There is a tenant planned for the space that Bodies currently occupies, but that tenant’s name has not been announced. I have not been advised by Metrorail of any plans for a pedestrian overpass, but it does sound like a great idea.
Thank you for your inquiry.
Great initiative. Yes, let’s wait for the helpful folks over at MDT to come up with a plan to better link metrorail with its surroundings, maybe something will get done by 2050, we’ll see…
Yes Bradley has overseen a recent growth in Bus operation and has blanketed our county with awkwardly placed glass bus benches, but, we must not give credit to him for these ‘advances.’ After all, the transit department is growing because of the efforts of the 2002 PTP supporters, not the efforts of any transit individual. Since the 2002 approval we have yet to witness any considerable advances with our transit tax money. Sure they’ve purchased a few buses and installed some illuminated street signs, but, is that really what we expected out of the PTP? The north and east-west corridor are anything but certain seeing that either has yet to secure federal funding, the airport connection hasn’t even been finalized, and our transit oriented development is abominable, all the while precious PTP money is squandered. As director, Bradley should have and could have forced Baylink to begin financing and development. He could have created a joint development to accelerate plans to create the
I reiterate the importance now of hiring an individual with a visionary plan for the transportation problems in
- Mayor Michael Bloomberg of NYC was in Miami yesterday to experience our Bus Rapid Transit system. Our is nothing like what NYC is looking to build, with dedicated ROW’s and ridiculous fragmentation from local development, but I hope Mayor Bloomber was able to see what can be accomplished alongside expansive roadways which don’t exist in NYC. In any case, I see this as something kind of momentous for MDT and yet none of our news outlets covered the story…
- No surprises here: Miami came in ranked at 98th for the Nation’s 100 most walkable cities. As CNN likes point out: Madison — 1,300 miles north of Sunny Miami came in first place. “Number of beaches versus frozen lakes apparently was not a factor. Crime rate, unfortunately for Miami, was.” Those Time Warner Companies are really out to do us in, aren’t they?
- The FDOT has received three proposals to construct the Tunnel which would link watson Island/I-395 with the Port of Miami. The $1.2 Billion project is essential for improving the truck traffic connection between our highways and the port, not to mention should also make our downtown a more pleasant place to walk around. Without the tunnel, our port will choke on its own success, making the movement of goods in and out the biggest port in the state virtually impossible…
- Oh, whoops we’re you trying to ride Tr-rail to get to work in a timely manner? CSX plans to disrupt Tri-rail for the next month. It’s things like this that makes people think that transit can’t work down here.
- Miami City Commissioners voted to endorse the Marlins’ stadium plan within the city. Like their inept fellow commissioners in the County, they too decided to endorse the Orange Bowl Venue instead. I guess protecting out surface lots in downtown really is a priority for everyone around here, otherwise there is no logical reason to not place this this in downtown. “Criticisms of the downtown site have included its relatively small size…” but, nonetheless it fits, so, how is this a valid argument again?
- MVB reports on Miami 21. Apparently the new building codes will be unveiled on March 24th.
- GreenerMiami is working on Eathfest: WaterFest Gone Green…
- BOB Reports on Rail Volution coming to Miami next Fall…
The U.S. Green Building Council South Florida Chapter and University of Miami School of Architecture present:
MIAMI STREET CAR UPDATE
7 pm. Refreshments at 6:30 pm, Jorge M. Perez Architecture Center Stanley and Jewell Glasgow Lecture Hall, Dickinson Drive, University of Miami, Coral Gables Campus. and open to the public.
Mary Conway, P.E., Chief of Operations, City of Miami
In recent years, the City of Miami has seen an unprecedented wave of urban infill and redevelopment in a compressed downtown core area, and in adjacent neighborhoods. Miami Streetcar Project has emerged as one essential component of a transportation network that will entice Miami motorists out of their cars, into convenient mass transit, and onto city (and County) streets. Miami Streetcar Project is a direct response to the challenge to provide improved mobility options for users of the transportation network throughout the downtown core. This presentation provides an update on the Miami Streetcar Project, and an overview of the roles that streetcar systems play in shaping cities, by fostering pedestrian-friendly urban environments, and re-invigorated downtowns across the United States. This affordable mode of mass transit is emerging as an increasingly popular application, because of its cost-effective and time-efficient construction, its financial affordability, and its ready adaptability to active pedestrian-focused environments. City of Miami has responded to the local mobility challenge by pursuing multi-agency partnerships and innovative project delivery methods to build the single transit investment that could make a profound difference in re-shaping downtown Miami, in record time.
