Five years after moving to Miami to start working at UM, it is a good time for a quick recap: the good and the bad. And while what happens (and crucially: doesn’t happen) on the Rickenbacker Causeway is important, it is symptomatic of much larger systemic issues in the area.
Let’s start with some of the good developments. They are easier to deal with as unfortunately they aren’t that numerous. Miami-Dade Transit has – despite some questionable leadership decisions and pretty awful security contractors – put into place some important projects such as a decent public transit connection from MIA and while the user experience leaves a number of things to be desired, it generally works; so do TriRail and the express buses to Broward and elsewhere; a number of cities have local trolley systems and while not a great solution in some places, it’s a start; Miami Beach has DecoBike and it seems that it is being used widely – and the service is slated to come to the City of Miami some time in 2014; Miami is finally becoming a city, albeit an adolescent one with a core that, while still dominated by car traffic, is more amenable to foot and bike traffic than it was five years ago (and there are plans for improvement); and at least there is now a debate about the value of transportation modes that do not involve cars only.
Yet at the same time, it seems like Miami still suffers from a perfect storm of lack of leadership, vision and long-term planning, competing jurisdictions which makes for easy finger-pointing when something goes wrong, civic complacency and the pursuance of self-interest. Add to that a general disregard for cyclists, pedestrians and those taking public transit. All of this leaves the area as one of the most dangerous places to bike and walk in the country. And instead of actively working towards increasing the safety of those – in an area where many drivers are behaving in a dangerous manner – that do not have the protection of the exoskeleton of 4000 lbs of steel or aluminum, infrastructure is being built without regard for the most vulnerable.
Poor Leadership and Lack of Political Will
At the top of the list is the rampant lack of genuine support for the safety of bicyclists and pedestrians as well as public transit. The area remains mired in car-centric planning and mindset. While other places have grasped the potential for improving the lives of people with walkable urban environments, we live in an area whose civic and political leadership does not appear to even begin to understand this value (and whose leadership likely doesn’t take public transit).
This starts with a mayor and a county commission (with some exceptions) whose mindset continues to be enamored with “development” (i.e. building housing as well as moving further and further west instead of filling in existing space, putting more and more strain on the existing infrastructure). How about building a viable public transit system on the basis of plans that have existed for years, connecting the western suburbs with the downtown core? How about finally linking Miami Beach to the mainland via a light rail system? How about build a similar system up the Biscayne corridor or, since the commission is so enamored with westwards expansion, connect the FIU campus or other areas out west? And while we’re at it, let’s do away with dreamy projects in lieu of achievable ones? Instead of trying to build the greatest this or greatest that (with public money no less), one could aim for solidity. What we get is a long overdue spur (calling it a line is pushing it) to the airport with no chance of westwards expansion.
Few of the cities do much better and indeed Miami consistently ranks among the worst-run cities in the country (easy enough when many city residents are apathetic in the face of dysfunctional city government or only have a domicile in Miami, but don’t actually live here). When the standard answer of the chief of staff of a City of Miami commissioner is that “the people in that street don’t want it” when asked about the installation of traffic calming devices that would benefit many people in the surrounding area, it shows that NIMBYism is alive and kicking, that there is no leadership and little hope that genuine change is coming.
Car-Centric, Not People-Centric, Road Design
One of the most egregious culprits is the local FDOT district, headed by Gus Pego. While the central office in Tallahassee and some of the other districts seem to finally have arrived in the 21st century, FDOT District 6 (Miami-Dade and Monroe counties) has a steep learning curve ahead and behaves like an institution that is responsible for motor vehicles rather than modern transportation. Examples include the blatant disregard of Florida’s legislation concerning the concept of “complete streets” (as is the case in its current SW 1st Street project where parking seems more important to FDOT than the safety of pedestrians or cyclists – it has no mandate for the former, but certainly for the latter) or its continued refusal to lower the speed limits on the roads it is responsible for, especially when they are heavily frequented by cyclists and pedestrians. All of this is embodied in its suggestion that cyclists shouldn’t travel the roads the district constructs. According to their own staff, they are too dangerous.
The county’s public works department – with some notable exceptions – is by and large still stuck in a mindset of car-centricism and does not have the political cover to make real improvements to the infrastructure. Roads are still constructed or reconstructed with wide lanes and with the goal of moving cars at high speeds as opposed to creating a safe environment for all participants. Yes, that may mean a decrease in the “level of service”, but maybe the lives and the well-being of fellow humans is more important than getting to one’s destination a minute more quickly (and if you have decided to move far away from where you work, that’s just a factor to consider). The most well-known example is the Rickenbacker Causeway which still resembles a highway after three people on bicycles were killed in the last five years and where speeding is normal, despite numerous assurances from the political and the administrative levels that safety would actually increase. Putting lipstick on a pig doesn’t make things much better and that is all that has happened so far. But even on a small scale things don’t work out well. When it takes Miami-Dade County and the City of Miami months to simply install a crosswalk in a residential street (and one entity is responsible for the sidewalk construction, while the other does the actual crosswalk) and something is done only after much intervention and many, many meetings, it is little wonder that so little gets done.
(Almost) Zero Traffic Enforcement
It continues with police departments that enforce the rules of the road selectively and haphazardly at best, and at least sometimes one has the very clear impression that pedestrians and cyclists are considered a nuisance rather than an equal participant in traffic. Complaints about drivers are routinely shrugged off, requests for information are rarely fulfilled and in various instances police officers appear unwilling to give citations to drivers who have caused cyclists to crash (and would much rather assist in an exchange of money between driver and victim, as was recently the case).
