MyWHaT

NOTE: If you are harassed while sharing the public right of way, call your local non-emergency police number and report it. In Traverse City that number is (231) 995-5150.

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Sharing Streets With Angry People: The Front St. Incident

Hi gang,

I was in a bike-car, angry driver incident last Friday on Front Street as I was finishing up a ride and I’m looking for your input….Here’s what happened:

I had just ridden past Running Fit on E. Front St. and was riding in the right tire track of the right side car lane. I was going the same speed as the rest of the traffic–around 18 mph if I remember correctly. All of a sudden the car behind me starts laying on the horn. HONK!! HOOOOONK! HOOOOOOONK!!!!

I looked over my shoulder and the driver was waving his arm to tell me to get out of the way. I couldn’t have gone any faster, as there was a car in front of me. Again, I was travelling at the same speed as the rest of the traffic. I wasn’t slowing him. I turned my head back around and continued riding, knowing that I was not doing anything illegal, inconsiderate or dangerous.

When we got roughly in front of the State Theater, that car behind me comes right up next to me and begins to pass me. It seems to me that he is really trying to be a jerk and show me who’s boss. If I recall correctly, I initially placed my left hand on the passenger window of his car to protect myself in the case that he were to swerve right and try to shove me off the road with his car. I then gave a solid “bang, bang, bang, bang” on his window as he continued to pass me, again leaving almost no room between us. He was so close that my left arm was bent as I was touching his car…it’s not like I was stretching out to touch it.

As he pulls past me, he moves right a bit, so he is now in front of me. He then slowed down, then sped up, slowed down, sped up a few times as if to try make me run into him. At this point I am staring at his license plate and trying to remember his number. He then comes to a stop, in the middle of the right vehicle lane and gets out. I un-clip one foot from my bike and I’m standing about 4-feet behind his trunk.

Dropping F-Bombs Ain’t Helping Anyone

FYI: Cyclists have the right to all 3-lanes on the one-way Front St. The left, right and bike lane. (photo GLHJR)

He comes right up to me and starts dropping F-bombs left and right, telling me not to touch his F-ing car, to get the F-out of the road and how I didn’t belong in the road, etc. I calmly responded that I had a right to be there and that I wasn’t doing anything illegal, and that I’d stay right there. He kept yelling at me and I just kept repeating myself saying that I had a right to be there. I was very calm in my responses and never once raised my voice.

Then, suddenly he shoved me. I had my right foot clipped in the pedal (left foot on the ground) and he shoved me from my left. I must have clipped out as I tried to catch my balance, because I didn’t fall over, but it was close. He continued to ream me out and finally started walking back to the driver’s side door to get in. As he walked away, I started repeating his license plate number aloud, as to not forget it and he kept yelling at me.

He pulled away, and I pulled off the road and called the cops. The police came, recorded my story, and said they would try to contact the driver.

Initially, I wasn’t inclined to press charges. The guy was an A-hole, but I’m over it. There are lots of jerks in this world, and I can deal with that. BUT, many folks have encouraged me to press charges. Personally, as I already mentioned, I’m over this. But I also feel that, as a member of the cycling community and the broader community in general, that I should do something.

What are your thoughts on this?

Have any of you been in similar situations?

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Thanks – Joel

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EDITOR’S EXTRA: Joel original sent this out to a few of us via email, and I asked him if he’d mind sharing it as a guest contributor to MyWHaT because it is a timely story as we approach the peak season for active transportation. We could use a reminder that the streets are a shared space that we have a right to as people in automobiles, on bicycles and other wheeled tools and, in many cases, on foot–regardless of how angry and hostile someone might be who doesn’t understand that reality. It can be stressful out there, and we should all pledge to try harder to be better; more considerate.

The Pledge:

“I solemnly pledge to behave as considerately as possible no matter how I get around.”

Again, if you are harassed, call (231) 995-5150 (TC) to report it. You may recall last summer’s story by Bill Palladino that was very similar that didn’t result in a ticket or anything, but no one likes getting a home visit by the men and women in uniform. _

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* Graphics by Gary L Howe

For yesterday’s post, Safe Communities Raise Courageous Children, I sourced an image from the National Archives that has a data base of images for non-commercial use.  It is addicting to peruse through the 1000′s of historical images. It led me to the image below.

Looking for images filed under “children + school ” the image below jumped out at me. In 1974 there was a gas crisis and kids were asked (“forced”) to ride not only to and from school more often, but also on field trips. Oh, the humanity! Still, they bundled up, rode with barely a shoulder and pedaled some sweet rides for a field trip.

Original Caption: “School Children, Were Forced to Use Their Bicycles on Field Trips During the Fuel Crisis in the Winter of 1974. There Was Not Enough Gasoline for School Buses to Be Used for Extracurricular Activities, Even During Dark and Rainy Weather” (Photo by  David Falconer)

With $5/gallon gas around the corner, and likely higher in years to come, is this something our school systems and parents are ready to support, promote, encourage and build infrastructure for?

