The U-Bahn (Subway) is a relatively new form of transportation in
The city and its immediate surroundings also contain over 380 kilometers of track for the Schnellbahn, a suburban commuter rail train similar to our tri-rail, only its efficient, vast, reliable, and electrically powered. As I mentioned previously, we used the schnellbahn to connect from the airport to the U-Bahn. There is also a small light rail transit system located within city limits (I know these people are so lucky to have all different forms of rail transit) known as the Lokalbahnen. I’m not familiar with the Lokalbahnen, seeing that we never had the opportunity to use it, but I often saw its trams arriving at the Karlsplatz station, where passengers could connect with U-Bahn, Schnellbahn, or bus transit options along the Ringstrasse. Notice how every site I’ve linked contains maps, schedules, routes, tickets, etc. in English in an easy to find format…
The city is also covered by over 80 different bus routes some of which operate 24 hours a day. The Nighlines provide service once the metro systems close for the night, at 1 am and run until they reopen at 5:30. The Nighline runs every 30 minutes and is just as prompt and easy to use as the Strassenbahns and no less popular among the locals or even us visitors. Using the bus system was no less of a breeze to connect us with the nearest U-Bahn station. The buses also lack the stop signal system found on most U.S. buses, instead a button near the exits serves as a dual use button to trigger doors to open and to signal the bus driver to stop. All buses (thanks to GPS devices) also announce upcoming stops and Strassenbahn and U-Bahn connections.
After experiencing yet another efficient and effective public transportation system, I am forced to realize that
The picture below depicts the middle level of one of my favorite transfer stations in Vienna, Schottentor. This station is a major transfer point for at least 10 different Strassenbahn lines, including the 1 and 2 trams which traverse the inner stadt. Trams arrive on the ground and mid level of the station, one level below ground. From the mid level the Votivkirche (church) provides a beautiful backdrop for the arriving trams. One level below, passengers can access the U2 line of the U-Bahn. Note: None of the stations feature parking, parking garages, or anything to accommodate ridiculous vehicular usage.
We didn’t spend as much time in Flughafen Wien due to the fact that it was our final destination, however, while passing through I noted several similarities between it and Schiphol. The airport featured some enclosed glass boxed rooms for smokers only, an innovative thought to keep the smoke away from the general terminals; even though smoking is generally permitted everywhere else indoors in
The City to airport connection at both airports is a marvel in itself. Forget the
The City/Airport connection in
Amsterdam’s Central Station is an amazing intermodal facility. It links the city with the airport via rail as well as local metro service, streetcars, buses, ferries, water taxis, regional rail service, and long distance rail…
More to come soon…
The Sun-Sentinel published a rather ho hum article today concerning the possible use of the FEC corridor for local commuter rail traffic. Basically restating everything we already knew about the study being conducted to alleviate traffic on I-95, local developers paving over our way of life, Henry Flagler and the oranges, blah, blah, blah, the whole nine yards… The article confirmed my recent estimates placing the start of construction on a best possible scenario at 2015 (oddly enough the same year Baylink will be reconsidered for funding by the MPO.) As usual, the comments on the Sun-Sentinel’s site proved to be an everlasting source of entertainment for me. Here is one of the more ridiculous replies which just about sums up why we need to focus on changing mentalities around here first…
Finally, my first reaction:
Yep, I wanna give up my Lexus to ride with the vermin of the world.
Let me take my lovely family and sit among people from nations where personal hygeine is a dark mystery associated with the like of the full moon and witch-craft. Oh sorry, did I say other nation? I meant
Let’s have a “chat” with the hip-hoppers who can’t say 3 words straight without an F-Bomb, or the others who can’t say 3 words in English.
Even better, I want to give up the luxury of personal transportation in order to roll in the filth left by the previous passengers. Gum stuck in chairs, overflowing toilets (if they even bothered to enter) and the associated residue of society all stuck to my seat, and now my pants all at one time.
Snob? Perhaps…Dude, I’ll simply say it’s not technology that kills public transporation. It’s the public.
American’s golden days passed when manners and social grace were put aside in favor of personal gratification and the current selfish, boorish behavior that seems to be a norm among so many.
So yeah, raise our taxes even higher and strangle our economy to death. Chase out and destroy the middle class and build the train. We’ll have extremely wealthy and those so poor they are tax exempt. At least the latter will have a train. All they need is a reason to use it. What are the chances that will be for work?
Good luck if you are trying to get anywhere from west
Image from Miami Herald
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
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