WHY SMART GROWTH ISN'T AS SMART AS IT THINKS IT IS		ANOTHER END OF THE NINTH
URBAN POLICIES THAT DON'T WORK THE WAY THEY'RE MEANT TO		MAKING CITIES BLACK & POOR: THE HIDDEN STORY
CITIES AND THE ENVIRONMENT		A SHORT HISTORY OF BLACK WASHINGTON
ECHOES OF NEW ORLEANS		SAVING THE CITY FROM ITSELF
CHANGING HOW URBAN PLANNING WORKS		URBAN STATEHOOD	MEMO TO A NEW MAYOR
URBAN LINKS		URBAN BOOKS

HEADLINES CANDIDATES DON'T WANT TO TALK ABOUT CITIES END OF THE ROAD FOR CUL-DE-SAC? URBAN KIDS BOOMING IN DC, NY, ELSEWHERE MAKING CITIES WORK HALF OF NEW ORLEANS POOR PERMANENTLY DISPLACED MINNEAPOLIS RANKED MOST LITERATE CITY THE IGNORED GREENNESS OF HISTORIC PRESERVATION CHICAGO GREENS ITS ALLEYS TOP BICYCLE CITIES OF THE WORLD GARBAGE BURNING OVENS FOR MEGACITIES THE NEW URBAN CORRUPTION: SELLING OFF PUBLIC ICONS AND PUBLIC SPACES THREE GUIDES TO BUILDING NEW COMMUNITIES GAY NEIGHBORHOODS BEING HIT BY GENTRIFICATION, TOO WHAT HAPPENED TO THE URBAN RENAISSANCE? RISE OF THE SLOW CITY WAL-MART REPEATEDLY ARGUES THAT WAL-MART LOWERS PROPERTY VALUES SOME PLACES QUESTIONING THEIR TACTICS IN DEALING WITH GANGS NYC PLANS IMPROVED BIKE LANES NOVEL IDEA FOR THE HOMELESS: GIVE THEM A HOME AMERICANS LOVE PARKING LOTS CITIES TRYING TO LIMIT TEARDOWNS   LINKS BIG BOXES NEW RULES PUSHING LOCAL BUSINESS CITIES & URBAN PLANNING ALL ABOUT CITIES AMERICA WALKS ARCHITECTS - DESIGNERS -PLANNERS FOR SOCIAL RESPONSIBILITY CITY FOR SALE COMMUNITY LAND TRUSTS COUNTIES RATED FOR SPRAWL CRITICAL MASS GREEN BUILDING SITES DEVELOPMENT CTR FOR APPROPRIATE TECHNOLOGY FIGHTING SPRAWL NEIGHBORHOOD INFO SUSTAINABLE DEVELOPMENT GATEWAY SPRAWL WATCH WALKABLE COMMUNITIES COMMUNITIES CENTER FOR NEIGHBORHOOD TECHNOLOGY COMMUNITY INVESTING NEW RULES HOMELESSNESS NATIONAL COALITION FOR THE HOMELESS HOUSING ARCHITECTURE FOR HUMANITY ECO VILLAGE HOUSING PRICE INDEX NATIONAL COALITION FOR THE HOMELESS PEDESTRIANS & BIKING AMERICA WALKS NAT CTR FOR BIKING & WALKING WALKABLE COMMUNITIES WALKABLE STREETS SPORTS & STADIA FIELD OF SCHEMES TRANSPORTATION AIRLINE MEALS NAT ASSN OF RAILROAD PASSENGERS URBAN ECOLOGY THE ECOPOLITAN BOOKS THE GREAT NEIGHBORHOOD BOOK  by Jay Walljasper. Abandoned lots and litter-strewn pathways, or rows of green beans and pockets of wildflowers? Graffiti-marked walls and desolate bus stops, or shady refuges and comfortable seating? What transforms a dingy, inhospitable area into a dynamic gathering place? How do individuals take back their neighborhood?The Great Neighborhood Book explains how most struggling communities can be revived, not by vast infusions of cash, not by government, but by the people who live there. The author addresses such challenges as traffic control, crime, comfort and safety, and developing economic vitality. Using a technique called "placemaking"-- the process of transforming public space -- this exciting guide offers inspiring real-life examples that show the magic that happens when individuals take small steps, and motivate others to make change. BUILDING POWERFUL COMMUNITY ORGANIZATIONS: A Personal Guide to Creating Groups That Can Solve Problems and Change the World, by Michael Jacoby Brown, Long Haul Press, $19.95. CALLING ALL RADICALS: How Grassroots Organizers Can Save Our Democracy, by Gabriel Thompson, Nation Books, $14.95. TOOLS FOR RADICAL DEMOCRACY: How to Organize for Power in Your Community, by Joan Minieri and Paul Getsos, Chardon Press, $29.95. CRABGRASS FRONTIER: The Suburbanization of the United States by Kenneth T. Jackson. CITIES, CULTURE AND GRANITE By Edmund P. Fowler - In North America, we are generally desensitized to our surroundings, whether they are buildings or forests. This lack of awareness makes it easier to accept the fact that cities, towns, and suburbs are all built for us, not by us. It also makes sensible urban planning or policy difficult. The results have not been pretty. Cities are dysfunctional in part because we have built them in ways that pollute our ecosphere, something that harms our health in a direct way. THE USES OF DISORDER by Richard Sennett: Book News: "Sennett's compelling proposal for a city that can incorporate creative anarchy to goose its adults into expressive community"

APRIL 2008 WHAT'S TO LOVE ABOUT A CITY If you listen to the average planner or big city politician, you'd think that urban happiness is the product of massive redevelopment, sports stadiums and convention centers. Your editor lives in a neighborhood that has two stadiums on its edges but has happily managed to avoid much of the other manipulations that pass for urban progress, having been largely laid out in the 19th and early 20th century. Washington's Capitol Hill is a community characterized by row houses; it is almost evenly divided between owners and tenants (many of the latter living in basement apartments). It is about 60% black and in an area of a few square miles has 18,000 jobs, its own waterfront, a beloved hardware store and a farmer's market. It also has the third highest density in the city - over 15,000 people per square mile - but contrary to the developer-serving mythology of the smart growth movement, it accomplished this with few high rises (although brutalist planners of the DC have recently torn down much of its public housing and are replacing it with condo towers). Only 16% of the population lives in buildings with ten or more units. In other words, it is an urban community that works, has density without human warehousing and is quite self-sufficient. It is, in short, a good model of how a city should function - in no small part because it has done it itself without too much inference from the urban planners and pols. A bulletin board for one of the communities of Capitol Hill, Hill East, recently asked readers what they liked about their neighborhood. The answers are exceptional only because they offer a good sense of what attracts people to any well working 'hood. Note that the only governmental contribution mentioned in any of the replies is the Metro subway system and the weekly testing of the DC Jail siren. The answers are a good example of why so much of what we hear and read has so little to do with what really makes cities work. Some of the replies: I like Speilberg Park (even with its graffiti and trash). I like walking and riding my bike everywhere. I like the sausage and cheese from Eastern Market. I like Frager's [Hardware Store] I like Troop 500. I like the long growing season in our urban heat island. I like the racial diversity of my neighbors and the fact that my daughter doesn't seem to care about skin color at all. I like the tall trees on E St. I like our proximity to the Metro. I like chatting with neighbors from my front porch. I like all the well-maintained flower boxes along the sidewalks. I like maintaining flower boxes. I like that Jennifer Howard organizes so many neighborhood cleanups. I like that Jim Myer is always goading us into action. I like that Scott Christian runs the "toxic drop-off shuttle" each time DC has a hazardous waste collection. I like all the babies in strollers. I like the lattes at Bread and Chocolate. I love the salsa at La Lomita. I like it when kids at Lincoln Park ask if they can pet my dog. I like my neighbors; they say hello to me every day. I like the man on his porch that asks me what I am cooking on my way home from Safeway. I like the kids chalk art on the sidewalk. I like the guy that sells Street Sense. I like watching the basketball, hockey, football and others sports being played at the school on D and 12. I like the crazy lights on the house around the corner. I like talking to the artists in the Eastern Market. I like.. . . Being able to walk my dog in Congressional Cemetery before sunrise and watch the big sun rise over the ridge east of Anacostia River Seeing a full moon also rise over the same eastern ridge Seeing folks I know while in Metro and sharing a conversation with them while riding to work Occasional sound of a train whistle when a train crosses over the Anacostia River DC Jail siren tests every Saturday at 12 noon Hearing the songs of mockingbirds Level terrain throughout the neighborhood Not having to mow a lawn I like the provolone cheese at Eastern Market I like the prosciutto at Litteri I like the fish tacos at the Argonaut I like the dance classes at the Joy of Motion I like the people who ride the X8 I like the tree in front of my house, even though the roots are knocking our sidewalk bricks out of whack I like . . . that the Marvelous Market at Eastern Market stocks Skybars, which I haven't been able to find for years. that we have an amazing book store like Riverby Books. being able to say to friends when picking a place to eat, "Do you like Belgian?" margaritas at Banana Cafe. watching the 4th of July fireworks from the roof of our front porch and realizing that people all across the country are sitting in their living rooms doing the same thing. Things I love about our hood: The cute blond cheese lady at the cheese kiosk in Eastern Market who never lets me walk by without feeding me some cheese. Walking my dog to Eastern Market and noticing how many people know his name and not mine. The ladies in their fancy hats that come out of the Church by the CVS, along with all the singing that goes on during their service. The moral: the next time your city government talks about "revitalizing" your neighborhood, ask the people who live there what they already like about the place. You may find it is pretty revitalized already. BRINGING URBAN PLACES ALIVE WITHOUT SPENDING MILLIONS FEBRUARY 2008 STUDY FINDS RED LIGHT CAMS INCREASE ACCIDENTS RICH SHOPES, THE TAMPA TRIBUNE Cameras at intersections increase, not decrease, accidents, according to a University of South Florida study published the day after Hillsborough County commissioners voted to allow the cameras at 10 intersections. The university's yearlong review, published in the campus journal Florida Public Health Review, warns that drivers are at higher risk of having accidents at intersections where cameras are installed. "People see a yellow light and normally they would drive through it, but at camera intersections they do the quick stop. They slam on the brakes and that means everybody else behind them slams on the brakes," said Barbara Langland-Orban, one of three co-authors of the study and an associate professor in USF's Department of Health Policy and