Seattle's "Stay Healthy Streets": You can't even IMAGINE any of this ever occurring to Jeff Gahan, can you?

No, it can't even be imagined.

Consider this: Gahan's belated embrace of public art for the parking garage has resulted in a three-story-high Freudian anchor seal and gigantic paintings of automobiles. 

There are, and always have been, people near Gahan who actually do "get it." But in Nawbany, you can't keep it (your job) without ditching any practical urban aptitude that runs contrary to campaign finance's pay-to-play circle of remuneration.

Too bad. Some of them might have amounted to something. All they have to look forward to now is a lifetime of employment as bootlicking functionaries, maintaining Dear Leader's automobile supremacy until retirement.

Seattle to bar traffic from 20 miles of streets so residents can exercise, bike, by Kaelan Deese (The Hill)

Seattle to bar traffic from 20 miles of streets so residents can exercise, bike

Seattle Mayor Jenny Durkan (D) announced Thursday that the city plans to permanently bar 20 miles of roads from car traffic to leave room for people to use bikes and walk.

According to a city spokesperson, the streets would be closed for thru-traffic only, allowing residents to still access their homes using vehicles and delivery companies to continue services.

The measure is part of a larger initiative that began in April called Stay Healthy Streets, a temporary relief program providing more space for residents to leave their houses while practicing social distancing guidelines amid the coronavirus pandemic, according to a press release.

"Safe and Healthy Streets are an important tool for families in our neighborhoods to get outside, get some exercise and enjoy the nice weather," Durkan said.

The Seattle Department of Transportation (SDOT) said that areas chosen to be closed from car traffic include places with routes that connect foot traffic with essential services and food stops, as well as streets with low car ownership, according to a release.

"We've witnessed a 57% drop in vehicle traffic volumes accessing downtown Seattle during Governor Inslee's Stay Healthy, Stay Home order," SDOT said. "Finding new and creative ways, like Stay Healthy Streets, to maintain some of these traffic reductions as we return to our new normal is good for the planet, but is also good for our long-term fight against COVID-19."

Part of the initiative includes building better bike infrastructure such as bike lanes to improve mobility around the city and help reduce pollution in the process.

The Seattle Bicycle Advisory Board strongly supported the measures Durkan announced Thursday.

"All these actions together will help Seattle come back as a safer, healthier, and more climate friendly city," the board said in the release.

You're entitled to my opinion and there's ample time, so here are a few random links.

I'm always making notes and collecting links with the idea that they might become blog posts.

Of course "stuff" happens; in January, I began "political distancing" from anti-social Gahanism, then came the disruptions of the planetary pandemic. In short, the notes and links have accumulated, and so here's a helter-skelter collection.

To kick off the chronology, you'll not be surprised that this particular publication is suspicious of Piketty.

A bestselling economist sets out the case for socialism at The Economist

Thomas Piketty’s new book may prove as famous—and controversial—as its predecessor.

In “Capital” Mr Piketty shared Karl Marx’s goal in the work of the same name that he published in 1867: to reveal the economic logic of the capitalist mode of production. “Capital and Ideology”, by contrast, is closer to the sociological writings of Marx and his followers, especially “The German Ideology” (1845-46), which sought to explain the social and political means by which capitalists maintained power over the working classes.

How many times have I heard a New Albanian return from vacation, praise a walking- and biking-friendly locale far, far away, then sigh: "too bad we couldn't ever do that here." But couldn't we -- I mean, if we weren't so stupid and cowardly about it?

Why Do We Think Walkable Towns Are Only for Tourists? by Daniel Herriges (Strong Towns)

I wrote a piece a few weeks ago about Irish villages. It was intended to make the point that it's not only possible, but utterly normal in much of the world, for some of the best walkable urbanism around to be located in smaller cities or even tiny rural towns.

In such places, the village is compact, with bustling streets and little wasted space. However, if you walk to the edge of town, you are immediately in farm fields. There is a stark line between town and country, not the suburban-style blurring of the edges we often find in car-centric North America, where the edge of town consists of a mile or two of chain restaurants and gas stations.

Earlier this year when the town of Clarksville released its ideas for much needed positive changes to the design of Brown's Station Way, the automobile supremacists came immediately out of hiding, among them Wynken (John Gilkey) and Nodd (Lindon Dodd). We know Blynken is out there somewhere, but don't worry, car fetishists -- it will be a while before the town gets around to doing the rational thing, freeing you to remain Luddites.

DODD COLUMN: Road plan full of potholes (by Nodd, in the local chain newspaper)

Brown’s Station Way — a very short, simple, unassuming stretch of mostly ignored if not forgotten road that has apparently suddenly been discovered by engineers, architects, local political types, safety experts, and developers.

Of course the local chain newspaper is unaware of safety by design, and proved it with an editorial from Terre Haute. The conclusion is correct, but it would be instructive to see Gilkey's former employer show an aptitude for modern thinking about complete streets. After all John lacks it.

EDITORIAL: For safety's sake, ban cellphones while driving

No law is going to prevent every crash or bring an end to distracted driving. But banning cellphone use while driving can help make vehicular travel safer for everyone. It’s time for Indiana to become part of that solution.

Another look at the utter futility of painted (and ignored) sharrows on roadways.

Separated Bike Lanes Means Safer Streets, Study Says, by Aaron Short (Streetsblog)

A 13-year study of a dozen cities found that protected bike lanes led to a drastic decline in fatalities for all users of the road.

Perhaps even more important: Researchers found that painted bike lanes provided no improvement on road safety. And their review earlier this year of shared roadways — where bike symbols are painted in the middle of a lane — revealed that it was actually safer to have no bike markings at all.

One can only imagine the phone sex between Gahan and Duggins as they plot to turn the coronavirus crisis into some way of demolishing public housing in New Albany. Why? Because that's what opportunistic slaves to money do when people aren't looking.

For Those Living in Public Housing, It’s a Long Way to Work, by Sarah Holder (CityLab)

A new Urban Institute study measures the spatial mismatch between where job seekers live and employment opportunities.

Depending upon which zip code they call home, researchers found that the average person using some form of government housing aid is likely to face tougher odds of getting a job near their neighborhood than the average job seeker who isn’t using assistance, even those who are extremely low-income. “In fact, the average assisted household is surrounded by 6,032 more nearby Snagajob seekers than Snagajob postings, compared with 3,056 more for unassisted, extremely low–income households — nearly double the amount,” the report reads.

Of all assisted households, those living in public housing had the biggest difference between the number of job seekers and the number of jobs nearby; next came housing choice voucher, or HCV, recipients.

And, to conclude with topicality.

