A Trip to Naples, Yields Some Lessons

Upscale and stylish today, 5th Avenue in Naples also had some hard times.

Upscale and stylish today, 5th Avenue in Naples also had some hard times.

Fifth Avenue in Naples is an elegant main street.

It features some great restaurants, a boutique hotel and a nice array of retail stores.

At night, the street is vibrant, filled with boomers who seem to enjoy a lively but decidedly upscale vibe.

It doesn’t feel like a late night place, but that’s OK. For me late is 10 p.m. these days.

We had a chance to spend a day and night in Naples recently when we attended a Florida Redevelopment Association meeting focused on Business Improvement Districts (BID); particularly Naples successful model which includes a partnership between downtown property owners, city government, the chamber and CRA.

My wife Diane is president of the FRA this year and I spent a few years on the board many years back so it felt good to reconnect with an association that has done a great job advocating for CRA’s, DDA’s and BID’s over the years.

The focus of the day was the history, present and future of Naples’ much loved main street, 5th Avenue South, which like many Florida main streets has reinvented itself over the years through good times and bad.

In December 2010, in an effort to jumpstart the avenue, a group of civic, business and city leaders got together and formed a Business Improvement District that levies a tax on property owners that is then reinvested into beautification, events and marketing.

The Naples BID is a good model for other aspiring streets and may serve as inspiration for places such as Palmetto Park Road in Boca and Congress Avenue in Delray.

The goal of the Naples effort was to re-establish 5th Avenue South as “the place to go” in Naples.

An active board of directors, a small but entrepreneurial staff along with a strong core of merchants and downtown evangelists has restored 5th Avenue’s luster and importance in the wake of competition from nearby lifestyle centers and shopping districts.

We heard from Mayor Bill Barnett, BID President Michael Wynn (whose family has owned property on the avenue since the 40s), BID Director Lise Sundria and Naples CRA Director Roger Reinke on how they work together on branding and marketing efforts.

Mayor “Bill” as he is affectionately known has been an elected official for 24 years with some time off between terms. His historic perspective and involvement has proven invaluable as he recalled efforts in the 80s to transform the look and feel of what had become a tired downtown.

“It took people with vision,” he said. “And the changes were not without controversy,” he said. “Downtown is the heart of Naples and the heart was broken.”
Two early catalysts were the conversion of a suburban style Nationsbank building into the Inn on 5th, an attractive hotel that has become an important economic engine for the district and the hiring of new urbanist town planner Andres Duany whose team came to Naples with a slew of ideas.

It took political will and some time to add the design elements needed to rejuvenate 5th Avenue and BID President Wynn said Mayor Bill has been a champion of that vision.

“The mayor’s warmth is an asset,” Wynn said. “It makes a difference to have a mayor who believes and who is engaged along with us. We’re fortunate.”

The Duany plan drew upon Naples historic strengths as a hub for tourists, fishing and commerce.

Leaders also wanted to remind people that 5th Avenue led directly to a beautiful beach, a fact that was somehow lost as Naples bled tourists to other popular west coast beach communities.

The Wynn family has more than 70 years of history in Naples and as president, Mike Wynn has a unique perspective of how the city has boomed and busted through the decades. The city got its first traffic light in 1949 and thrived through the 50s before being hit by Hurricane Dennis, a category 5 storm that devastated downtown Naples.

Along with many other cities—Delray included—5th Avenue was hard hit by suburban flight and the rise of the mall in the 70s and 80s, with vacancy rates hitting as high as 40 percent. Former Delray CRA Director Chris Brown, who was at the Naples meeting, can relate.

“When I came to Delray in 1991, I closed my office door at 5 p.m. and nothing was moving on Atlantic Avenue,” he said. “There was roughly 1 million square feet of commercial space and 500,000 of it was vacant. I thought…’what did I get myself into’ here.”

The situation was similar in Naples and the retail that was left was marginal at best. There was even an adult bookstore on the avenue, hard to imagine given today’s upscale vibe. Office vacancy downtown was also 50 percent, Wynn said.

“Like many cities, we came together,” said Wynn. “We realized we needed to act and act fast. We also realized that for the avenue to have life, we actually needed to have people coming downtown.”

Not a revolutionary concept, but hard to pull off because it requires a tremendous amount of promotion and hard work.

The BID was formed in part to compete with competition from other shopping districts. Key strategies include beautification, relentless marketing and promotion and 12 street festivals. The BID, a non-profit, also organizes block captains, provides business counseling and also offers local businesses an array of marketing services. Money for the BID is raised via assessment and the BID also does some fundraisers that ultimately raises over $400,000 annually.

Wynn said the BID takes to heart the wisdom of the great placemaker Willliam H. Whyte who said: “what attracts people most, is other people.”

Wynn said the BID hopes to compete by embracing the arts, retail, office, tourism, events and a vibrant food scene.

Rod Castan, VP of the BID and a property owner from the Courtelis Companies, said 5th Avenue won’t rest on its laurels because of competition and an ever changing commercial landscape. On his wish list: more chain stores which he says drive retail traffic that also supports mom and pops, a small boutique theater and a need for more housing near the downtown, which appears to be under way.

“When the avenue suffers, the whole city suffers,” says Wynn who also serves as president of his family’s chain of Ace Hardware stores.

How true.

