This week, the US DOT released the FY11 Budget, a $79 Billion package best summarized by three key agency priorities: improving transportation safety, investing for the future, and promoting livable communities (this last point is significant, we’ll come back to it in a minute). $10.8 billion (7.3%) of the budget is dedicated to transit projects alone. Some cities, particularly Denver, Honolulu, Hartford, San Francisco, and St. Paul-Minneapolis came out as the big winners with new full funding grant agreements, a pivotal step in the FTA’s New Starts funding process.
While this is all great news - if you take some time to look through the budget you’ll notice our very own, Orange Line Phase 2: North Corridor Metrorail Extension stuck in federal funding limbo. This September, MDT will have their final chance to prove their financial aptitude to the FTA. As our colleagues over at Streetsblog pointed out, Miami, Boston, and Sacramento face an uphill battle over the coming year in achieving FTA approval.
Now, the important question here is: Why haven’t our local leaders figured out how the federal funding process works? While the Orange Line Phase 2: North Corridor Metrorail Extension is a noble project, serving a community that could certainly use some improved transit connectivity, the ugly truth is that it won’t garner the ridership necessary to warrant a $1.3 billion investment. Perhaps our local leaders don’t have the political courage to suggest such a notion. Perhaps it would be far more convenient (politically speaking) if the project dies as a result of the FTA rather than our own missteps. While our local leaders continue to advocate for projects that will never stand a chance in the federal appropriations process, we, the constituents, are affected by the ineffective transportation alternatives available. We all suffer. Our economy suffers. The longterm economic viability and sustainability of our community suffers.
Onto the livability objectives - the USDOT, partnering with the EPA and HUD, have embarked upon an ambitious livable community initiative aimed at integrating efficient transportation with healthy, affordable housing solutions. The livable communities initiative will emphasize integrated development around public transportation and will provide greater funding to communities that enhance accessibility, particularly through non-motorized means.
Since metrorail’s inception in the mid 80’s, what have we accomplished? Most recently, the opening of the I-95 HOT lanes has allowed for expanded BRT-like service between Miami and Ft. Lauderdale. However this project is partially marred by the fact that (vehicular) capacity was expanded on the corridor to begin with, leading to overall improved travel times (initially) due to the added capacity. The South Miami-Dade Busway, our only other major transportation capital improvement project, has shown some promising success. However, recent attempts at bringing HOT lanes to this corridor, in an effort to “alleviate” congestion along US-1 would prove disastrous and would certainly undermine the new federal goals of encouraging livability.
We’ll leave you with a few points for discussion before we continue this series next week. We invite our readers to use the comment section to continue this important discussion:
- When Miami-Dade’s bid for the Orange Line Phase 2: North Corridor Metrorail Extension inevitably fails later this year, what position should the county ultimately take? What alternative makes the most sense?
- The County has admitted that it will not be unable to deliver on the promises made in the PTP - what should be done?
- If the county proposed a new, viable alternative to the PTP with reduced service but actually achievable objectives, would you support it? What routes would be critical in such a plan?
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