Last weekend, when I was a guest on Bike Talk, the conversation in the room turned to what can be done about the growing number and boldness of bicycle thieves in Los Angeles.  After lamenting that the LAPD basically declared it a non-priority, unless you can hand them the case on a silver platter, at a meeting at Echo Park there was a brief debate concerning personal responsibility and "street justice."

I have to admit, I was unprepared for the debate.  Sure, I had seen the quirky and popular "Hal Grades Your Bike Lock" and I remembered the story of a group calling itself the Stolen Bike Recovery Unit getting a bike back from someone who was either a bike thief or "bicycle launderer" by just waiting for the bike to appear on Craig's List.  But I had to admit, I'm far from an expert on the issue.

I do know that trying to take the law into your own hands is a bad idea.  Westside BikeSIDE's Alex Thompson describes why in two posts from September of this year entitled, "Stupid bike thefts lead to stupid fantasies," and "Bike thief arrested, was carrying a .357." Turns out the bike thief in this story was packing heat, which is one reason to avoid confronting the thief yourself.  A stun gun and pepper spray would be more than trumped by the .357. Thompson mentions another one,

Moreover, it’s irrational.  If you catch a bike thief and you beat the shit out of them, you can no longer turn them in.  If you do, you’ll be brought up on assault charges.  If you catch them and detain them, instead of beating them up, you’ve caught a thief, and potentially you’ve got a shot at catching any collaborators.

Here’s the rub - you don’t know what you’re doing.   You’ve got no experience setting up stings, and the thief has experience stealing bikes.  There’s a good chance that your lack of experience will just turn out to be embarrassing for you.  On the other hand, there’s a chance that a confrontation will ensue, and someone could get hurt.  Your bike just isn’t worth that.

So what can we do?  After reading the suggestions from sites around the Internet, the best suggestions I can see are three fold.

The first is that we all need to be responsible for protecting our own bikes when parked and ourselves when riding.  When the bike is parked, lock it up.  The "Hal Grades Your Bike Lock" series may be funny at times, but it's also packed full of good advice.  When I park my bike, a Kryptonite U-Lock on the front wheel and chain, and a chain combination lock on the rear wheel, it's one of the more secure bikes that I see.  But I'm pretty sure Hal would give me a C or a D.

As for self-protection on the road, I know several riders who carry some sort of self-defense on them.  That's a good second-defense, because we do live in a city, and you do never know, but the most important thing you can do to be safe on your bike from thieves and robbers is to know your route and bike a safe route.  I don't care how "bike friendly" a route is, when it's late at night I'm biking on major streets where there will be a lot of witnesses to any violence.

Of course, if you can bike with another rider on routes or at times that might be more dangerous; that's a good idea as well.  Strength in numbers after all.

Second, if your bike is stolen, don't try to be a super hero.  The team from the "Bike Recovery Unit" was lucky that their thief wasn't packing anything that would trump a video camera.  If you want to read more on this, check out Thompson's two pieces.  He does an excellent job breaking it down.  And if you can work with the LAPD on a sting of some sort, more power to you.

Third, once you're ready, get back on a bike.  There's strength in numbers, so don't let some thieves reduce our group strength.  We need you out there to help make the streets a little safer for all of us.

Diez

In August, a grand jury reduced charges against Diez from attempted first degree murder to felony assault. While assault with a deadly weapon with intent to kill certainly sounds like an offense worthy of a lengthy prison term, the presiding judge apparently agreed that this was a case of a stand-up guy having a bad day. Mountain Xpress reports:

Convictions on such a charge result in an average 20-39 months in prison for the defendant. But in the sentencing, Superior Court Judge James Downs found that Diez’s military service, along with testimony from former colleagues about his good character, were mitigating factors, and chose to sentence him to 15-27 months instead. Downs suspended all but four months of that sentence unless Diez breaks the law again in the next 30 months.

Diez must also undergo anger management counseling and pay Simons $1,200 "for damage to his eardrum."

The slap on the wrist issued to Diez has some worried that authorities have pretty much declared open season on area cyclists. Asked Brian Jones, who along with his wife is a regular victim of harassment and worse at the hands of local motorists: "If a cyclist shot a fireman, judge or prosecuting attorney in his head, in front of his family, what sentence do you think he/she would receive."

The new Senate health bill held onto a billion-dollar grant program to promote walking to school, among other practices. (Photo: Ctr. for Neighborhood Tech.)

