http://bostonreview.net/BR27.2/harcourt.html
http://www.theatlantic.com/politics/crime/windows.htm
A question was asked on the reported decrease in crime with the bus strike. McManus did not have a definite answer on the subject and said it was being studied.
One aspect that I think is important that I have not seen mentioned is, if there really was a decrease in crime in the region due to the bus strike, I would think it would be temporary. The long term implications for crime from stranding transit dependent people away from jobs and the larger society seem to me to be worse than any temporary decrease in crime.
Charlie Hales was a wonderful speaker, and for those who read this in time, I recommend seeing him speak tonight at the:
Midtown Greenway Coalition Annual Meeting 6:30p.m. � 8:30p.m. Patrick�s Cabaret 3010 Minnehaha Avenue South Minneapolis, MN 55406
Some highlights from his speech:
The Portland Oregon street car was built cheaply, at a cost of 50-60 million dollars (20 years ago) for a five mile line around the downtown. Someone in the audience mentioned that 100 million (I believe) had been spent in downtown Minneapolis just to relocate utilities for the Hiawatha line. The main reason the street cars can be built so cheaply is that they only require digging up 12 inches of roadway, so utilities do not need to be disturbed. Street car tracks share roadway with cars. Also, construction was conducted in (I belive it was 600) foot sections, requiring the streets in any one place to be disturbed for a maximum of 3 weeks. The cars are also not as big as LRT cars. In Portland at least, they can and do share some infrastructure with the heavier light rail lines.
The primary function of the street cars in downtown Portland was for "urban circulation" allowing increased mobility for downtown residents, and decreasing pressure for parking.
Experience with streetcars in Portland and other American cities has shown that they attract a broad range of riders, not just the "transit dependent" as busses tend to do.
He also pointed out the success in Portland (and the benefit for businesses) of attracting bright young people who are looking for an urban lifestyle. He mentioned that it is possible to sit a few feet from a street car line and sip a latte, while doing the same next to a diesel bus would not be very pleasant.
In response to a question, he dismissed as impractical proposals like "personal rapid transit" (promoted by council member Zimmerman) Such automated systems have to be elevated and are difficult to access from the street, and enhancing street life is one of the main aims of public transit. Elevated systems are unpleasant to be underneath, and have tended to destroy, rather than enhance street life. They have failed in cities like Detroit.
The question of cold weather was raised, and he said that while Portland had been unprepared for an unusually large snowfall of six inches last year, it is possible to prepare for snowfall and plow the tracks when necessary.
Finally, smoking. As I indicated in a previous post, I think outright bans (especially in bars) are unreasonable. The risk for non-smoking individuals coming into infrequent contact with second hand smoke in bars and music venues seems to me to be too low to justify the infringement of the rights of owners and patrons to do as they please. For long-term employees in such places, the risk is more serious. Why not require disclosure to employees of the risks they are facing in such an environment? Try increasing ventilation requirements. Require posting of signs to warn patrons of the risks they face from secondhand smoke while enjoying a night on the town.
Surely the politicians of this great progressive city and state can come up with something more innovative than an outright smoking ban.
Apologies for lumping so many topics into one post - I had a lot to say.
Mike Jensvold,
East Isles
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