metrolink light rail corridor currently experiencing economic pressure for development. With the completion of the N/S line, further economic pressure is expected resulting in increased density, in particular along Jefferson Street where quick access to public transit will be most readily available.
CSO-shed Analysis Mapping
Infill Housing Section
This design provides infill housing to support increased demand while also supporting socioeconomic and racial diversity. Further building on the local economies of Cherokee Street, productive landscape infrastructures are an organizing theme enabling the production of enough food to support an estimated 60,000 inhabitants, storm water management capable of managing 100% of storm water within the CSO-shed, and adequate space for micro-production facilities such as breweries and bakeries â&#x20AC;&#x201C; a growing economic opportunity in the region.
Cherokee Station
Neighborhood Agriculture
04 INFRASTRUCTURES ALONG ILLINOIS & MICHIGAN CANAL 2017 | Illinois, U.S.A Collaborative school design project with Nona Davitaia Project exhibited in the school gallery Long after the transport along the I&M Canal has ceased, new agents have emerged as they always do. We consider these agents to be somehow altering and steering the canal corridor to a new stage. In the abandonments of those solid, engineering structures, the technologies still contribute to the environment, making them from infrastructures for transportation, along with other agents, to landscape machines. Our method is to read the interaction among canal agents and the new canal ecology through symptoms in the landscape. Studying these agents to understand their mechanisms, helps us to understand how the off-line canal is still in function in a number of ways.
I&M Canal Map: From Peru to Morris media: printer and watercolor on paper
I&M Canal Map: From Morris to Joliet media: printer and watercolor on paper
I&M Canal Map: From Joliet to Chicago media: printer and watercolor on paper
I&M Canal Section: From Mississippi to Michigan Lake media: printer and watercolor on paper
Locks, Dams, and Aquaducts along I&M Canal media: printer and watercolor on paper
Intersections of Canal and River media: watercolor and correction fluid on paper
Intersections of Dupage River and I&M Canal at Channahon media: watercolor and correction fluid on paper
I&M Canal Floral and Fauna media: charcoal on butcher paper
Duckweed Taxonomy media: pen, watercolor, and correction fluid on paper
Natural Infrastructure on the I&M Canal Floating Branch Accumulates Duckweed media: pen and watercolor on paper
Natural Infrastructure on the I&M Canal Beaver Dam media: pen and watercolor on paper
Hydrological map of London Metropolitan Area by Simba Wu