It’s a big week here in Motown as Detroit Works unveils their long-awaited strategic planning framework for the future of the city. Two years of study and 30,000+ conversations with the public neatly bound into a 349-page document. Intense.
Presented by Friends of the High Line in partnership with the Rails-to-Trails Conservancy and The Trust for Public Land, this video features an hour-long presentation and discussion of new and revived public spaces in Detroit. It is part of Beyond the High Line, an ongoing series of free talks to educate and inspire conversation about the transformation of the country’s out-of-use industrial infrastructure into public open space.
In this video, Faye Alexander Nelson, of the Detroit Riverfront Conservancy, and Phillip Cooley, of the Roosevelt Park Conservancy, talk about the role that public spaces in Detroit is playing in the city’s evolution.
Beyond the High Line continues in the fall with free public talks on New York City’s Low Line and New Orleans’ Lafitte Corridor. To get the dates, times, locations, and more details about these talks and others, visit www.thehighline.org to sign up for our email newsletter, like the High Line on Facebook, or follow @highlinenyc on Twitter.
THIS IS THE ONLY THING I WANT TO DO WITH MY LIFE. but in scale model form.
The Growing Popularity of Women-Only Transit
Cities in Japan, Indonesia, India, Brazil, and Russia all have some form of women-only trains, while women-only buses have gained popularity in cities in Guatemala, Mexico, and most recently, Pakistan.“We decided to have women-only cars to protect women from gropers,” says Shiei Kotsu, a spokesman for Midosuji,a mixed-gendered subway line that runs through Osaka.“The number of groping incidents decreased compared to the time before we had women-only cars, so we think this measure helps curb the problem.”But not everyone agrees.“We think women-only cars came about more for political reasons than protecting women from gropers,” says Hiroshi Fukuyama, a 41-year-old office worker in Tokyo who heads an opposition group to women-only trains that boasts about 300 members. What these cars really accomplish, he says, is helping politicians curry favor with voters and the train companies sell ads targeting women.
There’s only one problem: Large swaths of our communities are not participating in the design process.
Take architecture. There are about 105,000 registered architects in the United States. According toThe Directory of African American Architects, a database sponsored by the Center for the Study of Practice at the University of Cincinnati,there are 1,829 licensed African American architects in the country. Of those, less than 300 are women. The stats are not much better in other design fields — landscape architecture, urban planning, product design.
Michelle White believes two things contribute to this disparity: exposure and access. White is the principal of the Henry Ford Academy: School for Creative Studies (HFA) in downtown Detroit. Her public charter middle and high school opened in 2009 and currently serves 690 students. Ninety-eight percent are African American. “We don’t have many minorities in the design field and so there are few role models in the career to show kids the profession,” she says. “There is also a lack of access to the skill-building and academic development needed to go into technical fields, including architecture and design.”
A little-noted provision in the House Republicans’ controversial energy and transportation bill would strip several thousand workers within the rail-industry of their federal minimum-wage and overtime protections, potentially making low-wage jobs pay even less.
Listed in the bill under the heading “Technical Correction,” provision 6602 would exempt several companies who transport rail workers from their obligations under the Fair Labor Standards Act, the 1938 law that guarantees basic worker rights. The carveout would allow a handful of boutique contractors to pay no overtime to their drivers who haul rail workers between worksites, often driving long distances of 300 miles or more.
“It’s outrageous that House Republicans are trying to take away overtime protections for a class of workers at the behest of a special interest,” Rep. George Miller (D-Calif.) said of the provision in a statement to HuffPost. “These workers deserve the right to overtime pay. It’s not only a matter of fairness, but also a matter of public safety.”
The Ohkay Owingeh Tribe and Pueblo in New Mexico has returned to its roots with an award-winning, mixed-income housing project based on traditional Native forms. It’s an exciting and inspiring project.
A new Stanford study says women ride transit more often than men. How can we better accommodate their needs?
- Accommodating women with stroller and bags by replacing stairs with ramps, widening aisles or gates, and raising platforms to train level
- Designing transit stops around schools and parks.
- Increase female representation of local, state, and national transportation boards
- Conduct “gender audits” to ensure women’s needs are meet in transit planning
Urban areas are great for increasing density and reducing collective resource use, but they’re not quite perfect. The asphalt that covers so much of citiesretains heat and is impermeable; it leads to stormwater pollution and is bad for air quality. Not to mention that every block of pavement is a block where plants can’t grow.
Yet all over American cities, there are abandoned parking lots and public spaces that could be a lot more pleasant, and healthier, if it weren’t for the layer of asphalt covering them. But one group is slowly taking back the land in an effort to create more green space and improve the local environment, by ripping up unwanted asphalt.
Depave is a Portland-based non-profit that organizes volunteer “depaving” sessions, wherein a group descends on an empty or underutilized lot and transforms it into a public green space, whether a community garden, playground or soccer field.
The skyline of Caracas is dotted with modern buildings pushing upward, but some of these buildings have come to symbolize not the successes of Venezuela, but rather its worst failings. As journalist Peter Wilson writes for FP, the rise of “vertical slums” across the city have become symbols “of the depths to which Venezuela has sunk under President Hugo Chávez.”
[in the link], a skyscraper, officially called Edificio Confinanzas but better known as “David’s Tower,” named after the businessman David Brillembourg. Intended to be the third-highest building in Venezuela, construction on the building stalled after Brillembourg died in 1993 and his business — a financial consortium called Confinanzas — failed.
It sat unoccupied, a towering eyesore on the skyline until 2007, when families began organizing to take over the building. Today, about 2,500 squatters live in the deserted building.
The City Hall has approved extending the capital’s borders to the south-west by 2014. According to the plan, the city territory will more than double.
Professor Edward Blakely, an urban policy and disaster recovery expert, told RT that in order to avoid complications, Moscow should adopt a multi-centered composition.