3. Photography
Switch GearsTransportation Plan
2011 – Clemson, SC – StudentThesis Project
Hand Graphics and Sketching
Cleveland Complete and Green Streets Plan
2013 – Cleveland, OH – Alta Planning + Design
Bikes Belong Green Lane Project – ADA Design
2013 – National Guidelines – Alta Planning + Design
4. potential improvements applicable to each of
these.These improvements were portrayed
in a series of graphs and 3D models to
help communicate the context in which
certain improvement types are appropriate
and how the applied improvements
could potentially affect the city fabric.
For this project, I had a leading role working
with City stakeholders in developing the
typology methodology, creating 3D models
of the typologies and mapping Cleveland’s
streets based on the new typologies.
For more information, the full document can
be downloaded here: http://bit.ly/1ImtZbu
The Alta Planning + Design Chicago office
worked with the City of Cleveland, OH to
create a set of Cleveland-specific complete
and green street typologies and apply them
to the City’s street network.The typologies
couple traditional roadway functional
classification criteria with contextual cues
such as land-use, stormwater focus areas,
and existing or planned transit and bicycle
routes to create a guide to assist the City
in creating a safer street network that is
inviting to users of all transportation modes.
After working closely with stakeholders
to determine prototypical existing street
typologies, the team developed a toolkit of
Cleveland Complete and Green Streets Plan
2013 – Cleveland, OH – Alta Planning + Design
The map to the right shows an overview of the
typologies developed for the plan applied to the
existing transportation network. Candidate green
infrastructure areas are focus zones for addressing
Combined Sewer Overflow non-attainment adapted
from a separate NEORSD study.
COMPLETE AND GREEN STREETS TYPOLOGIES OVERVIEW
5. To gain local insight and ensure the recommendations were
reflective of local conditions, the project team engaged a key
stakeholder group in the development of typologies.The team
researched what components and considerations were most
common among complete street plans in peer cities (right).
We then presented this information to the stakeholder group
and conducted an exercise to get a local perspective on what
typologies were considered important and what features these
should or shouldn’t include.
6. The final typologies overview classifies streets based on a two tier system.
Tier One classifies streets by their curb to curb width (with the exception
of the Transit Overlay, Bikeway Overlay and Alleyways/Access streets).The
overlay categories are intended to be applied to different classifications
as an overlay.
Tier Two classifies roadways based on land-use context, function and
connectivity.The final list of typologies can be seen in the graphic on the
opposite page. Each typology shows the current proposed primary and
secondary users of the roadway and how proposed improvement types
(shown in the tables below and in the example cutsheet on the following
page) would affect current user priority.
8. Alta is currently working with the Bikes
Belong Green Lanes Project and the Federal
HighwayAdministration (FHWA) to develop
a set of guidelines that address ADA issues
surrounding transit stops and handicapped
parking at cycle tracks. I have been involved
in the development of this guidance and
have produced three-dimensional graphic
cutsheets to communicate these concepts.
The graphics on the following pages are
excerpts from these draft guidelines.
The recent and rapid surge in the
development of urban bikeway facilities has
resulted in a need for standardized design
guidance. Guides such as the National
Association of City Transportation Officials
(NACTO) Urban Bikeway Design Guide
have been important tools for designers
working to implement safer and more
comfortable bikeway facilities such as cycle
tracks. However, many cities have been
requesting more detailed guidance on how
to ensure ADA accessibility along innovative
bikeway designs.
Bikes Belong Green Lane Project – ADA Design
2013 – National Guidelines – Alta Planning + Design
The image to the right depicts the developed
guidelines applied to an end-block transit stop.
Segregating transportation modes as much as
possible and providing cues that call attention to
potential conflict zones are two main objectives of
the recommended treatments.
END OF BLOCKTRANSIT STOP WITH CYCLETRACK
9. 5
Add railings to ensure
crossing occurs at
designated locations
01
06
07
05
02
0403
5’ minimum width of transit platform.
