FOLIO
Words by Kaleb Mantela
For decades, Downtown Jacksonville has been filled with parking lots and empty grass fields. It is hardly a place to visit and enjoy, despite city politicians swearing by its tourism. There is genuinely nothing to do or see. It feels dangerous and unpleasant to walk the long unshaded streets of Downtown.
So in 2012, the city of Jacksonville established an agency to address this wasteland. They birthed the Downtown Investment Authority (DIA), which is responsible for being the middleman between the city and development companies. DIA also provides commercial/residential incentives, tax exemptions and funds for storefront beautification. While it is a step in the right direction, the DIA is missing one crucial part of the recipe that makes downtown areas truly special: walkability.
Japan is a prime example of walkability in rural, suburban and urban areas. They achieve this with a people-first and cars-last mentality. Florida is ideal for walkability but gets overshadowed by more dangerous forms of driving. Additionally, it is hard for people to understand what good walkability looks like and why it is essential for public safety.
Scope of the Crisis
This is not just about travel preference, whether it is driving, biking, walking or public transportation. Being outside is dangerous in Florida, which ranks third in the nation for car accidents. Crash statistics in 2023 show that there were over 394,836 total crashes, resulting in 251,225 injuries and over 3,419 deaths. Preliminary data from 2022 ranks Florida third in pedestrian deaths with 824 fatalities. Contrary to widespread belief, this is not because of pure driver negligence. The root of the issue lies within the design of American roads. Wide streets convey drivers into a false sense of security despite enforcement and signage. This can be fatal, as higher speeds make vehicles more dangerous and give drivers less time to react. Narrow streets and nearby objects make drivers uncomfortable, leading to increased attention and slower speeds when necessary. Japan has an unorthodox but effective way of enforcing this principle.
What Does a Safer Street Look Like?
This picture is an affront to American traffic engineers. However, I invite you to consider it. This design is very standard in Japanese neighbo
rhoods. The green demarcation lines on the sides of the road alert
drivers that pedestrians and cyclists share the street as well. The proximity of the buildings also gives the road a narrower feeling that provides a traffic calming effect. This two-way street does not have lane lines between left and right traffic. Because of this ambiguity, itforces drivers to pay attention as they pass oncoming vehicles. The result is that vehicles genuinely obey the speed limit, and everyone reaches their destination safely. Japan is an island of 125 million people. The state of Florida has 22 million people. Japan as a whole country recorded 2,678 traffic fatalities in 2023, compared to Florida’s 3,419 traffic fatalities. Despite its higher density, Japan provides more public safety to its citizens with these features every time a person walks out the door. It is challenging to make excuses for Florida, especially given the favorable weather. Safer streets also lead to more interesting places that can be explored on foot.
Human Scales Equate to Human Places
This image taken outside of Machida Station proves that if a city takes a people-first and cars-last approach, it can create distinctive and interesting places. Take notice of the narrow promenade and its multiple vendors. Along the boulevard, there is a handrail that serves as a barrier between pedestrians and moving vehicles. There is much to be said about this picture, but by far the most enjoyable aspect is the ornamentation attached to the buildings. We have similar places in Jacksonville that prioritize people but not to this extent.
It Has Been Here for Years
Before vehicles, streets were designed for people, and our world reflected that. Vehicles are here to stay, but if we want to make interesting places for people, and not just outlet malls, we need to draw from examples we already have. Useful sources can come from neighborhoods such as Riverside, San Marco, Avondale, Murray Hill, and Springfield. These areas were built before car-centric urban planning -during the mid-20th century. These neighborhoods hold onto a vibrant tapestry of architectural styles such as Colonial Revival, Spanish Eclectic, and Queen Anne, among many others. They also feature cottages, duplexes, fourplexes and small-scale apartment buildings that give prospective residents cheaper and more diverse types of housing. Interspersed are local businesses such as cafes, bars, restaurants, and convenience stores that suburbanites must drive to. The sufficient amount of sidewalks provides alternatives for people to leave their cars and go on foot or bicycle. These design fundamentals can be implemented broadly and should be applied to the revitalization of Downtown.
Last Thoughts
Jacksonville has pledged a Vision Action Plan: Targeting Zero Bicycle and Pedestrian Fatalities by 2030. Additionally, the city was awarded a $280,000 grant from the Safe Streets Fund. DIA has rolled out plans to utilize these funds for two-way street conversions Downtown, which is a major improvement to the landscape. DIA needs to focus on pedestrian and cyclist safety, which would help nurture livelihood back into the city. According to the Federal Highway Association, road marking paint costs $.26 per linear foot. Moreover, Pexco 36-inch traffic channelizer posts can run as cheap as $19.75 per unit. Budget constraints should not hinder these improvements when they are so inexpensive. Jacksonville does not need to copy Japan’s playbook, but safe streets can come at price points that are cost-effective, and easy to install.
The revitalization of Downtown Jacksonville can happen, but it starts with prioritizing people and safe streets.
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