Search Results for: viaduct

New park! New park. New park. Look at the Overlook Walk. What a great addition to Downtown Seattle. The replacement for the Viaduct is too road centric, so it’s nice to see some real pedestrian infrastructure. It’s also good to connect the market with the waterfront in a more accessible way. My most serious injury in my life was on the hill climb and it must be worse for people in wheelchairs or the elderly.

Anyway, please wash your hands right now and get vaccinated or boosted if you’re eligible.

A new connection between Downtown and the waterfront just opened. I live nearby, so I gave it a bit of a test walk. It’s not as bad as maybe Twitter would have you believe. There are buildings blocking most of it from the waterfront. So it isn’t Viaduct Part 2, but at the same time, there isn’t much of a view.

There are sidewalks and bike paths. They may be smaller than you might want, but I am glad that activists have made that sort of thing necessary in projects, even if they absolutely shouldn’t be satisfied. I think when family comes to town and we show them Pike Place, it’ll be easier to show them the waterfront.

But ultimately, the issue is more cars on the waterfront and in the urban core. And yeah, there are already a lot of cars on it. I imagine it will be gridlocked pretty frequently, especially during rush hour.

Anyway, please wash your hands right now and get vaccinated or boosted if you’re eligible.

Y’all! You can see the Puget Sound from Bell Street! The Viaduct is viadown there. I can’t wait for more sightlines as more and more removal happens. So cool.

For the traffic mess some people are going to experience when the Viaduct shuts down, it might be a chance to take public transportation. I recommend it. But! You should probably know what the hell you are doing. So here are some tips to make sure that you don’t mess with other people’s commute.

Load your Orca Card now. Or if you don’t have one, know how much your trip will cost and have it ready before you fumble around at the bus door, or wherever you pay.

Figure out your route ahead of time. The driver (ar least Metro) will help you out, but if it’s super crowded, there might be a lot. They will talk to you at the door, but if you cause them to stay at the stop through a light, everyone on the bus will hate you. One Bus Away is great, and all the transit agency websites have tools to help you out.

Standing in front of open seats doesn’t help anyone. Jesus, man. Just have a seat. Or if you’re worried about getting off soon, move away from it so someone else can sit down.

If it’s crowded, move toward the back, and away from doors. Exit from the rear doors of buses. Don’t crowd the platform on the train.

Oh hey, it looks like people are using the Viaduct closure to bike from West Seattle to Downtown. Good news. Now that it’s overcast, maybe that number will go down a bit. But still. I hope some of them keep going.

Oh hey, it’s super on-brand* if I talk about highways for 2 open threads this week. But here we are:

Are you planning anything different for when the Viaduct is closed? Going to telecommute? Going to tough it out? Live in the Tri-Cities and just going to laugh at us Wet Siders? Using this as an opportunity to start biking or walking to work? Going to take I-5 and hope for the best? Going to plan for some more time, and just make it happen? Unemployed? Taking the Light Rail? Working odd hours?

[Read more…]

Despite the latest setbacks (and the fact that I was originally anti-tunnel) I still think we have an obligation to press on with the bad idea. There was a vote and that still matters.

That said, the safety doesn’t seem all that assured. Maybe we should close the Viaduct before the tunnel gets to under it. That sounds bad for already bad traffic, but then again so does pretty much everything about this project from jump.

The Viaduct is always a downer to write about so feel under no obligation in an open thread. Talk about whatever!

– Even-the-liberal New Republic

– Happy Bertha-Day!

– There’s a Viaduct joke with multiple meanings of settling but I didn’t have it last night or this morning.

– Over a long enough time horizon the universe will loose all of its energy, but Ross Douthat will still be making ridiculous columns.

– The Obama Recovery Has Been Miles Better Than the Bush Recovery

– Hot fruit is disgusting. Case closed. (PS, I generally agree with Mike Schur but I make a great baked apple)

According to Crosscut, it was a year ago today that we first learned that the giant tunneling machine “Bertha” had become stuck in the muck beneath Seattle. One year later, Bertha remains stuck, and construction of a deep bore tunnel replacement to the teetering Alaskan Way Viaduct remains no closer to completion.