The above really should be the bare minimum. What is really required – given the dire situation – is for public institutions to be proactive. But short of people kicking and screaming, it does not appear that those in power want to improve the lives and well-being of the people that they technically serve. I view this issue as an atmospheric problem, one that cannot easily be remedied by concrete action, but rather one that requires a mindset change. A good starting point: instead of trying to be “the best” or “the greatest” at whatever new “projects” people dream up (another tall “luxury” tower, nicest parking garage [is that what we should be proud of, really?], let’s just try not to be among the worst. But that would require leadership. The lack thereof on the county and the municipal level (FDOT personnel is not elected and at any rate, is in a league of their own when it comes to being tone-deaf) means that more people need to kick and scream to get something done (in addition to walking and biking more). Whether this is done through existing groups or projects like the Aaron Cohen initiative (full disclosure: I am part of the effort) is immaterial. But if there is to be real improvement, a lot more people need to get involved.
A Transit Miami shout-out to the Village of Miami Shores and the Miami Shores Police Department. Everyday should be bike to school day if only the County and the FDOT could get their act together and design streets that are safe for children to ride on. Unfortunately, they only way to ride safely is with [...]
A Transit Miami shout-out to the Village of Miami Shores and the Miami Shores Police Department. Everyday should be bike to school day if only the County and the FDOT could get their act together and design streets that are safe for children to ride on. Unfortunately, they only way to ride safely is with a police escort.
Manhattanization is a term we’ve become accustomed to in Miami. It‘s existed since at least the 1960s to describe cities from San Francisco to Santiago, but it became a prominent buzzword in the 2000s to describe the rapid transformation of downtown Miami and Brickell. Now that the building boom is back in full swing, so [...]
Manhattanization is a term we’ve become accustomed to in Miami. It‘s existed since at least the 1960s to describe cities from San Francisco to Santiago, but it became a prominent buzzword in the 2000s to describe the rapid transformation of downtown Miami and Brickell. Now that the building boom is back in full swing, so is the term. And along with it comes the debate about whether what we’re seeing unfold in Miami is actually a step towards a Manhattan-esque urban environment.
Whether downtown Miami is beginning to resemble Manhattan is debatable. Certainly, our skyline is growing. It may not be as tall, as dense, or as diverse as the Manhattan skyline, but it is taking shape as an expanse of skyscrapers that stretches for miles. Our love affair with the skyscraper has built a skyline that is far larger than those of cities twice our size and it has become a point of pride for us. We’re also seeing more amenities typical of other great urban metropolises: more restaurants and cafes, parks and shops, museums and galleries, etc. Granted, the differences between a Brickell streetscape and just about anywhere in Manhattan are still pretty stark, but the increased options and vibrancy are important steps towards a more urban Miami.
But there’s one area where Miami has unequivocally achieved Manhattanization: cost of living. It now costs as much to live in many parts of downtown Miami as it does to live in Manhattan. I’m not referring to Miami’s luxury condo market. In fact, that is one segment where we’re not yet like Manhattan – Miami condo prices can reach $10 million or more; it’s high, but it doesn’t begin to nip at the heels of New York’s $100 million market. Rather, downtown Miami is becoming as expensive as Manhattan is for the everyday citizen. Manhattan still has far higher housing costs than downtown Miami and Brickell, but that gap is closed when factoring in Miami’s much higher transportation costs.
This point is now more clearly made thanks to the new Location Affordability Index (LAI). The LAI, unveiled earlier this month, is the work of a joint venture between the U.S. Department of Housing and Urban Development and the U.S. Department of Transportation. It’s a tool that allows the public to calculate what it costs to live where they live, and how they could possibly save money by moving or by changing their transportation habits. The LAI is based on the philosophy known as “Housing + Transportation” or “H+T.” H+T asserts that knowing just the cost of housing isn’t enough to get a full picture of cost of living. You also need to know how much it costs to get from your home to other places, like your workplace and your family and friends. In other words, you need to know the cost of transportation.
Cost of transportation is harder to calculate and harder to keep track of in our heads when we think about how much we spend. For most people, housing expenditures occur in one monthly payment, either a rent check or a mortgage payment. Those amounts may include a variety of costs, like loan principle, interest, taxes, insurance, etc., but it’s still just one payment, one amount. Transportation is different, particularly if you drive a car. There’s the purchase price of a car, which may occur in monthly payments or if you paid up front, would need to be prorated over the life of the car. Insurance is paid separately, either monthly, annually, or biannually. Gas and parking costs are paid sporadically. The result is that most people never think about the full cost of transportation, and when they do, they usually underestimate.
AAA estimated that the average cost of car ownership in the United States in 2012 was roughly $9,000 for all cars and as much as $11,000-$12,000 for larger cars and SUVs. But that’s the average for the entire country. Costs can be far greater in places like Miami where insurance rates and parking costs are higher. The difference between a couple owning two cars and a couple that commutes by train or bicycle can be over $20,000 per year. That’s an additional $1,500-$2,000 per month that can go towards rent or a mortgage. And that’s the reason why living in downtown Miami and Brickell can be as costly as living in Manhattan.
To demonstrate the point, I put some addresses into the LAI:
- A typical household living in West Brickell owns 1.2 cars (average), drives 11,000 miles, and takes 350 transit trips each year. They spend just shy of $23,000 annually on housing and transportation. That’s 47 percent of their total income. Housing costs account for $17,000 approximately; transportation costs amount to $7,000.
- Meanwhile, a typical household on the Upper West Side in Manhattan owns 0.3 cars, drives 2,000 miles, and takes 2,000 transit trips each year. They spend just over $27,000 annually on housing and transportation. That’s 43 percent of their total income (the LAI factors in average wage differences between metro areas. On average, wages in NYC are 30 percent higher than in Miami). Housing costs account for $23,000 approximately; transportation costs amount to less than $4,000.
- A typical household in the heart of downtown Miami owns 1.1 cars, drives 11,000 miles, and takes 250 transit trips each year. They spend $19,000 annually on housing and transportation. That’s 38 percent of their total income. Housing costs account for $12,000 approximately; transportation costs amount to $7,000.
- Meanwhile, a typical household in the East Village in Manhattan owns 0.5 cars, drives 3,500 miles, and takes 1,500 transit trips each year. They spend just shy of $20,000 annually on housing and transportation. That’s 31 percent of their income. Housing costs account for $16,000 approximately; transportation costs amount to $4,000.