A Tale of Two Plagues, by Katha Pollitt (The Nation)

Tips on self-isolation from Daniel Defoe and Giovanni Boccaccio

I’ve been catching up on the classics. For example, Daniel Defoe’s A Journal of the Plague Year, an early example of the nonfiction novel, written in 1722 about London’s Great Plague of 1665. After a slow start—the novel begins with a lot of statistics to establish its factual reliability—it picks up, as Defoe’s narrator, H.F., a prosperous saddlemaker, misses his chances to leave London and finds himself trapped in town, where he alternates between prudent isolation indoors and restless wanderings through the streets ...

... They’re definitely not having as much fun as the wealthy young people in Giovanni Boccaccio’s Decameron, who escaped the 1348 plague by holing up in the Florentine countryside, flirting and telling sexy stories.

Particularly in Nawbany: "Why We Need to Dream Bigger Than Bike Lanes."

"We can’t let car companies again shape the vision for our future; if we don’t dream big now, we may never get the chance again. Let’s let’s elevate a different kind of transportation infrastructure that recognizes universal basic mobility as a human right and brings it to every man, woman, and child. If we don’t think of micromobility as the serious solution to a whole host of societal and environmental problems, then who will?"

I'll never forget, back when we were asking only that City Hall implement the entirety of Jeff Speck's street grid network proposals -- which in addition to calling for a reversion to two-way traffic prioritized a state-of-the-art downtown bicycle network -- these potentially transformative improvements were blithely characterized as outlandish by Greg Phipps (councilman) and Greg Roberts (ESNA). Modernity was cackled out of the room as going way too far for primeval New Gahanians, not just by these two, but by other "progressives" who seldom are.

By their unwillingness to do the homework, to try to understand exactly what Speck was aiming at, and to do battle ... with their abject eagerness to stroke Dear Leader's ego ... community "leaders" like these abetted Jeff Gahan's whopper of a bait 'n' switch on the street grid. Promises abandoned, Gahan commissioned HWC Engineering to gut a wonderful walkability and biking enhancement program, recasting it into yet another re-election omnibus paving project, retaining the basic two-way reversion but rendering it almost useless through timidity and incomprehension.

Then again, when's the last time you've seen Gahan or any of his sycophants walking or biking?

Yes, Dear Leader gifted us with two-way streets, and they've been mildly effective, albeit neutered by constraints into insensibility. Perhaps that's why the drivers are still treating downtown streets like race tracks.

But that's fine. Just push that button and the drivers from elsewhere will let you cross the street, just so long as it doesn't add seconds to their cross-town commute. 

Why We Need to Dream Bigger Than Bike Lanes, by Terenig Topjian (CityLab)

In the 1930s big auto dreamed up freeways and demanded massive car infrastructure. Micromobility needs its own Futurama—one where cars are marginalized.

There’s a quote that’s stuck with me for some time from Aaron Sorkin’s The Newsroom: “You know why people don't like liberals? Because they lose. If liberals are so f***ing smart, how come they lose so goddamn always?”

American urbanists and bike advocates are smart, or at least well informed. We know how important cycling is. We are educated about cycling cities in other parts of the world and how they are so much better for health, well-being, economics, traffic, pollution, climate, equity, personal freedom, and on and on.

But if we’re so smart how come we lose so goddamn always?

Why is the best we seem to be able to accomplish just a few miles of striped asphalt bike “lanes,” or if we’re lucky, a few blocks of plastic pylons—“protected” bike lanes?

Our current model is to beg for twigs
More often than not, bike infrastructure is created reactively. Typically in response to a collision or near collision with a car, an individual or advocacy group identifies a single route that needs better infrastructure. We gather community support and lobby local officials for the desired change, trying as hard as we can to ask for the cheapest, smallest changes so that our requests will be seen as realistic.

What’s the problem with this model?

It’s like imagining a bridge and asking for twigs—useless, unable to bear any meaningful weight, easily broken. And it’s treating bike infrastructure like a hopeless charity case.

This makes bike infrastructure seem like a small, special-interest demand that produces no real results in terms of shifting to sustainable transportation, and it makes those giving up road space and tax dollars feel as though they are supporting a hopeless charity.

But when roads, highways, and bridges are designed and built, they aren’t done one neighborhood at a time, one city-council approval at a time. We don’t build a few miles of track, or lay down some asphalt wherever there is “local support” and then leave 10-mile gaps in between.

And yet this is exactly how we “plan” bike infrastructure.

Bike lanes are intermittent at best in most North American cities, and since they are usually paint jobs that put cyclists between fast-moving traffic and parked cars with doors that capriciously swing open, only experienced riders brave them. The lanes are easily blocked anyway, by police, delivery trucks, and film crews, if not random cars banking on the low likelihood of being ticketed.

This kind of bike “infrastructure” doesn’t actually do very much to protect existing cyclists, let alone encourage and inspire the general population to start cycling.

Why are we settling for easily broken twigs? The total number of people on bikes and other micromobility modes like scooters and skateboards is large and growing. An enormous force has been divided and conquered, splintered among thousands of neighborhoods ...

Divided is the way we're kept by the country's Gahans. It is purposeful. If you intend to insist on being characterized as a "progressive," maybe a good place to start is to progress past the insipid lies and self-aggrandizing campaign finance schemes of the local C-minus students, and start standing up for grassroots solutions calculated to improve the place where you live.

GIVE GAHAN A PINK SLIP: (Thursday) Slick Jeffie's car-centric street grid remains designed to maim and kill, and his clique doesn't give a damn.

Last week was so much fun, let's do it again.

As a run-up to Decision 2019, I'm headed back into the ON THE AVENUES archive for five straight days of devastatingly persuasive arguments against four more years of the anchor-imbedded Gahan Family Values™ Personality Cult.

I've already made the case for Mark Seabrook as mayor.

Now let's return to the voluminous case against Gahanism in five informative and entertaining installments -- at least until next week, when I may decide to do it all again. Heaven knows we have enough raw material. Following are last week's hammer blows.

GIVE GAHAN THE BOOT: (Monday) The Reisz Mahal luxury city hall, perhaps the signature Gahan boondoggle.

GIVE GAHAN THE BOOT: (Tuesday) Gahan the faux historic preservationist demolishes the historic structure -- with abundant malice.

GIVE GAHAN THE BOOT: (Wednesday) The shopping cart mayor's cartoonish veneer of a personality cult. Where do we tithe, Leader Dearest?

GIVE GAHAN THE BOOT: (Thursday) That Jeff Gahan has elevated people like David Duggins to positions of authority is reason enough to vote against the Genius of the Floodplain.

GIVE GAHAN THE BOOT: (Friday) Slick Jeffie's hoarding of power and money is a very real threat to New Albany's future.

And this week's pink slip chronicles:

GIVE GAHAN A PINK SLIP: (Monday) No more fear, Jeff. This isn't East Germany, and you're not the Stasi.

GIVE GAHAN A PINK SLIP: (Tuesday) In 2015 roughly 14% of New Albany's eligible voters opted for the Anchor Deity, and they’re getting exactly what they deserve – good and hard.

