Wednesday, November 5, 2008

New Media Brought Change to Politics as Usual


The 2008 race for the White House that comes to an end on Tuesday fundamentally upended the way presidential campaigns are fought in this country, a legacy that has almost been lost with all the attention being paid to the battle between Senators John McCain and Barack Obama.

It has rewritten the rules on how to reach voters, raise money, organize supporters, manage the news media, track and mold public opinion, and wage — and withstand — political attacks, including many carried by blogs that did not exist four years ago. It has challenged the consensus view of the American electoral battleground, suggesting that Democrats can at a minimum be competitive in states and regions that had long been Republican strongholds.

The size and makeup of the electorate could be changed because of efforts by Democrats to register and turn out new black, Hispanic and young voters. This shift may have long-lasting ramifications for what the parties do to build enduring coalitions, especially if intensive and technologically-driven voter turnout programs succeed in getting more people to the polls. Mr. McCain’s advisers expect a record-shattering turnout of 130 million people, many being brought into the political process for the first time.

“I think we’ll be analyzing this election for years as a seminal, transformative race,” said Mark McKinnon, a senior adviser to President Bush’s campaigns in 2000 and 2004. “The year campaigns leveraged the Internet in ways never imagined. The year we went to warp speed. The year the paradigm got turned upside down and truly became bottom up instead of top down.”

To a considerable extent, Republicans and Democrats say, this is a result of the way that the Obama campaign sought to understand and harness the Internet (and other forms of so-called new media) to organize supporters and to reach voters who no longer rely primarily on information from newspapers and television. The platforms included YouTube, which did not exist in 2004, and the cellphonetext messages that the campaign was sending out to supporters on Monday to remind them to vote.

“We did some very innovative things on the data side, and we did some Internet,” said Sara Taylor, who was the White House political director during Mr. Bush’s re-election campaign. “But only 40 percent of the country had broadband back then. You now have people who don’t have home telephones anymore. And Obama has done a tremendous job of waging a campaign through the new media challenge.

“I don’t know about you, but I see an Obama Internet ad every day. And I have for six months.”

Even more crucial to the way this campaign has transformed politics has been Mr. Obama’s success at using the Internet to build a huge network of contributors that permitted him to raise enough money — after declining to participate in the public financing system — to expand the map and compete in traditionally Republican states.

No matter who wins the election, Republicans and Democrats say, Mr. Obama’s efforts in places like Indiana, North Carolina and Virginia — organizing and advertising to voters who previously had little exposure to Democratic ideas and candidates — will force future candidates to think differently.

“The great impact that this election will have for the future is that it killed public financing for all time,” said Mr. McCain’s chief campaign strategist, Steve Schmidt. “That means the next Republican presidential campaign, hopefully a re-election for John McCain, will need to be a billion-dollar affair to challenge what the Democrats have accomplished with the use of the Internet and viral marketing to communicate and raise money.”

“It was a profound leap forward technologically,” Mr. Schmidt added. “Republicans will have to figure out how to compete with this in order to become competitive again at a national level and in House and Senate races.”

This transformation did not happen this year alone. In 2000, Mr. Bush’s campaign, lead by Karl Rove and Ken Mehlman, pioneered the use of microtargeting to find and appeal to potential new supporters. In 2004, the presidential campaign of Howard Dean was widely credited with being the first to see the potential power of the Internet to raise money and sign up volunteers, a platform that Mr. Obama tremendously expanded.

“They were Apollo 11, and we were the Wright Brothers,” said Joe Trippi, the manager of Mr. Dean’s campaign.

Terry Nelson, who was the political director of the Bush campaign in 2004, said that the evolution was challenging campaign operatives who worked for every presidential campaign, and would continue in 2012 and beyond.

“We are in the midst of a fundamental transformation of how campaigns are run,” Mr. Nelson said. “And it’s not over yet.”

The changes go beyond what Mr. Obama did and reflect a cultural shift in voters, producing an audience that is at once better informed, more skeptical and, from reading blogs, sometimes trafficking in rumors or suspect information. As a result, this new electorate tends to be more questioning of what it is told by campaigns and often uses the Web to do its own fact-checking.

“You do focus groups and people say, ‘I saw that ad and I went to this Web site to check it,’ ” said David Plouffe, the Obama campaign manager. “They are policing the campaigns.”

