Turnout at MDX’s highway open house last Thursday night was generally healthy.
I’d estimate a solid 80-100 people came through the doors of the West Kendall Baptist Church, eager to learn more about the big new highway project MDX is seeking to sell them on. (I didn’t stick around for the whole three hour event, so my count is unofficial at best. Let’s hope the numbers were more around 150-200 people.)
The layout of the public meeting was informal, and MDX should be commended for conducting the event in a way that maximized the people’s interaction with project staff: Good job on facilitating some community face-time, MDX — sincerely.
Four loosely-grouped information stations were set-up.
- Station 1: “Purpose & Need”
- Station 2: “Process & Schedule”
- Station 3: “Natural Environment”
- Station 4: “Physical & Socio-cultural Environment
Each station had two or three MDX staff members (or staff from one of MDX’s contracted consultant firms, e.g., Stantec) on-hand to solicit residents’ thoughts and provide (typically diversionary) responses to their questions.
Staff were generally friendly. All good salespeople are.
My underlying concern is that when I asked even the simplest of questions, or when my questions were apparently perceived as not ‘softball’ enough, I persistently got some variant of the following response: “Oh, this project is just in the planning stage. It’s way too early to be making those considerations.”
A couple of basic questions to which I received no real response.
- Considering all alternatives, from the least to the most expansive, what is MDX estimating the costs of this highway expansion to be?
- Considering all alternatives, how much does MDX consider the total cost of the tolls to be from the southwest to downtown Miami?
Any response that wasn’t overly deflective still didn’t register as sufficient justification for a new highway. For example:
- Me: If the underlying problem is that nearly all of Miami’s suburbanites commute from the west to the east, why would people want to lengthen their commute by driving farther west, just to ultimately go east again?
- MDX (paraphrased): Well . . . some people already go west onto Krome [SW 177th] Avenue to go back east again.
- Me: Yes, a handful do, but Krome Avenue is currently set to be widened by FDOT, and that will accommodate the relatively few who do.
- MDX (paraphrased): Yes, that’s true; Krome is to be widened; but we need to look into whether widening Krome will be enough.
- Me: . . .
MDX was clearly more concerned with selling its message than informing the people of that highway’s impact on their quality of life.
That message is clear: “Miami: You need another highway at the far edge of the city, either along, or somewhere beyond, the Urban Development Boundary.”
While MDX staff weren’t eager to give out any information that could jeopardize their chances of advancing their highway “dream”, they were eager to give out free Sunpass receptors (electronic toll collection devices). The way MDX sees it, we’ll be needing them.
Many attendees, myself included, made their opposition to the project known via the comment cards distributed by the agency.
Still, more voices will be needed to stop MDX from moving forward with its plans to build more highways in Miami, further constraining our city’s ability to liberate itself from its dependence on automobiles.
The following post comes from a new TransitMiami-partner blog initiative I started last month: Miami Geographic.
The Editors here at TM were kind enough to give this new Miami Geographic initiative a boost and permit me to re-post the article here.
Thanks for the support, TM!
Miami’s rapid transit Metrorail train system currently consists of 23 stations running along a nearly 25-mile elevated, heavy-rail, dual-track corridor.
Opened in May 1984, Metrorail is operated and maintained by Miami-Dade Transit (MDT), an agency of the Miami-Dade County administration.
With Metrorail turning 30 years old this very month, Miami Geographic will be celebrating the anniversary with an in-depth look at how the system works.
Toward that end, I’ll be starting here today with what is arguably the single-most important feature of any major public transportation system: land-use.
Land-use is simply the economic purpose for which land resources are utilized, or, stated even more simply, the way humans use land.
Land-use represents the geographic anatomy of a region. It determines the spatial structure and performance of human settlement systems.
To understand the way Miami’s Metrorail train system works — in terms of its capacity to move people throughout the metro region and connect them to the various destinations required for them to make a living and sustain their lives — it’s critical to understand the land-use configurations surrounding and served by the train corridor.
We’re talking about places where people live, work, and play.
A bit more specifically, we’re talking about origins and destinations like homes; places of employment; schools, colleges, and universities; grocery stores, pharmacies, restaurants, and other retail locations; churches, mosques, and temples; parks, open-, and green-spaces; sites of extraction, manufacturing, production, and waste management and disposal; and government buildings such as city and county halls, courthouses, and other facilities administering public services; etc.
So let’s imagine that the Metrorail transit corridor is actually a large artery for distributing the life blood of the city (people) to Miami’s organs (the city’s various land-use amenities), each of which contributes to the system’s urban metabolism.