4’ minimum clearance in front of
transit shelter (excludes top of curb
and preferably tactile warning)
Include 24” detectable
warning for high-level,
or BRT height, platforms
5’x8’ minimum width
bus boarding area
6’ minimum width high
visibility raised crossing
(8’ recommeded)
ADA compliant ramp at rear
of transit platform
Pedestrian refuge with
mountable nose optional
Optional transit shelter,
must have wheelchair
accessible space
5’ min
1:12
slope
8’min
End-block Bus Stop
Adjacent to Cycletrack
End-block Transit Stop
bird’s eye view
Design Discussion
This page presents a design for an far-
side intersection transit stop adjacent
to a cycletrack. The raised platform
design option shown above provides
the following advantages: it prevents
bicyclists and bus loading conflicts
and it slows bicyclists where crossing
conflict areas exist. The ramp in the
cycletrack is preferred since it allows
for better access and flow for the
transit stop. An at-grade crossing is an
option, but it requires curb ramps on
both the sidewalk and platform, which
may impose challenges. Additionally,
the raised crossing conveys clearly
that pedestrians have the right-of-way
in the cycle track. Where feasible, the
transit stop should be designed wide
enough to accommodate a transit
shelter and pedestrian circulation.
Available space and vehicle turning
needs within the existing right-of-
way may present localized design
challenges; regardless, the concepts
presented here should be included if
possible. Designs shown here comply
with PROWAG and ADA guidance.
Bus Stop Details
01 Include railings behind the
platform to prevent pedestrian
crossing in undesired areas.
02 6’ minimum width raised
pedestrian crossing (8’ recommended)
with high-visibility crosswalk markings.
Supplemental signage may be used.
03 Include transit shelters and other
transit appurtenances as feasible.
04 Include a wheelchair ramp with
detectable warning at the end of
the platform that unloads into the
crosswalk or pedestrian refuge.
05 The bus boarding and alighting
area should be 5’x8’ minimum.
06 Transit stop should maintain a
5’ minimum clear travel path and 4’
minimum in front of the transit shelter
(measured to the back of curb).
07 Include 24” detectable warning for
high-level (above 6”) platforms.
6
12
37Spaces
1
2
1 2
1
2
16 Spaces
The block above has a total of 68 parking
spaces which would require three accessible
spaces around the perimeter of the block. The
preference is to place accessible spaces at the
beginning of the block so that vehicles with
rear wheelchair loading devices can easily
unload.
A priority for accessibility is that the spaces
be located where the street is most level
and closest to obvious destinations, like the
accessible entrance to a building. If feasible
and logical from an accessibility standpoint,
accessible spaces should be located on the
sides of the street block without advanced
bikeways. If this is not possible, locate
accessible spaces on the streets with the
advanced bikeways and follow the applicable
parking space design guidance presented in
this document.
Above: It is also important to consider the
placement of accessible spaces in relation to
those on other blocks. These spaces should
be located following guidance presented
herein and in a manner that provides an even
distribution of accessible spaces throughout the
street network.
PROWAG Requires that accessible parking be
provided at the following levels where marked
and/or metered parking is provided:
1 to 25 spaces 1 accessible space
26 to 50 spaces 2 accessible spaces
51 to 75 spaces 3 accessible spaces
76 to 100 spaces 4 accessible spaces
101 to 150 spaces 5 accessible spaces
151 to 200 spaces 6 accessible spaces
201+ spaces 4% of total number
oop”)
Street with Cycletrack
Handicapped Space
Placement Priority
City Block
(size based on the Chicago“L
1 Parallel Parking Spaces
Crosswalk
Two-way Street
1
1
2
2
16 Spaces
18Spaces
Discussion on Accessible
Parking Space Placement
The block above has a total of 106 parking
spaces which would require five accessible
spaces around the perimeter of the block.
