“But if Downtown Miami develops into a thriving retail hub as local leaders and stakeholders plan, the parking authority, as well as private operators, she said, are “going to have to step up to the plate to create more parking facilities.”
Even now, merchants have “expressed concerns about the lack of enough customer parking,” she said.”
Over the weekend, the Herald shed light on an encouraging trend beginning to take hold downtown - developers are finally building projects WITHOUT ANY ON-SITE PARKING. As we’ve been saying since practically the inception of TM, minimum parking requirements have been cancerous in virtually every part of Miami, particularly downtown. These minimum parking requirements mandate developers to spend tens-of-thousands-of-dollars per space, which serves only to reinforce Miami’s harmful, unlivable, unsustainable auto-centric culture. It induces driving demand, which clogs streets and pollutes our air. It fractures urban continuity with retched surface lots and massive, monolithic garage pedestals. It makes it very difficult to improve transit and walkability.
However, we all win when projects are built with little or no parking, especially in the urban core and near transit stations. It allows developers to save money, which translates to much more affordable housing, which is badly needed throughout Miami and South Florida. It allows for a more cohesive urban block structure, which with proper planning translates to much better pedestrian environments. It also encourages people to walk, bicycle, and take transit, which drives demand for enhancements in these sectors. And, fewer cars on the road means safer, more livable streets, less road rage, less pollution, less noise, and more attention paid to our public spaces.
According to the Herald piece, the parking-free buildings recently constructed downtown (Loft 1 and Loft 2) have been so successful, the Related Group is now planning two more (Loft 3 and Loft 4), even in a slowed condo market. Moreover, another developer, Keystone Holdings, is also planning to construct parking-free condos downtown.
“Urban housing should not have parking on-site, especially work-force housing…Every great city has shared parking. But people in Miami have to be educated that that’s the way it should be.”
- Miami Real Estate Analyst Michael Cannon
It’s true. If Miami is ever destined to become a world-class city, characterized by great public spaces and livable streets, it must amend its traditional parking philosophies. While it’s traffic congestion that always ranks at the top of concerns for planners and residents alike, it’s vehicle storage that shapes urban life as much if not more than movement through space.
The important thing here is education. Most Miamians and South Floridians have preconceived notions about parking that are totally backwards. If we ever want to move in a new direction, we must not be afraid to educate others in our community that may not understand some of the counterintuitive principles of urban parking supply.
To better understand this topic, I highly recommend reading People, Parking, and Cities, by UCLA urban planning professor and renowned parking scholar, Donald Shoup. If you still want to know more, then I recommend The High Cost of Free Parking, by Shoup.
photo courtesy of www.miamiinvest.com
A plan is in the works to beautify and significantly enhance
A plan is already underway to beautify and realign the Boulevard from
The new proposed project further south, would mimic the successful design elements incorporated up north. The removal of the surface parking would significantly alter the width of the boulevard, making the menacing 8-lane behemoth a bit more manageable for pedestrians. Eliminating the useless (eyesore too, we might add) median parking will also provide about five extra acres of public space, which, if landscaped with shade trees will prove to be a boon to Bayfront Park and the River Greenway.
”This is as close to a no-brainer as you’ll ever find,” [Commissioner Marc Sarnoff] said. “It’s just wise and prudent for us to pursue this as quickly as possible.”
Other plans apparently appearing on an upcoming study of downtown
Via Homee’s Panoramio…
”Now, people go to cities because they have an interest in seeing what the life of the city is like,” he said. The problem with downtown today, [Bernard Zyscovich] said, is it’s “not the kind of place you’d ever want to come back to, by and large.”
The incorporation of more public green space and pedestrian friendly design elements is only the beginning of a much needed downtown overhaul which should be well in the works. Over the next two weeks, we’ll address how these improvements will spread west throughout the city’s central core, riverfront, and into the design district, creating a city that is navigable for people and more importantly creating abundant public spaces…Stay tuned, Miami’s pedestrian transformation is only one piece of the puzzle, which when combined with streetcar, bike, streetscape, and shading improvements, will make Miami’s urban core one of the most accessible (and desirable) places to live and visit…
Update: Critical Miami presents an excellent Overlay of Museum Park Plans…
- The addition of an official definition of bike lanes and bicycle routes
- The inclusion of cycling as a form of transportation to be promoted as a means of achieving sustainability
- The requirement that developers post a “performance bond” at the time of permit application, which will force all new buildings over 50,000 square feet to be at least LEED Certified Silver. Failure to accomplish these standards within one year after the completion of the project would force developers to pay into the Miami 21 Public Benefits Trust Fund (would help fund affordable housing, among other things)
- Article 3.7.1.d: Bicycle use of thoroughfares should be as follows: Bicycles and vehicles may share use of lanes on thoroughfares with design speeds of thirty 30 mph or less and should not share use of lanes on thoroughfares with design speeds of more than thirty (30) mph. Thoroughfares may include dedicated bicycle lanes. Greenways, waterfront walks and other Civic Spaces should include bicycle lanes.
