I would put this up there with China’s proposal for huge buses that allow cars to drive under them, but it’s still worth a good laugh. Who needs shoulders on highways anyway?!

In a refreshing turn, the San Francisco Municipal Transportation Agency (SFMTA), which runs Muni and manages the streets of San Francisco, has produced an informative and whimsical animated short explaining how their dynamic parking management pilot, SFPark, will work.

The video (and pretty much everything else about the SFPark.org website) uses a cute Sim-City aesthetic to explain an otherwise wonky parking policy. It's an interesting approach to take with complicated material, but I think the video does a great job of demonstrating how the system should work, and it does so in just under three minutes.

After covering this beat for over a year and a half, I also learned a few things. For instance, most people don't realize the cost of parking could come down if demand is anemic in a particular area, but I didn't realize the price could theoretically go as low as $.25/hour if the demand requires it. If the good parking managers at the SFMTA are looking to blunt possible public criticism, I think they will do well to highlight the fact that rates can decline.

Parking guru Donald Shoup already picked up on the sim and tweeted it to his followers, calling it a "great new video."

Will something as cute as this do anything to ameliorate the visceral rage parking meters inspire in many drivers? Tell us what you think in the comments below.

The holy grail for many urbanists contemplating long-term development and growth trends is the transit village. Adding growth adjacent to functional transit has the benefit of making it easier for the new population there to drive less and use transit for a multitude of trips. Likewise, transit villages can add to ridership on the transit lines, no small matter for operators seeking to maintain a consistent customer base.

Mobilizing the Region (MTR) reports New Jersey has added its 21st and 22nd transit villages in Somerville and Montclair. By designating the developments there as transit villages, Somerville and Montclair will get $100,000 planning and technical assistance grants and will move to the front of the line for other state grants the towns may seek.

The newly designated communities are each implementing transit-oriented development in their own way. Montclair is looking to develop around the Bay Street station by adding a commuter parking deck, seven residential developments with 163 units, a municipal fire station headquarters and a day care center. Somerville’s redevelopment efforts include plans to build a performing arts center, residential housing and parking decks near its station, and transform 40 acres of remediated landfill into recreation space with bike and foot trails and fields for residents.

The new grants also got the state's chief executive on the record touting transit-oriented development. "The Transit Village program encourages local officials to surround nearby transit facilities with a vibrant mix of residential, retail and commercial uses," said New Jersey Governor Chris Christie in a statement. "This type of development spurs sustainable economic growth, maximizes the value of our transit investments and benefits the environment."

The recent designations are not the only news in New Jersey transit villages, according to MTR. Other communities throughout the state are maximizing development near their existing transit infrastructure. Existing transit villages are adding commercial and residential development, pedestrian and bicycle amenities, and, ahem, more commuter parking.

Elsewhere on the Network, The Fast Lane blog examines New York City's innovative Off Hour Delivery Program, a pilot project funded in part by the US DOT to alleviate traffic by encouraging commercial delivery operators to make more deliveries at non-peak hours. The results of the pilot, which started last October, are promising, with some trucks realizing 75 percent time savings and a reduction in parking tickets. The Bike-Sharing Blog celebrates Velib's 3rd birthday by noting the world's (now) second largest bike sharing program has logged 80 million trips. And Commute Orlando has an instructive animation detailing where cyclists should ride to avoid unsafe conditions and bad driving.

As California's big four metropolitan planning organizations (MPOs) try to determine how much they can influence growth and reduce greenhouse gas emissions, significant questions remain. The state's Senate Bill 375, typically referred to as the Anti-Sprawl Bill, requires planners and policymakers to develop meaningful solutions to curb sprawl, reduce driving, and promote growth in areas that will have the least impact on the environment.

As Amanda Eaken from the Natural Resources Defense Council writes on the Switchboard, the predictions are encouraging. By bringing Californians closer to their jobs and providing better transportation choices, by 2050 SB 375 could:

• Help Californians drive 3.7 trillion fewer miles
• Help Californians save $6,400 per year on transportation and other household costs
• Save the state $194 billion in infrastructure costs with smarter planning
• Save 140 billion gallons of gasoline
• Save more open space than the states of Rhode Island and Delaware combined

But the models won't mean much, she argues, if policymakers don't invest in projects that can bring about the needed change. Without shifting funds away from destructive development and transportation projects, you will only have plans sitting on shelves.

Eakan writes:

In every case there are certain ambitious policies and there are certain areas where we know the MPOs can do more. For example, in every case, we fail to see a shift of transportation funding to support the improved land use patterns every MPO is calling for. This is the thrust of SB 375 – to align regional investments to support a more sustainable land use pattern. The MPOs make assumptions – in certain cases very ambitious and laudable assumptions about the increase in walkable, transit oriented development, but then fail to shift their transportation investments to make sure we realize these better futures.

The challenge for advocates like the NRDC lies in pressuring MPOs to revise their long-term transportation plans to better reflect the targets set by SB 375. Adding capacity to freeways or permitting greenfield development now will only make the laudable targets more difficult to realize in the future.

Elsewhere on the Network, read the latest argument from sprawl apologist Wendell Cox that the demographic shift away from suburbia has been exaggerated. Richard Florida analyzes a new report on attracting the "creative class" to rural areas. And finally The Dirt has a good post describing some of the finalists in the Build a Better Burb design competition.

Jon Stewart fired one of his more brilliant salvos last night, synthesizing 40 years of political posturing around energy independence and America's addiction to foreign oil in just under eight minutes of satire. Drawing on this week's speech from President Obama, who urged a vague new energy future, Stewart skewered the latest White House rhetoric with clips from the past seven presidents, dating to Nixon, as they also pledged to get us off oil.

As he so often does, Stewart offers purer critique of the issue with a few short montages than the whole of the punditocracy blabbering on in other media.

Of course, Obama's call to arms is virtually identical to one given by George W. Bush in 2006, and Clinton in 2000, Pappy Bush in 1988 and on down the line to 1974, when Nixon exclaimed, "We will break the back of the energy crisis. We will lay the foundation for our future capacity to meet America's energy needs from America's own resources."

