I'm in Love with My Car.

A Twitter user encapsulates: "We need to take radical steps to build more resilient, equitable communities that reverse our climate- destroying, auto-centric land use."

Appointed and elected officials in New Albany insist that their half-measures of the past few years have magically calmed the city's streets.

I simply isn't true, period. Automobile supremacy continues to be the only writ they know, because pay-to-play doesn't work with walkers and cyclists.

If any of them ever make this claim of success to you, look them square in the eye and say, "You lie just like Trump."

Because that's exactly what they're doing -- and worse, as with Trump, they know it.

Slowing the Cars in Austin, by Gabe Colombo (Strong Towns)

... Drivers kill or seriously injure more than 70 people a year on Austin’s roads—nationwide, about 18 pedestrians die every day in traffic crashes—and the design of our roads plays a critical role in what is, by all accounts, a public health crisis. East Yager Lane, where Billy was killed, is about 30 feet wide, and the speed limit is 45 miles per hour. There are no sidewalks.

Traffic fatalities are also deeply inequitable. Black people are nearly twice as likely to be killed by cars while walking than white people, and the fatality rate for Native Americans is nearly five times higher. Lower-income metro areas also have a higher rate of pedestrian crash injuries and fatalities.

The reasons are many: Non-white and low-income Americans are less likely to have access to a private vehicle (which is more expensive to purchase, feed, and maintain) and more often have no choice but to walk for their daily needs. At the same time, streets in neighborhoods of color and low-income neighborhoods are more car-oriented—with more and wider lanes, fewer crosswalks, fewer trees and poorly maintained or nonexistent sidewalks—owing to a legacy of underinvestment. Plus, urban transit systems have historically excluded communities of color and low-income neighborhoods.

In light of this stark reality, Austin’s recent decision to reduce speed limits across the city could not have come at a more appropriate time ... while a reduction of five mph might not seem like much to a driver, it has a significant impact on pedestrian safety. A car is roughly seven times as likely to severely injure a pedestrian when traveling at 35 mph than when traveling at 25. Boston’s recent widespread reduction in speed limits from 30 to 25 mph resulted in a nearly 30-percent reduction in the likelihood that drivers exceeded 35 mph on the city’s streets ...

Here's Jeff Speck, explaining how slower downtown speeds have only a minimal impact on typical commute times -- and there's Team Gahan, ignoring him.

Jeff Speck was on Twitter. Here's what he had to say about commuting times in the context of lower speed limits. 

Here's Jeff Speck to explain how speed kills -- and there's Team Gahan, ignoring him.

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Concerns about lengthened commute times should not be dismissed out of hand. There are many people who commute in and out of downtown each day who have no other use for downtown—at least, not in its current state. (1/6)

They brown-bag their lunches and don't linger after work for cocktails. Most are constrained in both money and time. (2/6)

Some of these people will never have interest in a safer, more vital downtown. Even if it becomes remarkably more appealing, with new public spaces and activities springing up, they will not make use of it. But these people are the exception. (3/6)

Almost everybody, at the very least, wants a downtown they can be proud of. And most suburbanites, when a downtown becomes a destination, will want to visit it on occasion. (4/6)

Moreover, these people’s desires need to be weighed against the desires of all downtown stakeholders. In most places, the majority of downtown workers care a lot about its safety and quality. All downtown residents certainly care. (5/6)

The same goes for merchants, property owners & other investors. It is in this context that the tradeoffs between commute time & safety need to be made clear, & the key question asked: would you rather have a downtown that is quick to drive through, or one worth arriving at? (6/6)

And this.

Citizens and city leaders should be presented with an honest choice. Where commutes will take a bit longer, we should to say so. But, given the whole story, most people have shown themselves willing to spare a minute or two for the good of their city and fellow citizens. (1/3)

This graphic by the transportation planning firm Nelson\Nygaard shows how slower downtown speeds have only a minimal impact on typical commute times. (2/3)

RULE 32: Discuss tradeoffs between speed and safety honestly, with an eye to downtown vitality, civic pride, and lives saved. (3/3) From #WalkableCityRules

In no known universe can this erection be a coincidence.

