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A collection of my work in architecture, urban design, and research from 2008-2014. This version can be downloaded and printed.
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CONTENTS
BEYOND POST 6DETAILS 12HABITAT( ION ) 16SHOCK THERAPY 26IN WITH THE TIDE 30RETHINKING STREETS 36RIBBON LANDSCAPE 40NODAL DEVELOPMENT 42REFUGIA 48
KELLY A. SANFORD MArch University of Oregon 2014 BA Brown University 2010LEED Green Associate [email protected] | (831) 246-1328
INTERNATIONAL STUDY
University of British Columbia Fall 2011 - Spring 2012
Master of Architecture Candidate | Vancouver, BC, CanadaStudent Executive Committee Representative, Entrance Scholarship
Danish Institute for Study AbroadFall 2008 - Spring 2009
Architecture & Design Program | Copenhagen, DenmarkField studies in Germany, The Netherlands, Sweden, Finland, Iceland, and Mallorca
SKILLS
Soft ware HIGHLY PROFICIENT: AutoCAD, Rhino, Adobe Photoshop, InDesign, Illustrator
PROFICIENT: Revit, Sketchup, Grasshopper, Mac & Windows, Microsoft Off ice
FAMILIARITY: VRay, Vectorworks, Adobe Premiere, Cinema 4D, ArcGIS
Fabrication Laser cutting, 3D printing, basic woodworking and casting
Languages FLUENT: English, French | CONVERSATIONAL: Spanish, Danish
AWARDS & HONORS
University of Oregon R.M. Tollefson Scholarship in ArchitectureHelene M. Overly Memorial Graduate Scholarship
University of British Columbia Entrance Scholarship
Brown University Magna Cum Laude, Honors in Architectural Studies
Kelly A. Sanford | 5
WORK
University of OregonDecember 2013 - March 2014
Graduate Teaching Fellowship | Eugene, OR
• Led two discussion sections of undergraduate students per week covering social issues and accessibility in the built environment
• Graded course projects and exams• Maintained course webpage
University of OregonJanuary 2013 - December 2013
Rowell Brokaw Architects Research Fellowship | Eugene, OR
• Developed layout and diagrams for nation-wide Complete Streets design manual, Rethinking Streets
• Assumed project management role aft er departure of lead researcher in June 2013, kept project on time for December 2013 book release
• Wrote content for case studies by interviewing project managers and reviewing reports
• Conducted parking counts, analyzed facade conditions, and provided photo documentation
The Urban CollaborativeMarch 2013 - June 2013
Intern | Eugene, OR
• Conducted research and assisted with production of diagrams and drawings for community planning projects
San Francisco Planning Department& REBAR GroupJune 2012 - September 2012
Intern | San Francisco, CA
• Developed content for San Francisco’s Parklet How-to Guide• Interviewed key players involved with parklets in San Francisco• Designed guide layout and produced relevant diagrams and graphics
Public ArchitectureJune 2012 - September 2012
1% Program Assistant | San Francisco, CA
• Edited interviews with architects for case study database • Registered new participants and pledges in CMS and Salesforce.com• Managed social media on facebook and twitter
San Francisco Planning DepartmentJune 2010 - January 2011
Pavement to Parks Intern | San Francisco, CA
• Processed applications for the nation’s first parklets program• Produced outreach documents for Pavement to Parks community
meetings, sponsors, and parklet permit RFP• Assisted with interdepartmental coordination and research
San Francisco Bicycle CoalitionSeptember - December 2010
Connecting the City Intern | San Francisco, CA
• Produced schematic street design drawings and renderings • Organized visual materials for the Connecting the City initiative
Danish Institute for Study AbroadJune 2009
Danish Textbook Design Intern | Copenhagen, Denmark
• Redesigned Danish Language textbook for improved readability• Developed new exercises, visuals, and vocabulary lists
6 | BEYOND POST
Beyond Post:Expand the role of the USPS by incorporating other public services in a flexible space.NOTI, OREGONUniversity of Oregon | June 2014
The post off ice is the face of the US government in many small towns, some of which are off icially defined solely by the existence of the post off ice. My proposal seeks to expand the role of the USPS by incorporating other government services in a flexible space. The post off ice could be host to a rotating library collection, a small computer lab, even a traveling health clinic. In this way, the government can take advantage of its vast network to reach out to communities in new and innovative ways.
