Friday, February 17, 2012

Education: Austin, Austin Education vs. Education Austin

Article published by the Austin Chronicle.

Austin Education vs. Education Austin

School district suddenly goes wobbly on longstanding relationship with faculty-staff union

By Richard Whittaker, Fri., Feb. 17, 2012

Nov. 21, 2011, was supposed to be a big day for Education Austin. The union was expecting to celebrate the start of another four years representing Austin ISD workers in their dealings with the administration. Instead, Superintendent Meria Carstarphen abruptly convinced the board of trustees to pull the deal and start considering other, unstated options. Now the arrangement is returning for discussion at the Feb. 20 board work session, with the possibility that trustees could dump a staff consultation system that has worked well for four decades.
Here's how the system currently works: Once every four years, AISD names an exclusive consultation representative. This being Texas, "collective bargaining" is not allowed, but the representative organization becomes the voice of district staff to the administration on issues like contract discussions and employment conditions. The group is selected by election: Any union or professional association with more than 200 dues-paying members can request to be on the ballot. For the last 12 years, Education Austin has won that election. This time around, it faced no challenges, so board policy is that the agreement would automatically be extended. The union's current deal was supposed to expire on Dec. 31, 2011, but, courtesy of a hastily approved extension requested by the administration, the board of trustees has until March 1 to determine what it wants to do. According to Education Austin Co-President Ken Zarifis, "The concern on the district's side was that there wasn't enough communications and input from other entities."
Who at the district has those concerns? The board's policy committee gave the current system a clean bill of health last fall, and, before Carstarphen's reversal, the administration made its recommendation by placing the item on the consent agenda. Board President Mark Williams said that he has no strong feelings on the shape of a consultation agreement but argued this is simply reasonable board oversight. "Revisit­ing the topic and just making sure we're doing the right thing is always healthy," he said. His prime concerns are twofold: giving the administration what it feels it needs for full consultation, and ensuring that all staff feel represented. "One of the things that I asked was, 'Have we gotten input from the employees about what serves them well?' Because they may not know enough about exclusive consultation to know one way or the other."

Advise and Consult

Ken Zarifis
Ken Zarifis, Photo by Jana Birchum
With around 3,000 members, more than a quarter of all AISD employees have joined Education Austin. However, the union is expected to represent all staff during consultation, and Zarifis says that's exactly what they've been doing. He agreed that the union could perhaps do more to reach out to both members and nonmembers, and that depending on big staff meetings to get their input is not enough. The union, he said, needs to "be more sophisticated about it, with technology, with Skype, using phone conferences, and we feel we can do that." However, he rejects the idea that the union only represents or helps its own members. He was particularly frustrated that the administration had pulled the deal from the table at the last minute, leaving the union and district staff in limbo. Education Austin only found out that the administration was backpedaling when the board pulled the agenda item on Nov. 21: a strange move for an administration claiming it wants better consultation with employees. "It was surprising, to say the least," he added.
The big winner from any major revision in the consultation system would be the Association of Texas Profes­sion­al Edu­cat­ors. With 1,700 members, it's a fraction of the size of Education Aus­tin, but it wants an equal voice at the consultation table. However, ATPE is not a union and opposes pretty much every tool in the union arsenal, from collective bargaining to strikes. At the state level, ATPE opposes exclusive agreements like the one currently in operation in AISD, calling them "not appropriate for public education." In spite of that, the local unit mounted an election challenge to Education Austin last year. According to the district, the association withdrew when it was decided that the union and the association would have to cover election costs. However, ATPE Public Relations Director Larry Comer claimed the $7,000 ballot price tag was not the deciding factor. He said, "How much are we going to have to spend to win, or at least have a respectable showing, and at the end of the day, if it is indeed our principle that we have an inclusive model, why are we going to participate in an election?"
As the prime point of contact between the administration on West Sixth Street and employee organizations, AISD Chief Human Capital Officer Michael Houser is on the front line in this discussion. He's been meeting with the board policy committee and representatives of both Education Austin and ATPE, and said he is trying to blend all their interests before he makes any recommendation to the board. So far, he said, "There's a willingness to work between the parties ... but there hasn't been much give or take."
[page] The reality is that there is a huge divide between Education Austin and ATPE. The local union wants to continue the current agreement, and Zarifis said his group is happy to work harder on outreach to nonmembers. ATPE, on the other hand, wants to dump the current system completely. Instead, they want any organization with 200 members to get two seats at the table. Comer said, "We're not asking anyone to give up their seat for us. We just say that, as an organization that represents some 1,700 employees, how can you pretend to get input from all employees and not include an organization of that size?"
Michael Houser
Michael Houser, Photo by Jana Birchum
The result is that staff are mulling three options. Firstly, tweaking but keeping the current exclusive system. Secondly, an inclusive pro-rating system, whereby ATPE and Education Austin would each have three guaranteed seats during consultation, plus a seat each for the Texas Classroom Teachers Association and the Southwest Workers Union, each of which only has around 200 members locally. After that, anyone who could get 100 signatures could also be nominated; that's half of the current threshold for getting on the consultation representation ballot. The third option staff are considering is to just completely dump the idea of a consultation agreement. Ultimately, Houser said his biggest concern is ensuring adequate representation for all staff. He said, "I'm still concerned that there's about 55% of our employees that do not belong to an organization, so where is their input arising?"
Education Austin argues that too many voices in consultation could hamstring real progress, and that the current system works fine. After all, the consensus within the district is that the exclusive agreement has worked. Board members and senior staff point to pivotal components of policy – like the strategic compensation initiative and the recent money-saving shift to self-insurance – that were spearheaded by Education Austin. While relationships between the administration and the union have undoubtedly hit a rocky patch, board members also praised Education Austin for helping staff through last year's reduction in force.
That said, the consultation agreement is an unusual one by Texas standards. Out of 1,237 school districts, only 18 have a board policy regarding consultation agreements, and only four of those – AISD, Dallas, San Antonio, and South San Antonio – have exclusive agreements. However, it is generally the large urban districts, like AISD, that have consultation policies, and Austin's has been around longer than anyone remembers. Houser's entire 12-year professional career in Austin schools has been under the AISD-Education Austin agreement – an agreement whose history seems to have been lost in the district's vault. The best guess from staff is that it has been in place for at least 30 and possibly even 40 years. From the mid-1980s onward, the position of consultation agent was held by the Austin Association of Teachers, the local affiliate of the National Education Associ­a­tion, and the arrangement was simply written into board policy. In 1999, the AAT merged with the local Texas AFT affiliate, the Austin Federation of Teachers/Allied Education Workers, to form Education Austin. The board then rewrote its policy, implementing the current four-year term.

