The Green Artery: Climate Changed Through Landscape Infrastructure

The Green Artery: Climate Changed Through Landscape Infrastructure David Rabkin

Acknowledgments A list of poeple without which this thesis could not have happened.

Antonio Furgiuele, Jen Lee, Curtis Perrin, J.P. Allen, Margarita Iglesia, Manuel Delgado The entire Wentworth Architecture Department.

Galina Dobrikovs, Igor Rabkin, Michelle Rabkin, Oleg Dobrikovs, Angie Dobrikovs, Anna Ravin, Joey Ravin, Lusya Umansky, Grisha Umansky, Dina Rabkin, Aron Rabkin, Inna Rabkin, Michael Rabkin, Danny Rabkin, Jess Rabkin, Meredith Price, Owen Maden, Casey Clement, Jordan Stickles, Steve DeFuria, Kaleigh Stirrat, Abigail Ahern, Ally Rugg, Mike Carey, Rachel Hanson, Shervin Radfar, Nina Babbitt, Brandon McCarthy, Curtis Dragon, Yuliya Smilyanski, Gleb Smilyanski, Jessica Lucas, Vera Guttenberger, Mitch Lombardo, Brian Roberts, Nebile Gorenoglu, Paula Plukfangpanya, Leo Coelo, Irem Gurel, Raneen Alaani, Siena Flynn, Emma Nicholls, Chris Mok, Sam Riback, Devlin Kenny, Bruce Wood, Jer Jurma, Rick Rawlins

All my friends, family, and mentors, Thank you

Key Words Common words used throughout my thesis.

Adaptive Reuse: The reuse of existing structures and other built forms to preserve history as well as embodied energy. The purpose of renovation is for a new use.

Infrastructure: A system or network put in place to facilitate the operation or operations of a society or organization.

Transportation: The movement of people goods or systems through a network.

Urban Sprawl: The growth of neighborhoods or suburbs outside of urban centers made possible by a raise in car ownership and the establishment of the American highway network.

Network: An interconnected system used for the dissemination of goods and people.

Multimodal System: A network comprised of more than one mode of dissemination or transportation.

Multinodal System: A network comprised of more than one point of interconnection not tied to specific combinations of modal connection.

Node: A point or area of connection on a network.

Landscape Urbanism: The use of landscape design as a form of urban planning to organize networks of transportation as well as a dissemination of systems for a thriving urban area.

Landscape Infrastructure: The use of landscape design as a form of infrastructure that accomplishes key operations in an urban center.

Urban Ecology: The ecological zone created by urban areas provide limited direct sunlight as well as an abundance of toxins and pollutants making urban ecologies different than those surrounding it.

Heat Island Effect: The direct increase in temperature around urban zones as a result of materials, use of fossil fuels, and a high demand for transportation.

Air Pollution: The expulsion of carbon dioxide as well as other chemicals into the air from the processing of fossil fuels and use of energy.

Toxicity: The amount of pollutants in an area.

Table of Contents CHAPTER 01.

Introduction 13

Thesis Statment 14

Abstract 16

Argument 18

CHAPTER 02.

Literature Review 23 CHAPTER 03.

Design As Research 37

Fall Semester 38

Fall Semester Design Tests 42

Precedents 60

Spring Semester 66

Site Overview 70

Catalogue 80

Pittsburgh Design Tests 84

Network Growth (Toxicity Reduction) 94

CHAPTER 04.

Outcome 105

Site Analysis 106

Network Implementation 126

Network Growth 134

The Market 144

The Lawn 150

The Lung 156

CHAPTER 05.

Critical Reflection 163

Bibliography 166

01.

Introduction Thesis Statment In the last century the American highway network has been the most transformative infrastructure to the American landscape. With this infrastructure came widespread disease, segregation, and other destructive forces. Right now, we are uniquely equipped to reimagine this infrastructure as one that takes on an entirely new host of issues for the next century.

01.

Thesis Statment

In the last century the highway network has been

the most transformative infrastructure to the American landscape. With its life changing effects also came widespread disease, segregation, pollution, and other destructive forces. In the 21st century we are now uniquely equipped to remedy past issues as well as address current climactic, atmospheric, and social issues by designing landscape infrastructure that removes toxins and desegregates these spaces.

14

Introduction

Fig 1.

Thesis Analytique Poster

15

01.

Abstract The American Highway Network spans over

culation on the highway system came severe conges-

47,000 miles through the country and connects the

tion especially around urban zones. This congestion

population in ways never imagined before. Since its

meant an increase in carbon expulsion from the high

conception it has drastically reshaped the American

density of vehicles. With the development of the high-

landscape and with it the way Americans live. The re-

way infrastructure came begative effects to the env-

sult of this network has been a catalyst to many issues

iornment, a rise in pollution, and direct adverse effects

such as segregation of existing communities, a steady

to residences. Asthma rates as well as lung disease

increase in pollution, and an increase in heat island ef-

rose in these communities and continues to be a prob-

fect around urban zones. With heavy demand for cir-

lem today. The increase in paving used for highway

16

Introduction

drastically increases the temperature in these areas

adversities. By implementing a piece of landscape

completely altering microclimates and adding to heat

infrastructure that reduces traffic and takes over this

island effect. Which increases cooling demand for

network vegetation and public gathering spaces can

people who live In these areas. Typically, the popula-

begin to eliminate toxins from these environments

tion effected by these issues are segregated from the

and decrease temperature while adding ideal public

larger urban fabric making it difficult to circulate and

gathering spaces and giving segregated communi-

reach necessary areas. These neighborhoods usual-

ties much needed programs and connection.

ly have a population of people with lower income and are unable to afford to live under these tremendous

Fig 2.

Thesis Analytique Poster 17

01.

Argument

The American Highway Network connects ev-

As car ownership began to skyrocket in the 20th

ery point of the country. Since its conception it has

century, there was major congestion on the highways

drastically reshaped the American landscape and

as well as in urban centers. In response to the increase

with it the way Americans live. The result of this

in demand for drivable roads, the highways began to

network was urban sprawl.

grow as city planners added more lanes of travel. This

Urban sprawl was the growth of suburbs outside

tactic would relieve the congestion for some time but

urban centers where families began to settle. As rich

eventually these lanes would then fill up again. This

families with cars began to migrate into suburbs the

would happen because when people notice the de-

urban centers were left to the lower class who then

crease in traffic more people then begin to use these

had to deal with the influx of major roads cutting

roads. As a result, highways become just as congested

through, over, or under their neighborhoods.

but urban centers become twice as congested due to

their inability to grow like the highways do.

Where the highways sliced through communities

there was clear segregation and neglect as the toxic

fumes from the cars and the heat from the pavement

American landscape in lieu of concrete which dec-

created a negative and undesirable environment. On the

imated important ecologies in the path of the high-

flip side however, in the suburbs, highways were located

way. Instead of being something that contributes to

out of sight and ear shot from the upper-class homes.

its surroundings positively the network altered these

zones in negative ways.

