What: Emerge Miami’s 100th Ride: Celebrate Diversity Miami
Where: Departs from Government Center in Downtown Miami
(111 NW 1st Street, Miami, FL 33128)
When: Meet-up at 10:00AM on Saturday, October 11, 2014
Click on Image Below for Facebook Event Page
From the “Emerge Miami’s 100th Ride: Celebrate Diversity Miami” press release:
(MIAMI, FL September 29, 2014) – Emerge Miami’s 100th Ride: Celebrate Diversity Miami, will be rolling through local communities on Saturday, Oct. 11, 2014, giving people a unique opportunity to learn more about several of our culturally diverse neighborhoods, and to connect with fellow greater Miami residents in a fun and interactive way.
More than 100 cyclists are expected to attend this family-friendly event that will be kicking off Celebrate Diversity Miami, a new large-scale community engagement initiative that aims to promote a deepened sense of connectivity between the culturally and ethnically diverse communities of greater Miami. The group, departing from Government Center in downtown Miami, will visit Overtown, Liberty City, and Little Haiti before concluding with a celebratory picnic at the beautiful, waterfront Museum Park, which recently opened up to the public this summer.
Along the way, riders will first stop by Overtown’s Dorsey Park, where URGENT, Inc. has been working on several mural projects documenting the rich history of that community. The second stop is at the MCI KaBoom Playground in Liberty City, where the Miami Children’s Initiative has been taking a block-by-block approach to breaking the cycle of poverty by investing in the potential of every child. Then riders will make a third stop in Little Haiti to experience the Little Haiti Cultural Center’s recently opened Caribbean Marketplace, an entertainment venue for showcasing arts & crafts, culture, and food. Finally, everyone will make their way over to Museum Park, and come together to celebrate Emerge Miami’s 100th ride milestone.
Emerge Miami and Celebrate Diversity Miami are proud to have the enthusiastic support of the Urban Renewal Greater Enhancement National Team (URGENT), Inc., Miami Children’s Initiative (MCI), and Little Haiti Cultural Center.
The City of Doral has released the following RFQ/Notice. We are eager to see this and more “Illuminated Bicycle and Pedestrian Trails” in Miami.
or, “Run Pedestrian, Run.”
Miami Beach has become a city that is no longer accessible to pedestrians. This might not come as a suprise since Florida is one of the deadliest states for pedestrians as a whole. However, Miami Beach claims that is “is in High-Gear with Bicycle and Pedestrian Safety” and has “a bicycle and pedestrian safety initiative currently underway, with the goal of reducing the number of accidents between motor vehicles and cyclists/pedestrians through education and enforcement.” (Source: Bike Month Press Release, City of Miami Beach).
Unfortunately, as a pedestrian walking the streets of Miami Beach everyday, I cannot confirm any of the above. On the contrary, conditions worsen evey day, to the point where I can now confidently say that Miami Beach is not safe for pedestrians. Here are just a few of instances where pedestrians cannot at all or just barely cross streets without having to fear for their life or running across.
1. The intersection of West Ave & Lincoln Rd
There is no pedestrian crossing light at all on one side. Why? Is that too expensive to install? Wasn’t Lincoln Rd intended for pedestrians as per Lapidus’ design? So if I wanted to walk to that new restaurant setting up shop, what would I do, since I cannot cross here? Cross West, cross Lincoln, cross West again…or just drive?
2. The pedestrian light on West & 16th has been taped shut.
Cross at your own risk.
3. The pedestrian light on Alton Rd & 10th has been taped shut.
The Whole Foods supermarket is now unreachable for pedestrians coming from the East side of Alton Rd.
4. The pedestrian light on Alton Rd & 14th has been taped shut.
The bank of America on one side and the CVS store as well the the shopping mall on the other side are now unreachable for pedestrians on Alton Rd.
5. The entrance to Lincoln Road on Alton has been blocked off for pedestrians.
Just a tiny whole in the blockade is open to pedestrians. When they get green, cars also turn into their passage. It’s so unsafe it’s ridiculous. Look at these tourists trying to cross, staring in disbelief at the oncoming traffic.
