Portfolio/Work Samples

PORTFOLIO

DATA ANALYSIS • URBAN PLANNING • TRANSPORTATION • SUSTAINABILITY

CORINNE JACHELSKI |1

TABLE OF CONTENTS RESUME …………………………………………………………………………………………………………………………….. 3 ABOUT ME…………………………………………………………………………………………………………………………... 4 PROJECT SPREADS……………………………………………………………………………………………………………… 6 - 23

WORCESTER, MA BIKE SHARE FEASIBILITY STUDY……………………………………………………… 6

HUBWAY DATA CHALLENGE…………………………………………………………………………………… 12

NEWTON COMPREHENSIVE ZONING REFORM…………………………………………………………… 14

ST. EDWARD’S UNIVERSITY SPACE ANALYSIS AND MASTER PLAN…………………………………... 20 WRITING SAMPLE…………………………………………………………………………………………………………………. 24 PRESS……………………………………………………………………………………………………………………………….. 27

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CORINNE JACHELSKI +

CONTACT

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EDUCATION

M.S. Environmental Science and Policy

2016

Boston, MA 02134 Clark University, Worcester, MA cjachelski@gmail.com B.A. Geography 410.487.4686 +

Clark University, Worcester, MA +

WHY WE SHOULD WORK TOGETHER •

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Proficient at working with data from cleaning to analysis and visualization, as well as database management Skilled at presenting technical and complex concepts in a clear and concise way—written and orally Strong background in sustainability, transportation, and planning principles and practices

Data and Space Analyst Sasaki Associates, Watertown, MA • • •

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OTHER

Conduct data analysis for university master plans, urban re-zoning, and regional visioning framework projects Process data from cleaning to making compelling visualizations Contributing to developing and using tools for workflow efficiency

Employed GIS methods to create suitability maps for potential bike share stations based on three different models Conducted full feasibility study including estimates of number of stations and bikes, and capital/operating costs Examined research with a special focus on engagement with underserved communities

Assisted with database management, processed data requests, and created maps using cartography design principles

Conservation Steward Greater Worcester Land Trust, Worcester, MA

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Most Artistic Data Visualization Award, Hubway Data Challenge 2017

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Climate Ride 2017 Participant – fundraised $3,000 for the Glacier National Park Conservancy and biked 200+ miles

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Nov. 2016 - present

GIS Intern – Office of Transportation Planning Jan. 2015 - Aug. 2015 Massachusetts Department of Transportation, Boston, MA •

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RELEVANT EXPERIENCE

Masters Research: Feasibility Study of a City-Wide Bike Share in Worcester, MA Oct. 2015 – May 2016

SKILLS

ArcGIS Microsoft Office Tableau QGIS/PostGIS Adobe Illustrator Adobe InDesign PostgreSQL AutoCAD

2015

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Student Researcher, Spring 2014 CIEE Field Based Research Program in Ecology, Conservation, and Sustainability - Western Australia

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Partnership for the National Trails System – Trail Apprentice 2013

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Gamma Theta Upsilon International Geographic Honor Society

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Aug. 2012 – Dec. 2013

Allocated $20,000 of funding to applicants for sustainable projects on campus Maintained contact with project coordinators to track their progress, project implementation, and spending

Energy and Greenhouse Gas Emissions Intern Sustainable Clark, Worcester, MA

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Corinne Jachelski

Designed visitor information brochure for specific properties to be published online Analyzed proximity of recreational green space and WRTA bus stops to assess accessibility and connect new user groups to GWLT properties

Student Sustainability Fund, Administrative Liaison Clark University, Worcester, MA •

Summer 2014

Aug. 2012 – Dec. 2012

Assisted in measuring, collecting, and reporting campus energy use and emissions data for Climate Action Report Evaluated carbon footprints of multiple campus sectors; managed projects and delegated tasks

cjachelski@gmail.com

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410.487.4686

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ABOUT ME Corinne Jachelski holds a Master of Science in Environmental Science and Policy, as well as a Bachelor of Arts in Geography, from Clark University in Worcester, Massachusetts. Her expertise is in sustainability, transportation, and the buit environment. She seeks a position in a dynamic work environment that involves exploring data, conducting research, developing and tracking metrics, and serving as a community liaison to shift communities towards a healthier, more efficient, and more sustainable future.

Deeply interested in the ways in which the built environment relates to sustainability, health and well-being, and social justice, she conducted a feasibility study for a city-wide bike share in Worcester, relying heavily on GIS analysis.

A passionate learner, Corinne has worked with Sasaki Associates, Devens Eco-Efficiency Center, International District Energy Association, Institute for Energy and Sustainability (now Worcester Cleantech Incubator), Massachusetts Department of Transportation, Greater Worcester Land Trust, and the National Aquarium in Baltimore. Corinne was heavily involved with sustainability initiatives during her university career, working as an Energy and Greenhouse Gas Intern for Sustainable Clark, heading the Event Committee for Eco-Reps, and serving as an Administrative Liaison for Clark’s $20,000 Student Sustainability Fund.