Which land-use organs are most supported by flow of people through the Metrorail artery? How well connected are the different organs of the urban system?
Before we jump right into it, let’s quickly go over how Metrorail land-use was assessed.
I delineated 1-mile areas surrounding each of the 23 Metrorail stations in two ways:
- Euclidean (“As-the-Pigeon-Flies”) Area: regularly-shaped circular areas defined by Euclidean, absolute distances from each Metrorail station, uninterrupted by the on-the-ground impedance realities like disconnected streets, water bodies, and buildings, etc.; in other words, areas defined by distances “as-the-pigeon-flies”
- Network (“Along-the-Street-Network”) Area: irregularly-shaped areas defined by the design and pattern of a particular network, in this case the street network, which more accurately reflects on-the-ground impedance realities like disconnected streets, water bodies, and buildings, etc.; in other words, areas defined by distances “along-the-street-network”
The graphic below illustrates the very different geometric outcomes produced when each of these two area-delineation methods is employed. Metrorail’s Government Center Station, in the heart of downtown Miami, was used in this example.
Land-uses in Miami-Dade County were reclassified into the following 11 generalized classes:
- Multi-Family Residential
- Single-Family Residential
- Transportation & Utilities
Land-use data for 2014 came from the Miami-Dade County Land-Use Management Application (LUMA), accessible from the Miami-Dade County GIS Self Services platform.
Within each of the two 1-mile area-delineation types — as-the-pigeon-flies and along-the-street-network — the proportion of each of these 11 land-use classes was calculated.
In the station-by-station descriptions below, I make reference only to the along-the-street-network land-use proportions, although those for the as-the-pigeon-flies areas are reported in the maps too.
Let’s start at Metrorail’s southern terminus.
Dadeland South is the second busiest station after Government Center. The Datran office complex, along with the other offices in the downtown Dadeland area, is represented within the 4.9% of office use. Dadeland Mall, as well as the various other retail and restaurant sites within downtown Dadeland, account for the 13.3% in commercial use. Single-family residential dominates at 31.9%, while multi-family apartments and condominiums occupy 15.6%.
Dadeland North station shares in much of the same land-use amenities as its moniker-sharing counterpart to the south. However, the share of single-family residences is nearly 10% greater. Multi-family residences correspondingly decrease, and despite the presence of the Dadeland Station shopping center, commercial use remains slightly less in Dadeland North than in Dadeland South. Interesting to note is the small, less than 1% agricultural land-use here, as well as the slightly larger proportion of undeveloped parcels.
South Miami station is surrounded predominantly by residential use: 37.7% for single- and 7.9% for multi-family. The City of South Miami’s downtown business core is found just across US-1 from the South Miami Metrorail station. Boutique clothing shops, pleasant restaurants offering a range of tastes and price-points, and some popular bars are found adjacent to the Sunset Place open-air shopping center. Even with all that, commercial use comes in at just 6.6%. Offices amount to 4.6%. Assessed at both absolute (as-the-pigeon-flies) or relative (along-the-street-network) 1-mile distances, South Miami station includes the western edge of the City of Coral Gables, including a sizable chunk of the University of Miami’s primary campus. That, along with some public, charter, and private schools in area, account for the more than 10% of institutional use.
University station is dominated by two land-use types: residential (especially that of the single-family variety: 33.2%) and institutional (primarily for the University, schools, and religious buildings).
Douglas Road probably has one of the best distributions of land-uses of any Metrorail station south of the downtown core. This part of the urban region, where the City of Miami meets the City of Coral Gables, is one of its most transformative pockets. It’s dynamism comes not only from its land-use mix, but also the rapidly transforming real estate and streetscape realities. Construction crews are actively building new condominium/apartment buildings in the area. Currently undeveloped land sits at 3.3%, but that number will be reduced significantly within this year. The immediate proximity to the ultra-luxurious, elite-endorsing Village of Merrick Park outdoor shopping mall has made the neighborhood an increasingly attractive site of investment. This commercial plaza hosts, among other high-end shops, The Collection, where the super-rich can purchase Ferraris and Aston Martins. Commercial accounts for 5.2% of the land-use composition. Coral Gables Senior High School is also within the vicinity, accounting for part of the the 6.9% of institutional use.
Coconut Grove station is over 55% residential (single-family: 29.5%; multi-family: 27.4%). The near even split of single- versus multi-family homes is remarkable to witness along SW 27th Avenue. On the ground, one can find residential structures on both sides of the avenue. However, on the west side of SW 27th, there are large numbers of one- and two-story duplexes. The City of Miami’s City Hall on Dinner Key is just within the as-the-pigeon-flies 1-mile area, making the share of institutional use at that geographic unit over 1% higher than for the network-based unit.
