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Being a woman is kind of like being a cyclist in a city where all the cars represent men. You’re supposed to be able to share the road equally with cars, but that’s not how it works. The roads are built for cars and you spend a great deal of physical and mental energy being defensive and trying not to get hurt. Some of the cars WANT you to get hurt. They think you don’t have any place on the road at all. And if you do get hurt by a car, everyone makes excuses that it’s your fault.

A friend of a friend (via bettycockroach)

Sad because it’s true. 

(via atheoryofmaking)


(via karibikes)

a while back i made a similar post called ‘transportation in america as a metaphor for privilege’, so, yeah, SECONDED.

(via julierthanyou)

(Source: onesmallflowerofeternity, via thegreenurbanist)

» Gentrification and "self-conscious publicness"

What if the pressure caused by the increasing price of everything, especially real estate, creates a new kind of civic life, more inclusive and more anxious, at the same time? What if Black Arts (Think of LeRoi Jones/Amiri Baraka and James Baldwin barely making rent in the Lower East Side) are the cutting edge of art, and art is the symptom of gentrification!?

And what if gentrification is the wrong word, so overused that its meaning has been rubbed out, like an old coin whose only value is in its metal?

… It is this self-conscious publicness, this thorough dedication to open, sponsored space, that makes 40th Street socially distinct from Berkeley’s Gilman Street, whose eponymous punk venue was the launching pad for Green Day, NOFX and The Killers.

read more: op-ed on oaklandlocal, 19.05.14.
and Green Day’s Billie Joe Armstrong shops in Temescal.

» Portland drivers 'clearly' show racial bias at crosswalks

Conducted in downtown Portland, the joint Portland State University and University of Arizona study found that twice as many drivers failed to yield for black pedestrians than those who were white. Meanwhile, black pedestrians typically had to wait a third longer for cars to stop for them when they had the legal right of way.

Kahn, Goddard and Adkins dressed the six test subjects – three white men, three black men, all in their 20s with the same height and build — in the same clothing and had them approach the crosswalk in the same manner. “Each pedestrian did 15 crossing trials,” the study said.”These trials resulted in 168 driver subjects.”

The research team stood out of sight and recorded whether the first car to approach yielded, how many cars passed before someone yielded and the number of seconds that elapsed before the pedestrian was able to cross.

The black pedestrians got passed by twice as many cars and waited 32 percent longer than white pedestrians, the researchers said.

read more: oregonlive, 21.05.14.

if you read from the beginning of the article, you can see that the oregonian writer totally hyped this up (as expected of media..).

he generalized from blacks to all minorities to nationally. what if portland drivers are more racist than drivers in other states?

this is just a pilot study that isn’t totally conclusive.

Goddard said she and her fellow researchers hope to acquire a grant to collect more data on driver demographics, which were only collected for the driver who yielded during the pilot study. They also want to test different types of crosswalks and the inclusion of gender as a possible influencing factor.

the 2014 Village Building Convergence is going on this week in Portland, presented by City Repair.
see the list of events [23.05-01.06]: VBC the 2014 Village Builder Guide to learn about all the intersection repairs and NE 10th/Beech, on 24.05.14.
bike-to-work-day dress. sfbike, 08.05.14.


Bikes in the neighborhood. 

I love this shit — randomly riding through the streets of Portland on a cobalt blue summer day. Take in the ambience, grit, subdued texture. A sensory experience.

my hood! also extensively featured in streetfilms’ segment on Portland’s plentiful bike corrals.
» Fire Departments Are Standing in the Way of Good Street Design

Left: The widening of Cesar Chavez Street began in 1940. Note the original width of the street at the top of the photo.  Right: As seen in 1946, Cesar Chavez Street west of Guerrero (at the top of the image) was not widened.

The San Francisco Fire Department has recently fought streetscape improvements (sfgate, 01.05.14) and other efforts to make roads safer and more walkable. Even more problematic, the fire department has insisted that in new developments in San Francisco – and we have quite a few of them planned – all roads, including residential side streets, be 30 percent wider than the code minimum of 20 feet of street clearance (typically two 10-foot lanes).

This type of expansion, in addition to narrowing sidewalks, would result in neighborhood side streets either having 13-foot freeway-size lanes, or having cement barriers in the middle of the street. Either option is the exact opposite of good urban design and neighborhood walkability and livability. Worse, either option would go back to an ugly past we are actively trying to fix.

In San Francisco, we are attempting to ensure strong fire safety while also promoting compact, walkable, well-designed streets. We are looking at the size and turning radius of fire trucks to see if our fire department is purchasing the best equipment for our city, as opposed to insisting that our city be re-designed for large fire trucks. I recently authored an amendment to our fire code to clarify that pedestrian bulb-outs are permissible, and I’m moving forward with additional legislation to ensure that our fire code is not an obstacle to improving the safety and livability of our streets.

read more: Scott Wiener, SF board of supervisors. on citylab, 20.05.14.

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