Her most rewarding experiences have been her immersions in the outdoors. She has been a Climate Ride participant, fundraising $3,000 for the Glacier National Park Conservancy and biking more than 200 miles for sustainability and conservation. She has been a Student Conservation Association and Appalachian Trail Conservancy crew member. In addition, she studied abroad in Western Australia through CIEE’s Ecology, Conservation, and Sustainability program, conducting field research for the Western Australia Parks and Wildlife Department. Corinne is inspired by connecting with nature and hopes to inspire others to take action in their everyday lives towards a more sustainable future in which the built environment can coexist with, and even support, the natural environment.

Outside of her career interests, Corinne loves tackling physical feats in the outdoors, intuitively cooking with whatever is in the fridge and pantry, reading, cross stitching, making her own products such as laundry detergent, and teaching yoga.

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WORCESTER, MA BIKE SHARE FEASIBILITY STUDY The Worcester, MA Bike Share Feasibility Study was conducted as an independent master’s research project to determine whether the City of Worcester is suitable for a city wide bike share. This study primarily employed GIS analyses that aimed to determine areas of highest demand or suitability. Three models were developed with variables chosen according to both theory-based and existing bike share systems. The three models are Baseline Model, High Income Model, and Underserved Communities Model. Historically, many bike share systems have not been successful in attracting low income users, due to physical, cultural, and economic barriers, though underserved communities are least likely to own a personal vehicle and rely more on alternative means of transport.

This study focuses especially on methods of engaging underserved communities, as the results of the GIS models and the demographic landscape of Worcester lends itself to this focus. In addition, this research included system size estimates, capital and operating cost estimates, and a review of local policy gaps and overarching issues in transportation. This research was presented to a forum of 30 city business and government stakeholders, hosted by the Worcester Chamber of Commerce.

Full text: http://commons.clarku.edu/cgi/viewcontent.cgi?article=1079&context=idce_masters_papers

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Worcester, MA Bike Share Suitability: Primary Indicators Model

Burncoat Greendale

Great Brook Valley

Indian Lake

Assumption College

Worcester Airport

Tatnuck Square

Bell Hill

WPI Worcester State Beaver Brook University Area

University of Massachusetts Medical School

Plumley Village Pleasant St./ Shrewsbury Street Piedmont City Hall Union Station Kelley Square

Clark University Webster Square

Green Hill Park

South Worcester Neighborhood

Vernon Hill

College of the Holy Cross

Ăœ

Suitability High Low Study Area

0

0.5

Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community

Attributes Included (by Census Block Group): Population Density Worcester Chamber of Commerce Members (Retail and Employment) Proportion of Population Ages 16-49

Miles 1

Source: American Community Survey 2009-2013 5-year Estimates, U.S. Census 2010, Chamber of Commerce, MassDOT, MassGIS, WRTA Projection: NAD_1983_StatePlane_Massachusetts_Mainland_FIPS_2001

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Worcester, MA Bike Share Suitability: High Income Model

Burncoat Greendale

Great Brook Valley

Indian Lake

Assumption College Green Hill Park Worcester Airport

Tatnuck Square

WPI Lincoln Square

Worcester Newton State Beaver BrookHill University Area

Bell Pond

Shrewsbury Street City Union Hall Station Kelley Square

Clark University Webster Square

University of Massachusetts Medical School

Vernon Hill

College Square College of the Holy Cross

Ăœ

Suitability High Low Study Area

0

0.5

Miles 1

Source: American Community Survey 2009-2013 5-year Estimates, U.S. Census 2010, Chamber of Commerce, MassDOT, MassGIS, WRTA Projection: NAD_1983_StatePlane_Massachusetts_Mainland_FIPS_2001

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Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community

Attributes Included: Population Density Proportion of Population- White Alone Median Household Income Alternate Commuters (Biking, Walking, Public Transit) WRTA Bus Stop Density WRTA Bus Route Density Worcester Chamber of Commerce Members (Retail and Employment) Proportion of Population Ages 16-49

Worcester, MA Bike Share Suitability: Underserved Communities Model

Great Brook Valley Indian Lake

Green Hill Park Worcester Airport

Tatnuck Square

WPI Lincoln Square

Elm Park

Worcester State University

Shrewsbury Street City Union Hall Station Kelley Square

Clark University Webster Square

University of Massachusetts Medical School

College Square College of the Holy Cross

Suitability

Ăœ

Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AEX, Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community

Attributes Included:

Population Density Proportion of Population Other than White Alone* Percent Low Income* Alternate Commuters (Biking, Walking, Public Transit) Low WRTA Bus Stop Density Miles WRTA Bus Route Density Study Area 0 0.5 1 Worcester Chamber of Commerce Members (Retail and Employment) Proportion of Population Ages 16-49 Source: American Community Survey 2009-2013 5-year Estimates, U.S. Census 2010, Chamber of Commerce, MassDOT, MassGIS, WRTA Proportion Owning Zero Vehicles* Projection: NAD_1983_StatePlane_Massachusetts_Mainland_FIPS_2001 * asterisks indicate variables that differ from High Income Model High

