Archive for the 'Metrorail' Category

Miami Needs a Comprehensive Farecard System

Published
by
Ryan Sharp
on May 14, 2007
in Farecard, MTA, MetroCard, Metropass, Metrorail, Miami, Miami-Dade County, Miami-Dade Transit and metrobus
. 4 Comments
On my way to work recently, I encountered something that aggravates me to no end: out-of- order token machines. And it’s not like just one of them is out-of-order - ALL OF THEM. This pretty much causes chaos at the particular station, making life hell for security guards (as well as shifting their focus from what they should be doing). Sometimes they will try to give you change, but most times they are stuck letting people through without paying a fare.

This level of service is completely unacceptable, yet it seems to happen much too frequently. The bottom line: we need a legitimate farecard system. It’s such a pain in the arse to walk around with pockets full of change or having to break larger bills to get tokens. This is a big money loser for MDT as well; I wonder how many people are allowed through without paying their full fare (or any fare) because of a system breakdown like this?

I know one thing for sure, I would ride Metrorail more often during months I am without a Metropass if I wasn’t hassled by the payment options of the current system. If I don’t have any tokens left, or no $1 or $5 bills, I’m stuck either breaking a larger bill at a store for a pack of gum, or finding an ATM, taking out $20 (plus $2.00 service fee), then finding a store to break my $20 on a pack of gum so I can ride the Metrorail. I’m sure thousands of other people go through similar ordeals so they can ride. Perhaps thousands of choice riders stay away because of such inefficiency.

For example, let’s use New York’s MetroCard. If I don’t own a car and I plan on using subways and/or buses for most trips, I’ll buy a monthly card (similar to Miami’s Metropass) for about $76 dollars, which allows for an unlimited number of rides that month. However, unlike Miami’s Metropass, if I ride my bike to work sometimes I may not need to spend $76 for an unlimited monthly card. I could then buy a Pay-Per-Ride MetroCard (from automated kiosks, by the way), and pay only half as much as a monthly unlimited card. Moreover, I can refill the card as needed, and can use it to pay for up to four people at a time. This would make life easy when family visited, because instead of renting a car or dealing with the hassle of change/tokens for each member, the host could use their farecard to pay for family/friends. Or, depending on how long your family/friends are staying and how much transit you intend to use, they could each purchase unlimited day ($7) or unlimited week ($24) cards. This would give us total transit freedom and eliminate payment hassles. Transfers between transit lines/modes would be free under most circumstances mentioned above. Even for non-transit riders, this means fewer cars on the road because tourists and visitors would feel less obliged to rent cars (thousands of cars on Miami roads each day are rentals).

For anyone who wants to voice their displeasure with our inefficient, antiquated fare system, click here.

MDT Planning Dementia

Published
by
Gabriel Lopez-Bernal
on May 1, 2007
in Metrorail, Miami Intermodal Center, Miami-Dade Transit, North Corridor, PTP and Urban Planning
. 7 Comments
I opted to skip out on writing on last week’s revelation on the progress of the north corridor thinking that I’d have enough time this week to cover the story; little did I know that my week would quickly become so complicated, but I’ve finally found some time to address the issue.

MDT has gained federal approval to begin land acquisition for the next branch of the metrorail line. No, I’m not talking about the much needed east-west extension, but the north extension, rising along 27th avenue from the current Northside station to Dolphin stadium adjacent to the county line. Despite the fact that the east-west corridor was originally planned in the 1980’s, the north corridor has somehow taken precedent over the more vital link. The seven proposed stations along the $1.3 Billion, 9.5 miles North line include: a second ridiculously close northside station, MDC North Campus, Opa Locka (just out of reach of the airport), 163 St and the Palmetto, 183 St and Miami Gardens Drive, Dolphin Stadium, and Calder Race Course at County line.

I am obviously disturbed that the North extension is proceeding before the even more crucial east-west corridor is constructed. What irks me most is that MDT is spending millions of PTP money to construct yet another N-S rail link, even though the line would essentially parallel the existing Tri-Rail route. At the same time, the SFECC is working to provide a third N-S rail link, funded by the FDOT, along the FEC corridor, while the USDOT is working on a plan to add managed lanes to I-95, despite a multi million dollar unused FDOT project which sought to add a controversial yet proven Ramp Metering system. Seems unreasonable? I think so, especially when it becomes apparent that our layers of government are effectively working against each other to solve a common problem.

