Walkable West Palm Beach

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Crosswalks coming back to Clematis Street

In 2013, pedestrian improvements were made to Quadrille Boulevard, the result of a grant the city secured in 2008. The pedestrian improvements included connecting missing sidewalks along the western flank, planting shade trees, and creating enhanced visibility crosswalks in stamped asphalt. Compared with the previous conditions, this was a significant improvement.


Photo: aGuyonClematis.com

Photo: aGuyonClematis.com


It took significant staff time to secure this grant, I imagine. The grant money was awarded in 2008 and the project wasn’t completed until 2013. Subsequently, FDOT resurfaced Quadrille Boulevard and removed the crosswalks as part of its resurfacing. Here is what the Quadrille and Clematis intersection looks like today.




The good news: According to city staff, the colored, stamped asphalt crosswalks will be back. The current condition is temporary and within a few months, the faux-brick crosswalks will be reinstalled, exactly like those in the first photo above.

These crosswalks took five years to be installed from the awarding of the grant to installation. This doesn’t include time that may have been spent to win the grant itself. If we want to build a stronger West Palm Beach, grants have a place, especially on state roadways such as Quadrille Boulevard. But being dependent on outside money to get projects done is a recipe for underwhelming projects that do not deliver the full spectrum of benefits, are not well maintained, and take a long time to complete. Let’s bear this in mind as the city moves ahead on efforts to create a more livable and more walkable West Palm Beach.


Quadrille Boulevard resurfacing project update: Quadrille highway geometry to remain unchanged

FDOT is holding an informational open house about the forthcoming Quadrille Boulevard resurfacing project. See details below.

Walkable West Palm Beach advocated for a more thoughtful design, in a series of blog posts and a detailed letter to FDOT. It is disappointing to learn that by all indications, the City did not take these ideas seriously and did not pursue a five to three road diet, as we desired.

Unfortunately, Quadrille Boulevard will remain a NASCAR racetrack that cuts off the significant residential population and new business investment on the north end from the rest of downtown. A five to three road diet could have done much to make Quadrille safer and less daunting to cross, as well as add bicycle facilities. Instead, it appears we’re getting the standard fare from FDOT: Suicide lane sharrows, buffered bike lanes. Buffered bike lanes are a modest improvement, but what good are they if they do not connect to any integrated network and vanish after a couple of blocks?

Here’s the meeting invitation in case you’re interested.


FDOT (1)



FDOT Open House for Quadrille Blvd Project, Clematis to Dixie

Thursday, November 5th, 4pm to 6pm

West Palm Beach City Hall, Flagler Gallery


Scope of Work:

Milling and resurfacing

ADA Upgrades

New Vehicle Detection Systems

Bus bay removal

Buffered bike lanes

Signing and striping








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City and County share mutual interests in Quadrille Boulevard resurfacing near Courthouse

Lots of news to report on Quadrille Boulevard. First, FDOT responded to WalkableWPB’s design suggestions with an update on their new design. For the section from Clematis to 3rd, FDOT is now proposing conventional bike lanes with a door zone buffer. WalkableWPB cycle track idea was considered too innovative to be used by FDOT at this time. FDOT stated that they want to wait for FHWA to complete a study on cycle tracks. For the 3rd to Dixie section, FDOT is proposing to paint sharrows. The letter from FDOT was silent on our suggestion to reduce the five lane section from 3rd to Dixie from five to three lanes [FDOT Response letter to Citizens Request]

It was also timely that the Palm Beach Post reported that County Administrator Bob Weisman, citing security concerns, requested that FDOT remove the parallel parking on the courthouse side of the road and replace the parallel parking on the other side of the road with angled parking. In his letter to FDOT, Mr. Weisman is also supportive of a midblock pedestrian crossing to the Courthouse based on staff recommendation:

“… County Staff recommended that all parking be provided on the west side of Quadrille Boulevard in an angled configuration and accompanied by a mid-block pedestrian crossing to the Courthouse.”

Although I‘m somewhat skeptical of the security benefits of eliminating on-street parking in front of the courthouse, there are positive aspects to this proposal and we see merit in Mr. Weisman’s suggestions. The County’s concept would look something like this, with headout angled parking shown since the parking will face a bike lane:

This could provide an opportunity for the County and the City of West Palm Beach to work together to make Quadrille less daunting to cross and safer for the many people frequenting the courthouse, while providing on-street parking yield equal to or greater than what is currently being provided on this block. A proper midblock pedestrian crossing is a great idea if implemented properly (think some combination of raised curb level crosswalk, bulb-out, lighted crosswalk).  In the sometimes strained relationship between the county and city, this opportunity for détente should be welcomed and seized upon. In upcoming posts, we will explore the design of this block further.

