Leslie Kern, Feminist City (London: Verso, 2020), p. 11

This area has positive aspects such as a protective barrier from the busy road in the form of the steel wall implemented in 2006. The cascading water creates a comforting background noise that 91 allows ambient chatter to be heard. However, the lighting strategy in this area creates poor 92 visibility and the poorly-lit boundaries make it challenging to register escape routes.93

Figure 42: Photograph of Sheaf Square by author

Conclusion

The intended route offered a good opportunity for analysis. It was much easier to understand the problem areas within a space when the journey was known and part of a regular routine. Interestingly not all spaces are more uncomfortable at night. This illustrates the possibility of creating spaces women feel they can travel through regardless of the time of day.

The Wandering Route

Day

This was an interesting way to explore the city. It allowed me to gain a fresh perspective and travel through new areas of Sheffield. The unfamiliarity of the route allowed me to notice how my comfort levels changed.

In this auto-ethnographic sketch study of the journey, the most important observation was of the empty areas of Sheffield that seem deserted. These spaces feel the most uncomfortable. Another observation was the discomfort felt when exploring areas that were unknown and the difficulty when analysing a space that had not been visited before. This is not a common path taken by people, therefore the OBOS harassment map shows few instances of sexual harassment were reported along this route. These statistics differ from the reported violent and sexual offences which are shown to be much higher around Netherthorpe Road.

94 95

Figure 44: Map of wandering route with OBOS data and auto-ethnographic study by author

94 Our Bodies Our Streets, "Public Sexual Harassment In Sheffield – Google My Maps", Google My Maps, 2022 <https://www.google.com/maps/d/u/0/ viewer?mid=1eIFRsEbWQIx6DW3HEfhaisbiH_7GZnRM&ll=53.38349386878442%2C-1.5037268804655524&z=1 5> [Accessed 6 February 2022].

The Peace Gardens, at least on a relatively dry day, are full of music and light conversation that spill over into Fargate, making this area feel relatively comfortable. The good prospects allow clear observation of safety levels of the area. There are many opportunities to sit and observe, 96 and while some seating is placed without a protected back there are many that include this. The outdoor seating provided for cafes around the edge of the Peace Gardens create a vibrant atmosphere in good weather.97 This roundabout pictured clearly places vehicles at the top of the transport hierarchy. The pedestrian crossing does not even have lights indicating when to cross. This makes it difficult to navigate a relatively unpredictable stream of traffic, creating an inaccessible route for pedestrians. It places traffic in an authoritative position and pedestrians in one of vulnerability.

Figure 45: Photograph of Peace Gardens by author Figure 46: Photograph of Peace Gardens by author

Figure 47: Photograph of West Bar roundabout by author

Along the route were many deserted spaces. These areas, such as around student accommodation in Netherthorpe, tend to only cater for a small amount of activity.98 The student area exclusively provides student accommodation, of which there is far too much in Sheffield. This results in the area being almost empty when students are not travelling to and from university, or when they leave for summer.

These areas made me feel particularly anxious. There was no one else to be seen and it was impossible to make human connections, no friendly smile or eye contact, making me feel uneasy.

Figure 49: Photograph of Upper Allen Street by author Night

This route is frightening. Before walking the circle I made sure to have someone walking it with me and that other people knew where I was going. The precautions I took indicate the anxieties I had going into this.

Similar to the previous nighttime route, this was meant to challenge my perceptions of safety when walking the city at night. This route adds an extra layer of experimentation as there is another concern of unfamiliarity.

Figure 50: Map of wandering route with OBOS data and auto-ethnographic night sketch by author

Many of the minor streets that this route went through were very poorly lit. This made the area feel very uncomfortable. There were poor prospects and the light present made certain areas too visible while leaving other spaces in the dark. Unfortunately, this is the case in many cities as 99 there are simply not the funds to tackle matters of safety in every street, leaving small streets neglected. In addition to the low activity levels in the student accommodation area near Netherthorpe Road, the badly-designed street lighting creates lots of dark, hidden areas, creating a hostile atmosphere that is unsafe for many people, particularly those most vulnerable to verbal and physical harassment. As the population in this area is mostly students, the problems that exist are detrimental to a vulnerable demographic, particularly young women who must pass through this area when travelling to and from university buildings.

