NEW URBAN ISM AND SMART GROWTH AS A FRAMEWORK FOR THE REVITALIZATION OF DOWNTOWN HIALEAH, FL

NEW URBAN ISM AND SMART GROWTH AS A FRAMEWORK FOR THE REVITALIZATION OF DOWNTOWN HIALEAH, FL

By GUILLERMO DE NACIMIENTO III

ABSTRACT
Hialeah, the fifth-largest city in Florida and the tenth-largest city in the United States among cities with a population density of more than 10,000 people per square mile, has all the makings of a major city with the exception that it lives in the shadow of another major city. The City of Hialeah is in the Miami Metropolitan Area, and therefore barely exists as an independent city in the eyes of many people nationally.
Due to this national anonymity, Hialeah faces competitive disadvantages and challenges. Economically, downtown Hialeah struggles to capture the growing market of a hard-working and diverse community. Physically, most of downtown has never had the attributes of a traditional central business district, once again due to the fact the City has had to contend with the magnetism of Miami. Most of Hialeah’s downtown fabric is comprised of auto-oriented commercial-style development (favoring cars over pedestrians) which is typified by large parking lots separating buildings from each other and the sidewalk.
Hialeah has significant potential to redevelop its downtown – something other communities have accomplished with great success in the past. In many of these communities, the downtowns have become centers of vital growth, providing jobs and raising property values. Downtown Hialeah is well positioned to design a downtown that functions as a vital business and civic center, bustling with activity and investment.
This capstone focuses on strategies of both New Urbanism and Smart Growth that can be used to revitalize the City of Hialeah’s downtown area and central business district. The research examines best practices in downtown redevelopment, new urbanist design and smart growth policies using case studies from other cities that have been successful in the revitalization of their downtown area. The methodology used for this study consisted of existing case studies, GIS data collected from government websites, U.S. census data, and field visits by the author. The findings and recommendations developed in this research will serve to inform and enhance policies aimed at the successful revitalization of Hialeah’s urban core.
CHAPTER 1
INTRODUCTION AND RATIONALE

The downtown is the area of greatest concentration of urban activities, reflected in the region’s greatest land value and tallest buildings; the focal point of the city and region mass transit t systems; an area where large numbers of people gather to work , transact business, exchange ideas and products, shop and enjoy first-class entertainment . Downtown is an area potential most accessible to a large population, attracting establishments offering specialized products and services. It is the center of a wide e variety of activities and the center of leadership within the city. The economic health of the city and region depends, significantly, on the strength of downtown. It presents an image by which the entire region may be judged. The future of downtown, its attributes and amenities, should be equally important to the city, the metropolitan area, and the region.
The continued decline of many downtown activities has stimulated an interest in revitalization by both the public and private sectors, especially the business community with an economic stake in the downtown. This decline in downtown living also afforded much prosperity and growth for suburban areas. This decay of urban life began around the 1960s, exacerbated by the rise of the affordable automobile and the constant construction of new commercial and residential developments in sub-urban areas. Subsequently, many of the oft-neglected urban centers lay in ruins, due to the level of decentralization which created a high-rate of urban and office sprawl, in which residential and professional developments relocated into newly, established sub-urban areas; this ultimately resulted in a sharp decline in property values and cost of tax revenue within the urban areas.
Historical Overview
The City of Hialeah was incorporated in 1925, touted as the “Gateway to the Everglades”, Hialeah became the first town west of Miami and the first in the north-west of the county. Its Indian name, meaning “High Prairie,” evokes a picture of the grassy plains used by the native Indians coming from the everglades to dock their canoes and display their wares for the new comers of Miami. This “high prairie” caught the eye of pioneer aviator Glenn Curtiss and Missouri cattleman James H. Bright who saw its great potential (Bramson, 2008).
Even in the early “Roaring 20’s” Hialeah was the place to be. You could choose from the Spanish sport of jai-alai or greyhound racing. You might even catch one of the silent movies like D.W. Griffith’s, The White Rose made at the Miami Movie Studios located in Hialeah. Although the great hurricane of 1926 brought to an end many things it could not quench the spirit of those who knew what Hialeah could be. In the years since its incorporation Hialeah was frequently in the news for many historical events which took place there, and celebrities that frequented the city. 1925 saw the opening of the Hialeah Park Race Track, which was nicknamed the “Grand Dame.” This horse race track received more coverage in the Miami media than any other sporting event in the history of Miami up to that time (Bramson, 2008). The beauty of the park with its majestic Mediterranean style architecture along with the excitement and lure of horse racing brought visitors from around the nation and the world to Hialeah. The park was considered one of the most grand of thoroughbred horse racing parks with its majestic Mediterranean style architecture and was considered the Jewel of Hialeah at the time. In addition to attracting millions of tourists, the race track also drew a “who’s-who” list of celebrities. Some of the names known to come to the track to place a wager include the Kennedy family, Harry Truman, General Omar Bradley, Winston Churchill, and J.P. Morgan. The Hialeah Park Race Track also holds the dual distinction of being an Audubon Bird Sanctuary due to its famous pink flamingos and being listed on the National Register of Historic Places (Bramson, 2008).
While Hialeah was once envisioned as a playground for the elite, Cuban exiles, fleeing Fidel Castro’s 1959 revolution, as well as World War II veterans, along with city planners, Hialeah was transformed into a working-class community.
During an interview with the South Florida Cooperator’s, Liam Cusack (2012), Hialeah historian and Princeton University Professor Patricia Fernandez-Kelly explained:
“It became an affordable Eden…a place where different groups have left their imprint while trying to create a sample of what life should be like.”
The subsequent waves of Cuban exiles, after The Cuban Revolution of 1959 and continuing through to the Freedom Flights from 1965–1973, the Mariel Boatlifts in 1980, and the “Balseros” or boat people of the late 1990s, created what at least one expert has considered the most economically successful immigrant enclave in U.S. history as Hialeah is the only American industrial city that continues to grow (Bramson, 2008).
The City of Progress
From a population of 1,500 in 1925, Hialeah has grown at a rate faster than most of the ten largest cities in the State of Florida since the 1960s and holds the rank of Florida’s fifth-largest city, with more than 250,000 residents. The city is also one of the largest employers in Dade County. Predominantly Hispanic, Hialeah residents are characterized as having assimilated their cultural heritage and traditions into a hard-working and diverse community proud of its ethnicity and family oriented neighborhoods (Bramson, 2008).
Hialeah is a major municipality within the Greater Miami and South Florida metropolitan areas. It’s the second biggest city in Miami-Dade County, the fifth-largest city in Florida and the tenth-largest city in the United States, among cities with a population density of more than 10,000 people per square mile. Hialeah has the second highest percentage of Cuban and Cuban American residents of any city in the country, behind Miami (US Census Bureau, 2012). Hialeah is also the densest American city in terms of population not to feature a skyscraper.
Hialeah is served by the Miami-Dade Transit (MDT) Metrorail, an elevated heavy-rail rapid transit system, at Okeechobee, Hialeah, and Tri-Rail/Metrorail Transfer stations. The Okeechobee and Hialeah stations serve primarily as park-and-ride commuter stations to commuters and residents going into the inner city Miami, and Tri-Rail station to Miami International Airport and north to West Palm Beach.
The City of Hialeah is a significant commercial center in Miami-Dade County and is home to vibrant community of mom and pop stores which actively and successfully compete against national name brand retailers. The city is host to national retailers such as Starbucks, Target, Best Buy, Kohl’s, Walmart, Lowe’s, The Home Depot, as well as homegrown businesses such as Navarro Pharmacy, Sedano’s Supermarket, Pollo Tropical and Miami Subs (Cusack, 2012).
Problem Statement
Hialeah, the fifth-largest city in Florida (by population) and the tenth-largest city in the United States among cities with a population density of more than 10,000 people per square mile (US Census Bureau, 2010), has all the makings of a major city with the exception that it lives in the shadow of another major city. The City of Hialeah is in the Miami Metropolitan Area, and therefore barely exists as an independent city in the eyes of many people nationally. Due to this national anonymity, Hialeah faces competitive disadvantages and challenges. Economically, downtown Hialeah struggles to capture the growing market of a hard-working and diverse community.