Highways were arteries on which people lived as

All these new roads meant the destruction of the

they commuted to work, went to grocery stores, strip

malls, schools, and back home again. As urban cen-

well as its high capacity for heat storage, means that it

ters became less desirable more people sprawled

absorbs solar heat energy all day and then expels that

further and further. Car ownership began to climb

heat energy over time during the day and night. This is

and with it so did the amount of toxins in the air and

a trend that already occurs in urban centers however

the amount of concrete on the ground.

this phenomenon also happens on highways and other

18

Pavement, due to its dark color and low albedo as

Introduction

major roads making highways and urban centers ma-

which in turn traps heat energy within the atmosphere

jor hot spots. These areas are also major hotspots for

as well. Areas of congestion in urban centers contrib-

asthma, as well as major lung and respiratory disease.

ute drastically to the amount of carbon expelled into

While highways act as major circulatory arter-

the atmosphere as well as the heat absorbed by so-

ies for many users, those who have the misfortune

lar radiation. Due to these relationships as well as the

of living near them experience a different type of ar-

already unmanageable number of cars that are grid-

tery. For them this network acts as an artery for tox-

locked in urban centers, urban planners are beginning

ins which pollute their surroundings at alarming rates.

to act around the world.

This trend is even more worrisome as the rates of car-

bon expulsion go up in areas of congestion making

eas in urban centers and instead other alternatives for

traffic hotspots the warmest as well as the most toxic

transportation are being explored. Multimodal sys-

areas on this network. These zones have been linked

tems of public transportation in European cities give

to major health problems for local residence as well as

the public multiple options of circulation that are much

spots of ecological decimation.

more efficient, sustainable, and cost effective than

Over the last century these cancerous arteries

privately operated vehicles. These systems coupled

have decimated ecologies, segregated communi-

with todays technology allow the public multiple op-

ties, and been catalysts for widespread illness in and

tions in real time to get around. In conjunction the law

around urban centers. This infrastructure has benefit-

of congestion is being invoked by urban planners.

ed few while putting many at disadvantages. Current-

ly we find ourselves in a unique point in human history

gestion of circulation planners must remove lanes of

where widespread change is necessary for the con-

travel. A reduction of travel lanes means that in the

tinuation of how Americans live their lives.

short-term traffic will increase but quickly humans will

Climate change is finally becoming an issue that

adapt and find other routes and modes of transporta-

people are acting against. Global warming has been

tion. These alternatives must be equally efficient so

linked to the amount of carbon in our atmosphere

that both car ownership and carbon emissions will de-

Cars are being restricted from entering certain ar-

The law of congestion states that to reduce con-

19

01.

crease in the long term.

If American cities were to adopt this model, there

would be hundreds of thousands of miles of highway that would be closed and unused. Rather than leaving this space unused this infrastructure can adapt as well to become a catalyst for change. By adapting this existing infrastructure into one that relates to its surroundings and actively cleans, connects, and cools them; The Green Artery will be celebrated for its ability to be a useful and effective piece of infrastructure that can take on an entirely new host of issues for the next century.

20

Introduction

Fig 3.

Thesis Analytique Poster

21

02.

Literature Review Overview A review of important liturature relevant to the topic I wish to explore for my thesis. Each source brings with it a unique insight into my thesis topic and provides a new lense from which I have approached much of my design thinking and my overall conceptual idea.

02.

Boston’s Big Dig explained by James A.

marketed to the American people with the

Aloisi Jr. is a $16 billion project that the city

promise of freedom, adventure, autonomy and

underwent to remove the elevated highway

connection. And through the early to mid-1900’s

known as the Central Artery or Rt 93, as it

car ownership in America skyrocketed despite

sliced through downtown Boston.1 50 years

little to no actual technological improvement.

after its conception it was decided that the

Central Artery was a failure and that some-

was a demand for a large expanding network

thing must be done to run transportation more

of roads and thus the American Highway Act

efficiently through the city while also reclaim-

went underway. With specific criteria for de-

ing a major part of Boston’s downtown area.

sign guidelines this network spanned for close

to 50,000 miles and connect basically all of

The redesign of the area was an effort of

As a result of increase ownership there

reimagining urban renewal of something that

mainland America. However, there were many

would bring substance to the residence rather

problems with this network. With no foresight

than the central arteries idea of urban renewal

into its demand in the future as well as a lack

which injected people into the city without at-

of understanding and resulting disaster when

tention to the urban context or neighborhoods

highways crossed the urban environment this

at risk. Thus, began the construction of the

network began to undergo a period of constant

parkway over the new highway which had

adaptation to try and mitigate the amount of

planned to be something that had civic pur-

traffic that resulted in this lack of foresight.3

pose and reconnected once severely divided

and undesirable parts of the city.2

ways were not meant to run through urban

environments rather they would stay on the

According to Samuel Schwartz cars were

1 Aloisi, James. The Big Dig. Beverly Massachusetts: Commonwealth Editions, 2004.

2 Aloisi, James. The Big Dig. Beverly Massachusetts: Commonwealth Editions, 2004.

24

According to Andres Duany, originally high-

3 Schwartz, Samuel I., and William Rosen. Street Smart: the Rise of Cities and the Fall of Cars. New York: PublicAffairs, 2015.

Literature Review

outside allowing for cars to exit into cities and

fabric. All manner of car accidents began to be-

towns.4 But Samuel Schwartz says that Amer-

come a major problem in America and account-

icans quickly reversed this idea and brought

ed for many deaths in the country at the time.

these major throughways into the hearts of

urban environments usually cutting them in half

of Americans, car friendly streets were pro-

and almost always devastating lower income

posed, and pedestrians were exiled to the

areas. The reason was of course to bring mon-

sidewalks. This was a result of a need for traf-

ey into these cities. He goes on to explain that

fic regulations. Where representatives from

toll roads allowed cities to profit off the public

the car industry, and those who profit from it,

network of highway infrastructure and with the

the railway industries, and a voice for pedes-

higher density of traffic came a higher demand

trians all drafted The Model Municipal Traffic

for parking gas and mechanics stimulating the

Ordinance of 1927 which set the automobile

economy but at what cost to the urban environ-

friendly streets into stone.6

ment and the people who inhabit it.5

highway network urban sprawl began to happen

There was a point in time, according to

And so, Schwartz says to save the lives

Duany says with the automobile and the

Schwartz when it was decided who would own

in America. Urban sprawl is an unnatural way

the roads. The battle for the right of way was

for communities to grow, it is unlike an urban

kicked off after Daniel Burnham’s plan for Chi-

environment that grows and responds to human

cago proposed “roads for automobility”. It was

need rather it revolves around the idea of being

beginning to be understood by the people in the

able to drive everywhere.7 Normally settle-

early 1920’s that not all modes of transportation

ments grow organically with mixed use buildings

could coexist in the same space in the urban

overlapping program and pedestrian traffic, but

4 Duany, Andres, Elizabeth Plater-Zyberk, and Jeff Speck. Suburban Nation: the Rise of Sprawl and the Decline of the American Dream. New York: North Point Press, 2010.

