Urban Design Practice in PUbliD realm
Praxis Independent Study Final Report
Xue Jin | Bryn Mawr College - Faculty Advisor: Gary McDonogh | University City District - Supervisor: Daniel Wolf | Spring 2015
Urban Design Practice in PUbliD realm
Praxis Independent Study Final Report
Xue Jin | Bryn Mawr College - Faculty Advisor: Gary McDonogh | University City District - Supervisor: Daniel Wolf | Spring 2015
Urban Design Practice in PUbliD realm
Praxis Independent Study Final Report
Xue Jin | Bryn Mawr College - Faculty Advisor: Gary McDonogh | University City District - Supervisor: Daniel Wolf | Spring 2015
URBAN DESIGN PRACTICE IN PUBLIC REALMA Praxis Independent Study Course with University City District
Xue Jin | Bryn Mawr College Class of 2015 | Growth and Structure of Cities | Spring 2015
InternshIp FIeld sIte
University City District (UCD)3940 Chestnut Street, PHL, PASupervisor: Daniel Wolf
University City District (UCD), founded in 1997 by a partnership of world-renowned anchor institutions, small businesses and residents, aims to improve economic vitality and quality of life, with a primary mission as community revitalization. UCD works within a place-based, data-driven framework to invest in world-class public spaces, address crime and public safety, bring life to commercial corridors, connect low-income residents to careers, and promote job growth and innovation. (http://universitycity.org/about)
tasks & responsIbIlIty
Research Projects• Case Studies for Public Space Public Life
Survey at Eastern University City District - Conducted research on best practices
for under-bridge public space - Conducted research on outdoor
stations for intercity bus service - Composed questionnaire on amenities
in Eastern District • Research on the distribution and
regulations for street vending in UCD
Observational Projects• The Influence of Construction Sites as
Traffic Calming Device along Chestnut Street - Conducted research on speed test
methodology - Carried out traffic speed test at
locations before, during, and after construction sites and control spots
• Cycling Experience (Cyclist Count) at the Intersection of Baltimore Ave-Woodland Walk-University Ave
• Observation on Informal Pedestrian Crossing Behavior at Chestnut Square
example oF FIeld Work - traFFIc calmIng along chestnut street
40th Street
38th Street
34th Street
example oF FIeld Work - observatIon oF cyclIng experIence
academIc component
C
D
EC
D
E
40B 40D 40A 40D2 40A2
38B 38D 38A 38D2 38A2
Key Findings• While the assumption was
that construction sites will have similar function as traffic chicane, in fact only that at 40th Street has significant effect in reducing speed.
• Since Chestnut Street is divided into small sections by intersections, traffic signal is more influential to traffic speed than road block for construction .34B 34D 34A
Cycling Flow at morning rush hours (8:00 - 10:00) Cycling Flow at afternoon rush hours (4:00 - 6:00)
Key Findings• The major goal for observation was to quantitatively reflect on whether cyclists going east take
the shortcut yet “wrong” path from Baltimore Ave to Woodland Walk (BC) or the “correct” ones through the small island or University Ave (BD). Out of total cyclists on the observation day (April 24th), 36% chose this specific non-designated path.
• In addition, people also tend to ignore the regulation of no bikes along this section of Woodland Walk from 8:30 to 5:30. The peak time of use here is 8:50-9:00 and 5:20-5:30.
• It is recommended to explore the possibility of introducing two-way bike lane or traffic direction installations for people to legally use this specific path in a safer environment.
Rather than generating questions and projects from previous academic works, I realized that in real practice, it is more of the reverse process - the question comes first, and it is beneficial to dig into literatures for previous experience or answers. Specifically, since the projects I worked on heavily focused on the use of public urban space, my advisor, Professor McDonogh, recommended this two classic works to me as “handbooks” for designing and carrying out public space researches. In addition to literature, I also utilized the academic component of the course to research into existing studies, methodologies, or governmental documents related to my projects.
Growth and Structure of CitiesFaculty Advisor: Gary McDonogh
reFlectIon
Different from my major focus on urban design, this internship gave me the unique opportunity to experience the preliminary research work essential to further proposal of design implementation. With my supervisor’s help and suggestions in interesting projects, I was able to employ my previous skill set and think deeply about how my Bryn Mawr education (which is more academically centered) can serve my long-term development in the field of urban design practice. I would like to express my gratitute to Mr. Daniel Wolf, Professor McDonogh, and the Civic Engagement Office for making such fabulous experience possible.
URBAN DESIGN PRACTICE IN PUBLIC REALMA Praxis Independent Study Course with University City District
Xue Jin | Bryn Mawr College Class of 2015 | Growth and Structure of Cities | Spring 2015
InternshIp FIeld sIte
University City District (UCD)3940 Chestnut Street, PHL, PASupervisor: Daniel Wolf
University City District (UCD), founded in 1997 by a partnership of world-renowned anchor institutions, small businesses and residents, aims to improve economic vitality and quality of life, with a primary mission as community revitalization. UCD works within a place-based, data-driven framework to invest in world-class public spaces, address crime and public safety, bring life to commercial corridors, connect low-income residents to careers, and promote job growth and innovation. (http://universitycity.org/about)
tasks & responsIbIlIty
Research Projects• Case Studies for Public Space Public Life
Survey at Eastern University City District - Conducted research on best practices
for under-bridge public space - Conducted research on outdoor
stations for intercity bus service - Composed questionnaire on amenities
in Eastern District • Research on the distribution and
regulations for street vending in UCD
Observational Projects• The Influence of Construction Sites as
Traffic Calming Device along Chestnut Street - Conducted research on speed test
methodology - Carried out traffic speed test at
locations before, during, and after construction sites and control spots
• Cycling Experience (Cyclist Count) at the Intersection of Baltimore Ave-Woodland Walk-University Ave
• Observation on Informal Pedestrian Crossing Behavior at Chestnut Square
example oF FIeld Work - traFFIc calmIng along chestnut street
40th Street
38th Street
34th Street
example oF FIeld Work - observatIon oF cyclIng experIence
academIc component
C
D
EC
D
E
40B 40D 40A 40D2 40A2
38B 38D 38A 38D2 38A2
Key Findings• While the assumption was
that construction sites will have similar function as traffic chicane, in fact only that at 40th Street has significant effect in reducing speed.
• Since Chestnut Street is divided into small sections by intersections, traffic signal is more influential to traffic speed than road block for construction .34B 34D 34A
Cycling Flow at morning rush hours (8:00 - 10:00) Cycling Flow at afternoon rush hours (4:00 - 6:00)
Key Findings• The major goal for observation was to quantitatively reflect on whether cyclists going east take
the shortcut yet “wrong” path from Baltimore Ave to Woodland Walk (BC) or the “correct” ones through the small island or University Ave (BD). Out of total cyclists on the observation day (April 24th), 36% chose this specific non-designated path.