New York City is the embodiment for unaffordable living, but that’s largely based on an incomplete picture. The extra amounts that New Yorkers spend on housing are made up for by cost savings from cheaper transportation options. Miami, on the other hand, has relatively cheaper housing, but getting from place to place means additional costs stemming from car ownership.
There are a lot of implications here. Most obvious is that we can decrease cost of living and improve quality of life for Miamians by investing in better transportation options. One cause for optimism is that housing costs and transportation costs are only indirectly linked. Decreasing transportation costs by building more transit and better bike lanes will not directly increase housing costs (although, countless studies show that such infrastructure increases property values because it makes neighborhoods more desirable), so we can make real reductions in the cost of living.
There are also implications here for the brain drain and the future of our economy. When Miami competes with Manhattan for talent, it cannot make the argument that downtown Miami has a lower cost of living than New York. Lower cost of living has traditionally been the truest arrow in the quiver of cities seeking to steal talent from New York, but when we consider H+T, we see that for many cities, including Miami, that’s actually not the case. There isn’t much money to be saved, if any at all, by choosing downtown Miami over Manhattan. And for those who decide to look outside of New York because Manhattan is just too expensive, they’ll likely find that downtown Miami and Brickell are too expensive as well. Rather, they may end up in cities that offer a true lower cost of living with similar urban amenities, like Chicago, Philadelphia, and Baltimore. That talent is now revitalizing those cities the way it revitalized Manhattan in the 1990s when lower cost of living – from cheaper housing AND cheaper transportation – allowed thousands of educated young professionals to flood the city.
But all of this changes if we take the automobile out of the equation. If you can manage a car-free life, suddenly Miami becomes really affordable. The difference is that Manhattan is expensive because it has to be (although zoning changes under Bloomberg may help mitigate these high costs by generating more supply). But Miami is expensive because we’ve made it that way. The takeaway should be this: We can fix it and we know how to fix it. The average Miamian need not cough up half of her income on housing and transportation. As housing costs continue to rise, we must make extra efforts to reduce transportation costs by offering better options. We must give Miamians the same options that New Yorkers have: to own a car if we want one, but to live comfortably and with dignity without one.
For more reading, check out this article from last year on Streetsblog, which reviewed data from the Center for Neighborhood Technology and determined Miami to be the least affordable metropolitan area for moderate-income renters and homeowners. The most affordable? Washington, DC.
Looks like it’s going to be a pretty cool event, DecoBike will be there so you can check out all the art on two wheels. Here’s some more information we received about the event…
After a successful inaugural year, the Miami Downtown Development Authority (Miami DDA) is working once again in tandem with a variety of arts and cultural institutions to highlight the area’s cultural renaissance through its second annual DWNTWN Art Days Event. The Miami DDA, through Creative Curator Claire Breukel and the Cultural Advisory Group, is partnering with virtually every major art and culture institution in Downtown Miami for a three-day celebration that will incorporate numerous free events and exhibitions for the community to enjoy.
The events will take place around all of Downtown with one central informational hub at Grand Central Park at Miami Worldcenter where attendees can pick up a full list of activities and begin their tour of Art Days events.
This year, Car2Go and BeachedMiami are partnering with DWNTWN Art Days to host tours around Downtown Miami venues and the exhibitions. Car2Go will host a tour by vehicle for quick and easy access to Art Days events. BeachedMiami along with Deco Bike will be providing bicycles and arranging bike tours of temporary Art Days art projects as well as permanent Downtown artworks.
Artist Thom Wheeler is also conducting a series of walking tours around some of Downtown Miami’s most exciting artist studios and exhibition spaces. Wheeler will give visitors an insider look in to the work of artists at the DWNTWN Art House at Miami Worldcenter, the Artisan Lounge, and to individual studio spaces.
In addition to the tours, the Miami Trolley will make stops at several key Art Days venues in Downtown. The Trolley route will be published on the Art Days website www.dwntwnarts.com closer to the event.
The following events are taking place during DWNTWN Art Days:
- · Miami Children’s Museum: “Now Read This” Stories through Drama and Design, September 20-22 from 10am-6pm.
- · PAMM: “Discussing the Architecture of the Perez Art Museum Miami presented by AIA and PAMM”, Friday, September 20 at 6pm
- · Freedom Tower: “Activate: MDCulture”, Friday, September 20 from 6-9pm.
- · McCormick Place: “2nd Annual Art Days Fair @ McCormick Place”, Friday, September 20 from 6pm-12am.
- · Dimensions Variable: “Psychogeography Opening Reception”, Friday, September 20 from 6-10pm.
- · Wine by the Bay: “September’s Storm” – A California Wine Tasting and Cultural Event, September 20-21 at 7pm.
- · The Vagabond: “DWNTWN Art Days I – Launch Party” Friday, September 20 at 10 pm.
- · PAMM: “PAMM Family Art Making”, Saturday, September 21 from 12-3pm.
- · Around Downtown: “Beached Miami DWNTWN Art Days Bike Tour”, September 21-22, limited space.
- · Bayfront Park: “National Redbull Flugtag”, Saturday, September 21 from 12-5pm.
- · CIFO: “Water-Balloon Kickball, Round Two / Cannonball vs. CIFO”, Saturday, September 21 from 1-4pm.
- · Olympic Theater at the Gusman Center: “Miami Lyric Opera: Cavalleria Rusticana and Suor Angelica”, Saturday, September 21
- · The Vagabond: “DWNTWN Art Days II – After-Party”, Saturday, September 21 at 10pm.
This year, Art Days debuts the Fringe, a series of temporary public artworks around Downtown curated by guest curator Amanda Sanfilippo. Six projects have been selected from a call to artists that received 55 national proposals. These public artworks or ‘site activations’ aim to insight public interaction in a variety of Downtown venues including Grand Central Park, DRB bar, the Christ Fellowship Church as well as 600 Brickell’s fountain.
