Kelly Sanford Portfolio

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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


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


▶ 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


◀ 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.


ORIEL WINDOW SECTION3/4” = 1’0”

14 | DETAILS

ROOF PARAPET1.5” = 1’ 0”


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


▶ 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

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22

18 | HABITAT(ION)

DOUGLAS FIR FOREST PRAIRIE DECIDUOUS FOREST


◀ 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

















▼ 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




▼ 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.


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.


▼ 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

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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


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


Cafe

AXEL HEID

bike parking

bike parking

cafe

resident lobby

kayak rental

headquarters

fitness center

car parking


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


▲ 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


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.


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


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


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.


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

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BUILD-TO LINESENTRY POINTSENTRY ZONESALLOWABLE PARKINGMIXED USECOMMERCIALSINGLE FAMILYMULTI FAMILYEDUCATIONALFLEXINDUSTRIALCIVIC


REGIONAL RAIL STATION

CITY CENTER TRANSIT STATION


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.


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.


▲ 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

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Documents

Kelly Sanford Portfolio