FOR SALE: Pedestrian Safety Kit -
$79.99 ... NOW Only $49.99
The City of Robbinsdale's Mayor Regan Murphy has officially proclaimed May as "Step To It" Month. Robbinsdale joins communities in Hennepin County that aim to encourage residents to live healthier lifestyles and record their movements.
Read the Full Proclamation here.
To win this friendly competition, residents are going to have to walk, walk, walk! But, it's recommended by the Mayor that residents be safe by carrying a flashlight, wearing reflective clothing, making full eye contact with drivers, carrying a form of identification, and walking defensively.
Always remember to be mindful of drivers who are inattentive, texting, drinking, and/or speeding. Remember: cars have the right-of-way, even if State law says otherwise. Always be on alert, because distracted walking is dangerous walking. Walking the streets of Robbinsdale is dangerous, you NEED top-notch gear!
I aim to help residents of Robbinsdale by selling the affordable Pedestrian Safety Kit! The below kit can be yours for ONLY $49.99.
Included in the Pedestrian Safety Kit:
- (1) Bright Safety Vest: When walking on a sidewalk or the countless streets in Robbinsdale without sidewalks, you need to be visible. Cars traversing neighborhood streets at the design speed (45mph) must be able to see you from at least 200 feet away.
- (2) Reflective Arm Bands: Be visible, stay alive. It's not just your torso that needs to be reflective. Cars rolling stop signs should be able to see your arms swinging. Reflective arm bands are a must!
- (2) Flash Lights (one per hand): As requested by the Mayor, please have a flash light. It helps make pedestrians visible along suburban streets without proper street lighting. Having residents each individually purchase flash lights really cuts down on the municipal budget.
- (1) Large Pair of Goggly Eyes (attach to Safety Vest): Making eye contact with every driver can be hard when so many drivers are texting nowadays. Plus, it's always so awkward to look at every passing vehicle. Attach these Large Goggly Eyes to the back of your safety vest. You might not make real eye contact with the driver, but they'll see you, slow down, and stare confusingly. A big safety improvement!
- (1) Identification Holder: While not required by law, it's encouraged you bring along some form of Government Issued Identification. When paramedics arrive on the scene of your car-on-pedestrian accident, it's best if the hospital can easily notify your family.
You might look ridiculous, but it's better than being dead or having driver's to slow down or designing our streets and places for people.
Pedestrian Safety Upgrade Coming Soon:
(1) Human-sized Protective Hamster Ball: BUY NOW and stay safe on Robbinsdale streets, stroads, roads, and highways.
As legislatures reconvened these past two months, there has been an active lobbying effort to boost transportation funding across the country. Countless newspapers, magazine, and television programs have dedicated time and space to covering the plea for more money, including a high-profile 60 Minutes segment that didn't include a single dissenting opinion.
The general consensus in the mainstream media has been that we need more funds in order to have a "21st Century" transportation system. If we don't, our bridges will collapse. That, and we won't be able to compete globally (what does this even mean?).
The opposition's opinion can't be summed up as easily. It goes something more like this: "It's complicated." The nuanced opinion challenges the underlying assumption as to what makes a good transportation investment. In other words, more money alone won't fix the system, and it might actually make it worse.
But, what does this look like? Well, it looks like this ...
Perham is a quintessential small town in central Minnesota with fewer than 3,000 people. It's a sleepy community with a traditional Main Street and surrounded by lakes. If it's not the basis for fictional Lake Wobegon, it might as well be.
It recently received a "Transportation and Economic Development" grant to build a new $6.7 million interchange. The State pitches in $3.5 million and the local government covers the rest ($3.2 million). This project might make sense if the town didn't already have three interchanges leading to the same highway. As if a fourth interchange is just what this town needs to catapult its economy into the 21st century.
What you're looking at is not unique.
In fact, I selected it because it is average. And, it's exactly the type of transportation infrastructure that our current system is looking to fund more of. But more importantly, it's not just this project - it's the countless hundreds like it.
You've heard the broken record that we can't afford to fix our crumbling roads? Well, projects like these are the reason why. It's an unneeded piece of infrastructure that diverts funds from maintaining what we have. A recent report by Smart Growth America outlined this systemic problem; States have dedicated 57% of their transportation revenues to new projects.