Vizcaya station is adjacent to the single-family neighborhood known as The Roads, the historic mansions along the bay and in south Brickell, some high-rise condos, the soon-to-be-relocated Miami Museum of Science, gorgeous City of Miami Alice Wainwright park and, of course, lovely and historic Vizcaya Museum and Gardens.
Brickell is one of three Metrorail stations serving the downtown core of the Miami megalopolis (the others being Government Center and Overtown). Don’t be too alarmed by that 6.0% of undeveloped land; much of that is actively being eaten-away by the rising, city-redefining juggernaut that is to be Brickell City Center. Multi-family, office, and commercial space will increase as the phased project continues to materialize before our eyes (and to our collective wonderment). With Brickell serving as the financial business district of our urban core, it’s no surprise to find significant commercial (9.6%) and office (7.8%) space. It’s an increasingly residential area too, with nearly 20% dedicated to condos and apartments, comprising the largest land-use class in the area: multi-family residential.
Government Center is the station most people know, even those who have rarely ridden the train, if ever. As its name suggests, it’s where one can find, well, government. The Miami-Dade County courthouse is there; the US Federal District Courthouse is there; lots of a little court houses and related legal agencies are in the vicinity; all of these government or quasi-government buildings account for the 8.8% of institutional use. Requiring comment is the nearly 10% of undeveloped land in the area, in this, the very heart of the Miami region, the core of the core. That amount of undeveloped land in the center of one of the United States’ most important cities, and perhaps the most important city for intra-hemispheric relations, is astounding. However, just as with the current and on-going transformation of undeveloped land surrounding the Brickell station just to the south, most of that surrounding Government Center station is already, or will soon be, undergoing major development.
Overtown is the third Metrorail station offering passage to and from Miami’s core downtown, where the distribution of land-uses is about as equal as you’ll find anywhere else along the system. Here institutional use (11.3%) occupies slightly more space than multi-family residential (9.5%) and commercial (8.0%). Refreshingly, parks become a bit more significant (6.9%), but one wonders if that’s a sufficient amount of public recreation and leisure space for the heart of downtown. For the first time since moving our way through the Metrorail corridor, we start to see Miami’s industrial space (3.0%) emerge.
Culmer is an under-utilized gem of a station. Its land-use configuration is also dominated by institutional use (20.9%), most of it being the various medical-educational facilities comprising the de facto and increasingly formalized Miami Health District.
Civic Center station defines the center of, and is most readily associated with, the Health District. The Health District hosts such staples of the community health and local medical industries as Miami-Dade County-operated Jackson Memorial Hospital, the University of Miami Miller School of Medicine, as well as the UM-owned “UHealth” brand of medical care, not to mention the UM Life Science & Technology complex to further advance UM’s aggressive pursuit of a medical and biotechnology empire. The Veteran’s Affairs (VA) hospital as well as the Miami-Dade College Medical campus are also both located in the Health District, among many other health-related institutes and organizations. Important to note about the Health District is that it also serves as a secondary government and legal district, second only to that found nearest to Government Center station. Still, significant multi-family units dominate the spaces surrounding these institutional uses. The industrial side of Miami — in the form of solid waste processing, factories, and especially fruit import http://transitmiami.com/files/tag/warehouses __8212.css; begins to become more apparent as one moves toward the Santa Clara station to the north.
Santa Clara station can be used to access the industrial sector of Allapattah. This station also seems to be the preference for many Miami-Dade Medical Students whose campus is found just off of NW 20th Street.
Allapattah station is a Metrorail system node serving the residential heart of the Allapattah neighborhood, whose single- versus multi-family residential split (24.1% versus 18.4%) isn’t too drastic. Standard Miami, along-the-arterial commercial use applies; in this case accounting for 5.7%.
Earlington Heights station is surrounded by a land-use arrangement very similar to that of Allapattah. Notable, though, is the relatively high percentage of undeveloped space: 5.5%.
Brownsville station has an even greater excess of undeveloped land: 7.7%. Continuing with the line of medical analogies: one questions whether an urban system is as healthy as can be when significant pockets of it’s space are left unproductive, effectively contributing nothing to the well-being of the system. Undeveloped land so near the heart of the city, and so well connected (via the Metrorail artery) to other urban organs, virtually begs for investment (either public, in the form of say, parks, or private, in the form of business and economic stimulation).