To add insult to inury, the Greater Miami Conventions and Visitor’s Bureau launched a taxpayer-funded advertisement campaing including posters and a website (http://discoveraltonroad.com/) “in an effort to improve access to the businesses along Alton Road and West Avenue during the FDOT construction”. The Bureau gets funded yearly $5 million from the City. Couldn’t we get a few of the broken stop lights mentioned above fixed for that price? The only result of this effort, as far as I can tell, was the installation of the free trolley looping on Alton Rd and West Ave. This trolley, of course, doesn’t help pedestrians one bit as it gets stuck in traffic just like all other vehicles and just adds to the total amount of pollution.
What the City wants you to think Alton Road looks like
What Alton Road really looks like
Given the above, you can imagine my astonishment when the City of Miami Beach’s Director of Transportation, Jose Gonzalez, whom I contacted regarding the lack of pedestrian safety, writes to me that “please be assured that the City and FDOT are working collaboratively to help improve livability during this difficult construction period. ” And just what, Jose, are FDOT and the City doing? Because, I’m not seeing any of it, when I run past those taped traffic lights, you know.
The current situation also means that pedestrians cannot access businesses on Alton Rd. The businesses, which are already suffering from a loss of customer base since the FDOT Alton Rd project, are thus further losing clientele. The complete list of businesses killed by the FDOT project is a subject of a future post.
I’d like to close by reminding our government that “The car never bought anything” -Morris Lapidus. A city that cannot be navigated by foot, is a dead city as far as I am concerned. No people – no children – just cars (and trolleys), pollution, traffic jams, and broken traffic lights? Welcome to Miami Beach.
Following in the footsteps of others such as the University of Miami, Florida Atlantic University will soon be hosting Zipcar car sharing service on campus. In an email to students today, the university wrote the following announcement:
Wednesday, September 24 marks the University’s annual Campus Sustainability Day and this year will be special in that Zipcar, the car-sharing service, will officially launch for the entire FAU community.
Zipcar, an alternative to bringing a car to school, gives members 24/7 access to vehicles parked right on the Boca Raton campus. Low hourly ($7.50/hr) and daily ($69/day) rates include gas, insurance and 180 miles per day to go wherever you want to go. Members can reserve cars online or with a smart phone for as little as an hour or up to seven days. More information can be found at zipcar.com/fau
Campus Sustainability Day will include demonstrations and exhibits featuring many initiatives supported by FAU. Come visit the Mission Green Student Association, the Green Team Leaders, Dirt Pros, South Florida Commuter Services, Housing and Residential Life, Chartwells and Zipcar to learn how you can lower your carbon footprint.
Please join us on Wednesday, Sept. 24 from 11 a.m. to 1 p.m. in front of the Boca Raton Student Union to celebrate and to see what Zipcar is all about.
Who will use the new Zipcars being put into place? Car sharing systems work best for people who are getting around without their personal vehicle. For those willing to live without owning their own car, a car sharing service is a great tool that allows use of a car for those occasional trips that require it. FAU’s Boca Raton campus is actually well connected multimodally. The Boca Raton Tri-Rail station is about 2 miles from the FAU campus, with options to get to campus either by bike or bus. The El Rio Canal Trail ducks underneath I-95 in a great route that’s completely separate from the road. Palm Tran offers a connecting bus service with a fairly direct route that’s only a bit slower than biking.
Despite this solid connectivity, FAU still generates a lot of auto trips—enough to warrant the new interchange that is under construction at Spanish River Blvd. Let’s look at the things that encourage people to drive instead of getting to campus without a car. As a student at FAU for the past few years, I have taken the train, ridden my bike, and driven my car to campus on many occasions, so some of these insights are from personal experience.
- It’s quicker to drive.
From where I live in Oakland Park, I can drive to campus in 30 minutes, even in 6 PM traffic. Riding my bicycle to the train station takes 20 minutes, taking the train to the Boca station takes 15 minutes, and riding from the Boca station to campus takes 10 minutes. This is typical of public transit, but one of the tradeoffs is the ability to work on something else during your commute. But in my case, and no doubt many others, you could drive and get there early enough to still have extra time to study.
- Tri-Rail stops running too early.
We had a good conversation on this subject on our Facebook page when Sunrail riders put out a petition for night and weekend service. Tri-Rail is not much better. Some classes (all of the ones in my grad school program) get out at 10 PM, and the last southbound train through Boca Raton campus is at 9:17 PM. So some people could take the train to class and get stuck trying to figure out some other way to get home. For me, that has always been biking 15 miles home at 10 PM at night. Not something for everyone.