Mary H. Conway, P.E., currently serves as the Chief of Operations for the City of Miami and is a prominent Civil Engineer and Project Manager with more than 18 years of experience in the industry. studied briefly at Harvard University and the United States Naval Academy before earning a Bachelor of Science in Civil Engineering from the University of Miami. was the recipient of the “Most Outstanding Civil Engineering Graduate” award from University of Miami as well as a member of Tau Beta Pi and Chi Epsilon, engineering honor societies. Prior to joining the City, Mary worked with the Florida Department of Transportation for over 10 years, where she oversaw major transportation projects in Miami-Dade County as well Broward to Indian River Counties. She also worked with FPL as a service planner and Beiswenger, Hoch and Associates as a production and project manager. served as Director for the City of Miami Capital Improvements and Transportation (CIT) Department for approximately two years. Mary’s hard work and results were recognized and she was promoted to Chief of Operations and is now responsible for overseeing the following Departments: Parks and Recreation, Solid Waste, General Services Administration (GSA), Public Works and CIT. Mary has also continued her involvement with CIT,responsible for overseeing the planning, coordination,implementation and monitoring of all construction related capital projects and transportation projects in the City of Miami. projects include street infrastructure and flood mitigation; park improvements; public facilities including fire stations, police and other city buildings; marinas; the Orange Bowl; and a state of the art urban streetcar transit circulator project. City’s current Capital Improvement and Multi-year plan encompasses over 1100 projects valued at over $675,000,000 through the year 2010 and will certainly increase as Miami continues to grow. experience, professionalism, dedication and drive have earned her the respect of her peers in the City, with other government agencies and within the engineering community at large.
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.
Business owner Robert Morell called for Spanish-speaking residents to learn English — and was booed by the crowd.
”I am a little bit appalled because if you travel to any other city it looks like they’re going into the future. Some of us still want to live in the past,” Morell said. “I speak Spanish, even though my whole family is American. I don’t understand why everyone else doesn’t learn the [English] language.”
Tomas Martinez, a regular at council meetings, where he addresses members in Spanish, approached Morell as he left the podium and an argument ensued.
As the men stared each other down, Robaina and City Council President Esteban ”Steve” Bovo threatened ejection from the meeting or arrest for anyone causing a major disturbance.
Ignoring Morell’s suggestion, resident Randy Carter said he would address the council in Spanish.
”I am going to speak in Spanish because when you do your political campaigns you do them in Spanish,” Carter told council members in Spanish.
Members of the audience laughed and applauded.
Despite the fact that this plan is perhaps the best thing that could happen to the zonal mess of
Some residents said they feared being displaced from their trailer homes or that historic landmarks would be dwarfed by seven-story buildings.
I find it amusing that the largely Cuban audience (who typically spends time lamenting over how great a city Havana was) would try to defeat a plan which could potentially bring some of Old Havana’s urban planning charm (by charm I clearly mean the old Spanish, walkable, non-autocentric, dense, ground floor commercial with residences above, covered walkways, etc.) to the city of Hialeah… Like the photo above/below, minus the decay of the past sixty years…
Miami-Dade Transit’s own consultants [Not me, however see below] are concluding that a rubber-tired automated people mover that would run from the airport to the Miami Intermodal Center is a better option, according to a draft report obtained Thursday by The Miami Herald.
It appears that my “Airtrain Solution Series” wasn’t such a bad idea to begin with. My main concern regarding this decision is whether it will be designed/built properly to accommodate most of the terminals rather than just one centralized station at the airport (you know, in an effort to cut project costs as usual.)
