Posts Tagged ‘local action’
Posted in Models by Jessica Bird on January 14th, 2013
Source: Urban Milwaukee, via Tim Beatley
Photo by Alec Brooks from Urban Milwaukee website.
From ‘Rise of the Urban Ecology Center‘ by Peggy Shulz
How a small non-profit in a trailer in Riverside Park rose to become a major player with centers erected in three county parks. “Save the park.” That was the single, not-so-simple goal of a very loosely organized group of concerned residents of Riverside Park in the early 1990s. Little did they know that two decades later, a trio of nationally recognized ecology education centers would grow out of their efforts. Today, school children in three distinct neighborhoods — Riverside Park, Washington Park and Menomonee Valley — boast an Urban Ecology Center where children learn about ecology and their environment through a wide range of programs and activities, including “outdoor laboratories,” a full year of trips for students at nearby schools, after-school programs and preschool programs. […]
The site of the original UEC, Riverside Park, was designed in 1865 by Frederick Law Olmsted as the western anchor of Newberry Boulevard, with Lake Park serving as the eastern anchor. In the years since the park was created, it had fallen into disrepair. With the intent of building an MPS middle school, a square block and a half of homes to the south of the original Riverside Park were torn down, beginning in the late 1960s. That land then stood mostly vacant for decades, with the exception of occasional garden plots. Even before all the homes were demolished, though, MPS changed its plans. By 1991, the entire expanse had become crime-ridden, including the area between what was by then a bike trail (but had earlier been railroad tracks) and the Milwaukee River. It was filled with trash and invasive plant species.
It was time to reclaim the park, but the concerned neighbors weren’t at all sure how they were going to do it. After a lot of thought, they decided to begin by cleaning it up, with the ultimate goal of using the park to teach neighborhood children about ecology and being friends of the earth. Litter and crime would be replaced with learning. A doublewide trailer was placed just north of Park Place and east of the bike trail. […] It wasn’t until 2004 that the award-winning Riverside Park location of the Urban Ecology center opened. […] The center now manages the county-owned portion of the parkland with volunteers. A capital campaign followed shortly thereafter, based on the long list of schools that already had asked to have their students participate in UEC activities. The early goal of saving Riverside Park was realized. “We essentially turned a problem into an asset,” [executive director Ken] Leinbach said. “The land was healed with volunteers, and kids were learning about their environment.”
Just as the Riverside Park location grew out of a desire to save the park, the Washington Park and Menomonee Valley sites were “natural” areas in the city that needed restoration. According to Leinbach, in planning all three locations UEC took certain factors into account: a nearby body of water, woods and fields; proximity to schools; and some measure of wealth in the surrounding neighborhood. “We knew we needed the neighbors’ help to sustain our program economically,” Leinbach explained. The mission of all three UEC sites can be boiled down to “intentionally/institutionally getting kids connected to nature with adult mentors,” Leinbach said. The founders never intended the center to be a model for anyone else. “I think you do something and it can become a model, if it works,” Leinbach said. “You don’t set out to create a model.” But it has turned into one, even internationally. […]
Dennis Grzezinski, a UEC board member, describes three aspects of the center that have contributed to its success: environmental education, a community center and a nature center. The variety of programming is based on just a few primary concepts, Grzezinski said. “Proximity of the students to the center promotes deeper relationships between the students and the educators as mentors or models,” he said. Schools that participate must be within a 2-1/2 mile radius. That makes it easier for the students to return to the center over and over and establish a connection to a natural place that has different seasons, where they can plant bushes and trees and watch them grow over time. […] “This organization … comes from humble, common-sense, low-budget origins,” Grzezinski said. “We do things on a shoestring budget. Environmentalism is about using resources carefully and not wasting them.”
When Leinbach was studying environmental education in graduate school, he recalls thinking that the world is a fragile place and we humans weren’t helping. Through the Urban Ecology center’s three locations, many humans are helping —reclaiming, rebuilding and maintaining fragile, natural places for the long term, and creating a stronger sense of community in the process.
>>> You can read the full article on Urban Milwaukee.
>>> You can learn more about the Urban Ecology Centers on their website.
Screenshot from the People’s Community Market YouTube clip.
From the article “Building A Grocery Store In A Food Desert, With Funding From The Community” by Ariel Shwartz.