I hate to see things in such a grim manner, but I can’t foresee the north corridor garnering enough riders to justify its’ construction. With competing government entities working to improve existing rail and road routes, the north corridor is seemingly becoming the next white elephant of the metrorail system. On the plus side, it will connect Dolphin stadium with a direct transit source which should garner us at least 7 weekends of extensive use (twice that when UM finally heads North too.) Aside from the northern 2 stations, however, the southern five are awkwardly placed at best, running across mainly industrial and single family home neighborhoods; areas generally not geared to handle the addition of such a major transit line.

My main concern is the $800 Million we’re working to receive from the US government. Considering this is the first project to be partially funded by the PTP, we need to construct a line that will generate the ridership and daily passenger use which will help us to further guarantee more federal subsides for our remaining metrorail lines. A failure so early into the PTP could effectively jeopardize federal funding for the east-west corridor, Baylink, or any other major transit route in the county. And, with so many other cities vying for the same funds while planning considerably cheaper projects using LRT or streetcars, the cost benefit ratio for such a large project will be hard to justify…

Update: Speaking of funding issues…

Published
by
Gabriel Lopez-Bernal
on April 25, 2007
in CSX, DMU, East West Corridor, Kendall, Metrorail, Miami-Dade Transit and Traffic
. 6 Comments

I decided to post Steven’s excellent recap of yesterday’s meeting regarding transit along the Kendall corridor. I’m glad someone was able to attend to share this with us:

I was able to attend the meeting tonight at the “Kendall Village” location. First and foremost, I would like to say that the location is a bleak reminder to what we need to avoid in planning. It is essentially a big mall that is offset from the main roadway and is a huge waste of space. As I walked through the area I couldn’t help but wonder how much different the place would be had there been another level or two with low cost apartments rather than the community-like environment they were trying to achieve by putting roads through the middle of the mall.

Anyways, on to the meeting!
The room was surrounded by pictures depicting different various transit alternatives ranging from BRT to Heavy Rail to DMUs. Next to the large pictures of these different transit technologies were maps depicting route alternatives with charts depicting cost vs. ridership predictions vs. effect on traffic. Additionally there was a table where they were showing traffic analysis of the Kendall area should the alternatives actually be constructed. We were also able to talk with the different planners about the different portions of the projects.

The actual meeting portion started with a representative of the project speaking to the group about where in the stages of development they were (presently in the alternatives analysis part). The different alignments were as they are presented on the website and are listed as follows:

East-West
1. Exclusive Right-of-way BRT down the middle of Kendall Drive from US1 to Krome Ave.
2. Metrorail or Heavy Rail down the middle of Kendall Drive from US1 to around 152nd Ave.
3. Exclusive Right-of-way BRT from Dadeland North Metrorail down SR 874 to Kendall and then out west to Krome Ave.
North-South
1. Heavy Rail or Metrorail extension from FIU to 152nd Street
2. BRT running from FIU down Coral Way to 137th Ave and then south to 152nd Street
Alternate
1. CSX alignment running DMUs (Diesel Multiple Units) from MIC to Metrozoo
2. CSX alignment running DMUs from MIC to Tamiami Airport

The main differences between the CSX alignments are where stations would be placed and how frequently trains would run and if double tracking would be an option.

The floor was then handed over to another member of the planning team who discussed traffic concerns. During his presentation, many interruptions took place in the form of audience members questioning what was being presented. Such things sparking debate and uproar from the crowd was the amount of time that a gate effects traffic flow being only 45 seconds. Additionally, on a model they produced based on actual traffic numbers, several members of the crowd spoke in disbelief that the numbers were accurate. Prior to the completion of the presentation and opening of the floor to questions, someone in the audience interrupted repeatedly asking what percentage of the people in the area would benefit from the construction of a heavy rail alternative.

When the floor was opened to questions, a group of citizens had claimed a 9 minute block of time to present on how they were displeased with the CSX alternative and how it would be inappropriate. Their presentation was fair and well produced. Unfortunately what followed the three person presentation was more complaining about the CSX corridor and how it would keep people awake at night as well as block traffic among other things. Very little was said about Metrorail, but some were obviously for it while others were clearly against it. One woman said that the only way that she would support it coming down Kendall is if she were compensated for it obstructing her view.