- You pay for parking already.
You can be an online only student, but at FAU you’re still required to pay a “Transportation Access Fee” which is basically a parking fee. I even dropped an entire semester, got the university to drop all my other course fees–but they refused to drop the Transportation Access Fee for that semester. They sent it to collections, but ultimately I had to pay it before I could register for classes after I re-enrolled two years later. While FAU officially states that this fee goes towards all the transportation infrastructure, it’s worth mentioning that there is not a single designated bike lane on campus, and the only new bike racks going in have been useless “wave” style bike racks that are bolted to the concrete. So I could risk my bike getting damaged in a poorly designed rack or getting stolen by someone with a wrench, or I can use a railing that was not paid for by the Transportation Access Fee if I want my bike truly safe and secure. Also, even though Tri-Rail offers a student discount pass that can apply to FAU students, FAU funnels no funding their way to cover this.
Other universities, such as the University of Florida, structure their fees so that a parking permit is optional, paid for only by those who want to drive to campus. Their parking fee might be higher, but basic economics tells you that if you want to encourage multimodal transportation, you need to pass along the costs of parking as well as the savings from not parking. If this fee were only for an optional parking permit, I would never drive to FAU. I didn’t for a year while I had no car.
- It costs more to take transit.
This one may or may not be true. Depends on your situation. But if you take Tri-Rail, you have to pay the fare for the train, then if you don’t have a bicycle with you, pay the transfer fare to get on the Palm Tran route to FAU. Then pay the Palm Tran fare on the way back. If you got a convenient round-trip Tri-Rail ticket, you get no discount on the trip back, either. Tri-Rail fares are all over the place, but round trip from Cypress Creek to Boca Raton is normally $6.25. A 50¢ transfer fare applies if you remember to get a pass after getting off the train, otherwise you’re stuck paying the full $2. Then it’s another $2 for the trip back to Tri-Rail. So, with regular fare, it will cost you at least $8.75 to go a 15-20 mile distance. With most cars that’s less than a gallon of gas, which I bought a few of yesterday for $3.19. That doesn’t account for the other expenses (car maintenance, insurance, payments, doctor bills from getting fat), but it’s all most people look at. Wait, you say there’s a student discount? Let’s look at that.
- Student discounts are hard to get.
With Tri-Rail, you have to get a special Easy Card, available only in person at the Metrorail transfer station, the Pompano Beach station, the Fort Lauderdale Airport station, or the West Palm Beach station–but only during normal business hours. If you commute early in the morning or only to evening classes, good luck trying to find one of these open. I went to one class a week in Boca for an entire semester without being able to get the discount card. It’s $2 for the Easy Card, BTW. Of course you brought your student ID with you, right? That’s not enough. You have to print out a current class schedule and bring it with you to prove that you’re really and truly a student. Then they’ll snap your photo and all your Tri-Rail tickets for the rest of your life are half off. Well, OK. Until the card expires, anyway–but I have no clue when that happens as it doesn’t say on my card. Required reading here and here.
OK, you got your Tri-Rail discount card. What about Palm Tran? Well, theoretically, you just need to show student ID and your bus fare is only $1. I’ve never gotten to try this one because it’s limited to those under 21. If you’re an upperclassman or a grad student, you’re probably out of luck. Required reading here.
University of Florida actually tacked on a fee to tuition to help fund Gainesville’s transit system, and all students ride the bus free just by showing their student ID. No hoops to jump through, and a big incentive to use the bus.
- It’s hot.
OK, this one is a normal part of Florida life. Sitting out at a bus stop or riding a bicycle always makes you sweat more than if you drive in your air conditioned car. The proper response is to embrace the sweat (I wear breathable polo shirts) and remember that you need the exercise.
- There’s no room for bikes on the train.
The new Tri-Rail trains have only two awkward bike racks, and 4 or 5 bikes are usually crammed into this area. Your bike might fall over, or the conductor might tell you to get another car because his already has two—even though he doesn’t see that the other car has six bikes crammed into that spot. The pic on the right is a typical sight for bikes being crammed in and shuffled around.
- I don’t know where to go.