All the presidents also lay out technology fixes, alternative fuels (love Carter's "gasahol"), and aggressive timelines that become somewhat less aggressive with each successive president.

American presidents have talked the energy independence talk for four decades now, but we continue to drive the drive without changing our ways. I don't know if we will ever elect to move away from fossil fuels affirmatively, or if we will be forced to innovate when the miracle of oil energy dries up or destroys the ecosystems we love and need, but I find it hard to be optimistic.

Meters along the Embarcadero are part of the Port of San Francisco's SFPark trial. Photo: Matthew Roth

The total number of spaces, as Mayor Gavin Newsom recently announced on his Youtube site, is 441,541. Of the total, over 280,000 are on-street spaces, 25,000 of which are metered. For just the on-street spaces, that is roughly the equivalent area of Golden Gate Park.

"Most cities have very little knowledge of their parking inventory," said Rachel Weinberger, a planning professor at the University of Pennsylvania and former transportation policy adviser to New York Mayor Michael Bloomberg. Weinberger called the parking census a "tremendous effort."

"Without the basic knowledge [city planners] have no basis on which to make decisions about future supply policy, about current management policy or even about how their transportation systems are working."

Don Shoup, planning professor at UCLA and author of the definitive book on the history of parking, The High Cost of Free Parking, was excited to hear the news. "San Francisco’s census of parking spaces is a great achievement, and the first of its kind anywhere," he said.

The release of the public parking space census coincides with the redesign of the website for SFPark, an occupancy-based parking management trial funded with a $19.8 million federal congestion mitigation grant, which among many objectives, seeks to manage the supply of parking by adjusting the cost to match demand. To put that in laymen's terms, if SFPark works well, there should be enough parking at the curb so that drivers don't have to circle the block endlessly searching for that elusive space. By gradually adjusting the price of parking up or down in the pilot areas, the city expects to create roughly one or two free spaces per block face at any time, the original purpose of parking meters when they were introduced in the 1930s.

Jay Primus, who directs the SFPark trial for the MTA, said the parking census was the first step toward a better understanding of how parking works in San Francisco, filling a void where city planners could only make rough estimates previously. "If you can't manage what you can't count, doing a careful survey and documenting all publicly available parking was a critical first step for the MTA for how we manage parking more intelligently," he said.

Primus explained that his team combed through copious records to determine total public garage spaces, including the MTA's own facilities and city tax records for private facilities. For on-street unmetered spaces, he sent interns out across the city to count every fifth block, a 20 percent sample size. At every free opportunity, he sends out more interns and recently estimated they had increased their sample size to 35 percent. Time willing, he hoped to count every single space on every street.

Aside from satisfying his own penchant for good data, Primus said the data was essential if they expect the SFPark pilots to succeed in making parking more convenient for drivers and reducing traffic.

Click image to enlarge. Map depicting SFPark trial areas. Courtesy: sfpark.org

In order to expand the impact of the data, the MTA has released it to third-party developers on the Data SF Website, which the agency hopes will spur creative applications for smart phones much as software engineers have done with the MTA's route and schedule information. With these applications, Primus expected to "see less circling for parking, less wasted fuel, and reduced greenhouse-gas emissions. It could help to save people both time and money," he said.

"San Francisco is on the forefront of parking management," said Mayor Newsom, who has championed open data through DataSF. "By combining this data with our innovative approach to local government open data, we continue to transform government to work better for all of us."

Beyond the benefits to drivers and the savings from reduced congestion, the parking census data will inform the general discussion of parking supply and development, which can become highly contentious and emotional.

Jason Henderson, a San Francisco State University Geography Professor, said San Francisco Planning Commission hearings sometimes devolve into unhelpful arguments over the supply of parking without good data to back up either side's assertions.

"It's very important to have as fact-based a conversation as possible," said Henderson.

The San Francisco Planning Department's Joshua Switzky agreed with the importance of the data. "It's the kind of information that always comes up during review of big projects, especially when parking is being debated," he said. "Everyone -- from neighborhood groups, to planning commissioners, to transit advocates -- wants to know the general parking supply in an area."

Now that the publicly accessible spaces have been counted, the MTA plans to move forward with a count of private garages. Some of those interviewed for this story imagined there could be as many as 800,000 spaces in total, or at least one parking space for every San Franciscan.

Should San Francisco have a parking space for every person residing in the city? Should the city continue to mandate one new parking space for every residential unit built, the metric required in planning code in much of the city?

Using data from the MTA's Transportation Fact Sheet, Weinberger noted that despite 28.5 percent of San Francisco households not owning cars, "enough households have multiple vehicles that the city's population, collectively, owns over 8 percent more vehicles than households."

"As we all know, the more parking there is available, the more convenient car use becomes relative to other travel options," said Weinberger. "The more convenient car use is the more likely a car will be used."

Shoup marveled at how much parking in San Francisco is free, especially when compared with the price of housing. "One surprising result is that 72 percent of all the publicly-available parking spaces in the city are free," he said. "In San Francisco, housing is expensive for people but free for most cars."

Todd Litman, the director of the Canadian think-tank Victoria Transport Policy Institute, said the census showed that "in many situations there is not actually a shortage of parking spaces, rather, the available spaces are not being well-utilized." Litman said the solutions were parking management strategies such as more car sharing, efficient pricing, and parking cash out, which "can address parking problems in ways that also help achieve economic, social and environmental objectives."

All the parking experts agreed that San Francisco was leading the way in the effort to better understand the relationship between parking policy and the context of the urban environment.

"Parking policy is a pretty powerful tool for shaping street use, urban fabric and mode choice," said Weinberger. "The true power in this information rests on what the city decides to use it for."

Streetsblog San Francisco Editor Bryan Goebel sat down with Google Engineer Scott Shawcroft today to discuss the new software and Google's plans for enhancing it. 

