In Argentina we discussed and finally have a new highway hierarchy criterion.

Proposal is kind of loose so we can adapt it in different situations. I used it on my city and I think is an opportunity for other to understand the process. Specially if you live in a city similar to mine.

Context: Resistencia has 300,000 inhabitants, at East there is an important satellite city Barranqueras that has 50,000 inhabitants, at Southeast Puerto Vilelas has only 8000 inhabitants, at West you find Fontana, 20 years ago a town with 10,000 people, now 40,000 people. Resistencia is a wide city with a weak infrastructure, less than 40% of its streets are paved, and there are big areas where main roads are unpaved avenues. Its checkerboard city plan has "avenidas" (avenues) each 1 km, inside that avenues there are very few avenues. It is situated on a flooding plain, there is not any rocky outcrop, average precipitation is 1200 mm a year and it never snowed. Unpaved streets are maintained with gravel, mainly when they are in a public transport route. There are so many unpaved streets that it is very difficult to have them in good conditions all the time, more difficult when it's rainy season, so public transport streets are heavily used because it's very common that are the only one in good conditions.

Trunk: in a medium size city we shouldn't have any trunk street. Exceptions are roads that get here: RN11 and RN16. In big cities it could be possible we find trunk internal roads.

Primary: under our scheme they are "trunk avenues". In Greater Resistencia they are the main access to the cities, except for Puerto Vilelas.

• Resistencia has 7 primary links. 2 direct links to RN16 at North; two links to Barranqueras at East; two that go West, one of them remains primary up to RN11, the other one links to Fontana. Also I set 1 km sections in two avenues, which have 3 lanes for each direction.
• Fontana has only one primary link, that takes you to Resistencia and RN11.
• Barranqueras has 3: two linking Resistencia and another one that links to RN16, where they get together there is a fourt highway that arrives to city's downtown.
• Puerto Vilelas: it hasn't any internal primary road, only avenida Castelli that is mainly an access to Barranqueras. Nonetheless, I doubted about setting main avenue as primary, this his logical since our limit for a city to have a primary or secondary access is in 10,000 inhabitants. It is very likely in some years I have to set it a primary.
• All of this highways have in common that are heavy transit highways, they have higher priority in junctions. They are the only roads where traffic light are sync (so it is clear that townhalls are more interested in transit flow on this avenues). They have many shops, this is clear in 25 de Mayo avenue, which falls from primary to secondary without you can see any physical change. Avenida Sabín -which links Resistencia to RN16- has a short section in which they split up into 2 one-way streets, this streets have the same heavy and fast traffic, so they are primary too. But when they get at downtown there isn't any avenue that is undoubtly its follow-up, I mean, when you arrive downtown you can go to main square by Lavalle or Ávalos, so they are both secondary..

Secondary: in proposal they are "paved avenues". In my city they are paved avenues, 1 km length or more, and also unpaved avenues that are as wide as a paved avenue. I will explain this, in city plan checkerboard there is an avenue each kilometer, in some cases this avenues are not wide, so you can distinguish it from a regular street. It could also happen that they are wide, but townhall only maintains a regular street width, so you have a big non-used space between building lines, it is common when neighbourhood linked are not so much populous. In big areas without pavement you find wide unpaved avenues that have a heavy transit like a paved avenue, so in Resistencia unpaved avenues set as "secondary" are not an exception as it should be in more developed cities. I found just three secondary avenues without a physical barrier between directions: Combate de Obligado, 9 de Julio in Barranqueras and Soberanía Nacional/Malvinas Argentinas; in the first one you can't park, in the other two there is enough land at botn sides to have a physucal barrier, they look like non-urban roads that were surrounded by the urbanization.

Tertiary: in our classification they are short paved avenues, unpaved avenues and major streets. In this hierarchy I put avenues wide as a street and without physical barriers for each direction; very short avenues (less than 1 km), and streets that are internal corridors between avenues, no matter if they are paved or nor. When they are part of public transport routes Town hall put its effort on them, they are better enlightened so they are preferred streets for cars and motorbikes. As a special case side streets along RN16 and Soberanía/Malvinas Argentinas are tertiary.

In Argentina forum we have a topic to discuss further.

En el grupo de Argentina estuvimos debatiendo y llegamos a un consenso respecto a cómo clasificar las vías urbanas e interurbanas.

