March Madness shows RI better land use


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For those of you who aren’t as obsessed over land use and transportation as I am, you may not be aware of the annual #MarchMadness #parkingcrater competition on Streetsblog. Last year’s winner, Tulsa, Oklahoma, was certainly embarrassed to get national attention to its poor land use, but the pain must have worn off when the city quickly changed its zoning code and land use policies to discourage surface lots in its downtown. We could certainly use such a victory in Providence. Here are some of the places we’ve highlighted in the state so far:

University of Rhode Island campus, Kingston, RI

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URI is a relatively pretty campus, although with the campus constantly expanding its parking, it’s hard to know how long that will be the case. Eco RI has highlighted the campus’ hunger for farmland, which it has been quickly converting into surface lots. URI’s Kingston campus does have a policy of charging a small fee for parking to residents and students, but the need to add more lots suggests that that price does not meet the demand. URI’s other positive features include support for RIPTA passes to students at its Kingston campus, as well as a bike path running nearby it through the villages of South Kingstown and Narragansett. URI has failed so far to make crossing Route 138 to the bike path safe for students, and also has yet to charge any fee or provide any transit incentive for students or faculty at its Providence campus, which is nearby Kennedy Plaza.

Which brings us to. . .

Rhode Island College, Providence, RI

Rhode Island College is a warning of what URI could become. With “free” parking for students (paid for automatically through tuition), RIC doesn’t even charge visitors from outside the university to park. It’s entire campus is wall-to-wall surface lots. It’s the saddest/ugliest thing I’ve ever experienced.

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RIC’s policy means higher fees for students, who don’t even find themselves happy with what they get in return:

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South Side Hospital Complex, Providence, RI

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Whoa! It’s like the surface of the moon over there!

The Providence Streetcar is planned to terminate in the hospital complex, and I certainly hope it will improve development patterns there and reduce the need for so many lots. However, there’s a real need to develop #frequentRIPTA, as the 12 minute frequency planned for peak streetcar trips will not be adequate for such a short route.

One also wonders if doctors and nurses would have more positive impact on the neighborhood’s struggling businesses if they didn’t have to trek across huge lots to get to anything outside of the hospital.

The South Side of Providence doesn’t have a great public reputation, but I’ve spent a lot of time walking and biking down there, and it’s a really nice community with a lot of good things going for it. Another thing that would help reduce this parking crater would be to update the Point Street I-95 crossing. It’s currently designed as a two-lane one way with a lot of fast traffic on both sides, very poor pedestrian access, and virtually no way to cross on bike, except for the fleet of heart. The South Side is deceptively close to downtown Providence, and could have a lot of mobility benefits for low income folks on a one- or zero-car budget if RIDOT hadn’t callously built its infrastructure for circa 1955.

The Dean Street Bridge

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This span of bridge crosses U.S. 6 and the Amtrak Northeast Corridor between Federal Hill and Smith Hill, but with no access for transit or bikes. The ramps into Federal Hill are just a stone’s throw from the Viaduct, but apparently the state also thinks it appropriate to waste a huge footprint of land so that people can use highways as local roads. A 2013 assessment by RIDOT found the bridge to be in “fair” condition, and called it “functionally obsolete” (functional obsolescence can refer to a number of things but does not indicate structural problems. It can, for instance, simply mean that the agency feels the bridge needs more “capacity”, i.e., costly widening). The bridge is part of a series of expensive infrastructure projects necessary to U.S. 6 & 10, including the 6/10 Connector, which will come at an estimated cost of $500 Million and will dwarf the cost of the Sakonnet Bridge. The poor design of the Dean Street Bridge, with poor multimodal access, means it’s in a constant traffic jam for users, and cuts of anyone who is not driving.

Perhaps this is a job for a highway removal, and unlike I-195, let’s take it out and just not replace U.S. 6 at all. The 480 foot span of the Dean Street Bridge could then be considerably reduced in for whatever comes next, and multimodal improvements like transit lanes, protected bike lanes and wide sidewalks could carry users other than cars between two of Providence’s nicest neighborhoods.

The Statehouse Lawn

There was a time when there was no parking at the Statehouse. . .

Highlighted by the Projo, The Phoenix, and Providence Preservation Society as a majorly bad land use, the surface lots that Governor Chafee added to Francis Street and the Statehouse lawn have set taxpayers back millions (the Francis Street lot cost $3.1 Million for land acquisition alone, making each of the approximately 100 parking spots $30,000 a pop, without factoring in things like lighting, paving, or drainage costs). To put this in perspective, with matching funds from a City of Providence program, residents could plant 15,000 street trees for this cost, half that if they had no matching funds from the program. In a city of 25,000 street trees, that would represent a huge growth in green space. The Walking Bostonian has reported on the comparative cost of providing bus service compared to parking and found bus service to be cheaper, while a Hartford study recently found that for each parking spot a city gets, it loses $1,200 in tax revenue.

The (Proposed) Garrahy Garage

This is definitely one of the more improbable pictures I’ve taken off of the internet to support a weird metaphor. . .

As we finish our week of educating the I-195 Commission about the need for urban protected bike lanes, the front-and-center position of parking comes to mind. Commissioner Jan Brodie last expressed opposition to the bike lanes, which have broad community support, because they would threaten double parking (which is illegal), and did not agree to using a few on-street spots as loading zones for the court buses and trucks that tend to block the street. The fact that the I-195 Commission has been encouraging public expenditures on a parking garage, at $30,000-$50,000 per spot estimated cost should seem a little out of place with this, especially when it’s noted that Providence’s downtown is covered in parking in every direction, and that getting people on bikes or into transit makes many parking spots available without adding any.

The project has been greenwashed, in my opinion, by adding a bus hub to the bottom of the garage, but of course as a driver what one needs least is a garage to park and catch a bus from, and as a transit user what one needs least is a bus hub at which to park one’s car. So it’s kind of like wrapping yarn around a pigeon to attach it to a rat, and then calling it a magical griffin. . .

Do you have a #parkingcrater to add to our #MarchMadness competition? Tweet one at @transportpvd!

THIS JUST IN: As I was writing this, Barry Schiller of the Coalition for Transportation Choices wrote to say that RIDOT is planning to widen I-95 through parts of Providence, at $46 Million in costs. I can’t wait to see the parking craters that come of that plan if it’s ever approved. . . I <3 RIDOT.

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Note: An earlier version of this article attributed an incorrect cost estimate for the replacement of the Dean Street Bridge. This post has been updated to include an assessment by RIDOT that does find the bridge to be “functional deficient” and in only “fair” structural condition for its superstructure and substructure. Thanks to commenter Jef Nickerson of Greater City Providence for noting this error.

Update on #Educate195 dedicated bike lane campaign


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Many of you may have read this recent post, which talked about the I-195 Commission’s silly statement that double parking is more important than biking. We said the story would evolve, and we were hoping some simple nudging of the commission in the right direction would show them the error of their ways and get them behind protected bike lanes which have already gotten support from the business community on S. Main Street and the Brown and RISD campuses nearby.

 Well, the story did evolve, but not exactly how we thought. In response to the article, the I-195 Commission tweeted the following:

Note the several tweets exhorting that the I-195 Commission likes bikes and all things bike-related, which to me comes off as the cycling version of “But I have black friends!”

But note also, especially, tweets 5 and 6 of the series. “we see shared traffic lane on S. Main as the best model for PVDs dense urban core (5/7)” and “a designated bike lane is better in a suburban model, not a downtown model (6/7).”

 Ridiculous, right?

