15 Matching Annotations
  1. Sep 2016
    1. One way to examine this potential is to consider the entire campus with its buildings, roads and natural open spaces as a well-networked landscape system that supports student learning experiences. In doing so, we highlight two concepts that have been addressed in two different domains, bringing them together to help conceptualize future campus planning in relation to student learning. The concepts are – 1) direct and indirect attention and restoration, and 2) a holistic landscape. Before we outline each concept and propose their integration in this paper, we go back in time for a historical perspective of the evolution of campus open space.

      The location of the thesis and its premises is similar to the style I was taught in grade school.

    2. The college experience is a stimulating and demanding time in a student’s life where a multitude of curricular and extra-curricular situations require frequent and heavy use of direct, focused attention and concentration (Wentworth & Middleton, 2014). Thus, university students as a group are at a higher risk of attentional fatigue.

      In addition to that fact that students are forced to take pointless classes that have no relation to their major, students are always influenced to get involved in many different activities on campus, and it can be really wearing on one's attention. Planning and time management are some of the most crucial skills needed in college which most students come o college without.

    3. Today’s university must be resilient spaces in which the learning environment encompasses more than technology upgrades, classroom additions, and its academic buildings – in fact, the entire campus, including its open spaces, must be perceived as a holistic learning space that provides a holistic learning experience

      I'd be hard pressed to view GSU as a "holistic learning space" over its entire expanse. However, some do believe every environment can be and aid to learning. I just don't see how an open campus in the middle of a city with so many different people and so many different things happening daily isn't sometimes a detriment to learning.

    1. Sometimes transit will allow a person to get close to a given area, but not all the way there, leaving the rider in a dangerous situation.140 This was the scenario faced by Cynthia Wiggins, a seventeen-year-old woman who was hit and killed by a dump truck while she was attempting to cross a seven-lane highway to get to the mall where she worked

      One of the many unfortunate results of the tactless decisions made by the higher ups in places all over the world. These obstacles are unnecessary, or at least troubling due to their adverse effects. And these aren't just individual scenarios. Many situations in many different towns turn out like this, because of the deplorable choices of others.

    2. Residents and policymakers in those areas have rejected proposals to bring Atlanta’s rapid transit network (MARTA) into their communities, which would have allowed inner-city workers easy access to these suburban jobs via public transit.

      The selfishness highlighted by their choices is baffling. They don't even stop to think about the people who are trying to work they way into better situations. Also, they don't consider they money lost by excluding these individuals, or they may just believe it to not be worth the risk. Either way, these choices are appalling.

    3. As one scholar notes, “public transportation continues to be routed in a way that makes it difficult for some blacks to get to and from leisure venues that more affluent or more mobile persons freely enjoy.

      Getting to and from the new Braves stadium will be hell for people that live on my side of town near College Park. If at least one of their intentions was to increase attendance at their games, they've failed, in this aspect at least.

    4. If someone wanted to walk or bike to another area, then, it might have to be along the shoulder of a busy road or on the road itself.

      I've been in this situation all too often while growing up in different parts of Florida, Alabama, and Georgia.

    5. Instead of garnering support to pass a law banning poor people or people of color from the places in which he did not want them—which, if the intent were clear, would not be permissible today84—Moses used his power as an architect to make it physically difficult for certain individuals to reach the places from which he desired to exclude them.

      In doing so, he relayed a message of exclusion to outsiders without the direct support and permission of the insiders, and that is impermissible and unfair.

    6. Moses’s biographer suggests that his decision to favor upper- and middle-class white people who owned cars at the expense of the poor and African-Americans was due to his “social-class bias and racial prejudice.”

      These type of biases are the main factor prohibiting this country from being as truly diverse and open-minded as nit claims to be to foreigners. What sense does it make to call this country the "land of opportunity" if only a select few actually obtain that opportunity? Food for thought.

    7. Exclusion through architecture should be subject to scrutiny that is equal to that afforded to other methods of exclusion by law.

      Solid example of a strong, precise, and valid premise within her argument.

    8. Although regulation through architecture is just as powerful as law, it is less identifiable and less visible to courts, legislators, and potential plaintiffs.

      You would think that scholars of law would actually take the time to delve into such a topic if many have determined it to be a factor of law and and regulation. You can't get to a high level in your career and forget how to do the things that got you there, like studying and becoming aware of such things.

    9. For example, Elise C. Boddie argues that places have racial identities based on their history of or reputation for exclusion, and that courts should consider this racial meaning for purposes of racial discrimination claims.

      I think of this when I look at arguments for/against Affirmative Action and also in The promotion of diversity in PWI's and HBCU's.

    10. By including these features in a common interest community, a developer can deter unwanted potential residents—generally poor people and people of color—from buying homes in that development

      I noticed this last summer while in Texas. My uncle is a fairly wealthy man, and he has a house in a wealthy part of the DFW area: Frisco, Texas. However, his family is one of the minuscule amount of black families living in the city, partly due to the price of the houses alone.

    11. At the request of white residents, in 1974 the city of Memphis closed off a street that connected an all-white neighborhood to a primarily black one.9 Supporters of this measure argued that it would ostensibly reduce traffic and noise, in addition to promoting safety.10 The U.S. Supreme Court dismissed a challenge to this action, stating that the road closure was just a “routine burden of citizenship” and a “slight inconvenience.”11 Justice Marshall dissented, acknowledging that this inconvenience carried a “powerful symbolic message.”12 He wrote, “The picture that emerges from a more careful review of the record is one of a white community, disgruntled over sharing its street with Negroes, taking legal measures to keep out the ‘undesirable traffic,’ and of a city, heedless of the harm to its Negro citizens, acquiescing in the plan.”13 He believed that through this action, the city was sending a clear message to its black residents,14 and he could not understand why the Court could not see that message.

      With the court being as it was at the time, it shouldn't have been terribly difficult for Justice Marshall to understand why the other Justices would choose to keep the status quo of the white community at the time. They knowingly and willingly supported the exclusion of "undesirables".

    12. Although the Atlanta, Georgia, metropolitan area is known for its car-centric, sprawling development patterns, it has a subway system: the Metropolitan Atlanta Regional Transit Authority (MARTA).

      Partially due to the city being car-centric, the size of the subway system in Atlanta dulls in comparison to the size of subway systems of New York or D.C.