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

Century Rides in Califronia - Google Maps Mashup

Here is a link to an interesting bike mashup.....Century Rides in California

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

Pedal Power - San Francisco

Pedal Power

Imagine a bike-only street running west to east, from the Pacific to the Embarcadero. Now imagine another one running north-south in San Francisco. Supervisor Sophie Maxwell can.

She quietly raised the notion Monday at the end of a City Hall committee meeting and elaborated a bit more in a subsequent interview. "I think it would really open up our city to biking,'' she said.

Maxwell said that if she had a magic wand she would want to see a couple of streets be turned over to cyclists, free of vehicles, all day every day. But short of that, she'd be happy if a lane or two were set aside during the peak commute hours.

Maxwell, impressed with what she saw when the city temporarily shut down the waterfrontto cars and trucks for two Sundays this summer, said making it easier to commute on two wheels would be good for individuals' health and for the environment.

She said she has no plans at this time to turn her idea into legislation. So, too, would it be premature to convene a City Hall hearing on the idea. Instead, she hopes to meet with bike advocates and other interested parties to discuss the possibility, and will ask some of her volunteer staff to research the potential benefits and drawbacks. Leah Shahum, who heads the San Francisco Bicycle Coalition, lauded the notion of bike-only streets and said she is eager to work with Maxwell.

Pedal Power - n

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.