The decisive role of the highways in determining the fate of Overtown a half century ago is not lost upon City of Miami Commissioner Michelle Spence-Jones.
The southern part of Ms. Spence-Jones’ District #5 (marked in pink the map below) covers Overtown, and she’s clearly had a history lesson or two on the role of the Florida Department of Transportation (FDOT) in her historic, predominantly black, socio-economically disadvantaged, yet eager-to-reemerge district.
As we’ve extensively noted over the past few days, Resolution #13-00581 (as originally written) would have transferred control of Brickell Avenue from FDOT to the City of Miami.
Referring to Brickell as the “Park Avenue of Miami”, Sarnoff made a compelling case for the resolution, further emphasizing the potential for better speed control and safety provisions on the financial business district’s most critical artery. He continued:
Now we have the opportunity to own Brickell. This is a very, very big piece for the City of Miami — to take ownership and control of its own Park Avenue. And I just don’t want this opportunity to slip.
On these points, TransitMiami couldn’t agree more with Sarnoff.
Critical to understand, though, is that (in its original form) Resolution #13-00581 would have required the City of Miami to give up control of a handful of important streets in the Historic Overtown / Downtown Miami District. In fact, FDOT was actually trying to take more roadway length than it was actually relinquishing.
Fortunately, FDOT’s desperate grab for Overtown’s historic streets met with a ferocious defense from Commissioner Spence-Jones, demonstrating her thorough understanding of the agency’s highway history in Overtown.
Read closely — this one’s a classic!
Unfortunately, FDOT gets an ‘F’ for our community in Overtown.
They have been responsible for not only destroying a very prevalent African-American community, but also displacing many of them, many of the people that live there. […]
I am very uncomfortable with giving up any anything in Overtown — in any way — until they handle what they promised they’d handle. There’s things that FDOT has said that they’re going to do […]. They say one thing, and then it’s a totally different thing.
They haven’t done anything that they committed to do. So, you know, for me to give up something or allow them to take one thing over the other and not have them live up to their responsibility to the residents of Overtown — I have an issue and a concern with it.
So all I asked was for [City of Miami Assistant Manager Alice Bravo] and [City of Miami Manager Johnny Martinez] to set-up a meeting with FDOT and let’s go through all these items that the residents of Overtown have asked for that they have not complied with. […]
It’s amazing that in the midst of getting [Resolution #13-00581] negotiated, my district [District #5] was considered in it without even having a discussion with me . . . because I would have told you then, that anything that FDOT is doing in Overtown — we got issues! […]
And then, not only that; beyond that: They promised that they would not take anybody’s property. The next thing I know, they’re taking people’s property!
Then I’m hearing again — without us even having a conversation — you know, the properties that we’re building in Overtown, or trying to create in Overtown . . . now they want to take that side of 14th Street and 3rd Avenue from the businesses that we just put money into . . . so — I got issues with FDOT!
It don’t have anything to do with Brickell […]. […]
So all I’m asking is that I would like to have a meeting with FDOT to make sure that our issues get resolved. […]
If you’re talking about giving them something in OT — Yes! The District 5 Commissioner has a big issue and big problem with it. I’m not saying you can’t get [the transfer of Brickell to the City of Miami done …]
But Overtown — when it comes to I-95, roadways, highways, anything that sounds like that — it’s a problem for us in Overtown.
It destroyed a community. […]
TransitMiami has one word for Comissioner Spence-Jones: Righteous!
Resolution #13-00581 was ultimately passed (3 commissioners in favor; 0 opposed) at the most recent Commission meeting on June 13. Fortunately, though, the Resolution was amended to exclude at least parts of the streets in the Overtown / Historic Downtown Miami District. TransitMiami will follow-up with more details soon.
As for now, though, just try to bask in a bit of the glory of Commissioner Michelle Spence-Jones’ passionate words in defense of her district and the people of Overtown, and our community at-large. Kudos to you, Commissioner Spence-Jones!
Our local public radio station, WLRN, published a fantastic, must-hear/must-see piece this morning on “How I-95 Shattered the World of Miami’s Early Overtown Residents”.
In it, reporter Nadege Green of WLRN / The Miami Herald makes some excellent inquiries into the glorious past that was once thriving Colored Town.
As narrated in the radio piece:
Overtown was known as the Harlem of the South. [Jazz legends] Cab Calloway, Nat King Cole, and Billie Holiday performed in Miami Beach. But because of segregation, they weren’t allowed to stay there. They’d stay in Overtown . . . at hotels like the Sir John and the Mary Elizabeth. And they jammed late into the night with locals.