• In addition, people also tend to ignore the regulation of no bikes along this section of Woodland Walk from 8:30 to 5:30. The peak time of use here is 8:50-9:00 and 5:20-5:30.
• It is recommended to explore the possibility of introducing two-way bike lane or traffic direction installations for people to legally use this specific path in a safer environment.
Rather than generating questions and projects from previous academic works, I realized that in real practice, it is more of the reverse process - the question comes first, and it is beneficial to dig into literatures for previous experience or answers. Specifically, since the projects I worked on heavily focused on the use of public urban space, my advisor, Professor McDonogh, recommended this two classic works to me as “handbooks” for designing and carrying out public space researches. In addition to literature, I also utilized the academic component of the course to research into existing studies, methodologies, or governmental documents related to my projects.
Growth and Structure of CitiesFaculty Advisor: Gary McDonogh
reFlectIon
Different from my major focus on urban design, this internship gave me the unique opportunity to experience the preliminary research work essential to further proposal of design implementation. With my supervisor’s help and suggestions in interesting projects, I was able to employ my previous skill set and think deeply about how my Bryn Mawr education (which is more academically centered) can serve my long-term development in the field of urban design practice. I would like to express my gratitute to Mr. Daniel Wolf, Professor McDonogh, and the Civic Engagement Office for making such fabulous experience possible.
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TRAFFIC CALMING AT CHESTNUT STREET
Project DescriptionCurrently there are three construction sites along Chestnut Street - at the intersections of 40th Street, 38th Street, and 34th Street. The construction work takes up one or more traffic lanes, and vehicles or bikes are redirected to other lanes at the intersection area. This project aims to measure the effect these construction sites have on the traffice flow speed, and see whether such "chicane" functions as traffic calming device.
GoalEvaluate the effect of construction sites on traffic flow by testing traffic speed
LocationT h r e e t e s t i n g g r o u p s l o c a t e a t t h e intersections of Chestnut Street with 40th, 38th, and 34th Streets. Two control groups locate at mid block of 48th-49th Streets and 31st-32nd Streets along Chestnut Street. TimePhase 1 testing the traffic speed during construction took place in March and April
2015. Phase 2 testing the traffic speed after construction (when lane blocks are removed) will take place afterward.
MethodologyI. Selection of Testing Location A. Actual Chicane SiteFor the actual chicane site, in order to compare the speed change, tests should be conducted at locations before, during, and after the chicane. In the case of Chestnut Street, the three construction sites are immediately after Chestnut Street’s intersections with 40th Street, 38th Street, and 34th Street, so the “during” spots are all at the intersections where cars are required to switch lanes. Accordingly, the “before” spot should be around mid-block before the “during” spots. The “after” spots, while expected to be enough distance away from the “during” spot, in this case are in between the “during” spots and the next road feature (either a turn-back from the detour [thus “during” spot], or the next intersection.The chicanes at both 40th Street and 38th Street have turn-backs afterward. It is considered another feature that might influence traffic speed, thus is treated the
same as chicanes, and is referred to as “during 2” spot and “after 2” spot in the observation. Thus, for both 40th Street and 38th Street, five locations are selected for speed test: Before – During – After – During 2 – After 2. As for 34th Street, since the construction site took up the bike lane and does not really influence automobiles, there is no turn-back, and three locations are selected for testing: Before – During – After.
B.Control Group LocationIn order to compare the speed change around the chicanes with the overall speed profile for Chestnut Street, control groups are helpful. The first location for control group is at mid-block between 48th Street and 49th Street, and the second one is at mid-block between 31st Street and 32nd Street. In general, control groups should be similar to the actual chicane site in terms of street features (lanes, road slope), speed limits, and other features (casualties, school district).
II. Conditions for Testing A. Weather should be optimized for testing.
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TRAFFIC CALMING AT CHESTNUT STREET
Project DescriptionCurrently there are three construction sites along Chestnut Street - at the intersections of 40th Street, 38th Street, and 34th Street. The construction work takes up one or more traffic lanes, and vehicles or bikes are redirected to other lanes at the intersection area. This project aims to measure the effect these construction sites have on the traffice flow speed, and see whether such "chicane" functions as traffic calming device.
GoalEvaluate the effect of construction sites on traffic flow by testing traffic speed
LocationT h r e e t e s t i n g g r o u p s l o c a t e a t t h e intersections of Chestnut Street with 40th, 38th, and 34th Streets. Two control groups locate at mid block of 48th-49th Streets and 31st-32nd Streets along Chestnut Street. TimePhase 1 testing the traffic speed during construction took place in March and April
2015. Phase 2 testing the traffic speed after construction (when lane blocks are removed) will take place afterward.
MethodologyI. Selection of Testing Location A. Actual Chicane SiteFor the actual chicane site, in order to compare the speed change, tests should be conducted at locations before, during, and after the chicane. In the case of Chestnut Street, the three construction sites are immediately after Chestnut Street’s intersections with 40th Street, 38th Street, and 34th Street, so the “during” spots are all at the intersections where cars are required to switch lanes. Accordingly, the “before” spot should be around mid-block before the “during” spots. The “after” spots, while expected to be enough distance away from the “during” spot, in this case are in between the “during” spots and the next road feature (either a turn-back from the detour [thus “during” spot], or the next intersection.The chicanes at both 40th Street and 38th Street have turn-backs afterward. It is considered another feature that might influence traffic speed, thus is treated the
same as chicanes, and is referred to as “during 2” spot and “after 2” spot in the observation. Thus, for both 40th Street and 38th Street, five locations are selected for speed test: Before – During – After – During 2 – After 2. As for 34th Street, since the construction site took up the bike lane and does not really influence automobiles, there is no turn-back, and three locations are selected for testing: Before – During – After.
B.Control Group LocationIn order to compare the speed change around the chicanes with the overall speed profile for Chestnut Street, control groups are helpful. The first location for control group is at mid-block between 48th Street and 49th Street, and the second one is at mid-block between 31st Street and 32nd Street. In general, control groups should be similar to the actual chicane site in terms of street features (lanes, road slope), speed limits, and other features (casualties, school district).
II. Conditions for Testing A. Weather should be optimized for testing.
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B.Testing time should be during average weekday off-peak hours (10 am to 3 pm).
III. Preparation before Testing A. ExperimentPreliminary choice of testing locations should be checked and experimented on site before the actual testing in order to eliminate any safety issue, blockers of testing (such as parking cars), or other unforeseeable issues.
