Streetsblog New York City

A two-block pedestrian plaza is coming to Myrtle Avenue in Clinton Hill, replacing an underused service road between Grand Avenue and Emerson Place. Last Friday, the local business improvement district unveiled eight potential ideas for the site (check out the BID's Flickr stream to see them all) and asked viewers for their feedback.

Myrtle Avenue today. The service road on the left is slated to become a pedestrian plaza. Image: Myrtle Avenue Brooklyn Partnership, via Flickr

Although DOT and the Department of Design and Construction will ultimately select their own design team, local partners like the Myrtle Avenue BID were invited to hold "visioning workshops" for their sites. Rather than selecting a final design for the project, Friday night's event was intended to generate ideas and gauge public interest in different uses, with attendees writing their thoughts on clipboards and post-it notes.

The "New Wave" design featured an eye-catching centerpiece in its cantilevered awning, ecologically-minded materials like permeable pavement, and a sunken amphitheater for performances -- ideas that seemed to align well with the elements that participants asked for.

Despite Senate Democratic efforts to move quickly on a new jobs bill that includes infrastructure investment and takes steps towards solving the nation's transportation financing dilemma, Congress has just two more weeks of work until time runs out on the latest short-term extension of the five-year-old law governing federal transport policy.

"We will bring Republicans to the table," Rep. Steven LaTourette (R-OH) said last week. (Photo: Cleveland.com)

Republicans in the House mounted a surprisingly vocal opposition to the first short-term extension in September, suggesting more resistance to come when Democrats in both chambers attempt to agree -- sometime before February 28 -- on legislation giving another planning reprieve to local transportation officials.

Even calls for a new extension by the road and business lobbies, reliable campaign donors to Democrats and Republicans alike, have fallen on deaf ears as lawmakers brace for a midterm election season dominated by anti-incumbent sentiment. Politico noted today that the GOP is preparing to oppose a $20 billion-plus infusion of taxpayer money to the highway trust fund, citing "concern about rising deficits."

That politically motivated foot-dragging is in some ways a nod to the extent and complexity of Washington's transportation financing problem. Rescuing the highway trust fund again may be a bitter pill to swallow, but with congressional leaders unwilling to look at a gas tax increase -- and no certainty that such a hike would even get the job done as Americans drive less in more fuel-efficient cars -- lawmakers have little to lose by extending the highway-centric 2005 transportation bill again this month, effectively hitting the snooze button on infrastructure policy.

Still, not every Republican is opposed to making the hard choices necessary to raise revenue for a new transportation bill. That was the message that Rep. Steven LaTourette (R-OH) delivered to Transportation Secretary Ray LaHood during a recent House Appropriations Committee hearing. As LaTourette told his former GOP colleague (emphasis mine):

In the second installment of his two-part "traffic injustice" series (here's part one), cycling attorney Bob Mionske covers a lot of ground. While much of it will lead Streetsblog readers to nod in knowing agreement, what struck us is the way Mionske exposes how a transportation system so dominated by multi-ton vehicles has basically absolved drivers of responsibility when it comes to interactions with actual people.

It usually takes a more serious degree of negligence (for example, drunk driving or excessive speed) for a driver to injure or kill another driver. And when that happens, prosecutors can use that more serious degree of negligence to bring the offender to justice. But when the offending driver has been merely inattentive -- "I didn't see him" is the most common excuse drivers make after hitting a cyclist -- or has otherwise failed to exercise due care, the choices most often available to police and prosecutors are to do nothing, or to charge the driver with a minor offense that does not reflect the harm the driver actually caused.

Of course we see this play out almost daily in New York. As of this writing, in 2010 alone we know of 13 pedestrian and cyclist fatality cases in which the driver was reportedly charged with no wrongdoing. Inadequate laws combined with an apparent necessity or eagerness to close cases means that even when a driver is "brought to justice," his or her punishment often amounts to a cruel joke.

"The basic problem we face," writes Mionske, "is that in most states there are appropriate penalties for drivers who commit minor offenses like failure to yield, and there are appropriate penalties for drivers who commit the most egregious offenses, like killing somebody while driving drunk. But there's no middle ground -- no appropriate penalties for those who kill through carelessness, and no justice for those who were killed because somebody else shirked their duty to exercise due care."