There was once a time when downtown Hialeah was considered a significant commercial space which offered shopping centers where many people once went out of their way to shop. But today many of the businesses in downtown Hialeah remain small retail stores with little to no foot traffic. This research examines and evaluates the downtown area of Hialeah and details how New Urbanist design and Smart Growth policies can help to revitalize the area based on best practices taken from case studies involving towns of similar size cities whose populations mirrored that of this location.
Description of Study Area
Regionally, Hialeah is located in the Northwest Suburbs, approximately 8 miles northwest of Miami, just north of Miami International Airport. U.S. 27 (Okeechobee Road) travels along the south –southwest side of the city, with Florida State Road 112 (Airport Expressway) to the Southeast and Florida State Road 826 (Palmetto Expressway), on the west, linking the city to all major highways in Miami Dade County. Waterways include Little River to the north and the Miami River, which runs along the southwestern edge of the City.
The downtown Hialeah area is bounded by Ninth Street to the north, East Fourth Avenue to the east, Hialeah Drive to the south, and Okeechobee Road to the southwest with Palm Avenue its main road, dividing east from west Hialeah. The Central Business District (CBD) is an enclave district located within the downtown area consisting of 11 blocks. The site benefits from excellent access from two major roadways, the northwest/southwest U.S. 27 corridor and the Hialeah Drive east/west corridor. Both of these roads provide high exposure to motorists and link to even greater volumes of traffic from Miami. However, because they are high volume thoroughfares, exiting the site is often difficult. Left turns onto either roadway are complicated by the lack of signalized or even stopped intersections. Lastly, there are only a few street signs announcing the CBD/ Downtown area, and those signs a limited to Okeechobee Road.
Existing Land Uses
The existing Land Use of the area is primarily low-end commercial, an agglomeration of mom and pop stores which actively and successfully compete against big brand retailers and franchises. The also exist medium density low-end residential. Most buildings in the area are two to three stories in height, built in the 50’s and 60’s, with the exception of four relatively newer buildings which range from 10 to 14 stories tall. The architectural styles are similar throughout the area; Palm Avenue and Hialeah Drive (the two main commercial business districts in the downtown area) are lined with typical commercial strips with a parking lot to the front and the building set towards the back of the lot. The area is absent of any memorable features and is only active during business hours. There is insufficient lighting, which makes for desolate and un-lively streets at night.
Appearance and Image
Overall, the study area consists of a group of small highway oriented businesses and an aging shopping center. There is no cohesion between building types and styles, uses are separated by a parking lot dominated landscape. Many buildings are structurally solid, but dated. Property maintenance has not kept pace, resulting in litter, cracks in walks and parking lots and loose light fixtures. Substandard maintenance practices are easily visible to everyone in the area, lowering their expectations and image of Downtown. The buildings are set back from the property line and are not defined by cohesive building facades and vacant land fosters the image that the area cannot support businesses; ultimately lowering property values. Unfortunately most of the vacant land is owned by multiple property owners which can make the revitalization process difficult.
Street Network and Walkability
The street layout in Hialeah is grid-like and has its own numeration separate from that of the rest of the county. The street-use is primarily vehicular, extremely auto-oriented, although the city has attempted to create bike lanes, they’re excessively inconsistent and there’s a lack of bike awareness and safety signage.
Downtown’s street network lacks both pedestrian and bike path connectivity. Walking through the area is a difficult task. Lighting is placed to serve motorists, not pedestrians, although there is on free on-street parking; it does little to safeguard pedestrians from traffic and only serves to truncate the width of the sidewalks. The area lacks the pedestrian amenities many successful downtowns share, such as seating (street furniture), pedestrian lighting, landscaping, consistent sidewalks, public plazas, shade and pedestrian scaled parks. Sidewalks are very limited; they end in awkward places, at times are too narrow and lack pedestrian comforts. Cyclists, similar to pedestrians, are underserved by a lack of parking and marked routes through the site and into surrounding areas. Parking in many strip centers is the dominant land use in the study area. The existing parking lots are laid out to encourage automobile use to the detriment of the pedestrian environment. Generally large parking lots cut pedestrians off from the store’s main entrance and are grossly underutilized most of the day.
Why Revitalize Downtown Hialeah?
As previously stated, the downtown Hialeah area was once considered a significant business and retail district, which people went out of their way to visit. The entire area is in dire need of redevelopment and has the potential to be the vibrant and lively downtown it once was; creating a CBD befitting the fifth largest city, in the fourth most populous state in the nation.
For many years, downtown Hialeah had a special place in the minds of “Hialeahans”. Fond memories of colorful Veteran’s Day parades down Palm Avenue to Veteran’s Park, lively days at the Flamingo Art Street Festival on Palm and festive nights at the Hialeah Fair in Hialeah Park, the countless shopping trips spent gazing at storefront displays, and pleasant strolls along bustling pedestrian-crowded avenues. But throughout the years, those traditions have disappeared from downtown, relocated to areas on the fringe of the city.
This is not a scenario unique to Hialeah, throughout America downtowns have drastically declined while development has flourished and thrived in suburban areas. The urban decay that maligned countless urban centers throughout the 1960s and 1970s was exacerbated by the constant construction of commercial development on the fringe of major urban centers and the dominance of the automobile (Bright, 2000). This level of decentralization created a high growth of residential and professional relocation into the suburbs, something which has increased the decline in property value and cost of tax revenue within urban areas. Other common indicators of urban decay are easy to spot such as: abandoned/ dilapidated buildings, vacant lots and an underwhelming presence of pedestrian activity. As well as statistical indications such as increased crime rates, high unemployment, poverty concentration, and job relocation.
The Hialeah downtown district represents an “opportunity area” because it is strategically located at a prominent place in Miami Dade County, adjacent to Miami International Airport (MIA) and near every major highway in the region. Furthermore, the area is already served by basic urban infrastructure and has a significant city-wide population with 233,394 residents, with over 46,000 residents living within a one-mile radius of downtown (US Census Bureau, 2013). Despite a strong population density and strategic location, the area has been gradually declining in its benefit to the neighborhood and community at large.
Revitalizing downtown Hialeah would be renewing the sense of civic pride that was once instilled in all residents of the area; revitalization will renew the community, by increasing community involvement and citizen participation. With a healthy downtown, and CBD, the area could spur new business developments and stimulate the housing market, which would increase the local tax base, create much needed jobs and increase occupancy rates. Ultimately, this would equate to new investment opportunities that will rehabilitate empty buildings and drastically reduce the rate of sprawl.
This urban center had been considered to be a significant commercial space which offered shopping centers where many people once went out of their way to shop. But today many of the businesses in the town remain failing small retail stores. But through Smart Growth policies and New Urbanist design, the downtown area can be revitalized to the urban center it once was. So, what do the terms smart growth and new urbanism mean in the context of Urban Planning?
Smart Growth: Policy
Smart growth is essentially a policy-based and incentive-based movement that has appeared in the 1990s. The aims of this movement are to boost wiser infrastructure investments, widen reinvestment opportunities, and protect open space in central cities. Many of the policies in smart growth give emphasis to location, density, and inter-relationships of the intended uses, for instance housing and transit. Smart growth strategies provide useful guidelines for preparing municipal plans, establishing policy, establishing incentives for necessary development, or reviewing development projects.
The U.S. Environmental Protection Agency (EPA) explains smart growth as a combination of development practices that support national environmental goals by protecting critical habitat and preserving open spaces and parkland; promoting brown field redevelopment; improving transportation choices, including bicycling, walking, and transit, which decreases emissions from automobiles; and decreasing impervious cover, which increases water quality and reduces storm water runoff (2006). States and regions around the United States of America, particularly South Florida, Maryland, and the Atlanta region, are experimenting with smart growth policies as a way of bringing to an end urban sprawl. The above practices improve sustainability. The U.S. EPA presents ten guidelines for smart growth. 1) Mix land uses, which recommend the putting of related uses in walking distance proximity, commonly jobs, housing, and leisure uses. 2) ‘Take advantage of compact building design’ (Knaap & Talen, 2005), implying that buildings should be clustered and the amount impervious surfaces reduced, for instance, paved roads, as well as shunning inefficient land use patterns. 3) ‘Create housing opportunities and choices for a range of household types, family size and incomes’ (Knaap & Talen, 2005), encouraging the creation more stable, diverse, and equitable neighborhoods. 4) ‘Create walkable neighborhoods’ (Knaap & Talen, 2005), a point that raise awareness and encourages healthy lifestyles, social interaction, and provision of alternatives to the total reliance on the automobile for transportation. 5) ‘Foster distinctive, attractive communities with a strong sense of place’ (Knaap & Talen, 2005), as a way of enhancing identity, growing property values, generating local pride as well as responsibility. 6) ‘Preserve open space, farmland, natural beauty, and critical environmental areas’ (Knaap & Talen, 2005). This cleans the air, save prime farmland and rural character, provides recreational opportunities, protects bio-diversity and reduces natural disasters. 7) ‘Reinvest in and strengthen existing communities and achieve more balanced regional development’, a means of controlling urban sprawl, revitalizing older communities (Knaap & Talen, 2005). 8) Provision of a variety of transportation choices. 9) Encourages decisions predictable, fair, and cost-effective development decisions (Knaap & Talen, 2005), a means of attracting quality developers in any economy. 10) Encourages citizen and stakeholder involvement in development decisions as it helps provide political stability (Knaap & Talen, 2005). Some communities have developed and started implementation of smart growth plans while others use smart growth as a set of principles that guide decision making processes.