Another option, if parallel parking were to be eliminated in front of the courthouse, is to continue a three lane section all the way to Dixie with this section:


The separate access road in the above section is needed since FDOT likes wider travel lanes in curves and is not supportive of on-street parking maneuvers in the Quadrille curve.  Apparently, they have never been to Galena, Illinois:

Main Street - Galena Illinois

Main Street – Galena Illinois

or to Jensen Beach, Florida:

Pineapple Avenue - Jensen Beach Florida

Pineapple Avenue – Jensen Beach Florida

The elephant in the room is why does Quadrille need five lanes from 3rd to Dixie? There is nothing magical that makes traffic increase in the 3rd to Dixie section. There is probably a need for additional lanes at the Dixie intersection, but it doesn’t make sense to have a five lane section going into a three lane section and with the upcoming change of the Flagler / Flagler Bridge intersection from a partial grade separated intersection to a full at grade intersection we might see less traffic on Quadrille. The most critical decision for the Quadrille project is if the five lane section can be reduced to three lanes?

The question then becomes what to do with the other two lanes of excess pavement. Bike facilities and on-street parking both compete for the two unneeded lanes. As the decision is made on how to allocate this space we must guard against the myopic corridor level complete streets approach that typifies highway projects in urban environments.  With this approach you often end up with a project that checks off every transportation mode on the checklist, but doesn’t make a great street. The Jeff Speck Walkability study proposed to increase parking on Quadrille without providing bike facilities. Bike facilities were to be provided via a two way cycle track on Flagler. Unfortunately, Jeff’s idea isn’t feasible due to FDOT restricting on-street parking in the Quadrille curve. Bold ideas such as doubling down on parking or only providing parking on side of the road with a cycle track need to be considered.

Here is hoping that in the New Year everyone takes a step back and begins a dialogue on what we want Quadrille to be. The Quadrille project has the potential to be so much more than a simple resurfacing project. There is the potential to make low cost changes that will make a significant improvement in the quality of life of West Palm Beach and mark the beginning of a productive new relationship between the City and County.


Flagler Bridge – Why Johnny still won’t be able to ride to the beach

Rendering of Proposed Flagler Bridge

Rendering of Proposed Flagler Bridge

This post discusses the proposed bicycle and pedestrian accomodations on the new Flager bridge, the implications of the Flagler Bridge to overall bicycle network, and some low cost suggestions to improve the bicycle and pedestrian accomodations on the new bridge.

For  a walker or cyclist the new bridge will be very similar to  the Royal Park Bridge to the south. The bridge will feature 8′ wide sidewalks and 5′ of the 8′ wide auto shoulder will have a painted white line to designate it as a bike lane. This will be an improvement over the existing bridge which lacks shoulders and has narrow sidewalks. Here is a cross section of the proposed bridge:

Proposed Flagler Bridge Cross Section (Dimensions in red added by walkablewpb)

Proposed Flagler Bridge Cross Section
(Dimensions in red added by walkablewpb)

New bike lanes will be provided from Olive Ave. (Federal Highway) to Bradley Place / Cocoanut Row. The east end of the bridge has been designed to allow for the future passage of the Lake trail. In the future, Lake Trail could extend from its current terminus at Sunset Avenue, through Bradley Park to the south side of  Royal Poinciana Way. Also, notable is that the grade separation at Flagler Drive will be replaced with an at grade intersection. Here is map depicting the proposed bridge bike lanes and the potential to expand our nascent bike network out from  the Flagler bridge.

Proposed Flagler Bridge bike map and potential connecting routes

Proposed Flagler Bridge bike map and potential connecting routes

These are big improvements, but they don’t go far enough. Enrique Peñalosa, the former mayor of Bogota Colombia, who was instrumental in constructing the City’s bike path network said it best:

We cannot continue to deceive ourselves thinking that to paint a little line on a road is a bike way. A bicycle way that is not safe for an 8-year old is not a bicycle way.

