What is striking about these parks is the positive impact they can have on their surrounding neighbourhoods, particularly when one considers the alternative. With roads, be it a dual carriageway or a street, comes heavy traffic, noise and pollution, at the expense of those who live and work around it. In the case of a High Street we forego certain types of shops, cafés and restaurants that engender a street life. At the scale of the dual-carriageway the A40 that tears through west London illustrates beautifully how dramatic the blight on homes can be, as this Mid-20th Century residential avenue has been transformed into a slum wrapped around a congested commuter road. These zones lack the 'density' of the city centre and the space of the suburb. And, each successive wave of Greenfield development adds to the expanse of this grey space.

It envisioned a 1km stretch of dual carriageway between Salford University and Manchester city centre as a 4-lane linear Park. One lane is grassed, another a water channel, another sand and the last a running track. Commuters leave their cars in a multi-storey Car (P)Ark. The interchange also incorporates a suburban train station, cycle docking station, stables, and a boathouse and changing rooms. From the Car (P)Ark commuters head east into Manchester walking, jogging, cycling, rollerblading, horse riding, swimming or rowing. The Park terminates at a Suit Park where commuters can shower, change and get a coffee. (The word “suit” refers to the business suit). Eight hours later, on their way home, commuters deposit their clothes and return through the Park, to the interchange to collect their car or catch a train. The scheme could be extended to each of the radial routes into Manchester and at intervals these Parks could link, completing a comprehensive green commuter infrastructure. Save this picture! The Park + Jog proposal, 1998. Image Courtesy of Henley Halebrown Rorrison Architects Save this picture! Rendering of the Park + Jog proposal, 1998. Image Courtesy of Henley Halebrown Rorrison Architects What is striking about these parks is the positive impact they can have on their surrounding neighbourhoods, particularly when one considers the alternative. With roads, be it a dual carriageway or a street, comes heavy traffic, noise and pollution, at the expense of those who live and work around it. In the case of a High Street we forego certain types of shops, cafés and restaurants that engender a street life. At the scale of the dual-carriageway the A40 that tears through west London illustrates beautifully how dramatic the blight on homes can be, as this Mid-20th Century residential avenue has been transformed into a slum wrapped around a congested commuter road. These zones lack the 'density' of the city centre and the space of the suburb. And, each successive wave of Greenfield development adds to the expanse of this grey space.Active transportation routes and linear parks, on the other hand, regenerate their surroundings, bringing activity and value to blighted sections of the city. They also radically alter the political situation for the suburb and its inevitable commute. Of course, the creation of these green networks need not be at the expense of the motorist. On the 10th July London’s Transport Commissioner Peter Hendy launched a study for London that envisaged burying sections of the North and South Circular ring roads, and stretches of road close to the Thames. The initiative would create linear parks overhead, much as the Big Dig did for Boston. Save this picture! The Olympic Sculpture Park in Seattle, Washington, designed by Weiss Manfredi. Image © Benjamin Benschneider Although originally conceived for Manchester, I believe that Park+Jog may be adapted to any city worldwide and serve as an example for how Cycle Space could lay the ideological foundation to change our cities for the better. Combining new transportation methods that encourage the principles of a healthy life style with traditional roads can raise land values, attract investment and activate the urban environment. The social revolution that Bazalgette offered London in the 19th Century, Cycle Space might just bring to London and our world’s cities in the 21st. Simon Henley is a teacher, author of the well-received book The Architecture of Parking, and co-founder of London-based studio Henley Halebrown Rorrison (HHbR). His column, London Calling, looks at London’s every-day reality, its architectural culture, and its role as a global architectural hub; above all, it will explore how London is influencing design everywhere, whilst being forever challenged from within. You can follow him @SiHenleyHHbR and be a fan of his Facebook page, HHbR Architecture.Further Reading Park+JogLondon’s answer to Boston’s Big DigRogers 80th Birthday retrospective at the Royal AcademyThe Lidoline, YN Studio's "Swim to Work" Proposal AIA Presents 2013 Educational Facility Design Excellence Awards Architecture News Tretyakov Gallery Competition Entry / PAPER | TOTEMENT Unbuilt Project Save this article Share in Whatsapp About this author Simon Henley Author Follow See more: News Articles London CallingLondonBicyclingUrban Planning Cite: Simon Henley. "Why Cycle Cities Are the Future" 06 Aug 2013. ArchDaily. 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utopian scheme.” But nowadays, it seems less and less fanciful.

A scheme our firm designed in response to a competition in 1998 could serve as a good model. At the time, “Park + Jog” was treated as a curiosity; we still describe it as a “ utopian scheme.” But nowadays, it seems less and less fanciful.