5 Schwartz, Samuel I., and William Rosen. Street Smart: the Rise of Cities and the Fall of Cars. New York: PublicAffairs, 2015.

6 Schwartz, Samuel I., and William Rosen. Street Smart: the Rise of Cities and the Fall of Cars. New York: PublicAffairs, 2015.

7 Duany, Andres, Elizabeth Plater-Zyberk, and Jeff Speck. Suburban Nation: the Rise of Sprawl and the Decline of the American Dream. New York: North Point Press, 2010.

25

02.

this is not the case with urban sprawl. Neigh-

every day. This is how we get rush hour traf-

borhoods sprout up anywhere a road is near,

fic. These housing subdivisions or nodes are

and people must commute for goods services

all connected to major roads as well as having

and any other need. Duany explains that it is the

their own smaller more elaborate and confus-

idea of being able to live a life free of the hustle

ing roadway that turns back on themselves in

bustle and noise of an urban environment and

an effort to allow for more residences where

take advantage of consumerism to allow people

each one is as dull as its neighbors. Shopping

to rely on cars. But this system is unsustainable

centers solve the problem that mixed commer-

and “self-destructive” according to Duany. It

cial buildings would solve allowing for grocery

results in traffic, wasted space, and dull urban

stores malls and shops to be all accessible by

environments. Sprawl relies on five components

road with large parking lots. These centers

“housing subdivision, shopping centers, office

take up a lot of space that would otherwise

parks, civic institutions, and roadways” says

be used much more efficiently and are usually

Duany. All these components are separated

placed in spaces that could supply goods for a

as it is illegal for mixed use buildings in urban

variety of sprawled communities giving purpose

sprawl neighborhoods.8

to the large parking areas. Office parks also

take the same principle and put areas of work

According to Duany, this network of road-

ways must be specific to the area to take

along a road also with large parking lots. These

everyone where they need to go. Which usually

spaces are on the clock spaces where people

leads to an abundance of traffic usually at the

work a regular day and then all simultaneously

same time meaning people are in their cars

go home on these roads, causing congestion

for longer periods of time at the same times

and a less than desirable commute back to the

8 Duany, Andres, Elizabeth Plater-Zyberk, and Jeff Speck. Suburban Nation: the Rise of Sprawl and the Decline of the American Dream. New York: North Point Press, 2010.

26

Literature Review

housing subdivisions. Civic institutions such

routs are found and used by a percentage of

as town halls and recreation centers are usu-

the people using prior routes. Or in the case of

ally centralized in these areas however a need

some places people simply turn to alternative

for vehicular accessibility means that they are

modes of transportation provided they are in an

again surrounded by public roads and parking

area that has access to one.

lots that can sustain heavy use and traffic.9

dria is a good way of understanding the differ-

Duany goes on to say that the roadway is

Duany compares Virginia beach to Alexan-

what connects all these parts because peo-

ence of how a city grows naturally instead of

ple in these areas don’t commute or travel on

one that grows based on highways.11 Alexandria

foot they need to use a car to get everywhere

was built like other pedestrian cities with the

it’s a necessity and so the urban environment

ideas of a center where civic commercial mixed

reflects that and roadways and parking are a

use and residential program all lived harmoni-

staple of these areas and are prioritized. This

ously by sprawling upwards rather than horizon-

is to the extent that the answer to such high

tally. The idea of accessibility and a 5-minute

vehicular density and traffic is adding more

walk meant that everything was always near

lanes of travel. This model however does not

and people could get to what they needed in

work.10 This method results in induced traf-

an easy and timely manner. This was of course

fic which means that there will always be the

helped by a understandable street network

same amount of density its just the difference

that had pedestrian paths as well as vehicular

between 4 lanes or 26 lanes of traffic. This

streets. Duany says many of these streets were

method does work in reverse, when lanes are

narrow and responded to the scale of a hu-

taken away then there is less density. Alternate

man rather than a vehicle making it much more

9 Duany, Andres, Elizabeth Plater-Zyberk, and Jeff Speck. Suburban Nation: the Rise of Sprawl and the Decline of the American Dream. New York: North Point Press, 2010.

10 Duany, Andres, Elizabeth Plater-Zyberk, and Jeff Speck. Suburban Nation: the Rise of Sprawl and the Decline of the American Dream. New York: North Point Press, 2010.

11 Duany, Andres, Elizabeth Plater-Zyberk, and Jeff Speck. Suburban Nation: the Rise of Sprawl and the Decline of the American Dream. New York: North Point Press, 2010.

27

02.

intimate and inviting rather than the openness

cars they need to be able to manage their time

and lack of soul one find on a major vehicular

efficiently and effectively every day.14

road.12 All these aspects of an urban environ-

ment allowed it to grow and evolve in a way that

because it gives them a sense of autonomy. It

thought about connection to other urban envi-

allows people to have the freedom to reroute

ronments making it a node on a larger network.

themselves if need be whereas there is not

much flexibility in public transportation and

Schwartz says that urban environments that

He goes on to say that people use cars

grow naturally should have multimodal trans-

one can not simply reroute a subway or bus

portation. Meaning that there are alternatives

on a whim. However public transportation

to cars as well as buses trains and muscle

gives people a sense of community and be-

powered modes of transportation.13 The infra-

longing as well as the opportunity to be more

structure of these environments must be able

connected on their phones and start work as

to support each mode as it is unrealistic to rely

soon as they leave their homes rather than

on one. For these modes to be reliable however

once they arrive at the office.

they must be able to give information to people

in real time. In the age of technology real time

and it also allows people to efficiently use public

information is a way of everyday life. Schwartz

transportation. Apps can give people real time

says that accessibility is now not just some-

updates on what modes of public transportation

thing to be considered in the built environment

to take how long each option would take and will

but the virtual environment as well. Schwartz

give them second by second updates on their

explains that for people to seriously consider

own location and direction to where they need

public transportation as an alternative to using

to go. This is all made possible by the technol-

12 Duany, Andres, Elizabeth Plater-Zyberk, and Jeff Speck. Suburban Nation: the Rise of Sprawl and the Decline of the American Dream. New York: North Point Press, 2010.

13 Schwartz, Samuel I., and William Rosen. Street Smart: the Rise of Cities and the Fall of Cars. New York: PublicAffairs, 2015.