Management. USF examined five red-light camera studies. It concluded that two were flawed and found that the other three drew the same basic conclusion about cameras at intersections. . . She pointed to a seven-year study by the Virginia Transportation Research Council that showed crashes at intersections with the cameras increased 29 percent. Another study, by the Urban Transit Institute at North Carolina Agricultural & Technical State University, looked at almost five years' worth of data. The study concluded that accident rates increased 40 percent at intersections with cameras; injury crashes rose between 40 percent and 50 percent. The USF review contradicts other studies showing a decline in wrecks, including a report by the Insurance Institute for Highway Safety that is frequently cited by camera advocates. . . Instead of using cameras to catch red-light runners, the study suggests that engineers look at the timing of yellow lights and make sure the signals are visible to motorists. http://www2.tbo.com/content/2008/mar/12/na-red-light-cameras-increase-accidents-usf-study-/ RAILROADS ON THE WAY BACK WALL ST JOURNAL - For the first time in nearly a century, railroads are making large investments in their networks -- adding sets of tracks, straightening curves that force engines to slow and expanding tunnels for bigger trains. Their campaign is altering the corridors of American commerce, more so than any other development since interstate highways spread to the interior. For decades, railroads spent little on expansion, even tore up surplus track and shrank routes. But since 2000 they've spent $10 billion to expand tracks, build freight yards and buy locomotives, and they have $12 billion more in upgrades planned. Increasingly, railroads are moving finished consumer goods, often made in Asia, from ports to major cities. . . Railroad operators are pressing for advantage over their main competitor, long-haul trucking, which has struggled with rising fuel prices, driver shortages and highway congestion. Railroads say a load can be moved by rail using about a third as much fuel as it takes to haul it by truck. . . Trucking accounted for 82% of the U.S.'s truck-and-rail intercity-freight spending in 2004, up from 78% in 1990, according to Eno Transportation Foundation, a research organization in Washington, D.C. But trucking companies, notably industry giant J.B. Hunt Transport Services Inc. of Lowell, Ark., are using railroads for the long-haul part of some trips because it's cheaper. . . It's been a century since railroads embarked on a similar spate of capital investment. Between 1900 and World War I, they launched a huge rebuilding program across the U.S. midsection to handle freight and passenger trains. Traffic was booming as the economy roared back from a financial panic in the 1890s. Railroads added second, third and fourth sets of tracks along main routes, built tunnels and bridges and installed stronger locomotives. After World War II, though, cars began wiping out passenger-train service. New interstate highways unleashed trucks as a freight competitor. By the 1970s, U.S. railroads were deep into a decline. . . JANUARY 2008 THE NATION'S FIRST GREEN HOMELESS SHELTER INSIDE BAY AREA - With solar panels supplying electricity and water-based hydronic heaters warming rooms in the 125-bed shelter, the Crossroads building of the East Oakland Community Project is said to be the first "green" homeless shelter in the nation. It replaces a cold, damp and leaky building up the road on International that has been housing homeless for the past 17 years. "You'll wake up here and feel good because it's an environment that is healthy. We are asking our people to deal with some heavy issues, so it is best that we support their health," said Wendy Jackson, executive director of the East Oakland Community Project. "Many of the clients are ill, about 60 percent are ill, often with chronic diseases of asthma, diabetes, so we wanted to do whatever we can to make this as healthy an environment as possible," she said. The building, with high windows for natural light and walls painted with a green paint that does not emit toxins, has an airy, good feel to it. HIGH RISE TOWN HOUSES WITH GARDENS TREE HUGGER - Rotterdam designer Reinier de Jong notes: "Housing in big city centers seems to consist of small apartments. High rise equals apartments. Or so it seems. However many cities economically really need well-to-do middle class dwellers. They flee to suburbia as soon as salaries go up and kids arrive." So he takes the standard suburban typology, the two story house with a garden, and stacks them on top of each other, "so we will diminish the suburban sprawl that is swallowing up our precious land." "The project TUIN ('garden') combines high rise with a typical suburban housing typology: a two storey dwelling with garden. A height of seven meters and a depth of one meter of soil guarantees a true garden. Enough for sunlight, rain and wind to enter and nourish trees, shrubs, flowers and grass." http://www.treehugger.com/files/2008/01/reinier_de_jong.php DECEMBER 2007 MATHEMATICIANS SOLVE MYSTERY OF TRAFFIC JAMS PHYSORG - Mathematicians from the University of Exeter have solved the mystery of traffic jams by developing a model to show how major delays occur on our roads, with no apparent cause. The team developed a mathematical model to show the impact of unexpected events such as a lorry pulling out of its lane on a dual carriageway. Their model revealed that slowing down below a critical speed when reacting to such an event, a driver would force the car behind to slow down further and the next car back to reduce its speed further still. The result of this is that several miles back, cars would finally grind to a halt, with drivers oblivious to the reason for their delay. The model predicts that this is a very typical scenario on a busy highway (above 15 vehicles per km. . . http://www.physorg.com/news117283969.html THE GREAT NEIGHBORHOOD BOOK By Jay Walljasper Abandoned lots and litter-strewn pathways, or rows of green beans and pockets of wildflowers? Graffiti-marked walls and desolate bus stops, or shady refuges and comfortable seating? What transforms a dingy, inhospitable area into a dynamic gathering place? How do individuals take back their neighborhood? Neighborhoods decline when the people who live there lose their connection and no longer feel part of their community. Recapturing that sense of belonging and pride of place can be as simple as planting a civic garden or placing some benches in a park. The Great Neighborhood Book explains how most struggling communities can be revived, not by vast infusions of cash, not by government, but by the people who live there. The author addresses such challenges as traffic control, crime, comfort and safety, and developing economic vitality. Using a technique called "placemaking"-- the process of transforming public space -- this exciting guide offers inspiring real-life examples that show the magic that happens when individuals take small steps, and motivate others to make change. Jay Walljasper is a Senior Fellow of Project for Public Spaces (PPS), whose mission is to create and sustain enriching public places that build communities. He is a former editor of Utne Reader and currently Executive Editor of Ode Magazine. ORDER BUSH REGIME DESTROYING PUBLIC HOUSING IN NEW ORLEANS BLOOMBERG - In New Orleans, public housing doesn't mean bleak high-rise towers. The city has thousands of units with Georgian brickwork and lacy ironwork porches that came through Hurricane Katrina barely scathed. Yet the U.S. Department of Housing and Urban Development, or HUD, last week approved $31 million worth of contracts to demolish 4,500 public housing units of such high quality that some are on the National Register of Historic Places. The demolitions, scheduled to start as soon as Dec. 15, come as the city faces an unprecedented shortage of rental housing. To add insult to injury, the Federal Emergency Management Agency announced last week that it would evict hundreds of residents of emergency trailer parks in New Orleans over the next six months, even though they don't have houses to return to. Merry Christmas, poor people. . . New Orleans tracts have been among the worst managed, suffering most of their damage from neglect by the Housing Authority of New Orleans. HUD took over the local agency and had determined before the storm to evict residents and demolish thousands of units. Low-income housing advocates were not the only defenders of these projects. Sturdily built and sensitive to local history, the tracts always had the potential to lose their "project" stigma and join the rest of the city as an invigorating mixed-income neighborhood. . . HUD and the local housing authority have steadfastly resisted revamping thousands of units on four other public housing sites, preferring to bid them out for new construction of mixed-income developments that will take years to build and house a fraction of the neediest. Washington policy makers see homeowners as the only class of residents who deserve aid. So billions have been poured into financing to stretch inadequate insurance payouts, like "soft" second mortgages that become grants. And these programs have worked. Neighborhoods of mostly owner-occupants are swarming with contractors completing repairs. Renters -- about half the households in New Orleans -- have been left to fend for themselves. Before the storm, many landlords could make a profit renting out aging ranch houses or Creole cottages at modest rates. Few were subsidized, most served people of modest income and many are remarkable works of historic architecture that could catalyze more growth if fixed up.   