King's X

Every time AISD employees have voted on who they want to represent them, they picked Education Austin. Board President Williams called this latest debate a "no-harm situation" because it is simply a delay in the process, and called it "unfortunate" that Carstar­phen didn't keep Education Austin in the loop. He still argued that a more inclusive consultation process would be more democratic, but Zarifis countered that the ATPE proposal shifts the balance of power the wrong way. "We don't want appointments," he said. "We don't believe that's democratic."
Meria Carstarphen
Meria Carstarphen, Photo by John Anderson
This is not the first time insiders have wondered how serious Carstarphen is about dealing with Education Austin. Most notably, in February 2011, the union only found out about the public announcement of the reduction in force when the Chronicle told them the district was holding a press conference detailing the thousand-plus layoffs: Carstarphen, who was out of town and left it to Houser to drop the axe, had not seen fit to give them the heads-up. Yet the timing of this latest move seems particularly suspect, as Education Austin is at the forefront of the campaign against letting IDEA Public Schools take over the Eastside Memorial Vertical Team. The backroom suspicion is that this delay in re-upping the consultation agenda agreement is either vendetta politics or, more simply, divide-and-conquer union-busting intended to dilute the influence of one of Carstarphen's toughest critics. Zarifis said, "Anyone looking at this from the outside and looking at the sequence of events would be hard-pressed not to come to that conclusion."
However, Carstarphen said the timing was purely coincidental and that, while bringing more groups to the table will mean more work for her human resources staff, "I believe it's work worth doing." In her time working in the Washington, D.C., and St. Paul, Minn., school systems, she said, she dealt with "labor unions, the real ones. ... We had a ton of unions for different issues, and we never did exclusive rights." She said that representatives of ATPE from both the local and state offices had visited with her about the exclusivity deal and "they have a legitimate, to me, concern and have a right to be at the table, too."
That does nothing to convince Texas AFT Secretary-Treasurer Louis Malfaro, who called Carstarphen "our own little Michelle Rhee. She doesn't like to play nice with the community, and now she doesn't like to play nice with her own employees." As the former president of Education Austin, Mal­faro spent a decade partnering with the district, and said that "consultation under [then-superintendent Pat Forgione] definitely accelerated and became more robust." By contrast, AISD now has "an administration that refuses to engage, refuses to be held accountable by anybody."
Malfaro argued that trustees should look not at other school districts as a role model for negotiations, but instead at other local public sector workers. "Austin is a city that has high regard for its public employees," he said. "We granted our fire fighters collective bargaining, and there's been a longstanding meet-and-confer agreement for the police union since the Seventies." He was particularly critical of the idea of having people be able to effectively buy their way to the table, especially since it was tried before – and failed. "They had a sort of king's council in the late 1980s, and all that encouraged was the spawning of all these fake organizations, where anyone with $5 dues and a list of 20 members could claim to be an organization. It was so dysfunctional that it just cratered in on itself."
All this leaves Houser in the strange position of working with Education Austin while considering new structures that could potentially damage their working relationship. For the moment, he's still working with the union on possible contract revisions. "I will not take any agreement forward with anyone except with Education Austin," he said, "unless I'm instructed ­otherwise."

Thursday, February 09, 2012

Architecture: Copenhagen, Eight House

Photos and text published by ArchDaily.

Eight House
The bowtie-shaped 61,000 sqm mixed-use building of three different types of residential housing and 10,000 sqm of retail and offices comprises Denmark’s largest private development ever undertaken. Commissioned by St. Frederikslund and Per Hopfner in 2006, the 8 House sits on the outer edge of the city as the southern most outpost of Orestad. Rather than a traditional block, the 8 House stacks all ingredients of a lively urban neighborhood into horizontal layers of typologies connected by a continuous promenade and cycling path up to the 10th floor creating a three-dimensional urban neighborhood where suburban life merges with the energy of a city, where business and housing co-exist.