It's there somewhere.

There you go.

And with the classy backdrop of the 1117 East Spring Street Neighborhood Association.

I think we need to decorate the public speedometer for Christmas. Who's in?

Neighborhood inequality? On the placid street where Caesar lives, traffic must be moving too fast. Someone fetch a traffic engineer!

High atop Silver Hills, just a couple doors down from Bob Caesar's garage (where all the Bicentennial pot holders and koozies as yet are being stored), there's a radar speed display trailer marked "Sheriff," parked on Camp Avenue at the three-way stop with Knob Avenue

Ironically, the topic of street safety re-emerged at last evening's city council meeting, with councilmen David Aebersold, Greg Phipps and Dan Coffey openly discussing the fearsome and pedestrian unfriendly intersection of Spring and Vincennes.

Al Knable mentioned the late Chloe Allen's name aloud, something that has eluded Jeff Gahan's snark clique during the two years following her death at the driver-privileged intersection in question. 

Remembering Chloe Allen -- and the unfinished task of making streets safe for all users, not just drivers.

Aebersold and Caesar (!) resolved to attend next week's Bored of Works meeting to broach the topic of further street grid safety needs beyond city hall's premature declaration of victory. It's a start, and I'll try to attend to monitor the decibel level of BOW's snores.

Two weeks ago, hall of famer Jim Rice of HWC Engineering insisted to me that as walkers or cyclists, our own two eyes are never to be trusted if what they behold contradicts a professional engineer's tireless efforts to maintain speed and traffic flow through heavily populated areas.

In fairness, HWC only returned the street grid verdict it knew Gahan, the witless paymaster, wanted to hear. But any impartial observer can plainly see that problems remain on the flood plain.

Meanwhile, on the commanding heights, where traffic volumes are far less and stop signs profuse, someone has decided that enough's enough, hence the radar speed display trailer.

It remains unclear why it's there, which is the reason for this post, but the digital display is a reminder that someone -- sheriff, police or councilman -- is listening to driver-related complaints where the cool kids live.

The remainder of us would enjoy experiencing this on occasion. If city engineer Larry Summers is reading, he might begin by returning phone calls.

Lower speed limits "can set expectations for traffic calming redesigns in the future."

Last week, when Mayor Jeff Gahan finally emerged from the down low bunker to speak publicly about two-way streets for the first time in months, the News and Tribune's Elizabeth Beilman recorded a typical potted Gahanism.

"What we don't want is the volume to turn Spring Street into a raceway," Gahan said.

I hate to be the one to break the news to a sheltered guy who spends most of his time underground reading his own press clippings, but dude -- Spring Street's been a raceway since about 1960.

Since it was made into a one-way street. 

For Gahan to suggest that speeding on New Albany's one-way street grid won't become a problem until tolls come into force constitutes a pole-vault beyond delusional, straight to profoundly sad.

Portland Wants to Rethink Speed Limits By Factoring in Walkers and Bikers, by Angie Schmitt (Streetsblog USA)

For cities trying to get a handle on traffic fatalities, dangerous motor vehicle speeds are an enormous problem. Once drivers exceed 20 mph, the chances that someone outside the vehicle will survive a collision plummet.

But even on city streets where many people walk and bike, streets with 35 or 40 mph traffic are common. Cities looking to reduce lethal vehicle speeds face a number of obstacles — including restrictions on how they can set speed limits ...

 ... Street design is a more important safety factor than speed limit signs, of course, but lower speed limits can still send a signal to motorists to proceed more cautiously — and they can set expectations for traffic calming redesigns in the future. If the speed limit is 30 mph but motorists consistently go faster, the design clearly needs to change.