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CATEGORY

SQUARE MILES

Suitability 0.5 - 0.75 (light gray)

0.7622

Suitability 0.75 - 1 (dark gray)

0.0628

Total

0.8235

The High Income Model has more continuity among areas of high suitability and has more areas of high suitability compared to the Baseline Model. However, there are still gaps in connectivity and the most suitable areas (defined as suitability of > 0.5) of the system only cover 0.82 square miles. The gaps in connectivity of highly suitable areas are evident in the image above, with only areas of suitability with values of 0.5 or higher displayed. While the High Income Model is more feasible than the Baseline model, the range of this system would be very small. This model could potentially serve as an area for a pilot program in the immediate downtown of Worcester, but if there aren’t other station locations beyond downtown, the bike share will likely not be successful.

CATEGORY

SQUARE MILES

Suitability 0.5 - 0.75 (light gray)

2.365

Suitability 0.75 - 1 (dark gray)

0.120

Total

2.485

The Underserved Communities Model shows a fairly continuous area that is highly suitable, across the downtown area to the end of Shrewsbury Street. The most suitable areas of this model cover 2.5 square miles, making it a feasible option for a Phase 1 bike share system that could provide enough extent to be useful and versatile. Of all three models, the Underserved Communities model provides the most continuity, both spatially and quantitatively in terms of total area covered.

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Combining the extent of both the High Income and Undeserved Communities model would give comprehensive coverage, as measured by the extent of continuous areas of suitability. Together, these models would cover 2.69 square miles of highly suitable area. However, a major limitation is that the top crash clusters occur in the most suitable areas. The City would need to undertake a major strategic plan for slowing traffic and implementing other road safety measures around downtown. Intersections that function well for cyclists are critical in creating a safe cycling network, and poorly designed intersections represent significant gaps. In addition, methods such as financial assistance would need to be implemented to encourage users from across the income spectrum for this bike share system to be effectively utilized.

Combined Extent of High Income Model and Underserved Communities Model Highest Suitability Areas ( > 0.5)

Sources: Esri, HERE, DeLorme, USGS, Intermap, increment P Corp., NRCAN, Esri Japan, METI, Esri China (Hong Kong), Esri (Thailand), MapmyIndia, Š OpenStreetMap contributors, and the GIS User Community

0

0.5

1 Miles

Ăœ | 11

HUBWAY DATA CHALLENGE Hubway, Boston’s bike share system operator, hosted the 2017 Data Challenge in partnership with Microsoft. My team at Sasaki decided to participate and was awarded the Most Artisitc Data Visualization Award. The judges found the “project to be a gorgeous combination of data and narrative, with an interactive story format that made the data more relevant and encouraged the user to explore the underpinnings of the system and how it connects with different neighborhoods via other forms of public transportation.”

The analysis explored how the bike share system fits into the larger context of transportation in greater Boston. Each Hubway station was assigned a transit accessibility score based on its co-location with other transportation options, such as buses and the subway within a 1/4 mile and 1/2 mile walking radius, respectively. These scores were standardized and assigned to a categorial value of low, medium, or high transit access. Our theory was that the bike share system was being used in three ways: 1) As a replacement for other transportation options — high to high trips 2) To fill a gap in transit service — low to low trips 3) As a first/last mile trip, starting or ending at a transit station — low to high or high to low trips (also potentially represents gaps in transit service at trip origin or destination) This data exploration and visualization shed light on the specific neighborhoods that are underserved in terms of public transportation where the bike share is being used.

View the visualization at: http://visualizations.sasaki.com/hubway/#/intro

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NEWTON COMPREHENSIVE ZONING REFORM Newton, Massachusetts is a suburban city of 90,000 residents, located 7 miles west of downtown Boston. Newton commenced a three-phase zoning reform process in 2011. As part of Newton’s 2017 comprehensive zoning reform initiative (“Zoning Redesign”), Newton sought to catalog existing development patterns to best understand the city’s context. Phase 1 consisted of a cleanup and reorganization of the existing ordinance. Phase 2 included an audit of the zoning ordinance to identify areas that are inconsistent with the community’s goals, and to explore existing development patterns and neighborhood character.

A primary aspect of Phase 2 was collating a Pattern Book for Newton, which will inform a context-based zoning approach for future phases. This pattern book aims to understand and catalog the various design characteristics of the City with a rigorous analysis based on geographic information system data, historical records, regulatory/policy documents, existing conditions measurements, and first-hand interactions with residents.

Development Form Metrics by Land Use PARCEL COUNT

BUILDING SQ. FOOTAGE (TOTAL)

RESIDENTIAL

2,824

SINGLE FAMILY

2,044

2-3 UNITS

600

4- 8 UNITS

21

9 -99 UNITS

17

100+ UNITS

0

0

OTHER

1

20,174 SF

COMMERCIAL

96

976,440 SF

RETAIL

21

198,172 SF

USE CATEGORY

MIXED USE

PARCEL AREA (MED.)