Urban Planning / Transportation: Austin, Planned apartment boom raises traffic questions in Barton Springs-South Lamar area

Article and graphics published by the American Statesman.

Planned apartment boom raises traffic questions in Barton Springs-South Lamar area
By Shonda Novak AMERICAN-STATESMAN STAFF
Sunday, Feb. 5, 2012



With Zilker Park a stone's throw away and a stretch of popular restaurants in place to lure diners, the area around South Lamar Boulevard and Barton Springs Road already has its share of traffic snarls. Now, it's about to get even more crowded, with developers working on a handful of projects that would add nearly 1,700 apartments near the busy intersection in the next few years.
While the projects are planned for an area that developers say has a shortage of apartments, some neighborhood leaders say the developments could lead to a "perfect storm" for streets and neighborhoods not built to handle the traffic load, and they question whether taxpayers could end up paying for road improvements they say will be needed.
Jeff Jack, a member of the Zilker neighborhood group, said no one is looking at the cumulative effects from all the planned projects. By Jack's calculation, nearly 2.2 million square feet of commercial and residential space could be added along South Lamar, one of 14 major city roads the city has targeted for dense mixed-use development, if all potential sites are developed. "You're looking at a perfect storm coming," said Jack, who is also chairman of the City of Austin's Board of Adjustment. "It has the potential to turn South Lamar into a parking lot for much of the day, and that will force even more cut-through traffic through Zilker, as if we did not have a serious safety problem already."
At least six apartment projects are either planned or under construction in the area. Two of the new projects are proposed for Barton Springs Road, along the street's "restaurant row." A venture controlled by Kurt Simons Co. plans to start construction in the second quarter of this year on a 225-apartment complex that would replace the 30-unit Mobile Manor mobile home park just east of Chuy's restaurant. Immediately west of Chuy's, Mill Creek Residential Trust plans to break ground by late summer on 223 apartments on vacant land between Sterzing and Robert E. Lee roads that abuts the Lady Bird Lake hike-and-bike trail. Both projects still need to complete some city approvals, agents for the developers say.
Those two developments are in addition to three planned projects and one already under construction along nearby South Lamar Boulevard. Work has already started on a 298-unit project by Post Properties Inc. that is rising just south of the Saxon Pub on South Lamar. The first units are scheduled to be ready for tenants late this year.
Combined, those six projects would add 1,688 apartment units in the Barton Springs-South Lamar area. Bringing that many new residences into the area raises a number of infrastructure questions, Zilker neighborhood representatives say.Their concerns are not just for their neighborhood west of South Lamar, they say, but for neighborhoods surrounding the other corridors where city leaders aim to steer dense, vertical mixed-use development.
Andy Elder, president of the Zilker Neighborhood Association, said the city's goal of spurring intense development along major city roads is not working as envisioned. The mixed-use policy "was designed with the idea it was going to reduce car dependence, and that's not happening," Elder said. "It's bringing just as many cars as a suburban development. If I had a wish list now, it's could we have a breather and look at what (vertical mixed use) is coming to before we even think about taking another step. I don't think there's a whole lot of appreciation for how it's going to work and what changes should happen in the future."
As an ex-officio member of the City Planning Commission, Jack said he has been pressing his case to commissioners about road and sewer costs associated with dense projects planned along targeted city streets. He said he's concerned the city is "encouraging development patterns that will continue to offload the infrastructure costs to the taxpayers." "The expectation that we're going to be able to absorb all that road traffic is pretty wishful thinking," Jack said.
George Zapalac, a city official who supervises the review of applications for new development, acknowledges that neighbors' traffic concerns are legitimate. But he said travel patterns along those roads "will not transform overnight but will evolve over time." "To some extent there is a 'chicken and egg' situation, in that development of more vertical mixed-use projects will create a stronger demand for alternative transportation modes — particularly transit, walking and bicycling — that will help alleviate the effects of increased automobile usage over time," Zapalac said by email.
Larry Warshaw, a developer of Barton Place, the condo project behind Austin Java that brought 270 units to the area when it opened in 2010, said neighbors' traffic concerns are unfounded. "It is widely accepted that residential projects do not materially add to traffic problems," Warshaw said. "Urban residential development is the answer, not the problem. When neighborhood activists use traffic as a tactical argument to oppose a residential project, it means they don't actually have any substantive reason to oppose the project, other than the fact that they are simply afraid of change."
In the case of the apartment projects planned for South Lamar, Zapalac said, most did not exceed the anticipated traffic counts to trigger a traffic impact study, "and therefore cannot be required to contribute toward off-site improvements."
Jack maintains that a developer's share of road improvement costs typically is only a fraction of the total amount required. He cited a project planned for Walsh Tarlton just west of Barton Creek Square mall, where he said the developer will have to pay only $71,000 of the $675,000 of traffic improvements to make the project work.
Zapalac said federal law limits how much the city can expect developers to pay for transportation improvements.
The U.S. Supreme Court "has ruled that a developer can only be required to contribute funding in proportion to the direct impact of his or her project on the transportation system, and cannot be obligated to correct a pre-existing problem, so in most cases the contribution from an individual development will be less than the total cost of making the improvement," Zapalac said. "We do try to collect funding from all the projects that contribute to a particular problem, but usually this private funding will have to be supplemented by public funds in order to implement a transportation improvement."
Nikelle Meade, an Austin attorney representing Mill Creek, the developer planning apartments on the mobile-home site, said she thinks the traffic concerns are "a little bit Chicken Little."
"A lot of people who want this type of living environment don't want to drive their cars every day," Meade said. They're probably two-person households with one car, she said, and "much less likely to have a daily commute or get in a car and drive where they want to go."
Mike Young, co-founder of Chuy's, the Tex-Mex restaurant next to two of the proposed apartment projects, said that although they will bring more traffic, he favors urban development over suburban sprawl. "We need more people in the core and less people in the suburbs," Young said. "I'd rather see 200 units built on Barton Springs Road than 200 homes" built in the suburbs. "It's easier to manage traffic if everything is compact," versus sprawl, where you have "huge transportation problems that stretch out over a long distance."
At Mobile Manor, traffic is the least of the concerns for the residents who expect to soon be displaced.  Jeff Tucker, who has lived there for more than five years, said residents have been told that once the developer secures city permits, they will be given 60 days to move, which he said could be as early as June 1. He said the Wallace family, which has owned the property since the 1940s, did well keeping it in their hands for decades. "It's valuable stuff. You don't have to be a soothsayer to figure that out," Tucker said. A community like Mobile Manor, "in the middle of a downtown metropolitan area like downtown," "is unheard of," he said. He pays $500 a month for his space, plus about $100 a month for electricity. Tucker said that the residents, some of whom have lived there for more than 20 years, have accepted their fate."Everybody's just happy to have had that opportunity," Tucker said. "It was a great run. You can't complain, man."

