A few weeks ago on this blog, Felipe pointed out how incomplete streets are more than just an inconvenience for some people. For people like Lance, who rely on active transportation for exercise or just simple mobility, designing and maintaining our roads and sidewalks to accommodate everyone is the difference between being able to get to where you need to go – or not.
The U.S. Department of Transportation Secretary recently profiled the new Senior Advisor for Accessible Transportation, Richard Devylder, in his blog. Mr. Devylder is an impressive guy, someone who understand first hand why curb cuts and complete streets are critical to equal access to our transit systems. He talks about it in a number of videos on the Fast Lane blog. Meet Richard, listen to his story and reconsider what makes livable streets fundamental to a fair and just society.
Some visual aids:
And by the way, since we are celebrating birthdays, Happy 20th Anniversary to the Americans with Disabilities Act. Plus, if you’re into disability news and pop culture, be sure to check out WheresLulu.com.
Since the US Department of Transportation Secretary Ray LaHood announced that bicycling and walking were indeed forms of transportation whose proponents were worthy of consideration, the country’s ‘transportation’ lobby has largely responded with fury, hostility and name-calling, the likes of which almost merit comparison to Miami politics. Sec. LaHood has responded to all of this with some very supportive statistics showing that Americans like choices – including transportation choices – and that means transit, bicycling and walking.
In his “Fastlane” blog and in an interview with the New York Times, the Secretary cites Transportation for America’s 2010 Survey results, showing that even people who believe mass transit, biking and walking are not (yet) options for them, that investment in these options would calm traffic and improve their communities.
Of course, this kind of news does not shock TransitMiami.com. However, it still seems to ‘shock’ those who are only hearing from the other side. Last week, I was interviewed by The Center for Public Integrity as one voice in a sea of transportation lobbyists. (Me?!) People want a diversity of choices – and politicians are starting to listen. It should feel empowering to you that the posts you were reading on this blog a few years ago, now overlap cover stories in every major media outlet and, more importantly, are reflected in the conversations our policymakers are having behind closed doors.
What this means for us is that this is no longer about an extra bus line or whether or not to stripe a bike lane. These federal dollars will go to innovative projects, like sharrows and elevated bike paths, light rail and bus rapid transit and more. Do you have an innovative idea for improving mobility in America? We’re (not the only ones) listening.
Have you traveled along Sunset Drive recently? Between SW 84 Place and SW 69 Avenue – right by three elementary schools, historic places of worship, a beautiful public park and several shops and restaurants – FDOT is pushing through a project without consideration of public opinion, the needs of the adjacent community or the safety of those of us who use the roadway. Sound like strong words? Consider that at last night’s public meeting, which was more like a sales pitch than a conversation, FDOT did not present any options directed at improving safety for users with the exception of ‘Share the Road’ signs. They seemed shocked that so many people came to the meeting to begin with, and then they talked about moving cars, not people. We know that most people traveling along this road are in cars, but bicycle lanes improve safety for them, too. That’s right – people drive better, cyclists ride better and even pedestrians are safer when streets are designed to accommodate all of them and, more specifically, bike lanes are striped.
Moreover, from USDOT down, transportation agencies are encouraging a greater ‘modal split’, or more bicycling, walking and transit use. This is particularly important along Sunset Drive, where local residents could easily walk to school, church, the store, etc. It is important because people who bicycle through this area do not have real parallel street alternatives. It is important because FDOT is funded through federal dollars, and federal dollars are not coming to Florida or our auto-centric projects.
Please don’t think that your voice doesn’t make a difference. FDOT needs to hear from you, needs to know that you care about the safety of our infamously dangerous public roads. I keep hearing from last night’s public meeting that the project is clearly already done, already designed. Until they start breaking up concrete, they have to listen to taxpayers. Besides, we are really just asking them to follow their own policies and those of the USDOT.
Your letter doesn’t have to be long, but I encourage you to email it and cc the Miami-Dade MPO, FDOT’s top safety and roadway design officials and The Miami Herald. The letter I sent this morning is copied here:
|Cc:||firstname.lastname@example.org; email@example.com; firstname.lastname@example.org; email@example.com; firstname.lastname@example.org; email@example.com; firstname.lastname@example.org; email@example.com|
Dear Mr. Pego:
As a lifelong Floridian and active citizen, I am concerned that FDOT is going against state policies (335.065, copied below), common sense safety practices and the direction from USDOT Secretary Ray LaHood by refusing resident requests that bike lanes be incorporated into the Sunset Drive project.
