Is the optimal place for bicyclists really between speeding traffic and swinging car doors or is bicycle planning in most cities still just an afterthought? Can it really be the case that major arterial roadways planned for reconstruction like Alton Road in Miami Beach which are between 100′ and 120′ really have no room for bicycles?
The plan for Alton Road which the City of Miami Beach approved is still the wrong one but neighborhood organizations are not accepting that the plan is set in stone until the concrete is poured and dry.
Though Miami Beach is in the top 10 cities in the nation for biking to work according to the US Census, a perfect storm of Department of Transportation heavy-handedness, local bureaucratic impassivity, and ineptitude on the part of elected representatives has led to a hugely expensive design no one endorses. Alton Road, expected to become a showpiece of island multi-modalism, will instead become a wide-lane, high-speed, completely-congested Department of Transportation boondoggle say residents. If Miami Beach can’t get a multi-modal design with its committed and educated pedestrian and cycling advocates is there any hope for the rest of the country?
Thousands of major arterials around the country are in the process of reconstruction right now as the first roadways of the Highway Act of 1956 are being rebuilt. And despite the amazing strides made in a few exceptional places, the default design on the traffic engineer’s books is still the wrong one. The difference now is that residents know better. This is making the job of elected officials who have always trusted the DOT very difficult. Something’s got to give.
Residents are available to discuss this important issue further.
On Facebook: Alton Road Reconstruction Coalition.
On the web:
Miami Beach Resident and Urban Planner
The following is a guest post by Matthew González, a pedestrian, cyclist, and in-denial vegetarian who blogs his adventures at mgregueiro.com. He formerly worked in Miami with Teach For America and now lives in Spain doing research as a Fulbright Fellow. He launched mgregueiro.com as a place to discuss great ideas with the many great minds hiding throughout the wrinkles and corners of the interwebs. Check out his blog, or follow him at @mgregueiro to join the conversation.
In 2010, 4,280 pedestrians and 618 cyclists were killed by motor vehicles in the United States. The most dangerous state? Florida, with 4.40 pedalcyclist fatalities per million population. Though some states have worked to lower this number by painting bike lanes and posting “Share The Road” signs, it is time American cities move from this temporary solution to a more permanent one: designing streets that serve motorists, pedestrians, and cyclists.
The problem with “Share The Road” signs is that they pin cyclists, motorists, and pedestrians against each other by making them responsible for outcomes, i.e., when a cyclist gets hit by a car it must be the cyclist’s or motorist’s fault. This thinking, however, doesn’t go deep enough and will not bring the much needed solutions.
These fatalities are caused by a systemic failure of our city infrastructure to provide safe spaces for pedestrians and cyclists. Legislators must understand that “Share The Road” signs are no more than construction signs: they represent the need for work to be done on our city’s roads, not the outcome. Cycling and jogging/running are the two most popular outdoor activities among Americans and it is time our city infrastructure reflect it.
Living in cities designed for and around the car, it is easy to forget that walking and cycling predate the automobile as primary modes of transportation. In fact, crosswalks and bike lanes were a consequence of automobile companies lobbying for changes in street design to make traveling by automobile more practical and lessen the hatred of motorists. (For a brief history on this shift in city design, check out this great TEDx talk by Mikael Colville-Andersen: Bicycle Culture by Design)
By the early 1960s, cyclists had lost the battle for America’s streets: roads were for motorists. But in 1967, cyclists won a major victory with the creation of the first modern bike lane in Davis, California. And twenty years later, the now iconic “Share The Road” sign was adopted by the North Carolina Board of Transportation – now the Department of Transportation Division of Bicycle and Pedestrian Transportation (A tip of the helmet to the Tar Heel state).
Unfortunately, more than twenty years later, cyclists, motorists, and pedestrians are still fighting to share the road. And looking at the number of pedestrian and cycling deaths caused by motorist each year, pedestrians and cyclists are losing.