Despite loud protestations from the GOP and conservative think tanks about the grants, dubbed "Community Transformation" aid, it has survived intact in the final health reform bill that Democratic leaders will call up for a crucial test vote tomorrow.

The final Senate legislation opens the Community Transformation awards to non-profit groups as well as state and local governments. Proposals to promote increased physical exercise and "the infrastructure to support active living" would be eligible for funding, and grant recipients would be required to measure the resulting local health benefits.

The amount of money set aside for the program is not specified in the Senate bill. The House health bill limited annual funding to $1.6 billion, while the upper chamber of Congress names Community Transformation grants as one eligible use for a "prevention and public health fund" that would receive $5 billion by the year 2015.

It was in 1995 that Charles Hobbs, a long time member of Southern California Transit Advocates, noted the foregoing in suggesting the group undertake a Day After Thanksgiving study tour. Thus started what has become an annual tradition. Generally in October interested members caucus and vote on where to go on the Day After Thanksgiving. Usually 3-5 proposals prepared by members vie to be the choice that year.Over the years the destinations have included:

1995 - Ventura County
1996 - Banning (Riverside County)
1997 - San Diego
1998 - Santa Barbara
1999 - Bakersfield
2000 - Ventura County II (this one was mostly SCAT, while the 1995 trip was mostly VISTA)
2001 - Lancaster and Kern County (Kern Regional)
2002 - Palm Springs (SunLINK)
2003 - Riverside and San Diego Counties (using RTA #202)
2004 - San Diego II (more suburban than the trip in 1997)
2005 - Eastern Ventura County (Thousand Oaks Transit/Simi Valley Transit)
2006 - San Diego III (Rural routes)
2007 - Bakersfield II
2008 - Ventura/Santa Barbara (Coastal Express)

This year it was Charles Hobbs who prepared the winning idea, an all-Metrolink exploration riding most of the system in a single day. It has even been written up in the latest issue of Metrolink Matters, probably more exposure (and in an official organ, to boot!) than any SO.CA.TA activity has ever received.

The tour will travel through most of the areas in which Metrolink provides service -- from Orange to San Bernardino to Moorpark to Lancaster -- and will take advantage of Metrolink's discounted weekend "Friends and Family 4-Pack" ticket offer, which lowers the cost of participation to $7.25 per person for the entire day and is specifically available on "Thanksgiving Friday" as Metrolink dubs the day after Thanksgiving.

Streetsblog readers are welcome to join in the fun. We'll meet up Friday November 27 at the Metrolink ticket vending machine at the east portal of Union Station (the side closest to the Metro headquarters building, near the giant aquarium) by 7:30 a.m. From there we'll make our way to the platform to catch our first train, departing at 8 a.m. We'll have a 40 minute lunch break at Union Station in the early afternoon. And bathrooms needs are no problem since Metrolink train cars have facilities onboard. You can even bring a snack or beverage and partake while watching the passing scenery.

Member Nick Matonak will be posting updates on the day of the event via his twitter page.If you plan to join us mid-trip you might want to check the Metrolink twitter page to verify whether it shows any delays that may have impeded our progress.

As our website notes, these trips aren't just recreational. They also help familiarize those on the trip with transit service (frequency, hours of service, connections, etc.) in other areas. And our participants who don't use transit daily get a dose of "seat of the pants" knowledge about transit issues.

I'll acknowledge that the day after Thanksgiving isn't representative as to ridership patterns. Many folks who have the day off stay home or are shopping. Colleges and schools don't have classes, which is especially apparent when you take a bus that serves a University and find it mostly empty when assuredly during a regular weekday it likely has ample patronage. Although this effect generally eases and ridership visibly increases by mid-afternoon.

I have the unique honor of being the only person who has participated in all 14 trips, and I will be joining in to experience the adventure this year once again. It should be an interesting day.

Take, for example, the walking paths of Brasilia, the Brazilian capital city that was planned down to the smallest detail in the 1950s and ’60s -- planned for a populace that would move about exclusively by automobile.

But as you can see from the photo posted by Daniel Nairn of Discovering Urbanism this weekend, the people of Brasilia still move about by foot, leaving their mark in the grassy areas between mega-freeways:

These rogue pedestrians don't have an easy task. Virtually the only way to access this space is to cross at least six lanes of traffic and then cross another six lanes to exit. The width of the open space is 1/4 of a mile, which is exactly twice the width of the national mall in Washington D.C., and there is no shade or amenities whatsoever. They still make the journey.…

This is the network of function over geometry. The paths are trodden out of convenience, but they also gently meander. Lewis Mumford recognized this universal tendency back in 1961, just as Brasilia was under construction: "The slow curve is the natural line of the footwalker, as anyone can observe as he looks back at his tracks in the snow across an open field."