As recommended by the resolution of the Miami-Dade MPO’s Bicycle/Pedestrian Advisory Committee and by so many of the local residents at last night’s public meeting, I am requesting that the median be narrowed by 1 foot on each side and bicycle lanes included. Wide lanes, as you know, encourage speeding by motorists, while narrowing lanes and adding bike lanes reduce motorist speeds and increase safety for all road users.
Wide curb lanes can be ideal in some cases, however, where the speed differential is as extreme as it is on Sunset Drive between SW 84 Place and SW 69 Avenue, bicycle lanes make the most sense. They are also a significant source ofmoney from Washington.
Sec. LaHood recently stated on video that “People across America who value bicycling should have a voice when it comes to transportation planning. This is the end of favoring motorized transportation at the expense of non-motorized.”(http://fastlane.dot.gov/2010/03/my-view-from-atop-the-table-at-the-national-bike-summit.html) He goes on to say that DOT’s commitment to bicycling facilities is evidenced by the number of TIGER grants that went to bicycle projects across this country. Could this be a reason why the state of Florida did not receive any of these funds? More money will be coming from Washington – let’s pave (and stripe!) the way to these dollars in FDOT District 6.
More formally, Sec. LaHood announced the following Department of Transportation Policy, available for your reference here: http://www.dot.gov/affairs/2010/bicycle-ped.html: ”The DOT policy is to incorporate safe and convenient walking and bicycling facilities into transportation projects. Every transportation agency, including DOT, has the responsibility to improve conditions and opportunities for walking and bicycling and to integrate walking and bicycling into their transportation systems. Because of the numerous individual and community benefits that walking and bicycling provide — including health, safety, environmental, transportation, and quality of life —transportation agencies are encouraged to go beyond minimum standards to provide safe and convenient facilities for these modes.”
But again, bicycle lanes make the road safer for EVERYONE. They discourage cyclists from using the sidewalk (reducing cyclist/pedestrian conflicts) and they even reduce motorist collisions. Please see the 2006 UT-Austin study demonstrating increased safety for motorists where bicycle lanes are present:http://www.utexas.edu/news/2006/09/18/engineering/
I’d like to close by stating that Marjory Stoneman Douglas was an icon for me growing up. I met her as a child and she was committing to promoting sustainable living even in her final years. Given that this road is named in her honor, I am all the more convinced that bicycle lanes make sense.
In short, bicycle lanes are safer, their implementation makes for successful and sustainable policy and in the case of Sunset Drive, they just make sense.
Thank you for considering all users as you move to finalize design for this project. I look forward to your reply.
Kathryn Reid Moore
South Florida Bike Coalition
http://SFBikeCoalition.wordpress.com [Anyone think he'll read my blog?]
The Miami Herald and MiamiBikeScene report that he is Carlos Bertonatti, a young twenty-something independent musician and Key Biscayne resident. Whoever it is, let’s take a moment to understand that despite his horrific actions this morning, this man has a family, friends, and a future that will never be the same again. There is no reason to believe he killed our cyclist friend intentionally. With the glaring exception of his behavior immediately following the murder, he could be just about anybody we know. Anyone who drives a car is driving a deadly weapon and a simple mistake can mean more than an accident – whether one drives ‘recklessly’ or not. The Rickenbacker is designed to handle traffic moving much faster than the posted speed limit, and so it does. This is because most of our roads are not designed to move people, but to move motor traffic as quickly as possible.
I hope that the motorist is punished to the full extent possible under law – which could mean life in prison. However, the end of his future does not bring the victim back. It does not make our roads safer or automatically elevate the discussion between those who feel making healthy, sustainable life choices is important and those who feel it is just stupidly unsafe. That is up to us.
- Why do our roadway builders and public works departments not utilize simple measures like increased signage, education campaigns, painted and/or separated bicycle/pedestrian facilities?
- What does it say about our culture that driving recklessly and intoxicated does not shock us? Did someone let him get in that car? Why was he not stopped for speeding?
- When will the State of Florida implement and enforce its own Complete Streets policy?
You can make a difference in honor of the man we lost today. Write to your commissioners and FDOT representatives and tell them you want to know what they are doing to make our roads safer. Follow up with them regularly. Get involved. Let us know if we can help.
Kathryn Moore is TransitMiami.com’s newest blogger. She will be writing on policy and politics related to mobility in our community.
NOTE: Monday 1/18/10 at 8am. Moment of Silence on Bear Cut Bridge, Rickenbacker Causeway. All are welcome.