Mr. Schmidt said the speed and diversity of the news cycle had broken down the traditional way that voters received information and had given campaigns opportunities, and challenges, in trying to manage the news.

“The news cycle is hyperaccelerated and driven by new players on the landscape, like Politico and Huffington Post, which cause competition for organizations like The A.P. where there is a high premium on being first,” he said. “This hyperaccelerates a cable-news cycle driven to conflict and drama and trivia.”

Among the biggest changes this year is the intense new interest in politics, reflected in jumps in voters registration, early voting and attendance at Mr. Obama’s rallies. To no small extent, that is a reflection on the unusual interest stirred by his campaign. Thus, it is hardly clear that a future candidate who appropriated all the innovations that Mr. Obama and his campaign tried would necessarily have the same success as Mr. Obama.

“Without the candidate who excites people,” Mr. Plouffe said, “you can have the greatest strategy and machinery and it won’t matter.”

Mr. Trippi, who worked for one of Mr. Obama’s rivals in the Democratic primary, former Senator John Edwards, said: “It has all come together for one guy, Barack Obama. But now that it’s happened, it’s a permanent change.”



http://www.nytimes.com/2008/11/04/us/politics/04memo.html?bl&ex=1226034000&en=ed50bf72c5e6eaea&ei=5087%0A

Monday, November 3, 2008

Girl, 11, killed in crash outside Glendale middle school

Girl, 11, killed in crash outside Glendale middle school

Glendale memorial
Anne Cusack / Los Angeles Times
Lia Catarinicchia, left, and Margaret Hall grieve at a memorial for Meri Nalbandyan, 11, a sixth-grader at Eleanor J. Toll Middle School in Glendale, who was killed by a sport utility vehicle in the crosswalk in front of school. Catarinicchia has a senior at nearby Hoover High and Hall is a PTA mother at Toll.
Meri Nalbandyan was hit in crosswalk in front of Eleanor J. Toll Middle School. Glendale police say a driver dropping off her child was looking in the wrong direction.
It's every parent's nightmare," said one mother still shaken by the sight of 11-year-old Meri Nalbandyan lying dead on the street outside Eleanor J. Toll Middle School. "What if it were my child? I'd go crazy."

Questions came more easily than answers -- even to the police investigating the driver, a mother who had just dropped off her own child.

"How come the student didn't stop or get out of the way or see the car coming," asked Glendale Police Sgt. Tom Lorenz. "As fate would have it, she too was looking in the wrong direction."

Through a cousin, Meri's parents said they were devastated.

Her mother, Lilit, dropped Meri off at school moments before the accident. She called her daughter "an angel."

Meri's father, Grigor, has returned repeatedly to the crosswalk where the eldest of the family's two daughters lighted candles and lay flowers.

"When we remember Meri, we envision a bright, luminous smile covering her face. She was the embodiment of innocence and purity for us. Now we drown in tears of sorrow," her family said in a statement.

Inside the foyer of the school, Meri's classmates -- some in tears -- scribbled notes on a large, pink poster.

"Dear Meri, you are and always will be my best friend," one girl wrote. "We ♥ u so much. I hope you are watching us in heaven!"

The first poster was already so full by midmorning that another blank board had to be added.

Principal Paula Nelson said Meri's death was a reminder to parents "to slow down, leave 15 minutes earlier and stop."

She said parents should "be defensive drivers and tell their children to be defensive walkers."

After Meri was hit about 8 a.m. by a sport utility vehicle, she was taken to Glendale Adventist Hospital, where she was pronounced dead.

A number of children witnessed the accident, but Nelson said she wasn't sure how many.

She said more than 20 children have met with grief counselors.

All classes spent first period talking about the accident, with students sharing their thoughts. Sixth-graders wrote essays about Meri and drew pictures.

Nelson remembered how excited Meri was to be starting middle school and how enthusiastically she participated in lunchtime activities, such as balloon tosses.

"It was so devastating to me," the principal said. "She was a wonderful bright spot."

 
The crosswalk where Meri was killed is on Glenwood Road, between the middle school and Herbert Hoover High School, and near Mark Keppel Elementary School.

The Glendale Police Department, which is investigating the accident, said the 38-year-old driver of the SUV was looking away from the crosswalk and driving about 10 mph when she hit Meri.