CITIES LOSING 'THIRD PLACES' ROBERT DAVID SULLIVAN, BOSTON GLOBE - In all, there were 16 gay bars in Boston and Cambridge, according to Pink Pages directories from 1993 and 1994. Today, that number has been cut to less than half. . . The gay population may have political clout and the right to marry in Massachusetts, but it has fewer and fewer public spaces to call its own. The disappearance of places like Buddies and Chaps may sound like a problem limited to gay men, but it is part of a much larger trend reshaping American cities. As gay bars vanish, so go bookstores, diners, and all kinds of spaces that once allowed "blissful public congregation," as sociologist Ray Oldenburg described their function in his 1989 book "The Great Good Place." In New York, the Jewish deli - a staple of the city's identity - has all but vanished. In the Boston area, many of Harvard Square's bookstores, Kenmore Square's student eateries, and myriad other places that guaranteed a diverse urban experience have closed their doors, replaced by a far more uniform lineup of bank branches, chain stores, and upscale restaurants. . . Oldenburg calls public gathering spots a "third place" where we can temporarily step out of our household and workplace roles. Besides taverns, he cites drugstores (the kind with soda fountains), pool halls, and barber shops as examples. . . NOVEMBER 2007 SEATTLE A LEADER IN RECYCLING NY TIMES - Seattle now recycles 44 percent of its trash, compared with the national average of around 30 percent. . . Its goal, city waste management officials said, is to reach 60 percent by 2012 and 72 percent by 2025. In many other parts of the country, recycling is in the doldrums . . . As the law now stands in Seattle, residents of single family houses are allowed to mix food scraps with yard waste, which is then shipped off to be composted. Recycling of food scraps will become mandatory in 2009. The new law may add yet another container for curbside pickup, which already includes receptacles for non-recyclable trash, yard waste, glass and other recyclables. . . Seattle also found itself in a recycling skid a few years back, losing ground to apathy despite being a pacesetter in the boom years of the late '80s. "We hit a cardboard ceiling," said Tim Croll of the Seattle Public Utilities. The city's response was to ban paper and cardboard from non-recyclable garbage - with enforcement penalties - followed by allowing food scraps to be mingled with yard waste. ANOTHER REASON YOU MAY NOT WANT TO WRECK THE PUBLIC SCHOOL SYSTEM JOEL KOTKIN, WALL STREET JOURNAL - For much of the past decade, business recruiters, cities and urban developers have focused on the "young and restless," the "creative class," and the so-called "yuspie"--the young urban single professional. Cities, they've said, should capture this so-called "dream demographic" if they wish to inhabit the top tiers of the economic food chain and enjoy the fastest and most sustained growth. This focus--epitomized by Michigan Gov. Jennifer Granholm's risible "Cool Cities" initiative--is less successful than advertised. Cincinnati, Baltimore, Cleveland, Newark, Detroit and Memphis have danced to the tune of the hip and the cool, yet largely remain wallflowers in terms of economic and demographic growth. Instead, an analysis of migration data by my colleagues at the Praxis Strategy Group shows that the strongest job growth has consistently taken place in those regions--such as Houston, Dallas, Charlotte and Raleigh-Durham--with the largest net in-migration of young, educated families ranging from their mid-20s to mid-40s. Urban centers that have been traditional favorites for young singles, such as Chicago, Boston, New York, Los Angeles and San Francisco, have experienced below-average job and population growth since 2000. San Francisco and Chicago lost population during that period; even immigrant-rich New York City and Los Angeles County have shown barely negligible population growth in the last two years, largely due to a major out-migration of middle class families. Married people with children tend to be both successful and motivated, precisely the people who make economies go. They are twice as likely to be in the top 20% of income earners, according to the Census, and their incomes have been rising considerably faster than the national average. There is a basic truth about the geography of young, educated people. They may first migrate to cities like New York, Los Angeles, Boston or San Francisco. But they tend to flee when they enter their child-rearing years. Family-friendly metropolitan regions have seen the biggest net gains of professionals, largely because they not only attract workers, but they also retain them through their 30s and 40s. . . Contrary to popular belief, moreover, the family is far from the brink of extinction. Most Americans, notes the Pew Research Center, still regard marriage as the ideal state. . . The evidence thus suggests that the obsession with luring singles to cities is misplaced. Instead, suggests Paul Levy, president of Philadelphia's Center City district association, the emphasis should be on retaining young people as they grow up, marry, start families and continue to raise them. Mr. Levy notes that the remarkable transformation of once sedate Center City--the area's population has grown to over 90,000--has indeed been due primarily to young singles, childless couples and a few "empty nesters." The proliferation of clubs, restaurants and bars has created an almost Manhattan ambiance. But he suggests that the district is reaching the limits of its success. . . Boosters such as Mr. Levy look increasing towards reviving the traditional family neighborhoods which surround Center City. His organization has worked closely with local public and private schools, church and civic organizations to build up the support structures that might convince today's youthful inner city urbanites to remain as they start families. "Our agenda," Mr. Levy says, "has to change. We have to look at the parks, the playgrounds and the schools." CHICAGO GREENS ITS ALLEYS NY TIMES - With nearly 2,000 miles of small service streets bisecting blocks from the North Side to the South Side, Chicago is the alley capital of America. In its alleys, city officials say, it has the paved equivalent of five midsize airports. Part of the landscape since the city began, the alleys, mostly home to garbage bins and garages, make for cleaner and less congested main streets. But Chicago's distinction is not without disadvantages: Imagine having a duplicate set of streets, in miniature, to maintain that are prone to flooding and to dumping runoff into a strained sewer system. What is an old, alley-laden city to do? Chicago has decided to retrofit its alleys with environmentally sustainable road-building materials under its Green Alley initiative, something experts say is among the most ambitious public street makeover plans in the country. In a larger sense, the city is rethinking the way it paves things. In a green alley, water is allowed to penetrate the soil through the pavement itself, which consists of the relatively new but little-used technology of permeable concrete or porous asphalt. Then the water, filtered through stone beds under the permeable surface layer, recharges the underground water table instead of ending up as polluted runoff in rivers and streams. Some of that water may even end up back in Lake Michigan, from which Chicago takes a billion gallons a year. The new pavements are also designed to reflect heat from the sun instead of absorbing it, helping the city stay cool on hot days. They also stay warmer on cold days. The green alleys are given new kinds of lighting that conserve energy and reduce glare, city officials said, and are made with recycled materials. The city will have completed 46 green alleys by the end of the year, and it has deemed the models so attractive that now every alley it refurbishes will be a green alley. OCTOBER 2007 SOME PLACES QUESTIONING THEIR TACTICS IN DEALING WITH GANGS CHANGING THE COURT - According to [an] article from the New York Times, policy makers and law enforcement leaders in jurisdictions such as Los Angeles and Texas that pioneered hard-hitting anti-gang tactics in the nineties (which included laws prohibiting two or more gang suspects from congregating in a public place, broad sweeps of suspects, and long jail sentences for gang-related crimes) think those tactics may have worsened the problems they were meant to solve by alienating poor communities from the police and hardening juvenile delinquents into serious criminals. Now, they're focusing their strategies and funding priorities on prevention, intervention, and rehabilitation. For an interesting example of what that means to the court system, and a question about the issue of culture read more. The article cites an example of a young man, 16, who was arrested for possessing a knife at his local public school, and then arrested a second time for being high on marijuana at his alternative state school. It was only after these arrests that he decided to join a gang and commit an unarmed robbery along with several other young men. These types of charges are viewed as "minor" within the courts. While media attention and decision-making is driven by high profile killings, it is the response that the justice system makes to these low-level criminal offenses that might have the biggest impact on the gang problem. The article also raises the issue of culture. Officials and community leaders are quoted wondering how police and communities should react when young people who are not necessarily gang affiliated wear gang style clothing and make gang gestures. http://www.nytimes.com/2007/09/13/us/13gang.html?