As Angie Schmidt of Streetsblog brilliantly opined in "More Money Won't Fix U.S. Infrastructure If We Don't Change How It's Spent";
But throwing more money at the problem overlooks the fatal flaw in American transportation infrastructure policy: The system is set up to funnel the vast majority of spending through state departments of transportation, and those agencies have an absolutely terrible track record when it comes to making smart long-term decisions. As long as state DOTs retain unfettered control of the money, potholed roads and decrepit bridges will remain the norm.
The reason our bridges are crumbling is because we've made the conscious decision not to repair them. Instead, we've chosen to build new things (more specifically, mostly roads). And now, we're tasking the same people who created the problem to help get us out of it?
The status quo will claim there isn't money to bring existing bridges up to today's standard, yet will simultaneously spend $25 million to save 7,000 vehicles a day 53 seconds on a commute (see here) and drop $680 million on an environmentally-compromising bridge to cornfields in Wisconsin (see here).
The Perham infrastructure expansion highlights another key issue: the expansion of a road that hasn't had significant increases in traffic volume in nearly 15 years. In 1998, it had approximately 5,000 vehicles a day. In 2012, that number was 5,300 [MnDOT]. For a comparison, the neighborhood street adjacent my house (with sidewalks, on-street parking and a tree-lined median) carries over 9,000 vehicles a day.
Vehicle traffic in Perham mirrors the population growth, which added around 400 residents between 2000 and 2010. This number is significant in the sense that it hasn't decreased - much like many other rural towns - but it isn't a booming community that would justify transportation infrastructure projects.
In fact, a report from the Center for American Progress found that 50% of roads likely aren't carrying enough traffic to cover their maintenance expenses (see also Streetsblog). I have a good feeling that Perham is one of these places. Of course, this isn't to say we should have disinvestment in communities (we shouldn't), but we need to acknowledge that if we're going to support these places, more highway infrastructure is not the way to do it.
More money for transportation won't fix the system, and it won't help places like Perham. Places like Perham need something else. So, why do we do it? Because it worked in the past? We don't know what else to do? I think it's the latter.
Recommened reading: One Lonely Stroad.
Minneapolis has undergone a tremendous amount of urban growth in the past seven years. And, for all the
complaints constructive-criticism that exists (head-nod to streets.mn), it should be noted that Minneapolis has truly transformed into a better, more dynamic urban place.
Google Streetview has opened up its archives (dating back to 2007 in the Twin Cities) and we can see the transformations at the ground level. While Streetview doesn’t completely capture the change, it’s a good place to start.
Here’s a look at a few of Minneapolis’ success stories.
Washington Avenue through the University of Minnesota campus, has made the most drastic change; from a road choked with cars to a pedestrian-friendly transit mall. What were once small buildings are now six-story apartment buildings.
Next, is the Mill City District on 2nd near the Guthire Theater. If you could rewind time to 2005, this would look even more drastic. I use to tailgate for Minnesota Twins games on what is now Gold Medal Park. At that time, it was an open surface asphalt parking lot littered with broken beer bottles.
Uptown may have had the greatest population increase. It has successfully transformed industry land and under-utilized empty space into apartments along the Greenway.
You don’t have to look far to see other urban transformations, such as Park & Portland, University Avenue, Central Ave in NE, North Loop, and behind Target Field. It’s good to see Minneapolis is moving in the right direction …
Gerber Jewelers is a small business situated on one of St. Paul's most desirable streets and it's trying to extend its storefront to the sidewalk.
"Gerber Jewelers' bid to extend the front of its building at 945 Grand Ave. to the sidewalk has been rebuffed. On a 7-0 vote ... St. Paul City Council rejected owner Rafic Chechori's appeal and upheld the Board of Zoning Appeals' previous denial of a setback." - The Highland Villager, Jan. 21, 2015
The Council is upholding a requirement that the front-yard setback from the property line be 25 feet. Dave Thune, out-going Ward 2 Council Member, said "granting the variance would have set a bad precedent and would have encouraged other property owners to extend their buildings to the sidewalk as well, destroying the residential character of Grand."*
This is a bad decision and the entire Grand Avenue plan needs to be revisited to acknowledge the real urban character of the street, improve walkability, to help local businesses, and improve the City's overall tax base.
The problem with the City Council's decision, and the zoning code in general, is that it's trying to impose a character that doesn't exist (and shouldn't exist).