Unlike in other countries, says Mionske, where the onus of safety is placed on the operator of the heavier vehicle, the "invisible" cyclist or pedestrian defense creates an easy excuse for American drivers not to exercise due care. As with drunk driving in decades past, the problem will require a combination of cultural upheaval and (often subsequent) political will. Mionske points to vulnerable user regulations -- like New York's Hayley and Diego's Law, pending in the current legislative session -- as an important step because they fill this void in the justice system.

Don't count out Boston just yet, but it looks like Minneapolis may be the first American city out of the gate with a public bicycle system of 1,000 bikes or more. Last week, the non-profit Nice Ride Minnesota selected the Public Bike System Company (the same firm behind Montreal's Bixi) to install its system, which is slated to feature 1,000 bicycles at about 75 stations when the first phase wraps up later this year.

The first phase of Minneapolis's bike-share system will consist of about 1,000 bikes at 75 kiosks. Image: Nice Ride Minnesota.

The multi-city horse race is fun to track, but Nice Ride director Bill Dossett downplayed the competition. "My view is that if all of us weren't doing this, then none of us would be," he said.

As each of these cities figures out how to make bike-share work, one of the interesting things to watch is how they get people excited about the idea of public bikes. For Nice Ride, the name of the game is public health and economic development. The project has attracted a broad range of support, with major chunks of funding coming courtesy of health insurer BlueCross BlueShield and contributions from local businesses.

A $1.75 million federal grant will cover much of the initial cost, with $1 million from BlueCross providing most of the remainder. "BlueCross BlueShield is all about fighting obesity right now," said Dossett. "They're interested in anything that encourages physical activity."

Small businesses in Minneapolis's downtown retail area are bullish on bike-share, he added, "because it's an economic development tool. It gets people to come out to lunch from office towers a mile away."

The cul-de-sac's glory days may be past. (Photo: piermario via Flickr)

Early last year the state of Virginia became the first state to severely limit cul-de-sacs from future development.  Similar actions have been taken in Portland Oregon, Austin, Texas, and Charlotte, North Carolina.  What they are beginning to realize is that the cul-de-sac street grid uses land inefficiently, discourages walking and biking, and causes an almost complete dependence on driving, with attendant pollution and energy use. Furthermore, town officials are beginning to realize that unconnected streets cost more money to provide services to and force traffic onto increasingly crowded arterial roads, which then, in many cases, need to be widened (more tax money)...

With municipal and state budgets at the breaking point, why aren't CT officials looking at land use patterns and their accompanying expenditures and begin the process of growing smarter? I don't know about you, but I am willing to live without the cul-de-sac if it would save me some tax money. 

More from around the network: Beat Bike Blog has a great little item about an older gentleman who rides his bike in Hartford, Connecticut:

In this bike's owner, we have personified the nullification of every excuse anyone has ever given for not riding. You think you're too old? Unless you are well into your 70's or older, this man has you beat. Too cold? Temps were in the low 20s this particular afternoon. Are you too tired, too sore, too out of shape? I invite you to check out the custom cane mount. This man walks with a cane, hooks it on to the rack and frame of his heavy single-speed bike and rides on.

And Tucson Bike Lawyer has the story of a good Samaritan who chased down a drunk driver after she hit and dragged a bicyclist -- and took her keys away from her so she couldn't flee the scene. 

Another East Side community board discusses Select Bus Service this week. The same night, you've got a chance to advocate for a more cohesive East Coast Greenway. 

Wednesday: The East Coast Greenway is missing a critical link through the Meadowlands. Catch NJTransit's 190 bus and come support a connection at a public hearing in Secaucus. 6 p.m.

Also Wednesday: Manhattan Community Board 3 hears a presentation on the DOT/MTA proposal for Select Bus Service along the M15 route, and discusses a red light camera at Houston Street and Avenue A. 6:30 p.m.

Thursday: Plugging cars in at the curb? NYC DOT's Bruce Schaller moderates a panel discussion on the widespread adoption of electric vehicles. Is it compatible with cities? 6 p.m.