GIVE GAHAN A PINK SLIP: (Wednesday) When he seized NAHA, Slick Jeffie depicted himself as a wise, caped, fatherly hero, when in fact he was more two-faced than Harvey Dent.

I'll never forget that when many of us in the 3rd council district were asking only that City Hall implement Jeff Speck's original two-way street grid network proposals, which transcended mere traffic direction changes by incorporating innovative and state-of-the-art improvements designed to enhance walkability and bicycle infrastructure, both Greg Phipps (councilman) and Greg Roberts (East Spring Street Neighborhood Association president) publicly dismissed Speck's ideas as outlandish and "going too far" for primeval New Gahanians.

Via the acquiescence and unwillingness of neighborhood "leaders" like Phipps and Roberts to do their homework and grasp what Speck was trying to say, Gahan was permitted to float yet another bait 'n' switch, gutting a wonderful walkability and bike-ability program, and transforming it into just another re-election paving project.

Yes, the two-way foundation was retained, but rendered far less transformational through the stupidity, timidity and the incomprehension of the C- minus students inhabiting our elite structure.

Two-way streets are better than one-way streets, and yet Gahan's various roadway boondoggles have bolstered automobile supremacy, not curbed it. Biking, walking and the simple act of crossing the street remain dangerous, and City Hall is inert -- all this, and quite a few self-identified "progressives" will cast a ballot for Gahan because ... why, exactly?

That's why this fetid swamp must be drained and the arrogant clique flushed.

---

August 9, 2018

ON THE AVENUES: There's only one way to cure City Hall's institutional bias against non-automotive street grid users, and that's to #FlushTheClique.

A weekly column by Roger A. Baylor.

For more years than I care to remember, I’ve been attending weekly Board of Public Works and Safety (BOW) meetings, admittedly on an irregular basis, although still often and depressingly enough to justify frequent bottles of gin.

Just think of the books I’ve missed reading.

BOW's weekly grind largely consists of a procession of engineers, contractors and utility company representatives, who march to the podium and ask for permission to destroy existing infrastructure in order to improve it, by digging holes, felling trees, milling streets and maintaining essential backflow -- which in this instance means those many rivulets of convenience cash flowing into eager campaign finance ponds.

I’ve heard hundreds of these requests during the past 15 years, followed by the replies of BOW members and other city officials in attendance. Their words in response seldom vary.

“Will this digging/clearcutting/dynamiting, which we’ll be numbly and ritualistically approving anyhow, even dare impact passing drivers in their cars?”

Once in a blue moon someone thinks to ask a different kind of question.

“Will this digging/clearcutting/dynamiting impact sidewalk users -- walkers in the general sense, but especially disabled persons, who might have no other options to bypass closed sidewalks when BOW’s stated objective is to coddle drivers?”

On those rare occasions when a board member or functionary utters such heresy, he or she recoils immediately, as though smacked in the face by an evil spirit bearing a two-by-four.

“No, no, Mr. Nash -- I take it all back! Go ahead and pile dirt and debris on the sidewalk, even when it’d be easier to take up a parking space for them. By all means, leave your work trucks to block passage by those on foot or using a wheelchair. In fact, make those wheelchairs go out into the street so we can blame the disabled when speeding cars hit them broadside -- anything, just don’t rescind my invitation to the paving company’s annual costume ball.”

The preceding is an example of how car-centrism is reflective of institutional bias in places like New Albany.

A tendency for the procedures and practices of particular institutions to operate in ways which result in certain social groups being advantaged or favored and others being disadvantaged or devalued. This need not be the result of any conscious prejudice or discrimination but rather of the majority simply following existing rules or norms. Institutional racism and institutional sexism are the most common examples.

Institutional bias helps to explain why Jeff Speck’s proposals to revolutionize our city’s street grid suffered a grim and meticulous death by a thousand belches and almost as many farts.

Speck’s plan was pruned again and again until the majority of design mechanisms intended to bring about the greatest positive change for the greatest number of overall users, whether behind the wheel of a car or navigating a skateboard, were left despoiled on the cutting room floor amid the laughter of Pinocchio Rosenbarger and David “Playboy of the Western World” Duggins.

Isolated in an otherwise untouched design vacuum, stripped of Speck’s ancillary buttresses, two-way traffic alone couldn’t have ever proven capable of transformation. It has been slightly helpful within its straitjacket, as tailored by the most intellectually deficient mayor in this city’s history, but it needs lots of help, beginning with one simply imperative.

Flush the fuckers, ASAP.

---

Institutional bias and institutional inbreeding aren’t exactly the same concept, although it might be argued that the first is an inevitable outcome of the second.

In the case of bureaucrats appointed to BOW, the redevelopment commission and other city agencies, we see the same “idea” people making the same decisions in conjunction with the same engineers, contractors and vendors -- and with the same underachieving results. At times these functionaries swap positions, but seldom is there any challenge to basic assumptions.

Hence the design conformity that comes to characterize closed systems. No new ideas can penetrate the circled wagons, and in political terms, the clique chooses to optimize whichever “outside” contributors (HWC Engineering and Jacobi, Toombs and Lanz being prominent local examples) who understand best how to prime the pump for maximum political patronage.

It's recurringly revolting, hence the generalized institutional bias, because dude: it’s always been this way. Cars come first. Multiple users of a street? Do they even vote? Why don't they have cars to begin with?

Planned paving obsolescence and proper pothole prioritization -- now there’s the ticket to many happy electoral returns.

After Chloe Allen was killed by a driver who went scot free, I wrote a fictional statement that we should have heard emanating from Jeff Gahan’s graft-smeared lips, and of course did not, because cynical and self-aggrandizing political calculations are why he’s here, or in the case of human emotion, they’re why he’s never, ever, here at all.

Kindly allow me to update it, but first, note that when the city of New Albany’s piecework feed supplier at Twitter deigned to mention Matt Brewer’s death, he or she already had been instructed that the paramount mission in any such mention was to declaim responsibility.

Yay! It wasn't our fault! Can't blame us!

Right. You know what this is?

It's just plain sick.

---

AN IMAGINED STATEMENT FROM OUR MAYOR

My fellow New Albanians, as your mayor – no, strike that.

I’m sorry. This isn’t the usual boilerplate.

As a human being, I’m saddened that a resident of New Albany lost his life skateboarding along Spring Street. Matt Brewer was only trying to return home after doing what he loved, and now he’s dead.

It’s unacceptable, it’s tragic, there are no excuses, and we’re going to do something about it. We cannot restore his life, but we can heed the words of Ms. Lori Kay Sympson, a friend of the late Chloe Allen, who in 2016 lost her life trying to cross Spring Street:

"If anything good can come of this, it'll be that this intersection is made safer."

In 2018, we’re referring to the intersection at 9th Street and East Spring, but actually the topic is enhanced safety for all street grid users on Spring (and Elm, and Market, and for that matter, all our streets). 

We’ll be taking a fine-tooth comb to our street grid, because for too long, we’ve ignored the dangers at this and other intersections in New Albany. This is going to change.

