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While some very positive steps have been taken over the past year in addressing the severe housing crisis that has plagued the San Diego region, the reality is we still have a long way to go.

Today, due largely to a decades-long backlog of new housing being built (our regional housing deficit is more than 50,000 homes) the median home price in San Diego County just set a new record: $650,000. Needless to say, its a number that moves steadily further and further away from the reach of working families. And for those who cant buy, renting continues to be a financial struggle, with rents rising to an average of $1,850 a month.

Thats the (very) bad news.

The good news is were finally, with policy changes and increased attention from residents, starting to address this shortage in meaningful ways.

On the table are many new housing projects throughout the region, as well as community plan updates that embrace more housing units, ensuring that development will happen where it makes the most sense and creating a viable opportunity for young families to stay in San Diego. Included among some proposed projects are three that would repurpose golf courses. All three are in the citys urbanized areas, close to public transit, meet the goals laid out in the city of San Diegos Climate Action Plan, and include attainably priced and low-income housing options.

In Mission Valley, the Riverwalk Golf course is slated to be transformed into a vibrant live-work-play village and features 97 acres of parks, open space and trails as well as a restored stretch of the San Diego River and expansion of the San Diego River Trail. Riverwalk San Diego, which was unanimously approved by the San Diego City Council in November, reimagines 200 acres of private land that has been planned for development since the 1980s. The village, which will be phased in over the next 15 to 20 years, will include up to 4,300 homes (approximately 430 of which will be set aside for low-income qualified residents), neighborhood-serving shops and restaurants, and 1 million square feet of office space. The village will also include a new light-rail station along the San Diego Trolleys green line to connect residents to job centers in downtown San Diego and other parts of Mission Valley, as well as UTC/Torrey Pines on the soon-to-be-completed Mid-Coast Trolley line.

On the former Carmel Mountain Ranch Golf Course, another 1,200 homes are being proposed, with nearly 70 percent of the property, over 100 acres, to remain as protected open space. Based on significant public input, the Trails, as the project is being called, will adaptively reuse the former golf cart path to create over six miles of public pedestrian walkways winding through the entire community. Nine acres of new neighborhood parks are proposed, preserving the greenery that was represented by the previous golf course. The project, which will include 120 deed-restricted affordable homes, is within walking distance to an area transit center where residents can catch the Rapid bus that goes along the I-15 connecting to downtown San Diego and other employment centers. There are also over 40,000 jobs within a three-mile radius of the Trails, which allows employees to live close to work and supports the Climate Action Plan. The Trails is expected to go before the San Diego City Council sometime next year.

In Rancho Peasquitos, on what was the Carmel Highland Golf Course, about 500 homes are being proposed exclusively for seniors 15 percent of which will be priced for those with low incomes. The Junipers, as it is known, will also feature a new public park, basketball and pickleball courts, a dog park and a mobility zone for improved pedestrian and bicycle circulation. The San Diego City Council is expected to consider the project early next year.

Repurposing out-of-use golf courses into desperately needed housing is a smart, appropriate move. Land and water are difficult to identify in areas that have close proximity to jobs and transit, and golf courses are generally located within communities that can readily accept more housing. Further, as we continue to recognize the impact of scarce resources, namely water, on our future community planning it only make sense that resource-heavy golf courses find a reimagined role in addressing our housing crisis.

As we are seeing in Mission Valley, Carmel Mountain Ranch, and Rancho Peasquitos, urban golf courses provide the perfect opportunity for San Diego to make progress toward reaching our housing goals in a responsible, transit- and environmentally friendly way.

Marissa Tucker-Borquez is president of YIMBY Democrats of San Diego County and is studying for a masters degree in urban planning at SDSU. Stefanie Benvenuto is vice president of public affairs for the San Diego Regional Chamber of Commerce.

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Where Golf Has Run Its Course, Much-Needed Housing Is in the Works - Voice of San Diego

The look and feel of our city centres could be about to change significantly, after people took the opportunity this year to flock to the nature on their doorstep however scrubby it might be as never before.

The Covid-propelled flight into wildlife has accelerated a change in attitude to nature that was already occurring and could profoundly change the make-up of urban areas in the next decade.

Green Shoots: i's Guide to Helping the Planet in your Everyday Life

According to Craig Bennett, head of the Wildlife Trusts, the conservation movement is being radically reshaped as the century-old focus on honey pot sites of great natural beauty often in a far and distant land is switching to the more modest wildlife near our houses.

Only a decade ago, when Bennett was at Friends of the Earth, people thought that letting the grass grow long on roadside verges was madness, he recalls.

But in recent years, helped by campaigns and scientific research extolling the benefits of biodiversity for nature and our mental health, people are coming around strongly to the idea that messy is good.

This conversion has prompted a growing interest in rewilding essentially, letting nature take its course from the environmental fringes towards the mainstream.

While the first rewilding schemes took place in the depths of the countryside, milder forms are starting to crop up in urban areas.

More recently, Covid has hugely increased the publics appreciation of nature as they sought solace in green space when restrictions often left them with little else to do.

And because they couldnt travel easily, they focused on that park they may have overlooked for years even though it was just down the road.

The result is an increased interest in local, rewilded, nature, however low-key, according toBennett.

Thousands of UK households took part in No Mow May this year, letting their lawns grow wild, while the Royal Entomological Society reported record numbers of enquiries from people in the UK and overseas over the summer about insects they had spotted.

Meanwhile, in the US, 26 per cent of people visiting parks and natural areas in the early months of the pandemic had rarely and often never been in nature in the previous year, according to a study published in the journal Plos One last week.

Against this backdrop, it is perhaps not surprising that an ambitious proposal to rewild Nottingham city centre, made this month by the Nottinghamshire Wildlife Trust, received a lot of attention and the city council is seriously considering it.

We have seen a real change in the zeitgeist in the British public in the past 10 years people are starting to understand now that messy is good. Its good for wildlife and it makes you feel more connected to nature, says Bennett.

There is a big reframing of the conservation movement from the way its been for the past 100 years. Nature is often talked about as though its distant and sometimes even foreign, such as rainforests, and as a result thousands of people charge to those kind of honey pot sites every year.

Now, people are getting excited about local nature, where they live or can walk or cycle to. People are starting to celebrate and understand, not perhaps the most spectacular nature, but the nature close to where they are. I think thats a definite shift, and that then leads to that massive interest in urban rewilding.

Mr Bennett expects this new-found love of local, messy nature to transform the look of UK city centres and other urban spaces in the coming years.

There is a move towards having big areas of rewilding in the country, but also having rewilding around our towns and cities. There is a lot of excitement about what it could look like in 10 or 15 years we could fundamentally change what it looks like to travel round this country, he says.

People are very excited about this change. I think its the one that can surprise us over the next decade about just how much progress we can make on it.

Only 10 years ago, when campaigners talked about allowing roadside verges to grow a little bit wild or putting wildflowers into public spaces, people thought we were mad. It was absolutely normal at the time to see manicured lawns absolutely everywhere. These days, people get it when they see roadside verges that have been left to grow wild.

And wild areas in our towns and cities are incredibly popular among members of the public.

The publics personal love of nature notwithstanding, arguably an even more significant development in recent years concerns money.

It wasnt so long ago that it was environment versus economy, says Bennett. Youre not hearing that now.

Whats great about that Nottingham rewilding story is that local business, the council and the people are saying it will be good for their local economy the idea that we need to rewild parts of Nottingham city centre because we need good-qualitygreen space to make it an attractive place to live and work and for people to invest.

Nottinghamshire Wildlife Trust has challenged the city of Nottingham to rewild the site of Broadmarsh shopping centre once its demolition is completed.

It has reimagined the space transformed with wildlife habitats reflecting the sites history as a wetland alongside the ancient course of the River Leen and long-lostgardens.

The vision for the site includes accessible walkways based on a centuries-old city street plan to reconnect key parts of the city.

It hopes this could help to reconnect the city to Sherwood Forest and invoke the spirit of Robin Hood bringing wildlife to nature-poor city dwellers and the millions of visitors it attracts. The council is considering the proposal, along with others for the Broadmarsh site.

The River Sherbourne might run through Coventry, but it is mostly culverted and almost forgotten. Warwickshire Wildlife Trusts new project aims to reconnect people who live in the city with the river and restore it for wildlife. In the city centre, the lid will be taken off a section of the culverted river, which will also be brought to the surface in other ways, through virtual reality, listening posts, glass floors and a blue line marking the route it takes beneath the feet of passers-by.

Meanwhile, the Government will be guilty of speaking a lot of hot air on climate change if it fails to produce a detailed action plan to hit its emissions targets by the time it hosts the crucial COP26 global warming summit next December, Bennett warned.

The UK is on course to miss its various climate change targets and lacks the policies needed, he says.

Last month, the Government announced a 10-point green revolution plan. This included pledges to ban the sale of new diesel and petrol cars by 2030, to quadruple offshore wind power within a decade and to boost hydrogen production.

A 165-page White Paper published this week adds further proposals.

However, there is still no detailed analysis laying out the specific measures that need to be taken to meet our carbon goals and showing how much they add up to achieve them, Bennett says.

Meanwhile, an in-depth analysis of the White Paper by the Carbon Brief climate science and policy website concluded: Even with the wealth of additional detail in the White Paper, there remains a significant gap between proposed emissions cuts and those required under the UKs climate targets.

Mr Bennett said: If we were hosting the Olympics in 2030, youd expect us to have a clear plan of how wed deliver it, with Gantt charts, project plans and milestones through to delivery.