Mayor Bloomberg is expected to announce his verdict on Times Square's new pedestrian spaces very soon. Will the changes be permanent? This morning Bloomberg told radio host John Gambling that we'll find out sometime next week. In the meantime, it seems like the media has decided to fixate on rumors that Midtown traffic speeds may not have increased across the board, without paying much attention to the tremendous difference this project has made for hundreds of thousands of pedestrians every day.

It's been eight months since this part of Broadway went car-free, and maybe it's hard to recall just how bad Times Square used to be for everyone walking around. To really appreciate what we have today, you've got to take a trip back in time to see the crowded, dangerous mess that used to fester at the crossroads of the world. Naturally, the moment calls for a Streetfilms retrospective.

The Weekly Carnage is a Friday round-up of motor vehicle mayhem across the five boroughs and beyond. For more on the origins and purpose of this column, please read About the Weekly Carnage.

Karen Schmeer. Photo: Garret Savage

• Pedestrian Karen Schmeer, 39, Killed on Upper West Side by Driver Fleeing Police; 1 Charged With Murder; DA Cy Vance Opens Query Into Crash (Streetsblog 1, 2)
• Bayside, Queens: Unidentified Pedestrian, Three Months Pregnant, Killed Jan. 12 on Union Turnpike; No Charges; Former Boss Wants Safer Street (YourNabe)
  

Injuries, Arrests and Property Damage

• Gothamist Newsmap: Unidentified Pedestrian Struck on Ocean Parkway
  
• YourNabe Brooklyn Blotter: Driver Charged With Reckless Endangerment for Buzzing Cop
  
• Brooklyn Heights: FedEx Driver Smashes Into Building, "Clips" Pedestrian (Bklyn Eagle, YourNabe)
• Morris Park, Bronx: Thief Takes Idling NYPD SUV for a Spin (News)
• Kew Gardens Hills: Cab Driver Caught After Hit and Run (Post [Blotter])
• More Post Blotter: Insurance Fire, DWIs in Staten Island, Queens
  
• Brooklyn: 61-Year-Old Charged With DWI After Belt Pkwy Crash (YourNabe)

Frank Justich, the beloved sanitation worker run down while on duty last week, was honored by the city, but the truck driver who killed him has not been charged. Photo: News

Manhattan District Attorney Cy Vance's office is beginning an inquiry into the collision that killed Karen Schmeer last Friday, and expects to review all circumstances leading up the crash, according to a spokesperson. Witnesses cited by the Daily News say cops pursued three men suspected of petty theft at an Upper West Side pharmacy before the getaway driver hit Schmeer at Broadway and 90th Street. The man suspected of driving the car that struck Schmeer has been charged with second degree murder.

Meanwhile, the DA's office has found no evidence that former NYPD Commissioner Howard Safir broke any laws during a January 8 incident involving a pedestrian on the Upper East Side, the spokesperson said.

"Our office conducted a further factual inquiry, which we often do," the spokesperson told Streetsblog. "We did not find any evidence of a crime, and therefore the inquiry is closed."

From what Streetsblog has been able to ascertain, there was no proof of injury to Joanne Valarezo, the 30-year-old pregnant Bronx woman who said Safir bumped her with his SUV and, after she confronted him, drove away. Though police reported that Safir did indeed back into Valarezo and leave the scene, Safir later said he was unaware he hit anyone as he maneuvered his double-parked Escalade on Third Avenue between 80th and 81st Streets. The DA's office decided not to pursue the inquiry further since details of the incident hinged on conflicting stories.

Today on the Streetsblog Network, a post from Aaron Renn on New Geography about the anti-urban bias in transportation spending. Renn points out that when it comes to the amount of taxes they contribute and the amount of funds they get back from the government, the nation's cities all too often get the short end of the stick -- to the ultimate detriment of regional economies.

It's a complicated question, and we suggest that you go and read his very thoughtful post in full. Here's a taste:

Too many roads to nowhere. (Photo: Peter Zarria via Flickr)

Among urban and rural areas, who subsidizes whom?

