Layout 3 - San Diego Metropolitan

More documents

Recommendations

Info

B A L B O A PA R K 4 2 Chocolate Cravings…Yum! Unwrap the story of chocolate in the Natural History Museum Bonbons covered in chocolate. Chocolate is mostly machine-made, not handmade. Converting cacao seeds into chocolate has now evolved into a complex and timeconsuming mechanized process that includes several steps. (Lindt & Sprüngli, Switzerland). Get the complete story behind this craveworthy treat in “Chocolate” at the Natural History Museum Oct. 12 through March 10, 2013. Discover the unique cacao tree whose seeds started it all. Unearth the origins of chocolate consumption, and discover how chocolate was transformed from a bitter drink of kings into the indulgence we love today. “Chocolate” will engage the senses and reveal facets of this sumptuous treat that you;ve probably never before considered. From seed to sweet, unwrap the story of chocolate. “Chocolate” and its national tour have been developed by The Field Museum, Chicago. This project was supported, in part, by the National Science Foundation. Chocolate as Food and Medicine It takes four cacao seeds to make one ounce of milk chocolate, and 12 seeds to make one ounce of dark chocolate. Although we tend to think of chocolate as a solid today, for 90 percent of its history it was consumed in liquid Cacao was vital to the trade empire of the Aztec people—as a luxury drink, as money, and as an offering to the gods. (The Trustees of the British Museum.) form. Some of the earliest European cocoamakers were apothecaries seeking medicinal uses of the plant. Cacao seeds contain significant amounts of naturally occurring flavonoids, substances also found in red wine, green tea, and fruits and vegetables. Flavonoids are connected with a reduced risk of cardiovascular disease and some cancers. On the other hand, chocolate carries a heavy load of saturated fats and calories; there are much healthier ways to get the same benefits. Chocolate contains two stimulants also found in coffee — caffeine and theobromine — but in relatively small amounts. Fifty M&M’s, for example, have about as much caffeine as a cup of decaffeinated coffee. Who Eats Chocolate? • Not Africans. A great deal of chocolate is grown in Africa, but mostly for export. • Not a lot of Asians. Although chocolate’s popularity is growing in China and Japan, S A N D I E G O M E T R O . C O M | S E P T E M B E R 2 0 1 2 | 2 7 T H A N N I V E R S A R Y 1 9 8 5 - 2 0 1 2 Chocolate laboratory. Most large-scale chocolate manufacturers run their factories like science laboratories. Precision instruments track temperature and moisture levels and regulate the timing of automated processes within the factory. (Lindt & Sprüngli, Switzerland). there is still comparatively little chocolate culture in Asia. The Chinese, for example, eat only one bar of chocolate for every 1,000 eaten by the British. • Mexicans consume chocolate more as a traditional drink and a spice than as a candy. They use it to make the wonderful sauce called mole and offer chocolate drinks at wedding ceremonies and birthday parties. • Americans for sure…an average of 12 pounds per person per year. In 2001, that came to a total of 3.3 billion pounds. (Americans spend $13 billion a year on chocolate.) • Definitely European. As far back as the late 1700s, the people of Madrid, Spain, consumed nearly 12 million pounds of chocolate a year. Today, 16 of the 20 leading per-capita chocolate-consuming countries are in Europe, with Switzerland leading the pack with an average of 22 pounds per person per year. (The U.S., as of 2001, was No. 11.)
B A L B O A PA R K A High-Speed Drive Through Balboa Park By Kelly Bennett | Voice of San Diego When highway planners have a road to build, they look at where they want it to start and where they want it to end. Then they try to draw a line, straight as possible. But what happens when that line goes through Balboa Park? When the Cabrillo Freeway first came up in the 1940s, lots of San Diegans cheered. Civic leader George Marston told the San Diego Union newspaper in 1941 that he considered the Cabrillo Freeway the answer to “the extreme necessity of another broad modern thoroughfare from north to south.” Such enthusiasm wouldn’t always endure for the highway through the park, especially as it threatened to grow in future decades. The city had taken its park, which began as 1,400 acres, and sliced off dozens of acres here, dozens more there. The park today features two freeways — the State Route 163 coursing through it and Interstate 5 slicing off the southwestern corner. “A freeway through the park? I mean, come on,” said Nancy Carol Carter, a law professor at the University of San Diego who has studied the history of Balboa Park. “There is not one place in the park where you can’t hear traffic.” But the idea wasn’t always controversial. We’ve been unraveling tales from the park’s history since it was set aside in the 1860s, tracing back controversies and big changes in the city’s crown jewel. The current reason for debate in the park