On this anniversary of ineptitude it is useful to remember whose brainchild this boondoggle was in the first place: none other than Seattle’s infamously faith-based “think” tank, the Discovery Institute! Yes, that Discovery Institute—the equally proud progenitors of the science-denying theory of so-called Intelligent Design! As I scoffed nearly 7 years ago today:

I once proposed building a gigantic rollercoaster along the West Seattle to downtown portion of the Monorail’s abandoned Green Line, and you didn’t see my joke of a transportation proposal picked up by the MSM, let alone labeled “visionary”. And yet the Seattle Rollercoaster Project is no less technically challenging nor politically, well, utterly fucking ridiculous than Discovery’s deep bore, crosstown tunnel. Engineering and economic feasibility aside, God himself could descend from the heavens with a blueprint in one hand and an infinite supply of cash in the other, only to be greeted by polar bear clad environmentalists and angry Eastside developers complaining that He isn’t doing enough to ease congestion on I-405. In a city where completion of a 1.3 mile vanity trolley line is feted like some transportation miracle, the very notion that local voters might commit more than a half billion dollars a mile to an untested technology is a dramatic tribute to Discovery’s primary mission of promoting the exercise of faith over reason.

Of course, with hindsight, I was wrong about the political feasibility. A cabal of elected officials ultimately shoved Bertha down our throats. Where it remains lodged to this day.

– Who could have predicted?

– You don’t know how much time I tried to think of a war on Cranksgiving joke for here. Like 3 minutes at least. There isn’t one.

– Patty Murray and Maria Cantwell have a petition asking the House to take up ENDA.

– No, Mr. Feaver, Katrina isn’t shorthand for “bungled administration policy.” It’s an actual tragedy in which at least 1,800 people lost their lives. Thousands of others were left stranded without food or water in their flooded neighborhoods, on freeway viaducts, in hospitals and nursing homes, and in the televised hell-hole of the Superdome.

– Regional subtext to the Boeing special session: Left Coast (Cascadia) vs. Deep South Also, I’ve linked to several from the series, but I don’t think I’ve come out and said go read Emmett’s Cascadia Exists pieces, but you totally should if you’re interested in what makes the region unique.

– Sadly, pathetically, too many of us still see the mentally ill as crazy, nuts, losers, cursed by God, and so on. Few of us would joke about the bald head of a woman fighting cancer, but that same woman, mentally ill, wandering the streets and talking to herself – left on her own as many of the mentally ill are – would be mocked and laughed at endlessly. The woman would be the same woman, just suffering from different health ailments. The difference would be us: our knowledge and our attitudes.

– I realize you shouldn’t read too much into a press release, but it looks like good numbers for the Washington exchange.

-There is no nadir.

So now that Seattle is going to have a mixed districts and at large City Council, I wonder how it’s going to shake out. I linked this morning to a piece in this morning’s Open Thread on some of the possible political ramifications of that vote. But I’m also curious about what this might mean for how the city is governed. Are there going to be committees that are chaired by at large or, specific districts?

Just looking at the list of committees, it seems like the Central Waterfront, Seawall, and Alaskan Way Viaduct Replacement Program, the South Lake Union, the SR 520 Project, the Town Hall, and the Yesler Terrace committees would be chaired by people who represented those specific geographic areas. You could also argue that there are some that might be downtown heavy like Public Safety, Civil Rights, and Technology and some that are less so like Parks and Neighborhoods, although obviously there is crime and are parks in all of the districts. There also might be some things that make more sense to be chaired by an at large person: Transportation, City Light Strategic Plan, or the Budget committee.

Also, I wonder how constituent services will work. Presumably most people will go to, or be directed to, their individual council member like happens in Congress or the legislature now. But will the at large members have constituent services related to their committees or just if people aren’t interested in going to the person who represents their district?

My questions in bold, Nick Licata’s after that:

1) Now that I-502 has passed, what should the purchase of marijuana look like within city limits? Will medical marijuana collective garden storefronts in Seattle have to abide by the 1000-foot rule established by I-502?

The State Liquor Control Board has allocated 21 retail licenses for recreational marijuana in Seattle, legalized by I-502, which I strongly supported. The stores will likely open during spring of 2014. More stores could open if demand is high enough.

I believe the state legislature needs to act to place medical marijuana within a clearer legal framework than its current “grey” status, a result of the partial Governor’s veto in 2011. The needs of medical patients must be met, and I’m not convinced the recreational market will meet that need. I’d like to see a medical license with clearer restrictions, and a reduced number of dispensaries. In any case, the US Attorney has stated that the current lack of regulations isn’t viable, and given the illegal status of marijuana at the US federal level, that is a caution we should heed.