Local Resiliency

In Japan (Urban Country), we’re seeing the resiliency a bicycle provides (Grist) in times of crisis. The bicycle has shown its value time and time again throughout the last 100 years. In the two images below we see two men pushing their bicycles. One, in Japan post quake/tsunami from over this past weekend and the other, in 1945 Japan post-bombing of Nagasaki. Powerful stuff.

(Images via copenhagenize.com)

That same advantage and common sense solution is just as valuable in everyday life. There is true freedom being under one’s own power to get from one place to the next. In a sense, despite the patriotic claims, freedom is free. Just add calories and you’re off; no oil wars needed.

Yesterday’s post was about building courage in our children. Freedom leads to courage and a sense of autonomy; it also leads to increased resiliency and a safer community. I don’t think we need to “force” anyone to walk and/or ride a bicycle. Hopefully, we won’t have too many more natural disasters that “force” the issue either, although they are likely.

If we provide and encourage it for it and build a culture that views self-powered movement (walking and pedaling) as the norm, we may slowly stop being dependent on the gas pump. No one will be forced. The reality is that common sense will just win out. One result will be a preparedness for the worst case scenario that preserves freedom.

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Quick Facts From Safe-Routes To School: Changing Habits of an Entire Generation

• Within the span of one generation, the percentage of children walking or bicycling to school has dropped precipitously, from approximately 50% in 1969 to just 13% in 2009.
• While distance to school is the most commonly reported barrier to walking and bicycling, private vehicles still account for half of school trips between 1/4 and 1/2 mile—a distance easily covered on foot or bike.
• As much as 20 to 30% of morning traffic is generated by parents driving their children to schools.
• A California study showed that schools that received infrastructure improvements through the Safe Routes to School program yielded walking and bicycling increases in the range of 20 to 200 percent.

Plenty more where that came from.

Related Articles

• Bicycle Sales Climb After Disasters (flyingpenguin.com)
• Jane’s Walk USA: Bicycles (janeswalkusa.wordpress.com)
• In Tokyo, Bicycles Sell Out as Stranded Commuters Turn to Pedal Power (newsfeed.time.com)

EDITOR’S NOTE: I stumbled upon The Lion’s Whiskers blog the other day and their post “The 5-Minute Courage Workout: Navigating the Neighborhood” intrigued me. It immediately reminded me of my neighbor and her sons because I’ve noticed that every season her boys seem to have more and more freedom to roam. It’s a good thing; a sign of a healthy community and I wondered what Liz has done to raise courageous children. I asked and she responded. Thank you Liz!

Safe Communities Raise Courageous Children

~ by contributor Liz Berger

I asked Ethan, my 9-year-old son, if he was courageous- if he had walked to the store or the park on his own. He immediately said no he isn’t, he didn’t go anywhere by himself. He runs with a pack of kids and doesn’t realize the freedom and luxury he has of being in a safe neighborhood. He might be out for hours at a time in the neighborhood, without ever ‘reporting’ where he is and what he is doing. That would be pretty courageous in some neighborhoods.

I remember the first time, as a child, that I went to a friend’s house on my own. I had enjoyed playing with boys on my block in our Detroit neighborhood, but once in kindergarten I realized there was a GIRL on the next block over! I couldn’t cross a busy street on my own, so I needed to call home when I was ready to leave. I began to cry when I tried to dial my house because I couldn’t find the “-” on the phone dial. After this experience my mother encouraged me to use the phone, to learn to safely cross the block, and become more independent.

No Helicopter Parenting

I try not to be a ‘helicopter’ parent and to allow my children a great deal of freedom. Ethan, at 9 doesn’t go the store on his own, but Billy at 12 does. He will go to the grocery, drug store, or hardware store on his own. Some of these differences are age, and some are temperament. Just a few years ago I sent Billy out with his guitar to take a lesson from a neighbor just 5 doors away. He wandered the block for 10 minutes before coming home for more directions because he didn’t recognize the house from the front; he knew it only from the alley.

He wasn’t sure, but he was brave and persevered.

Freedom With Boundaries

As a family we bike ride to the beach, civic center or park. I have asked the kids to give me directions as we bike. They have gotten better giving directions, but they can still get turned around pretty easily. They need boundaries within which they can safely learn their community. I give my children freedom within boundaries.

We bike 4-5 days a week, weather permitting, to the civic center pool for swim club. Billy would like to bike on his own, but there is a group of people who shelter at the civic center pavilion because they are between permanent housing. The presence of this group has served as a learning opportunity for my kids. They are learning such things as compassion, intoxication, and caution. I am not scared that these people would harm my children, but I believe that their circumstances and habitual alcohol usage makes them unpredictable. We have decided that until the boys are a bit older they need a stabilizing presence in the vicinity of this type of challenge.

Power Of Community

I believe in the power of community and in the goodwill of strangers. I think that the presence of a child on a bike at a corner makes drivers more cautious. I hope and trust that if my child fell off their bike that an adult witnessing a fall would help my child if needed. I know that there are predators in the world that would hurt children, but I hope that by giving my child freedom within boundaries that my child would recognize aberrant behavior from an adult and seek assistance. The presence of children playing, walking, and biking in our neighborhood can allow us all to rise to the occasion to nurture our community by nurturing its children.