Dr. Martin Luther King Jr. station is where we begin to see more clearly that the notion of a purely service sector economy for supposedly post-industrial Miami is a myth. Industrial land-use occupies an even 12% at the 1-mile network unit. The amount of undeveloped space here is also striking at 7.8%.
Northside station is just over 20% industrial. Another fifth is allocated for commercial use (9.0%) and to, well, essentially nothing (in the form of undeveloped land: 10.%). Yet another fifth is allocated for the people living in the single-family homes (21.8%) in the area.
Tri-Rail station is surrounded by industrial (21.1%) and single-family residential (29.6%).
Hialeah station is located just south of the Hialeah Park Race Track & Casino, which accounts for the bulk of the 15.6% commercial use in the area. Otherwise, it’s mostly single- and multi-family residential (24.5% and 18.4% respectively). Industrial use (5.1%) remains significant up in these northwest reaches of the Metrorail line.
Okeechobee station is surrounded by still more industrial use (18.1%) and the standard Hialeah mix of single- and multi-family residences.
Palmetto station brings us to the end of the Metrorail line, at least the end of the Green Line. Industrial use is overwhelmingly highest here at a whopping 49.6%.
Miami International Airport station, the newest station in the Metrorail system, is dominated by transportation-based uses of land (i.e., the Miami International Airport and associated facilities). There is indeed a significant percentage of greenspace, which is classified as park (15.5%), but its important to note that this open greenspace is actually a large golf course and country club.
So what can be taken away from these maps and pie charts?
Well, for one, there is a strikingly high percentage of single-family residential space surrounding many Metrorail stations, especially those south of the urban core.
There’s also a less-than-expected share of commercial use immediately surrounding the region’s primary rapid transit train system.
Park space isn’t as abundant, or accessible via Metrorail, as one would expect in a city as predisposed to outdoor recreational activities as Miami.
As the Metrorail system deviates from its primary north-south orientation through Miami and begins it’s more east-west movement in the northern sections of the line, we see very high percentages of industrial land-use, not the type of use that is most amenable to facilitating the movement people through an urban system to connect them to their destinations.
While industrial spaces can and do serve as important sites of employment, they don’t generate the necessary flow of people needed to optimize major investments in public transportation infrastructure.
The Transportation & Utilities category of land-use is consistently the most, or among the most, dominant land-use classe surrounding each of the 23 Metrorail stations. This is reflective, of course, of the fact that the Metrorail train system is itself categorized as a transportation-based use of land.
However, it also reflects an undeniable land-use reality for the entire region, not just those areas surrounding Metrorail: streets (i.e., impermeable paved roadways, designed, in Miami’s case, primarily for automobiles) consume a disproportionate amount of all space in Miami’s land-use mosaic.
Again, thanks goes to TransitMiami Editors for permission to re-post this piece from my new partner blog Miami Geographic!
- Matthew Toro
Some TransitMiami readers have expressed a desire to see ‘mixed’ use mapped out. Well, here it is:
Yes; the results are drastic. At this scale, one almost needs a magnifying glass to even locate the ‘mixed use’ sites.
Removing the street network helps a bit, but it only makes the disappointing results that much clearer.
Mind you, I’ve kept the recent series of Miami-Dade County land-use maps at a relatively small cartographic scale to show the relatively large geographic scale area of the entire county.
You can find the related Miami-Dade land-use maps at the links below:
- Residential Land-Use in Miami-Dade
- Commercial Land-Use in Miami-Dade
- Industrial Land-Use in Miami-Dade
- Agricultural Land-Use in Miami-Dade
- Park Land-Use in Miami-Dade
‘Mixed’ land-use was defined as those subsets of commercial use categories with the following descriptions:
- “Office/Business/Hotel/Residential. Substantial components of each use present, Treated as any combination of the mentioned uses with a hotel as part of development.”
- “Office and/or Business and other services (ground level) / Residential (upper levels). Low-density < 15 dwellings per acre or 4 floors.”
- “Residential predominantly (condominium/ rental apartments with lower floors Office and/or Retail. High density > 15 dwelling units per ac, multi-story buildings (Generally more than 5 stories).”
Now, one must consider the difference between ‘mixed’ land-use, and the general land-use mix of an area. The latter concept can also be referred to as the diversity of land-use in a given area.
So, while there is obviously very little ‘mixed’ use throughout Miami-Dade County, there are significant areas where there is a healthy land-use mix, or diversity of land-uses.
One must also consider the difference between use and zoning, or the difference between the current economic function of the land versus the future or intended purpose of the land.