 So we’ve started a campaign on twitter, since that’s the social media we use primarily. If you use another social media device, please spread it there as well. We’re asking people to #educate195, and send them examples of urban dedicated bike lanes, especially protected infrastructure. Send a tweet with #educate195 as a hashtag at @transportpvd and @195commission telling them why bike lanes are important in downtowns. For further reach, include someone from the city you’re tweeting about. We asked the Bike Coalition of Greater Philadelphia what they thought of this statement, and they said:


 

David Hembrow of the blog The View from the Cycle Path had this to say:

 

PVD’s own @papabybike vented his frustration:

 

We had other Providence reactions. Anne of Small Point Cafe, whose business certainly would benefit from a bike lane going up South Main towards her neck of the woods on Westminster, shared via the Rhode Island Bike Coalition her thoughts that this makes her so angry that “I could run my bike lights off of the steam coming out of my ears.”

And deceptively named @Iowa_Jen, who is from the Iowa originally but lives in Providence, tweeted from Austin, Texas, where she’s visiting for work:

 

Don’t get us wrong. We think the suburbs deserve bike lanes too. We just think cities need them even more.

If you could bring examples of bike lanes from a city to somewhere urban in Rhode Island–Providence, Pawtucket, Woonsocket, Central Falls, Newport– what infrastructure would you bring? Share your pics, videos, and thoughts @195commission with #educate195.

 

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Jan Brodie of I-195 Commission says no to protected bike lanes


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195-park-west-sideMembers of the community, including many cyclists, the head of the S. Main Street Merchants’ Association, the RI Bike Coalition, and staff members of Brown and RISD came to last month’s Bike & Ped Advisory Commission (BPAC) meeting in Providence to support protected bike lanes on the section of Main Street from Wickenden/Point Streets to College/Westminster Streets. This BPAC meeting had testimony from I-195 Commissioner Jan Brodie, and BPAC Commssioner Eric Weis took the chance to ask her if she supported protected bike lanes on the street.

Brodie said, “You don’t need to remove that second lane of travel. My biggest problem on S. Main is the double parking for delivery. If you take a lane of traffic out, you will just stop it. We don’t want that double parking thing to necessarily go away because that is how those activated first-floor uses stay activated.  I hate driving on Boylston, on Newbury Street in Boston. It’s all about the double, triple parking. They don’t do anything about it because every one of those first floor uses is activated [inaudible]. I understand it’s awkward.”

James Kennedy: “Do we have the opportunity to put loading zones in, because double parking is not something that they’re really supposed to do” [laughter from group}

Brodie: Of course not [i.e., that cars aren’t supposed to double park.].

James Kennedy: I understand, I definitely hear you, [double parking] is a very active use of [the street]. We need the loading, whatever is happening there needs to happen. But, isn’t there a way that we can manage the supply of parking that exists through metering and loading zones?

Brodie: Um, I don’t know the answer to that. I imagine that would have been the solution if there was that easy solution. I don’t think they’re doing it because they just don’t want to go around the corner. Um, some of these properties don’t have a back. It’s part and parcel of Northeastern, older cities that don’t have their current needs built into their development. I’ll try to think of some of the ones that utilize the double parking who are—um, it’s restaurants–

Jenn Steinfeld [another BPAC Commissioner]: The big truck deliveries.

Brodie: The big truck deliveries, and it’s usually early in the morning.

James Kennedy: What I mean though, is with the on-street parking that already exists, couldn’t we create loading zones within that on-street parking, so that there’s loading zones for the trucks.

Brodie: Parking is another option for people. I don’t want to take it away. There isn’t a ton. It’s probably in the right balance, because there are only so many streets, and the more dense we build, the tighter the ratio between street parking and a lot of square feet built. So, um, to take, to take the need for parking out of the street and put it in centralized parking garages leaves some on-street parking so that people can zip in and zip out.  All, I think all of these make for an interesting urban fabric.

James Kennedy: You wouldn’t want to remove all the parking, I mean, but obviously if we had both of the travel lanes we wouldn’t have a protected bike lane, so balancing the—having some of the parking used as loading zones for trucks, which is a use that is needed, and having metering so that the zip in and zip out can happen more effectively, alongside the fact that we’re adding garages, I mean, would you balance that and say that the parking is more important than the protected bike lane?

Brodie: My sense is that a shared bike lanes is—in the city—is an appropriate way to get bikes to go through the city.

Kennedy: What do you mean by a “shared bike lane” though?

Brodie: Uh, cars can go on it. A truck could pull over and do a delivery. It’s striped appropriately. And especially if it has some loading on it, it’s not going to be a through lane, people are not going to be going fast.

Brodie indicated that her views on the matter are up for evolution. I certainly hope she will check out Donald Shoup’s work on parking management and change her stance to support metering of parking alongside the protected bike lanes, which have broad community support. It would also be helpful if she reviewed the quick success offered by protected bike lanes to cities like Chicago, where some streets have more bikes than cars on them after just a short period of having the infrastructure. It might also be good to review @carfreepvd’s great piece highlighting the “P-Wiggle” which includes S. Main & Water Streets as a means of getting around the hills on the East Side.

RI lawmakers propose sequester to replace Sakonnet tolls


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Sakonnet River BridgeThere’s a new plan out to replace the Sakonnet River Bridge Tolls.  For the next six years, discretionary spending will be slashed in every department by 0.25%, until the total cut is 1.5%.  Funneled into a transportation infrastructure trust fund, those dollars will hopefully eliminate the need for tolls on the Sakonnet River Bridge.

If this sounds familiar, it’s because it is.  Known as a “sequester,” this tactic of across-the-board cuts was controversially implemented at the federal level as a Democratic concession in the 2011 debt ceiling standoff.

Given that I’ve staked out a pretty solid position on the Democratic side of public policy debates, you might be surprised to hear that I’m not calling on legislators to vote down this bill.  That’s because I consider tolls a really bad idea.  They’re , hitting the lower middle class especially hard.  Although it’s difficult to properly assess, tolls do economic damage as well–possibly almost as much as sequesters.  So I can’t blame a legislator who votes for this bill.

But we should not forget the pain these austerity policies are causing our state.  Few states have caught austerity fever as aggressively as Rhode Island.  Slashing jobs to the point where we have the second fewest per capita public sector employees in the country, Rhode Island has gone all in on the budget cut strategy.  (And somehow, we still found the money to give the wealthy big tax cuts.)

Part of the goal of sequesters is to spread the pain so thin no that one will be too upset.  Instead of directly slashing one program, the state will be asking every department to squeeze things just a little bit harder, cutting a few jobs in each department instead of concentrating the cuts in one specific area.  The hope is that this will reduce the political opposition.  As Rep. Jay Edwards, chief bill sponsor, put it on Newsmakers:

If a department can’t cut their own budget by a quarter percent every year and look forward to it, then they are not doing a good enough job.

This is the kind of thinking we must avoid.  It probably is true that distributing the cuts like this makes the damage less visible, but it doesn’t make it any less real.  This sequester will cost our state jobs.  And of course it’s much better policy to direct the cuts towards less important programs than to take this meat-axe approach.

Michael Lewis, the Director of the Rhode Island Department of Transportation, expressed similar concerns.  Explaining that his “concern with the plan is that it doesn’t contain new revenue,”  Director Lewis cautioned that, “somewhere in the state budget, something is going to suffer,” and we “have to think about what kind of impact that’s going to have on the overall state budget.”  He’s right.  We can’t forget the pain these cuts will inflict.

What makes this story so tragic is that there is a really easy free lunch solution to our infrastructure crisis.  In America, states traditionally finance infrastructure with cheap general obligation bonds.  Underfunding infrastructure maintenance can often lead to a higher effective interest rate than you would pay on bonds, since replacing unmaintained bridges is much more expensive than just maintaining them properly.  That’s exactly what happened with the old Sakonnet River Bridge.

Given record low interest rates, now would be the fiscally responsible time to take out the infrastructure bonds we know we’re going to have to do, and with the Fed already tightening, this next bonding cycle may well be our last chance to access rock-bottom interest rates.  Curiously, our state government has spurned this incredible opportunity.  There were no transportation bonds on the 2012 ballot.  When we take out those inevitable bonds, we’ll be paying much higher rates, and our roads and bridges will have continued to crumble, bringing the bill even higher than it would be today.  Plus, we will have missed out on all the jobs we could have created.