Children need courage to navigate our world, but I am optimistic that our sheltering neighborhood and my child’s self-preservation instinct will win out.

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The secret of happiness is freedom.  The secret of freedom is courage.”

~ Thucyidides via Lion’s Whiskers

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* Image: Youngsters in “Over the Rhine” Residential Neighborhood in 1973 by photographer Tom Hubbard. Made available by The National Archives.

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SIDE NOTE: Liz’s son Billy is certainly courageous. When North Traverse Heights neighborhood association was creating their by-laws one question raised was who would get to vote. Do renters have a vote? Yes. What about age limit? Do they necessarily have to be over 18? Billy, 11 then, stood up in a room full of adults, some of them quite cranky, and says, “I want to vote.” To my shock, the group acted like they didn’t even hear him. I would have voted for that!

If you’d like to contribute a post to this blog, on this subject or any other related to public space and community, we’re interested: send a message. How much freedom do your children have? Why or why not?

Related Articles

• Are you a helicopter parent? (jamespatrick1.wordpress.com)

UPDATED: 01/31, 5PM small corrections and small additions for clarity.

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Our dreams of cars and our real lives with cars are constructed with the help of a series of powerful myths and values that warrant a closer look.

~ Carjacked, pg 11 by Catherine Lutz & Anne Lutz Fernandez

Carjacked: The Culture of the Automobile and Its Effect on Our Lives

Carjacked won’t be for everyone; it ought to be.

It’s basic premise isn’t anti-car, although it certainly will be applauded by those focused on dividing people into one camp or another. It could do that if it simply listed the statistics woven in between its narration. They offer some poignant perspectives on our devotion to cars. There are many sections where the data will cause the most number adverse to pause for longer than most of us spend looking for our car-keys.

For an example, let me choose a detail at random…The first one I came to is on page 94, in the chapter titled “The Catch: What We Really Pay”, the authors look at where our tax dollars go and use Denver to show that it’s more than money going towards roads and bridges; there’s an entire system that breeds its own economy. In the mile high city, 40% of police activities, “15% of its fire department deployments, and 16% of its paramedic services are centered on automobiles.” (Another argument for traffic calming in coordination with enforcement)

It’s Not A War, We All Share Responsibility

Carjacked is not an attack on America’s obsession, rather it’s an anthropological exploration. Laying the facts and observations on the driveway and seeing the love affair for what it is: an odd relationship that is more manipulative and controlled than most ever realize. Yes, the tool itself has led to some competitive advantages and connected rural areas to the core areas in ways that 100 years ago were only dreams. But the love affair is manufactured through a cultural economic system that puts the majority of its energy into promoting, sustaining and subsidizing the single occupant vehicle.

In chapter 3, “The Pitch: How They Sell“, the authors describe how at an early age, and car companies know this, that our views of cars and social status are beginning to be developed and for some people those last a lifetime. One study shows how by second grade, children “had developed well-formed stereotypes about the kinds of people who owned different makes and models of cars.” As intended, that observation got me thinking about my childhood and my own relationship with cars.

The Family Car As A Needy Member Of The Family

By second grade, I was seeing first hand how dependence on the automobile stresses a family. What I saw on television didn’t match reality. I didn’t see  a single commercial with a family stalled on the side of the road.

We start them young.

We weren’t poor and we weren’t wealthy. The cars my step-father pieced together and “kept on the road” certainly weren’t newer models. They were however, as I’ve written before, rather large. I recall countless weekends playing in and around the garage while he “tinkered” and “maintained” what seemed to be a fleet of family cars that were in various stages of road-worthiness. Having a dependable car was a family predicament that often rose to priority status. On those long days, with me typically handing tools as they were called for, I acquired my robust handle on creative expletives that would make George Carlin proud.

What I didn’t learn was an affinity for mechanics. It really seemed too stressful, dirty and aggressive. I’ve later grown to philosophically appreciate the Zen and grace a mechanic can show, but not in time to inherit the desire to attempt more than shallow-basics. I also didn’t acquire the cultural attachment to automobiles. They’ve never been anything more than a mobility tool. Or, as I like to call them, 2-ton transportation pods.

Irresponsible Car Ownership

My own car ownership began when I was 16 and I’ve been a fickle friend to a series of automobiles. To the point of shameful neglect to the cars of my earlier life. My first four cars may just still be in a scrap-yard pasture somewhere in Benzie County. They never rose to a level of high importance or as treasured assets. They were simply a background character. The relationship began with a series of hand-me-downs that might as well have emerged out of the hard-packed gravel of the driveway-they sure looked that way. I had no concrete idea where they came from even when there was an exchange of a few hundred dollars.

The Nova's last night.

My first honest purchase was a blue 1973 Nova for $200. I put no money into it; not even an oil change. It ran for just under a year. I remember the very odd parental look-over the car received when I started to drive an attractive classmate to school. She made it quite safely every-time and walked quickly away from the car and me once it came to a rest in the school parking lot, every-time. Anticipating its last hurrah, I entered the Nova into the homecoming ugly car contest. I secured a win by letting fellow students kick and beat it during the contest. I recall two students using it as a trampoline for 10-minutes. For the parade, friends and I sawed it into a t-top and mounted a plastic chicken on the hood. When I finally made it home that night it spat and sputtered to a rest in a big puff of blue smoke. I was once again carless.

