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.
Tri-Rail isn’t much of an option. It’s a pain to get from the Miami Airport Station to the Orange Bowl today. Even if Miami-Dade Transit created a straight-shot, game-day shuttle from the Tri-Rail station to the OB, how many baseball fans to the north would use it?
Metrorail will only appeal to hard-core urban dwellers. It’s a little over a mile — too far to walk for most pampered, crime-fearing locals — from the closest Metrorail stations on the north side of the river to the Orange Bowl.
Barring some unlikely seismic political changes at County Hall, no one will be trying to shift billions of transit dollars to expand Metrorail near the OB in the near future.
What about a streetcar that could shuttle fans from downtown transit hubs?
Right now, Miami Mayor Manny Diaz can’t muster a three-vote majority of commissioners to support a streetcar in downtown, Wynwood, the Design District and Allapattah — all on the opposite side of the river from the stadium.
A ballpark in downtown would be closer to I-95, Metrorail, Metromover, and a proposed light-rail system on the Florida East Coast corridor that one day could shuttle fans from Palm Beach, Broward and Miami-Dade counties.
The economics and politics might be tougher, but an accessible, pedestrian-friendly downtown stadium makes the most sense.
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