Now you’re probably asking, what’s the MUTCD? The Manual on Uniform Traffic Control Devices sets the standards for striping, signage, and signalization across the country. If a traffic control feature you want is not in there, you’ll have a hard time getting it installed on your road. The US Department of Transportation just released a long awaited new version of this manual that comes with some changes that many complete streets advocates will welcome. Hit up the press release here, and if you really want to delve into it, read the actual manual at FHWA’s website.
Until now, some new pedestrian and bicycle features have been experimental and difficult to install since they weren’t in the old 2003 MUTCD. Here are some of the additions to the roadway designer’s palette in the new manual:
- Shared lane use markings, or “sharrows.” These are like bike lane markings in the middle of the traffic lane, for lower speed areas where bicycle lanes don’t fit. That’s one in the picture next to on-street parking.
- “Bicycles may use full lane” sign, for use with or without sharrows. It’s a white regulatory sign, which carries more weight with police.
- “HAWK” signals. These are hybrid signals designed for mid-block crosswalks. These will be easier to install than regular signals since they don’t require as much vehicle traffic or pedestrian traffic.
States have two years to adopt the 2009 MUTCD. It may take a few months before Florida adopts it, but projects that are being designed now (to be constructed once we adopt the new MUTCD) may start incorporating them. We hope designers will use the new pedestrian and bicycle features as soon as possible.
Many news sites have listed potential candidates that Obama may choose for cabinet positions. Since we’re most interested in the position of Secretary of Transportation, who might he choose for that all important post?
The Sun-Sentinel has R.T. Ryback, Mayor of Minneapolis, Representative James Oberstar from Minnesota, Ed Rendell, Governor of Pennsylvania, and Representative Earl Blumenauer from Oregon as potential candidates for the job. That last name should have all of us jumping for joy if he is selected for the position. Blumenauer, from the great bicycling city of Portland, is the only congressman who rides his bicycle to work at the Capitol. The picture above conveys the idea that he is a man concerned about bicycles as a viable mode of transportation, and his development of the recently passed Bicycle Commuter Act gives him a record of seeking the betterment of bicyclists everywhere.
Obama, please pick Blumenauer! We’ll love you more for it if you do!
A lot happened this week behind the scenes and between the lines. Here is a review:
Kudos to this editorial today from El Nuevo Herald columnist Daniel Shoer Roth. I think he did an excellent job in highlighting how mismanaged our transit system is. Accountability goes out the window when ten different departments and municipalities are ‘responsible’ for certain aspects of mass transit. I’m always talking about how our system is ‘mismanaged’ but that really isn’t the case at all. It’s a question of priorities, and transit has not historically been one of them.
Our planning priorities were on full display this past weekend in an insert produced by the Metropolitan Planning Organization (MPO) that the Herald included in its Sunday edition. The insert describes work done to date and future projects. If you are not familiar with the MPO, it is a County run organization that is charged with coordinating the various transportation projects around Miami-Dade, as required by Federal Department of Transportation rules. Their mandate is described on their website is:
“…to have a continuing, cooperative and comprehensive transportation planning process that results in plans and programs that consider all transportation modes and support metropolitan community development and social goals. These plans and programs shall lead to the development and operation of an integrated, intermodal transportation system that facilitates the efficient, economic movement of people and goods.” (emphasis added)
Many worthy goals, but unfortunately their focus is more on expressway and road building projects than on balancing roads with mass transit. My favorite part of the insert is titled “Miami-Dade: Urban Travel Trends” which utilizes graphs, bright colors, and a lot of traffic engineer lingo (vehicle miles traveled, peak period speeds, etc), with only a brief mention of transit under a graph called ‘Transit Mode Share’. The text accompanying the graph states, “the countywide transit mode share in 2005 was approximately 2.5%” It goes on to say that share will grow, “albeit modestly.” Ok. I find it disillusioning that the organization supposedly responsible for coordinating our transit system is not very optimistic about the future growth of MDT.
Truth be told, after this week’s political farce concerning tranist fares and another half cent tax, I might tend to agree with the MPO. Our future transit does not look so good because the people responsible are alseep at the wheel. Commisioners Bruno and Barbs: wake up!! You have have been reaching in the dark these past few weeks trying to placate your constituents. I know this issue gets heated and personal. Let me be clear: this is not a personal attack. It makes it difficult for those of us who are transit advocates and who supported the first tax increase to justify anything you ask for now because of how the money has been squandered. Surely you can understand that. Next week I am going to work on a series of posts on how the People’s Transportation Tax has been spent to bring to light how that opportunity has been, and continues to be, botched.