New Urbanism: Design
New urbanism is mainly a set of principles for urban design that recommend how to organize and design the plan of a community, in addition to the design of buildings and surrounding spaces and the transport networks that serve them. Many of the new urbanism principles incorporate smart growth guidelines and principles of sustainability. However, urbanism obtains its roots from the lineage of American city planning including the regionalism of Lewis Mumford and the Progressive Era town planning. It started as a more design-focused model called neo-traditionalism, since much of the design called upon historic town plans and architecture. More lately much of the emphasis on new urbanism has been on form-based codes that signify the ways of achieving new urbanism. New urbanism draws upon strong graphic images that visualize the future appearance of town plans, streets, and buildings. Many new urbanism principles are implemented through zoning ordinances, form-based codes, new development plans, and have influenced overall community plans.
Having looked into the concepts of new urbanism and smart growth, this paper will discuss the various strategies in new urbanism and smart growth that are important in revitalization of a downtown and those that are adverse to growth. Based on existing studies, case studies and the discussion of various findings, the paper will conclude with recommendations on how to revitalize downtown Hialeah, while employing new urbanist & smart growth principles.
CHAPTER 2
LITERATURE REVIEW
The literature review begins with an emphasis on the importance of downtown areas to their city as a whole. It provides a brief history of how downtowns have deteriorated throughout the years and subsequently, how they’ve been revitalized. The review continues with an examination of how redevelopment has affected the revitalized areas and finally the review delves into the new urbanist and smart growth initiatives considered pertinent to stimulating social equity, neighborhood improvement and citizen satisfaction.
Importance of Downtown
Downtowns play a critical role in the health of most freestanding small cities in the United States. The downtown constitutes a sizable share of a city’s tax base–often more than any other district in the city–as well as the site for major public investments over the years. Given that most downtowns are situated where the city originated and contain many of the oldest and most recognizable buildings, they also embody the heritage of a community. For generations the downtown has served as the traditional gathering place for parades, festivals, celebrations, and other community events. And perhaps most importantly, the very identity of a small city is intertwined with the image projected by its downtown, to an even greater extent than holds true for a large city. Taken together, these factors clearly demonstrate that the downtown represents the heart and soul of most small cities.
Many cities have seen the downtown area affected by the commercial and residential development throughout the suburbs. As a result abandoned properties have risen, poverty is expanded, and segregation has come forth. Given the cultural and historical value of downtown areas, certain cities of started to engage in revitalization programs which will gentrify the Region. Many people want to know the best approach for this process but it must be noted that every city is unique and therefore every potential process used in vitalizing an urban area is unique.
Sprawl: Cause and Effect
Throughout the 20th century, blue-collar employees lived in or near downtowns, so as to walk to industrial jobs, whereas wealthier families relocated to the railroad suburbs to avoid the increasing pollution and noise. Levittown, found on the Long Island, set the model of postwar suburbs with curved streets and cul-de-sacs, necessitating the use of automobiles so as to reach amenities (Cooper 2004). Zoning regulations from the 1960s secluded retail and businesses from residences and were highly useful in the course of the period when staying near manufacturing jobs was harmful to health. Nevertheless, recent technologies to lessen noise and pollution have rendered this split-up quite needless. Present-day policies that encourage sprawl include transportation planning, prohibitive zoning codes, and mortgage loaning practices that pay no attention to high costs of transportation from the edge of cities areas (Litman, 2005). Limiting zoning laws make it hard to reuse or infill space in present neighborhoods, making it more lucrative for developers to construct new neighborhoods (Cooper 2004).
The problem of sprawl is getting more attention around the United States and “is characterized by low density development that rigorously separates residential uses from other land uses, and that is dependent on automobile transportation to connect the separate uses” (McElfish, 2007). Downgraded neighborhoods in addition to rich school districts are created, contributing to the decline of inner cities. The flourishing economy of the late 1990s led to the rise in home prices more than twice the proportion of price increases (Arigoni, 2001). As a result, there is an increasing affordable housing crisis for low and medium income people. In the year “2000, the National-Low Income Housing Coalition (NLIHC) reported that there was not a locale in the United States where a full-time minimum-wage earner could afford fair-market rent for a two-bedroom apartment” (Arigoni, 2001). On top of housing problems, many other effects on the environment as a result of sprawl include increased traffic congestion, air pollution, and flooding due to the removal of run-off absorbing elements that are natural (Cooper 2004). The development of open space also decreases biological diversity and high quality farmland (McElfish 2007); the destruction of natural habitats threatens 13 80% of species enumerated in the Endangered Species Act (Arigoni 2001).
Revitalization through the Years
Starting in the 1960s the federal government began to develop programs whose purpose was to solve urban center area issues. The programs achieve diffuser goals but by the same token also created adverse effects. Certain urban centers were demolished during these programs and those who were able to move out of their location in the city did so, leaving behind primarily the elderly, disabled, and poor (Bright, 2000; Faulke, 2006). These urban renewal programs were considered to be a failure in many cities where the neighborhoods where removed and families were displaced. The failed efforts by the federal government renewal programs cultivated an atmosphere of hostility and discouragement among private and public sectors who were now turning away from the traditional city center (Kemp, 2001).
It was between 1970 and 1980 that certain cities began to take on revitalization programs on a local level. After two decades of displacement and migration out of the city’s community participation in local government began to implement revitalization programs. In addition to improving conditions these projects are aimed at encouraging economic development in the affected regions. Downtowns are supposed to be centers of business and culture but the growth of residential and commercial suburban areas is contributed to the decline of the downtown areas. The revitalization programs can improve business in tourist level attraction to downtown areas, restore and improve infrastructure within downtown areas, improve the entertainment and properties, and retain businesses (International economic development council, n. d.). These initiatives are designed to create a more attractive environment in the downtown area so the businesses and residents both return.
Downtown Revitalization Strategies
Leinberger (2005) explained that revitalization programs are meant to bring more residents and employment to an area. By bringing in more businesses more money flows into the region. Low business activity has often stressed out downtown areas but with full participation from municipal services in the downtown areas, businesses and residences can thrive. Due to the economic, social, and physical problems of a neglected downtown area, gentrification programs such as these act as an asset by improving community development (Persky& Wiewel, 2000). The economic potential associated with revitalization programs for downtown areas will not only bring the region back to life but will also restore the cultural and economic part of the community (Tyler, 2000). In downtown improvement manual Berk (1976) made clear that prior to setting up a plan it’s imperative that a location perform an assessment of their problems and their potential. It redevelopment strategy for a downtown community relies upon the existing economy of the region and what goals the economy of the region want to reach.
Every region is different with unique physical conditions, assets, and characteristics all of which require a customized approach (Kemp, 2001). Building upon the assets which a downtown region already has is the best way to create a successful strategy. Revitalization projects have enjoyed more success when officials are creative and innovative, looking for something which will distinguish their area from other areas, therefore attracting new people and new investment back Where it once existed (Norquist, 1998).