BUILDING SQ. FOOTAGE (MED.)

SETBACK (MED.)

STORIES (MED.)

10,282,170 SF

7,400 SF

3,200 SF

23.4‘

2.0

6,665,019 SF

7,500 SF

3,015 SF

24.3’

2.0

2,735,617 SF

7,274 SF

4,230 SF

20.4’

2.0

218,146 SF

17,088 SF

9,081 SF

12.8’

---

563,096 SF

45,725 SF

24,570 SF

26.7’

---

---

---

---

---

124,845 SF

20,174 SF

---

2.0

10,680 SF

5,396 SF

5.1’

---

9,224 SF

7,750 SF

0’

---

0

0

---

---

---

---

INDUST./MANUF.

13

206,822 SF

26,404 SF

13,976 SF

10.3’

---

CIVIC/INSTIT.

78

571,602 SF

11,511 SF

---

---

---

Total Development Square Footage by INDUSTRIAL/MANUFACTURING CIVIC (5%) (2%) RETAIL (1%)

Total Residential Development Square Footage by OTHER (<1%) 9-99 UNITS (6%) 4-8 UNITS (2%)

COMMERCIAL (8%) 2-3 UNITS (27%)

RESIDENTIAL (84%)

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SINGLE FAMILY (65%)

2

WATERTOWN

90

0 0

1/8

1/4 1,000

1/2 MI 2,500

Residential (Single Family)

Residential (Other)

Civic/Public Use

Residential (2-3 Units)

Commercial

Open Space

Residential (4-8 Units)

Retail

No Data

Residential (9-99 Units

Mixed-use

Residential (100+ Units)

Industrial/Manufacturing

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Context-Based Areas

2. West Newton

Development Form Metrics by Street Type center. As shown in the table below, dimensional patterns can be seen with respect to the various uses and building types that have built up along each street type within this area.

The West Newton area includes at least one of each major street type—arterial, major collector, minor collector, and local. As is the case with many of Newton’s village centers, the West Newton village center developed at the confluence of several major roadways, including Washington Street, Watertown Street, and Waltham Street. As is typical, the greatest development density is clustered within this village center, with most of the lower density residential products distributed along minor collector and local streets to the north of the West Newton village

ARTERIAL ROAD

MAJOR COLLECTOR STREET

PARCEL ARE A MED.*

STORIES MED.

3,800

8,437

2.0

24.6’

3,118

6,983

2.0

19.1’

3,389

8,303

2.0

25.0’

2,685

6,200

2.0

21.5’

4,611

8,835

2.0

24.0’

3,926

7,982

2.0

17.2’

4 - 8 UNITS

7,876

18,363

---

47.0’

12,092

17,088

---

9 -99 UNITS

21,120

42,377

---

22.4’

25,653

21,472

---

USE CATEGORY

GSF MED.*

RESIDENTIAL SINGLE FAMILY 2-3 UNITS

100+ UNITS OTHER COMMERCIAL RETAIL MIXED USE INDUST./MANUF. CIVIC/INSTIT.

SETBACK MED.

GSF MED.*

PARCEL ARE A MED.*

MINOR COLLECTOR STREET

STORIES MED.

PARCEL ARE A MED.*

STORIES MED.

3,324

7,929

2.0

3,001

7,883

2.0

4,243

8,518

2.0

20.1’

11.1’

13,248

21,398

---

45.7’

43,092

77,478

---

SETBACK MED.

GSF MED.*

GSF MED.*

PARCEL ARE A MED.*

STORIES MED.

SETBACK MED.

21.3’

3,144

7,300

2.0

23.7’

22.4’

2,994

7,437

2.0

24.4’

4,200

7,026

2.0

20.3’

10.4’

7,056

13,29 0

---

21.7’

25.9’

25,610

57,035

---

35.0’

SETBACK MED.

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

20,174

124,845

2.0

0’

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

5,327

7,176

---

2.8’

4,984

13,617

---

6.1’

5,786

14,289

---

4.8’

6,372

8,910

---

0’

---

---

---

---

6,578

21,140

---

6.9’

22,29 6

13,000

---

6.1’

---

---

---

---

---

---

---

---

12,478

31,668

---

17.0’

19,131

26,327

---

13.0’

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

---

3,480

21,15 4

---

22.1’

---

70,560

---

---

---

163,837

---

0’

---

9,040

---

---

*GSF and parcel area median values measured in square feet.

Washington Street in West Newton (2016)

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LOCAL STREET

Washington Street in West Newton (1920’s)

2

WATERTOWN

90

0

1/8

1/4

0

1/2 MI 2,500

Residential (Single Family)

Residential (Other)

Civic/Public Use

Residential (2-3 Units)

Commercial

Open Space

Residential (4-8 Units)

Retail

No Data

Residential (9-99 Units

Mixed-use

Residential (100+ Units)

Industrial/Manufacturing

Street type Arterial Major Collector Minor Collector Local

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Citywide Systems

Circulation: Walkability One important factor relative to Newtonâ&#x20AC;&#x2122;s business centers is the conduciveness to walking. The more walkable a place is, the less likely it is to have higher levels of traffic. This map uses ten-minute walking isochrones (iso meaning distance, and chrone meaning time) to show the relative areas around a business centers that can be walked to within ten minutes. Within the isochrones, the number of intersections and total commercial floor area (as a proxy for destinations) are used to give each business center a relative score for walkability. Some of Newtonâ&#x20AC;&#x2122;s business centers are within walking distance from neighboring communities.

