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Charrettes are collaborative meetings where all project stakeholders come together for a period of focused planning activity in order to resolve conflicts and map solutions. Charrettes are highly effective tools for planning and public engagement, but may be too expensive to fit into a project’s budget especially when the goal of a project is to make “small possible”. Lean Charrette reduce necessary time and resources by breaking the process into manageable increments with less top-down intervention, creating more opportunities for action and input. Lean charrettes maintain the inclusionary approach to creating shared narratives and transparent decision making of the standard process, while introducing benefits of efficiency and continuity associated with the compressed time frame.
Incorporating location efficiency (measured here as the cost of transportation associated with places) into policy and affordability analysis exposes previously hidden financial burdens and time constraints for households, poor location decisions by developers, and missed and misplaced opportunities for municipalities. Furthermore, it challenges misinformed criticisms of the cost of building transit, since these critiques do not fully account for the benefits or take into account the hidden costs associated with sprawl and auto dependency. Not only are the high costs of transportation hidden, but so are the low costs, and therefore so is the inherent value of more convenient in-town urban, inner-suburban, and other urbanizing locations. Consequently, many of these convenient but undervalued areas suffer from disinvestment and lack the ability to attract new investment and redevelopment.
A diverse group of neighbors and businesspeople from the portion of Milwaukee Avenue between the Western Avenue and California Avenue CTA stations met on November 28, 2007 at the Center for Neighborhood Technology. Their mission was to identify a community vision for the corridor. The area is under significant development pressure and there is active debate about what form of future development is desirable. The community meeting on November 28th was convened to help the alderman and the city understand the community’s concerns and priorities. A facilitated process was used to collect information and develop areas of consensus where possible.
This study seeks to define procedures and tools through which Portland can implement tree asset management (TAM), and in doing so to integrate its trees—and potentially other grey-to-green infrastructure features—into an infrastructure asset management format that helps the city maximize the benefits of trees, engage the community, and potentially qualify trees for financing on par with conventional infrastructure.
Transit defines the vibrancy of downtowns in the northern suburbs of Chicago. Metra and CTA stations, and the development they support, help commuters get to jobs and run errands on their way home, all with little or no driving. Residents come together in these downtown station areas to eat, drink, socialize, borrow library books, shop, and see their neighbors. These activity centers are the brand, lifeblood, and drivers of economic development in these communities. Rail transit anchors downtowns and neighborhoods in many communities throughout Chicago’s northern suburbs and across the region. Municipalities have used these transit-oriented developments, (TODs), to create a sense of place, add retail and housing, and enhance their tax bases. In doing so, TOD helps reduce driving, increase access to transit, and improve the local economy.
We\'ve done a great job developing technology and labor saving machines, which unfortunately has produced a population that is disconnected from nature and sedentary. Our fondness of sitting is reflected in growing rates of obesity, diabetes, and chronic pain. One of the best things we can do to help people become more physically active is to give them public, open spaces where they can move their bodies. This document provides ideas for cities to reconsider existing public spaces and existing park furniture as exercise equipment. This is a low-cost, high-reward strategy to bring residents together in a public space and demonstrate a cultural commitment to holistic well-being. Cities can begin to think of parks as a way to provide access to the natural world, and a place where people can connect with their own physical bodies and each other.
Developing an empirical model for parking utilization in Washington, D.C and creating to an interactive, web-based tool utilizing the model named ParkRight DC, to support and guide parking supply decisions. A transparent, data driven process for parking supply decisions may help relieve problems associated with over- or under-supply of parking. This paper outlines the data collection, model development process, functionality of the resulting tool, and findings on key relationships and policy implications.
The infrastructure of childhood is important, including the safe places to play. The COVID-19 crisis brings to light this need that is often overlooked. As leaders at all levels of government and civil society consider how to stem the impact of COVID-19 with equity in mind, expanding access to play so that all kids can have an opportunity to live healthy, vibrant childhoods must be a priority. KABOOM! is partnering with BCPSS to do an analysis of playspace condition across the school system, to target investments toward schools with the greatest infrastructure needs.
Collectively, arts and culture enable understanding of the past and envisioning of a shared, more equitable future. In disinvested communities, arts and culture act as tools for equitable development- shaping infrastructure, transportation, access to healthy food, and connecting community identity to the development of a vibrant local economy. In communities of color and low-income communities, arts and culture contribute to strengthening cultural identity, healing trauma, and fostering shared vision for community.
This model ordinance prohibits smoking in all enclosed public places, enclosed places of employment, private clubs, and enclosed residential facilities. The ordinance also prohibits smoking in outdoor public places such as arenas, stadiums, and amphitheaters and restricts smoking within a certain distance of entrances, operable windows, ventilation systems, playgrounds, public transportation service areas, and outdoor seating areas for restaurants and bars. The ordinance prohibits smoking in outdoor places of employment in situations where two or more employees are present. In addition, the ordinance defines the enforcement of the law, penalties for violating the law\'s terms, and adequate posting of no smoking signs. This ordinance is periodically updated by Americans for Nonsmokers\' Rights, please contact the organization before proposing the ordinance in your community to ensure you have the most recent version of the law. Americans for Nonsmokers\' Rights, Website: http://www.no-smoke.org/ Phone: 510-841-3032