La propuesta es un tanto laxa para poder adaptarla a distintas realidades, y una vez la puse en práctica en mi ciudad me pareció una oportunidad para que otros puedan entender el proceso, sobre todo otras ciudades que compartan características con la mía.

Contexto: Resistencia tiene 300 mil habitantes, al este una ciudad satélite muy asentada que es Barranqueras con 50 mil habitantes, al sudeste Puerto Vilelas con 8 mil habitantes y al oeste Fontana que era un pueblo de 10 mil personas hace 20 años y hoy tiene 40 mil. Es una ciudad extendida pero con infraestructura vial deficiente, menos del 40% de sus calles y avenidas están pavimentadas, hay grandes sectores donde las principales vías son avenidas de tierra. El trazado general es un damero de avenidas cada 1 kilómetro, dentro de las avenidas el trazado puede ser irregular y son pocos los casos de avenidas que quedan dentro del damero planificado. Es una planicie de inundación sin afloramientos rocosos con 1200 mm anuales de lluvia sin estación seca y no hay registros de nevadas. Las calles de tierra se mantienen con ripio, sobre todo aquellas donde pasa el transporte público. La cantidad de calles de tierra impide que se las pueda sostener en condiciones todo el tiempo sobre todo cuando las lluvias son continuas, así que las calles principales que sí son mantenidas son mucho más transitadas que el resto por ser las únicas en buenas condiciones.

Troncales: las troncales son las rutas nacionales que la circundan por oeste (RN11) y norte (RN16), no hay rutas provinciales pavimentadas importantes que lleguen hasta aquí. En una ciudad del tamaño de Resistencia no debería haber avenidas "trunk" internas, aunque sería factible encontrarlas en grandes metrópolis.

Primarias: son los accesos principales a las ciudades que conforman el área metropolitana, con excepción de Vilelas. Según nuestra clasificación son "las avenidas troncales".

• Resistencia tiene en total 7 vínculos primarios. 2 vínculos al norte que son las avenidas Sabín y Sarmiento; dos al este con Barranqueras (y en parte permite llegar a Vilelas), avenidas 9 de Julio y Castelli; dos al oeste, uno que lleva hasta Fontana -avenida Alvear- más otro que llega a RN11 y es el vínculo histórico con el interior provincial, la avenida 25 de Mayo; además marqué 2 tramos de 1 km de avenidas que unen las avenidas primarias en la orilla del casco céntrico, estas avenidas tienen 3 carriles por sentido de circulación.
• Fontana tiene un único acceso primario que es el que la comunica con Resistencia y la RN11. La avenida 25 de Mayo que es el mencionado vínculo histórico de Resistencia con el interior al entrar en Fontana cae de primaria a secundaria.
• Barranqueras tiene 2: uno hasta Resistencia y otro hasta RN16, donde se juntan ambas hay una tercer vía que llega hasta el centro de la ciudad.
• Puerto Vilelas: no tiene vías primarias internas, solo la avenida Castelli que sirve sobre todo como acceso a Barranqueras. No obstante me vi tentado de subir de categoría a la avenida principal de Vilelas, lo cual es lógico ya que está cerca del límite establecido (10 mil), es decir, es muy probable que en unos años si continúa el desarrollo urbano la reclasifique como primaria
• La característica que comparten es que son avenidas de alto tránsito, con una mayor jerarquía en los cruces, es decir si vas por una calle o avenida que la corta en general la avenida primaria tiene prioridad. Son las únicas donde hay un intento de sincronización de los semáforos (digamos que las ciudades priorizan que el tránsito fluya en estas avenidas). Aglutinan muchos comercios, esto es patente en la avenida 25 de Mayo cuando cae de primaria a secundaria sin que físicamente haya cambios observables. Otro criterio que consideré fue que estén aquí las pocas avenidas con 3 carriles por mano, que fue lo que me motivó a incluir las 2 avenidas de 1 km que les comenté. La Avenida Sabín que vincula a Resistencia con RN16 en un tramo corto se divide en 2 calles de sentido único, calles que conservan el tránsito intenso y acelerado de un acceso por lo que las dejé como primarias, pero que al llegar al borde del casco céntrico no tienen una avenida que sea la clara continuación de ambas, en otras palabras si querés llegar al centro por Sabín llegás hasta el cruce de Avenida Ávalos y Lavalle y ahí podés optar por cualquiera de las 2, así que opté por dejar ambas como secundarias.

