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dirtystylus : nyc   28

Why Can’t New York City Build More Gems Like This Queens Library?
Today, City Hall has all but abandoned design excellence. A disconnected mayor demonstrates zero interest in good design or architecture or much of anything related to the physical fabric of the city and urban planning.
Jobs are now awarded to the lowest “responsible” bidders, which effectively means the lowest bidders. An architect on the excellence roster recently described to me a project on which the low bid was from a contractor with a long record of failure. The D.D.C. had just put the contractor on notice for the company’s inability to complete other projects, the architect said. Needless to say, the contractor got the job anyway. With predictable results.
How can the city attract good builders if the hiring process favors bottom feeders?


Or attract the best architects if the city often strips them of basic tools they employ to ensure the work is carried out properly?
The city also does its budgeting year-by-year. How can any public agency plan a multiyear building project when it can’t even be sure the money it needs will be there?
No wonder the golden ticket for many city agencies is the so-called “pass through” contract, which means a project has received ample private funding up front and is being overseen by an organization responsible and competent enough to handle construction itself. A few weeks ago, the New York Public Library unveiled its new Van Cortlandt branch in the Bronx. Library officials made sure to structure the financing to get the pass through.
Construction was completed on time and on budget.
Which means the city can clearly do better.
nyc  library  politics  via:nikisanders 
november 2019 by dirtystylus
Using Drupal 8 and AWS IoT to Power Digital Signage for New York’s Subway System
In order for raw data to be effectively (and efficiently) parsed and sent to the appropriate signs, our parsers must understand context. Unfortunately for us, none of the data feeds provide context (this is not uncommon). Data feeds, particularly those that update very rapidly, must be as streamlined as possible to cut down on size and processing time for the system that generates it in the first place.

This is where a content model comes in place. A key in the data (or several data fields) somehow map into the model, which then provides context for how the data should be consumed and handled by the system.

For the MTA, this content model needed to be representative of the assets in the city of New York. This model should create a digital representation of the various Routes (N,Q,R,W, etc.), Stations (Grand Central, Penn Station, etc.), Platforms (Uptown, Downtown, Mezzanine, etc.), Tracks, and Signs that will be included in the data.

A key component of the MTA system is the flexibility of our content model. Why? We’re using Drupal to manage it.

Each of the above assets is represented by a content type. Individual items in the content model are created as nodes, and then entity reference fields are used to provide the necessary context and relationships between the items. User experience is a major component of this feature as Drupal’s involvement allows non-technical users to log into the administration site (with the appropriate account access) and make changes to the content model on the fly.
decoupledcms  cms  drupal  drupa8  reactjs  nyc  subway  transportation  publictransit  casestudy  via:chrisarasin 
october 2019 by dirtystylus
Grab The Train At Grace Jones, Get Off At Yoko Ono: Exploring NYC's New 'City Of Women' Map | Here & Now
“Our map was also designed as a kind of intervention in a conversation that's really picked up steam in the last few years about gender and public space and the ways in which our names and our public spaces do honor and welcome a certain segment of the population that may not feel as welcoming to others,” Jelly-Schapiro says.
maps  nyc  subway  transportation  feminism  history 
october 2019 by dirtystylus
History of New York City traffic: Why banning cars is the solution - Curbed NY
John Randel, Jr., planned for a city where pedestrian traffic easily moved from river to river. Let’s return to that plan. Imagine if the entire city was built following the edicts of two of New York’s other most famous designers: Frederick Law Olmsted and Calvert Vaux, who created Central and Prospect Parks. When it opened, Central Park was a marvel not just of landscape design, but of traffic management. Three types of traffic—pedestrian, horseback, and carriage—coexisted on roads that were specifically designed to never cross. On top of that, the sunken transverse roads took city traffic from the east to west sides without disturbing any of the park’s users.

We can make Manhattan its own Central Park.
We can make Manhattan its own Central Park. Keep the avenues and the “extra wide” streets (14th, 23rd, etc.) for vehicular traffic, but turn every other street into a pedestrian thoroughfare. Take the money that would have been spent on keeping those streets viable for cars and invest it in public transit, dedicated bus lanes—even ferries. No street would need to be completely cut off from vehicular traffic; emergency services could get through and transport for the disabled, just as they do in places like Ghent, Belgium, where the city center has been car-free since 2017.
transportation  nyc  cars 
october 2019 by dirtystylus

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