The driver, who was extremely distressed when she realized what happened, has been cooperating with investigators and was not taken into custody, Lorenz said.

Meri was the third pedestrian killed this year in Glendale. Officials said they knew of no recent accidents at that particular crosswalk. But at least two other pedestrians have been injured by cars several blocks to the east and west on Glenwood Road since 1997, a statewide traffic database shows.

The city provides crossing guards for major intersections around schools, but there was no guard at Meri's crosswalk Wednesday because it is in the middle of the block, Lorenz said.

At the crosswalk Thursday morning, an extra crossing guard helped manage traffic. Near the collection of flowers and candles that sprang up as a memorial, a cluster of parents spoke with concern about the erratic way some parents drive down Glenwood.

Debbie Miller said her two daughters, who are in the fourth and sixth grades, were so frightened by the incident that they spent the night in her bed.

She said parents often double-park as they let their children out in the street, and she often sees drivers impatiently zoom around stopped cars.

"They cause a lot of problems," she said. "I'm . . . surprised it didn't come up earlier."

Some students left notes in crayon or hastily written poems at the memorial. A teacher who had rushed to Meri to try to stop the bleeding taped a card emblazoned with a lion to the memorial:

"Hi Meri, you don't know me but I'm the teacher from Hoover High that tried to help you at the accident. I tried really hard to save you. I wish you peace and your family comfort at this time."

Sunday, November 2, 2008

Beyond the automobile: The road to sustainability has lanes for more than just cars

Transportation is the linchpin of sustainability. Fix the transportation system, and almost every other aspect of the city's ecological health improves: public health, conservation of resources, climate change, economics, and maintaining our culture and sense of community.

The region's unsustainable transportation system is the biggest cause of global warming (more than half the Bay Area's greenhouse gas emissions come from vehicles) and one of the biggest recipients of taxpayer money. And right now, most of those public funds are going to expand and maintain freeway systems, a priority that exacerbates our problems and delays the inevitable day of reckoning.

It's going to have to change — and we can do it the easy way or the hard way.


"We'll get to a more sustainable transportation system. The question is, are we going to be smart enough to make quality of life for people high within that sustainable transportation system?" said Dave Snyder, who revived the San Francisco Bicycle Coalition and founded Transportation for a Livable City (now known as Livable City) before becoming transportation policy director for the San Francisco Planning and Urban Research Association. "People will drive less, but will they have dignified alternatives? That's the question."

That notion — that transportation sustainability is inevitable, but that it'll be painful if we don't start now in a deliberate way — was shared by all 10 transportation experts recently interviewed by theGuardian. And most agreed that needed reform involves shifting resources away from the automobile infrastructure, which is already crowding out more sustainable options and will gobble up an even bigger piece of the pie in the future if we continue to expand it.

"Yeah, it'll be more sustainable, but will it be just? Will it be healthful? Will it be effective? Those are the questions," said Tom Radulovich, director of Livable City and an elected member of the BART Board of Directors. "You can't argue against geology. The planet is running out of oil. We're going to have a more sustainable transportation system in the future. That's a given. The question is, is it going to meet our other needs? Is it going to be what we need it to be?"

And the answer to all those questions is going to be no — as long as politicians choose to fund wasteful projects such as a fourth bore in the Caldecott Tunnel and transferring $4 billion from transit agencies to close California budget deficits accruing since 2000.

"Our leaders need to be putting our money when our collective mouth is and stop raiding these funds," Carli Paine, transportation program director for Transportation and Land Use Coalition, told us. "I'm hopeful, but I think we all need to do more."

TRANSIT AND BIKES

There is reason to be hopeful. With increased awareness of global warming and high gasoline prices, public transit ridership has increased significantly in the Bay Area. And one study indicates that the number of people bicycling in San Francisco has quadrupled in the last few years.

"Look at what's happening on the streets of San Francisco: you have biking practically doubling every year without any new bike infrastructure. I think the demand is out there. The question is, when is the political leadership going to catch up to demand?" Jean Fraser, who sits on the SPUR and SFBC boards and until recently ran the San Francisco Health Plan under Mayor Gavin Newsom, told us.