LIBRARY STACKS LARGE MEETING SPACE CONSULTATION AND WAITING
FLU VACCINEBLOOD PRESSURE
EXERCISE EQUIPMENTFITNESS CLASSES
COMMUNITY SUPPORTED AGRICULTURE
FAMILY AND SOCIAL SERVICES
INTERNET
LIBRARY
COMMUNITY EVENTS
Kelly A. Sanford | 7
LIBRARY
▲ Every post off ice has space for the traditional functions of
delivering and sorting mail, and can additionally be host to a changing
rotation of programs geared toward the greater public good. In this
scenario, the space is arranged to perform as a public library.
8 | BEYOND POST
EXAM ROOM
SUPPLY CLOSET
WAITING AREA
PREVENTATIVE CARE
LEARNING
COMMUNITYBOOK SHELVES
INTERNET ACCESSPERIODICALS
MEET A FRIEND
FITNESS GEARMOVIE NIGHT
Kelly A. Sanford | 9
▶ The building itself is designed to be completely modular and reconfigurable based on the site restrictions and square footage requirements.
Post Only - 616 sf Courtyard - 1,160 sf Expanded Post - 1,544 sf
◀ A system of sliding pods grants the space further flexibility to perform many diff erent programs. The pods are designed to be transportated between rural libraries in a standard postal delivery truck.
18 pt columnBut the question that per line there should be.
Noti, OregonPOPULATION:699
The post off ice in Noti, Oregon is currently tucked behind a mini market on the town’s main strip of 3 shops. Noti is a lumber mill town and popular truck stop along Hwy 128.
SITE PLAN
10 | BEYOND POST
Kelly A. Sanford | 11
◀ In this configuration a central hallway connects the parking lot to the main counter and through to a neighboring market.
POST OFFICEFLEX SPACE
12 | DETAILS
ORIEL WINDOW RETURN1.5” = 1’0”
Detail DrawingsUniversity of Oregon | Fall 2013All lineweights and annotations done natively in AutoCAD.
Kelly A. Sanford | 13
ORIEL WINDOW SECTION3/4” = 1’0”
14 | DETAILS
ROOF PARAPET1.5” = 1’ 0”
Kelly A. Sanford | 15
WINDOW HEAD SECTION1.5” = 1’ 0”
16 | HABITAT(ION)
Habitat(ion) investigates the relationship that humans have with the flora and fauna of their surroundings. Through the experience of artists in residency, walls once seen as barriers become shared spaces for a new level of communication, understanding, and the creation of art. The threshold of the building becomes a critical connection to wildlife rather than a separation from it.
Habitat(ion):Animating the boundary between the built environment and the natural world MONROE, OREGONUniversity of Oregon | June 2014
Kelly A. Sanford | 17
▶ Sharing resources by designing for habitat in the built environment will support vital ecosystems and enhance the human experience by rooting place in the natural world.
▶ Over the past 200 years, native species have been increasingly displaced by human development. As of today the Willamette Valley has experienced a 99% loss of habitat, placing great stress on surviving species.
▼ By providing vital habitats for species beneficial to agriculture, like pollinating bees and pest-controlling birds, a building can have have a positive impact on the open space farmland that surrounds it.
Kelly A.
1880STRATEGY HABITATS
2004 STRATEGY HABITATS
2010HUMAN DEVELOPMENT
2050CO - DEVELOPMENT
OPOPP
ME
VEE
OPOPOPOPP
2
22
18 | HABITAT(ION)
DOUGLAS FIR FOREST PRAIRIE DECIDUOUS FOREST
Kelly A. Sanford | 19
◀ The building is sited on Oliver Butte and straddles three existing habitat types: deciduous forest, prairie, and fir forest. This gives artists and visitors opportunities to interact and collaborate with a multitude of species while also protecting the building from the seasonal flooding typical of the area.