- Article 3, Section 3.7.1.e, Thoroughfares: Bicycle Lanes may be made part of thoroughfares that have sufficient paving width to accommodate bicyclists’ safety. A City-wide bicycle plan may designate an interconnected network serving bicyclists with a series of routes that include Bicycle Lanes as well as Bicycle Routes that give bicycles priority, such as those Thoroughfares which parallel major corridors and which can be reconfigured to limit conflicts between automobiles and bicycles.
- Developers will receive incentives to reach Gold or Platinum LEED Certification
- Down-zoning of T3-L from allowing 18 units/acre to only 9 units/acre
- The requirement of at least one bicycle rack for every 20 vehicular parking spaces (it used to be 10 in some cases)
- Within a half mile radius of a TOD and within a quarter mile of bus transit, the required parking may be decreased by 30%. In T6-48, parking for residential uses located within 600 feet of a Metrorail or Metromover station shall not be required.
- Bulb-outs may be added where Thoroughfare widths are wide and design speed high, or where sidewalks are narrow in order to facilitate pedestrian safety.
I’m not sure yet how I feel about the performance bond. It sounds like a good idea upfront, but I worry that wealthy developers will just say “the hell with LEED” and just plan from the get-go to pay into the special trust fund. Even though the trust fund is designed to help fund affordable housing, we just cannot sacrifice opportunities to have green buildings.
I was very disappointed to see the T3-L designation get down-zoned. Could this be a bone thrown to “suburb-in-the-city” types who fear density and true urban living?
As for the parking reduction language, it sounds pretty good on paper. However, I would much prefer to see it mandated instead of just an option, because developers in Miami do not have a good track record of reducing parking when possible under the current code.
“Parking is scarce and expensive, and by many accounts, vulnerable to vandals.”
Scarce and expensive parking also confounds turnaround efforts, limiting the appeal to upscale businesses. ”Parking is a headache,” said Carlos Narvaez, who works at the Radio Shack outlet on Flagler Street. “They broke into my car twice.”
Decentralization of our city’s urban core brought upon by sprawl has lead to the demise of our (and nearly every city in the U.S.) downtown, a problem which was in part induced by our addiction to the automobile. Suburbanites fail to realize that abundant, cheap (free), and traffic free parking are not sustainable in any urban core and efforts to increase any of these would only make matters worse along the sidewalks. The article fails to note in its quest for parking solutions, that the city recently completed a streetscaping project which added valuable on street parking throughout the Flagler corridor.
The more we isolate ourselves in our own “protective” vehicular cocoons, the worse the situation will become along the already desolate streets of downtown. A proven and successful method to combat downtown crime is to improve our street use, pedestrian activity, and with that public spaces/transportation. Radio shack and all downtown employees (especially lower wage workers) should reap the financial benefits that Metrorail and Metromover offer users compared to daily vehicular use.
Things get worse when the only mention of transit includes an armed robbery incident:
Nancy Blount, a family law attorney who was walking down Flagler near the Miami-Dade County Courthouse, recalled being ”robbed at gunpoint four or five years ago” when she took Metrorail.
It was obviously a life changing experience for Nancy, she couldn’t even remember the year…It’s beside the point and contributed nothing to the quality of this article other than to reiterate a negative stance against public transit in the minds of the readers.
How can we combat the
Key Word Use:
- Business (6)
- Parking (5)
- Homeless (4)
- Traffic (2)
- Filthy (2)
- Pedestrian (1)
- Metrorail (1)
- Planning (0)
- Transit (0)
- Metromover (0)
This is exacerbated by the excessive minimum parking standards set by the City Code.
Perhaps even more worrisome is that people won’t even do the little bit of walking I mentioned above. They often may not need to. If you’re living in a high-rise in Brickell, you surely have a large parking garage pedestal. Say you want to go shopping at a downtown building with ground floor retail. It’s highly likely, especially if the building is new, that it will also have plenty of on-site parking. All you would have to do, in this case, is take the elevator to the parking garage (or valet), pull out and drive to the on-site garage at your destination. In many instances, there may even be direct access from the parking garage to the ground-floor retail. The same is true if you’re planning on visiting a friend in another building; just drive from one garage to another without ever setting food outdoors.