Boston Wrong: let Midnight Marathoners ride


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The forces of patronizing ignorance strike again.
Says the Boston Globe:

Public safety officials said they would like to see an end to the Midnight Marathon, an annual unofficial bike ride from Hopkinton to Boston on the Boston Marathon route the night before the race, and have nixed a special commuter rail train to ferry cyclists to the starting line.

But the turnabout is not a direct result of the Marathon bombings at the finish line last year, officials said.

“Because this has grown to be such a big event, it’s something that basically we’re trying to discourage — not from a Marathon bombing security perspective, but from a safety perspective,” said Peter Judge, spokesman for the Massachusetts Emergency Management Agency. “It’s an accident waiting to happen.”

“God forbid there is a major issue or accident — there are [responders] who will be dealing with all that through the night who were supposed to be somewhere at 5 in the morning,” Judge said.

At the request of local police, MBTA officials said that they will not provide a train for the cyclists, as they did last year.

Organizers of the Midnight Marathon, which last year drew between 1,000-1,500 participants, said they would continue on without the T, and are already organizing group ride-shared to Hopkinton, Massachusetts, where the Boston Marathon traditionally begins.

Rhode Island Bicycle Coalition: Reclaim our streets for people


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The cars in the foreground are the site of a new building, so there will be even more reason to walk here soon.

If you’ve been following the discussion about South Main Street (the section between Wickendon/Point Streets and College/Westminster Streets) you’ll know that South Main would be greatly improved for drivers, bicyclists, pedestrians, and transit users if it got a make-over. So I’m very happy to announce that the Rhode Island Bicycle Coalition has drafted a letter to the heads of RIDOT and the I-195 Project to point out the shortcomings in the current plan, saying (full letter) that “We believe that as proposed, these plans do little to increase access to all users; moreover, the decision to start this work at James Street even as the I-195 Commission has issued specific developer criteria for that stretch of road and riverfront is unfortunate in the extreme. It demonstrates yet again a failure to implement both the city’s and the state’s goals for complete streets and integrated transportation into the actual operations of their agencies.”

I’d like to go over a few of RIDOT’s responses at the bike & ped meeting and explain why they don’t make sense.

Here are their objections:

1. South Main Street doesn’t have enough pedestrians to remove “beg buttons” from intersections like Waterman & Main. According to current counts, this intersection has 90-160 pedestrians per hour each day. That means that in the sixteen hour life of a fully awake city like Providence, Waterman & Main 1400-2500 individuals crossing it. That’s quite a lot of people. South Main Street, of course, has other crossings which have their own pedestrian counts, and so taken together, there are lots of people going across this street all the time. The Waterman & Main intersection, which was particularly highlighted at the bike & ped meeting, is site of the RIPTA trolley tunnel and is within a half mile of the Thayer and Wickenden shopping districts, and just as close to downtown, Brown, URI, and JWU. And the RISD campus is, of course, right there.

Just rice and a funnel to show how traffic management can work.

2. We need to move as many cars as possible.

It just happens that moving cars efficiently is what slower streets do. It’s counterintuitive, but think of it as the Tortoise and the Hare Effect. What makes lots of signals necessary on streets is not just the number of vehicles present, but also how fast they are going. In Providence, we see a lot of streets that are nominally 25 mph where drivers are pushing closer to 35 or 40, but are getting stopped at lights. That red light time is eating up all of the advantages of going fast. A number of cities have not only narrowed the lanes of two lane roads like South Main to improve efficiency, but have even taken roads down from two lanes to four and narrowed lanes. By adding more self-regulating junctures, these streets have improved travel times.

Look at the explanation video by the head of the Washington State DOT (the synth music is amazing). Keep in mind, these efficiencies come without any change in the mode of transportation people use. Which brings us to. . .

3. There are 20,000 vehicles a day!

RIDOT discounts the mode share changes that happen to a street when road diets are accompanied by new options for transportation. For instance, just by changing the intersection at Waterman & Main to one with a four-way crosswalk instead of an annoying L-shaped one, a lot more people will choose to walk there (as a native Philadelphian, I find New England’s L-shaped crosswalks to be a particular affront, because I don’t even think I’ve seen such a ridiculous thing in the suburbs, let alone in a city that prides itself as being in the top-ten of walkable cities. Pedestrians always have the right of way at a crossing, so the crosswalks should reflect that). Adding protected bike lanes has been shown to bring bike traffic above the level of car traffic almost instantly, such as in Chicago‘s Kinzie Street. And traffic congestion is not a linear phenomenon, so even more modest changes to traffic patterns can completely eliminate traffic jams for drivers. Just by happenstance, Portland’s Hawthorne Bridge, where lanes once led into a freeway, they now are protected bike lanes across the bridge and into a bike path. The bridge carries 27,000 vehicles a day, but more than 5,000 of those are bikes. Streetsblog writes that without the bike lanes, car traffic would have had to become  more congested to meet travel demand.

Unfortunately, RIDOT say. . .

4. There’s double parking, so we need a second lane!

This is an interesting argument, because RIDOT told us in regards to the L-shaped crosswalks that it simply “won’t put a crosswalk where it’s not safe”. It’s apparently very concerned with making sure we follow the rules. But where double parking is concerned, apparently this is not the case. Although illegal, RIDOT argues that we should add 12′ of vehicle road space to the street to meet an unauthorized activity, even though upkeep on such a road space would be additional money for the state or city, while ticketing double-parked trucks would be revenue neutral or revenue gaining.

And the argument made by RIDOT is that double parking would have to happen on a single lane street, because there’s just not enough parking, but with the simple addition of parking meters set to create an 85% occupancy of spots (matchbox cars!), drivers and trucks can always have a space available on every block to make sure that things can get in and out (as I’ve mentioned, they already pay for this in their taxes, they just don’t get the efficiency in return).

5. Twelve feet is just a standard lane width.

Well, it depends on where you are. If you’re in Vancouver, British Columbia, the only large city in North America with no freeways at all, then it’s standard to have a maximum lane width of 3 meters, or 9′ 10″. It’s a funny thing, Vancouver has grown its economy and its population and has had a reduction in traffic congestion during the same period. Oh, and it’s Canada, so they can afford things like universal healthcare because they don’t waste all their money on beg buttons and high-volume, high-speed roads.

6. What about emergencies?

Well, as I’ve pointed out, experts on streets like Jarrett Walker and David Hembrow have good answers to these questions. Transit or bike lanes can be used quickly in emergencies for fire trucks or ambulances, while streets full of cars will back those vehicles up. Hembrow in particular shocked me with the astounding gap between the amount of fire fighting infrastructure we have to invest in compared to the Netherlands in order to deal with our poor response times. So even if none of the other benefits of a new street design materialized, this would be a worthwhile reason.

7. The street really isn’t that fast.

Many drivers (and apparently RIDOT) have the impression that one has to be going at full highway speed to be going to fast for a neighborhood. But this infographic shows that pedestrian safety quickly changes from 20 mph to 40 mph.

While drivers on South Main may only approach 35 or 40 mph, and have to stop in between at lights, this does not make for a safe and comfortable street for everyone.

8. It’s just paint.

This is the most interesting one, because it really reveals their thinking. The “it’s just paint” argument says that it only costs a few thousand dollars to do much of what they’re doing, and it will soon wash away, so why not just wait and change the street if the bikers and pedestrians show up? The problem is this gets the process completely backwards. Pedestrians and cyclists show up because an area feels good to walk or bike in. By the same token, places where streets have been narrowed (or even full highways removed–such as Milwaukee, Portland Oregon, San Francisco, and New York) have seen drops in traffic congestion without that congestion going elsewhere because people are surprisingly resilient and able to self-manage their own travel when given options. The most proximate example of a neighborhood that would have gotten a highway and never did is Jamaica Plain in Boston, which today instead has a train and multi-use path instead of I-95 running through it.

 

Providence: the Groningen of the United States


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Two talking points in our conversation have to change.

