Cyclists rally in memory of Christophe Le Canne. Photo: rydel/Picasa via Miami Bike Scene

On January 17, Christophe Le Canne was out for a Sunday morning ride on the Rickenbacker Causeway, which connects the city of Miami with Virginia Key and Key Biscayne, when he was hit from behind and knocked from his bike by Carlos Bertonatti, a 28-year-old aspiring musician with a long history of traffic offenses. Bertonatti drove for miles with Le Canne's blue Cannondale wedged beneath his Volkswagen Jetta. Le Canne died before paramedics arrived on the scene.

Bertonatti was arrested outside his Key Biscayne apartment after a police officer observed him dragging Le Canne's bike. He was charged with DUI manslaughter, vehicular homicide, resisting arrest, driving without a license and leaving the scene of a fatal accident. 

This could have been written off as an isolated incident -- another drunk driver with a checkered driving record takes another life. But for several possible reasons, that didn't happen. Consider the arrogance of the killer. Bertonatti's website, according to the Miami Herald, "had boasted of his poor driving record." Police had to strap him to a fire department backer board in order to extract a blood sample. After the crash, Bertonatti issued regrets through his publicist. He is currently out on bail.

Some also blame Le Canne's death in part on a bungled response by emergency personnel. Due to confusion over who should handle the 911 call, it took more than 15 minutes for help to reach the victim. By then it was too late.

Whatever the reason, Le Canne's death has acted as a flashpoint for cyclists who have long endured pariah status on the chaotic streets of the Miami megalopolis. A memorial ride for Le Canne drew thousands. Advocates are calling for separated bike facilities, in addition to tougher penalties for drivers who harass or harm cyclists. The Miami-Dade County Commission has discussed lowering speed limits, increasing police presence, and streamlining emergency response operations. Stricter rules for alcohol service have also come up.

It's impossible to ignore the parallels between the Le Canne tragedy and any number of local cyclist and pedestrian fatalities. A driver with a long rap sheet is allowed to remain behind the wheel of his own car until he, almost inevitably, ends up visiting misery on innocent victims.

And as in New York, the perniciousness of motorist entitlement asserts itself in less obvious ways. There was once talk of raising the toll on the Rickenbacker at Key Biscayne, which could have funded extended hours for a fire-rescue station closer to the spot where Le Canne was hit. That station was closed at the time of the crash.

Tri-Rail trains like these could stop running by 2011. (Photo: National Corridors Initiative)

Tri-Rail's troubles are largely attributable to the bad economy, which has clipped the amount that the network's three participating counties can contribute to the transit system by an estimated $9 million. Making matters worse, the county aid must be matched dollar for dollar by the state DOT, doubling the size of that gap and forcing Tri-Rail to the brink.

As the Palm Beach Post noted yesterday, Tri-Rail's request that state legislators okay a $2 rental car tax to save transit service is hardly a politically extraordinary one. But the Post's editorial also reveals Washington's role in perversely perpetuating the funding crisis.

Here's the rub: Tri-Rail got $16 million for new trains in the recent stimulus bill, but none of that can cover the shortfall because federal money generally cannot be used to cover operating costs.

Making matters worse, the Federal Transit Administration has informed Tri-Rail that it risks losing a crucial $256 million grant if daily service dips below 48 trains. Meanwhile, members of Congress are requesting up to $400 million in earmarks to extend Tri-Rail service to the northern end of Palm Beach County. What's the use of money to lay new tracks if Tri-Rail can't afford to run any trains?

The simple fix for this conundrum would be allowing local transit agencies to spend money from Washington on operating costs, an idea welcomed by both Transportation Secretary LaHood and lawmakers on Capitol Hill.

Yet the devil will be in the details, because expanding the potential uses for federal transit aid doesn't mean an automatic increase in the size of that pot of federal aid -- which is already illogically small. Saving transit systems such as Tri-Rail could mean a painful trade-off between building worthy new projects and making sure existing trains can run on time.

Yesterday Miami became the latest American city to pull off a big car-free event, when an estimated 2,000 people (including mayor Manny Diaz) took to the streets for Bike Miami. Mike Lydon at Transit Miami reports:

South Miami Avenue was much more like an urban plaza than a street. Did you notice how the cafe seating and active retail edges allowed people to watch the active participants promenade through what became more a stage than a street? It was a beautiful event and instructive. Indeed, I have never seen such an exercise of urbanism within downtown Miami. The event clearly demonstrates the wonderful potential of downtown Miami and I think the event's organizers and participants now understand what livable streets can mean for the health of downtown Miami.

Clarence Eckerson and the Streetfilms crew have been all over the wave of Ciclovía-inspired events this year, filing reports from Chicago,  New York, Portland and San Francisco. As for videos of Bike Miami, some hand-held footage has surfaced on YouTube, and after the jump we've got the introductory remarks from Mayor Diaz and local district commissioner Joe Sanchez.

Photo of South Miami Avenue: Transit Miami

Video: 305librarian