Although it's hard to prove conclusively, it looks like safety concerns played a part in determining where the highways were crossed. Several paths seem to converge at points where on-ramps and off-ramps are separated from the main flow of traffic. Crossing at these points allows the pedestrian to have breaks of median before having to make the next step. It looks as if some people have been willing to sacrifice a certain degree of time in order to cross a little more safely at one of these points.

Interestingly, these points of convergence are analogous to the forces that led to the origins of medieval Paris. 

For more about the what French philosopher Gaston Bachelard called "chemins du désir," or "pathways of desire," see the excellent post on Detroit's emerging web of walking paths on Sweet Juniper! It's one of the best blogs being written today from the urban frontier.

More headlines at Streetsblog Capitol Hill

(ed. note. Please welcome contributor Chris Bradford, author of the economics blog Austin Contrarian.)

As this recent Congressional Budget Office (CBO) report reminds us, the answer is "very regressive."

Even in lean economic times, the average rent in San Francisco (above) is close to $2,000/mo. (Photo: BinBin.net)

The disparity between the federal government’s support for homeowners and renters is stark. In fiscal year 2009, according to CBO, Washington spent almost four times as much money ($230 billion) to support homeownership as it did to improve rental affordability ($60 billion).

That spending on homeowners included $80 billion for the tax deduction for  mortgage interest, $16 billion for the state and local property-tax deduction and $16 billion for the capital-gains exclusion.

But it also included temporary commitments, such as the Obama administration's mortgage modification program ($75 billion) and the first-time home buyer tax credit ($14 billion). And let's not forget the continuing federal outlays to subsidize Fannie Mae and Freddie Mac’s credit activities ($43 billion). 

By contrast, Washington devoted just $60 billion to improving rental affordability, mainly through a combination of low-income housing tax credits, Section 8 rental assistance, and public housing.   

Most people, I think, will acknowledge a general uneasiness with this disparity. It seems unfair for the government to spend 80 percent of its housing budget on the 67 percent of its households who own property.

What's more, these federal subsidies flow disproportionately to the most affluent of those households. Homeowners see no benefit from the mortgage interest, property tax or capital-gains deductions unless they itemize -- which means that many homeowners get little or no actual subsidy. The subsidy rises with the value of the home and the tax bracket of the buyer.

In other words, the federal government handsomely rewards the affluent for buying expensive homes and leaves renters (as well as low-income home owners) relatively worse off in the process.

But Washington's housing subsidies, which have continued under both Democratic and Republican administrations, have an even more insidious impact in the nation's most expensive markets. There, they make renters worse off in absolute terms by raising the overall cost of housing.

How does this happen? While federal homeowner subsidies nominally flow to home buyers, the actual beneficiaries depend on the particular housing market.

In markets where it is easy to add new housing -- those with an elastic supply -- rising demand spurs more new housing rather than higher prices. Home buyers do indeed receive the subsidies’ benefits (though they often take an environmental hit from new, often sprawled construction patterns). The federal programs reduce their cost of housing without raising the cost of housing for renters. 

But the story is different in markets with high demand and tight supply, such as the expensive markets on the coasts -- highly desirable, highly productive metropolitan areas constrained both by geography and restrictions on new construction. In these markets, sellers possess a scarce good in high demand and can force buyers to bid away their federal subsidies. The federal subsidies are bundled into the sales price; in the end, home buyers are neither better off nor worse off than without the subsidies.

Renters, however, are unequivocally worse off.

But unlike buyers, renters do not enjoy large offsetting subsidies from Washington. They are stuck with higher real prices ... until they decide to flee for a city with cheaper housing. The relative pittance the government spends on rental housing cannot begin to remedy the imbalance (and might actually make things worse, to the extent the government merely creates more demand for housing without stimulating new supply).

The federal homeowner subsidies are thus doubly regressive in our most expensive cities. These cities have the richest residents living in the priciest homes that command the largest subsidies. And these cities have the tightest housing markets most vulnerable to distortions in demand. These places would undoubtedly be expensive to rent in anyway -- I can’t imagine center-city San Francisco being affordable to a young, working-class household -- but are decidedly less egalitarian, thanks to our federal government's housing programs.