snovak@statesman.com; 445-3856
(Side comment: numbers in yellow are calculated daily trips based on Trip Generation 7th Edition.) Total number of daily trips generated by all developments is 11,047 which is equivalent to approximately 1,105 vehicle trips during peak hour or 946 trips using ITE's Trip Generation tables for peak hour of adjacent street.

Planned apartment complexes
1. Sterzing Street and Barton Springs Road (223 units) [1,491 generated trips]
2. 1717 Toomey Road (225 units) [1,503 generated trips]
3. South Lamar Boulevard and Juliet Street (340 units) [2,194 generated trips]
4. South Lamar and Treadwell Street (400 units) [2,554 generated trips]
5. 1219 S. Lamar (202 units) [1,364 generated trips]

Currently under construction
6. 1500 S. Lamar(298 units) [1,941 generated trips]

Sunday, January 15, 2012

Architecture: Pan Gyo Housing / MACK Architect, Korea

Photos were published at Archdaily. Additional article can be found in Inhabitat.





Architecture: Station Blu, Quebec, Canada

Photos were published by Archello.











Architecture: Locarno House

Photos were published by ArchDaily. Additional information can be found at Architecture Photography

Architects: designyougo
Location: Solduno, Switzerland
Project Year: 2011
Project Area: 178 sqm


























Saturday, November 26, 2011

Architecture: Czech Republic, Mimosa Architekti

Published by inhabitat.
Czech Republic, mimosa architekti
Architects: mimosa architekti
Location: Bohumilec, Czech Republic
Project Year: 2010
This charming single family residence in the Czech Republic was carefully designed to respect its site and make the most of available solar exposure. Oriented to the east and the west, the home soaks up daylight while utilizing shade devices and recessed windows to prevent overheating in the summer. Designed by Prague-based Mimosa Architekti, the House in Bohumileč uses natural materials and a simple framework to help it fit into its rural setting.



Thursday, October 27, 2011

Transportation, train: Germany's Longest Subway, Billions Upon Billions for Berlin-Munich Bullet Train

Article and graphics published by Siegel.

High-Speed Rail

10/27/2011

Germany's Longest Subway, Billions Upon Billions for Berlin-Munich Bullet Train

By Christian Wüst



Tunnel work at Blessberg Mountain. The fact that so many tunnels are needed is for two reaons: To accommodate high-speed trains, the tracks can only have slight curves; and to accomodate much heavier freight trains, the maximum incline is only supposed to be 1.25 percent. But, to prevent more budget overruns, engineers have the tracks climb at a 2 percent gradiant at four points, causing some to worry that stopped freight trains might potentially clog up the line and present a danger when it is also being used by high-speed trains.


Once completed, the Silberberg tunnel will stretch more than 7 kilometers (4.4 miles), making it one of the longest tunnels on the new railway line between Erfurt, in eastern German state of Thuringia, and Ebensfeld, in the Bavarian region of Upper Franconia. With so many underground stretches, the line could be easily be referred to as Germany's longest subway.

However, rather than taking the most direct route, the train makes a detour to Erfurt and then continues south to Ebensfeld. The Erfurt-Ebensfeld stretch of track will cost taxpayers about €3 billion ($4.2 billion), or about €30 million per kilometer. It's probably the highest price ever paid for a single stretch of track.