We need exactly the same way of delivering on these climate targets, and, despite all the good talk, at the moment we dont have that detailed plan.

We surely need that to be in place, adopted as policy by the Government and supported by Parliament, before we host COP26. Without it, those targets will prove to be a lot of hot air.

COP26 has been billed as a crucial summit for international leaders to agree how to limit global warming to the Paris Agreement target of1.5C.

A Government spokesman said: This is nonsense. Building on the Prime Ministers ambitious 10-point plan, the energy White Paper sets out specific steps we take to fully decarbonise our electricity system and slash emissions from industry, transport and buildings as we transition to net-zero [for electricity] by 2025.

This is part of a suite of bold plans across key sectors of the economy which the government will be publishing in the run up to COP26, culminating with a comprehensive Net Zero Strategy.

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Covid pandemic prompts a surge in appreciation for local nature and rewilding cities - iNews

Mumbais transportation scenario has traditionally been an intriguing jigsaw. The city has among the highest share of public transport usage in the world, with over 45% of commuters using the citys elaborate suburban rail network andBEST(Brihanmumbai Electric Supply and Transport) buses (MCGM2016). At the same time, Mumbai is also recognised as one among the top congested cities in the world. A study calculated that vehicle drivers spent about 65% of their time stuck in congestion and the average traffic speed during peak hours was just 18.5 kilometres per hour (kmph) (TomTom.com 2019). The city also accounts for over 400 road fatalities each year (Natu 2020). These are often attributed to the capacity constraints of public transport and infrastructural deficiencies failing to adequately fulfil the mobility needs of over 20 crore residents of the metropolis (GoI2011). While these factors are often examined through numerous studies both in academic and policy spheres, there appears to be an acute under-examination of the first- and last-mile journeys of commuters using public transport, particularly the suburban rail network and its impact on the citys transportation woes and commuter experience.

The local railway network lives up to its moniker of being the citys lifeline by transporting over 7.5 million passengers daily under extreme resource constraints (ADB2019). However, unlike the metro, an integrated first/last mile connectivity (LMC)1plan with the network is conspicuously absent at the moment. The shutting of the network because of theCOVID-19 outbreak provided a rare opportunity for the citys suburban rail planners to consider integrating theLMCcomponent in its planning with a focus on promoting sustainable modes of urban transport and enhancing commuter experience.

With the rapid expansion of metro networks across the country,LMCis gaining due attention in the role it plays in consolidating advantages of public transport alongside promoting sustainable transportation goals. The Government of Indias (GoI) Metro Policy, 2017 clearly outlines its vision onLMCin the metro system. Even in Mumbai, the focus is firmly on integratingLMCin the metro corridors.

StructuredLMCplanning could play a helpful role in limiting congestion, improving safety conditions and thereby overall commuter experience. Various options can be utilised for promoting safe pedestrian movement, shared mobility, proliferation of electric vehicles and bike sharing.LMCcould play a vital role in the twin pursuits of retaining and augmenting the sustainability gains from public transport and improving commuter experience.

Therefore, this paper engages with the subject ofLMCby furnishing an overview of the current state ofLMCfor rail passengers with the help of a survey and further assessing the importance ofLMCto suburban rail networks. Based on the discussion we also propose a way forward in integratingLMCplanning with the rail network.

Urban Transport in the Indian Context

India is undergoing rapid urbanisation and 60% of its population is expected to live in urban areas by 2050 (PTI2016). Transport is said to be the lifeblood of urban centres and thus demands futuristic planning. Under the Constitution, urban transport is included in urban development and finds a place in the state list as per the Seventh Schedule. The responsibility of urban transport planning is diffused through at least four ministries: housing and urban affairs; railways; road, transport and highways; and home affairs. As a result, the subject is often claimed to be an institutional orphan (IIHS2015).

The management and operation of urban transport also varies across Indian cities. For instance, the Bengaluru Metropolitan Transport Corporation (BMTC) which operates local buses in Bengaluru is a state government undertaking. In Mumbai, buses are operated by theBESTwhich is an autonomous body under the municipal corporation. The suburban rail services in select cities such as Mumbai are operated by different railway zones through their divisions. These zones are governed by the Ministry of Railways while the metro projects are under the Ministry of Housing and Urban Affairs.

Another serious problem is that limited authority is delegated at the local city level making the city administrations ill-equipped to undertake efficient planning (IIHS2015). Therefore, while the central government mandates the use of public transport, the state governments promote flyovers and bridges and the independent city development agency (wherever exists) functions without any proper policy planning (Vaidyanathan et al 2013).

Public Transport and LMC

Reports have indicated that an increase in the use of public transport could reduce growth of private vehicles and enhance road safety in general (Mohan and Tiwari 2016). A bus has a passenger car unit (PCU) of four, while a car has one. This means a bus occupies the same space of four cars when in traffic. However, a car can carry a maximum of five people, whereas buses on an average carry 50 people (Mardani et al 2015). Hence, with a four times increase in space, occupancy is increased by almost 15 times. In other words, 50 people can travel in a space occupied by only 20 people if travelling in a car, an increase of 150%. For the reduction to work, public transport has to be made an attractive option. Studies point out a few measures that can be undertaken to improve the adoption of public transport. Important among them are lowering the commuting distance in accessing public transport, making it accessible and comfortable to all sections of population such as the elderly, women, children and persons with disability, ensuring that it is affordable even to the lowest income group, and improving the quality of pedestrian and bicycle environments (Mohan and Tiwari 2016).

While experts rightly assert the importance of mass rapid transit systems (MRTS) and overall greater usage of public transport, the aspect of access and egress from public transport nodes is yet to receive the requisite attention (WRI2016; Mohan and Tiwari 2016). For instance, in the case of the Mumbai local, any further addition to this walking distance could be viewed unfavourably due to time consideration. Therefore, accessibility is seen as a key parameter to make public transport an attractive choice (Mohan and Tiwari 2016). Another dimension of accessibility is the distance to access rail or metro stations from residence or workplace. The relatively successful Delhi Metro has about 56% population living beyond one kilometre (km) from the station, while for Mumbais 11.4 km metro, this population is about 91% (Devulapalli and Howindialives2019).

Institutional Structure for LMC

Similar to the presence of multiple agencies in planning, theLMCservices are regulated by different agencies as well. Entities like taxis and rickshaws are typically governed by the state transport departments. Likewise, creating pathways for cycling and walking come under the municipal corporation, while lighting for the pathway is by the electricity service provider. A case in point is the Tansa cycle track project undertaken by the Brihanmumbai Municipal Corporation (BMC). Despite the courts getting involved, the project is still in limbo and is facing multiple issues of encroachments (Thakkar 2019). Clearly, the issue of lack of coordination, with each institution forming its own rules and procedures, eventually hinders the execution of even well-intentioned policies (Vaidyanathan et al 2013).

Mumbai Scenario

Unlike most Indian cities, Mumbais urban mobility paradigm has been actively shaped since 2002 by the World Bankfunded Mumbai Urban Transport Project (MUTP). As per the World Banks (2016) project performance assessment report, two phases of theMUTPhave been implemented with an expenditure of over`9,800, while the third phase is being implemented. These were primarily aimed at augmenting the carrying capacity of the citys suburban rail system during peak hours by financing eight and 12 car rakes and increasing the frequency of trips. However, despite modest improvements in the carrying capacity, the modal share of suburban rail has witnessed a continuous decrease in recent years. Between 2005 and 2014, the share of suburban rail in the total number of daily trips in Mumbai Metropolitan Region (MMR) decreased from 51.8% to 40.6%, while the share of private vehicles and paratransit have each doubled (MCGM2016). Lack of capacity and inefficiencies in public transport may be a significant cause, but the role of insufficient last- and first-mile connectivity needs greater examination in research and policy circles.

Improving connectivity to suburban rail networks also received insufficient attention under theMUTP. For instance, only two pedestrian-related projects were implemented under theMUTP-I, while others were dropped due to restructuring of loans (World Bank 2016). Similarly, theBMCallocated`50 crore for pedestrian-friendly infrastructure, whereas roads were allocated`1,600 crore, reflecting how planning for last mile commutes has evoked insufficient concern (Singh 2020).

Methodology

The objective of our study is to understand the last-mile commute patterns of suburban commuters in Mumbai, assess their preferences about less-patronised options and present a road map for comprehensiveLMCplanning for Mumbais railway stations.2Since the Ministry of Urban and Housing Affairs has mandated planning forLMCto be integrated with urban commuting, railways in Mumbai may also consider planning in this regard (GoI2017). Hence, this study focused on determining the current available options for railway commuters inLMCand their preferences that could potentially set up further in-depth study.

Many publicly available reports such as the Comprehensive Mobility Plan for Greater Mumbai present an overall modal share of trips (MCGM2016). According to this, 61.2% prefer public transport, 26.4% prefer private vehicles and 12.4% prefer intermediate public transport (IPT). However, most reports do not provideLMC-specific data points such as theLMCmode share or time and distance parameters in the last mile.

A study on non-motorised transport (NMT) for last mile-connectivity from Delhi Metro stations conducted by Chidambara (2016) focused on collecting information from the commuters themselves on the choice and preference of mode of transport to let the voice of commuters be known in a bottom-up approach. A similar method was ascertained to be a good fit for this study.