1. We need to stop looking at successful places as somehow inherently different than Rhode Island, and acting as though we can’t repeat the exact same steps they made for success here to produce the same results.

2. We need to stop acting as though change takes years and years in cases where the actual data shows that it does not. Providence in particular is not doing what it needs to do to be a biking city, and the city and state need to take a hard look at priorities in the budget in order to make that change. Biking infrastructure is cheap and easy to create.

I made a post on my blog about Groningen, in the Netherlands, which is the undisputed leader in biking in the world. It so happens that Groningen has a lot in common with Providence. We can follow the same steps that places like Groningen did, and have the same results.

Comments appreciated.

Snow removal is a car subsidy, cities should charge user fees

The Providence Journal reports that towns and cities across Rhode Island are facing a revenue crisis in their snow removal budgets. The snow removal budgeting is just one more screaming signal that we need to rethink our relationship to our cars.

Now, of course, the roads have to be cleared one way or the other. Besides private car usage, there are obvious overarching public usages of the roads. Ambulances, fire trucks, and police that need to get to emergencies use our road system. Some users of the roads are obviously in buses. Nonetheless, the greatest direct beneficiaries of plowed streets are drivers, and yet no one pays for plowing as a driver.

I think this may be at the root of some of the problems with our winter streetscape. Some parts of our roads don’t get cleared, while others do. This is Broadway’s bike lanes, doubling as icy death trap:

broadway icy bike lane

The sidewalks in front of many private properties, like the one in this same photo, remain unshoveled. Even though there was some tough talk last winter about fining property owners for failing to clear the public walkways, the city hasn’t followed up. To add insult to injury, many of the publicly owned sidewalks, like those over I-95, are unshoveled or poorly shoveled.

On Saturday, I set out to clear at least one hurtle to pedestrians, the Westminster crossing of I-95. With as much ice accrued to the sidewalk as there is now, it took me the better part of two hours to clear away just one snow drift (although it was nice to watch some pedestrian walking through that clearing afterwards, instead of around it in the street). When you get bogged down in the work of moving even a small amount of snow, you start to pay direct attention to where the problem is worst. I noticed a few things:

  1. Although there were definitely offenders in all kinds of privately owned buildings flaunting their responsibility to shovel the walk out front, the worst offenders were those that had surface lots. It seems like the direct consequences of an icy sidewalk escape the minds of people who walk straight from the parking lot into their offices. Yet, worst still, because the footprint of these properties tends to be larger than of buildings that are of a more walkable design, even more of the sidewalk is not shoveled in these cases. It doesn’t seem that the city enforces the snow removal ticketing to begin with, but as far as I can tell there’s not a greater penalty if your property is larger. A narrow building would pay the same fine as a big box store for not shoveling.
  2. Where public properties are concerned, the widest areas that get cleared are also the most expensive. If the State House parking lot needs clearing, it gets done, despite its huge footprint. If a very wide boulevard needs clearing, it’s done. I-95 itself? You bet that’s cleared. Even the little slipways that allow cars to speed around corners and pedestrians walking in the street–cleared.
  3. There’s a lot of evidence that where we do lose parts of a street from snow cover, it’s to our benefit. There’s increasing understanding that “sneckdowns” or “snow neckdowns” can be a positive benefit to pedestrians. Leaving some snow in place in certain places is actually a good thing, and saves us money too.

Notice too, that while all municipalities are struggling with the snow, it’s not equally. Says the Projo:

Providence has used $550,000 of its $1.8-million snow budget, city Internal Auditor Matt Clarkin said Wednesday. The amount is what has been paid so far, meaning “there are likely additional payments” still to be processed.

North Providence is close to expending its snow budget, Mayor Charles A. Lombardi said Wednesday. The town budgeted $250,000 for snow removal and has spent $230,000 to $235,000, Lombardi said.

What does this say about the relative cost of different types of communities, and different types of streets? Providence is certainly not taking care of its budget better due to some great wealth gap that it’s lording over the suburbs.

In other words, in every possible way, there’s a reverse correlation to the scope of an area that needs clearing, and the actual apparent cost to private owners or the public for those areas being cleared.

I think this budget shortfall is the universe’s way of telling us that we need to realign costs to the most direct beneficiaries of a service. Some portion of plowing should come from the general budget, but a much larger piece should be paid for by user fees on cars. Remember, drivers already pay for plowing, just not as drivers. When we have to think about the relative costs of clearing four feet of sidewalk versus two-hundred feet of highway, we’ll be able to rationalize some of our municipal decision making. Maybe we’ll find that cities and towns even choose to forego clearing certain parts of a road, like slipways, in order to save money, or decide to do temporary road diets by only clearing narrow lanes instead of wide ones, thus reducing speeding. When the costs are added up, it will just make sense.

And when this guy can’t get past a snow drift, at least he won’t be paying through his taxes for the pleasure of almost getting hit by a car in a nicely cleared highway slipway.

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“But you don’t have children”


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In my latest post on Providence’s dysfunctional transportation plans, I respond to the allegation that car-free lifestyles are only for the carefree (note the extra “e”) and childless.

Of course, the official knew something I didn’t know. Before 1950, there were no children. Everyone was born fully grown with male pattern baldness and interesting moustaches They wore trousers made of scratchy wool and rode velocipedes and trolley-trams and never had to pick anyone up from school or buy groceries or do anything stressful. It was a Victorian Paradise. And then cars came, and people suddenly had someplace to conceive, and so children came onto the scene.

Check out more at Transport Providence.