I am co-sponsoring legislation that would require dispensaries or to be within commercial or industrial zones—more or less the same as retail stores for other legal products. It’s likely there will be a lot less dispensaries; the state could attempt to incorporate medical marijuana into the 502 system, though I’d prefer a separate, smaller regulated medical system.

2) With Metro’s ability to fund itself at the whim of the legislature, what should the city’s role be in public transportation? How should the City Council both make sure we get our fair share, and that the system serves the entire region well?

Ensuring our bus service is vital. The bus system is the best way to serve every neighborhood and business district; it should be our first public transportation priority. Should the state not grant King County authority to maintain funding for current service, the City may need to use its existing Transportation Benefit District authority to maintain service in Seattle via a ballot measure. Such a measure should be short-term only, for one or two years, and clearly state that once King County is able to collect funding via state authority, the City funding should stop. All neighborhoods and business district should have a good level of bus service before we consider building more streetcars. Light rail should be pursued within the regional context.

3) What should the waterfront look like after the Viaduct comes down? Will there be a streetcar or other transit?

A post-Viaduct waterfront should live up to the tag line planners currently employ, “A Waterfront for All,” in three crucial ways. First, it should provide free and easy access to Puget Sound in the form of beaches, open space and structures that directly abut the water. Second, it should offer a wide variety of free activities, such as music concerts, community festivals and other public gatherings that can attract a diverse audience of residents in addition to tourists. And last, it should contain surprises, such as artistically designed wayfinders at intersections, writers’ parks along the water that allow for reading, writing and contemplation, and integrated public art that amplifies the emotional, cultural and historic aspects of the waterfront.

I supported studying streetcars on the waterfront. The study is complete, and the estimated cost to place a streetcar on the waterfront is between $35 and $55 million. The decision to place a streetcar on the waterfront will have to take place within the overall spending plan for the waterfront.

4) What should happen in the next 4 years to make sure that police reform both satisfies the Feds, and works for Seattle citizens?

I support the City of Seattle’s policing reform objectives as follows:

• Prompt implementation of reform;
• Transparency;
• Alignment of the monitoring plan with the scope of the Settlement Agreement;
• Certainty that the monitoring plan follows the specific commitments of the Settlement Agreement; and
• Ensuring that taxpayer dollars are spent to best further the speedy implementation of the Settlement Agreement.

We will best and most timely realize these objectives if we seek to uphold the spirit and the law of the Department of Justice’s Settlement Agreement and Memorandum of Understanding. They find that ongoing community input is a necessary and critical component of achieving and maintaining effective and constitutional policing.

The Community Police Commission is established to provide an independent forum for dialogue and widespread input on the reform efforts required by the Agreement/Memorandum. It is responsible to “leverage the ideas, talent, experience and expertise of the people of Seattle to support the City in ensuring that police services are delivered to the people of Seattle in a manner that:

1. Fully complies with the Constitution of the United States;
2. Effectively ensures public and officer safety; and
3. Promotes public confidence in SPD and its officers.”

The CPC should seek to strengthen the 3-legged table of our civilian policing oversight body. Each the civilian director, the civilian auditor, and the civilian oversight body have critical roles that make Seattle’s system – structurally – sound.

SPD rank and file will have to formulate new policy and cultivate a new policing culture. The City Council may have to pass new laws. The recommendations of the CPC will be a useful guide informed by their collective law enforcement expertise and community experience.

An emerging policy deliberation of significant reform potential relates to the Seattle Police Department’s proposed new Use of Force policies.

5) A recent study found Seattle is the worst of the 50 largest US metro areas in terms of pay equality for women. Why do you think that’s the case, and what is the city’s role in closing that gap?

An April report from the National Partnership for Women and Families (NWPF) ranked Seattle as having the widest gender wage gap among the nation’s 50 largest metropolitan areas.

On average in Seattle, a woman who holds a full-time job is paid $44,535 per year while a man who holds a full-time job is paid $60,881 per year. Women in the Seattle area are paid 73 cents for every dollar paid to men. Nationally, it’s women 77 cents for every dollar paid to men.

This means, for Seattle women, if the wage gap were eliminated for working Seattle area metro women would have enough money for approximately:

• 118 more weeks of food (2.3 years’ worth);
• Eight more months of mortgage and utilities payments; or
• 16 more months of rent.