14 Schwartz, Samuel I., and William Rosen. Street Smart: the Rise of Cities and the Fall of Cars. New York: PublicAffairs, 2015

28

The information age allows people to do this

Literature Review

ogy and information age that we find ourselves

new technologies, and it is meant to inform our

in. technology has also gotten us to a point

design so that it can be the most efficient.17

where we can effectively and efficiently solve

problems of connection by mapping solutions to

structure report card shows that American

real problems in real time scenarios and over-

infrastructure is failing. It is over engineered

laying each outcome on top of one another to

and is “improved” by implementing old and

see what the best possible solutions and out-

proven to be unsuccessful, methods to make

comes would be. System mapping is the new

the infrastructure more efficient such as add-

city planning and it is a great way of responding

ing more lanes and more traffic lights.18 These

to an urban environment as an organism rather

problems need creative solutions on making

than a machine according to Michael Batty.15

systems dependable and reliable at the most

important times so that it can be built in an

But we can take this idea of a machine

According to Schwartz, the yearly infra-

as being something that yields a dependably

efficient way that doesn’t force congestion.

predictable outcome and use it to solve prob-

Schwartz says that creative solutions for sys-

lems of connecting systems in a city. The

tems have been implemented in the past for

way of doing this according to Batty, is by

electrical systems and re-routing electricity at

finding variables and contributing factors to a

peak hours. If people are already collecting

problem and to define for yourself the hierar-

real time data about congestion on highway,

chy of these .16

why can’t it be used to inform decision making

on improving this infrastructure and allowing it

Then comparisons must be drawn of the

solutions to these factors. Design and layout

to respond to real time factors making it both

of systems is a conversation between these

flexible and efficient.19

15 Batty, Michael. The New Science of Cities. Cambridge, Massacchusetts: MIT Press, 2017.

16 Batty, Michael. The New Science of Cities. Cambridge, Massacchusetts: MIT Press, 2017.

17 Batty, Michael. The New Science of Cities. Cambridge, Massacchusetts: MIT Press, 2017.

18 Schwartz, Samuel I., and William Rosen. Street Smart: the Rise of Cities and the Fall of Cars. New York: PublicAffairs, 2015 19 Schwartz, Samuel I., and William Rosen. Street Smart: the Rise of Cities and the Fall of Cars. New York: PublicAffairs, 2015

29

02.

In the modern age of technology millennials

of commuting. Schwartz points out that some

are turning away from car ownership. Schwartz

places like Zurich have limited parking and

argues that not all but many use alternative

installed sensors to understand how congested

forms of transportation, much more so than

cities are and with this information they mitigate

their parents due to the real time information

the number of vehicles that enter the city until

millennials can access and confidently rely on

the congestion subsides.22 This is a solution for

when mapping their commutes.20 It is unreason-

limiting congestion, but it pushes it somewhere

able to imagine that cars will be obsolete any

else until the point that people explore other

time soon however the current trends suggest

options. These other multimodal transportation

that ownership is declining. Schwartz says that

options need to be something desirable and a

even if 10% of millennials don’t use cars daily

real option for the whole population it serves

that means 8 million Americans are not buying

to be efficient and run the way we want it to.

and replacing cars every year which is a major

Schwartz says that Salt Lake City for instance

hit for these industries.21 Even now 1/10 Amer-

has a multimodal transit system that was devel-

ican homes are carless and that is a result of

oped for the Olympics. It runs on a grid and is

many factors including access to reliable in-

efficient with real time updates making it a real

formation, and public transportation as well as

solution for all people in the area that means

the affordability of these things as opposed to

people who need it and people who do not.23

cars. Another factor to consider is the effect

that the fear of rush hour and traffic have on

American highways into one that can be effi-

people today. As a result of this fear people

cient, flexible, and accessible means to reimag-

turn to different more flexible and efficient ways

ine how it is used and give it a new purpose.

20 Schwartz, Samuel I., and William Rosen. Street Smart: the Rise of Cities and the Fall of Cars. New York: PublicAffairs, 2015 21 Schwartz, Samuel I., and William Rosen. Street Smart: the Rise of Cities and the Fall of Cars. New York: PublicAffairs, 2015

22 Schwartz, Samuel I., and William Rosen. Street Smart: the Rise of Cities and the Fall of Cars. New York: PublicAffairs, 2015 23 Schwartz, Samuel I., and William Rosen. Street Smart: the Rise of Cities and the Fall of Cars. New York: PublicAffairs, 2015

30

Adapting the existing infrastructure of

Literature Review

Schwartz says that these ideas reduced traffic

where people are entering urban environments

and by taking away lanes of traffic people will

and then give them more options that will bring

begin to reroute themselves or turn to new

them to where they need to go. Ridesharing

solutions of transportation that are more reli-

apps are already a part of that, and soon au-

able and efficient than cars.24 By giving people

tonomous vehicles will be as well.25

the tools of real time information through tech-

nology they will be knowledgeable of efficient

urbanism as a building block for urbanism.26

public transportation options meaning more

Landscape Urbanism is a response to Urban-

people will use them and they will be funded

ism and a counter argument to New Urbanism.

better because they are reflections of the peo-

Where new urbanism aims to regain a nostalgic

ple who use them. Giving urban environments

form of transportation and an urban environ-

as well as sprawled suburbs multimodal trans-

ment that is premodern and could not sustain

portation options that are easily understand-

modern demands of travel and circulation.

able and efficient through modern technology.

an urban environment giving equal hierarchical

Lanes of streets can begin to be prioritized

Charles Waldheim describes landscape

Rather, landscape urbanism aims to design

for these options. These modes of transporta-

importance of buildings to landscape. Urbanism

tion will need be organized much like systems

without landscape is only half an urban environ-

to intersect at the most effective points to give

ment. So began the raise of constructed land-

users the most options of rerouting themselves

scape as a building block of an urban environ-

as well as adjusting their own commute. Hav-

ment with the purpose of not only enriching the

ing multiple nodes of intersection at strategic

urban fabric but also to service a greater part

points will allow designers to effectively place

of the environment and respond to an adapting

24 Schwartz, Samuel I., and William Rosen. Street Smart: the Rise of Cities and the Fall of Cars. New York: PublicAffairs, 2015

25 Schwartz, Samuel I., and William Rosen. Street Smart: the Rise of Cities and the Fall of Cars. New York: PublicAffairs, 2015 26 Waldheim, Charles. The Landscape Urbanism Reader. New York: Princeton, 2006.

31

02.

culture and infrastructure. While landscape ur-

unnecessary and even devastating to the cities

banism has its place on a city grid it is important

themselves and the people living there. Di-

to understand how it responds to infrastructure.

viding areas and people harshly without a real

Specifically, highway and road structures, which

means of reconciliation.28

seem to completely disassociate with their en-

vironment and cut through urban environments

draws some examples of methods of mitigat-

in senseless ways. This leads to a separation

ing these disconnections have been used in

between different areas regions and cultures

places like Boston’s Emerald Necklace where

which sometimes can be devastating when re-

transportation was understood as a necessity

sources and necessities are cut off without any

so a parkway was constructed around it which

way of bridging the gap.27

was programmed for community use with

garden space, walkable trails, differentiation

James Corner, in Waldheim’s book, The

Jacqueline Tatom, in Waldheim’s book,

Landscape Urbanism Reader, recalls that Kahn

of densities of greenery and wildlife as well as

descried major roads and freeways as wa-

monuments, places for pause and reflection

terways that frame and serve a specific area.

as well as recreational sites for sports. All

There of offshoots from the main system that

the while creating connections between once

branch inward to service the center of cities

divided neighborhoods and giving them a

and thus need depositories for vehicles to

common space of use and belonging through

accumulate such as parking lots and garages.

connecting paths offshoots and depositories.

