Health + Design : An Exploration by Trent Matthias

design + health : an exploration

Trent Matthias

2014

This project is submitted in partial fulfillment of the requierments for the Bachelor of Landscape Architecture degree at the College of Architecture and Urban Studies at Virginia Polytechnic Institute and State University.

Wendy Jacobson Associate Professor + Project Advisor

Terry Clements Associate Professor + Project Coordinator

Brian Katen Associate Professor + Program Chair, Landscape Architecture Program

table of contents acknowledgements i nt roduct ion

phase 1

4 6 7 8 12 15 31 39

obesity epidemic body composi t ion case studies prototyping p e r fo r m a n c e c r i t e r i a

phase 2

okc history district synthesis analysis neighborhood synthesis development concept master plan development prototypes t ransportat ion prototyp es community infill prototype master plan phasing

phase 3

44 46 48 52 54 56 60 65 72 73 75

l i festyl e impact narrat ive revi se d planning methodology place specific prototype development lenses final build out assessment process methodology

76 78 79 82 83

table of contents 3

A healthier future - for both the human population and the environments that sustain it - is possible, and we must believe in that idea. That is what this project is about. The faculty at Virginia Tech have been instrumental in my development as a designer and ultimately in the creation of this project. I am indebted to your dedication and expertise. A special thank you goes to Jocelyn Widmer for her interest and assistance in developing the research based side of this project. A sincere thank you to:

Ben Johnson, for my foundations in exploring an idea beyond the surface ( and of course the stories ) Mintai Kim, for the holistic perspective on infrastructure and natural systems and for always encouraging me to lead Dean Bork, for specific knowledge of hydrological systems and for encouraging me to focus my work on the essence of the problem Brian Katen, for inspiring me to draw and explore methods for representing ideas, and for focusing on how we think about design Terry Clements, for challenging my abilities to translate design thoughts into tangible creations, and for a new perspective on the idea of place, both in the US and abroad Wendy Jacobson, for inspiring my love for the holistic scales of planning and urban design, and for exceptional advice and insight in developing this senior project.

I would like to give a very special thank you to my friends and family for their continued support over the past five years. None of this would have been possible without you.

acknowledgements

Last but not least, this project is dedicated to David McGill. Over the past five years, in both the academic and professional setting, Dave has been my teacher, mentor, and friend.

I canâ&#x20AC;&#x2122;t thank him enough for the: opportunities he has provided, skills he has assisted me in developing, ideas he has encouraged me to pursue, firm beliefs and values he exhibits, and kind heart with which he has always approached our interactions.

Without Dave, this project would have never happened. Thank you for everything.

1. water wins 2. food is good 3. power provides 4. transportation defines 5. history informs 6. culture colors 7. words matter.

acknowledgements

This is a project that seeks to explore the relationship between the structure of the built environment and human health.

The over arching goal of this project is to investigate, define, and describe community design strategies for encouraging physical health of human beings, focusing on the current obesity epidemic in the United States of America. At its heart, this thesis is about defining an underlying structure, an engineered framework through which physical health is inherently built into the places where people live. It is in this way that the work becomes invisible and individuals begin making the right lifestyle choices subconsciously on a daily basis, resulting in positive long term impacts on their health. For the first time in the history of the world, over 50 percent of the human population lives in urban areas. This number is only expected to rise. As such, it is pertinent for this project to focus on the complex urban landscapes of our cities, considering how we incorporate healthy lifestyle opportunities, pedestrian transport, and urban agriculture into these highly developed locations. This project was conceived in three primary phases, and is extensively research based. The first phase is an extensive research and prototyping phase. Included in this portion of the project is a research and journal review, body composition research, case studies, prototyping, and a planning methodology synthesis. This work was developed in a non-linear method, exploring simultaneity in the design process as well as facilitating innovative exploration through drawing, collage, and writing. The second phase of this project is the application phase. In this phase, I selected a site as a â&#x20AC;&#x153;testing groundâ&#x20AC;? for the planning methodology and prototypes developed in the first phase of the project. This includes a complete design project from analysis to design focusing on a developing post-industrial neighborhood in Oklahoma City. The final stage of the project seeks to reconsider the planning methodology synthesis and conduct a lifestyle impact assessment of the planned landscape. This quantifies the potential impact of the design ideas across scales, validating the potential of design to affect physical, mental, and social health.

research

phase 1

case studies prototyping performance criteria planning methodology

application

phase 2

neighborhood master plan land prototypes infrastructure prototypes community preservation prototypes

phase 3

lifestyle impact narrative revised planning methodology site specific application considerations health impact assessment future + beyond

introduction

phase research

phase 1

The primary objective of the research is to define performance criteria that when implemented in the physical environment, have a positive effect on physical health, and most importantly, body composition.

goals -

research the current obesity epidemic in the United States define the critical balance between energy expenditure and caloric consumption investigate the links between body composition - obesity and the physical structure of the built environment compare and contrast the structure of cities in the United States with other countries investigate the impact of automobile dependent transportation practices on people explore the inclusion of agriculture and local food production in urban environments understand the critical design elements of streets, blocks, and larger community networks

phase 1

The Obesity Epidemic in the United States

1988

Between 1980 and 2000, obesity rates doubled among adults. About 60 million adults, or 30% of the adult population, are now obese. The bell curve, if you will, is completely out of control.

Similarly since 1980, overweight rates have doubled among children and tripled among adolescents â&#x20AC;&#x201C; increasing the number of years they are exposed to the health risks of obesity.

1992

<10%

10-14% 15-19% 20-24% 25-29% >30%

America is a country that is heavily reliant on reactive medicine to solve the ailments of its people. During the past 20 years, we have seen extreme rises in obesity and mental illness rates in the US. In large part, I believe that this is due to the way we have designed our society and community structure.

1996

cars burn around 938 millions of gallons more per year than they would if Americans weighed what they did in 1960.

I believe that the structure of the built environment has the capacity to directly affect body composition in human beings. As we have seen, our car-centric cities and inactive lifestyle have had serious impacts on the physical health of human beings over the past 50 years. Landscape architecture has potential as a proactive treatment for obesity, but perhaps more importantly, as a means for reconnecting people to each other and to the fundamental sources of sustenance required for human life.

Clearly, this is not simply a public health issue. The obesity epidemic has placed strain on our economy, as well as our environment. Our traditional reactive medicine system cannot keep pace with this problem. Obesity causes us an estimated 190 billion dollars per year in additional medical expenses.

2000

2005

2009

Compared to other countries, the US has the most severe obesity problems

Compared to other countries in the world, we spend an incredible amount of money per capita on healthcare expenses.

In 2012, no state had an obesity prevalence less than 20.5 percent (Colorado)

obesity - defining the problem 8

sleep apnea

stroke

osteoarthritis, high cholesterol, gallstones, heart disease, type 2 diabetes, cancer, hypertension, stroke, gallblader disease, and sleep apnea : all illnesses that are linked to obesity. cancer obesity

heart disease

diabetes

arthritis

These maps, provided by the cdc, demonstrate the visual correlation seen between obesity rates and other serious health conditions.

obesity - defining the problem 9

TRANSPO

15 10 5 0 0

100

120

ACTIVITY INTENSITY (PERSONS + JOBS PER HA)

research

Walking, Cycling, and Obesity Rates in Europe, North America, and Australia

cities - movement - food - body composition

David R. Basset, John Pucher, Ralph Buehler, Dixie Thompson, Scott Crouter

a viable center. Holtzclaw et al. (2002) Kenworthy 1989), and San Francisco Urban Design to Reduce Automobile Dependence compiled detailed data on San Francisco, (Holtzclaw 1990). Data for the latter two Los Angeles, and Chicago with the same pattern of sharp increases in car use Peter Newman and Jeff Kenworthy below this kind of density. Data have been examined for cities as different as Paris (INRETS 1995), New York (Newman and

are shown in Tables 1 and 2. Naess (1993 a, 1993b) developed similar data for Scandinavian cities. Jeffrey Zupan, quoted in Owen (2004), states the following about the idea of a critical threshold density:

After identifying the problem, as well as arriving at the idea that the design of the built environment had potential to solve this problem, it was necessary to delve deeper into the literature and research relating to health and design to see if this was actually the case. In addition to understanding more about this specific problem, I reviewed literature that focused on the urban scales on which my work is concerned.

In framing the issue, it is important to identify the United States in a world context and compare and contrast transportation methods with obesity rates to attempt and reveal correlation.

literature review:

TRANSPORT ENERGY PER CAPITA (GJ per ANNUM)

Figure 6. Per Capita Passenger Transport Energy Use versus Activity Intensity in Sydney Local Government Areas, 2002 80 70 60 50 40 30 20 10 0 0.00

The Death and Life of Great American Cities - Jane Jacobs

-0.5538

y = 171.91x 2 R = 0.6979

50.00

100.00

150.00

200.00

250.00

300.00

350.00

400.00

ACTIVITY INTENSITY (PERSONS + JOBS PER HA)

Urban Sprawl and Public Health - Frumkin, Frank, Jackson Walkable City - Jeff Speck Design of Cities - Edmund Bacon Shaping Neighborhoods - Hugh Barton 805

Toward the Healthy City - Jason Corburn Great Streets - Alan Jacobs

In addition to the above readings, I researched a number of key studies that contribute to this discussion. The most critical research pieces that contributed to my understanding of the opportunities and constraints within this subject are depicted at the right. The focus of this research was two-fold, consisting of both investigations into transportation and movement methods as well as food and food access issues. For a comprehensive list of studies, please see the works cited page.

Figure 2 — Obesity (BMI ≥ 30 kg · m−2) prevalence and rates of active transportation (defined as the combined percentage of trips taken by walking, bicycling, and public transit) in countries of Europe, North America, and Australia. BMI was computed from self-reported height and weight. Data were obtained from national surveys of travel behavior and health indicators conducted between 1994 and 2006 (see text for details).

research summary

This study was a data driven look at establishing minimum densities and activity intensities that would indicate a strong decrease in automobile use. Through this study, the authors determined that a minimum activity intensity of 35 persons + jobs per HA was the threshold at which people began choosing to use pedestrian transport as opposed to the car. In addition, this research began to propose the spatial implications of these ideas.

Newman & Kenworthy: Urban Design to Reduce Automobile Dependence 47

( Basset et. all 811 )

“Thus, we did not show that individuals who engage in active transportation have a reduced likelihood of being obese. However, studies conducted in Sweden, the United States, and Australia have found that individuals who perform active transportation have a decreased odds ratio of obesity. Thus, when considering all of these studies together, the relationship between active commuting and obesity appears to be quite strong.

Figure 12. A Conceptual Plan for Reconstructing an Automobile City

Walking and bicycling are much more common in European nations than in the United States, Canada, and Australia. The current study shows that there is an inverse association between active transportation and obesity rates in these countries. These results do not necessarily indicate a causal relationship. However, given the fact that physically active individuals gain less weight over time,28 it is possible that active transportation is one of the factors responsible for international differences in obesity rates. Future research should analyze to what extent walking and cycling infrastructure improvements, combined with expanded public transit systems, actually increase travel and, thus, provide additional physical activity that would help reduce obesity rates.” Note: Based on Sydney, showing how a series of transit cities can be formed around Town Centers and Local Centers with a bus or light rail node.

The link between urban center intensity and public transport

Dittmar and Ohland 2004). For automobile dependence to be overcome, Ped Sheds with an urban rail node will have the potential for much higher densities. If only a bus node is provided, medium densities need to be designed across the Ped Shed area.

research - understanding the opportunities 10

As outlined above, urban amenity is enhanced if there is sufﬁcient intensity of urban activity. However there is a “Catch 22.” If some urban amenities are provided ﬁrst, they can attract increased urban development. Density creates amenities,

Higher urban intensities not only are

The Potential for Urban Agriculture in New York City

Agricultural Urbanism : Handbook for Building Sustainable Food & Agriculture Systems in 21st Century Cities

Cycle Superhighways : Copenhagen Brian Hansen, Copenhagen Traffic Planning Department

Urban Design Lab, Kubi Ackerman Janine de la Salle & Mark Holland (with contributors)

This study asked two primary questions. What is the capacity of NYC for urban crop production? What are the potential benefits of urban agriculture in NYC?

Map 2: Existing Farms in NYC Community garden

Ground level farm

20,000 sf 200,000 sf

Rooftop farm

2,000,000 sf

Farms

Greenhouse/ indoor farm Bissel Garden La Familia Verde Coalition

Taqwa Community Garden Intervale Green Rooftop Farm La Finca Del Sur Our Little Green Acre

This handbook is a comprehensive overview detailing the process of implementing urban agriculture at a variety of scales. Not only does it discuss the necessity and benefit list of integrating agriculture with other urban systems,. but it details the programmatic elements required and possibilities for implementation in each type.

“Cars and public transportation already possess a network, which transcends and connects municipalities inthe region and in the country. If the bike is to succeed as a competitive alternative means of transportation, there has to be a network of bicycle routes transcending and connecting municipalities”

“By consciously planning and designing both the urban and agricultural infrastructure systems as one system, towns, cities, and regions will become more resilient over time and be better integrated with the natural systems that surround settlement areas. ..... The evolution of 21st century approaches to infrastructure systems will require increased efficiencies in water, energy, and waste management; linkiing urban and agricultural systems can contribute significantly. Towns, cities, and agricultural areas stand to benefit a great deal as a result of this shift.”

This is a holistic vision for incorporating cycling infrastructure at the scale of what we would consider the automobile highways of today. These continuous, safe, and direct routes have a real potential in extending cycling options to people living in more suburban locations outside of the city. Copenhagen, well known for its incredible amount of cycling use and infrastructure to facilitate it, is leading the way in innovative pedestrian transportation strategies.

Eli Zabar’s Rooftop Hell’s Kitchen Farm Project Brooklyn Grange

- de la Salle et. all 115

Queens County Farm Museum

Eagle Street Rooftop Farm Gotham Greens Tenth Acre Farm Hattie Carthan Community Garden

Bushwick City Farm 2012: Albertslund route

The Secret Garden Farm

Added Value Governer’s Island

Rescue Mission Bed Stuy Farm

Rudersdal

Added Value Red Hook BK Farmyards (High School for Public Service)

Hands and Heart Garden

Prospect Farm

Furesø Lyngby-Taarbæk The city

Ujima Community Garden & Educational Farm Staten Island at left

Gladsaxe

Ballerup

2.5

7.5

Herlev

10 Miles

Key findings: “Urban agriculture can play a critical role as productive green urban infrastructure. There is significant potential for urban agriculture to provide critical environmental services to the city through stormwater runoff mitigation, soil remediation, and energy use reduction. At a time when municipalities are straining to address complex infrastructural challenges with limited budgets, productive urban green spaces will be increasingly important in their capacity to function as a cost-effective form of small scale, distributed green infrastructure.” - Ackerman et. all 6

2013: Ballerup route Planned routes

East New York Farms

2012: Farum route

UNVEILING THE POTENTIAL OF LONG DISTANCE COMMUTERS

Albertslund

Glostrup Rødovre

By upgrading the routes to Cycle Super Highways, we believe that we can raise København the amount of bike commuters on long distances with more than 30 percent. Frederiksberg Added to the current amount of commuters, this leaves the total estimated potential of the routes at about 52,000 commuters per day.