_r=1&oref=slogin CITIES TURNING BIKE FRIENDLY CHARISE JONES, USA TODAY - "There's never been so much attention from cities collectively for cycling as a mode of transportation," says Loren Mooney, executive editor of Bicycling magazine. . . New York for the first time is creating a special lane, modeled on those used in European cities such as Copenhagen, Denmark, that will separate bicyclists from motorists. The Ninth Avenue bike lane in Manhattan is being built between a sidewalk and a lane for parked cars. . . Chicago is striving by 2015 to have 5% of all trips shorter than 5 miles to be taken by bicycle. Mayor Richard Daley also is considering launching a bike program he saw in Paris. That effort, begun in July, allows residents and visitors to check out a bike at one location, ride free during the first half-hour and park the bike at another location near their destination. San Francisco Mayor Gavin Newsom, whose city is considered one of the friendliest to cyclists by the League of American Bicyclists, says he wants at least 10% of all trips in the city within three years to be made by bicycle. http://www.usatoday.com/news/nation/2007-10-07-bicyclists_N.htm?csp=34 GREAT MOMENTS IN ACTIVISM: THE BLUE TAPE SCREED THE NEW URBAN CORRUPTION: SELLING OFF PUBLIC ICONS AND PUBLIC SPACES DC CITY DESK - The battle to have identifiable and attractive libraries in several neighborhoods - not swallowed up in office or condo development - is being treated as a strictly local issue. It isn't. It is a citywide problem stemming from the contempt political leaders have for the citizens in contrast to their ever growing obeisance to robber baron contributors. What is at stake here is the preservation of local public icons - libraries, schools, fire stations etc - in the face of runaway corrupt development plans. This is not just another problem for our neighborhoods or for DC. Never in history have politicians treated the symbols of community with such utter disrespect. These buildings should be places of public honor and not jammed into a high rise like they were just another coffee shop. What's next? Will Mayor Fenty replace parks by putting grass on rooftops? Pave over the Anacostia for a new town, reducing it to the world's largest sewer? Stay tuned. [Yesterday, we mentioned the possibility that Mayor Fenty might start selling off city parkland. Turns out it's not a joke. It's already happening in Detroit] http://prorev.com/2007/10/dc-tuesday_30.htm ZACHARY GORCHOW, DETROIT FREE PRESS - One-quarter of Detroit's 367 parks could be sold under a proposal designed to help the city shed dozens of its smallest and most worn-down parks in an effort to aid others and position the land for redevelopment. More than half of the 92 parks are less than an acre in size -- so called pocket parks -- tucked in neighborhoods. Some have swing sets, jungle gyms, slides and benches. They make up 124 acres of the city's roughly 6,000 acres of parkland. Many of those neighborhoods are no longer dense in population and are dominated by urban prairies as the result of demolished homes, conditions Mayor Kwame Kilpatrick's administration cites in its proposal. The plan to sell off city parkland has generated relief among some neighbors hoping to see the lots improve and anger among those who say the city is getting rid of precious assets. . . The scope of the proposal has alarmed members of the City Council, which must approve land sales. "It looks like every park in the city, every small park, is on here," Council President Ken Cockrel Jr. said at a meeting last week as he examined the city's list. "If we sell everything, we'll look up one day, and there won't be any place for kids to play for recreation.". . . GAY NEIGHBOODS BEING HIT BY GENTRIFICATION, TOO NY TIMES - [San Francisco's] most popular Halloween party, in America's largest gay neighborhood, is canceled. The once-exuberant street party, a symbol of sexual liberation since 1979 has in recent years become a Nightmare on Castro Street, drawing as many as 200,000 people, many of them costumeless outsiders, and there has been talk of moving it outside the district because of increasing violence. Last year, nine people were wounded when a gunman opened fire at the celebration. For many in the Castro District, the cancellation is a blow that strikes at the heart of neighborhood identity, and it has brought soul-searching that goes beyond concerns about crime. These are wrenching times for San Francisco's historic gay village, with population shifts, booming development, and a waning sense of belonging that is also being felt in gay enclaves across the nation, from Key West, Fla., to West Hollywood, as they struggle to maintain cultural relevance in the face of gentrification. . . At the same time, cities not widely considered gay meccas have seen a sharp increase in same-sex couples. Among them: Fort Worth; El Paso; Albuquerque; Louisville, Ky.; and Virginia Beach, according to census figures and extrapolations by Dr. Gates for The New York Times. "Twenty years ago, if you were gay and lived in rural Kansas, you went to San Francisco or New York," he said. "Now you can just go to Kansas City." In the Castro, the Gay, Lesbian, Bisexual, Transgender Historical Society held public meetings earlier this year to grapple with such questions as "Are Gay Neighborhoods Worth Saving?" http://www.nytimes.com/2007/10/30/us/30gay.html WAL-MART REPEATEDLY ARGUES THAT WAL-MART LOWERS PROPERTY VALUES GOOD JOBS FIRST - When Wal-Mart proposes to build another of its giant stores, local residents often raise concerns about increased car and truck traffic, a loss of open space, higher crime rates and other negative impacts that they argue will lower the quality of life in the neighborhood and thus depress property values. The company responds to these concerns by painting a different picture, claiming that its stores provide substantial benefits to communities. Yet what Wal-Mart does not disclose in site fights--but is revealed for the first time in a new report by Good Jobs First -- is the extent to which the company later in effect concedes the point about reduced property values. Once a store has been in operation for a while, Wal-Mart frequently challenges the assessed value that local officials assign to it for tax purposes. In an effort to cut the property tax it pays to local governments--revenue that pays for public education, police and fire protection and other vital services--Wal-Mart routinely tries to belittle the value of its own facilities. . . An examination of a 10 percent random sample of Wal-Mart's 2,833 Supercenters and discount stores in operation as of the beginning of 2005 finds that at least one assessment challenge has been filed at 35 percent, or more than one-third, of the stores. Applying that rate to all Wal-Mart stores, we estimate that the company has brought challenges at more than 1,000 of its retail outlets nationwide. An examination of all of Wal-Mart's giant distribution centers in operation as of the same date shows that 40 percent have had an assessment challenge--this despite the fact that many of the warehouses had previously been granted property tax abatements (exempting them from property taxes in whole or in part as an economic development subsidy) when they were first built. At many locations, Wal-Mart has filed challenges in multiple years -- either because it was not initially successful or because it wanted an even bigger tax reduction. We estimate that the company has filed a total of more than 2,100 appeals at its stores and distribution centers nationwide. http://www.corp-research.org/archives/sep-oct07.htm RISE OF THE SLOW CITY TREE HUGGER - You have heard of slow food; get ready for slow cities. It is an outgrowth of the slow food movement and like it, started in Italy. According to Der Spiegel, Slow City advocates argue that small cities should preserve their traditional structures by observing strict rules: cars should be banned from city centers; people should eat only local products and use sustainable energy. In these cities, there's not much point in looking for a supermarket chain or McDonald's. There are now 42 slow cities in Italy, and more and more cities -- in Great Britain, Spain, Portugal, Austria, Poland and Norway -- conform to the movement's list of strict requirements. http://www.treehugger.com/files/2007/10/slow_cities_spr.php BOOKSHELF: BUILDING NEW COMMUNITY BUILDING POWERFUL COMMUNITY ORGANIZATIONS: A Personal Guide to Creating Groups That Can Solve Problems and Change the World, by Michael Jacoby Brown, Long Haul Press, $19.95. CALLING ALL RADICALS: How Grassroots Organizers Can Save Our Democracy, by Gabriel Thompson, Nation Books, $14.95. TOOLS FOR RADICAL DEMOCRACY: How to Organize for Power in Your Community, by Joan Minieri and Paul Getsos, Chardon Press, $29.95. BENNETT BAUMER, CITY LIMITS Three recent books serve as guides to organizers building community groups, unions and other social change organizations. Two of these works could be characterized as textbooks – "Tools For Radical Democracy," by Joan Minieri and Paul Getsos, and "Building Powerful Community Organizations," by Michael Jacoby Brown. "Calling All Radicals," by Gabriel Thompson, gives helpful tips on organizing while maintaining a more anecdotal narrative flow. . . "Tools For Radical Democracy" and "Building Powerful Community Organizations" are the most explicit about how to build organizations for social change. . . . Both books offer various case studies, rooted in Getsos' coalition-building in uptown Manhattan and Jacoby Brown's decades' worth of agitating around workplace issues across the country. The textbooks also offer exercises and work sheets at the ends of chapters on such mundane organizing work as phone banking, door knocking, media relations and preparing testimony to elected officials. . . While the above books are basically practical manuals, Thompson's "Calling All Radicals" is more directed at the heart. As a former housing organizer in central Brooklyn, Thompson believes organizers are the key to building democracy and illuminates how they do the grunt work. Thompson presents tenants standing up to slumlords, and politicians reluctant to enact a tough lead paint bill, not as case studies but as part of a social justice story. . . "Calling All Radicals" also examines Alinsky's organizing model and asks the provocative question – why do organizers do what they do, and to what end?   