CHRISTOPHER BYRNE

PORTFOLFIO OF DESIGN WORK

Edward Kennedy Institute for the Senate Design Competition

Worked with firm partners as an intern at Holzman Moss Architecture to develop an entry for the competition; Produced computer drawings and a digital 3D model for the final submission

Transit Challenges
New York City buses are among the slowest in the United States and the M15 is even slower, averaging 6 miles per hour. CHRISTOPHER BYRNE Buses move slowly because they spend nearly half the time PORTFOLFIO OF DESIGN WORK stopped at red lights or at bus stops.
Select Bus Sources of delay on M15 Limited Service Information Graphics
Created information graphics to educate the public about the New York City Department of Other Delays Transportations Select Bus Service project

SBS Features
The First Avenue/Second Avenue SBS corridor will follow the route of the M15 and will operate between 125th Street and Whitehall Ferry Terminal in Lower Manhattan. A combination of elements will be implemented in two phases.

Bus Bulbs at SBS Stations; Parking, Deliveries, and Local Bus Stops Elsewhere Offset Bus Lane 3 General Traffic Lanes Pedestrian Refuge Islands and Plantings Floating Parking/Left-Turn Mixing Zone Protected Bike Path

Sources of Delay on the M15 Limited:

Phase 1 (October 2010):

4%

Fewer stops Off-board fare collection Dedicated bus lanes Low-floor, three-door buses
March 2010

Phase 2 (2012):

Transit signal priority Bus bulbs or sidewalk extensions at bus stops

First Avenue/Second Avenue Select Bus Service Newsletter

Regular bus fare will be charged on M15 SBS, and local M15 service will continue to operate 24 hours a day.
FIRST AVENUE/SECOND AVENUE DESIGN TREATMENTS FEATURES:
Bus Bulbs at SBS Stations; Parking, Deliveries, and Local Bus Stops Elsewhere Offset Bus Lane

Location: First Avenue

CURRENT CHALLENGES
Transit Challenges
New York City buses are among the slowest in the United States and the M15 is even slower, averaging 6 miles per hour. Buses move slowly because they spend nearly half the time stopped at red lights or at bus stops.

SOLUTIONS
SBS Features
The First Avenue/Second Avenue SBS corridor will follow the route of the M15 and will operate between 125th Street and Whitehall Ferry Terminal in Lower Manhattan. A combination of elements will be implemented in two phases.

Stopped During Red Lights 21%

Proposed Designs
3 General Traffic Lanes Protected Bike Path

Houston St. 40th St. 79th St. 125th St. 115th St. 113th St. 108th St. 106th St.

Second Avenue

Sources of Delay on the M15 Limited:

Other Delays 4%

Phase 1 (October 2010):

Sources of delay on M15 Limited

Fewer stops Off-board fare collection Dedicated bus lanes Low-floor, three-door buses

Phase 2 (2012):

Transit signal priority Bus bulbs or sidewalk extensions at bus stops

Regular bus fare will be charged on M15 SBS, and local M15 service will continue to operate 24 hours a day.
Stopped During Red Lights 21% Bus in Motion 54%

Bus in Motion 54%

Proposed Designs

Stopped at Bus Stops 22%

Stopped at Bus Stops 22%

SBS will not only improve bus service, but will improve the overall operations of the streets, including traffic flow, bicycle access, curb usage, and pedestrian safety. A range of design treatments will be applied and will differ across neighborhoods based on traffic levels, street widths, and curbside access needs. No changes in street design will be implemented within the Second Avenue Subway and Water Tunnel No. 3 construction zones. The map below and the renderings to the right show the design treatments that will be applied on the corridor.

Corridor Map With Design Treatments

MAP KEY
Design A

125 St/2 Av ! ! (( 116 St/2 Av! (

Pedestrian Challenges

Design B Design C

Long pedestrian crossing distances (creates safety hazard)

Crashes Involving Pedestrian Injuries

Location First Avenue Second Avenue
Total Injuries
(2004-2008)

No Change to Street Design Construction Zone

Avg. Injuries/ Year

(2004-2008)

Fatalities
(2004-2009)

SBS Station

946 778

189.2 155.6

11 5

dA

106 St/2 Av !! (( 106 St/1 Av 100 St/2 Av! ( ! 96 St/1 Av ( 88 St/2 Av! ( ! 86 St/1 Av ( 79 St/2 Av! (! ( 79 St/1 Av 67 St/2 Av !! (( 67 St/1 Av 57 St/2 Av! (! ( 57 St/1 Av
v on
Av

125 St/ 1 Av ! ( 116 St/1 Av

SBS will not only improve bus service, but will improve the overall operations of the streets, including traffic flow, bicycle access, curb usage, and pedestrian safety. A range of design treatments will be applied and will differ across neighborhoods based on traffic levels, street widths, and curbside access needs. No changes in Features: street design will be implemented within the Second Avenue Subway and Water Tunnel No. 3 construction zones. The map below and the renderings to the right show the design treatments that will be applied on the corridor.
Pedestrian Refuge Islands and Plantings Floating Parking/Left-Turn Mixing Zone

Location: First Avenue

Houston St. 40th St. 79th St. 125th St. 115th St. 113th St. 108th St. 106th St.

Second Avenue

Features:
Protected Bike Path Floating Parking/Left-Turn Mixing Zone Pedestrian Refuge Islands and Plantings 4 General Traffic Lanes Curbside Bus Lane and Bus Stops

Protected Bike Path

Floating Parking/Left-Turn Mixing Zone

Pedestrian Refuge Islands and Plantings 4 General Traffic Lanes

Curbside Bus Lane and Bus Stops

Location: First Avenue

40th St 49th St. 61st St. 79th St.