Brøndby Vallensbæk

Ishøj

of Copenhagen has set a target goal of increasing the proportion of cyclists from 35 % to 50 % by 2015. Today, on distances shorter than 5km, 59 % of all journeys are made by bike. When Gentofte the distance is longer than 5km, only 20 % of all journeys are made by bike. Based on these counts, the potential of moving commuters to go by bike is largest on journeys longer than 5km.

Hvidovre

"Transport is actually the only sector of the EU economy where greenhouse Gasses continue to increase... Slowing down is not enough. We must reduce the emissions... we must encourage a shift towards cycling and walking." Tårnby Connie Hedegaard, EU-commissioner

NEW CYCLISTS’ REASONS FOR STARTING TO CYCLE It’s faster

51 %

It’s more convenient

32 %

It’s healthy

31 %

It’s cheap

30 %

It feels good/ good way to start the day

20 %

19 % of existent cyclists started cycling more than two years ago and 9 % started cycling within the past two years. 70 % have always cycled.

FACT Counts show, that on journeys shorter than 5km, 59 % of all journeys are made by bike. When the distance is longer than 5km, only 20 % of all journeys are made by bike.

Dragør

research - understanding the opportunities 11

body composition weight (lbs)

At its core, the obesity issue is a function of body composition. It is imperative to understand how this process works, and what it takes to alter body composition in a human being. A thorough research study, including personal experiments reveals the critical operations in beginning to manipulate body composition.

Energy balance is fundamentally a function of our energy intake and energy expenditure. In other words, it is the balance between the foods we consume and the activities we participate in on a daily basis.

energy expenditure in the body

resting metabolic functions ( BMR )

Weight (lbs)

what is the science behind obesity and the physical composition of the human body?

thermogenesis ( from food )

Calories Burned per Minute Walking

minutes 120 125 130 135 140 145 150 155 160 165 170 175 180 185 190 195 200 205 210 215 220 225 230 235 240 245 250 255 260 265 270 275

5 25 26 27 28 29 30 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 53 54 55 56 57 58

calories burned walking

Time (minutes)

10 50 53 55 57 59 61 63 65 67 69 71 74 76 78 80 82 84 86 88 90 92 95 97 99 101 103 105 107 109 111 113 116

15 76 79 82 85 88 91 95 98 101 104 107 110 113 117 120 123 126 129 132 135 139 142 145 148 151 154 158 161 164 167 170 173

20 101 105 109 113 118 122 126 130 134 139 143 147 151 155 160 164 168 172 176 181 185 189 193 197 202 206 210 214 218 223 227 231

25 126 131 137 142 147 152 158 163 168 173 179 184 189 194 200 205 210 215 221 226 231 236 242 247 252 257 263 268 273 278 284 289

30 151 158 164 170 176 183 189 195 202 208 214 221 227 233 239 246 252 258 265 271 277 284 290 296 302 309 315 321 328 334 340 347

35 176 184 191 198 206 213 221 228 235 243 250 257 265 272 279 287 294 301 309 316 323 331 338 345 353 360 368 375 382 390 397 404

40 202 210 218 227 235 244 252 260 269 277 286 294 302 311 319 328 336 344 353 361 370 378 386 395 403 412 420 428 437 445 454 462

45 227 236 246 255 265 274 284 293 302 312 321 331 340 350 359 369 378 387 397 406 416 425 435 444 454 463 473 482 491 501 510 520

50 252 263 273 284 294 305 315 326 336 347 357 368 378 389 399 410 420 431 441 452 462 473 483 494 504 515 525 536 546 557 567 578

55 277 289 300 312 323 335 347 358 370 381 393 404 416 427 439 450 462 474 485 497 508 520 531 543 554 566 578 589 601 612 624 635

60 302 315 328 340 353 365 378 391 403 416 428 441 454 466 479 491 504 517 529 542 554 567 580 592 605 617 630 643 655 668 680 693

65 328 341 355 369 382 396 410 423 437 450 464 478 491 505 519 532 546 560 573 587 601 614 628 642 655 669 683 696 710 723 737 751

70 353 368 382 397 412 426 441 456 470 485 500 515 529 544 559 573 588 603 617 632 647 662 676 691 706 720 735 750 764 779 794 809

75 378 394 410 425 441 457 473 488 504 520 536 551 567 583 599 614 630 646 662 677 693 709 725 740 756 772 788 803 819 835 851 866

Simple activities, such as walking, have the potential to incrementally increase caloric expenditure in the daily life of an individual. Our modern lifestyles, dependent on technology, are largely sedentary, and dramatically reduce the typical caloric maintenance number for individuals. This, coupled with dense, processed food choices at every corner is a recipe for sustained weight gain.

activity ( movement ) When we are expending more energy than we are consuming, we are in a caloric deficit. To provide the energy needed to perform activities, our bodies burn energy stored as fat.

Basal metabolic rate, or BMR, is the essential breakdown of how energy is consumed within the body at rest. Each person, depending on their size, gender, and typical activity levels has a basal metabolic rate. This can be calculated by a simple formula. The activities one conducts on a daily basis ( red ) , calories burned through food ( yellow ) add additional caloric expenditure into the equation. It must also be noted that regular exercise can actually alter your basal metabolic rate, resulting in increased energy expenditure at rest. By adding up these three primary sources of caloric expenditure, one can calculate their maintenance caloric intake, or the amount of calories the must consume given their current activity levels to maintain their weight and balance energy expenditure within the body.

If we begin consuming more than we are expending, our bodies are in a caloric surplus. In this case, we begin to store the extra energy as fat.

body composition 12

Natural Bodybuilding personal experiment : an extreme example of manipulation of energy balance in the body

In order to more thoroughly understand how this process works, I reduced my body fat level to 2.9 percent in a 20 week contest preparation diet the summer before I began this project. This included strict training protocols as well as diet control in order to consistently reduce body fat while retaining muscle mass. Through this process I learned the specific capacities of the human body to change and adapt to a certain caloric intake and caloric expenditure. By manipulating caloric consumption along with my activities consistently over an extended time period, I was able to shift my body composition to extreme levels. This resulted in detailed knowledge about what it actually takes to lose and gain weight, and the specific impact on physical health.

- Natural Bodybuilding Competition: I achieved a 2.9 caliper tested body fat percentage over the course of 20 weeks of contest preparation including training and intense diet Starting weight : 195 lbs ( 9.8 percent body fat ) Lean Mass : 172 lbs Contest weight : 170 lbs ( 2.9 percent body fat ) Lean Mass: 166 lbs

May 20th, 2013 : 190 lbs

September 10th, 2013 : 170 lbs

( 25 lbs lost in 20 weeks ) Body composition was altered by strict adherence to programmed quantities of caloric consumption and activity levels

In summation, body composition is a function of our energy intake (what we consume), and our energy expenditure (how we move), on a daily basis. Over time, an energy surplus or energy deficit will dictate whether we gain or lose weight. It is our personal choice to consume what we wish and move how we please. However, the physical environment in which we live has a significant impact on the way we decide to fulfill these tasks. The infrastructural systems, food options, and places we live can facilitate responsible choices, giving people options to live a healthier lifestyle. weight loss snapshot

body composition 13

research synthesis - obesity is a serious problem in the United States. Our lifestyle habits and car centric society form the basis for this trend. Less physical activity, both utilitarian and leisure based coupled with poor dietary options and choices forms a deadly combination. - body composition is a direct function of energy balance in the body,. Energy balance is determined by the balance of energy consumption and energy expenditure. Essentially:

What we consume and how we move. - the structure of the built environment and body composition / obesity are strongly related, as proved by a variety of studies

existing ?

- urban environments should be designed to facilitate and encourage an increase in daily activity, both utilitarian and leisure -utilize public space structure as a primary element in ordering the city : give people a reason to move

- make pedestrian modes of transport the safest, cheapest and fastest way to move about the city -design for a variety of ages ( 8 - 80 ), and base design for movement systems in the city on the scale of the person - agricultural Urbanism and the provision of locally produced food within the city is a critical goal for design at a variety of scales - providing, marketing, and growing healthy, nutritious whole food in the city is a critical operation for future cities

The integration of reasonable choice in the built environment is clearly a design problem. The creation of infrastructure, dwellings, communities and cities is in the hands of designers. By producing ideas that respond to these issues, designers can begin to address a new age of problem solving, one that seeks, at its heart, to respect the gift life.

- utilize the Marchetti Constant ( 1 hr. / day time travel budget ) as a basis for sizing urban districts and ordering the city. If people are going to spend an average of one hour per day travelling, allow them the opportunity to spend that time as a pedestrian

- 35 persons + jobs per ha. is the baseline of activity intensity required for people to choose pedestrian transport over the automobile. - residential densities should achieve 20 du/a minimum - the presence of a mix of primary uses within certain distances is a fundamental basis for increasing pedestrian activity and decreasing automobile usage

proposed ?

In the end, this is truly about choice. However, the idea is to not make these health conscious choices forced or lawful, but to make them subconscious decisions that consistently carry positive implications. If we can begin to describe a framework that inherently increases daily caloric expenditure, encourages the exercise of the body and mind, and strengthens interpersonal relationships, then we are beginning to establish a truly sustainable set of ideas with respect to creating environments that pro-actively influence our health.

research synthesis

case studies goals -

understand how the â&#x20AC;&#x153;healthyâ&#x20AC;? cities are structured and how they operate investigate existing places that are designed primarily for people compare and contrast design standards in different countries showcase current design work that is addressing walkability, local food production, and pedestrian systems document the critical design criteria at different scales of intervention within the city

phase 1

methods / operat ions 3 Primary scales / types for investigation

3 CITY - DISTRICT - NEIGHBORHOOD 2 BLOCKS 1 STREETS

Minneapolis, MN, USA Copenhagen, Denmark

Addison Circle, Dallas Texas

Loring Park Neighborhood

Loring Park Greenway London Cycle Superhighways

Norrebrograde - Copenhagen Park + Jog Manchester, England Corso Como - Milan Corso Sempione - Milan Las Ramblas - Barcelona

consistent scales of exploration : case studies ( 2 ) + prototyping ( 3 )

case studies

scale

park + jog : Manchester

Designer: Henley Halebrown Rorrison Architects Location: Manchester, England Date: 2006 Type: (streets) pedestrian infrastructure - conceptual Description: “Park + Jog regenerates its surroundings, bringing activity and value to blighted sections of the city, and it radically alters the political situation for the suburb and the heartless commute it makes inevitable. “Salford’s Crescent area highlights a common phenomenon in the UK’s city fringe. Housing, once integrated with commerce and shopping, is now isolated by great roads, which fan out from the city centre. These areas lack the ‘density’ of the centre and the craven space of the suburb. Each successive wave of Greenfield development adds to the expanse of this grey space. Our utopian scheme is envisioned for a 1km stretch of the A6 road between Salford University and Manchester city centre. The road is transformed into a 4-lane linear park. One lane is grassed, another a water channel, another sand and the last a running track. Parking their cars in a multi-storey car park, commuters can change in the facilities provided and head east into Manchester walking, jogging, cycling, roller blading, horse riding, swimming or rowing. The Park terminates at a Suit Park where commuters can shower, change and get a coffee. Eight hours later, on their way home, commuters deposit their clothes and return through the Park, to the interchange to collect their car or catch a train. Our prototype could be extended to each of the radial routes into the city encircling it with green routes. At intervals these Parks may link with the river and canal to offer an orbital route to complete a comprehensive green commuter infrastructure. Although originally conceived for Manchester, we believe that the idea may be adapted to any city worldwide. Encouraging new transportation methods that combine the ideologies of health club with commuting not only encourages healthier lifestyles but can also activate the urban environment.”

Evaluation: -

A very intriguing concept that takes the notion of a greenway to the next level Speaks to the aspect of integrating increased activity levels into habitual lifestyle behavior Re-considers traditional health club framework (replaces the treadmill with a landscape ) Provides a great opportunity for the integration of choice in movement systems

-Disconnects and potentially isolates people from the city - Begins to create competing infrastructural systems - No suggested integration of ecological function - Potential safety and maintenance problems

+ case studies

scale

Clepsedra Adapatable Urban Farm - Agricultural - Urban

Designer: Florencia Costa Location: N/A - conceptual Date: 2007 - present Type: Urban farm - agritecture Description: lepsydra is an urban farming complex designed by Florencia Costa that attaches itself to already-existing structures. The Clepsydra Urban Farm is designed to be simple and easy to set up. Clepsydra is the perfect solution to inner-city offices and apartments looking to go green, and also has opportunities as an additoin to new construction. The 10-Story Clepsydra can produce food that is equivalent to 6 acres of farmland, on an average.

From the Designers: “The autonomy of the stories facilitates the creation of the appropriate environment for each crop allowing year round production. The 1500 sq ft footprint urban lot prototype produces the equivalent to 6 acres of farmland for certain crops or 40 tons of tomatoes a year. The prefab structural frame is built with mechanically assembled steel rods needing no welding, enable fast mounting, disassembling and maintenance operations. The enclosure is made of a transparent, resistant structural plastic membrane (ETFE). Clepsydra can be composed into multiple kits creating sustainable neighborhoods and cities.”

Evaluation:

“ - Conceptually, a great program and idea for facilitating community gathering with a productive landscape - Inclusion of a reservoir and bio-swales transport water through the site in a way that is both aesthetically pleasing as well as technically efficient. - A primary axis and spine brings order to the agricultural portion of the site, and also brings the public realm into contact with the agricultural practices. - Clear separation between community garden plots and larger scale production fields.

case studies 17

scale

Addison Circle - Mixed Use District

Designer: RTKL Associates Location: Addison, Texas Date: 2000 Type: mixed use district - live / work Description:

commercial

land use

park land

street network

Addison, Texas: -

1st ring suburb founded in 1846, 12 miles north of Dallas, TX Surrounded by 3 existing and 2 developing edge cities Job rich –– 160,000 jobs are located within the region 2000 Population of 14,000 The Town lacked an identity and was loosing its competitive advantage

Smart Growth Objectives: -

Increase quality of life, Provide for a mix of uses, Promote housing diversity, Encourage multi modal transportation systems, Create a sense of community and identity, and decrease developments’ ecological footprint

Statistics: -

30 D.U. / Acre FAR : .90 50 % open space 15 % street 5 % parking 30% building footprint

As of its opening in 2000: -

Over 1,070 apartments were completed on the Town Center blocks 40 retail locations have been leased A half million square feet of office space has been leased in a competitive market Its restaurants are flourishing The Town Center is animated and full of life

- Recent park renovation by Sasaki + Associates was highly successful

Evaluation: - Masterful integration of public space into the community fabric - Proportionate mix of uses - Excellent street hierarchy - Lacks direct connectivity with mass transit - Lacks good connections with adjacent neighborhoods and areas

+ -

case studies

scale

London - Bicycle Superhighways

Designer: City of London Location: London, UK Date: 2010 - Future ( 2015 ) Type: bicycle infrastructure Description:

bike usage

The Barclays Cycle Superhighways are part of Transport for London’s (TfL’s) wider cycling revolution which aims to increase cycling by 400% compared to 2000, achieving a target of 5% of all journeys being made by bicycle.