As decried by 70 year-old, long-time Overtown resident, General White:
Well there’s nothing but a big overpass now!
He’s referring to Interstates 95 and 395, which Nadege Green explains were built in the 1960s. After that:
Overtown was never the same. [Mr. General White] and thousands of other people here were forced out to make room for the highway.
Be sure to listen and read that eye-opening WLRN piece on the tragic history of the once glorious heart of Miami called Overtown, and the role of the highway in tearing it out.
The City of Miami’s Office of Communications released yesterday a short video on the Citizen’s Independent Transportation Trust’s (CITT) 2013 Miami-Dade Transportation Summit.
The elevator music and 1980’s electric guitar riff can be a little hard to endure, but it’s nonetheless interesting to have a glimpse at the City’s perspective on the Summit.
Featured in the video are the City’s Assistant Manager, Alice Bravo, who describes the role and responsibility of the CITT. Also featured is the City’s Special Project Assistant, Thomas Rodrigues, who talks about the City’s Trolley(-bus) routes.
Take a gander!
The City of Miami will be voting today on Resolution #13-00581.
This resolution would formalize the transfer of Brickell Avenue — arguably the most economically important thoroughfare in Miami — from the Florida Department of Transportation (FDOT) to the City of Miami, from the State to the City.
Under whose jurisdiction do Miami’s downtown streets belong?
Your voice matters! Cast your vote!
At last week’s 2013 Transportation Summit, Florida Department of Transportation (FDOT) District 6 Secretary, Mr. Gus Pego, was in attendance.
This was my first encounter with Mr. Pego in person and, despite the criticism we tend to launch at his district, he seemed like a really nice guy.
He was extremely diplomatic during the Summit. He didn’t seem to get defensive when audience members highlighted the contradictory and misguided actions of his agency. Generally, it appeared as if he has developed rather thick skin to cope with the criticisms launched at his agency (many of which have admittedly come from TransitMiami).
Mr. Pego’s demeanor reminded me of a political figure: an approachable, laid-back kind of guy who would be entertaining to have a beer with, but probably not one with whom you’d want to get into anything even slightly resembling a discussion of philosophy.
Nonetheless, you have to give the man credit. His job cannot possibly be easy.
I was among the (surprisingly few) private citizens who questioned Mr. Pego on the role FDOT plays here in Miami.
I asked him specifically about the proposed swap between FDOT and the City of Miami for some downtown Miami streets.
The core of my question was simple: “Why does FDOT want our streets?”
His answer was deceptively reassuring to me; it went something along the lines of:
- Typically when there’s a transfer of road jurisdiction, the municipality [in this case the City of Miami] will try to offset the costs of taking over control and maintenance.
- To offset the costs of controlling and maintaining new streets, the municipality will typically forfeit control of other streets.
- The municipality will typically request that FDOT assume responsibility of these other streets to avoid the extra financial burden.
All right . . . so . . . the City can’t carry the supposedly heavy costs of running its own streets, so it goes to FDOT asking for help. FDOT generously helps them out by taking new streets off their hands. Hmm . . .
It seemed to make sense (for about 11 seconds). But something still didn’t sit right with me. FDOT seemed way too gung-ho about the whole thing.
The last part of Pego’s response was the real doozy:
- If the City of Miami determines that they wish to keep jurisdiction of those streets [as opposed to exchanging them for jurisdiction over Brickell Avenue], then FDOT would be fine with that.
At that point, I thought to myself: Man, this guy’s not the transportation megalomaniac those weirdos over at TransitMiami often try to make him out to be. He’s just a good, straight-talking guy. That’s all. . . .
Ah, but then I found FDOT’s official position on the proposed swap. Then I realized that us summit attendees had been duped. Those words were spoken just to appease those in the crowd who applauded the question.
The truth of the matter is that FDOT does indeed want our streets.
The [Florida Department of Transportation] has recently completed a countywide analysis of potential roadway transfers […]. The proposed roadway transfers should prove to be beneficial for the City and the State. We look forward to working with the City of Miami in a mutually beneficial relationship to effect these transfers.
Or, here’s the formal City of Miami piece of legislation in the form of a resolution. It also demonstrates how FDOT isn’t the selfless hero Mr. Pego wanted to portray it as:
Whereas, the [Florida Department of Transportation] has determined that it would be beneficial to the State of Florida to assume jurisdictional responsibility for [all the roads listed in the table below].