SEPTEMBER 2007 LATER THIS YEAR, FOR FIRST TIME, MORE THAN HALF THE WORLD WILL LIVE IN CITIES IRIN - Somewhere, some time this year, a baby will be born on the 25th floor of a city hospital or the dirt floor of a dark slum shack; a first-year college graduate will rent a cramped apartment in lower Manhattan or a family of five will finally concede their plot of farm land to an encroaching desert - or sea - and turn towards Jakarta or La Paz or Lagos in search of a new livelihood and a new home. The arrival of this family or graduate or baby will tip the world's demographic scale and, for the first time in history, more than half the human population will live in cities. At present, 3.3 billion people live in urban centers across the globe. By 2030 this number is predicted to reach five billion, with 95 percent of this growth in developing countries. Over the next three decades, Asia's urban population will double from 1.36 billion to 2.64 billion, Africa's city dwellers will more than double from 294 million to 742 million, while Latin America and the Caribbean will see a slower rise from about 400 million to 600 million, according to the UN Population Fund http://www.irinnews.org/Report.aspx?ReportId=73996 A DIFFERENT WAY TO SEE A CITY AUGUST 2007 THE CITY AS A HEAT PUMP FAYE BOWERS, CHRISTIAN SCIENCE MONITOR - While news of global warming becomes as common as the wheeze of air conditioners, Phoenix is fighting a different, if related, problem. In part because of heavy growth - particularly in the Phoenix metro area - heat is being reflected, trapped, and absorbed in concrete, rooftops, and a maze of buildings that blocks wind. At the same time, there's little vegetation to absorb the heat, and high energy usage generates more. It's called the "urban heat-island effect," and whatever the impact of global warming here, this phenomenon is sending the mercury rising. On Tuesday, Phoenix tied the all-time record of 28 days at 110 degrees or greater in one summer, reached in 1979 and again in 2002. If the temperature rises to 110 degrees one more day this year, Phoenix will set a record. . . Experts say the main reason the number of 110-degree-or-higher days has risen so steadily - and steeply - is rapid growth. In the 1950s, for example, the temperature rose to 110 or higher an average of 6.7 days per year. In the 1960s it was 10.3 days per year; in the 1980s it was 19 days per year, and in the 2000s (through Aug. 21, 2007), 21.9 per year, according to the National Weather Service. . . "Every time you use that mechanical air conditioner, you're throwing hot air back into the environment," says Jay Golden, an expert on urban climate and energy at Arizona State University in Tempe. "It's not only the sun and the pavement, but we're generating more heat because of human adaptation." . . . The lows at night are rising, too. Three decades ago, the nighttime low here was about 30 degrees cooler than the days. Today, it is on average only 20 degrees cooler. That's because cities are slower to cool off at night, retaining their heat in roads and buildings. http://www.csmonitor.com/2007/0830/p01s01-wogi.htm PARIS IN MIDST OF BIKING REVOLUTION One month after its launch, Paris's Vélib', or "freedom bike" scheme, has turned the city cycling mad. You simply pick up a bike from one of the ubiquitous stands, ride it along for your short trip and drop it back at any random stand at your destination. The first half-hour's pedal-time is free, with charges rising steeply afterwards. Day and night, tourists, commuters and returning party animals cruise by on the chic new machines. People have joyfully discovered the cheap new way of exercising en route to work or getting home drunk after the metro closes, hence a rush of hires after 1am. There's a glut of bikes deposited at stands at the bottom of hills and none left at the top, as people freewheel down from the heights of Belleville and Montmartre. So huge is the success of the Velib' that Paris is proclaiming a veritable "velorution", reclaiming the streets for two-wheelers. This is not the first scheme to provide bikes for cheap short-hires - Amsterdam, Copenhagen and Oslo got there first, and Lyon was the pioneer in France - but Paris aims to be the biggest. More than 1.6m hires have been registered in the first month from the 800 bike stands around the city. Currently 10,600 bikes are in circulation, but by the end of the year that will double. The unisex bikes are provided by the poster advertising company JC Decaux to Paris city hall in return for ad space in the city, so at no cost to the taxpayer. It's a political triumph for Paris's socialist mayor, Bertrand Delanoë, and his opposite number Ken Livingstone is so impressed that he has ordered a consultation on bringing the scheme to London. . . STUDY FINDS ONLY 30% OF KATRINA FUNDS SLATED FOR LONG TERM REBUILDING Two years after the onslaught of hurricanes Katrina and Rita, much of the Gulf Coast is still in crisis -- and billions of federal recovery money remains bottled up or has been squandered due to red tape, failures of oversight and misguided priorities. That's the conclusion of a new report from the Institute for Southern Studies.. The study, published in collaboration with Oxfam America and the Jewish Funds for Justice, looks at 80 statistical indicators and draws on interviews with more than 40 Gulf Coast leaders to identify roadblocks to recovery, and ways federal leaders can tackle critical needs in the region like housing, jobs and coastal protection. The Institute reveals that, out of the $116 billion in Katrina funds allocated, less than 30% has gone towards long-term rebuilding-and less than half of that 30% has been spent, much less reached those most in need. "The President says he's written a 'big check' for the Gulf Coast, but the over 60,000 families still in FEMA trailers must be wondering if the check bounced," says Jeffrey Buchanan of the RFK Memorial Center for Human Rights and co-author of the report on Katrina spending. Amount that Bush administration says has been spent on Gulf Coast recovery since 2005 hurricanes: $116 billion Estimated percent of those funds that are for long-term recovery projects: 30 Percent of FEMA's 2005 disaster relief budget that was spent on administrative costs: 22 Of $16.7 billion in Community Development Block Grants earmarked for long-term Gulf Coast rebuilding, percent that had been spent as of August 2007: 30 Of $8.4 billion allocated to the U.S. Army Corps of Engineers for levee repair in Louisiana, percent that had been spent as of July 2007: 20 Percent of rebuilding costs that Gulf Coast local governments were required to pay up front to receive matching federal funds, due to a Stafford Act provision that Congress has since waived for the region: 25, later reduced by President Bush to 10 Percent that New York had to pay after 9/11 and Florida after Hurricane Andrew, because the federal government waived the Stafford Act's matching requirement: 0 As of June 2007, value of controversial "cost plus" Katrina contracts given out by three federal agencies, which allows companies to charge taxpayers for cost overruns and guaranteed profits: $2.4 billion As of August 2006, value of Gulf Coast contracts that a Congressional study found were "plagued by waste, fraud, abuse or mismanagement": $8.75 billion http://www.southernstudies.org/gulfblueprint.pdf TROUBLED BRIDGES AP - The head of the National Transportation Safety Board said Friday people shouldn't fret about general bridge safety across the country, notwithstanding figures showing more than 70,000 are rated structurally deficient. "I don't believe that they should be worried at all," NTSB Chairman Mark Rosenker said from the scene of the collapse this week of an interstate highway bridge in Minneapolis. . . It is unclear how many of the spans across America pose actual safety risks. Federal officials alerted the states late Thursday to immediately inspect all bridges similar to the Mississippi River span that collapsed. In a separate cost estimate, the Federal Highway Administration has said addressing the backlog of needed bridge repairs would take at least $55 billion. That was five years ago, with expectations of more deficiencies to come. It is money that Congress, the federal government and the states have so far been unable or unwilling to spend. . . At least 73,533 of 607,363 bridges in the nation, or about 12 percent, were classified as "structurally deficient," including some built as recently as the early 1990s, according to 2006 statistics from the Federal Highway Administration. The federal government provides 80 percent of the money for construction, repair and maintenance of the so-called federal-aid highway system including Interstate highways and bridges. But states set priorities and handle construction and maintenance contracts. ABC NEWS BLOTTER - 20 heavily trafficked bridges may need to be replaced because they are structurally deficient, according to national bridge inspection data. These bridges scored a lower structural integrity rating than the I-35W bridge in Minnesota before its collapse. According to the 2006 National Bridge Inventory, the Minnesota bridge received a "50% sufficiency" rating. The Federal Highway Administration says any bridge with a rating of 50 percent or lower is considered "structurally deficient" and "may need to be replaced.". . . Half of the 20 bridges are located in New Jersey and California, including the famous San Francisco-Oakland Bay Bridge (pictured above). The New Jersey Route-21 Bridge over the I-80 corridor is the busiest, with more than 518,000 daily commuters and a 49 percent sufficiency rating. The lowest rated bridge is the Raritan River Smith Street Bridge in New Jersey which 208,000 commuters drive across daily. It earned a rating of only 20 percent. LIST OF DANGEROUS BRIDGES http://blogs.abcnews.com/theblotter/ STATELINE - The tragedy highlights a nationwide problem of deteriorating bridges -- as well as roads -- that states and the federal government are struggling to maintain in the face of fast-rising costs of construction and the shrinking value of gasoline taxes. . . It would cost an estimated $9.4 billion a year for 20 years to bring all of the existing bridges up to date, according to the American Society of Civil Engineers. . . Oklahoma has the highest percentage of bridges rated structurally deficient -- 27 percent. More than half of the bridges in Rhode Island and Massachusetts were rated either deficient or obsolete, according to the federal figures. Bridges are just one piece of the transportation network strained by long-term neglect, a steady increase in the number of drivers, a stagnant source of funding and rampant inflation of road-building costs, according to a March 2007 study by the American Association of State Highway and Transportation Officials. The biggest hurdle to improving roads is that federal gasoline taxes, which pay for more than 45 percent of the nation's transportation infrastructure, have not been raised since 1993 and are not even sufficient to cover the spending in the 2005 federal transportation law. . . Federal gas taxes will fall $11 billion short of planned road projects by 2009, but the gap could be as big as $19 billion the following year, AASHTO found. . . Instead of raising the federal gasoline tax, U.S. Sens. Chris Dodd (D-Conn.) and Chuck Hagel (R-Neb.) introduced a bill, just hours