ELTIS Evaluation:: Overall, the Barclays Cycle Superhighways can be viewed as an ‘end-to-end package of measures’ to make commuter cycling easier, safer, faster and more attractive. They offer many benefits to cyclists, as well as to pedestrians and other road users. These include: -Clear, distinct, easy to follow routes; -Improved safety measures including: Reconfiguring junctions, blind spot visibility mirrors at junctions, new or improved Advanced Stop Lines, increasing other road users’ awareness of cyclists; - New mandatory and advisory cycle lanes; - Improved signage, road markings and other info to assist with wayfinding and journey planning; - New surfacing to provide a more comfortable journey for cyclists and other road users; - More cycle parking spaces; - Employer incentives to help them make it easier for employees to cycle to work; - Free or subsidized commuter cycle training

The Barclays Cycle Superhighways are cycle routes running from outer London into central London. Specifically, the Cycle Superhighways aim to: Improve cycle conditions for people who already commute by bike; Encourage those who don’t currently cycle to have a go; Help cut congestion; Relieve overcrowding on public transport; Reduce emissions. They give commuters, “safer, faster and more direct journeys into the city and can be the quickest way to get to work.” Four have launched, with a further eight to be introduced by 2015. The Superhighways are clearly marked (in blue) and easy to follow, with new signs showing cycling journey times and road markings, as well as links to other cycle routes. The lanes are a minimum of 1.5m wide, but up to 2.5m wide where appropriate and where capacity allows, and continue through road junctions. Advanced Stop Lines (ASLs) are also provided at signals to help cyclists get ahead of the traffic and a number of road junction layouts have been changed to provide more space for cyclists.

Evaluation: -

A good holistic idea for incorporating comprehensive pedestrian transit schemes into the urban fabric Ridership has steadily increased due to the creation of this infrastructure Consideration of the suburbs in the infrastructural framework Doesn’t disconnect pedestrian transport infrastructure from the street ( issue with green ways )

- As built, there is an inconsistent execution of the routes ( lane width, directionality, adjacencies ) - Safety a major concern - lacks buffers / edges and dedicated lanes that are connected yet separate - Attempts to retrofit existing streets without re-imagining the full street section have resulted in large issues - Obstructions along the routes, including pedestrians and parked vehicles, are an issue.

case studies

signage

Barclays Cycle Superhighways Indicative Routes Map

ENFIELD

BARNET

Tottenham to City

HARROW HARINGEY

ISL

Remainder of Superhighway route to Ilford to be completed after the 2012 Olympic Games.

BEXLEY

KINGSTON UPON THAMES

WANDSWORTH

LAMBETH

LEWISHAM

Merton to City (A24-A3)

MERTON

SUTTON

Wandsworth to Westminster (A3205-A3216-A3212)

NEWHAM

CROYDON

Hounslow to Hyde Park Park Royal to Hyde Park

to Tower Bridge

0 minutes

10 minutes

20 minutes

West Hampstead to Marylebone

12th June 2010 – version 1

This cycle route is about 2.7 miles, or 4.3 kilometres, from end to end. Barclays Cycle Superhighway. WHITECHAPEL ROAD Draft Subject to consultation.

Route on quieter roads recommended by cyclists. Route signed for cyclists that may be on busier roads. Provision for cyclists adjacent to busy roads. May be shared with pedestrians.

Routes through parks for walking and cycling. Pedestrians have priority but responsible cycling is permitted. May not be available at all times.

London Underground station London Overground station

Routes on canal towpaths for walking and cycling. Pedestrians have priority but responsible cycling is permitted.

National Rail station Docklands Light Railway station P

Docklands Light Railway station with cycle parking

Borough boundaries NEWHAM TOWER HAMLETS

New Cross Gate to Victoria (A2-A202) Penge to City

BROMLEY TOWER HAMLETS

Park

BLACKWALL TUNNEL NORTHERN APPROACH

Bow Church P

HIGH STREET STRATFORD

GREENWICH

ARK

Bow Road

CAMPBELL ROAD

MERCHANT STREET

Mile End

HOUNSLOW

RICHMOND UPON THAMES

BOW ROAD WELLINGTON WAY

BURDETT ROAD

Regent’s Canal

WHITE HORSE LANE

STEPNEY GREEN

SIDNEY STREET

CAVELL STREET

End

BOW ROAD

Barking to Tower Gateway (A13) Woolwich to London Bridge

THW

BLACKWALL TUNNEL NORTHERN APPROACH

MILE END ROAD

Mile

ADDINGTON ROAD

Park

MILE END ROAD

COBORN STREET

End GROVE ROAD

Regent’s Canal

Stepney Green

GLOBE ROAD

CAMBRIDGE HEATH ROAD

BRADY STREET

NEW ROAD

Tower Gateway

Whitechapel

WHITECHAPEL ROAD

ST E AT DG EL FI PLUMBERS ROW

PRESCOTT STREET

VALLANCE ROAD

WHITECHAPEL ROAD

STREET

GOODMANS YARD

LEMAN STREET

MANSELL

CITY OF LONDON

TOWER HAMLETS

CITY OF LONDON

MINORIES Fenchurch Street

GREATOREX STREET

WHITECHAPEL HIGH STREET

ALDGATE HIGH ST. Aldgate Bus Station

Aldgate East

OSBORN STREET

Aldgate

COMMERCIAL STREET

MIDDLESEX STREET

HOUNDSDITCH

to City

ST. BOTOLPH ST.

Mile

BARKING & DAGENHAM

NEWHAM

TOWER HAMLETS

CITY

SOU

ON GT IN SEA NS EL ITH KE CH SM & ER AM MM LH HA & FU

CITY OF WESTMINSTER

to Liverpool Street

Ilford to Stratford (A118) Stratford to Bow (A118) Bow to Aldgate (A11)

EALING

cyclist assisted suitability evaluation Bow to Aldgate: BCS2

CAMDEN

HAVERING

HACKNEY

BRENT

HILLINGDON

issues

REDBRIDGE

WALTHAM FOREST

Route launched To be launched in 2013 Planned future routes subject to consultation

Highgate to Angel 0

10 Kilometres

Version 3 – 13.11.12

case studies

scale

Norrebrograde - Copenhagen

Designer: Gehl Architects, municipality of Copenhagen Location: Copenhagen, Denmark Date: 2012 Type: pedestrian street - multimodal transportation accommodation Description: “Our goal of transforming Nørrebrogade into a better place to be, making it easier to be a cyclist, pedestrian and bus passenger, has succeeded”, said Klaus Bondam, the councillor in charge of Traffic and Environment.

Norrebrograde - Street location

Norrebrograde is the busiest bike street in the nation of Denmark with 35,000 bikes a day. In addition, 65,000 bus passengers are transported down the street. The safety and logistical concerns along the street paired with the fact that only 14 percent of the residents in Norrebro own a vehicle prompted the municipal government to reconsider the design of the street. A proposal by Gehl Architects included a conversion into a mainly bus-cycle-pedestrian street with a range of smaller public spaces and recreational breaks along the entire street, thereby making it more pleasant for the many users, not least the more than 30.000 cyclists passing daily. In terns of the street section, the bus/ car lanes were made more narrow, and reduced, while the sidewalks and bike lanes were doubled ( 2.5,m 5m bike lanes). ( Via Copenhagenize ) “The street was closed off to through traffic for a three month period. Busses and bicycles are allowed to use it but cars are diverted onto other streets. The street is also the home of the first Green Wave for cyclists. The traffic lights are coordinated so that cyclists can ride 20 km/h and hit green all the way into the city. After the success of the three month trial period, the changes were made permanent. - In November there was an increase of 15% in the number of cyclists. - Car traffic has fallen by an average of 40% during rush hour. It varies along the stretch, from 30% at the far end to 80% in the heart of the neighborhood. - Traffic on some of the side streets has fallen dramatically and risen in other places. - On the two main approach arteries into the city that bookend the neighborhood - Åboulevarden and Tagensvej - there has been a modest increase of 10% in car traffic. These two streets are actually designed for cars and can easily handle this increase. - Busses enjoy a higher mobility level now. They can stick to their schedules along the entire stretch. Most importantly, the majority of residents in this neighborhood love the initiative. 67% support keeping the street closed to cars. 24% are against and 9% don’t know.

Evaluation: -

pedestrian and cyclist street friendly design at its finest transportation focus of the street responds to preferred transport method of the neighborhood residents bike lanes and sidewalks are wide enough to accommodate a high number of users safety features: curbs between the bike lanes islands for bus stops separating bike and vehicular lanes

case studies 22

The Green Wave “The Green Wave is coordinated traffic lights for cyclists. Ride 20 km/h and you won’t put a foot down on your journey into the city Now, several major arteries leading to centre in the morning and home again in the the city centre in Copenhagen feature the afternoon.” Green Wave for cyclists. Think bicycle first and you’re on your way to a more bicycle-friendly city. The Green Wave is a key Design Element in the City of Copenhagen.” - COPENHAGENIZE CO

bus islands - safety

“On Nørrebrogade, the first street to feature the Green Wave, the number of cyclists increased by 15%. Traffic flow in the intense morning bicycle rush hour was improved, providing Citizen Cyclists with a smoother, more efficient journey.

Norrebrograde - Typical street section

case studies

scale

Loring Park - Walkable Urban Quarter

Designer: City of Minneapolis Location: Minneapolis, Minnesota, USA Date: N/A Type: pedestrian friendly neighborhood - high walkability Description:

gardens. Population: 7,728 people Loring Park ( Public Park Itself ) “I love this park. It has a great combination of walking / bike paths, activities and plenty of green to just chill. The activities include shuffle board, horseshoes, and tennis. I usually run around the park at lunch and I enjoy the scenery (grass/trees).

The Loring Park neighborhood of Down Minneapolis is one that can truly be called diverse and unique in many ways. There’s character, history, architecture, location, park, and green space - a wide range of attributes that create a strong base for the community.

Many times there will be some sort of event held there as well and there are a few places to eat and drink before or after your stroll. Parking can be tricky, but so can anywhere in Minneapolis. Plenty of shade to sit under some of those hot days and a cool fountain to see. Right across the street is the sculpture garden so it had a good location.” Amenities:

The Loring Park neighborhood is a bicyclist & pedestrian paradise with easy access to bicycle trails, a 15 minute walk to the downtown and uptown areas as well as excellent public transportation. The Loring Greenway is an elevated pedestrian walk that serves a series of residential towers and is a critical element in the pedestrian framework of this district

Bandstand, Basketball Court, Biking Path , Boat Dock, Display Fountain, Drinking Fountain, Garden, Picnic Area, Public Art, Rest room Facilities, Sculpture, Tennis Court, Tot Lot/Playground, Wading Pool, Walking Path This Minneapolis neighborhood is ranked 2nd most livable by Twin Cities METRO magazine.

Ensuring an active social & cultural life, the neighborhood is dotted with a wide range of ethnic restaurants, entertainment, retail shops, businesses, and six of the cities’ largest and most historic churches, The Woman’s Club of Minneapolis, MCTC College, Metropolitan State University, Dunwoody Institute, University of St. Thomas-Minneapolis Campus, and the Walker Art Center & Sculpture Garden, and within a short walking distance the Minneapolis Art Institute, the theater district, and Orchestra Hall. The Loring Greenway is the neighborhood’s focal point for many festivals, films & concerts, recreational & community building activities, and offering a delightful ace to take a stroll around the lake & beautiful

Evaluation: -

extremely pedestrian friendly environment high ratio of parkland / greenspace in land use breakdown daily utilitarian movement for residents of loring park does not require a vehicle carefully designed streetscape environments make walking and biking an enjoyable experience

case studies

walk score analysis ( via walkscore.com )

World class public transport.

Daily errands can be accomplished on a bike.

Bike sharing is available from Nice Ride Minnesota Daily errands do not require a car.

There are about 363 restaurants, bars and coffee shops in Loring Park.

Daily errands do not require a car in Loring Park.

People in Loring Park can walk to a n average of 4 restaurants, bars and coffee shops in 5 minutes.

Loring Park is the 2nd most walkable neighborhood in Minneapolis with a Walk Score of 91

case studies 25

scale

Loring Park Greenway - Residential - Pedestrian Block - Urban Renewal

Designer: M. Paul Friedberg and Partners - Landscape Architecture and Urban Design Location: Minneapolis, Minnesota, USA Date: N/A Type: pedestrian friendly residential block Description: The Loring Greenway is a heavily used Minneapolis pedestrian walkway between the lower end of Nicollet Mall and the residential neighborhoods that surround Loring Park. It is a product of Minneapolis’ mid-twentieth century urban renewal that began in the late 1950s and continued into the 1970s. Constructed in an area of Minneapolis in desperate need of renovation, the Loring Greenway was very successful in attracting a variety of residential and commercial developments. As such, it reflects important post-World War II community planning and development trends. The primary intention of this project is pedestrian in nature, and that is to connect Loring park itself with Lawrence Halprin’s Nicollet Mall. This project is essentially a massive green roof, spanning both roadways and other infrastructure. At the pedestrian (upper) level, it is a continuous space, providing the residents living adjacent to it with a not only with safe pedestrian access to the rest of the city but also with a unique place to be. - 1 /3 mile greenway - 2,500 residential units - 20 acres

From the Designers: “A successful urban renewal district of 26 acres in downtown Minneapolis includes a Greenway connection from Nicollet Mall to Loring Park of approximately 1600 feet in length. Employing massing models, developed economic strategies, and prepared parcelization drawings our efforts assist in the preparation of the developer’s bid package. The project is in its final stage of completion. To date the following has been built: a Hyatt Regency Hotel, 2,500 residential units, 1,500’ linear Loring Park. This unique and innovative project successfully demonstrates how the public and private sectors can work together for the mutual economic benefit of both.”