There are two important characteristics of a downtown region must have in order to be competitive. The first is that it must provide a physical environment which is appealing and makes people to move back. And second it must be it an investment that is appealing for homeownership (Moulton, 1999). Whenever a downtown region has been revitalized the literature states that abandoned properties and vacant properties are two key problems that present a barrier to all revitalization efforts. The problems are greatly serious and can pose as social and economic cost to the city. The longer they are vacant the more they become an eyesore for the community and the faster they deteriorate. As buildings are vacant and deteriorate they can become a focal point for crime and drugs which can bring down the value of nearby properties (Persky & Wiewel, 2000). Literature indicates that reusing vacant lands is a great opportunity for recovering the region and improving economic growth (Accordino & Johnson, 2000). Vacant land is actually competitive asset for urban areas that provides them with the ability to implement multiple economic strategies (Pagano & Bowman, 2000). Urban centers are economically viable because of their proximity to communication and transportation. As such cities that put economic development strategies into place can create new jobs, increase the tax revenue for the area, and improve the transportation infrastructure that are all necessary to attract more people to the region (Kemp, 2001).
Effects of Redevelopment
The revitalization of downtown areas also strengthens the budget of the local government because it brings vacant land beckon taxes (Municipal research and services Center, 1997). By gentrifying vacant lots municipal governments can increase the number of residents in their commercial center through the use of code enforcement, tax foreclosures, and grants that help encourage aesthetic improvements (Accordino &Johnson, 2000). It should not be thought that handling abandoned properties and vacant lots are easy tasks. It can be incredible difficult to navigate the public authority involved in developing and acquiring vacant property. It is imperative that a land records database be created which offers inventory for better decision-making, which will encourage organization within the government and allow a consolidated authority figure to permit the acquisition of vacant lots in the restoration of vacant lots (Kromer, 2002).
The revitalization of an area is in the hands of the community as well. Public and private investments are collaborative measures necessary for success. Community participation is the only way to help a revitalized and distressed community to succeed (Faulk, 2006). It is argued that project must be tailored to the needs of the community and that community participation is really the only way to get results from the very beginning that actually meet community desires. The people who are going to have to live with the results of every project should be the ones involved from the very beginning. It is also important that public and private partnerships exist so as to accomplish mutual jack gives, resolve disputes, measure progress, and ensure continuous improvement. In order for this type of project to be successful every organization must be involved and cooperate with one another including the communities combing the financial institutions, government, and the developers (Hyra, 2008).
Common side effects of revitalization programs typically include gentrification and unaffordability. These projects create debate among the leaders in the community members as to how they will improve the attractiveness of the downtown locations and increase property prices so that they are no longer downtrodden but also so that they do not become unaffordable for the low-income people who currently reside in that area. Certain cities are able to provide lower commercial housing prices although as demand increases so too will prices to match (Faulk, 2006). Affordability is a large issue for housing particularly because of the low income workers whose jobs are currently located in the downtown areas, the same low income workers who will be unable to afford the new residential locations after construction has taken place.
It was Smith and LaFaivre (1984) who determined that gentrification will help to restructure urban areas. This will provide an environment that attracts a workforce with multiple skills and an economically mixed population. Overall this helps to provide affordable housing which also meets the revitalization plans of the city.
Pedestrians, Transit & Equity
Meredith (2003) mentions the concept of the New Urbanist Neighborhood, which attempts to solve the issues of sprawl before they even have a chance to be witnesses by observing to four guiding principles: diversity, community institutions pedestrian orientation, accessible public spaces, and a celebration of unique local elements (Meredith 2003). The notion of mixed-use dictates the majority of the New Urbanism philosophy. The developments are particularly monocentric and give people the opportunity to shop, work, and interact within the community without the need of automobiles (Meredith 2003). The New Urbanist community pays due thoughtfulness to pedestrian and transit orientation. The design revolves around a five minute walk by making use of the “critical limiting factor” of a quarter-mile from the community center to any part of its edge (Meredith 2003).
Kushner (2002), in his article talks about the impact of new urbanism and smart growth planning on poor populations and the minority ethnic populations. These two concepts, as he says, will be of great benefit to the population in low-density sub-urban divisions. Major cities in the United States are characterized by slum housing and a collection of hardly habitable shelters where the poor and low income individuals, especially new immigrants find shelter. If new urbanism were to integrate economic classes through a mixture of housing types and costs, and if this stock of housing could be designed around pedestrian-oriented transit, then this could dramatically improve access to jobs as well as other necessary services, and at the same time offering more diverse neighborhoods (Kushner, 2002). Kushner furthermore mentions that growth policies that target development towards revitalization and urban infill could led to the intensification of ethnic separation.
The medieval street structures and slum regions dominate most of the cities’ downtown core, and the role of the city Centre in most of the cities has been almost solely commercial oriented, lacking any social and cultural diversity (Melick, 1992). This brings about the need for the introduction of new urbanism and smart growth concepts and strategies. Although the benefits of urbanism and smart growth policies are extensively known by cities and developers, execution can be challenging due to public perceptions, lack of support, and worries about displacement of present residences.
CHAPTER 3
METHODOLOGY
Overview
An overview of policies at a national and county level was done through research and relatives process management and economic theories were considered through the study of related literature. All of this provided insight on downtown revitalization projects on a scope similar to that of Hialeah. This also helped to better understand the challenges facing such a project any possible outcomes. Case studies make for a valuable understanding and there are many examples from cities of larger scale across the United States which has proven useful in this particular report. Strategic plans were reviewed as well as the revitalization strategies that were used in different cities throughout the United States.
The review and research of case studies was conducted for successful strategies involved revitalization programs. Sources were referenced in order to develop the most appropriate strategies and to help find which policies would be most useful in this particular location. The process included researching public policies and strategies to determine whether or not this location was suitable for a successful revitalization program and if a new urbanist and smart growth schema was the appropriate approach to revitalization. Best practices were derived from case studies and compared to what measures have already been implemented by the region. Large-scale downtown challenges were considered, such that they could be scaled to meet the size of this area. The research conducted came from existing sources and the incentive programs that were used by different cities to help revitalize the downtown areas were analyzed.
Case Studies
It is imperative, once again, to note that there is no single solution for a revitalization program. Every city is different as are the inhabitants, the assets available, and the potential for success. Case studies were evaluated based on their applicability to the issues that would most likely fit this city. Case studies of smaller cities that shared population, vacancy rates, and low income neighborhood characteristics were reviewed. Some of the most successful strategies with similar characteristics took place in North Carolina and South Carolina. The programs and initiatives that took place in these locations were reviewed as well as the outcomes that they achieved.
In order to understand how potential policies have been successful and could possibly be successful in this location, to other cities in the United States were reviewed to find the best practice models that could be applied in this case. Recommendations are made as to which of these measures should be implemented in Florida and which practices are best for achieving these goals.

City of Asheville, North Carolina

In Asheville, North Carolina revitalization took place with much success. The downtown area served as the main business and shopping district until the 1970s after which time suburban expansion caused many companies to leave and set up shop elsewhere (City of Asheville, 2011). The initial revitalization plans to place in 1977 with a project called a revitalized downtown whose main purpose was to make the area a more comfortable and livable space. A private developer was selected 1979 who proposed that a shopping mall be built. The city eventually created a task force responsible for determining all of the efforts involved in the revitalization program, as well as a commission to cover the development of the regional business district, the development office, and a downtown Association’s job it was to liaise between the community and the city (Anderson, 2006).
This particular plan wanted to turn the city center into an economic focal point for retail development, employment, and offices. It wanted the downtown region to be a safe environed housing area which offered multiple housing options and diverse populations. Finally, it wanted the downtown area to be accessible through a safe and efficient method of transportation (City of Asheville, 2011). The development office was responsible for studying publications and visiting other cities that have used similar models so as to develop a process that would best serve this city. They started to market a campaign with the tourism office that encourages people to come and see the revitalization program in action (Anderson, 2013). The shift into revitalization was gradual but eventually transformed the location to the point of receiving recognition for being able to motivate their community and succeed in terms of impacting the city. New businesses opened their doors, the new housing properties were opened. Citizens participated in the efforts and this resulted in multiple years of commitment and organization.
City of Greenville, South Carolina
Greenville, South Carolina is another location this case study was reviewed. This is one of the largest cities in South Carolina, which stands out today for its job opportunities and quality. Prior to this the location was in decline after the 1960s (City of Greenville, 2009). Eventually public and private partnerships or cultivated and the downtown area was made more attractive for business and housing developments. The city was able to construct a hotel on Main Street one that was nationally recognized as being state-of-the-art (City of Greenville, 2011a).