More info on the vehicle maker, Sumitomo Corp…
Count them. Not one, or two, but three independent studies call for increased density along the US-1 rapid transit corridor.
21 studies, Miami-Dade Watershed Studies, and Coconut Grove planning studies all encourage increased density along US1 and near Metrorail stations. Miami
I don’t know about you, but there is nothing better than some cold hard facts to combat the closed minded NIMBY thought process:
“Rush hour is already a nightmare; this will make things even worse,” said Kenneth Newman at a recent meeting between the developer and Grove Residents. “A lot of people are saying that it’s not going to work because rich people don’t ride the Metrorail…they have nice cars and they want to drive them,” says one Grove activist [Mr. Nimby] who wishes to remain nameless.
However, studies conducted by the transit department reveal a pattern that seems to have less to do with income level and more to do with urban design.
We needed a study to reach that conclusion after 20 years!? You could have looked at just about any other city in the world to see that we were doing things backwards.
Dadeland South and Dadeland North, the two southernmost Metrorail stations recorded the seconded highest weekly ridership averages of more than 6,500 boardings each. These two stations are not located in high poverty areas.
I wonder, perhaps, by how much the daily use of metrorail is going to increase once the units at Downtown Dadeland, Toscano, Colonnade, and Metropolis come fully onto the market. Let’s not forget about the upcoming
As Ryan showed below, the city is planning on investing millions of dollars to transform the area along
All is silent over at CGG…
Our region is in dire need of an area wide policy against current land usage patterns. Our neighbors to the north have realized this, why can’t we?
I found this on the myregion.org website, which has a wealth of information. One of their desired outcomes is something I have had a great deal of difficulty achieving with
Our Desired Outcomes:
- Build a new regional mentality
- Strengthen and create regional coalitions
- Maximize opportunities and address challenges
Changing people’s minds will be the hardest objective for any visionary plan in this Country. The already disillusioned “American Dream” has morphed into an uncanny desire to lay claim to large tracts of land, repeatedly misuse resources, and generally live in an unsustainable manner. To attempt a reversal of this mindset would require a figurative amending of the constitution as well as widespread progressive leadership to reverse the suburbanization of American Culture witnessed over the prior six decades…
- Heck, they even address the fragmentation which has occurred in the region…
- Check out who is on board…
The County’s zoning and planning department must not have too much urban planning experience. The board blatantly does not understand the transit oriented development concept and instead chose to bow down to the heeds of the Coconut Grove NIMBY force. In case you aren’t aware, the CCG NIMBY Coalition is against density, height, and growth, but typically still wonders why the Coconut Grove Central shopping/business district is nearly vacant and not bustling with activity. (Note: they are also against expanding the UDB for further sprawl, but refuse to allow such development that would prevent it from happening in the first place.) In an effort to prevent further traffic, the NIMBY Coalition of the Grove sought to severely scale down the density of a proposed transit oriented development at the Grove metrorail station, opting instead for shorter buildings with more parking spaces. So let’s get this straight, in order to combat further traffic issues they are fighting to bring more parking to a new development that will be adjacent to a transit station? Sheer stupidity. The US-1 corridor is primed for denser development with fewer parking spaces to force use of alternative means of transportation throughout our neighborhoods including walking. Just in case you were wondering here is the definition of a transit oriented development:
Transit Oriented Development is the exciting new fast growing trend in creating vibrant, livable communities. Also known as Transit Oriented Design, or TOD, it is the creation of compact, walkable communities centered around high quality train systems. This makes it possible to live a higher quality life without complete dependence on a car for mobility and survival.
Hence my initial remarks on the zoning department’s actual planning experience. Below is a copy of the story from the Miami Today:
HEIGHT FIGHT: A developer’s plan to build a 250-foot, 25-story residential and commercial tower on 5 acres next to the Coconut Grove MetroRail station at US 1 and Southwest 27th Avenue is being scaled down by the county’s planning and zoning department. County officials were expected to detail their proposal to limit Coconut Grove Station Development’s tower to 19 stories and 200 feet at the Rapid Transit Developmental Impact Committee Wednesday (11/24). The county also wants to reduce density and increase parking for the project, which has triggered seven years of debate.
