Levine, J., Grengs, J., Shen, Q., & Shen, Q. (2012). Does Accessibility Require Density or Speed?. Journal of the American Planning Association, 78(2), 157–172.
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Abstract
Problem, research strategy, and findings: Advocates of accessibility as a transportation performance metric often assert that it requires higher density. Conversely, traditional transportation planning methods have valued speed per se as an indicator of success in transportation. In examining these claims, we make two methodological innovations. The first is a new intermetropolitan gravity-based accessibility metric. Second, we decompose the impact of density on accessibility to highlight the distinct opposing influences of speed and proximity in a manner that illustrates different families of relationships between these two factors. This reveals that denser metropolitan regions have slower travel speeds but greater origin-destination proximity. The former effect tends to degrade accessibility while the latter tends to enhance it. Despite theoretical reasons to expect that the speed effect dominates, results suggest that the proximity effect dominates, rendering the denser metropolitan areas more accessible.
Takeaway for practice: Having destinations nearby, as when densities are high, offers benefits even when the associated congestion slows traffic. Where land use policy frequently seeks to support low-development densities in part in an attempt to maintain travel speeds and forestall traffic congestion, our findings suggest that compact development can often improve transportation outcomes.
Research support: Environmental Protection Agency project RD-83334901-0, FHWA Cooperative Agreement Number: DTFH61-07-H-00037, and the Graham Environmental Sustainability Institute at the University of Michigan.
Keywords
accessibility; mobility; speed; proximity; transportation planning
Pan, H., Shen, Q., & Liu, C. (2011).. Transit-Oriented Development at the Urban Periphery: Insights from a Case Study in Shanghai, China. Transportation Research Record: Journal of the Transportation Research Board, 2245(1), 95–102.
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Abstract
Major cities in China are extending rail transit into the urban periphery to counter urban growth and suburbanization that are automobile-driven and automobile-dependent. In the meantime, transit-oriented development (TOD) has been adopted widely in Chinese cities. Given the adoption of the TOD concept by many rail transit station areas at the peripheries of metropolitan regions, it is imperative to explore how TOD can be applied appropriately there. In this study, two station areas were examined in Songjiang, a district located approximately 30 km from the city center of Shanghai, China. These station areas have developed according to some basic TOD principles, and, in many important ways, they are representative of newly developed rail transit station areas in Shanghai and in other major Chinese cities. The conduct of a questionnaire survey allowed for investigation of resident travel behavior, assessment of the effectiveness of the TOD application, and discussion of how TOD should be adapted to peripheral locations in a large and complex metropolitan region. The study concluded that planners must carefully substantiate the basic TOD concept in connection with this particular kind of application setting. Careful consideration should be paid to mixed land use, differentiated density, and to pedestrian and bicycle travel and their connection with rail transit. Planners also must pay close attention to each peripheral area's economic and social conditions, as well as its relationships with the central city and with other parts of the metropolitan region. This case study not only provided timely feedback on current planning practice in Shanghai and other Chinese cities but also contributed to the literature on the adaptation of TOD to local circumstances.
Méndez Echenagucia, T., Moroseos, T., & Meek, C. (2023). On the Tradeoffs between Embodied and Operational Carbon in Building Envelope Design: The Impact of Local Climates and Energy Grids. Energy and Buildings, 238.
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Abstract
Embodied and operational carbon tradeoffs in building envelopes are studied. • Envelope variables include wall assemblies, WWRs, glazing and shading. • Energy decarbonization models are used to determine the 30-year operational carbon. • Results show the importance of a total carbon approach to envelope design. • Over or under insulation can result in waste of 10–150 kgCO 2 e/m2. The building envelope has a substantial influence on a building's life cycle operational and embodied carbon emissions. Window-to-wall ratios, wall assemblies, shading and glazing types, have been shown to have a significant impact on total emissions. This paper provides building designers, owners, and policy makers with actionable guidance and a prioritization framework for establishing co-optimized lifecycle carbon performance of facade assembly components in a broad spectrum of climate contexts and energy carbon intensities. A large parametric study of building envelopes is conducted using building performance simulation and cradle-to-gate embodied carbon calculations in 6 US cities. The authors derive the total carbon emissions optimization for commercial office and residential space types using standard code-reference models and open-source lifecycle data. Comparisons between optimal total carbon solutions and (i) optimal operational carbon and (ii) minimum required assemblies, show the impact of under and over investing in envelope-related efficiency measures for each climate. Results show how the relationship between embodied and operational carbon is highly localized, that optimal design variables can vary significantly. In low carbon intensity energy grids, over investment in envelope embodied carbon can exceed as 10 kgCO 2 e/m2, while under investment in high carbon intensity grids can be higher than 150 kgCO 2 e/m2.
Keywords
Building performance simulation; Embodied carbon; Operational carbon; Parametric modeling
Feng, R., Wang, F., Liu, S., Qi, W., Zhao, Y., & Wang, Y. (2023). How Urban Ecological Land Affects Resident Heat Exposure: Evidence from the Mega-urban Agglomeration in China. Landscape and Urban Planning, 231.