Secundarias: lo resumimos como "avenidas pavimentadas". Yo resumo lo que hice como avenidas pavimentadas de 1 km de largo o más con separación central, y las de tierra que tienen un ancho de avenida pavimentada. Explico mejor esto último, en el damero teórico hay una avenida cada 1 km, en algunos casos cuando hacen el loteo las avenidas quedan sin el ancho suficiente y el día que la pavimentan no se las puede distinguir visualmente de una calle. En otras tienen el ancho previsto pero el Municipio resuelve solo mantener el ancho equivalente a una calle normal quedando un gran espacio desaprovechado entre líneas de edificación, esto se da cuando los barrios que conecta no son tan populosos. En los grandes sectores sin pavimento hay avenidas anchas de tierra que tienen el tránsito de una pavimentada, por este motivo las avenidas de tierra secundarias no son una excepción como debería pasar en otras ciudades más desarrolladas. Hubo tres casos de avenidas que marqué como secundarias siendo de doble mano sin separación central (y un solo carril por mano): la avenida Combate de Obligado, la avenida 9 de Julio en Barranqueras y las avenidas Soberanía Nacional/Malvinas Argentinas, en la primera está prohibido estacionar y en las otras hay espacio suficiente a los costados como para hacerla de dos carriles por mano, teniendo el aspecto de rutas que han quedado en medio de la ciudad.

Terciarias: según la clasificación avenidas pavimentadas cortas, avenidas de tierra y calles principales. Puse en esta clasificación las avenidas sin separación central que tienen el ancho de una calle ordinaria; las avenidas muy cortas (menos de 1 km), y las calles que forman corredores internos entre avenidas, por lo general son calles donde circula el transporte urbano, estén pavimentadas o no. En general al circular el colectivo el esfuerzo del Municipio en mantenerlas es mayor, están mejor iluminadas y terminan siendo las preferidas para la circulación de vehículos y motos. Como caso especial las colectoras de la RN16 y de la Avenida Soberanía/Malvinas Argentinas que es la que comenté que parece una ruta.

En el foro argentino tenemos un hilo para la discusión si alguno quisiera saber más.

You can now preview OSM notes in iD by pressing 'F' to open the map data pane, enabling notes, and zooming in. Much like on osm.org, you can toggle on and off the notes layer, close / reopen notes, comment on them, and follow links to a note or its creator on osm.org. Give it a try and let me know what you think! We are compiling feature requests such as filtering, note templating, etc. Also, feel free to search and open issues related to bugs or desirable features. Before the next release of iD, expect an add Note button as well (as seen in the image below).

Additionally, along with Bryan Housel and Marc Farra (my GSoC 2018 mentors), I am researching how OSM users use notes. We hope to make notes more useful, more consistent, and potentially a rejuvenated outlet for stronger socialization and communication across the OSM community. Therefore, if you have feedback on how to improve notes (or what you use notes for), please comment below! In my next blog post, I'll provide more fuel for ideas by sharing note features that we have already started working on.

Until next time,

-Thomas Hervey

El Ayuntamiento de Málaga nos ha dado permiso para incorporar datos disponibles a través del Portal de Datos Abiertos del Ayuntamiento de Málaga. Estos conjuntos de datos están publicados bajo condiciones de licencia CC BY-SA España, por lo que ha sido necesario solicitar una autorización expresa.

El 18 de julio de 2018, solicité por correo electrónico autorización al Ayuntamiento de Málaga para poder reutilizar e incorporar los datos. El 19 de julio de 2018, recibí una primera contestación por parte del Equipo de Datos Abiertos del Ayuntamiento mostrando su conformidad con nuestra solicitud e interesándose, a su vez, por nuestra conformidad para incluir una ficha informativa sobre OpenStreetMap en la lista de reutilizadores en su propia web, con una imagen de OSM, una breve descripción del proyecto y un enlace a nuestro sitio web oficial. Al día siguiente, tras notificarles nuestra conformidad con dicha inclusión, recibí por correo electrónico la autorización firmada por el gerente del Centro Municipal de Informática del Ayuntamiento de Málaga.

He añadido todas estas referencias al wiki para que quede constancia, tanto en la página general de contribuidores como en las páginas propias del proyecto España sobre contribuidores y fuentes de datos potenciales.

OSM processes over 3.1 million feature changes per day. With the help of OSMCha and the ever-vigilant OSM community, many low-quality changes are found and corrected. However, sometimes low-quality labels are not detected and slip into the map.