Looking Past “Share The Road”
The solution to these unnecessary deaths is no secret. Denmark and The Netherlands boast the highest number of cyclists per capita. According to a 2011 study published in Injury Prevention, “27% of Dutch trips are by bicycle, 55% are women, and the bicyclist injury rate is 0.14 injured/million km. In the USA, 0.5% of commuters bicycle to work, only 24% of adult cyclists are women, and the injury rate of bicyclists is at least 26 times greater than in the Netherlands.”(Risk of injury for bicycling on cycle tracks versus in the street)
What is the difference between the US and these countries? Our streets.
The Netherlands has more than 1,800 miles of cycle tracks: bicycle paths that are separated from the street by a physical barrier. Meanwhile American cyclists are still fighting for bike lanes, that are easily ignored by motorist.
To bring an end to these unnecessary deaths, America’s cities need complete streets: roads designed to serve the needs of motorists, pedestrians, and cyclists. This approach to city infrastructure is not imaginary, it has proven itself to be successful in The Netherlands, Denmark, and many other nations. Moreover, looking at the drastic paradigm shift that swept the nation after the car, it is clear that the US can again change the way our cities approach road design.
A team of urban designers and architects, led by Miami based firm PlusUrbia*, were among the finalists for their design concept of ‘Port-Side’, Miami’s World Trade Center’s future commercial destination.
The team developed a concept coined “Port-Side Miami” to become the city’s new commercial district on the west end of the Port’s Dodge Island, which was designated by the “PortMiami 2035 master plan” to be developed into office space, retail, restaurants and a number of high-end hotels.
In an invitation-only RFQ for a master plan, the designers were given a set of parameters that dictated an intricate solution by means of phasing the project over time in order to minimize the effect on the port’s functions and to retain the existing buildings until the last phase. In addition, PlusUrbia’s team, following the RFQ’s guidelines, refrained to design specific buildings and maintained a generic/volumetric look to the design with the intention of later engaging other architects to provide the architecture.
Endowed with a privileged location, the site affords its buildings with outstanding views of Miami, Key Biscayne and South Beach. As such, Port-Side was designed to become a key upscale destination for residents and visitors alike, including retail, office and hotels that would provide round the clock activity as well as supporting one of the busiest cruise ship and cargo terminals in the US. The project aimed to transform Port Miami into an anchor for South Florida as well as setting a new standard for waterfront development.
The master plan’s building disposition was designed to emphasize its iconic nature while using downtown Miami’s scale and intensity as reference. Port-Side’s master plan is envisioned as an immediate extension of downtown while maintaining its identifiable urban island feel.
The proposal would become a destination by simply its physical attributes, engaging the water’s edge in a variety of ways (pedestrian and vehicular promenades, plazas and waterfront parks) supported by shops, boutiques, cafes and restaurants on the water.
The new district retrofits and extends existing infrastructure (Caribbean Way) as its pedestrian and bicycle access extending the City of Miami’s plans for its river-walk that connects the river to Bayside Marketplace, Bayfront Park and proposed future plans that may possibly include other means of public transportation.
*PlusUrbia Design in collaboration with GSHstudio, OskiStudio and studioLFA
This article was written by Peter Smith
Tuesday marked the culmination of the Carnival season, celebrated as Mardi Gras in the French-speaking world and Carnival in the rest of Continental Europe and throughout Latin America. Our Brazilian neighbors throw the world’s largest Carnival celebrations and other festivals dotting the Caribbean are an impressive show, to be sure. It would make sense then for Miami, home to so many Brazilians, Jamaicans, Trinis, Colombians, etc., to have a noteworthy Carnival celebration of our own. But we don’t. Instead, we take our cues from the rest of the United States and the Anglo world in being among the only places in the West, save for New Orleans and a few Midwest locales, not joining in on the party.
