Welcome to Miami – a city where civic advocacy and forward thinking can land you in jail if you’re not careful. Friday’s TransitMiami Park(ing) Day 2011 was a huge success; hundreds of visitors came out throughout the day to enjoy downtown Miami’s newest temporary pop-up park. Working in collaboration with the Miami Parking Authority, we transformed 10 on-street parking spaces into a tree-lined, shaded park, complete with moveable chairs, and a solar-powered mobile wifi hot- spot where folks were hard at work.
Railroad ties refashioned as bollards, and native trees in moveable planters formed the street edge, causing a noticeable shift in driving patterns along the 3 lane, southbound street. “North Miami Avenue usually feels like a highway,” said local resident Rosa Gutierrez, “people routinely go 60 mph here – you never see traffic this calm.” Local food truck vendors, artists and musicians were also there to celebrate the grassroots effort to reimagine the streetscape with something other than on-street parking, and numerous neighborhood and political figures stopped by throughout the day.
Local Artists
- Park(ing) Day Miami 2011 a success
Transit Miami was the main co-sponsor of the event along with Brad Knoefler, local activist and entrepreneur. In anticipation of Park(ing) Day, Brad developed a new strategy – called weed bombing – to add to the Tactical Urbansim toolbox. Confronted by deadbeat landlords around his neighborhood who don’t maintain their properties, Knoefler decided to address the problem head on by spray painting the overgrown vegetation with bright colors. The result is a charming transformation of blight inducing weeds into something more. We had an excellent time on Park(ing) Day, and look forward to doing it again next year. Unfortunately, the City of Miami might have something to say about it.
As you might have read, the Police Department has faced a number of challenges this year, including a fiasco with the Chief of Police that has made Miami a laughingstock of the country, and a string of high-profile shooting deaths, perpetuating the notion that Miami is a backwater, banana republic. As if they didn’t already have enough on their plate, enter Officer Rodriguez who decided that the Park(ing) Day cleanup (the following day) was not going fast enough and decided to arrest co-sponsor Brad Knoefler for failing to obey a lawful command (read: police harassment). “Officer Rodriguez called me several times on my cell demanding that I come down and finish cleaning immediately,” said Knoefler, “I told him that not cleaning up 100% after an event is not an arrestable offense, at worst it’s a code violation or solid waste ticket.” The City of Miami police, and all citizens of Miami, should be embarrassed that this happened. How can we expect to attract and keep the creative middle-class that contributes to a healthy economy, if the police harass and intimidate citizens as they trying to enrich their communities? Shame on you Officer Rodriguez for embarrassing your police force and your city; of the 850 Park(ing) Day events around the world, Miami was the only one to see someone arrested as a result of laying sod on a parking space for a day. Only in Miami.
Parking spaces around the globe to be temporarily reclaimed for people
Miami, FL September 16, 2011 — In cities around the globe today, artists, activists and citizens will temporarily transform metered parking spaces into public parks and other social spaces, as part of an annual event called “PARK(ing) Day.”
Originally invented in 2005 by Rebar, a San Francisco-based art and design studio, PARK(ing) Day challenges people to rethink the way streets are used and reinforces the need for broad-based changes to urban infrastructure. “In urban centers around the world, inexpensive curbside parking results in increased traffic, wasted fuel and more pollution,” says Rebar’s Matthew Passmore. “The planning strategies that generated these conditions are not sustainable, nor do they promote a healthy, vibrant human habitat. PARK(ing) Day is about re-imagining the possibilities of the urban landscape.”
Locally, a group of organizations such as OPRA, Transit Miami, the Street Plans Collaborative, and the Urban Environmental League have partnered with the City of Miami Parking Authority to transform ten metered parking spaces in one of Downtown Miami’s least green neighborhoods into a park. The event will take place at 700 N. Miami Avenue, directly in front of the old Miami Arena, demolished in 2008. The Old Arena site is also the future site of Grand Central Park (www.grandcentralpark.org), an OPRA project to convert five acres of rocks on the former arena site into a three year temporary park.
Since 2005, the project has blossomed into a worldwide grassroots movement: PARK(ing) Day 2010 included more than 800 “PARK” installations 180 cities around the world. This year, the project continues to expand to urban centers across the globe.
PARK(ing) Day is an “open-source” user-generated invention created by independent groups around the globe who adapt the project to champion creative, social or political causes that are relevant to their local urban conditions. More information regarding local PARK(ing) Day activities can be found and a global map of all participating cities are available on the PARK(ing) Day website, at parkingday.org.
Editor’s note: This is part one of a two part series.
I was in San Francisco recently and aside from riding every form of urban transit imaginable (cable car, light rail, subway, bicycle, and commuter rail) I took the opportunity to explore a few of the city’s up-and-coming neighborhoods particularly, South of Market (SOMA), Mission Bay, and South Beach. Of particular interest on this visit was the urban development sprouting up along the China Basin, home of AT&T Ballpark where the San Francisco Giants have played since 2000. AT&T Ballpark and the new Muni Metro transit line which accompanied the stadium have served as catalysts for new urban development.