Evaluation:

“ - Excellent example of pedestrian - oriented urban infill. - Connectivity is a key consideration, as multiple paths, bridges, and walks knit the spaces of the loring park greenway to the surrounding community - A variety of housing types and densities combine to provide a diverse mix of residents

case studies 26

case studies 27

scale

Viet Village Urban Farm - Agricultural - Community Scale Designer: Mossop + Michaels Location: New Orleans, Louisiana, USA Date: 2007 - present Type: Urban farm - community gathering. Description: Before the devastation of Hurricane Katrina, there were over 30 acres of community-farmed land growing traditional Vietnamese fruits and vegetables. The new farm will use sustainable irrigation techniques that require little or no electricity to pump and filter water used in the fields.

From the Designers: This projectâ&#x20AC;&#x2122;s genesis was to create a locus for cultural interaction within the local Vietnamese community and has developed into a strategy for sustainable economic development and environmental innovation. It includes community gardens, commercial farming plots, a major livestock facility, market pavilions, play areas, sports fields, recycling center and a major water collection and management system.

Evaluation:

â&#x20AC;&#x153; - Conceptually, a great program and idea for facilitating community gathering with a productive landscape - Inclusion of a reservoir and bio-swales transport water through the site in a way that is both aesthetically pleasing as well as technically efficient. - A primary axis and spine brings order to the agricultural portion of the site, and also brings the public realm into contact with the agricultural practices. - Clear separation between community garden plots and larger scale production fields.

case studies

perspective overview : food + community + people

case studies

case study synthesis

Minneapolis, Minnesota USA

- Copenhagenâ&#x20AC;&#x2122;s cycl ing infrastructure is the most well developed and innovat ive in the world - Minneapol is has an except ional publ ic recreat ional space network and density - Loring Park in Minneapol is is a wonderful example of a pedestrian based urban l iving environment - Addison Circle in Texas provides a great land use mix within a neighborhood sett ing. Everything people need, in many cases including work is within walking distance, - Land use mix is a necessity to ent ice people to walk and increase act ivity levels - Dense mass transportat ion networks and T.O.D. are crit ical elements in successful cit ies - Park + Jog suggests that re-thinking our morning commute could engineer more act ivity into our daily l i festyles - Norrebrograde in Copenhagen is a prime example of a once crowded bus + vehicular + cycle + pedestrian street transformed into a pedestrian restricted street. The result is overwhelmingly posit ive.

primary city scale studies

- Safety is a primary concern at the street scale as the transportat ion modes begin to mix. - Integrat ion of agriculture into the community fabric provides opportunit ies for not only fresh local food product ion but community gathering and interact ion

Places around the world are already begging to integrate healthy environments into their cities. Across all of the previous case studies, a common theme is designing at the scale of a person. This is a critical operat ion in beginning to envision healthy urban places. Cycl ing infrastructure, while it faces some challenges, is beginning to gain tract ion as a reasonable alternative to the automobile. Walkable urban districts are not only found in European countries, but begging to find their home in the United States. While we have a long way to go, these examples prove that designing to encourage pedestrian occupation of the city and consumpt ion of fresh, local produce is indeed possible. Copenhagen, Denmark

case studies

prototyping

phase 1

goals Utilize the research and case study phases to begin to explore the real life design implications Define the critical scales at which the city must be planned and designed Explore the important issues and design problems at each scale Turn the research into tangible material for analysis and further implementation Prepare for the second phase of the project

methods / operat ions idea base / explorat ion

existing / prototype base

prototype 2

3 Primary scales / types for investigation

3 CITY - DISTRICT - NEIGHBORHOOD 2 BLOCKS

prototype 1

prototype 3

1 STREETS

( Drawn By Hand ) (Increase creative contact with the process)

prototyping

3 2 1 prototyping - district scale - city framework

scale

This district scale prototyping investigation explores the potential for conglomerating walkable urban districts around central transportation corridors of all types, including mass transit, pedestrian, and vehicular / mixed. These investigations are based on the Park + Jog conceptual study as well as Bartons work in the book â&#x20AC;&#x153;Shaping Neighborhoodsâ&#x20AC;?. The purple circles indicate neighborhoods, green areas and corridors indicate pedestrian networks and the orange / pink lines indicate mixed transit routes. The ultimate goal here is to explore the potential configurations of a city based on pedestrian sheds identified in the research. Water comes into play as a primary ordering element, providing the framework for pedestrian corridors in the city.

prototype genesis :

park + jog case study

prototyping

3 2 1

Ultimately, the block can increase density with vertical construction, but shared common spaces and courtyards are critical to promoting community life and interaction within the public realm.

prototype genesis :

loring park walkable urban district

prototyping - blocks- dwelling framework

scale

This block scale prototyping investigation examines the critical aspects of creating home place within a block. The ideas explored focus on perimeter block construction, provision of public / semi private / private space division, interior courtyards, inclusion of community garden space as well as on street parking and sufficient vegetation.

prototyping

3 2 1 prototyping - blocks- agriculture integration

scale

This block scale prototyping investigation examines the inclusion of urban agriculture in blocks at a range of scales. These scales correspond with the research and developing planning methodology. It is important to consider locations for food processing, the actual production of the food, as well as consumption and sale. In more urbanized areas, agriculture must be integrated into the architectural elements on the block. In situations like the living quarter and neighborhoods where land is more available, community gardens and personal garden plots can be integrated into the landscape. prototype genesis : agricultural urbanism handbook, Viet Village Urban Farm

prototyping

3 2 1 prototyping - streets- pedestrian - vehicular ratio

scale

This prototype[e is the first in the series exploring the street scale. Derived from Jane Jacobs, these sections seek to integrate sufficient pedestrian space into the street environment. A minimum of 20â&#x20AC;&#x2122; is cited by Jacobs as sufficient for playing, selling, and facilitating street life. This is primarily a residential street typology, but could be applied to mixed use and commercial districts as well. The later iterations in this set explore a more aggressive pedestrian approach, considering the potential for shared streets and a single continuous ground plane.

prototype genesis : Jane Jacobs : The Death and Life of Great American Cities

prototyping

3 2 1

prototype genesis :

Norrebrograde, Copenhagen

prototyping - streets- pedestrian - mass transit

scale

This set of street prototypes is exploring the potential for automobile restricted streets. The prototype genesis is based in Copenhagen, Denmark. Each iteration seeks to focus on the integration of mass transit and pedestrian space in a variety of combinations. Safety is an important consideration in these types of environments, and the spatial division is critical to ensure the welfare of pedestrians. Places for stopping and relaxing can be included in a wider street section, providing ample room for all types of pedestrian life.

prototyping

3 2 1

prototype genesis : park + jog case study

prototyping - streets- pedestrian restricted

scale

This set of street prototypes investigates models for pedestrian - restricted streets, which are essentially greenway hybrids. Based on the conceptual Park + Jog Manchester Project, These ideas incorporate a variety of methods of pedestrian movement into a typical street right of way. In many cases, waterways have been integrated into the street. One iteration looks at the potential for vertical stacking of transportation methods, an idea that has many merits but also poses many challenges.

prototyping

prototyping synthesis In order to accurately describe the framework for healthy city planning, design criteria must be considered at a variety of scales. The City, District, Neighborhood, and Living Quarter scales are ways of thinking about land use planning, transportation network planning, and the clustering of necessary urban elements in the city. These need to be based on pedestrian movement sheds - the 30 minute walk, 10 minute walk, and 2.5 - 5 minute walk In each of these prototypes, the environment and part iculars of the place in which they are inserted will routinely alter the articulation of the design ideas. The primary design decisions happen at the Block and Street scale. Blocks : Publ ic - Semi Private - Private space divisions and provision.... perimeter block construction.... mixed housing types..... community - personal - home place gardens.... play space..... Streets : safety... enclosure... trees..... goals in the middle distance..... shelter... traffic calming..... walking, cycl ing, playing, eating, sitting, talking, sell ing... PUBLIC SPACE FOR PEOPLE

prototyping

4 goals

p e r fo r m an c e c r i t e r i a

phase 1

cities metabolic rate design environments communities

a systematic method for rehabilitating US cities

respect for the gift of life localized sustenance

active lifestyle economical

healthy people efficient a vision for future cities

walk dance run jump play bike people free

methods / operat ions In synthesizing the first phase of the project, the goal is to describe a planning methodology rooted in the three previous phases of research, case studies, and prototyping. The goal of this methodology is to encourage healthier lifestyles, focusing on how people move throughout the landscape and how the place they live assists in the reasonable nourishment of the body. This methodology should describe a holistic planning structure including spatial considerations, densities, infrastructure planning, and programming.

Since the problem of obesity is a common source epidemic and is not isolated in one location, the true site for the project is the entire United States. The design ideas and prototypes serve as the bones onto which the diverse ecological, cultural, and historical landscapes of the United States can write their story. 39

performance criteria exploration

performance criteria : a genesis for a planning methodology rooted in the physical health of human beings

performance criteria

planning methodology size

phase 1

elements - principles 20 DU / ACRE MIN DENSITY 35 Persons + Jobs / HA min

phase 2 : appl icat ion P l a n n i n g + D e s i g n a t e a c h s c a l e fo r a U S C i t y fo c u s i n g on p r o t o typing the neighborhood, l iving quarter, block and street S e l e c t i on C r i t e r i a : - M u s t b e a m a j o r U S c i t y w i t h a r e l a t e d m e t r o p o l i t a n r e g i on - P o o r p e r fo r m a n c e i n p h y s i c a l h e a l t h r e l a t e d d a t a a n a l y s i s ( NCSM Fit Index ) - Va c a n t c o m m u n i t i e s / p o t e n t i a l fo r i n f i l l d e v e l o p m e n t a t t h e fr inge of the downtown CBD - Increase d development potent ial in the di str i ct - new projects - Cl imact i c, Ecologi cal, Cultural diversi ty : ci ty i s from a uni que region - t h i s p l a n n i n g m e t h o d o l o g y w i l l s e r v e a s a b a s i s fo r a l l d e s i g n p r o t o t y p i n g i n t h e s e l e c t e d l o c a t i on

P hase 2 pr imary design del iverabl es : A : Urban Structure B : Land Use / Crit ical Elements C : Block + Street + Land Prototypes ( P hasing ) D : Complete master plan at the neighborhood scale in the selected city

water -Natural systems

phase 1 synthesis

city

N/A

30 minute walk 1.5 mi radius

district

100,000 people + jobs

neighborhood

10 minute walk .5 mi radius 10,000 people + jobs

living quarter

block

E : L i f e s t y l e i m p a c t a n a l y s i s c o m p a r i n g e x i s t i n g a n d p r o p o s e d c on d i t i on s

street

20’ - 200’

urban farm public transportation infrastructure ( intra-district) district center / employment center secondary schools large park / celebratory event space retail / shopping core transit oriented development large grocery store

neighborhood center local employment center neighborhood park / active recreation fields school ( primary ) light rail - tram - bus allotments orchard grocery / fresh market

local center nursery / preschool bus stop gathering place community garden local shop / corner store local park / playground

Agricultural Natural Residential Public Commercial Wo r k p l a c e Industrial Mixed

home place private / semi private space division perimeter block construction mixed housing types shared interior streets (multimodal) cycle parking toddlers play area personal / homeplace gardens

Primary Secondary Te r t i a r y Pedestrian Restricted Natural Systems

pedestrian movement / interaction multi - modal transit accommodation safety walk appeal shade trees street enclosure 1 : 1 / 1 : 4 shelter traffic calming design for people

2.5 - 5 minute walk .1 - .25 mi radius

200’ - 600’

“special uses” regional transit + local connections airport stadium university CBD Hospital

planning methodology 41

phase

appl icat ion

phase 2

T h e p r i m a r y o b j e c t i v e o f t h e s e c on d p h a s e o f t h e p roj e c t i s t o a p p l y t h e p h a s e on e s y n t h e s i s t o a t ang i b l e c i t y i n t h e U n i t e d S t a t e s , t e s t i ng t h e p e r f ro m an c e m e t h o d o l o g y an d c r ea t i ng a n u r b a n m a s t e r p l an fo r t h e s t u d y a r ea roo t e d i n e n c o u ra g i ng t h e p h y s i c a l h ea l t h o f h u m an b e i ng s .

proposed master plan - okc

application

Oklahoma City, OK

site selection process

p o p . 5 7 9 , 9 9 9 . m e t r o : 1 . 3 m i l l i on

The American College of Sports Medicine conducts a study every year called the American Fitness Index, ranking the major cities in the US in terms of their “health and fitness at the metropolitan level”. This ranking combines both personal health indicators, such as rates of obesity, disease, and smoking, with community health indicators, such as number of parks per capita, bike infrastructure and health and fitness center location. In summation, the committee compiles both sectors of study to determine the overall rankings for these major 50 metropolitan locations.

NCSM - AFI Mapping

“We are undergoing a lot of changes to help make this a healthier community. The bike paths, the sidewalks, the senior health and wellness centers, the new gymnasiums coming to the grade schools, are all significant steps. But it is still going to come down to individual action. It’s about what you eat, and how much you eat, and other l ifestyle decisions that you make for yourself and your family. You can choose to be mad at Congress about health care, but we can’t blame Washington D.C. for our personal health. That’s up to us.” - Mayor Cornett 2010

Minneapolis, one of the primary subjects of study in phase one of this project, is not surprisingly ranked number one on this list. Cities out west like Portland, Oregon and San Francisco, California also rank very high on the AFI list. Conversely, locations such as Louisville Kentucky, Detroit, Michigan, and Oklahoma City, Oklahoma rank very poorly on the AFI list. It is intriguing that this map, as with many others, seems to correlate directly with the obesity map of the United States.

The prime candidate for the application phase of this project is clearly Oklahoma City. However, poor performance in measures of community and personal health are not the only consideration for selection. Interestingly, OKC has recognized their issues in the past few years. Along with new redevelopment projects adjacent to the CBD downtown, they have implemented a number of strategies under Mayor Cornett to begin to redefine the physical structure and landscape of the city. Oklahoma City is the clear choice for phase 2.

Oklahoma City, OK

Oklahoma City was first settled on April 22, 1889

(1907) Oklahoma was admitted to the Union

(1890) 10,000 homesteaders settled the area now known as Oklahoma City; the populat ion doubled by the turn of the century

1914) WWI

(1910) OKC developed an efficient trolley system, a major regional commercial center, a railway hub and had attracted several large meat packing plants along with other industry. The city, with a populat ion of 64,000, put in a pet it ion to become the new state capital, and received its wish.

(1940) WWII

(1928) Oil was discovered in the city. Oil wells popped up everywhere, even on the south lawn of the capitol building, and the sudden influx of oil money within the city and throughout the state greatly accelerated the city’s growth

2000

1950

1900

history + current development trends

(1960) Oklahoma City began to decl ine.

(1950) Post war period saw Oklahoma City become a major hub in the national Interstate Highway System.