Admittedly, there are enviably grandiose Carnival celebrations in London and Toronto, but these were re-imported by Trinidadian and Jamaican immigrants. I say “re-imported,” of course, because the English-speaking world used to celebrate a variation of Carnival along with the rest of the Christian world. So what happened to our party?
Dating back to the 12th century, towns in the British Isles celebrated Shrove Tuesday on the final day of Shrovetide just before the start of the Lenten season. The word “shrove” is the past-tense of “shrive,” meaning to confess. Christians prepared for Lent by engaging in one final round of indulgence and succumbing to temptation before confessing their sins on the eve of Ash Wednesday. Shrove Tuesday is actually still celebrated today in much of the English-speaking world, but in a form much different than its original tradition. Today, Shrove Tuesday is also known as Pancake Tuesday and is celebrated with a pancake dinner, often in church basements or around dining room tables.
There used to be more to Shrove Tuesday than just pancakes, however. There used to be street festivals, music, dancing, and drinking, all centered around a mob football match held in the village streets and town squares. These festivities date back as far as the 1100s and, although they evolved independently from the Carnival traditions of Continental Europe, they closely resembled those celebrations. After all, if you’re preparing for forty days of fasting, abstinence, sacrifice, and penance, how else would you spend your final days of freedom if not by engaging in lecherous debauchery?
All the fun came to a halt in 1835 when the British Parliament passed the Highway Act. The Highway Act prohibited, among other things, playing football on public highways. In today’s context, this seems like a fair request: don’t play soccer on the highway, but it carried a slightly different meaning in those days. Highways referred to any public roads, of which there may have only been one or two in smaller towns. Highways almost always went straight through a town’s center and sometimes even included the village square. Playing football on public highways was quite common, as common as playing in a public park is today. Public highways were also likely the only space available to accommodate the large mob football matches and their accompanying festivities that characterized the Shrovetide season.
So when the Highway Act of 1835 banned football on public highways, it effectively also killed Shrove Tuesday.
The Highway Act became the law of the land in England, Scotland, Wales and all of Ireland. It also took effect in Canada, Australia, and New Zealand. A decade after its passage, the Great Famine struck in Ireland, prompting nearly four million Irish to immigrate to the United States. They did not bring with them their Shrovetide traditions, which had been destroyed years earlier by the Highway Act, and so, as Irish culture shaped American life in the second half of the nineteenth century, there was no tradition of Shrovetide or Carnival or Mardi Gras left to build on. It never took hold in the United States.
There is still a smattering of nostalgia-laden Shrovetide celebrations throughout England, and they’re mostly in small villages so remote that public highways did not reach them in 1835. They’re a world away from Miami, but they offer an insight into what Carnival in Miami may have looked like if the Highway Act had not killed Shrovetide in the English-speaking world. To be fair, they probably by now would have been remolded in the image of Latin American Carnival. But instead, when immigration from Latin America and the Caribbean transformed Miami beginning in the 1950s, the new arrivals found no Shrove Tuesday here to mold.
Miami is billed as the Gateway to Latin America and the Capital of Latin America. It is a bilingual city: Spanish and English, often in that order. Yet, we do not participate in the single most important date on the social calendar of Latin America and the Spanish-speaking world.
Perhaps the new settlers of Miami will one day establish a Carnival tradition here or maybe those of us already here will finally say that enough is enough and we want in on the fun too. Until then, when your friends and families are sharing Carnival photos from around the world on Twitter and Instagram, remember to quietly curse the British Parliament and their Highway Act for our absence from what clearly looks to be a very fun time.
This just in from a very reliable Transit Miami tipster:
Just tried to cross here and had to dodge 2 cop cars blocking crosswalks and ramps. Strollers did not have a chance. Typical horrifying scenario but made worse by the police. There looked to be a minor fender bender north of 9th. No need for any crosswalks to be blocked especially at this already hectic area.