▲ Constructed of wax and over 6000 toothpicks, this conceptual reading of the site and its habitat zones emphasizes the continuum and activation of the ground plane and its relation to the water table.
fir forest
prairiedeciduous forest
PERMEABLE SHARED BARRIERinter-species interaction
20 | HABITAT(ION)
“I’m hoping to develop a two-way interaction, not just something I impose on them or something they perform for
me, but a two-way dialogue that shifts my perspective.”
- ARTIST CARLA BENGTSON
Th e work is the collaborative eff ort between me and the caddis larvae. I
create the conditions necessary for the caddis to display their talents. I create
situations. I’m a bit like an architect who has builders carry out his work.
- ARTIST HUBERT DUPRAT
“[An apiary is] an incredibly warm place; the scent is beautiful; the sound is just
stunning, from very calm to just screeching. It’s fascinated me from the day I opened a hive; it’s absolutely the most incredible
place.”
- ARTIST AGANETHA DYCK
Artist Statements
Kelly A. Sanford | 21Kelly A. Sanford | 21
CONDITIONED INSULATED SPACEhuman collaboration
THIN VISUAL BARRIERpassive observation
22 | HABITAT(ION)
Kelly A. Sanford | 23KeKKKK lllllly y y y y y y A.AA.A.A.AAAAA... SSSSSSSanananananananananannnnnnnfofofofofofofofofofoffofofofofordrdrdrddrdrdrdrdrdrddrdrdrrdrdrddddd |||||||||| 222222222222222222222222333333333333333333333333333333333333333333333333333333333333333333333
▼ The building is designed to provide food, water, shelter, and nesting material for local fauna while giving visitors and artists greater access to area wildlife.
24 | HABITAT(ION)
habitat wall potential residents
mason bee nesting cavity5/8” opening, 6” deep
bumble bee nesting cavity1” opening, 2 cu. ft.
kestrel nesting cavity3” opening, 1 cu ft.
honey bee hive14 cu ft, 93 degrees F
air filtering plants
mushrooms phytoremediation
compost heat generation
habitat wall potential residents
mason bee nesting cavity5/8” opening, 6” deep
bumble bee nesting cavity1” opening, 2 cu. ft.
kestrel nesting cavity3” opening, 1 cu ft.
honey bee hive14 cu ft, 93 degrees F
air filtering plants
mushrooms phytoremediation
compost heat generation
habitat wall potential residents
mason bee nesting cavity5/8” opening, 6” deep
bumble bee nesting cavity1” opening, 2 cu. ft.
kestrel nesting cavity3” opening, 1 cu ft.
honey bee hive14 cu ft, 93 degrees F
air filtering plants
mushrooms phytoremediation
compost heat generation
▼ The large hangar roof facilitates the collection of rainwater and solar energy, while constructed wetlands process the building’s water. Swales run around the base of the hangar to attract wildlife into open courtyards.
▲ The artist studio wings are experimentally heated and cooled by ecological micro conditioning processes such as composting, beekeeping, and evaporative cooling.
experimentally heated and cooled by ecological micro conditioning
Kelly A. Sanford | 25
kestrel nesting cavity3” opening, 1 cu ft.
bumble bee nesting cavity1” opening, 2 cu. ft.
▼ Cavity nesters have experienced great habitat loss, and this porous wall seeks to address this while also giving artists control of access through an interior panel system.
honey bee hive14 cu ft, 93 degrees F
Copenhagen has ambitious plans for adapting and preparing for the eff ects of climate change. Shock therapy proposes not only a network of energy generation through wind power, but also an additional layer of protection against storm surges, habitat restoration of the marine environ-ment, and sequestration of carbon dioxide by growing concrete in the sea with a small electrical charge.
26 | SHOCK THERAPY
Shock Therapy:Growing off shore wind platforms through marine electrolysisCOPENHAGEN, DENMARKLand Art Generator Competition | May 2014Collaboration with Amy Fisher and Lee Eckert
▲ The site at Refshaløen serves as a launching point for visits to the wind reefs. Wind rippling the Danish flag generates 12 watts per hour- enough to power an electrolysis demonstration along the sea wall.