Scott Shawcroft demonstrates Bike Map for a bike summit attendee. Photo: Bryan Goebel.

Data gathering was a difficult part of the process, according Shawcroft, and he encouraged users to try the mapping service and give Google feedback on what works and what doesn't. Users can report problems directly to Google in a box on the left-hand navigation bar in the bicycle directions section of Google Maps.

You can listen to Bryan's full interview with Shawcroft here:

Screenshot from the Facebook group promoting dooring, among other acts that injure cyclists.

"It's a stupid and offensive joke and unfortunately there are still people who don't see that bicyclists have the same rights as everyone else," said Marc Caswell, program manager at the San Francisco Bicycle Coalition. "It's a cruel example of the ignorance of cyclists' rights. We would encourage people to report it as offensive."

The site is full of the vitriol one has come to expect online and in anonymous comment sections, but unlike blogs or online forums, all the fuming leaves a clear path to the users who posted it.

The first user to link the group was from Australia, and several of the references to road rules are of British provenance or from former British colonies. In the "About Me" section, it reads: "No matter how far to the left you are, you're taking up my road. My car is hard, and i am not slowing down!"

A photo from a road race on June 3, 2008 in Mexico, when a drunk driver killed one cyclist and injured more than ten others. Posted to the group by Sean Tysoe

In addition to creating a counter group called "HELP REMOVE this HATE GROUP against cyclists!", a number of cyclists have become fans of the original group and have posted agitprop in the form of bicycle photos. While there are disturbing photos of cars creaming cyclists and road signs promoting violence against cyclists, the photo album is full of pictures of the kind of bike porn you might expect on Bike Blog or Fixed Gear Gallery. And there are easily as many photos of "Share the Road" signs as the opposite.

Streetsblog asked Facebook whether this group violates their Terms of Use, particularly sections 6 and 7, under "Safety":

6. You will not bully, intimidate, or harass any user.
7. You will not post content that is hateful, threatening, pornographic, or that contains nudity or graphic or gratuitous violence.

Facebook's Simon Axten told us the group has been reviewed and deemed kosher by the company's staff. Presumably the reason they are not removing this group boils down to how one interprets the phrase "actionable threats of violence." Here's Axten's explanation:

We take our Statement of Rights and Responsibilities very seriously and react quickly to remove reported content that violates our policies. Specifically, we're sensitive to content that includes hate speech and/or actionable threats of violence. The goal of these policies is to strike a very delicate balance between giving Facebook users the freedom to express their opinions and beliefs, even controversial ones, and maintaining a safe and trusted environment.

We've reviewed this group and determined that it doesn't violate our policies.  We encourage users to report anything they feel does violate these policies using the report links located throughout the site. Thanks.

Posted to the group by Chelsea Kerr

Any legal minds care to comment?

H/T Bike Portland.

This used to be the scene of gridlocked traffic. Photo: berk2804

Seven years ago, when Tim Tompkins took over as president of the Times Square Alliance, one of New York's largest BIDs, security and cleanliness were the top concerns. Despite incessant traffic and "pedlock," few decision-makers were focused, at first, on the vision of Times Square as a world-class public space where people take precedence over motor vehicles.

Speaking to a standing-room audience at the San Francisco Planning and Urban Research building last week, Tompkins recalled when the lack of regular stabbings and violent crime seemed good enough for the crossroads of the world, and the quality of public space felt too esoteric to address. Gradually, Tompkins helped build public support for dramatic changes, starting with the re-design of Duffy Square. Working with NYCDOT, Tompkins began chipping away at the space allocated to cars and opening it up to pedestrians. Shortly after the completion of Duffy Square last October, said Tompkins, DOT Commissioner Janette Sadik-Khan approached him about closing down a portion of Broadway to vehicles to create public plazas.

Now, cities around the country view the new Times Square plazas as potential precedents for transforming their own under-utilized or overcrowded streets into quality pedestrian space. Streetsblog San Francisco caught up with Tompkins during his west coast trip to talk about the new Times Square, how it came about, and the lessons we can draw from its ongoing transformation. Here is an edited transcript of the interview. 

Matthew Roth: What in your opinion has been the biggest change in Times Square over the past decade?

Tim Tompkins: The challenge of Times Square as a public space had changed. It’s not enough that it's just sort of safe to be there. This is one of the world's great public spaces. What's missing?

Over the last couple of decades we've learned a lot about how to make parks great, and that parks are important to life of the city. I think there's been an evolution over the last decade thanks to organizations like [Streetsblog], and Project for Public Spaces, and Transportation Alternatives that have said, "There is another part of the public realm, there is another part of city life that we need to pay attention to."

The re-designed Duffy Square. Photo: Brad Aaron.

This is a place where you can be still, but you're still in the city. You're experiencing the city, but you don't have to stand or walk through it the way you did before. Finally, we created a place for that observation to happen, for people to see what we called the second best show on Broadway, which is Times Square itself. It’s people watching people in this unique way. And so sometimes it’s about looking up, sometimes it’s about noticing the store across the street, but as much as anything it’s about watching this urban fugue, which is the special nature of a public space in the city, where you’ve got all these different things going on. Different people, different languages, different looks, and a little bit of chaos, but also a tremendous amount of energy.

MR: Now that you've closed portions of Broadway to cars and opened it up to people, what would you say to skeptics of pedestrianization and pilots that limit private vehicles?

TT: Pedestrianization of a former roadway is a mixture of art and science. There are people who have studied this -- you know, what do people do in public spaces -- and sometimes it works, sometimes it doesn’t. It has to do with design, management, the nature of the space, what’s going on around it. So it’s not an easy thing to get right. One of the great things about this commissioner and mayor is that they’re willing to experiment and see what happens.

