U.S. Transportation Secretary Mary Peters said yesterday that due to declining gas tax revenues, the Highway Trust Fund would need to borrow money from its mass transit account to pay for road projects. Today's big news story was buried at the bottom of page A17 in the New York Times:

Gasoline tax revenue is falling so fast that the federal government may not be able to meet its commitments to states for road projects already under way, the secretary of transportation said Monday.

The secretary, Mary E. Peters, said the short-term solution would be for the Highway Trust Fund’s highway account to borrow money from the fund’s mass transit account, a step that would balance the accounts as highway travel declines and use of mass transit increases.

Meanwhile, America's historically underfunded transit systems are also struggling with rising fuel prices and record demand. No word yet on how taking money away from transit to pay for highways fits in to George W. Bush's plan to end America's oil addiction but maybe time for Americans to take a good, hard look in the mirror and ask ourselves what kind of nation do we want to be?

Author Tom Vanderbilt will be on Leonard Lopate at noon today, WNYC, 93.9 FM. Streetsbloggers will want to tune in.

Vanderbilt takes all of the geeky and arcane transportation studies that we love to bandy about here on Streetsblog -- induced demand, shared space, modal bias, you name it --  he puts them together in one place, filters through the traffic engineering and academic jargon, and the result is Traffic: Why We Drive the Way We Do (And What it Says About Us). It's a book that deepens our understanding of car culture, transportation policy and human pscychology and belongs on the shelf next to Holly Whyte, Vukan Vuchic, Robert Caro, Donald Shoup, Jan Gehl and that Contested Streets DVD that you still need to invite some friends over to watch with you.

From Lopate's web site:

Americans spend almost as much time driving as they do eating. Tom Vanderbilt, author of Traffic, explains why we drive the way we do – from road rage, to the psychology of traffic jams - and tells us what our driving habits reveal about us. 

Vanderbilt has already done Fresh Air with Terry Gross if you want to catch that as well.

Words fail when watching this clip of an NYPD officer forcibly knocking a Critical Mass rider to the pavement last Friday. The assault was caught on video by a bystander in Times Square. Compounding the injustice, reports Gothamist, is what happened next:

A representative for TIMES UP! tells us that the cyclist in this video was arrested, held for 26 hours, and charged with attempted assault and resisting arrest.

Mark Taylor, an attorney with the firm representing the cyclist, says he is hopeful the charges will be dropped in light of the video evidence. Asked whether the NYPD plans to go ahead with the charges, a department spokesman said the matter is being investigated. Since the video surfaced, the officer has been put on desk duty.

Transportation Alternatives has been measuring the effect of Williamsburg Walks, the car-free street event on Bedford Avenue, and look what they found:

Foot traffic on Bedford Avenue was 96% higher than the average Saturday, based on pedestrian counts. The number of children and seniors using the street also increased. And because so much more space was available for walking and sitting, the street felt open and uncongested.

The numbers come from pedestrian counts conducted on two Saturdays earlier this summer, which averaged 240 people per 15-minute span, compared to a count of 470 pedestrians during the same interval on the first day of Williamsburg Walks.

These figures should help ease any lingering anxiety that opening streets up to pedestrians won't be good for local businesses. And they bolster the argument that car-free events should not be graded on the appearance of "crowdedness." If Bedford Avenue seems less bustling than usual when cars are gone and twice as many people are present, imagine how hemmed in pedestrians must normally be, when cars are taking up the street.

Photo: Neighbors Allied for Good Growth

Remember the Alamo? That's the public sculpture (AKA "The Cube") located on a pedestrian island in the middle of Manhattan's Astor Place. It's a decent landmark for meeting up with a friend, but it always looks forlorn out there with lanes of traffic moving by on every side, a constant reminder that huge swaths of Astor Place and its environs can be reclaimed from vehicles and put to better use.

Astor Place was one of the first spots identified by the New York City Streets Renaissance as a potential Public Space Transformation project. Now that transformation seems within reach, as a plan to reshape the area into a pedestrian haven moves closer to fruition. If implemented, the changes could remake Astor Place into a space that binds together the East Village and the NYU district with pedestrian amenities rather than dividing them with traffic.

The Villager's Gabriel Zucker has the details:

Saturday's Times delved into the history of the MTA's mounting debt burden, which, along with rising fuel costs and plummeting revenues from the real estate transactions tax, has severely squeezed the authority's finances:

Debt payments are the system’s largest single cost after payroll, and by 2012 they will account for one of every five dollars the authority spends.

The problems facing the agency now are no surprise. Independent analysts and the agency’s own financial planners have warned of rising debt costs for years -- most loudly and urgently after a huge debt restructuring in 2000.

Called at the time the largest deal in the history of American municipal finance, the refinancing -- taking advantage of lower interest rates -- led to lower debt payments. The agency, facing political resistance to fare increases and new taxes, decided to sell new bonds to finance the system’s first major expansion since the 1930s. In a few short years, the debt burden it had amassed over nearly 20 years had doubled.

Last February, 22-year-old Asif Rahman was hit and killed by a truck while riding his bicycle on Queens Boulevard. Though the infamous "Boulevard of Death" is a lot safer than it used to be, it still produces far too many injuries and fatalities. Asif's family, Council member Jim Gennaro, and Transportation Alternatives held a press conference yesterday, covered by Streetfilms' Elizabeth Press, calling on New York City government to transform Queens Boulevard into a "complete street," with a physically-protected bike lane and safer pedestrian crossings. Queens Council Members John Liu and Eric Gioia also signed on to a letter urging Mayor Bloomberg to complete Queens Boulevard. 