Figure 52 & 53: Photographs of N Church Street by author

Figure 54: Photographs of Shepherd Street by author Figure 55: Photographs of Upper Allen Street by author

The Devonshire Quarter is the most dangerous neighbourhood for violent and sexual offences. Devonshire Green in particular has no lighting strategy and, as illustrated here, has many spots that are completely in the dark and open to danger. This also makes it hard to see when these crimes are occurring. 100 The walkable spaces of the Peace Gardens are relatively well-lit. The edge lighting enables one to easily make out the pathways, and the overhead lighting does not cause too much contrast between light and dark spaces. The green space around the edge, however, has no lighting, which creates an area where potential danger is unknown to those moving through it, resulting in discomfort.

Figure 56: Photograph of Devonshire Green by author Figure 57: Photograph of Peace Gardens by author

Conclusion

This route was much harder to analyse than ‘the intended route’. Being unfamiliar with the space meant there was not pre-existing knowledge to allow the majority of my focus to be on the physical aspects of the journey. Instead, I was preoccupied with my own safety. Whilst navigating this route at night I had to make judgements based on my comfort levels, changing the route in order to protect myself.

Figure 59: Auto-ethnographic study of wandering route at night by author

Conclusion

Throughout the course of this special study, I have used walking and drawing as a method of understanding my comfort levels and the physical qualities that influence this. To improve my understanding of what influenced my comfort levels I created four different sets of circumstances; a known route in the daytime repeated at night and an unknown route in the daytime, again repeated at night. The intention was to allow me to not only analyse physical aspects of space but also how comfort levels and the ability to analyse space changed in unfamiliar and dark environments.

Walking these routes heightened my awareness of the discomfort I felt when travelling through spaces that were unfamiliar to me. This feeling can limit women to only using a very small section of the city (one which they feel most familiar with) reducing their ability to explore new areas. To improve this, architects and urban planners should design cities that can be easily navigated using signage and landmarks to give a pedestrian familiarity within unfamiliar spaces. Throughout my own time in Sheffield I have often used the Arts Tower as a point of reference from which I can navigate a large proportion of the city. I was already aware before starting this research of the limitations women face when moving through cities at night: preventing their ability to participate in recreational and leisure activities that cities offer in the evening.

The physical aspects I noticed on each route could, if changed, alleviate the inequalities that women face when moving through the city. Much of the architecture in Sheffield does not connect to the street. This prevents there being eyes on the street, creating a fluid connection between indoors and outdoors. The addition of benches in public areas can also help to increase activity as long as they are placed thoughtfully. Putting pedestrians first can help increase a general sense of safety. To tackle the lack of safety felt at night it is important to create good visibility. Reducing dark spots where potential offenders can hide, as well as making sure those in vulnerable positions are not too harshly lit, can make an area feel safer. Creating mixed-use areas, at least at ground-floor level, can encourage activity at all times of day, increasing comfort levels and alleviating the ‘time limit’ women face when using the city.

Further research is required to be able to inform designers on how to design for women from all backgrounds and abilities as the research undertaken is from my own limited point of view. The study does not take into account how cities feel for women of other ethnicities, sexual identity or orientation and it does not acknowledge issues experienced by women with disabilities, of whom there are many. These issues did cross my mind when walking the routes, but I am aware that my experience does not take in to account these inter-sectional experiences.

Clearly, social change is a key component in making cities safer, however, architecture can play a part in making spaces comfortable for everyone. It is important that there is a diverse range of voices within the design industry to create equity within our cities. Women in design, including myself, must courageously go out into cities and combat the physical aspects that create discomfort that excludes them. Designing with compassion is an integral tool for creating cities and improving the architectural profession.

101 102

103

104

105 106

107

101 S Fotios, J Unwin and S Farrall, "Road Lighting And Pedestrian Reassurance After Dark: A Review", Lighting Research &Amp; Technology, 47.4 (2014), 449-469 <https://doi.org/10.1177/1477153514524587>. 105 Ibid, p. 172.

List of Figures

Figure 1: Auto-ethnographic study of the two routes by author.