The new rail route being built between Berlin and Munich is nothing if not ambitious -- as well as being the most expensive transportation project to take shape since reunification. But the line is yet another example of how France beats Germany in the high-speed rail game and critics say its costs may not justify the advantages it will bring.
Info
Silberberg (Silver Mountain) is a flashy name for a natural formation standing in the way. Getting rid of the mass of rock is out of the question. In fact, it's hard enough just digging a tunnel through it.
Miners are currently boring their way through the Silberberg, in the mountainous Thuringian Forest region of central Germany, using explosives and hydraulic excavators and a technique called the "New Austrian Tunneling Method." The air is full of the sharp odor of an ammonia compound contained in the explosives.
A wheel loader quickly gathers up the rubble. The driver is wearing a white mask over his mouth.
Once completed, the Silberberg tunnel will stretch more than 7 kilometers (4.4 miles), making it one of the longest tunnels on the new railway line between Erfurt, in eastern German state of Thuringia, and Ebensfeld, in the Bavarian region of Upper Franconia. When the route is finished, it will be capable of accommodating ICE trains traveling at 300 kilometers per hour (186 mph). Each day, the construction project advances an average of 6.5 meters (21.3 feet).
Of the total distance of 107 kilometers on the Erfurt-Ebensfeld route, 41 kilometers will pass through tunnels and 12 kilometers over bridges. Experts refer to tunnels and bridges as "engineering structures," and they will be more highly concentrated on the new route than in almost any other segment of the German rail system.
A Massive Effort to Reconnect Germany
The Erfurt-Ebensfeld stretch of track will cost taxpayers about €3 billion ($4.2 billion), or about €30 million per kilometer. It's probably the highest price ever paid for a single stretch of track -- and a figure that raises a number of questions, such as: Why Erfurt? And where on earth is Ebensfeld?
The answer requires a somewhat lengthy account. It begins with German reunification in 1990 and the discovery of an enormous infrastructure problem. Some 17 "German Reunification Transportation Projects" (abbreviated in German as VDE) were devised to help address the problem and to reconnect the former East Germany, which had been run into the ground by Socialist regimes, to the former West Germany, Europe's strongest economy.
There was a new autobahn to the Baltic Sea (VDE 10), a new canal near Magdeburg (VDE 17), and there were nine projects involving building new railway lines and expanding old ones. Among them was the largest and most expensive project, VDE 8, which the administration of then-Chancellor Helmut Kohl, a member of the center-right Christian Democratic Union (CDU), placed on the list.
Stop and Go
Building a high-speed rail connection from Berlin to southern Germany was meant to make the ICE train competitive with air travel between Munich and the German capital. The idea generated a lot of excitement, but it soon had its detractors.
In 1999, with a new ruling coalition in place made up of the center-left Social Democratic Party (SPD) and the Green Party, Transportation Minister Franz Müntefering (SPD) announced a sweeping construction freeze for the "railroad line in Saxony." In saying that, Müntefering, a native of western Germany's Sauerland region, revealed his poor command of German geography, since no part of the new route would run through Saxony. Instead, it would be in the eastern states of Saxony-Anhalt and Thuringia in addition to northern Bavaria. Erfurt and Ebensfeld were to be stops along the route.
The construction freeze was lifted in 2002, and the project's final budget plan was in place by 2006. The VDE 8 project is slated for completion by 2017, with an estimated total cost of €10 billion. Building it will reduce rail travel time between Berlin and Munich from about six hours to four.
Worth the Expense?
Although the difference will be noticeable, many wonder whether it really justifies the massive investment. Indeed, all leading transportation experts who have commented on the project to date have arrived at devastating conclusions. According to KCW, a Berlin transportation consulting firm that has prepared railroad assessments for clients including the Federal Environment Agency (UBA), the project is "not in keeping with transportation needs."
Sven Andersen, a railroad engineer once involved in the project's planning, says: "At no time was there a reliable operating concept that justified investing even a single euro in the VDE 8 project." He also argues that too few trains can realistically ever use the rail line.
Andersen points to publications by Deutsche Bahn and the Federal Ministry of Transport, Building and Urban Development in which the number of ICE trains expected to travel on the route has repeatedly been adjusted downward. In 1994, it was 32 trains per day in each direction. At a certain point, the estimate dropped to 24. Today, it lies at only 16.

Transportation: Pregnant mother killed by hit and run driver in San Marcos I-35

Article published by kvue.

Pregnant mother killed by hit and run driver in San Marcos

by JIM BERGAMO / KVUE News 
Posted on October 27, 2011 at 9:23 PM

SAN MARCOS -- A young mother-to-be is killed by a hit-and-run driver in San Marcos. The 22-year old died Thursday morning after the Tuesday night accident. 
News of the death of Diann Ford, an expectant mother, spread quickly at the San Marcos apartment complex where she lived.
"It really does hurt to know that she is gone now, and there is nothing we can do about it now," said Paloma Lopez, one of Ford's neighbors.
Investigators say Ford had just finished her shift at a Long John Silver's around 11 p.m. Tuesday.  As she walked across the IH-35 southbound access road near Hopkins, she was struck by a vehicle.  Police say the driver did not stop.
"There was another car that came down the access road and saw her in the roadway and stopped and called police," said Sgt. Christopher Tureaud, with the San Marcos Police Department.
Fords' co-workers did not see nor hear the accident when it happened.  When they were alerted to it about 10-15 minutes after, they came running out and found Ford sitting on the curb right near this I-35 sign about 100 yards from where she worked.  Police arrived at the same time.
"She told the officers that the vehicle that hit her was a dark colored car with bright headlights," said Tureaud.
Police are hoping someone saw something that may help them track down the driver who is  responsible.
"I mean that is a shock," said Lopez.  "I do not know how somebody can just hit somebody and not stop."
"It is sad that she is not here anymore," said Jose Luis Uresti, one of Ford's neighbors. "The fact the baby is not going to have a mother to come home to anymore, its just sad."
The baby girl was delivered by cesarean section and is in good condition in the pediatric ICU at University Medical Center Brackenridge.
Neighbors say Ford didn't have any close relatives, and they didn't know anything about the baby's father.  Investigators say at the moment it is uncertain where her daughter will end up.

