Municipalities Can Adopt 20 mph Speed Zones

Florida Statutes sec. 316.189 states, "With respect to residence districts, a municipality may set a maximum speed limit of 20 or 25 miles per hour on local streets and highways after an investigation determines such a limit is reasonable.  It shall not be necessary to conduct a separate investigation for each residence district."

Around the world, cities are lowering speed limits to 20 mph for greater safety.



If those living on a residential street want a 20 mph limit, municipalities should accommodate the request.   The Florida legislature should amend the statute to include counties.

Massengale and Dover on "Great Streets"

Below you'll find a video of John Massengale and Victor Dover's "Great Streets" lecture at the Congress for the New Urbansim in Buffalo last month.  It's more than an hour long, but worth viewing for the wonderful examples from around the world, many of which Victor presented at Rollins College a few months ago:

Convert One-Way Streets to Two-Ways

Here's a LINK to a story about a study of streets in Louisville converted from one-way to two ways.  An excerpt:

While Louisville experienced a five percent jump in crime during the post-conversion study period (2011 to 2013) as well as the period before conversion (2008 to 2010), a disproportionate amount of crime occurred on multi-lane one-way streets (according to police records). Yet nearly three years after the conversions took place, crime dropped a jaw dropping 23 percent on the converted streets. Auto theft alone has decreased by almost a third on the converted streets, even as it climbed by 36 percent on the nearby one-way streets. At the same time, there was a 42-percent reduction in robberies on the converted streets.

Some of the best returns on real estate investment in Louisville are now found on these formerly fast and furious streets. Property values have increased on two-way streets while nearby one-way streets have declined. The now two-way Brook Street has seen a 39 percent increase in property values after conversion, according to records from the Property Valuation Administration.

Orange Avenue in downtown Orlando could see a resurgence of retail if the City were to convert it from one-way to two-ways.  As a pilot project, the City should at least consider such a conversion north of Colonial Drive.  According to the Orlando Sentinel, a citizen volunteer task force advising City Hall said that

City officials should consider changing downtown's current one-way street network, which is designed to moved traffic in and out quickly but isn't so great for people who aren't in cars. 

Ridgewood Avenue, which connects North Park Avenue in Winter Park to Maitland, would become more desirable to home buyers if converted to two-ways.  I suspect the City made Ridgewood a one-way street heading north to reduce cut-through traffic from the Enzian theater and Park Maitland School.  However, a conversion to two-ways would slow-down cars as well as reduce unnecessary motor vehicle travel by residents, who often must "circle around" to get home. I also suspect property values would rise.  If presented with data from the Louisville study, I'm curious as to what the residents who live there would prefer.

Roundabouts: A Tool for Placemaking

Better Cities and Towns published a piece titled, "Roundabouts: A Tool for Placemaking," which City of Clearwater engineer Ken Sides and I co-wrote.  You can find it at this LINK.

Too Fat to Fight

Retired military generals, concerned about the impact of childhood obesity on military readiness, released a report titled, "Still Too Fat to Fight,"  available at this LINK.  BusinessWeek picked up the story at this LINK.  The report focuses on consumption of sugar-laden junk food by kids and teens, the fact that one out of five are ineligible to serve due to their weight, and the enormous cost of treating medical conditions of servicemen and their families linked to obesity.  A built environment that discourages walking and biking, contributing significantly to this epidemic, does indeed affect our national security.

Sentinel op-ed on Cycle Tracks

Click to enlarge

Some vehicular cycling advocates criticized my support of traffic signals that prevent crashes by detecting and controlling the movements of motorists and bicyclists in a cycle track.  The critics, who oppose cycle tracks, contended that such signals cause motorist delay.  Ironically, vehicular cyclists often delay motorists by "taking the lane" in no-passing situations before "releasing" motorists trapped behind.  The concern about motorist delay--no doubt genuine--seems rather selective.

Here's an article about the signalized Dearborn cycle track: http://articles.chicagotribune.com/2013-06-10/classified/ct-met-getting-around-0610-20130610_1_cyclists-signals-bike-traffic

First Friday Night Run--SunRail Brings Hundreds to Park Avenue

Winter Park Station southbound platform at approximately 8:30 PM Friday night. 