There was an officer near and I pointed out a stroller trying to maneuver the curb and cop car scenario and suggested it was dangerous to have a car there. Maybe they could move off the ramp area or help strollers and elderly by directing traffic since there seemed to be an inordinate number of officers there. I counted at least 9. She proceeded to scream at me. Calling me stupid at one point even. I calmly walked away and she continued to berate me. Asking my age for some reason and threatening to arrest me for interfering with her investigation. Ridiculous. Her info is below. I took pics but wished I had filmed the officer go nuts. It would go viral I am sure. Not sure if you can or should do anything with this info but here it is. http://cops.heraldtribune.com/Officer/Details/52406”
This post was submitted to us this morning by Patricia Peña.
Dadeland mall is probably one of the biggest landmarks that Miami has, right next to South Beach and the Triple A (well, at least in my opinion). When it first opened in the 80s, it was the beginning of Miami’s eternal love with suburban sprawl, which has resulted in Kendall, a place that most Miamians have a love/hate relationship with. You can’t wait to get out of Kendall, but you’ll rep it until the day you die, in true Miami style! Sunset Knights, wha what?! Sorry, that was a momentary lapse…
Back to Dadeland. In the last few years, they have tried to revitalize the area, rebrand it as Downtown Dadeland (it’s unincorporated Miami-Dade, let’s not kid ourselves) and try to make it into a small, bustling metropolis with multi-use buildings, restaurants and shops. And try as they might, it just isn’t happening. When my husband and I moved to the area about five years ago, we did so because my job at the time offered me a free monthly pass to the Metro-Rail, so we became a one car family and I was thrilled with the idea that I could walk to Target or Publix to get what we needed whenever he was away at work with the car. I got one of those little carts that you see old people walking around with. A lady at work offered to bedazzle it. It was fabulous, don’t judge me. So here I go, all excited to get my groceries. And then…. BAM!! I encountered Kendall Drive. Now, for those of you that are not familiar with this lovely thoroughfare, it’s a pedestrian’s worst nightmare. Think of George in the episode of Seinfeld when he gets the Frogger machine.
The Dadeland area has the potential of being a truly amazing area to live, work and play in. It’s flanked by two, count ‘em: two, Metro Rail stops. There are apartments galore, some that are still mostly empty, the mall is currently undergoing a massive renovation to add more restaurants. And yet, you can’t get anywhere walking without saying five Hail Mary’s, two Our Father’s and crossing yourself the entire time. I’ve seen old ladies, moms with strollers, dad’s dragging kids and tourists all trying to cross unscathed. As expected, this is a three-lane road, that feeds into the Palmetto (don’t even get me started on that disaster!) and speeding is not only rampant, it’s expected! Now, we all know that reducing the number of lanes will in turn reduce the speed, increase walkability, and increase traffic into stores, etcetera. But, I’m a simple woman, I don’t ask for much. I know that that probably won’t happen in my lifetime. So I’m asking for smaller things. You know what I would like? I would like a crossing light that lasts more than 10 seconds. I can’t even get halfway before the flashing hand stops! I would like the streetlights to be synchronized in a way that makes sense, so people can feel safe crossing from their hotel to the mall. I know if it makes sense, we don’t do it here in Miami-Dade County. But once, just once, can we try? South Miami did it, and look how great it’s working out for them. I would just like to be able to go the Target at the Dadeland station, without fearing for my life and getting honked at every five seconds (which is more to do with the fabulous drivers we have here, but that’s another topic for another time). Seriously, I’m not asking for much, just some good old fashioned common sense and to think of the people that are outside of the metal boxes, who are worth just as much as the ones inside. That and world peace. Oh, and some Louboutins!
This email was sent to us this morning by a Transit Miami reader…
Hello, fellow riders! I am an avid reader of your blog. It makes me feel more connected to the town, more aware of what’s going on in terms of being green, helping the environment, and being safe as a bicycle rider.