A recent study has shown, biking will not be adopted by the majority if we continue to construct traditional bike lanes. I’m aware of two fatalities where cyclists were killed on shoulders of FDOT intercoastal  bridges. Both fatalities would have been prevented with protected bike lanes. Placing bike lanes behind the same barrier that protects the sidewalk is the solution. Other DOTs are considering this type of design as shown in the below rendering:


Proposed rendering of Douglass Bridge. Note protected cycle tracks. DDOT

Vancover, BC recently removed a travel lane from the Burrard Street bridge to add a protected bike lane.

Protected bike lanes on a bridge may seem like an new idea, but there was once a time when you could ride your bike safely between West Palm Beach and Palm Beach. In addition to the railroad the original Flagler Bridge also had a wheel chair bridge. In that period a wheel chair referred to a human powered tricycle taxi. The wheel chair portion of the bridge was used by pedestrians, cyclists, and wheel chairs. The bridge didn’t accommodate cars. Here is a photo of the original bridge:

Original Flagler Bridge

Original Flagler Railroad and Wheelchair Bridge

The original Flagler bridge may have been West Palm Beach’s first protected cycle track.

So how can we make the proposed Flagler Bridge better? The bridge will be posted for 30 MPH, but it will have 12′ wide travel lanes. This is the same lane width that is provided on I-95. These lanes can reduced and their excess width reallocated to other portions of the bridge. 10′ or 11′ lanes are appropiate for a bridge with a 30 MPH speed limit. In fact the existing Flagler bridge has 10′ wide lanes with no shoulders. Assuming that FDOT will not allow 10′ lanes, two concepts are presented to reduce the lane width from 12′ to 11′ as shown below:


The left side of the bridge depicts the extra width used to provide a 2′ buffer between the bike lane and the travel lane. This also benefits the motorist as the shoulder is increased from 8′ to 10′ in width. In the highway design literature 8′ is the minimal shoulder for a broken down vehicle to not block a lane, but 10′ is the preferred shoulder width in this situation. This is a very cheap and beneficial change to the design and there is already precedent for this as FDOT has already installed buffered bike lanes on the Blue Heron bridge in Palm Beach County as shown below:

Blue Heron Bridge - Buffered bike lane

Blue Heron Bridge – Buffered bike lane

The second concept, shown on the right half of the bridge is to reallocate the 2’ feet from the lanes to the sidewalk. This would increase the sidewalk from 8’ to 10’ in width. A 10’ wide sidewalk is considered wide enough to be a multimodal path. On intercoastal bridges it is a common occurence to see cyclists use the sidewalk, because they don’t feel comfortable in a bike lane. It really makes sense to provide a sidewalk wide enough to accommodate non-vehicular cyclists and pedestrians. This can also be done at low cost as the width of the bridge remains unchanged from the original design.

Walkable and bikeable cities are tourist meccas. Think about all the cities that people go to for vacation: Savannah, Charleston, St. Augustine, Paris, London. What do they have in common? Hint, it is isn’t for their convention centers, casinos, or stadiums. It is Walkability!

If we are serious about having a transportation system that benefits our economy then we need world class bike facilities that connect the Palm Beach / West Palm Beach Arts and Entertainment District. Building a bridge where a tourist feels safe letting their eight year old ride their bike from West Palm Beach to Palm Beach is going to bring a lot more economic benefit than widening a highway to attract Walmart or Bass Pro Shop.

The new Flagler bridge is going to be around for at least 75 years so it is important that we get this right. Let’s bring back some of the golden age of West Palm Beach with world class bike facilities.

(P.S. if the lanes were reduced to 10.25’ then you could have both an 18” wide bike buffer and a 10’ wide multimodal path)


A Better Quadrille Boulevard through rightsizing

A better Quadrille Boulevard is possible. And it can be done in the course of routine maintenance and resurfacing that is already scheduled. This letter presents several alternatives for FDOT to consider in its upcoming resurfacing project.

New construction of the 468 unit Loftin Place one block north of Quadrille as well as plans to develop the 550 Quadrille site will increase the importance of making Quadrille a safer, more livable street in the near future. Quadrille may not provide a highest-quality urban frontage today, but by laying the foundation for a quality place now, we increase the likelihood development will occur, and the properties along the corridor will become more valuable. Many projects are also planned for the west side of Quadrille Boulevard and they will increase foot traffic between the west and the east side of Quadrille.