Wayfinding is a definite concern getting around FAU. I took a class in 2007 before the El Rio Canal trail was open underneath I-95, and got lost a couple times riding my bike from the Tri-Rail station to FAU, meandering through the nearby neighborhoods. It’s better now, except for construction ocassionally blocking the trail. The El Rio Trail between Spanish River and Glades Rd. has only one real connection to the large, sprawling, campus–the crossing at NW 20th St. You ride right by the soccer fields, where a sidewalk taunts you by coming within 5 feet of the path—but offering a drop off of several inches as well as a distinct lack of curb ramps to get onto the road. You’d have better luck cutting across the grass onto a gravel-strewn asphalt parking lot slightly north of there. No drop-offs, but lots of stop signs and opportunities to get lost on campus. Neither of these are real connections, but rather just gaps in the fences. If you want to get to the east side of campus, it’s more direct to get on Spanish River Blvd and enter the campus there on the roads, riding in their undesignated “bike lane.”
This is probably not an exhaustive list, but it should be enough to give the executives at Zipcar pause. Why would you want to invest in an area that would discourage use of your system? We don’t have information yet on the particulars of the Zipcar deal. Perhaps FAU is seeding them funds. But if I worked at Zipcar, I wouldn’t invest in a system at FAU without asking them to change those factors that the university can control—get rid of the flat transportation access fee and replace it with an optional parking permit fee. Now, the launch of Zipcar is good news. But without changes at and around the university, it will not last. Anyone who drives to FAU all the time will not be using Zipcar.
In mid-June, Transit Miami published Harry Gottlieb’s community commentary on the dangerous state of some of our bridges in Miami-Dade County for bicyclists. Harry and others had sounded the alarm well before, asking FDOT and Miami Dade County to fix those bridges that lead to a bloodfest should you fall on metal grates that are used on a considerable number of the bridges leading over waterways in Miami Dade County. FDOT’s usual response was at display: putting its head in the sand, claiming that the agency didn’t know that the combination of moisture and metal is not a good fit for cyclists. Miami Dade County has at least tentative plans to fix the bridges it is responsible for, but is also not making aggressive moves to do so. Since FDOT asked for data even in the face of the obvious, we asked our FB page readers and very quickly received responses detailing the sometimes horrendous crashes that this design causes. The Broward and Miami New Times published an article on the issue. The solutions are relatively straightforward although there is some cost involved, including the use of anti-slip metal plates or the filling in of the space with solid material (weight considerations will certainly be an issue). Here is a picture of Brickell Avenue at the Miami River, with a cheese grater surface. Within a couple of days last week, we heard from two cyclists that fell and got seriously injured on two different drawbridges, both within the purview of FDOT . We post here Renato’s and Kris’s stories of last week and Jess’s story from half a year ago. Please note that some of the pictures are graphic, but it seems necessary to post them so that those in positions to actually do something will have a realistic picture of the damage and pain that their design causes. Renato’s story is testament not only to the dangers of FDOT design, but also our idiosyncratic health care system (we’ll leave the latter of others to deal with):
Please find attached pictures of my drawbridge cycling accident 09/06/14. This needless and most painful accident resulted from crashing upon the dangerous slippery metal grates on the Miami River Brickell Ave. drawbridge. On Saturday early morning I started my bike ride to KB. Two miles into it, on top of the Brickell Ave. drawbridge my front tire slipped as a result of the moist, slippery and dangerous metal grates and I fell. I had to react fast since I knew there were cars coming. A lady stopped her car and asked me a few time if I was ok. She wouldn’t leave until she saw me walking down the bridge. I think I was more worry about my Tri-bike than myself at the beginning. I didn’t know how bad my injuries were until I got to my car. I went to my house and woke my wife up, she immediately helped me to clean myself a bit and we went out to look for an Urgent Care. We went around for 30 minutes looking for an open Urgent Care around the midtown area but they all open at 10 am (Urgent Care Insurance copay is $50, ER Insurance copay is $700). At 9:30 am I went to Coral Gables Urgent Care but I was told they couldn’t do anything due to the way my injuries were. I went to Coral Gables ER and I got 5 stitches on my left knee, scratches and bruises on my left arm and hip. Bike damages probably $400 for a new handlebar, medical expenses so far have been about $1000 with ER and medicine. I still need to go see the specialist and therapist, although I am lucky I only suffered scratches, bruises and 5 stitches on my left knee. I can’t bend my knee until next week. Still shaken up and in a good deal of pain. I can’t get on my bike for at least 2 to 3 weeks and most likely will miss the most important triathlon in Miami due to this incident. I don’t want other cyclists to go through this. An ex-fire fighter friend of mine told me that years ago his station received a call of a cyclist being hit by a car on that same bridge. The cyclist slipped and fell on top of the drawbridge and a van ran over him. He was killed in that accident. How many more accidents do we need to have to get the attention of FDOT and MDC? How many more cyclists have to be injured or even die before they to do something to improve the safety for all?