In San Francisco, you can’t walk five blocks without bumping into a farmer’s market or boutique grocery. Take a quick trip over the Bay Bridge to Oakland, though, and you’ll be confronted with areas that lack any sort of access to fresh food. So-called food deserts are a common problem in communities throughout the U.S., but in the neighborhood of West Oakland, one local organization is banking on the community to alleviate the problem by funding a startup grocery store.
The vision for the for-profit People’s Community Market sprung out of a decade’s worth of community food activism from People’s Grocery, a nonprofit organization that in the past has launched projects like the Mobile Market, a fresh food truck that drove around the neighborhood, and the Grub Box, a local community-supported agriculture box for residents. Despite the success of these initiatives, they weren’t enough to fulfill the food needs of West Oakland, which sees 70% of grocery expenditures from residents each year (about $40 million) going to other cities. A lack of fresh food also contributes to the 48% of residents that are obese or overweight. “The feedback from the community was continuing to affirm that, while smaller projects were important, they weren’t adequate for servicing needs,” explains Brahm Ahmadi, the founder and CEO of People’s Community Market and the former executive director of People’s Grocery.
So Ahmadi and the board of People’s Grocery decided to build a full-fledged grocery store that’s tailored to the community. That means that the 15,000-square-foot store will be tinier than many grocery stores–transactions are generally smaller than in suburban areas because people have less money to spend (meaning they make smaller purchases more often) and they come via public transportation or on foot so they can’t carry loads of groceries. When it opens […] People’s Community Market will carry just 40% of the inventory of traditional grocery stores, with a focus on fresh food–produce, seafood, dairy–and quality prepared items. People’s Community Market will also become a community hub, providing a sit-down cafe space, education programs from local nonprofit health partners, and social activities–jazz nights every week, barbecues after Sunday church, sitdown dinners, and customer appreciation events. […]
The grocery store has secured two-thirds of its $3.6 million budget from the California FreshWorks Fund, a collaboration between the California Endowment and a number of partners that aims to bring fresh food to the state’s food deserts. But there’s a hitch: FreshWorks will only offer up the loan if the grocery can raise the rest of the money ($1.2 million) first. That last chunk of cash will come from the community via a direct public offering–a system where People’s Community Market sells shares of the company directly to California residents. Initially, the startup hoped to raise private capital, but found that a lot of investors weren’t attracted to the grocery business–the margins are tight and investments aren’t that lucrative. Crowdfunding was considered, but except in rare cases, companies rarely make over a million dollars on sites like Kickstarter and Indiegogo. “We decided to shift directions to a community investment campaign,” says Ahmadi. He stresses that this is “not crowdfunding or donation. It is a real investment.” People’s Community Market has already raised $200,000 thanks to the large donor base from People’s Grocery. […] “Our thinking is that if we can make significant progress and show momentum, a number of angel [investors] in a wait-and-see position will come in and help close it out,” says Ahmadi. If People’s Community Market can raise the money it needs, the store could be operating by the end of next year. It’s not soon enough for West Oakland residents. Says Ahmadi: “They want the store open right away.”
>> Read the full article on Fast Co.Exist.
>> You can learn more about the People’s Community Market on their website, or see their YouTube clip.
Posted in Models by Kate Archdeacon on June 27th, 2012
From “Santropol Roulant: A Leaner, Greener Meals on Wheels” by Phillip Newell:
Santropol Roulant (Santropol is community, roulant means rolling in French) is an [intergenerational] organization providing healthy, sustainable meals to homebound Montreal citizens. Instead of relying on fossil-fuel powered cars like traditional Meals-on-Wheels, this group delivers with a more carbon-friendly option—bicycles.
But eliminating petrochemicals from their delivery routes wasn’t enough for the organization, so the group hired Natural Step (a non-profit sustainability research and education group) to help them further reduce their environmental impact. This is accomplished through Eco-Challenge, which is an action plan designed by Natural Step to help Santropol Roulant become even more sustainable.
Taking their organization’s sustainability two steps further than biking to deliver meals to the disadvantaged, Santropol Roulant grows a variety of fruits and vegetables on an organic rooftop garden, and recycle their food waste in the basement through vermicomposting. Vermicomposting is using worms to help decompose food waste for compost. That compost can be distributed to urban farmers who are starting their own backyard or roof-top gardens.