A major benefit to these proposals is a seamless bike facility between Clematis Street and the island of Palm Beach will be provided. A bike facility will increase bike ridership, bike tourism, and accessibility of the A&E District. But the benefits don’t accrue to only bicyclists.  People on foot also benefit immensely from cycle tracks, with total traffic injury rates on NYC streets decreasing 12-52% on streets with protected bike lanes, according to People for Bikes.

Rightsizing Quadrille is the right thing to do. Let’s make it happen.

Please feel free to download/modify/forward this letter to your public officials, neighbors, and friends.


Who knew? – FDOT design manual already encourages narrowing lanes to 10′ to add bike lanes


In FDOT’s latest response to our design suggestion they stated that one of the reasons for the proposed 11′ wide lanes is to accommodate Palm Tran buses. Although there are streets where buses successfully operate with 10′ lanes, it is appreciated that FDOT has provided a rational reason for the 11′ wide lanes versus the previous response that 11′ wide lanes are the minimum allowed on state highways.

Here is the original article:

As you may be aware, FDOT has plans to resurface Quadrille Boulevard. At the public open house, several citizens requested that FDOT right size the lanes on Quadrille Boulevard. FDOT subsequently responded that “The Florida Department of Transportation does not allow for travel lanes less than 11’ wide.”  The response letter is shown here:

FDOT response roskowski quadrille blvd 2

FDOT response to citizen requests

This response by FDOT forced the Baron to take on the redesign of Quadrille Boulevard. Well, in the further quest to turn Quadrille Boulevard into Rue de Quadrille the Baron has found even more proof in FDOT’s very own design manuals that 10′ lanes and 9′ left turn lanes are allowed on roads with the urban context of Quadrille. Some of our new readers may be thinking… why would anyone spend their free time reading FDOT design manuals? The reason why is that a decision to require an 11′ lane has real world consequences that lead to perpetuating bad design. Below is the existing (FDOT) and a right sized five lane section for Quadrille from 3rd to Dixie. You can clearly see that a combination of 10.5′ and 10’ wide travel lanes will allow the addition of bike lanes in the five lane section.



Quick note – the bike lanes are actually 5.5 feet wide, The bike lane is a combination of 4′ of  asphalt (shown) plus an additional 1.5′ wide concrete gutter – (not shown).

With 11’ lanes there is no room for the bike lanes. We can opine on the merits of 10′ lanes, as Jeff Speck does so eloquently such as slower speeds, lower crash rates, lower maintenance costs, and less strormwater runoff, but in the case of Quadrille you can’t argue with a tape measure. You want bike lanes for Quadrille, you need to go narrower than 11′ lanes.

Even more amazing is what happens when you utilize 10′ travel lanes and a 9′ left turn lane for the existing three lane section with parallel parking. There is now room for a one-way protected cycle track with a buffer against the door zone.  The one way protected cycle track, with 9′ left turn lane, shown below meets the NATCO minimums and is far superior to the door zone bike lanes. This is a great design in that parallel parked cars protect the cyclists rather than the traditional bike lane design where cyclists protect the parked cars from thru traffic. Again, the tape measure doesn’t lie. Without the 9′ left turn lane the buffer on each side of the road is six inches shorter than the NACTO minimums. The question is simple – who should have the buffer? Wider lanes that protect a car to car collision or a buffer between a car door and a cyclist?


(Note: For this section the 1.5′ gutter pan is included in the 5.5′ bike lane dimension. NACTO minimum dimension for the combined parallel parking with buffer is 11′. Where there is a pavement joint in the bike lane, NACTO only gives credit for one foot of the concrete gutter. Therefore, the effective bike lane is 5′ not the 5.5′ shown, 5′ is the  NACTO minimum.)

Now that we understand what is possible with right sizing lanes, you will see the proof that they are allowed for Quadrille. If you have been around engineers then you know that they love their acronyms. You will often hear highway engineers use the term – “Triple R”. Triple R (RRR) refers to a project whose scope is to Resurface, Restore, and Rehabilitate an existing street or highway. The FDOT Plans Preparation Manual (PPM) has an entire chapter (25) devoted to what should be reviewed with a RRR project and what deficiencies should be corrected or left in place.