B. ToolsSpeed gun (or other testing equipment), camera, log sheet, pen, (aerial) map of the testing sites, watch
IV. Steps for Testing• Upon arrival at each testing spot, log
down the date, weather, location, begin and end time of testing, and other special conditions (such as temporal closure of a lane). Take photos of the standing point (elevation view of the building across street or other features recognizable from aerial map) and rough testing angle for future reference.
• Hold the speed gun so that it is at
30°-angle with the tested street and parallel to the ground. Hold the speed gun the same way for every testing.
• Since the purpose is to understand traffic speed profile rather than setting up speed limit for the road, there is no need to test cars at only free-floating operation1 . Also, it is decided that trucks and buses are treated equally as private cars.
• A minimum sample size of 100 vehicles should be collected for each testing spot.
• In order to randomly select samples and accommodate traffic light changes, speed test can be conducted for every five cars. Since the traffic flow goes very fast, it is helpful to treat each green light interval as a group, remember the test results for the group first, and log them down during the red light intervals.
V. Data Process A. GraphsSpeed distribution diagram, line chart of all data
1 “Free floating” vehicles: vehicles in which drivers are choosing their own speed.
B. Statistical Analysis (using “data analysis” function in Excel)
• To understand the data itself: Mean, median, mode, range, maximum, minimum, 85th percentile
• To understand how well the data is: standard deviation, p-value
References for Methodology
Chapter 2: Road traffic data collection m e t h o d s : a n o v e r v i e w, i n R o a d Traffic Data: Collection Methods and Applications
Speed StudiesS e c t i o n 2 : D e t e r m i n i n g t h e 8 5 t h
Percentile Speed, in Procedures for Establishing Speed Zones
Pennsylvania’s Traffic Calming HandbookDCRCG Traffic Calming Resource GuideAppendix A: Speed and Volume Data
Before and After Traffic Calming, in Institute of Traffic Engineers - Traffic Calming: State of the Practice
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B.Testing time should be during average weekday off-peak hours (10 am to 3 pm).
III. Preparation before Testing A. ExperimentPreliminary choice of testing locations should be checked and experimented on site before the actual testing in order to eliminate any safety issue, blockers of testing (such as parking cars), or other unforeseeable issues.
B. ToolsSpeed gun (or other testing equipment), camera, log sheet, pen, (aerial) map of the testing sites, watch
IV. Steps for Testing• Upon arrival at each testing spot, log
down the date, weather, location, begin and end time of testing, and other special conditions (such as temporal closure of a lane). Take photos of the standing point (elevation view of the building across street or other features recognizable from aerial map) and rough testing angle for future reference.
• Hold the speed gun so that it is at
30°-angle with the tested street and parallel to the ground. Hold the speed gun the same way for every testing.
• Since the purpose is to understand traffic speed profile rather than setting up speed limit for the road, there is no need to test cars at only free-floating operation1 . Also, it is decided that trucks and buses are treated equally as private cars.
• A minimum sample size of 100 vehicles should be collected for each testing spot.
• In order to randomly select samples and accommodate traffic light changes, speed test can be conducted for every five cars. Since the traffic flow goes very fast, it is helpful to treat each green light interval as a group, remember the test results for the group first, and log them down during the red light intervals.
V. Data Process A. GraphsSpeed distribution diagram, line chart of all data
1 “Free floating” vehicles: vehicles in which drivers are choosing their own speed.
B. Statistical Analysis (using “data analysis” function in Excel)
• To understand the data itself: Mean, median, mode, range, maximum, minimum, 85th percentile
• To understand how well the data is: standard deviation, p-value
References for Methodology
Chapter 2: Road traffic data collection m e t h o d s : a n o v e r v i e w, i n R o a d Traffic Data: Collection Methods and Applications
Speed StudiesS e c t i o n 2 : D e t e r m i n i n g t h e 8 5 t h
Percentile Speed, in Procedures for Establishing Speed Zones
Pennsylvania’s Traffic Calming HandbookDCRCG Traffic Calming Resource GuideAppendix A: Speed and Volume Data
Before and After Traffic Calming, in Institute of Traffic Engineers - Traffic Calming: State of the Practice
Control: 48th-49th Street04/06/2015
Current Lane: Parking | Vehicle | Vehicle| Vehicle | Parking
Control: 31st-32nd Street04/06/2015
Current Lane: Parking | Vehicle | Vehicle| Vehicle | Bike
Control: 48th-49th Street04/06/2015
Current Lane: Parking | Vehicle | Vehicle| Vehicle | Parking
Control: 31st-32nd Street04/06/2015
Current Lane: Parking | Vehicle | Vehicle| Vehicle | Bike
40th Street03/23/2015
Current Lane: X | X | Vehicle | Vehicle | Vehicle
Before During After During 2 After 2
40th Street03/23/2015
Current Lane: X | X | Vehicle | Vehicle | Vehicle
Before During After During 2 After 2
38th Street04/24/2015
Current Lane: X | Vehicle | Vehicle | Vehicle
Before During After During 2 After 2
38th Street04/24/2015
Current Lane: X | Vehicle | Vehicle | Vehicle
Before During After During 2 After 2
34th Street04/23/2015
Current Lane: Parking | Vehicle | Vehicle | Vehicle | X
Before During After
34th Street04/23/2015
Current Lane: Parking | Vehicle | Vehicle | Vehicle | X
Before During After
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AnalysisWhile the assumption was that construction sites will have similar effect in reducing traffic flow speed as traffic chicane, in fact according to the 50th percentile (median) and 85th percentile (which is usually used to set up speed limit) data for each testing spot, one those on the construction site of 40th Street show a significant reduce in speed. It is reasonable for the site on 34th Street because construction only takes up the bike lane and does not cause change on vehicle lane, but is out of expectation as for the site on 38th Street, especially given that the original "parking | vehicle | vehicle|
vehicle | parking" arrangement has been merged and changed into four lanes, the northest one being for construction and the rest for vehicle.
Yet, on top of the findings, I noticed that since Chestnut Street is divided into small sections by intersections, traffic signal is more influential to traffic speed than road blocked for construction. Especially near 34th Street, the red light period (40 seconds) for vehicles on Chestnut Street is longer than those neaer the previous two construction sites (around 30 seconds). It might be the reason why cars slow down
(to line up for red light), thus lowering the traffic speed.
Bearing this uncontrollable factor in mind, it is possible to come up with any argument or recommendation only after the second phase of the test, which is going to happen after the completion of these constructions.