The other method evaluated was the case-study method. This would have entailed choosing certain stations and catchment areas surrounding it and conducting studies around that case. While this would have yielded insights on few chosen sites, it may not have fulfilled the objective of this study, namely, to explore and provide a case for railways to integrateLMCplanning (Chidambara 2019). Hence, the former survey option was preferred.

Accordingly, a survey questionnaire was designed to be administered randomly among rail commuters. However, theCOVID-19 pandemic lockdown meant that the survey had to be moved online. The survey was administered to likely rail commuters who were approached through the authors circles. Respondents were restricted to Central Railway commuters. Since the mode was online and needed to reach a large number, only basic demographic details were collected. Research has shown that with more numbers of survey fields, the response rate reduces. For instance, in surveys, a 22-field form elicits an average of 14% response rate (Byers 2016). With this in mind, the form was restricted to only 12 fields. Another factor affecting response rate could also be the reluctance in sharing personal details with unknown entities. Hence, only gender and age details were collected, thus keeping the data anonymous and focused on details related to functional aspects of the study.

Besides, mindful of the limitations of our approach, we focused on the study as an exploratory one, to understand the potential ofLMCplanning with railways. Therefore, a greater emphasis was laid on the aspects of data collection such as stations used for commute, mode, time and distance of last-mile commute, time and distance taken to reach the mode, and influencing factors behind commuters decision on mode of transport. These data points would provide useful insights on the case for planning.

Survey Findings

The survey contained 12 questions including demographic identifiers, rail station used in travel to destination, distance, time and cost of travel to destination from station, modes of transport used to reach their destination and possibility of adopting a newer sustainable mode of transport. Each question captured details of both the destinations. About 1,300 valid responses were received. Eighty-six percent of those surveyed indicated that they used the same mode ofLMCto the workplace and home, indicating a high degree of regularity inLMCusage and data validation. The results from the survey have been outlined below.

User characteristics:The users are typically commuters of the Central Railway. Either offices or residences or both are accessible by suburban rail. Among the users, the age break-up is as follows: 18% were 2130 years; 34.5% were 3140 years; 25.9% were 4150 years; and 20.8% were 5160 years. Of the respondents, 69.1% were male, 30.7% were female and 0.02% identified as third gender.

Station exit data:Due toCOVID-19, physical data collection as well as choosing railway stations to sample was not possible. However, with the online format, respondents were asked to fill in these details manually. Data was filtered to identify those stations that had a minimum of 20 mentions for both categories. Based on this, the common stations with high traffic share in both datasets could be potential sites to pilot any futureLMCmodes.

Station exit to workplace:A total of 17 stations were filtered out based on the above condition. Dadar (western and central lines), Lokmanya Tilak Terminus (LTT), Kalyan and Thane carry the highest share of exits towards workplaces (>5%). Ambarnath, Badlapur, Nerul, Dombivli, Ghatkopar, Kurla, Mulund and Tilaknagar see the next highest share of exits (2.5%5%) (Figure 2, p 41).

Station exit to residence:Similarly, exits at stations to residence were filtered under the same condition as above and 16 stations satisfied this condition. Here, a clear winner in terms of share appears to be Kalyan station (~15%), indicating that a majority of respondents are residents who are connected to the suburban system through Kalyan station. Badlapur also sees a significant amount of exits to residences (8%). The rest form less than 5% (Figure 1, p 41).

Comparing both the data sets, it could be noted that 10 stations are common in both the lists. This indicates that these stations see high traffic in both directions (to the workplace and to residence).

Status of LMC at Local Stations

Operationally, the Mumbai suburban rail network and its over 110 suburban stations are managed by two different zones of Indian Railway, namely, Central Railway and Western Railway.

The modes utilised forLMCtravel at suburban stations could be categorised as: (i) non-motorised modes (NMTs) such as walking, cycling and bicycle rentals; (ii) intermediate public transport (IPTs) such as autorickshaws and taxis; (iii) shared-ride services (shared taxis, shared autorickshaws); (iv) app-based services (taxis, cabs, buses, scooters); and (iv) private vehicles (cars, two-wheelers).

According to our survey, the share of each of these modes among respondents in travelling to workplace and to residence is given in Table 1.

It is reported that about 60% of the public transport journeys necessarily start and end as walk trips (MCGM2016). Table 1 shows a similar trend with about 48% and 24.3% commuters of the railway network walking to their workplace and residence respectively after their egress from local train stations. However, most stations are marked by the absence of walkways and adequate passenger dispersal systems to handle the high volumes of people exiting the platforms. Further, a World Bank study pointed out that traffic congestion in most Indian cities including Mumbai is due to uncongested mobility, which refers to the speed that vehicles can reach after navigating pedestrians, stray dogs and cattle (Akbar et al 2018). Therefore, ironically pedestrians also contribute to the congestion, while also endangering their own lives.

Other popular forms such as autorickshaws, taxis and, increasingly, app-based cabs form a chunk of feeder services. Our survey also indicates that over 53% of those surveyed use autorickshaws and taxis heading to their residences. It is common knowledge that these journeys are often characterised by frequent haggling, illegal denying of service to passengers, overcharging and chaotic crowding near station exits. To obviate this, some stations have earmarked space for taxi unions in liaison with regional transport office (RTO) authorities but the experiences are no better.

ThoughBESTbuses are an affordable and sustainableLMCoption for suburban stations across Mumbai, only 38%BESTbuses are used to access the suburban stations (WRI2016). This is a significant fall since 1999, when this share was as high as 59% (Singh et al 2019). Our survey also points to a dismal share ofBESTbuses being used asLMCmodes from suburban rail stations. Only about 7% use it to reach their residences and 6% use it to reach the workplace. The reasons for this decline are attributed to the low frequency ofBESTbuses at many stations (Singh et al 2019). Also, as a result of congested roads around station exits, it can take up to 45 minutes for buses to enter and exit, leading to their low patronage (WRI2016).

Our survey also indicates sizeable usage of private vehicles with 12.3% and 17.8% of commuters using their two/four wheelers while heading to their workplaces and residences respectively. Private vehicles per 1,000 persons is growing at 6.46% compound annual growth rate (MCGM2016). This growth is reflective of the preference of the public to use such options in the existing scenarios. Both the Central and Western Railway have awarded licences to intermediaries for development of pay and park sites on railway land. Data from tenders issued shows such a facility is available at a total of 69 stations, allowing passengers to park their two wheelers and cars on hourly as well as monthly basis. The licence fee from such contracts is a closely monitored source of revenue as well.

Another interesting insight from the survey is with regard to the distance between the station exit and availability of at least one of theLMCoptions.

Table 2 indicates that around 50% of the commuters walk for around 1 km3 km from the station exit to take one of theLMCoptions while travelling to their residence. Similarly, around 24% walk around 1 km3 km while travelling to the workplace. Railway premises generally necessitate an average walk around 200300 metres in order to reach the exit gate from the point of alighting (WRI2016). Needing to cover more distance to access a mode of transport for the last mile may be a major inconvenience, especially for differently-abled and elderly commuters.

In recent times, small but significant strides are being made in the direction of expandingLMCoptions. In a bid to promote shared mobility and ease commuter experience, many stations have allotted space to app-based aggregators. There is also a growing focus on providing sustainable modes of transport. For instance, the Bengaluru Railway Division partnered with a dock-less scooter company to deploy around 698 scooters at 13 railway stations (Lalitha 2019). Similarly, data from tenders issued shows that the Mumbai division of the Central Railway also awarded a tender to an app-based bus aggregator to provide last-mile connectivity from two of its prime stations, namely Kurla and Chhatrapati Shivaji Maharaj Terminus (CSMT). Space has also been earmarked for deployment of electric three wheelers at Lokmanya Tilak Terminus (LTT).

While these are all steps in the right direction,LMCplanning at stations should be proactive in anticipating the demand, as well as broad based by linking with other public transport such as metros and buses.

Last-mile connectivity is particularly critical in the Indian context because of the way our urban centres have grown. Most of our major cities are a case of transit adjacent development (TAD) instead of transit oriented development (TOD) (Rangwala et al 2014).3,4As a result, public transport hubs and residences/workplace are often distant and lack connectivity. This aspect was brought out in our survey as well.

We found that 67% and 54% of surveys participants have their residence and workplace located beyond a 2 km distance from the station respectively (Table 3). Timewise, we found that 42.1% take more than 20 minutes to travel from residence to station which again points to the criticality of access to stations and its prospective role in choice of mode of transport (Table 4).

Another reason why public transport should actively plan forLMCoptions available from their premises is that the use of pollutingLMCmodes is likely to offset the environmental and congestion related gains of the public transport system (Mohan and Tiwari 2016). While the ridership on public transport is around 10 million each day, the lack ofLMCresults in millions opting for polluting modes of transport, which is also reflected, in part, in the increased usage ofIPTand private vehicles (MCGM2016).

Lack of end-to-end connectivity disproportionately impacts the most vulnerable users of public transport such as thedifferently-abled, elderly, women, and those with debilitating medical conditions. This restriction in mobility may adversely impact their participation in economic, social and cultural arenas. It is estimated that about one-third commuters are women and a study points out that women tend to rely on walking more than men and are often subjected to some form of harassment (Bhide et al 2016).

Finally, the growing notion of mobility as a service necessitates that public transport systems promote multi-modal integration to provide a seamless transit for commuters and lack ofLMCadversely affects the overall experience.

Way Forward

It is clear that there is a strong case for railway authorities to undertake proactive and comprehensiveLMCplanning for Mumbais suburban stations. A wide network of easily accessibleLMCoptions will also help in decongesting station premises by promoting smooth and speedy transit of passengers.