The City of Seattle also has gender disparities in the payment of wages to its employees. Men employed by the City of Seattle make approximately 9.5% more than women on average.

I support the efforts of the Gender Equity in Pay Task Force to:

• Review City’s data to best understand opportunities and challenges, including a focus on departments with the largest differentials.
• Develop recruitment/retention strategies to increase employment of women.
• Develop strategies to increase City contracting and purchasing with WBEs.
• Develop policy that modifies existing procedures to address the bias that creates gender-based inequities.
• Develop tools and resources for individual women that help to address gender-based pay gaps.

My questions are bold, Sally Bagshaw’s are as submitted.

1) Now that I-502 has passed, what should the purchase of marijuana look like within city limits? Will medical marijuana collective garden storefronts in Seattle have to abide by the 1000-foot rule established by I-502?

I support the sale of both medical and recreational marijuana through a licensing system that monitors the production, processing and sale of marijuana within city limits. As a Councilmember I have recommended that we preserve our Industrial zoning areas by minimizing the size of marijuana facilities in IG1 areas, allowing for such facilities in IG-2 and out of residential areas. I look forward to working with the Washington State Liquor Control Board, the Department of Health and the Department of Agriculture once their policies are set at the end of the year.

Yes, the 1,000-foot rule was established to separate schools and parks from marijuana stores and that should be applied to both medical and recreational stores. Preferably they will be treated enforced the same by the state.

2) With Metro’s ability to fund itself at the whim of the legislature, what should the city’s role be in public transportation? How should the City Council both make sure we get our fair share, and that the system serves the entire region well?

I fully support a local option measure to be passed by the State Legislature to allow King County Council to fund Metro Transit with a combination of Motor Vehicle Excise Tax (MVET), a VMT tax, or a tax that assesses vehicles based upon their weight and emissions among others. We absolutely MUST provide Metro with a reliable funding source that would support transit and roads. Without the funding, Metro must cut 600,000 hours of local and regional transit. This is unacceptable when we should be adding at least this amount to the system.

Since 1999 when Eyman’s first initiative – I-695 was on the ballot, I have worked to preserve funding options for Metro. At the time I was the chief lawyer for Metro transit, and fought as Metro was gutted by an ill-conceived initiative.

I have worked with legislators these past years, and continue to do so to encourage a special session in November 2013 to pass a statewide package. My preference would be for King County to be given councilmanic authority; in lieu of this, Metro can go to the people of King County and demonstrate how much additional transit is needed and ask for their support.

I am working with our local legislators and with King County Executive Dow Constantine and King County Councilmembers to advocate both a statewide and regional package. I also serve on the Regional Transit Committee and advocate for regional support that assures productivity, geographic equity, and social fairness. Metro transit’s ridership continues to grow; to reduce our regional congestion, we must increase ridership and decrease the reliance on single-occupancy vehicles.

Absent and new MVET funding, I believe the voters of Seattle would support a car-tab fee to support transit infrastructure development if the fee was progressively collected and road improvement projects were included in a comprehensive package. The City has a strong history of support for our transportation levy that was last passed in 2006. We also learned a lesson two years ago when the Transportation Proposition 1 was soundly defeated because it failed to balance transit with a comprehensive roads/bridges/infrastructure approach.

3) What should the waterfront look like after the Viaduct comes down? Will there be a streetcar or other transit?

I have worked on the Waterfront project for nearly a decade as chair of the Allied Arts Waterfront for All project. I co-authored a report developed after we sponsored two design charettes and one collaborative.

The potential opportunities for economic development, sustainable environmental features and a waterfront that is designed with universal access in mind will make this the best waterfront in the world.

I am encouraged by early designs incorporating public beaches and parks, and the connection between Pike Place Market and the Aquarium. As a downtown resident, I also support efforts to connect the street car on 1st Avenue; if we decide to do this, I recommend we dedicate a separated lane to the streetcar so it moves faster than cars, and extend the line all the way from the Sculpture Park to Lander Street, perhaps redirecting traffic on 1st Avenue so it serves northbound traffic only. This would simplify our downtown grid with one-way traffic on all streets except Third Avenue, which would remain primarily accessible for buses. I would retrofit the George Benson Street Cars so they could operate on the same tracks as the streetcar.

4) What should happen in the next 4 years to make sure that police reform both satisfies the Feds, and works for Seattle citizens?