We’ll get into these issues later . . .
Today we’re looking at those spaces that breathe life into a city: parks.
I kept it simple: only beaches, municipal-operated, and county-operated parks were included. These criteria effectively excluded the following uses, which are part of Miami-Dade County’s default “Park” category:
- Recreational Vehicle Parks/Camps
- Private Recreational Facilities Associated with Private Residential Developments
- Private Recreational Camps/Areas
- Golf courses
- Other Nature Preserves and Protected Areas, which, for the most part, are completely inaccessible for public recreation/leisure
And, significantly, this map doesn’t show Biscayne National Park, our local, primarily aquatic national park covering the bulk of central and southern Biscayne Bay.
What do you think? Where are more parks needed in our community?
Our Urban Development Boundary (UDB) constrains the encroachment of real estate development — typically in the form of single-family residential sprawl — into our precious agricultural and other environmentally-sensitive lands, such as the wetland and terrestrial ecosystems of Everglades National Park.
The agriculture sector contributes significantly to the local economy. As recently explained in WLRN’s excellent series “The Sunshine Economy”:
Agriculture generates a direct $700 million dollars a year in Miami-Dade County alone. The economic impact of the plowing, growing and picking of those crops is much larger.
Agricultural land-uses in Miami-Dade County are found primarily in the southwest, in what’s known as the Redland Agricultural Area (often referred to as the “Redlands”).
One can also find plenty of fruit stands selling tropical and sub-tropical delights, fruits and vegetables that are sometimes virtually impossible to grow in any US region outside of South Florida.
Significant horticultural industries can be found out there too, including processing and packaging facilities for orchids and other ornamental plants.
If you haven’t already, visit the agricultural periphery of Miami-Dade County. It’ll change your whole perspective of what “Miami” truly is . . .
Even in primarily financial- and service-sector cities like Miami, industrial use of land is a critical component of the urban economy.
Yes; Miami is a ‘post-industrial’ city, having carved its niche in the world economy after other metropolitan centers had carved their own on the foundation of manufacturing and production, but significant pockets of industrial land-use do exist in the county.
For some, the industrial space is closer than for others.
Just think about your own neighborhood: Is it near one of Miami’s industrial clusters, or far-removed where the illusion of a production-free world is more easily accepted?
This industrial land-use map includes spaces used for activities classified as:
- [limestone/concrete] extraction, excavation, quarrying, and rock-mining,
- heavy and light manufacturing,
- industrial office parks,
- industrial-commercial condominiums, and
- junk yards.
If you’ve never been to one of the junk yards along the Miami River, or in Hialeah, it’s time you took a field trip. The industrial side of Miami’s economy will become much more apparent than you’ve ever imagined . . .
We posted a map of residential land-use in Miami-Dade last week. Here’s one illustrating commercial use throughout the county.
What patterns, if any, do you see here? Where would you like to see more commercial development take place?
A recent post that grabbed my attention in the Urbanophile was actually a re-post from another blog: Daniel Hertz’s Chicago-based City Notes. The piece is called “Zoning: Its Just Insane”, and it presents some fascinating maps illustrating the domination of Chicago by land zoned for single-family homes, those most infamous perpetrators of sprawl.
In fact, Hertz’s intention with the maps is to make the point that Chicago’s ‘insane’ zoning laws make it virtually impossible to develop anything but single-family homes in most of the Windy City’s neighborhoods.
The maps inspired me to put something together for our own community. However, instead of mapping zoning (the way land is regulated to be used for in the future), I thought it’d be best to first look at land-use (the present, on-the-ground societal use of space).
I used 2013 county land-use data. Other than explaining that single-family use is depicted in yellow and multi-family in orange, I’ll let the image speak its own thousand or so odd words.
Go ahead . . . let that sink in for a while.
We’ll take a closer look at land zoning — which, with all its nuances and myriad sub-classes, is admittedly trickier to map — later next week. Things always get a bit more complicated when we consider what our county and city planners have prescribed for the future of the land.
Happy Spring Miami!
I recently had the chance to spend a whole day riding Tri-Rail (Fully Work Related) and finally got a good glimpse at the quantity of commuters who depend on this rather primitive commuter rail system daily. Last week, Tri-Rail averted a major financial crisis that would have slashed daily service from 50 to 20 trains and completely eliminated weekend service, thanks to only a 10% budget reduction by Palm Beach and Broward Counties. Another year of near optimal operation should allow the former fastest growing transit agency in the nation (2006) to continue to attract riders, in a time when public transit infrastructure is of paramount importance.
