The carving up of cities by expressways is still a civil rights problem, but it's being solved as an economic one.
Since freeways began slicing through cities in the United States more than 75 years ago, they have carved deep and lasting lines of separation through countless communities. Many of these communities—located in so-called blighted areas—were made up of people of color who were simply pushed aside by the transportation officials building out the nation’s vast network of interstates and urban freeways. In a somewhat surprising speech in March 2016, U.S.
Unlike most new lines in U.S. cities, the Center City Connector would operate in its own exclusive lane.
On a late August afternoon, at the corner of Westlake and 6th avenues in downtown Seattle, a police officer pulled his patrol car to the curb. He got out and approached a woman who appeared to be on drugs: she was crouched and half-hidden in the shadows of a temporary plywood walkway beneath a building under construction. He called in the incident, and an ambulance was dispatched to the scene.
Chief Digital Officer Rachel Sterne aims to make New York the “world’s top-ranked digital city” but she and her counterparts across the U.S. are still trying to figure out what that means.
No matter where you live, from Los Angeles to Boston, you can walk into a public meeting, sign your name on a piece of paper, and be given the opportunity to stand at a podium in front of your elected officials or civil servants and speak your mind for two or three minutes. This is called a public comment, and it’s allowed at pretty much any public meeting in any city in America. It’s the kind of open government that the founding fathers had in mind when they wrote the Declaration of Independence. It’s also totally old school.