ENCORE: As Irv artlessly flatulates about street safety, let's look at actual real-world evidence.

BREAKING: Proposed yard signs for the new "There's Only One Way to NA" anti-Speck group.

Perhaps a nice sedative cocktail would help, or better yet, a high colonic.

ON THE AVENUES: Irv Stumler screams, "We don't deserve two-way streets!"

In the article linked below, the first paragraph tells the whole story, even if we've previously referenced what follows -- again and again.

That's the most depressing thing about reaching back (not "out") into the NAC archives. It's the knowledge that (in this instance) another year has been wasted.

All those males in city hall, and so few cojones ... but water park!

Yes, we'll continue referencing and re-referencing these facts, because one-way arterial streets needlessly tether New Albany to a street grid that actively works against our best collective interests in terms of revitalization.

Period.

Is this just our opinion?

No, it isn't.

Research by John Gilderbloom and William Riggs, coupled with verifiable experience all across the American map, combines to indicate otherwise.

Meanwhile, for those remaining 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 ... it's from July 26, 2015, and a long, long way from 1958.

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.

"As safety and livability become more important ... the case for converting one-way streets into two-way streets (is) a compelling one."

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.

Period.

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.

Gilderbloom on New Albany street mess: One-way streets are bad for neighborhoods and businesses.

Another possible subtitle: "Papa Morris snoozes as summer intern gets it right." Talk about the value of a fresh pair of eyes. The newspaper needs to retain this woman.

Street studies support New Albany proposal: Two-way streets could promote safety, housing values, according to study U of L professor, by Danielle Grady (News and Tribune)

John Gilderbloom is a doctor who said his research saves lives. His specialty, however, isn’t medicine — it’s economic development — and he’s recently focused his expertise on the difference between one-way and two-way streets.

The University of Louisville professor has written more than 50 articles and appeared in national publications for his research on the impact of one-way streets on safety and business in Louisville. He’s also watched New Albany as it's debated the feasibility of converting some one-way streets to two-way.

“It’s the way to go,” he said of the proposed conversions.

True, the reporter Grady gets a few facts wrong (the date of Speck's visit, the name of Pete's store), but overall, let's assign credit where it's due: Unlike the newspaper's other staffers to date, Grady went straight to Gilderbloom for an explanation of how nationally disseminated and genuine research applies to our street situation.

This surely trumps baying at the moon -- or affectionately caressing trucking companies who shouldn't be conducting their industrial business in the middle of residential communities in the first place.

Which brings us to Chris Morris, who recently contrasted Jeffersonville, Clarksville and New Albany.

MORRIS: Wake up and smell the activity

... New Albany and Clarksville definitely have some good things going on, but Jeffersonville is ahead in the race, no doubt about that.

Well, at least he's right about the amphitheater. Beyond this, it may be time to study concepts like cause and effect, and so students, your homework is simple. Read Morris' piece, and consider his comparative assessment of apples and oranges.

Then re-read Grady's report.

SPOILER ALERT: Just in case Irv Stumler is reading, here's the gist.

These points being made by Gilderbloom and Riggs, as embraced by Jeff Speck in his downtown street network proposal for New Albany, are the curative for many of the problems Morris sees, but fails to diagnose because he is unable to be impartial. 

I've been advocating for complete, two-way streets for a decade, and here's my conclusion.

Speck. New Albany. Now.

Calm down, Irv: "Why one-way streets are bad for everyone but speeding cars."

As the rock group once suggested, shout it out loud.

"What we’re doing when we put one-way streets there, is we’re over-engineering automobility at the expense of people who want a more livable environment."
-- William Riggs

Irv Stumler thinks none of this matters so long as we plant some flowers, because after all, successful folks like him live in neighborhoods like Silver Hills, which wouldn't ever tolerate one-way streets.

It is my understanding that Irv comes unhinged at the mere mention of these words: Dr. John Gilderbloom.

That's a mode of derangement worth remembering. As the nation absorbs and applies Gilderbloom's impeccable research, Irv lurches from door to door, spinning tall tales about street closings, Spring Street medians and gulags for truckers.

I've heard Xanax can help with that, Irv, especially when sprinkled over corn flakes.

Why one-way streets are bad for everyone but speeding cars, by Emily Badger (Washington Post)

... By making these roads work more efficiently for cars, we made them more dangerous for people, we depressed the value of property around them, and we created places that also became a magnet for crime.