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Abstract
Resident heat exposure (RHE) is becoming more severe in the coming decades owing to rapid urbanization and climate change. Urban ecological land (UEL) provides important ecosystem services, such as mitigating the urban heat islands effect. However, the impacts of UEL on RHE remain poorly understood. This study quantifies the effects of UEL and its interaction with the natural-anthropogenic environment on RHE in the Guangdong-Hong Kong-Macao Greater Bay Area, a mega-urban agglomeration in China. The results showed a tight spatial–temporal coupling between the UEL and RHE: UEL transitioned from degradation-fragmentation in 2000–2010 to recovery-agglomeration in 2010–2020, while the RHE distribution evolved from intensification-expansion-inequity to mitigation-contraction-equity. The average explanatory power (q value) of UEL and its structure on RHE also increased by 75.99% and 70.79%, respectively. UEL patch diversity gradually dominated the RHE distribution, and the spatial marginal effect of UEL dominance increased by 234.97%. Moreover, RHE shifted from being dominated by UEL and anthropogenic heat emissions interactions to being jointly driven by UEL and natural-anthropogenic factors (especially the interaction of patch fragmentation with topography and built-up land expansion). The results of this study provide valuable information for nature-based (i.e., UEL) landscape planning and management to develop “human-centric” RHE mitigation strategies.
Keywords
Urban ecological land; Resident heat exposure; Spatial-temporal effects; Natural-anthropogenic factors; Interaction effect; Mega-urban agglomeration
Ochsner, J. K. (1992). H. H. Richardson: The Design of the William Watts Sherman House. Journal of the Society of Architectural Historians, 51(2), 121-145.
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Abstract
Henry Hobson Richardson's design for the William Watts Sherman house, in Newport, Rhode Island, has long been considered an anomaly among his projects. While its living hall plan has always been credited to Richardson, the exterior has often been thought to have been the work of Richardson's assistant, Stanford White, drawing on the published work of Richard Norman Shaw. Study of surviving sketches, drawings, and other records, along with an examination of the house itself, shows that this explanation of the Sherman house is inadequate. Not only did Richardson control both plan and massing, but he must also be credited with the design of critical front gable, which did not derive from Shaw's work. Analysis of Richardson's sketches also offers clues to Richardson's typical architectural design method and compositional approach, as well as to his specific blending of English, Continental, and especially American colonial vernacular influences in the Sherman design. These influences also provide a basis for understanding why the house became such an important source for the development of multiple themes in American domestic architecture in succeeding decades, especially the Shingle Style.
Ochsner, J. K. (1989). Adler and Sullivan’s Seattle Opera House Project. Journal of the Society of Architectural Historians, 48(3), 223-231.
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Abstract
Adler and Sullivan's Seattle Opera House project is known from a perspective drawing and three plans that were first published in Inland Architect in 1891. It has been known that the demise of the project was due to financial difficulties, but otherwise the circumstances surrounding the commission have remained obscure. This article presents new information regarding the client, the commission, and the architects. Seattle newspaper reports, surviving correspondence, and project records provide the basis for a more detailed description of the Opera House project history. In addition, correspondence from Charles H. Bebb, who was sent to Seattle for several months in 1890 as superintending architect for Adler and Sullivan, provides insight into the condition of their office before his permanent move to the city in 1893.
Ochsner, J. K. (1988). Architecture for the Boston & Albany Railroad: 1881-1894. Journal of the Society of Architectural Historians, 47(2), 109-131 .
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Abstract
Between 1881 and 1894 the Boston & Albany Railroad undertook a major program of capital investment and improvements to the physical facilities of the line, including the construction of over 30 new passenger stations. H. H. Richardson's close friends, James A. Rumrill and Charles S. Sargent, as the two members of the B&A Board most interested in construction, were given responsibility for this program. They directed the commissions to Richardson and after his death to his successors, Shepley, Rutan and Coolidge. Richardson's nine B&A station designs were generally variations on a simple theme-small rectangular stone blocks with overhanging roofs providing sheltered waiting space at trackside. The continuation of this approach by Shepley, Rutan and Coolidge in 23 additional station designs resulted in a remarkable consistency of character and quality throughout the B&A system. This consistency was also fostered by the continuing participation of Norcross Brothers of Worcester (Richardson's "Master Builder") as contractor, and by the participation of F. L. Olmsted, whose design of landscaped settings for many of the stations contributed to the establishment of the B&A program of "railroad gardening." While the stations were small commissions, the totality of the B&A program represents an impressive collaboration of designer, contractor, and client which has seldom been equalled.
Ochsner, J. K. (1993). The East Elevation of the Sherman House, Newport, Rhode Island. Journal of Architectural Education, 52(1), 88-90.
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Abstract
A previously unknown photograph of the east side (rear elevation) of Henry Hobson Richardson's Sherman House, in Newport, Rhode Island, provides additional evidence for the influence of Richard Norman Shaw on the initial design of the house. The photograph reinforces the argument that the distinctive west-facing front gable was grafted onto the body of a largely Shaw-inspired house. This further demonstrates that the front gable must have resulted from Richardson's late intervention in the design process.
Ochsner, J. K. (1995). Understanding the Holocaust through the U.S. Holocaust Memorial Museum. Journal of Architectural Education, 48(4), 240-249.
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Ochsner, J. K. (1997). A Space of Loss: The Vietnam Veterans Memorial. Journal of Architectural Education, 50(3), 156–171.
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Abstract
Few published essays have explored the way in which the Vietnam Veterans Memorial actually communicates with visitors. This article explores the memorial as a "linking object," as conceived by psychoanalyst Vamik Volkan, and as a "space of absence," as defined by Richard Etlin, and shows how these two ways of understanding the memorial are interconnected. A particularly innovative aspect of the memorial is the way it engenders awareness of both surface (emphasized by the inscribed names) and space (experienced as "virtual space") resulting from the reflectivity of the granite, which gives it an apparent ("virtual") depth. The reflective surface brings one "into" the "space" of the wall and allows simultaneous perception of the names of the dead, the reflections of other visitors, and the reflection of oneself. The complex interactive process wherein the inexactness and ambiguity of the reflections catch the viewer, engender projective fantasy, and (because of the presence of the names) simultaneously structure it, fosters a proximity to and an identification with the dead, and the simultaneous experience of connection and separation.