Ridership is up already 45% over June 2007. May saw a 25% increase, April 28% and March 22%. More than 157 companies signed up for the authority’s employer discount program in May — about 881 riders.
While travelining along the line, I noticed a few key areas where tri-rail could drastically improve its bottom line and service:
TOD: Currently Inexistent. This is my major focus in Regional Planning studies. Often times, I find that our problems are not necessarily the fault of poor transit policy but rather what we choose to do with the land around our transit centers. In Miami, this usually equates to fences, poor access, and inappropriate uses.
Parking: Currently free and very limited. Potential revenue source? There are several reasons why free parking poses many problems, even at transit stations.
Employee Parking: Seriously? This parking is largely unused and unnecessary.
Tri-Rail has received a year reprieve in which it must continue to attract a larger share of riders while working to better integrate itself with the South Florida Landscape. Most of the land use issues are largely out of the control of the agency but must still be addressed regionaly if we ever hope to make a sliver of change in our very autocentric lifestyles.
We are not anti-car zealots, we strongly believe that the key to creating a sustainable community is a multi-modal transportation policy rather than the uni-modalism that currently overwhelms Miami-Dade. It appears that in the eyes of some, Transit Miami has lost its focus, becoming too obsessed with creating a city that is designed and navigable to humans, rather than the voluminous heaps of metal we all wander around in.
A Message from the Publisher
I started Transit Miami for one reason: because I care about my community. The way I see it,
While we appreciate Critical Miami’s kudos and acknowledge their own fine work over the last few years, we definitely feel that it is their site that is out of touch with reality in this case. Perhaps Critical Miami is baffled because they are not likely educated on best practices in contemporary urban planning. Frankly, we find it contradictory that a site that calls for “holding the line” so adamantly would be so misunderstanding when it comes to better land-use policy.
To be clear, Transit Miami never stated that worsening driving conditions was the best way to improve transit. In fact, we stated the opposite, “Additional parking will increase congestion…” The developer, not Transit Miami, originally proposed the position of hampering a vehicle’s ability to access the EWT development. We supported his decision and original plans to reduce parking capacity at EWT due to the direct links his structure would have with the adjacent Metromover structure (just as we supported reductions in parking at the Coconut Grove Metrorail Transit-Oriented Development) and never once suggested making driving more difficult, only parking.
The interesting part is, we aren’t even advocating for anything drastic. For example, we promote the Miami Streetcar project, which calls for constructing a streetcar line through one of the densest and fastest-growing urban corridors in the state. This is not very drastic at all, especially in a city with a woefully underdeveloped mass transit system and sizable low-income population. We promote decreases in minimum parking standards. This is not so radical either since it reduces the overall development cost, making housing more affordable. There is a sizable body of scholarly literature available that correlates the underlying message of our letter: increasing parking capacity increases driving demand like dangling a carrot for cars.
This means two things: in order to be more sustainable from a transportation perspective we must improve and expand our transit capacity and we must improve our accessibility. The transit component is straight forward enough. However, continuing the auto-centric status quo gives the illusion that we do not have to change our transportation habits and there will always be some fix or policy to make things better for driving. This could not be further from the truth and is flat out irresponsible. This is why we are against excessive minimum parking requirements, because it is like mandating more beer for an alcoholic.
Regarding the second component, accessibility, this means changing our zoning to allow mixed land uses and creating higher densities. This will enable people to travel shorter distances for their employment, retail, commercial, recreational, and residential purposes (if they so chose.)
Note: the goal of changing our land use policy is to enable people to have a choice when it comes to personal mobility, where walking or driving can be considered equal alternatives. This is a fundamental component of transportation equity.
This increases the viability of walking and cycling, which incidentally is the cheapest way to get around. However, if you continue down the auto-centric policy paradigm, you are not facilitating the type of conditions that make walking, cycling, transit, and higher density a formidable option.
Regarding the division between the City of
Ryan never said or even implied that Miami was going to have a transit system like Montreal’s – he simply implied that Montreal had a quality transit system and that Miami should strive to improve theirs in order to achieve a higher transit standard and all the external benefits that go along with it. That is tough to misconstrue. In addition, he never mentioned or even remotely implied that
Bicycle as a means of Transportation, not just a Vacation
We don’t recall any sort of official “challenge,” however Critical Miami is unequivocally wrong about their assertion that such a program cannot work anywhere in Miami. Just because Critical Miami is a bike enthusiast doesn’t mean you understand how bicycling systems operate or can function in an urban setting.