Streetfilms newcomer Robin Urban Smith brings us this romp through a new play street in Jackson Heights. Located in a neighborhood with little access to park space, the 78th Street Play Street effectively extends Travers Park out past the curb every Sunday for 20 weeks.

Neighborhood groups Jackson Heights Green and Friends of Travers Park put a lot of time and effort into getting the play street off the ground. "This is the only play street I know of that's organized by grassroots groups," said Elena Madison, one of the volunteers behind it (the events are usually organized through the Police Athletic League).

This Sunday will be the third time 78th Street turns into a play street, with Williamsburg Walks and Montague Summer Space rounding out the weekend's car-free action.

The Times' Lede blog reported yesterday that Tory chief David Cameron had his bike nicked while he ducked in to a store to buy some groceries:

Someone swiped the bike of the British opposition leader, David Cameron, who happens to be a national advocate for parking that gas-guzzling automobile and pedaling instead. Mr. Cameron, the Conservative party chief, regularly commutes to work at the House of Commons by bicycle.

As the story filled with humble details goes, he stopped at a supermarket on his way home, to pick up some items for dinner, and left his mountain bike locked to a bollard, a short and stout barrier whose main purpose is to block vehicle traffic while letting pedestrians pass. Mr. Cameron would regret the decision minutes later.

Sloppy locking technique aside, what's news to me is that the leader of the UK's right-wing party is a bike commuter and advocate for switching modes. This is the first I'd heard that Cameron is cut from the same cloth as London Mayor Boris Johnson, another Tory and avid city cyclist. Turns out several Tory MPs like to ride to work too. In America, this would be like Bloomberg biking to work every day, Republican congressmen joining Earl Blumenauer on his commute to the Capitol, and John McCain championing cycling as transportation.

Of course, associating bikes with one side of the political spectrum or the other may be missing the point, as one MP told the BBC: 

"I have to say it is not an ideological crusade as far as I'm concerned. It is just a convenient way of getting about."

Photo of David Cameron pre-bike theft: Daily Mirror

The House of Representatives recently passed a bill that would provide emergency funding to local transit systems facing simultaneous increases in ridership and fuel costs. The legislation is now stalled in the Senate and the Bush Administration has expressed concern that "transit operators risk becoming permanently reliant upon this type of assistance." Meanwhile, when it comes to subsidizing Midwestern farmers, ethanol producers, and the operating costs of America's fleet of private motor vehicles... well, here's how Michael Daly of the Daily News summed it up in his column yesterday:

New York City has long sent the feds billions more in taxes each year than we get back in services. To give you an idea of one place the money goes, here is what the feds gave corn farmers to tend their fields in a two-year period: $36 billion.

Here is what we got to run the subway: 0

The feds have been reasonable when it comes to helping out with big projects like the new subway and train tunnels that never get done. But, we get not a penny toward the day-to-day cost of transporting 4 million straphangers.

I interviewed Larry Hanley a couple of weeks ago. He's the former Staten Island bus driver (famous for getting up in Rudy Giuliani's grill, among other things) who now serves as a Vice President of the Amalgamated Transit Union. Negotiating contracts across the Northeast, Hanley is seeing smaller transit systems in places like Lancaster, PA and Albany, NY struggling with increasing operating costs at a time when they are also experiencing record increases in ridership.

With New Yorkers facing a pair of fare hikes and a deteriorating transit system, Hanley is arguing that federal funding in mass transit is an investment in local economies, green jobs, the environment and national defense. "We've got a Saudi Arabia's worth of energy savings beneath the streets of New York City," Hanley said. "It's called the subway."

Photo: Crowded bus in Champaign-Urbana by Benchilada on Flickr.

It's always a bit of a mind-boggler when some statistics emerge showing how much oil the U.S. military consumes. From yesterday's Politico:

So, you think you've got the gas prices blues. Just consider Al Shaffer, the man in charge of drafting an energy strategy for the gas-­guzzling Pentagon.

With wars in Iraq and Afghanistan and troops spread around the world, the Department of Defense is the nation's biggest oil consumer, burning 395,000 barrels per day -- about as much as Greece.

DOT has unveiled plans for a Grand Street cycle track [PDF] that bear the fingerprints of Danish planner Jan Gehl. It would be Manhattan's first cross-town protected bike path.

Grand Street is narrower than Ninth Avenue, where the existing protected path runs. Whereas the Ninth Avenue cycle track uses signal timing to prevent conflicts between bikes and turning vehicles, the Grand Street plan uses what DOT is calling a "mixing zone," a space shared by cyclists and drivers at the approach to an intersection (shown above).

In an unusually thorough and bike-positive story about cycle tracks (headline: "Streets are on track for safer bike lanes"), Villager reporter Gabriel Zucker explains:

The narrow-street pilot on Grand St. lacks these special lights; instead, a 90-foot “mixing zone” where the bike lane merges with a right-turn bay will allow cyclists and motorists to negotiate the intersection themselves. The mixing zone, like the entire cycle track design, was copied from Copenhagen, Denmark. According to Josh Benson, New York City D.O.T. bicycle program coordinator, the zones have led to a steep decrease in intersection crashes in Copenhagen.

The Grand Street cycle track would run from Varick Street to Chrystie Street, making the lack of a protected path on Chrystie, a north-south route, look like an even bigger missed opportunity. As DOT creates a network-within-a-network of safer bike lanes, what's holding back protected paths? Community Board politics seem to be the determining factor. While the Grand Street path falls almost entirely within the boundaries of CB2, which recently approved an Eighth Avenue cycle track, Chrystie Street is the domain of CB3. Community Board votes are not binding, but they are seen as a proxy for public opinion.

CB2 voted on the Grand Street cycle track last night. A CB2 representative was not able to retrieve the results of the vote this morning.

Image: NYCDOT