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AnalysisWhile the assumption was that construction sites will have similar effect in reducing traffic flow speed as traffic chicane, in fact according to the 50th percentile (median) and 85th percentile (which is usually used to set up speed limit) data for each testing spot, one those on the construction site of 40th Street show a significant reduce in speed. It is reasonable for the site on 34th Street because construction only takes up the bike lane and does not cause change on vehicle lane, but is out of expectation as for the site on 38th Street, especially given that the original "parking | vehicle | vehicle|
vehicle | parking" arrangement has been merged and changed into four lanes, the northest one being for construction and the rest for vehicle.
Yet, on top of the findings, I noticed that since Chestnut Street is divided into small sections by intersections, traffic signal is more influential to traffic speed than road blocked for construction. Especially near 34th Street, the red light period (40 seconds) for vehicles on Chestnut Street is longer than those neaer the previous two construction sites (around 30 seconds). It might be the reason why cars slow down
(to line up for red light), thus lowering the traffic speed.
Bearing this uncontrollable factor in mind, it is possible to come up with any argument or recommendation only after the second phase of the test, which is going to happen after the completion of these constructions.
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OBSERVATION OF CYCLING EXPERIENCE
Project DescriptionI t is obser ved at the intersec t ion of Baltimore Ave-Woodland Walk-University Ave that cyclists, when heading to the east part of university city district, tend to choose Woodland Walk as their route, and often these result in unexpected behaviors such as riding at the opposite bike lane, riding on sidewalk, riding against traffic, following undesignated paths, and riding the Woodland Walk section that forbids bike using during 8:30-5-30 period. Thus this project aims to quantify such behaviors to facilitate further, more formal observational research and recommendations.
GoalQuantitatively evaluate cyclists' choices of route and any faulty behaviors.
LocationAt the intersection of Baltimore Ave-Woodland Walk-University Ave Time04/24/2015
MethodologyI. Selection of Counting Location A. Actual Counting Site (Orange Circle)Before the actual count, the counting location was examined to make sure that bikes from every direction could be observed, and that reasonable categories were set up to log the cyclists' behaviors.
B. A Distributary Location (Pink Circle)When cyclists ride from west Baltimore Ave heading to east, instead of taking the
shortcut directly to Woodland Walk, they should either ride through the small island at the intersection (inside the orange circle) towards Woodland Walk, or ride onto S University Ave and turn north. One concern before the testing was that when the observer stands near the triangular area, not all the cyclists s/he sees will head north on S University Ave – they may as well turn into VA Medical Center or head south. Thus a preparatory observation was conducted before the actual count, the result of which revealed that the number
Baltimore Ave
Woodland Walk
S U
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rsity
Ave
VA Medical Center Drivew
ay
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OBSERVATION OF CYCLING EXPERIENCE
Project DescriptionI t is obser ved at the intersec t ion of Baltimore Ave-Woodland Walk-University Ave that cyclists, when heading to the east part of university city district, tend to choose Woodland Walk as their route, and often these result in unexpected behaviors such as riding at the opposite bike lane, riding on sidewalk, riding against traffic, following undesignated paths, and riding the Woodland Walk section that forbids bike using during 8:30-5-30 period. Thus this project aims to quantify such behaviors to facilitate further, more formal observational research and recommendations.
GoalQuantitatively evaluate cyclists' choices of route and any faulty behaviors.
LocationAt the intersection of Baltimore Ave-Woodland Walk-University Ave Time04/24/2015
MethodologyI. Selection of Counting Location A. Actual Counting Site (Orange Circle)Before the actual count, the counting location was examined to make sure that bikes from every direction could be observed, and that reasonable categories were set up to log the cyclists' behaviors.
B. A Distributary Location (Pink Circle)When cyclists ride from west Baltimore Ave heading to east, instead of taking the
shortcut directly to Woodland Walk, they should either ride through the small island at the intersection (inside the orange circle) towards Woodland Walk, or ride onto S University Ave and turn north. One concern before the testing was that when the observer stands near the triangular area, not all the cyclists s/he sees will head north on S University Ave – they may as well turn into VA Medical Center or head south. Thus a preparatory observation was conducted before the actual count, the result of which revealed that the number
Baltimore Ave
Woodland Walk
S U
nive
rsity
Ave
VA Medical Center Drivew
ay
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of people turning south is 2 times that of people turning north. The influence of this distributary should be taken into account when analyzing the observation result.
II. Conditions for Counting A. Weather should be optimized for testing.
B.Testing time should be during average weekday peak hours, when conflicts are most likely to happen. Since bike riding is banned along the examined section of Woodland Walk during 8:30AM to 5:30PM, the observation time is set to be 8:00-10:00AM and 4:00-6:00PM on the same day. Data is collected in 10-minte intervals, and 24 groups of data should be collected by the end of the day.
III. Preparation before Counting A. CategoriesFour major directions of interest were set up as marked on the map from A to D. On the log sheet, “AB” stands for cyclists riding from A to B, which in total creates 8 categories – AD & DA, AC & CA, BD & DB, BC& CB. E is primarily a source of traffic in the morning and destination in the afternoon. In the morning cyclists coming from E always head to C, and special cases is recorded; in the evening cyclists from various sources ride to E, and the sources are recorded along with number. Other behaviors outside of the above stated categories, such as bikes coming from and going into VA Medical Center Driveway (in between AD), or occasionally from B to A, are very rare cases and are recorded as special notes.
Within the 8 categories, more refined sub-categories are set up for some. For AD, some cyclists ride along the bike lane, while others, probably turning north, switch to the middle vehicle lane on Baltimore Avenue, thus AD is subdivided into two categories. For BC there are four scenarios:
the correct one which is to ride through the island, those who ride along the correct lane but go directly to Woodland Walk, those who convert to the bike lane for opposite direction then heading to Woodland Walk, and those who ride on the sidewalk before leading to Woodland Walk. For CB, there are atwo scenarios: those ride on the bike lane and those on the sidewalk. Thus, in total there are 14 categories on the log sheet: AD south, AD north, DA, AC, CA, BD, DB, CB bike lane, CB sidewalk, BC island, BC correct lane, BC wrong lane, BC sidewalk, E. Any further exceptional cases are recorded as notes.
B. ToolsCounter (if necessary), camera, log sheet, pen, watch
IV. Steps for Counting• Upon arrival at the count spot, log
down the date, weather, time, and other special conditions (such as temporal closure of a lane). Take photos of the standing point for future reference. It is advisable to set up alarm clocks for each 10-minute counting period.
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of people turning south is 2 times that of people turning north. The influence of this distributary should be taken into account when analyzing the observation result.