For the full image, visit The Source.  If the page doesn't load, it's their server, not my link, that's the problem.

First announced at The Source, then covered at Blogdowntown, Metro staff unveiled a draft of what the Downtown Connector would look like if it were entirely below-grade.  Previous drafts, including a plan referred to as "the Underground Emphasis Option" had the train spending a lot of time at-grade in Little Tokyo.  Even the most underground option had The Connector coming above ground near First and Alameda before connecting to an at-grade station.  Blogdowntown explains the new alternative:

The new alternative would instead place a station underneath the Office Depot site, with trains continuing under the intersection as tracks split to emerge via portals along Alameda and in the middle of 1st.

The Alameda portal would be located north of Temple street, while the 1st street tracks would rise just east of Alameda, leveling off just past Hewitt. Some temporary track on 1st would allow the newly-opened Gold Line Eastside Extension to continue operating throughout construction.

Of course, there are still significant barriers before such a design becomes a part of the final plan.  Most importantly, it needs to be included in Metro's environmental review, a step the agency has yet to announce.  Second, the new plan would cost a cool $200 million more than the most expensive of the currently studied options.  Not surprisingly, even the expanded price tag didn't bother the Little Tokyo community that saw the design last night and voted unanimously to encourage further study.

Meanwhile, in Santa Monica, the City Council voted to endorse a location for the maintenance yard that will house Expo's light rail cars when they're not active on the line.  The surrounding community had argued that a residential neighborhood was a poor location for the yard, but as Curbed reports, via the Argonaut, there were some compromises.

Concessions have been made: A city official tells the paper that the "new planned location had been redesigned to eliminate 'wheel squeal' from the train and a car wash and cleaning platform would be relocated north of the Verizon property. A 110-foot sound barrier is also proposed to reduce noise from the train and the light rail yard."

Again, two issues remain before the light rail yard is a done-deal.  First, it's Metro, not the City of Santa Monica that decides where the yard goes.  Second, the station's new neighbors aren't done fighting.  Now they're concerned with a higher-than-originally reported level of methane gas in the area.

(editor's note: The section with area specific data for Southern California isn't done yet.  When it is, we'll have a post specific to our region.  In the meantime, this statewide article prepared by Matthew Roth in San Francisco is a great read.)

California residents living in sprawling suburban developments could save billions of dollars every year if they lived in denser, urban zones and along transit corridors, according to a study released today by smart growth and transit advocates TransForm. Analyzing four metropolitan areas--Southern California, the San Francisco Bay Area, San Diego, and Sacramento--Windfall for All found that shifting populations in those regions to denser development along transit corridors would save save $31 billion per year, or $3,850 on average per household [Report Summary PDF].

In the Bay Area, where annual car ownership costs on average over $8,000 per person, individuals spend roughly $34 billion every year on personal transportation costs, compared to only $4.6 billion spent by public agencies on transit and roads combined. Households with poor access to public transit not only spend double the amount per year on transportation when compared to those with good access to transit, they produce more than double the amount of CO2, a greenhouse gas.

"The most astounding thing is that agencies pinch their pennies on transit and cut back and we feel like we can't afford not to save that service," said Stuart Cohen, Executive Director of TransForm. "We're already spending more than seven times as much as our agencies spend on public transit and roads just on buying and operating our vehicles."

What's more, the report points out that fuel costs represent a small minority of the cost of owning a car, so the craze for electric and other low-emission vehicles will not dramatically reduce the transportation costs for those living far from their jobs and far from transit. The best solution to combating climate change, the report notes, is to build walkable, vibrant communities where residences are situated close to job centers. 

Click to enlarge: household CO2 from transportation in the Bay Area.

"By reducing public and private transportation costs and increasing revenues to local governments, SB 375 can help put dollars back in the pockets of consumers and local governments," said Cohen.

Windfall for All counters the claim that SB 375 will be too costly to implement during the current economic crisis with several examples of how planning denser cities and offering alternatives to private car travel can save money.

First, in Sacramento, the Sacramento Area Council of Governments (SACOG) created a 2050 development blueprint that forecasts current development patterns and compared them to smart growth patterns. SACOG found that Sacramento would save $9.4 billion in public infrastructure costs (transportation, utilities, water, etc), $655 million in annual residents' fuel costs and $8.4 billion less for land purchases to offset environmental degradation from sprawl. The city would also see a 300 percent increase in public transit use if the city clustered development around transit within an urban growth boundary.