One primary goal of the Department of Justice-directed police reforms is to result in greater trust between officers and the communities they serve. Right now serious efforts are underway through the Monitor, the new Ombudsman, and the Office of Police Accountability to assure this happens.

I acknowledge that the police have a tough job, and individual officers are feeling beleaguered by the investigation and are understandably cautious. As we are implementing the Department of Justice Police Accountability Plan, our community must also come together to support the efforts of officers who are trying to do the right thing. The great majority of them are good officers believe they are truly trying to “protect and serve”

The creation of the Community Police Commission will provide guidance on reform issues and ensure community involvement. The community panel and court-appointed monitor will report back to the judge and to the Department of Justice. This provides for police reform that is community driven and results-focused. Los Angeles found it took nearly a decade to change the culture. I hope it takes us less time.

5) A recent study found Seattle is the worst of the 50 largest US metro areas in terms of pay equality for women. Why do you think that’s the case, and what is the city’s role in closing that gap?

The study brought to light many important issues facing women in Seattle and our community as a whole. Not only are men paid 9.5 percent more than women, but the Seattle city payroll has more men in higher-wage positions and is only about one-third women.

Some of this is historic: some of our employees who receive the highest income are Seattle City Light and police officers that work over time and in emergencies. Although we are beginning to see signs of change, particularly in the police department, the majority of employees in these positions traditionally have been men. Also, the structuring of some city departments results in divisions being dominated by women (the Department of Human Services for example).

I fully support our apprenticeship programs and vocational programs that encourage women to pursue journeyman positions in the construction industry. As a law school graduate myself, I encourage women to get their education and pursue whatever interests them. For the thirty+ year of my professional career, I have supported other women who are building lives and careers, and worked to assure women in my departments have been paid fairly

In some circumstances, veterans of our wars receive preferences, and they enter the pay scales at a higher rate. Since to date more returning veterans are men, this explains in part why some new hires are paid more than others.

I encourage women to get additional training and apply for positions where they can. In a world where more women are supporting families this has to change, women must have opportunities to pursue their education and additional training so they have advantages during promotions.

This is not a new issue. It is one that I have been working on for decades; I want to delve into this report and investigate how salaries compare in similar jobs and circumstances and make appropriate adjustments based on skills, abilities, and fairness. I look forward to supporting a Gender Justice Initiative and providing –as our president says – ladders of opportunity for women across the City.

– Happy probably a US Government shutdown because the GOP are horrible day!

– How was your storm experience? Did you see any lightning?

– A lot of ST alerts because of the storm.

– Georgetown and South Park are the Seattle neighborhoods with the worst air.

– (a) Don’t cross the grocery store picket lines. (b) I think we might be able to declare My Northwest’s trolls worse than HA’s. Step it up, you guys.

– Riding a bike (and unmentioned in the piece, but also walking) where there’s Viaduct/Tunnel construction is kind of scary.

– That’s not an education. That’s carefully nurtured stupidity.

My questions are bold, Richard Conlin’s are as submitted.

1) Now that I-502 has passed, what should the purchase of marijuana look like within city limits? Will medical marijuana collective garden storefronts in Seattle have to abide by the 1000-foot rule established by I-502?

Because I-502 and the medical marijuana initiative have some conflicting provisions, we have been working to get legislation that will reconcile them. Senator Kohl-Welles is taking the lead on that, and we believe that the legislature will act early next year. In the meantime, it looks like Seattle will have a couple of dozen storefront licenses under I-502, and those are likely to be the major sources for marijuana. Collective garden storefronts are likely going to have to follow the 1000-foot rule, as the state seems to be emphasizing that in response to the federal government’s request for strict enforcement, but we won’t know until the legislature takes action on the reconciliation legislation.

2) With Metro’s ability to fund itself at the whim of the legislature, what should the city’s role be in public transportation? How should the City Council both make sure we get our fair share, and that the system serves the entire region well?

Thanks to great leadership from Dow Constantine and our hard work building relationships with King County and the suburban cities, we were successful in getting a very good agreement for a fair share of Metro service out of the last negotiations. Our critical goal was to replace the old 40-40-20 rule, which dedicated most new dollars to suburban service, with a more flexible rule based primarily on productivity of routes. I don’t think we need to fear not getting our fair share from Metro at this point, if we can get Metro funding legislation from the legislature. Our major challenge is getting a transportation package from the legislature, and we need to keep the urban-suburban coalition together and find a way to forge a compromise package with the more rational Republicans. A challenge, but it can be done, and our partnership with King County is strong.