The people complaining about the CSX issue pretty much dominated the entire meeting from the middle of presentations all the way to the very end. One threatened a class-action lawsuit should it be considered in the Final Environmental Impact Statement. Many called for the heads of the planners and made claims that they were incompetent and unprepared for the meeting, in spite of the fact that we are in the alternatives analysis phase and alignments are only now starting to be considered.

I figured the CSX issue would dominate the conversation, seeing that a) people here are against any at-grade rail options because it would further hamper their vehicular commute and b) there are far too many houses built along the rail corridor, another example of planning gone amiss. Lucky for us, Florida Law prohibits any sort of compensation requirement for “blocked views.”

Published
by
Gabriel Lopez-Bernal
on April 24, 2007
in BRT, CSX, Kendall and Metrorail
. 1 Comment

The Miami Mentality still going strong:

However, some opponents of the plan say it would only worsen traffic.

“This interferes with east west traffic on all corridors between [Southwest] 152 street and the Miami Intermodal Center, said Erick Moffett. “It also impacts several avenues north and south.”

Right, transit will make the situation worse for us because it will interfere with east-west car travel. You know, never mind the fact that the east-west travel could ride the train instead, that would be too practical… I’ll touch some more on the subject later…

Click Here for the CBS 4 Video.

Let’s Plan!

Published
by
Gabriel Lopez-Bernal
on April 24, 2007
in BRT, CSX, Community Meeting, Kendall, MPO, Metrorail, Miami-Dade Transit, Planning and Tri-Rail
. 0 Comments

The MPO is looking for public input concerning future transit options in the Kendall area. Proposed options include an extension of metrorail, BRT, or extending tri-rail further south through the existing CSX tracks…

Sorry for the short notice, but, the meetings are today and tomorrow:

Tuesday-
6-8 PM @ Kendall Village Center

Wednesday-
6-8 PM @ Country Walk Homeowners Association Clubhouse

For more information on the project, click here. I will not be able to attend, but, if anyone can make it out and would like to share what happened and what the most common residents concerns were, please e-mail us: movemiami@gmail.com.

The Incredible Potential of Biking in Miami

Published
by
Ryan Sharp
on April 23, 2007
in Bicycles, Coconut Grove, Greenway, Manny Diaz, Metrorail, Miami, Transit and bike lanes
. 3 Comments
I’m convinced that bicycles will play a major role in Miami’s transportation future. Why? Because biking can act as a major facilitator bridging the gap between driving and walking, especially within moderate proximities to transit. Biking is much faster than walking, but non-motorized. However, I have not seen the vision to make this happen yet.
On my way to Coconut Grove station recently, I noticed a flyer promoting a forum for county residents to come comment on a proposed enhancement project to the southern tier of the “M-Path”. I immediately thought this was a horrible idea, and regret that my frenetic schedule did not allow me to attend this forum. This is the kind of project that should be pursued only after you have a thriving, comprehensive mass transit system, city-wide latticework of bike lanes/greenways, and an outstanding pedestrian realm. Not only do I believe this project lacks vision, but it is redundant. Instead of encouraging people to ride bikes under the metro’s only rapid transit line, emphasis should be on connecting neighborhoods and thoroughfares to transit stations.

A good example for realizing such a system can be found within the 27th Avenue beautification project, which should be finalized in the next couple months. I find this to be one of the most encouraging, visionary projects in a long time in Miami. The concept is simple: implement bike lanes on 27th Avenue, between US-1 and South Bayshore Drive, giving bicyclists a dedicated right-of-way from the bay to the Metrorail. Of course the improvements in the pedestrian realm are also much needed and will certainly enhance the corridor from that aspect; however, the biking infrastructure will make the prospect of riding transit much greater for those living near 27th Avenue and >0.5 miles to a transit station.

With the bike lanes, cyclists could get from Tigertail Ave to US-1 in five or six minutes riding at a leisurely 10MPH pace. From near the Bird Ave intersection it could be even quicker. With additional bicycle parking at Coconut Grove station (and of course, at all stations), someone living in the South Central Grove could be on the platform waiting for the train in just 7-10 minutes, consistently, without ever having to worry about traffic, parking, or gas. Moreover, during rush hour trains run about every six minutes and the ride from Grove station to Government Center is less than 10 minutes (only 6 minutes to Brickell.)