AT&T Ballpark
Having visited a number of America’s Baseball stadiums, what really strikes me about AT&T Ballpark is its connectivity with the surroundings. From the boardwalk along the famed McCovey Cove to the King Street Walk of Fame, this ballpark was designed to be as much of destination during the off-season as it is when the Giants are in town (Note: when I visited the Giants were on the road). This is a true urban ballpark; warm and inviting with some restaurants and bars within the ballpark opening up to Willie Mays Plaza. The Plaza, of course not only pays homage to one of baseball’s greatest players, but creates a sense of space and grand entrance to the ballpark. It’s important to note that AT&T Ballpark was the first privately financed ballpark in Major League Baseball since 1962. Noticeably absent from the area surrounding the stadium is parking, a good segway into a brief discussion of the transit service that was built to connect the region.
T Third Street Line (Via: RTK Vision)
The T third street line is a modern light-rail system completed in 2007 at a cost of $648 Million. The 5.1 mile transit line is the newest addition to the SFMTA in 50 years and connects the existing Muni Metro system and AT&T Ballpark with some long neglected neighborhoods including Potrero Hill, Bayview, Hunters Point, and Visitacion Valley. Today, new development dots the landscape around the T third street line including the Mission Bay Development, an emerging bioscience hub anchored by the UCSF Mission Bay campus as well as an abundance of dense, urban, development (see: Avalon, Edgewater, and Strata). It’s also important to note that the T third street line was funded largely through the city of San Francisco’s Proposition B, a ½% sales tax levied to support transit projects.
TOD at 4th & King Streets, SOMA, San Francisco (Via: LA Wad)
Visiting AT&T Ballpark (and the surrounding neighborhoods) allowed me to more fully comprehend the shortcomings of the Marlins new Ballpark currently rising in the heart of Little Havana. The new Marlins Stadium is beautiful feat of engineering; it is sleek, shiny, and futuristic, much like Miami itself. Once inside, watching the home team play will be a pleasure, no doubt, but its interaction with the surrounding host community is, like much of Miami’s development, designed with a certain air of indifference for neighboring land uses.
- Former Orange Bowl Site; The new Home of the Florida Marlins (Via: Javier Ortega Figueiral)
Constructed at a taxpayer cost of $360M, one would think that we’d be unveiling a trophy piece of civic infrastructure next season; one whose public investment would outweigh the costs by spurring new urban growth, tourism, and economic development in the heart of the Magic City. One would also think that the additional $100M of public investment in transportation infrastructure would be designed to alleviate an already stressed infrastructure rather than exacerbate the problem, right? Wrong. This is Miami, here we spend $100M building four massive, structurally deficient parking garages.
Marlins Ballpark (Via: Thehoorse24)
Having visited AT&T Ballpark and the surrounding neighborhoods it’s difficult not to think of what a $100M down payment for a new transit line akin to the T third street line could have looked like. It could have linked EXISTING parking in downtown or the civic center urban centers with the Ballpark. Think of the opportunity lost to spur new development and provide a reasonable modal alternative to the residents of a largely lower-middle class neighborhood. Think of the pedestrian-scale development that could have risen alongside the stadium instead of parking garages. Imagine paying a nominal $2 transit fare to access the ballpark rather than shelling out upwards of $30 for parking (there are, after all, only 5,700 spaces available).
It’s an interesting juxtaposition in my eyes:
- AT&T Ballpark was built without a single cent of public financing and is one of the most inclusive, consciously designed stadiums in all of major league baseball. Coupled with a sound investment in sustainable transit, the stadium has spurred ongoing economic development in the surrounding neighborhoods.
- On the other hand, the heavily subsidized Marlins Ballpark is beginning to look like a full-blown assault on Little Havana, replete with the loss of public open space, parking structures which isolate the stadium from the surrounding community, and a guarantee that at least 81 days of the year the congestion in this area will be a nightmarish hell with little, if any, net positive impact to local businesses.
This is part one of a two part series. Part two will be published over the coming weeks. Stay tuned.
The video below documents the struggles of a suburban Phoenix, AZ family as they try to cope with the high cost of transportation and a lack of alternatives to driving in their autocentric neighborhood. It’s amazing (and sad) to watch this family struggle to get by with just one operable vehicle and no public transit in sight. I have a feeling that a lot of households in the Miami area are experiencing similar difficulties as the Brosso family because they too live in communities that lack the presence of other quality transportation options beside motor vehicles.
Watch the full episode. See more Need To Know.
Transit Miami welcomes former writer (and my partner in The Street Plans Collaborative) Mike Lydon as he gives a lecture about parking and parking policy reform in South Miami this coming Wendesday, December 1, 2010. Mike served as a member of the City of Miami’s Bicycle Action Committee, where he helped spearhead the creation of the city’s first Bicycle Action Plan, and contributed to the creation of the first cyclovia in Miami, Bike Miami Days. He currently serves on an Executive Committee for Transportation Alternatives–one of the country’s leading active transportation advocacy organizations, and is a board member for the CNU New York Chapter.