Regarding Critical Miami’s comments about it taking generations to enact the type of changes we advocate, this has been proven otherwise. Enrique Penalosa, the former Mayor of Bogota, Colombia, created a thriving bicycle network in his city and within just five years captured 5% of the daily transportation needs. It just so happens that Mr. Penalosa was recently in
The fact of the matter is that changes occur when the funding (and mentality) is there in support. Sure, cities evolve and mature and most changes do not occur overnight, but the mentality Critical Miami presents falls in line with the mentality that has accomplished nothing in
-This article represents the views of the entire Transit Miami Staff…
Imagine widening the Busway from two lanes to four and giving buses and carpoolers with at least three passengers a free ride.
It is a stretch of my imagination, that is for sure, but from the looks of it, this does not seem like a promising solution for South-Dade commuters. Granted, the Busway is far from perfect, but adding lanes, albeit managed lanes, is hardly the solution to an ever-growing congestion problem.
Instead of encountering dozens of incredibly looooooong lights at the busy cross streets on today’s Busway, imagine flying over all the major intersections as the government guarantees a reliable 50-mph journey from Dadeland to
or the turnpike interchange near Florida City Southwest 112th Avenue.
The sad part about this is that some sort of “benefit” has to be presented for motorists in order to shore up the funds to marginally improve the transit infrastructure. I guess that is one of the major issues we have to deal with when we have a President who in his next financial deficit (that is not a budget) wants to reduce an already anemic transportation fund by $3.2 billion. One major question remains: What is going to happen to all of those cars not going to Dadeland or the Palmetto when they merge back onto a US-1? We cannot honestly expect all these folks to suddenly abandon their cars and hop on Metrorail, can we? Or will the lanes be extended north into downtown, continuing to undermine the reason why Metrorail was constructed along US-1 to begin with - to get people out of their cars.
A similar variably priced tolling plan is about to be introduced on a 24-mile segment of Interstate 95 between
Fort Lauderdaleand . They are also planned for the expanded Interstate 595 in Broward. Miami
True. However, I do not think drawing comparisons between US-1 and limited access highways is fair. HOT lanes are a novel concept for the highway scenario, but not along a corridor where driveways and intersections all interfere.
Not only could it provide a little relief to the normal wall-to-wall madness on the overburdened
South Dixiecorridor, but it could also finally fulfill the Busway’s original promise: real rapid transit.
Once again, see our unrelated qualms above on transportation spending as a whole in this country. It’s deplorable!
”Without a strong transit component, this doesn’t work,” said Javier Rodriguez, executive director of the expressway authority.
Elevated intersections will incite plenty of sturm und drang from communities along the Busway. The neighbors must be mollified, especially if Transit is forced to relocate its stations away from the intersections to maintain easy street-level access for riders.
Wow, you can say that again. Most of these communities have already reduced the allowable density along US-1 making Mr. Rodriguez’s point listed above extremely difficult to accomplish. Transit needs to treat any further upgrades to this project as a rail project, bringing with that the power to enact land-use changes for the corridor that will continue to prepare it for future rail transit, increase bus ridership, and lay a foundation for preventing future westward and southern sprawl. Without a massive overhaul of the land around the Busway, this corridor will never realize the transit ridership necessary to fund such a project.
Besides noise walls and landscaping, some must-dos:
Whoa, noise walls are a definite must-do-not. This project needs to entwine the Busway (future railway) as much as possible with the surroundings, not create an inhospitable environment for those walking, biking, or using transit.
• All plans must leave a pocket for future light rail or Metrorail within the 100-foot corridor as the Busway was originally intended. It might take 30 to 50 years to get trains there, but that’s what the people were promised and the bulk of the growth is already occurring down there.
Definitely! Can’t stress this point enough.
• The plan must set aside money to re-time all of the signals for cross-street traffic trying to get onto and across U.S. 1 under the elevated intersections.
This is something MDT/MPO should do now to give the 15,000 daily transit riders a surefire benefit to riding the Busway. Which reminds me, what exactly is MDT up to these days?
• An expanded Busway must mesh with the community charettes aimed at future redevelopment of
Princeton, Naranja and Goulds into transit-oriented development villages.
• Ditto for preserving the existing bike path and enhancing pedestrian access to and from the Busway.
Once again, we cannot stress how important this is. These details will ultimately make or break a project like this. Take Metrorail for example, it is a great transit system but the surroundings are beyond lousy.