Grand Avenue is not a street with a residential character. For starters, literally every building on this particular 900 Block is either commercial or mixed use (residential + retail). This includes the building immediately to the Gerber's left with a 0ft (zero) setback.
Grand Avenue can be chaotic and disorganized, but unquestionably beautiful. This is the character of a city! This is the character of Grand Avenue. No two blocks are alike, and this is something that should continue. In fact, there is nothing more consistent about Grand Avenue setbacks than that they are entirely inconsistent.
It is not uncommon to see a single family house, next to a 4plex-turned-cooking-store, next to a two story office/burrito/real-estate/pastry/yoga/hair-salon - and all of them have different setbacks! This is the Grand Avenue norm.
Gerber's block on Grand Avenue includes everything from a gas station, dance studio, sandwich shop, quality dining with sidewalk patio seating, a cigar shop in a house, a small frozen yogurt shop on the sidewalk, and more than a handful of other small businesses.
These small, unique spaces are one of the reasons that Grand Ave has a disproportionately high percentage of local businesses. It is precisely these types of businesses that we want to thrive as they are more likely to use local services (such as marketing, legal, accounting, etc.) and more of their profit stays within the community. This is precisely the type of incremental growth we should be trying to encourage.
There are few things more important for creating walkable spaces than giving people something to experience at the sidewalk level. The social value of a storefront is too important to pass up, and rejecting Gerber's application is an unfortunate error in judgement.
This decision is also costing the city money. The adjacent building abuts the sidewalk similar to the new proposal and pays nearly 2.3x times more in property taxes ($31,130 vs. $13,919).** This alone is a drop in the bucket, but when you consider the long-term ramifications it can have some costs.
The entire Grand Avenue plan needs to be revisited, and we need to take into consideration the viewpoints of people other than the Summit Hill Associations. We need to acknowledge the real urban character of the street, improve walkability through more sidewalk storefront, to help neighborhood businesses grow to improve our local economy, and improve the City's overall tax base.
* Quote is not a direct quote, but a summary of Thune's quote taken from The Highland Villager, Jan. 21, 2015.
** It's fair to say a similar new addition would yield similar results. However, you never know since valuations are based off a number of factors, such as building materials, etc.
*** Related Reading: Anthropologie: A Storefront Not Worthy of Grand Ave.
The Met Council is gambling $8.7 million on a project to alleviate pedestrian congestion that might exist in 5 to 10 years if we’re somehow able to build two additional light rail lines and they are operating at full capacity for 10 days a year.
That's like buying flood insurance on the house you have yet to buy.
The below $8.7 million piece of public infrastructure is intended to create a more safe passageway for travelers at the Downtown East station during Vikings home games. It’ll serve west and northbound train passengers and other pedestrians looking to enter a new football stadium. It is deemed this will be an important pedestrian overpass once all four major light rail lines completed.
Those reading this should have at least two questions:
I pay particularly close attention to local projects. I read blogs, forums and newspapers daily. I know and follow local decision-makers on social media, track development proposals, and pay attention to those boring committees few care about. I also work in the industry and talk to other people who work and follow the industry across related professions. It’s fair to say that I have a very good idea of what’s going on in the Twin Cities and the transportation and development needs of the community.
Never once have I heard of this project until a few days ago. And now, out of the blue, we’re dropping $8.7 million on a bridge that’ll be needed 10 days a year starting in 2019.
I wrote a blog post last year titled The Politics of Dumb Infrastructure. It was well received, and is even being used as required reading in an undergrad planning course in California. In the article I theorize as to why we make bad decisions when it comes to receiving other people’s money on transit projects;
It’s the orderly, but dumb system that makes planners and politicians play to a bureaucratic equation that is supposed to guide officials towards the best alternative. Only it never actually works out that way and it usually forces smart people into making highly compromised and less-than-ideal decisions.
The pedestrian bridge is different. It may deal with Federal grants, but is also come from local and regional coffers. Regardless, this project is being pushed forward. According to the Star Tribune,
“The transit agency will likely devote $6 millon from its coffers for the project (this figure could be offset by federal grants), with the Minnesota Sports Facilities Authority (which oversees stadium construction) ponying up $2 million, and the rest coming from bonds issues by the Met Council.”
Before we go any further, I think we need to ask a complex question.
How did we get here?