The goal of the revitalization plan for this area was to create better development, reinforce the downtown area as a catalyst for economic growth, and to create a fully functioning urban environment that was sustainable and mixed use (City of Greenville, 2010). They incorporated improved transportation to the downtown area by restructuring sidewalks, adding bike lanes, improving public transportation, and paving the way for future transportation development. Housing was also impacted positively with more affordable workforce housing made available. This particular location should promote the revitalization project that encourages public and private partnerships, improves infrastructure, and offers large-scale commercial projects that will improve the downtown area. By creating a competitive business sector the city can promote economic growth. Developers and contractors can be provided with incentives in order to take part in the revitalization program such that they are given instruction taxes exemptions or exemptions for basic property tax for the first 10 years. The business development in the area can also be benefited by improved transportation and parking. Of course housing is another concern one which must be met. The city can collaborate with the private sector to use federal incentives and funding in order to promote more affordable housing projects that meet the needs of the current low income labor force and the potential for high income growth.
City of Lakewood, Colorado
One of the most recent signs of growth is the Belmar’s walkable downtown in Lakewood, Colorado. Aging shopping centers in most communities are losing business to newer and larger competitors. This was the case in Colorado, where existing Villa Italia shopping mall ceased being viable, but was transformed into Belmar, the walkable downtown. Most cities need to refurbish their towns and suburbs in order to keep business local as well as attract tourists. The city of Lakewood, together with the citizens, civic groups and a local developer took it upon themselves to revamp their downtown so as to make their community a better environment and bring business back and. The new pedestrian-friendly blocks will have shopping attractions, restaurants, office space, markets, townhouses, loft apartments and so much more. Lakewood applied most the principles of smart growth and new urbanism. Some of the principles it included are: “includes mixed land uses, exhibits compact building design, provides range of housing types, promotes walkable neighborhood, exhibits a sense of place, preserves open space, utilizes existing development, and promotes stakeholder participation (Smart Growth in Action).” Lakewood city has created a huge investment for its town. This project will earn more revenue by bringing in new residents and tourist. Lakewood’s project has been a great success so far. The project will earn an additional $952 million to the local economy and will directly create over seven thousand permanent jobs (Smart Growth in Action).
City of Guelph, Ontario
The City of Guelph’s has a Secondary plan in place that aims at implementing smart growth strategies. This plan deregulates planning by-laws. The Downtown Secondary Plan declares the following goals for Downtown Guelph: “Downtown Guelph: a distinct urban center and community nestled against the Speed River, comprised of beautiful buildings and public spaces, and surrounded by leafy neighborhoods, where people work, live, shop, play and celebrate” (Guelph, 2011). The Urban Growth Centre was split into three zones in March 2010, the Lower Town, the Upper Town, and the East Bank. The zones demonstrate three diverse land use tactics to guide downtown intensification and revitalization. The Upper Town is the historic commercial and cultural City Centre, which will seek to attract more residents, businesses, and institutions while protecting its reputable character. The communal transportation network meets here as well. The Lower Town is an underdeveloped portion of the city, with a low-density, fast food strip and plaza. Though including a diversity of residential units, its appearance is a stark contrast to the much-used parks in the surrounding area. A high density urban land-use overlooking the river is anticipated, supplementing the conversion of a strip mall to a waterfront park. The East Bank is presently occupied by older manufacturing sites or brownfields, in the middle of a distinct community with a great number of heritage buildings, commercial, industrial, and institutional units, as well as a combination of detached duplexes, single detached houses, and apartment buildings up to eleven stories. A fragment of the neighborhood is envisioned as a zone for redevelopment (Guelph, 2010a). The proposed Downtown Plan aims at promoting overall downtown expansion in a fashion that would permit it to “evolve from a civic and business/commercial center to a more diverse and complete community” (Guelph, 2010). It is moreover argued that the downtown needs people and housing, more cultural amenities, greater retail diversity, recreation facilities, and great value employment in order to be a livable neighborhood.
City of San Antonio, Texas
The city of San Antonio was in the past known as a sleepy community that relied heavily on its military installations and tourism. The perceptions of the city being a mid-sized, sleepy community has transformed over the previous couple decades after the relocation of the AT&T headquarters. San Antonio has also been characterized by extreme sprawling over the years. The City had been facing the dilemma of how to incorporate this increasing population into the city without intensifying urban sprawl and contributing to situations of urban decay in its downtown and older areas (Birch, 2005). The city has taken steps to manage its development and create plans to combat the unpleasant effects of sprawl. This comprises metro-authority improvements, revitalization programs, affordable and fair housing policies, and a range of other programs. Through an Incentive Scorecard System, the City can rank affordable housing establishments based on specific criteria and award waivers on water and sewer fees. The City has also come up with a Housing Trust to aid revitalize owner-occupied housing. This assists in providing more affordable homes for buying by low income and first time homebuyers. The City, by use of zoning, has developed the Neighborhood Conservation District (NCD), which protects and preserves the many unique and distinctive neighborhoods in San Antonio that may not essentially fall under the protection criteria of architectural, historical, or cultural significance. San Antonio city also has a commercial revitalization program known as Operation Facelift which is designed to reverse the decline of structures in certain areas and boost efforts to market unused space. This program helps improve the areas that are becoming dilapidated and keep business from moving out. Infill programs are also in place (Schacherl, 2008).
The downtown area of the City of San Antonio has constantly depended on its easy walk-ability and ease of access for tourists and those residents living here. City South has a very detailed set of procedures and plans to focus development. Its guiding philosophies have established transit-oriented development, mixed-use housing, and walk-able township centered neighborhoods, while preserving 25% of the region’s green space (Birch, 2005). It is the model for compact design that encourages a sense of community and emphases on being pedestrian friendly.
To deliver for their sought after development, the City of San Antonio has integrated the use of “flex” codes in its municipality zoning ordinances. These codes used in City South Community region of development imitate the Traditional Neighborhood values and codes; with particular easement hindrances, between one-quarter to one-half mile walking distances for the parks and town center, and multiple transit breaks focused on mass transit. This Community is the best example of Traditional Neighborhood Development (TND) policies at work. The South Port improvement is the beginning steps for City South. The improvement will be a mixture of multi-family dwellings and shops. The South Port is dedicated to evolving under the guise of the Traditional Neighborhood policies (Schacherl, 2008).
Numerous types of public transportation are accessible in the city. Incentives for improved mass transit use are also provided. Cycling and pedestrian friendly regions are available in San Antonio. In the downtown area, bicycle lanes are available. Free parking has been reduces so as to curtail automobile use in the city (Schacherl, 2008).
CHAPTER 4
FINDINGS

Downtown areas and their surrounding neighborhoods already comprise of established infrastructure and connections to transit networks. When thinking of smart growth and new urbanism, the main idea is to make an area more appealing and attractive to both residents and tourists alike. Simply put by Schmidt (2004), new urbanism and smart growth seeks to transform existing communities to more meaningful places that people want to live.
“Smart growth is defined by ten principles which include:
 Mix land uses
 Take advantage of compact building design
 Create a range of housing opportunities and choices
 Create walkable neighborhoods
 Foster distinctive, attractive communities with a strong sense of place
 Preserve open space, farmland, natural beauty, and critical environmental areas
 Strengthen and direct development towards existing communities
 Provide a variety of transportation choices
 Make development decisions predictable, fair, and cost effective
 Encourage community and stakeholder collaboration in development decisions” as listed by Knaap (2005).
These principles, in conjunction with new urbanism are what form the basis of urban downtowns revitalization. New Urbanism sets out specific strategies that are important accomplishing the ten goals outlined as smart growth principles. Smart growth needs New Urbanism to be successful. Smart growth is the policy framework; while on the other hand, New Urbanism provides detailed strategies and real-world examples of how the framework of smart growth can be successfully implemented. The prevailing actors and advocates from each of the movements need to collaborate more and work in concert in the direction of their shared goals.
Meeting the Criteria
Several criteria need to be met for a city to claim that they have implemented smart growth. First and foremost, a smart growth plan calls for the creation of a higher density of persons. Density in this case refers to the number of people that inhabit a specified area, normally measured in square miles. There ought to be no infrastructure (including sewer lines, water lines, other utilities, and schools) available to the community or population outside of the designated boundaries (Daniels 2001). The boundary tool offers cities an upper hand in creating more dense areas. The directed growth within a defined boundary could ease in-fill and multi-family dwellings. Green space in such regions is considered to be any undeveloped land bordering a city. By purchasing development rights, local governments can control the amount of probable growth around their respective cities (Daniels 2001, 232).