It’s critical for everyone who uses city streets that safety is not restricted to one or another crosswalk, or to this or that street. We have a problem.

We also have an opportunity.

Hazards are abetted on a daily basis by the way we’ve chosen to manage the city’s street grid. Indiana law plainly advises drivers that walkers have the right of way – and just as plainly, walkers in New Albany know that our streets are a coin flip at best. We may have sidewalks, but we don’t have walkability.

That’s because traffic safety has come to be viewed entirely as safety for drivers of cars, and not the city as a whole, including those who move about in other ways -- walking, biking, in wheelchairs or carts, or using skateboards. The problem at intersections like 9th and Spring, or Spring and Vincennes, extends for many blocks in all four directions. 

We cannot improve safety by merely treating symptoms. Only major surgery will be effective. We had the chance last year, and frankly, we blew it.

When I chose Jeff Speck to pioneer a walkability study for New Albany, it was done with the recognition that his factual, reality-based recommendations would preface a bold new chapter in the city’s history by restoring an environment suitable for all citizens and all users of our streets, whether on foot, riding a bicycle or driving a car.

Automotive traffic was never intended to move at highway speeds through built-up urban areas intended for the speed of your child at play, not for limited-access conditions like those on an interstate highway.

Unfortunately our city officials lost sight of the possibilities. So did I, so did HWC Engineering, and now we’re all going to return to Speck’s tool kit and do the things we failed to do with the two-way grid modernization program, and with the ultimate objective of slowing and calming traffic.

When it comes to humans driving cars, speed, inattentiveness and recklessness kill. It’s intolerable, and it has to stop.

Certainly law enforcement plays a part in any potential solution, but Speck’s proposals were based on empirical evidence. They were based on facts, and we simply didn’t implement them. We closed our minds to innovative thinking, and now it’s time to do the right thing and implement area-wide traffic calming as quickly as possible; not only must safety be our first imperative, but we also must apply principles of “quality of life” to this city as a whole, and to manage the city according to best practices for all grid users, not just some.

Call the street reform process as you will, so long as you grasp the necessity. Walkability, complete streets and street calming are good for neighborhoods, property values, quality of life and small business success. Cities all across the country provide examples, and we need only follow suit.

Some might point to statistics, and say that when it comes to deaths by walkers and bicyclists at the hands of people driving cars and trucks, New Albany is better than the national average.

That’s no consolation, and it is no reason to refrain from proven methods of doing better. Public safety is the very last place to be miserly, whether with money or scrutiny. An active, progressive, forward-thinking city is far more than the sum of its automobiles.

Rather, a city is about people like Matt Brewer and Chloe Allen, and the best -- the only -- way for us to honor their sacrifice is to get this damn thing right, once and for all.

I hope you’ll join us in the effort -- now, not later.

Mayor Jeff M. Gahan

---

Yes, I know. An unlikelihood of epic dimension, but a boy can dream about mayors who aren't built from silly putty and composite Disney caricatures.

Meanwhile, one after the other, Team Gahan's merry practitioners of institutional bias -- those arrogant products of institutional inbreeding -- step forward at the BOW meeting to insist our spanking new flashing yellow pedestrian crossing lights actually work (they don't), that speeds have appreciably slowed since two-way traffic was instituted (they haven't), and if deficient citizens in wheelchairs and carts, on foot or with skateboards, wish to avoid being killed or maimed, can’t they just stay on the sidewalk?

Of course, only in those cases when BOW hasn't already approved blocking the sidewalk so as to spare inconvenience to drivers, most of whom never notice they're being fellated because they're too busy staring at their phones while driving.

Team Gahan surveys the neighborhood carnage, and says: "Who are you going to believe, us or your own two eyes?"

Lasik isn't necessary to answer that one. In truth, Team Gahan is the problem, not the solution, and it’s them, not us, in immediate need of being institutionalized -- and yet we have a far better solution: #FlushTheClique and #FireGahan2019.

Flush Gahan’s toxic legacy, and it will travel through the sanitary sewer system, eventually re-entering the Ohio River at a point just downriver from the skate park by the amphitheater.

It's time for them to go. Then maybe we can get something accomplished in this town.

Remembering HH parade day four years ago, when all I wanted to do was walk the damn parade route, but was not allowed.

The following was published on parade day, 2018. It is enduring an eternal, much like Jeff Gahan's sheer narcissism.

---

When I saw this earlier in the week, it reminded me of the 2015 mayoral campaign. The whole thing got fairly absurd in the end, and in retrospect, I'm happy to have been able to shine a light on a policy that took no account whatever of an independent candidate. I hope it has changed. Will Anna Murray walk with her supporters, or be forced to symbolically abet car-centrism?

I don't know. I do know the street grid is a social justice issue, although few area "progressives" seem capable of acknowledging it.

I'll vote accordingly. Let's rewind.

---

October 2, 2015

Me? I just want to walk the parade route tomorrow.

Me?

I just want to walk the parade route tomorrow, because that’s what walkability is all about.

It's about walking.

As of Friday morning, walking the parade route is an option being denied me. I hope this changes.

Before I explain this in greater detail, know that I’m sticking with my 2015 resolution not to re-ignite the annual controversy over Harvest Homecoming, New Albany’s annual autumnal civic festival, best known for its “booth days,” when downtown is given over to a temporary street festival format.

I can compromise on my own two feet, thank you.

I just want to walk the parade route tomorrow.

The usual arguments about Harvest Homecoming, pro and con, have been hashed and rehashed. Revolutions of rising expectations are never easy. In the absence of principled municipal governance, nothing’s going to substantively change any time soon, and yet I’m satisfied that a younger generation of Harvest Homecoming’s management truly grasps the need for evolution and accommodation.

Reform is a process, and while painfully slow, there is movement on some fronts. Let’s accept progress in this process, and celebrate this fact.

As for me, I just want to walk the parade route tomorrow.

I’m especially grateful to Art Niemeier, who joined the group effort planning tomorrow’s Biers on Parade at the Farmer Market, and has been invaluable. I don’t want to say or do anything that might compromise my gratitude to Art. We’re in possession of an idea (parade day festivities) with significant future promise, one uniting multiple entities. It's a good thing, indeed.

And me?

I just want to walk the parade route tomorrow, because walking is the basic form of human movement.

It comes down to this: As written, Harvest Homecoming’s parade rules do not explicitly acknowledge the possibility that an independent political candidate might participate.

There is a clause restricting the use of convertibles to current office holders, and another confining non-office-holding candidates to their political party’s respective floats.

I hold no office, and I have no party.

Given that I’m probably the foremost local proponent of walkability, I just want to walk the parade route tomorrow.

First I was asked by the committee if it could provide a vehicle, and I said thanks, but no thanks.

The walkability guy in a truck? It doesn’t make sense.

