5.5 Divided By 5.5

[Raelene]

HelloI divided up a wall in my kitchen to place some backsplash tile and it works great - until I get to the 3D view and try to run a rendering. Anyone have any idea why this would be? My phasing is set the same in each view, there's no hidden parts in the 3D view, so I'm just unsure of what's going on at this point.

See the attached screenshots below.

There is 3 options for the visibility of parts in the view properties under "Parts Visibility". 1 - SHOW BOTH, 2- SHOW ORIGINAL, 3 - SHOW PARTS. Toggle this selection depending on what you want. If it is a working view you may want "Show original" whereas in your render view you will want "Show Parts". And occasionally in a working view you may want to see both. Hope this helps others when they come to this post.

This damage has come in many forms, but most egregiously through the construction of the Interstate Highway System. A growing understanding of this reality helped lead to the creation of new provisions and programs aimed at undoing some of this damage in the November 2021 infrastructure bill. But these steps were modest and policy interventions continue to focus largely on past harms or making small, insufficient reforms. All of which ultimately fails to grapple with the reality that the fundamental approach of our current transportation program creates and exacerbates inequities.

Past decisions, including routing the Interstate Highway System through communities of color, dividing and often demolishing them in the process, still shape our built environment. And most importantly, the foundation of the modern transportation program was built on models, measures, and standards with roots in this era.

Because it is difficult and unsafe to reach daily needs without a vehicle in much of the United States, transportation has long acted as an economic barrier in the United States. Owning a car has become a prerequisite for accessing jobs, food, health care, and other necessities. Homes are located far from major job centers, services, and stores, requiring multiple car trips daily to reach essential needs.

This spread-out, sprawling form of development makes public transportation inefficient to operate, producing infrequent, inconvenient, and unreliable service. Fewer than 10 percent of Americans currently live within walking distance of frequent transit, like buses or metro trains. Even in areas where homes, stores, and medical care are geographically close, car-oriented infrastructure and development can make it difficult, and even deadly, to travel between destinations without a vehicle. Wide, heavily trafficked roads with subpar or non-existent sidewalks and few places to cross safely make walking or biking unpleasant at best and deadly at worst. For people with impaired vision, mobility, or cognitive ability, navigating these communities can be impossible.

These two systems reinforce each other: sprawling development requires wider roads to move people, almost all of whom have to drive between spread-out destinations; and wide, fast roads require so much space to move and store the cars that development is forced to sprawl even further apart. The result is both predictable and expensive: necessities move further away and reaching them costs more in terms of money and time.

Approximately 28 million Americans (about nine percent of the population) do not have access to a car, and lower-income people and people of color are more likely to not have access to a car. This is not just an urban issue. In fact, the majority of counties in the U.S. with high rates of zero-car households are rural. And too often policymakers dismiss the transportation needs of rural Americans by assuming that everyone has cars and is happy to spend vast amounts of their time and money on driving.

Our approach to transportation needs a massive shift: from primarily focusing on the movement of vehicles, to instead focusing on connecting people to the things they need, no matter who they are, where they live, or how they travel.

The widely accepted approach to addressing the destructive flaws in our transportation system has been the same for years now: make small, additive reforms, while failing to change the underlying program, standards, or practices. On the project level, this is akin to adding a bike lane and sidewalk along a dangerous road that is never changed.

Small, niche, siloed efforts (like these) cannot repair past damage or keep up with the new barriers being created by new projects. To create a system that serves everyone and halts the practice of benefiting certain people at the expense of others, we need a new set of governing principles, standards, models, and measures, embedded in every single project and program.

While the federal government has direct control over only a small amount of discretionary funding, they do control roadway design standards, models and tools, and performance targets that states rely on every single day.

If our elected, appointed, and civil transportation decision-makers fail to understand how current USDOT guidance and state DOT actions are still actively harming low-income people, people of color, older people, and people with disabilities, they cannot begin to truly rectify these injustices. (As spelled out in Part II)

We understand that many who have their hands on the levers of control today are not intending the same results as their forebears, many of whom intentionally sought to harm, divide, and displace people solely because of the color of their skin or size of their wallets. But as Part II shows at length, good intent is not powerful enough to override a system that has institutionalized and internalized values that still prioritize certain people over others and one type of travel over everything else.

Using the same tools as decades past and hoping for different results is a losing battle. The end result is the same old outcomes of yesterday. At some point, tolerating the same results gives rise to culpability.

We hope that those on the inside, from members of Congress down to local transportation planners, will work together to create new tools and approaches to reconnect and restore what has been divided by design.

We envision a country where no matter where you live, or who you are, you can enjoy living in a place that is healthy, prosperous, and resilient. Sound like your kind of thing? Add your name to the Smart Growth America email list to receive news, updates, and alerts about smart growth work on both the national and local levels.

For this analysis, we used annual totals of data from Pew Research Center telephone surveys (1994-2018) and online surveys (2019-2023) among registered voters. All telephone survey data was adjusted to account for differences in how people respond to surveys on the telephone compared with online surveys (refer to Appendix A for details).

The contours of the 2024 political landscape are the result of long-standing patterns of partisanship, combined with the profound demographic changes that have reshaped the United States over the past three decades.

The partisan coalitions are increasingly different. Both parties are more racially and ethnically diverse than in the past. However, this has had a far greater impact on the composition of the Democratic Party than the Republican Party.

Growing differences among religious groups: Mirroring movement in the population overall, the share of voters who are religiously unaffiliated has grown dramatically over the past 15 years. These voters, who have long aligned with the Democratic Party, have become even more Democratic over time: Today 70% identify as Democrats or lean Democratic. In contrast, Republicans have made gains among several groups of religiously affiliated voters, particularly White Catholics and White evangelical Protestants. White evangelical Protestants now align with the Republican Party by about a 70-point margin (85% to 14%). (Explore this further in Chapter 5.)

The steadily growing alignment between demographics and partisanship reveals an important aspect of steadily growing partisan polarization. Republicans and Democrats do not just hold different beliefs and opinions about major issues, they are much more different racially, ethnically, geographically and in educational attainment than they used to be.

Yet over this period, there have been only modest shifts in overall partisan identification. Voters remain evenly divided, even as the two parties have grown further apart. The continuing close division in partisan identification among voters is consistent with the relatively narrow margins in the popular votes in most national elections over the past three decades.

In this report, telephone survey data from 1994 to 2018 is adjusted to align it with online survey responses. In 2014, Pew Research Center randomly assigned respondents to answer a survey by telephone or online. The party identification data from this survey was used to calculate an adjustment for differences between survey mode, which is applied to all telephone survey data in this report.

Since Baja and Alta California were divided by the seizure of Mexican land by the United States military in 1848, a political boundary has jutted into the Pacific Ocean. Over the years, the border has been reinforced from a simple line to a fence to steel barrier. This single-channel video installation focuses on the timeless repetition of lines of waves as they crash perpendicular into the barrier. The collision of waves is mesmerizing, and we notice unified lines of waves that are divided in two.

Photos (left to right): Dr. Kristen Goodrich, TRNERR Coastal Training Program Coordinator; Gregg Cady, Farm Director of Wild Willow Farm; Adela Bonilla Armenta, Upcycling Craftsperson, Los Laureles canyon

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