Railway must look to promote sustainable and futuristic options forLMC. The presence of over 100 suburban stations across the length of Mumbai will help it emerge as a springboard for sustainable urban transport for the entire city. A broad principle may be to prioritise non-motorised as well as shared-mobility options, especially electric and public transport (BESTand metro), over personal vehicles and conventional autos and taxis.

LMCplanning must be premised on the comprehensive examination of travel patterns at individual stations and commuters preferences. For instance, there is a huge disparity in theLMCchoices for workplaces and residences as reflected in our survey result (Table 1). Further, with change in travel behaviour anticipated in postCOVID-19 times,NMToptions such as walking and cycling are expected to gain traction, making it an opportune time to promote awareness of these modes through various nudging strategies. StructuringLMCoptions in tune with the commuter needs at stations will help in easing adoption of desiredLMCoptions.

Walking:To promote walking as a safe option forLMC, weather-protected pedestrian facilities within and outside railway premises need to be expediently ramped up in close coordination with the civic authorities. Pedestrians should be able to transit to the metro station orBESTbus stop easily and safely. As over 60% commuters walk for their last-mile commute, identifying the key destinations/sources and facilitating clear walkways will also ensure the safety of pedestrians (MCGM2016). Many countries across the world have used proliferation of pedestrian infrastructure to promote walkable linkages to public transport hubs. For instance, in Hong Kong, pedestrian corridors provide direct access to stations from the surrounding buildings to millions of residents, who can commute hassle free often even amidst heavy rainstorms and typhoons (Leong 2016).

In Mumbai, an attempt was made to work on this aspect in 2008. The state government and municipal agencies took up the project to construct skywalks from stations to the main arterial roads and to reduce the station congestion. Certain stations such as Bandra and Santa Cruz were chosen as sites for this project. Bandra was chosen to connect the station to the Bandra Kurla Complex (BKC) and Santa Cruz to connect to the Western Express Highway. However, issues such as lack of exits, inadequate security, encroachment by hawkers and wrong alignments have been cited as reasons for extreme underutilisation of these skywalks (Koppikar 2016).

Cycling:Our survey shows that about 60% of people using suburban rail have their workplace or residence within a 5 km radius and travel for about 20 minutes from the station (Tables 3 and 4). Given this, local stations are ideally positioned for aggressive promotion of bicycles or battery-operated bikes for last-mile journeys. Over the years, there has been growing evidence on the role of cycling in alleviating environmental challenges, decongesting cities and the significant health benefits associated with it (WRI2016;IIHS2015; Mohan and Tiwari 2016). TheCOVID-19 pandemic has further reaffirmed these advantages and has prodded governments across the world to promote cycling in an unprecedented manner (Bhagat 2020).

Despite the significant decline over years, aTERI(2014) study points out that cyclists account for 13%21% of the modal share in medium and small cities and 7%15% of the modal share in big cities. However, most of these are often referred to as captive cyclists as they have no choice but to cycle. Todays cyclists increasingly come from the most socially and economically disadvantaged sections of society. Further, as Joshi and Joseph (2015) point out, cyclists in India are also invisible as the policy landscape has conventionally focused on promoting motorisation through easy availability of loans and supportive infrastructure. Most major cities across the world have undertaken varying degrees of efforts to improve ease of cycling. The abandonedBKCcycling track experiment, the neglected cycle stand outside Mahim station and the inscrutable Tansa Project are clear indications that Mumbai is yet to make any significant strides in this direction (Chacko 2018; Thakkar 2017;Times of India2020).

Systematically promoting cycling as a viable option for last-mile journeys from suburban stations may be a good starting point. Creation of shaded bicycle tracks and public conveniences supported by adequate traffic-calming measures such as painted cycle lanes will require a paradigmatic shift in planning and fund allocation. A common misconception on cycling is that it is not suitable for Indian weather conditions. Here, it is pertinent to recall that theMoUD, in a 2016 report, rightly argued that the high use of motorbikes in India suggests that a large number of people already ride in the open. Incidentally, the share of two wheelers in daily trips in Mumbai has increased from 3.8% to 14.8% between2005 and 2014(MCGM2016). This is a strong cue for Mumbai to eschew traditional objections to cycling and facilitate its adoption by enabling policies and infrastructure.

Commentators such as Anjaria (2017) have also pointed that Mumbais urban form has the makings of a great cycling city due to what he refers to as the spontaneous ballet of the street. Comparing Mumbais development stage with the state of the Dutch cities in 1970 could serve as a guide for adopting cycling in Mumbai.

However, in order to widely proliferate these options, a clear and futuristic policy framework needs to be developed for allotment of space at stations for players of micro-mobility options such as fully-automated bicycle sharing schemes, dockless bike-renting options, small electric vehicles with two seats, skateboards, and mini-scooters.

Shared mobility options:Our survey indicates 53% of people use autorickshaws, taxis and personal vehicle forLMC(Table 1). There is an urgent need to effect modal shift for this segment through the promotion of shared mobility options like buses and taxi aggregators, carpooling services and electric shared mobility options. Helsinki has set an ambitious target of making private vehicles obsolete by 2025 (Greenfield 2014).

India is uniquely positioned to leapfrog personal vehicle ownership through promotion of shared mobility, as personal vehicle ownership per 1,000 people in India is presently as low as 32 as compared to 797 in the United States (NITIAayog et al 2018).

Bike taxis are a great option to augment accessibility for vulnerable groups who may not be able to operate the options on their own. The low running cost and therefore comparable prices with other options could make it an attractive option. This is a very widely-used option in many South Asian countries. Since 2004, the central government has allowed motorcycles to be used as transport vehicles for carrying one passenger riding pillion. However, Maharashtra is not among the eight states in India that have allowed bikes as public service vehicles. This option needs to be scrutinised by concerned authorities (Singh 2019).

The present focus on earmarking parking spaces at suburban stations must be gradually reassessed as it abets growth and usage of private vehicles. Shared mobility options could be given greater preference. However, shared mobility services may get pushed out for a few months because of theCOVID-19 pandemic which has created a greater preference for individual trips. However, the value proposition of shared mobility is very strong in the context of urban transport and must receive due focus (Soni 2020).

BEST as feeder buses:Streamlining access toBESTfeeder buses must also be undertaken through bus priority lanes and proper signage. Providing efficient bays and circulating areas to reduce cycle time will require prudent management of hawking activities and removal of encroachments around station exits. In close coordination withBESTauthorities, emerging solution providers such as bus aggregators could also be roped in as their sophisticated use of data analytics and consumer behaviour insights could benefit the public transport networks at large. Therefore, a strategy to earmark space for such services around stations may be developed.

Socio-economic Factors

A note of caution here would be with regard to the livelihoods dependent onIPTs. We are mindful thatIPTproviders often constitute the socially and economically vulnerable section of society. Suitable measures like making them partners in shared mobility and e-rickshaws could be worked out to involve these sections and ensure that their livelihoods are secured.

Promoting electric two-wheelers and electric shared mobility options forLMCholds promise as it will help stations emerge as electric vehicle-ready transit hubs. Railways must utilise their vast spatial presence and strategically located land across the city for facilitating an expansive charging infrastructure. This may greatly support the ongoing efforts for greater electric vehicle adoption and the railways own focus on electrification.

ATERIsurvey observed that only 29% of the women feel bike taxis are a safe mode of transport (Thakur et al 2020). This indicates how travel patterns and preferences are generally gendered andLMCinterventions should also be calibrated to remain inclusive. ATISSstudy also points to the need for a gender-sensitive approach as connecting peripheral urban areas through public transport opens up new opportunities for women to access work and education (Bhide et al 2016).

LMCplanning must also bear cognisance of the decisive influence of larger processes of suburbanisation and gentrification. For instance, the famed mills of Lower Parel areas have been actively utilised for commercial and residential purposes over the last few decades (Harris 2008). This socio-spatial transformation has made stations like Parel amenable to introduction of non-motorised options.Similarly, most stations of the Mumbaisuburban rail network have multiple exits with divergent surrounding areas and thus different sections of society accessing thestation from each direction. There are large slum establishments inclose vicinity of the west side of stations like Govandi, Chembur, Mankhurd which require streamlining pedestrian movement as lack of it also cause many trespassing deaths. The east side of these stations leading to residential complexes may be amenable for introduction of shared bike options. Therefore, planning should be done to address the specific requirements and awareness must be created among passengers through proper signage, announcements and promotional campaigns.

In adopting any of these modes, ensuring safety will be a key enabler as the Road Accidents in India report points out that 36.5% of all road mortalities in India are on two-wheelers (GoI2018). Even our survey points out that 40% of respondents give safety as the first preference while choosing a transport option, while saving time and easy availability of options at the stations are second and third in priority for commuters.

Conclusions

From the above discussion, we have attempted to show the potential of an integratedLMCplanning with railways and its importance to the citys urban transport at large. We fully recognise the inherent polycentricity in transportation and that the railways is just one stakeholder. Cooperation with other agencies will be critical for the success of most of these suggestions such as development of bus bays, pedestrian walkways and cycling infrastructure. Well-researched solutions are available to these issues, some of which have been published in this very publication (Vaidyanathan and Rathi 2018).