Benefits of public transportation for household costs and pollution. Image: TransForm.

In the Bay Area, parking regulations are a significant impediment to dense development. In San Leandro, parking minimums of more than two parking spaces for each new home made dense development a planning impossibility. When San Leandro re-wrote its downtown plan, it rezoned to allow 3,400 new homes, more than seven times the limit under the old zoning laws. The first development in the new Downtown Transit-Oriented Development Strategy, The Alameda, designed by San Francisco Architect David Baker, saves $3.9 million by eliminating a level of parking and produces 30 more affordable units, according to the report.

Based on these and other case studies, Cohen suggested California should consider levying a climate impact fee on gasoline to generate enough money to expand public transit options and expand walkable communities while improving the economy and meeting ambitious greenhouse gas targets.

"Building our communities with the expectation that every driver in a family is going to have to own their own car is part of what is part of what is bankrupting families," said Cohen. "The infrastructure for the... roads and those patterns of growth is part of what is bankrupting our public agencies."

Windfall for All Critical Recommendations

• Integrate full economic analysis into planning. The huge dividends from efficient land use become evident once personal costs, not just public budgets, are considered. Without such analysis, we will continue to promote plans and policies that cost too much for families, businesses, and local governments.
• Provide cities and counties with an infusion of funds to engage the community in planning. The state should make funds available for updating zoning codes and parking policies to make more efficient use of land and resources. Identifying strategies to maintain and expand the number of affordable homes is also critical.
• Fund cost-effective public transportation. The state needs to provide leadership and restore funds for public transit, as well as make it easier for regions to raise new revenues with climate-impact fees. Economic analysis could determine whether such fees, if spent in ways that promote more efficient communities, can reduce our overall costs.
• Innovate, evaluate and replicate. There are dozens of innovative strategies – whether an individual program such as car-sharing, or a comprehensive rewards approach such as UC San Diego’s. MTC, the Bay Area’s transportation agency, will soon launch the first “Transportation Climate Action Program.” This program will seed, evaluate and replicate innovative programs. Other regions should follow suit.
• New development should minimize pollution from new residents – or pay to mitigate it. The San Joaquin Valley is encouraging efficient development from the start. New developments that don’t provide walkable communities with convenient transportation choices must mitigate the costs of the air pollution that will be generated by future residents. The state and regional air districts should encourage this same system for mitigating the costs of greenhouse gases.

Send your JPEGs to sarah [@] streetsblog [dot] org, or tag them with "kidbikes" and "streetsblog" in Flickr. Your deadline is next Tuesday, November 24.

Our past slide shows have been on bike traffic, space hogs, work bikes and crummy transit conditions. Check them out if you haven't already.

City parking meters are a gold mine, and in Chicago, Morgan Stanley is rolling in parking riches. Secret company documents leaked to reporters show the company will rake in a 70 percent profit margin this year from its $1.15 billion, 75-year lease of Chicago's parking meters. This profit is on top of the millions Morgan paid to buy new, high-tech meters. The good times will keep on rolling for investors: In 2010, after another meter price hike, Morgan expects to make monthly profits of $4.8 million, roughly 55 percent higher than in 2009.

Graphic: New York Times/Chicago News Cooperative.

Streetsblog has been following the Chicago parking privatization closely because it is the poster child for all that can go wrong with Public Private Partnerships, or PPPs. The basic idea behind a PPP is that the government leases public transportation infrastructure -- say a bridge, highway, airport, or parking meters -- that can generate user fees. In exchange for the fees, a private investor pays the government a large upfront fee or assumes the cost of improving the infrastructure. PPPs are popular in Europe, especially at airports.

Sustainable transportation advocates should care about PPPs for a number of reasons. First, politicians and bureaucrats are captivated by the fantasy that PPPs are the ultimate free lunch, generating billions in transportation investment at no cost to the taxpayer. President Obama's euphemism for PPPs is "creative financing." Here in New York, state officials have repeatedly presented a PPP as the way to raise billions for the astronomical cost of replacing the Tappan Zee Bridge. This is dangerous thinking. PPPs do inflict a cost, and it's a big one. Huge amounts of revenue that could be directed to public transit, or crucial road and bridge repair, is instead going to Wall Street.

The second concern is that PPPs allow public officials to skew the public planning and review process and put private profit before public benefit. A private investor has tremendous leverage over what gets built if they are the government's main financing option. The investor's goal is to make money, not to produce the greatest public benefit over many decades.