But the political leadership and federal transportation spending priorities are behind the times. Of the $835 million in federal funds administered by the Metropolitan Transportation Commission for the nine Bay Area counties in 2006-07, 51.4 percent went to maintain and expand state highways. Only 2.5 percent went for expansion of public transit, and 2.4 percent for bike and pedestrian projects. Overall, Paine said, about 80 percent of all transportation funding goes to facilities for automobiles, leaving all modes of transportation to fight for the rest.

"Historically we favor the automobile at the expense of all those other modes," Radulovich said at a forum of experts assembled by the Guardian (a recording of the discussion is available at sfbg.com). "It's been given primacy, and I think everyone around this table is saying, in one way or another, that we need a more balanced approach. We need a more sustainable, sensible, and just way of allocating space on our roads."

Yet the Bay Area is now locking in those wasteful patterns of the past with plans for about $6 billion in highway expansions, which means the MTC will have to spend even more every year keeping those roads in shape. Highway maintenance is the biggest line item in the MTC budget, at $275 million.

"We can't pay for what we have now — to maintain it, repair it, seismically retrofit it — so why we're building more is kind of beyond me," Radulovich said. "We continue to invest in the wrong things."

The experts also question big-ticket transit items such as the Central Subway project, a 1.7-mile link from SoMa to Chinatown that will cost an estimated $1.4 billion to build and about $4 million per year to run.

"There are 300 small capital projects we need to see," Snyder said. "That's really the answer. The idea of a few big capital projects as the answer to our problems is our problem. What we really need are 100 new bike lanes. We need 500 new bus bulbs. We need 300 new buses. It's not the big sexy project, but 300 small projects."

The most cost-efficient, environmentally effective transportation projects, according to renowned urban design thinkers such as Jan Gehl from Denmark, are those that encourage walking or riding a bike.

"I think Jan Gehl put it best, which is to say a city that is sweet to pedestrians and sweet to bicyclists is going to be a sustainable city," Fraser said. "So I think focusing on those two particular modes of transportation meets the other goals of the financial viability because they're the cheapest ways to get people around — and the healthiest ways — which I submit is one of the other criteria for sustainable transportation.... And it helps with the social justice and social connections."

IT'S GOOD FOR YOU

In fact, transportation sustainability has far-reaching implications for communities such as San Francisco.

"I think of sustainability in two ways," Fraser said. "The first is sustainability for the environment. And since I have a background in health care, I think of a sustainable transportation system as one that's actually healthy for us. In the past at least 50 years, we've actually engineered any kind of active transportation — walking to work or to school, biking to school — out of our cities."

But it can be engineered back into the system with land use policies that encourage more density around transit corridors and economic policies that promote the creation of neighborhood-serving commercial development.

"If my day-to-day needs can be met by walking, I don't put pressure on the transportation system," Manish Champsee, a Mission District resident who heads the group Walk SF, told us.

The transportation system can either promote that sense of community or it can detract from it. Champsee said San Francisco needs more traffic-calming measures, citing the 32 pedestrian deaths in San Francisco last year.

Almost a third as many people are killed in car accidents as die from homicides in San Francisco — but murder gets more resources and attention.

"There's a real sense in the neighborhoods that the roadways and streetscapes are not part of the neighborhood, they're not even what links one neighborhood to another. They're sort of this other system that cuts through neighborhoods," said Gillian Gillette of the group CC Puede, which promotes safety improvements on Cesar Chavez Street.

Radulovich notes that streets are social spaces and that decisions about how to use public spaces are critical to achieving sustainability.

"A sustainable transportation system is one that allows you to connect to other people," he said. "Cities have always thrived on connections between humans, and I think some of the transportation choices we've made, with reliance on the automobile, have begun to sever a lot of human connections. So you've got to think about whether it's socially sustainable. Also economically sustainable, or fiscally sustainable, because we just can't pay for what we have."

So then what do we do? The first step will take place next year when Congress is scheduled to reauthorize federal transportation spending and policies, presenting an opportunity that only comes once every four years. Transportation advocates from around the country are already gearing up for the fight.

"We've built out the freeways. They're connecting the cities — they're pretty much done. So what do we need to do to make streets more vibrant and have more space for people and not just automobiles?" asked Jeff Wood, program associate for the nonprofit group Reconnecting America and the Center for Transit-Oriented Development.