For the most up to date information please visit www.dwntwnarts.com.
WHEN: Friday, September 20 – Sunday, September 22
WHERE: DWNTWN Art Days Information Hub
Grand Central Park at Miami Worldcenter
700 N. Miami Ave
Miami, FL 33136
City of Miami Office of Transportation and the Metropolitan Planning Organization are currently undertaking a study to look at safety and mobility for bicyclists and pedestrians traversing and within the Overtown and Wynwood neighborhoods. There will be a public meeting to get your thoughts and ideas this coming Monday August 19th, 5pm at 404 NW [...]
City of Miami Office of Transportation and the Metropolitan Planning Organization are currently undertaking a study to look at safety and mobility for bicyclists and pedestrians traversing and within the Overtown and Wynwood neighborhoods. There will be a public meeting to get your thoughts and ideas this coming Monday August 19th, 5pm at 404 NW 26th St Miami, FL 33142
Please spread the word, an additional public meeting will be held at Henderson Park in Overtown in early September. As well as an online survey to get additional input.
This article originally appeared in the June 2013 issue of Better! Cities & Towns. It was reprinted on TransitMiami.com with expressed written consent from the Author and the Editor of Better! Cities & Towns.
Miami Beach takes Infrastructure Beyond Gray
Claudia Kousoulas, Better! Cities & Towns
When cities invest in infrastructure, it’s often the gray [...]
This article originally appeared in the June 2013 issue of Better! Cities & Towns. It was reprinted on TransitMiami.com with expressed written consent from the Author and the Editor of Better! Cities & Towns.
Miami Beach takes Infrastructure Beyond Gray
Claudia Kousoulas, Better! Cities & Towns
When cities invest in infrastructure, it’s often the gray stuff like roads and bridges. Or it’s hidden away like water and sewer pipes. Not to say that infrastructure isn’t interesting and vital to a city’s success, but it’s hard to get excited about.
But in Miami Beach, where everything seems to be more colorful and dramatic than most American cities, the latest round of infrastructure investments combine flamboyance and function. The city’s parking garages are featured in the Wall Street Journal, Lebron James is a fan of its bikeshare system, and the expanding network of streetscape and trail improvements weave the city together, from beach to bay.
“It is a coordinated effort,” says Richard Lorber, acting planning director. “Decobike has become a part of the city and we’ve incorporated it into our transportation thinking.” Likewise with streetscape improvements; despite initial concern about losing on-street parking spaces, residents recognize that the curb bump-outs, streetscaping, and landscaping add value to their properties.
High-style parking garages
Miami Beach has gotten the most press coverage for its public and private parking garages and in fact has set a new standard for not only garage design, but their integration with streets and city life. Architects whose names are usually attached to symphony halls and art museums are undertaking what used to be a pretty dull commission.
Herzog and deMeuron’s 1111 Lincoln Road garage functions equally as a party space, a retail anchor, and parking garage. Enrique Norten’s refined Park @420 pulls Lincoln Road’s retail activity around the corner, while Arquitectonica’s Purdy Avenue garage is also a retail anchor for Sunset Harbor, an emerging mixed-use neighborhood. Frank Gehry’s public garage, sheathed in steel mesh recalling his signature chain link, is lit to drift through a color palette that mirrors Miami sunsets. Zaha Hadid is proposing a structure that will swoop over a street and create a pedestrian plaza.
The trend toward high style garages began in 1995 with Arquitectonica’s Ballet Valet garage. The client, developer Tony Goldman who would go on to develop the Wynwood Arts District, spotted an opportunity on this neglected stretch of Collins Avenue. One block in from the beach and surrounded by clubs and hotels, the garage’s retail base kick-started redevelopment. Popularly known as the Chia Pet garage, Arquitectonica’s screen of plants became a local landmark.
Unlike the usual approach to garage design, which seeks to hide parking behind a liner building or false front, newer garages celebrate their position in our lives and communities. Most use texture, color, and pattern to create visual elegance. Herzog and De Meuron’s garage uses the drama of space and movement. Views shift and drop; every floor creates a different experience. From the outside, the blade-edged concrete slabs hover over dramatic skies and palm trees. Hadid’s proposed design is a modernist approach to the experience of moving through space.
Roger Howie of Hadid’s office says, “A simple premise of how to bring the street into the building guided our initial studies which then progressed into an expressed, continuous vehicular circulation path which provides a unique, even fun, experience for the user.”
But the designs also mediate between the car and the pedestrian. From an urban point of view, their relationship to the street is most important. Some, like Park@420, rely on a simple retail base, others like 1111 draw pedestrians in to experience the space. As well as retail, Hadid’s design includes an urban plaza and features stairs to create a gateway along the Collins Park axis. This sounds more like urban design than transportation engineering.
As well as experiments with screen and structure, the function of these garages is part of their design and economics. They are not places you would park and leave. You could spend the whole evening at 1111—from a sunset drink at the rooftop restaurant, on to dinner, then shopping and people watching in the plaza. Likewise, Arquitectonica’s Purdy Avenue seeks to combine design and function to transcend typical parking garage. “The idea was to create a hub of activity for residents and locals, a place to eat, exercise, and shop—with parking,” says Wendy Chernin of the Scott Robins Companies who worked with the city in a public-private partnership to build the project.
Decobike Cruises In
Miami Beach has added 2,741 new spaces with these garages, but the city’s approach is also multi-modal. Decobike has been operating in the city since 2011. In 2012 it expanded north to the Town of Surfside and is poised to cross the Biscayne Bay causeways into the City of Miami. On the beach, Decobike has achieved the best bike-to-resident ratio in North America, with the highest station distribution per square mile nationally. Each of the 1,000 bikes is used four to five times a day, one of the highest use rates in the country.
Decobike founders Colby Reese and Bonifacio Diaz first experienced bikeshare in Paris and Barcelona.
