______________________________________________________________________ DAS BOOT It's big. It's ugly. It looks invincible. But the Denver Boot is really a marshmallow by Jim Balderston ______________________________________________________________________ It's 25 ponds of cold-rolled, 11-gauge steel and it has a grip like a pit bull. It has inspired terror--the kind that makes people pay big money for relief from its clutches in every city it has invaded. Citizens of Los Angeles, Chicago, Boston, New York, New Orleans and countless other cities have fallen prey to its legendary ability to create extreme anxiety. It's the Boot. And it's coming to San Francisco in October. Just about the time the World Series starts, San Franciscans or out-of-town visitors with ten or more unpaid San Francisco parking tickets will face the prospect of finding their cars immobilized with this bright yellow monster. If the victims discover their booted fate before 11 pm, they can probably get the thing removed by paying off all their tickets (and a stiff fine) at a local police station (assuming they have the money). Later in the evening, the boot patrol will have gone home, and there will be nothing anyone can do to free a vehicle from its clutches until the next morning. When we learned of the impending arrival of the fearsome boot, we decided to find out for ourselves just how effective this ugly devic would be. We bought a boot, for $400, from the Palma Auto-Boot Company in Arlington, Virginia. We clamped it on a car and showed it to a few mechanically inclined individuals who have a passion for fighting creeping fascism wherever it rears its head (or boot). And guess what we found? The boot, the big, ugly scary auto-immobilizer, is really just a marshmallow It took our bootbusters no time at all to figure out how to dismantle and remove the boot, quickly and quietly, with nothing more than a few common tools that can be bought for less than $30 in any decent hardware store. Of course, busting a boot is illegal (unless you bought it yourself). And since the police will keep records of which cars got the boot, anyone attempting what the Palma Auto-Boot Company calls "unauthorized removal" could face an additional fine (for destruction of public property) and possibly criminal prosecution But unless the police catch the bootbuster in the act, they can't actually prove he or she did the dirty deed. In fact, we've alread heard reports that a few anarchist malcontents who oppose th imposition of the boot are going to begin removing the things at random, leaving ordinary boot victims free to plead honest ignorance of the entire situation. According to a story in the July 1984 Washington Weekly, police in the District of Columbia insist that the boots are rarely busted, and ca be removed only with the proper keys or with "heavy equipment." But our sources in Washington tell us they have taken off dozens of boots over the years, often by simply letting the air of the booted tire, and they have never faced prosecution. The Boot was originally a French invention. It was first employed i this country in Denver, in 1953. At that time, it was known as the "French Boot;" now, it's commonly called the "Denver Boot." But in recent years, use of the boot has spread to cities in all corners of the country. Today, virtually every major city uses the device. Several manufacturers make versions of the boot, but all are very similar. The standard device comes in two parts: a clamp that is set on both the inside and the outside of the wheel rim and tightened wit a bolt, and an arm that is placed over the clamp, covering the bol and extending about 18 inches to cover the hubcap and prevent the car owner from gaining access to the lug nuts and removing the wheel. The arm is locked onto the clamp with a heavy-duty padlock, which is protected by a quarter-inch thick steel box . A notice is then attached to the car, warning the driver not to move the vehicle unless he or she wants to risk severe damage. Denver Parking Authority boss Ken Jaeger told the Bay Guardian that his city has some 150 boots, and immobilizes 7,000 cars a year. In Denver, a city of 500,000 people, a car is eligible for the boot if it is found to have three or more unpaid parking tickets more than 30 days old. He said the city boots between 15 and 20 cars a day, with five-person boot crew. It costs $50 to have a boot removed in Denver San Francisco's boot program is scheduled to begin operation sometime in October, according to Rina Cutler, who will be administering the new plan. "Right now we are in the draft stage," she told the Bay Guardian. "By May 1st we plan to begin getting the word out to the public." Cutler came to San Francisco in January, after working in the boot program in Boston. She said San Francisco plans to have nine people on the boot team, using an initial stock of 100 boots Cars with ten or more unpaid tickets will be eligible for the boot After a car