before the Minnesota bridge catastrophe, to create an independent national bank to provide government financing for major infrastructure projects. http://www.stateline.org/live/details/story?contentId=229551 HOW TO FUND PUBLIC WORKS [From Sam Smith's Great American Political Repair Manual, Norton, 1997] The total federal state, local and private debt in this country in 1996 was around $14 trillion. The actual money supply was just under $6 trillion. So what happened to the rest of the money? Most of it doesn't exist and never did. We call this imaginary money debt. This debt is money that we (as individuals, companies and government) have borrowed, primarily from private sources. As Bob Blain, a professor at Southern Illinois University, put it: "Most debt is not the result of people borrowing money; it is the result of people not being able to repay what they owed [to banks or individuals] at some earlier time. Instead of declaring them bankrupt, creditors just add more to their debt." This new debt is called interest. Many people think the idea of the government printing money is shameful, yet our laws permit private financial institutions to create money all the time. Every time you fail to pay off your credit card, you're letting a banker print some more money. You're not the first, of course. For example, when the Congress met in February 1790 to figure out how to pay off the Revolutionary War debt of $75 million, Alexander Hamilton strongly advocated issuing debt certificates and using them as money. Congressman James Jackson of Georgia warned that this would "settle upon our posterity a burden which [citizens] can neither bear nor relieve themselves from.. . . Though our present debt be but a few millions, in the course of a single century it may be multiplied to an extent we dare not think of." An alternative to Congress borrowing money to pay off its debt would have been to have created the $75 million, using Congress's constitutional power to "coin money and regulate the value thereof." Instead Congress began a long tradition of borrowing the money that -- five trillion dollars of debt later -- many believe we can neither bear nor relieve ourselves from. In the early 19th century, the little British Channel island of Guernsey faced a smaller but similar problem. Its sea walls were crumbling. its roads were too narrow, and it was already heavily in debt. There was little employment and people were leaving for elsewhere. Instead of going still further into debt, the island government simply issued 4,000 pounds in state notes to start repairs on the sea walls as well as for other needed public works. More issues followed and twenty years later the island had, in effect, printed nearly 50,000 pounds. Guernsey had more than doubled its money supply without inflation. A report of the island's States Office in June 1946 notes that island leaders frequently commented that these public works could not have been carried out without the issues, that they had been accomplished without interest costs, and that as a result "the influx of visitors was increased, commerce was stimulated, and the prosperity of the Island vastly improved." By 1943, nearly a half million pounds worth of notes belonged to the public and was so valued that much of it was being hoarded in people's homes, awaiting the island's liberation from the Germans. About the same time that Guernsey started to fix its sea walls the town of Glasgow, Scotland, borrowed 60,000 pounds to build a fruit market. The Guernsey sea walls were repaid in ten years, the fruit market loan took 139. In the first part of the 20th century, Glasgow paid over a quarter million pounds in interest alone on this ancient project. How did Guernsey avoid the fiscal disaster that conventional economics prescribed for it? First and foremost by understanding that when you build roads or sea walls or colleges or houses, you are not reducing your society's wealth. In fact, if you do it right, you are creating something that will add to its wealth. The money that was created was simply backed by public works rather than gold or "full faith and credit." It was, in fact, based on something more solid than the dollar bills in our wallets today. In contrast, tacking on an interest charge to public works -- as we do in the US -- creates no new wealth, but merely transfers claims on existing wealth from debtors to creditors. P.S. It might help if we stopped using the word "infrastructure" and went back to "public works." The growth of the former word curiously coincides with the deterioration of the latter's substance. Could it be that "infrastructure" seemed too remote and academic while "public works" we use every day? HOW TO DESTROY AN AFRICAN AMERICAN CITY IN 33 STEPS BILL QUIGLEY, BLACK COMMENTATOR - Step One. Delay. If there is one word that sums up the way to destroy an African-American city after a disaster, that word is DELAY. If you are in doubt about any of the following steps - just remember to delay and you will probably be doing the right thing. Step Two. When a disaster is coming, do not arrange a public evacuation. Rely only on individual resources. People with cars and money for hotels will leave. The elderly, the disabled and the poor will not be able to leave. Most of those without cars - 25% of households of New Orleans, overwhelmingly African-Americans - will not be able to leave. Most of the working poor, overwhelmingly African-American, will not be able to leave. Many will then permanently accuse the victims who were left behind of creating their own human disaster because of their own poor planning. It is critical to start by having people blame the victims for their own problems. Step Three. When the disaster hits, make certain the national response is overseen by someone who has no experience at all handling anything on a large scale, particularly disasters. In fact, you can even inject some humor into the response - have the disaster coordinator be someone whose last job was the head of a dancing horse association. Step Four. Make sure that the President and national leaders remain aloof and only slightly concerned. This sends an important message to the rest of the country. Step Five. Make certain the local, state, and national governments do not respond in a coordinated, effective way. This will create more chaos on the ground. Step Six. Do not bring in food or water or communications right away. This will make everyone left behind more frantic and create incredible scenes for the media. THE OTHER 27 STEPS LAWS STARTING TO RESTRICT MCMANSIONS NICHOLAS RICCARDI, LA TIMES - Eco-friendly Boulder County, Colo., is considering forcing people in some rural areas to pay extra to build homes bigger than 3,000 square feet. Atlantic Beach, Fla., has restricted home size to half the square footage of lots, and the Los Angeles City Council is due to consider a similar measure. In Minneapolis, reining in big homes was the top issue Betsy Hodges heard about when door-knocking in her successful campaign for City Council in 2005; last month she and the rest of the council unanimously passed a law restricting home size to half the square footage of each lot. . . . McMansions are an issue mostly in built-out cities or in rural communities where residents hope to preserve a bucolic character, experts say. Traditionally, home size has been regulated by zoning laws that require structures to be set back a certain distance from the property line and permit building only within a "footprint." But as land prices rise and the desire for bigger houses grows, new housing is increasingly "bigfooting" lots and consuming airspace, leading to the rush to set limits. . . THE CASE FOR FREE TRANSIT DAVE OLSEN, THE TYEE - Why do we have any barriers to using buses and urban trains? The threat of global warming is no longer in doubt. The hue and cry of the traffic-jammed driver grows louder every commute. And politicians are getting the message. San Francisco Mayor Gavin Newsom has ordered his staff to seriously examine the costs of charging people to ride public transit. And Michael Bloomberg, mayor of New York, recently voiced to a reporter his top dream: "I would have mass transit be given away for nothing and charge an awful lot for bringing an automobile into the city." Consider this sampling of communities providing free rides on trolleys, buses, trams and ferries: Staten Island, N.Y.; Island County, Wash.; Chapel Hill, N.C.; Vail, Colo.; Logan and Cache Valley, Utah; Clemson, S.C.; Commerce, Calif.; Châteauroux, Vitré, and Compiègne, France; Hasselt, Belgium; Lubben, Germany; Mariehamn, Finland; Nova Gorica, Slovenia; Türi, Estonia; and Övertorneå, Sweden. . . You have to figure in roads, parking and other infrastructure, tax breaks for car and fuel companies, as well as subsidies for car-carrying ferries and federal income tax reductions and write-offs for companies that use motor vehicles. By some estimates, the government subsidy to each private vehicle owner is about $3,700, while a common cost for providing a single trip by transit is about $5. . . Done right, fare-free transit can transform society, says Patrick Condon, an expert on sustainable urban development who knows the system in Amherst, Mass. "Free transit changed the region for the better. Students, teens and the elderly were able to move much more freely through the region. Some ascribed the resurgence of Northampton, Mass, at least in part, to the availability of free transit. Fares in that region would have provided such a small percentage of capital and operating costs that their loss was made up for by contributions by the major institutions to benefit: the five colleges in the region," says Condon, a professor at the University of British Columbia. http://www.alternet.org/environment/57802/ JULY 2007 HOW THE OLYMPICS DAMAGE CITIES ALTERNET - The toll the Olympic industry takes on host cities is made worse because it's so predictable. Their destructive impact is documented in an extensive study of the seven most recent cities (Seoul, Barcelona, Atlanta, Sydney, Athens, Beijing and London) chosen to host the Summer Games. It was released in June by the Centre on Housing Rights and Evictions, based in Geneva, Switzerland. The worst abuses COHRE documents have taken place under the most repressive regimes. Beijing will displace 1.5 million