We'll have a better sense of ridership after several weeks, but if SunRail's first Friday night run is any indication,  the commuter train will bring hundreds of people to Park Avenue's shops and restaurants.  

We caught the 8:36 PM southbound train, the last of the evening, at Winter Park Station and rode it roundtrip to Sand Lake Road, returning to Park Avenue more than an hour later.  The train was standing room only on the way south with a celebratory atmosphere.   At night, when visibility is limited, it's difficult to know when the train starts and stops, it's so smooth.  The train is nicer than the light rail that serves big cities such as New York, Chicago, or Washington by featuring tables, plush seating, and bathroom facilities.  A countdown clock to the next train arrival would be nice on the platforms. 

Both the northbound and southbound platforms were crowded with people returning home from Park Avenue. I would estimate that Park Avenue businesses had several hundred more patrons than otherwise Friday evening thanks to SunRail.

The only other rail stop with a meaningful crowd that boarded the train was Church Street Station.

Downtown Kissimmee--another destination--aims to benefit when SunRail expands in Phase II.  Mt. Dora would benefit, too, if the Orange Blossom Express becomes reality and so, too, would Downtown Winter Garden with a spur. 

The initial lack of weekend service has left many people dumbfounded.  But on Friday night, Metro Orlando seemed to take a huge step forward.  

     Northbound platform, Winter Park Station, at about 8:20 PM Friday night. 

Vehicular Cycling and Cycle Tracks--Do it All

The Rise of Protected Bike Lanes in the U.S. from Green Lane Project on Vimeo.

Vehicular cycling is a technique in which the bicyclist behaves like a motor vehicle.  By riding more in the middle of motorist lanes, instead of off to the right, and following all traffic laws, the cyclist becomes predictable, more visible, and safer.  The excellent CycleSavy course, conceived locally and taught nationally, trains cyclists in this technique.  I invariably use these techniques when I ride.  I highly recommend those with an interest in cycling, or those who use a bicycle to commute, to take a CycleSavy course.  Go to www.CyclingSavy.org for more information and great resources. 

Some proponents of vehicular cycling oppose cycle tracks, such as those featured in the video above and which I wrote about in an op-ed published in the Orlando Sentinel.   The concerns generally center around: (1) the potential of right-hook crashes caused by locating cyclists to the right of motorists; (2) the inability of motorists to see cyclists hidden behind parked cars framing a cycle track; and (3) that cycling infrastructure sends a message that cyclists do not belong on roads in general with rights commensurate with motorists.

The first two concerns are valid.  To prevent right hooks, cities must engineer solutions.  One is a separate traffic signal for bicycles, which enables cyclists to cross an intersection before motorists can turn.  

Another solution calls for "mixing zones" at intersections.  One such mixing zone is a green "bike box," which places cyclists in front of motorists.  Another technique, shown in the graphic below from the New York City Department of Transportation, is to gently merge motorists into a combined lane with cyclists.

Source: NY City DOT

The second concern, about the invisibility of cyclists behind parked cars, also valid, is ameliorated by prohibiting parked cars close to the intersection.  The National Association of City Transportation Officials recommends prohibiting parking within 30 feet of an intersection, where parked cars buffer the cycle track.  An engineer would increase this distance as warranted. 

As to the third concern, I am not persuaded that bike infrastructure sends a message that bikes do not belong elsewhere, where infrastructure is lacking.  Road context, created by high speed road design, is the key factor sending a message that bikes do not belong, despite laws to the contrary.  Many cyclists have experienced harassment on high and higher speed roads.  I doubt much harassment occurs on neighborhood streets and other low speed roads.  A motorist focuses on and responds to the immediate context, not to bicycling infrastructure seen elsewhere, perhaps miles away on another day.  A slow-moving cyclist when the road design is saying, "Go fast," is the motorist's immediate focus and the context of most harassment.  