Entering adulthood, I half-heartedly entered the intentional car market. I bought a Sunbird from my sister that functioned well, because she said I needed one. It ended up wrapped around a telephone pole on one of the worst ice-storms of the year before I could pay her off. I somehow walked away without serious injury other than a mild concussion (which may come to haunt me later) and a new appreciation for investing the extra money into good tires. I was carless until I really upped the intention and had my father co-sign for a personal loan with the intention of purchasing a newer-used car. It must have bothered him, a lifelong GM employee, that the car I settled on was a Nissan Sentra: boxy, basic and foreign. With brand new tires on it (my first purchase) it took my friends and I on many road trips all over Michigan and points further afield. “Anyone for a trip to South Carolina for a weekend? Let’s go. We’ll be back by Sunday night.” Good times.

I took better care of the Sentra, but slowly became disenchanted. After 2 years, I took the insurance off of it to experiment with being carless. There were some environmental rationale, as well as financial reasoning, but really, I simply didn’t like always being car dependent and found, for the most part, walking and biking the 3-miles to college worked just fine. It took about 4-months of it sitting in the driveway until I made the final plunge. I sold it and only regretted it on a few occasions. For most of the 90′s I was in effect carless, although I often rented, borrowed or hitched rides with friends. It’s difficult to have a robust social life in Northern Michigan without a car, so I often paid for gas. I also was now able to save money fast and began my travels to Asia.

Anyway, now that I’ve lived in Northern Michigan for 9-straight years and I’m in my 30′s (read more responsible-supposedly), I’ve realized car ownership might not be required, but it certainly has advantages. It’s a privilege of wealth (relative) and most of our household trips fit the national norm of under 2-miles. It makes life convenient, but it isn’t necessary.

My experience with cars, I recognize, has opened me up to the ideas, observations and data presented in Carjacked and for further questioning of our car devotion. I can read it without becoming defensive and seeing it as a “war on cars.” It is raising questions similar to the mission of this BLOG, which when it is performing its best is advancing our understanding of the use of public space as it relates to people and how our tools and the values associated with them shape our choices and create dependence, not freedom.

As the authors write of the challenge near the beginning of the book:

“Each of these values provides a pillar of the temple of car mythology that we must first understand in order to see how these myths have shielded our view of what thew car system really looks like. Uncovering these myths allows us to rethink our relationship with the car and genuinely pursue or even rethink our core values.“

Related Articles

• The Carless Generation, Charles W. Moore, Miscellaneous Ramblings (lowendmac.com)
• Committing to the carless life (eemusings.wordpress.com)
• Carlessness, Cluelessness, the Boomer Legacy, and More, Charles W. Moore, Charles Moore’s Mailbag (lowendmac.com)

I drove 105.1 miles last week. That was the extent of my car-dependency experiment–basically, I committed myself to driving everywhere I needed to go; like my neighbors.

105 miles is not many miles by most Michigander standards, but it was about 62 more miles than I arguably needed to drive. Without the challenge, I would have still driven to a meeting in Suttons Bay, to a photo assignment downtown and, on date night, to the movies south of the City limit (my girlfriend isn’t too hip on pedaling out past Meijers in the winter). I’m not an ideologue; in the winter, 43-miles a week is acceptable.

What Was The Point?

I already knew driving was stressful. I already knew it was wasteful and dangerous. By committing myself to a week of car-dependency, I trusted I’d gain some insight into typical driver behavior and its impact on daily life. I’m not certain I accomplished that, however, reminders into my own behavior frequently presented themselves. The following observations may or may not apply to you. You probably have observations to add about your own driving experiences; please, do.

Life is back to normal.

But first, some numbers.

What did the “extra” driving cost me?

According to AAA’s cost per mile numbers, financially it directly cost me around $45.00 (project that out to a year and it adds up quick, around $2,300, slightly more than what I spend on groceries). Now mind you, that’s $45 dollars that is discretionary. I chose to subsidize my motorized mobility.

What did me driving an extra 62 miles cost the rest of you in terms of CO2 emissions and other externalized impacts? I have no idea where to begin or the time to calculate. In my meek defense, I contributed around a whopping $1.24 in taxes related to those 62 miles to help reduce some of those issues. You’re welcome; I’m happy to help.

Personally, I missed out on burning between 3,000-6,000 3,000 calories (+/-) that I would have otherwise shed off the top. I didn’t make it up with running and I didn’t cut back on the brews. I gained a pound and a half.

The intangibles: a list of external and internal observations.

• Road-rage: it can happen to the best of us. It was a minor case of it, but I’m holding my ground. To the punk in the white civic that weaved in and out of traffic on 8th Street on Wednesday night, you’re still a chump. (I have a bird too buddy!)