The initial preference would be to place the
accessible spaces at the beginning of the block
so that vehicles with rear wheelchair loading
devices can easily unload. If this is not feasible
or logical (such as in the case of a transit stop
at the end or if a mid-block crossing is present),
accessible spaces can be located mid-block.
The cutsheet below provides guidance on pedestrian
accessibility and cycle track design at transit stops.
The guidance on the opposite page explains how
to apply The United States Access Board Proposed
Guidelines for Pedestrian Facilities in the Public
Right-of-Way (PROWAG) minimum accessible
parking requirements to streets with cycle tracks in
an urban context.
10. 3
Minimum 5’ loading
lane width. No flex-post
bollards in access aisle
20’ minimum recommended length
of accessible parking space
03
06
04
Minimum 4’ wide parallel
curb ramp with railing
02
“corduroy” detectable
warning strip
“Corduroy” Detectable
Warning Strip Detail
07
05
Continental high-visibility
crosswalk and bicyclist yield
indicators
Design Discussion
This spread presents two design
options for mid-block accessible
parking adjacent to cycletracks.
However, the design option
shown on the opposite page
has the following advantages:
it maintains the full width of
the cycletrack and the jog in
the cycletrack forces cyclists to
slow down at the crossing. Both
options comply with PROWAG
and ADA guidance.
The first preference is to place
the accessible spaces at the
beginning of the block so that
vehicles with rear wheelchair
loading devices can easily unload
and access the crossing. If this is
not feasible or logical (such as
in the case of a transit stop at
the beginning of the block or if
a mid-block crossing is present),
accessible spaces can be located
mid-block.
Design Details
01 Sign all accessible parking spaces
with accessible parking signs -
MUTCD R7-8.
02 Dot pattern detectable warnings
are typically used to indicate a
roadway crossing to visually impaired
pedestrians. The “corduroy” pattern
should be used since this is typically
used to simulate a curb or obstacle.
03 The vehicle loading lane should
be a minimum 5’ wide and kept clear
of bollards or other obstructions.
04 Minimum 4’ wide parallel curb
ramp with railing.
05 Install high-visibility crosswalks at
the crossing. Supplemental signage
may be used at the crossing to
reinforce bicyclist yielding.
06 Providing a 20’ long park-
ing space ensures accessibility for
vehicles with rear-loading wheelchair
devices.
07 MUTCD R9-6 signage should be
installed at pedestrian crossing.
Mid-block Accessible Parking
Space Adjacent to Cycletrack
Mid-block Parking -
bird’s eye view
MUTCD R9-6 signage should
be installed at pedestrian
crossing.
Accessible parking signs
at all spaces (both ends
of space) - MUTCD R7-8
01
4
“Corduroy” Detectable
Warning Strip Detail
05
07
04
Minimum 4’ wide parallel
curb ramp with railing
Minimum 5’ loading
lane width. No flex-post
bollards in access aisle
2%Slope
02
“corduroy” detectable
warning strip
03
Cycletrack Chicane
Design Details
01 Sign all accessible parking spaces
with accessible parking signs -
MUTCD R7-8.
02 Dot pattern detectable warnings
should not be used in this situation
because this pattern is typically
used to indicate a safe roadway
crossing location to visually impaired
pedestrians. The “corduroy” pattern is
appropriate since this is typically used
to simulate a curb.
03 The vehicle loading lane should
be a minimum 5’ wide. No flex-
post bollards or other potential
obstructions shall be installed in the
loading lane.
04 Minimum 4’ wide parallel curb
ramp with railing.
05 Install high-visibility crosswalks
at the crossing. Supplemental
signage may be used at the crossing
to increase visibility and reinforce
bicyclist yielding.
06 Providing a 20’ long park-
ing space ensures accessibility for
vehicles with rear-loading wheelchair
devices.
07 MUTCD R9-6 signage should be
installed at pedestrian crossing.