Absent meaningful bicycling infrastructure, vehicular cycling is a critically useful technique.  There is no safer way of riding in traffic.  But only a small percentage of people who ride bicycles will overcome apprehension, or take a CycleSavy course.  I took the on-road portion of the CycleSavy course with an older lady named Sheila from Gainesville.  Despite the very kind, extra attention given to her by the CycleSavy instructors, she had a very, very difficult time. It just wasn't for her.  Sheila, however, would do very well on a cycle track.  If we want to encourage more people to ride bicycles, cycle tracks are proven to increase the number of cyclists and are indispensable.  

So do it all--cycle tracks and CycleSavy.  There is no "one size fits all" solution.  

Economic Activity from New Winter Park Stadium Could Depend on Parking Garage Location

Proposed Harper-Shepherd Stadium, as obtained by the Winter Park Voice blog site.

UPDATE: 7 21 14 -- Rollins has decided against the Harper-Shepherd Stadium site.  This opens a door for Dan Bellows, developer of Ravaudage, and UP Development, developer of a new Whole Foods at 17-92 at Lee Road.)

The blogsite Winter Park Voice posted documents showing earnest negotiations between the City of Winter Park, Rollins College, and the Manatees minor league baseball team (currently located in Brevard County) over construction of a new minor league baseball stadium at Rollins College’s Harper-Shepherd Field.  A rendering of the proposed stadium shows classic architecture reminiscent of the Rollins College campus. Rollins would own, lease, and share the stadium.  

This information ought to somewhat ease the minds of Winter Park residents who were upset over the prospect of locating the stadium at Martin Luther King, Jr. Park.  From a political standpoint, the Martin Luther King, Jr. Park site is the least popular of four proposed locations because the City would give up recreation fields to private enterprise--one ball field for the stadium and the two remaining ball fields for parking.  Increased traffic would potentially create circumstances forestalling a much needed road diet on Denning, now a high speed barrier between residents and the park.

According to the City of Winter Park, the baseball team balked at the idea of locating on the Ravaudage site, also the most expensive option.  The developer wants $8 million in infrastructure work and an additional $3 million in cash. 

A site on the other side of 17-92 would be adjacent to a new Whole Foods strip shopping center, but little else.  The Manatees and Rollins College may not want to embroil themselves in the controversy of extending Lee Road to Denning Drive.  All traffic would concentrate on 17-92 and Lee Road, incredibly congested at rush hour.  The City characterized this site as the “most complicated” option due to the multiple parties involved.

Rollins College’s Shepherd Field is the most promising location because it is an existing baseball stadium.   Unlike the other sites, traffic would diffuse on three different roads--Denning, Fairbanks, and Orange Avenue.

The City should carefully consider where to build a parking garage, estimated to cost $6 million.  The Manatees want the parking garage next to the stadium.  However, a reasonable distance between the garage and stadium--so as to cause patrons to walk past numerous small businesses and restaurants on Orange Avenue--would generate far more economic activity before and after games.  (This is the same strategy Universal Orlando used for CitiWalk—by locating it between the parking garages and theme parks.)

Signage should steer motorists away from the residential neighborhood on the west side of Denning. 

Shepherd’s Field is located about three quarters of a mile from SunRail—a bit far for walking; however, for bicyclists, a proposed SunRail Trail could connect the Winter Park station to Shepherd Field and the Orlando Urban Trailhead at Mead Gardens. 

Shepherd’s Field has the best proximity to Rollins College, whose baseball team would play at  the stadium.  It is also the least costly option and, from what I can tell at this early stage, may be where the City is intent on bringing minor league baseball to Winter Park. 

Lynx is finally fixing its maps

                                                 Bus route maps posted--in Portland, OR. 

Lynx, Central Florida's bus transit agency, is finally updating and improving its maps to more resemble those posted at fixed rail transit stations.  The most important new map is one showing links to and from SunRail, which warrants posting at all SunRail stations.  Here's a LINK.

Lynx should also post the new route maps at Lynx Central Station and other principal bus stops.  Portland's Tri-Met does this. People will not board a bus without knowing where it goes.