Kelly A. Sanford | 27
▼ Over time, the lattice form-work begins to solidify, growing at a rate of 1-2 cm per year. In the event of damage, concrete will form more rapidly around exposed areas of metal. As long as the electrical current continues to flow, rust will not form on the sub structure.
8 cm
0 yr +2 yr +4 yr +6 yr +8 yr
Chemistry and Ecology
28 | SHOCK THERAPY
Kelly A. Sanford | 29Kelly A.A. SSananfoforrdrdrdrdrd || 2222999
OH H
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OH H
H+
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OH H
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H HeeH H
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CATHODE [-]
O
OH
+
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O-
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Ca++Ca++ O
O OC
H
-
H+
OH H
O-
O- OC
Ca++
O-
O- OC
Ca++
OH -
OH -
OH -
OH -
OH -
OH -
OH -
OH - O
H -O
H -
OH -
OH -
OH H
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OH H
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OH H
OH H
OH H
OH H
OH H
OH H
OH H
OH H
H+
H+
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H+
1.23
ANODE [+]
Hydrogen Gas
Hydroxyl Ion
Water
Water
Hydrog
en Ion
Oxygen Gas
Calci
um Carbonate
Calcium
LIMESTONE SEDIMENT
Bica
rbonate
Aragonite *
* Calcium Carbonate with a denser cell lattice
Marine life flourishes and is more resilient around marine electrodeposition, and coral has been shown to grow 2-6x faster.
The process produces oxygen gas that dissolves in sea water- helping to combat the suff ocating eff ects of eutrophication.
The structures provide places of refuge and protection for fish and mollusks.
As filter feeders, mussels and oysters will improve water quality and help reduce the polluting impacts of major storm events.
▶ During the process of electrodeposition of minerals in sea water, a low current of energy relocates mineral rich sediment from the sea floor to a metal structure. This results in a dense crystallized cell lattice that is 30 times stronger than typical concrete.
30 | IN WITH THE TIDE
This plaza was designed for Havnestaden, a newly developed neighborhood in outer Copenhagen. Surrounded by residental towers, the challenge was to create an attractive plaza and gathering space. The neighborhood is bordered by the harbor to the west and a larger nature area to the east.
The plaza takes advantage of this context by connecting visitors with the ebb and flow of life in the harbor and the natural rhythms of the fælled.
In With the Tide:A plaza to connect Copenhagen’s newest residents to harbor life
COPENHAGEN, DENMARKDanish Institute for Study Abroad | May 2009
Kelly A. Sanford | 31
movement patterns are maintained for convenience & people watching
programmed spaces give incentive r to stay & enjoy the harbor
a christmas market provides life & warmth during a winter evening
create harmony in communal space
provide basis for staying and interaction
establish convenient flow of movement
delight and engage all the senses
allow continual use during all seasons
l
enhance sense of place and identity
PROJECT GOALS
32 | IN WITH THE TIDE
Cafe
AXEL HEID
bike parking
bike parking
cafe
resident lobby
kayak rental
headquarters
fitness center
car parking
34 | IN WITH THE TIDE
Tidal fluctuations
▶ Attention is called to the fluctuating tide as stepping stone columns become submerged and then reappear.
▼ The pillars also provide refuge for crustaceans and other tidal dwellers. For example, mussels contribute to a cleaner harbor by filtering out toxins.
HIGH TIDE
TRANSITION
LOW TIDE
Kelly A. Sanford | 35
▲ A natural pathway parallel to the existing sidewalk connects the faelled directly to the harbor.
36 | RETHINKING STREETS
The goal of this publication was to help people across disciplines understand the aff ect of street design on city life and traff ic by showing a comprehensive picture of a number of real world examples. The examples come from across the United States from a diverse array of cities.
Rethinking Streets:An evidence-based guide to 25 Complete Street Transformations
University of Oregon | December 2013Co-authorship with Marc Schlossberg, John Rowell, and Dave Amos
5
W. Lancaster Boulevard, Lancaster, CA. Photo: City of Lancaster
ADT: 19,800When this photo was
taken, W. Lancaster
Boulevard had 5 lanes
of traffic and averaged
19,800 vehicles per day,
but did not serve the
community to its full
potential.