While these structures might be necessary

More than just a community zone that enrich-

for the purposes of ringing people into cities

es the urban environment, this parkway also

from suburbs and beyond, these systems are

acts as a resiliency buffer which mitigates

27 Waldheim, Charles. The Landscape Urbanism Reader. New York: Princeton, 2006.

28 Corner, James. Terra Fluxus, The Landscape Urbanism Reader. New York: Princeton, 2006.

32

Literature Review

flooding from the Charles through multiple lay-

sive design-less highway network that criss-

ers of greenspace, the muddy river, and to-

crosses America and provides a solution where

pography. Its purpose is not singular but one

in it divides communities in urban environments.

that gives back on multiple levels.29

It takes keys from examples of highways that

do respond to their environments and bend and

Tatom draws another example of New

York’s Henry Hudson Parkway which is a sec-

flow to better fit the environment rather than

ondary layer between the river lining manhat-

bulldoze their way through. Landscape urban-

tans edge and the city. Once an rea strictly

ism aims to show that all spaces are valuable

for automobile use, this parkway invites the

and not just squares and centers but parts of

public to also experience the waters edge

infrastructure and cities that are not so glamor-

with multiple connections over and under the

ous such as tunnels bridges underpasses and

freeway that bring people directly to the water

overpasses and tries to work out a solution for

as well as through a series of parks and park-

all these typologies of infrastructure.32

ways where a community can be built around a

common space of gardens fields recreational

Adaptive Reuse Extending the Lives of Build-

facilities and views of the water.30

ings, adaptive Reuse has been a concept in

practice for a long time as an option when

Elizabeth Mossop explains in Waldheim’s

According to Liliane Wong in her book,

book that all urban spaces are valuable espe-

resources are low. Adaptive reuse was coined

cially ones that are standardized, such as high-

however in the 1970’s and refers to the adapta-

ways and roads, and importance does not only

tion of an existing structure or a found artifact

lay in parks and squares.31 Landscape urbanism

for a new use. Within recent history adaptive

shines a light on the shapeless and unrespon-

reuse has become an option for combating cli-

29 Tatom, Jacqueline. Landscape of Infrastructure, The Landscape Urbanism Reader. New York: Princeton, 2006.

30 Tatom, Jacqueline. Landscape of Infrastructure, The Landscape Urbanism Reader. New York: Princeton, 2006.

31 Mossop, Elizabeth. Landscape of Infrastructure, The Landscape Urbanism Reader. New York: Princeton, 2006.

32 Mossop, Elizabeth. Landscape of Infrastructure, The Landscape Urbanism Reader. New York: Princeton, 2006.

33

02.

mate change. Rather than tearing down a structure and completely rebuilding a new structure in its place, simply adapting a structure to a new use saves on labor cost and uses less greenhouse gases. It is important to distinguish a dialogue between the found structure and its new purpose. By establishing a dialogue that relates to the new use and existing structure one can begin to program parts of the new structure in creative and useful ways. What is the case if we begin to extend the idea of a found artifact from an unused or underused building to an unused or underused road or freeway?

With the findings of the Forth National Cli-

mate Assessment the reduction of greenhouse gas emissions there is a chance that in the near future freeways will become less useful for the modern form of transportation. How would this sprawling network of roads be reimagined as a new and useful network?33

33 Wong, Liliane. Adaptive Reuse : Extending the Lives of Buildings. Basel/Berlin/Boston: Walter de Gruyter GmbH, 2016.

Accessed November 18, 2019. ProQuest Ebook Central.

34

Literature Review

35

03.

Design as Research Overview A process in my thesis in which I approach problem solving though itterative design. By distilling issues into one main idea I was able to tackle problems one at a time and iterate upon ideas as I went.

03.

Climate change is an impending threat on life

ized a 6-lane highway by the average size of a free-

as we know it. Outdated infrastructure and our ur-

way running through an urban center. By defining

ban planning have doomed major cities around the

each lane as a 12’ increment with a median and an

world. Highways act as toxic arteries that decimate

edge condition defined by where it is in the datum

the air quality within major cities while also contrib-

of an urban setting, I was able to catalogue each

uting to the heat island effect. while this infrastruc-

change in section which was consistent with a

ture is wide ranging and massive it fails as a net-

change in elevation through an urban environment.

work of efficient transportation while also failing to

positively impact the areas with which it connects.

underpass, and a central artery. The overpass I’ve

This thesis will reimagine and adapt the American

drawn as a ridging form where there are more than

highway network as a network of infrastructure

two levels of circulation. One defined by the infra-

that runs efficiently and positively aids cities at risk

structure of the highway and another that runs un-

from the climate crisis. By using theories of land-

derneath either parallel or perpendicular to the in-

scape urbanism and systems planning the exist-

frastructure. This version is one meant to connect

ing infrastructure will be adapted into a network

areas with minimal displacement of the ground

of parkways and civic spaces which will become a

level which allows for people to circulate freely

new type of urbanism that aids environments and

around this infrastructure. The problem however is

communities.

that usually there is very minimal though allocated

Catalogue:

To define this sprawling network into compre-

hensible increments I have created a catalogue of conditions of this highway network. It is predominantly a network that is sectionally unchanged by its surroundings. To illustrate that I have standard-

38

These three categories are an overpass, an

to the underside of this version and the spaces that are defined between the ground and the infrastructure are commonly uninviting and unprogrammed.