In addition to using a low-emission transportation source, Santropol Roulant also sponsors a community bike shop, where it educates local residents about maintenance and repairs.
Read the original article by Phillip Newell for Nourishing the Planet.
AlertNet have released a special report “Hungry World“. We heard about it via Nourishing the Planet, who featured the article “Top 10 Food Trailblazers” in their newsletter recently. The report includes articles on a range of issues to be considered when we think of feeding the world in 2050, such as Africa feeding the world; Growing food in cities; Land grabbing for food security, and food commodities speculation. As well as the articles, the report also features a “package” of videos and a series of blogs. It’s all too much to try and include here, so follow the links and explore!
From The Garage Sale Trail: Thousands of garage sales all over Australia on one huge day – Saturday 5th May 2012
The Garage Sale Trail is about sustainability, community & creativity. It’s a organisational framework that enables the peer-to-peer exchange of assets, resources and money on a hyper local level but with national scale. Garage Sale Trail is a platform for anyone who wants to make some money or raise money for a cause and for anyone who wants to connect with their community. That’s makers & creators, local business, households, cultural institutions, charities and community groups.
In brief, the Garage Sale Trail is about making sustainability both fun & social and using the Internet to get people off the Internet:
- The Garage Sale Trail is a program that enables the peer-to-peer exchange of assets, resources and money on a hyper local level but with national scale. It happens all over Australia on one day, Saturday May 5th 2012
- The Garage Sale Trail is about sustainability, creativity, community and micro-enterprise
- The Garage Sale Trail is a platform for anyone who wants to make some money or raise money for a cause and for anyone who wants to connect with their community.
- The Garage Sale Trail is for makers & creators, local business, households, cultural institutions, charities and community groups
- The Garage Sale Trail a perfect way to discover treasure, de-clutter, have fun, make money, make a positive contribution and make neighbourhood connections
- You can get involved by registering your sale online, shopping on the day – May 5th 2012 and/or donate to the Garage Sale Trail Foundation
- If you are a household the Garage Sale Trail is the perfect way to de-clutter & make a little pocket money
- If you are a maker or creator, use the Garage Sale Trail as an opportunity to market your wares to an audience who want to discover treasure
- If you are a local business it’s an opportunity to connect to your neighbourhood and make positive contribution to your community
- If you’re a community group or cultural institution the Garage Sale Trail is the perfect way to fundraise and / or connecting to your local community
- Garage Sale Trail is the perfect way to discover treasure
- Garage Sale Trail is the biggest community-based marketplace
- The Garage Sale Trail is the best way to find a bargain
Use your mobile on the day to find Garage Sales near you: www.truelocal.com.au
Register your garage sale or plan your trail by visiting garagesaletrail.com.au
The Nature Conservation Council strongly believes in access to fresh, nutritious, safe and sustainable food for all. Supported by the City of Sydney, the ‘Foodprint Challenge’ aims to work within, promote and help develop the thriving sustainable food industry and growing green food movement that is developing across Sydney.
The Foodprint Challenge invites residents of the City of Sydney local government area to take part in our FREE workshop series. Aspiring locavores should come along to our next workshop: Food miles and growing your own produce. And if you’re keen to find out more about where to buy your food, the workshop on 3 May is for you, where we will launch our ‘Green Food Shopping Guide’ for the central Sydney region.
FOOD MILES AND GROWING YOUR OWN PRODUCE
Wednesday 4 April 6.30 – 8.30pm
Redfern Community Centre
Guest speaker Jared Ingersoll, Danks Street Depot and author of Slow Food
Discover more about how you can reduce your impact on the environment and climate change, and meet others who are trying to do the same.
SUSTAINABLE FOOD SHOPPING IN THE CITY OF SYDNEY
Thursday 3 May 6.30 – 8.30pm
Redfern Community Centre
Guest speaker Adam Taylor, Alfalfa House
Gain an overview of the ever expanding network of environmentally conscious food suppliers and providers in the city of Sydney, and be the one of the first to own the Sydney ‘Green Food Guide’.
Bookings are essential and can be made at http://www.nccnsw.org.au/foodprint_register
Image from: CDP Cities
CDP Cities is a voluntary reporting platform for cities around the world to document their actions on climate change. An initiative of the Carbon Disclosure Project, CDP Cities have produced this neat infographic compiling data from the 48 participating cities in 2011. Melbourne features in the section on individual cities, citing ‘creating urban and rooftop gardens, lighter buildings, and lightening roof and road colours to lessen urban heat island effect’ as actions being taken by the City council.