It's methodologically difficult to measure net taxation, but the studies that have been done suggest that, contrary to the belief of some, urban areas are big time net tax donors. For example, a recent Indiana Fiscal Policy Institute study found that Indiana's urban and suburban counties generally subsidize rural ones...

Exhibit A is transportation. Two-thirds of Americans live in large metro areas, yet less than half the federal transportation stimulus funds are going to the top 100 metro areas. Missouri is spending half its stimulus money on 89 small counties that account for only a quarter of the state's population. In Ohio, the state cancelled plans to spend $100 million in stimulus funds on the crumbling Cleveland Inner Belt bridge in order to divert them to paying for a $150 million bypass around Nelsonville -- a town of only 5,000 people. This is part of a plan to construct a four-lane divided highway into sparsely populated southeast Ohio as part of a “build it and they will come” economic development plan. Mecklenburg County, NC, the state's largest and home to Charlotte, received only $7.8 million out of the first $423 million in projects in that state. The Atlantic Monthly described this as a contest between a “mayor's stimulus” and a “governor's stimulus” -- and the governor won.

Senate Democratic leaders appeared this morning to tout their commitment to passing a job-creation bill by the end of next week -- but the substance of their jobs measure, including the fate of pivotal transportation provisions, remains up in the air.

Senate Majority Leader Harry Reid (D-NV) (Photo: LV City Life)

Harry Reid (D-NV), the upper chamber's majority leader, told reporters that he was "hopeful" a bipartisan jobs bill could be ready for public view within the next day or two, followed by a first vote on Monday. "If not," he added, "[Democrats] will lay one down ourselves."

The Obama administration has called for the Senate to add more funding for TIGER (Transportation Investment Generating Economic Recovery), the stimulus law's $1.5 billion merit-based grant program, to its jobs plan. Reid indicated on Tuesday that his party was receptive to more TIGER aid.

Another infrastructure-centric provision attracting broad interest is an extension of Build America Bonds (BABs), which allow local governments to finance transportation projects more easily by offering a 35 percent federal subsidy. New York City's transit authority is one of many local agencies turning to BABs to make debt offerings more attractive to private investors.

Finally, the politically tricky status of the highway trust fund remains on Congress' plate, with the House and Senate still at odds over how to keep it funded nearly five months after the first expiration of the nation's 2005 federal transportation law.

Reid said earlier this week that a one-year extension of the trust fund likely would be added to the Senate's jobs bill. But with Senate Democrats aiming to coax Republicans on board by breaking up their economic-recovery agenda into smaller pieces, it remains to be seen whether the trust fund, BABs, or TIGER will make it into the legislation set for votes on Monday.

Also left unanswered is how much, if any, spending the Senate would direct at ready-to-go transportation projects. An initial jobs-bill outline circulated last week suggested that $14 billion for roads and $7.5 billion for transit could make it into the legislation, but Democrats offered no hint of whether those numbers were still in the mix.

We appreciate that the Daily News on Tuesday editorialized in favor of traffic-calming, life-saving traffic cameras. But we don't understand the paper's attempt at levity in its recounting of the city's latest fatality data. Here's a sample:

Bicyclists showed the biggest improvement in staying alive. They were killed in traffic 80% less last year than the year before.

Pedestrians' scores did not improve against the grim reaper, but the 155 who were killed were only four more than the year before.

Would the News crack jokes about murder rates? How about fire deaths? Rapes? Of course not.

Beyond the poor taste on display here, there is no meaningful analysis to back up the call for automated enforcement. For example, there's the obligatory anecdotal swipe about cyclists disobeying traffic laws, but nothing about the thousands of motorist infractions that go unpunished every day throughout the city.

There is no mention that red light cameras are already saving lives and reducing injuries right here in New York, that speed cameras in other areas are hugely effective, or that the Insurance Institute for Highway Safety has studied automated enforcement and found that it works. And if News editors really wanted to dig in, they could harangue NYPD for withholding vital information on why deadly crashes happen.

Wondering why local media aren't demanding answers from Ray Kelly about the death of Karen Schmeer? Consider this half-hearted drivel Exhibit A.