Methodology (Take Two)

This revised version of my methodology is a conceptual map of my intended process. I am studying types of urban street interventions, mainly in Europe and some in the United States. Naturally, there are thousands of examples of these interventions in the last five years alone. I will tease out a common denominator between the projects and, after identifying the parameters of my site, adapt and apply an intervention based on the successful characteristics of the cases I study.

1 + 3 + 9 (Take Two)

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Our urban streets need to be reclaimed from the isolating automobile traffic to become hubs of pedestrian activity.

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The decision made mid-century to fund the growth of the automobile has stymied the development of meaningful walkable places. Pedestrian movement is relegated to utilitarian sidewalks which mount increasing pressure on the adjacent storefronts. Punctures appear in the facade where the tension of interior activity begins to break through.

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Views of Strøget, the main shopping street in
Copenhagen, 1950s (left) and 1995 (right)
[from New City Spaces by Jan Gehl and Lars Gemzøe]

The United States is not alone in its divisive attitude towards cars and people on its streets. Europe also struggles with the encroachment of vehicles into the pedestrian realm. Copenhagen's medieval city plazas were, in the mid- twentieth century, dense car parks and its inner city streets clogged with vehicular traffic. In 1962 the streets were reclaimed from the automobile traffic that choked the air and the streets and now the city center, while still accessible by car, thrives with vibrant pedestrian activity.  Oslo is redeveloping its previously industrial waterfront into a bustling residential and recreational area that is reachable but not penetrable by cars. The water's edge sees an active streets cafe and restaurant scene that, with heat lamps and fleece blankets, pushes the comfort zone well into November and March. Every Sunday from April to November, Boston's Memorial Drive closes to vehicular traffic and promotes active pedestrian activity. This American example of accommodation for pedestrian movement encourages better integration of people and cars. The American will not give up the automobile and neither should be forced to; the automobile will be with us for many more years.  By providing more compelling and desirable walkable streets, Americans might see the street as not only a route to get from here to there but a place to be absorbed and enjoyed. 

Plan of Attack (first draft)

First semester process diagram

In order to produce my thesis, I must spend the first semester thoroughly researching both my site, Squirrel Hill in Pittsburgh, and my case study cities of Oslo, Copenhagen and Stockholm. The Scandinavian studies will produce a typology and a set of guidelines to apply to the site. Through the synthesis of the typological guideline and its application and tailoring to fit the unique conditions of Squirrel Hill I will develop a compelling program which I will achieve in the second semester.

1+3+9 Take One

1. Urban streets should be a place of connectivity and foster community on what would otherwise be an isolated path.

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3. The city street as we know it serves as a utilitarian method of transit. It is formatted to favor the automobile and chronically ignores the needs of the pedestrian by segregating this user to the sidewalk. We can make our cities more enjoyable by designing pleasing and entertaining street spaces for the walking citizen.

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9. The American urban experience has been hijacked by the automobile. The need to accommodate increased vehicular traffic threatens the pedestrian heartbeat of the city. In areas where urbanity struggles to thrive, cars stymie the growth of walkable, enjoyable streetscapes.

European cities, which developed long before the advent of the automobile, grew with the needs of its pedestrians. The European city street environment enhances the walker's experience by providing places for pause, breaking up a usually continuous path of movement. On streets such as the Champs Elysses in Paris and Strøget in Copenhagen, the street becomes the destination for the pedestrian.

The car's existence will persist for many years to come, but we can resist the detriment of its streets. The future of better city streets lies in the increasing migration of its citizens towards the urban environment. By adapting European sensibilities toward urban street space, America's city streets can fulfill the promise of the urban experience.