Towards ensuring a high-quality map, I have been applying natural language processing (NLP) techniques to detect low-quality labels. Part of applying these NLP techniques requires:

1. Defining low-quality labels and understanding their properties
2. Determining the motivation of a user who submits a low-quality label

First, towards defining a low-quality label, we typically think of labels that include profanity, such as the following (also! 🙂, all of the screenshots you see below are examples of low-quality labels that I have found with my filtering logic):

Profane label says: “The Shit”

Profane label says: “Too Damn Far Rd”

However, labels can also be low-quality but not profane, such as the following:

Assertive label says: “Arguably the best location to see evening Manhattan Henge”

Humorous/assertive label says: “I’ve replaced the batteries but my smoke detector won’t stop beeping!”

Flag planting label says: “Jen is here”

Through inspecting millions of labels, I found that the three main motivators of intentional vandalism are:

1. Flag planting, or the idea that someone wants to assert that they were present in a place
2. Assertion of quality, or a user who wants to express their opinion of quality about someone or something
3. Humor, such as meme-based labels

On the other hand, the only motivation of unintentional vandalism seems to be naiveté.

Specifically, I inspected over 11 million map labels from the United States of America. With filtering logic applied, I was able to narrow down the potential list of poor-quality labels to just 256 labels. Of these 256 labels, approximately 30% were true positives. As a result of these findings, I submitted my first OSM edits! https://www.openstreetmap.org/changeset/59951250

However, these are only preliminary results and I am excited to continue expanding my filtering logic! 🙂

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The workshop: Orientation and Consultation on Geographic Information System (GIS) and its Applicability to Social Welfare and Development of the DSWD GIS Unit was conducted on July 18-20, 2018 in Quezon City. It was attended by the Planning Officers and Technical Staff from the Central Office, Field Offices and Attached Agencies of the Department.

The program consisted of several talks from various resource speakers of different sectors (academe, social/community development, environment, Indigenous Peoples, disaster response, and private sector).

Being one of the main sources of free spatial data, OpenStreetMap was briefly presented by OSM mapper advocate, Ms. Jen Ayco (@jenjereren). She encouraged the participants to sign up for an account to increase visibility of each of their communities, and raise diversity (gender, ethnicity, PWD's) on the map. Surprisingly, few participants were already mapping volunteers of OSM! :)

During the afternoon break, I found myself surrounded with the three women mappers/resource speakers we invited. They've shared experiences in the field of GIS and discussed the importance of an integrated and free geographic data source in the country. There is an existing one though, PhilGIS.org, but still needs to be populated and updated.

Ms. Kail's remark on this topic was something to ponder about: "No one owns spatial data. Nobody can have copyrights on your location."

Maybe the act of gathering location information (purchasing of tools and investing effort) gives data collectors the right to own it. Giving proper credits to data collectors would facilitate sharing of data. And there are still privacy issues. It's still a case to case basis. And maybe, spatial data can be also be tagged as "special" data depending on its purpose.

On the last day of activity, we asked participants to identify data which can be translated spatially. Data were classified as data for internal use or data for sharing. It’s great to know that they’ve appreciated how GIS can be applied to their work. Not only for mapping/visualzation purposes, but also for planning purposes such as attending to the needs of vulnerable sectors in times of disaster by building inclusive evaculation centers and other gaps on social facilities.

Indeed, transforming their special data to spatial data to communicate and serve the peolple better.

In 2012, the 'new' public_transport scheme was voted. What seemed like a good idea at first, has not led to unification though. I was not smart enough at the time to see how this would develop, but today with the benefit of 20/20 hindsight it it's apparent that we are on the wrong track.

The way the wiki formulates it at present, even though I have tried over the years to keep it in check, we should supposedly map 2 objects for each and every stop and then add both of these to the route relations.

I'm sorry, but that is unacceptable! For one thing, I need a SINGLE object, preferably a node where all the details of the stop go. That has always been the way we do things in OpenStreetMap. The node that gets the stop_position tag is NOT suitable for that purpose, as it is not immediately apparent on what side of the street the stop is.

So, over the years I have tried to work with public_transport=platform and stop_position tags on the stop nodes I've been mapping. The idea was that, in time, highway=bus_stop would be replaced by those tags. Only that is not possible, for one thing, those nodes we're mapping to represent the stops, were not supposed to have a mode of transport on them. So it is utterly impossible to drop highway=bus_stop from those nodes.