Cycletrack with Chicane
bird’s eye view
Mid-block Accessible Parking Space Adjacent to Cycletrack
06
Continental high-visibility
crosswalk and bicyclist yield
indicators
MUTCD R9-6 signage
should be installed ahead of
pedestrian crossing
20’ minimum recommended length
of accessible parking space
Accessible parking signs
at all spaces (both ends
of space) - MUTCD R7-8
01
Once adopted into policy, PROWAG will require the
provision of accessible parking where designated
on-street parking is present. The cutsheets below
provide guidance on the design of accessible
parking along cycle tracks in a mid-block scenario.
11. within each zone would be designed to
optimize travel for its designated mode.
This proposed transportation plan has both
direct and indirect benefits for Clemson.
It provides safe, efficient, and equitable
transportation for Clemson students and
full-time residents. It will provide savings
by reducing the amount of spending on
car infrastructure. It will stimulate the local
economy by saving individuals money
on transportation and attracting new
residents, students, and visitors. It will free
up open space for new infill development
on campus by reducing the need for
expansive and expensive parking lots. Lastly,
it provides healthier lifestyle choices for
the students and residents of Clemson.
My thesis project as an undergraduate
Landscape Architecture student at
Clemson University shows how a small,
rural university town like Clemson, SC
can switch gears from a car-driven local
transportation system to one that promotes
and supports walking, biking, and bus
transportation. This would be done through
two strategies: simplifying and multiplying
transportation options. This strategy
permeates through several scales of the plan.
At the largest scale, the plan proposes
creating a transportation gradient, one
that begins with a bike and pedestrian
core and fades outward into bus and
then car emphasis zones. While each zone
would accommodate pedestrians, bicyclists,
busses, and cars to some degree, facilities
Switch GearsTransportation Plan
2011 – Clemson, SC – StudentThesis Project
Park and ride centers, using underutilized spaces
around the periphery of Clemson, will be integrated
in the transportation network so that drivers can
leave their cars in parking lots and walk, bike, or bus
into the bike and pedestrian core.
HIGHWAY 123 PARK AND RIDE
12. Clemson Parking Services defines
Ò Reasonably ConvenientÓ parking as within
20to 25minutes
of oneÕs destination
There are
13,158 parking spaces on campus
The map on the right shows an sample
of information gathered from a survey of
transportation habits and preferences in
Clemson. Over 300 students and faculty
members responded to the survey, and its
findings were a critical part of the planning
and design process.
This project required an extensive amount of research
to support the argument for alternative transportation
in Clemson. I conducted road surveys, video and photo
documentation, research on the advantages of alternative
transportation, GIS mapping of current conditions, precedent
studies, and a survey of students and faculty to help build a
case for my project and drive my design.
WHERE DOYOU WANTTO ?
13. TRANSPORTATION PLAN
TRANSPORTATION CONCEPT
The diagram below depicts the overriding concept for the Clemson
alternative transportation plan. At the heart of Clemson, the central
campus and downtown, biking and walking will be the most preferred
and supported means of transportation. A well-connected bus system
and park and ride centers outside of the core would serve as the bridge
to the bike and pedestrian zone for residents located on the outskirts of
Clemson, as well as out of town commuters and visitors.
14. Easiest, Slowest
Mixed, Quicker
Hardest, Quickest
DIFFERENT USERS / DIFFERENT ROUTES
As part of the bike and pedestrian friendly core, a
connected system of on-road and greenway routes
will be implemented providing safe, convenient, and
comfortable transportation options for pedestrians
and bikers of multiple skill levels and abilities. These
diagrams show how virtually anywhere in Clemson can
be reached by easy routes—off-road greenways and
multi-use trails;or difficult,quick routes—primarily on-
road and mixed in with vehicular traffic.