In the beginning, all I wanted to do is walk the parade route tomorrow with a group of supporters. Just walk down the street, nothing more, while making the point that it isn’t unusual to walk.

Because it isn’t.

Except when you’re told it cannot be allowed.

At some point during the past months, it was mentioned that perhaps bicycles could be included, though while it would be nice to have bikes represented, actually riding one in a slow-moving parade doesn't compute, although if the idea helped move the negotiation, I thought it acceptable to at least consider pushing a bike.

Although what I’d like to do is just walk the parade route.

As of yesterday, the committee is holding to its interpretation of rules that aren’t explicit in the first place, and has offered this ruling: I can’t walk, because candidates for office must use a wheeled vehicle, and if I choose to ride a bicycle, which is suitably wheeled, there can be only five bikes total.

Have I mentioned that nowhere in the committee’s rules is this wheeled clause mentioned?

Me?

I just want to walk the parade route.

I’ll walk alone, if that helps.

As the candidate of walkability, all I want to do is walk the Harvest Homecoming parade route.

Granted, irony never plays well here, but note that at a time when walkability is one of downtown’s best hopes for continued regeneration, the Harvest Homecoming theme in 2015 is Hot Rod Harvest.

Please, can I just walk the parade route and illustrate that life in this city can be about people, and not just their cars?

All I want to do is walk the parade route tomorrow, just me alone.

Surely this isn't an imposition.

Thanks for your consideration.

GREEN MOUSE SAYS: Main and Bank work to begin on Monday the 13th -- or was that Friday the 16th?

On Thursday, it became apparent that Slick Jeffie's $500,000 stop light project at the intersection of Main and Bank, the urgent need for which has been apparent for at least six years, but which has been delayed until right NOW because of the mayor's self-glorification imperatives elsewhere, is coming to fruition only because of election year politics.

GREEN MOUSE SAYS: The shenanigans and ass-hattery of Deaf Gahan's last-minute Main and Bank stop light project have commenced.

 ... The foreman seemed to be in a blind panic. He said the Bank/Main project had been labeled "emergency" election year status and therefore would be fast tracked, adding that the amount of work they have to get done would typically require three months -- ah, but Deaf Gahan has demanded that work be completed in 27 days.

Gahan's insistent it be finished before Harvest Homecoming even though this foreman admitted he had never had a project this size proceed that quickly and didn't know how they were going to get it done.

One might say okay, but at least it's finally being done -- except it should be a four-way stop project from the get-go, albeit inflated to fiscal grandiosity in a vacuum owing to the usual dictates of fluffery, and as oft times before, the independent businesspersons nearest the project, whose routines are to be interrupted most profoundly BEFORE Harvest Homecoming renders them inaccessible for a whole week, HADN'T BEEN TOLD ANYTHING AT ALL BY THE CITY ABOUT THE PROJECT.

Of course, this is standard dysfunctional procedure, and the way it works almost every time. If a mayoral flunky or visiting engineer tells the Bored of Works that stakeholders have been notified, it means none have been notified. Team Gahan's obligations tend to be toward self-perpetuation, not timely notification.

But on Thursday afternoon, September 12 ... with 27 days of compressed destruction about to commence on Monday, September 16, at long last Gahan got around to letting shopkeepers in on the program.

By proxy, of course.

Look what showed up at the end if the day yesterday. Delivered by the construction foreman, not a member of the administration. Charmingly vague, eh?

This is what "work starting Monday" looks like.

I don't blame the construction company for getting started right away, but Gahan's office needs to get it's head out of its ass and be up front about the impact this is going to have on businesses. Work starting today is fine, just SAY that work is starting today.

Like, that's not even a lie worth telling.

Construction slated to begin on the 16th actually began on Friday the 13th, so apparently it must be a lie worth telling because Gahan tells it every single time -- and still the sycophants sing the praises of a mayor whose only noteworthy skill is using an abacus to count the money given to him by no-bid contract seekers.

We can do something about this, you know.

#FireGahan2019
#DrainTheGahanSwamp

GREEN MOUSE SAYS: The shenanigans and ass-hattery of Deaf Gahan's last-minute Main and Bank stop light project have commenced.

The shenanigans and ass-hattery of Deaf Gahan's last-minute Main and Bank stop light project have commenced, and once again merchants at and near Underground Station are in for a hell of a ride.

But first, let's have a look at the Pledge of Allegiance to the flag of Gahan's political patronage, as performed by our Bored of Works on September 3. Note again that "over time" as cited here by city engineer Larry Summers must be translated for ordinary citizens to understand:

"We didn't bother with this intersection for years on end until just recently, when instead of posting a pre-schooler to stand there, watch, and view the idiocy, we awarded an $80,000 contract for research to one of the mayor's donors."

Now, having waited years on end to do what was obvious all along, Gahan is showing his horses the whip.

The Green Mouse reports ...

---

I was walking down Main Street yesterday between 5th Street and Bank, when a semi-trailer as big as Gahan's ego flew past me on Main doing about 45 mph, reminding us that when the mayor threw all that money at the tall native weed medians where the rich folks live, there wasn't any money left to actually take a stab at slowing traffic elsewhere.

There was a commotion. Cones started going down on Bank Street, and then surveyors, Duke Energy people, Larry Summers and Mickey Thompson from the Street Department gathered.

A very harried looking man arrived and introduced himself as the foreman on the project and proceeded to outline what was about to happen to merchants in Underground Station and facing Main. 

Starting Monday the 16th, Bank Street on the south side of Main will be shut down and dug down to the depth of two feet. The entire intersection of Main and Bank will be milled as all the new light and anchor-festooned crosswalk infrastructure goes in. 

The foreman seemed to be in a blind panic. He said the Bank/Main project had been labeled "emergency" election year status and therefore would be fast tracked, adding that the amount of work they have to get done would typically require three months -- ah, but Deaf Gahan has demanded that work be completed in 27 days. 

Gahan's insistent it be finished before Harvest Homecoming even though this foreman admitted he had never had a project this size proceed that quickly and didn't know how they were going to get it done

I offered him a loaded Rice Krispies Treat and some Kool-Aid, and this seemed to calm him. Subsequently it transpired that yet again, the city hadn't bothered dispensing information to stakeholders, perhaps because of the election-year emergency. 

For instance Dr. Gradel at StoneWater Acupuncture & Chiropractic, whose office already is barely accessible due to the Reisz Mahal nonsense, had not been informed of what was going to happen. I watched as she chased down Thompson to ask for temporary loading zone signage in the hopes that her clients, who are coming to her for medical care, MIGHT be able to actually get to her office.

One of the merchants texted their landlord to ask if anyone from the city had contacted him, but he hadn't heard anything from them and only just saw the newspaper article.

The Underground Station courtyard will be restricted in terms of accessibility, and customers will have to park in the back and then hoof it around to Pearl Street and up to get to any of the Main Street businesses.

Is Gahan ever going to allow New Albany merchants to transact business in peace? It just goes to show that people who've never run a business themselves have no idea what it's really like.