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NEWTONVILLE

WEST NEWTON

AUBURNDALE

BOSTON

RIVERSIDE

WOODLAND

NEWTON CENTRE CHESTNUT HILL

WABAN NEWTON HIGH-

ELIOT

Legend Limited Walkability

High Walkability

Low Walkability

Excellent Walkability

Medium Walkability

10 Minute Walk Isochrone

Intersections

0 0

1/4 1,000

1/2

1

2,500

5,000

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ST. EDWARD’S UNIVERSITY SPACE ANALYSIS AND MASTER PLAN Physical space is one of the most important resources at colleges and universities, and classrooms tend to be among the most intensely utilized space types. By conducting regular assessments of existing space, institutions gain insights into how efficiently their current stock of space is being used, which informs optimization opportunities and future needs. As institutions are facing increasing maintenance costs of aging building stocks and planning for future growth, space analyses can support improved allocation of resources and strategic goals.

Through a data-informed approach, the main questions that a classroom utilization study seeks to answer are: • How well are classrooms and seats utilized today?

• What factors are influencing low utilization of spaces?

• Are there opportunities to more efficiently and effectively utilize existing space?

• How much space will be needed to accommodate future growth?

OVERALL UTILIZATION The histograms to the right illustrate overall classroom utilization on each day of the week, from 8:00 AM to 10:00 PM. Overall classroom utilization is defined as the number of classrooms scheduled and in use at any point across the day, as a percentage of all 67 classrooms in the inventory. Each histogram is annotated with the average utilization from the 8:00 AM to 6:00 PM period, which is typically the highest period of use. Also shown is the standard target utilization range of 65% 80%. Class change time is indicated by the dips toward 0% utilization.

Observations St. Edward’s has consistently strong daytime utilization, with an average just below the lower target range. Classrooms are heavily scheduled in the daytime from 9:00 AM to 5:00 PM, and almost always fall within the target range. There is capacity for additional early morning classes at 8:00 AM, but the university would need to explore whether there is demand at that time.

Evening utilization is low. The majority of graduate and New College courses are scheduled at night, while undergraduate courses are sparse. Low evening utilization reflects an opportunity to schedule additional classes, although St. Edward’s will need to determine whether there is adequate demand. Discussions with faculty reflected a culture of work-life balance, and the desire to schedule Distribution of Course Meetings classes to accommodate faculty with families; scheduling additional evening classes should also consider faculty availability to teach.

PERCENT OF Friday utilization is strong, with heavy event scheduling in the afternoon.

It is generally atypical for universities to meet target utilization for Friday scheduling, due to low demand. Friday courses account for only 1.2% of classes; Monday/Wednesday/Friday combination courses account for 19.4%. St. Edward’s achieves target utilization between 10:00 AM and 1:00 PM and should strive to keep utilization high. Friday afternoons have the most intense event scheduling, which reflects informal university policy.

MEETING DAYS

COURSES

M

13.3%

T

8.0%

W

8.0%

R

7.2%

F

1.2%

MW

10.7%

TR

27.6%

MWF

19.4%

MTWR

0.1%

Blank*

4.5%

*Blank courses have an enrollment >0, scheduled room, start/ end time, but no meeting day listed

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40%

GRADUATE

30%

NEW COLLEGE (NCOL)