people to host the 2008 Games, as it doubles the already frenzied pace of its urban redevelopment. Often without notice, officials cut off electricity and water to convince residents to leave. If that's unsuccessful, garbage and sewage are allowed to pile up in entryways. Left without recourse, a few residents threatened suicide. Some succeed; others are arrested for creating public disturbances. Beijing's brutality is hardly unique. COHRE details how South Korea's military dictatorship cleared out 720,000 people for the 1988 Seoul Games. Private security forces roamed the streets at night, using rape, beatings and arson to break community resistance. But it doesn't take a one-party state to bring out the jackboots when the Olympics come to town. Atlanta gained notoriety among Olympic watchers when it declared the central business district a "sanitized corridor" and had police pre-print arrest citations, with the words "African-American," "Male," and "Homeless" already filled in. In the lead-up to the games the city arrested about 9,000 people, a "crime" that has significant implications because people with criminal records are not eligible for public housing. Some of the homeless were given one-way bus tickets out of town. What mass-produced arrest citations and bulldozers don't accomplish the market's invisible hand usually does. Real-estate speculation and ballooning rents push out vulnerable populations with inescapable regularity. Barcelona, touted as the most successful recent games, registered a 240 percent increase in new house prices in the run-up to the Olympics. http://www.alternet.org/stories/56128/ CREATING TRAFFIC SAFETY BY DOING AWAY WITH TRAFFIC LAWS RADICAL TRUST - The Dutch have a word for "town free of traffic signs" and it's "verkeersbordvrij. . . Removing regulations to increase safety may seem counter-intuitive, but the method is showing that the less restrictions placed on motorists, pedestrians and cyclists, the more responsibility they take upon themselves to behave in a safe manor. And it's working. A pilot project in Oudehaske (Friesland) which started back in the 1980s has resulted in 8000 cars and 2400 cyclists still sharing the road every day with average traffic speeds dropping by 50%. The program started when Dutch traffic engineer Hans Monderman noted that the town's increasing traffic density would soon become a threat to the villagers' idea of small-town living. . . "The many rules strip us of the most important thing: the ability to be considerate." says Monderman. "We're losing our capacity for socially responsible behavior. The greater the number of proscriptions, the more people's sense of personal responsibility dwindles." THE DOMING OF AMERICA DAVE ZIRIN, SF CHRONICLE - "You can't throw money at the problem." As a former public school teacher in Washington, I heard this cliche from countless bureaucrats. It was code for "Stop whining about ancient textbooks and prehistoric classroom materials, because there is no money." Imagine my shock when the city announced it would be spending more than $500 million on a new baseball stadium. Clearly when it comes to the needs of billionaire sports owners, there always seems to be money available to be thrown. This is hardly a D.C. story. The building of stadiums has become the substitute for anything resembling an urban policy in this country. The stadiums are presented as a microwave-instant solution to the problems of crumbling schools, urban decay and suburban flight. Stadiums are sporting shrines to the dogma of trickle-down economics. In the past 10 years, more than $16 billion of the public's money has been spent for stadium construction and upkeep from coast to coast. Though some cities are beginning to resist paying the full tab, any kind of subsidy is a fool's investment, ending up being little more than monuments to corporate greed: $500 million welfare hotels for America's billionaires built with funds that could have been spent more wisely on just about anything else. The era of big government may be over, but it has been replaced by the Rise of the Domes. Reports from both the right-wing Cato Institute and the more centrist Brookings Institution dismiss stadium funding as an utter financial flop, yet the domes keep coming. Our stadiums, funded on our dime, become the political province of those owners who paid nary a penny for the privilege. In many stadiums, they have started "faith days at the park" where evangelical Christian organizations set up booths and Christian rock gets blared over the loudspeakers. No separation of church and state, even when the state is footing the bill. Then there is the force-feeding of political dogma. No freedom from that, either. On the orders of George Steinbrenner, the New York Yankees now string up chains along the seats to keep people standing and secured -- and not going to the concessions or bathroom -- for the seventh-inning singing of "God Bless America." As Neil DeMause, co-author of the book "Field of Schemes" said to me, "The history of the stadium game is the story of how, by slowly refining their blackmail skills, sports owners learned how to turn their industry from one based on selling tickets to one based on extracting public subsidies. It's been a bit like watching a 4-year-old learn how to manipulate his parents into buying him the new toy that he saw on TV; the question now is how long it takes our elected officials to learn to say 'no.' ". . . Polls show consistent majorities don't want public funds spent on stadiums. That means the silent majority of sports fans oppose the stadium glut as well. We sports fans need to make ourselves heard. We may love baseball. We may love football. We may bleed our team's colors on game day. But that doesn't mean we should have to pay a billionaire millions of dollars for the privilege to watch. [Dave Zirin is the author of the book, "Welcome to the Terrordome"] ORDER 'WELCOME TO THE TERRORDOME' NOW THERE'S BIKE RAGE MATT VINSER, BOSTON GLOBE - Community leaders who oversee the [Minuteman Bikeway] say its popularity is higher now than in any of the 14 years it's been open, and the Washington-based Rails-to-Trails Conservancy estimates that there are 2 million annual users, making it the second-busiest trail of its kind in the country. But as thousands each day compete for space on the trail's 12-foot-wide strip of asphalt, passing through meadows, suburban town centers, and manicured backyards, confrontations have become increasingly common. Police have been called out so often to resolve angry, and sometimes bizarre, disputes that they have coined a new term. "We have road rage," said Arlington Police Chief Fred Ryan. "And now we have bikeway rage." In a 3-mile stretch in Arlington, police have filed 18 reports over the past year -- more than the previous two years combined -- that have ranged from bike-on-bike accidents to a woman who received unwanted sexual advances one afternoon while pushing her baby daughter in a stroller. Some men have been spotted running naked, others urinating in the bushes. In one instance several years ago, a bicyclist kicked a Jack Russell terrier and yelled at the dog's owner, "Get the [expletive] over to the right!" as he passed by. Police tracked down the bicyclist and, after he apologized to the dog owner, did not press charges. "It's a good thing that it's used so much," said David Watson, executive director of the Massachusetts Bicycle Coalition. "But in some ways I guess you can call it a victim of its own success.". . . There are cyclists in full-body spandex suits, aerodynamic helmets, and titanium bikes that go fast enough to leave road kill in their wake. There are roller bladers, swaying back and forth to music playing on headphones. There are dog-walkers, stroller-pushers, and frequent choruses of "On your left!" screamed by cyclists as they whiz by pedestrians. . . WORLD TO BE PLANET OF THE SLUMS DANIEL HOWDEN, INDEPENDENT, UK - The combined forces of population growth and urbanization are creating a planet of slums, where the urban population will have doubled by 2030, according to a report released by the United Nations today. The shanty towns that choke the cities of Africa and Asia are experiencing unstoppable growth, expanding by more than a million people every week, according to the "state of the world's population" report. The UN's findings echo recent predictions that 2008 will see a watershed in human history as the balance of the world's population tips from rural to urban. Many of the new urbanites will be poor and the shelters into which they move, or are born, will be slums. . . Mike Davis, a population expert, described this emerging underclass in his recent work Planet of Slums as: "A billion-strong global proletariat ejected from the formal economy, with Islam and Pentecostalism as songs for the dispossessed." While some critics have accused Mr Davis of scaremongering, the UN's findings appear to back many of his basic assertions. . . The rise of radical Islam in Africa, from the outskirts of Jakarta to the slums of Egypt, is well documented but the continent is also experiencing a Christian shift, with Pentecostalism winning converts from Uganda to the Democratic Republic of Congo. . . http://news.independent.co.uk/world/politics/article2714169.ece JUN 2007 MAINE TO REQUIRE ECONOMIC IMPACT STATEMENTS FOR BIG BOXES NEW RULES - The Maine legislature has given its approval to a bill that requires cities and towns to evaluate the economic effects of large-scale retail development and to approve only those projects that will not have an adverse impact on jobs, local businesses, and municipal finances. The legislation is the first of its kind in the nation. . . In the debate leading up to the vote, Senator John Nutting (D-Androscoggin County) argued that towns needed to more closely examine the effects of large stores on the economy. Referencing research in Maine and other states, Nutting noted that locally owned businesses generate a bigger "economic multiplier" by keeping a much larger share of their revenue in the state's economy. Large retailers, on the other hand, have a "from away, go away" model. "The products are from away and the profits go away," he explained. . . Attempts to characterize the bill as "anti-business" largely failed because more than 180 small business owners from across