Transportation Concepts
Like any discipline, transportation engineering, planning, or design rely on specific concepts, measurements, nomenclature, and techniques that may not be obvious to the general public. This guide is designed to be understandable to everyone. The following street design concepts will help everyone from traffic engineers to local residents speak the same language when talking about streets.
Average Daily TrafficAverage Daily Traffic (ADT) is a common way to measure automobile use on a street. ADT is the number of cars passing a specific measurement point on a street in a 24-hour period. Busier streets have higher ADT numbers, while lower-volume streets have lower ADT numbers.
It is important to note that ADT does not factor in the difference between a bus full of people and a single occupancy car, and does not measure the number of people using the street. While streets with the same ADT share some characteristics, there are multiple street design alternatives that can accommodate the same demand, as shown in the examples on the right. The relationship between ADT and street design can be complex, but recent research suggests that streets with ADT numbers between 10,000 and 16,000 seem to be better suited for pedestrian-oriented retail than streets with lower or higher ADT.1 Streets with four lanes of car traffic and an ADT lower than 20,000 are often candidates for road diets.2
Euclid Avenue, Cleveland, OH. Photo: Sam Bobko
East Boulevard, Charlotte, NC. Photo: City of Charlotte
ADT: 20,000Euclid Avenue’s two
lanes of auto traffic still
accommodate 20,000
vehicles per day, while
also providing a rich
pedestrian experience
and Bus Rapid Transit
facilities.
ADT: 18,900 In Charlotte, a center turn
lane allows a place for left-
turning vehicles to wait,
improving flow of the two
auto lanes. The street now
features better pedestrian
and bicycles facilities in
addition to moving 18,900
automobiles per day.
6RETHINKING STREETS
This sample data set demonstrates how
traffic fluctuates throughout the day.
In this scenario, peak hours occur at 7
am and 4 pm, during the morning and
evening commute. Though traffic peaks
around 3,000 cars per hour, the average
traffic per hour is closer to 1,800. Average
daily traffic on this street would likely be
around 40,000.
Peak Hour TrafficWhile ADT gives one indication of a street’s usage, it does not address fluctuations of traffic throughout the day. On most streets, traffic increases during the morning and evening rush hours and drops off to almost nothing in the middle of the night (see chart at right). Typically, one lane on a city street can accommodate 1,000-1,600 cars per hour. To avoid traffic jams during peak periods, streets are often designed to be wide enough to handle rush hour traffic with only small delays. For most of the day, however, the street is wider than necessary to accommodate car traffic. Street redesigns that reduce car throughput often only reduce service during the peak hour but continue to serve the needs of car traffic for most of the day and night.
Traffic Fluctuations and Peak Hour
9
Many of the streets in this book have new infrastructure to accomodate cyclists. Depending on the size of the street and the context within the community, there are multiple potential strategies that help cycling be safe, comfortable, and direct.
Sharrows are symbols painted in the lane indicating that drivers and bicyclists share the travel lane. Existing law generally already allows for shared use, and sharrows simply reinforce that reality in particular locations. In narrow lanes, sharrows may be installed in the center of the lane, whereas on wider lanes they tend to be toward the right. In either case, the sharrow symbol often indicates the preferred location for cyclists to ride.
Bike lanes typically range in size from 4 feet to 8 feet, and are lanes specifically dedicated to cyclists, though they may occasionally share space with cars for right turns at intersections. They usually exist on busier streets and demarcate bicycle space from motorized vehicle space with a line of white paint.
Cycle tracks are like bike lanes, but are physically separated from the motorized traffic. The barrier further protects cyclists from cars and dooring (collisions between cyclists and the open doors of parked cars). Cycle tracks may be one way or two way, and are sometimes lined with posts or painted green for added visibility. Advanced cycle tracks may be raised above the roadway between the asphalt and the sidewalk, or separated with larger physical barriers like planters.