To attract people into a developed zone, housing must be affordable and quite attractive. Provision of tax incentives along with less fixated restrictions builds a more attractive environment for developers. The eye-catching and affordable homes that are nearer to where people work and shop, aid in enticing people from moving to the city suburbs, which contributes greatly to the sprawl. Katz (2002) proposes achieving this by “adopting inclusionary zoning ordinances that require a portion of all major subdivision developments to be affordable to low and moderate income renters”.
Though much is being done in order to restrain growth, the smart growth reality is that some growth is unavoidable. To deal with the pressures of emerging growth in population, new urbanism planners have established what is being referred to as the new Urbanist Neighborhood. This New Urbanist community concentrates largely on pedestrian and transit orientation. To ease the creation and development of the New Urbanist neighborhood model, the new Urbanist planners promote the Traditional Neighborhood Development (TND) Ordinance. There exist is no single model that befits a Traditional Neighborhood Development, nevertheless, a number of principals guide the Urbanist planners for Traditional Neighborhood Development.
In terms of transportation, Smart growth and New Urbanism should also provide a mass transit means, which is easily accessible. Besides walking or biking, cities need to develop their public transportation systems and make them as attractive and accessible as possible to the entire community. Great number public mass transit systems consist of bus operations and a specific form of rail operation. Pucher and Buehler (2003) note there are also other forms of transit, the Para transit. Despite the fact that the pick-up and drop-off terminals and the efficacy at which the customer reaches to their desired location are quite significant in a mass transit system, the minute details also have a tremendous effect. To lure riders from their autos to mass-transit, the so called “little things” have to be addressed. Mass transit users want safe, clean stops and passages. Transportation fare and ticketing techniques can also affect rider-ship. Transit systems need to focus on various value-added services if they will succeed in enticing a broad range of rider-ship.
SWOT Analysis
Considering the various components that were found in the research stage, a SWOT analyses was used to identify key success factors, as well as factors that may hinder the success of the downtown area in achieving the criteria required to successfully revitalize the area, through a new urbanist and smart growth framework. The SWOT analysis provides a detailed description of strengths and weaknesses of the area, as well as the opportunities and threats to revitalizing the area.
Strengths
• High Daily Average Traffic
Downtown Hialeah is greatly benefited by a high daily average traffic count. High traffic counts mean businesses merely need to entice customers to stop, much easier than enticing them to drive to a less traveled location.
With daily traffic counts on Okeechobee Road of over 55000 (Florida Department of Transportation, 2013) this area is highly visible to a substantial population. Additionally, according to FDOT, traffic counts are also high along Palm Avenue with 29,500 and Hialeah Drive with 19,200 in annual average daily traffic. This allows the area an opportunity to capture both residents & nonresident travelers that could be a bonus for businesses in the study area.

• Densely Populated Core
The population density within walking distance of the downtown area is strength to be considered. There’s a critical mass of over 20,000 residents within a half-mile radius of the core and that number more than doubles to over 46,000 residents within a one-mile radius (US Census Bureau, 2013). This is the type of population density that allows for a bonus pedestrian customer base above and beyond the expected auto oriented environment.
Weaknesses
The weaknesses found during the SWOT analysis have out-stripped the any of the strengths that were identified in the previous section.
• Auto-Oriented
The auto-oriented environment that has come to dominate downtown Hialeah is one of the, if not the main, impedance to the area’s revitalization efforts. When roads are designed only for traffic, it creates a problem for those who are looking to use alternative methods of transportation. Ideally a downtown is a place where pedestrians can pleasantly stroll between businesses. However, with a couple of busy six-lane divided roadways immediately adjacent to the CBD, the area is not considered pedestrian friendly, as it requires people to cross extra-wide roads with high-speed traffic on a regular basis.
• Lack of Transit Connections
Another glaring weakness is the lack of pedestrian connections to transit within or near the CBD or downtown. There are no direct connections from downtown to any of the nearby MDT Metrorail stations. The area lacks a much needed centralized transportation hub, and this fact leaves the pedestrian and cyclist at a disadvantage.

• Pedestrian Safety
Many sidewalks are narrow and the overall sidewalk network is incomplete, with some sections of downtown completely lacking any sidewalk. Long areas without a crosswalk encourage pedestrians, especially elderly ones, to jaywalk. This is especially concerning as the University of Florida’s, Bureau of Economic and Business Research (2003) found that Fifty-seven percent of Florida’s pedestrian deaths occurred in places without a sidewalk. Traffic light timing is another concern which greatly affects pedestrian safety; the current timing configuration is geared towards motorists, not pedestrians. Some “walk” lights aren’t green long enough for even the most fleet-footed to get across a road safely.
This lack of consideration for pedestrian and bicycle safety prevents the synergy of multistep visits from developing, limiting the advantage of locating a business in this area. This weakness directly undermines the strength of the area’s population density mentioned above. The area can have extremely high population densities, but if the people do not feel safe about the walkability of the area they will not venture out into the streets.
Opportunities
• Tourism
Downtown Hialeah’s location, less than one mile north of Miami International Airport (MIA), gives the area a chance to attract a percentage of the vast number of tourists that visit the region annually. Especially the traveler who is town on business and is looking for a place to stay that is near the airport. With 14.5 million visitors in 2014 (Florida Department of Economic Opportunity, 2015), the Greater Miami region is one of the world’s most popular destinations, those tourist spent $23.7 billion while in Miami-Dade. If downtown Hialeah could capture just one percent of that total, it could add an extra $237 million to the local economy.
• Zoning for Mixed-uses
Allowing multi-family development within zones currently zoned for strictly commercial or industrial use only, will provide significant opportunities for residential mixed use development. The increased opportunities for multifamily housing in the proposed eligible areas will create centers of community life that provide regular, fruitful social opportunities separate from the home and the workplace. Mixed use zoning locates residential, office, commercial projects, industry, parks, and other land uses all within a given area. Mixed-use centers may have housing and non-housing within the same area, but also may include only non-residential uses that are well connected to adjacent residential uses.
Threats
• Deteriorating properties and Contaminated Sites
As other aspects of this report detail, many of the study area properties are in an obsolete or deteriorated condition. These buildings add a sense of decline to the whole area and deter higher quality businesses from choosing this location. Furthermore, the entire downtown area is designated a brownfield area which is a contiguous area of one or more brownfield sites, some of which may not be contaminated but are generally abandoned, idled or underused industrial and commercial properties (Florida Department of Environmental Protection, 2002). This where revitalization gets complicated by actual or perceived environmental contamination, as it raises concerns for potential investors. However, in the recommendations section of this paper the researcher details how the designation of a brownfield area could be advantageous to the revitalization efforts.
• Lack of green space and landscaping
The hard, unfriendly, un-green appearance of the study area suggests it is not prosperous enough to support landscaping. This further discourages good businesses from believing this is a location where they are likely to prosper. Furthermore, the lack of parks or greenspace within the downtown area discourages pedestrian activity.
Benefits to Community
Smart growth and new urbanism will have numerous benefits to businesses, developers, residents and even municipalities. Residents are guaranteed of a higher quality of life. Better places to live, work and play are made available through urbanism. Residents in these revitalized urban places will also lead healthier lifestyles that are characterized by less traffic congestion and pollution, less driving and more walking, and in addition, less stress Pedestrian friendly new Urbanist communities will offer more opportunities to interact with others in the neighborhood and town, consequentially creating meaningful relationships with more people, and eventually a friendlier community. The walkability of these communities will also enable residents and school boards to save and reduce busing costs since children are able to bicycle or walk to neighborhood schools. Big savings will also be realized from less driving, and less car ownerships. The unsightly, congested sprawl that residents have to deal with daily will reduce by a high magnitude. Tax money will be used more efficiently with less going to spread out utilities and roads
Businesses, on the other hand, will have increased sales due to the increase foot traffic and less expenditures on gas and automobiles. More benefits and profits will be realized in businesses since the spending on advertising and large signs will reduce. Economies of scale in marketing will be high due to close proximity and collaboration with other local businesses. Smaller spaces are more likely to promote small local business incubations and startups.