We're still learning how to make this work. How to bring some authentic sort of street-style programming back to Times Square without overwhelming it, without it being too noisy for the office tenants, or the theaters. How to have the furniture look good, but not be just like everything else. Even just how you keep it clean so it doesn’t look ratty. Because when it was asphalt it’s like, "Well this is a street, it’s not supposed to look good." The second it was painted red asphalt, then there was this challenge, because people were no longer looking at it as a street that happened to have a chair on it, they were looking at it as a public space, and they were like, "This is not Piazza San Marco, this is crap."  And in some ways they're right, but it's a function of shifting expectations.

MR: What has the reaction been among businesses in the district?

TT: I think that there was definitely concern and fear during a time of economic vulnerability, and you've got to acknowledge that. Longer-term interests, like somebody that owns an office building, they’re there for decades, but you know, restaurants in Times Square live hand to mouth. If Broadway tickets are down 20 percent, their business is down 20 percent. You have to pay attention to the reality of somebody's economic situation. 

"The second it was painted red asphalt, then there was this challenge, because people were no longer looking at it as a street that happened to have a chair on it, they were looking at it as a public space, and they were like, 'This is not Piazza San Marco, this is crap.'"

I think at the same time listen to what they say, and then modify the plan accordingly. There were some issues about theater access on 45th Street, and what was going to happen when you change the traffic patterns. We had conversations and DOT was great. They sat down and they said, "Okay, we were initially thinking we wouldn’t let you make a right turn, but we’re going to modify the plan and allow that to happen," and that addressed a really big issue. So that’s another case where it's important to have the conversation between the private interests and the government that’s doing it. And to say, you know, maybe that might not have worked, and then we would have had to say, "Okay, we're three weeks into it, let’s change something else."

The other thing to keep in mind, though, is that you've got to think about your long-term competitiveness. A business understands that you've got a competitive environment. What are your advantages versus some other place? In a place like San Francisco, in a place like Times Square, they're major tourist destinations, and people can choose to go somewhere else. Just like whether it's an amusement park, or it's a beach resort, they’ve got to do some upgrades, they've got to pay attention to the competitive environment and say, "What’s going to keep people coming here?"

UCLA professor and parking policy superstar Donald Shoup.

This Tuesday, the San Francisco MTA released a long-awaited parking meter study, which calls for increasing meter hours in commercial districts where parking occupancy rises above 85 percent and businesses are open late on weekdays and Sundays. Afterward, Streetsblog called UCLA Professor Donald Shoup, author of The High Cost of Free Parking and arguably the world's foremost parking expert, and asked for his thoughts on the study.

Professor Shoup had read the document and called it "pathbreaking," lauding the MTA for being thorough and data-driven, and for embracing occupancy targets to manage parking supply.

Shoup also reiterated the importance of Community Benefit Districts (CBDs) as a tool for selling parking reform to the public. In CBDs, a portion of the new meter revenue collected in commercial districts is returned to that district for sidewalk repair, street trees, enhanced street cleaning, etc., so that businesses can see firsthand how parking revenue improves their streets.

Professor Shoup also pointed to Redwood City, Ventura, and Old Pasadena for best practice examples of occupancy-based parking policy changes that have revitalized neighborhoods and facilitated business. Here is an edited transcript of our interview. [For a longer version, head over to Streetsblog San Francisco.]

Matthew Roth: What are your impressions of the MTA's new parking meter study?

Donald Shoup: It's pathbreaking. There's never been anything like it anywhere before. I think they've done the right thing to say, 'we're aiming for an occupancy rate.'  You want the spaces to be well used, but readily available. Well used means almost full, but readily available means not quite full. You have to be very careful to make sure you get that right. They're willing to adjust it if they get it wrong. I think the right price for parking is sort of like the Supreme Court's definition for pornography: I know it when I see it. There's no way to say the price is right except by looking at the result and San Francisco is committed to change the price wherever they get it wrong.

I think they did it with a very careful goal in mind and that is: set the lowest possible price they could charge and still have spaces available on every block. So that's different prices at different times of the day and at different locations, but I think if they aim for this policy, if they've chosen the lowest price they can charge and still have available spaces, it means if they go any lower, all the spaces will be filled and people will say there's no place to park. And if they go higher than that, there will be a lot of vacant spaces. Some of the supply will be mismanaged. 

MR: How important are Community Benefit Districts for selling parking reform to the public?

DS: Well, I think it is the key to getting political support. As you probably know, Redwood City has this policy and Ventura in Southern California, they just started it. From the merchants' point of view, they think that the revenue return is the most important part of the entire policy. They realize that it's going to cut down on cruising and maybe greenhouse gas emissions, but the important thing to them is seeing improvements right in front of their businesses. Without that it seems to be hard to support the idea.

It's also true in Washington, D.C. They installed it around a new ballpark and they returned 75 percent of the revenue to the metered districts. And this can be for transportation improvements. I think that something visible and sharing with the community is very important. If they don't do that it's hard to show and prove and have pictures of the benefits.  

I think it's important for getting people to understand the workings of the program. I don't think the community benefit district will change anything about the right price for parking. I do, however, think they will make the policies seem much more reasonable to everybody. If they use the money to make sidewalk improvements, one of the most important transportation pieces of infrastructure in San Francisco. I think the sidewalks are almost as important as the bus system. If they said we'll use some of the money to improve the sidewalks and the streetscapes on the metered streets, everybody would see that the city is giving back something and not just taking. I think if you give back something that's very visible and very valuable, the metered communities will see the benefits right in front of their eyes. Everybody wants better bus service and more frequent bus service, but that's hard to see, especially if you're a struggling merchant. I think that it's easy to see very clean sidewalks, very well-policed sidewalks in front of your restaurant, rapid responses to any cracks in your sidewalks, maybe much more frequent cleaning.

MR: Some businesses complain that extending meter hours or raising rates will drive customers away, that they'll go to suburban malls where parking is plentiful and free. How do you contend with that assertion?

DS: You have to emphasize that the pricing is to keep the spaces almost entirely, but not quite, full. So you can't say the people are being chased away if almost all the spaces are full almost all of the time. You just wonder, where are they being chased? For the businesses, the important thing is that people are being chased away because the spaces will be occupied, but they will be occupied by people who will be willing to pay for parking if they can easily find a space.