• Navigators: It’s nice to have company. I gave several rides to friends, sometimes whether they needed it or not. “Come on, consider it quality time.Get in the car.” I noticed that most people are a little suspicious of cars pulling up next to them.

• Pet-peeve #1: I reaffirmed a pet-peeve of mine: getting in and out of cars. Hate it. Double hate it in the winter.
• Pet-peeve #2: stop signs and red lights are some of the most frustrating experiences. I lost count, but it was close to an hour spent waiting at red lights. Note: I spend far less time at red lights on a bicycle not because I run them, I just tend to avoid them.

• Games:
  • Avoiding stop signs in Central Neighborhood, while not exceeding 20-mph, is fun.
  • Playing the 7th St. vs. 11th St. crossing Division lottery — not so fun.
  • Finding the right speed to avoid red lights can be fun, but is mainly annoying. (Note to self: ask the traffic engineer why it is that if I go the speed limit (25-mph) from Boardman Ave. to Woodmere along 8th St that I’m guaranteed a red at Woodmere. If you go any slower than 28, you will get a red. Dumb.

• Driving Induces Driving: Or rather,  Driving + convenient/prioritized infrastructure = induced driving. There were several trips undertook simply because I was already out with the car. The culmination was having to drive 2-blocks to Round’s– It was just too shameful, so I created a few more errands around town. None of them necessary.

• Shoveling: On days when I was time-crunched (another observation) I noticed that I rationalized shoveling the back-walk and driveway before the front sidewalk. In fact, noticing I was late, I further rationalized that I would, indeed, simply shovel the front when I returned. In that instant, I realized how easy it is for a city of alleyways & garages to always be behind in clearing its sidewalks. Out of sight, out of mind.

• Time: I didn’t seem to gain any by driving. For the trips where I wouldn’t have driven anyway, the riding would have been just as quick or provided more flexibility. With the car, I seemed to always be cutting things too close and was actually abnormally late to a few appointments. Of course, I shaved some commute time by not walking, but that’s not really the point of walking.

• Anxiety/Stress: Life out of the car is simply better. There are no wasted trips, because it is all beneficial. It is more liberating to be under one’s own power.

• Reflection: I’m fortunate. I’m open to and able to maintain a life mostly at my own pace. Car-dependency is almost humorous when it is simply a state of mind. I was fortunate to be able to see the end of the week, many people don’t, or feel that they don’t, have a choice.

I trust that this will be the last of my car-dependency. I have a 2011 pledge to shoot for that involves more transit (that Suttons Bay trip would have been perfect), even less driving, more walking, cycling and re-evaluating  what I need and where I really need to go.

Car obsession is not something I’ve ever really been attracted to, however, this experiment has me thinking about my relationship with cars; we all have one.

Next week: my history of being in and out of car-ownership.

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Comments: we welcome your comments, please don’t be shy. The more questions, perspectives and general participation we have here the better. What’s on your mind?

A more elaborate description of last night’s Recreational Authority Board’s meeting about Silver Dr./South Campus Entrance was requested a couple of times today. I guess a couple of tweets weren’t enough. What follows are highly selective and incomplete notes, observations and perspectives from last Tuesday night’s meeting, mostly following the time-line of last night’s meeting as I wrote in my notes..my apologies if it’s a little disjointed. In my defense, I’m on vacation-light.

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The meeting begins with a breakdown by the board’s executive director, Benjamin Marentette, which includes that this project is now proposed for two phases. It lacks a plan/funding for phase II~we just have a picture and some preliminary engineering numbers. Phase II involves how to move people not in a car through the corridor.

The total cost for everything (as designed) is $925,000. The rec authority has $132,000 committed, but not released to the project. This is the main question: to release or not to release the money. Other money already committed: The City has contributed $165,000 and there is a federal grant through MDOT for $375,000 on the table for a total $660,00. That leaves a $345,000 shortfall for the project. In some great wisdom, there’s a push to complete the motorized traffic part of the project without the non-motorized part.  Most of the audience is here to ask that to change.

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Who made the choice to move ahead in 2 phases without a plan? I’ve inquired and have been involved with the street project for at least the last 6 months and I still don’t know who is driving the 2011 construction without it first being a complete project. Up to this point, the pedestrian and bicycle infrastructure has been left aside to complete the road; to complete anything. The idea of phasing it in I & II is a relative new addition and runs counter to the master plan for the City and the rec authority property. I agree with Mayor Chris Bzdok’s comments: if the cost is an impediment, the right city bodies need to ask for the lowest cost solution.

Rec Authority Board Comments

• Board member Tim Hughes raises an interesting point about donors to the barns property. Their may be a negative impact if an incomplete project moves through without a way to complete the rest of the project. If the recreational authority is perceived as simply helping to build a one-dimensional road through parkland, there may be people in the community who will take a wait and see approach before donating more funds. (I wouldn’t have thought of that, good point.)