I try to do my part and try to limit the use of my car, so I ride my motorcycle to work every day (much better gas mileage!). Today I did an experiment and rode my bicycle to work. While the ride was very pleasant and took only 5 minutes more than my regular commute (I live 20 blocks away), when I arrived at my work building (Miami Center, 201 S Biscayne Blvd), I found a very resistant, rude attendant at the loading dock, which is the only place of entry I could find someone, since the garage is off limits.
The woman went on to ask me what I was doing there, which I replied, ” I work here”. Then she asks, ” Are you new?” To which I replied, “No, I just decided to come to work in my bicycle today.” After looking at me as if I was an alien, she went on to say that I was not allowed in the loading dock, that they do not have places to park bicycles, that I could put it next to a rail in the back, but they were not responsible for it. Super nice experience!
I have tried in the past sending emails to the building management, to my general manager, asking him to request that we have a place for motorcycles in the building, to no avail. All the building management replies is that right now they don’t have plans to give tenants that type of facility.
I have worked at the One Biscayne Tower, where they did have a place for bikes and motorcycles, and now I resort to park my motorcycle at the 200 S Biscayne Blvd building (Wells Fargo), where they also have a reserved placed for bikers, with very nice and cordial full time security guards. I park there by using social engineering and telling them I work in their building.
Here at Miami Center we used to be able to park outside, and then one day they decided we couldn’t anymore, started threatening all of us with tow notices, and never gave an alternative.
It would be great if you could give us a voice and make management get with the program, and help their tenants be green!
The City of Miami Beach will be hosting two public meetings next week (June 5 and June 7) to kickoff the process of updating the bicycle network plan (officially titled the Atlantic Greenways Network Master Plan). The meeting will include a discussion of the update process and a presentation the Street Plans Collaborative on the latest best practices in bicycle and pedestrian street design from all around the country. (NOTE: The time for the June 5 meeting was moved to 6 pm!)
You’re Invited to MIAMIBEACH’s Bicycle Summits
Atlantic Greenway Network Master Plan Update
The City of Miami Beach will be hosting two (2) public summits to discuss efforts to update the adopted Atlantic Greenway Network (AGN) Master Plan. The summits will focus on obtaining input from Miami Beach residents on the bicycle component of the adopted AGN Master Plan in order to assist the City in updating the plan.
Date: Tuesday, June 5, 2012
Time: 6:00 p.m. — 9:00 p.m.
Place: North Shore Park and Youth Center,
501 72 Street
Miami Beach, Florida 33141
Date: Thursday, June 7, 2012
Time: 5:00 p.m. — 8:00 p.m.
Place: 1755 Meridian Avenue Building, third floor conference room
Miami Beach, Florida 33139
Contact: Jose R. Gonzalez, P.E., transportation manager, 305.673.7080
The City of Miami is talking parks, and they want your input.
Come out Tuesday, May 1, 2012, to José Martí Park (along the Miami River, in the heart of Miami) — time and location information below.
Ensure that your voice is heard as the future of our city’s park system is considered. Your input will help inform the park component of the City of Miami’s next Comprehensive Plan.
Three months after Emerge Miami, Green Mobility and Bike SoMi organized a celebratation in honor of the the opening of the M-Path, the County and others have decided to throw their own shindig to celebrate the much touted M-Path. Too bad they didn’t care to coordinate with advocates in January when that ride was organized and County representatives were invited (no one from FDOT or MDT responded to invitations). This plans to be a gathering of folks who will probably never use the M-Path. Yet another example of the disconnect between decision makers and the rest of us.
We need your help now to protect the Everglades.
Miami-Dade Expressway Authority is planning to expand the 836 Dolphin Expressway west toward Krome Avenue and then south to Tamiami Airport. This project would accelerate westward development, threaten agriculture, and threaten Everglades restoration.
Please email written comments to email@example.com by this Friday, January 27, 2012.
Here’s a sample comment to cut and paste or put in your own words.
I ask the MDX board to remove the 836/Dolphin Expressway Southwest Extension (project 83618) from its 5-year plan. I question the necessity of the this project and am concerned about the impacts to residents, agriculture and America’s Everglades.