Fifteen story buildings are way too short for a parcel next to a transit stop. You’re not using the land efficiently. The mixed-use towers sounds like a much better plan. Having the retail conveniences so close to the station will be excellent for ridership, not to mention curbing urban sprawl and building responsibly. Dense urban infill is the way to go.
January 23, 2007
To wrap up the discussions on the new proposed plans for the MIC/Airport connection, I will focus on why a direct line to the airport is such a bad idea. Like I previously stated, a direct line partially negates the reason why we decided to construct the MIC to begin with. Given the shape of the airport, tight clearances around the terminals/parking garages, and numerous elevated walkways, I am left to assume that the only suitable location for metrorail and station would be between the parking structures or west of the new cooling tower by the new south terminal. I assume the current taxi parking lot could also be a viable option considering the cars will one day be stationed at the MIC instead. In any case, any of the above three options place metrorail just enough out of reach to make it convenient for all passengers at all terminals. Any of the above options would equate to more than a quarter mile walk (linearly, which we know will not be the case) for some of the farthest gates. A direct line will also only be able to service one location (the airport) rather than an Airtrain like concept which will be able to service every terminal, parking structure, and transfer station. Like most Airtrain systems, travel from terminal to terminal would be free and passengers looking to exit the Airtrain system at the MIC would pay the fare to disembark, effectively solving the ridiculous concept of an automated farecard system so rental car patrons can ride for free to the intermodal center, while anyone who stays on Metrorail will pay a regular fare. We don’t even have fare cards that can be purchased at any station, why are we dreaming up further problems!?
Going back to my previous post, I’d like to present some more evidence with regards to the confusion of the MDT decision makers. As I stated, metrorail is at best a commuter rail with several parking garage park-n-ride stations. The concept of a truly urban transit oriented development is, well, quite foreign around here to put it mildly. MDT somehow conceives that fewer transfers will equate to greater ridership numbers, which for an urban transit system can generally be true. What MDT fails to realize though is that metrorail riders are commuters, which means they have already used another form of transit (a car, likely, parked in one of the massive park-n-ride stations) to arrive at the station which will probably not have any long term parking for people who will be away for longer than a day. Where am I going with this? People who live near metrorail cannot walk to the station because we haven’t adapted the surroundings properly for this type of lifestyle and people who already use metrorail will not be able to ride it to the airport because they usually drive to metrorail to begin with. The problems are worse than we think! Had MDT pushed through some necessary urban train lines first (like baylink) then perhaps this wouldn’t be such a big issue because it could be perceivable that many people could walk a short distance to the nearest Miami Beach station and only have to make one transfer to get to the airport.
There is no clear-cut answer to the problems posed by the MIC-MIA connections. MDT needs to seriously analyze what they hope to accomplish as our transit agency and how they plan to create a transit system that effectively replaces vehicle use from a substantial portion of the population. MDT would also benefit greatly from studying the solutions other airports have concocted to this very issue, rather than continuing to do things the ineffective way…
The latest plans for the MIC/Earlington Heights Connection/East West corridor, immediately spurred a question back into my mind that I once asked a leading
It appears that their confusion has gotten worse over the past months. The latest plans call for metrorail to run directly to the airport as either part of the east-west corridor project or the Earlington Heights Connection with the
About the transfer conundrum. I’d like to detail my most recent trip to NYC for you all so that you can see that transfers don’t have much to do with a desire to use the system, its more about incorporating transit with the urban spaces.
- Walked 2 blocks to nearest subway station
- After going down a flight of stairs and clearing the turnstiles, boarded a train bound for Penn Station (Ride time: <4mins)
- Purchased LIRR ticket to JFK, although there are several LIRR routes all but one travel through the JFK station: hence you don’t have to wait long.