II. Conditions for Counting A. Weather should be optimized for testing.
B.Testing time should be during average weekday peak hours, when conflicts are most likely to happen. Since bike riding is banned along the examined section of Woodland Walk during 8:30AM to 5:30PM, the observation time is set to be 8:00-10:00AM and 4:00-6:00PM on the same day. Data is collected in 10-minte intervals, and 24 groups of data should be collected by the end of the day.
III. Preparation before Counting A. CategoriesFour major directions of interest were set up as marked on the map from A to D. On the log sheet, “AB” stands for cyclists riding from A to B, which in total creates 8 categories – AD & DA, AC & CA, BD & DB, BC& CB. E is primarily a source of traffic in the morning and destination in the afternoon. In the morning cyclists coming from E always head to C, and special cases is recorded; in the evening cyclists from various sources ride to E, and the sources are recorded along with number. Other behaviors outside of the above stated categories, such as bikes coming from and going into VA Medical Center Driveway (in between AD), or occasionally from B to A, are very rare cases and are recorded as special notes.
Within the 8 categories, more refined sub-categories are set up for some. For AD, some cyclists ride along the bike lane, while others, probably turning north, switch to the middle vehicle lane on Baltimore Avenue, thus AD is subdivided into two categories. For BC there are four scenarios:
the correct one which is to ride through the island, those who ride along the correct lane but go directly to Woodland Walk, those who convert to the bike lane for opposite direction then heading to Woodland Walk, and those who ride on the sidewalk before leading to Woodland Walk. For CB, there are atwo scenarios: those ride on the bike lane and those on the sidewalk. Thus, in total there are 14 categories on the log sheet: AD south, AD north, DA, AC, CA, BD, DB, CB bike lane, CB sidewalk, BC island, BC correct lane, BC wrong lane, BC sidewalk, E. Any further exceptional cases are recorded as notes.
B. ToolsCounter (if necessary), camera, log sheet, pen, watch
IV. Steps for Counting• Upon arrival at the count spot, log
down the date, weather, time, and other special conditions (such as temporal closure of a lane). Take photos of the standing point for future reference. It is advisable to set up alarm clocks for each 10-minute counting period.
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• Start counting at the beginning of each 10-minute period. Mostly the number of cyclists is not very large and making tally is a favorable way to record data.
• Pay attention to special cases that are outside the categories and take legible notes for them. Also take notes if people are walking their bikes instead of riding them.
V. Data Process A. GraphsHistograms for categories, histograms for time B.VisualizationSince the sample is relatively small for one-day counting, it is not very helpful to analyze the data using statistical methods. Also, because there are too many categories and situations, the histograms while accurate is not particularly straightforward. Thus, it is helpful to visualize the data directly on the map, transforming the categories into the traff ic directions (arrows), and use line weight to represent the data value. Note that to keep the map readable, some categories could be combined based on specific needs.
View from the counting location
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• Start counting at the beginning of each 10-minute period. Mostly the number of cyclists is not very large and making tally is a favorable way to record data.
• Pay attention to special cases that are outside the categories and take legible notes for them. Also take notes if people are walking their bikes instead of riding them.
V. Data Process A. GraphsHistograms for categories, histograms for time B.VisualizationSince the sample is relatively small for one-day counting, it is not very helpful to analyze the data using statistical methods. Also, because there are too many categories and situations, the histograms while accurate is not particularly straightforward. Thus, it is helpful to visualize the data directly on the map, transforming the categories into the traff ic directions (arrows), and use line weight to represent the data value. Note that to keep the map readable, some categories could be combined based on specific needs.
View from the counting location
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C
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ECycling Flow at morning rush hours (8:00 - 10:00)
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ECycling Flow at morning rush hours (8:00 - 10:00)
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ECycling Flow at afternoon rush hours (4:00 - 6:00)
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ECycling Flow at afternoon rush hours (4:00 - 6:00)
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AnalysisThe observation took place on April 24, 2015. During the morning period, 209 cyclists in total were observed, and the number is 170 for afternoon period.
From the Cycling Flow graphs it is clear that the commute along west Baltimore Ave (B) and east Woodland Walk (C) is the most significant. Since we were most concerned with the situation for C, we calculated that in the morning, 147 cyclists, or 70.3%, chose C as destination, while 7, or 3.3%, ride from C. In the afternoon, 22 cyclists, or 12.9%, chose C as destination, and 82 of them, or, 48.2%, ride from C. In all Woodland Walk has a very large share of cyclist uses, especially during morning hours.
Since it is inconsistant to reflect sub categories in the above three graphs alongside with main categories, the sub categories were combined together. However some numbers are noticable. There are four sub categories for BC, and in the morning, only 13 of the 86 cyclists chose the right path (which is to ride through the island), being 15.1%. In the evening only 1
out of the 22 took this right path and had a share of 4.5%. The majority (59.3% in the morning and 50% in the afternoon), when riding from B to C, chose to convert to the bike lane of opposite direction first, and then go directly on to Woodland Walk.
Since this path is indeed the shortest and most convenient, and probably the
one that generates least encounters with vehicle traffic, it is beneficial to redesign the intersection and legitimize this path. Possible solutions are to add traffic signal and give bikes and cars alternated road right, to redesign the bike lane on the north side into two-way bike lanes, or to redirect traffic f low to minimize the conflicts between bikes and cars.
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AnalysisThe observation took place on April 24, 2015. During the morning period, 209 cyclists in total were observed, and the number is 170 for afternoon period.
From the Cycling Flow graphs it is clear that the commute along west Baltimore Ave (B) and east Woodland Walk (C) is the most significant. Since we were most concerned with the situation for C, we calculated that in the morning, 147 cyclists, or 70.3%, chose C as destination, while 7, or 3.3%, ride from C. In the afternoon, 22 cyclists, or 12.9%, chose C as destination, and 82 of them, or, 48.2%, ride from C. In all Woodland Walk has a very large share of cyclist uses, especially during morning hours.
Since it is inconsistant to reflect sub categories in the above three graphs alongside with main categories, the sub categories were combined together. However some numbers are noticable. There are four sub categories for BC, and in the morning, only 13 of the 86 cyclists chose the right path (which is to ride through the island), being 15.1%. In the evening only 1
out of the 22 took this right path and had a share of 4.5%. The majority (59.3% in the morning and 50% in the afternoon), when riding from B to C, chose to convert to the bike lane of opposite direction first, and then go directly on to Woodland Walk.
Since this path is indeed the shortest and most convenient, and probably the
one that generates least encounters with vehicle traffic, it is beneficial to redesign the intersection and legitimize this path. Possible solutions are to add traffic signal and give bikes and cars alternated road right, to redesign the bike lane on the north side into two-way bike lanes, or to redirect traffic f low to minimize the conflicts between bikes and cars.