OK, let's step back for a moment: highway=bus_stop is here to stay, wait for it... it's coming... the conclusion: public_transport=platform tags are NOT ADDING any information. highway=bus_stop says it all. Sorry that it took me a few years to figure that out!

Of course, now the epiphany dawned on me, I decided to revisit all 70000 bus stops around Belgium. So since yesterday I started to remove public_transport=platform/bus=yes tags from all those stops, in packages of about 100-150. Obviously that's not all I'm doing, some stops have moved, we have better imagery now than we did 5 years ago, there is a new bus_bay tag since last summer. It will take 6 to 12 months to complete this mission, but soon those tags that don't add actual information will disappear from sight.

It's time we came up with a scheme to map public transport that is: * easy to work with * easy to maintain * easy to visualise and that: * does not duplicate information * does not force mappers to add 2 objects to route relations

I have a clear vision of how we can accomplish that.

இந்தியா என்பது ஹிந்தியா அல்ல. பாரத் என்று இந்தியாவை குறிப்பது தவறு. இந்தி தேசிய மொழி அலல. India என்றிருப்பதே சரி.

India is not Hindia. Please remove the word "Bharat" (1000km) in hindi from osm. Indians speak 100's of languages. Hindi is not a national language.

Hi,

I realized a test with osmconvert. osmconvert file_original.pbf -o=file_o5m.o5m osmconvert file_o5m.o5m -o=file_final.pbf

There is a difference of size between file_original.pbf and file_final.pbf The file_final.pbf is smaller.

Can you explain the difference between the two files ? Does it exist a difference of quality, precision for the map defined by the file_final.pbf ?

In final, the osmconvert will be use to append data in a database with the option --subtract.

Thanks Best regards Richard

chcel by som upraviť objekty v areáli UNIZA - začal som v júli aktualizovať názvy budov, parkoviská, niektoré prístupy do budov, atď. napr. s pomenovaním budov budem asi experimentovať a neskôr sa rozhodnem pre konečné riešenie - nepáči sa mi názov "Fakulta prevádzky a ekonomiky dopravy a spojov - Budovy BF a BG", síce som ho nastavil sám, ale skúsim to nahradiť používaním building:part (uvidím, ako to bude vykresľovať názvy RA a RB v prípade budov Fakulty riadenia a informatiky)

hľadal som nejaké vzory z zahraničí - napadlo ma kuknúť sa do Švajčiarska. čo som našiel ma prekvapilo. na University of Zurich používajú napr. “addr:housename=UZH-Y55” pre označenie "University of Zurich", budova Y55. úplne som prekvapený, ako je zmapovaný campus Technickej univerzity v Lausanne. sú tam použité multipolygóny...

Wiederholt bin ich mit dem Problem konfrontiert, dass der Editor JOSM auf meinem MacBookPro, entweder mit der Zeit sehr langsam wird, oder sonst ungewöhnlich reagiert. Manchmal kommt es vor, dass plötzlich beim setzen eines Nodes, sich der Kartenausschnitt ruckartig seitlich verschiebt.

Nach einigem Probieren wende ich nun bei solchen und ähnlichen Problemen folgende JOSM Reset Vorgangsweise an.

Anschließend die gewünschten JOSM Einstellungen wiederherstellen. Nun von diesen Einstellungen eine Sicherungskopie anlegen. Dazu "Ausgewählte Elemente exportieren" anwenden.

Kommt es erneut zu Problemen, so kann ich nach erfolgten erneuten Reset, durch Einspielen des Backups, meine gewohnten JOSM Grundeinstellungen wiederherstellen, und so zügig weiterarbeiten.

Aproveitei uma viagem a Brasilia em Março para voltar a visitar a equipe da INDE no ministério do planejamento, que eu tinha visitado em 2015 e voltei a apresentar o OSM. Em maio, sob orientação deles, aproveitei uma viagem ao RJ e encontrei a equipe da CONCAR no IBGE.

Estas reuniões foram mencionadas na 26 ata da CONCAR e uma Nota de Informação sobre o OSM foi publicada.

Os documentos estão disponíveis no site da CONCAR (http://www.concar.gov.br/detalhePlenarias.aspx?cod=32).

• NI sobre OSM: http://www.concar.gov.br/temp/NI_OSM_20180525.pdf

• Minuta de Ata da 26ª Reunião Plenária: http://www.concar.gov.br/temp/Minuta_Ata_26%C2%AA%20Plen%C3%A1ria%20CONCAR.pdf

Se añadieron diez ediciones de zonas verdes en el municipio de Silao Guanajuato. Se pretende que el municipio procure estas zonas en su mantenimiento.