Despite the latest revelation, Chicago is only beginning to recognize the inherent problems with privatizations. According to the Times, Alderman Scott Waguespack introduced a measure that would require an "independent third-party valuation" of major asset lease proposals before any future privatization deal is completed. The legislation would require "a comparison of public retention and private leasing over the life cycle of the agreement." This could serve as an important safeguard, but so far, the measure only has 12 co-sponsors among the council's 49 other members.

The piece, by Haya el Nasser, starts out talking about how population is falling in many of the suburbs that grew most quickly over the last few decades -- places like Bellevue, Washington. These communities have become known as "boomburbs." But their boom days are past -- for now. Some have begun losing population.

Will light rail pave the way to a different future in Irving, Texax? Photo: pinecone.

Robert Lang, a professor of sociology at the University of Nevada, Las Vegas who coined the term "boomburbs," put it this way: "The irony is that if they want to keep growing, they must grow as cities, which is diametrically opposite of how they got so big in the first place."

And transit will be key to that transformation:

Population has declined since 2006 in Irving, Texas, but the city is prepared for healthy growth as soon as a light-rail line to Dallas/Fort Worth International Airport is completed. "Eventually, you have to shift your focus to not just booming growth but redevelopment," Mayor Herbert Gears says. "That (rail) line is what's given us the opportunity to create an urban center."

Condominiums, apartments and retail are planned along the transit line. The city projects a 240,000 population by 2015, an 11% jump.

Growth in Henderson, Nev., near Las Vegas, has slowed but not stopped. "With the slowdown we've seen, it gives us an opportunity to take a breath," says city spokesman Bud Cranor. Henderson is focused on creating "green" jobs and a more sustainable urban environment, he says.

The article highlights what is emerging as a powerful unifying argument for smarter development: economics. It's an approach that could bring conservatives and liberals together. And it will certainly be part of Transportation for America's upcoming discussion on conservatives and public transportation.

More headlines at Streetsblog Capitol Hill

Last week, LA Eastside decided to take a poke at Metro and posted a series of fake signs in "local lingo" to help keep Eastsiders safe from the Gold Line Extension trains.  One look at the above example, and you can probably guess that the signs at LA Eastside are a parody.  However, not everyone got the joke, as evidenced by commenters at LA Eastside and the lecture posted today at The Source.

After explaining the situation, and before showing what real Metro safety signs look like, Fred Camino delivers Metro's stance:

Here’s the thing, Metro actually does takes safety very seriously and safety signage is there to inform and educate people about the risks around train tracks. You’ll find safety signage everywhere on the system, from the street running Gold Line to the underground Red Line.

The bloggers over at L.A. Eastside would do right by their readers and community by informing them that the signs are indeed a hoax. No one at Metro thinks we’re above criticism — but we would like to be criticized for things we’ve actually done.

Personally, I can see Metro's point if they're getting complaints about these fake signs.  But LA Eastside's point, that Metro didn't take every precaution for the communities through which the train now runs, is certainly fair game.

He's behind bars now, but should he stay there? Photo: Los Angeles Times

So here's the deal, you can email a letter of support to Stone at mstone@da.lacounty.gov. She stressed that the best letters open with a description of who you are and why you care before going in to other details. For example, you could say, "I'm a writer who focuses on transportation issues and I spend too much time writing about the tragedies created by unsafe driving."

Stephen Box also writes that this provides an opportunity to incorporate two planks of the Cyclists' Bill of Rights. Article one states that cyclists have the right to "travel safely and free of fear." Article Four states that cyclists "have the right to the full support of our judicial system and the right to expect that those who endanger, injure or kill cyclists be dealt with to the full extent of the law."

If you need more inspiration, you can read my letter after the jump.

A major hat tip to Ross Hirsch who did the majority of the legwork on this article.

To Whom It May Concern:

I'm a writer who focuses on transportation issues. I spend too much time writing about the tragedies created by unsafe driving. It seems that every week I have to make a choice on whether or not to write another story about an unsafe driver mowing down a defenseless pedestrian or cyclist. However, no matter how heart-rendering the story, no crash story has held my attention as had the prosecution of Christopher Thompson.

Typically, the reaction of drivers who cause a crash is either remorse or a desire to hide. Thompson's sense of self-pride about his actions, a view that has disgustingly been defended by too many members of the car-driving public, was completely shocking. Bragging on his cell phone to the dispatcher. Talking tough to the responding officer.