If you really care about transit, and Commissioner Jordan I think you care about getting the Orange Line built, here are a few recommendations that can serve as confidence building measures that might make any fare or tax increase palatable:
- Make the Citizens Independent Transportation Trust the sole entity responsible for deciding what happens to that money. Give it back its teeth, and allow it to do its job.
- Charge veterans and the elderly. We can’t give away transit that doesn’t exist yet. Until MDT gets its house in order, they should be charged, albeit at a reduced rate that should be revisited when MDT’s finances get better. MDT needs income, and the Trust shouldn’t be responsible for giving it an allowance every month.
- Charge for the Metromover. Same reasons as above.
- Have MDT work with the Trust. Recent reports from Miami Today describe how the Trust is having a tough time getting cooperation from MDT with regard to budget issues. How is the Trust supposed to operate if it doesn’t know how much the system costs to maintain?? This is silly.
Note to Mayor Carlos Alvarez: the strong mayor powers you wanted came with responsibilities, ie. get MDT organized. How can they run the business of Miami-Dade Transit without a budget. Helloo?? Not to put all the blame on you though, as you’ve only really been in charge for a short while.
- Tie the 20% Municipal Transportation Plan funding to transit specifically, not transportation which has become synonymous with roads and expressways. A majority of payments to municipalities have been spent on roads, resurfacing, and other road related infrastructure. The PTP was marketed primarily as a transit plan. Spend money on rail, buses, and the infrastructure related to these much needed systems. Our roads are in fine shape. That way projects like the Coral Gables Trolley continue to get funding, while other money is free to be spent on, oh, I don’t know, maybe a few bus shelters (around International Mall maybe)?
- Increase fares to be consistent with our how efficient our system is. Don’t over do it. We want to pay for our transit, but we want to get something in return.
You need to rebuild our confidence in your ability to provide us with a functional and growing transit system. Very soon public perception of transit in this community is going to turn from being a nonessential ‘social good’ to an indispensable and basic part of the infrastructure of the city. When that happens, when people start to feel like they have no choice but to get in their cars at $8.00 a gallon, watch out Commissioners and company. The mob will be ruthless, and the storming of the Bastille will seem like a trip to Disneyworld in comparison to your worth in the public eye.
Department of Transportation Secretary Mary Peters entered the blogosphere on April 29 with a blog called the Fast Lane. Looks like FHWA, FTA, and other DOT officials will also contribute to the blog. Comments are allowed on the blog, so they are interested in a two-way conversation.
It is good to see transportation officials embracing modern communication methods. Let us hope Stephanie Kopelousus, Florida’s Transportation Secretary, follows the example and begins an official Florida DOT blog. Or it would be nice to see the District Secretaries blogging and taking comments from the public on local projects. Perhaps we could suggest it. Email the Secretary at firstname.lastname@example.org if you want to suggest the idea.
“…Congressional pressure was increased on UMTA to show some positive results from their research and development expenditures. So, in 1975 UMTA announced its Downtown People Mover Program and sponsored a nationwide competition among the cities, offering them the federal funds needed to design and build such a system. Since UMTA was prepared to pay most of the costs of planning and building these systems as part of its demonstration program, the response from the cities was almost overwhelming…”
Free money to develop an urban transit solution in an age of increasing congestion, if it sounds too good to be true, that’s probably because it was; none of the “top” cities initially considered for people movers built them, leaving millions of dollars available to secondary cities like Miami and Detroit.
“…In 1976, after receiving and reviewing 68 letters of interest and 35 full proposals and making on-site inspections of the top 15 cities, UMTA selected proposals from Los Angeles, St. Paul, Minnesota, Cleveland and Houston. It also concluded that
, Miami and Detroit would be permitted to develop DPMs if they could do so with existing grant commitments…” Baltimore
Needless to say, the people mover system was a botched, rushed, and half-hearted effort from the US Department of Transportation to fund and research reasonable transit solutions for the ever growing congestion problems of the 1970’s. Unlike
In riding around on two of the three systems, I’ve come to identify their obvious shortcomings and deficiencies. Their failures can be attributed to a lack of supportive regional transit infrastructure as well as absurdly poor integration with their surroundings. The pictures below accurately depict most of these problems, turning the Jacksonville Skyway transit stations into inhospitable, inaccessible urban realms for pedestrians, like much of the rest of the city already is…
This evening picture depicts the surface parking lot (1 of 2) which I had to cross just to access the San Marco Station. This “neighborhood” contains a few of the ritzier hotels in Jacksonville, all of which are surrounded by surface lots, isolating the transit station in a sea of asphalt:
The Prudential plaza is one of the few buildings built up close to the Skyway, its unfortunate that the other side of the station was crowded by a parking garage.
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