To see if this is happening, I went downtown and to Brickell to do some qualitative observation to gauge the ratio of pedestrian-to-automobile traffic coming and going from various buildings. I started at the One Miami building, where one of my friends resides. First of all, it doesn’t help that the building is almost entirely designed to interact with automobiles, not the pedestrian realm (seen here on the left), as Gabe pointed out in a recent post. Unfortunately, just as I suspected, one car after another came and went from the building’s massive parking garage. As for pedestrians? I was one of only a handful during about a 45 minute stretch between 1:45 pm and 2:30 pm.
Next, I took the Metromover down to Brickell so I could survey another building where a friend resides – the Club at
Some of my friends have told me to relax, that things will improve a lot once the area matures and more retail is added nearby. This may be true to some degree, especially downtown, where pretty much everything is closed by 8:00 pm. However, I don’t think we can rely upon the major proposed retail projects to help a whole lot. For example, City Square is planning on providing a whopping 4,052 parking spaces! Same goes for Bayview Market
Furthermore, we can’t blame a lack of transit for people deciding to drive everywhere in downtown and Brickell. These two locales are served by multiple modes of transit including taxi cabs, pitting them among the best transit-served areas in the southeastern
In fairness, I know there are many people who have moved downtown or to Brickell so they could leave the car at home (or behind). We’ve even had commenters on TransitMiami mention their delight for being able to walk or take transit to most destinations. However, I believe these people are still very much in the minority.
I don’t want
top photo courtesy of James Good’s flickr account
- MIA Cargo is still #1, despite a slip in market share…
- Bacardi is consolidating it North American operations into the 250,000 square foot building originally intended for the BK world headquarters…
- FDOT moves forward on plans to pour more money into the colossal black hole known as I-95…
- Forget the lost Arctic Seal in Ft. Lauderdale, we’ve got bigger fish to fry…
- BOB addresses the I-395 realignment plan…
- Rebbecca Tackles the Buses in the Shoulder initiative intended to allow buses to bypass highway congestion…
- Watch the Streetsblog Berkeley Bikestation video…Can anyone see this ever happening in Miami?
- These are some Ugly McMansions…
- The Priciest cities for Parking…Miami is Below average which is no surprise…This is a bad thing people…
- Top 10 Reasons why Green Business is here to stay…
- Carlos Miller Reacts to my US Marshall encounter…
Update: Fifth and Alton is being developed by the Berkowitz group in conjunction with the Potamkin Family. The project is slated to be 170,000 square feet and will contain a Staples, Best Buy, and Publix among others. The City of Miami Beach will be purchasing parking spaces from the retail center for public use at a cost of $9.5 Million. The Berkowitz group created the Dadeland Station mall in Kendall as well as the Kendall Village Shopping complex in west Kendall, which both also featured large Romero Britto sculptures…
There isn’t much I can say about the
See it? I hope you do. Someone had the sense to retrofit the structure (built in the 1860’s) with parking. Genius. This brought about a small bout of laughter, as you would imagine, when I conjured images of the
When approaching the Museums Quarter (Museumsquartier) I couldn’t help but think of endless possibilities for
Back to my point. Standing between these hulking museums was impressive. I mean, here I was standing in awe of a couple of landlocked museums, just hoping that our new museums with the beautiful bay and beach backdrop could be just even one fifth as stimulating. Is it too much to ask for? We have the opportunity to showcase our architectural cultural talent to the world, quite literally, seeing that these museums will serve as the focal point of nearly every cruise passenger which departs from our harbor. And think,
Throughout all of my travels, I have always taken the time to compare the city I am visiting with my home town. I often think that Miami would be a much better city if we would just stop, think, and look around before coming up with decisions which will forever alter our urban landscape. We’ve had plenty of opportunities pass us by with failed or improperly managed projects: Metrorail, Miami Arena, Miami Marine Stadium, Miami Seaquarium, Orange Bowl, MIA, CCPA, etc. Plenty of chances to make our city just as marvelous to visit as say
This last Wednesday, the Planning Advisory Board voted unanimously to recommend the City Commission not approve county-drafted zoning standards for the project. According to Chairwoman Arva Parks Moore, the standards for the project site were too general in that they did not include maximum limits for square footage or a minimum for residential units. Certainly the Grove NIMBYs were elated by the PAB’s vote, given their fervent contention that the two proposed mixed-use buildings were either way out of scale with the surrounding neighborhood at 19 stories, or missing key standards. While I am all in favor of high density development on this site, as well as adjacent to all metrorail stations, upon closer examination this project will be a disaster if built according to current specifications.