The point of this article was not to criticize Streewise or Larry Lebowitz - after all he’s just the messenger - but rather to condemn a plan which is seemingly being hailed as the golden ticket for fixing congestion. The fact of the matter is, for any real change to come of any of these plans (Metrorail, Bay Link, Miami Streetcar, Busway included) we need to push for land use changes more favorable to living lifestyles which are not automatically governed by the necessity of owning a vehicle.
Remember the debacle which erupted in
The plan came to a halt two years later when a federal judge sided with environmentalists and ruled that the project’s potential environmental impacts hadn’t been adequately studied. Under deadline pressure, commissioners moved the Scripps Florida headquarters to a smaller, urban site at
‘s MacArthur campus in Jupiter. Florida Atlantic University
Somehow, the voice of reason prevails over absurd westward development, even if it was for a monumental institution; this project had absolutely no reason to pave over thousands of acres of farmland.
More than four years after the county bought the 1,919-acre property with a sprawling Scripps
science campus in mind, commissioners are taking steps to usher in a new reality: suburban home development. Florida
Suburban home development? How is this environmentally friendly? Well, it isn’t but they have some ideas which are actually worse:
County administrators want to use about 100 acres for a landfill, set aside land for water marshes and environmental improvements and package the rest for home builders.
I just completed Bill Bryson’s I’m a Stranger Here Myself and I came across a couple of quotes which are noteworthy:
“…Although the bookshop was no more than seventy or eighty feet away, I discovered that there was no way to get there on foot. There was a traffic outlet for cars, but no provision for pedestrians, and no way to cross on foot without dodging over six lanes of swiftly moving traffic. In the end, I had to get in our car and drive across. There was simply no other way. At the time it seemed ridiculous and exasperating, but afterward I realized that I was probably the only person ever even to have entertained the notion of negotiating that intersection on foot…”
Sound familiar? I can think of dozens of roads and intersections locally which could serve as the exact road Bill is describing. Try crossing Kendall, US-1, or any other stretch or road and you too will notice that pedestrian planning is an afterthought, at most.
“…You find it at
Disneyland, where people flock to stroll up and down a Main Streetjust like the ones they abandoned wholesale in the 1950s. It happens at restored colonial villages like Williamsburg, Virginia and Mystic, Connecticut, where visitors drive long distances and pay good money to savor the sort of compact and tranquil atmosphere that they long ago fled for the accommodating sprawl of suburbs. I can’t begin to account for it, but it appears that in this country these days we really only want something when it isn’t really real…”
I get the feeling Bill Bryson gets “it.” I’ve long noticed the obsession with fakeness in this country. Celebration and Tradition, two newer
The second picture below clearly shows how much street space is wasted by all these private, single- occupant vehicles.
The last picture below illustrates just how small a space is used by the same number of people when they are pedestrians.
All of these pictures help us to see the intrinsic link between land use (e.g. density, urban design, parking requirements, etc) and transportation. In turn, it helps us understand how high quality urban land uses that emphasize density, pedestrian-oriented design, and transit instead of automobiles actually make for more sustainable environments than less dense or more sprawling locales which facilitate private automobile usage.
When you can to begin to grasp this concept, you will have begun to understand how unsustainable the auto-centric city is even with an unlimited supply of the cleanest, greenest fuel technology.
Photos courtesy of terrian.org and streetsblog.com
Also, notice how the compact nature of the New York neighborhood saves massive numbers of acres to be allocated to parks and open spaces nearby (Central Park). If the Upper West Side, as well as the other other neighborhoods that surround Central Park, were designed in a similar form as the Allapattah development, Central Park would not be possible as we know it, because the land just would not be available.
Moreover, the density in the Upper West Side affords small, independent, non-chain retail to thrive. So many people live within one square mile that it becomes possible to have several stores offering similar categories of merchandise within the same block, as well as on every block. Consequently, residents can find everything they need on their own block, in turn cutting down on demand for long distance trips and sustaining small businesses versus regional retail as in Miami.
Throughout most of Miami-Dade County, densities are too low to support this kind of small business on every block. As a result, regional retailers (often big box or chain) stand alone catering to populations within multiple-mile-radii. Of course, this requires most people to access these regional retail centers by automobile, which leads to bad city codes requiring the kind of auto-oriented land use in the picture above. This leads me to my final point…
The Upper West Side, a rather high-income neighborhood, affords people to eschew car ownership (over 75% of residents in the Upper West Side don’t own cars), which easily leads to savings of several thousands of dollars a year, while the low-income residents of Allapattah continue to be compelled to an auto-centric paradigm.
I could go on foreover about the positives of density, given quality urban design of course. However, for this post I wanted to focus on the visual.
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