The Avoid-Shift-Improve (A-S-I) framework could be a useful tool for the various agencies from civic administration to transport unions which are involved in mobility planning (Bongardt et al 2019). The avoid aspect must lay focus on minimising the use of motorised transport in the last-mile commute. As pointed above, there should be concerted efforts to facilitate a shift to buses or metros, non-motorised and shared mobility options for journeys from stations. Finally, the existing under-equipped facilities for pedestrians and bus or metro users must improve through structured interventions.

It must be stated that many of these interventions will require radical change in widely-held perceptions about urban transport in India and the behavioural patterns of commuters. There is a pressing need for a shift, from seeing streets as spaces to operate cars to viewing them as spaces for people; a revaluation of cycling from a mode of transportation to a better alternative to walking; and a rethinking of the bicycle as a vehicle for exercise or fitness to one that is a mobility device (Joshi and Joseph 2015).

Many emerging mobility options discussed above will also require the Indian Railways to frame suitable policies. In September 2019, the Ministry of Railways came out with a comprehensive policy for promoting plastic bottle crushing machines at railway stations which points to how the railways are rightfully donning a more expansive and responsible mantle in recent times (NIE2019). With structured policies, we believe that railways can add immense value in encouraging sustainable modes by promoting non-motorised transport and shared mobility forLMC. Its vast station network across the city could be utilised to provide infrastructure for overall sustainable urban mobility. This could potentially result in nudging people to adopt sustainable modes.

Overall, the existing scenario provides a definitive opportunity for stations to emerge truly as nodes of connectivity. Its spin-off effects may include improved safety, less congestion, and introduction of sustainable modes of transport across the city. However, we are conscious of the infrastructural constraints that could dampen this effort. These could be explored further to understand the various aspects and provide solutions therein. While these are the major takeaways of our survey, we hope that this work inspires future studies along this line of inquiry. Increased solution-focused research directed to policymakers can help in faster adoption and execution. Adopting futuristic urban mobility options and according primacy to commuter needs in addressing the existingLMCvacuum is bound to give a new lease of life to the 170-year-old lifeline of Mumbai.

Notes

1 The origin and history of the term last-mile lack adequate documentation. However, it has seen diverse usages over the course of time. In a namesake Broadway play and movie of the 1930s, it denoted final tribulations of an incarcerated person on death row. The Last Long Mile is a famous World War I poem about exceptional hardships endured by the US soldiers.

In more recent times, the term has been extensively used in the telecommunication industry to denote the final leg of the networks that deliver services to customers. In logistics, last-mile connectivity refers to the final step of the delivery process from a distribution centre or facility to the end-user.

Similarly, in the public transit parlance, last-mile or first and last-mile connection is used to describe the beginning or end of an individual trip made primarily by public transportation.

2 A map of the Mumbai suburban rail system is included in the Annexure Figure 1 (p 46).

3 Transit oriented development (TOD) is the creation of compact, walkable, pedestrian-oriented, mixed-use communities centred around high quality train systems. This makes it possible to live a lower-stress life without complete dependence on a car for mobility and survival (http://www.tod.org/).

4 When TOD is not implemented effectively, a community can experience what is referred to as transit adjacent development (TAD). This kind of development typically has several attributes of TOD, but also has been compromised in key ways. For instance, a common TAD trait is when a station area is designed with some dense components, but the station area is dominated by a commuter parking lot adjacent to the station. This sort of configuration favours the automobile commuter over the transit user resulting in a very low level of activity or interest in the station area throughout the day (Stantec 2013).

References

Akbar, P A, V Couture, G Duranton, E Ghani and A Storeygard (2018): Mobility and Congestion in Urban India, Policy Research Working Paper No 8546, World Bank Group, Washington, viewed on 3 June 2020,http://documents.worldbank.org/curated/en/811261533850020988/pdf/WPS8546.pdf.

Anjaria, Jonathan (2017): Mumbai Has the Makings of a Great Cycling CityBut It Needs to Set the Wheels in Motion, Scroll.in, 16 September, viewed on 2 August 2020,https://scroll.in/article/844975/why-mumbai-has-the-makings-of-a-great-cycling-city.

ADB (2019): Moving Millions with the Mumbai Metro, Brief No 114, Asian Development Bank, Manila, viewed on 3 June 2020,https://www.adb.org/sites/default/files/publication/525821/adb-brief-114-moving-millions-mumbai-metro.pdf.

Bongardt, D, L Stiller, A Swart and A Wagner (2019): Sustainable Urban Transport: Avoid-Shift-Improve (A-S-I), Deutsche Gesellschaft fr Internationale Zusammenarbeit (GIZ) GmbH, viewed on 5 June 2020, https://www.transformative-mobility.org/assets/publications/ASI_TUMI_SUTP_iNUA_No-9_April-2019.pdf.

Bhagat, Mallika (2020): World Bicycle Day: Pedalling Towards a Better Future Post Covid-19? Hindustan Times, 3 June, viewed on 30 November 2020, https://www.hindustantimes.com/more-lifestyle/world-bicycle-day-pedallin....

Bhide, A, R Kundu and P Tiwari (2016): Engendering Mumbais Suburban Railway System, a Study by the Centre for Urban Policy and Governance, Tata Institute of Social Sciences, viewed on 30 November 2020,http://urk.tiss.edu/attachments/article/181/Engendering%20Mumbais%20Suburban%20Railway%20System.pdf.

Byers, C (2016): The Science of Online Forms and the Brand Experience: An Essential Guide,Entrepreneur.com,14 June, viewed on 1 August 2020,https://www.entrepreneur.com/article/276040.

Chacko, B (2018): Mumbai: A Year Later, Mahim Cycle Stand Waits for Takers,Indian Express, 23 Februrary, viewed on 2 August 2020,https://indianexpress.com/article/cities/mumbai/mumbai-mahim-cycle-stand-5074782/.

Chidambara, C (2016): NMT as Green Mobility Solution for First/Last Mile Connectivity to Mass Transit Stations for Delhi,InternationalJournal of Built Environment and Sustainability, Vol 3, No 3.

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The Invisible Last Mile of Mumbai's Lifeline - Economic and Political Weekly

The Conversation

As Christmas approaches, many families undertake a familiar ritual: an annual sojourn to the attic, basement or closet to pull out a box of treasured ornaments bought, created and collected over years, even generations. Hanging these ornaments on the tree is an opportunity to reconnect with memories of personal milestones, holiday icons and, in many cases, destinations visited. But, I argue, it may be time to take some of these old travel keepsakes off the tree. In researching my 2019 book, Confederate Exceptionalism, I studied sites throughout the American South whose histories are tied to enslaved labor. Seemingly charming souvenirs are sold to commemorate many of these places from the White House of the Confederacy in Richmond, Virginia, to Stone Mountain, a Georgia cliffside carved with images of Confederate generals.Christmas ornaments are among them. And while these keepsakes may seem apolitical, their very circulation enables Confederate myths and symbols to become normal features of peoples daily lives. My research suggests they can thus desensitize Americans to the destructive nature of such stories and icons. Contesting Confederate symbolsIn recent years the U.S. has seen heated conversations about public symbols that commemorate the Confederacy, centered on the Confederate battle flag and statues of Confederate generals. After a white shooters deadly 2015 massacre of nine black congregants at Emanuel AME Church in Charleston, South Carolina, activist Bree Newsome scaled the flagpole outside the state capitol to remove the Confederate flag flying there. After Newsomes act of civil resistance, then-President Barack Obama referred to the Confederate battle flag as a reminder of systemic oppression and racial subjugation. But some in the U.S. and even abroad still see the flag as a symbol of heritage not hate.Statues of Confederate generals that dot courthouse lawns and public plazas across the United States have prompted similar controversy. In 2017 plans to remove a Robert E. Lee statue triggered violence in Charlottesville, Virginia, where a white supremacist at the Unite the Right rally killed activist counter-protester Heather Heyer.That tragedy spurred more cities, towns and colleges to remove or relocate Confederate statues seen as offensive. Nationwide debates followed on how best to grapple appropriately with this chapter of American history. Consuming the ConfederacyBeyond the scope of these national discussions, my research on Confederate myths and memory finds, many unexamined Confederate symbols have made their way into peoples kitchens, bedrooms and living rooms. Take Confederate cookbooks that help modern-day chefs recreate the recipes of the Old South and stuffed animals based on Little Sorrel, the taxidermied war horse of Confederate General Stonewall Jackson, for example.People probably dont reflect on the horrors of slavery when baking an apple pie or purchasing a cuddly toy for their child. They arent meant to. But they are participating in that history and its mythologies nonetheless.In that way, seemingly apolitical objects like cookbooks, toys and Christmas ornaments commemorating Confederate history serve to normalize rather than problematize the objects, rituals and stories surrounding the Confederacy. More than a souvenirAs a result, tree ornaments depicting the White House of the Confederacy, a home of Gen. Robert E. Lee or the carvings of Stone Mountain are not simply mementos of a leisurely visit. These places and people are also icons of the Lost Cause, an ideology that romanticizes the Confederacy by portraying the American Civil War as a battle of states rights rather than a fight to preserve slavery. The Lost Cause is still taught in some Southern schools, demonstrating that the vestiges of the Confederacy are powerful and lasting. Like Confederate statues and flags, Confederate Christmas ornaments strengthen this myth that the Confederacy an entity built on white supremacy was about southern heritage.What appears to be a nostalgic trip reminder, then, is in fact deeply implicated in a complex matrix of memory, history and racism in the United States. Its just packaged in a seemingly benign way.Christmas ornaments communicate something about the person or family that displays them. They reveal their history, passions and aesthetic taste. So pause to consider whether your Christmas tree represents your values. Does a keepsake from Stone Mountain really belong between an ornament crafted in a kindergarten classroom and a glass nutcracker gifted by your grandmother? [ Get the best of The Conversation, every weekend. Sign up for our weekly newsletter. ]This article is republished from The Conversation, a nonprofit news site dedicated to sharing ideas from academic experts. Read more: * Slave lifes harsh realities are erased in Christmas tours of Southern plantations * This Christmas tell your children the real Santa Clausstory * The science of gift wrapping explains why sloppy isbetterNicole Maurantonio does not work for, consult, own shares in or receive funding from any company or organization that would benefit from this article, and has disclosed no relevant affiliations beyond their academic appointment.