Friday, October 21, 2011

Architecture: Metropol Parasol Sevilla, Spain


The Metropol Parasol in Sevilla, Spain, is the result of a competition in 2004, awarded to Jürgen Mayer Architects



Source of photo below ArchDaily where additional photos can be found.



Environment, Mexico : Border Wall Causes Flood in Nogales, Sonora

Following photo and article was published by No Border Wall


Monday, August 4, 2008
Border Wall Causes Flood in Nogales, Sonora
By Sean Sullivan
On July 12, monsoons washed through the Nogales, Sonora area and caused major flooding on the Mexican side of the border. In some places five feet of water was pooled up along the border wall and there were reports of cars floating away. What caused this flood?
As reported in the AZ Daily Star, Mexican officials blame an illegally built wall for the devastating flood. The Border Patrol built a 5 foot wall within a drainage tunnel near a port of entry without notifying the International Boundary and Water Commission (IBWC).
The IBWC is comprised of officials from Mexico and the U.S. They are charged with seeking solutions to issues pertaining to sanitation, water quality, and flood control in the border region. The 5 foot wall was built by Border Patrol in January of this year. Traditionally, the IBWC is consulted when projects built on either side of the border will have an impact on stormwater runoff. However, Border Patrol never contacted the IBWC.
Mexican officials with the IBWC have submitted a formal complaint claiming that the wall reduced water flows within the drainage tunnel. As a result, concrete drainage structures failed and released torrents of water into the streets of the Nogales, Sonora. U.S. officials are still investigating the matter.
Complete disregard for the law and respect for other agencies and communities within the border region is now rampant within the Department for Homeland Security (DHS). This year DHS waived over 30 federal laws in order to construct hundreds of miles of border walls. Now the Border Patrol has failed to consult with the organization responsible for bi-national flood control and has endangered the residents of Nogales.
We know that border infrastructure is having devastating impacts on wildlife and ecosystems. The Nogales flood shows us that border communities also face environmental injustices. The flood caused millions of dollars in damages and destroyed many businesses in a low income community. Floods such as this can soil drinking water, spread hazardous materials, and create breeding grounds for various types of mold that can pose a health risk to people.
The infrastructure being utilized by DHS along the U.S./Mexico border continues to result in devastating impacts not only to the natural environment, but to communities as well. The Nogales flood could very well be a portent of what could occur along the lower Rio Grande Valley. There are many communities in the vicinity of the walls being constructed along that stretch of the border. This incident is yet another tarnished example of how U.S. border policy fails and instead places people and the environment at risk.
Sean Sullivan is the Co-Chair for the Sierra Club's Rincon Group in southern Arizona.

Following picture and article was published by the Tucson Citizen Morgue


These mule deer, photographed in or near the San Pedro Riparian National Conservation Area in late 2007, clearly won't be able to go farther, whether to reach food, water, other members of their herd or a known haven from predators.
Our Opinion: Environmental devastation
Saturday, April 4th, 2009
Border fence doesn’t keep out people or things it’s supposed to, but does impede wildlife
These mule deer, photographed in or near the San Pedro Riparian National Conservation Area in late 2007, clearly won't be able to go farther, whether to reach food, water, other members of their herd or a known haven from predators.
A notorious waiver that allowed Homeland Security to run roughshod over pristine areas, ignoring every clean air, water and environmental law, marked its first anniversary this week – on April Fools’ Day, appropriately enough. But the lawbreaking waiver is worse than foolish; it has been extraordinarily expensive and extremely injurious.
The unprecedented free pass to ignore longstanding U.S. laws was pushed through by Michael Chertoff, former Homeland Security chief. He was determined to erect a high wall along our border with Mexico, and damn the consequences.
And what consequences have been wrought? At least 601 miles of border fencing have been erected to date – at a cost averaging $3.9 million per mile. That’s more than $2.4 billion, and intrusions into our country continue unabated. Migrants hoist one another over the fence regularly and even a Border Patrol official quipped, “The border fence is a speed bump in the desert.”
Alas, while it may be a mere speed bump for migrating human beings, it’s a deadly blockade for migratory species, including one of Arizona’s most endangered animals. In the San Pedro Riparian National Conservation Area, overlapping ecologies result in some of the richest biodiversity in the world.
But Chertoff fended off protests a-plenty to ensure that a 15-foot-high steel border wall would bifurcate the officially recognized conservation refuge.
That wall has stranded mule deer, javelina, mountain lions and others from reaching their water source or other destinations, photographs show. Indeed, wildlife biologists report, the border enforcement infrastructure and activities now join our long-running drought as the top two threats to Arizona’s endangered Sonoran pronghorn, the fastest land mammal in North America.
The problems aren’t confined to Arizona. El Paso, Texas, officials have urged President Obama to tear down the wall that bars endangered ocelots, jacarundi and other species from accessing the Rio Grande. The walls should be removed from areas where they threaten flora, fauna and waterways. But that’s only a start.
Congress must obliterate the ridiculous waiver it enacted. The very idea that one official could cavalierly waive our Clean Water Act, Clean Air Act, Endangered Species Act and three dozen or so other laws is shocking, despite the alarmist attitudes over illegal immigration.
The rule of law must be upheld, and the Obama administration and Congress should waste no time righting this egregious wrong.