I believe this road is unnecessary and will actually will increase, not alleviate, congestion on SR 836. Commuters currently have the option of taking several highways into downtown Miami. The existing 836, the Florida Turnpike, the 874, the 878 and the 826. Most of these roads have been or are currently being rebuilt to handle greater capacity. Future and existing toll revenues should be used to maintain these roads and provide for public transit alternatives, not to build new roads into environmentally sensitive areas.
The project will threaten Everglades National Park and nearby federally-protected wetlands. A new layer of highway extending away from the city will fuel sprawl because of its proximity to the Urban Development Boundary. This highway would attract development of agricultural and wild lands buffering the Everglades and pose a direct threat to the $12 billion federal-state Everglades restoration project.Name Adrress
Do you love the Everglades? If so, then come to a meeting tonight.
Miami Dade Expressway Authority plans to use money from existing toll roads to expand SR 836 toward Krome Avenue and south to Tamiami Airport. This puts the Everglades and the natural and agricultural buffer lands in great peril. Imagine it’s the 1950s and the Palmetto Expressway is on the drawing board. The Palmetto is built in 1961 and almost immediately the land around it is converted from farm and woodland to development. SR 836 expansion is our generation’s Palmetto. If the UDB is a development fire suppressor, this highway is an accelerant.
We need buffer lands to protect and restore the natural Everglades. Come to the meeting tonight if you can. Express your concerns about the highway.
Whether you can make it or not, stay engaged. Send us an email, give us your phone number, volunteer your help.
You are the Everglades Protector.
What: PUBLIC REVIEW TO SOLICIT INPUT ON PROPOSED FISCAL YEAR 2013-2017 WORK PROGRAM
This 5-year plan includes SR 836 Dolphin Expressway expansion.
Where: MDX Headquarters, Lehmann Building, 3790 NW 21st Street Miami, Florida 33142
Date: Tuesday, Jan. 24
Time: 6-8 PM
For more information, contact Jon Ullman at firstname.lastname@example.org or 305-860-9888
A series of FDOT meetings were held on this week around Miami-Dade County.
First the SW 1st St Bridge reconstruction to connect East Little Havana to Downtown over the Miami River was held at the Historic Miami River Inn. The discussion included options to rehabilitate the existing bridge or replace the current 4-lane metal deck structure with a 3-lane concrete deck structure including wider sidewalks and a bike lane. This important connection will link downtown to East Little Havana. FDOT is also considering options to connect the new bridge to the existing historic footbridges that currently connect to the Miami River Inn, a National and locally designated historic building. The new bridge will be shifted slightly north, away from the Inn, and will include railings, lighting and a bridge tender house with historic details.
Second a new bridge is being designed to replace the Tamiami Canal Swing Bridge over the Palmer Lake entrance to the Miami River. One of only operable 3 swing bridges in Florida, the existing bridge will be relocated to Fern Isle Park to connect the park to the recent acquisition at the Police Benevolent Association. The new Delaware Parkway Bridge will connect the Miami Intermodal Center to the 2 city parks further south and will be part of the Miami river greenway network in the future phases. FDOT will be expanding the bridge to a single leaf bascule bridge including 4-lanes of traffic and NO BIKE LANES. We question why there would be no bike lanes of an expansion project between destinations. Please tell FDOT Thank you for relocating the historic bridge and please find a way to add bicycle lanes across onto Delaware Parkway.
2 Beach routes were also heard this week.
The construction of the West Ave bridge will include travel lanes, sidewalks and bicycle facilities. This is envisioned as a small scale bridge primarily for bicycle and pedestrian access.
Second, the much discusses Alton road project is the subject of major controversy as it has led the city of Miami Beach to challenge state statute 335.065 which requires FDOT to consider bicycles in their plans. This could have HUGE implications for bicyclists all over the state. We need to come together and work with FDOT to support a preferred alternative that includes bicycle facilities before we return to the stone age of having no alternative but to ride on 4′ sidewalks.