Imagine that the Boris Bike docking stations outside railway stations and in key public spaces might incorporate general cycle parking. Thus the Cycle City would bring with it a new building type – the multistory cycle park. Fietsenstalling, a multistorey cycle park outside Amsterdam’s Centraal rail station, with its Escher-like pattern of steel decks that suspend over the canal, is a dramatic model. Its very presence is didactic. It is persuasive.

The day of Margaret Thatcher’s funeral at St.Paul’s Cathedral gave me an indication. For security reasons, much of the Square Mile was closed to vehicular traffic; the streets were preserved for the pedestrian and the cyclist. What I remember about that day was the sense of calm, how quiet it was, and how generous the streets actually felt. For a brief moment the public realm was uniquely different. Imagine: whilst it may not be possible to ban the car outright, it ought to be possible to keep HGVs and delivery vans out during the day, when their impact on the physical environment and the safety of pedestrians and cyclists is most evident.

it ought to be possible to keep HGVs and delivery vans out during the day, when their impact on the physical environment and the safety of pedestrians and cyclists is most evident.

From an architect’s perspective though, the question remains: what will Cycle cities be like?

Cycling offers us, for the first time in more than a century and a half, the chance to build an infrastructure that will bring with it significant public health improvements. In our auto-centric world, we have unprecedented levels of health problems - obesity, diabetes, etc - all associated with our sedentary lifestyles. Cycling should mean a fitter population and a longer life expectancy, which would take pressure off the National Health Service and bring huge economic benefits. It would of course also reduce energy consumption.

London’s sewage was deposited into the River Thames, out of which the city’s drinking water was being collected. Bazalgette’s solution was to construct a series of sewers that would run parallel to the Thames, both north and south of the river, collecting the sewage and ensuring the drinking water that was drawn from the river was clean.

But it’s the work of Joseph Bazalgette, the chief engineer of the Metropolitan Board of Works, that stands out to me - not just for its contribution to public health but also for its potential parallels to Cycle Space. For much of its history London had been associated with poor living conditions and disease. By the late 1850s the scale of the city was making things worse: London’s sewage was deposited into the River Thames, out of which the city’s drinking water was being collected. Bazalgette’s solution was to construct a series of sewers that would run parallel to the Thames, both north and south of the river, collecting the sewage and ensuring the drinking water that was drawn from the river was clean.

In the Twentieth Century, Corbusian Modernism eventually had a monumental impact on London’s streets and skyline. Again the catalyst was in part a disaster - the havoc wreaked by the Luftwaffe and the need for rapid reconstruction - and the solution was political. The dilapidated terraced houses with their back yards and privies were associated with poverty and poor living conditions. Modernity, and the mass production of homes demonstrated optimism, and a commitment to those who had survived the war. It was a tangible dimension of the newly established Welfare State.

Take London in 1667, a year after the Great Fire of 1666. An Act of Parliament was passed that introduced building inspectors to ensure that buildings be built from brick and not timber (a law which predated the fire, but that hadn’t been enforced). Of course, the fire and resulting devastation meant that much of London had to be rebuilt, and that these buildings would be brick.

What impressed us was the speed of progress. When we were in Chicago at the end of June, the city launched its own bike share scheme. New York already has one. The docking stations bring tangible cycle infrastructure to the city streets. In-carriage and separated cycle routes have begun to proliferate. Disused railway lines are being harnessed as leisure trails, and in some cases these were working well for commuters too. Indianapolis had recently completed their “Cultural Trail,” an active transportation loop linking the five central city districts.

The 2010 launch of the “Boris Bike” - London’s cycle hire scheme, named after mayor Boris Johnson – was the clearest indication to date that cycling was no longer just for a minority of fanatics but a healthy, efficient and sustainable mode of transport that city planners wanted in their armoury. There are now more than 8,000 Boris Bikes and 550+ docking stations in Central London. And the trend’s not anomalous to London: Wikipedia reports that there are 535 cycle-share schemes in 49 countries, employing more than half a million bikes worldwide.

It’s an experiment,” Dr. Barratt said of the frame-restoration process. “How close can we get to the original from the photograph, and what is our responsibility to the original when we aren’t sure about the level of detail?”

The frame “is a tour de force, absolutely the most creative and involved surround for a painting that I have ever seen,” Mr. Wilner, the frame expert, said.

On a ribbon under the eagle, barely discernible even at high magnification, were the words of Henry Lee, Washington’s 1799 eulogist: “First in war, first in peace and first in the hearts of his countrymen.”“It took my breath away,” Dr. Barratt said.The frame “is a tour de force, absolutely the most creative and involved surround for a painting that I have ever seen,” Mr. Wilner, the frame expert, said.It is believed to have been destroyed, but researchers continue to search the photographic record and are studying military iconography and the coinage of the mid-19th century, as well as the styles of carvers, to better reproduce the original design. After its conservation the painting is likely to be installed first, attached to steel beams embedded in a grand room of the new galleries, which are to be named after the late collector Peter Jay Sharp, whose foundation is a major contributor. Then the frame will be placed around the canvas, attached to the wall separately.Gilding such an enormous frame will require more than 12,500 3.5-inch square sheets of gold leaves, 1/250,000th of an inch thick, at a cost of more than $12,000.The Met would not estimate the cost of the total refurbishment, as research and planning are still under way. But some experts said the project could not be accomplished for less than $500,000. Advertisement Continue reading the main story “It’s an experiment,” Dr. Barratt said of the frame-restoration process. “How close can we get to the original from the photograph, and what is our responsibility to the original when we aren’t sure about the level of detail?”