Monday, October 17, 2011

Transportation, bicycles: Bike sharing around the world

Article and photo published by BBC.

Bike sharing around the world
09 September 2011


A Barclays Cycle Hire docking station in London. (Laurence Coss/BBC)

Bike sharing is on the verge of becoming an integral part of public transportation in cities across the globe.This system of impromptu bike renting is helping urban areas reduce automotive traffic and pollution while providing locals and tourists with a convenient, cheap and healthy means of transport.
Currently, there are nearly 300 organized bike sharing programs worldwide. That number is growing – and not just in the West. In India, for example, the Ministry of Urban Development is preparing to launch a 10-city public bike scheme as part of its “Mission for Sustainable Habitat”.
So how does bike sharing work? In most cities, visitors can purchase short-term subscriptions at bike stations themselves. Just walk up to a station’s electronic kiosk, choose the duration for which you need access to the service, and swipe your credit card. You will receive an unlocking code which you can then use to release a bike from the docking station. Then you can start exploring the city via bicycle. When you reach your destination, find a nearby station and return your bike. Make sure to lock the bike carefully by pushing the front wheel into an empty dock. Most docks will show a green light and/or make a beeping sound when bikes are correctly secured.
Long-term subscriptions can usually be purchased online. During the time of your subscription (however short or long), you can rent and return a bike as many times as you want.
Bike sharing is a fun, easy, environmentally friendly way to explore a new place. Here are eight cities with great 24-hour bike sharing programs that travellers should know about.
Paris
Although community bicycle sharing has been around since at least the 1960s, Paris’s Vélib’ became the first high-profile program to spark global interested in organized bike sharing when it launched to great success in 2007. The program currently has about 20,000 bikes and 1,800 bike stations (one located every 300 metres), yielding about 50 million unique rides annually.
The details: Vélib’ required subscriptions are available for 1.70 euros per day, 8 euros per week, or 29 euros per year. Once you’ve subscribed, half-hour rides are free but each additional half-hour costs 1 euro for up to one-and-a-half hours. After that, each additional half-hour costs 2 euros.
Hangzhou, China
With more than 50,000 bikes and 2,050 bike stations, the Chinese city of Hangzhou is home to the world’s largest bike sharing program. Bike sharing is well integrated with other forms of public transport, with bike stations available near bus and water taxi stops.
The details: For tourists, a refundable deposit of 300 yuan is required to take out Hangzhou Public Bikes. Hour-long rides are free. Each additional hour costs 1 yuan each, for up to three hours. After that, each additional hour costs 3 yuan.
Washington DC
Washington DC’s Capital Bikeshare program is the largest of its kind in the United States. Currently, demand for bikes outweighs supply.
The details: Capital Bikeshare memberships are available for $5 per day, $15 for five days, $25 per month or $75 per year. Once you’ve purchased a membership, half-hour rides are free and each additional half-hour costs $1.50 for up to one-and-a-half hours. After that, each additional half-hour costs $6.
Mumbai, India
There are two bike sharing programs in Bombay: FreMo, which stands for “Freedom to Move”, and the student-run Cycle Chalao!, which translates to “Come on, let’s cycle!”. Both are small programs, but they are growing into a movement. Cycle Chalao! has recently teamed up with India’s national government to launch citywide programs across the subcontinent.
The details: Find FreMo’s various membership and pricing options at its website. For Cycle Chalao!’s rates, visit its stations near universities in Mumbai.
London
London’s Barclays Cycle Hire has only been operating for about a year, but it’s already quite user friendly. Since launching, casual users have gone on more than one million unique rides. Its interactive map plots out the city’s docking stations, providing real-time information on the number of bikes and parking spaces available at each one.
The details: Barclays Cycle Hire costs 1 pound per day, 5 pounds per week or 45 pounds per year. Half-hour rides are free. For longer rides, additional usage charges apply.
Mexico City
Last year, the populous and traffic-heavy Mexico City surprised the world by launching the EcoBici bike sharing program. Despite the city’s lack of bike lanes, EcoBici has around 30,000 registered members – and reported accidents have fortunately been few and far between.
The details: EcoBici riders have just one option: a year-long subscription for 300 pesos, which grants them an unlimited number of 45-minute rides. For longer rides, additional usage charges apply. Remember to return your bike within 24 hours, though, or you will incur a penalty of 5,000 pesos.
Melbourne, Australia
To introduce tourists to a new way of exploring the city, Melbourne, Australia is offering a Bike Share Tour. If you are already accustomed to bike sharing, opt instead for a Bicycle Tour, including a trip to Swanston Street, the Yarra River and/or the Port Phillip Bay.
The details: Melbourne Bike Share mandatory subscriptions are available for 2.50 Australian dollars per day, 8 Australian dollars per week, or 50 Australian dollars per year. You can rent up to two bikes at the same time. If you need helmets, participating 7-11 stores sell them for 5 Australian dollars each (you can then return them to get 3 Australian dollars back each). Half-hour rides are free. For longer rides, additional usage charges apply.
Dublin
Exploring Dublin via bicycle is an age-old pastime for travellers to Ireland. Now, the dbs, or dublinbikes program has made this mode of transport even more convenient for visitors. While this bike share is currently modest in size, it is doing very well and has plans to expand rapidly.
The details: The dublinbikes program has 44 stations and 550 bikes. Visitors can either purchase a long-term hire card for 10 euros or a 3-day ticket for 2 euros. Only 15 bike stations have electronic kiosks for purchasing short-term tickets, though. Find those stations here. Half-hour rides are free. For longer rides, additional usage charges apply.