So . . . FDOT is not, in fact, coming nobly to the City of Miami’s financial rescue as Mr. Pego would like to have us think. Quite the contrary, FDOT is in it for it’s own good, not the well-being of the community.
We can be sure that FDOT does indeed want our streets. The real question persists, though: Why?
They’ve studied our streets, and they’ve targeted the ones they want most. They have plans for them.
What those plans are, I do not know. Mr. Pego, we’d love to hear your thoughts on the matter . . .
This article was edited for content on 6/13/13 from it’s original format.
Tomorrow, on Thursday, June 13, the City of Miami City Commission will consider Resolution #13-00581.
This resolution would formalize the transfer of virtually all of downtown Miami’s Brickell Avenue from the jurisdiction of the Florida Department of Transportation (FDOT) to the jurisdiction of the City of Miami.
Think about that: Brickell Avenue. It’s the core of our financial business district and a burgeoning residential and commercial area.
One wonders why FDOT ever had control of one of our city’s most important thoroughfares in the first place.
It’s great news. Our city’s streets belong in the hands of our own local municipalities. They don’t belong in the hands of techno-bureaucrats up in Tallahassee, nor in any other one of FDOT’s just-as-detached satellite offices.
While far from perfect, our local public officials and planners are more sensitive to the day-to-day realities on our streets; they are more aware of land-use dynamics and current and pending real estate developments; they are more conscious of existing long-range and master planning documents (including plans for special districts, public transit corridors, bicycles and greenways, waterfronts, ecologically-sensitive areas, etc.); they typically have deeper, more productive working relationships with other locally-based jurisdictions; they better understand the on-the-ground interplay of bicycle, pedestrian, and motor traffic; they are more sincerely invested in the well-being of the local community of which they themselves are a part; and, most importantly, our local planners and politicians are comparatively far more accessible and accountable to us, the people to whom the streets belong.
So all is well in the Magic City, right? FDOT is beginning to realize that its role in 21st century Miami is growing smaller and smaller and we’re more than capable of running our own streets.
The state transportation juggernaut is starting to return our city streets to the local government authorities because it’s reached the undeniable conclusion that local municipalities and counties can run their own streets better than some gigantic, geographically-disconnected government bureaucracy . . . right?
In exchange for relinquishing Brickell Avenue to the City (where it belongs), FDOT wants something — quite a lot, actually — in return. Specifically, FDOT wants several streets running through the Downtown Miami Historic District (see the table below).
In total, FDOT is trying to take 2.4 center lane miles from the City of Miami in exchange for about 1.9 center lane miles.
(A “center lane mile” is the length of the actual road, from point A to point B. A standard “lane mile” takes into account the number of lanes on that same stretch from point A to point B.)
FDOT wants to take = 2.40 miles
FDOT wants to give = 1.92 miles
Thus, not only is FDOT pursuing streets it really has no right to and should have no interest in to begin with, but it’s actually trying to take more street length from the City than it is offering!
The City Commission will be voting on this around 2:00pm on Thursday, June 13.
Mr. Mayor and City Commissioners: Take what belongs to the people of the City of Miami. Bring Brickell Avenue under our local jurisdiction.
But do not, under any circumstances, forfeit those streets in the Historic Downtown District to the State.
FDOT should give = 1.92 miles
City of Miami should give = 0.00 miles
The real question is: Why does FDOT want control of our local streets to begin with?
We were fortunate to learn of this late last week, when The New Times published it’s Best of Miami preview, which just happened to highlight the winner of the best blog category only: TransitMiami!
Our fearless leader and slave-master, TransitMiami founder and editor-in-chief, Gabriel Lopez-Bernal, wrote a piece evoking in all of us lowly contributors a spurt of happiness and pride for what he claims to be “volunteer” work (before immediately whipping us back to our unpaid servitude!).
We’re also smitten with what The Miami New Times had to say about us too:
In most towns, a blog about transportation would be a snore, but this is Miami. Our shared frustration over the simple task of getting from point A to point B makes our blood boil and unites us all in common ire, for our inane transport system might be the single biggest hurdle preventing the Magic City from becoming a truly world-class town.
Surprisingly, it’s an issue that often finds itself on the back burner among Miami’s media. Thankfully there’s Transit Miami, which has been churning out posts on everything from crosswalks to major Department of Transportation projects since 2006. It’s transportation-activist talk made accessible to the average man, and its multiple contributors take into account the perspectives of everyone from drivers to pedestrians.
