This is what happens when Namby Pambies from the suburbs move into ritzy urban dwellings. I have a feeling these are the same people that sue over blocked views and drive from one parking garage to the next.
“You move to the beach, expect some salt on your windows.”
-Alan Hooper
At least the local politicians are being realistic:
“Let me get this straight, people moved into a place called Symphony House and are complaining about music?” (Mayor Jim Naugle) said. “You shouldn’t expect to open your windows and hear birds chirping. This is a city.”
I’m excited to see such debate occurring on the previous land usage post. As evidenced by the discussions you all brought up, the area and statistics of the greater Miami region are very debatable, a problem we’ve compounded by the fractioning of municipalities in the region. What is important is to analyze the density of the regions highlighted in the map. A city may have a large population, but have hundreds or thousands of miles or urbanized sprawl. What is important though however is that we address our density, building up properly on our urbanized land to create sufficient density for public transit options to actually work. This brings us to the next point in this discussion: The Miami Streetcar.
Amidst an unprecedented building boom and surge in urban dwellings and living, the Miami streetcar could possibly serve as the catalyst to properly link some of the densest regions of the city, making the urban lifestyle a reality for a greater portion of our population. The time to incorporate such a significant piece of the urban lifestyle puzzle would be now; before the condos are completed, before the urban dwellers move in, and to serve as a guide for further dense development. Unfortunately, some city commissioners are blinded, rather flat out ignoring, the true benefits of the streetcar along Miami’s most promising neighborhoods:
Sarnoff said the Streetcar was too expensive and would be used to fuel more overdevelopment in areas already overwhelmed by high-rise residential condos. He argued that a fleet of environmentally friendly circulator buses would better serve the city at a much cheaper price.
Is this guy joking? Areas overwhelmed? I’m sorry we might disrupt the calm village like quality that every CBD is supposed to embody. This is what happens when we continue to allow ignorance to exist in our local government. It’s not about providing a benefit to local developers; it’s about creating an urban lifestyle that area residents are craving. The environmentally friendly bus idea is beyond ridiculous. Let’s spend $600,000 a pop on a hybrid “circulator” bus which will a) do nothing to enhance the urban fabric of the community or route b) realize far less ridership numbers than the streetcar could easily guarantee c) make urban life next to impossible for everyone not living within a few blocks of the metromover d) be a gigantic waste of money e) be the worst idea I’ve ever heard and f) continue the terrible parking garage pedestal and further increase area traffic because countless studies always conclude that there is a permanent negative stigma towards buses in the United States.
What irks me is the desire to kill a project even before the facts have been heard. This guy is a lawyer, not a transit planner, engineer, or urban planner. He’s behind ecologically friendly construction in the city but knows little of how to actually create a greener city (here is a hint: it involves making the city denser, easier to walk, and has abundant public transit.) He ran against bad government but is suddenly the epitome of the bad government decisions we are trying to fight. Now, don’t get me wrong this isn’t a tirade against Sarnoff, but rather against the thought process, given the real facts, on the Miami streetcar…
The County’s zoning and planning department must not have too much urban planning experience. The board blatantly does not understand the transit oriented development concept and instead chose to bow down to the heeds of the Coconut Grove NIMBY force. In case you aren’t aware, the CCG NIMBY Coalition is against density, height, and growth, but typically still wonders why the Coconut Grove Central shopping/business district is nearly vacant and not bustling with activity. (Note: they are also against expanding the UDB for further sprawl, but refuse to allow such development that would prevent it from happening in the first place.) In an effort to prevent further traffic, the NIMBY Coalition of the Grove sought to severely scale down the density of a proposed transit oriented development at the Grove metrorail station, opting instead for shorter buildings with more parking spaces. So let’s get this straight, in order to combat further traffic issues they are fighting to bring more parking to a new development that will be adjacent to a transit station? Sheer stupidity. The US-1 corridor is primed for denser development with fewer parking spaces to force use of alternative means of transportation throughout our neighborhoods including walking. Just in case you were wondering here is the definition of a transit oriented development:
Transit Oriented Development is the exciting new fast growing trend in creating vibrant, livable communities. Also known as Transit Oriented Design, or TOD, it is the creation of compact, walkable communities centered around high quality train systems. This makes it possible to live a higher quality life without complete dependence on a car for mobility and survival.
Hence my initial remarks on the zoning department’s actual planning experience. Below is a copy of the story from the Miami Today:
HEIGHT FIGHT: A developer’s plan to build a 250-foot, 25-story residential and commercial tower on 5 acres next to the Coconut Grove MetroRail station at US 1 and Southwest 27th Avenue is being scaled down by the county’s planning and zoning department. County officials were expected to detail their proposal to limit Coconut Grove Station Development’s tower to 19 stories and 200 feet at the Rapid Transit Developmental Impact Committee Wednesday (11/24). The county also wants to reduce density and increase parking for the project, which has triggered seven years of debate.
At least this comment is right on the money. Too bad reason goes in one ear and out the other over there:
Anonymous said…
Fifteen story buildings are way too short for a parcel next to a transit stop. You’re not using the land efficiently. The mixed-use towers sounds like a much better plan. Having the retail conveniences so close to the station will be excellent for ridership, not to mention curbing urban sprawl and building responsibly. Dense urban infill is the way to go.