Half a year before, on the same bridge we were told about the following story by Jess:
I took a pretty bad fall this past February while transiting from work at the Coast Guard Sector, near Miami Beach, to my apartment in Brickell. It had started raining after work, but I had biked in the rain several times before and figured I would be fine for getting home. Right before the bridge, I had to stop at a red light slowing speed immensely before crossing over the grates. That being said, I would estimate my speed to be roughly 18 to 19 mph. The right side of the Brickell Bridge is already tough for cycling as it has some sort of accumulation of cement or construction material spilled on it, making for a rough ride. I am very careful to cross this part and have to stay further in traffic to do so. As I crossed the bridge and hit the grates, I felt as though I was driving a car on ice. In slow motion, I watched as my bike started sliding sporadically beneath me. Being clipped in to my pedals, as most serious cyclists are, I was unable to just step off my bike. After a solid 5 feet of sliding I lost all control and had to take the fall. I landed on my left side and my bike flew off to the right. I barely missed being run over by the car behind me, as they too had trouble stopping with how slippery the bridge was from oils brought up during the rain. I quickly got up and walked myself and my bike off the bridge in immense pain. I was bleeding so much that I soon became lightheaded and was very lucky that the man that stopped behind me came back to rush me to the ER. I spent 5 hours there and ended up with 3 stitches in my elbow, several bruises on my left side, and many cuts. My bike frame, carbon fiber, was also totaled from the fall. As a result, I was set back 2 weeks in ironman training and missed a week of work from the pain and fatigue following trauma. I had noticed that bridge could be challenging with narrow race tires before, but the rain aggravated the situation. I would take the sidewalks as an alternative, but it is equally unsafe to do so with so many pedestrians. Walking in bike shoes in the rain also poses a problem. If the bridge could be altered to be more bike friendly, that would be wonderful.
A few days after Renato’s crash, Kris fell on the 63rd Street bridge in Miami Beach, another bridge for which FDOT bears responsibility:
It was a Tuesday night 9/9/2014, and I was on my usual commute back from work. That evening it had mildly rained on the Beach, but nothing too heavy. I was riding my bike up the bridge on Alton, to merge onto Indian Creek at approximately 8:50pm. I climbed the first part of the bridge without any incident, but as soon as my tires hit the grates on the bridge, my bike starting to slip. I felt that there was no way I could keep control, but managed to hold on as long as I could, still falling and impacting my left hip, shoulder, and forearm. My hand also slid across the grate, and opened a deep wound like cheese to a grater, and my palm, and left ring finger impacted the grates as well causing bruising. Picking myself up in a matter of seconds, both cars behind me stopped, and one of the vehicles with two passengers asked me “are you okay, can we help you?” & “don’t ride your bike on wet grates”. I told them I was fine, and pulled everything to the side, I took off my shirt, and wrapped it around my hand to stop the bleeding. I was about a mile away from home, so I got back on my bike which had been scratched on my Sram apex shifter, and saddle, and rode the rest of the way home putting my weight only on my right arm, and hand. When I got home I just changed my outfit, and waited for my mom to arrive to take me to the hospital. She took me to Mt. Sinai where I had to get an x-ray, a tetanus shot, and get 4 stitches. I will be doing a police report, and filling a claims form for FDOT to take responsibility. I will hold them accountable of damage to myself, and to my vehicle.
So, there you have it FDOT. Our facebook posting has more stories, as if that was necessary. Here is a picture of SW 2nd Ave, also crossing the Miami River, which has a non-slippery surface (and which as far as we know is not an FDOT road, but rather belongs to Miami Dade County). While we realize that there may be some serious engineering problems involved in putting concrete onto these bridges, FDOT’s District 4 (responsible for Broward, Indian River, Martin, Palm Beach, and St. Lucie counties) has at least begun to do what other places around the country have been doing before and has installed a non-slippery surface on Hillsborough
Blvd Inlet as it crosses the Intracoastal.