That Thompson has become a symbol to both unsafe drivers and cyclists of the worst instincts of the car-driving public is immaterial. That Thompson's unsafe driving caused serious injuries on two cyclists is reason enough to convict him. That he did so intentionally and proudly makes him deserving of jail time.

If we don't hold him accountable to the fullest extent of the law for his actions, what threshold would an unsafe driver have to meet to be deserving of jail-time? He didn't just cause a crash he did so with purpose.

All of us, safe drivers, cyclists and pedestrians, will be more safe with Thompson behind bars instead of behind a wheel.

President Obama may be optimistic about continued U.S. economic growth as 2009 ends, but the reality on the ground in urban America -- which an estimated two-thirds of the population calls home -- is undeniably, disturbingly bleak.

Philadelphia Mayor Michael Nutter (Photo: PennLive)

That was the message delivered today by two economists and a bipartisan quartet of U.S. mayors at the Brookings Institution in Washington. Michael Nutter, Philadelphia's Democratic mayor, seemed to sum up the mood as he mused aloud that the federal government had seen fit to deliver no-strings-attached cash to financial and auto companies deemed "too big to fail."

"Cities and metro areas are too important to fail," Nutter said, adding that successful urban government is "equally or, I'd suggest, more important than anything that's going on in industries."

Unfortunately, economic data suggests that cities are only just beginning to bear the brunt of what some have christened "The Great Recession." Steve Cochrane, managing director of Moody's Analytics, showed today's Brookings audience a map of the nation with states where employment could be expected to rebound the quickest.

A dozen states, including urban-dominant economic powerhouses such as New York, California, and Illinois, were colored bright red -- meaning that their employment recovery could be expected after 2013, or even later. A city-by-city map of housing price declines had more bad news for northeastern and West coast cities, showing that the foreclosure crisis has yet to hit bottom in those areas.

What does this mean for urban priorities, particularly transportation and infrastructure? The percentage of city officials reporting to the National League of Cities (NLC) that they are "less able" to meet financial needs jumped from 3 percent in 2007 to 88 percent in 2009, the highest number in the 26 years the NLC has measured metro fiscal health.

When the NLC asked urban officials to describe where they were cutting spending, 62 percent said capital infrastructure projects were being delayed or canceled. That high number suggests sustained, intense cuts in cities' ability to work on their built environments, NLC research director Chris Hoene said today. "[Cities] are going to be in trouble for years," he predicted.

How is the economic downturn affecting city services? Transit riders in many areas are sadly familiar with service cuts caused by budget austerity, but other aspects of urban community maintenance are dying out.

Nutter was forced to cut residential street cleaning and shutter nearly half of Philadelphia's public pools to help close his billion-dollar fiscal shortfall. Elaine Walker, mayor of Bowling Green, Kentucky, noted that "we were building sidewalks to the tune of $1 million a year. We're not doing that anymore."

The mayors had much more to say about how federal and state governments could begin repairing relations with local leaders that have been "irreparably damaged," as Scott Smith, mayor of Mesa, Arizona, put it. (Stay tuned for more coverage.)

But Walker suggested that the solution to the nation's urban budget crisis would have to begin with a fundamental shift in what Americans expect from -- and how they think about -- their elected government. Bolstering her theory, David Wessel of the Wall Street Journal (who led the mayors' debate) quoted a recent observation from Congress' chief budget adviser:

The country faces a fundamental disconnect between the services the people expect the government to provide, particularly in the form of benefits for older Americans, and the tax revenues that people are willing to send to the government to finance those services.

Photo: LACBC

But first, the Bike Coalition has been pushing a unique outreach program to immigrants and day-laborers to encourage cycling that is safer and more enjoyable.  While these communities make up a large portion of Los Angeles' bike community, they are under-represented in policy discussions, the bike culture scene and with the organizations that represent cyclists interests both locally and nationally.

The City of Lights program's outreach model has been to provide day laborers and others in less-affluent communities the items and information that they need to bike safely.  Coalition staff and volunteers have handed out lights and helmets, sometimes with the support of City Councilman Ed Reyes and others, and information and tips on safe cycling.  In order to promote a sense of community, they have also programmed rides to celebrate cycling such as September's Latinos and L.A. History Ride.  The rides and equipment aren't the end of the campaign; the goal of City of Lights is to help empower some of these veteran riders to become the next wave of bicycle advocates.