(1980) Stagnation for Oklahoma City proper (and was the case for almost all major cities in the United States) and periods of affluence and explosive development for the suburbs

(1970) Suburbani zation had drained the l i fe from the central business district and the surrounding areas. The oil beneath the city had begun to dry up, and property values decl ined

(1995) Timothy McVeigh drove a rented truck full of explosives to the Alfred P. Murrah Federal Building in downtown Oklahoma City on April 19

(1990) Mayor Ron Norick pushed through a massive plan for capital improvements throughout downtown called the Metropol itan Area Projects Plan, or MAPS. MAPS called for a five-year, one-cent sales tax to fund a new ballpark, a canal through Bricktown, a new central l ibrary, a large indoor arena, renovations to the fairgrounds and the civic center, and a series of low water dams on the North Canadian River to make it attractive and accessible to small boats

(1999) Bricktown Canal This project has been a highly successful mixed use infill project implemented directly east of the downtown business district. Not only has this project succeeded in bringing people back to the city, but is also an incredible engineering feat, dayl ight ing a historic streambed in the form of a canal and allowing the water to breathe l ife into the city. Sports venues, shopping locations, as well as restaurants make this a dest inat ion locat ion for city dwellers.

“ These are not just ideas. These projects used to be more vision than real ity, now they are more real ity than vision.

These are all funded projects, all approved and funded without any increase from the current level of taxation.

I have said this before, but it’s worth repeating.

The last 10 years of this City’s history were incredible, but they will not equal the next 10 years. This is our future, and it’s going to be a lot of fun to watch....“

- mayor Cornett 2010

okc history

2010 (2008) Central Park Noted park planners Hargreaves & Associates of San Francisco assisted with prel iminary planning of the park. (2004) A seven-mile portion of the North Canadian River flowing through Oklahoma City was renamed the Oklahoma River. This port ion has several locks that have created a series of small lakes in which rowing, kayaking, and canoeing regattas take place

(2006) The City of Oklahoma City undertook an ambit ious planning process to redevelop 750 acres of under ut il i zed land between the core of downtown to the shore of the Oklahoma River. Envisioned as Core to Shore, efforts are now underway to build and connect a series of neighborhoods, parks, and economic opportunit ies that will reinvent downtown Oklahoma City, leading to new jobs and a higher qual ity of l i fe for residents. Features: Creat ion of a world-class, pedestrian-friendly boulevard Development of a 40-acre central park Development of business, retail and mixed use housing along the central park Building of a Convent ion Center and Convent ion Center hotel

core to shore masterplan

additional proposals within downtown vicinity

In addition to the many projects happening to the north of the river adjacent to the CBD and Bricktown Canal areas, new proposals are appearing both south, west, and east of the downtown area adjacent to the river. Infill mixed use development, green spaces and infrastructure, as well as new neighborhoods and entire communities.

downtown CBD bricktown district boathouse district core to shore plan

These locations along the river are clear opportunities to propose infill development extending out into the existing communities. Not only are these locations at an advantage because of the new infrastructure and existing proposals in the area, but they are conveniently located within walking / biking distance to downtown, bricktown, and a variety of amenities in the city.

okc current development trends

district scale synthesis

At the district scale, this particular site has the potential to play an important role in the expansion of the mixed use l iving environments beginning to assert themselves near the central business district in Oklahoma City. As the Core to Shore plan reaches south towards the river, the same potential exists for this location directly southeast of the city. Catalyzed by the Bricktown canal and Regatta Park connection, this site holds great potential as a mixed use development within pedestrian distance of downtown.

district synthesis

Oklahoma City, OK site selection + due diligence

In select ing an appl ication, site, it was first necessary to consider the planning methodology scales of interest. The drawing below is an exploration into how those scales assert themselves in Oklahoma City. The focus here was on Districts and Neighborhoods, the impl icat ions of which are detailed below.

planning methodology appl ication

boathouse district

context

okc - neighborhood appl ication site - 720 acres

city neighborhood district 30 minute walk 1.5 mi radius 100,000 people + jobs

10 minute walk .5 mi radius 10,000 people + jobs

The Shidler Wheeler Neighborhood, directly southeast of the CBD and Bricktown developments, is the site for appl ication. The primary scale at which the design will take place is at the neighborhood scale, which constitutes roughly one square mile in area. This site is located in a prime spot, directly adjacent to the developing boathouse district and Regatta Park, as well as within reasonable proximity to Bricktown Canal and Downtown Oklahoma City.

There are two schools within the site, and bordering the area is Lightening creek, a primary tributary of the Oklahoma River. A collection of post industrial sites along the waterfront are great opportunities for development, as noted by the comprehensive plan for the city. With its larger contextual connections, this place is prime for the development of a pedestrian oriented, and agriculturally sustainable, mixed use community.

site selection

cl imate

cl imactic analysis - OKC ( via wikepedia )

Oklahoma City is home to mild winters and very hot summers. The heat in months May - September is sometimes quite severe. Winter weather is never a large issue, however, very violent thunderstorms and tornados are not uncommon in this area, as evidenced by the deadly recent storms that impacted the southern part of the metropol itan area.

Most errands require a car.

zoning The map at the right describes the most recent look at zoning near the downtown district of Oklahoma City. The DTD-2, below the DBD in brown encompasses much of the core to shore plan. To the east, Regatta and the American Indian Cultural Center l ine the river. Pictured in the orange circle is the Shidler Wheeler neighborhood, concurrently the site selected for appl ication. As seen, the green riverfront development district has been zoned for mixed use, consistent with the vision for the site.

riverfront development district zone mixed use

OKC Supermarket Coverage - 30 minute walk

site location

walk score analysis This neighborhood, in contrast to some of the neighborhoods analyzed in phase 1 of the project, scores very poorly in the walk score rat ing. This z ip code, the 73129, is categorized as Car-Dependent. Areas nearest the river, in the Shidler Wheeler neighborhood, are dark red, indicat ing both very poor environmental qual ity and also lack of amenities and relevant locations within walking distance.

food In terms of food access, the north side and southern side of the city are fairly well served. However, immediately south of the river, in the developing post industrial neighborhoods, there is a serious lack of food access, especially fresh food. Particularly, the residents of the Shidler Wheeler Neighborhood have no direct access to a grocery store of any kind within a 30 minute walk of their homes.

analysis

Oklahoma City, OK demographic analysis neighborhood / district scale commut e - % use d publ i c t ransport

c o m m u t e - % d r o v e c a r a l on e

This extensive demographic analysis is based in census data digitized via city-data.com. As expected, this neighborhood is exceedingly car dependent, and under served by publ ic transportation. There is a moderate prevalence of renter occupied properties, and overall, the neighborhood is a lower-income, impoverished neighborhood. The average income overall is below 40,000 dollars per year. Many blocks have over 20 percent vacant properties, with some locations exceeding 40 percent. This neighborhood, which is largely Latino in its race and ethnic background, is home to many famil ies, with an average household size near 4 persons per household. There are opportunit ies for improvement abound based on this data. 25%

5% vacant housing uni ts

75%

100%

household si ze

25%

50%

75%

100%

commut e - % walke d

50%

1.6

20%

30%

6,000$

14%

20%

26%

renter occupied propert ies

2.6

3.2

3.8

average i ncome

10%

25%

50%

75%

100%

b l o c k p o p u l a t i on d e n s i t y ( p e r s on s p e r s q . m i l e )

14,000$

24,000$

34,000$

48,000$

2,000

5,000

10,000

15,000

20,000

analysis

analysis - existing conditions streets + infrastructure

Streets are a primary design focus in this project as per the establ ished methodology. At the right is a detailed analysis util izing google street view exploring the streets of the Shidler Wheeler neighborhood. It is clear that the primary focus of the infrastructure here is the automobile. Pedestrians really find no comfort in this environment, which includes few street trees, narrow or nonexistent sidewalks, and no sense of enclosure.

analysis

Oklahoma City, OK

land use - existing conditions

natural systems - existing conditions

land use + natural systems land use analysis In this neighborhood, the land use map reveals that the primary use is residential. Additionally, it describes a segregated spatial condition in terms of the land use, as existing industrial uses create a barrier between the residential neighborhoods and the river. South Central avenue, along which a relative mix of uses and churches are clustered, is a primary arterial through the neighborhood. In terms of west to east movement, 15th street, which bisects South Central Ave is another primary street. Two existing schools anchor residential neighborhoods, while redevelopment has already begun across the river in the boathouse district, anchored by Regatta Park. A large open space, 82 acres currently undeveloped, l ies adjacent to the Wheeler elementary school on the south edge of the site.

mixed use redevelopment

park land

industrial

residential

Shidler Elementary

natural systems analysis As with the majority of Oklahoma city, this is a very flat site. A small amount of topography exists in the undeveloped open space at the southern end of the site, but aside from that, it is a flat site sloping very gradually to the north and to the river. Two primary watercourses, marked with the dotted l ines on the map have made their mark on the fabric of the neighborhood and should be considered in development ideas. There is a relative lack of consistent vegetation over in this area, which is fairly well developed. The Oklahoma River is a clear anchor for this environment, and along it, visible in green, are existing open spaces and parks. churches

residential

mixed use

Wheeler Elementary

schools

analysis + synthesis

Oklahoma City, OK

site - existing conditions

site synthesis diagram

holistic site analysis - synthesis

site synthesis narrative As a primary ordering element, the waterways and stream corridors begin to have potential as ordering elements within the district. The existing industrial sites, marked in purple and clustered around the river, are large opportunities for development., At the intersection of South Central Ave and 15th street, there is potential for a core to begin to develop, spreading back down both of these thoroughfares in the form of transit oriented development. This core can then connect across the river, primarily through the existing bridge element. This connection occurs at Regatta Park, and continues under the highway to l ink in with the Bricktown canal area. Back in the existing fabric (yellow), there is potential for strategic infill strategies, taking advantage of vacant lots while still respecting the existing residents. Both schools are integrated into the potential new development locations by some type of infrastructure.

I - 40

railway

bricktown district

nw ay

industry

15th street

The site containing the Wheeler elementary school is a prime location for the inclusion of a district scale agricultural space. Existing infrastructure, in the form of railways to the north as well as the new highway system is a strong constraint. Connecting back into the adjacent neighborhoods, and ultimately to the larger infrastructural networks is a strong consideration for this site. The existing structure of the built environment is anchored by an interconnected street network, which should be preserved and enhanced. Returning to the planning methodology, this structure begins to suggest the potential for the implementation of the l iving quarter areas within the â&#x20AC;&#x153;in betweenâ&#x20AC;? blocks bordered by new development and / or primary drainage corridors.

potential core

residential

primary drainage channels

s central avenue

parks

schools

synthesis

Conceptual Master Plan Sketch

Land Use Concept

Land Use Key core - mixed use high density residential medium density residential low density residential public open space this is a conceptual sketch illustrating a view from downtown OKC facing southeast towards the proposed development site

urban agriculture water

okc - conceptual development

The vision for this site is a mixed use, pedestrian friendly neighborhood, sweeping back up across the river and embracing the city.

Water becomes a critical ordering element in the community, sweeping back into the fabric in the form of canals. Not only is this a stormwater treatment and conveyance opportunity, but these waterways have the potential to breathe l ife into the city, anchoring publ ic spaces and primary pedestrian routes. Existing churches along South Central Avenue are preserved and integrated into the l inear infill, extending south. The two schools (blue rectangles) become primary anchors in the overall land use plan. Agricultural sites can be potentially integrated into the existing community fabric in a variety of ways, including dedicated urban farms, local community gardens, and large biomass fields.

conceptual development

OKC CONCEPT In order to meet the goals of the planning methodology synthesized in phase 1, a three tiered approach to design emerges as the conceptual idea for development. These three prototyping phases combine to describe a fully phased masterplan for this 720 acre site.

goals ( minimum threshold - research based )

1. Development Prototypes: These are the primary development sites in the community. These sites include the industrial parcels along the river, as well as specific infill sites along important corridors and within the existing community fabric. The programmatic elements and land use necessities, as described by the planning methodology, are primary drivers for the development of these areas.

population : 10,185 people + jobs ( cumulative density: 15 people + jobs / AC ) + 2500 new jobs + 4,500 people ( 4000 existing + infill) OKC average persons/ household : 2.5 = 1800 new housing units neighborhood core

+ + + + + + + +

land prototypes

neighborhood agricultural center 84 ac

waterfront core 50 ac

boathouse district 57 ac + + + +

1500 jobs 1500 people work focus grocery / fresh market vertical agriculture restaurants shopping vertical use mix

500 jobs 1000 people grocery / fresh market agricultural edge ( highway )

+ + + + + + +

250 jobs 1500 people residential focus senior living facility future school urban waterfront community gardens

mixed use infill + + + + +

living quarter hub + + + + +

local center daycare / preschool community garden local park community center

transportation prototypes

250 jobs 500 people retail / shopping restaurants vertical use mix

+ + + + + +

orchard urban agriculture school program integration (education) community park living quarter hub walking trail

district park 48 ac + + + +

active recreation center music venue open lawn orchard

+ 3

community preservation

OKC LAND PROTOTYPES - STRATEGIC INFILL

concept

phasing The strength of the prototyping approach in complex urban development projects is its seamless translation into phasing ideas, which is also a key consideration of this project.

Conceptual Phasing

2. Transportation Prototypes

3. Community Preservation

A primary focus of the design is facil itat ing and encouraging pedestrian movement, and as such, transportation prototypes are a primary focus in the development of the master plan. These include residential prototypes, pedestrian restricted prototypes, as well as mixed use prototypes. All streets will be developed within existing R.O.W. l imits, enabl ing the implementation of these infrastructural improvements without uproot ing the existing community.

