The first paragraph tells the story, even if we've previously referenced what follows.
I'll continue referencing it, because one-way arterial streets foolishly tether New Albany to a street grid that actively works against our best interests in terms of revitalization.
Is this an opinion?
No, it isn't. Research by John Gilderbloom and William Riggs, coupled with verifiable experience all across the map, combines to indicate otherwise. For those unclear about the nature of opinions, this link is a good one: No, it's not your opinion. You're just wrong. Irv, if you're reading ...
And, as you may already know, councilman John Gonder has invited Dr. Gilderbloom to come to New Albany and speak.
You are invited to listen as Dr. John Gilderbloom preaches his "gospel of things urban" on Tuesday, August 4, at the library.
Jeff Gahan's abject failure to act on this fundamental infrastructure truth isn't the only reason why he needs to be forcibly returned to selling veneer for a living, but it's significant among them. Still, in spite of all evidence to the contrary, his fawning sycophants insist that he really does "get it" even if he cannot bring himself to say so publicly.
That's not good enough for leadership, is it?
The Many Benefits of Making One-Way Streets Two-Way ... Safer traffic, for one thing, by Eric Jaffe (City Lab)
From a traffic engineering perspective, one-way streets are all about speed. Without the danger of oncoming traffic, one-way streets can feel like an invitation to hit the gas. But swift traffic flow isn’t the only factor by which progressive cities judge their streets, and as safety and livability become more important, a number of metros have found the case for converting one-way streets into two-way streets a compelling one.
Count Louisville among the believers. In 2011, the city converted two one-way streets (Brook and 1st) in the Old Louisville part of town. Though originally designed as two-way streets, Brook and 1st became one-way after World War II, in keeping with the car-first engineering of the time. In championing the change, local official David James cited the need for calmer streets and economic development.
A pair of planning scholars has evaluated just how well the safety and economic claims held up following the street conversions. In a word: very. William Riggs of California Polytechnic State University and John Gilderbloom of the University of Louisville report that compared with nearby, parallel streets that remained one-way (2nd and 3rd), Brook and 1st experienced fewer collisions, less crime, and higher property valuations.