If I were a waiter working in a restaurant, who do you think would leave a bigger tip, someone who will come only if they can find a free parking space after they have driven around long enough to find it, or someone that who is willing to pay for parking if they can easily find a space? I think the person that is willing to pay for parking is more willing to leave a bigger tip or pay more at a store or bring more business to the area than somebody who wants to be a freeloader and just won't come to your neighborhood unless they can get free parking. When you think about it, the kind of customers you're going to get is probably a little bit more free-spending if they can easily find a space and they're willing to pay for parking.  

In terms of the economics of it, Old Pasadena simply took off economically the year they installed meters. The sales-tax revenue is about six times higher than it was when they put in the meters in 1992. That is because, at least in Old Pasadena, the meter money has greatly improved the public infrastructure of that neighborhood. In San Francisco, they're talking about using most of the money for public transit, so there won't be the physical improvements. You're probably attracting a more free-spending group of customers and maybe more carpools, because they'll be splitting the cost of the curb parking. Maybe two dollars an hour won't seem like such a punitive payment if there are four people in the car and they're staying in an area for four hours. The solo driver will object to paying for parking. But if I were a business person, I'd rather see the cars arriving with four people in them rather than one.

MR: What should San Francisco, or any city trying to reform parking policy, do about time limits?

DS: The other thing I think that San Francisco is doing and that Redwood City did and that Ventura has done is eliminate any time limits on the meters. They removed the time limits and they rely on pricing to create turnover and vacancies and this has been the most popular part of the policy in Redwood City. People now don't have to worry -- a driver and three friends want to go for dinner some place and they park -- they don't have to worry that they have to get back to their meter in an hour or two hours. Whatever they're doing, they don't feel like they're pushed around so much by the city.  It still creates a lot of turnover because the price is higher, but the user is more in control of their life than when somebody who manages meters says you can only stay here for an hour or two hours.

The advantage of using prices to manage parking is that you don't need to have these arbitrary time limits. I think when people say they're going to run meters in the evening, it seems ridiculous because people want to park once and walk around for the evening. Turnover is not important for that, but pricing is important to make sure that some of the spaces remain available. So I would say that whenever you talk about running the meters in the evening, you have to say there's no time limit on them. You can put enough money in to stay for the entire evening, park once and go to dinner, a movie, a bar, and then walk around for as long as you want. You have to break this automatic assumption that a meter means that you have to leave in an hour or two hours.

MR: In the MTA study, during metered hours, Columbus Avenue had 71-81 percent occupancy.  Does that mean the meter prices are too high?

DS: Yes, I think it's quite common for meter prices to be too high, especially in the morning. Definitely on some days and at some hours the prices will definitely come down. 

MR: Is 85 percent occupancy target a firm benchmark? Are there situations where you want more or less occupancy?

DS: Well, it's short-hand. It just means you shouldn't have too much of an hour that is totally full. You shouldn't have much of an hour that is less than 70 percent, but somewhere around 85 percent. Sometimes it's going to be higher and sometimes its going to be absolutely full. What you'll see is variation around 85 percent, but I think what you mainly want is to make sure it isn't full more than 10 or 15 minutes out of any hour.

The Congress for the New Urbanism will meet in Portland, Oregon, in early November for the annual Project for Transportation Reform, a summit to further define emerging policies that embrace entire urban transportation networks, rather than disjointed transportation segments, and that seek to balance modal splits and reduce overall vehicular miles traveled (VMT).

Summit attendees and partners, including Streetsblog, will participate in discussions on emerging network planning and develop a strategy for informing the national transportation infrastructure debate, of particular significance as climate and transportation bills move forward. As the draft CNU Statement of Principles on Transportation Networks [PDF] notes, climate change and infrastructure problems in the U.S. continue to intensify:

The US now has the world's highest level of VMT per capita, while simultaneously experiencing the highest traffic fatality rates of any developed nation. Per capita traffic delay has more than doubled in the United States since 1982. This deterioration in transportation system performance has occurred in spite of an ongoing public investment of more that $200 billion per year in transportation infrastructure."

CNU President John Norquist said the current focus by transportation professionals on road capacity gives us cities like Detroit, where consistent spending to widen roads has destroyed communities.

"Federal and state DOTs don't understand how cities work. They still want to take rural forms and jam big roads into cities." he said. "Rather than measuring projected traffic flow, they should be measuring how much value it adds to a neighborhood. The U.S. can't afford to be energy-wasting and spending money on projects that destroy the value of neighborhoods."

U.S. Representative Earl Blumenauer will kick off the summit and representatives from Oregon Metro will showcase the many innovative transportation and design policies they have implemented in the region that have given Portland one of the highest walking, transit, and bicycle mode shares in the country.

Summit organizers hope to develop the language around network-wide transportation reform so the CNU can persuade lawmakers in Washington, D.C. to incorporate this new urban vision into upcoming climate and transportation legislation.

Marcy McInelly, co-chair of the CNU's transportation reform initiatives and principle of Sera Architects, said, "Reform is about giving more latitude to use highway funds for pieces of the network that may not be for highways. Right now the federal funds have to increase vehicular mobility, which raises VMT. If you had a funding formula that allowed you to count benefits to cost, it would almost always [result in] the other modes besides cars coming out [as] more beneficial. It would balance consideration of other modes."

Norquist said the CNU is working with the Institute for Transportation Engineers (ITE), the most significant body of professional transportation engineers in the country, to develop transportation standards that raise the profile of urban streets to match that of rural roads and freeways in guides like AASHTO's Green Book for highway and street design.

According to Norquist, reform initiatives should focus on altering "the functional classification system. The current regulatory framework tries to feed future traffic demand, instead of trying to facilitate the network."

Referring to the traditional advocacy position that tries to chip away at the 80-20 funding formula (80 percent of federal funding for freeways, 20 percent for transit), Norquist said a more fundamental change is needed.