This model should be adapted for the following streets, at a minimum:

  • SW/NW 27th Avenue
  • SW 37th Avenue
  • SW 57th Avenue
  • SW 72nd Street
  • SW 88th Street
  • SW 67th Avenue
  • SW/NW 12th Avenue
  • NW 20th Street
  • NW 79th Street
  • Coral Way

    • If a plan like this was to be implemented, thousands more citizens would have easy, fast access to Metrorail stations. With ample bicycle parking available at each station, riders would have the option of bringing the bike aboard and using it after they reach their destination, or they could park it for free and not have to worry about lugging it around the office.

    This also has the potential to significantly reduce congestion on these thoroughfares, especially during rush hours . Under the current system, massive park-n’-ride lots are designed to encourage people who want to use Metrorail, but cannot easily (or quickly) get there by walking, to drive to stations. Then, they are faced with $4.00 parking fees. Biking to the stations instead would eliminate these issues.

    Furthermore, if Mayor Diaz really wanted a world-class Green Policy, he would embrace this plan by requiring all new commercial buildings in the CBD and Brickell to provide bicycle parking and locker rooms with showers so riders could clean up before work if necessary. Toronto has amended its zoning laws to require that new large-scale developments provide storage and showering facilities for bikers. Given the excessive parking requirements currently mandated by the City, I don’t think it would be too much to ask to provide these bike-friendly facilities - at least if you really care about sustainable transportation and traffic reduction.

    Lastly, providing the bike infrastructure has inherent benefits even without everyone using it to connect to transit. Biking presents a fast, efficient, dirt cheap transportation alternative to the automobile. If you use 10MPH as an average biking speed, one could go from Downtown Coral Gables to Downtown Miami in just 20 minutes; it would take just seven minutes to travel one mile. This is significant, given that nearly two-thirds of trips under one mile are taken by the automobile.

    This is part II in a series on biking in Miami. Part III will look more specifically at some potential routes…

    15 Seconds of Transit Fame

    Published
    by
    Ryan Sharp
    on March 15, 2007
    in Metrorail, Miami, Miami-Dade County, Miami-Dade Transit, PTP, Transit and metrobus
    . 3 Comments
    Go Miami-Dade, the People’s Transportation Plan newsletter, is offering the opportunity for transit riders to be profiled in the next issue of the newsletter. This month’s newsletter states:

    “How would you like to be profiled in the next issue of Go Miami-Dade? If you’re a regular transit rider, we’d like to share your story about why you take the bus or train. Passenger profiles will feature a photo and brief interview. To find out how to be the subject of a passenger profile, please contact us at Gomiamidade@miamidade.gov or 305-375-1278″.

    Report: Transit Ridership at Highest Level Since 1957

    Published
    by
    Ryan Sharp
    on March 13, 2007
    in APTA, Light Rail, Metrorail, Ridership, Streetcar, Subway, Transit and metrobus
    . 1 Comment
    APTA (American Public Transportation Association) just came out with a report citing 2006 ridership figures. Among the findings:
    • More than 10 billion trips taken on bus and rails in 2006 nationwide
    • 2.9% increase over 2005
    • Highest levels of ridership since 1957
    • Ridership nationally has increased by 28% over the last decade
    This is great news and again proves that even without first-class transit systems in every city, people still are willing to ride transit. Just imagine the ridership gains if all of our major cities did have first-class transit systems.

    APTA president William Millar stated in the article, “Certainly a lot of the growth last year was with the high gas prices”. This offers more support to raise our gas taxes. This may be especially necessary for the future of South Florida transit, given cutbacks in funds the region could see if the proposed property tax rollback bill is passed. Raising gas taxes will better represent the true cost of oil, encourage more people to ride transit, and generate millions of dollars to improve transit.

    Jonesing For Quality Density

    Published
    by
    Ryan Sharp
    on March 13, 2007
    in Allapattah, Density, Land Use, Manhattan, Metrorail, Miami and Upper West Side
    . 12 Comments

    I thought it would be a good idea to provide a visual of how auto-centric land use destroys the urban continuity of a neighborhood. The above picture is an aerial photograph of Manhattan’s Upper West Side between 83rd and 86th streets, while the bottom picture is an aerial of Miami’s Allapattah neighborhood between NW 23rd and NW 27th St. It is amazing how much land is wasted to provide parking in the Miami photo - you’re looking at almost a 1:1 ratio of square footage allocated for parking to square footage allocated for housing. Much of this land could have been used to build more affordable housing units, which is obviously in high demand throughout Miami-Dade. And, before you cry foul, this development is located only five blocks from the Santa Clara metrorail station.

