From the beginning of urbanized America, streets functioned
to provide mobility in many ways:
People walked to work, trolley, horse-drawn then powered
moved workers from factories and offices to home. Trains played a role in
commutes. Bicycles incited a pedal power mobility craze for a while.
Then the automobile came along.
Then the automobile came along.
By the 1950s, roads became the sole domain of automobiles.
The automotive industry even created the term “jay walking”
and launched a campaign to demonize people on foot.
Sidewalks shrunk and beautifully landscaped medians were
torn out to create more lanes for automobiles.
Trolley lines were ripped out and replaced with buses. But
buses were devalued and branded as last ditch transportation for the
unfortunate. Only the sedan was fit for the upwardly mobile middle class
American.
Crosswalks were diminished. Those brazen enough to move
around on two feet were seen as merely an impediment to moving more cars
faster.
Government loans encouraged suburban single family
homebuilding, giving rise to the super highway, and when highways weren’t enough,
surface streets – even the most picturesque and historic – were overhauled to
turn them into another layer of de facto highways.
After a half century of destroying hundreds of urban
corridors for the sake of the almighty automobile, sanity started to creep bank
into the minds of elected officials, town planners and constituents.
Milwaukee, San Francisco and other major cities razed
elevated highways that had torn apart their urban fabric. Boston paid billions
to put its in-town highway underground, with acres of urban park space and
connectivity built above.
Miami, which consistently/tragically ranks near the top of
annual lists of the most deadly cities for pedestrians in America, is slow to
offer options for pedestrians, bicyclists, public transit riders, wheelchair
users and others who do not wish to be beholden the automobile.
Construction for I-95 tore apart the city’s historic
community. Car dependence reigns supreme despite tens of thousands of dwelling
units being built in what should be a walkable urban core. Because Miami grew
up in the car age, its commute times are among the longest in America.
Something has to give.
Miami’s
PlusUrbia Design, a design practice dedicated to creating better places, is
trying to undo car culture chaos in its hometown. The studio, known for
its acclaimed Wynwood Neighborhood Revitalization District plan, is working to
save Miami’s best-known street.
Calle Ocho, the heart of Little Havana, functions as a
high-speed highway into Downtown Miami and Brickell, its financial district.
Two PlusUrbia team members, who each live in historic homes just blocks
from Calle Ocho, have dubbed the dangerous road “Highway Ocho.”
For half a century, Calle Ocho (SW
8th Street) has served as an eastbound speedway for commuters,
along with the equally dangerous one-way, three-lane, westbound SW 7thStreet. It is time to make streets for the people, not simply for cars.
Originally a two-way typical American main street,
Calle 8 was transformed in the late 60s into commuter highway.
A few years later, the nearby Dolphin Expressway (I-836) was completed.
Despite
the opening of an elevated east-west speedway into downtown, Calle Ocho’s prime
stretch between 27th Avenue and
I-95 was never converted back into the
quaint main commercial core of Little Havana.
Plusurbia Design proposes to turn Calle
8 back to its original, main street self. The firm’s calmed traffic
and wider sidewalks would reverse 50 years of degraded neighborhoods
and commerce left in the wake of a corridor turned freeway.
PlusUrbia advocates for Calle Ocho as a destination,
not as a pass-through corridor scarring one of the oldest, most
authentic neighborhoods left in Miami.
The Florida Department of Transportation is currently
studying the SW 7th and SW 8th Street corridors. Early Little Havana
community meetings have shared FDOT scenarios that seem to be more
concerned with vehicle movement than people movement.
By early 2016, the state transportation agency will pick a
team of consultants to conduct a $2 million study and redesign of the
corridor. PlusUrbia, which has committed 500 staff hours to its pro-bono
redesign effort, was approached by major engineering firms to serve as a consultant
for the SW 7th and SW 8th project. However, the studio has turned
down those opportunities to better serve the public interest.
PlusUrbia, with strong ties to Little Havana, wants to
unlock Calle 8’s potential by proposing the restoration of the original two-way
traffic. The Miami-based urban design firm has created images of a 21st century
Calle Ocho with multimodal transportation alternatives such as dedicated
bike and transit lanes, comfortable wide sidewalks and additional safe
crosswalks in a vibrant urban setting.
More than 100 Little Havana stakeholders attended
PlusUrbia’s October forum to share a vision for a better Calle Ocho. A
diverse group of urban and transportation design experts worked interactively
with the audience to empower the growing grass roots movement for calmed
traffic and a better pedestrian experience on SW 7th and SW 8th streets. The
overwhelming opinion of those in attendance, including three elected
officials, is that Calle Ocho and SW 7th must be Complete
Streets that serve pedestrians, cyclists and public transit equally with
automobiles.
PlusUrbia’s designers firmly believe Calle 8 should be for
all Miamians to enjoy, not only to drive through. Its pro-bono
effort believes popular opinion will rescue SW 8th Street from half a century
of destruction as “Highway Ocho”.
From its office, on a bike lane footsteps from a commuter
train station, PlusUrbia hopes to export its Calle Ocho campaign nationwide.
The firm believes democratic streets – that treat pedestrians, cyclists,
transit riders and automobiles equally – will benefit every urban corridor in
America: from the subtropics to Main Street USA.
About PlusUrbia
Design
The studio’s work on the Wynwood Neighborhood Revitalization
District earned the American Planning Association’s 2015 America’s Great
Places Award. The entire staff of Miami-based boutique urban and architectural
design firm is contributing to the landmark Calle Ocho complete streets
visioning effort. PlusUrbia Founder Juan Mullerat and storyteller Steve
Wright both live blocks from Miami’s Calle Ocho. Both have first-hand
knowledge of the dangers of an urban corridor turned into a highway. Wright’s
wife uses a wheelchair for mobility and Mullerat has two young daughters in
strollers. Wright is a regular contributor to CEOs for Cities and other urban
blogs. Mullerat, Assoc. AIA, APA, NCI, CNU, is an award-wining urban designer
who has created walkable neighborhoods around the world.
https://ceosforcities.org/2015/11/the-case-against-urban-corridors-that-act-like-high-speed-highways/