Then, once communities such as San Francisco have more money and more flexibility on how to spend it, they can get to work on the other sustainability needs. "The key component is having all the transportation systems fully linked," Paine said. That means coordinating the Bay Area's 26 transit agencies; expanding on the new TransLink system to make buying tickets cheaper and easier; funding missing links such as connecting Caltrain from its terminus at King and Fourth streets to the new Transbay Terminal; and timing transfers so passengers aren't wasting time waiting for connections.

And the one big-ticket transportation project supported by all the experts we consulted is high-speed rail, which goes before voters Nov. 4 as Proposition 1A. Not only is the project essential for facilitating trips between San Francisco and Los Angeles, it takes riders to the very core of the cities without their having to use roadways.

Paine also notes that the bond measure provides $995 million for regional rail improvements, with much of that going to the Bay Area. And that's just the beginning of the resources that could be made available simply by flipping our transportation priorities and recognizing that the system needs to better accommodate all modes of getting around.

At the roundtable, I asked the group how much a reduction in automobile traffic we need to see in San Francisco 20 years from now to become sustainable — with safe streets for cyclists and pedestrians, free-flowing public transit, and vibrant public spaces.


With Free Bikes, Challenging Car Culture on Campus

BIDDEFORD, Me. — When Kylie Galliani started at the University of New England in August, she was given a key to her dorm, a class schedule and something more unusual: a $480 bicycle.

The University of New England

Bicycles to be given to freshmen at the University of New England in Biddeford, Me.

The University of New England

The University of New England bikes are personalized. Free or subsidized bike programs at colleges have had mixed success.

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“I was like, ‘A free bike, no catch?’ ” Ms. Galliani, 17, a freshman from Fort Bragg, Calif., asked. “It’s really an ideal way to get around the campus.”

University administrators and students nationwide are increasingly feeling that way too.

The University of New England and Ripon College in Wisconsin are giving free bikes to freshmen who promise to leave their cars at home. Other colleges are setting up free bike sharing or rental programs, and some universities are partnering with bike shops to offer discounts on purchases.

The goal, college and university officials said, is to ease critical shortages of parking and to change the car culture that clogs campus roadways and erodes the community feel that comes with walking or biking around campus.

“We’re seeing an explosion in bike activity,” said Julian Dautremont-Smith, associate director of the Association for the Advancement of Sustainability in Higher Education, a nonprofit association of colleges and universities. “It seems like every week we hear about a new bike sharing or bike rental program.”

While many new bike programs are starting up, some are shutting down because of problems with theft and vandalism. The program at St. Mary’s College in Maryland was suspended because bikes were being vandalized.

“Ours was one that was totally based on voluntary taking care of the bike,” said Chip Jackson, a spokesman for St. Mary’s, “and I guess that was maybe a tad unwise. So the next generation of this idea will have a few more checks and balances.”

At Ripon, and the University of New England, officials say that giving students a bike of their own might encourage them to be more responsible. Ripon’s president, David C. Joyce, a competitive mountain biker, said the free bike idea came in a meeting about how to reduce cars on campus.

The college committed $50,000 to the program and plans to continue it with next year’s freshmen. Some 200 Trek mountain bikes, helmets and locks were bought, and about 180 freshmen signed up for the program. “We did it as a means of reducing the need for parking,” Dr. Joyce said, “but as we looked at it from the standpoint of fitness, health and sustainability, we realized we have the opportunity to create a change.”

The University of New England here in Biddeford had a similar problem — too many cars, not enough space and a desire to make the campus greener. So it copied the Ripon program, handing out 105 bikes in the first week of school. Because of the program, only 25 percent of freshmen brought cars with them this year, officials said, compared with 75 percent last year.

“We felt the campus could devolve to asphalt parking lots, and a lot of people didn’t want that to happen,” said Michael Daley, head of the university’s environmental council and a professor of economics.

The bikes are marked with each student’s name.

“I don’t have to fill it with gas, and it doesn’t hurt the environment,” said Kaitlyn Birwell, 18. “With a car, you need a parking permit, gas, and it breaks down. I’m a college student and don’t have the money for that.”

Michelle Provencal, 18, said she hopes her bike will help her avoid a dreaded side effect of being a college freshman. “Maybe instead of gaining the freshman 15 I’ll lose it,” Ms. Provencal said.

When Mercer University in Macon, Ga., asked for donations of old bikes, it received 60, which are being fixed up and painted orange and black, the university colors. Forty are available for weeklong rentals, and Mercer has organized mass rides to downtown Macon, about three miles away, to promote the program.