Buffered bike lanes are a hybrid design that widens the strip of paint between a bike lane and motorized vehicle lanes. This extra buffer, often 2-3 feet, provides extra space and comfort to a wider range of people on bikes. Like bike lanes, buffered lanes and cycle tracks are generally located on busier streets that have destinations where people want to go.
For a more detailed explanation of bicycle facilities and design guidance, see the NACTO Urban Bikeway Design Guide.
10’-14’
9’-12’
9’-12’
9’-12’
8’
SHARROW
BIKE LANE
BUFFEREDBIKE LANE
TWO WAYCYCLE TRACK
8’
8’
4’-6’
4’-8’
8’-12’
2’
3’
Bicycle Facilities
Kelly A. Sanford | 37
10RETHINKING STREETS
Curbs$$$
The curb provides a clear distinction between the sidewalk and the street, but is also important for the street’s function. Changing the curb line impacts the drainage system on the street, and requires re-engineering the street system, which can become costly. Construction may be lengthy and result in partial closure of the street. Thus, street designs that include moving curbs often require a greater investment of time and resources.
Parking $
Although changes to parking may only require restriping or painting the curb, changing parking is often the most controversial and discussed aspect of redesigning streets. On-street parking typically is located next to the curb, although in some cases bike lanes are located between curb and parking to give cyclists protection from moving vehicles. In addition to cars, parking strips can contain bike parking (12 bikes = 1 car), leaving sidewalks to pedestrians.
Right of Way$$$$$
The right of way is the strip of land that accommodates all the elements of the street, including lanes and sidewalks. Expanding the right of way can be a complicated, lengthy and expensive process. In order to expand the right of way, the City typically must purchase the land along the roadway from individual citizens and businesses. In many cases, structures and other obstacles may exist in this area.
Travel Lanes$
Though re-striping lanes may require a traffic study, the cost to grind off old paint and repaint the lines is generally very low. Additionally, there is minimal disruption to traffic because the construction process is simple and can be done in phases. Cities can also test out new street designs with temporary restriping because of its low cost. Auto travel lanes can range from 9-12’ in commercial areas. Current standards recommend minimum 6’ bike lanes.
Streetscape Elements$$
Streetscape elements include benches, bike parking, trees, and other furnishings on the sidewalk. Though the city may have standards to maintain a clear walking zone, there are a variety of ways to improve the streetscape. Installing streetscape elements can improve the sense of place of a street and create pleasant pedestrian environments.
The Street Cross Section
◀ The introductory section of the guide helps explain with visuals various street design concepts, from average daily traff ic and design speed to common design features and bicycle facility types.
▲I developed the styles for street section diagrams throughout the book and produced all the visuals in the front matter in addition to conducting research and writing content.
38 | RETHINKING STREETS
Each street study is rich with both empirical and anecdotal evidence
22
After
Before
Restriping the road was all it took to improve vehicle travel times and boost pedestrian activity along 25th Avenue.
25th Avenue Metro population: 4,335,391San Francisco, CA
After
ROAD DIET
Photo: City of San Francisco
Photo: Kelly Sanford
Before
24
Photo: Kelly Sanford
25th Avenue Metro population: 4,335,391San Francisco, CA
ROAD DIET
25TH AVENUE CONTEXT25th Avenue runs through the Outer Richmond District and runs from Golden Gate Park to the Bay. Much of the avenue is lined by rowhouses, and commercial activity on the avenue is clustered around Geary Boulevard, Clement Street, and California Street.
It was a group of residents on 25th Avenue that sought out the help of the SFMTA to improve the dangerous and uncomfortable conditions on the street. The project was made possible due to the support of the district supervisor and a local air quality grant.
Before the change, buses had to travel in between the two narrow lanes to avoid sideswiping vehicles. The wider lanes allow the buses to stay in one lane, and new passenger boarding zones along the sidewalk preserve the ability for cars to pass while the bus is loading. In addition to reducing travel times, the buses experienced fewer delays.
Although there are no dedicated bicycle facilities on this stretch of the street, 25th Avenue provides a direct link between cycling paths in Golden Gate Park and the Presidio, and is the preferred route for some cyclists.