Developers will have higher income potential from higher density mixed-use projects due to more sales per square foot, more leasable square footage, and higher values of property and selling prices. Faster approvals will be possible in communities that have implemented smart growth principles resulting in time and cost savings. Cost savings will be realized in parking facilities in mixed-use properties due to sharing of spaces all through the day and night, leading to less duplication in providing parking. There will be a reduced need for parking facilities due to combination of residences and commercial uses within walking distance of each other. Utilities will cost lower cost of due to compact nature of New Urbanist community design.
Municipalities will be characterized by a stable, appreciating tax base. Municipalities will also spend less per capita on utilities and infrastructure than archetypal suburban development due to high-density, compact nature of projects. A higher tax base will also be realized due to more buildings packed into a close-fitting area. There will also be less traffic congestion due to walkability. Less crime will be witnessed, and less will be spent on policing due to the presence of many more people day and night.
CHAPTER 5
CONCLUSION

The purpose of this research was to illustrate the fundamental elements that must exist to foster and support a pedestrian friendly, transit-oriented, and active central business district in downtown Hialeah where remedies for obvious decline is necessary, and to determine the strengths and weaknesses of downtown Hialeah, Florida in an effort to create a healthy and vibrant downtown area.

The objectives of this research were to develop, through a case study of San Antonio, Texas, Guelph, Ontario, Lakewood, Colorado, Kendall, Florida, Greenville, South Carolina and Asheville, North Carolina, a set of criteria that must exist to promote and support a revitalized and vibrant downtown environment.
Through a review of the available literature related to North American downtowns, it was evident that a mixed-use, pedestrian-transit environment is playing a critical role in downtown revival by improving its economic, social, and environmental function. It was also indisputable that there are substantial needs to promote a walkable, transit-oriented environment in an attempt to revitalize the declining city centers and to offer an alternative to an auto-dependent society in order to respond to the changing needs of our society.
By analyzing the selected cases, three fundamental components, consisting of eleven criteria were established.

These criteria were the most evident factors in the successes of each downtown’s revitalization. Considering these criteria and fundamental components an evaluation of downtown Hialeah was performed, revealing many positive aspects of the area which could potentially support the concept of revitalizing Hialeah’s downtown area. The half-mile population density of the downtown is over 20,000 and over 46,000 residents within a one-mile radius. As a comparison, downtown Houston, Texas has a population of 19,000 in a one-mile radius, much less than Hialeah but Houston’s downtown is far more successful, the difference being that Houston’s downtown has a high concentration of daytime employment, growing residential base, expanding convention business, and offers an array of dining and nightlife options (Houston Downtown Management District, 2015). Another promising fact is the high-visibility of downtown Hialeah, with an average daily traffic count of over 55,000 (Florida Department of Transportation, 2013) commuters passing through the area daily, there is sufficient visibility to generate the critical mass necessary to support an active downtown environment. Downtown Hialeah’s human scale and other physical assets can positively condition residents’ perceptions of downtown; however, the weaknesses found can only serve to undermine the strengths. Most detrimental to the areas success is the lack of high-density daytime employment, high-density mixed-use housing, a lack of a central transportation hub, and lack of off-street parking facilities, which serve to ensure accessibility to downtowns and to create an environment that is compatible with pedestrians.
Recommendations
First and foremost this research encourages the creation of a Community Redevelopment Area (CRA), under Chapter 163 of the Florida Statue, which stipulates that “blighted” or “slum” areas can be designated as a CRA, allowing them receive Tax Increment Financing (TIF) revenues that are to be reinvested in the CRA, helping to support the area’s growth.
TIF freezes the taxes on a property to be based on today’s value of the property. The taxes do not increase for a period of years if the property values increase due to redevelopment. Instead, that money goes back into the redevelopment project.
The Florida Redevelopment Association (FRA) provides training and technical programs to agencies for redevelopment purposes.
Local and future businesses can take advantage of the State Small Business Credit Initiative (SSBCI) and Phase 0 Pilot programs, which assist small businesses by leveraging private funding and assisting with technical proposals.
The recommendations made in this section are being made to and carried out under the umbrella of a CRA. The recommendations should serve as a method prioritizing the most urgent needs of the area. If implemented the recommendations should effectively strengthen plans that insure that Hialeah attains a healthy, pedestrian-friendly, transit-oriented and vibrant downtown. The recommendations have been categorized into the following fundamental components: Housing, Employment, Transportation, Retail, Public Image and Citizen Participation.
Mixed-Use Developments
This paper encourages developing high-density, quality housing varied by type and price, integrated with retail, schools, community facilities, and jobs. These high-density developments should be concentrated within the CBD area with medium-density developments throughout the rest of the downtown area. These mixed-use developments will have housing above street-level retail stores. This type of development will greatly contribute to the creation of a compact, economically and socially diverse mixed-income neighborhood and area which can serve as the foundation for a healthier region.
Employment
It is recommended that an adequate inventory of sites for business uses, have high visibility and/or easy access—to attract headquarters, offices and other companies that depend on visibility. Focus recruitment efforts on businesses that could be downtown, which includes both “export” employment (businesses that export goods and services from the metropolitan area which provide fresh cash into the economy) and regional-servicing employment (support businesses or organizations which locate in regional concentrations such as downtown). A focus on attracting employers, can increase the availability of skilled jobs, and as a result young people will have greater opportunities to return to the area after higher education. By catering to employers, downtown Hialeah can increase its attractiveness for business investment, and thereby increase the number of quality jobs and continue to strengthen its role as a regional commercial center. Generally these strategies occur later in the turn-around process, after a critical mass of urban entertainment and housing has occurred nonetheless it should be considered a crucial part of the revitalization process.
Transportation
The recommendations for transportation can be divided into two categories: Intra-core transit, meaning the availability of reliable public transportation within the study area, and Inter-core transit; the availability of public transportation from and to the downtown area. To improve intra-core transit the Hialeah Transit Authority (HTA) should create a free trolley service to circulate within a one-mile radius of the downtown area. These trolley routes should concentrate on the highest-trafficked corridors: Hialeah Drive, Palm Avenue, Ninth Street and East Fourth Avenue.
Inter-core transit can be improved by creating a central transit station in the downtown area. This research recommends placing the transit center near Veteran’s Park, due to its centrality and access to Okeechobee Road (US 27). Form this central hub HTA could add express routes from downtown Hialeah to Miami Dade Transit’s (MDT) Metrorail Okeechobee station, located at the intersection of West 20th Street and Okeechobee Road (US 27), and another express route the Miami Intermodal Center, located across the street from MIA. This research also recommends, as part of its improvement of Inter-core transit, the creation of several Park-and-Ride stations for locations on the fringe of Hialeah.

Pedestrian Safety
Calm traffic through street design and facilitate pedestrian crossings on Palm Avenue, Hialeah Drive and East First Avenue. Improving walkability across the main thoroughfares in the area will allow pedestrians to safely become more connected with the downtown core, promoting synergistic connections between events at the Veteran’s Park and Palm Ave and proposed restaurants/businesses along Hialeah Drive as well as enhancing the overall pedestrian safety.
Public Perception
This research promotes upgrading the downtown and CBD’s to attract investment and activity. An attractive environment is valuable to both businesses and residents. Street trees, lighting, and a safe pedestrian environment will certainly contribute to the overall revitalization of the area; however, an active marketing campaign needs to be implemented in order to shift the county-wide public perception of the area.
The recommendation is for the development and implementation of a coordinated marketing campaign to promote existing businesses, recruit new businesses, and promote ideas that will increase the overall activity and energy of Downtown. The current attitudes and perceptions regarding the area need to be centered on the cultural benefits of an urban area such that it becomes an attractive image in the minds of the local constituents and potential investors alike. The campaign should expound upon the cultural facilities and historic character of the city so as to turn them into an asset that would attract public visitors. Also, downtown branding should be prioritized and reinforced through the organized marketing approach. The continuous marketing of downtown is necessary change to the negative image of downtown Hialeah that most county resident currently hold and promote the new downtown Hialeah. The negative image exists due to the many years of blight that the area has experienced.