At its essence, this project seeks to provide a case study in community infill strategies for large American cities, focused on the downtown periphery area. Notoriously, these have become places low income populations call home in the past few decades. With this in mind, the goal here is not gentrification, but rather, preservation and strengthening of the existing communities. As such, the primary residential areas are preserved, connected to the new development areas and strengthened by strategic infrastructure improvements. The base of the community, its people, are preserved.

preserved community fabric

SITE : 720 AC

residential street prototype pedestrian restricted street prototype mass transit corridor prototype mixed use street prototype primary arterial street prototype

OKC TRANSPORTATION PROTOTYPES

291 HA @ 35 persons + jobs / HA = 10,185 strategic insertion of prototypes as a primary method

OKC COMMUNITY PRESERVATION

master plan

This master plan ties together a hol istic vision for development of the Shidler Wheeler neighborhood. Each development site has been carefully articulated to respond to both the planning methodology program, the existing conditions, as well as adjacent proposals. A mixed use core anchors the community, opening up to a district scale active recreation park across the river. Canals sweep through a diverse block network, and the primary arterials of 15th street and South Shields Boulevard begin to be articulated with increasing density. The existing community is preserved, and then enhanced by strategic street prototyping and infill. Large and small agricultural spaces, pictured in yellow, anchor this community. This is a place built for people to inhabit, at the fundamental scale of a person. With a landscape that provides and sustains, this is truly a vision for the future development of urban infill communities in he United States of America.

master plan

P r i m a r y P ro g ra mm a t i c E l e m e n t s

6 5

3 12 1

1 . d i s t r i c t s c a l e a c t i v e r e c r ea t i on p a r k 2 . c i t y g a t h e r i ng l a wn + e v e n t v e n u e + a mp h i t h ea t e r 3. soccer, baseball fields 4 . f u l l s i ze o u t d oo r t ra ck / s t a d i u m f a c i l i t y 5 . p a r k o r c h a r d / e d u c a t i on a l s p a c e 6 . R e g a t t a p a r k - e x i s t i ng 7. Boathouse district infill development 8 . a g r i c u l t u ra l i n f i l l w i t h i n h i g h way r i g h t o f way 9 . a g r i c u l t u ra l i n f i l l a d j a c e n t t o l i g h t e n i ng c r e e k 1 0 . c o mm u n i t y c o r e - s i g n a t u r e o f f i c e b u i l d i ng 1 1 . p r i m a r y p e d e s t r i an b r i d g e c onn e c t i on - ( on e o f t h r e e ) 1 2 . m on u m e n t a l j u n c t i on - e l e v a t e d c y cl i s t ro u n d a b o u t 1 3 . wa t e r f ron t c o r e - s e n i o r l i v i ng f a c i l i t y 1 4 . wa t e r f ron t c o r e - r e s i d e n t i a l l i v i ng + n ew s c h oo l 1 5 . l i v i ng qu a r t e r h u b - c o mm u n i t y c e n t e r + g a r d e n s 1 6 . S h i d l e r e l e m e n t a r y - u r b an a c t i v e r e c r ea t i on p a r k 1 7 . c o mm u n i t y c o r e e x t e n s i on d own 1 5 t h s t r e e t 1 8 . p r e s e r v e d woo d l an d s + c o mm u n i t y g a r d e n s 1 9 . l i g h t e n i ng c r e e k g r e e n way 2 0 . u r b an a g r i c u l t u ra l i n f i l l 2 1 . m i xe d u s e t . o . d . e x t e n s i on d own S o u t h S h i e l d s Av e 2 2 . w h e e l e r g r e e n way j u n c t i on / u r b an p a r k s p a c e 2 3 . p r e s e r v e d c o mm u n i t y f a b r i c ( n ew i n f ra s t r u c t u r e 2 4 . W h e e l e r e l e m e n t a r y + l i v i ng qu a r t e r h u b - f a r m e r s m a r k e t 2 5 . n e i g h b o r h oo d a g r i c u l t u ra l c e n t e r - o r c h a r d + u r b an f a r m

2 15

16 17 18

20 21

holistic overview ( east )

25 24

master plan

A three tiered approach to ordering the city emerges to begin to describe the healthy l iving framework of this community. Fresh water from the river, natural and urban publ ic spaces, as well as agricultural landscapes of various scales create places for l ife in the city. This cluster of elements finds its primary home at the river, but reaches back into the community in cohesion with pedestrian transit routes.

vertical agriculture

This spatial mosaic moves along primary corridors in the city in both the north - south and east - west directions. Over 200 acres of the 720 is publ ic open space - over 25 percent of the total land area.

public - urban space

community / private gardens

orchard

water

large scale agriculture

water -Natural systems

public space + agriculture + water

public - open space

master plan

okc performance methodology programming

okc agriculture living quarter - 5 minute walk

neighborhood

10 minute walk .5 mi radius 10,000 people + jobs

core mass transit corridor primary pedestrian infrastructure

living quarter

2.5 - 5 minute walk .1 - .25 mi radius

schools living quarter hub

RFRO E T A W

orchard

RE CO D RH

employment centers

AGRICULTURAL QUARTER

SHIDLER-WHEELER SOUTH

vertical agriculture community / private gardens water

churches

SHIDLER-WHEELER NORTH

large scale agriculture

public - open space

urban agriculture

BO IGH NE

TE QUAR

orchard

Returning to the research driving this proposal, it is necessary to consider the programming of the site as it relates to the spatial structure outl ined in the planning methodology. The 720 acres has been spl it into 5 primary l iving quarter clusters, each containing a variety of destinations and services within the 5 minute walking distance. These include schools, commercail / food access, publ ic / open space, community gardens, and fresh water access. Each of these l iving quarters, while containing a consistent set of amenities, has a uni que character, focus, and purpose within the greater neighborhood area. Additionally, they are all connected by pedestrian dedicated infrastructural routes. To move from l iving quarter to l iving quarter, or to gain access to the mass transit corridor, the fastest and most efficient method of transport is by walking or bicycle. Fresh food is right around the corner no matter where you l ive in the community, as detailed by the agricultural breakdown at the right.

This community seeks to pioneer a vision for urban places that have the abil ity to locally sustain themselves. The most crit ical element in this equat ion is food product ion. By implement ing agriculture at mult iple scales, the vision of healthy, locally produced food begins to take shape. On the small scale, community and private gardens are integrated into resident ial areas. In the more urban locat ions, opportunit ies for bio-intensive agriculture integrated into the architecture are prevalent. Orchards, which thrive in the OKC area, are great addit ions to publ ic spaces in the community. On the larger scale, small urban farms and mass energy product ion can be implemented. The two primary locat ions for this are within the 1-40 junct ion to the north and within the neighborhood agricultural center adjacent to Wheeler elementary school in the south. Ult imately, this is an extensive system that supports healthy local availabil ity and consumpt ion of food.

master plan

Land Prototypes

NEIGHBORHOOD AGRICULTURAL CENTER + ACTIVE RECREATION

NORTH master plan

( not to scale )

5 2

4 3

loop trail

4 existing conditions - 82 acre site

8 5

The proposal for this site includes the preservation of many elements on the west side that related to the elementary school, while proposing large scale ideas in the eastern portion of the site. Serving as the living quarter hub for the Shidler-Wheeler South zone, a diverse program including a community center, community garden plots, active recreation fields, farmers market, and large scale urban agriculture make this a unique destination within the city. A reservoir in the center anchors the site, and is fed by the perennial stream that bisects the area. This landscape functions by supporting the day to day necessities of the school and community while also providing opportunities for larger gathering and community festivals.

6 7

12 11 15

program

1. Existing : Wheeler Elementary 2. Main Entry - parking + pedestrian access 3. Open rec field - frisbee golf 4. soccer field 5. tennis courts / basketball courts

6. playground 7. parks / rec dept. building (existing)] 8. learning garden 9. community garden plots 10. community center building

11. farmers market 12. waters edge passive recreation 13. orchard 14. agricultural fields 15. food processing

land prototypes

Land Prototypes

Mixed use infill - transit oriented development - South Shields Ave

8 - t.o.d core

5 2

4 3

existing conditions

Along the South Shields Boulevard Corridor, transit oriented development will follow the trolley as it extends further into the community. This prototype investigates the articulation of the blocks adjacent to this corridor. Continous mixed use buildings, with commercial/parking at the ground level, living spaces on the second and third floors and gardens on the roof densify the area (30 D.U / acre) and increase activity. In the adjacent blocks, attached housing, at 15-25 D.U. per acre is integrated in a variety of typologies. Each of these blocks includes a community gardening component and integrated pedestrian space in addition to semi private space adjacent to the units themselves. On street parking complements the ground level parking proposed for the majority of these units. On the periphery, existing residential areas are preserved and enhanced with the re-vision of the alley system in the area and implementation of personal gardens. At the far west edge of this site, Lightening creek and the lightening creek greenway provide an opportunity to connect into the larger pedestrian movement system and downtown.

4 8

2 5

7 12

master plan program

( not to scale )

1. Lightening creek greenway 2. shared play space 3. attached units - type A 4. detached units - type B 5. community garden / gathering

6. parking ( lvl 1 ) 7. roof garden ( lvl 4 ) 8. t.o.d core 9. apartment units ( lvl 2-3 ) 10. attached units - Type C ( H.U.D )

11. attached units - type D 12. community garden 13. alley 14. single family detached housing 15. personal gardens

land prototypes

Land Prototypes

District scale active recreation park park overview - facing east

5 2

4 3

2 4 3

9 8

19 5

existing conditions

10 In the initial district analysis, this area is clearly lacking a district scale active recreation and events park. This particular site, an existing auto junk yard, has been slated for redevelopment by the city, and is a great potential site for the development of a large park. This proposal seeks to bring water into the park as a primary ordering element, creating a spatial division between the peripheral recreation spaces and the passive recreation / event space in the core. This area includes a sloping lawn, amphitheater, and public plaza along the water. The OKC River greenway system connects into the site along the waters edge, and is integrated into the pedestrian circulation systems. A wetland reclamation zone introduces a soft edge into an otherwise urban river, and seeks to actively remediate both the existing site as well as the larger system of the river. An educational boardwalk looks out over the wetland and teaches the community about the processes occurring there. Ample parking is provided, as well as a below grade connection to the adjacent community. An orchard at the eastern edge of the site provides nourishment for this landscape, which is a celebration of culture and activity.

20 15

13 14

18 17

NORTH master plan program

( not to scale )

1. interstate 40 (buffer) 2. orchard 3. maintenance - concessions - processing 4. open rec. field 5. soccer / baseball fields

6. parking 7. great lawn 8. amphitheater / stage 9. public plaza 10. boardwalk / education

11. wetland water treatment 12. volleyball 13. playground / outdoor gym 14. basketball courts 15. full size track

16. overflow parking 17. below grade ped. connection 18. primary vehicular entrance 19. pedestrian bridge connection 20. okc river greenway

land prototypes

Land Prototypes

Neighborhood Core

4 3

3 2 existing conditions

8 7

6 4

12 The community core is truly a celebration of healthy, active community life. Asserting itself on the river adjacent to the district scale active recreation park. The grand canal bisects the site, reaching toward the Shidler elementary school and adjacent urban park. A buffer system collects and treats stormwater along this corridor. The waterfront is dedicated to pedestrians, anchored by the signature pedestrian bridges that extend across the river. Mixed use buildings, a parking garage that doubles as a farmers market and vertical farm, as well as a signature office building define the constructed elements. An elevated bicycle roundabout in the northeastern corner of the site disperses pedestrians in an exhilarating experience, offering access to the waterfront and pedestrian bridge connection into bricktown and the downtown core of Oklahoma City. + 1500 jobs + 1500 people + work focus

+ grocery / fresh + restaurants market + shopping + vertical agricul- + vertical use mix ture

NORTH master plan

( not to scale )

program 1. pedestrian bridge - regatta / bricktown 2. monumental roundabout 3. mixed use - roof garden courtyards 4. terraced waterfront park 5. grand canal

6. grand canal greenway 7. soccer field 8. learning garden 9. Shidler elementary (existing) 10. open recreation fields

11. parking garage / vertical agriculture 12. signature office building 13. pedestrian breezeway 14. pedestrian bridge - district active rec park 15. lightening creek greenway connection

land prototypes

Land Prototypes

Living Quarter Hub

5 2

NORTH master plan

( not to scale )

14 4

5 15

existing conditions

As defined by the planning methodology, each â&#x20AC;&#x153;living quarterâ&#x20AC;? community requires a central gathering location that provides both necessary amenities and opportunities for community engagement. This prototype brings together a proposed community center building, community gardens, active recreation fields, and leisure / gathering spaces into a single block centrally located in the North Shidler Wheeler living quarter. Day care services, classrooms, a gymnasium and fresh market are all programmed into the community center. A primary axis splits the site and connects in with the canal and primary north-south pedestrian restricted street through the city. Preserved woodlands anchor the southern edge of the site, bringing a sense of naturalness into the area. On street parking, consistent with the typical residential street prototype provides additional parking adjacent to the site in the event of a larger gathering or community event.

community center

program 1. residential canal 2. pedestrian restricted intersection 3. passive recreation field 4. open rec. field 5. community garden plots

6. preserved woodlands 7. orchard 8. parking 9. meadow - flower garden 10. community plaza

11. c.c. main entrance 12. bus stop 13. on street parking 14. gym - active rec 15. classrooms

land prototypes

okc transportation prototypes : mixed use / mass transit

introduction The first phase in transportation prototype development consisted of conceptual street iterations in section, explored visually in a similar method to the initial prototypes in phase 1. These drawings describe not only the spatial program of the street, but also the sense of enclosure and articulation of detail creating an exciting experience.

The mixed use / mass transit prototypes seek to incorporate a variety of uses into the street, focusing on pedestrian movement. Market Street in San Francisco, CA served as a primary precedent for incorporating the streetcar as well as combined bike lanes into a mixed use street. These ideas draw on the architectural component of arcades, a local tradition in the area, as a means of sheltering pedestrians during the hot summers as well as during inclement weather. Vertical mix of uses is evident in the architecture, which provides semi private and private spaces overlooking the active streetscape.

transportation prototypes 65

okc transportation prototypes : pedestrian core In the core of the community, streets that celebrate life are a necessity. The existing conditions only celebrate the automobile, providing a less than inviting experience for people and commerce. This proposal utilizes the great streets of Barcelona, Spain as inspiration, specifically looking at the Rambla de Catalunya, one of the most celebrated streets in the city. A pedestrian core is explored, providing a venue for relaxation, conversation, food and drink, and general enjoyment in the city.