“We were amazed by the amount of usage on the systems. From there, it became a “green business concept that we fell in love with,” said Reese.
When the City of Miami Beach issued a request for proposals, Decobike responded with proposed locations based on their business model and use estimates. Lorber says that the city worked with them to approve the proposed locations or find appropriate alternatives. He points out that the system was initially approved without advertising on the bikes or docks, but Decobike has since requested to place ads.
“We’re not thrilled with the ads, but worked with them again to find appropriate locations,” says Lorber. “Decobike is so well loved and so important, we want them to have a healthy financial viability.”
There were initial reservations about use. Why would anyone use this service if they already owned a bicycle? But as Reese points out, with bikeshare there are no worries about theft or maintenance. And a well-distributed and stocked bike dock network makes Decobike convenient. Reese notes that once the docks were installed, they also adjusted rental and membership options to meet the demands of residents and visitors.
There was also some concern about turning over on-street parking spaces to bike docks, but the popularity of the system and a slew of new parking garages calmed those concerns. As Reese notes, using a parking space for 20 bikes that turn over four to five times a day is a more efficient use of public space.
Reese and Diaz recount these sensible planner answers, but neglect to mention just how much fun Decobike can be. Miami Beach is a flat city, with great weather and ocean views. A grid street pattern provides plenty of routes for commuting or sightseeing.
And just as the parking garages are a system designed to provide access, so is Decobike. Its expansion north into Surfside was the next step in expanding farther north to Haulover Park and west into the Town of Bay Harbor Islands. Duncan Tavares, planner for the Town of Surfside, says residents and businesses supported bikeshare from the start, and after smoothing some concerns about liability and location, so did elected officials.
Expanding Streetscape and Trails
Even within its street grid, the city is upgrading its network of trails and street paths for efficiency, safety, and pleasure. The city’s 2007 Atlantic Greenway Network Plan strived to establish routes that make local and regional bicycle and walking connections. Now that the State of Florida no longer allows wooden structures on the beach, each redevelopment or capital improvement completes another link. The overall effort re-engineers walking and cycling into car-oriented streets and public spaces.
While the Atlantic Greenway Network Plan makes beach to bay connections and runs along the beachfront, the City also considers neighborhood function and aesthetics in its streetscape improvements. The South Pointe Master Plan identifies 13 neighborhoods for a planned progress program of streetscape improvements. The plan works from eight typologies that include curb bump-outs, tree grates, lighting, shade trees, and what everyone wants to see when they come to Miami—palm trees.
As the city works its way through each neighborhood, citizens help develop a “basis of design” report that identifies designs and applications unique to each neighborhood. The resulting improvements, says Lorber, encourage people to walk by creating safe and comfortable streets for pedestrians and by corralling cars, but also include stormwater and drainage improvements.
While many of these designs take on a particular tropical style, they are also lessons for other communities. Garages that become landmarks and destinations, a continuing commitment to transportation alternatives and trail connections, and streetscape that adds value on every corner don’t need palm trees to be successful.
Claudia Kousoulas is a freelance writer and an urban planner with the Montgomery County Maryland Planning Department, where she blogs on The Straight Line.
In this morning’s Sun Sentinel:
The I-95 Express Buses get a lock of flack for their unreliable transmissions that leave riders “late for work” [...]
In this morning’s Sun Sentinel:
The I-95 Express Buses get a lock of flack for their unreliable transmissions that leave riders “late for work” and feeling like they’ve been “held hostage.” This sounds just like my car! My station wagon doesn’t make it into the Sun Sentinel, though.
When my car’s transmission fails (frequently, despite a recent, costly rebuild and lifetime warrantied parts), I don’t really have anyone to complain to. I wish it was easier, but I still think it’s pretty lucky to have the 95 Express. It’s a pain being late to work regardless of whose transmission just died. BUT when it’s your car, you are looking at 3-5 days with no back-up car with which to get to work plus another bill in the hundreds or thousands of dollars.
Public transit has some real benefits over driving. #1 being that I can get work done on the bus (yay, Free Wi-fi!) or catch up with Words with Friends. Texting is both legal and safe! #2 meeting interesting people or just people-watching helps me feel charged up at the start of the day, rather than frustrated. #3 $2.35 each way is probably what 35+ minutes in my station wagon costs these days, excluding taxes, title, insurance and all that stress. I‘m sure it’s miserable sitting on the side of the road waiting for someone to come fix your ride or pick you up with another bus. I promise you, it’s more miserable when the bus doesn’t automatically come and you have to pay for your trouble.
Of course, the bus takes longer. Here is my very multi-modal commute from Midtown Miami to north Downtown Fort Lauderdale:
- CAR: to the bus stop in Downtown Miami that is NOT on SE 1st and 1st.(If you wait there, the driver will pass you and point to where you need to run.) I get a ride, but otherwise, I could use my Car2Go membership. $0
- WAITING for a bus that says “to Downtown Miami.” You MUST ask the driver which Express they are driving, or you will end up in the Everglades. I mean, Miramar. (True story). $0. or $1.25 for a cortadito.
- BUS: Very comfortable. Wifi is dependable. Northbound means a practically empty bus. Pro Tip: Bring a sweater or sit in the front. $2.35
- SHUTTLE: Free shuttle from the Broward Blvd Tri-rail down Broward, south on Andrews, around the Courthouse. $0
- BIKE SHARE: From the Courthouse, I pick up a B-cycle and head to work. About 2 miles in 10 minutes. $0 (membership is $45 a year)
This commute takes over an hour. However, at every point, I’m interacting positively with people around me and can take calls from the office. The biggest problem for me is not having a car at work – and Fort Lauderdale doesn’t have Car2Go. My job usually requires a lot of driving from Hallandale Beach to Pompano Beach and everywhere in between. If it wasn’t for bike sharing and some help from colleagues, I’d really be in a bind.
The Express Buses would benefit from improvements, but not the ones I keep seeing on the TransitMiami facebook page.