20%

EVENTS DAILY AVERAGE 65% TARGET

0%

11:00 PM

10:00 PM

9:00 PM

8:00 PM

7:00 PM

6:00 PM

5:00 PM

4:00 PM

3:00 PM

2:00 PM

1:00 PM

12:00 PM

11:00 AM

10:00 AM

9:00 AM

8:00 AM

100% 100%

90% 90%

80% 80%

70% 70%

60% 60%

50% 50%

40% 40%

30% 30%

20% 20%

10% 10%

0% 0%

80% 80%

70% 70%

60% 60%

50% 50%

40% 40%

30% 30%

20% 20%

10% 10%

0% 0%

TUESDAY

60%

50%

10% 9:00 AM

2:00 PM 3:00 PM 4:00 PM 5:00 PM

2:00 PM 3:00 PM 4:00 PM 5:00 PM

11:00 PM

10:00 PM

9:00 PM

8:00 PM

7:00 PM

11:00 PM

10:00 PM

9:00 PM

8:00 PM

7:00 PM

6:00 PM

1:00 PM

1:00 PM

6:00 PM

12:00 PM

12:00 PM

10:00 AM

9:00 AM

8:00 AM

11:00 PM

10:00 PM

9:00 PM

8:00 PM

7:00 PM

6:00 PM

5:00 PM

4:00 PM

3:00 PM

2:00 PM

1:00 PM

12:00 PM

11:00 AM

10:00 AM

11:00 AM

THURSDAY

11:00 AM

10:00 AM

90%

9:00 AM

100%

90%

8:00 AM

100%

8:00 AM

11:00 PM

10:00 PM

9:00 PM

8:00 PM

7:00 PM

6:00 PM

5:00 PM

4:00 PM

3:00 PM

2:00 PM

1:00 PM

12:00 PM

11:00 AM

10:00 AM

9:00 AM

8:00 AM

MONDAY WEDNESDAY

FRIDAY

100%

90%

80%

70%

Legend

UNDERGRADUATE

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UTILIZATION TRENDS The scatterplot to the right shows seat utilization versus weekly room hours by room capacity, and illustrates whether a classroom is in the target range for both weekly room hours (WRH) and seat utilization; for seat utilization but not WRH (and vice versa); or above or below the target for both metrics. This analysis can reveal trends â&#x20AC;&#x201C; for example, a classroom size that is underutilized â&#x20AC;&#x201C; as well as specific rooms that could be targeted for improvements and opportunities for increased utilization.

By Room Capacity Mid-size rooms (17-34 seats) are the only room size that meets the target for both weekly room hours and seat utilization.

Rooms with 17- 34 seats are most utilized, with some rooms well surpassing the 40 hour weekly target. This fits the larger context of scheduling, as the average class size for Fall 2015 was 18 students. However, some of the rooms in this size range are under target for seat utilization, suggesting they are being used to fill the demand for the courses of 1 -16 students.

Larger rooms are underutilized in terms of both seat fill and WRH. While 99% of courses have an enrollment of less than 34 students, the classroom inventory does not reflect this. There are 18 rooms that seat 35 - 50 students, but less than 1% of courses in this range. Smaller courses are held in these larger rooms, which lowers seat utilization. By incrementally reconfiguring some of the rooms in the 35 - 50 seat range to have flexible furniture and room dividers, the larger underutilized rooms can be better suited to meet demand for small courses, alleviating some of the strain on the mid-size (17 - 34 seat) rooms.

More small rooms are needed. While nearly half of all courses have an enrollment of less than 16 students, only two classrooms meet this need. There is an opportunity to split some of the existing larger 35-50 seat rooms in order to more efficiently utilize these spaces in terms of weekly room hours and seat utilization.

Distribution of Enrollment Size Enrollment ranges were chosen based on standard breaking points for university course enrollments.

ENROLLMENT RANGE

COUNT OF WRH

PERCENT OF WRH

COUNT OF ROOMS

1 - 16

1,445

48.2%

2

17 - 34

1,511

50.4%

45

35 - 50

19

0.6%

18

51 - 100

10

0.3%

0

100+

15

0.5%

2

3,000

100%

67

TOTAL

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100%

Target Utilization Range

MOOD211

90%

80% JBWS163

MOOD306 FLEC207

70%

Target Utilization Range

MAING19

JBWN204

TRUS214

FLEC204

ARTS120

Seat Utilization (%)

FLEC108

JBWS366 TRUS215

JBWS363

MOOD126

60%

MOOD206 MOOD200

MOOD302 RECC231

50%

MAING18

JBWN206

FLEC106 TRUS104

MOOD202

JBWS186 MOOD304

FLEC206

TRUS117

TRUS205

ARTS110

MOOD203

JBWS264

MOOD303

FLEC109 JBWS165

TRUS211

JBWS361

FLEC113

40%

TRUS116 FLEC118

JBWS161 TRUS113

JBWS368

30%

FLEC111

JBWS262 TRUS118

TRUS216

DOYL130

JBWS266 TRUS203

TRUS305

JBWS268

20%

DOYL132

TRUS112

DOYL134

10%

0%

5

10

15

20

25

30

35

40

45

50

55

Weekly Room Hours

Legend Room Capacity 1-16 Seats 17-34 Seats 35-50 Seats 51+ Seats

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WRITING SAMPLE Why is the concept of walkability in cities important to achieving sustainability?

As population continues to grow, with half of the world’s inhabitants now living in cities, and the number expected to increase to five billion people in urban areas in the next twenty years (Resilient Cities, 2009), ensuring that cities function as efficiently as possible is crucial. A key part of this efficiency revolves around making cities more sustainable. The goal of sustainability for cities is to reduce use of natural resources and production of wastes, while improving livability in order to better fit within the capacities of local, regional, and global systems (Newman and Kenworthy 1999, 7). One of the primary challenges confronting cities currently and is set to intensify in the future is the problem of automobile and fossil fuel dependence and peak oil. Although there are multitudes of ways for cities to become more sustainable, making cities more walkable is one way to reduce automobile dependence, lower ecological footprints and fossil fuel consumption, and improve the health and quality of life for city residents.