25TH AVENUE
NEW PASSENGER LOADING AREAS
N
▶ The first page gives readers an at-a-glance comparison of the before and aft er image of the street with a description of physical changes to the street.
▶ Anecdotes, photos, and a figure ground map help fill in the story of the community surrounding the street.
Kelly A. Sanford | 39
23
KEY OUTCOMES
RIGHT OF WAY
STREET CLASSIFICATION
LENGTH
AVG. DAILY TRAFFIC
PROCESS
SPEED
BEFORE
BEFORE
AFTER
AFTER
SPEEDLIMIT
SPEEDLIMIT
AFTER
11,50013,000
Road Diet
Non-Car Modes IncreasedBike traffic increased 37 percent and pedestrian traffic increased 49 percent during the PM peak hour. Bus boardings increased by 35 percent along the corridor.
Sidewalk Parking EliminatedPrior to the road diet, it was common for vehicles to park with one set of wheels on the sidewalk, straddling the curb. By adding on-street parking, sidewalk parking disappeared. This allowed the City to plant more street trees.
Travel Times ImprovedCars moving through the corridor could do so six percent faster after the redesign.
Positive Public ResponseCity officials gave people the chance to offer feedback on the project. “It has been a great improvement,” says one resident, “Traffic moves a lot slower and the street is more livable. There seem to be fewer accidents.” Drivers also reported they felt more comfortable making turns in the dedicated turning lane, and pedestrians felt more visible in the crosswalks.
70’
.9 miles
3 years
25 25BEFORE
Major Arterial
25TH AVENUE, SAN FRANCISCO, CA
2525TH AVENUE, SAN FRANCISCO, CA
Rowhouses are typical of the area.The Presidio, once a military base, is a national park.Photos: Kelly Sanford
AFTER: ROOM FOR TREES AND WALKING
Photo: Kelly Sanford Photo: City of San Francisco
Wider travel lanes gave motorists confidence to park in the road again, opening up space on the sidewalk for street trees.
Concerned about being clipped by passing cars and trucks, it was once typical for motorists to park on the sidewalk, obstructing the pedestrian path.
BEFORE: PARKING ON SIDEWALKS
The turning lane doubles as a place for truck loading.
Road Diet
◀ The guide was designed to include information for a wide
variety of audiences, from community organizers to planners,
to traff ic engineers. The second page of each spread focuses on
street geometry, traff ic data, and the measured outcomes from each
redesign.
download the entire book at rethinkingstreets.com/download.html
40 | RIBBON LANDSCAPE
Ribbon LandscapeA parametricallygenerated landscape that spans from calm to turbulentVANCOUVER, BCUniversity of British Columbia | April 2011Collaboration with Lőrinc Vass
axonometric diagram1 : 1000
section cutsthrough each module
countour linesat 0.5 m interval
topographywith trees
topographywith base geometry
elevation
skewed lines vertical arrayof lines
ribbon surfacearray of iterations
landscape
tree placement height of trees
trunk radius
vertices of rectangle
depth of landscape
width of landcape
loft lines
rhino
grasshopper
jitter elevation sequence
randomizationgenerator
skew front vertices
input outcome
This parametrically generated landscape was adapted from a model of a stairwell using Grasshopper and Rhino. Our intent was to use increasing degrees of randomness to create a landscape that was calm and smooth on one end, but became more turbulent towards the other end.
section cuts through each module
contour lines at 0.5 m intervals
topographywith trees
topographywith base geometry
Kelly A. Sanford | 41
11x
42 | NODAL DEVELOPMENT
This vision for nodal development is a city formed by series of grids with organic edges, neighborhood centers at major transit intersections and walkable connections to the beach. Continuous and expansive green spaces help to mitigate flooding and provide access to wildlife while defining district edges.
Nodal DevelopmentA livable city for Quy Nhon’s growing populationQUY NHON, VIETNAMUniversity of Oregon | March 2013Collaboration with Carolina Trabuco, Samantha Thornton, Weiyang You
1. SCHOOL2. MUSEUM3. ENTERTAINMENT STUDIOS4. SPORTS COMPLEX5. BUDDHIST TEMPLE6. HOSPITAL7. PORT8. RESORTS ROW9. UNIVERSITY10. WIND FARM11. WASTEWATER TREATMENT
Kelly A. Sanford | 43
3 m
P
3 m 3 m6 m 3 m
18m ROW
▲ This mixed use thoroughfare features wider sidewalks on the shady side of the street, and draws from the current pattern of development: narrow building fronts with family owned shops below and living above.