 

 

US 1: A Long and Winding History

Lancaster Boulevard before...

Lancaster Boulevard before…

And after....

And after….

Contrary to urban myths, the idea of narrowing Federal Highway was first broached in 1991 and not as part of any shady deal with dreaded developers.

In those days, development interest in Delray was scant; to say the least.

It was about a year after the important 1990 election that brought Tom Lynch, Jay Alperin and Dave Randolph into office and the team was starting to come together.

A new city manager was hired, a new police chief, a new chamber president and a new CRA Director too.

The story I heard (direct from the sources themselves) was that Chamber President Bill Wood was taking a walking tour with CRA Director Chris Brown when they approached Atlantic and US 1. I’m not sure if it was 5th or 6th Avenue.

Both noticed cars whizzing by the city’s still barren main street and both men realized that having a high speed highway bisect your downtown was probably not good for business or for pedestrians.

US 1 served as a natural barrier, with many pedestrians turning around at the intersections unwilling to cross a high speed, wide road. You could sit at the corner back then and watch the behavior with your own eyes.

And so the idea of narrowing was born. But it took until 1996 for the project to become part of the city’s engineering and planning process and another five years until the debate reached a full boil during the Downtown Master Plan process when Treasure Coast, our CRA and city planners recommended the narrowing of Federal Highway.

As co-chair of the process and a city commissioner at the time I wasn’t convinced. The idea seemed counter-intuitive to me. We were talking about adding downtown housing and we were being educated on the many benefits of density as a strategy to ensure that local mom and pops could survive year round in what was then a very seasonal economy. (P.S. it’s better today, but still seasonal).

“How can we add more units and lose a traffic lane”? we wondered.

It was an obvious question and the planners, engineers and urban designers we were working with provided us with answers.

  • People aren’t moving downtown to drive. They would move here to have a walkable lifestyle.
  • Residential development doesn’t generate as many trips as commercial development.
  • There was a demonstrated history of high speeds, accidents and even fatalities on the road. (Buildings, including a wine shop next to the Colony Hotel , were hit by cars)
  • It makes no sense to have a highway running through your central business district, speeding people away from your shops and restaurants.

Still, while the commission at the time was not completely convinced, we were also open-minded and willing to listen and experiment, despite some nasty emails saying we were caving to the dreaded developers trying to sell urban lifestyles on Federal Highway. One of those developers is now our mayor. We caught quite a bit of grief when we approved Mallory Square on the site of Steve Moore Chevrolet.

How could we allow a dense development (it isn’t dense) and who would want to live on Federal Highway? Well it turns out quite a few people and they were willing to shell out big bucks too. And residential development did generate far  less trips than a busy dealership, which had a lot of workers and customers taking test drives 7 days a week.

But people remained concerned about the loss of a lane on US 1,  so we launched an experiment in 2005 and installed ugly white poles to simulate the narrowing of the road and we studied traffic during all seasons of the year to determine whether this made sense or not.

The results were compelling: speeds had been lowered, accidents were down, pedestrians felt safer crossing the street and studies showed we had plenty of capacity to narrow and grow.

So the decision was made to move ahead and once the money was gathered from the federal government, the project proceeded. It took until 2009 for the final design to be approved. Whew…that’s 18 years of talking, experimenting and planning and it’s still under construction.

And it has been a mess. But….now that the dust is clearing I think it will be one of the best things ever done for the downtown and for Delray. It will benefit pedestrians, cyclists, golf carters, businesses and even motorists because it will be safer and much more attractive.

Now I understand that people will disagree vehemently and I respect that.  But….let’s wait and see what happens because I have a prediction to make.

Actually, I stole this from Fred Kent, the founder of the Project for Public Spaces, who recently lectured at the Arts Garage. Kent is a placemaking guru, known worldwide. He happens to have a winter home here in Delray. He likes some things and he despises others. He’s not afraid to voice his opinion and he breaks a lot of eggs in the process. That’s OK because he also makes you think, which we can all benefit from doing.

Kent believes—as I do—that the beautification, narrowing and safety efforts on US 1 will open up lots of cool opportunities because we will convert Federal from a highway into a street. And highways—which are meant to move cars rapidly—are never as charming as streets, which are meant to be safe, warm and charming if done right.

So…I’m bullish on US 1 and the “nooks and crannies” of Delray. I think it will become a nice neighborhood and a welcome respite from the hustle and bustle of Atlantic Avenue.

I hope we get some eclectic uses, some independents and something different.  I think it will begin to draw people off the main street as they explore other parts of an expanded downtown.

Other places are catching on to the benefits of designing places for people not cars.

South Dixie in West Palm Beach is being re-imagined with the help of the Treasure Coast Regional Planning Council.

Lancaster Boulevard, in car centric Lancaster California, has been transformed into a beautiful street made for people– not cars.

The city of Lancaster, CA, has taken a decrepit nine-block stretch of downtown and transformed it into a vibrant, walkable destination, making it a superb example of a community reinventing itself.

“There’s a stereotype that small towns don’t have the wherewithal to carry a project like this off,” says Elizabeth Moule, principal of Moule and Polyzoides, the architecture and planning firm involved in the revitalization. “But they did carry it off. The city had a strong idea of a successful vision, and they single-mindedly made it happen.”

We did too. We just needed a little convincing.