The new $1 billion Green Line is done and the $1.1 billion Vikings Stadium is underway. They combine to represent over $2 billion of investment. Our local leaders are concerned, as they should be, that these pieces of infrastructure be as perfect as possible.
To quote a former Governor (one who wasn’t a professional wrestler),
“All too often, the human tendency is to compound one big mistake with a series of additional mistakes in the hope that somehow the results will improve. This appears to be the case with the Vikings stadium.”
Politicians are attracted to big, transformitive projects, so it seems only natural that our leaders, who have expelled a great amount of political capital, want to see every inch of it succeed. Even if that means throwing good money after bad.
How We Justify It All
An engineer at the Met Council, likely under much political pressure, noticed something: based on 2019 projections, during peak hours on Minnesota Vikings game days, there will be only a 120 second headway between trains. This will likely not be enough time to manage safe pedestrian crossings. The proposed solution is the bridge.
The pedestrian bridge makes some sense. Based on the projections, there will be long lines and delays during this period; and building a bridge for pedestrians certainly isn’t an unreasonable response. The Met Council’s Transportation Committee appears to be interested in the idea.
Let’s look at these assumptions: they assume that there will be two additional light rail lines in full operation, both of which have not yet even been either fully allocated money or constructed. Basically, the Met Council is gambling $8.7 million that there might be a problem in 5 years if we’re somehow able to build two additional light rail lines and they are operating at full capacity for 10 days a year.
To reiterate: Four (4) LRT lines being in operation (Blue, Green, SW & Bottentieu) and that Vikings game attendees hitting a 40% transit mode share. All of things don't currently exist. It also assumes, more importantly, that if there is congestion people will not find an alternative route or change their travel behavior. This isn't to say we can't plan ahead. We should. But, we should be more realistic in our projections and our priorities.
Where Are Our Priorities?
Why did this project get fast-tracked while other smaller, more “everyday” projects never see the light of day? And, when smaller projects get the public’s attention, why do they struggle to find funding? These are merely a question of priorities.
As Nick Magrino (at streets.mn) has asked so often, “why are we embarrassed by the bus?” He writes,
“… I can’t shake the feeling that many of the expensive transit improvements we get in the Twin Cities are thought up by people who don’t actually use transit. Which is why we end up with Northstar, the Red Line, and so on.”
A bridge like this seems like such a low priority, especially when we have legitimate transportation needs. For example, THIS is a bus stop on a heavily used transit line near the center of Minneapolis.
It’s not that a pedestrian bridge is a terrible idea. Under the projections, at some point in the future, it seems maybe reasonable. But, why is the Met Council prioritizing and fast-tracking this, whereas things like bike lanes, bus shelters, and potholes get ignored? I say this because you could build 40 miles of protected bike lanes for the same price tag.
Projects can take on a life of their own. There is no traditional process to getting things done. In this pedestrian overpass, you have the right person with the right slideshow presenting it to the right people at the right time. From here, you have the Met Council employees and political-appointed representatives who have monies at their disposal. The proposal, while not perfect, seems reasonable enough. And, we’ve just spent $2 billion on infrastructure, so we need to make it right. The presentation looks good, so why not go for it?
What would your City do with $8.7 million?
Imagine if the City of Minneapolis was given $8.7 million that could only be used on downtown pedestrian and/or transit projects. What would they do? The answer is: not a pedestrian bridge to be used during 10 sports games a year.
So, why are we doing it?
The answer is that we can get money from elsewhere to do the things we don’t need to do. But, when it comes to doing the simple things that we need to do, well, that money isn’t available from elsewhere. The pedestrian bridge is a bad idea (right now) that’s made worse when you think of the countless thousands of more useful public investments we could be making.
The truth is that the people and the City of Minneapolis don't even care about it. It's not on their radar. It's the people who control infrastructure and transportaiton dollars who care about this. If given the opportunity to allocate these dollars elsewhere, it's fair to say thatliterally everyone locally would divert them elsewhere.
Our priorities get skewed and we misallocate resources most when our funding comes from elsewhere. In fact, it is precisely why Minneapolis has the below. All of which the City of Minneapolis will be tearing down in 30 years …
Note: This is also next to a proposed park called "The Yard" that neither the City of Minneapolis nor it's Park Board want to maintain. Yet, somehow it's still a thing.