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In addition, the section of Woodland Walk, C, also has a restriction that bans cycling during 8:30AM-5:30PM. Yet from observation it seems that the rule was not followed well. In the above two graphs, the yellow columns are permitted time of use, while blue represents the restricted time periods. On the day of observation, the peak of cyclist number occured during
8:50AM-9:00AM in the morning, which corresponds with the need to rush to work and classes before 9:00AM. In the afternoon, the peaks appeared during 5:20PM-5:30PM, 5:40PM-5:40PM, and 5:50PM-6:00PM. While a one-day observation might not be very representative, there is a clear trend of intensive cycling activities between 8:30AM-9:20AM and 5:10PM-6:00PM along
Woodland Walk. That is to say the intensive usage time overlaps with restriction period, and the rule does not effectively restrict the cyclists' behavior.
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In addition, the section of Woodland Walk, C, also has a restriction that bans cycling during 8:30AM-5:30PM. Yet from observation it seems that the rule was not followed well. In the above two graphs, the yellow columns are permitted time of use, while blue represents the restricted time periods. On the day of observation, the peak of cyclist number occured during
8:50AM-9:00AM in the morning, which corresponds with the need to rush to work and classes before 9:00AM. In the afternoon, the peaks appeared during 5:20PM-5:30PM, 5:40PM-5:40PM, and 5:50PM-6:00PM. While a one-day observation might not be very representative, there is a clear trend of intensive cycling activities between 8:30AM-9:20AM and 5:10PM-6:00PM along
Woodland Walk. That is to say the intensive usage time overlaps with restriction period, and the rule does not effectively restrict the cyclists' behavior.
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CHESTNUT SQUARE JAYWALKINGBelow is a copy of the memo my supervisor Mr. Daniel Wolf wrote to Ms. Prema Gupta, the Director of Planning and Economic Development in UCD. I have involved in the preliminary experiement and part of the data collection process, and hope to include this final product here for personal future reference.
Memo To: Prema Gupta
From: Daniel Wolf
Date: 3/17/15
Re: Chestnut Square Jaywalking
I wanted to share the results from yesterday’s study on pedestrians and vehicles around Chestnut Square. With the significant caveat that these counts were done during the probable peak of pedestrian activity, I believe the data presented here makes a compelling case for the need for a safer midblock crossing between 32nd and 33rd Streets.
Methodology
Between 11:50 AM and 1:00 PM on Monday, March 16th 2015, Seth, Nate, Xue, and I collected data on pedestrians and vehicles in 10 minute intervals. We measured how many vehicles passed through Chestnut Street (by counting how many vehicles went through the crosswalk on the western side of 32nd Street). We also counted pedestrians crossing Chestnut Street at the following five locations: at 33rd Street; between 33rd and 32nd Streets; at 32nd Street; between 32nd and 31st Streets; and at 31st Street.1 Note: pedestrians were counted in all categories whether or not they had the walk signal.
1 Pedestrians were categorized as crossing at an intersection (rather than between intersections) if they were less than one crosswalk width away from a north-south crosswalk at any point while crossing Chestnut Street, or if they were between an intersection’s two north-south crosswalks.
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CHESTNUT SQUARE JAYWALKINGBelow is a copy of the memo my supervisor Mr. Daniel Wolf wrote to Ms. Prema Gupta, the Director of Planning and Economic Development in UCD. I have involved in the preliminary experiement and part of the data collection process, and hope to include this final product here for personal future reference.
Memo To: Prema Gupta
From: Daniel Wolf
Date: 3/17/15
Re: Chestnut Square Jaywalking
I wanted to share the results from yesterday’s study on pedestrians and vehicles around Chestnut Square. With the significant caveat that these counts were done during the probable peak of pedestrian activity, I believe the data presented here makes a compelling case for the need for a safer midblock crossing between 32nd and 33rd Streets.
Methodology
Between 11:50 AM and 1:00 PM on Monday, March 16th 2015, Seth, Nate, Xue, and I collected data on pedestrians and vehicles in 10 minute intervals. We measured how many vehicles passed through Chestnut Street (by counting how many vehicles went through the crosswalk on the western side of 32nd Street). We also counted pedestrians crossing Chestnut Street at the following five locations: at 33rd Street; between 33rd and 32nd Streets; at 32nd Street; between 32nd and 31st Streets; and at 31st Street.1 Note: pedestrians were counted in all categories whether or not they had the walk signal.
1 Pedestrians were categorized as crossing at an intersection (rather than between intersections) if they were less than one crosswalk width away from a north-south crosswalk at any point while crossing Chestnut Street, or if they were between an intersection’s two north-south crosswalks.
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Findings
1. The section of Chestnut Street in front of Chestnut Square (between 33rd and 32nd Streets) functions like a high volume
crosswalk (see Figure 1).
974 people crossed Chestnut Street here for the 70 minutes measured (or about 800 in an hour). This location had the second highest pedestrian crossings – comparable to both 33rd Street which had the highest volume of crossings (with 1170 total pedestrians) and 32nd Street which had the third highest (with 884).
Almost ten times as many pedestrians crossed at this location (974) as at 31st Street (99).
Crossing mid-block does not occur in high volumes everywhere: only 58 people were counted crossing between 32nd and 31st Streets, which is just a small fraction of the number of people crossing between 33rd and 32nd Streets.
0200400600800
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Crossing at33rd
Crossingbetween33rd and
32nd
Crossing at32nd
Crossingbetween32nd and
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Crossing at31st
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Figure 1: Pedestrians Crossing Chestnut Street at 5 Locations
(Total from 11:50 AM - 1:00 PM)
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Findings
1. The section of Chestnut Street in front of Chestnut Square (between 33rd and 32nd Streets) functions like a high volume
crosswalk (see Figure 1).
974 people crossed Chestnut Street here for the 70 minutes measured (or about 800 in an hour). This location had the second highest pedestrian crossings – comparable to both 33rd Street which had the highest volume of crossings (with 1170 total pedestrians) and 32nd Street which had the third highest (with 884).
Almost ten times as many pedestrians crossed at this location (974) as at 31st Street (99).
Crossing mid-block does not occur in high volumes everywhere: only 58 people were counted crossing between 32nd and 31st Streets, which is just a small fraction of the number of people crossing between 33rd and 32nd Streets.