"We're completely for the idea of changing the 80-20 split. But even if the environmental community wins and gets 25-75, you're still spending 75 percent of the money on road capacity. They should focus on creating roads that are useful and pleasant and create a place where people actually want to be."

Norquist also promised the conference would be fun. "This conference will have the most dynamic and exciting traffic engineers in the world," he said, with a laugh. "These are the reform traffic engineers, the recovering traffic engineers."

The Project for Transportation Reform with take place from November 4-6 and registration is still open. Streetsblog will be covering the summit with regular stories and tweets, so stay tuned.

The dealer, whose motto is "God, Guns, Guts and American Pick-Up Trucks," one-upped himself from last year's offer of pistols or petrol, and said that sales have doubled since the promotion started. He also had some choice social commentary in various interviews:

• "There's a bunch of evil in the world and people need to protect themselves."
• "I'd personally like to have a sporting chance, instead of just becoming a victim."
• "Without guns, we are subjects. With guns, we are citizens."
  
• "The only 911 call I need is chamberering a round."
  

Fortunately you can't just walk out of Max Motors with an AK; Muller provides you with a voucher for $450 redeemable at a local gun dealer, where you still have to go through a background check. Maybe I haven't been to a gun show in a while, but doesn't that seem like a lot of gun for so little coin?

No matter your moral leanings, you have to admit Muller's plan is ingenious marketing, given that, outside of iPhones, guns are about the only thing selling well in this economy under this presidency. He has even given interviews to Al Jazeera, and Russia Today.

Two of the more entertaining interviews after the jump:

GM has seen the future, and it looks like a B-n-L Hover Chair.

GM's solution for the future of transportation is -- hold your breath -- a Segway built for two.  I don't know about you, but I want my money back. 

GM and Segway announced the prototype, which they dubbed "Personal Urban Mobility and Accessibility," or PUMA, today in New York City, where the old single-occupancy stand-up Segways are already illegal.  The wheeled chair, which GM claims will address congestion, safety, affordability, parking, and energy concerns in urban areas, gets 35 miles per charge and does 35 miles per hour, a blistering speed that makes them just slow enough to get run down by the automobile company's more traditional vehicles. 

Unfortunately for those of us who already use a "personal mobility device" with more than 100 years of proven utility and health benefits, Dave Rand, GM's Executive Director of Global Design, said on Brian Lehrer today that he thought PUMAs should be able to use bike lanes. Lehrer was skeptical of the device, saying that the last time he heard of a transportation "revolution" was when Segways were introduced, and he noted how small a market share they currently have. 

When Lehrer challenged Rand on how PUMAs would fit in already dense urban areas, where carving out room for a bike lane is as difficult as it gets, the GM rep suggested they would start using PUMAs on college campuses and other areas that look nothing like cities.

Given that Segways cost around $6,000, the new PUMA would likely be more expensive. There are also concerns about safety and visibility, which GM claims they'll solve with technology links to existing OnStar systems so that the PUMAs will sense other vehicles and slow automatically, at least other vehicles with OnStar.

Rand said on Lehrer's show that users could charge the vehicle at home overnight or where it is parked during the day, the implication being that people have an easy place to plug in at night, as in a garage. Has Rand spent any time in a dense urban setting, where most people don't have garages? Does he envision all those plugs coming out of parking meters?

GM's announcement comes a day after Ohio State released a study that found 20 percent of preschoolers are obese. I know the mega-corporation lampooned in Disney's Wall-E was meant to be Walmart, but GM seems to be moving us a step closer to the B-n-L Hover Chairs that make physical activity a thing of the past.

I seem to recall from a class in high school something about us evolving to walk upright. Rather than worrying about how to incorporate an impractical new Segway into the urban realm, shouldn't cities be making more room for walking and cycling? The good ones already are.

Speaking of which -- officer, can you remove that thing from our nice new pedestrian plaza?

Photo from NY Times

The Mercedes Benz-ollieing, sidewalk-riding, pedestrian-buzzing Thicke is an ass. As a former pedestrian and cycling advocate in New York City who worked hard to dispel the cyclist-as-sidewalk-riding menace myth, I'd like to see someone hit Thicke with a nice, solid cross-check. Stereogum has it right calling Thicke a "Dick on a Bike." Bottom line: If you're going to promote bad behavior on bikes, at least let it be talented bad behavior.

Burdick didn't get his top five list all wrong. I love the inexplicably askew, Donnie Darko-esque Bat for Lashes video:

And The Flobots' catchy anti-corporate jeremiad, "Handlebars:"

Even the multi-modal Lily Allen is pretty cute riding through some of the more pedestrian- and bicycle-friendly sections of London:

But how on earth did the Flight of the Conchords not make the list? Was Burdick worried that the wingers over at RedState.com would accuse the Huffington Post of being a France sympathizer if they picked "Foux De Fa Fa"?

And what about the Conchords' "Mutha Uckers"? It features prominent bicycle placement, no sidewalk riding and the fellas even wear helmets.

As for hip-hop, why not rep Oakland's scraper bikes? Ghost ride the (pedal-powered) whip!

I am unimpressed with the selection of "Bicycle Race" by Queen (original NSFW version) as an honorable mention. That's so obvious.

How about some more obscure selections like this fetishized Alvin and the Chipmunks ode to bikes from 1961, "Bicycle Built for Two." Simon extols the bicycle as "gorgeous, simply fascinating" and admires its "elegant simplicity of lines." Still, I can't shake the strange feeling that Dave is a little creepy at the end:

And while it's not technically a music video, Monty Python's "Bicycle Repairman" would make my honorable mention list for his willingness to root out Communism wherever it may be found. Perhaps Glen Beck can resurrect the character to fight Obama's socialist tendencies?

(And thanks to Clarence at Streetfilms for making sure I included the best PSA ever!)

What other videos am I missing, Streetsblog Nation?