Source: Low-Tech Magazine
Image from Kris de Decker
From “How to downsize a transport network: the Chinese wheelbarrow” by Kris de Decker:
For being such a seemingly ordinary vehicle, the wheelbarrow has a surprisingly exciting history. This is especially true in the East, where it became a universal means of transportation for both passengers and goods, even over long distances.
The Chinese wheelbarrow – which was driven by human labour, beasts of burden and wind power – was of a different design than its European counterpart. By placing a large wheel in the middle of the vehicle instead of a smaller wheel in front, one could easily carry three to six times as much weight than if using a European wheelbarrow.
The one-wheeled vehicle appeared around the time the extensive Ancient Chinese road infrastructure began to disintegrate. Instead of holding on to carts, wagons and wide paved roads, the Chinese turned their focus to a much more easily maintainable network of narrow paths designed for wheelbarrows. The Europeans, faced with similar problems at the time, did not adapt and subsequently lost the option of smooth land transportation for almost one thousand years.
Transport options over land
Before the arrival of the steam engine, people have always preferred to move cargo over water instead of over land, because it takes much less effort to do so. But whenever this was not possible, there remained essentially three options for transporting goods: carrying them (using aids like a yoke, or none at all), tying them to pack animals (donkeys, mules, horses, camels, goats), or loading them onto a wheeled cart or wagon (which could be pulled by humans or animals).
Carrying stuff was the easiest way to go; there was no need to build roads or vehicles, nor to feed animals. But humans can carry no more than 25 to 40 kg over long distances, which made this a labour-intensive method if many goods had to be transported. Pack animals can take about 50 to 150 kg, but they have to be fed, are slightly more demanding than people in terms of terrain, and they can be stubborn. Pack animals also require one or more people to guide them.
When carrying goods – whether by person or by pack animals – the load is not only moved in the desired direction but it also undergoes an up and down movement with every step. This is a significant waste of energy, especially when transporting heavy goods over long distances. Dragging stuff does not have this drawback, but in that case you have friction to fight. Pulling a wheeled vehicle is therefore the most energy-efficient choice, because the cargo only undergoes a horizontal motion and friction is largely overcome by the wheels. Wheeled carts and wagons, whether powered by animals or people, can take more weight for the same energy input, but this advantage comes at a price; you need to build fairly smooth and level roads, and you need to build a vehicle. If the vehicle is drawn by an animal, the animal needs to be fed.
When all these factors are taken into consideration, the wheelbarrow could be considered the most efficient transport option over land, prior to the Industrial Revolution. It could take a load similar to that of a pack animal, yet it was powered by human labour and not prone to disobedience.
Compared to a two-wheeled cart or a four-wheeled wagon, a wheelbarrow was much cheaper to build because wheel construction was a labour-intensive job. Although the wheelbarrow required a road, a very narrow path (about as wide as the wheel) sufficed, and it could be bumpy. The two handles gave an intimacy of control that made the wheelbarrow very manoeuvrable.
When the wheelbarrow finally caught on in Europe, it was used for short distance cargo transport only, notably in construction, mining and agriculture. It was not a road vehicle. In the East, however, the wheelbarrow was also applied to medium and long distance travel, carrying both cargo and passengers. This use – which had no Western counterpart – was only possible because of a difference in the design of the Chinese vehicle. The Western wheelbarrow was very ill-adapted to carry heavy weights over longer distances, whereas the Chinese design excelled at it.
On the European wheelbarrow the wheel was (and is) invariably placed at the furthest forward end of the barrow, so that the weight of the burden is equally distributed between the wheel and the man pushing it. In fact, the wheel substitutes for the front man of the handbarrow or stretcher, the carrying tool that was replaced by the wheelbarrow.
Superior Chinese design
In the characteristic Chinese design a much larger wheel was (and is) placed in the middle of the wheelbarrow, so that it takes the full weight of the burden with the human operator only guiding the vehicle. In fact, in this design the wheel substitutes for a pack animal. In other words, when the load is 100 kg, the operator of a European wheelbarrow carries a load of 50 kg while the operator of a Chinese wheelbarrow carries nothing. He (or she) only has to push or pull, and steer.