- Better Wayfinding. There are so many bus stops in Downtown Miami and around the Tri-Rail station. Make it easier to find the Bus!
- Better Signage on the bus. Yes, I ended up in Miramar. I’m not proud of it. I think that as soon as the bus gets to Downtown, even if it has more pick up points within Downtown, it should be marked with its final destination. No one in their right mind picks up an Express bus to go 2 blocks.
- Later hours! I work 8:30am-6pm. I have to leave early to catch the bus home. No bueno.
- Same pick up and drop off stops. I don’t understand why the bus picks up at SE 1st & 1st and drops off at NW 8th and 1st, 12 blocks away. Can anyone explain this to me? Does the Corner Bar subsidize this? They should…
TM Readers, have you taken the Express Bus? What do you think?
The Middle River Neighborhood in the City of Fort Lauderdale is considering three options for their section of North Dixie Highway, including rejecting $2.3 million is MPO funding that would include a road diet, new and improved crosswalks and a solid green bike lane that would continue along the section to the north (into Wilton [...]
The Middle River Neighborhood in the City of Fort Lauderdale is considering three options for their section of North Dixie Highway, including rejecting $2.3 million is MPO funding that would include a road diet, new and improved crosswalks and a solid green bike lane that would continue along the section to the north (into Wilton Manors).
Neighbors and local business owners packed a public meeting tonight and some argued for paving the swale on one side with a 12 ft wide shared use path (sidewalk) instead of accepting funding for the green lanes. Why would they want to do this?
Some arguments made for the “shared-use path” option:
- Even if the speed is 30mph, I drive 40mph, at least, so cyclists should ride on the sidewalk for their own safety. [Response: that’s why city is recommending multiple traffic calming measures, including speed tables at crossings.]
- No one has ever been killed by a car reversing out of a driveway while they were riding a bike on a sidewalk. [Response: You’re lucky. Many people are not.]
- Narrowing the travel lanes to 10’ will slow down traffic too much and how can that be legal when trucks can be 8 ½ ‘ wide. [The purpose of this project, even the shared use path option, is to discourage tractor trailers from this roadway.]
- Why do we need any of this? Can’t we just leave everything the way it is? [Response: Well, yes on both. If we don't use it, another city project in the LRTP pipeline will.]
- Is there any proof that bike lanes increase property values? The local economy?
My response, of course, is there are several. Here are a few that come to mind:
- In 2010, rents along NYC’s new Times Square-area green bike lanes increased 71% – the greatest rise in the city.[APTA]
- When San Francisco put its own 4-lane Valencia Street through a project similar to the one proposed for Dixie Highway (road diet, adding bike lanes and better pedestrian crossings], nearly 40% of local business owners reported increased sales and 60% reported more area residents shopping locally due to reduced travel time and convenience. Two-thirds said business improved overall. [San Francisco Bicycle Coalition]
- Across American cities, houses located in areas that are particularly bicycle and/or pedestrian friendly are worth as much as $34,000 more than comparable houses with just average walkability/bikeability. [CEOs for Cities]
- Toronto merchants surveyed in 2009 reported that patrons who came by bike or on visit not only stopped in their stores more often, but spent more money per month than those who came by car. [Clean Air Partnership]
- Find more stats in this article: Want to make money? Build Your Business on a Bike Lane (FastCo.exist)
There are more reasons to support the “green bike lanes” option:
- It has secured funding. Changing the concept negates the funding approval years in development and would leave the city to find money elsewhere.
- The bike lane concept includes funding for bio-swales, a critically needed and environmentally sound flood mitigation tool.
- Continuity. The lanes are planned for the contiguous section directly to the north. It is unfortunate the local politics and funding challenges have lead to so many sidewalks that end and bike lanes/trails/paths to nowhere. I hope that doesn’t happen here.
- People who ride for transportation are not required to ride on sidewalks, no matter how wide they are. Those who do, put themselves at risk at every driveway and reduce to safety of the path for kids and those walking their dogs.
- Road treatments like this reduce speeds and therefore improve safety for everyone. [NYC DOT]
There was a time when city officials and engineers were the ones fighting the bike facilities here in South Florida. The times are changing – will a different kind of local politics prevent our governments from doing the right thing in favor of cars and trucks?
Looks like we finally have a developer in the 305 that understands the importance of mobility options for urban dwellers. Newgard Development Group will soon begin construction of Centro in downtown Miami and they are marketing the building to potential buyers as a project that provides transportation choices for future residents. [...]
Looks like we finally have a developer in the 305 that understands the importance of mobility options for urban dwellers. Newgard Development Group will soon begin construction of Centro in downtown Miami and they are marketing the building to potential buyers as a project that provides transportation choices for future residents. Not only will Centro be located in the heart of downtown, just blocks away from premium transit, but the developer has partnered with car2go to provide a car-share service at the building’s doorstep. In addition, Centro will have a bike share program for its residents as well.
Harvey Hernandez, Chairman and Managing Director, of the Newgard Development Group is clearly thinking out of the box and understands the importance of offering transportation options to urbanites. Last week I sat down with Mr. Hernandez to discuss his new project. Below is the interview I did with him for Miami Urbanist.
Newgard Development Group Chairman and Managing Director Harvey Hernandez sat down with me to discuss his two Miami projects that are currently under development in Brickell and Downtown. BrickellHouse is under construction and Centro will break ground later this year in the heart of Downtown Miami. The partners of Newgard Development Group have spent 15 years in the South Florida real estate market. Founded by Harvey Hernandez, Newgard’s management team brings 40 years of combined experience in development, design and construction. Newgard’s approach to development includes innovative luxury buildings in desirable, centrally located neighborhoods, pedestrian-oriented lifestyles with cutting-edge amenities.
Miami Urbanist: Miami and Orlando will soon be connected by rail thanks to All Aboard Florida. Hopefully, commuter rail will soon follow. What opportunities do you see for transit-oriented development in South Florida?
