On a day when most people in South Florida began to prepare for the impacts of Hurricane Irma, thousands of Dreamers were forced to think about something equally difficult- their very future in the United States.
After the announcement from the Trump Administration that the DACA (Deferred Action for Childhood Arrivals) program would be ended in six months time, over 100 local activists and Dreamers took to Miami’s Freedom Tower to express their anger.
Here’s what they said:
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About the AuthorRich Robinson is the CEO and publisher of Rise News. He is also a journalist and a native of Miami. Robinson graduated from the University of Alabama and can be followed on Twitter @RichRobMiami.
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By Mark Kaire
The I-95 Express lanes are literally deadly. Ineffective “delineators” — those flimsy orange plastic poles you see falling down like so many pins on a bowling lane — invite collision and abuse. They are obstructive more than instructive, and they do little to divide high-speed traffic from cars driving at more normal speeds.
As a result, Miami now faces a new phenomenon known as lane diving, in which drivers weave between express lanes and regular lanes as though there isn’t any difference in them at all.
It’s a dangerous habit, but one that has become commonplace — all on Miami leaders’ watch. Real people are suffering real injuries. I’ve seen it first-hand. My firm has represented some of these people. These are your neighbors. They could be your family members. They could be you. And all because Miami-Dade County rushed into an Interstate “improvement” project it wasn’t ready for.
The intentions were undoubtedly noble. The state needs revenue. Drivers want to get where they’re going quickly. One might reasonably argue that the fast traffic ought to be divided from the slow and assessed a fee for the privilege of efficiency. But when priorities are ranked, money and speed should never surpass safety. And moreover, if the goal is to divide traffic, division ought to be a keyword.
The I-95 Express lanes in Miami do not provide adequate division, nor have they advanced safety. On the contrary, they’ve introduced a new danger in our community, and our commuters’ lives are at stake.
It’s time to admit that, however, worthwhile the original aspirations might have been, the project hasn’t worked. And now it’s time to fix it.
It’s time for Miami and the State of Florida to own up to its error. It’s time to admit that, however, worthwhile the original aspirations might have been, the project hasn’t worked. And now it’s time to fix it.
I’d like to demonstrate just how dangerous the problem has become by looking at actual numbers. Consider the following, keeping in mind that these all pertain to just a short stretch of road right here in Miami (about 13 miles):
- In 2014 alone, state troopers made more than 150 arrests for lane diving. That is an especially compelling number when you consider that, by their own admission, officers are increasingly reluctant to enforce the laws on I-95 because the traffic conditions are so dangerous there. They fear for their own lives. It is likely, then, that these 150 arrests represent only a very small portion of the amount of lane diving that actually occurs.
- There have been more than 17,500 crashes on this specific stretch of I-95 between 2005 and 2014. That is an astounding total. No 13 miles of asphalt should be that dangerous.
- The total number of crashes that have occurred on this section of I-95 has increased over 50% in the past eight years.
- At least four people have died as a result of lane diving in Miami during just the last few years. Even more have been injured.
- Crashes are most likely to occur during peak traffic periods (i.e. southbound in the morning rush hours and northbound in the evening rush hours).
- Fatal crashes are most likely to occur between 10 p.m. and 5 a.m., and are more common when traveling southbound.
- Serious injuries happen at all times of the day, with incapacitating injuries evenly distributed across the 24-hour driving period.
- Road crews replace 11% to 15% of the plastic delineators on I-95 every single week. That’s how often cars hit them.
- Each delineator is replaced between 6 and 8 times per year, on average.
- When the Express lanes were installed, the average shoulder width shrank by 40%. As WLRN reports, the shoulder along I-95 in Miami is now 7 feet, 11 inches on average (about the size of a single parking space).
Why the I-95 Express Lanes Are Dangerous
Before going further, it’s important to understand exactly why these lanes are dangerous. It isn’t just that they’re fast. Speed is indeed dangerous, but it isn’t the sole source of the problem.
The Express Lane situation is more complicated than that. A number of factors converge to create the danger here, and we can begin with the delineators themselves.
Lightweight as they are, the delineators still stand as obstructions to traffic. Every time a car hits one of these in-the-way wobblers, there is an increased likelihood that the driver will be distracted by the collision and/or lose control of his or her car, thus raising the risk for subsequent or multi-vehicle collision.
The simple fact is that the delineators make it more difficult to drive down I-95. Difficult driving isn’t anyone’s objective, so why did we pursue it?
Drivers have historically shown little patience for obstacles, and many simply ignore them. Figuring that they can easily zip between the delineators with little risk of real damage to their own vehicles, many of Miami’s drivers — already known for an occasional proclivity toward recklessness — now pick the lane that suits their interests best in the moment.
“If I see a line at a grocery station that’s faster than the one I’m in, I’m liable to jump over there,” expert traffic analyst Scott Cooner recently told Miami’s WLRN. That same instinct kicks in on I-95.
To be clear: the standard and Express lanes are not intended to be interchangeable. Drivers aren’t supposed to hop between them. But with very little to prevent them from doing so, drivers do it anyway.
The problem with such “lane diving” is that higher-speed traffic is suddenly entering into slower-speed traffic without warning, and vice-versa. Different speeds don’t mix well, and sudden changes in acceleration often lead to unexpected impacts.
Without a Shoulder, Drivers Can’t Shrug Off Their Mistakes
Adding insult to injury (or, as the case may well be here, adding injury to injury), the diminished shoulder width on the Express Lanes leaves little room for error. So not only is driver error more likely on these roads but there is also a small margin for correcting those errors before they cause a crash.
The shoulder size poses other dangers too. Police officers say the small shoulder is the biggest reason they avoid enforcing the laws on I-95. They simply don’t have a safe space for pulling people over anymore.