Right, Adam?

---

Slick Jeffie's wasteful masterpiece: $85,000 + $406,522 = the price for traffic lights at a downtown intersection where a four-way stop would work just fine.

GREEN MOUSE SAYS: Did Team Gahan really eject former mayor James Garner from its campaign kickoff love-in last Saturday?

Slick Jeffie's wasteful masterpiece: $85,000 + $406,522 = the price for traffic lights at a downtown intersection where a four-way stop would work just fine.

Ladies and gentlemen, give it up for the unquestioning, cursory coverage of the Tom May Gazette's Chris "Am I retired yet?" Morris.

Stop light coming to busy New Albany intersection

The New Albany Board of Public Works & Safety approved a bid from Ragle, Inc. Tuesday to install a light at the intersection of Bank and Main streets. Merchants in the area have been critical of the intersection for being too dangerous for both pedestrians and drivers. And with the new city hall expected to open in the next six months near the intersection will just add to the problem.

Ragle, Inc. was the only company to submit a bid for $406,522. The city's legal department will review the bid and give final approval and work will begin soon after. The bid also includes repaving the portion of Bank near the floodwall.

"We have looked at this extensively," city engineer Larry Summers said. "We feel like there is an immediate need."

One of the reasons why the intersection of Bank and Main has been so dangerous for so long is the city's refusal to address driver behavior on Main between State and 5th. Of course, having wasted every last penny of the state's perpetual maintenance endowment on the Main Street Beautification and High Weeds project, there's been no pile of cash for Team Gahan to pillage for piddling factors like safety.

This said, the intersection of Bank and Main could be easily calmed and regulated by the installation of a four-way stop, with a few stop signs and red flashers like the ones recently installed at the intersection of 13th and Elm -- itself a stupidly hazardous place that the city's "brain trust" insisted for years wasn't an issue, but finally became necessary to "fix" so that Greg Phipps could have something to campaign on.

Stop signs at the intersection of Bank and Main might cost a couple thousand dollars. So, how do we do it in Jeff Pay-to-PlayHan's Anchor City?

1. Ignore the problem for at least five years (see links below), and whenever  asked, about it, just push "play" as the city engineer makes another rote explanation of how it's utterly impossible to rectify -- right up until the moment when political expediency makes it absolutely critical to do RIGHT now, at whatever the cost.

2. Thus, with an election about to occur and a crescendo of dissatisfaction with five or more years of cowardly denial, it's time to select a frequent Gahan4Life campaign finance donor for yet another hocus-pocus $85k study -- in other words, post a minimum wage employee to stand there for a few hours and observe what any pre-schooler could plainly see with his or her own two eyes.

3. Award a $406,522 contract to install lights, anchor-seal-gizmo crosswalks and ubiquitous "Have a Good Gahan" yellow smiley faces, all the while doing absolutely nothing to calm traffic on any side of the intersection.

4. Have the same engineer who kept saying it was impossible to make fresh new gurgling sounds about the desperate need to rectify something he'd been commanded to ignore for five or more years, because after all, in New Gahania, Job One = Job Retention. Naturally we can't entirely blame the minions, who must bear the brunt of Gahan's incessant hypocrisy so that Dear Leader can reign forever.

5. At long last ProMedia assembles the area's pliant newspapers and television stations for the ceremonial motorized convoy, traveling a whole 30 yards between the shambolic delayed edifice of the $12 million Reisz Mahal and the brand new bells-and-whistles intersection, at a cost of only $491,522 instead of a few stop signs and flashing red lights.

As the ribbon is cut and contractors dump boots filled with cash into fish tanks, Adam Dickey is seen slouching in a doorway, tears gushing from his eyes, his poor hankie dripping with snot, owing to his good fortune in being alive to serve Deaf Gahan's every need.

A poem about love comes to Dickey's mind.

Two men are joined as one in you:
One seems cold and hard,
One who achieves his goals.
Another is tender and kind,
He forgets not even the poorest.
He feels for the least of us.

Two streams owe their strength to you.
You are the sap rising from each root,
The seed that gives them birth —
A new spirit rose from you,
That forged us together as a city-state
And dwells in us forever!

Hmm. Dude's no better of a poet than a party chairman, is he?

---

Previously at the only New Albany blog that really matters:

October 22, 2014
Which downtown New Albany intersections are the very worst for walkers?

October 29, 2017
Main Street intersections at Bank and 4th are hazardous for pedestrians. Where's City Hall, apart from a state of denial?

April 2, 2019
Institutional cowardice might explain why the Board of Works has routinely ignored complaints about the dangerous intersection of Main and Bank Streets ... since at least 2015.

June 27, 2019
ASK THE BORED: BOW says it might do what it said it couldn't, but only after a Gahan campaign donor gets a fat no-bid contract for another $85k "study."

Sherman Minton Refusal: The two-way street grid stays as it is, jack, and if we're smart we'll double down on walkability.

In about a year and a half, the city will face a very big challenge over a period of up to four years. The Sherman Minton Bridge repair regimen will be terribly disruptive, to say the least.

The saddest part of all this is the timing.

At precisely the point when we should be talking about improving Jeff Gahan's lacklustre, lowest-common-denominator approach to making New Albany's densest urban areas more walkable and bikeable, by sensibly slowing traffic and incrementally curbing the automobile imperialism that reigns hereabouts, instead we're about to spend the next five years talking about nothing except cars and the "right" of drivers to impose their wills on the cosmos.

Well, no. Not exactly. Already I've heard hints from the car-centric to the effect that the only way to cope with the coming disruptions is to "temporarily" re-revert downtown streets to one-way traffic -- you know, so drivers and get from one end of town to the other more quickly.

Nope.

Principled community leaders (and candidates in this fall's election) need to state cleatly that Gahan's street-grid baby steps -- while too laughably timid by half -- aren't negotiable. Furthermore, as yet stillborn efforts to slow traffic and make the historic city center safe for all users, not just the ones jangling their car keys, need to be revived, implemented and ratcheted up.

Sherman Minton Insanity does not change one important, fundamental fact, because the object remains to better utilize the potential of the city's density by making it a place people want to live, work and play, and not merely drive through.

Yes, outsiders need to be able to get to us. However, residents also need to "get it," and to understand that surrendering to the tyranny of the pass-through motorist constitutes failure, not success.

For the sake of the internal combustion engine, as utilizing an interstate highway bridge already over-used owing to toll evasion, New Albany might well become road kill.

Last evening I was called to task for saying unkind things on the interwebz about INDOT, but the fact of the matter is that INDOT exists to serve the interests of the Sherman Minton as a high-speed, pass-through component of a larger car-centric transportation grid. INDOT cares little about collateral damage in New Albany, a city standing to benefit mightily from low-speed, stay-a-while use.