0200400600800
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Crossing at33rd
Crossingbetween33rd and
32nd
Crossing at32nd
Crossingbetween32nd and
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Crossing at31st
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Figure 1: Pedestrians Crossing Chestnut Street at 5 Locations
(Total from 11:50 AM - 1:00 PM)
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2. Sometimes, crossing mid-block between 33rd and 32nd Streets was the most popular choice (see Figure 2).
During the last ten minutes before 12:00 PM and 1:00 PM, more people were crossing at this location than at any of the other surveyed locations.
These two intervals were also when total pedestrian volumes peaked. A possible explanation for this pattern is that many Drexel students, faculty, and staff are scurrying to or from lunch, classes, or meetings during the last ten minutes of the hour. And perhaps when more people are crossing Chestnut Street overall, a critical mass of people makes it appear more socially acceptable to cross mid-block, prompting even more people to cross mid-block. This sort of social rhythm may have been partially spurred by the temporary mid-block crosswalk that used to exist here when Chestnut Square was under construction.
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Pedestrians Crossing Chestnut Street at 5 Locations(Over Time, from 11:50 AM - 1:00 PM)
Crossing at 33rd
Crossing between 33rdand 32nd
Crossing at 32nd
Crossing between 32ndand 31st
Crossing at 31st
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2. Sometimes, crossing mid-block between 33rd and 32nd Streets was the most popular choice (see Figure 2).
During the last ten minutes before 12:00 PM and 1:00 PM, more people were crossing at this location than at any of the other surveyed locations.
These two intervals were also when total pedestrian volumes peaked. A possible explanation for this pattern is that many Drexel students, faculty, and staff are scurrying to or from lunch, classes, or meetings during the last ten minutes of the hour. And perhaps when more people are crossing Chestnut Street overall, a critical mass of people makes it appear more socially acceptable to cross mid-block, prompting even more people to cross mid-block. This sort of social rhythm may have been partially spurred by the temporary mid-block crosswalk that used to exist here when Chestnut Square was under construction.
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Pedestrians Crossing Chestnut Street at 5 Locations(Over Time, from 11:50 AM - 1:00 PM)
Crossing at 33rd
Crossing between 33rdand 32nd
Crossing at 32nd
Crossing between 32ndand 31st
Crossing at 31st
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3. Throughout the whole study period, one block saw more pedestrians crossing Chestnut Street than vehicles passing
through (see Figure 3).
At the three highest volume pedestrian crossing locations during the study period (at 33rd and 32nd Streets and the area in between), three times as many pedestrians crossed Chestnut Street as vehicles passing through.
While pedestrian volume across these three locations fluctuated, the volume of vehicles passing through remained relatively constant.
4. Lots of people crossed at dangerous times
About a third (343) of the pedestrians crossing between 33rd and 32nd Streets did so while the cars on Chestnut Street had a green or yellow light at 33rd Street.
0100200300400500600
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Figure 3: Pedestrians Crossing at 3 High Volume Crossing Locations
vs. Vehicles Passing Through(Over Time, from 11:50 AM - 1:00 PM)
Pedestrians crossing at33rd, 32nd, or inbetween
Vehicles passingthrough ChestnutStreet
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3. Throughout the whole study period, one block saw more pedestrians crossing Chestnut Street than vehicles passing
through (see Figure 3).
At the three highest volume pedestrian crossing locations during the study period (at 33rd and 32nd Streets and the area in between), three times as many pedestrians crossed Chestnut Street as vehicles passing through.
While pedestrian volume across these three locations fluctuated, the volume of vehicles passing through remained relatively constant.
4. Lots of people crossed at dangerous times
About a third (343) of the pedestrians crossing between 33rd and 32nd Streets did so while the cars on Chestnut Street had a green or yellow light at 33rd Street.
0100200300400500600
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Figure 3: Pedestrians Crossing at 3 High Volume Crossing Locations
vs. Vehicles Passing Through(Over Time, from 11:50 AM - 1:00 PM)
Pedestrians crossing at33rd, 32nd, or inbetween
Vehicles passingthrough ChestnutStreet
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+Highline Park Borough Market, London – Adapt Railroad
+Highline Park Westblaak Skatepark, the Netherlands - Park with Theme
• Accessibility/connection guarantees usage
• Cultural background
+Highline Park Park J B Lebas, France
• Transform historic boulevard into urban park (accessible)
• Iconic perimeter fencing• Interesting inside-outside
relationship
+Stationary Activity The Roppongis
Hills Project, Tokyo, Japan
Fuzi Pedestrian Zone, Italy
+Pedestrian Friendly Use of pavement
+Use of Urban Corners Guerrilla Gardening, Toronto, Canada
• Planting & maintenance by Toronto’s Park and Recreational Department, volunteers, and local police
CASE STUDY - PUBLIC SPACE
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+Highline Park Borough Market, London – Adapt Railroad
+Highline Park Westblaak Skatepark, the Netherlands - Park with Theme
• Accessibility/connection guarantees usage
• Cultural background
+Highline Park Park J B Lebas, France
• Transform historic boulevard into urban park (accessible)
• Iconic perimeter fencing• Interesting inside-outside
relationship
+Stationary Activity The Roppongis
Hills Project, Tokyo, Japan
Fuzi Pedestrian Zone, Italy
+Pedestrian Friendly Use of pavement
+Use of Urban Corners Guerrilla Gardening, Toronto, Canada
• Planting & maintenance by Toronto’s Park and Recreational Department, volunteers, and local police
CASE STUDY - PUBLIC SPACE
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+JFK Bus Station
Greyhound Stations
+JFK Bus Station BRT in Phoenix, AZ
+JFK Bus Station TransMilenio, Bogota, Colombia MIO, Sandiago de Cali, Colombia
RIT, Curitiba, Brazl
+JFK Bus Station BRT in Guangzhou, China
NextBus
+JFK Bus Station Example of Influential Factors on Waiting Pad Size
CASE STUDY - OUTDOOR INTERCITY BUS STATION
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+JFK Bus Station
Greyhound Stations
+JFK Bus Station BRT in Phoenix, AZ
+JFK Bus Station TransMilenio, Bogota, Colombia MIO, Sandiago de Cali, Colombia
RIT, Curitiba, Brazl
+JFK Bus Station BRT in Guangzhou, China
NextBus
+JFK Bus Station Example of Influential Factors on Waiting Pad Size
CASE STUDY - OUTDOOR INTERCITY BUS STATION
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http://cdn.knightlab.com/libs/storymapjs/latest/embed/?url=https://5f279a6f4aec18ddf7710980e81ab32010d5cfd2.googledrive.com/host/0B2OecLqohDhZTG1UMTF5dVRJTHc/published.json
CASE STUDY - STREET VENDING IN UCD
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http://cdn.knightlab.com/libs/storymapjs/latest/embed/?url=https://5f279a6f4aec18ddf7710980e81ab32010d5cfd2.googledrive.com/host/0B2OecLqohDhZTG1UMTF5dVRJTHc/published.json
CASE STUDY - STREET VENDING IN UCD
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Different from my major focus on urban design and original expectation of more design oriented work, this internship gave me a unique opportunity to develop the preliminary research work essential to further proposal of design implementation. It led me to revise my impression of planning process by adding this important piece into the framework. By observing people’s behaviors and interactions with public space, identifying issues or possible fields for improvement, coming up with assumptions and a theory of change (why a specific implementation will lead to favorable/expected changes), and quantitatively justifying such assumption or provide evidence to revise it, I was able to engage in a critical thinking process that involved heavy on-site work and practical problems. I was very excited about all the projects coming along, and am proud to present some of the more completed ones in this report for further inspiration.