In a world where blogging is now dominated by the need for traffic (the profitable web variety), it’s nice to know there’s a blog out there more interested in vehicular traffic.
This sort of recognition reinvigorates our efforts and reminds us of our reason for existing in the first place.
With — and only with — your continued readership and support, we’ll strive to continue fighting the good fight and writing the good write! The future of our beloved community depends on it.
Truly, thanks again, Miami!
Transit Miami is honored to have been named the best blog in Miami for 2013 by the Miami New Times. We’re privileged to be recognized by our peers and the community as a leading voice on urban development and transportation issues in South Florida. This distinction provides us with a natural opportunity to reflect upon how far this site has progressed since its inception in 2006:
Initially conceived as an outlet to incite and encourage discussion concerning the challenging problems facing South Florida, Transit Miami has evolved into a loosely knit organization of individuals who strongly advocate for a balanced transportation system. Today, our vision includes one where all members of our community will have the opportunity to choose the mode of transportation that is optimal for their needs, lifestyle, or preferences. To achieve this vision we’ve taken it upon ourselves to expose the potential for intelligent growth in a community that has been consumed by urban sprawl; a community where imprudent development around key transit nodes has evolved into an unfortunate standard; and a community where congestion persistently erodes the quality of life. To us, the status quo is no longer acceptable; we know Miami can do better. As practicing transportation engineers, urban planners, and real estate advisors, we hope that our opinions serve as a starting point for discussion and present alternative views based on our professional experiences.
I wish to extend my gratitude to Transit Miami’s dedicated editors and contributors (both past and present) who volunteer their time in the interest of enhancing the mobility of our community. I have never met a more passionate and talented group of individuals working together to achieve a common goal: to foster a livable, accessible, and sustainable Miami for generations to come.
In addition to the support we receive locally, we’re also grateful for the recognition we receive from our partners across the nation, particularly our friends at the Streetsblog Network. Our national partners are also working tirelessly to transform our cities by reducing dependence on private automobiles and advocating for improved conditions for pedestrians, cyclists, and transit riders.
Above all, we are grateful for our readers who so often provide us with meaningful and insightful discussions on what most would consider rather pedestrian topics. We pledge to continue our advocacy and to continue to hold our elected officials accountable.
-Gabriel J. Lopez-Bernal
Founder & Editor-in-Chief, TransitMiami.com
Miami is undergoing one of the most magnificent metamorphoses in its history.
One of the impetuses of this transformation is the Florida East Coast Industries’ (FECI) corridor project called All Aboard Florida. The project will link Miami and Southeast Florida to Orlando and Central Florida.
It’s a very big deal.
The fine folks at All Aboard Florida have been kind enough to share with TransitMiami a good aerial view of its 9-acre holdings in the west-central part of our downtown, that drab, de facto government-institutional land-use district in serious need of some transit-oriented development.
We’re hoping the development of the downtown train station — the tentatively named “Miami Grand Central Station” — might just do the trick for this lifeless, barren sea-of-asphalt section of downtown.
All Aboard Florida passed through its first evaluation gauntlet by receiving a formal “Finding of No Significant Impact (FONSI)” from the Federal Railroad Administration (FRA). According to our contacts over at All Aboard, the project is “still in the environmental process for the entire corridor”.
Things are a-changin’!
On that note, a few weeks back, we here at TransitMiami encouraged you to support the Rails-to-Trails Conservancy’s effort to have a multi-use trail added to the planned railway. While the official window for public commentary has closed, we’d still like to hear your thoughts!
Cast your vote in the poll below!
The Middle River Neighborhood in the City of Fort Lauderdale is considering three options for their section of North Dixie Highway, including rejecting $2.3 million is MPO funding that would include a road diet, new and improved crosswalks and a solid green bike lane that would continue along the section to the north (into Wilton Manors).
Neighbors and local business owners packed a public meeting tonight and some argued for paving the swale on one side with a 12 ft wide shared use path (sidewalk) instead of accepting funding for the green lanes. Why would they want to do this?
Some arguments made for the “shared-use path” option:
- Even if the speed is 30mph, I drive 40mph, at least, so cyclists should ride on the sidewalk for their own safety. [Response: that’s why city is recommending multiple traffic calming measures, including speed tables at crossings.]
- No one has ever been killed by a car reversing out of a driveway while they were riding a bike on a sidewalk. [Response: You’re lucky. Many people are not.]