Brownfield Sites
All of the vacant properties in downtown and the CBD are located within designated a brownfield area. This can be used as tool to attract private- investment by highlighting the many benefits available to developers, at the state and federal level, for redeveloping and remediating these sites. The State of Florida brownfield areas are designated by resolution of a local government, and are defined as contiguous areas of one or more brownfield sites, some of which may not be contaminated but are generally abandoned, idled or underused industrial and commercial properties where expansion or redevelopment is complicated by actual or perceived environmental contamination. Florida provides an incentive of up to $2,500 per job created in a Brownfield area, increased state loan guarantees to improve lending opportunities and expedited permitting per development. The purpose of the program is to encourage development and job creation in Brownfield areas (Florida Department of Environmental Protection, 2002).
Another state program to assist in the redevelopment of brownfield is the Florida Opportunity Fund organization, which offers grant money through its Clean Energy Investment Program as well as its Fund of Funds Program. The Clean Energy Investment Program provides funding to businesses that use energy efficient technologies equipment and materials in development, while the Fund of Funds program targets investment opportunities in the state of Florida.
As previously mentioned, there are also incentives available at the federal level mostly from the EPA. Developers can benefit from Brownfields Expensing Tax Incentives, designed to spur investment in blighted properties and assist in revitalizing communities, the federal brownfields tax incentive is a critical tool in brownfields cleanup and redevelopment efforts. Another incentive is the New Markets Tax Credit (NMTC) program is designed to stimulate the economies of distressed urban and rural communities and create jobs in low-income communities by expanding the availability of credit, investment capital, and financial services. The Low Income Housing Tax Credits (LIHTC), is an incentive that may be used as part of a brownfields financing package if affordable rental housing is part of a project. These credits have been successfully used in many states as part of mixed-income housing developments and as infill projects on brownfields sites (U.S. Environmental Protection Agency, 2014).
Citizen Participation
This research recommends the creation of a Citizen Advisory Committee (CAC) to promote public awareness and encourage participation by citizens and other interested parties. A CAC can further assist in the promotion and dissemination of public information and related materials. Most importantly, a CAC can provide a continuous and balanced public representation in the development (American Planning Association, 2010). Local residents are important stakeholders and therefore their support will help tremendously. In order to foster this participation, the CAC should provide the people with data needed for their participation in an appropriate and effective manner. The decision of the people should also be considered with regard to taking actions and measures along with initiatives. Methods to evoke participation from the public include: Public Hearings, Direct Mailings, Opinion Surveys and Focus Groups.
The goal is to ensure that all citizens, particularly residents within the study area and the surrounding neighborhoods, have continuous opportunities for input and involvement. It is also important to keep the opinion-makers and the media informed about the revitalization process, as the public image of downtown during the early phases of revitalization is generally negative.
A Framework for Urban Planning
Although the creation of a pedestrian friendly environment is one of the critical elements of downtown revitalization, it is just a small portion of urban redevelopment efforts, and is not the only way of achieving the desired results of downtown revitalization. Instead, the creation of a pedestrian friendly environment can serve as a foundation or a framework for city planning, providing an opportunity to enhance the growth and environment of urban centers especially when integrated into a master plan with multiple elements. The area covered by this study was one way of evaluating downtown Baton Rouge’s potential for achieving a pedestrian friendly environment. The eleven criteria were derived from the case studies of Portland and New Orleans where the success of their pedestrian environments are obvious and unique. This thesis was intended to act as an informational tool for the local leaders and policy makers of downtown Baton Rouge in their goal of attaining a pedestrian friendly downtown, thus creating a strong city center. Although the study focuses on one particular geographic location, the same approach can be applied to other cities and downtown areas. However, it is important to note that each city has its own character and it is possible that there might be some instances that do not meet all of these criteria but that still possess a successful pedestrian environment.
This study, like all studies, has some limitations. As defined by the scope of the thesis, site specific design or design details were not addressed. Therefore, climate, vehicle circulation, and other elements that are particularly site specific were put aside, because they are not within the scope of this study. However, these specific elements are playing important roles in the creation of pedestrian friendly environments by affecting people’s perceptions. Instead, this study looked at the larger perspective of pedestrian environments, and demonstrated what the basics are in the creation of a pedestrian friendly environment. This study also did not address the successful implementation of a pedestrian friendly environment. Instead, this study demonstrated the strengths and weaknesses of downtown Baton Rouge in the creation of a pedestrian friendly environment, and offered suggestions on how to better achieve the desired results. But implementation and site specific design and design details are another important part of the process of achieving this goal. The next step of this study should be to examine the implementation strategies, including how to gain the cooperation of public and private sectors, and how to coordinate with new developments. Creating guidelines for a successful pedestrian design, especially focusing on people’s perceptions by studying examples of successfully designed pedestrian spaces, is needed to further provide a standard for the implementation process.
In this time, when sustainability is getting more attention from our society, it is important to rethink development patterns that strongly affect our way of life, thereby creating a risk of conflict with our goals. Suburban sprawl and downtown decline are phenomena created by the short-term vision of city planning. The creation of pedestrian friendly environments is one of many approaches that can possibly solve crucial problems in our society. But the current conditions of many cities in the United States reveal them struggling with the realization of their plans. Hopefully, as more developments related to this topic occur and prove the tremendous success of these approaches, it will become a standard in urban redevelopment, insuring a better future for our society.
A Compact Walkable Urban Center
Smart Growth can be a valuable tool to combat the negative effects of sprawl and at the same time creates the ideal environment for a downtown to flourish. Some of these effects include pollution, traffic congestion, noise pollution, the segregation of population on the basis of classes and the increase of costs of transport and housing among others. The concept of smart growth is like an anti-thesis of urban sprawl. It is a concept that is applied to existing communities, in conjunction with new urbanism to counter urban sprawl and the affects mentioned above. It involves the development and the redesign of housing and transportation systems, the promotion of walkability, the use of TND ordinances and increasing of population, value added services in mass transport, among others. All these are aimed at creating a community where working, playing and living in general is possible within a community having defined boundaries.
Smart Growth procedures and policies and New Urbanism may be difficult to initiate at first due to public opinion, a lack of expertise in the area and even cost. Nevertheless, these should not dampen the efforts of practitioners or prevent them from completely adopting smart growth policies. There must exist a total commitment to new urbanism and smart growth, partial polices, like in the case of San Antonio, will do little in the big picture to control growth and combat sprawl. The various policies in smart growth are crucial in revitalization, and thus need to be appropriately implemented so as to raise the density levels, boost diversity, and create attractive and livable communities. Smart growth and new urbanism advocates must possess significant political and public support in order to entirely appreciate the paybacks of these strategies.
A New Urbanist Community
For the benefits of Urbanism to be realized and appreciated, it is best to plan urbanism at all levels of development, from a single building, to a group and groups of buildings, to an urban block, then to a neighborhood, to networks of neighborhoods, towns, cities and to the regional extent. An Urbanist Community has to be planned considering all aspects of smart growth, such as housing and transport at all the above mentioned levels. More and more, regional planning practices are being used to regulate and shape growth into high-density, compact, mixed-use neighborhoods, towns, villages, and cities. Planning new train systems, in place of more roads, provides the best results when designed in coordination with regional land planning, well known as Transit Oriented Development (TOD) (Cervero, 2002). At the same time, the revitalization of urban area downtowns directs and raises infill development back into city centers. Planning for compacted growth, rather than allowing it to sprawl out, has the potential to greatly raise the quality of the environment. It also averts congestion glitches and the environmental dilapidation normally related to growth.
There exist various challenges that need to be overcome in the restrictive and unbecoming zoning codes presently in force in most municipalities. The present codes do not allow New Urbanism to be constructed, but do allow sprawl. Embracing a TND ordinance and/or a system of ‘smart codes’ lets New Urbanism be built without difficulty and without having to modify existing codes. Another equally important obstacle is the unceasing road building and enlargement taking place in every single community across America. This encourages more driving and more sprawls which have a domino effect swelling traffic crowding across the region. Stopping road projects and constructing new train systems helps inverse this problematic trend.
In the case of the City of San Antonio, for the amount of urban sprawl, uncontrolled growth and pollution to decrease to tolerable levels, then the city must become more active in embracing and enforcing the New Urbanist principles. If San Antonio City continues to revitalize the already established communities, then they should bring to an end their practice of take possession of suburban areas in an effort to regain tax base. The City should concentrate more on acquiring green space and limiting development while it centers its major concern on increasing the population density within its city limits. The City has to focus on making its inner-core more eye-catching to residents to not only lure them back, but to retain them and prevent them from moving out in the first place.

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