January 23, 2007 9:38 PM
The reoccurring theme lately has become centralized on the opinion of the public with regards to community projects. Community involvement opposition recently has driven many projects in directions that most city planners/urban developers would not necessarily agree with and Sweetwater is no exception. The architecture department at Florida International University has created a master plan to help transform Sweetwater from just another suburban residential enclave to a self sustainable college town that together with the university can continue to grow mutually to serve all area residents needs. Needless to say, the city opposes any change, especially change that could involve bringing the metrorail into their area.
Given the ridiculous opposition, one would assume that the FIU architecture department proposed to integrate mammoth sized buildings in the single family home neighborhood. However, the FIU plan would begin to slowly transform Sweetwater to better suit it and the college, by providing a sort of center where denser housing, government jobs, public services, and parks would be located. The growth would help to sustain the city tax base and would be a boon to the local residents by drastically improving the connection between the school and the city. It would also help minimize the impact of metrorail on the surroundings by creating a more densely urbanized area where the train would arrive.
The fact of the matter is that Miami residents seem very opposed to change. Understandably, most people do not trust the local government entities to make sound decisions on growth and development in the area given the track record of abuse by developers and city/county officials. I’m certain, however, that with the aide of the University’s school of Architecture, the city residents could work together with planners to lay a better foundation and identity for their city…
Somehow, I told you so, just doesn’t quite cut it. Here is a comment I posted a few hours ago, in response to a anti-growth Coconut Grove comment made earlier:
Transit won’t solve these issues on its own; it must be coupled with intelligent growth, which definitely isn’t being supplied adequately by the Grove Activists or Developers…
Now, don’t get me wrong, I am in no way shape or form excited that the Home Depot is moving forward with its plans in Coconut Grove. It just goes to show how we end up with terrible planning in this city when the two extremes never settle upon a happy medium. Grove Activists fought the Home Depot for 2 years, while the popular home store bent over backwards in making its store fit in with the “village vision” of the Grove Residents. The store, designed by Local architect and Grove Resident (I believe) Max Strang, will probably never come to fruition, with its designated truck delivery zones, multi-level parking and stores, new Milam’s Market and Pharmacy, and Bahamian influenced design. In the end, we still get nothing but a terrible catastrophic strip shopping center in the heart of a vibrant community. All because one side never decided that in order to settle, they would have to make some concessions. Now, instead, we all pay the price of so truly terrible traffic, parking, and just deplorable planning…The Grove says no? Try again…
The Grove First website…
More info on what was GroveGate, click here…
Published in Coconut Grove,
Half-Penny Sales Tax,
Metromover,
Metrorail,
Miami-Dade County,
NIMBY,
PTP,
Sarnoff,
Traffic,
Train,
Transit and
Transit Oriented Development .
I’ve shared my discontent on the people’s transportation plan (PTP) on more than one occasion on this site. I’ve also spoken of the nimby-like behavior of the grove residents who oppose any project which crosses their path but at the same time complain about a dearth of parking in their area. Today, I’ve decided to combine the two issues somewhat and present a set of alternative plans that I believe would benefit our community and would satisfy the delicate aesthetic needs of coconut grove residents. Below are three quick renderings I created (please pardon the terrible quality) of the region with possible public transit routes superimposed.
- This plan is the simplest, least intrusive, and cheapest alternative. The plan calls for the dismantling of the Omni loop of the people mover system in downtown once the Miami Streetcar becomes operational. I’m figuring that the omni loop will be rendered useless once the streetcar is completed seeing that they essentially cover the same part of the city. The salvageable tracks, vehicles, and station components can then be used to create a new Coconut Grove Loop People Mover system. The CG loop would be approximately 1.65 miles long, just slightly longer than the current 1.45 mile Omni Loop. The loop would be able to transport people quickly and effectively from the Coconut Grove Metrorail station along US-1 to the more pedestrian friendly areas of the grove, office buildings along South Bayshore Dr., City Hall, and the vast network of bay front parks. This option would be good for bringing people into the Grove from other parts of the county, but would not prove as useful for the majority of Grove residents. The plan also concentrates the public transit on the densest part of the grove and along the bustling 27th Ave. corridor.
Key Stops: Coconut Grove Metrorail Station, City Hall at Dinner Key, Shops at Mayfair
- This plan focuses more on a public transit system which would service the Coconut Grove community as the southern terminus for a North-South 27th Ave. Streetcar or LRT. The proposed system would be far more useful than the 9 mile northern extension which is currently planned and underway for Metrorail because it invites better urban growth to occur at the street level along the avenue. The Northern terminus for this transit line would be at Joe Robbie Stadium (Dolphin Stadium) and would travel through Opa Locka, West Little River, Brownsville, Little Havana, and Coconut Grove neighborhoods. It would provide two links to the Metrorail (CG and Brownsville.) This plan would allow for greater development to occur along the 27th Avenue corridor bringing some much needed density to the area. The much debated and contested Carlos Rua project at the Coconut Grove Metrorail station would be one such example of the type of development we would want to encourage (with less parking.) Transit Oriented Developments such as the Rua project are essential to make our transportation networks succeed. Situated along the primary N-S route in the city (US-1), a major avenue (27th Ave.), and our only form of public transportation, this project is hardly out of context with its surroundings and what we can expect of the region in years to come (Perhaps the height is excessive, but the density is of critical importance.)