- Narrowing the travel lanes to 10’ will slow down traffic too much and how can that be legal when trucks can be 8 ½ ‘ wide. [The purpose of this project, even the shared use path option, is to discourage tractor trailers from this roadway.]
- Why do we need any of this? Can’t we just leave everything the way it is? [Response: Well, yes on both. If we don’t use it, another city project in the LRTP pipeline will.]
- Is there any proof that bike lanes increase property values? The local economy?
My response, of course, is there are several. Here are a few that come to mind:
- In 2010, rents along NYC’s new Times Square-area green bike lanes increased 71% – the greatest rise in the city.[APTA]
- When San Francisco put its own 4-lane Valencia Street through a project similar to the one proposed for Dixie Highway (road diet, adding bike lanes and better pedestrian crossings], nearly 40% of local business owners reported increased sales and 60% reported more area residents shopping locally due to reduced travel time and convenience. Two-thirds said business improved overall. [San Francisco Bicycle Coalition]
- Across American cities, houses located in areas that are particularly bicycle and/or pedestrian friendly are worth as much as $34,000 more than comparable houses with just average walkability/bikeability. [CEOs for Cities]
- Toronto merchants surveyed in 2009 reported that patrons who came by bike or on visit not only stopped in their stores more often, but spent more money per month than those who came by car. [Clean Air Partnership]
- Find more stats in this article: Want to make money? Build Your Business on a Bike Lane (FastCo.exist)
There are more reasons to support the “green bike lanes” option:
- It has secured funding. Changing the concept negates the funding approval years in development and would leave the city to find money elsewhere.
- The bike lane concept includes funding for bio-swales, a critically needed and environmentally sound flood mitigation tool.
- Continuity. The lanes are planned for the contiguous section directly to the north. It is unfortunate the local politics and funding challenges have lead to so many sidewalks that end and bike lanes/trails/paths to nowhere. I hope that doesn’t happen here.
- People who ride for transportation are not required to ride on sidewalks, no matter how wide they are. Those who do, put themselves at risk at every driveway and reduce to safety of the path for kids and those walking their dogs.
- Road treatments like this reduce speeds and therefore improve safety for everyone. [NYC DOT]
There was a time when city officials and engineers were the ones fighting the bike facilities here in South Florida. The times are changing – will a different kind of local politics prevent our governments from doing the right thing in favor of cars and trucks?
Looks like we finally have a developer in the 305 that understands the importance of mobility options for urban dwellers. Newgard Development Group will soon begin construction of Centro in downtown Miami and they are marketing the building to potential buyers as a project that provides transportation choices for future residents. Not only will Centro be located in the heart of downtown, just blocks away from premium transit, but the developer has partnered with car2go to provide a car-share service at the building’s doorstep. In addition, Centro will have a bike share program for its residents as well.
Harvey Hernandez, Chairman and Managing Director, of the Newgard Development Group is clearly thinking out of the box and understands the importance of offering transportation options to urbanites. Last week I sat down with Mr. Hernandez to discuss his new project. Below is the interview I did with him for Miami Urbanist.
Newgard Development Group Chairman and Managing Director Harvey Hernandez sat down with me to discuss his two Miami projects that are currently under development in Brickell and Downtown. BrickellHouse is under construction and Centro will break ground later this year in the heart of Downtown Miami. The partners of Newgard Development Group have spent 15 years in the South Florida real estate market. Founded by Harvey Hernandez, Newgard’s management team brings 40 years of combined experience in development, design and construction. Newgard’s approach to development includes innovative luxury buildings in desirable, centrally located neighborhoods, pedestrian-oriented lifestyles with cutting-edge amenities.
Miami Urbanist: Miami and Orlando will soon be connected by rail thanks to All Aboard Florida. Hopefully, commuter rail will soon follow. What opportunities do you see for transit-oriented development in South Florida?
Harvey Hernandez: We see great opportunity here. One of the main reasons we chose the Centro site was its proximity to transit. We believe in density and that having premium transit within walking distance is an attractive alternative to the car. Our consumers don’t necessarily own two cars; many are able to live comfortably with one or no car. In fact we have teamed up with car2go and they will have a designated Parkspot hub on the ground floor of our building.
Miami Urbanist: What are the strongest characteristics of the Centro site?
Harvey Hernandez: It’s in the middle of everything! It’s close to Brickell and within walking distance of mass transit. Whole Foods and Brickell CityCentre will soon open a couple of blocks from Centro.