- Boarded LIRR bound for JFK (Ride time < 15mins)
- Exited LIRR and rode elevator up to Airtrain platform which left me right outside my terminal (Ride Time < 10mins)
Numerous transfers on trains and stations that weren’t equipped to handle luggage larger than carry-on in 40 degree weather and yet I wasn’t the only non-native using the system. I’d also like to add that the whole trip cost less than what any car or taxi would have cost…
Going back to my original point, I would like to point out a major difference. MTA has created in
- Today at , Miami-Dade Transit will be determining just how large a proposed Transit Oriented Development may be at the Coconut Grove Metrorail station. Grove Nimby’s have promised to be out in force fool heartedly opposing any significant density in from the proposed project. A decrease in density would be a severe detriment to all Miami-Dade residents not just the people who would benefit from the transit development. The site needs to be built to maximize its potential and provide the greatest benefit to the greatest amount of people within in the county rather than the special needs of a vocal minority group. The local community cites traffic issues as their main concern along the intersection; however, they fail to realize that any development which occurs on the site will likely adversely impact traffic. The development would not only be able to maximize the use of our only urban transit system, but would begin to add some much needed density along two major corridors; US-1 and 27th Ave.
Kendallresidents are at a virtual standstill in trafficdeciding what transit options to pursue for their neighborhood. As development continues westward (like the bright idea of building homes west of ) area traffic will only continue to get worse. Fearing that trains will only “exacerbate” the commutes of many drivers, the CSX rail corridor isn’t seen as a great alternative by many (who likely live along the corridor and fear a decrease in their home’s value.) Here’s a bright idea: Ride the train along the CSX corridor and you too won’t be exacerbated. Residents are also pulling for a proposed rail link down Tamiami Airport Kendalldrive; however, they insist that the train must not remove any lanes of traffic. So, going by the mentality of the majority of residents, they too would like transit in their areas so that other people may use it, while freeing up space for their own vehicular commutes. Good Luck. A train down Miami Kendalldrive would be disastrous unless we quickly change the way we develop the major thoroughfare. An elevated train down the median would prove to be a gigantic failure, leaving would-be passengers with at least three hectic lanes of traffic to cross before traversing the parking lots of an assortment of strip shopping centers.
- Traffic cameras are coming to a
cityresidential community near you. That’s right; the commuter in Broward is going forward with plans to install a network of intersection cameras to catch red light runners. Need I remind them though, that entering an intersection on a yellow light is legal in the state of villageof Pembroke Pines and that the driver may complete his maneuver even if the light has turned red so long as it did so after the vehicle completely passed the white markings of the intersection. As long as they cite people for the right thing and don’t abuse the camera policy, I’m all for the eyes in the sky. Florida
- The Miami-Dade Strong Mayor vote will be held January 23…
- Miami-Dade Commissioners unanimously approved the final step in the
debacle. Flagstone development has now been given the green light by the county to begin dredging along Watson island to support the city’s first mega yacht marina. Island Gardens
- Keep an eye on Transit Miami for all the latest news on Transit/Development issues in the Greater Miami area. I will be changing up the site soon as I switch to a better blogging software. As always, If you have any stories, news, or information you would like to share, please e-mail TransitMiami at MoveMiami@gmail.com…
I’ve shared my discontent on the people’s transportation plan (PTP) on more than one occasion on this site. I’ve also spoken of the nimby-like behavior of the grove residents who oppose any project which crosses their path but at the same time complain about a dearth of parking in their area. Today, I’ve decided to combine the two issues somewhat and present a set of alternative plans that I believe would benefit our community and would satisfy the delicate aesthetic needs of coconut grove residents. Below are three quick renderings I created (please pardon the terrible quality) of the region with possible public transit routes superimposed.
- This plan is the simplest, least intrusive, and cheapest alternative. The plan calls for the dismantling of the Omni loop of the people mover system in downtown once the Miami Streetcar becomes operational. I’m figuring that the omni loop will be rendered useless once the streetcar is completed seeing that they essentially cover the same part of the city. The salvageable tracks, vehicles, and station components can then be used to create a new Coconut Grove Loop People Mover system. The CG loop would be approximately 1.65 miles long, just slightly longer than the current 1.45 mile Omni Loop. The loop would be able to transport people quickly and effectively from the Coconut Grove Metrorail station along US-1 to the more pedestrian friendly areas of the grove, office buildings along
South Bayshore Dr., City Hall, and the vast network of bay front parks. This option would be good for bringing people into the Grove from other parts of the county, but would not prove as useful for the majority of Grove residents. The plan also concentrates the public transit on the densest part of the grove and along the bustling 27th Ave.corridor.