44 | NODAL DEVELOPMENT
Regulating Plan
BUILD TO LINE
PARKING
ENTRY AREA
MAIN ENTRY
3-10
3-10
3-10
3-10
3-10
3-10
3-5
3-5
3-5
3-4
3-4
3-4
2-3
2-3
2-3
2-3
2-3
2-3
3-4
2-3
2-3
2-3
2-3
2-3
3-4
3-4
2-33-4
2-32-3 2-3
2-3
2-3
2-32-3
2-3
2-3
2-3
3-4
2-3
2-3
2-3
2-3
33-10
33-3-10
3-100
3-1000
3-1-10-1
3-1010100
3-553-5
3-53-55
3-53
3-43-4
33-43-3-4
3-43-4433
2-32-3
2-32-33
2-3
2-33
2-32-322-3
2-332--33
3-43-443
2-32-32-322-3
2-2-32
2-3--322
2-2-32
2-32-32-32
3-43-4333-4
3-43
2-33-4
2-32 32-322-32 32-22- 2 322-33
2-32222
2-32-2-22 3
2-32-333
2-3333
2-33-33
2-3
3-43-333-4
2-2-32-32-322
2-32-32-2-3
2-2-3-3
22-32-3-322
BUILD-TO LINESENTRY POINTSENTRY ZONESALLOWABLE PARKINGMIXED USECOMMERCIALSINGLE FAMILYMULTI FAMILYEDUCATIONALFLEXINDUSTRIALCIVIC
Kelly A. Sanford | 45
REGIONAL RAIL STATION
CITY CENTER TRANSIT STATION
46 | NODAL DEVELOPMENT
8 M PEDESTRIAN
6 M BOULEVARD15 METERS DISTRICST STREETS
18 M THROUGHWAY AND SCENIC
DRIVEEXISTING ROADSITE BORDERS
GREEN SPACES Large natural parks will not only mitigate flooding during major storm events, but also provide recreational space and habitat.
WALKABLE NODES Transit stops connect to pedestrian beach streets and are located a 5-minutes-walk apart. It’s a 20 minute walk from center to center.
FIGURE GROUND Blocks are based on a 85m by 85 meter standard block. No residence is located more than a 3 and half minutes walk from a park or nature preserve.
STREET NETWORK Most streets are 15 or 18 meters wide with bike lanes or one strip of parallel parking. 8-meter-wide pedestrian streets connect residents to the beach.
Kelly A. Sanford | 47
PEDESTRIAN STREET
▲ This pedestrian street connects people from transit stops directly to the beach. The narrow design of the street is inspired from vernacular urban patterns, and increases shade in Quy Nhon’s hot and humid climate.
48 | REFUGIA
*Available in exchange for insect population control, see yyour nearest streetlight for details.
*Available in exchange for mosquito poopulation control , see your nearest utility pole for details.
r rodent control, see*Available in exchange forility pole for details.your nearest uti
RefugiaNesting habitats in the urban streetscape
Shape the Future Competition | August 2014
As birds get pushed out of their native lands, they must make their way in the city, navigating roof tops, overhangs, and powerlines, they find a way to scrape by.
Imagine a more resilient way of life, a collaborative future.
▶ Birds, bats and bees provide services to city dwellers in the course of survival. For example, hawks and other birds of prey cut down on vermin populations. Many song birds eat flies and insects, and bats eat thousands of mosquitos in a single night - which not only cuts down on annoying itchy bites, but also reduces the spread of disease.
Kelly A. Sanford | 49
▲ Today, a typical response is to view roosting animals as a threat to the built environment and quality of life. Unanticipated nests can in some cases cause damage and stress to the built environment. Incorporating nesting facilities into the urban streetscape provides a safer, rugged and intentional alternative.
THANK YOU