As a result, this version still becomes one that divides the ground level despite touching the ground plane in a minimal way. The positive aspects of this version are that it is easy to make usually for a pub-

Design as Research

lic network. There is ample opportunity to allow for

as well as requirements for light and air flow with-

sunlight to enter even enclosed spaces of this net-

in this network. There would need to be a way to

work. Systems can run efficiently through this net-

funnel air and sunlight to these areas before it can

work layering them on the same plane and direc-

begin to be programed for a public network. There

tion that is used for transportation. The structural

is however ample room and programmatic space

quality of this version of the network is one with a

for a system of transportation as well as systems

high capacity for load baring. This allows for differ-

to run parallel on this network which can become

ent forms of landscaping and built forms to be pos-

a data collection center for the rest of the network.

sible with some adaptation. This version is ideal for

Spaces that do not need qualities of a human oc-

landscape, housing, and all types of built forms and

cupied space ca begin to be placed on this version

can be useable as a public network.

of the network for larger swaths so that the places

Underpasses I’ve defined as a network that

where it is most possible for human interaction can

tunnels through an urban environment. These tun-

be prioritized and the rest can be used for systems

nels allow for almost any kind of program to happen

and data collection/dissemination.

above. The capacity of the program above relies

on the secondary structure to span or tie into the

have defined as highways that divide urban envi-

structure of the network underneath. Meaning that

ronments on the ground plane but are not decked

there is usually a physical connection between the

over. These versions of the network require se-

network underneath and above that culminates in

lective bridging to happen across the network for

a form of organization that mitigates between the

secondary forms of transportation to happen. In

network of highways and the network of streets.

this case the artery fluctuates between the ground

Although there are many options of programming

plane and depressed into the ground. The only op-

above the tunnel program within these tunnels are

tion is to span with smaller networks of transporta-

tougher to work out. There is a question of how far

tion. This system is the clearest and most apparent

spanning a public network could be underground

of a division within an urban center. With the ability

Arteries are versions of the network, which I

39

03.

to deck over and provide any kind of program it is

runs somewhat perpendicular to this system as a

easy to imagine this version both above and be-

depressed artery and tunnel. These networks de-

low as a public network that can be open or closed

fine key areas of the city and where they intersect

above and can adapt to any condition necessary.

is a mess of ramps tunnels arteries and streets that

Network

As an overall network, highways cut through

and connect to every part of the American mainland. Within an urban center they form boundaries and divisions between different areas. With projects such as the big dig, these boundaries are demolished, and a new network takes its place in the public realm. Where there was once a large overpass that cut through most of downtown Boston now there is a network of parkways that tie back

form a large node. Because this network runs so centrally through Boston it can be adapted into a network that has a public and civic purpose where there can be landscaped zones as well as housing and other built forms depending on the contextual relationship of each site. Rather than thinking about this network of one that ignores its surroundings and is sectionally void of difference it can become something responsive to a human scale and urban conditions.

into the emerald necklace, Boston’s landscape

Nodes

urbanism project that is a string of parkways that

wrap around the city that form a public network of

structural congestion. Junction points of systems

landscaping. The network of highways in Boston

colliding which look like a mess of overpasses,

relate to the three versions I have defined as an

underpasses and everything in between with slim

overpass, underpass, and an artery. While the big

ramps connecting each road and system so that

dig had removed much of the overpass condition

a user can connect to and from any road to their

there are still many examples of that relationship

desired path. Where these nodes happen in these

happening near north and south station where RT

networks also tend to draw the most amount of hu-

93 enters the urban center. Whereas the mass pike

man congestion as well with traffic build ups hap-

40

The nodes I have explored are areas of infra-

Design as Research

pening in these areas specifically and then reverberating back throughout the network. In design of public transportation nodes there are usually ideas of systems relating to each other and running in the most efficient way possible where systems can be overlapped and run parallel adjacent and perpendicular to each other to give users a variety of options of multimodal and multi-nodal transportation.

These transportation hubs usually are contained in smaller footprints than those of a highway junction because the vehicles of transportation or not the ones that are turning and constraining themselves in a dramatic way rather it is the people that circulate though the hub to get to their desired path and rout. Highway junctions are built so that vehicles can turn and make drastic changes in route meaning they need much more lateral space to do so.

If these junctions were reimagined to fit a model closer to one of a public transportation hub it could be contained in a smaller area and could grow vertically rather than horizontally. Defining a new type of urban space.

41

03.

Fig 4.

42

Network Organization on Overpass

Design as Research

Fig 5.

Network Organization on Overpass

43

03.

Fig 6.

44

Network Organization on Overpass

Design as Research

Fig 7.

Network Organization on Overpass

45

03.

Fig 8.

46

Network Organization on Overpass

Design as Research

Fig 9.

Network Organization Under Overpass

47

03.

Fig 10.

48

Network Organization Tunnel

Design as Research

Fig 11.

Network Organization Tunnel

49

03.

Fig 12.

50

Network Organization Depressed Highway

Design as Research

Fig 13.

Network Organization Circulation

51

03.

Fig 14.

52

Network Organization on Overpass

Design as Research

Fig 15.

Network Organization on Overpass

53

03.

Fig 16.

54

Transportation Organization

Design as Research

Fig 17.

Design Test, North Station, Boston

55

03.

Fig 18.

56

Design Test, Newbury Street, Boston

Design as Research

Fig 19.

Design Test, Storrow Drive, Boston

57

03.

Fig 20.

58

Boston Highway Network

Design as Research

59

03.

The Highline Date: May 2003 Location: New York, NY Author: Diller Scofidio + Renfro Criteria: Unused train tracks that run through manhattan on a raised platform adapted to a raised pedestrian walkway/greenway by keeping existing infurstructure and allowing for accessibility and addition of gathering spaces.

Fig 21.

60

New York Highline Interaction with Building

Design as Research

Fig 22.

New York Highline Ecology and Community Space

61

03.

Chicago River Walk Date: 2016 Location: Chicago, IL Author: Sasaki Criteria: Project done in phases. Elevation change to waters edge. pedestrian walkways bridges and gathering spaces. layering of programatic zones. explore accessibility. exploration of major roads past waters edge.

Fig 23.

62

Chicago Riverwalk Interaction with Waterway

Design as Research

Fig 24.

Chicago Riiverwalk Program atic Elements

63

03.

Parc de la Villette Date: 1982 Location: Paris, France Author: OMA Criteria: The program for this project was broken down and reaplied in five seperate methods through which a park was generated by having strips of program, a point grid of facilities, a “round forest�, circulation, and large superimpositions of programatic elements.

Fig 25.

64

Parc de la Villette Program Implementation

Design as Research

Fig 26.

Parc de la Villete River Condition

65

03.

The first semester I was focusing on answer

ect is to design a network that can be applied to the

the question of what was possible by generalizing a

entire highway system. I looked at a large variety of

few conditions in a written catalogue describing an

different American cities differing in size, scale, and

overpass, depressed highway, and a tunnel. While I

demographic. many of these cities did have many

had not chosen a site, yet I had tested design ideas

overlapping conditions which was encouraging. I

through sketches either site-less or inspired by

eventually chose the city of Pittsburgh Pennsylva-

conditions found in Boston. By the end of the first

nia as my site. this city with its clear edge defined

semester I was able to come to the understanding

by the river as well as the highways was a good site

that for this system to e the most effective it needs to

to apply my network for connection. the pollution

predominantly be a form of landscape infrastructure

of high congestion points was also a good place to

that is able to graft onto an existing structure and

implement an infrastructure which reduces Heat

gradually remove lanes of traffic in an effort to re-

Island effect as well as reduces toxicity all the while

duce speed and use of the existing highway. These

being areas of connection. This city was also an

ideas were tied heavily to the Law of Congestion

ideal site because of the recent RFP issued by the

which claims that by reducing lanes of travel traffic is

city which illustartes a want to reimagine the exist-

also reduced as people turn to other modes of trans-

ing transportation plan in lue of one that reduces

portation and new routes. this means that my net-

the amount of privetly opperated vehicles within

work while displacing people must also be a catalyst

the downtown area.

for a new system of transportation.