“A lot of students haven’t ridden a bike since middle school or even younger, but when they get back on it their faces light up,” said Allan J. Rene de Cotret, director of the program. “So why not leave your car parked where you live or back home with your parents and ride your bike around campus?”

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Emory University has partnered with Fuji Bikes and Bicycle South, a local bike shop, to provide 50 bikes that can be rented at no charge at six spots on campus. Students can also buy Fuji bikes at a discount and receive a free helmet, lock and lights from Emory.

Students, faculty and staff can go to a rental station, show their Emory ID and check out bikes. The program plans to add 70 more bikes and four checkout points in the next year. In addition, about 150 bikes have been sold through the partnership in the past year, said Jamie Smith, who runs the program, called Bike Emory.

“We like the idea of bolstering the cycling culture here,” Mr. Smith said, “and ultimately it supports alternative transportation.”

Bikes at some campuses were treated as toys rather than transportation. Others were difficult to maintain or were not used.

“The kids weren’t taking care of the bikes, leaving them wherever instead of parking them in the bike racks,” said John Wall, a spokesman for Juniata College in Huntingdon, Pa., which eliminated its two-year-old bike-sharing program this year. “The other problem was that the bikes weren’t the greatest to begin with. They were donated by Wal-Mart, and others were rehabbed. They had also been out in the weather. It just didn’t work out.”

The elements are a concern at other universities as well. More than 150 students at the University at Buffalo signed up for a city bike-sharing program that has drop-off points on campus, but it suspends service from November to April.

“It’s hard to maintain all the bikes during winter, and usage drops dramatically,” said Jim Simon, an associate environmental educator at Buffalo.

Here at the University of New England, officials wonder what will happen when snow starts falling, but they are looking toward bike-sharing programs in cities like Copenhagen and Montreal as proof that they can work in the cold.

St. Xavier University in Chicago this month is unveiling the first computer-driven bike sharing system on a college campus.

Students can wave their ID card over a docking port. The port is attached to a rubber tube, which can be used as a lock and opened by entering an access code. Students must enter the bike’s condition before it can be unlocked. The system is used in Europe, but with credit cards.

The first 15 minutes are free, and users pay 60 cents for each additional 15 minutes, or $2.40 per hour. All 925 resident students automatically become members through their ID cards. The system was intended to be environmentally friendly, with solar panels powering the ports.

A tracking system similar to G.P.S. will keep tabs on the bikes.

“You can’t throw it in Lake Michigan,” said Paul Matthews, the university’s vice president for facilities management, “because we’ll know if you throw it in Lake Michigan.”

Friday, October 31, 2008

Changing ways of commuters

Changing ways of commuters 
Colleges use rewards to entice students, staff to go green

UNION-TRIBUNE STAFF WRITER

October 31, 2008

Any student who has ever scoured a congested college parking lot for a spot – even a crummy one – minutes before class knows how agonizing the search can be.

Yet at San Diego Mesa College, car poolers are entitled to rock star parking. At San Diego City College, 33 choice parking spots soon will be reserved for hybrids and other high-fuel-efficiency vehicles.


NANCEE E. LEWIS / Union-Tribune
Kim De Wolff, 27, a graduate student at UCSD, sought bike parking on campus Wednesday. The university has floated incentives to students who choose not to drive.

NANCEE E. LEWIS / Union-Tribune
Katie Burrell, 19, who is studying sociology and psychology at UCSD, parked her bike on campus Wednesday.
As part of their efforts to go green, colleges across the country are rolling out programs to promote more eco-friendly commuting among students, staff and faculty. With fluctuating gas prices and all the talk about carbon footprints, students increasingingly are receptive to the idea.

“We're seeing programs where students get free bus passes. We've seen car-sharing programs, bike-sharing programs. Schools going to four-day weeks. Some schools will actually pay you not to drive to campus,” said Julian Dautremont-Smith, associate director of the Association for the Advancement of Sustainability in Higher Education in Lexington, Ky.

Stanford University pays students and employees up to $282 a year for not driving at all, or at least not driving alone. This fall, freshmen at Ripon College in Wisconsin who agreed to leave their cars at home received a free Trek mountain bike, helmet and lock worth about $450.

Also, new bike-sharing programs are popping up throughout the nation, replacing problematic older programs, Dautremont-Smith said.