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FORECAST: Warmer temps ahead of the weekend - Yahoo News

The Conversation

As Christmas approaches, many families undertake a familiar ritual: an annual sojourn to the attic, basement or closet to pull out a box of treasured ornaments bought, created and collected over years, even generations. Hanging these ornaments on the tree is an opportunity to reconnect with memories of personal milestones, holiday icons and, in many cases, destinations visited. But, I argue, it may be time to take some of these old travel keepsakes off the tree. In researching my 2019 book, Confederate Exceptionalism, I studied sites throughout the American South whose histories are tied to enslaved labor. Seemingly charming souvenirs are sold to commemorate many of these places from the White House of the Confederacy in Richmond, Virginia, to Stone Mountain, a Georgia cliffside carved with images of Confederate generals.Christmas ornaments are among them. And while these keepsakes may seem apolitical, their very circulation enables Confederate myths and symbols to become normal features of peoples daily lives. My research suggests they can thus desensitize Americans to the destructive nature of such stories and icons. Contesting Confederate symbolsIn recent years the U.S. has seen heated conversations about public symbols that commemorate the Confederacy, centered on the Confederate battle flag and statues of Confederate generals. After a white shooters deadly 2015 massacre of nine black congregants at Emanuel AME Church in Charleston, South Carolina, activist Bree Newsome scaled the flagpole outside the state capitol to remove the Confederate flag flying there. After Newsomes act of civil resistance, then-President Barack Obama referred to the Confederate battle flag as a reminder of systemic oppression and racial subjugation. But some in the U.S. and even abroad still see the flag as a symbol of heritage not hate.Statues of Confederate generals that dot courthouse lawns and public plazas across the United States have prompted similar controversy. In 2017 plans to remove a Robert E. Lee statue triggered violence in Charlottesville, Virginia, where a white supremacist at the Unite the Right rally killed activist counter-protester Heather Heyer.That tragedy spurred more cities, towns and colleges to remove or relocate Confederate statues seen as offensive. Nationwide debates followed on how best to grapple appropriately with this chapter of American history. Consuming the ConfederacyBeyond the scope of these national discussions, my research on Confederate myths and memory finds, many unexamined Confederate symbols have made their way into peoples kitchens, bedrooms and living rooms. Take Confederate cookbooks that help modern-day chefs recreate the recipes of the Old South and stuffed animals based on Little Sorrel, the taxidermied war horse of Confederate General Stonewall Jackson, for example.People probably dont reflect on the horrors of slavery when baking an apple pie or purchasing a cuddly toy for their child. They arent meant to. But they are participating in that history and its mythologies nonetheless.In that way, seemingly apolitical objects like cookbooks, toys and Christmas ornaments commemorating Confederate history serve to normalize rather than problematize the objects, rituals and stories surrounding the Confederacy. More than a souvenirAs a result, tree ornaments depicting the White House of the Confederacy, a home of Gen. Robert E. Lee or the carvings of Stone Mountain are not simply mementos of a leisurely visit. These places and people are also icons of the Lost Cause, an ideology that romanticizes the Confederacy by portraying the American Civil War as a battle of states rights rather than a fight to preserve slavery. The Lost Cause is still taught in some Southern schools, demonstrating that the vestiges of the Confederacy are powerful and lasting. Like Confederate statues and flags, Confederate Christmas ornaments strengthen this myth that the Confederacy an entity built on white supremacy was about southern heritage.What appears to be a nostalgic trip reminder, then, is in fact deeply implicated in a complex matrix of memory, history and racism in the United States. Its just packaged in a seemingly benign way.Christmas ornaments communicate something about the person or family that displays them. They reveal their history, passions and aesthetic taste. So pause to consider whether your Christmas tree represents your values. Does a keepsake from Stone Mountain really belong between an ornament crafted in a kindergarten classroom and a glass nutcracker gifted by your grandmother? [ Get the best of The Conversation, every weekend. Sign up for our weekly newsletter. ]This article is republished from The Conversation, a nonprofit news site dedicated to sharing ideas from academic experts. Read more: * Slave lifes harsh realities are erased in Christmas tours of Southern plantations * This Christmas tell your children the real Santa Clausstory * The science of gift wrapping explains why sloppy isbetterNicole Maurantonio does not work for, consult, own shares in or receive funding from any company or organization that would benefit from this article, and has disclosed no relevant affiliations beyond their academic appointment.

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Rolex With Spinach, Bacon, Tomato and Avocado - Yahoo News

Week in Review

Green Party co-leaders Marama Davidson and James Shaw say they've learned to adjust to campaigning and policymaking in the era of Covid-19.As part of a year in review series, they spoke to Newsroom about the impact of the pandemic, their views on Jacinda Ardern and their hopes for the next three years

When I last sat down for an interview withGreen Party co-leaders Marama Davidson and James Shaw, it was for a pre-election profile I ended up writing on August 11.

That night, the Prime Minister announced that four community cases of Covid-19 had been found in Auckland, with no obvious link to the border. My article still ran the next day, but it was overshadowed by the news that the virus was back and Auckland was headed into Level 3 lockdown.

For the Greens, this was just another in a long string of interrupted campaigns, media pushes and policy announcements. When I met the co-leaders again on Thursday, I referenced our last meeting, saying that the resurgence of Covid-19 had plunged my piece into irrelevance.

"As were we all," Shaw says.

Election result a surprise

The challenges of 2020 made for a uniquely difficult campaign, but the Greens managed to make history by improving their share of the vote as a minor party after being in Government and winning, for the first time, an electorate seat without the help of a major party.

"Because we've been a small party and have been in opposition for the vast majority of our history, until very recently, we don't have memories of success," Shaw says.

"There's been a lot of little ones along the way obviously. Those have all been celebrated and recorded. But other than 2011 when we bounced up into the double digits for the first time, we've not really had an election result quite like that."

Given the last poll before the election had the Greens on 6.5 percent and the party tends to underperform the polling, the Greens expected their return to Parliament would be on a knife edge.

"There are lots about it that surprised us. Chle surprised everyone except Chle. But we raised more money than we'd ever raised before - we actually finished the election campaign in a better financial position than when we'd started it," Shaw says.

"The fact that our polling got it right for the first time. Our polling told us that Labour were going to win an outright majority. None of us really believed it, because we'd never really believed our research before, because we can't afford the frequency and the coverage and so on. So when we got it, we applied the standard sort of discount."

"That was the main thing for me, was, I refused to believe it until I saw [the final results]," Davidson says.

"All through the night, I was looking at the numbers going, 'It can't be'. I was working off the research and the evidence base and the evidence over the years told a different story. So I took off a couple of points here and there."

Rewriting the narrative

The co-leaders say their success wasn't necessarily achieved despiteCovid-19. While the pandemic rendered face-to-face campaigning, at least in Auckland, impossible and had MPs so busy in Parliament that they were unable to campaign, Davidson says it also highlighted the importance of the party's message.

"We had to sort of rewrite some of our narrative. We had to work harder to make the connections, to bring climate and environmental protections into the space of a public health response to Covid," she says.

"The light being shone on the inequalities that we had always been strong on, but Covid was bringing them to the forefront even more so. We needed climate change to be in the forefront of peoples' minds, and it wasn't necessarily, so we did need to do some work."

The main thrust of the campaign's strategy - a focus on six key issues like poverty, transport and agriculture, as well as the "Think ahead, act now" slogan - was developed in late 2019, before the word "Covid-19" was even invented. Nonetheless, Shaw says, the party adapted the strategyto the context of Covid-19 and stuck to it.

"Historically we're not terribly good at following our strategy," he says, to a chortle from Davidson.

"We tend not to stay on strategy. This time we did."

"I felt like no matter what result, we had done well because we stuck to our game plan. But it also got us the results," Davidson says.

Cooperation agreement

After the election, the pair hashed out an agreement with Jacinda Ardern to earn themselves ministerial portfolios outside of Cabinet. Shaw held onto the climate change role and picked up Associate Minister for the Environment (Biodiversity) while Davidson earned a brand new title as Minister Responsible for Family and Sexual Violence Prevention. She is also responsible for homelessness with an associate housing role.

The decision to cooperate with Labour despite having no leverage over the bigger party wasn't a foregone conclusion, butthe party went along with it because of the achievements over the last three years.

"That was the core of the rightfully rigorous debate. It was in the context of us having just come through our first term in government with ministersgetting some stuff done and, especially for our campaign, maintaining our political independence and point of difference," Davidson says.

"We went into those discussions wanting to do both. And of course our party had those vigorous discussions back and forth. But we've had some experience now. We've had three years of being able to show influence, getting stuff done that makes a difference on the ground to our planet and to peoples' lives, as well as being able to speak up, when we knew it was important, on our priorities."

"The scale of what we were able to do in those three years of government is so many multiples greater than anything we'd been able to do in the 20 years previously, in opposition," Shaw says.