CicLAvia in Los Feliz?

CicLAvia is also using a blog to update interested parties on their work.  Following their star-turn in the Times and on television, CicLAvia posted a "what is CicLAvia" post to make sure anyone interested knew who and what the campaign is.  They also have picked up a Streetsblog theme by looking at major street parties, in this instance the Gold Line Eastside Extension Opening, and asking why we need excuses to have street parties.  Isn't living in Los Angeles enough?

If you'd like to help either of these groups out, you can contact Allison Mannos for the City of Lights Campaign at allison@la-bike.org, and Adonia Lugo for CicLAvia at adonia.lugo@gmail.com.

Deputy U.S. Transportation Secretary John Porcari (Photo: DayLife.com)

Roy Kienitz, U.S. DOT's undersecretary for policy, told Boxer that the cancellation of $8.7 billion in contracting authority -- which took effect when Congress passed the first of two stopgap federal transport law extensions in September -- is forcing a 30 percent cut in local spending power, although each state will feel the effects at a different pace.

"It's pretty important when we see that we're giving the states 30 percent less than they should be getting," Boxer replied, asking the administration for help in marshaling support for a six-month extension of the 2005 transport law.

She added that senators would appreciate White House assistance in ending "the standoff" with the House, where transportation committee chairman Jim Oberstar (D-MN) continues to call for passage of his new six-year transport bill.

Boxer described the House approach as: "Let's just bring it to a crisis point, then we'll go double the gas tax and solve the whole problem." She noted that Democrats lack the votes for that strategy in the Senate (and likely the House as well).

But the administration gave a fairly lukewarm answer to Boxer's urging. Deputy Transportation Secretary John Porcari restated the White House's endorsement of an 18-month extension before conceding that a six-month window is "better than a 30-day."

In a startling tonal contrast, Porcari acknowledged minutes later that America is dangerously "behind the curve" on infrastructure investment.

"We're clearly not doing right by the next generation with what we're doing now," he said.

The lack of sustainable funding remains the biggest obstacle to taking up a new long-term transportation bill, and Boxer nodded to that fact by asking the administration to begin working on alternatives to the federal gas tax -- which has remained at 18.3 cents per gallon since 1993 and lost value as fuel-efficient cars become more popular.

"[A]t the end of the day, we need to think outside of the old ways," she said. "So far, there hasn't been a lot of ideas forthcoming [from the White House], because there are a few other things on the plate -- and I get it. But this needs attention."

Sen. Tom Carper (D-DE), a member of the environment panel, asked Kienitz whether the administration was planning for a new transportation funding mechanism. "We're working hard to prepare internally," Kienitz replied, before adding that "none of that" is close to the form of an official proposal. 

When Carper asked if Congress should do more to press Obama aides into action, Kienitz's response was palpably deliberate. "We ... always appreciate your wise direction," the U.S. DOT official said.

The White House's rationale for its proposed 18-month delay has long been that officials need time and space to craft a sweeping, reform-minded transportation bill. Kienitz gave a hint as to what such legislation might look like when he told Carper that it would be appropriate for Washington to set national performance targets for roads, transit, and ports -- an issue that remains controversial for some industries but has support in the Senate.

Of course, progress on the next bill will be difficult to achieve without putting an end to the recent run of stopgap extensions of the 2005 transportation law, which was heavily tilted in favor of new highway projects and has lost purchasing power as the cost of construction materials swells along with inflation.

Photo: hebedesign via Flickr

While researching a recent pedestrian death in Savannah, I ran across this television news report, which I think deserves to be examined on its own. If I’m hearing him correctly, this is the message delivered by a Savannah Chatham Metropolitan Police officer:

"Someone could be looking down at their cellphone. Next thing they know they look up and there’s a kid in the road or a person in the road where they are not supposed to be at. And they don’t have time to stop. And like I said, pedestrians will lose that battle every time."

Perhaps this short comment from the officer was taken from a longer segment in which he railed against distracted driving. I hope that’s the case and if so, I commend him for it. But if not, it suggests a terribly casual attitude toward an awfully dangerous practice.

Sustainable Savannah links to Tom Vanderbilt's recent excellent essay on Slate, "In Defense of Jaywalking." Read it if you haven't already. It is a concise and well-researched examination of the biases against pedestrians -- biases that are reflected in media coverage and law enforcement, but most importantly, in street design.

More headlines at Streetsblog Cap Hill