According to Peter Newman and Isabella Jennings in Cities as Sustinabale Ecosystems, the purpose of cities is to “provide the opportunity for people to exchange goods and services in close proximity as well as allowing for a diversity of social and cultural exchanges” (2008, 32). However, while cities with alternative transport options are growing in number, in decades of the recent past, many people did not have access to this diversity of exchanges, as they spent a majority of their time in their personal vehicles. Car use grew substantially between the 1960s and 1990s, with road construction increasing to accommodate demand. Peter Newman and Jeff Kenworthy suggest that car use per capita peaked in 2004 due to growth in public transport and a reversal of urban sprawl due to the one hour travel budget being exceeded by too many cars on the road (2011, 33).

At the same time, it has been suggested and research supports that peak oil from conventional sources was reached between 2005 and 2006 (Kenworthy and Laube 2001). This has serious implications for many cities, as those that depend on cheap gasoline and diesel for private transportation will be severely disadvantaged, especially if they continue to grow with the assumption that cheap oil will be available for decades into the future. Particularly vulnerable are North American and Australian cities which rely heavily on car transit and have some of the highest per capita ecological footprints. Carbon dioxide emissions from transport sources in the UK alone now account for a quarter of their total, and this is not uncommon for many developed countries (Hillman 2012, 18). Plans to rebuild local economies will need to factor in how to reduce car use and create more walkable and bikeable local areas, as these modes of transportation do not require use of fossil fuels.

Cities which are able to innovatively develop urban areas that do not rely so heavily on oil and fossil fuels will be more sustainable and resilient to the challenges of the future.

Jeffrey Kenworthy has laid out ten key transport and planning dimensions for sustainable city development, including the need to favor transit, especially rail, and walking/cycling infrastructure while de-emphasizing freeway and road infrastructure. He also suggests that “the physical structure and urban design of the city, especially its public environments, [should be] highly legible, permeable, robust, varied, rich, visually appropriate and personalized for human need” (2006; 72, 79).

Automobile dependent cities and societies do not allow for the personal human aspect to be present in cities, and tend to be far more taxing on both natural and economic resources as well as land. It has been found that people living in car dependent cities use between 20 and 40 percent of their income on transport. Additionally, cars take 2,500 people per hour down one lane, but trains can take 50,000, allowing for increased space efficiency. Asphalt roads and plentiful parking spaces to support individual cars can cover of a third of a city (Newman and Jennings 2008, 45). Cities that are walkable would require much less land space and experience less sprawl in order to accommodate people, leading to denser and more efficient cities. Additionally, with shopping opportunities within an easy walk and citizens not spending a good portion of their income on transport, local economies could grow and wealth would remain within the community.

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Sustainability will only occur when “local communities determine how to resolve their economic and environmental conflicts in ways that create simultaneous improvement of both. Thus an orientation to local cultures and community development” is crucial to implementing sustainability (Newman and Kenworthy 1999, 3-4). Jan Gehl, a prominent urban designer known for his pedestrian and bike friendly planning, pays particular attention to helping cities become more uniquely localized by “bringing people’s use of streets and city spaces to the forefront of urban concern” and challenging conventional methods of planning by focusing on pedestrian-based transport. One way this has been achieved is through Public Spaces Public Life (PSPL) surveys, which assess pedestrian needs through both qualitative and quantitative observations of “levels of [pedestrian] activity in and use of the city centre spaces, the existing quality, rhythms and characteristics of the centre’s public spaces” (Matan and Newman 2012, 30-31). These surveys provide information that is unique to the layout and character of individual cities and can inform future planning processes in order to better accommodate pedestrians’ needs.

In Melbourne, Gehl helped the city conduct a PSPL survey in 1994 which led to some dramatic positive changes toward a more sustainable and walkable city. Firstly, a surge in population between 1992 and 2002, along with a 98% increase in evening pedestrian traffic in roughly the same period. More people were found spending time in the city, due to an “increase in in public space by 71 percent via creation of new squares, promenades and parks” and a “threefold increase in [number of] café seats” (Matan and Newman 2012, 33). Melbourne is one example of how effective, localized planning for pedestrians can influence walkability levels, use of public spaces, and desirability of a city.

In addition to general growth of a city and more opportunities for local economic growth, walkability can improve urban health in a variety of ways. The city of Copenhagen “determined that every kilometre conducted by bicycle in Copenhagen effectively gives the City of Copenhagen US25 cents in health and road maintenance savings, whereas every kilometre driven costs the City of Copenhagen US16 cents” (Matan and Newman 2012, 32). In a world of rising medical costs due to soaring obesity rates and the health problems associated, this is an important implication for cities to take responsibility for the health of their citizens by providing infrastructure that enables better lifestyle choices and reduces costs for the city.