The solution isn’t rocket science and the script is already in FDOT’s hand. We encourage FDOT and Miami-Dade County to move forward and prioritize retrofitting the bridges quickly. Other cyclists shouldn’t have to go through what Renato, Jess, Kris and so many others have had to endure. There really aren’t any excuses any longer and it is time to for both FDOT and the County to act. We have written to the local FDOT official more than once asking where they are in the process of making the bridges that can easily lead to horrific crashes safer. We have not heard from them so far, but will continue to follow up. We owe a debt of gratitude to Harry Gottlieb for continuing to stay on the case. Further updates to follow.
Update (09/16/2014): We have in the meantime heard from Miami Dade County about upcoming projects and they seem to be moving forward with increasing safety. The Miami Avenue bridge is currently being rebuilt and the County is looking into the feasibility of installing plates similar to those on Hillsborough Blvd, as per the above pictures. The Venetian Causeway is currently undergoing a major renovation, which may include a replacement of the bridges. Even if replacement will not take place, the “chosen option will incorporate a solid deck or plates in order to address the bicyclist concerns”. Because of the projected length of the bridge reconstruction on the Venetian Causeway, the County will ask an engineering consulting firm to evaluate those and the other cheese grater bridges that the County is responsible for with respect to “implementing the installation of the aforementioned plates where applicable”. We applaud the County for actually moving forward with this plan and hope to see a speedy implementation.
Update (09/19/2014): We have heard from FDOT as well. As it turns out we may have good news. We are cautious about this, as we have had FDOT make promises before without however following through. FDOT District 6 will fix the bridges in the Miami area either by way of the plates they have used in the Fort Lauderdale area. The details will have to worked out. In the long run, if a bridge is being replaced or undergoes major construction FDOT will use a concrete deck from what we understand. The original project time line for putting plates on the existing cheese grater bridges was 2018 for a starting date. That was clearly unacceptable though to FDOT’s credit, the person responsible for the bridges thought the same and has promised to fix the first bridges more quickly. Without committing to a fixed date (constructing this appears more complicated than one would have thought), we should see the first bridge (Brickell Avenue) being fixed within the first half of 2015. The project has the support of the district Secretary Gus Pego.
We will keep you posted on what is happening. In the end, such an announcement is very welcome, but the time to celebrate (and thank FDOT for improving the safety for all road users, something we have asked for a long time) comes when the projects are underway.
Miami-Dade Transit has no plan to extend Metrorail nor is Bus Rapid Transit (BRT) on their radar in the foreseeable future. Take a look at their 10-year plan; complete fluff with no substance, no future transit vision, or measurable goals ( ie. add X miles of BRT or add X bus shelters, Baylink extension). Essentially Miami Dade Transit has no game plan for the next 10 years. See for yourselves.
The MDT10Ahead draft document is now available for review on the MDT10Ahead project website.
Please review the MDT10Ahead draft document and submit your comments by email or mail to: Miami-Dade Transit, Planning & Development, 701 NW 1st Court, 15th Floor, Miami, FL 33136. Correspondence must be postmarked no later than September 26th, 2014 in order to be considered for this update.
In response to MDT’s monetary challenges, we can still find ways to increase service opportunities on Metrorail over the next 10 years. I have included the article below as a reference. Chicago, Washington, and Boston have all added new stations on existing rail lines recently to increase service to residents along existing tracks at lower costs than rail line expansions.
Unfortunately, the final MDT 10 ahead plan for transit’s next 10 years final draft not only does not include light rail to the beach or any Metrorail expansions; It actually specifically excludes these items by saying “No expansion of rail facilities will occur”. My suggestion of looking into whether CRAs or other special taxing districts and developments on transit sites could help pay for future expansions WAS NOT identified as even an item to STUDY. Another suggestion to STUDY the implications of infill stations also WAS NOT included. It is clear that Transit/ MDX/ FDOT are only interested in busses, Lexus lanes, and more sprawl moving the UDB southwest.
As an infill example, I think a new rail station could be placed near Miami Jai Alai on the existing Orange Line.