The traffic calming project was the most intensive and difficult one to accomplish, and the result was the most surprising. It was not an easy task to collect a speed
sample of 100 cars for every five cars, and to repeat this process at 15 locations. Due to the limited time I had for the internship, the test spanned for a month. While I was able to make sure that for each construction site, the test was carried out continuously at the 3 or 5 locations it has, in fact it would be optimistic to have one person in charge of one location, and to have these 15 people carrying out the test simultaneously. It is what happened for the Chestnut Square jaywalking project and earlier, for the Public Space Public Life project, and that is why I was the least confident to draw any concrete conclusions from this experiment. Still, as Daniel and I were very cautious about its drawback and careful to reach any conclusion, we both look forward to seeing the comparative test result after the completion of the constructions.
As for the observation of cycling experience and count of jaywalkers at Chestnut Street, they both had relatively solid assumptions and were designed to provide quantitative evidence to propose changes. I think they are perfect examples of using numbers to tell stories, which has been addressed in
various classes as an important planning skill. The two projects presented to me how powerful this tool could be.
Besides the three major projects, I very much enjoyed several other works as well. When mapping the food trucks in UCD area, for the first time I considered this common phenomenon from a planning perspective, and managed to my research in regulations into the conversation. For the case studies of highline park, under-bridge development, and outdoor intercity bus stations, I had the chance to research into some of the best practices in these specific urban design aspects, and by browsing books full of outstanding project examples, use them as triggers to learn about design principles for other urban places as well. Besides, in general to facilitate my research design, I revisited some classical literatures, such as How to Study Public Life, The Social Life of Small Urban Space, and Cities for People. Rather than generating questions and projects from previous academic works, I realized that in real practice, it is more of the reverse process - the question comes first, and it is beneficial to dig into literatures
REFLECTION
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Different from my major focus on urban design and original expectation of more design oriented work, this internship gave me a unique opportunity to develop the preliminary research work essential to further proposal of design implementation. It led me to revise my impression of planning process by adding this important piece into the framework. By observing people’s behaviors and interactions with public space, identifying issues or possible fields for improvement, coming up with assumptions and a theory of change (why a specific implementation will lead to favorable/expected changes), and quantitatively justifying such assumption or provide evidence to revise it, I was able to engage in a critical thinking process that involved heavy on-site work and practical problems. I was very excited about all the projects coming along, and am proud to present some of the more completed ones in this report for further inspiration.
The traffic calming project was the most intensive and difficult one to accomplish, and the result was the most surprising. It was not an easy task to collect a speed
sample of 100 cars for every five cars, and to repeat this process at 15 locations. Due to the limited time I had for the internship, the test spanned for a month. While I was able to make sure that for each construction site, the test was carried out continuously at the 3 or 5 locations it has, in fact it would be optimistic to have one person in charge of one location, and to have these 15 people carrying out the test simultaneously. It is what happened for the Chestnut Square jaywalking project and earlier, for the Public Space Public Life project, and that is why I was the least confident to draw any concrete conclusions from this experiment. Still, as Daniel and I were very cautious about its drawback and careful to reach any conclusion, we both look forward to seeing the comparative test result after the completion of the constructions.
As for the observation of cycling experience and count of jaywalkers at Chestnut Street, they both had relatively solid assumptions and were designed to provide quantitative evidence to propose changes. I think they are perfect examples of using numbers to tell stories, which has been addressed in
various classes as an important planning skill. The two projects presented to me how powerful this tool could be.
Besides the three major projects, I very much enjoyed several other works as well. When mapping the food trucks in UCD area, for the first time I considered this common phenomenon from a planning perspective, and managed to my research in regulations into the conversation. For the case studies of highline park, under-bridge development, and outdoor intercity bus stations, I had the chance to research into some of the best practices in these specific urban design aspects, and by browsing books full of outstanding project examples, use them as triggers to learn about design principles for other urban places as well. Besides, in general to facilitate my research design, I revisited some classical literatures, such as How to Study Public Life, The Social Life of Small Urban Space, and Cities for People. Rather than generating questions and projects from previous academic works, I realized that in real practice, it is more of the reverse process - the question comes first, and it is beneficial to dig into literatures
REFLECTION
TRAFFIC C
ALM
ING
25
CYCLIN
G EXPERIEN
CEJAYW
ALKIN
GC
ASE STU
DIES
REFLECTIO
N
for previous experience or answers. With my supervisor’s help and advice in interesting projects, and my faculty advisor’s according suggestions in readings, I was able to employ my previous skill set and think deeply about how my Bryn Mawr education (which is more academically centered) can serve my long-term development in the field of urban design practice.
Finally, I would like to express my gratitude to Mr. Daniel Wolf, Professor Gary McDonogh, and everyone from the Civic Engagement Office for making such fabulous experience possible. It was huge joy and bless to work with these intelligent and dedicated people, and it is really a rewarding experience for my last semester at Bryn Mawr College. Many thanks to all of you!
TRAFFIC C
ALM
ING
25
CYCLIN
G EXPERIEN
CEJAYW
ALKIN
GC
ASE STU
DIES
REFLECTIO
N
for previous experience or answers. With my supervisor’s help and advice in interesting projects, and my faculty advisor’s according suggestions in readings, I was able to employ my previous skill set and think deeply about how my Bryn Mawr education (which is more academically centered) can serve my long-term development in the field of urban design practice.
Finally, I would like to express my gratitude to Mr. Daniel Wolf, Professor Gary McDonogh, and everyone from the Civic Engagement Office for making such fabulous experience possible. It was huge joy and bless to work with these intelligent and dedicated people, and it is really a rewarding experience for my last semester at Bryn Mawr College. Many thanks to all of you!
* THANK YOU
* THANK YOU