2 transportation prototypes

okc transportation prototypes : residential - pedestrian

Since this area is largely residential and consists of a large proportion of preserved single family blocks, strategic implementation of residential street prototypes is a critical design element. This idea seeks to incorporate the idea of a shared street in a more fundamental and reproducible prototype. A 15 foot wide, centrally shared two way lane emerges, highly pedestrian in nature. Cars can indeed pass through these areas, but the traffic is calmed, with the necessity of side pullover spaces to allow cars coming in the other direction to pass.

transportation prototypes

okc transportation prototypes : pedestrian restricted

The site analysis revealed multiple drainage routes, each having the potential for development into a primary pedestrian route through the city. Centrally located in the preserved residential fabric of the site, comprising of the streets S Durland Ave, Terrace Lawn Drive, and S Lindsey Avenue, this prototype envisions a street for people and bicycles - not automobiles. The added environmental benefit of daylighting the stream is a great opportunity for further validating the revision of this street. Dedicated bicycle lanes are coupled with leisurely pedestrian zones in this design. Shade trees in combination with the stream cools the micro climate along the route, making the extended usage of this street in the hot summer months in OKC more agreeable.

transportation prototypes

Transportation prototypes

street hierarchy diagram residential prototype type a pedestrian restricted type a mixed type b - mass transit - vehicular

The final proposal for the transportation network of the neighborhood establishes 6 base prototypes for implementation. The idea is that these will all change and adapt in relation to the existing right of ways, community needs, and adjacent uses. Each of these prototypes is designed to facilitate pedestrian movement between and through the larger system of living quarter areas, primary destination points and amenities, and mass transportation corridors.

mixed type a mixed type c - pedestrian core

This prototype, investigated extensively in the initial prototyping drawings, describes a fresh vision for typical single family neighborhoods. The buffer area provides an opportunity for stormwater management and mitigation, as do the permeable pavers incorporated in the parallel parking zones. Pull off areas are provided incrementally for vehicles to allow for simultaneous passage.

pedestrian restricted - type b - river

sidewalk 5’

buffer 8’

parking 9’

shared street 16’

parking 9’

buffer 8’

sidewalk 5’

60’ ROW

residential prototype a

buffer 10’ bike 10’ pedestrian 10’

With the Oklahoma River asserting itself as a primary destination point and ordering element in the neighborhood, the typical riverside greenway system must be considered not only as a continuous route, but also as it is integrated into the adjacent land uses and spaces. This design provides ample space for movement, leisure, and relaxation along the water.

passive edge 10’

pedestrian restricted - type b - river

40’ ROW

transportation prototypes

Transportation prototypes

street hierarchy diagram residential prototype type a pedestrian restricted type a mixed type b - mass transit - vehicular

This prototype, also investigated extensively in the initial prototyping drawings, describes the framework for a pedestrian restricted street type in the city. The daylighted stream bed anchors the space, split into 2 primary directional lanes. Crossing points are provided at intermediate locations within the street.

mixed type a mixed type c - pedestrian core pedestrian restricted - type b - river

buffer 10’

bike 7’

pedestrian 8’

(see page 67 for the coordinating exploration)

stream 10’

pedestrian 8’

bike 7’

buffer 10’

60’ ROW

pedestrian restricted type a

sidewalk 8’ +

60’ ROW

The typical mixed use prototype seeks to incorporate both vehicles and people in a highly adaptable street section. A double wide bike lane by current standards along with a curb ensures safety for cyclists. The boulevard brings shade into the city, and also serves as a traffic calming device. This prototype is very universal and adapts to its adjacent uses, as depicted in the pedestrian / sidewalk space in this drawing. bike 7’

vehicles 12’

median 6’

vehicles 12’

bike 7’

sidewalk 8’

mixed type a

transportation prototypes

Transportation prototypes

In the core of the community, this prototype focuses on bringing people to the forefront. The wide R.O.W. allows for ample conveyance of people and cars, in a variety forms.

pedestrian 10’ +

bike 8’

parking 9’

vehicles 12’

pedestrian core 22’

vehicles 12’

parking 9’

bike 8’

pedestrian 10’ +

mixed type c - pedestrian core

As depicted by the plan at the right, the intersection of this prototype and other streets is a complicated problem. In order to safely transport bikers through the intersection, dedicated bike lanes with a separated light system ( orange ), eliminates the need for cyclists to merge into traffic to make a left hand turn. Buffers provide safety from oncoming traffic for both cyclists and pedestrians. intersection safety

(see page 69 for the coordinating exploration)

In the core of the community, this prototype focuses on bringing people to the forefront. The wide R.O.W. allows for ample conveyance of people and cars, in a variety forms. (see page 69 for the coordinating exploration)

pedestrian 14’ +

bike / car 14’

rail / car 12’

80’ ROW

mixed type B - mass transit - vehicular

rail / car 12’

bike / car 14’

pedestrian 14’ +

An elevated bicycle roundabout is suspended from this monumental structure in the center of the core, providing an exciting and efficient experience for cyclists, providing bridge access and connection.

transportation prototypes

Community Infill Prototype

5 The third major component to this strategy is preservation, enhancement, and eventually infill of the existing community fabric. This design examines the typical articulation of this process. The site selected for prototype development has a mix of existing residences and vacancies, and is adjacent ot the proposed living quarter hub in the Shidler Wheeler north neighborhood.

10 11

1 site location ( above ) existing conditions ( below )

4.1 acres

program

1. residential street type b / a intersection 2. residential street type b 3. residential street type a - on street parking 4. preserved residences 5. preserved woodlands

6. 15â&#x20AC;&#x2122; alley 7. personal gardens 10x20â&#x20AC;&#x2122; 8. attached unit infill 9. detached garages 10. new trees

11. canal 12. pedestrian restricted street 13. living quarter hub

proposed : 26 units @ 2.5 persons / dwelling - 16 persons per acre = 39 p.p.h.a achieves minimum density threshold for reducing car dependency as determined by research.

community preservation / infill

Master Plan Phasing In anticipation of the potential application of this design of the course of many years, a set of conceptual phasing diagrams has been created. Each of the three primary phases, expected to last 5-10 years, takes the approach of simultaneous implementation of large site designs, infrastructure improvements, and existing community infill to begin to articulate the final vision. Instead of a purely â&#x20AC;&#x153;top downâ&#x20AC;? approach, each phase includes small scale improvements within the existing community to assist in a well rounded re-development idea. Phase 1 builds on the existing investment north of the river, developing the district scale park and boathouse district as primary sites. Community infill in North Shidler Wheeler along with primary pedestrian infrastructure pieces is a major consideration. T.O.D. begins its extension down South Shields Avenue, and the living quarter hub is established in North Shidler Wheeler Phase 2 establishes the community core site, increasing density and opportunities for work in the area. T.O.D. continues down South Shields Avenue, and the agricultural component of the neighborhood agricultural center is fully implemented along with adjacent residential infill.

phasing

Master Plan Phasing OKC PHASE 3 In phase 3, the waterfront core site, slated for long term redevelopment, brings additional residents to the area. The T.O.D. along South Shields Ave continues all the way to the edge of the site, connecting into 25th street. Core infill spreads east from the center of the community, adding increased density and pedestrian amenities. The preserved woodlands and community agricultural space on the east side is developed, as is the adjacent infrastructure. The full phasing diagram speaks to the full implementation of all phases of the project as envisioned. Each of the three primary design elements, the land prototypes, transportation prototypes, and existing community preservation / infill all assert themselves simultaneously through the phases, each assisting the other in catalyzing the completion of projects and ultimately, the realization of this healthy, vibrant, urban community.

phasing

phase

evaluat ion

phase 3

The final phase of this project consists of evaluating the performance of the proposed landscape, and returning to the research and calculating the capacity for design to impact the physical health of people and communities in a positive. Methodology revision : An analysis of the initial planning methodology, revision and proposal of that methodology is an additional focus. The application phase was designed to further develop the methodology through learning by design and exploration of constraints, and thus, returning to the methodology with these understandings is imperative.

Prototype application matrix : A look towards the future and understanding the climactic, landform, and cultural conditions that influence the application of the prototypes is very important. The application to OKC serves as the case study for this set of considerations. This allows these ideas move forward to assert themselves at the scale of the Continental United States.

phase 3 75

OKC Lifestyle Impact Narrative

okc l i festyle impact analysis : a narrative

Luis

male 25 years old 5â&#x20AC;&#x2122;10, 170 lbs occupation : machine operator, pull apart auto yard born and raised in Oklahoma City married maitenence caloric intake ( moderately

existing : commute

existing : breakfast SONIC sonic southwest chipotle

2.8 mile drive ( 5.6 total miles of commuting round trip

breakfast burrito 760 calories

maggie and boomer

)

52 g fat, 52 g carbs, 25 g protein

south shields boulevard

view from Luisâ&#x20AC;&#x2122; car window

8:30 am

proposed : breakfast Homemade

residence : 723 SE 21st Street, Shidler Wheeler, Oklahoma City

454 calories 27 g carbs, 18 g fat, 34 g protein cooking / gardening : 10 min 60 calories burned

4 egg omelette fresh vegetables: green pepper, red pepper, onion,eggs purchased at the community farmers market

proposed : commute 1 mile bike ride ( 2 miles of commuting per day round trip ) 15 minute bike ride @ 12 mph : 168 calories burned

8 oz orange juice

Luisâ&#x20AC;&#x2122; backyard vegetable garden terrace lawn drive - pedestrian restricted prototype

snack : apple 110 calories

lifestyle impact narrative

okc lifestyle impact summary existing

existing : dinner

existing : lunch

existing : evening

HUNGRY MAN

SUBWAY BLT foot long medium coke 850 calories 41 g fat, 84 g carbs, 28 g protein

microwavable dinner

bedtime snack

720 calories 34 g fat, 83 g carbs, 32 g protein

2 servings pretzel rods 2 samuel adams boston lager beers

caloric intake : 3060 calories macronutrient breakdown: 128 g fat 353 carbs 85 g protein caloric expenditure: 2,780 calories (isolative lifestyle ) resultant energy balance: 280 calorie surplus estimated 5-10 pounds of weight gain per year 10 years: 25 - 50 lbs weight gain ( 200 lbs + )

12:30 pm proposed : lunch

6:00 pm LOCAL

2 chicken sandwiches purchased at local restaurant near Luis’ bike shop 676 calories, 20 g fat, 88 g carbs, 33 g protein

8:00 pm proposed : evening

proposed : dinner

30 minute dog walk 168 calories burned

homemade beef stir fry with fresh vegetables, sweet potato

974 calories 104 g carbs 23 g fat, 15 g protein

bedtime snack 2 servings pretzel rods, 2 samuel adams boston lager beers, 1 ice cream cone

locally grown 1 block away from Luis’ home 736 calories, 27 g fat, 70 g carbs, 47 g protein

caloric intake : 2,950 calories macronutrient breakdown: 88 g fat 318 g carbs 130 g protein caloric expenditure: 2780 calories + 457 burned through activity = 3237 total caloric expenditure resultant energy balance: 287 calorie deficit

Luis’ home

estimated +/- 5lbs per year 10 years: 170 lbs +/- 5 sweet potato field

se 15th street - mixed prototype c : pedestrian core

+ increased social interaction + relationships

neighborhood agricultural center

proposed

lifestyle impact narrative

vision

size

program + principles ( why we move )

city

30 minute walk 1.5 mi radius 100,000 people + jobs

neighborhood 10 minute walk .5 mi radius

living quarter 2.5 - 5 minute walk .1 - .25 mi radius

200’ - 600’ interconnected street network

20’ - 200’ R.O.W. multi - modal s t re e t s fo r p e o p l e

“special uses” - place specific airport stadium university CBD Hospital

district center / employment center secondary schools large recreational park ( 50 ac + ) retail / shopping core celebratory event space professional sporting venues healthcare services

- public transportation infrastructure ( intra-district) - transit oriented development - bus station / exchange hub - train station / exchange hub - automobile arterial roads

- urban farm ( 100 acres + ) - urban orchard - infrastructure integration - large weekend market - infrastructural

neighborhood center local employment center neighborhood park / active recreation fields school ( primary ) mixed use districts - vertical use mix preservation / infill of existing community

- light rail - tram - bus network ( coverage within .25 miles of all residences ) - automobile accessible roads - parking garages - vertical car storage - minimize surface lots

- educational garden space - community allotments - associated food processing facilities - orchard - large grocery store - farmers market

regional transit + local connections airport regional rail line highway system

- large scale farming ( 500 ac + ) - food processing systems - food distribution network

- utilize natural systems to order living quarter divisions - local center - nursery / preschool - gathering place - local shop / corner store

- bus stop / access - pedestrian restricted streets - traffic calmed multimodal residential streets - bicycle / walking as primary methods for transport - intra-living quarter pedestrian connections

- community garden - local fresh market - community center educational programs

- home place - private / semi private space division - perimeter block construction - mixed housing types - toddlers play area - detached in law units

- shared interior streets (multimodal) - cycle parking - vehicular parking - structure / architecturally integrated - on street parking ( traffic calming )

- personal / homeplace gardens - sustenance gardening - fresh vegetable focus - policy incentives for agricultural site development

- vertical gardens - green walls - bio-intensive agriculture - harvestable planters - impromptu street vendor spaces

local centers

block

r e v i s i on

10,000 people + jobs

street

m e t h o d o l o g y

( what we consume )

( how we move )

planning

35 Persons + Jobs / HA min a c t i v i t y i n t e n s i t y

healthy people methodology genesis

w a t e r

spirit

body

- N a t u r a l

mind

district

primary structural ordering element

healthy communities

s y s t e m s

N/A

agriculture

transportat ion

f r a m e wo r k

fo r

- pedestrian movement / interaction focus - safety - vegetated buffers - walk appeal - architecture - shade trees - street enclosure 1 : 1 / 1 : 4 - goals in the middle distance

e n c o u r a g i n g

p h y s i c a l ,

- shared green - vertical density - solar orientation: passive heating and cooling

- continuous, wide sidewalks - crosswalk pavement differentiation - signage, lighting, furniture is at the scale of a human - public seating - shelter / value local climate

m e n t a l ,

a n d

s p i r i t u a l

multi - modal transit accommodation focus : people + bicycles vehicular traffic calming bus stops - protected islands rail / transit stops bike lanes curbs/ buffer for bike lanes

h e a l t h

i n

p e o p l e

a n d

t h e i r

design

density

spatial scales

c o m m u n i t i e s .

revised planning methodology

p l a c e

s p e c i f i c

p r o t o t y p e

d e v e l o p m e n t

l e n s e s

c r i t i c a l

o p e r a t i o n

i n

a p p l y i n g

t h e

m e t h o d o l o g y

In applying the planning methodology through the primary design process of prototyping, it must be recognized that the planning methodology is first and foremost, a framework. It is the spatial and programmatic base onto which a unique place begins to assert itself. Moving forward, A set of design ideas or prototypes must consider the inerrant characteristics of a place, its culture, climate, landform and history simultaneously with the planning methodology. By carefully analyzing the place and understanding these â&#x20AC;&#x153;local modifiersâ&#x20AC;?, the prototypes will be successful in their chosen location, bringing both a healthy living framework and cherished local character together in a cohesive community vision.

site select ion

spirit

w a t e r

body

human

methodology Basis

CULTURE demographics lifestyle predispositions family life activity preferences sporting venues / teams HISTORY historical development trends historical architecture AGRICULTURE local agricultural practices agricultural suitability existing food systems lace specific local p cuisine considerat ions FUTURE existing successful developments proposed development plans city vision

local modifiers

primary structural ordering element

mind

- N a t u r a l

s y s t e m s

considerat ions + opportunities + constraints

natural

United States of America

= -

CLIMATE climactic conditions winter ? summer ? typical weather patterns rainfall, snowfall sun, solar access VEGETATION plant selection hardiness zones material selection LANDFORM landform characteristics flat ? steep ? water quality / availability watershed management soil quality

planning methodology

prototype

place specific considerat ions

place specific prototype development lenses

l iving quarter hub

prototype development

place specific development lenses

p l a c e s p e c i f i c p ro t o t y p e d ev elopment l enses : OK C appl i cat ion

An example of the colonial-hispanic architecture in Antigua, Guatemala

St reet P rot ot y p i ng : M i xe d Us e

t ree sel ect ion

mat er ial + fixture sel ect ion 807 Series Light Fixture 4” Straight Round Steel Pole Black Powder coat Finish Bega Lighting

Scored Concrete Standard Gray Light Sandblast Finish

Creating a streetscape requires an extensive kit of parts, including, architectural treatment, plan selection, material selection, and site furnishings.