Please look into the apparent disconnection between Local Transportation Policies and voters desires for MORE RAIL OPPORTUNITIES, NO UDB EXPANSION, LESS water/sewer infrastructure expansions = costs? I don’t understand it. Thank you Commissioner Sosa for allowing me to serve on the MDT steering committee. A majority of the public on the committee does not agree with the goals, strategies or policies in the Final Draft MDT 10 yr plan.
BTW: District 6/7 also lost the planned SW 37th Av- Douglas Road Express Bus service in the 10 yr plan’s final draft. Incredible!
Alexander Adams, AICP, CNU-A, LEED-Green Associate
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.
What: Second Public Meeting on South Bayshore Drive Improvement Project
Where: Miami City Hall Chambers, 3500 Pan American Drive
When: Monday, September 15, 2014, 6 pm
Scope: Widening and reconstruction of roadway with drainage improvements, traffic signalization, designated bike lanes and landscape improvements from Mercy Way to Darwin Street.
These are some basic facts about the project. To give some more context, the following may be helpful. It should be clear that this meeting is an important one to attend if you care about improvements to the bike / ped infrastructure in the area. The City of Miami has an opportunity to get a lot of things right this time around – let’s see whether they live up to the challenge.
The project concerns an area that forms part of the connection between Coconut Grove and the Brickell / downtown area. Given that there really is no safe route for pedestrians and cyclists to get from Coconut Grove to Brickell / downtown or the Key Biscayne bridge, it is important that the City of Miami get this project right. The route suffers from a large number of commuters that use it in the morning and the evening instead of US 1. There will likely be discussions about the extent to which level of service not being sacrificed in order to create a safe streetscape. If that doesn’t happen, it would be a pleasant surprise. If it does, it is no longer an acceptable argument, especially given the high risks for pedestrians and cyclists in the third most dangerous metropolitan area in a highly used corridor by pedestrians and cyclists.
Make your voice heard and ask or demand (whatever you prefer) that the entire project receive contiguous bike lanes and sidewalks, the latter of which (ideally some parts of the bike lane as well) is not at grade with the road so as to avoid crashes that have in the past almost cost a jogger his life.
From the Pérez Art Museum Miami (PAMM) website:
Visitors who arrive to PAMM by Metromover on September 1 will receive FREE museum admission. A PAMM visitors services staff member will be at Museum Park Station with museum passes, good for Monday, September 1, 2014, only.
In observance of Labor Day, Pérez Art Museum Miami (PAMM) will offer free exhibition tours at 11:30am and 2:30pm. The tours are led by trained museum guides and last 45 minutes.
At last year’s Citizen’s Independent Transportation Trust (CITT) Transportation Summit, Maurice Ferré, former City of Miami Mayor and current Miami-Dade Expressway Authority (MDX) Chair, pointed to a map of his agency’s current and future projects and declared that it was MDX’s “dream” — yes, that’s a quote — to realize the proliferating highway vision embodied by that map.
A major feature of MDX’s so-called dream includes expanding the Dolphin Expressway (SR 836) down through the far southwest reaches of Miami-Dade County. One of the competing versions of the dream would put the newly expanded tolled highway along the Miami-Dade County urban development boundary (UDB).
Tolled highways are generally great, as they create an economic disincentive to single-occupant automobile use. People often respond to the price triggers of tolled highways by turning to more affordable, more accessible public transportation (bus, train, etc.), active mobility (biking, walking, etc.), and alternative mobility (car-pooling, short-distance car-sharing (Car2Go), real-time ride-sharing (Uber, Lyft), etc.) options.
In the metropolitan context of Miami-Dade County, though, these options are either underdeveloped or are just now getting started in earnest.
The Metrorail system, for instance, serves a very limited corridor.
An extensive bus system traverses most major arterial roads moving north-south and east-west, but buses carry a stigma of being either unreliable or unpleasant, or both.
Miamians are increasingly realizing that cycling and walking to their destinations isn’t as hard as our automobile-dominated culture would have us otherwise believe. Still, we’re many years away from realizing the active mobility utopia Miami has the potential to be.
In light of this shortage of viable mobility alternatives, then, one might think that the toll revenues generated by Miami’s highway dystopia would be directed toward investment in better public transportation infrastructure and streetscape amenities (e.g., wider sidewalks, proper bike lanes, etc.).