Key Stops: Coconut Grove Metrorail Station, Dinner Key, Dolphin Stadium, MDC Inter-American Campus, Opa Locka, Coral Way Corridor
- The last plan focuses on implementing a streetcar or LRT which would travel through Coconut Grove from the Brickell Metrorail station. This plan focuses its attention on the needs of the Coconut Grove area, bringing pedestrian traffic and growth to the areas which can support it best. It would also best serve the needs of the area residents in getting to their local town center which is already facing major parking issues. Traveling through South Bayshore Drive, the streetcar would service areas we designate as pedestrian friendly. It services the dense housing units in the area, waterfront offices, shopping areas, Hospital, and parks. A project like this would greatly benefit from further dense (not necessarily tall) growth to occur along the corridor (perhaps the Related Group’s Mercy project wouldn’t seem like such a far fetched idea.) The streetcar would service both east and west grove and create a center for the community (at Mayfair) which is easily accessible to most via the public transportation. Heading westward, the line could travel through the Village of Merrick Park before terminating at the Douglas Road Metrorail station.
Key Stops: Mercy Hospital, Dinner Key, Shops at Mayfair, West Grove, Brickell Metrorail Station, Southern Brickell, Village at Merrick Park, Douglas Road Metrorail Station
I created this above analysis to show that there are a multitude of public transportation concepts which could be implemented in the Coconut Grove area which would not only serve the needs of the area residents but would benefit the entire community. Grove residents should open their minds to development which will enhance their community (I’m not saying to fully accept the Related Group, Home Depot, or Carlos Rua projects) but they need to take a different approach when considering the type of development that will occur in their area. Bringing density to their town center and major thoroughfares like 27th Ave, Grand Ave, and South Bayshore Dr. will keep the charm of the grove intact while also providing a support nucleus which will keep places like Mayfair up and running. This will help reduce the demand for area parking once we recreate a community which is even more navigable for pedestrians rather than vehicles.
As for the PTP, I can only say that we are headed in the wrong direction. Metrorail is an antiquated and extremely costly form of public transportation. We need to embrace a cheaper form of public transit in order to be able to compete with the handful of other US cities which are also vying for federal funding. At the same time, we need to create a system which will satisfy the needs of as many citizens as possible and provide the greatest amount of uses for the community and area re-development.
Florida Lawmakers are coming up with a great plan to have tourists subsidize mass transportation projects in south Florida by a new
$2 per day tax on all rental vehicles. We believe this is a great idea, which will in the end help us all, including the tourist sector. The measure would have to be approved by Miami-Dade, Broward and Palm Beach voters in next November’s elections. Approximately $42 million can be raised annually and will be used to gain further federal funding for the
South Florida Regional Transportation Authority (SFRTA, which manages Tri-Rail.) Future plans could include a rail link between the three airports, commuter rail along the
FEC corridor, or some Light Rail Transit Opportunities.
This is a win-win for all residents. Any of the options listed above would spur vast economic growth along the rail lines. We would see more Transit Oriented Development occur where we need it most and would see a greater amount of our residents relying on public transportation. This sentiment isn’t shared by all however, some
Broward NIMBY’s (not in my backyard) are already challenging measures to bring commuter trains to the FEC corridor. With gas at $3 per gallon, I don’t know too many people who would like to sit idling on I-95 for hours everyday, why not consider alternatives people!
The next SFRTA meeting is set for Wednesday night at the Gwen Margolis Community Center in North Miami…
The sidewalk first appears awkwardly (I’m not sure that word does justice here) about 20-25 yards from the street behind another parking lagoon. If this doesn’t symbolize walking as an afterthought in this community I don’t know what does.
More discontinuity that ruins the street. The sidewalk reappears in the middle of this parking lagoon flanked by what else, cars.
Another awkward stretch of sidewalk flanked by a gas station and huge swath of asphalt, which serves one main function: allows cars an excessively wide turning radius from Bird Rd.
This enormous chunk of asphalt adjacent to EZ Kwik is such an eyesore it makes me sick to look at. The city recently put in a speed bump on the corner of Bird just keep cars from using this space to evade traffic at the light. Talk about putting a band-aid on a stab wound.
Just past EZ Kwik, the sidewalk suddenly disappears again, forcing pedestrians to walk across a sand and gravel wasteland.
After getting back on the sidewalk again, one comes to this mini office park that warns pedestrians to watch for cars. Shouldn’t it be the other way around?
More discontinuity. After being steered into a jungle-like setting, the sidewalk is again fragmented by a parking strip – far from the street by the way.
After reappearing, the walk finally terminates at US-1. The trash isn’t always there, but a greater pedestrian presence would require sidewalk cleaning to be more consistent.
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