If you’re looking for a way to influence this spending issue in the state budget, there’s a $45 Million request in the governor’s budget, so there will be hearings coming up. I’m following closely to find out any dates. I’ve been told that our friend Rep. Art B. Handy will be taking on the issue.

~~~~~

Horse-trading, parking and Raimondo


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With Gina Raimondo taking such an unexpected turn to the left, there’s a whole lot that’s up in the air for the governor’s race.

Many voices on Rhode Island Future have covered the importance of Raimondo’s signature issue, pension reform. Having a public school secretary as a mother, I’ve never been particularly keen for these types of “reforms”, but I’ve always felt that the best course of action was to grant people one disagrees with the benefit of the doubt. Raimondo seems to be working very hard to prove to us that her reforms did not result from a disdain for workers, but rather a commitment to fiscal restraint.

Very well, let’s have her prove it.

RIDOT may end up investing $30,000-50,000 per parking spot in a parking garage for the Garrahy Judicial Complex. This is a very bad investment. Downcity is covered in parking.

Option 1: The No-Build Option.

My top preference would be not to build this garage with state money. I think that Raimondo can capture the hearts of progressives by finding a better use for the state funding, or she go whole-hog on the fiscal conservative thing and shelve the spending and/or give the taxpayers some of their money back. Honestly, I’d be reasonably happy with either. At least we’re not building a parking structure with state money.

If she wants to double down on her investment strategy for schools, $50,000 is more than a starting teachers’ salary in Providence. There are also plenty of schools that need renovations. I had the luck to work for a year with Americorps at Nathan Bishop Middle School, but the vast majority of Providence’s public schools are in nowhere near the shining shape of that building. And I’m sure plenty of other school districts (Central Falls, Woonsocket, Pawtucket) would have good uses for that money too.

Option 2: Build Something Good.

I also think it would be a good idea to take a page from other cities, and build a marketplace with apartments and offices above it to serve as a bus hub. The “compromise” position on the parking garage is supposed to be to put a bus hub on the first floor, but who wants to take the bus to a parking garage (and who wants to park at a bus hub?). I’ve outlined some examples here.

Option 3: The Benefit of the Doubt

The strongest presentation of the argument for state investment in a parking garage is that it will help us consolidate that huge expanse of surface parking into a vertical structure. This has some merits.

The only way the garage makes sense as a state investment is if it comes with considerable strings. Here are mine:

1. The state can invest the money upfront if it charges the full market value for parking in order to recoup costs, and continues to charge market value to upkeep and maintain the garage after the principal is paid.

2. The parking garage only deserves public money on the merit that it’s an ecological measure to consolidate parking. Therefore, the parking garage must be parking neutral. This means that any spots added by the garage have to be canceled out by surface spots removed. Since removing a surface lot generally means building something on it, and since building can’t just be ordered to happen at the drop of a hat, the state must require garage builders to pay for bonds to maintain greenery on the surface lots until something can be built. This already has precedence in the popularity of Grant’s Block as a no-car space that might have been used for parking. It also has policy precedents in Salt Lake City, Utah, where the city has such requirements for empty lots from demolitions.

3. The garage must have business spaces on the bottom floors. It might be a nice twist to charge slightly above market value for parking in order to offer lower rent to the tenants.

4. If there are any additional spaces needed to be taken beyond the surface lots in Downcity in order to reach parking neutrality, then I would propose taking some from some streets in order to make protected bike lanes with a planted median. These will help reduce the demand for parking, thus making the garage a better investment for those who do use it, and will also green our city by making biking an option for more people. Removing some lanes of a road from car traffic also saves taxpayers longterm on maintenance costs.

5. The garage must be open for 24 hour business. There’s a real problem of some parking being used for daytime use and other parking nighttime use in Downcity, such that even though there are more than enough parking spaces available, they’re not being used rationally so that they can double on their capacity.

6. There should be some decent bike parking in the garage.

Hey, I’m not a fan of pension reform. But I can make my peace with balancing a budget. Let’s horse-trade. The way to show good faith on the idea that pension reform isn’t just a reverse Robin Hood is to put your money where your mouth is.

No more subsidized parking.

Why user fees make sense for roads


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Photo by Bob Plain
Photo by Bob Plain

Several times in the course of Twitter conversations, C. Andrew Morse of Anchor Rising has challenged my claim that user fees (for example, tolls) are a conservative method of paying for a road. I challenged him to back that statement up.

Morse states his case this way:

  1. 1. Conservatives in general believe that public good provision is in the set of things that government should do well…
  2. Breaking public goods into individual transactions isn’t, in general, the best way to provide them…w/public good being used in its economic sense here, not to mean “anything that it might be good for the public to have”.
I think it’s easy enough to understand why liberals would feel discomfort at the idea of tolls (although they’re wrong). The idea sounds an awful lot like “I pay for mine, you pay for yours. We’re all individuals.” In a proximate sense this is exactly how the system works for the road in question, but believing in tolls does not commit one to the belief that people don’t have a universal right to certain basic access to sustenance. I would go so far as to say that as a progressive, I believe in a universal right to transportation–with cars as part of that mix. I do not however, either as a progressive or as someone who respects the power of markets to rationalize the distribution of goods, believe that we have a universal right to cars.
Adam Smith referred to the diamond-water paradox. This is the idea that something like a diamond, with virtually no practical uses (Okay, well, some…) is precious, while something as life-affirming as water can cost next to nothing. I think a road in some sense can be understood through this lens. Though not as precious a thing as water, roads are desperately needed for the functioning of an economy, yet despite their intrinsic value they are judged by most of us to be free.
Water is actually a good example to start with. We should have a universal right to water. A person needs a gallon of it each day to drink, and several gallons more each for sanitation, cooking, and so forth respectively. As a progressive, one should commit oneself to the idea that it is wrong for any person, no matter what their faults, to do without such a basic thing. But when we give away millions of gallons of the stuff to farms as a supplement to agriculture, it’s not the same thing. This goes beyond providing the basic needs of every individual towards a more blanket subsidization of a private interest. Such a subsidy has serious consequences on the market efficiency of our agricultural system. It distorts any self regulation of environmental impact due to water usage that might be expected to happen from cost. And it’s unfair: a farmer who does not receive this subsidy will be at a disadvantage to one who does, making this type of subsidized farmer a special protected class that sits outside of the normal realities for others in his/her industry.
Healthcare is another example. I believe that progressives are wrong to expend so much effort defending the flawed Affordable Care Act, because from my perspective it’s basically a bail-out of the insurance industry. There are beneficiaries on the other side (I’ll be one). But to quote the late John Kenneth Galbraith, one does not feed the birds first by passing the oats through a horse. I’d go a bit further than Galbraith. His criticism was that we shouldn’t use a private entity to provide a public good. I would universalize his statement. We shouldn’t argue for a policy because it has secondary or tertiary beneficiaries if the structure of the program is inefficient at providing those benefits. A free market or a single payer system both have advantages for provision of healthcare. The ACA essentially takes away the benefit of either.
If you assume that just as one has a basic need for water, one also has a basic need for transportation, then naturally you will follow that conclusion correctly to the result that government should have some collective role in providing for this need. Yet, just as in the case of water, while one has an overall right to access, that does not grant one the right to be given more than the basics. We should laugh at a policy of taxing everyone for highways and then leaving them free at the source of use just as we would laugh at a policy to tax everyone equally to provide the “public need” of a Mercedes for every household, or to “provide for public housing” by buying a Newport Mansion for every household (Okay, I suppose in the case of Alex & Ani, that’s exactly what we did, but I digress).
Markets have a place in our decision-making about roads, because like every other thing under the sun, roads have a cost and a benefit. Too often, progressives and conservatives alike talk about their respective programs as if the money rains from On High without coming from someplace. Take this Atlantic Monthly article excoriating Chris Christie for his transportation policies as an example from the left. Overall I agree with it, but then there’s this passage:

A staggering 400,000 people make the trip from New Jersey to New York each day by car, train, bus, and ferry, the most that commute between any two states. That exhausting journey gets messed up any time a choke point gets blocked (say, by a power problem in the Amtrak tunnel, or, in this case, the closing of several toll lanes in Fort Lee). For the typical Jersey commuter, it’s a rare week that passes without a glitch.

The ARC tunnel had been designed to relieve some of the enormous pressure on the few bridge and tunnel crossings between New York and New Jersey, where demand is expected to rise nearly 40 percent by 2030. The tunnel had bipartisan support from state lawmakers, and former Governor Jon Corzine, a Democrat, broke ground on the project in 2009 to much fanfare. Construction was already well underway on ARC, the biggest public works endeavor in the nation’s history, when Christie pulled the plug.

The federal government had committed to pay for 51 percent of the project, which had estimated costs in the neighborhood of $10 billion. Then-Secretary of the U.S. Department of Transportation, Ray LaHood, made a personal trip to New Jersey to plead with Christie to reconsider his stance.

But Christie stood firm, winning kudos from Republicans across the nation as a tough-minded conservative who was willing to make difficult choices about reining in government spending. It was his breakout appearance on the national scene, and a lot of people liked what they saw.

Two years after Christie killed ARC, a report from the nonpartisan Government Accountability Office came out that suggested what he had said about the cost of the tunnel was wrong. Among other things, the report found that he had dramatically overstated the share that New Jersey would have had to pay. Christie had claimed that the state would be responsible for 70 percent of the ARC costs, while the GAO found that number would have been 14.4 percent. The state ended up having to repay $95 million to the federal government in a negotiated settlement. (my emphases)

This is the kind of statement you see on left and right all the time: an accounting of costs that talks about “how much the state will pay” after the feds throw in their share, as if the federal part of the expenditure doesn’t matter. I fully agree that this was a project that was well worth its cost, but this is just bad accounting. The people of New Jersey are not just taxpayers in New Jersey. They also pay federal taxes. If a project is good on its own merits, then so be it. But if we’re arguing that it’s good because someone else is supposedly paying for it, we’re fooling ourselves (You can count on conservatives like John Kasich of Ohio to make the same type of ridiculous argument in defense of a project like the so-called Opportunity Corridor in Cleveland, so it’s a bipartisan disease).

If local and state governments thought about road projects in terms of the costs they carried, as well as the benefits, then the way we approached roads would be very different. Chuck Marohn of The Strong Towns blog makes this argument forcefully every week on his podcast. An engineer, Marohn was drawn to express himself on planning by what he observed on the job. He found that time and again, cities and towns allowed sprawl to be built for the benefit of the jobs, tax revenue, or outside grants that it would draw in its first iteration, without considering the long-term cost of maintaining the expensive infrastructure when it wore out. By building towns on large lots, one story high, with wide expanses of road, plumbing, and electrical connections connecting them at a distance, Marohn argues that the fantastic appearance of growth belies the fact that there isn’t enough revenue to cover long term costs. This has obvious importance to progressives concerned about land use policy and “alternative” transportation, but it’s fundamentally an example of where the basic mechanism of the market has been distorted by outside government interference.

Road pricing can be used to sustain the long-term costs of a project, like the Sekonnet Bridge, not only from a supply but a demand side. People’s peak demand for a “free” service is always higher than if they had to pay its costs. Jarrett Walker of Human Transit describes this as being like the people who sleep out in tents all night to get free tickets to a concert. The campers are paying in time what they might pay in money. This is what happens to people on a clogged road. The “free” (actually subsidized) use of the road has no check on people’s use of it, so that people pay in time during their commute for what they might have paid for in money.

Road pricing is only part of the externality of driving. Parking is among the most expensive aspects of a trip for most people, outweighing gas expenditures for the trips we make everyday (because so many of those–the commute to work, the trip to the grocery store, picking the kids up from soccer practice, are relatively short). We have a range of zoning requirements that force developers to create excess parking spots to meet a Christmas Eve peak demand, with the base assumption being that such parking spots are free (in reality, they average around $15,000 per space).

While making car users pay for the things they use, like road space or parking, has been portrayed by many so-called conservatives as “taxing”, in reality what is happening is that the users of a product do not pay for it at the point of consumption. Since most Americans drive to work, this might seem untroubling–after all, if we paid for these things up front, wouldn’t it mostly pan out the same way that it does if we did secretly through taxes? The error in this assumption is that the arrangement of our buildings, the distances we choose to travel, the methods we would use when we do travel, and so on are all static phenomena. The tragedy of the commons in this case is that the few people who try to break against the tide and ride a bicycle or take a bus someplace are left high and dry with no real infrastructure to support them, despite the fact that their way of getting somewhere is inherently more market-based and efficient.

What’s far more precious than a diamond is our ability to survive and thrive on this planet. But if we’re going to overcome the devastating effects of climate change, we need to address the market distortions in our transportation and land use.

It’s sound conservative policy.