Easy Route / Greenway Elevation Profiles
18% Max
3% Average
157 ft. change / av. slope 2.5%
104 ft. change / av. slope 3.5%
125 ft. change / av. slope 2.7%
96 ft. change / av. slope 1.6%
97 ft. change / av. slope 2%
188 ft. change / av. slope 4.7%
0.5
m
i
1
m
i
1.5
m
i
2.0
m
i
GREENWAY / EASY ROUTE
ELEVATION PROFILES
BICYCLE AND PEDESTRIAN ROUTE DIFFICULTY
15. ON–STREET IMPROVEMENTS
COLLEGE AVE. IMPROVED
COLLEGE AVE. EXISTING
Many roads around Clemson are currently designed to accommodate
vehicular traffic with little consideration for bike and pedestrian users.
These sections represent some of the potential on-road improvements
required to provide more adequate facilities for bicyclists and pedestrians.
All the road improvements proposed here can be implemented within
the existing right of way, limiting conflict with adjacent property owners
if implementation were to occur.
DOWNTOWN
PERIMETER RD.
HIGHWAY 93
HIGHWAY 76
HIGHWAY 93
PERIMETER RD.
16. PARK AND RIDE CONNECTIONS
MODE OF ARRIVAL MODE OF DEPARTURE
Around the bike and pedestrian core, bus becomes the preferred
mode of transportation. Park and ride stations will be located at high
traffic junctions in the pedestrian, bike, bus, and car network providing
convenient transfer between different modes of transportation. In
addition, these locations were selected in order to breathe new life
into underutilized spaces around Clemson. Bike share stations will
be coordinated with park and ride centers, bus stations, and popular
destinations in and around the core.
HIGHWAY 123 PARK AND RIDE STATION AERIAL
17. and effectiveness over detail are the goals of
communicating through sketching, I feel that
this has helped me hone my sense of which
elements deserve the greatest amount of
emphasis in graphic communication.
The following pages present some of the
hand graphics I produced for design projects
as a Landscape Architecture student and
intern.
Hand graphics and sketching are two
important communication tools in the
design field. Being able to visually portray
ideas quickly and effectively to clients or
stakeholders has been an valuable tool in
both my work as a designer and as a planner.
Hand renderings often have a way of invoking
an emotional connection in people that
computer graphics or photo simulations do
not always achieve.Furthermore,since speed
Hand Graphics and Sketching
SUSTAINABLE FRONTYARD DEMONSTRATION PROJECT
The image to the right is a concept drawing
I produced during an internship with the
Pennsylvania Downtown Center in Sunbury, PA. The
goal of the internship was to design an implement
demonstration front-yard improvement projects
that showcased sustainable practices such as
utilizing non-invasive plants that require little water
and maintenance.
18. The drawings on this page are also from the
Sunbury,PA internship described previously.We used
these sketches to communicate design ideas to the
owners of the houses where the demonstration
front-yard landscapes would be installed.The photos
show the yards following design implementation.
19. The following images are from a
student project in site design studio.
My assignment was to design a
memorial honoring the victims of the
Sichuan, China earthquakes of 2008.
My design represents the cyclical
continuity of life, even in the face of
death. The memorial honors victims
of the earthquake, rescuers who
heeded the call, and the Chinese
spirit.
SICHUAN, CHINA MEMORIAL CONCEPT ELEVATION DRAWINGS
1.
1.
2.
2.
3.
3.
20. had when taking the picture. Patience is
important because without it, you may miss
the perfect angle or moment.
Utilization of these concepts allows one to
capture the essence and spirit of a place
through photography. An attention to detail,
a sense of perspective, and patience are all
key elements of thoughtful planning and
design as well.
35mm and digital photography have
been a hobbies of mine for several years.
Photography for me is a creative outlet that
also supports and helps hone my planning
and design skills.
I always have a camera by my side when I
travel. It not only helps me to document and
remember the things I see, but it has also
helped me develop a keen eye for detail.
Necessary traits of good photographers
include a sense of perspective and
patience. Perspective frames the shot and
communicates the emotion or feeling you
Photography
PENDLETON, SC