SeeClickFix users report Union Street gridlock

Unlike most 311 systems, the visual mapping function enables users to see all existing complaints about a particular problem or to add their voice to an existing case, thus promoting it to a more urgent position in the queue. Users can create "watch areas" and receive notices when other users identify a problem within it. Each case generates an e-mail that is sent to the appropriate agency responsible for fixing it.

According to founder Ben Berkowitz, who is based in New Haven, Connecticut, SeeClickFix got its first trial run last year when New Haven's mayor, John DeStefano, Jr., was looking for a way to better respond to public quality-of-life complaints and to reduce duplication of efforts within agencies. DeStefano required the city to respond to cases that had been generated by the public on SeeClickFix and report the status of the cases online.

The system was so successful that the city now uses SeeClickFix as a proxy 311, with agencies such as the DOT, DPW, and police department using it for non-emergency issues. DeStefano was so happy with the service that he sent a letter to more that 100 other mayors encouraging them to try it.

Berkowitz says the system has now expanded beyond the local government to utility companies and non-profits.  He said they have seen numerous cases of good Samaritans responding to complaints without prompting, such as one carpenter who fixed several park benches he located on the site.

"That's the beauty of open source," says Berkowitz. "At first, we thought of calling it Little Brother, like 'Little Brother is Watching,' but then we realized we needed to be a bit more kind to government."

Berkowitz explains that SeeClickFix often coordinates with newspapers, such as those in Boston, Philadelphia, and Pittsburgh, to promote the software to the public, then advocates for the city to try responding to cases and noting the progress online. When the Philadelphia Inquirer added the SeeClickFix widget to its site, Philadelphia 311 soon started responding online to newly-generated cases.

In San Francisco, Phil Bronstein, editor-at-large of Hearst Newspapers Division, is a big fan of SeeClickFix and is planning to use the mapping widget on SFGate.com. Kevin Skaggs, executive producer of SFGate, said a collaboration with SeeClickFix has been in the works since Bronstein blogged about them last year, and that SFGate will use the widget in a few months on its new hyper-local Chronicle sites.

The new Chron sites will resemble the New York Times' recently launched local blogs, where SeeClickFix is already a presence. As of now, the Times has incorporated the map widget into the New Jersey edition of "The Local," which covers Maplewood, Millburn and South Orange. Berkowitz hopes the Times' Brooklyn blog, targeted at readers in Fort Greene and Clinton Hill, will follow suit. If that happens, he sees city residents using SeeClickFix as a tool for broad scale community improvement.

"We know that it can be much bigger than 311 in New York," says Berkowitz. "It's a really great method for getting a dialogue started."

With reporting by Brad Aaron.

Specifically, the Dems wouldn't support the amendment unless at least two significant criteria were met:

• Allocating a minimum of 30 percent of the total to clean water and public transportation/passenger rail. Of the total funds allocated to highways and bridges, 10 percent would have to be set aside for Transportation Enhancements, i.e. bicycle and pedestrian improvements.
  
• Giving the Secretary of Transportation discretion to redirect funds from states that were not adhering to certain criteria to states that were adhering to them. The criteria Dems and enviros wanted to see, for example, would not have allowed states to receive funds by showing that a project improves vehicular Level of Service.

In other stimulus news, Senator Kit Bond's amendments, which would have funneled billions to highway spending at the expense of rail and other modes, are not expected to reach the floor either.

Specifically, enviros are trying to get a "green screen" put in place, so that USDOT can pick from the priority projects presented by the state DOTs.  Theoretically this would mean that the Obama administration would make better decisions about how to spend the money than the states and would redirect funding to priority transit projects.

Boxer appears responsive to appeals to revise the amendment. The Senator is 'working in good faith' to improve Inhofe's original proposal, according to a source who wished to remain anonymous. Based on the current language, though, the amendment still gives precedence to the states to load up their road building projects.

Here are the highlights of the draft circulating as of yesterday:

• The amendment Senators Boxer and Inhofe have been working on would increase highway, transit and water (clean water and drinking water) infrastructure funding in the stimulus by up to $50 billion if other funding provided for in the bill is not used quickly.
• This amendment would redirect up to $50 billion of funding that would otherwise expire at the end of Fiscal Year 2009 in addition (if necessary) to unobligated balances from slower-spending programs appropriated throughout the stimulus package that have not been obligated within a full year after enactment.   
• A maximum of $50 billion would be redistributed by the President to states for use on highways, transit and water projects, based on a priority list of shovel ready projects within 120 days, as determined by states.  This list would be provided by each state and certified by the Governor, based on priorities that are the product of ongoing state and local planning programs.
• Eligibility has been expanded far beyond highways alone.  A broad array of projects beyond highways and bridges can be funded including transit and environmental mitigation for example.  States and localities should give special consideration to projects that will bring the conditions of roads, bridges, and other transportation system elements up to standard, that will result in immediate employment, that will increase the energy independence of the United States, and that will provide long-term economic benefits.
• This amendment would provide additional funding for the clean water and drinking water state revolving funds and would maintain the 15% set-aside for green infrastructure included in the underlying bill.  This ensures that states will be able to implement green projects to reduce energy consumption and improve water efficiency with any funding provided through the amendment.                     
• This amendment takes money that is otherwise not going to quickly stimulate the economy and moves it to a program that can get people working faster.
• Funds are moved to highway, transit and water infrastructure investments under this amendment because they improve our nation’s infrastructure and can be under contract in an expedited manner.
  

The amendment is expected within the hour, according to Kate McMahon of Friends of the Earth. Inhofe press director Marc Morano didn't deny the number, but said "a lot is going on today and I'll confirm with you shortly."

Both Friends of the Earth and Environmental Defense are sending action alerts to their activists, the first suggesting calls to Boxer, the second urging constituents to contact their own Senators to demand a "No" vote on the amendment.

Stay tuned for more information.

EDF action alert here.

Friends of the Earth action alert:

The U.S. Senate is working on its economic stimulus package today. Already, the bill includes $27 billion that can be used to build unnecessary new roads, despite the fact that such spending will create fewer jobs than investments in clean transportation projects. New roads will also lead to more global warming pollution and oil consumption.