accrues its tenth unpaid ticket, the owner will have a 60-day period before the car's license plate shows up on the boot-list computer. Cuter said the de-booting fee has yet to be set, but will be in the "$35 to $50 range." As in Denver's program, San Francisco bootees will have 72 hours to pay off their tickets before the car is towed into the city auto pound. The car owner will then have to pay the cost of his or her accrued tickets, the de-booting fee, towing and any storage charges that have accumulated. The boot program will have a trial period of one year in San Francisco, after which it will be evaluated. But if Cutler's experience in Boston is any indication, the boot will be here to stay. Simply put, the boot is a source of revenue. "In 1989, Boston booted 9,500 cars, which brought in some $190,000," Cutler said. News reports from cities like Chicago describe parking-ticket payoff revenue at $140,000 a day, a four-fold increase over pre-boot days. In Washington, D.C., parking-ticket revenues were outrunning the cost of boot crews by a ten-to-one ratio in 1984. Cutler said the boot's most dramatic strength is its ability to inspire traffic scofflaws to come forward and pay off their tickets. Attached to the non-curb side of a car, painted bright yellow or orange, a boot is pretty hard to miss. "We found that after we booted a car in a neighborhood, people from that neighborhood would come in and pay off tickets," she said. "They see the boot and come in an pay." Cutler said that booting of cars would generally take place in San Francisco during "the daylight hours." Boot-removal crews would be available until 11 pm, after which a booted car would have to remain where it was until morning. People who lacked the cash to pay off back tickets would have to wait until they could get a hearing before a judge to work out a payment plan before the boot would be moved. Under the present draft of the San Francisco boot plan, a booted car would be towed if the tickets weren't paid off within 72 hours. Towin would add $80 to the costs, and storage costs could increase the the bill even more. Cutler said that cars in tow-away zones would be towed, not booted, to prevent further congestion. Jaeger said it is expected in any boot program that some of the devices will be damaged by people attempting to drive off while the are attached, or to remove them forcibly. "Twenty to 30 boots are partially damaged in Denver each year," he said. Cutler said that in Boston, one or two boots were removed illegall out of every 150 cars booted. Boston has a $300 fine for destroying a boot, she said, adding that, in Boston, criminal charges can be filed against a bootbuster. She said a similar arrangement would exist when the plan is instituted in San Francisco later this year. But San Francisco Public Defender Jeff Brown told the Bay Guardian the city would be hard-pressed to prove that any car owner had actually removed a boot. "They'd have to take it to court," Brown said. "And the city would carry the burden of proof, it would seem to me. Brown expressed concern over the entire boot scheme. "In a society that has expressed such a strong interest in liberty, the boot seems to lack compatibility," he said. "It seems awfully intrusive and draconian." Brown said the nationwide trend toward programs like the boot is increasingly limiting people's freedoms. "The vise is closing o people," he said. "There is not a hell of a lot of breathing room i society anymore." _______________________________________________________ SIDEBAR HOW WE BEAT THE BOOT Parking boots are public property. The parking-control officers who attach them to your wheels intend for the to stay there until you've paid off your fines. Removing the boot without authorization, or damaging it in any way, is a crime. Nevertheless, in cities like Denver and Boston, where the boot has been a part of life for years, the contraptions occasionally disappear. In some cities, more than 10 percent of the boot stock has vanished or been rendered inoperable (see main story). That came as no surprise to the mechanical experts wh examined our boot. The boot, they say, is nowhere nea as tough as it looks. Anyone with less than $30 worth of basic hand tools and enough dexterity to screw in a light bulb can probably break the boot's grip on a car wheel in about ten minutes. The boot is designed to intimidate, our experts say; its toughest parts are the ones that would be the mos obvious targets for boot-busting vandals-- the lock mechanism, for example. With a special tamper-resistant padlock surrounded by a box made of quarter inch carbon steel plates, the lock will stand up to just about anything short of a low-yield nuclear device. So our bootbusters ignored the lock and looked for other, less-obvious places where the boot could be attacked. It took them no time to discover several major weak points in the boot's protective armor. Deflating the tire. If the boot is going to