is a plan, approved in July, to remake the park’s western entrance. The plan’s supporters describe a romantic central plaza, free of cars, in front of many of the park’s iconic structures. Its detractors focus more on the new road that diverts the cars and a paid parking garage. “Although there have been many individual uses proposed and granted on park property, none stirs up more controversy than roads,” wrote San Diego Union reporter Michael O’Connor in 1963. “However, in most cases the park land has been turned over by a vote of the people.” Over the years, city leaders wanted to add roads and private buildings, but they needed at least two-thirds votes in a public election. Voters overwhelmingly agreed to let the city deed about 38 acres to the state Division of Highways for the freeway in 1941. The highway builders broke ground in 1946, replacing lily ponds and bridle paths under the iconic bridge leading across the Cabrillo Canyon. Cars could pass under the arches, and landscaped hillsides bore trees and plants, making the highway a beautiful route. Even JFK may’ve agreed when he traveled down it in 1963. It was the first freeway in San Diego County. Private uses and roads had eaten up 249 of the park’s original 1,400 acres, according to a 1963 estimate in the Union. Highway planners, however, weren’t done eyeing the park. San Diego’s population had boomed after the World Wars, and traffic built up on the freeway. By 1965, Caltrans revealed it planned to double the freeway’s width, to eight lanes. A civic group called Citizens Coordinate passionately opposed the widening. Referred to as “politically inexperienced urban conservationists” at the time by San Diego Magazine, the group published a report called “Highwayman Stop! This Is City Park” and went head-to-head with the Chamber of Commerce and a prohighway association. Clare Crane describes their strategy in her book, “Citizens Coordinate and The Battle for City Planning in San Diego.” The group organized a big “Explore Balboa Park Day” in 1967, and while people were listening to organ concerts, going on nature walks and watching puppet shows, Citizens Coordinate members fanned out throughout the park to educate people and ask them to sign a petition against the freeway. From the petition: “Economics as well as an emotional attachment to the Park reinforce our belief that additional highway encroachment, by damaging one of this city’s major assets, would be a disservice to the general well‐being of San Diego. We ask you not to sacrifice any more of the space, the clean air, the greenery of Balboa Park to expediency.” With thousands of signatures on their side, the Citizens Coordinate group caught the ear of the City Council. The state changed its widening proposal from eight lanes to six. By the end of 1968, the state highways chief said the department would abide by any city decision. The group reminded the council they didn’t want any widening at all, not even the revised plan. And then in 1969, the federal government gave the freeway a commemorative citation for its beauty. The council turned down any widening and the whole event bolstered the group’s confidence that they could have a voice in planning issues. Another road-related controversy that has come up in the current debate over the new bridge and parking structure: Cars once could travel east and west through the park. You could enter the park on Laurel Street, drive all the way down El Prado and connect to Park Boulevard. When the city proposed closing the eastern end of El Prado to cars in the early 1970s, many people disagreed. The architect for the project, John Henderson, said people got used to the change. Kelly Bennett, Voice of San Diego, (619) 325-0531, kelly.bennett@voiceofsandiego.org. 2 7 T H A N N I V E R S A R Y 1 9 8 5 - 2 0 1 2 | S E P T E M B E R 2 0 1 2 | S A N D I E G O M E T R O . C O M 4 3
Page 1: SOARING OVER SAN DIEGO With Rebecca
Page 6 and 7: S A N D I EG O S C E N E 6 SAN DIEG
Page 8 and 9: S A N D I EG O S C E N E Walk in Hi
Page 10 and 11: S A N D I EG O S C E N E Coronado A
Page 12 and 13: S A N D I EG O S C E N E Constructi
Page 14 and 15: 1 4 PRESENTING OUR HONOREES 2 0 1 2
Page 16 and 17: 4 0 U N D E R 4 0 1 6 TIM CALLAN Ti
Page 18 and 19: 4 0 U N D E R 4 0 CHRISTINE DE SANT
Page 20 and 21: 4 0 U N D E R 4 0 2 0 RAJ GANTI Raj
Page 22 and 23: 4 0 U N D E R 4 0 2 2 JENN KARLMAN
Page 24 and 25: 4 0 U N D E R 4 0 WILLIAM M. MOORE
Page 26 and 27: 4 0 U N D E R 4 0 NATHAN SCHMIDT Na
Page 28 and 29: 4 0 U N D E R 4 0 TAMERA WEISSER Ta
Page 30 and 31: C O M M E R C I A L R E A L E S TAT
Page 32 and 33: D E F E N S E B U S I N E S S 3 2 c
Page 34 and 35: I N S U R A N C E Business is becom
Page 36 and 37: N O N P R O F I T S 3 6 The disorde
Page 38 and 39: A U T O NEW CAR REVIEW: 2012 Jaguar
Page 40 and 41: Tribute to American Arts & Crafts P
Page 44 and 45: T R AV E L 4 4 The Four Seasons Res
Page 46: 4 6 S A N D I E G O M E T R O . C O

Layout 3 - San Diego Metropolitan

You also want an ePaper? Increase the reach of your titles

Delete template?

Save as template?