Happily, much of what has come out of last evening's meeting indicates a shared determination for New Albany businesses to unify and begin (at long last) thinking collectively about the need to "sell" the outside world on New Albany. We're facing a potentially existential threat, and unity is the best way to prepare for it.

It would be nice to hear City Hall's take on this matter -- BEFORE the election.

"Getting people out of cars and rebuilding our main streets is not going to be easy, and cannot be oversimplified."

I appreciate the author's candor in this short but unsparing look at the realities of striving toward walkability. The bullet points in the excerpt ideally would be grasped by all local candidates for office; I wouldn't expect them all to agree, although it would be nice to think they'd at least been exposed to them.

Is there a "fundamental logic of walkability"? by Lloyd Alter (Treehugger)

 ... It is so complex, building a walkable city that works.

• We need higher average densities to have enough people to actually support small shops.
• We need a fairer tax structure that doesn't shift so much of property tax burden onto the commercial sector, making Main Street stores so expensive.
• We need better pedestrian infrastructure so that people in wheelchairs, with buggies and with strollers can actually all get down the street.
• We need to stop the subsidies on highways and fuel that support the suburban big box economic models.
• We have to charge car owners the true economic costs of maintaining the roads, police, ambulances and parking because even when the store is less than a mile away, it is still often easier to drive. If the car is there, people are going to use it.

Then there will be some logic to walkability. Right now, for many, it makes more sense to drive.

An idea so good that it's doomed: Metro Louisville "should turn its golf courses into walkable neighborhoods."

We have all been here before.

Experts say golf is dying, and if so, expect the redevelopment vultures to circle New Albany Springs.

I think it's a great idea to repurpose golf courses into something remotely useful. Retain some of the green space, build living spaces, and make it walkable.

Golf scramble? Nah, but scrambled eggs and chorizo sound good to me right about now.

Streets for People: Metro should turn its golf courses into walkable neighborhoods, by Chris Glasser (Insider Louisville)

As Insider Louisville’s Joe Sonka reported last week, Mayor Greg Fischer’s 2020 budget calls for the closing of up to four of the city’s 10 public golf courses. Reports indicate that only three of the courses are operating at a profit, with the courses showing an overall operating loss of $700,000.

With the golf courses on the chopping block, the question has become what to do with them?

The most straightforward approach, potentially, would be to find a private company to run them. Councilman Brandon Coan has floated another idea for the course in his district: donating Cherokee Golf Course to the Olmsted Parks Conservancy.

Scott Martin, the former director of The Parklands at Floyds Fork and current director of River Heritage Conservancy, mused on Facebook that the Cherokee Golf Course would have been a great site for the Botanical Gardens project.

I would like to propose a quite different option: the city should repurpose some of these courses as mixed-use, mixed-income, walkable neighborhoods.

As has been observed in Metro Council hearings on the matter, golf as a sport is losing popularity, and courses across the country are closing because of it.

“Long term . . . I think we’re going to keep seeing a greater and greater amount of general funds being drawn into golf,” Metro’s budget director David Frockt said.

Put another way, this isn’t so much a Louisville budget problem or even, as some would like to make it, a government mismanagement problem; it’s a golf problem.

This reality makes closing some of the Metro Parks courses a fundamentally different kind of decision than that of closing the Metro Parks swimming pools ...

Neighborhood revitalization: "Our city streets should be designed as a platform for wealth creation, not to speed traffic along."

I've italicized two sections below. The first serves as post header and states broad goals.

The second indirectly points to the disconnect amid New Albany's faux leadership cadres, in that Jeff Speck's original outline for street grid reform in New Albany addressed walking and biking infrastructure to help connect nearby neighborhoods to downtown. These were precisely the bits stripped away by the forever car-centric Team Gahan, which did not fathom what Speck was saying and will gaze upon Marohn's words as tantamount to impenetrable Swahili.

It is unfortunate that elected officials like Greg Phipps sanctioned the gutting of Speck. Maybe Phipps should be reading Strong Towns.

So, You'd Like a Neighborhood Grocery Store..., by Charles Marohn (Strong Towns)

 ... So, what would it take to make a grocery store viable in this location? If we wanted that to happen, what would it take? As with all complex systems, the answer to that question prompts an endless succession of questions, but let’s follow a couple because they illustrate how much power we have at the local level.

First, to be viable, a neighborhood grocery would need plenty of patrons. There are thousands of people living within a few blocks of this location, but I suspect that few would get their groceries here. Most would get in their car and, once driving, travel the extra mile to the big box store. So, to convert enough residents of the neighborhood into patrons, we’d need to get more people out of their cars and get them walking.

There’s a push/pull strategy to making this shift. The push is that we need to stop equating local mobility with economic development. In short, while it needs to be easy to get to the next regional center on a road, it doesn’t need to be quick and easy to take city streets to get to the edge of town. Our city streets should be designed as a platform for wealth creation, not to speed traffic along.

This push would also help with the pull strategy of making it easier to walk. Right now, we have a working definition for “walkable” as “able to be walked.” If one can physically walk from one place to another, we tend to consider that walkable, despite the relative safety, comfort or utility of the walk. If we want a grocery here to be viable, we must have a deeper commitment to walkability.

In his book, The Walkable City, architect and planner Jeff Speck explains that great streets have four essential elements. Great streets are useful, safe, comfortable and interesting.

Useful. There must be places to go that are worth going to.
Safe. People need to feel safe visiting the street.
Comfortable. Time spent in the street needs to be pleasant and enjoyable.
Interesting. The street can't be monotonous but instead needs to have some life to it.

Going to the grocery would make the walk useful, but going to an accountant’s office, a coffee shop, a bakery and then the grocery would make it even more useful. A grocery store in isolation might be a pull, but a grocery has a better change of thriving within an ecosystem of other enterprises. Converting the parking lots to other neighborhood-scaled businesses, and inviting more in throughout the neighborhood, would not only improve the tax base at little cost, it would go a long way towards creating that ecosystem.

Slowing traffic on our streets and shifting our emphasis from traffic flow to wealth creation would not only cost less, it would make walking safer and—in time—even comfortable. Not allowing more surface lots—especially when on street parking is barely used—would also help a lot, eventually making a walk interesting as well. The more people that walk, the more inviting walking will become, a self-reinforcing feedback loop.

If we really want to accelerate things, we need more people living in the neighborhood. Today, the neighborhood experiences stagnation and—along Kingwood—even decline. That makes investment more of the slum-lord version than the “convert a single-family home to a duplex” version. To make the latter a reality, we not only need to update our codes, we need underlying land values—the driver of positive redevelopment—to gradually increase.

What would make the land in this neighborhood gradually increase in value? One obvious answer is to improve the experience of living in the neighborhood and to do it in a way that gives the neighborhood some kind of exclusivity not available to the edge of town. For example, improvements to the neighborhood park add to the quality of life, but expanding parking in the park —converting greenspace to asphalt—shifts the value of those improvements from the neighborhood to the region, diluting that value in the process.