Last week we had a victory in the House of Representatives when we increased funding for clean transportation by $3 billion. Unfortunately, Senator Barbara Boxer (D-CA) is threatening to undo that progress.

Senator Boxer is planning to propose an amendment today that would add another $50 billion in new road funding to the stimulus. Such an amendment would undermine President Obama's goal of a "green" stimulus and represent a huge setback in the fight against global warming.

We need your help to change Senator Boxer's mind. Please call her office NOW at 202-224-3553 and ask her to NOT offer this amendment.

A rendering of the Transbay Transit Center with a 5.4 acre park on its roof.

Pointing to the renderings on a projection screen behind him, with a 5.4 acre park atop the terminal, 2600 units of housing (with a pledge of 35% affordable homes), the construction of the tallest building in the West, and a terminal expected to serve 100,000 daily riders, Mayor Newsom added: "Eat your heart out, New York City."

If the city manages to find the $2 billion necessary to complete the project, San Francisco's transit hub would be finished in 2014, 101 years after Cornelius Vanderbilt opened the doors to New York's Grand Central Terminal.

The Transbay Transit Center, a public-private partnership headed by the Transbay Joint Powers Authority (TJPA), will replace the existing Transbay Terminal with a multi-modal transportation hub that would serve nine transportation systems in the same complex, including the potential California High Speed Rail route through San Francisco.  

Mayor Newsom and several other speakers stressed the economic significance of a large-scale construction project as the overall economy sours and the city makes budget cuts.  

Nathaniel Ford, Sr., Chairman of the TJPA and head of MUNI, argued that "without projects like this, we will not be able to provide mobility for the growing population of California, and bring together the fractured public transportation system in San Francisco."  

Mayor Gavin Newsom, former Mayor Willie Brown, and board members of the Transbay Joint Powers Authority

Though the project design is impressive, funding remains a daunting obstacle. As outlined in the excellent feature story by Steve Jones in the San Francisco Bay Guardian yesterday, the TJPA has not found the money to pay for the entire project and may be relying on state funding that won't materialize, especially with California's ballooning budget deficit.

While the TJPA has suggested that it hopes the Transbay Transit Center will catch the eye of President-elect Barack Obama's team, as it expedites construction projects for the fiscal stimulus package early next year, it will be only one of many transit projects competing with the road and bridge lobby, which is already circling the wagons nationally and in California.

"It's exciting to see the first shovel in the soil for the new terminal and there are still real concerns about how we raise the additional $2 billion or so for the project," said Dave Snyder, transportation policy director for San Francisco Planning and Urban Research. "But this is a perfect public works project for the new century."

Below are the various renderings of the proposed terminal as presented by Mayor Newsom and the TJPA at the groundbreaking:

The Natoma Street facade

The center light column from below...

... and above.

The view from Mission Square

Photo: Matthew Roth

Two-and-a-half years after a judge issued an injunction preventing the city from adding any new bicycle infrastructure to its streets, the San Francisco Municipal Transportation Agency (SFMTA) and the San Francisco Planning Department have released a 1353-page Draft Environmental Impact Report (DEIR) on the San Francisco Bicycle Plan. 

At a cost of more than $1 million, the city has attempted to demonstrate in excruciating detail what would seem to be obvious: better bicycle amenities contribute to increased cycling and an improved environment.

Despite the significant time and money required to produce the tome, Mayor Gavin Newsom struck an optimistic note, citing the proposed addition of 34 miles of bicycle lanes to San Francisco streets — a 75 percent increase over the existing 45 miles of lanes. 

“We’ve accomplished a great deal together, but much work remains to be done to improve the safety and convenience of bicycling,” said Newsom. “I will continue to push for a better bicycling environment as part of my deep commitment to improving the health of our environment, our residents and our city.”

A public hearing on the DEIR has been scheduled for January 8. The deadline for comments is January 13. 

While Rob Anderson, the plaintiff in the lawsuit that sparked the injunction, will surely continue his befuddlingly successful crusade (a couple of choice jeremiads from his blog: cyclists as a special interest wielding inordinate political power, and biking as a frivolous mode of transportation akin to skateboarding), the city assumes the DEIR will be sufficient to lift the injunction. 

“The Planning Department is confident that the DEIR fully satisfies the issues cited in the superior court's injunction and will enable timely implementation of bicycle improvements that will enhance transportation alternatives in San Francisco,” said Planning Director John Rahaim.

What this means practically is a different matter. According to Andy Thornley, program director of the San Francisco Bicycle Coalition (SFBC), even if the DEIR is certified by spring and the Bicycle Plan goes before the MTA board shortly thereafter, the 60 projects outlined for immediate implementation likely won't begin until the summer of 2009. 

“The Draft EIR is a very expensive bow-tie that we’re going to attach to the Bike Plan itself.  While it is a big deal, it shouldn't be the only focus. The city needs to build out the Bike Plan as soon as possible."

The injunction held that the previous version of the Bicycle Plan had not received sufficient review under the California Environmental Quality Act (CEQA). The Bicycle Plan DEIR identifies some potentially significant impacts as defined by CEQA affecting traffic congestion, transit operating delays, and loading activities for some project options, particularly along portions of Second Street, Fifth Street, Cesar Chavez Street, Portola Avenue and Masonic Avenue.

Though the city took considerable heat over the summer for revealing at a Board of Supervisors hearing that it had fallen behind its own schedule for releasing the DEIR, the Planning Department delivered on its promise to release it by Thanksgiving. Both advocates and critics of the Bicycle Plan will have plenty to sift through over the long weekend (and likely through the new year).

Given the timeline of up to five years for completion of the 60 near-term projects in the Bicycle Plan, it is unclear whether Newsom, a likely candidate for governor in 2010, will realize significant bicycle improvements during his last term as mayor.

Photo: San Francisco Municipal Transportation Agency