Key Stops: Coconut Grove Metrorail Station, City Hall at Dinner Key, Shops at
- This plan focuses more on a public transit system which would service the Coconut Grove community as the southern terminus for a
North-South 27th Ave.Streetcar or LRT. The proposed system would be far more useful than the 9 mile northern extension which is currently planned and underway for Metrorail because it invites better urban growth to occur at the street level along the avenue. The Northern terminus for this transit line would be at Joe Robbie Stadium (Dolphin Stadium) and would travel through Opa Locka, West Little River, , Little Havana, and Coconut Grove neighborhoods. It would provide two links to the Metrorail (CG and Brownsville .) This plan would allow for greater development to occur along the Brownsville 27th Avenuecorridor bringing some much needed density to the area. The much debated and contested Carlos Rua project at the Coconut Grove Metrorail station would be one such example of the type of development we would want to encourage (with less parking.) Transit Oriented Developments such as the Rua project are essential to make our transportation networks succeed. Situated along the primary N-S route in the city (US-1), a major avenue ( 27th Ave.), and our only form of public transportation, this project is hardly out of context with its surroundings and what we can expect of the region in years to come (Perhaps the height is excessive, but the density is of critical importance.)
Key Stops: Coconut Grove Metrorail Station, Dinner Key, Dolphin Stadium, MDC Inter-American Campus, Opa Locka,
- The last plan focuses on implementing a streetcar or LRT which would travel through Coconut Grove from the Brickell Metrorail station. This plan focuses its attention on the needs of the Coconut Grove area, bringing pedestrian traffic and growth to the areas which can support it best. It would also best serve the needs of the area residents in getting to their local town center which is already facing major parking issues. Traveling through
South Bayshore Drive, the streetcar would service areas we designate as pedestrian friendly. It services the dense housing units in the area, waterfront offices, shopping areas, Hospital, and parks. A project like this would greatly benefit from further dense (not necessarily tall) growth to occur along the corridor (perhaps the Related Group’s Mercy project wouldn’t seem like such a far fetched idea.) The streetcar would service both east and west grove and create a center for the community (at Mayfair) which is easily accessible to most via the public transportation. Heading westward, the line could travel through the Village of Merrick Park before terminating at the Douglas Road Metrorail station.
Key Stops: Mercy Hospital, Dinner Key, Shops at Mayfair, West Grove, Brickell Metrorail Station, Southern Brickell, Village at Merrick Park, Douglas Road Metrorail Station
I created this above analysis to show that there are a multitude of public transportation concepts which could be implemented in the Coconut Grove area which would not only serve the needs of the area residents but would benefit the entire community. Grove residents should open their minds to development which will enhance their community (I’m not saying to fully accept the Related Group, Home Depot, or Carlos Rua projects) but they need to take a different approach when considering the type of development that will occur in their area. Bringing density to their town center and major thoroughfares like
LISTEN TO THE LATEST TALKING HEADWAYS PODCAST
Find us on Facebook
Subscribe via Email
TagsBicycle Bicycle Infrastructure bicycles bike lanes Bike Miami Days Bikes bikeway biking Brickell bus Calendar Climate Change Coconut Grove complete streets Congestion Cycling Downtown Miami Downtown Miami FDOT MDT Metromover Metrorail Miami Miami-Dade County Miami-Dade Transit Miami 21 Miami Beach Miami Dade Parking Parks Pedestrian Pedestrian Activity Pedestrians Pic o' the Day Public Transit Rickenbacker Causeway Sprawl Streetcar Traffic Transit Transit Oriented Development Transportation Tri-Rail Uncategorized Urban Planning