Another example would be to not build a multi-million-dollar parking ramp in the downtown but to instead focus on improving walkability between the neighborhood and the downtown. Game-changing walkability improvements can be done for pennies on the dollar compared to the cost of a ramp. Without an excess supply of parking, and with easy walking access, the land within ten blocks of downtown is going to become dramatically more valuable simply because of its exclusivity.

I could go on here and iterate like this for a long time, but there is one overriding insight that should be obvious by now: The more this neighborhood—and the more this city—evolves to function like it did prior to the Suburban Experiment, the more successful it will be ...

Not in New Albany, but "In Car-Choked Brussels, the Pedestrians Are Winning."

The obvious reaction: If pro-pedestrian reforms are the winning strategy for a big city of 2.2 million residents (and countless visitors), then what's the difference between this and a small city of 37,000?

Shouldn't it be easier in the smaller unit?

In Car-Choked Brussels, the Pedestrians Are Winning, by Feargus O'Sullivan (CityLab)

The Belgian capital is one of the most congested in Europe. But an ambitious suite of street makeovers is pushing traffic outside the central city.

Right now, there can be an almost eerie calm to some sections of central Brussels. Take an evening stroll down down Boulevard Anspach, the broad avenue that forms the Belgian capital’s spine, and you may find the roadway empty, its limestone and wrought-iron facades echoing the footsteps of a rare passer-by on the sidewalk.

This uncanny silence in the heart of a blaring metro area of 2.2 million residents—known as one of Europe’s most notoriously congested capitals—is no accident. Right now the Brussels Capital Region is slowly drawing towards completing one of the most ambitious pro-pedestrian makeovers yet seen this century. Carried out on a scale only Madrid can really compete with, Brussels is systematically banishing anything but emergency and delivery vehicles from a large network of streets and squares that are not just central, but axial ...

Three years later, it's still the essay Jeff Gahan doesn't want you to read: "Want Community? Build Walkability."

Originally published on February 4, 2016. There's a compelling argument to be made that by doing as little as humanly possible to broaden the two-way mandate beyond the simplest of directional changes, Gahan has made the streets worse for walkers and cyclists. But, as we know, making a more walkable and bikeable city wasn't ever the incurably car-centric mayor's plan, anyway. 

I've said it for years, and will continue to say it.

If Jeff Gahan has any intention of implementing street grid reform, as he continues to hint privately and evade publicly, his base instinct will be to "sell" the idea of street grid reform to the public on the basis of cars alone.

He'll say, "It's all about traffic safety."

When Gahan has bothered referring to the Jeff Speck study -- and this has been very seldom -- he has studiously avoided referring to the concept of walkability, which after all is Speck's entire rationale, a variation of which appears on almost every one of the study's pages.

To Gahan, the fact that he cannot comprehend walkability himself implies that no one else can, either. Suburbanites are like that, aren't they? If Gahan somehow does get it, better late than never. The mayor might still manage to make something positive from the muck he has created through his silence and timidity. He needs to come out from hiding, say aloud what's true, and lead the city.

The point Gahan needs to make is eloquently stated in this essay:

Changes are needed. We need to fix our zoning codes to enable traditional mixed-use neighborhoods. We need to challenge our transportation policies and stop prioritizing car travel over all other modes. And we need to eliminate the regulatory obstacles that make it difficult to obtain financing for renovation or construction of small, mixed-use buildings in walkable neighborhoods.

Cities evolve. We create our future one building at a time. So there's no time like the present to start building -- and rebuilding--places that are great for people and communities (again).

Does Jeff Gahan understand, or not?

Every day he waits, we lose ground to places like Jeffersonville. Too bad NA's civic spirit doesn't approximate its zeal in cheering for a basketball team.

Want Community? Build Walkability, by Sarah Kobos (Strong Towns)

Municipal zoning ordinances separated commercial uses from residential ones, and enshrined car-oriented design at the local level. Transportation engineering standards transformed our city streets into high-speed stroads. Meanwhile, changes to lending practices and federal mortgage insurance regulations made it easy and cheap to get a loan on a single-family home in the suburbs, while making it significantly harder to finance mixed-use buildings in the urban core.

We pay for these mistakes with our bodies, as decades of car-centric design have transformed us from active humans into motorists reliant on machines for movement. But our communities also pay a price, as people who drive are more isolated and detached from the cities they call home.

I don’t mean to knock people who drive. (I live in a city where driving is often the only practical choice.) I simply mean that when you walk or bike, you experience your hometown in a much more intimate way.

Today's lesson for Councilman Aebersold: "A street is the framework upon which we build places. It’s not about speed. It’s not about 'getting there.' "

From May, 2017. Given incumbent at-large councilman Aebersold's propensity to mistake streets for roads, this would be a FINE OPPORTUNITY for one of his Democratic challengers to cite some facts (as below) and compel Aebersold to eat his words, especially as it pertains to Tricky Dickey's trio of the chosen, Sam Charbonneau, Jason Applegate, Chris Fitzgerald -- anyone got a pulse when it comes to street sense? Thank you.

Over and over again, these notices pop up.

For the most part, driving on the surface streets of Vancouver is easy but walking or biking around the city is often another matter entirely. In an effort to make Vancouver’s roads safe, convenient and more comfortable to a broader array of users, the city is in the works of adopting a Complete Streets policy to guide future road development and upgrades.

Until ours is sensible, it won't be, and so I'll continue making the point.

WHAT IS THE PURPOSE OF A CITY STREET?, by Sarah Kobos (Smart Growth Tulsa)

IF YOU SAID, “TO MOVE CARS FROM POINT A TO POINT B IN THE LEAST AMOUNT OF TIME,” YOU ARE NOT ALONE.

What is the purpose of a city street?

It’s not something that most of us think about very much.

If you said, “to move cars from point A to point B in the least amount of time,” you are not alone. Heck, you may even be a city traffic engineer. Especially in car-oriented places like Tulsa, city streets tend to be seen as a conveyance, allowing us—as long as we have a car—to get where we need to go.

Having attended the national Strong Towns Summit in Tulsa a few weeks ago, I can’t stop thinking about a different definition of city streets.

Why? Because our future depends on it.

To better understand what I’m talking about, we need to clarify the difference between a street and a road.

Think about a road as a way to get from place to place. It should be fast and convenient, maximizing efficiency and helping you reach your destination in a timely manner. Notice how the definition of a road includes the idea of a “place.” A road connects places.

A street is not a road. A street is the framework upon which we build places. It’s not about speed. It’s not about “getting there.” If you’re in a place, you’re already there. Thus, it’s imperative that streets serve the people in a place, not the cars speeding through it. And because places generate jobs and taxes and opportunity, we should start thinking of streets not as conveyances, but as a platform for building wealth.

SNIP to the conclusion.

By focusing our energies on older places that are inherently walkable and already served by existing infrastructure, we can increase quality of life along with tax revenues while building great places people love.