The problem with MDX, though, is that the toll monies it collects are used for increased highway development and an unwarranted expansion of roadway jurisdiction, not for the sorts of investments that would move greater Miami away from its automobile dependence.
As one of many cases in point: MDX is actively seeking to convert the only bus route in Miami-Dade County even remotely resembling true bus rapid transit, the South Miami-Dade Busway, into a highway falling under its jurisdiction, complete with overpasses and all.
Dumping more money into highways is tantamount to our community collectively signing a 50-100-year contract of servitude to stop-and-go highway hell. And that’s not to mention all of the broader economic and environmental ramifications: subsidizing the air-choking, global warming oil and gas industries; the financial crisis-inducing, and obesity-encouraging single-family real estate sprawl sector; the deforestation-promoting rubber sector in the tropics; the list goes on.
Miamians don’t have to accept this fate, though. We don’t have to sign away our city to this chain of corporate profiteers who refuse to adapt to the innovations in transportation infrastructure and human life demanded by 21st century urbanism.
The very first “Open House: Public Kick-off Meeting” for MDX’s Southwest Highway Expansion “dream” will be held in less than two weeks. This is Miami’s first real opportunity to voice its concerns about the project’s short-, medium-, and long-term impacts.
At the risk of sounding (even more?) cynical, I dare posit that these sorts of meetings are intended primarily to fulfill certain state and federal requirements to maintain minimum transparency levels, as well as to offer just enough opportunity for public input so that any future complaints made when the real impacts of such projects are felt can be expediently dismissed with the standard bureaucratic “We offered the public the chance to speak, and no such concerns were brought up then.” By then, it’s simply too little, too late.
The point is that the time to speak is now — during this preliminary Project Development & Environment (PD&E) Study — not when this study materializes into an actionable plan and the construction crews are out there at the edge of the Everglades laying out a new highway.
Don’t let MDX’s highway dream become Miami’s prolonged highway nightmare. Be there and speak up!
MDX SR 836 / Dolphin Expressway Southwest Extension
Open House Public Kickoff Meeting
Thursday, September 4, 2014
6:00pm – 9:00pm
Miami Baptist Church
14955 SW 88th Street
Miami, FL 33196
Minimum parking requirements are killing good urban development in Miami. Luckily, there has been a push to eliminate parking requirements for small urban buildings (<10,000 sq ft) in recent months. This is a good first step in the right direction if Miami really aspires to become a walkable and less autocentric city.
Minimum parking requirements perpetuate more automobile use and it also makes housing less affordable since the cost of building and maintaining required parking is passed on to renters and buyers. A few months ago Zillow released a housing report that cited Miami as the 2nd most expensive city for renters. The average Miami resident spends 43.2% of their income on rent.
Combine expensive housing with lack of public transit and minimum parking requirements that only serve to perpetuate the use of the automobile; its no wonder why Miami is one of the most expensive car dominated cities in the US.
Eliminating parking requirements would do the following things:
1) Allows small developers to choose how many parking spaces are needed based on what fits and what buyers or tenants want.
2) Replaces parking with denser development that generates more property and sales tax for the county and city.
3) Allows small property owners to keep their property and develop themselves.
4) Levels the playing field for small Miami property owners.
5) Allows for the creation of more walkable and denser urban neighborhoods.
Below are the details for the reduced parking requirements that are being sought for small urban buildings. This is currently being advocated for at the commission level, so stay tuned for the resolution.
The proposed text for T4, T5, and T6 is underlined below. The non-underlined text already exists in Miami 21, a TOD/transit corridor parking reduction that does not apply within 500 ft of single-family/duplex areas (T3). The proposed text does not change that, it does not apply within 500 feet of T3. Below is a map of where the proposed text would apply: orange areas around rail stations, purple areas along transit corridors, but not yellow areas within 500 ft of T3.
“Parking ratio may be reduced within 1/2 mile radius of TOD or within 1/4 mile radius of a Transit Corridor by thirty percent (30%) by process of Waiver, or by one hundred percent (100%) for any Structure that has a Floor Area of ten thousand (10,000) square feet or less, except when site is within 500 feet of T3.”
Let’s hope City of Miami Commissioners can come to their senses and eliminate parking requirements entirely, not just for small urban buildings.
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