Japanese public health researchers at the Division of Public Health have conducted “a longitudinal cohort study to obtain evidence showing the health consequences of living in a residence that has walkable green spaces nearby.” The study was carefully designed to ensure that the multitude of health determinants that affect both the environmental conditions of residential areas and the health status of residents were accounted for. The research showed that “the factor of walkable green streets and spaces near the residence significantly and positively influenced the five year survival of senior citizens independent of a person’s age, sex, marital status, attitude toward their own community, and socioeconomic status” (Takano, Nakamura, and Watanabe 2002). While this is just one study conducted on a sample of Japanese senior citizens, many other researchers have shown similar physical and mental health improvements associated with walkable, everyday access to green spaces.

As more people begin to make the personal choice to get out of their private automobile in search of alternative transport options, city planners and other officials are going to need to work together to provide for this demand. Rising gas prices due to peak conventional oil are making fossil fuel economies less efficient, accelerating the need for this shift to more sustainable transport infrastructure in cities and beyond. Walkable cities have been shown stimulate local economies, increase growth, and save city governments money while also improving the health of citizens and desirability of a city. With such strong evidence supporting the benefits—health and otherwise— of walkability in cities and the need to reduce fossil fuel dependence and greenhouse gas emissions, implementing safe pedestrian oriented cities is crucial for their future development and sustainability.

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Bibliography

Hillman, Mayer. (2012). The implications of climate change for the future of the car. World Transport Policy and Practice Vol 17.4, 18-29.

Kenworthy, Jeffrey R. (2006). The eco-city: ten key transport and planning dimensions for sustainable city development. Environment and Urbanization Vol 18(1), 67-85.

Kenworthy J and Laube F (2001). Peter Newman: The Crash, Peak Oil and Resilient Cities. The Millennium Cities Database for Sustainable Transport., UITP, Brussels. < http://ipfieldnotes.org/peter-newman-the-crash-peak-oil-and-resilient-cities/>

Matan, Anne and Peter Newman. (2012). Jan Gehl and new visions for walkable Australian cities. World Transport Policy and Practice Vol 17.4, 30-37.

Newman, Peter and Isabella Jennings. (2008). Cities as Sustainable Ecosystems: Principles and Practices. Island Press: Washington, D.C.

Newman, Peter and Jeff Kenworthy. (2011). â&#x20AC;&#x2DC;Peak Car Useâ&#x20AC;&#x2122;: Understanding the Demise of Automobile Dependence. World Transport Policy and Practice Vol. 17.2, 31-42.

Newman, Peter and Jeff Kenworthy. (1999). Sustainability and Cities: Overcoming Automobile Dependence. Island Press: Washington, D.C.

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PRESS Newman, Alex. (2017, June 15). Somerville Resident To Ride 200 Miles For Glacier Conservation. Somerville Patch. Retrieved from: https://patch.com/massachusetts/somerville/somerville-resident-ride-200-miles-glacier-conservation

SOMERVILLE, MA – One Somerville resident will bike more than 200 miles next month to raise money for the Glacier National Park Conservancy in Montana. Corinne Jachelski will be among 40 cyclists riding through two countries for the five-day Climate Ride.

The inaugural ride takes cyclists along the “Crown of the Continent,” spanning Glacier National Park in the United States and Waterton National Park in Canada. It is Jachelski’s first time fundraising for a cause and one for which she is deeply passionate.

The recent graduate of Clark University holds a master’s degree in Environmental Science and Policy and works at Sasaki Associates, a sustainable urban planning and design firm in Watertown. She believes environmental champions are needed now more than ever.

“The environment is a hot topic and has been for a number of years,” Jachelski said. “Especially with the activity happening in politics, like pulling out of the Paris Accord, it’s a really important issue.”

She chose to focus on Glacier National Park as a microcosm of a larger environmental shift. According to Climate Central, 39 of the park’s glaciers have shrunk over the past 50 years, some by up to 85 percent. Of the 150 glaciers that existed in the late 1800s, only 26 remain today.

“This is larger than just Glacier National Park itself,” Jachelski said. “We can extrapolate this to what’s happening with glaciers in Antarctica.”

Jachelski has pledged to raise $3,000 to the Climate Ride, which takes place July 18-23. | 27

PRESS Sasaki Associates. (2017, May 3). Sasaki Strategies Wins Most Artistic in Hubway Data Challenge. Retrieved from

http://www.sasaki.com/blog/view/940/

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We are proud to announce that Sasaki Strategies’ team entry in the Hubway Data Challenge was awarded Most Artistic for their project, Hubway’s Role in the Greater Boston Transit System. Hubway, metro-Boston’s public bike share program, hosted a data challenge to bring aggregated data about Hubway trips to life through analysis and data visualization.

The Strategies team entry explored the relationship between Hubway and metro-Boston’s transit system. Through data visualizations and a step-by-step narrative, users can see how Hubway complements Boston’s other public transit systems and how it functions as its own transit service in the region.

The team’s integration of data, maps, and storytelling secured the team’s win for “Most Artistic,” one of only six awards for an entry pool of 25 projects. The team of judges found the “project to be a gorgeous combination of data and narrative, with an interactive story format that made the data more relevant and encouraged the user to explore the underpinnings of the system and how it connects with different neighborhoods via other forms of public transportation.”

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Thank You.

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