And no, I’m not referring to the height of these buildings - I’m referring to the massive amount of proposed parking. This project, proposed adjacent to a metrorail station and billed as a Transit Oriented Development infill project, is set to have a 611 space garage, 500 space garage, and 201 surface spaces. That’s over 1,300 parking spaces! Throw in the 204 surface spaces in the Grove Station’s park n’ ride lot, and you have over 1,500 parking spaces adjacent to a metrorail station that is two stops from downtown. Logistically, this is almost unfathomable. How can we expect anyone to ride transit in Miami when we keep building so car-oriented? Not only does this oversupply of parking induce travel to this location by automobiles and bastardize transit, it significantly increases the cost of the project and eliminates thousands of square feet that could have been used to build more affordable housing units.
It’s simple - as long as these kinds of projects keep getting built, especially next to transit stations, the likelihood Miami realizes its potential to become more sustainable, more pedestrian-oriented, and more transit-oriented is slim.
Just as we thought the pieces were starting to come together, our urban planning geniuses over at the county commission step in to screw things up. Their three reasons to oppose the downtown location include: loss of parking, new site for the children’s courthouse, and the closing of a couple of minor streets. I think they are against losing their cushy surface parking lot spaces just outside the 500 ft
Seriously, this is why we have issues in this County. This is why projects are never completed on time. Everything is a disaster when the fab 13 on the county commission step in to make a decision. Placing the public funding issue aside, why not place the stadium in a location which has been proven to work for Major League Baseball since the early 1900’s- in downtown, urban parks. Any venue outside the CBD and without convenient access to highways and existing public transportation will be destined to be a failure and will serve as the next “white elephant” to further remind us of the injustices caused by the members of the
I’ve heard this idea floating (pun intended) around for quite sometime now. Similar systems are already integral parts of other transportation networks including:
Now, I don’t want to completely discredit the idea either. The ferries would transport commuters from two fairly affluent neighborhoods, a concept which was recently proven to be successful with Metrorail station boarding statistics. The park and ride idea could also work well given that it doesn’t completely remove vehicular use from the commuter. I think the fare should be split between rides and parking however, to further encourage the reduced costs of carpooling or seeking alternative forms of arriving at the departure marinas. The commuter ferry should be a driving force for the city to vastly improve all of our waterfront space. Rather than creating a terminal by
There are serious hurdles which need to be overcome, none of which can be solved by just the MPO or any other single branch of local government. In order to make our transit options successful we need to work to centralize our city while making commuting options as comfortable, seamless, and attractive as possible.
- FDOT planned to remove most of the palms on
Biscayne Boulevardto replace them with shade trees such as Oaks, in order to enhance the pedestrian experience along the boulevard and to improve “safety” along the corridor in a new ROW acquisition.
- The FDOT plan was met by stiff activist resistance, opposing the removal of any trees and opposing the plans by the FDOT.
- To date, 135 palms have been removed, approximately 2/3 of the palms along the corridor which were planted over 80 years ago to commemorate the Veterans of all Wars.
- Trees continued to fall, as recently as February 6.
- On February 7th, the FDOT agreed to stop further destruction of the Royal palms, claiming that the trees removed the day before were either sick or part of the ROW acquisition.
- Today, after the lobbying of Commissioner Sarnoff and Mary Conway, the FDOT has finally agreed to end the destruction. The
Biscayne Boulevardcorridor will now feature much more foliage than had been previously planned, including more Royal Palms and various other shade trees.
It’s difficult to swallow the “pedestrian enhancement” bull the FDOT is throwing at us when the trees are being removed to further enhance the traffic flow along the corridor. As the herald article noted,
The bigger picture I’d like to point out is while one local agency works to make our streets more pedestrian friendly, our city commission is out approving a monstrous structure with 1,700 parking spaces in the immediate area. Note above: the pedestrian friendly streets of yesteryear featured not only pedestrian friendly foliage but streetcars as well. The approval of 2222 Biscayne is a dark reminder of how far we still have to go to improve the urban culture of our city. Any structure on an existing or planned public transit route should feature far less parking than the city code currently calls for and certainly far less than the 1 space/250 square feet offered by this eyesore…
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