 Hoje voltei a mapear no OSM depois de uns dias afastado por conta de um compromisso, comecei hoje inserindo nome de ruas em um bairro de Jaboatão dos Guararapes e essa semana estarei todos os dias mapeando ate voltar ao meu compromisso, mesmo assim senti falta do OSM e dos mapeamentos diarios que eu estava fazendo, hoje volto com tudo para o projeto de mapeamento e de inserir CEP´s nas Ruas e avenidas do Recife/PE.

Bom Mapeamento a todos!

Raphaelmirc

There is a lot of prepared and approved SVG icons for OSM-Carto just wainting to be added, but there is unfortunately also lack of people ready to add these new features. We would like to invite you to improving default OSM style.

Here is a task list: https://github.com/gravitystorm/openstreetmap-carto/issues/3298

Coding instruction links:

https://wiki.openstreetmap.org/wiki/Standard_tile_layer

https://github.com/gravitystorm/openstreetmap-carto/blob/master/DOCKER.md

You can also ask for any help in certain tickets and PRs :)

v sobotu a nedeľu 14. a 15. júla som bol s rodinou v Šaštíne. stanovali sme v chatovej osade Gazárka. do mapy som doplnil možnosť stanovania na Gazárke a to, že tam je chatová osada. pridal som jeden retardér na ceste do chatovej osady. pri parkovisku na vstupe sú ešte dva retardéry. tie si netrúfam pridať, lebo som si nezapamätal presnú polohu

vrátil som sa k práci v JOSM pridal som retardéry, ktoré pribudli v areáli začal som upravovať parkoviská

I have been OSM mapper since February 2015 and got enthusiastic about the change I was making in #MapLesotho. Being the spatial planner I realised the importance of OpenstreetMap data and how it would be useful in my job.

Being number one mapper in Lesotho opened doors for me, and in September 2016 I won a scholarship to study in Ireland doing MSc in Spatial Planning at Dublin Institute of Technology. I adapted easily in Ireland & met Ireland OSM community and also continued training school kids to map, and also how to use different Phone Apps such as mapillary, OSM Tracker, street complete and maps.me.

I wanted to be able to map more than what #MapLesotho taught me, so simaltaneous to moving to Ireland for town planning scholarship and internship I started mapping Ireland. I adapted to different ways of mapping and started mapping things in Ireland that aren't there in Lesotho such as the coast and heritage sites, different tags for different road uses, such as bicycle lanes, bus lanes, footpath etc. It was also fascinating to map high buildings because they are frequent in Ireland using maps.me and the sudden change when editing height of the buildings using the app was entertaining as well. Streetcomplete is another app that always got me curious because the more I used it the more I got different kinds of stuff to edit which I would say widened my experience with Tags also.

Being in a new country of course I wanted to get out and about, so I turned my curiosity into mapillary trips in all 32 counties and I became number 2 mapillary contributor in Ireland. The truth about me is when I do mapping stuff I make sure I do it well and conquer, hahah😊.

In June I became mapper of the month and that took me by surprise when I was contacted by a person I have never talked to before Marc Gemis because I never thought there are people out there who notice the effort and the changes I was making.

I know a lot of countries and places I have never been through mapping and I never want to stop. Anyday without mapping is a bad day for me. The mappers in the places I have lived know I show up and do my part and help others. I don't disguise that I am also happy to map on my own and I like to help new mappers all the time. Vote for me if you are like me, or want there to be more of me. If I win this I will show it to others to inspire them to start mapping.

Thanks for the ongoing discussions about gender in OSM. At SOTM, we will build on our shared efforts to make improvements. Your support and participation is most welcome. At SOTM we will host the Open Gender Monologues. Our allies, GeoChicas, are also running a session on diversity.

Three ways you can become involved in the Open Gender Monologues:

1. Submit your experiences (optional to be anonymous) for us to read at SOTM on July 28th. We want to be sure that your voice is heard, even if you can't join us in person. add your experiences here

2. Join us in person on July 28th to share your experiences. Just let Heather and Kate know so that we can add you to the agenda of speakers. SOTM - Open Gender Monologues session

3. Be an ally - share this diary entry on your local/topical mailing lists and social media. We want to reach as many people as possible.

Thank you and see you soon