Mapping Site

Going into this semester my first goal was to use

studied Pittsburgh, the existing networks and sys-

my now complete catalogue to narrow down a site

tems in place, the existing demographic and the di-

that embodies the most problematic conditions as

vision between neighborhoods, and the overall tox-

well as the most repeatable as the goal of this proj-

icity in the area. This toxicity was mostly brought

66

The following weeks up to the midterm I deeply

Design as Research

on by the congestion on the highway network and

for forests and other areas being more open are bet-

its pollution of environments such as the river. In

ter for community zones. The idea being that this in-

the industrial park however, US Steel is the pre-

frastructure directly relates to the surrounding site

dominant polluter closely followed by the overlap-

unlike the existing infrastructure.

ping highway through this site. After a deep analysis of Pittsburgh, I was able to narrow down three

Design

specific nodes which would act as major hubs on

this network on which I would directly design this

network. The application of the system on an over-

landscape infrastructure.

pass raised the datum of this network eight feet

Once the sites were chosen a method of appli-

above the existing highway. this eight-foot removal

cation and implementation was necessary to under-

allows for enough space for large tree’s roots to be

stand each site as a node in a greater plan. I sepa-

well established as well as for the dissemination of

rated these elements by program/goal, systems,

systems such as water and energy circulation. the

and circulation. the program was separated by ar-

vegetation planted at each site directly coincides

eas that directly and efficiently reduce the amount

with the goal or node of each site. in carbon forests

of toxins in an area (blue), and areas which directly

trees are planted that can remove the most amount

provide usable program for nearby communities

of carbon and cast the most amount of shade (typ-

(yellow). The growth of this network on the exist-

ically oak and maple trees). whereas in community

ing highway is directly impacted by the speed and

zones and food forests, vegetation is typically fruit

distance necessary to remove a lane of traffic. as

and vegetables that can be grown in a community

a result, the system is comprised of diagonals that

garden and sold at public markets. On a depressed

remove people from an acre of linear area allocat-

highway this area can be paved over in order to re-

ed for the new network. these diagonals provide a

move the edge created by this infrastructure and

seamless overlap between opposing programmatic

encourage movement over the highway by decking

zones in which some areas being denser are better

over the entire system. This network takes advan-

At the midterm I began the actual design of this

67

03.

tage of existing conditions. under an overpass in the industrial site an area can be allocated for vertical parking to condense the amount of parking in this area and use it for something else. The abundance of soil in the residential edge site allows for a comprehensive irrigation system to be implemented for a large public garden featuring fruit trees, vegetable gardens, and flower gardens. The riverside side uses the reduction of the depressed highway to encourage connection and use of the river for circulation as well as a recreational zone under a thriving market space. The new network is able to fix the issues of the existing system as well as combat current issues of climate change while creating a usable piece of infrastructure for the next 100 years.

68

Design as Research

69

Urban Zones Commercial - Residential Commercial Qualities - Systems vent out toward road. toxic, back of house, loading, lots of paving, not uch vegitation

Residential Qualities - noise, low income, low property value, polution, heat, no trees, no recreation, lack of public space

Industrial - Industrial Industrial Qualities - Air pollution, noise pollution, urban sprawl, heat absorbing pavment, chemical pollution, runoff, ecological zone of heat.

Commercial - Recreational Commercial Qualities - Systems vent out toward road. toxic, back of house, loading, lots of paving, not uch vegitation

Recreational Qualities - pollution, trash, oil, noise, inaccessibility, runoff

Highway Typologies Depressed Pittsburgh - Commercial, Residential Seattle - Residential, Commercial Chicago - Residential, Waters Edge, Commercial Boston - Commercial, Residential, Public Park Miami - Commercial, Residential San Fransisco - Industrial Park, Commercial, Residential

Overpass Pittsburgh - Industrial Park, Public Park, Commercial, Waters Edge Seattle - Residential, Waters Edge, Industrial Park, Commercial Chicago - Residential, Industial Park, Commercial Boston - Industrial Park, Residential, Commercial Miami - Commercial, Residential San Fransisco - Industrial Park, Commercial, Residential

Scenic Pittsburgh - Commercial, Public Park, Industrial Seattle - Industrial, Commercial, Public Park Chicago - Residential, Waters Edge, Commercial Boston - Commercial, Residential, Public Park Miami - Commercial, Residential, Public Park San Fransisco - Industrial Park, Commercial, Residential, Park

03.

86

Design as Research

Fig 27.

Design Sketches

87

03.

Fig 28.

88

Residential/Commercial Edge Midterm Sketch

Design as Research

Fig 29.

Residential/Commercial Edge Midterm Sketch

89

03.

Fig 30.

90

Riverside Market Midterm Sketch

Design as Research

Fig 31.

Riverside Market Midterm Sketch

91

03.

Fig 32.

92

Industrial Park Midterm Sketch

Design as Research

Fig 33.

Industrial Park Midterm Sketch

93

94

Fig 34.

Network Growth (Existing)

95

96

Fig 35.

Network Growth (Phase 1)

97

98

Fig 36.

Network Growth (Phase 2)

99

100

Fig 37.

Network Growth (Phase 3)

101

102

Fig 38.

Network Growth (Phase 4)

103

04.

Outcome Overview The culmination of eight months of work materializing as one design. This chapter illustrates the final design of my thesis project.

Site: Pittsburgh PA Pittsburgh A city that is looking to completly reimagine their transportation system in an effort to free up space from cars for people. With this as a catalyst for change this thesis will give civic purpose to the highway system.

Graphic Key

106

Fig 39.

Pittsburgh Site Analysis

107

112

US Steel Industrial Park This site houses many program typologies such as factories and wharehouses which are huge emmiters of toxins.

US Steel is responsible for emitting multiple tons of toxins into the air which cause many health problems to the residents near by. The acres of parking for shipping trucks as well as workers contribute heavily to the heat island effect.

The elevated highway running through the site is one the the ost conjested spots of this urban highway network. The intervention must directly mitigate the toxins found in this area as well as reduce the heat island effect.

Graphic Key

Fig 40.

Industrial Park Site Analysis

113

118

Residential Edge Commercial/ Residential Zone This site is a divisional site between the major downtown area and a residential neighborhood. This division is even further perpetuated by the large parking lots on the residential side. The highway as well as the urban edge pollute the air in the direction of the residential neighborhood which leads to major health risks in the area. The large amount of heat absorbing paving raises the heat in the area forcing residents to pay more to live comftorably. The sprawling highway and parking lots push the residents far from the amenities provided in the downtown area necessary for living.

Graphic Key

Fig 41.