~~~~

 

 

No Entiendo la Hypotesis Sapir-Whorf


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If you’re gonna’ build an igloo, you gotta’ know the rules first.

The Sapir-Whorf Hypothesis is one of those things most people have heard about but don’t know the name of. It’s the idea that certain ideas are untranslatable over cultural barriers due to the differences of language we have. A really vulgar example is the myth that Inuit have hundreds of words for snow that we can’t understand, because our experience of snow just hasn’t shaped our language around ice formations as it has theirs.

Linguists argue about the degree to which the Sapir-Whorf Hypothesis really affects the world of ideas, with the Hypothesis still holding its own. One of my sexologist friends likes to say that “The French just feel things more deeply than Americans” and points to the French word for orgasm, petite morte, or “little death” as her backup. I think if this were actually true then English-speakers like her wouldn’t even find the French term interesting. We would just shrug and not comprehend. Instead, we’ve adopted the word, and brought it into our conversation about the meaning of sex in our lives, because we’re actually all universally interested in the same things and language is just some ever-changing but inadequate tool we have to use to communicate.

There’s certainly some truth to the idea as it pertains to the poeticism of an idea, expressed in its own language. Spanish speakers have a word cotidiano to mean “everyday”. Cotidiano (or quotidien in French) is just nicer sounding than “everyday”. We actually have the word “quotidian” available to us in our language, but the overall feel is different. If you say Eso libro es cotidiano to a Spanish speaker, I suspect it means exactly what it’s supposed to–that the book is ordinary. The pedantic-ness of saying “This book is quotidian” to someone in English more or less undermines whatever everyday-ness you were trying to describe. You’ve used an un-everyday word to say everyday, and everyone save a handful of elitists knows it. You can just smell the snottiness of this person, their steamy espresso and smug beret, snapping their fingers at whatever beat poet just left the stage. Oh, that’s so banal, Frederico. Let’s go over to the other coffee shop in the West Village. I’m done with this place.

I bring up the Sapir-Whorf Hypothesis because it affects an issue that I think is important in Providence. We’re currently approaching our 1950s zoning with the aim of removing a lot of bad things from it, simplifying it, and making it so that the actual practice of what we do comes in line with what the law says. We currently have outmoded ideas like parking minimums and density and height limitations that have either produced sprawly crap, or in the best case scenarios have at least forced businesses to jump through a bunch of hoops to get variances. And of course, one of the serious flaws of a variance process is that those with connections can get the change they seek, and those without–shall we say?–a “brother in law” to pull for them might not.

The Rhode Island transplant Aaron Renn of Urbanophile blog describes this brother’s keeper problem as it affects cities, using the window of “Srirachagate” to illustrate:

Urbanists put way too little thought into business climate, which can sound like such a shady way of saying cut services and taxes. But taxes are often the least part of it. It’s the regulatory apparatus that makes doing business in many places too painful to contemplate. This even affects city-suburb investment patterns. I’ve observed that in many places, the urban core is a flat out terrible place to do business, unless you’re very politically wired up.

This doesn’t usually bother urbanists all that much until a trendy business they like gets affected. For example, an urban farming supply shop in Providence called Cluck got sued when they tried to open. The beautiful and the bearded were outraged and the shop was ultimately approved. But there’s no similar visibility or outrage when a Latino immigrant runs into the red-tape buzzsaw when he tries to open a muffler shop.

One of the best ways I think we can address the problem Renn talks about, at least as it affects our immigrant community, is to make an earnest attempt to put important laws in multiple languages so that a Spanish-speaking (or Hmong-speaking, whatever…) businessperson can figure out the lay of the land on their own.

When I went to one of the Re: Zoning meetings in Providence, I heard a few people voice support for Spanish-language zoning as within the spirit of the idea that our zoning laws should be simple and easy to understand by all Providence residents. This idea wasn’t too popular with the audience, overall. There was a lot of squawking about how this is America, speak English, and so on. The politicians in the room, though careful to state that they wanted to create more access to people who don’t speak English, pretty much outright rejected the idea too. The argument they made was that to have a Spanish and an English zoning document at the same time has the danger of creating contradictions between the two documents. Languages aren’t exact. Translation is hard. We don’t want the courts to have to sort this out. This could get ugly. You know what I’m talking about. We agree with you, but it’s just not practical at this time.

It’s appropriate the zoning should be discussed in light of the Sapir-Whorf Hypothesis, because it developed out of the practical considerations of daily life, rather than as some kind of abstract intellectualism. Sapir was a linguist, but Whorf was just an amateur who worked in insurance. He kept going to the sites of burnt factories to find that workers had lit their cigarettes around “empty” gasoline barrels. Whorf had an Aha! moment, and decided that this idea of “empty” shaped the workers’ views so deeply, that they couldn’t understand that an empty gas tank is more explosive than a full one. Zoning, like building insurance or safety rules, would be more effective if all of the people who used it could quickly understand what it means.