the state strongly endorsed the measure in letters to lawmakers. . . Numerous other small business, labor, environmental, and community groups provided crucial support and engaged the help of their members. Thousands of people contacted their representatives. Supportive editorials and op-eds appeared in newspapers around the state. The Informed Growth Act stipulates that cities conduct an economic impact analysis for proposed stores larger than 75,000 square feet (roughly half the size of a typical Target or Home Depot). The analysis is performed by an independent consultant chosen by the town, but paid for by a fee charged to the developer. It evaluates the effects of the proposed store on existing businesses, jobs, wages, vacancy rates, the cost of municipal services, and the volume of "sales revenue retained and reinvested" in the community. After the analysis is complete, the town must hold a public hearing. Residents within a certain radius of the proposed store and officials of adjacent municipalities must be given special notice of the hearing. After considering the study's findings and public testimony, the town may approve the store only if it concludes that it would not have an undue adverse impact on the community and local economy. http://www.newrules.org/retail/news_slug.php?slugid=360 STUDY FINDS EMINENT DOMAIN BIASED AGAINST LOW INCOME, MINORITIES JACOB SULLUM - A new report from the Institute for Justice finds that residents of areas targeted for private economic development projects that rely on eminent domain are poorer, less educated, and less likely to be white than people in surrounding communities. In 184 areas where the use of eminent domain was approved, the median income was about $19,000, 34 percent of adults had less than a high school diploma, and 58 percent of residents were members of minority groups. The corresponding numbers for nearby neighborhoods were $23,000, 45 percent, and 24 percent, respectively. Such differences are not only not surprising; they are pretty much inevitable if the criterion for condemning a property is whether it can be put to a "higher use" - i.e., one that generates more tax revenue or creates more jobs. As Justice Sandra Day O'Connor noted in her dissent from the Supreme Court's endorsement of such takings in Kelo v. New London, "extending the concept of public purpose to encompass any economically beneficial goal guarantees that these losses will fall disproportionately on poor communities." Not to mention the fact that it's easier for developers to force sales when the owners have little political influence and few resources to put up a fight. http://www.reason.com/blog/show/120920.html FEET BEAT CARS IN DOWNTOWN PHILLY URBAN CAR FREE ZONES SPREADING DANIEL B WOOD, CHRISTIAN SCIENCE MONITOR - Every Saturday starting May 26 through Sept. 30, bicyclists, joggers, and pedestrians will have free rein on almost a mile of John F. Kennedy Drive, the main drag through Golden Gate Park. The usual denizens of the road - autos - will be banned, detoured elsewhere. . . The auto's demotion at Golden Gate Park follows dozens of similar moves in at least 20 American cities in the past three years. It's a trend that is gaining ground rapidly in the US, say urban planners. - New York is proposing to shut down perimeter roads of Central Park and Brooklyn's Prospect Park all summer long. - Atlanta plans to transform 53 acres of blighted, unused land into new bike-friendly green space. - Philadelphia, Cleveland, Chicago, and El Paso, Texas, are planning events to promote car-free days in public parks, most in the hope that the idea will become permanent or extend for months. "Cities across America are increasingly declaring that parks are for people, not cars, ... and closing roads within parks is one result of that," says Ben Welle with The Trust for Public Land's Center for City Park Excellence, in Washington. Resistance can be fierce at first, he and others say, because of worries about traffic congestion, parking problems, and loss of visitors for businesses and museums. But studies are showing that traffic problems can be minimized, shops and museums get more visitors, and residents begin to cherish their where-the-action-is location. Not everyone is convinced, saying the jury is still out on how no-car zones affect neighborhood vitality. In San Francisco, for instance, the de Young Museum has said its delivery schedule must be adjusted because of the new road closure, and it is concerned that patrons with physical disabilities may not be able to get to the museum as readily. The model city for road closure is Bogota, Colombia, which in 1983 embarked on a program called ciclovia (bike path), in which designated streets were closed to cars every Sunday but open for jogging, biking, dancing, playing ball, walking pets, strolling with babies - anything but driving. One-and-a-half million people now turn out each week for ciclovia. Other cities in Latin America followed suit, closing parts of parks or whole urban districts to cars - some intermittently, some permanently. A result: revitalized neighborhoods and an influx of people. Smaller US cities, from Davenport, Iowa, to Huntington Beach, Calif., are also starting to create car-free zones, according to Mr. Welle's studies. http://www.csmonitor.com/2007/0502/p01s03-ussc.htm FREIBURG'S WALKABLE NEIGHBORHOOD CHRISTEL KUCHARZ, ABC - Welcome to Quartier Vauban -- a new 2,000-home development on a piece of land formerly used by French military in the medieval town of Freiburg, Germany. It has been the country's ecological capital since the first anti-nuclear, pro-environment movements in the early 1970s. . . Cars are kept on the outskirts of the living quarters, so the narrow streets become playgrounds for the kids and spaces for public interaction. Most of the residents don't even own cars. Those who have a car must buy space in a garage located about a five-minute walk away, and at $25,000 the space does not come cheap. "Schools, kindergartens, a farmer's market, a shopping center, a good store which sells organic products only, and a recreation area -- you name it, it's all in walking or cycling distance," resident Sabine Burgermeister said. "And it's a much better quality of life here than it is in downtown Freiburg. And if we need to go there, there's always the option to take the tramway." The free tramway passes generously provided by the city of Freiburg are helping residents of Vauban to become less car-dependent and, if need be, there's also a perfect car sharing service available for those who occasionally do need a car. The city of Freiburg itself has taken quite a few steps toward a healthier environment for its 215,000 residents. It made its medieval town center more pedestrian-friendly, laid down a lattice of bike paths and introduced a flat rate for tramways and buses. And many residents say they prefer the public transportations system over driving into town. http://abcnews.go.com/print?id=3234523 WEST VIRGINIA'S PERSONAL RAPID TRANSIT JOE GRATA, PITTSBURGH POST-GAZETTE Like the "Energizer Bunny," West Virginia University's PRT is an icon that keeps on going. And going. PRT stands for Personal Rapid Transit, a one-of-a-kind, computer-run, electric people mover system whose 73 gold-and-blue transit cars have been whisking riders around hilly Morgantown and the school complex since 1975. "There are 130 automated systems worldwide, but only one like this," said Lawrence Fabian of Boston, director of the Advanced Transit Association, which deals with futuristic transit programs. "Its characteristics are unique," including on-demand service that takes riders where they want to go, like pressing the buttons on an elevator except that it's a horizontal trip with five stations instead of five floors. The PRT is so "personal" that fairly often there's only one passenger aboard an 8,600-pound car, moving at speeds up to 30 mph from Point A to Point C without stopping at Point B. The former Urban Mass Transportation Administration, an arm of the U.S. Department of Transportation, funded development and construction of the PRT in the 1970s, wanting to test the technology in an environment of changing weather and challenging topography. Often maligned in its infancy as a goofy, unworkable idea and then plagued by technical and operating maladies in childhood, the people mover overcame the stigmas and problems long ago. The PRT has racked up 20 million miles and carried 60 million riders over three decades. The safety record is impressive. No one has ever been badly hurt on the vehicles, electrified guideway or stations. A transportation magazine, "The New Electric Railway Journal," has ranked the system above Disney World's Monorail for overall performance. http://www.postgazette.com/pg/07149/789706-147.stm CHAIN STORES FOUND TO OFFER ONLY 60% THE ECONOMIC BENEFIT TO COMMUNITY OF LOCALLY OWNED BUSINESSES NEW RULES - While many parts of the country are overrun with chain stores, San Francisco remains a stronghold for locally owned businesses, according to a new study, which also found that those local stores generate sizable benefits for the city's economy. The San Francisco Locally Owned Merchants Association, one of the sponsors of the study, hopes it will spur residents to choose locally owned businesses more often and encourage cities in the region to re - examine policies that favor chains. The study calculated the market share of independents and chains in several categories: bookstores, sporting goods stores, toy stores, and casual dining restaurants. In all four categories, the study found that independents capture a much larger share of consumer spending in the region than they do nationwide. Locally owned bookstores in the San Francisco area, for example, capture about 55 percent of book sales. Internet retailers account for 19 percent of the market and chain bookstores, including Borders and Barnes & Noble, have about 15 percent. Nationally, independent bookstores account for just 10 percent of book sales. Independent sporting goods stores in the San Francisco area likewise capture 56 percent of sales in that category, while independent restaurants have almost two - thirds of the casual dining market. Locally owned toy stores account for 44 percent of toy sales, while specialty toy chains, general merchants like Target, and