Pedestrians are vulnerable too.
On March 5, 2011, five people were killed on the shoulder of an I-95 Express lane. They were standing on the side of the road after a series of accidents had forced them out of their cars. Then another vehicle — this one with a drunk driver behind the wheel — entered the Express lane and veered off course, killing all five. It was Miami-Dade County’s deadliest I-95 accident in a decade. And while the drunk driver is to blame, those bystanders might not have been in such peril had the Interstate not been so poorly redesigned.
The Proof Is in the Price Tag
The delineators aren’t just dangerous. They’re expensive too. The Florida Department of Transportation (FDOT) spends more than $1 million on replacing delineators that have been damaged or destroyed by vehicle impact every year.
If you need a sign that something isn’t working, a million-dollar annual repair budget is it. And again, we’re talking about a cumulative total of 13 miles here. That comes to about $77,000 in annual delineator repair-and-replace costs for every mile.
It’s Time for Change
It is not permissible for our leaders to recognize a dangerous condition and then simply do nothing about it.
We here at Kaire & Heffernan, LLC hold irresponsible parties to a basic duty of care every single day — hospitals, storeowners, insurance companies, vehicle and drug manufacturers, and more. We expect the same kind of care from the people who have a responsibility to keep our roads safe.
Our firm has called on county and state leaders to take immediate action to rectify the dangerous situation on Miami’s I-95 Express Lanes. We only hope that more people won’t have to lose their lives before we see real change.
Take a minute to sign our petition for Florida representatives to step up and fix the failed, deadly, and costly I-95 Express Lane.
Mark Kaire is a personal injury lawyer in Miami and a cofounder of Kaire & Heffernan, LLC.
RISE NEWS is a grassroots journalism news organization that is working to change the way young people become informed and engaged in public affairs. Anyone can write for you us as long as you are fiercely interested in making the world a better place.
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–Priest Douggie Smith and his team at the First Rastafari Church and Cultural Center of Florida are doing something unique.
–They are trying to get local Rastafari out of the shadows and into the center of the larger community.
-Priest Douggie: “We didn’t create a space for Rastafari alone we created a space for the community so Rastafari and the community can interact together and build our community in a positive way.”
-Priest Douggie’s message and style has attracted some interesting non Rastafari people to his new center for cultural events.
–According to Priest Douggie, there is a large Rastafari community in South Florida, but they are scattered around the region.
–From 1993 to 2007, there was a Rastafari church in Miami but it was forced to close during the recession.
-From that time to the opening of the new center, local Rastafari had to meet at homes and in parks to worship with each other.
——Here’s Something Completely Different: ——
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By James Kardys
If you paid attention to the news in any amount whatsoever during the Republican national convention, you are probably aware that on the third night (July 20), Ted Cruz gave a speech where not only did he decline to formally endorse Donald Trump, but implicitly told voters not to vote for him if it violated their conscience.
Not surprisingly, this speech prompted much outrage from the party.
He was booed offstage.
Former allies such as Sarah Palin said that his career was over.
Rick Perry and Dan Patrick (the lieutenant governor of Texas) have been mentioned as possible primary opponents against Cruz when he runs for re-election in the Senate in 2018.
Donald Trump is reportedly so embittered that not only does he not want Cruz’s endorsement should he change his mind, and has talked about funding SuperPACs against him and John Kasich, who also refused to endorse, in future elections they run in.
Ted Cruz himself has since explained his reasoning behind his decision to not endorse Trump, saying that he is “not in the habit of supporting someone who attacks my wife and attacks my father.”
That, in his opinion, invalidated the pledge that all the candidates signed to support the eventual nominee back in September.
Or did it?
I am a Republican who supported Ted Cruz for the nomination prior to him dropping out on May 3.
As I saw many of my fellow Cruz supporters turn into former supporters over his decision not to endorse, I struggled to figure out whether I should do the same.
I sympathized with the content of his speech (so much, that the Trump-sponsored vicious reaction to his statements, which included emphasis on the importance of preserving the Constitution and the idea that voters must vote according to what they believe is best for our freedoms, prompted me to decide to vote third party even though I’m a registered Republican), but I wondered whether he should be judged for apparently failing to keep his word.
I eventually decided that he should not be judged regarding the so-called “pledge.” Why? Because the pledge was invalidated into non-existence in deed. Not by Cruz, but by Reince Priebus, the chairman of the Republican Party.
As I thought about how to respond, I remembered an event that took place on March 29, 2015, when Donald Trump also renounced the pledge at the CNN Town Hall event that evening.
According to Time, Trump’s decision to renounce the pledge violated the terms that would have made him eligible to be on the ballots in states that required a loyalty pledge.
This could have caused him to forfeit his delegates in such states that had already voted at the time, such as South Carolina.
That didn’t happen, and the question is, why?
Why didn’t Reince Priebus follow through with his own rules, especially considering that as a leader of the GOP establishment, Trump’s downfall perhaps would have benefited him?
I can’t say for sure, but I would not rule out the idea Priebus’ decision not to penalize Trump was related to his belief that Trump can make deals.
After all, he and Trump had no problem making deals (abeit, indirectly via a coalition of Trump supporters and establishment figures in the Republican National Committee) that threw out proposed amendments to the convention rules that would have limited the power of the party chair, and redistributed it in the hands of lower-ranking members who could have affected the outcome of the development of the party platform, if not the convention itself.
Regardless of Priebus’ motivations, his actions do not reflect kindly on the reputation of the party, which, based on them, has been attacking Cruz based on a false premise.
A pledge that is not enforced is not a pledge. It is a joke.
RISE NEWS is a grassroots journalism news organization that is working to change the way young people become informed and engaged in public affairs. You can write for us.
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