    Also, notice how the compact nature of the New York neighborhood saves massive numbers of acres to be allocated to parks and open spaces nearby (Central Park). If the Upper West Side, as well as the other other neighborhoods that surround Central Park, were designed in a similar form as the Allapattah development, Central Park would not be possible as we know it, because the land just would not be available.

    Moreover, the density in the Upper West Side affords small, independent, non-chain retail to thrive. So many people live within one square mile that it becomes possible to have several stores offering similar categories of merchandise within the same block, as well as on every block. Consequently, residents can find everything they need on their own block, in turn cutting down on demand for long distance trips and sustaining small businesses versus regional retail as in Miami.

    Throughout most of Miami-Dade County, densities are too low to support this kind of small business on every block. As a result, regional retailers (often big box or chain) stand alone catering to populations within multiple-mile-radii. Of course, this requires most people to access these regional retail centers by automobile, which leads to bad city codes requiring the kind of auto-oriented land use in the picture above. This leads me to my final point…

    The Upper West Side, a rather high-income neighborhood, affords people to eschew car ownership (over 75% of residents in the Upper West Side don’t own cars), which easily leads to savings of several thousands of dollars a year, while the low-income residents of Allapattah continue to be compelled to an auto-centric paradigm.

    I could go on foreover about the positives of density, given quality urban design of course. However, for this post I wanted to focus on the visual.

    Auto Oriented Development

    Published
    by
    Ryan Sharp
    on March 12, 2007
    in Coconut Grove, Grove Station, Metrorail, Miami, Miami-Dade Transit, Parking and SW 27th Avenue
    . 5 Comments

    Somehow in all the posting Gabe and I have done over the past week, we failed to mention the recent developments regarding the Coconut Grove Transit Village project.

    This last Wednesday, the Planning Advisory Board voted unanimously to recommend the City Commission not approve county-drafted zoning standards for the project. According to Chairwoman Arva Parks Moore, the standards for the project site were too general in that they did not include maximum limits for square footage or a minimum for residential units. Certainly the Grove NIMBYs were elated by the PAB’s vote, given their fervent contention that the two proposed mixed-use buildings were either way out of scale with the surrounding neighborhood at 19 stories, or missing key standards. While I am all in favor of high density development on this site, as well as adjacent to all metrorail stations, upon closer examination this project will be a disaster if built according to current specifications.

    And no, I’m not referring to the height of these buildings - I’m referring to the massive amount of proposed parking. This project, proposed adjacent to a metrorail station and billed as a Transit Oriented Development infill project, is set to have a 611 space garage, 500 space garage, and 201 surface spaces. That’s over 1,300 parking spaces! Throw in the 204 surface spaces in the Grove Station’s park n’ ride lot, and you have over 1,500 parking spaces adjacent to a metrorail station that is two stops from downtown. Logistically, this is almost unfathomable. How can we expect anyone to ride transit in Miami when we keep building so car-oriented? Not only does this oversupply of parking induce travel to this location by automobiles and bastardize transit, it significantly increases the cost of the project and eliminates thousands of square feet that could have been used to build more affordable housing units.

    It’s simple - as long as these kinds of projects keep getting built, especially next to transit stations, the likelihood Miami realizes its potential to become more sustainable, more pedestrian-oriented, and more transit-oriented is slim.

    27th Avenue Makeover Update

    Published
    by
    Ryan Sharp
    on March 6, 2007
    in 27th avenue, Coconut Grove, Grove, Metrorail, Miami, Miami 21, NIMBY, Parking and Sarnoff
    . 0 Comments
    Tonight at 7:00 pm Miami-Dade County engineers will be presenting the most recent designs for the SW 27th Avenue improvement project to the Cocoanut Grove Village Council at City Hall. SW 27th Avenue should be one of Miami’s best streets, but it currently is in a sorry state. Come out and see whether or not the county has planned for a high quality urban avenue that will serve as a notable “Gateway to the Grove”, or if the avenue is doomed to an average future primarily catering to automobiles.