Corridor Map With Design Treatments

Features:
Parking/Deliveries

Second Avenue

125th St. 115th St. 113th St. 108th St. 106th St. 100th St. 34th St. Houston St.

42 St/2 Av! (

Cyclist Challenges

34 St/2 Av! ( 23 St/2 Av ! ( 14 St/2 Av ! (

!42 St/1 Av (

( SBS Station

! 34 St/1 Av (

Lack of significant north-south routes Substandard conditions on existing First Avenue bike lane

! 23 St/1 Av (

A: Offset Bus Lane, Protected Bike Path B: Curb Bus Lane, Protected Bike Path C: Curb Bus Lane, Shared Bike Lane No change to street design Construction Zone

MAP KEY
Shared Bike Lane

Sec

Fir

st

125 St/2 Av ! ! (( 116 St/2 Av! ( 106 St/2 Av

!! ((

5 General Traffic Lanes

125 St/ 1 Av

Curbside Bus Lane and Bus Stops Design A

Pedestrian Challenges
Location
Total Injuries
(2004-2008)

Crashes Involving Bicyclist Injuries

! 14 St/1 Av (

! ( 116 St/1 Av

Location: First Avenue

Avg. Injuries/ Year

(2004-2008)

Fatalities

! Houston St ( ! Grand St (

Design B Location:

(2004-2009)

First Avenue

Long pedestrian crossing distances (creates safety hazard)

First Avenue 220 231 44 1 2 Second Avenue 46.2
! ( Oliver St ! Fulton St ( Wall St ! ( South Ferry ! (

49th St. 57th St. 67th St. 59th St. 57th St. 34th St.

Design C

Second Avenue

Photo renderings are for illustrative purposes only, and are not necessarily matched with the design treatments.

Crashes Involving Pedestrian Injuries

Location
Total Injuries
(2004-2008)

No Change to Street Design

Avg. Injuries/ Year

Construction Zone

Fatalities
(2004-2009)

SBS Station

88 St/2 Av! ( ! 86 St/1 Av ( 79 St/2 Av! (! ( 79 St/1 Av

106 St/1 Av 100 St/2 Av! ( ! 96 St/1 Av (

40th St 49th St. 61st St. 79th St. 125th St. 115th St. 113th St. 108th St. 106th St. 100th St. 34th St. Houston St.

Second Avenue

CHRISTOPHER BYRNE

PORTFOLFIO OF DESIGN WORK

Summer 2010 Newsletter

The I-81 Challenge Brand Development

Developed a logo, newsletters, information graphics, and a website for The I-81 Challenge, a New York State Department of Transportation highway reconstruction project in Syracuse, NY

WHATS HAPPENING WITH I-81?

As many people in Onondaga County are learning, portions of I-81 are nearing the end of their lifespan. This is particularly true of the elevated sections of the highway in downtown Syracuse. Over the next decade, these portions of the road will need to be replaced, reconstructed, removed, or otherwise changed. Given this reality, the Syracuse region, including the roads owner, the New York State Department of Transportation (NYSDOT), is faced with a challenge: what should be done with I-81? As many residents of the community know, this discussion has already started. In fact, government officials, local organizations, and members of the public have already offered numerous ideas about the future of I-81: remove the elevated portion (the viaduct) and replace it with a boulevard, route traffic onto I-481 and decommission I-81 between the I-481 interchanges, bury the elevated portion underground and cover it with a park, or rebuild the viaduct at a higher elevation with a more attractive design. Ultimately, the region is still several years from a final decision on the future of I-81 a choice this large must involve the whole community in a thoughtful, deliberative dialogue. But these ideas provide a starting point for the official I-81 decision-making process, which is beginning right now. This official decision-making process, The I-81 Challenge, is being led by two entities, the New York State Department of Transportation and the Syracuse Metropolitan Transportation Council (SMTC), the regions metropolitan planning organization. Together, these two entities are trying to engage a broad cross-section of community members in developing and evaluating options for the future of the highway. This fact sheet gives a brief introduction to the I-81 decision-making process and the highway itself. But it cant tell you everything you want to know about I-81. Thats why there will be many more opportunities, spread over the next several years, to get involved. To learn more, visit www.theI81challenge.org. Get involved. Ask questions. Educate yourself about the process and the facts. The future of the community is in all of our hands.

BRIEF HISTORY
I-81 was built in Central New York during the 1950s and 1960s for two main reasons: to carry through traffic between Pennsylvania and Canada and to bring local traffic in and out of the City of Syracuse. The highway was the product of a vigorous federal road-building program that included the construction of many miles of interstate highways in every state across the country. The idea of the proposed highway, particularly through downtown Syracuse, was controversial. Local residents, business interests, and leaders had differing opinions about the highways design and location. Many issues, including economic growth, property taxes, housing, and community development, were divisive. Ultimately, the decision was made to construct the highway with its current alignment and, by the late 1960s, I-81 was completed through Onondaga County.
Construction of I-81 through the City of Syracuse

CHRISTOPHER BYRNE

PORTFOLFIO OF DESIGN WORK

Howard/Stein-Hudson Associates, Inc. Brand Development

Designed branded graphics, business cards, document templates, and a new website for Howard/Stein-Hudson Associates, Inc.

CHRISTOPHER BYRNE

PORTFOLFIO OF DESIGN WORK

CD Packaging
Designed CD packaging for John Mayers album Battle Studies as a project for an Intermediate Graphic Design at the School of Visual Arts

CHRISTOPHER BYRNE

PORTFOLFIO OF DESIGN WORK

Friendfactor Website
Worked as a volunteer to design a website for Friendfactor in anticipation of the launch of their social networking platform focused on gaining allies for LGBT (lesbian, gay, bisexual, transgender) rights