Miami Urbanist: Please explain the parking situation at Centro, there seems to be a few misconceptions about parking.
Harvey Hernandez: Zoning allows us to provide parking offsite; therefore we don’t have to build parking. The parking garage is within 100 yards of Centro. We have entered into an agreement with the Miami Parking Authority to provide parking. We also provide 24-hour valet service and there is always the car2go hub at our doorstep.
Miami Urbanist: Has the parking situation discouraged people from buying at Centro?
Harvey Hernandez: We don’t see it at all. The buyers are coming from all segments of the market; whether they are young professionals, retirees, or 2nd home consumers they have one thing in common—less reliance on the car. All of our buyers want the urban living experience—they want to walk to restaurants, bars, the arts and other amenities. Many of our buyers are coming from suburbia; they don’t want to deal with long drives and the cost associated with maintaining a car.
Miami Urbanist: There is also a bike share component to Centro, would you please elaborate on this?
Continue reading »
Are Miami’s proliferating pedestrian overpasses transforming the city into a hamster’s paradise?Cities should be built for people, not cars. It’s an irrefutable, almost cliché maxim that still, despite the seeming consensus around the notion, somehow gets lost in the city design and development process.
Greater Miami is a city whose incipient design and development occurred during the apex of the automobile era, an era which is slowly, but surely, dissipating. Our city’s auto-centric legacy thus predisposes planners and engineers to maintain that eroding model of spatial form and function.
The underlying fallacy comes from their failure to recognize the dynamism moving through the city, the revolutionary societal forces changing the way Miamians and metro-dwellers across the planet wish to live in, and interact with, their urban habitats.
Rather, these designers of dystopia look to the increasingly obsolete conditions of the past and — instead of embracing the change around them with innovative design solutions — seek to merely perpetuate the already expired status quo.
To our collective detriment, this status quo expresses itself with bipedal human beings relegated to the bottom of the mobility food chain. In Miami, and with a bit of irony, this demotion often manifests itself upward, where people wishing to get around on their own two feet are forced to ascend up to and move through so-called pedestrian overpasses.
In essence, though, these overpasses are really nothing short of hamster tunnels designed to accommodate and un-impede the movement of cars at the expense of people.
These overpasses reify the misguided mid-20th century notion that the automobile reigns supreme. All other modes of transport must make way for, and bow their heads to, the tyrannical king of the road.
Through these pedestrian overpasses, the built environment is effectively screaming at people who choose to use their own energy to get around the city: Step aside, petty pedestrians! Out of the way, bumbling bicyclists! The automobile is coming through!
These are not the messages we should be physically inscribing into the nature of our city. This is not the infrastructure needed to support a socially, economically, and ecologically thriving urban geography.
As our children and grandchildren inherit from us this little bit of Earth called Miami, they’ll be far more grateful to gain a livable place where they can enjoy the pleasures of the city on their own two feet at the ground level, rather than surrendering to the oppression of the automobile by scurrying through elevated mazes and tunnels.
You want to keep the streets safe for pedestrians? There’s only one real solution: Make the streets safe for pedestrians!
Be on the look-out for a follow-up article where TransitMiami looks at some of the broader social implications of building the proposed pedestrian overpass at US-1 and Mariposa in Coral Gables. Also, be sure to read TransitMiami’s previous piece on that particular proposal, written by TM writer and professional architect Jennifer Garcia.
Everyone knows that Miami has a serious problem with pedestrian injuries and fatalities; not a week goes by without reading an article about another pedestrian struck by a car. Miami is the 4th most dangerous city for pedestrians and cyclists in the Country right now.
This must change!
We live in one of the most beautiful, perfect climates in the world, yet stepping out our doors for a walk can be fatal. With Emerge Miami, I began organizing walks for pedestrian safety last year in response to this ongoing crisis. The concept is simple, during the time that pedestrians are legally allowed to enter the crosswalk, we have people with educational signs and statistics about pedestrians injuries and fatalities walk back and forth through the crosswalk. We also have educational materials to hand drivers and pedestrians.
Our next walk is in Little Havana on June 29th, a lovely neighborhood that should be safe and walkable, yet speeding cars and infrequent crosswalks make it a extremely dangerous for walkers, especially the many more elderly residents who live there.
As part of our walk we are asking that pedestrians who have been injured, and their families, to come out and join our walk to help put a personal face on this epidemic of injury and death.
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