    The State of Our Transit Stations

    Published
    by
    Ryan Sharp
    on February 21, 2007
    in Carlos Alvarez, Coconut Grove, Metrorail, Miami, Miami-Dade County and Transit
    . 1 Comment

    While Mayor Alvarez is talking about elevated HOT lanes on I-95 and the PTP adding bus routes in the State of the County address, I was thinking in another direction: it’s time to make our Metrorail stations more accessible and pedestrian-oriented. This is of primary concern for stations along US-1, which serves as a barrier to anyone trying to use Metrorail from the south side of Dixie Highway.

    Take, for example, the Coconut Grove station. It should serve as one of the most important transit gateways in Miami-Dade County, but instead functions as an isolated entity. Countless times I have interacted with tourists at both ends of 27th avenue in the Grove, asking me where the Metrorail station is probably because a) it is effectively cut off from the neighborhood and b) there is little urban continuity between the station and Grand Avenue that is emblematic of a place where people walk and take transit. Check out the pictures below:

    Besides having to wait at least two minutes for the light to change, the man crossing the street (in front of white truck turning left in this pic) had to dodge a car turning right-on-red from southbound 27th avenue, then step in front of this line of left turn traffic, and this is just to get to the median. Once he gets across the street, he is flanked by a very large gas station and chaotic stretch of merge-lane, followed by this.

    The point is, better integration between Metrorail stations and adjacent streets and intersections is critical to the success of Metrorail, as well as realizing the pedestrian-oriented urban goals for Greater Miami. I guarantee there are people who would otherwise ride Metrorail but are turned off by either the prospect of crossing US-1 or the auto-centric environment of streets leading to the stations.

    Ghost of Transit Past

    Published
    by
    Ryan Sharp
    on February 17, 2007
    in Metrorail and Miami
    . 2 Comments

    In posts from long ago, Gabe had mentioned the “ghost station” that can be seen looking west from the southbound platform at Government Center Station. This station platform was built long ago to serve inbound trains from the west, that is, before the original east-west line was canceled as a result of ridership numbers that did not meet illusory ridership estimates.

    The Metrobus Blues

    Published
    by
    Ryan Sharp
    on February 13, 2007
    in Metrorail, Miami, Streetcar, Transit, bus, metrobus and rail
    . 9 Comments
    Here’s another reason why rail transit expansion should take precedent over bus-favored alternatives. This afternoon I hopped on the #11 bus FIU-bound from Government Center via Flagler St at approximately 4:20pm; at 6:53pm, I arrived at FIU. It took the bus two and a half hours to go about 12 miles. If you’re counting at home, that’s an average speed around 5MPH. To put that into perspective, the average human walking speed is about 3.5MPH, meaning at a fairly brisk pace I could have rivaled the bus on foot. Furthermore, Metrorail travels its entire 22 miles in roughly 45 minutes, for an average speed of about 30MPH, or 600% faster than the bus. You would think Sweetwater would be begging for a Metrorail station (or two).

    People talk about buses being advantageous to rail because of “flexible” routes, but nearly all routes are placed along arterial and connector roads that are the most susceptible to congestion (which, as we all should know, is expected to get much worse than it already is). Moreover, as we’ve mentioned a hundred times before, buses do relatively nothing to enhance the pedestrian realm, which is a major goal of the City of Miami, as well as Transit Miami. As Gabe said earlier, streetcars may not be guaranteed to significantly lessen traffic congestion, at least not immediately, but they are much more likely to do so than buses and they facilitate pedestrian-oriented surroundings so people have alternatives to driving everywhere.

    Manhattan has the most comprehensive subway system in the world, but if you’ve ever driven there, you know that doesn’t preclude the borough from heavy congestion. The point is, they have many alternatives and we don’t - which is partly why NYC is a world-class city and Miami is still a far cry away.

    The Airtrain Solution: Part 4

    Published
    by
    Gabriel Lopez-Bernal
    on February 12, 2007
    in Airport, Airtrain, Metrorail, Miami, Miami Intermodal Center, Transit, Transit Oriented Development and Urban Planning
    . 0 Comments
    Miami-Dade Transit’s own consultants [Not me, however see below] are concluding that a rubber-tired automated people mover that would run from the airport to the Miami Intermodal Center is a better option, according to a draft report obtained Thursday by The Miami Herald.

    It appears that my “Airtrain Solution Series” wasn’t such a bad idea to begin with. My main concern regarding this decision is whether it will be designed/built properly to accommodate most of the terminals rather than just one centralized station at the airport (you know, in an effort to cut project costs as usual.)

    More info on the vehicle maker, Sumitomo Corp…