Scored Colored Concrete Yellows, Browns, Oranges, Reds Light Sandblast Finish

The Hispanic heritage of this neighborhood suggests returning to historical precedents as a first step in the process. For years, the arch supported pedestrian arcade has been a staple in colonial Hispanic architecture. When considering the extreme cl imate of OKC, this type of structure begins to not only respond to the cultural heritage of the place but can shelter pedestrians from the sun and excessive heat during the spring, summer and fall months. Streetscape materials are of l ighter tones to avoid getting too hot, and fixtures respond to the “cutting edge aesthetic being implemented along the river.

881 Series Light Fixture 4” Straight Round Steel Pole Black Powdercoat Finish Bega Lighting

Clay Brick Pavers Red, Orange, Brown Blend Sandblast Finish

882/888 Series Light Fixture 4” Straight Round Steel Pole Black Powdercoat Finish Bega Lighting

Concrete Unit Pavers Yellows, Browns, Oranges, Reds Light Sandblast Finish

*note :

cl imat e

material, fixture, and tree selection is consistent with the OKC streetscape master plan.

All selected street tree species possess characteristics that make them suitable for the urban environment of Downtown Oklahoma City. Th ese include: • • • • • • • •

Winter hardiness; Extreme temperature toleration; Water demand; Soil pH requirement; Insect/Disease resistance; Growth characteristics; Ornamental characteristics; and, Maintenance requirements.

Additionally, it is necessary to consider the size of the tree as it relates to the spatial configurations in each prototype. Gingko Biloba, a more narrow fastigiate tree species, is a great choice for this street prototype, which does not require the trees in the median to provide extensive pedestrian shade. In other situations, trees like the Zelkova provide more shade, especially in their younger years.

gingko biloba ( male ) - narrow - lg

koelreturia paniculata golden raintree sm - md

zelkova serrata japanese zelkova md - lg

place specific development lenses

p l a c e sp e c i f i c p ro t o t y p e d ev elopment l enses : OK C appl i cat ion

C ommuni t y Inf i l l B l o ck P ro t o t y p i ng

In the Hispanic community, family is extremely important. In many situations, famil ies are not only close but very large. This is consistent with the Shidler Wheeler Neighborhood, which has an average household size of over 4 persons, nearly twice that of the the greater Oklahoma City municipal area. Demographically, the neighborhood is over 50 percent Hispanic, and thus the greater family size. In addition to immediate family, extended family is also very important in the Hispanic culture. Many times, the older generations in a family will l ive with the younger generations, in some type of in-law unit configuration. In the re-design and infill process within the existing neighborhoods, these cultural considerations translate into design opportunit ies. Detached in-law units above garages are an excellent choice for the infill typologies used in the existing neighborhoods. This provides a local place for older members of a family to age in place, while also increasing density in the area. Shared garden spaces provide a venue for family interact ion and celebration. detac h e d i n law uni t above ga rage : exampl e

block i nfi ll mast er plan - cont ext

Hi spani c culture: th e ext en de d fami ly

key plan - st rat egi c i nfi ll + i n law uni ts

place specific development lenses

O K C

P r o p o s e d

D e v e l o p m e n t

F i n a l

M a s t e r

P l a n

A s s e s s m e n t

FInal Master Plan Build out Assessment:

Population: Mixed Use A : + + + +

1100 units 2750 residents (@ 2.5 p.p.h.) 1100 jobs 38 D.U. / ACRE

Residential Adjacent to Mixed Use A: + 246 units + 615 residents (@ 2.5 p.p.h.) + 14 D.U. / ACRE Residential Infill: + + + +

Existing : 6.4 D.U. / Acre ( 490 aces, 3,138 people) 360 units ( infill ) ( @ 2.5 p.p.h) 900 residents Proposed: 8.1 D.U. / Acre

Core: + + + +

466 units 1165 residents 1692 employees 35 D.U. / Acre

Boathouse District: + + + +

293 units 740 residents 146 employees 30 D.U. / Acre

Waterfront: + 605 units + 1513 residents + 25 D.U. / Acre

Recreation: ( Derived from ASCM Fit Index Criteria ) Ball Diamonds / 10,000 : 2 Target Goal ( 1.9 ) Dog parks/10,000: : 5 Target Goal ( .02 ) Park playgrounds / 10,000 : 5 Target Goal ( 2.3 ) Park Units/10,000 : 12 Target Goal ( 4.1 ) Recreational centers / 10,000 : 5 Target Goal ( 1.0 ) Tennis courts / 10,000 : 8 Target Goal ( 2 ) Soccer fields / 10,000 : 6 Target Goal ( 3 ) Parkland as a percentage of city land area : 34.5% Target Goal : 10.6 % All community / environmental indicator goal measures in the ASCM fit index are achieved or exceeded in the proposed development. Agriculture: Mixed Use Ag: 27.9 acres Neighborhood Ag Center: 32.4 acres Residential Infill: 6.9 acres Core Ag: 1.9 acres Waterfront Ag: 2.1 acres Overpass Medians: 54.1 acres District Park: 5.7 acres TOTAL : 131 acres TOTALS : Population : 10,783 Jobs: 3,108 Total Activity Intensity: 13,891 Total Residents / Jobs per H.A.: 47 goal based on research : 35 ( goal exceeded by 35% ) Total Agricultural Land : 131 acres 720 total acres - 19 % agricultural land @ avg 10,000,000 calorie per acre yield: - 1,310,000,000 calories / 10,783 (population) = 332 locally produced calories per person per day

final assessment

s y n t h e s i s

C o m m u n i t y

D e s i g n

D e v e l o p m e n t

a n d

I m p l e m e n t a t i o n

P r o c e s s

M e t h o d o l o g y The design process is inherently complex. It is as much an iterative process as a collaborative one. Many times, this places a projectâ&#x20AC;&#x2122;s success in the balance of careful interaction between sometimes disparate parties with conflicting interests. In the case of large scale community design projects, these characteristics and challenges are only amplified.

In complex urban environments, project implementation requires not only approval from multiple agencies and governing bodies but immense public approval and financial support. In the case of performance driven design and planning projects, including an extensive assessment and education phase to the project has the potential to increase stakeholder involvement and public approval.

Traditionally, the professions of public health and planning + landscape design have been separated in the process of creating communities for people. As we now know, the two are inextricably related, and public health depends mightily on the structure of the built environment and its various discourses. We need to begin the considering how to integrate these professions.

In essence, it is no different then â&#x20AC;&#x153;sellingâ&#x20AC;? the project through enticing visualization. The value comes in calculating the hard data in the health impact assessment. This raises the interest of the project to an extended audience outside of the direct clients and design community, bringing a larger potential for funding and policy change to occur. This is critical in redefining our urban development patterns and marching toward a healthier future in the cities of the United States.

planning / design professionals + research

s y s t e m s body

spirit

- N a t u r a l

spirit

mind

w a t e r

body

synthesis

human

natural

Lifestyle / Experiential Narrat ive

s de

program

increase stakeholder investment and publ ic approval

site design transport

foo d

primary structural ordering element

mind

Methodology Basis

integrat ion of publ ic health and design : a process model

public health professionals + research

This holistic methodology envisions a conceptual design process that is based in the integration of public health and community design. If the leaders in the public health world are able to bring their expertise into multiple phases of the design process, designers and planners can better envision, frame, and validate their ideas as they relate to total community health.

place specific prototype development lenses

implementat ion

p r o j e c t

idea base / explorat ion

tradit ional design process - p ro t o t y p i ng fo c u s

common goal

integrated research phase

planning + design methodology

existing / prototype base

prototype 1

prototype 2

H.I.A.

prototype 3

appl icat ion + protoyping ( design phase )

health impact assessment (H.I.A.) ( educat ion / val idat ion phase )

project approval / implementat ion

design development and process methodology

Bibliography - Sources for Further Knowledge ( alphabetical ) Web Based Sources GAPMINDER AMERICAN FITNESS INDEX http://www.gapminder.org/world http://www.americanfitnessindex.org/ GOOGLE EARTH BICYCLES

LANCET Health Studies

http://www.archdaily.com/409556/why-cycle-cities-are-the-future/?utm_source=internal&utm_ medium=widget&utm_name=most-visited

http://www.thelancet.com/commissions/healthy-cities http://www.thelancet.com/journals/lancet/article/PIIS0140-6736(12)60435-8/fulltext

BIKING IN THE US http://www.fietsberaad.nl/library/repository/bestanden/Fietsberaad_Publicatie7A.pdf http://www.good.is/posts/the-future-of-biking-and-how-good-design-can-help BIKING INFOGRAPHICS

LSE CITIES

http://s3.amazonaws.com/awesome.good.is/infographics/images/000/000/088/original/1360016579?1360016326

http://lsecities.net/objects/research-projects/cities-health-and-well-being

BMR PIE CHART http://www.counterclockwisebook.com/wp-content/uploads/2014/03/BMR-Calculator-2.jpgq831e7c.pagespeed. ic_.MQ-uYBglQl.jpg

MAPS http://www.wired.com/wiredscience/maplab/

CITY DATA - DEMOGRAPHICS PREVENTION INSTITUTE city-data.com http://www.preventioninstitute.org/ CDC http://www.cdc.gov/nccdphp/dnpa/physical/stats/index.htm

MED JOURNALS

http://www.cdc.gov/obesity/data/databases.html

http://www.sciencedirect.com/science/article/pii/S074937970400087X

http://www.sciencedaily.com/releases/2013/03/130307124427.htm

http://www.ajpmonline.org/

http://newsroom.melbourne.edu/news/walk-it-out-urban-design-plays-key-role-creating-healthy-cities MINNEAPOLIS CIA LIBRARIES

http://www.theatlanticcities.com/neighborhoods/2013/06/what-we-can-learn-about-city-mapping-itsparks/5794/

https://www.cia.gov/library/publications/the-world-factbook/rankorder/rankorderguide.html OBESITY MAPS CORRELATION BETWEEN BIKING AND OBESITY http://www.governing.com/news/state/gov-biking-walking-cities-obesity-study.html#chart http://www.governing.com/gov-data/transportation-infrastructure http://www.governing.com/topics/transportation-infrastructure/gov-healthy-commuting-habits-study.html http:// www.gallup.com/poll/126977/global-wellbeing-surveys-find-nations-worlds-apart.aspx

http://4.bp.blogspot.com/-v-t8Xoc-L0w/UDvpHWuCoKI/AAAAAAAAAGs/dSTP7d0Fgjk/s1600/Obesity-DiabetesMap.jpg PROTOTYPING http://urbanprototyping.org/learn/about-up/

DFH Design for Health (DFH) is a collaborative project that serves to bridge the gap between the emerging research base on community design and healthy living and the everyday realities of local government planning.

WALK SCORE www.walkscore.com

http://designforhealth.net/ http://activelivingresearch.org/toolsandresources/researchbrief

WHO PDF

http://www.youtube.com/watch?v=k-73mMirHIs

http://www.euro.who.int/__data/assets/pdf_file/0009/101610/E67843.pdf

ENERGY BALANCE GRAPHIC

VIRTUAL STREET DESIGNER SOFTWARE

http://www.sacdt.com/members/newsletter_August_2013.asp

http://streetmix.net/-/42859

Primary Research Studies

Books: Bacon, Edmund N. Design of Cities. New York: Viking, 1967. Print.

Basset, David R., Jr., John Pucher, Ralph Buehler, Dixie L. Thompson, and Scott E. Crouter. “Walking, Cycling, and Obesity Rates in Europe, North America, and Australia.” Journal of Physical Activity and Health 5 (2008): 795-814. Web.

Barton, Hugh, Marcus Grant, and Richard Guise. Shaping Neighbourhoods: A Guide for Health, Sustainability and Vitality. London: Spon, 2003. Print.

Bell AC, Ge K, Popkin BM. The road to obesity or the path to prevention: motorized transportation and obesity in China. Obes Res. 2002;10:277–283.

Corburn, Jason. Toward the Healthy City: People, Places, and the Politics of Urban Planning. Cambridge, MA: MIT, 2009. Print.

Frank, Lawrence D., Martin A. Andresen, and Thomas L. Schmid. “Obesity Relationships with Community Design, Physical Activity, and Time Spent in Cars.” American Journal of Preventive Medicine 27.2 (2004): 87-96. Print.

Frumkin, Howard, Lawrence D. Frank, and Richard Jackson. Urban Sprawl and Public Health: Designing, Planning, and Building for Healthy Communities. Washington, DC: Island, 2004. Print.

Greenberg M, Lane R, Zupan J, Renne J. Physical activity and use of suburban train stations: an exploratory analysis. J Public Transp. 2005;8:89–116.

Jacobs, Jane. The Death and Life of Great American Cities. New York: Modern Library, 1993. Print.

Hoehner, Christine M., Phd, Laura K. Brennan Ramirez, Phd, Michael B. Elliott, Phd, Susan L. Handy, Phd, and Ross C. Brownson, Phd. “Percieved and Objective Environmental Measures and Physical Activity Among Urban Adults.” Perceived and Objective Environmental Measures and Physical Activity Among Urban Adults S2 28.2 (2005): 105-16. Print.

Jacobs, Jane. The Death and Life of Great American Cities. New York: Modern Library, 1993. Print.

Kenworthy, JR. and Laube, FB. (1999) Patterns of Automobile Dependence in Cities: An International Overview of Key Physical and Economic Dimensions with Some Implications for Urban Policy. Transportation Research Special Issue.

Jacobs, Allan B. Great Streets. Cambridge, MA: MIT, 1993. Print.

Jacobs, Jane. The Economy of Cities. New York: Random House, 1969. Print.

Newman, P. and Kenworthy, J. (1999) Sustainability and Cities: Overcoming Automobile Dependence. Island Press, Washington DC.

M., De La Salle Janine, and Mark Holland. “117 - 156.” Agricultural Urbanism: Handbook for Building Sustainable Food & Agriculture Systems in 21st Century Cities. Winnipeg, Manitoba: Green Frigate, 2010. N. pag. Print.

Newman, Peter, and Jeffrey Kenworthy. “Urban Design to Reduce Automobile Dependence.” Opolis: An International Journal of Suburban and Metropolitan Studies 2.1 (2006): n. pag. Web.

Speck, Jeff. Walkable City: How Downtown Can save America, One Step at a Time. New York: Farrar, Straus and Giroux, 2012. Print.