We might not be able to negate people’s base emotions about language, but we can address the practical issue of whether zoning can be translated. I spoke up at the meeting to say that I thought what is contained within a zoning law isn’t really the same as what’s in a Pablo Neruda poem. The ideas in zoning are all measurements of fairly objective things. How many stories can my building have? How many parking spaces do I have to provide? Can I pave over my backyard? Is this area an okay place to have chickens, smoke-stacks, food service, etc.? (Los pollos: seis por cada casa. Las chimineas industriales: cero, ellas salen el pais. Los restaurantes: cualquiere, muchacho, queremos la comida bueno),

I’m not fluent in Spanish, and I certainly struggle at times to translate certain (haha) quotidian ideas of my writing into another language, so while I’m toying with the silliness of saying we can’t translate our zoning, I don’t mean to deny that there would be challenges to it  (my recent petition to get protected bike lanes in Providence is an example–I tried to translate that as best I could to Spanish but found myself struggling around ideas like “getting doored” and “taking the lane“. Do Spanish speakers use these words?) I sat with my own mediocre grasp of another language and an online dictionary and worked my way through the problem as best I could. But at the end of the day, even if the exact terms vary, there are terms for the things we want to describe, and if there aren’t terms now, there will be as soon as it becomes necessary for them to exist. Last I checked, Spanish speakers have bikes just like English speakers, so even if they don’t go around saying Ay Carumba, He puertado (Fuck! I got doored!) they still can say something akin to that, without the fancy noun-to-verb morphology.

While I’m on this idea of Sapir-Whorf, let’s approach something a lot harder: our emotions about languages. I’m guessing the regular readership of RI Future don’t object to Spanish translations of zoning. But perhaps our reasoning for this is off. I imagine within progressive white people as a whole, myself included, there’s a kind of charitable sympathy towards the fact that other people might not speak the native language.

The rightwing response to that is to scream xenophobia. I think we should accept that it’s totally practical, and yes, necessary that immigrants to a predominantly English-speaking place learn English, as a practical matter. But what’s missing is that we should be learning Spanish, Hmong, Tagalog, etc., with as much interest. Progressives are caught in their own Sapir-Whorf. We always want to frame things in terms of what the “other” has lost, and how we can “help” “them.”

What have we lost? We’ve lost the breadth of knowledge that comes from being multilingual, and it makes our lives a bit less interesting. Deeper than that, many of us have no ties to our own cultures because our grandparents or beyond made the same trade-off we’re now asking others to make. It would be really nice if the Irish and Quebecois ancestors in my family had not only learned English, but had kept a living community of Gaelic or Canadian French speakers right here in the U.S., that I might grow up speaking three languages instead of one. My partner Rachel’s grandparents, who are now in their 90s, still can speak Yiddish, which was their first language (their parents never learned any English) but Rachel and I, though very interested in continuing the beauty of her Jewish culture, struggle along to put two words together (Ay gevalt! Wo ist ein Yiddishkoph when one needs one? Oy!).

It makes me to sad to imagine that we would lose a Spanish speaking community in a generation or two, should these folks children all adopt English-only, not out of charity to them, but out of my own selfish desire to see a world of difference. Not having this difference would be no little death, but a grand one. Starting a conversation about the death of language communities is not only more progressive, but in its honesty about the issue, offers us the ability to really talk across the biggest language barrier: conservative to liberal. Any Ocean State Republican can understand the feeling of warmth he gets thinking about his grandmother’s pizzelles or Portuguese fish soup, and  if we can get through to that universal feeling, maybe the opposition to Spanish speakers keeping the same will evaporate.

None of these feelings are very well transmitted through a boring document like zoning, of course. But it’s a first step. And whatever our feelings about the issue, I think we should leave Sapir-Whorf out of it.

Sign Our Petition for Protected Bike Lanes on the West Side


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petitionThe next mayor must re-envision our city streets by supporting protected bike lanes. Westminster on the West Side is the first place Providence should start the transformation.

Providence does not have cavernous streets like Los Angeles, but many of its streets are much wider than streets in other East Coast cities, but without bike infrastructure. While Philadelphia has buffered bike lanes that are eight feet wide on streets that are around twenty-four feet wide, there are no such lanes on the W. Side’s Westminster Street, which is about forty feet wide.

Sign the petition here

We would like the city to implement bike lanes on Westminster because:

*Bikers already use Westminster, but at their peril. Although a 25 mph street, cars routinely go over 40 mph on the street. Parked cars mean that people on bikes have to “take the lane” on a street that is too fast for them to ridesafely and comfortably in mixed Now that's a narrow street!traffic.

*Westminster is home to several schools, including three high schools. Protected bike lanes will help students to get to school more independently and safely.

*Protected bike lanes will be a great improvement over less advanced infrastructure that already exists on Broadway. Studies show that elderly riders, small children, disabled persons, and people who are less athletic are much more likely to use protected infrastructure than narrower lanes that are next to parked cars. Protected bike lanes also prevent dooring.

*Studies also indicate that bike lanes are good for business. Cyclists spend more money on average than non-bikers, because of the money saved on transportation. While biking infrastructure will improve the business climate of Westminster Street, it will also provide an affordable way for low income people to continue to enjoy the neighborhood. We want transportation solutions that improve our neighborhoods, but don’t price people out.

*We have proposed that businesses be able to test out these bike lanes as temporary infrastructure. We feel confident that the neighborhood will like the change if they get a chance to see it. Important projects like the closure of Times Square in NYC to cars happened first as temporary projects. They soon proved so popular that they are permanent, and are inspiring change in cities around the world.