NANCEE E. LEWIS / Union-Tribune
Jessica Wall (left) participates in UCSD's Pedal Club, which rewards bicyclists with 10 free days of car parking per year. Fellow student Toby Hammer rode behind.
“You'd put a bike anywhere, and anyone could take it,” he said. “Only, sometimes the bikes would end up in disrepair. Or they'd end up in a ditch or somewhere in a lake.”

Newer programs, such as Triton Bikes at University of California San Diego, involve more accountability. Students must show their driver's license and student ID to check out a free bike at stations around campus. The 120 or so bikes were previously abandoned on campus, refurbished and covered with yellow vinyl tape.

“They're not the prettiest, but we try to make them functional and identifiable,” said Rhett Miller, who's in charge of the program.

UCSD is trying a number of ways to discourage students and employees from driving.

For a Ditch Your Car Competition last spring, students who agreed not to drive to campus for a month received a month's worth of free alternative transportation, such as the train or bus – modes that are on the rise nationally.

Americans took more than 2.8 billion trips on public transportation in the second quarter of 2008, almost 140 million more than in the same period last year, according to the American Public Transportation Association. Nearly 11 percent of public transportation users are students, according to a May 2007 association report.

Last year, UCSD fine-tuned its free shuttle service to transport 1,000 more people with 10 fewer buses. In a few weeks, the service will include a special Greenline bus powered by biodiesel.

Meanwhile, UCSD's popular Pedal Club gives 10 free days of parking each quarter to students and others who commit to riding their bikes to campus most of the time.

Senior Jessica Wall joined last winter because it was cheaper and more environmentally friendly. She owns a car but uses it only at night or for long distances. Plus, a growing number of her friends bike.

“It's almost like peer pressure,” she said. “The more people that do it, the more you realize you can do it, too. You realize, 'I don't need to drive.' ”

Senior Michelle Kizner joined the Pedal Club about a year ago to get the free parking permit. She never used it.

“I'm a huge environmentalist,” she said. “(Driving) creates pollution, basically, and I can't know the impact and not do something about it.”


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As UCSD has added programs, campus officials have seen a gradual shift in commuting behavior. Transportation data show that single-occupant vehicle usage around campus dropped from 66 percent in 2001 to 49 percent in 2008.

The University of San Diego unveiled two Zipcars in September to discourage students and staffers from bringing their own cars on campus. Zipcar is a car-sharing service available on more than 100 college campuses nationally, including UCSD.

After paying a membership fee of $35 a year, students can rent a Zipcar for $9 an hour, said André Mallié, executive director of auxiliary services at USD. The cost of gas, insurance and parking is included.

Because parking is such an issue, many schools have leveraged their parking lots to reward environmentally conscious behavior. San Diego State University has 52 car pool spots in two faculty lots and subsidizes bus and trolley passes. California State University San Marcos has 80 prime car pool spaces for students and employees in the main lots. Permits for these spots have sold out in recent semesters.

“This year we sold out before the school year even started,” said Deb Schmidt, campus commuter coordinator at Cal State San Marcos.

Robert DeMartini, student government president at City College, supports the upcoming spots slated for fuel-efficient vehicles.

“It's more or less a stand to say we are environmentally sound and sensitive,” he said.

But, he added, it's a double-edged sword.

“Maybe not a lot of students can afford a hybrid, especially at a community college,” he said. “And would the most eco-friendly people be driving in the first place?”

A community college district spokeswoman said the spots also would be for faculty and staff and make up a small percentage of the 727 total spots in the parking structure.

As gas prices peaked nationally at $4.11 a gallon in July, a number of community colleges around the country began exploring ways to alleviate the burden for students.

Coastal Bend College, for example, shifted to a four-day instructional week on its Beeville, Texas, campus over the summer. The move was so popular that its three other campuses did the same this fall.

J. Sargeant Reynolds Community College in Richmond, Va., wanted to do more. So this semester, the school unveiled Fuel $mart Fridays. The program enables students to take all their classes on Fridays.

“We know our students are pushed for money for gas, and we had started discussing how we were going to remove barriers for students going back to school,” said Nannette Smith, associate vice president of academic affairs.

With a typical student commuting about 20 miles a day, the program can save them from driving 80 miles a week or 1,280 miles a semester, according to the college.