Harvey Hernandez: We see great opportunity here. One of the main reasons we chose the Centro site was its proximity to transit. We believe in density and that having premium transit within walking distance is an attractive alternative to the car. Our consumers don’t necessarily own two cars; many are able to live comfortably with one or no car. In fact we have teamed up with car2go and they will have a designated Parkspot hub on the ground floor of our building.
Miami Urbanist: What are the strongest characteristics of the Centro site?
Harvey Hernandez: It’s in the middle of everything! It’s close to Brickell and within walking distance of mass transit. Whole Foods and Brickell CityCentre will soon open a couple of blocks from Centro.
Miami Urbanist: Please explain the parking situation at Centro, there seems to be a few misconceptions about parking.
Harvey Hernandez: Zoning allows us to provide parking offsite; therefore we don’t have to build parking. The parking garage is within 100 yards of Centro. We have entered into an agreement with the Miami Parking Authority to provide parking. We also provide 24-hour valet service and there is always the car2go hub at our doorstep.
Miami Urbanist: Has the parking situation discouraged people from buying at Centro?
Harvey Hernandez: We don’t see it at all. The buyers are coming from all segments of the market; whether they are young professionals, retirees, or 2nd home consumers they have one thing in common—less reliance on the car. All of our buyers want the urban living experience—they want to walk to restaurants, bars, the arts and other amenities. Many of our buyers are coming from suburbia; they don’t want to deal with long drives and the cost associated with maintaining a car.
Miami Urbanist: There is also a bike share component to Centro, would you please elaborate on this?
Continue reading »
Date: May 23, 2013
Location: Titanic Restaurant and Brewery, 5813 Ponce de Leon Blvd, Coral Gables, FL 33146
Date: May 23, 2013
Location: Titanic Restaurant and Brewery, 5813 Ponce de Leon Blvd, Coral Gables, FL 33146
Ride your bike or walk to Titanic Brewery and get drink specials and free appetizers! Bike valet will be provided by Green Mobility Network. Click here to RSVP:http://urbanhp.wufoo.com/
May is National Bike Month. Biking is seeing a nationwide resurgence due to aggressive policies aimed to promote cycling, and as cities and towns in South Florida join the fold by increasing bike infrastructure, now is a particularly good time to bike in the Miami area. If you have a bike that needs [...]
May is National Bike Month. Biking is seeing a nationwide resurgence due to aggressive policies aimed to promote cycling, and as cities and towns in South Florida join the fold by increasing bike infrastructure, now is a particularly good time to bike in the Miami area. If you have a bike that needs a tune up or have been thinking about buying a two-wheeler for a while May is the perfect month to do so!
The bike is up there with man’s greatest inventions. It extends the range one can travel considerably, all while burning no fuel and providing excellent cardiovascular and exercise benefits. In urban traffic conditions, the bike is comparable with cars and public transportation on short/medium trips. One can usually bike around 5 miles in half an hour, which compares quite well with driving that distance under normal traffic conditions, and certainly with taking public transportation (particularly when having to walk to and wait for the bus).
All buses in Miami Dade and Broward County are outfitted with bike extensions. This opens up the possibility of using the bicycle as part of a multimodal trip. If you take multiple rides on your commute, consider biking to replace part of the trip, saving time, money, and enjoying the many exercise benefits of riding.
Of course, going from theory to practice can take some work, so here are some things to consider before hitting the road.
Things you’ll need to bike on the road:
A helmet: it’s not required for those older than 16, it’s usually not comfortable, but it is worth it. Most serious injuries and bike fatalities can be prevented by the simple use of a helmet.
Lights: White for the front, red for the back. Try to get removable ones so they don’t get stolen.
Bell: A loud bell will come in handy, particularly if you are biking on a mixture of roads and sidewalks.
In most places, these common sense accessories are legally required.
If you have never biked in traffic there are easy ways to ease into it. Always stay on the right side of the road. While riding your bike you are legally considered a car and need to obey all traffic laws, stop signs, and lights. Take advantage of the grid and bike down calmer less trafficked streets where possible. Familiarize yourself with the areas in which you want to bike and test out different routes.
One of the frustrating things about biking in the area is that most good bike lanes come to an end at major thoroughfares or ends of towns. But, with a few exceptions, most municipalities in South Florida allow for biking on the sidewalk. Google maps now has an option for bike directions, and smartphone users can use maps to figure out where they are and see which minor trafficked and low speed-limit streets they can take to reach their destinations.
If you don’t have a bike, you can take advantage of low-cost subscriptions to cycle hires like DecoBike in Miami Beach, and B-cycles in Broward County. I would still suggest taking a helmet with you if you plan to use one on the road. These bike systems also make use of smartphone GSP apps, with the deco bike app allowing you to see where you can rent/return bikes. The beauty of this is the short utility trip to the grocery store or other quick stop that would be too short for a car trip but a bit too far to walk. The bike serves as a great equalizer between walking and transit. So if you have been thinking of exercising, cutting down on car/transportation costs, and see the bike as an option I highly suggest giving it a try during this National Bike Month.
Local biketivists from across Miami and Broward joined around 200 more transportation planners, engineers and bicycle professionals in Tampa yesterday for the first National Bike Summit, hosted by USDOT. The event kicked off a campaign that USDOT Secretary Ray LaHood promised to do for bike safety what ‘Click it or Ticket’ did for seat belt [...]
Local biketivists from across Miami and Broward joined around 200 more transportation planners, engineers and bicycle professionals in Tampa yesterday for the first National Bike Summit, hosted by USDOT. The event kicked off a campaign that USDOT Secretary Ray LaHood promised to do for bike safety what ‘Click it or Ticket’ did for seat belt use and Mothers Against Drunk Driving have done for DUI. It has no catchy name yet but the idea is simple: We need a cultural shift in this country so that nowhere is it socially acceptable or legal for motorists to disrespect cyclists. LaHood and other speakers promoted more bike lanes, more tickets for those who pass cyclists too closely and an aggressive education campaign targeting people who ride and drive on proper, safe behavior.