Urban Design: The secret world of Disneyland

Article and photo published by the BBC.


The park's design uses optical illusions to make structures appear larger or smaller than they actually are. (Richard Cummins/LPI)

The secret world of Disneyland
17 October 2011
Disneyland may look like a straightforward theme park. But there is a secret world hidden behind the balloons, castles and cotton candy – a place where wild cats roam the park at midnight, Mickey Mouse hides in the wallpaper and movie stars sip martinis behind closed doors.
Feline security
It is not easy keeping the grounds of Disneyland utterly spotless and free of unwanted pests. Every night after closing time, 200 feral cats are released into the park to help keep the rodent population under control. Though Disney does not comment on the matter, rumour has it that the feline taskforce dates back to 1957, when renovations to Sleeping Beauty Castle revealed a colony of more than 100 stray cats. After unsuccessful attempts to chase them out of the park, Disney decided to put the cats to work instead. Today they spend their daylight hours resting in the park's well-concealed “cat houses”, though you can sometimes spot a furry face peeking out between the mechanical lions on the Jungle Cruise.
Hidden Mickeys
At Disneyland, the round-eared Mickey Mouse emblem is everywhere. But thanks to clever “Imagineers” (Disney's specially trained designers and engineers), hundreds of “Hidden Mickeys” are also scattered across the park. The subtle symbols are often difficult to spot; they are camouflaged in the architecture and landscaping as well as in the smallest stylistic details, from the floral wallpaper of the First Aid station and the rust marks atop a treasure chest in the Pirates of the Caribbean ride, to the shapes of car speakers on Space Mountain. No one knows exactly how many exist.
Cocktails behind closed doors
Disneyland is dry - unless you can manage to get your name on the list at Club 33. The secret cocktail lounge, tucked away above the Blue Bayou in New Orleans Square, has a limited membership of just 487 and a waiting list of approximately 14 years. Walt Disney designed the club as an exclusive space to entertain possible investors; since then, the lounge, complete with an elegant dining room and a first-class wine cellar, has hosted US presidents, film stars, foreign dignitaries and lucky guests with connections. It is said that Robert Kennedy dined here on 3 June, 1968, two days before he was assassinated.
Trick of the eye
Things are not always as they appear at Disneyland. The park's design employs “forced perspective”, creating optical illusions that make structures appear larger or smaller than they actually are. Sleeping Beauty Castle, for example, looks much taller than its 189ft – that is because the “bricks” and other architectural features grow progressively smaller as the towers rise. The Matterhorn also appears more massive than it is, since the tallest trees are at the base of the mountain and the smallest are placed at the summit. Entering Main Street, thanks to clever angles and scaling techniques, the castle seems far away and the old-fashioned shops and ice cream parlours seem to be several stories tall. As you exit, the same Main Street seems much shorter. Walt Disney figured that families coming into the park would be filled with anticipation, but on leaving, they would be too tired for a leisurely stroll.
Always on stage
At Disneyland, a janitor is not a janitor – he is a “cast member”. So are the legions of cashiers, painters, ride operators, gardeners and performers, from the girl who portrays Cinderella to the guy pushing a broom around Frontierland. All cast members are trained to follow a specific code of etiquette that helps to preserve the Disney magic. On the list of dos and don'ts? Never break character. If wearing a costume that belongs in Fantasyland, do not set foot in Tomorrowland – it might confuse visitors or break the park's orderly image. When directing guests, point with two fingers or an open palm, never the index finger. Cast members are issued a Disney “look book” that details the fresh-faced ideal – no long fingernails, beards or unnaturally coloured hair allowed. It is a throwback to Walt Disney's All-American standards: when the park opened even guests with facial hair were not allowed entrance.
A light stays on
When construction was underway in the early 1950s, Walt didn't want to miss a moment of his dream coming to life, which is why he installed a small private apartment for his family above the Fire Department on Main Street. Decorated by one of Disney's set designers, the apartment featured turn-of-the-century decor; the apartment still contains Walt's tiled shower (fitted with multiple shower heads to soothe an old polo injury) and a ceramic bar set Walt used to serve his favourite hot drink, the rum- and brandy-based Tom & Jerry. The lamp in the window, visible from the park, was once illuminated to signal to cast members that the head honcho was on the premises. Today the lamp always stays lit in honour of the man behind the mouse.