• Jennifer Jaffe, also a planning commission representative, reminds the board that there are different master plans related to this project and all of them call for accessibility for people to be part of street projects. She says something that if we build it without providing access for all, we are throwing out those public processes. She asked for more time to figure out funding and design, while at the same time correcting many inaccuracies in revisionist history by other board members. Mainly, that the scope of this project has changed substantially from the time when it was simply providing an entrance to TBA-ISD, so talking about the original cost of $280,000 for a basic road is irrelevant. As well, the City is really in no chance of losing the property if they don’t build the street. The contract called for a road design be submitted, which is done. The title is already transferred, so that is not a concern.

• Brian Bourdages echoes Jaffe’s call to take the time to do the project correctly. He hasn’t heard anyone say the board is racing to meet a deadline. A mix of discussion reveals that the only real date that is a known entity is February 22 which is the deadline for submitting the project to the state to be able to complete it in 2011.

• Ralph Sofferdine, also a city commissioner, is his typical self. He keeps referring to the many “years” that he has worked on this (and every other project) and I can only think: that is part of the problem. With Sofferdine, we have a city commissioner/community leader who continually accepts incomplete projects and feels that people on foot, on bicycles and other wheeled devices, like wheelchairs, are simply a special interest to be considered, but not necessarily in need of treating as a priority. A parting shot is directed at “bicycle folks“ to “put dreams on the back table and face reality.“ No comment.

• Rec Authority chair, Ross Biederman, tries to match Sofferdine’s call for affirmative action on the road construction by chiming in with the contribution that he doesn’t want to “hold this project hostage to a pedestrian and bicycle entrance.” At the same time, he doesn’t think the $345,000 is all that much money and seems open to pursuing options.

• Michael Groleau explains that his vote to not release the funds at a previous meeting was to make sure they have the time to do this right. He is pleased with the progress made in one month and would like to see more time and energy spent to be certain they get the best plan they can get. “I would like to give this a month to allow the people here to make their best case for funding and design alternatives,” he said. Adding, “I would like to hold off on issuing support for phase 1.“

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I feel the same way as Biederman’s last comment expressing that it’s not much money, only I’d add another perspective. Perhaps the $375,000 fed/state money needs to be seen as not that much money  considering all the strings and time-lines attached to it. At a certain point, Traverse City will need to fund its own streets so that we can have control of our community. Would people donate for a street built solely to move cars? No, and it’s ludicrous to ask, but yet some think that it’s perfectly fine to ask the community to fund complete streets above and beyond the taxes that we already pay.

In the end, the Recreational Authority chooses not to release the $132,000 for the project. I agree with this non-action. Instead, they created a task force to work with stakeholders, staff and anyone else interested to see how to decrease the cost and raise more money to complete the project. I feel that most of them understand that access for people is not a special request, it’s simply how this street must be built: in one phase. Currently, the City has an incomplete plan and the rec authority, rightly, are being champion representatives of the community by demanding a higher standard from the onset.

They have a meeting on February 6th where in all likelihood Silver Dr. will be once again be on the agenda. By then, the City may once again be rescued by a generous and well-connected community that is able to find the needed funds and pool together to consider less expensive designs. Or, we may have not moved much from where we are today. As city engineer Tim Lodge noted, it makes no difference to him and engineering. They handle changes and requests all the same. If the board chooses not to fund the project as designed, then, as Lodge said earlier, “we will deal with it and move on.”

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There were also comments made by representatives from TART Trails, a doctor from Munson, SEEDS, The commons and from members of the community. I didn’t keep complete notes on those comments, but everyone who spoke, spoke in favor of completing the project in phase I. As someone said, Phase I and Done.

I agree: Phase I and Done.

Some prefer to ski...photo by marc dalio

Editor’s Note: A version of this post was originally posted last December in an inaugural post. It’s looks like snow will be upon us within the week and so I thought I’d resurrect it.

This year, I’m including a new poll:

What type of winter Bicycle Commuter Are You?

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Originally posted 12/16/2009

What do I need for Winter Biking?

It’s an annual question.

The truth is, I’ve never really thought it through; I’m no expert.  Usually, roads are scraped down to the asphalt and, besides the cold, there isn’t too much of a difference from any other time of the year. There are two basics to winter bicycle commuting: 1) layer (it’s easy to over-heat) and 2) don’t be dumb (winter is not the best time to challenge the worst designed streets in the city).

The rest will take care of itself, but here are some other specifics:

For the ride:

1. Fender(s): Key for me. I hate that wet stripe up the backside.
2. Tires: I’ve gone my entire life without studded tires–most riders do. This year I’m going to give them a try. December has been slippery. There are lots of choices…MyWHaT underwriter McClain’s on 8th will help. (They helped last year…but not always required)
   
3. Lights: Less to see by and more To BE SEEN in these shortened days. My new favorites are the Reelights–always there, charged by the ride. (You’ll need more though).

For the Body:

1. Good food: Internal fuel. Junk gets you nowhere fast.
2. Base layer: Anything but cotton. Wool/Synthetic.
3. Wind/Water Proof Shell: Anything with vent zippers under the pits is very nice.
4. Head, Neck & Face: Key! Warm thin hat (under helmet),  scarf (not too long) or balaclava. My arms and legs are usually fine, but if the head isn’t covered I freeze.
5. Gloves: Wind and water proof preferred.