Chapter 25 of the FDOT manual states that for every RRR project, FDOT needs to investigate if bike lanes can be added. According to the manual if the road has a design speed of 35 MPH or less and less than 7% trucks and the lanes are being right sized to add bike lanes, then the lanes  may be reduced to 10′ travel lanes and 9′ left turn lanes. I have placed quotes from the manual at the end of the post for those, myself included, who enjoy reading design manuals in their free time. This policy will finally allow us to grab some of the low lying fruit. One major flaw with the FDOT policy is that it only applies to RRR projects. Resurfacing only projects are exempt. In my opinion every resurfacing project needs to be reviewed for right sizing.

As promised here is the proof that you have been waiting for. All the text and tables were copied from the January 1, 2014 edition of the manual. Important parts are in red font and I have added my own editorial commentary in parentheses.

25.4.5 Lane and Shoulder Widths

The minimum widths shown in these tables are to allow existing lanes and shoulders to remain, not to be reduced to these widths unless the purpose is to provide a bicycle lane or increase the width of the outside lane for cyclists. See Section 25.4.19 for further information.

(Therefore, you are allowed to reduce lane width for bike lanes.)


(This means that 10’ lanes are allowed for roads such as Quadrille which has a 30 MPH design speed and per FDOT’s traffic data has a 3% truck factor. Even more interesting is that you can have a 9’ wide left turn lane.)

25.4.19 Pedestrian, Bicyclist and Transit Needs

Whenever a RRR project is undertaken, pedestrian and bicyclist needs must be addressed, and transit needs should be considered. Recommendations by the District Pedestrian/Bicycle Coordinator and the District Modal Development Office shall be obtained; local government and transit agency contact in developing these recommendations is essential. This should be part of the project scoping and programming effort. Bicyclist Needs

  1. Bicycle Lanes, Paved Shoulders, Wide Outside Lanes

For existing sections without bicycle facilities where no widening is planned, consideration shall be given to reducing lane widths to provide bicycle lanes,wide outside lanes or paved shoulders. These facilities shall meet the criteria provided in Chapter 8. Existing thru lane widths on urban multilane roadways and two-lane curb and gutter roadways shall not be reduced to less than 11 feet for design speeds ≥ 40 mph, and to no less than 10 feet for design speeds ≤ 35 mph. See Section 25.4.5 for additional information on lane widths. Coordinate with the District Public Transportation (Modal Development) Office and local transit agency when considering the reduction of lane widths on roadways where public transit routes are present. When bicycle facilities are not provided in accordance with Section 8.1, a Design Variation is required.

(A design variance is a process where FDOT has to justify why they can’t do it.)


Quadrille Boulevard Make Over

Today’s guest, Baron Haussman, was a French civic planner whose name is associated with the rebuilding of Paris. Georges-Eugène Haussmann (1809–1891), who called himself Baron Haussmann, was commissioned by Napoleon III to instigate a program of planning reforms in Paris. Haussmann laid out the Bois de Boulogne, and made extensive improvements in the smaller parks.  A new water supply, a gigantic system of sewers, new bridges, the opera house, and other public buildings, the inclusion of outlying districts – these were among the new prefect’s achievements, accomplished by the aid of a bold handling of the public funds. (Planetizen)


This post is borne out of the frustration with FDOT’s current plans for the resurfacing of Quadrille Boulevard. In this post we will demonstrate that is possible to transform Quadrille Boulevard utilizing FDOT’s own design standards. As a recap, FDOT’s current plan for resurfacing Quadrille is basically to put back what we currently have. At the August 27th FDOT open house several savvy citizens pointed out to FDOT that this road has excess pavement and there is an opportunity to right size this road at minimum cost with their resurfacing project.   Suggestions made by citizens ranged from bike lanes or the addition of on-street parking on one side of the road. The City for its part recently completed a study by Jeff Speck that recommended right-sizing lanes to provide parallel parking on one side of the street.

FDOT did respond to our suggestions. Here is the response letter to one citizen:

FDOT response roskowski quadrille blvd 2 FDOT response roskowski quadrille blvd 3

Frankly, FDOT is wrong in their response to the citizen stating that 10’ lanes aren’t allowed on state highways. FDOT’s primary design manual is the Plans Preparation Manual (PPM). The PPM contains a very interesting chapter titled Transportation Design for Livable Communities (TDLC). The TDLC chapter is tucked away at the end of the manual far and away from the geometric requirements for highways and stroads. As shown in the following table from the TDLC chapter there is a footnote that allows thru lanes to be reduced from 11’ to 10’ in width in highly restricted areas with design speeds less  than or equal to 35 MPH, having little or no truck traffic.