The City should continue to push for more investments in public transportation, and the core strategy (in addition to partnership with Metro) should be to prepare possible routes for inclusion in the Sound Transit 3 package, which I am trying to get on the ballot in 2016. Our priorities should be serving Ballard and West Seattle from downtown more effectively and connecting the UDistrict with Ballard. On a regional level, we should be able to complete the light rail spine from Tacoma to Everett, and start filling in light rail routes on the East Side and in South County.

In the short term, our most immediate priority for Seattle is to get a light rail station in the Lynnwood Link DEIS at 130th Street, a decision that the Sound Transit Board will make in October or November. On the City land use side, we should focus on developing a transit oriented development plan for the East Link station at Rainier and I-90.

3) What should the waterfront look like after the Viaduct comes down? Will there be a streetcar or other transit?

The waterfront should be open, accessible, and lively. We must keep the salience of pedestrians at the heart of our planning, and emphasize that this means all pedestrians, which requires using universal design principles to guide decisions. I am disturbed by the width of the proposed roadway, and support looking for ways to reduce it, such as by eliminating one of the two planned access lanes for ferry traffic. Managing a traffic lane to provide additional access at peak times is a better alternative than constructing a second ferry access lane that will be a barrier for pedestrians and not needed at most times.

We must also ensure that the waterfront is activated and safe at all levels. I would like to see a variety of active recreation areas as well as diverse businesses and a design that employs CPTED principles to make this area attractive and accessible for all.

We will have transit along the waterfront, but at this point a bus system appears to be more cost effective than a streetcar. However, no final decision has been made, and will likely not be made for a year or two. A lot depends on whether a streetcar line is developed on First Avenue.

4) What should happen in the next 4 years to make sure that police reform both satisfies the Feds, and works for Seattle citizens?

Seattle has an effective police force that does a good job in protecting public safety. The vast majority of officers are competent and professional. However, there are members of the force who have engaged in practices that have infringed upon individual rights, exercised inappropriate uses of force, and caused severe consequences for members of the public. This is a failure of leadership. While I respect the managers of SPD as individuals, they have not been able to create a system that properly trains, supervises, and assists individuals in the force to carry out their responsibilities without creating these kinds of problems. I see this as a systems failure, that may have been compounded by individuals, but that can only solved by a combination of leadership, effective training, clear lines of supervision, and swift and effective corrective action when necessary.

We must have a strong, effective, and experienced Police Chief who will be able to take charge of the Department and work effectively with all members of the Department as well as City leadership and members of the public. This leader should have extensive management practice in a Department of comparable size and complexity and be ready to implement tools to bring together the strong record of effective policing that is typical of SPD performance with remedies that will create a system of accountability and oversight that will be fair, transparent, and effective in preventing further problems in the future.

We are moving towards resolving the issues in the DOJ report through adopting new procedures for training and operations that will guide police officers in the future. With implementation of these procedures by the right kind of leadership and organizational structure, we can restore the confidence of the public in the force, effectively protect public safety, and satisfy the DOJ.

5) A recent study found Seattle is the worst of the 50 largest US metro areas in terms of pay equality for women. Why do you think that’s the case, and what is the city’s role in closing that gap?

We have been analyzing the data in detail, and now have very good information about the City’s own work force. It turns out that in the City there is very little pay inequality within job classifications; the primary source of difference lies in the predominance of men in jobs that are higher paying (in fact there are slightly more job titles in which women are paid more than men than ones where men are paid more than women). We can solve this in two ways:

First, by reevaluating the pay scales to ensure that we are in fact appropriately valuing work that is predominantly done by women. For example, we should ask why truck drivers are paid a higher wage than child care workers. This pattern consistently undervalues work traditionally done by women, and reevaluating job descriptions will reduce much of the disparity.

Second, we should redouble our efforts to ensure that women are more fairly represented in positions that are high paying, such as management and technology jobs. We can do this partly by consciously seeking out women for these positions, but we must also support ways to increase the supply of women in these job categories by working with the educational system to attract women to scientific and technical careers, and by looking at ways to structure jobs to provide the kind of flexibility that women are more likely to seek than men (such as flexible schedules and other arrangements that make it easier to have and raise children).

We suspect that the pattern in the private sector is similar to that in the City, and as a City we should work with the private sector to make similar changes, and consider regulatory approaches where those are appropriate.