Residential Edge Site Analysis

119

122

Riverside Site Commercial Zone This site is a large commercial district in downtown Pittsburgh. there are many shops and resturants as well as a large variety of buisnesses in this area. While being located very close to the river the highway creates a definitive barrier between the district and this large recreational zone.

The highway pollutes the air as well as the river. Intervention would need to bring the commercial zone to the edge of the river while reducing the amount of pollution and having a sybiotic relationship between the program and the waterway

Graphic Key

Fig 42.

Riverside Site Analysis

123

Network Implementation Application Using specific plant types at different sites the application of vegitation can directly meet the needs of each zone. Maple and Oak trees are used in carbon forests to reduce toxicity. Fruit trees and vegtable gardens are planted with native plants to this hardyness zone.

Graphic Key Carbon Forest Food Forest Pollination Garden Food Garden Gathering Space Food Market

126

Fig 43.

Network Application

127

128

Fig 44.

Network Application

129

Program Implementation Application This system must directly connect to the needs of the immediate cite as well as the larger urban context within which this network lives. Parts of the whole must impact the community on multiple levels.

Graphic Key Elevator

Market

Walking Trail

Water

Staircase

Beehive

Water Taxi

Pavillion

Bike Trail Bus Route Parking

130

Fig 45.

Network Transportation Application

131

Circulation Implementation Application By reducing the amount of vehicles in the center of the city other forms of circulation will be used to bring poeple in and out of the downtown area from surrounding zones

Graphic Key Elevator Walking Trail Staircase Water Taxi Bike Trail Bus Route Parking

132

Fig 46.

Network Systems Application

133

134

Fig 47.

Network Growth (Existing)

135

136

Fig 48.

Network Growth (Phase 1)

137

138

Fig 49.

Network Growth (Phase 2)

139

140

Fig 50.

Network Growth (Phase 3)

141

142

Fig 51.

Network Growth (Phase 4)

143

The Market | Riverside Design: The Market is a once alienated connection to the river turned thriving Commercial District. The unique highway typology allows for multiple points of connection onto and below the network featuring a long spanning market place as well as ample room for other creative activities. The docks along the river are used for water taxis which allow for a new connection to this part of the city. They are also used for recreation and allow people to use the river in new ways.

144

Fig 52.

The Market Final Design

145

The Lawn | Residential Edge Design: The Lawn is an Urban Desert turned backyard. The depressed highway is now a lushous public garden for flowers and vegtables. The existing highway is consolidated and infilled to allow for a wide range of planting and a large pool to irrigate the network with. The area towards the east is home to an underground garage for the existing parking demand with an large park above used for community spaces and events.

150

Fig 53.

The Lawn Final Design

151

The Lung | US Steel Industrial Park Design: The Lung is an Industrial Park turned Recreation Hub. The towering Overpass is now used as a Carbon Forest. Vertical parking is used to reduce the area allocated for parking and allow people to circulate into downtown using alternative methods. The ground level now is home to recreational feilds and a large park. People are able to circulate between the upper artery and lower park through a system of elevators stairs and pavillions provided throughout the system

156

k

Fig 54.

The Lung Final Design

157

05.

Critical Reflection Overview This chapter is a reflection on feedback throughout my design work in which i recieved input from many outside critics, professors, and peers.

05.

Penultimate During the penultimate I was given helpful feedback.

The vertical circulation was not clear as the designs

It was brought up that there should be a deeper con-

of the network were shown in section perspective,

nection of how nature works to how the interaction

so I made these pavilions and methods of circulation

happens on the system. The rigidity of the lines that

more prominent in the final design. A difference in

define zones can be more malleable and overlap. My

depth of soil was also brought up to illustrate a differ-

system of taking over lanes of traffic inherently allows

ence in plant variety and overall goal of a certain zone.

for pieces to fi together well like a puzzle and I was

I allowed for more soil depth in areas where large trees

able to illustrate this point in a serious of axons during

were planted and less in areas where people only

my thesis defense. I still believe that it is important for

planted flowers or vegetables allowing for a section-

certain zones to have a designated goal and for that

al difference between forests and community zones.

reason I have diagramed these areas as rigid howev-

I was told to show a progression of the system over

er in a smaller scale there can be overlap. Transition

time in section perspectives to show the growth of the

zones occur on the area that a line happens it is im-

system as well as the plants and its effect on the sur-

portant to me that people understand where they are

rounding. As the system grows toxins are reduced as

on the system and with a clear change in the system

well as heat. I made a series of diagrams in which this

people can more clearly understand where they are

was illustrated abstractly in an effort to not tie these

and understand the purpose of the zone. I was told

drawings to a specific site so it could be broader in its

to look at Rem Koolhaas parc de la Villette and the

application and understanding. It was also discussed

way he illustrates all the different overlapping systems

that the parking used under the overpass seemed to

and nodes. For the final thesis defense, I did exact-

segregate this area even more by going down to the

ly that and illustrated the nodes along the system as

ground and acting as a large curtain. I instead used

well as the zones and the circulation all on separate

the existing structure to hang the vertical parking and

layers of the same frame. I think this worked out well

drop it to a height that was 20 feet above ground and

and illustrated the urban design concept very well.

pulled away from central circulation points. By cutting

164

Critical Reflection

back on the amount of volume used for parking this

to make a serious of a couple that connected in the

site becomes much less of a barrier and more of a

same zone it would have been clear to see how this

connection between two sides of the highway.

system changes over time which is what my section

Going forward I believe that as was discussed

perspectives lacked. Axons of my designs might be

in the final review, I need to look back and reflect on

a good way to show my design in a more wholistic

my original idea being that of the car and what does

way. While I am happy with how I drew toxicity, I think

it mean for people to circulate in 50 to 100 years. To

it could have been more pointed and the way I illustrat-

imagine that a car will be the same by then does not

ed heat gain should have been integrated better into

make sense and so it would mean that speculation

this same style. Perhaps using vectors was the right

as to what this network can become should be much

approach but I was caught up with understanding

more creative and forward thinking. I think that it

heat as heat mapping. Going forward I would love to

would be interesting in testing more sites not just the

be able to speak with the team at UTILE that is work-

typical ones in urban setting but the less typical zones

ing on the RFP put out by Pittsburgh for a new trans-

where transitions happen on my system as well as

portation plan. I believe this would be a great conver-

the existing where people transition on and off. There

sation to understand the feasibility of this idea and if it

could be an overlap of how zones are defined using

coincided with anything they were doing.

the existing zones of transition. I think I should have done that from the beginning because my system was organized through linear acres which now seems a bit arbitrary. Instead I think it should be defined by stretch from on ramp to off ramp. I think if I had time to make a model, I would have like to laser cut my sections onto plexiglass and build out the model past them to look like a real-life section perspective. If I was able

165

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Batty, Michael. The New Science of Cities. Cambridge, Massacchusetts: MIT Press, 2017.

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