work properly, it must be properly installed, and that's not an easy process--especially in the dark, when you have a long night of boot-installing ahead. if the installation is even a bit sloppy (that is, if the jaws that attach the boot to the wheel are a little bit loose), it's often possible to remove the boot b letting the air out of the tire and simply sliding the whole thing off. This is by far the simplest strategy. It doesn't always work-- conscientious installers can prevent it almost every time, and some car wheels don't leave enough room for the process anyway. But veterans of boot-happy cities have told us they've removed dozens of boots this way, quickly, quietly and easily. The hubcap plate. A key element to the boot's effectiveness is its ability to prevent car-owners fro getting access to the lug nuts on the booted wheel. One the lug nuts are accessible, the wheel can be removed and replaced with a spare tire, and the car can be driven away. If the boot is properly installed, the plate will be tightly secured over the hubcaps, making it impossible even to imagine loosening the lug nuts. But the plate is one of the more flimsy parts of the boot; it's attached by a half -inch swivel pin that is spot-welde to the frame. As our boot-busting experts explained spot welds that hold together two pieces of metal of different thicknesses are inherently weak. There are several such welds on the boot, and this one is especially vulnerable. With a common battery-powered drill and a 15-cent grinding wheel or "cut-off tool" (see photos), one o our experts was able to grind away most of the weld on the pin in about two minutes. With a five-dollar col chisel and a standard hammer, he did the same job even faster. Once the weld is broken, a quick blow with a hammer forced the pin out, releasing the plate from the boot frame and making it easy to change the tire and rive away, leaving the old, boot-laden tire behind (or safely stowed in the trunk as a souvenir) The jaw-to-frame pins. The main frame of the boot--the "arm"--fits into a pair of metal pins on the wheel-clamp, or "jaw" (see main story, illustrations). The pins are a central element of the boot's structure. They're also one of its weakest links. The pins are only about an inch long. When the boot is installed, they appear to be connected to each other through some sort of thick, central rod. In fact they're just stuck into holes drilled in the frame, an spot-welded at the bottom. Even when the boot is assembled, there's plenty of fre play between the arm and the pins. A few strong, sharp blows with a hammer on the top of the pins quickly breaks them free and makes them easy to remove. With those pins gone, the boot comes apart immediately The welds holding the lock-box to the frame. For all the effort that the boot-makers put into developing a impregnable locking mechanism, it's amazing how loosel the lock-box is attached to the rest of the boot. Fou flimsy spot-welds hold the entire padlock-and-coverplate assembly to the main boot frame. It took and expert just a few seconds to chip away one of the welds with a chisel and hammer; when one of our spastic, incompetent, weak-wristed editors tried it on a second weld a few days later, it took less than a minute. Once the lock-box is liberated from the frame, the entire boot can be dismantled and removed quickly with a ratchet and standard (16-inch) spark-plug socket. The arm itself. If all else fails, our expert discovered they could actually cut through the tough-looking steel of the main arm with a battery-powered drill and a cut-off tool. Forget th oxyacetylene torches and the nitric acid--the boot ar cuts like butter with a cheap hobbyist's tool. By our calculations, a standard drill-and-cut-off tool set-up can cut through the main arm in less than ten minutes. The padlock keys. When the parking-control officers come to remove a boot, the first thing they have to do is unlock the padlock. Since the city is buying about 100 of the monsters, it seems highly unlikely that every boot will have a different key. In other cities, like Denver, a single master key unlocks them all That means, of course, than an anarchist thug with a penchant for troublemaking (or a wily hustler with an eye for a quick profit) could easily dismantle an remove the boot from some poor innocent scofflaw's illegally parked car, take the thing home, bust th lock off and pay a less-than scrupulous locksmith to make up a new key--a key that would instantly unlock every boot in the city Of course, the city can always change all the padlocks on a regular basis (although they don't come cheap) But if we know this city, the pirates will soon b making and selling the keys faster than the cops ca replace the locks, forcing the taxpayers to pour ever-increasing sums of money into a parking law- enforcement mechanism that is neither appropriate nor effective for San Francisco. _______________________________________________________