An unreliable* Transit Miami source has informed us that an “unofficial and temporary” FEC Greenway has been inadvertently developed over the past few weeks. We received an anonymous and unverified email this past weekend with pictures of the unofficial FEC Greenway. Our untrustworthy source tells us that he/she rode from Midtown to Downtown on a mountain bike along the FEC rail line that is currently under construction due to the Port of Miami rail expansion. Here’s an excerpt from the email we received:
Riding from Midtown to Downtown on the FEC Greenway was an excellent and joyful experience. I rode without fear of being hit by a car. Can you imagine how great it would be if families with children could ride from midtown to downtown without fear of being run over by a car? People could even ride their bicycles to the Miami Heat games safely! An FEC Greenway would also deter crime and homelessness along the rail line as cyclists, walkers, joggers and parents with strollers would self-police the greenway. An FEC Greenway would have a transformative effect on our city and would encourage less experienced cyclists to commute to work.”
Can you envision an FEC Greenway? We sure can. That being said, we desperately need passenger rail service on the FEC line. Rail is the priority, but we think there is enough right of way (100 feet) to add a permanent and official FEC Greenway. We can only dream. By the way, a greenway would be great PR for the FEC. The FEC would be wise to jump all over this opportunity and support a greenway.
Our unconfirmed source suggests riding the FEC Greenway on Sundays as the FEC workers are off on this day or after 5:00pm. Also beware that riding or walking along the FEC is considered trespassing. He/she suggests riding the FEC with a mountain bike and only intermediate riders should attempt this ride.
*We cannot confirm if these photographs are authentic or if they have been photoshopped. Perhaps we just need to get out there and find out for ourselves. Happy trails!
Managers of Biscayne National Park are seeking public comment on proposals that could have dramatic impacts on how visitors can use park waters, including a no-fishing zone in shallow reefs off Elliott Key as well as larger no-motor and slow-speed zones across the park.
The first of three meetings will be held in Miami from 6 to 9 p.m. Tuesday at the Crowne Plaza Hotel in Miami, 950 NW 42nd Ave. Others follow on Wednesday at Florida City Hall, 404 W. Palm Dr., and on Thursday at Holiday Inn Key Largo, 99701 Overseas Hwy.
The public also can comment through a National Park Service website detailing the alternatives or by mailing written comments by Oct.
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- Frightful City Ranking of the Week: Most Dog Attacks May 18, 2013Who else but the U.S. Postal Service would be able to rank America's worst cities for dog attacks? Just in time for National Dog Bite Prevention Week, the USPS has released the "Fiscal Year 2012 U.S. Postal Service Dog Attack City Ranking." […]
- The Emancipation of Planning Education May 18, 2013Massive Open Online Courses (MOOCs) are an emerging trend in higher education. And for the first time a course dedicated to urban planning made its debut this month. Could this trend transform planning education? […]
- Tidal Wave Energy: Is it Ecologically Sustainable? May 18, 2013Balancing renewable energy production and ecological preservation is a difficult business for governments who have ample resources, but also pristine environments that would be negatively impacted. […]
- PATH to Ruin: New York Builds the World's Costliest Train Station May 18, 2013Stephen Jacob Smith examines how high emotions, grand designs, poor negotiating, and "extreme politicization" drove the Port Authority of New York and New Jersey to build the world's most expensive train station in Lower Manhattan. […]
- Energy Secretary Confirmed; EPA Pick Advances May 18, 2013On May 16, President Obama's pick to head the EPA, Gina McCarthy, was approved on a 10-8 party-line vote by a Senate Committee and advances to the full Senate. His pick to head the Dept. of Energy, Ernest Moniz, was approved by the Senate by 97-0. […]
- In America's Cities, the Better-Off Trade Retail for Restaurants May 19, 2013
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