We will be in Fertile Underground for the snow tomorrow, collecting signatures. Come in, enjoy some coffee, and show your support for a more sustainable city!

~~~~

Arsonists target Sakonnet River Bridge toll system


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Sakonnet River Bridge bike path; orange barrel marks location of fire
Sakonnet River Bridge bike path; orange barrel marks location of fire

At about 1am Saturday, equipment connected with the Sakonnet River Bridge was “intentionally damaged by fire,” according to an official statement sent to media by the Rhode Island Turnpike and Bridge Authority. In the release, RITBA Chair David Darlington said that the fire was quickly extinguished, and that there was no damage to the bridge structure itself.

Interviewed at the scene this afternoon, Darlington offered no estimate of damage and no comment beyond saying that “the State Police were investigating.”

In the RITBA release, Darlington said that backup systems were in place, and expected minimal interruption. “Thanks to diligent work by repair crews, the main systems have either been restored or will be within the next several hours,” said Darlington. “We expect tolling on the bridge will continue as planned on Monday.”

Location of fire at Sakonnet River Bridge
Location of fire at Sakonnet River Bridge

On scene, Darlington did point out to a reporter the location of the fire, inside a utility tunnel located across the bike path from the small building housing the toll equipment. There did not appear to be any damage to the building itself visible from the bike path.

In the release, Darlington said, “The destruction of state property is a crime we take very seriously; the matter has been turned over to the Rhode Island State Police and will be investigated and prosecuted. We support the right of civil protest. We have no tolerance for vandalism and arson, which puts lives in peril. This act of attempted sabotage is not a victimless form of protest. It poses a potential danger to motorists and first responders, and the financial costs of the crime are borne by toll payers.”

State police gather evidence at Sakonnet River Bridge.
State police gather evidence at Sakonnet River Bridge.

Officers from the RI State Police were on scene, and were searching the area around the bike path. At one point, they retrieved something from the brush to the left of the path, but when a reporter approached to try to get a picture, they were told to “move from the scene.”

More RIPTA routes aren’t always better for transit


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Human Transit by Jarrett Walker leads us to some unexpected conclusions about RIPTA

At Transport Providence, we evaluate the book Human Transit by Portland, Oregon planner Jarrett Walker.  We ask whether perhaps RIPTA should cut some routes, and question whether the streetcar plan is really the best option for transit in Providence.  We welcome people to debate in the comments section.

Walker says:

Transit debates. . . suffer form the fact that today, in most of our cities, most of our decision makers are motorists.  No matter how much you support transit, driving a car every day can shape your thinking in powerful, subconscious ways.  For example, in most debates about proposed rapid transit lines, the speed of the proposed service gets more political attention than how frequently it runs, even though frequency, which determines waiting time, often matters more than speed in determining how long your trip will take. Your commuter train system will advertise that it can whisk you into the city in 39 minutes, but if the train comes only once every 2 hours and you’ve just missed one, your travel time will be 159 minutes, so it may be faster to drive, or even walk.

Check out more here. And here’s an excerpt from my post:

…on the West End, we have the 92, the 27, and the 19, and any one of these could be used to get to Downcity–and in fact, these are just the routes I happen to use sometimes.  I’m fairly sure there are even more.

On the map, this looks like lots of options. In reality, none of these options is good though, because they’re all infrequent and unreliable.  The 92 moves at glacial pace through Atwells Avenue traffic, while the other two, although faster, are still fairly infrequent.  It’s like a Sophie’s choice trying to decide whether to risk missing one route for the other, especially when on any given day the schedule may not even hold to be true.

Fertile Underground co-op backs bicycle efforts


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Click on the image to learn more about Fertile Underground.
Click on the image to learn more about Fertile Underground.

Fertile Underground, the West End’s community grocery cooperative, decided at its General Assembly recently to support two great transportation reform endeavors:  Park(ing) Day and Bike-to-FUG-Sundays.

In cooperation with the Recycle-a-Bike bike valet, Fertile Underground will use two of its front parking spots for temporary bike parking on Sunday mornings in order to encourage families to cycle in.  The store will feature a different discount or special offer for cyclists each week.  Recycle-a-Bike will offer the service for free, but suggests a donation of $1 for the valet attendant to watch each bike.

As we’ve previously pointed out on this blog, bikes take up so much less space than cars, that removing the parking spots in favor of bike parking actually greatly increases the number of people who can shop at the store.

FUG has also become the first business in Providence to make a hard commitment to be part of Park(ing) Day on September 20th.  Park(ing) Day is when businesses temporarily use their parking spaces for something other than parking.  It highlights the huge amount of space used to store cars–an East Providence-sized area in Rhode Island alone, and an area the size of Puerto Rico (or about three Rhode Islands) nationally–and how that space can be used for more creative purposes like public gardens, outdoor seating, sales areas, or bike amenities.  As a temporary model, Park(ing) Day is low-risk, but sometimes the changes are so popular that they get adopted permanently, as in my old neighborhood of West Philly, where the Green Line Cafe instituted outdoor parklets with seating.

I’m really excited that Transport Providence has been able to partner with FUG on both these projects.

This piece is reposted by James Kennedy from his blog TransportProvidence.

Budget hole big enough to drive a bus through


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brazilIn Brazil a twenty cent increase in the bus fare is sufficient to start a revolution. Rhode Island lawmakers are lucky that the public here is more sedate, because their inability to find a sustainable financing solution for the Rhode Island Public Transit Authority’s structural deficit in this year’s budget will lead to either a drastic reduction in RIPTA service or a major increase in fare prices, maybe both.

The FY13 deficit for the transit agency stands at $2.2 million, and the FY14 deficit, which the budget proposal has done next to nothing to address, is projected to be over $10 million.

$10 million is about 20% of RIPTA’s operating budget, and that is where RIPTA will have to look to balance its books sometime before its cash flow runs out near the end of the year. It would be a miracle if the necessary cuts comprise less than 10% of current service [For instance, a four million dollar deficit a few years ago translated into 10% proposed service reductions.] It’s more likely that RIPTA will soon be holding public hearings with discussions of 20% cuts.

Never mind for the moment the impact to our environment or to the people who rely on transit as a lifeline, imagine the impact to the economy if 1 in 5 buses disappears from Rhode Island’s roads. How many people who can’t drive or can’t afford a car won’t be able to get to work? How many won’t be able to make it out to the store to engage in commerce? Thousands.

I can already picture the hearings, filled to over capacity with angry and terrified riders testifying about the hardship that the cuts will mean. There will no doubt be protests in the street over it (though not quite like Brazil), and legislators will predictably make statements to the press about how important transit service is and how the cuts could not have been foreseen.

Despite such feigned ignorance, RIPTA’s plight is well known in the Statehouse. Speaker Fox has maintained that finding sustainable funding for the buses is one of his top three priorities this session. Dozens of members of the House have even signed a letter calling on the Speaker to live up to this stated priority.  There has been sustained advocacy on the issue for as far back as legislators memories can stretch, advocacy from the environmental, social service, public health, senior, disabled, youth, labor, and business communities. What will it take?

I suspect in the end that it may require the people in the street in the lead up to next year’s elections to finally see a solution. In the meantime, the public will suffer and whatever economic development policies that lawmakers manage to get through will be entirely undermined.

Buses mean business, support sustainable RIPTA


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Have you ever wondered why RIPTA constantly seems to run deficits? Did you ever think about the way to fund a public transit system?

We here at the Coalition for Transportation Choices have thought long and hard about this problem. For four years we have offered solutions to the General Assembly that can provide stable funding for infrastructure improvements and public transit. We got the state of bonding for transportation infrastructure. You are welcome. Listen to our next idea. Fund RIPTA because Buses mean Business.

This is the year to put RIPTA on a sustainable path. We even put together a short film to tell you why: http://cleanwateraction.org/ri/SupportRIPTA. *Advance warning* It is a little outrageous. So is the problem. For two years now everyone has come out to support this bill, yet somehow the General Assembly has continued to fall short. The Speaker of the House made this his #3 priority when asking for Sierra Club and Clean Water Action’s endorsement in last year’s election. All that is expected this year is just another band-aid solution.

Take a look at our preposterous piece: http://cleanwateraction.org/ri/SupportRIPTA. You know what to after that.

Cutting The Gas Tax Throws RIPTA Under The Bus


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Last week, Senator Walter Felag, Jr. (D-Dist.10) introduced legislation that would reduce Rhode Island’s gasoline tax by 5 cents per gallon. The legislation, he said,  would allow gas stations near the Massachusetts border to be more competitive with their neighbors to the north and east.

While Rhode Island’s motorists and gas station owners may rejoice, this legislation is a proverbial kick in the teeth to those of us who depend on buses to get where were going.

As most of us know, the Rhode Island Public Transit Authority (RIPTA) is funded in large part by a percentage of revenue collected from the tax levied on the purchase of gasoline by retailers, who then pass that tax on to you, the consumer.

This funding formula is widely regarded as unsustainable, because as the price of gasoline goes up – as it generally tends to do –  people travel less by passenger vehicle and buy less gasoline by, oh… I don’t know, let’s say riding the bus. As more folks opt for public transit and reduce their consumption of near-4 dollar petrol, that part of RIPTA’s revenue stream – like all fossil fuels eventually will – dries up, and without drastically increasing fares for our state’s public transit system,  RIPTA is left holding the high-density polyethylene bag. Unfortunately, without the added revenue from the gas tax, that bag is not stuffed with money.

Put simply, when RIPTA ridership goes up, RIPTA revenue goes down.

The General Assembly had the opportunity to rectify the unsustainability of this funding formula way back in, now let’s see if I can remember, oh, yeah… last session, after Representative Jeremiah “Jay” O’Grady (D – Dist. 46) introduced the Transportation and Debt Reduction Act of 2011. This bill would have provided – through increased fees for vehicle registrations and drivers licenses – a stable funding formula not only for RIPTA, but the Department of Transportation, as well, eliminating the need for both agencies to issue further bonds and increase the expanding public debt of the state. Unfortunately, only half of the bill was passed.

But how can they pass half a bill, you might ask?

Well, the bill passed pretty much as written, with one small exception. Any language relating to funding our public transit system was stripped from the bill entirely. The General  Assembly decided to kick the can down the single-passenger vehicle choked road once again, and wait for yet another transit study to tell them what they already know.

Here’s Rep. O’Grady explaining his original bill. Video courtesy ecoRI News.

So, this year, when RIPTA comes calling for the share of the gas tax to which they are legally entitled, there will be fewer dollars in the bank to pay them.

Senator Felag can claim all day long that this bill is about market competitiveness but, at the end of the day, it is just reinforcing the car culture in Rhode Island, and telling the tens of thousands of Rhode Islanders that depend on our public transit system that they just aren’t as important as the few dozen gas station owners whose stations are within 5 miles of the Massachusetts border.


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