The decay of the Chinese road infrastructure
The importance of the Chinese wheelbarrow can only be understood in the context of the Chinese transportation network. Prior to the third century AD, China had an extensive and well-maintained road network suited for animal powered carts and wagons. It was only surpassed in length by the Ancient Roman road network. The Chinese road infrastructure attained a total length of about 25,000 miles (40,000 km), compared to almost 50,000 miles (80,000 km) for the Roman system.
The Chinese and Roman road systems were built (independently) over the course of five centuries during the same period in history. Curiously, due to (unrelated) political reasons, both systems also started to disintegrate side by side from the third century AD onwards, and herein lies the explanation for the success of the Chinese wheelbarrow. As we have seen, the one-wheeled vehicle appeared during this period, and this is no coincidence. Increasingly, it was the only vehicle that could be operated on the deteriorating road network.
Lessons for the future
Of course, it was not only the wheelbarrow that kept Chinese communication running after the second century AD. At least as important was the impressive network of artificial canals that complemented it. This infrastructure became ever more important after the detoriation of the road network. For example, the Grand Canal, which ran from Hangzhou to Bejing over a distance of 1800 km, was completed in 1327 after 700 years of digging.
In Europe, the first (relatively modest) canals were only built during the 16th century, and most of them only appeared in the eighteenth and nineteenth centuries. The Chinese wheelbarrow alone could not have given Europe an equally effective transport infrastructure as the Chinese, but there is no doubt that it could have made life in medieval Europe a great deal easier.
The story of the Chinese wheelbarrow also teaches us an obvious lesson for the future. While many of us today are not even prepared to change their limousine for a small car, let alone their automobile for a bicycle, we forget that neither one of these vehicles can function without suited roads. Building and maintaining roads is very hard work, and history shows that it is far from evident to keep up with it.
In this regard, it is important to keep in mind that we won’t be as lucky as the medieval Europeans who inherited one of the best and most durable road networks in the world. Our road infrastructure – mostly based on asphalt – is more similar to that of the Ancient Chinese and will disintegrate at a much faster rate if we lose our ability to maintain it. The Chinese wheelbarrow – and with it many other forgotten low-tech transportation options – might one day come in very handy again.
Read the full article (there’s a lot more, with pictures too) by Kris de Decker on Low-Tech Magazine.
Posted in Models by Kate Archdeacon on January 9th, 2012
What can we do to create sustainability in our own communities? How can local people work together to save or generate energy and tackle climate change?
The Rough Guide to Community Energy has the answers. Packed full of practical advice and inspiring case studies, it covers:
- Local energy groups – how to set one up and keep its momentum going
- Types of project including solar, wind, hydro, biomass, CHP and energy efficiency
- Getting a project off the ground, from fundraising and planning to construction
- Real-world advice from successful groups all over the UK
Whether you’re looking for inspiration or you already have a local energy group, The Rough Guide to Community Energy will help you make your project happen.
>> Get your free copy.
Check out the Resources section at the back of the book for websites and further reading. KA
Posted in Models by Kate Archdeacon on December 28th, 2011
From “How the Dutch got their cycle paths” by Sarah Goodyear for Project for Public Spaces:
Given the reputation of the Netherlands as a cyclist’s paradise, you might think that its extensive cycling infrastructure came down from heaven itself, or was perhaps created by the wave of a magic wand. Not so. It was the result of a lot of hard work, including massive street protests and very deliberate political decision-making.
The video [click through below] offers vital historical perspective on the way the Netherlands ended up turning away from the autocentric development that arose with postwar prosperity, and chose to go down the cycle path. It lists several key factors, including public outrage over the amount of space given to automobiles; huge protests over traffic deaths, especially those of children, which were referred to by protesters as “child murder”; and governmental response to the oil crisis of the 1970s, which prompted efforts to reduce oil dependence without diminishing quality of life.
The Netherlands is often perceived as an exceptional nation in terms of its transportation policies and infrastructure. And yet there is nothing inherently exceptional about the country’s situation. As the narrator says at the end of the film, “The Netherlands’ problems were and are not unique. Their solutions shouldn’t be that either.”
Watch the video. It’s inspiring (“…it seems so simple”) and frustrating (“aaargh…it seems so simple!”) at the same time.