Riding:

Or rather, not riding. Some days are just hell. Depending on conditions, I might just walk or take the bus, but sometimes I’ll take BATA bus one way and throw my bike on its racks. Of course, if it’s that wintry outside, I’d probably just stay home.

But, on the days you do ride, keep it smooth and relaxed. Falls typically happen when trying to stop or turn too quickly.

Bad balance + icy spot = rider falls down.

But its important not to be afraid to fall. It typically won’t hurt all that much and often results in laughter in the street. I don’t adjust my brakes in the winter and just let them go loose to prevent falls due to skidding. I’m going slow enough along neighborhood streets and don’t need to accidentally lock them up and skid out. That’s me, you may be different.

Oh, and about cars. Take up the lane. The edges are typically uncleared slushy messes. It’s a public road, meant for automobiles, bikers and walkers if need be. Use it.

If you have other questions, let us know. There are a many winter riders in Traverse City, and elsewhere, and each has their own tips.

What are some other tips of the trade for winter bike commuting?

Are we ready for a bike to work day/week in Northern Michigan? (We weren’t last year.)

Guest writer: Henry Morgenstein

I wrote half of an essay that I was going to post on “MyWHaT” when I was derailed. I was recommending to all of you a very small, very short, book in my library of books on cars & cities, Energy & Equity by Ivan Illich — a man way ahead of his time.

Love it: Speed-Stunned Imagination

How was I derailed, stopped in the middle of the flow of words? I decided to see how much a copy of Energy & Equity would cost all of you. After all, I wanted you to buy it, read it cover to cover. How does $36 dollars a copy sound — or $268 dollars for a hardback copy? I was stunned. It is a slim book, an even-smaller-than-usual paperback. There are perhaps 70 pages of text.

Why does it cost anywhere from $36 dollars to nearly $300 dollars to buy a copy of this small book. Many of you already figured it out.

High price equals Scarcity. That’s right. Eight copies are available on Amazon in the U.S.A. Since I live in two countries, I tried Amazon in England. Unbelievably, two copies were available in England — and the price was five dollars. Five dollars! I could make a killing I tried to buy both copies. After selling me one copy, they said there were no more copies. Sun of a gun. Somebody was buying the other copy just as I was buying my copy.

Where the Energy Is

All that is a side issue. Why is this brilliant book no longer being printed? Why are all of us not able to pick up a cheap copy of Ivan Illich’s book “Energy & Equity” written in 1974?

The United States puts 45 per cent of its total energy into vehicles: to make them, run them and clear a right of way for them when they roll, when they fly and when they park. Most of this energy is to move people who have been strapped into place.”

No one has said it this way. It is how it is said as well as what is said:

Forty five per cent of total energy to make em, to run em, to clear a right of way for ‘em when they roll — and all for people strapped into place. Participatory democracy demands low energy technology and free people must travel the road to productive social relations at the speed of a bicycle.”

Brush Creek Township Election House in Pennsylvania by Padraic.

Democracy and the Bicycle

Again, so well said — and it needs to be said loud & clear 40 years after Ivan Illich first said it:

“True democracy demands low technology, needs social relations to occur at the speed of a bicycle.”

When I am on my bike, people in cars, people on the sidewalk, people on bicycles, all talk to me. No one talks to me when I’m surrounded by two tons of steel — when I am inside a car.

Ivan Illich is a genius. Borrow the book from a library. Almost every page has a gem of an insight said in such a way that you are made to see the situation from a wholly new angle.

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EDITOR’S NOTE: Henry loaned me Illich’s book over the weekend. I couldn’t put it down. Re-read pages and plan to read it one more time before I hand it back. Also, the text of Energy and Equity is re-published in entirety online. It inspired a few tweets while I was reading it.

• A healthy society where all are equally encouraged & able to participate without institutional favoritism, travels under 18mph+/- #WhyWeRide
• #TeaParty thought: shouldn’t libertarians all ride bikes? Infrastructure for cars demands an advance level of technocratic gov control.
• #TeaParty thought con’t: more bicyclist & walkers=less government. Where’s the active transportation platform from libertarians?

Views from the Street

NE corner of Silver Lake and Barnes

This image of a disconnected sidewalk sent in by MyWHaT reader Mike Coco. Thanks Mike. He included the following commentary:

“This intersection was recently improved with added sidewalks, ramps, crossing lights for the new entrance to West Jr. High.  I noticed today while watching a biker cross this intersection that this new ramp/sidewalk stops just feet short of connecting to an existing path (which I suspect was put in by the developer of the adjacent Copper Ridge).  Why does it stop short?  Why doesn’t it connect to the existing path?  We’re talking about 2 or 3 feet of concrete…..my guess is that connecting them would not comply with existing rules/regulations, not because it cost more ($100???).“

If we, meaning our road agencies, prioritized pedestrians like they do the use of automobiles, disconnects like this wouldn’t happen.

Please, someone show me where a road demonstrates this much disregard for its users? For example, what would be the response if in the above image the space from the stop bar to the crosswalk was left as gravel. —->

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Editor’s Note: If your interested in an archive of images showing incomplete streets, visit the Michigan Complete Streets Flickr group. There are images from all over Michigan, but recently the MyWHaT photography staff has dominated the uploads, so northern Michigan is well represented. If you have an image you’d like to share, don’t hesitate to send an email or post it on the MyWHaT Facebook wall.