Figure 2: OBOS harassment mapping from

Our Bodies Our Streets, "Public Sexual Harassment In Sheffield – Google My Maps", Google My Maps, 2022 <https://www.google.com/maps/d/u/0/ viewer?mid=1eIFRsEbWQIx6DW3HEfhaisbiH_7GZnRM&ll=53.38349386878442%2C-1.5037268804655524&z=15> [Accessed 6 February 2022]

Figure 3: OBOS public art vandalism from

Beardmore, Ellen, "Campaigners Launch Bid To Create Permanent Sculpture In Sheffield After Arson Attack", Thestar.Co.Uk, 2021 <https://www.thestar.co.uk/news/people/campaigners-launch-bid-to-create-permanentsculpture-in-sheffield-after-arson-attack-3374703> [Accessed 16 April 2022]

Figure 4: Art by author illustrating the divide between the using the city and the suburbs when handling domestic activity

Figure 5: Art by author illustrating the difference between using cars and walking

Figure 6: Art by author illustrating social connections on a street

Figure 7: Photograph of Fargate by author

Figure 8: Map showing two routes through Sheffield by author

Figure 9: Auto-ethnographic drawing of the two routes by author

Figure 10: Map showing intended route with auto-ethnographic sketch OBOS harassment data by author

Figure 11: Photograph of crossing between Crookes Valley Road and Crookesmoor Road by author

Figure 12: Photograph of crossing on Crookes Valley Road by author

Figure 13: Diagram showing crossings by author

Figure 14: Photographs of the concourse by author

Figure 15: Photographs of the concourse by author

Figure 16: Photograph of The Information Commons by author

Figure 17: Photograph of Slug & Lettuce on West Street by author

Figure 18: Photograph of Black Swan Walk near Fargate by author

Figure 19: Photograph of West Street by author

Figure 20: Diagrams showing sight lines and escape routes in different circumstances By author

Figure 21: Photograph of Black Swan Walk near Fargate by author

Figure 22: Photograph of empty shop on Fargate by author

Figure 23: Photograph of empty shop on Fargate by author

Figure 24: Photograph of empty shop on West Street by author

Figure 25: Diagram of bench facing road by author

Figure 26: Diagram of bench in space used for necessary activity by author

Figure 27: Diagram of bench with no protected Back by author

Figure 28: Photograph of benches on Arundel Gate by author

Figure 29: Photograph of benches on Howard Street by author

Figure 30: Photograph of Bench on Fargate by author

Figure 31: Map showing intended route with auto-ethnographic night sketch OBOS harassment data by author

Figure 32: Photograph of Crookes Valley Road by author

Figure 33: Diagram of road lighting by author

Figure 34: Photograph of Arts Tower car park by author

Figure 35: Photograph of the concourse by author

Figure 36: Photograph of Leavygreave Road by author

Figure 37: Photograph of The Information Commons by author

Figure 38: Photograph of The Information Commons by author

Figure 39: Photograph of University of Sheffield Tram stop by author

Figure 40: Photograph of Sheffield Cathedral by author

Figure 41: Photograph of Sheffield Cathedral by author

Figure 42: Photograph of Sheaf Square by author

Figure 43: Photograph of Sheaf Square by author

Figure 44: Map of wandering route with OBOS data and auto-ethnographic study by author

Figure 45: Photograph of Peace Gardens by author

Figure 46: Photograph of Peace Gardens by author

Figure 47: Photograph of West Bar roundabout by author

Figure 48: Photograph of Peace Gardens by author

Figure 49: Photograph of Upper Allen Street by author

Figure 50: Map of wandering route with OBOS data and auto-ethnographic night sketch by author

Figure 51: Photograph of Fig Tree Lane by author

Figure 52: Photographs of N Church Street by author

Figure 53: Photographs of N Church Street by author

Figure 54: Photographs of Shepherd Street by author

Figure 55: Photographs of Upper Allen Street by author

Figure 56: Photograph of Devonshire Green by author

Figure 57: Photograph of Peace Gardens by author

Figure 58: Photograph of Furnace Hill at which the route changed by author

Figure 59: Auto-ethnographic study of wandering route at night by author

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