Going into negotiations, some commentators doubted that the Greens would be able to win much of significance, given Labour's outright majority. But Shaw, in the days leading up to the discussions, had publicly outlined a theory which held that politics was not quite so transactional as the media was making it out to be. Relationships mattered, he said, and the Greens have a good relationship with Labour in general and Jacinda Ardern in particular.

When asked whether he still believes that and whether he will carry that philosophy forward over the next three years, Shaw doublesdown.

"The only reason we're in this arrangement is because of the quality of our relationships with the Labour Party. They didn't have to take us, right? And if we had acted in a transactional manner in the last term, we would probably be in opposition," he says.

"I feel quite vindicated with that view. In this arrangement, we canonlyget things done as a result of our relationships. It's critical."

Transformation?

That doesn't necessarily mean the new Government will go as far as the Greens might like. When asked whether Ardern will lead a transformational Government, the co-leaders hedge their bets and say it depends on the issue.

Shaw says the Prime Minister has her own theory of change - something she reiterated to Newsroom in her own year-end interview - which holds that the change which matters most is the change that sticks. Often, that is "incremental" Shaw says.

"You take the country with you on a journey over time. You need to keep building permission," he says.

"She may well be proved right. But we take a view that some of the crises that we're facing have a degree of timeliness to them which means that it simply requires that scale of transformation in a shorter period of time."

"They campaigned on a manifesto. That's what their programme is," Davidson says.

"The things in it are good and necessary and need to happen and for the most part, we support them. But they, on their own, aren't transformative. That's what they've committed to and that's what they have a mandate for as well. There are some potentially founding things for transformation in there, but that's where the Greens have some value to add, is really being able to push for and work with the transformational stuff."

Davidson says the work she is trying to do in her family and sexual violence portfolio is "laying the foundation for transformation". She also points to the Green Party's continuing advocacy for a wealth tax in the face of housing becoming an increasingly contentious political issues.

"Some transformational work does need to happen in that space. That isn't in the manifesto. On some issues, that's where the Greens will send a really strong signal and build mandate for those particular transformational shifts."

Looking ahead

On climate change, Shaw is more optimistic.

"That's an interesting one, right? I actually think, in climate change, in the new arrangement, there is a greater likelihood of transformational government than there was in the last three years. You can see the Prime Minister is wanting to lead in ways that, I think, she felt constrained from being able to do so."

Looking ahead, the Greens say they aren't worried about the Year of the Vaccine - as Ardern has dubbed 2021 - overshadowing their policy priorities.

"I've come to terms with the fact that the Covid overview of things is going to be with us for years, if not for the rest of our lives," Davidson says.

"But actually, that is also the platform for us to talk even more so about these issues. Climate change is a health issue. Absolutely, as a health resilience and recovery issue. Housing is a health issue, very clearly. It provides us with another opportunity to relate it back to this collective wellbeing - child poverty, people having enough to survive on, is a health issue, a climate issue, an environmental protection issue."

Shaw says he will be pushing to make sure that, "as a vaccine rolls out, we don't just revert to type. One of the things I keep saying about climate change is that innovaiton is a function of constraint. When the squeeze is on, that's when you get creative - generally. Covid has been an enormous disruptor but you can also see that there are innovations that are occurring in government and public policy, and also in the private sector, which offer incredible hope.

"I just hope people don't drop that and say, 'It's cool, there's a vaccine, we can just go back to employing cheap labour to do crap work.'"

He is also looking forward to the release of draft recommendations from the Climate Change Commissionfor New Zealand'semissions budgets through 2035, recommendations for strengthening our Paris Agreement target and recommendations for how to treat agricultural methane. Those are due February 1 and he expects them to really shake things up.

"Next yearin the domain of climate change is going to be a doozy," he says.

"It's gonna be massive. And I think there will be a lot of stories to write. I think that there will probably be news in there, that people see the reality of it for the first time."

Read more here:
Davidson and Shaw prepare for a second term in Govt - Newsroom

Not so long ago, the internet of things (IoT) was considered a futuristic technology to support the factories and cities of tomorrow. Today, many of us regularly experience the IoT in our homes and daily lives. Its present in AI-powered virtual assistants like Alexa that help us manage our day, check account balances, control appliances or even prepare dinner. We see the IoT in action in home security cameras, smart lighting, heating and cooling, doors and locking systems and much more. In just a few years, the IoT has taken giant strides in helping consumers take advantage of convenience, better efficiency, cost savings and improved home safety.

Theres no doubt that the IoT has come of age and its capabilities will further blossom as 5G technology matures. But as with any technology, rapid innovation also brings new risks. The same qualities that make IoT devices so fast, simple and lightweight can also introduce security vulnerabilities. A recent survey revealed that cyberattacks jumped by 300% in 2019thats over 2.9 billion events. For the IoT to reach its full potential, consumers need to know that their devices and the networks they connect to will remain fully secure.

Standards-based interoperability is key because this strong level of security must extend all across their IoT environments and applications. People expect their connected devices to behave in a plug and play fashion, providing compatibility, security and ease of use for non-technical users.

Although ensuring basic connectivity between endpoint devices and the many virtual assistants they connect to would seem to be a basic necessity, many consumers have encountered issues getting their devices to work together effectively. While interoperability and security standards exist, there are none in place that provide consumers the assurance their smart home device will seamlessly and securely connect. To respond to consumer concerns, Project Connected Home over IP (Project CHIP) was launched in December 2019.

Initiated by Amazon, Apple, Google and the Zigbee Alliance, this working group focuses on developing and promoting a standard for interoperability that emphasizes security. The project aims to enable communication across mobile apps, smart home devices and cloud services, defining a specific set of IP-based networking technologies for device certification. The goal is not only to improve compatibility but to ensure that all data is collected and managed safely. Dozens of smart home manufacturers, chip manufacturers and security experts are participating in the project.

Since security is one of the key pillars of the groups objectives, DigiCert was invited to provide security recommendations to help ensure devices are properly authenticated and communication is handled confidentially. DigiCert is working with the participants of Project CHIP to ensure the design and architecture of the Public Key Infrastructure (PKI) and use of digital certificates is sound, with the appropriate root hierarchy and governing documents.

Project CHIPs goal is to develop draft standards and open source implementation details late this year. Ultimately, the project is expected to simplify deployment for manufacturers. At the same time, consumers will gain peace of mind in knowing that their home devices will interoperate securely with any other device that complies with the standard. The days of worrying whether smart home hubs and networks will match their devices will soon be over.

Project CHIP not only represents a compelling step forward in driving the adoption of home IoT solutions, but it is also an example of the power of industry leadership and effective collaboration.

The lessons of the Project CHIP initiative could easily apply to other IoT applications and industries that require stringent security and compliance. For example, healthcare manufacturers could establish a common security standard to ensure that particular types of medical devices such as IV pumps, home monitoring devices or insulin pumps meet a particular security standard. In manufacturing environments, automotive companies could ensure that factory floor robots and programmable logic controllers (PLCs) are running smoothly and safely, without fear of leaving the enterprise IP network vulnerable to hackers, viruses and other threats.

In the case of Project CHIP, the industry took ownership of the issue and moved to solve it without waiting for a stick from regulators. Although some level of regulation is necessary for any industry, developing these regulations and enforcing compliance can also take valuable time and resources from manufacturerswhile slowing their ability to innovate and get solutions to market. All too often, regulations force the industry to be reactive, not proactive.

The success of Project CHIP is an example of whats possible when industry leaders maintain close contact with their consumers and step up and lead. By employing a similar approach to addressing industrywide issues such as security, companies across a wide variety of industries can position themselves to realize faster time to market.

Recent Articles By Author

See original here:
Manufacturers Take the Initiative in Home IoT Security - Security Boulevard

[author: Jackie Odum]

On December 11, 2020, the Consumer Financial Protection Bureau (Bureau) and the Arkansas Attorney General (AG)announcedthat theyfiled acomplaintandproposed stipulated judgmentin the U.S. District Court for the Eastern District of Arkansas against a home-security company.The complaint alleges that the companywhich provided credit to customers for its products and servicesviolated the Consumer Financial Protection Act (CFPA), Fair Credit Reporting Act (FCRA), and Regulation V.

The CFPB and Arkansas AG allege that the home-security company charged higher activation fees for customers with lower credit scores, and in doing so, failed to provide customers with the requisite risk-based pricing notice under FCRA and Regulation V.

If entered by the court, the proposed stipulated judgment will require the home-security company to pay a $600,000 civil money penalty.The judgment would further require the home-security company to provide proper notice to affected customers and periodically report notice compliance to the Bureau.

More:
CFPB and Arkansas AG Settle with Home Security Company for Alleged FCRA and CFPA Violations - JD Supra

Interested in smart home automation, but concerned about the risks? Dont worry, were going to share everything you need to know about getting smart with your smart home system.

Lets be honest, the ability to control the various devices and appliances in your home from the thermostat and television to smart locks and lights can add a lot of convenience to your busy life. But with that extra efficiency and convenience, your intelligent devices also bring in added cybersecurity risks.

That is, the various internet-connected devices that turn your home into a smart home might also make it more insecure, as they are potential gateways for hackers to enter and exploit. Dont panic, but weve found that these devices can indeed make you more vulnerable to cyber-attacks.

And not just cyber-attacks what if a hacker can get their hands on your smart thermostat data to figure out the time slots youre away from home? Talk about a window of opportunity!