FDOT has already approved a 30 MPH design and posted speed limit for Quadrille. So it possible to utilize 10’ wide lanes. Another thing to keep in mind about Quadrille is that the year 2013 AADT is 10,600. This means that a three lane section is sufficient for the entire project. In FDOT’s project limits Quadrille currently varies from 3 to 5 lanes. The roadway has a fairly consistent 59′ width of pavement excluding the gutter pan. You have another three feet if you count the gutter pan and the Florida Greeenbook TND chapter allows the gutter pan to be counted as a part of travel lane.  Here are few pictures of the five lane section:



The current roadway context reads racetrack and not 30 MPH urban core. What would 10’ wide travel lanes allow for Quadrille? First, let us start with FDOT current proposal for the existing 59′ of pavement for the section from Banyan to 3rd:


Basically they are going to perpetuate bad design and provide 15′ travel lanes!!! That is some serious extra pavement. What is unconscionable is FDOT response in the letter that they wouldn’t stripe a buffer for the parallel parking since the parallel parking lanes meet the minimum width. Funny that they have no problem having a travel lane exceed the minimum standard width, but heaven forbid you want to narrow the travel lane to the minimum and have a parallel parking lane exceed the minimum width. With that extra width in the parallel parking lane someone might be able to safely open their driver side car door without being hit and the narrower travel lane might slow cars down to the 30 MPH speed limit.

Below are a several potential roadway configurations of what might be possible if we were to right size the road. It should be noted that these concepts are preliminary and need further analysis for feasibility. Issues such as right turn lanes at intersections, (if needed as right turn lanes and walkability aren’t a good mix), and horizontal alignment for roadway transitions haven’t been analyzed, but they give you a quick idea of what might be possible :

Option 1 


By utilizing 10′ lanes then bike lanes are a real possibility. Note that parallel parking proposed  is 7.5′ wide, but FDOT”s standard is 8′ wide. This 6″ reduction in width might require a variance, but I think it is useful to provide a slightly wider buffer for the bike lane. I would love an extra two to three feet of extra pavement, but this proposal is a dramatic improvement over the placing of a bike lane next to parallel parking without a buffer. The purpose of the buffer is to reduce injuries when a parallel parked car opens their door into the bike lane. Also, note that the parallel parked cars position provides a wall of steel to protect cyclists. If you want your City to attract millennials, then you need buffered bike lanes.

Next we have an interesting twist on the parallel parking on one side of the road concept.

Option 2


A partial lane reduction allows a multiway boulevard (access road) with parallel parking to be built on one side of the road. The access road functions as a low speed sharrow and there is room for a bike lane on the other side of the road. A good example of the sharrow bike lane in the access road is Octavio Blvd. in San Francisco. The Dutch are also fans of the multi-way boulevard access road – sharrow – treatment to retrofit existing facilities. Dixie Highway near the intersection with Bridge Road in Hobe Sound Florida has a multi-way boulevard on side of the road. Another advantage is that parallel parking is a breeze with the access road and who wouldn’t want to walk on a sidewalk that is buffered by a slow speed access road?

Here is another option that would add bike lanes to the existing five lane section:

Option 3


Here is the proposal for the five lane section in the Jeff Speck study:

Option 4


Looking at the above typical sections it is hard to believe that all of them use the same 59′ of existing pavement. The sections above were created using a free website called Streetmix . Streetmix is very easy to use.

With all the press releases about how FDOT gets complete streets I am shocked to see that a street in a downtown urban core with a 30 MPH design speed with 15′ existing travel lanes was scoped as a project to put back what you already have.

So what needs to be done next? I would suggest that you write to FDOT Secretary Prasad, copy your elected officials, and request that you would like to have FDOT investigate alternative typical sections that right size this road. The right sizing can take many forms from parking to bike lanes. If you like one of the designs in the post then I would go ahead and include it in your letter. Ask FDOT why can’t the road be striped the way you want?  Make sure to mention Transportation  Design for Livable Communities (TDLC). Hopefully, rational voices will prevail and FDOT can engage in a meaningful dialog with the citizens of West Palm Beach on the right size configuration of Quadrille.

Also, I would like the City to formally request FDOT to employ their TDLC procedures to develop concepts for Quadrille Boulevard which increase parking and / or provide bike facilities. Maybe Quadrille Boulevard could serve as a model for how FDOT implements complete streets with resurfacing projects.