The Harassment Incident

Guest Contributor: Bill Palladino

Yesterday, while taking a loop downtown on my sweet little Purple cyclocross bike, on my way to a local cafe’, I was accosted by a driver in a Subaru.  I was heading eastbound on State Street in the left-hand lane, more or less in front of Modes’.   I was preparing to turn left on Cass Street, so this was a reasonable and perfectly legal maneuver. I could hear a car to my left-rear obviously laboring to pass me, but I held my lane, keeping myself positioned in the middle of the lane.

As I pulled even with Max’s Service the car lunged by me on my right revving his little four-cylinder engine (reenactment). The occupant, a middle-aged man in a scraggly beard, then began yelling out the window and pointing insistently. “There’s an entire  #^%&ing bike lane over there you @#$%ing   #$%hole.  Get in the %^%ing bike lane.” (Reenactment not available).

I said nothing in response at this point, but accelerated to get a better look at his license plate. He kept yelling at me through his open window as he sped off. I imagine he was greatly intimidated by the 19 pound aluminum and steel beast I was riding.  Boo, yah!

The quick of it is, it’s my right to be in that lane, or any lane I choose to be, as long as I’m not unreasonably impeding traffic flow.  The bike lane is an extra-added solution that is completely optional.  It’s also my right to be in the city where I live, and to not be called nasty names by a complete stranger!

Who ya going to call?

This type of verbal assault is a nuisance, no doubt.  But it’s also this simple type of incident that often easily escalates to physical violence.  I feel pretty strongly that people need to understand the rules of the road, so I jotted down the guy’s license plate and quickly did what I’ve been told to do by both City Police staff and by my friends at the Cherry Capital Cycling Club.  I called the City Of Traverse City non-emergency line to begin the process of making an official report.  This number is for problems that don’t require calling 911, and is: (231) 995-5150 .

Again, that’s (231) 995-5150.

The author describing the incident to the dispatched officer.

Calling this number will get you a quick recording reminding you of its non-emergency use.  And after pushing a button or two I was then forwarded very quickly to a pleasant-sounding woman who heard my complaint.

I said, “I want to make a complaint about a person in a car verbally abusing a bicyclist in downtown Traverse City.”

She replied, “Very good. And are you the bicyclist?” I confirmed and I gave her my name.

She then asked me what had transpired, where, and if I was able to provide a description of the vehicle.  I relayed all this to her, and she asked one last question: “Do you want me to send an officer out to take an official report?”  I told her I wanted to do whatever it would take to ensure that this guy in the Subaru got a talking to by an officer.  She replied, “That’s exactly what will happen, I’ll dispatch an officer right away.“

About 20 minutes later TC Police Officer Jeremy Medeppennigen showed up on my doorstep. “How’s it goin’?” he said casually.  ”Fine,” I said and we introduced each other.  Then I told him the whole story.  ”You did the right thing calling us.  You have a right to be in that lane. The bike lane is there as an option and a courtesy,” he replied.

Sometimes a reminder is needed

I asked him if he would track down the driver, and he said they’d already done the check on the license number, and that yes, he’d get a talking to when they found him.  He also said this is something they do a lot of at the Police Department, and that it works. He said, “sometimes people just need to have the law explained to them.“

Summing it up, I have to admit that my experience with the TC Police was right on point.  They were supportive, fact-based, and very friendly.  More importantly, I never got the feeling that calling them in on something like this was either an annoyance or a bother.  This is something I’d encourage you all to do when you come across unreasonable people who feel a need to toss verbal abuse your way… whether they be car drivers or cyclists. Learning to live together here is something we should all have as a priority.

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Editor’s Extra:

From the Michigan Penal Code and Motor Vehicle Handbook, the applicable law, emphasized in bold is the most appropriate section:

257.660a Operation of bicycle upon highway or street; riding close to right-hand curb or edge of roadway; exceptions. A person operating a bicycle upon a highway or street at less than the existing speed of traffic shall ride as close as practicable to the right-hand curb or edge of the roadway except as follows:

(a) When overtaking and passing another bicycle or any other vehicle proceeding in the same direction.

(b) When preparing to turn left.

(c) When conditions make the right-hand edge of the roadway unsafe or reasonably unusable by bicycles, including, but not limited to, surface hazards, an uneven roadway surface, drain openings, debris, parked or moving vehicles or bicycles, pedestrians, animals, or other obstacles, or if the lane is too narrow to permit a vehicle to safely overtake and pass a bicycle.

(d) When operating a bicycle in a lane in which the traffic is turning right but the individual intends to go straight through the intersection.

(e) When operating a bicycle upon a 1-way highway or street that has 2 or more marked traffic lanes, in which case the individual may ride as near the left-hand curb or edge of that roadway as practicable.

(Laws are available online, which M-Bike has kindly posted links to, as well as the full text of bicycle laws. Thanks, Todd!)