So if youve invested money in building a smart home, youll want to invest some time to secure it, too. Were going to unpack exactly how you can fight against cyber-attacks (and other attacks) while building out your smart home ecosystem.

Your router is the virtual front door of your smart home. It connects all of your IoT devices, so it needs to be untouchable. Here are some tips and tricks to secure your router from bad actors.

First off, change your routers default name (usually the make or model) given by the manufacturer. Cybercriminals can gain easy access to your network if theyre able to determine this, so give your router a unique name that cant be traced to you or your home address.

Likewise, use a complex password thats a combination of uppercase and lowercase letters, numbers, and special characters. The longer the password, the better. Also, we recommend using a strong encryption protocol like WPA2 instead of WPA or WEP. Without getting too technical here, WPA2 encryption protects your Wi-Fi access points and secures your network.

Be sure to have different login credentials for every IoT device. This way, even if one device is compromised, others remain unaffected. Finally, consider using a password manager tool to securely store all your passwords (just dont forget your password to access your password manager!).

One pro tip is to always go with WPA2, or better yet, WPA3 protocol. In many ways, WPA3 protocol is the next revolution in router protection, as it leverages 128-bit encryption.

Modern routers give you the ability to create a guest network separate from your primary network. This way, your relatives, friends, and guests can only access a separate network that doesnt tie to your IoT devices, which means you retain sole control of your smart home.

As you can see, an important point to keep in mind is control. You want to remain in total control over access and modification of your router and any linked smart home devices. In other words, dont even give cyber-criminals an inch to work with if you do, theyll take a mile every time.

Note that your router, IoT devices, and their corresponding apps may not update automatically. So if you receive a notification about a new update, dont procrastinate in installing it, as it may be a critical patch for a security bug.

Also, youll want to check for updates now and then manually. If theres one available, youll want to jump on it. The bottom line here is that keeping your devices as up-to-date as possible will help to limit your risk of attack (or reinforce any chinks in your armor).

Many smart devices give you the ability to control them remotely, as they operate online. Weve used plenty of smart home technology over the years, and remote access and control are some of our favorite features that many smart products offer. That said, if you dont need remote access, make sure to disable it.

Similarly, your smart speakers may have the option of Bluetooth control in addition to Wi-Fi, but if you dont use this feature, youd be wise to disable it. In essence, you want to curb as many potential entry points into your network as possible. Remember, youre trying to Fort Knox-ify your home at least in respect to IoT security.

Two-Factor Authentication, or 2FA, gives you an additional layer of security over a mere password. Once enabled, every time someone tries to access your smart device, they have to prove identity. Youve probably seen this before, especially when dealing with online bank accounts and the like.

This proof of identity comes in the form of a one-time password (OTP) or a verification code sent to your smartphone or email address that verifies if the person trying to log in is actually you. Most IoT devices have a built-in two-factor feature, so we recommend checking your device settings and enabling 2FA right away.

Dont wait for some fraudster to remind you why its better to be safe than sorry. The last thing you want is for a hacker to gain access to your personal or financial information or gain control of your smart security cameras to spy on you in your home. Sure, this is the worst-case-scenario, but youd be surprised by how often it happens in the U.S.

Take heed of the five best practices outlined above. Its also important to do your homework when purchasing a new IoT device to see if it has any user-reported vulnerabilities. And finally, take charge of your smart home security so that you feel safe and secure in your home.

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How to Improve IoT Security In Your Smart Home - IoT For All

Smart homes feel pretty magical. Walk into a room, say the word and a light turns on or a lock slides into place. Theyre also great for security: Out goes an SOS or medical emergency alert with a touch of the button.

That doesnt mean you can skip steps to protecting yourself from hackers and nosey tech companies. Tap or click for five security settings to change if you have an Amazon Echo at home.

You might think you cant afford smart home tech, but thats just not true. Whether youve got $100 or $500 in your pocket, you can fill your home with this cool tech. Keep reading for the best gadgets you can buy on a budget.

A smart home is defined by automation. That means you have internet-connected devices that automatically take care of lighting, climate, alarm systems or even entertainment equipment. So if you have even one Amazon Echo, that means youre technically living in a smart home.

Here are the componets well focus on:

Privacy, security, the latest trends and the info you need to live your best digital life.

Amazons Echos are great all-purpose smart speakers. The Echo Dot is super affordable, and the latest generation has good sound quality to boot. Grab two and you can play music throughout your house and use them as intercoms to chat with someone in another room.

With MyQ Wi-Fi enabled garage hub, just tap a button on your smartphone to open and close the garage. Its super simple to set-up and use. And if youre a Prime member, you can get free in-garage delivery from Amazon. Click here for more details.

While this isnt the latest generation Echo Dot, it packs a big punch in a tiny package. It comes with a smart bulb, too, and even two of these packages are well under the $100 budget. This is the perfect way to set up smart lighting, too. With easy voice control, set your lights to brighten ahead of your alarm to mimic the sunrise gradually. Just ask, Alexa, wake me up at 7 a.m. with lights, and youre good to go.

What if you want an interactive screen instead? Youll love the Echo Show 5 Sandstone, which allows you to watch videos, video chat with friends and family and read articles. Bonus: This package comes with an Amazon Smart Plug that lets you voice control basic appliances. For example, plug in a lamp to the outlet and now you can say, Alexa, turn the light on. Its as easy as that.

For around $20, you can add two LED color-changing lightbulbs that are compatible with Alexa and Google Home Assistant. Want to bathe the room in pink, blue or gold? These Smart Wi-Fi Light Bulbs will light the way.

This bundle is a steal. It delivers everything you need to start your smart home in one easy package. The 3rd Gen Echo Dot lets you add voice control to any outlet. Youll get four far-field microphones that help Alexa hear you from across the room.

Want to fill the whole home with music? You can do all that without a smart home hub. Start setting routines and schedules through your Alexa app.

Plus, it comes in four different colors. If you ever wanted a pink Echo Dot, youre in luck!

Video doorbells show whats going on outside your front door, whether youre at home or far away. You can get a Ring Video Doorbell 3 with Echo Show 5 for around $150. Youll get mobile notifications whenever someone presses your doorbell or triggers your motion sensors. And of course, youll get that Echo Show 5 with a 5.5-inch screen included.

Amazons Echo Show 8 is the upgraded version of its Show 5. Its got a bigger, better screen and you can adjust the angle at which youre viewing super handy when youre trying to watch a video about fixing a pipe with your head stuck under the sink. Turn off the microphone or camera with one press of a button and enjoy podcasts, movies, audiobooks and music.

This package comes with a nifty stand and smart plug, which lets you add voice control to any outlet

Plus, with the Kasa Smart Wi-Fi Switch, you can control lighting from anywhere in the house. Its easy to install and theres no hub required it works out of the box with Alexa and Google Assistant. You can even set a timer or countdown schedule to make your smart switch automatically turn on or off. How cool is that?

Lets say youre working with a bigger budget and want to go all out. Each of these three bundles is a great way to set up your automated home. Which one sounds best to you?

By now, you know all about the Ring doorbell and MyQ garage they help you automate your home security, making life smoother.

But what about your sprinklers? You can control your sprinklers from anywhere with the Rachio Smart Sprinkler Controller. Set up smart watering schedules through the app based on your plants, soil type or even sun exposure. You can even use the standard weather intelligence program to skip unnecessary watering whenever it rains.

Now youve automated the outside of your house. Now, heres what to do inside.

Check out the Ring Indoor Cams to strengthen your homes indoor security. Mount the cameras on a wall or set them on a flat surface. Either way, you can record all your videos and watch over your entire home through the Ring app, even if youre away.

This bundle is great if you want to set up extra strong security measures. Youre getting the Echo Show 8, along with the Ring Peephole Cam to catch potential burglars, at a great price.

Theres also the August Smart Lock, which allows you to lock and unlock your door from anywhere. You can grant friends keyless access when they arrive and keep track of who comes and goes and automatically unlock the front door whenever you arrive. Say goodbye to the awkward days of fumbling for keys, shopping bags or dogs when you leave or return to your home.

This bundle also nets you the Ecobee3, an easy-to-install smart thermostat. Now, control all temperature settings with your voice no more squinting at and fighting with the thermostat. It will even get used to your schedule and make suggestions based on your preferences.

Just combine it with your Alexa-enabled device, and youre good to go!

The Gosund four-pack of smart plugs rounds out this package. You can set up voice control for any attached appliance. You can even create a customized timer and schedule to automatically power on or off any home electronics. For example, you can disconnect the charger from your fully charged phone. Basically, its a great way to reduce energy consumption and save cash.

Just plug a device into the smart outlet, connect it to your app and youre ready to rumble.

Leave all your preconceived notions about home security systems at the door. With our sponsorSimpliSafe, there are no expensive contracts, pushy salespeople or systems too complicated to get your family to use.

The 14-piece Haven collection includes a base station, keypad, keyfob, four entry sensors, two motion sensors, a panic button, smoke detector, water sensor, freeze sensor and 105dB siren to scare away any potential thieves. Get everything, set it up yourself in under an hour and get 24/7 protection.

Right now, when you buy a new package, you can get a free HD security camera. Just go to SimpliSafeKim.com.

Setting up a smart home can seem intimidating at first. After all, there are tons of moving parts to keep track of: outlets, plugs, Echos and so on. Thats why these bundles are a great way to hit the ground running. Theyre simple, easy to set up, and best of all easy on your wallet.

Read more here:
How to build a smart home at any budget - Komando