By the time another collector, John Stuart Kennedy, bought and donated the painting to the Met in 1897, the work had been reframed in a less ornate style, clearly depicted in museum photos from 1899 and 1912. By 1918 it had acquired the plain frame it currently inhabits, believed to be its third. Less than a year ago Dr. Barratt, while studying an 1864 album of Brady’s Art Exhibition photographs in the collection of the New-York Historical Society, noticed an image of the Leutze painting in a dramatic gilded frame dominated by a 12-foot-wide American-eagle crest at the top.

Leutze,

it has adorned postcards, postage stamps and coffee mugs. Currier and Ives issued an altered unauthorized version, Professor Fischer said.

Leutze, a German who arrived in America at the age of 9, returned to Europe 16 years later to further his artistic career and painted canvases celebrating democracy and the love of liberty. After he created the Washington painting in Düsseldorf, he rolled it up and presented it to the public in New York on Oct. 29, 1851. It was an immediate sensation, and within four months some 50,000 people had paid to see the painting before it was bought for $10,000 by a collector, Marshall O. Roberts.

the small scale of the event and the very large meaning,”

Through the centuries the painting has been criticized aesthetically and for historical shortcomings.

a Manhattan antique-frame dealer whose artisans have made replicas for the Met, the Smithsonian and the White House

“It’s a challenge to carve, since there isn’t a whole lot of detail in the blowup,” said Mr. Terán, who was born into a family of woodcarvers in a town of woodcarvers, San Antonia de Ibarra, in Ecuador.

She explained that conservators are refining a plan to remove layers of varnish for the painting’s first surface-cleaning in decades

The potential for damage prevents the canvas from being rolled now. The scale of the painting’s conservation and reframing, which is to begin later this year, “is unprecedented in the history of the museum, to my knowledge,” Dr. Barratt said. “But it is still very much a research project.”

The challenge is reminiscent of the construction of the Hayden Planetarium around the 15.5-ton Willamette Meteorite in 1935, a feat repeated in 2000 when the $210 million Rose Center for Earth and Space was built around that same artifact.

It is heavy too, and will be getting heavier, because curators are currently assessing the best way to carve an elaborate new 3,000-pound basswood frame that would replicate the original, missing for more than a century. After years of detective work, an image of the frame was recently discovered in a 143-year-old Mathew Brady photograph.

is one of the largest paintings in the museum, measuring 21 feet wide and 12 feet high.

One of the most complex restoration and reframing projects in the history of the Metropolitan Museum of Art has collided with a 9-foot-3-inch-high doorway. The doorway won.

National Palace museum

The U.S. has lagged behind when it comes to the issue of cultural access. But in 2016, Americans for the Arts, the largest U.S. think-tank and advocacy group for arts and cultural research, released its “Statement on Cultural Equity.”

And although Taiwan has a strong organic and local food movement, it’s easy to imagine why farmers might feel fearful of the trend toward globalization.

Taiwanese legislator Weng Chong-Jun has stated that these visitors won’t only benefit Jiayi’s economy through the tourist sector, they will also boost the region’s historic tea industry.

Drawing nearly 1.5 million visitors in 2016, its first year, the Southern Branch doesn’t just promote globalization in the abstract, it also positions Jiayi to reap its benefits.

Permanent exhibitions on Asian textiles and Buddhist art further highlight the history of positive cultural exchange across Asia.

Driving this shift is Taiwan’s underlying geopolitical strategy to decrease its dependence on Mainland China and increase its ties with the rest of Asia.

While the National Palace Museum’s two branches share many works, each has a slightly different angle on Chinese cultural heritage.

. The inclusion of a permanent exhibition about tea culture across Asia offered an additional point of entry to residents of these counties, where tea cultivation is a major sector of the local economy.

a poor Jiayi farmer can access Taiwan’s cultural resources as easily as a wealthy Taipei banker.

announced an ambitious project to provide all citizens with equal access to national cultural heritage. Proposed in 2001 by former museum director Tu Cheng-sheng, the project had an explicit mission to address “the cultural equity between Northern and Southern Taiwan.”

As Taiwanese society grew more democratic from the 1970s onward, and as Taiwanese identity grew more distinct from Mainland China, the role of Taiwan’s cultural policy also shifted

cultural stewardship has been a first-order concern for the Taiwanese government.