There is more at Streetsblog but Transit Miami thanks all who traveled to Tampa to represent Southeast Florida. Special shout out to Bike SoMi, the City of Fort Lauderdale, Broward Complete Streets, Green Mobility Network, Atlantic Bike Shop, Fort Lauderdale Critical Mass, and many others I may have missed. There were also three of us from the Broward B-cycle program, including myself.
Florida Bicycle Association Executive Director Tim Bustos sent us this recap of the event:
“When we first got the official notice that there would be a bike summit in Tampa, we were ecstatic! Although many of us are already actively engaged in trying to improve the dismal bicycle crash record in Florida, we really felt like this kind of exposure, and the support of USDOT would be very helpful. The only catch was that it was happening in 10 days! Wow. Having put on many events like this over the years, I knew that most conference planners require at least six months – and a year is preferred. However, USDOT staff vowed to make it happen, and, since Secretary Ray LaHood has already announced that he would be stepping down soon, I can only guess that he wanted to be sure it happened before he left. So, no problems – just opportunities!”
“First steps were to contact all of our members possible – as soon as possible, as well as colleagues and affiliate organizations. This blitz was followed with a conference call between USDOT and FHWA staff to offer our assistance with planning efforts in Florida, and to suggest speakers.”
“Given the incredibly short window of opportunity, the bike summit actually came off very well. USDOT was hoping for at least 150 participants, and there were almost 200 in attendance! The speakers were also very well qualified and engaging, and spoke to the issues of community design, traffic engineering countermeasures, law enforcement, and current bicycle education efforts in the state. The only area I felt was lacking was the subject of funding programs. Given that MAP-21 (the new transportation funding bill) is still relatively new, and many people are still trying to figure it out – including FDOT, we felt this could have been a welcome addition to the line-up of presentations, but to me, it seemed to be conspicuous by its absence.”
“Still, Secretary LaHood should be commended for his intent to pull off this conference before he left office, and his staff gets bonus points for pulling it together at warp speed. And, as I mentioned at the end of my presentation on bicycle education, I look at this event not as a one time effort, but the beginning of a renewed effort throughout Florida to make bicycling safer and more enjoyable effort in Tampa, and throughout the state.”
The following post comes to us from TransitMiami reader Emily Eisennhauer. Emily is a PhD Candidate in the Department of Global & Sociocultural Studies at Florida International University. She is working on her dissertation titled “The Construction of Socio-Ecological Vulnerability to Climate Change in South Florida”, which is examining how governance [...]
The following post comes to us from TransitMiami reader Emily Eisennhauer. Emily is a PhD Candidate in the Department of Global & Sociocultural Studies at Florida International University. She is working on her dissertation titled “The Construction of Socio-Ecological Vulnerability to Climate Change in South Florida”, which is examining how governance networks and residents are thinking about Miami’s future under the threat of climate change, particularly sea level rise. Emily writes her own self-titled blog on the sociology of sustainability and climate change in Southeast Florida, where the following was originally posted.
Two tricycles, recently tuned up for the seniors at Bay Oaks – Miami’s historic retirement residence – gone. Broad daylight. The tricycles were locked and hidden from view behind a gate on the private property of the non-profit old folks’ home, just this week; just before any of the residents [...]
Two tricycles, recently tuned up for the seniors at Bay Oaks – Miami’s historic retirement residence – gone. Broad daylight. The tricycles were locked and hidden from view behind a gate on the private property of the non-profit old folks’ home, just this week; just before any of the residents got to ride them.
Who does this?
Most of us have had a bike, car or other means of transportation taken from us.
It’s horrible. Violating. Nightmare and rage-inducing.
I’d like to believe there is a special place is Hell for such individuals, but the optimism is fleeting.
And then my friend told me about the BikeSpike.
How we used to (try to) prevent bike theft:
- Register your bike’s serial #. Keep insurance, any proof of purchase, up to date pictures.
- Paranoia. Only park in secured, enclosed Bike Corrals, bike valet or else use your local bikeshare program.
- Find your bike locked with a flat? Don’t leave her behind! It could be a trick!
- Just ride a really crappy bike! Or ugly one. But, but… why??
- Sign every Petition asking eBay and Craigslist to require serial # posting with ads. (I did.)
now really, really soon, there’ll be app for all that: The BikeSpike. It’s definitely the future of bicycle theft prevention. Let’s help get there faster.
“Spike your Bike with the world’s smallest GPS chipset with built-in antenna, an on-board accelerometer, and a connection to a global cellular network.”
Basically, the BikeSpike is the ‘Find My iPhone’ for your bike that we’ve all been waiting for. More than just allowing you and your local PD to track down your stolen wheels….
- You’re at work. Someone knocks your bike over – at your house. You get a text message.
- Your favorite city bike planner needs you to list all the places you ride so he can defend your safe-ish routes. You can share your data.
- You want to keep track of your training stats and compete with friends on your team who supposedly hit 35 going up the Bear Cut Bridge this morning. Um, yeah. BikeSpike tells the truth.
- In the event of a collision, the BikeSpike knows you’re down before the driver can even get away. Calls 911 plus your mom/significant other/roommate or whomever you designate.
- On a happier note, your many fans can follow your progress in a race, and thus can catch you at all the good cheering points. It fits all aero in a spiffy custom carbon-fiber bottle cage.
Wives, moms and boyfriends: The only way to make sure you get one for your beloved bicyclist is here. Early Bird price is temporarily $149. Why not get one for your favorite TM writers?
And if you’ve lost all hope, just remember: Sometimes, the good guys win!
- Bike Advocates Rule
- Craigslist Victory + High Speed Chase in the Pacific Northwest
- Lost & Found, Take 5.
- Local Hero, theMiamiBikeScene.
- Bike Love, the movie.
Keep your two (& three) wheels safe!
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- Transit Miami > bicycles