Location: South Miami City Hall, 6130 SW 72nd Street (Sunset Drive)
Presentation followed by questions
The ever progressive City of San Francisco is aiming to reduce traffic congestion by manipulating parking costs so that any given block will always have one free parking space. The new program is called SFPark and you can check out how the new technology works here:
Click to Watch the SFPark Intro Video
As GOOD put it, “Average motorist, meet Adam Smith.”
Even if you do not ever get on a bicycle, it makes sense to promote better, safer, increased bicycling for transportation. Bicycles don’t lead to massive road and bridge reconstruction projects or the massive parking towers that are all over the City of Miami under our current zoning code. Did you know: The average car parking space costs somewhere around $14,000 to produce and provides prime real estate that serves no function or purpose but to house a car, sometimes. Parking anywhere is ugly, right? Not necessarily – Miami21 promotes what planners and developers call ‘lined parking garages.’
Examples of parking garages built with the spirit of Miami 21 include:
Denver, Colorado
Celebration, Florida
Downtown Miami, Florida (Everglades Residential Towers)
You can’t see the parking – but it’s there! The photos above are indeed of parking garages that provide space for hundreds of cars. Each of these developments lined their parking garages with retail, office and/or residential space, making the entire block more amenable to pedestrian activity and in line with the requirements of Miami 21.
In other news, the City of Miami Commission is considering a new parking garage just a few blocks to the north in the Downtown/Omni area. Aesthetics are given consideration in the form of two 200′ tall media tower LCD screens that would allow for digitally projected advertising that can be seen from I-395, Downtown and residences near the Arsht Center for the Performing Arts. What do you think?
City Square Renderings: Proposed 8-story tall Parking Garage with 200' Media Towers for Downtown Miami
City of Miami Commissioner Marc Sarnoff, citing the obvious affects such a development would have on neighbors, has called for a town hall meeting with developers and residents to discuss the project planned for Biscayne Boulevard and 14th Street. The meeting will take place tomorrow, Wednesday, May 5th at 6 PM at the ZIFF Ballet Opera House inside the Peacock Foundation Studio. I think the Commissioner deserves a TransitMiami.com shout-out for bringing this to the attention of residents. If you have questions, you can call Commissioner Sarnoff’s office at 305.250.5333.
- Commissioner Sarnoff realizes that being green makes green:
“A recent report by the Earthday Network ranked Miami 71 out of 72 major American cities based on environmental policies, the benefits of taking part in a Container Deposit Program, both financially and environmentally are too great to ignore,” says Commissioner Sarnoff. “The City currently spends more than $4 million dollars per year to clean storm drains which are full of bottles and cans, this would dramatically reduce that cost.”
- Ricky Williams may be pondering retirement – I hope he stays in Miami. I’ve always liked Ricky, especially since a 2008 interview where he extolled the virtues of walkable urbanism:
Well when I was living in Toronto I was living downtown and I could walk pretty much anywhere. There was a nice homeopathic shop on the boulevard I used to walk to and that was nice. Right where I lived there was a lot good restaurants. There was a good Tai food place. Across the street was a little corner store where people were really nice. And our neighbors became really close friends. So kind of just miss the community feel and all the great people that I got to meet that lived around where I got to live.
- Gables Parking study shows oversupply: Commissioner Sarnoff (who has become known for his anti-urban demand for more parking) should read through this recently issued report that shows that downtown Coral Gables, known as one of the most vibrant and economically healthy places in town, has an oversupply of parking. Wonder why? Duh…everyone is walking around.
- Kudos to Commissioner Francis Suarez, who has been on the rise as an ally in advocating for transit, cycling and smart growth. He recently attended Bike Miami Days, and has been a proponent of the new bike lanes on SW 16th street, between 32nd and 37 Avenues (next to the ugly new wall), as reported at the March BPAC committee. He also recently held an event to distribute free transit passes to seniors (thanks to the PTP), and has been very active in engaging remaining issues related to Miami 21 implementation. Other Commissioners – who shall not be named – could take a lesson from Commissioner Suarez, and his green awakening.
I recieved this email from TM reader Gerardo Vildostegui:
Dear Transit Miami,
I hope you’ll consider writing a reply to this column by Daniel Shoer Roth.
Shoer Roth is a friend of mass transit and has written often (mostly in El Nuevo Herald) about the problems with sprawl and with auto-oriented development in South Florida. But this article seems to suggest that what Miami Beach needs is more parking–which can’t be right. If you can bring him over to the anti-parking viewpoint that would be a huge win.
Thanks Gerardo. Daniel, who is a friend of Transit Miami and usually a great advocate for transit, falls into a trap familiar to neighborhood groups and civic leaders alike: blaming parking supply for problems that come along with urban development. Let’s get this out of the way: the problem with the cost of parking on Miami Beach is not that there is not enough parking, but that there is no other viable way for people to get around without a car.
Now to explain: it seems counter intuitive, but a similar logic applies to parking supply as to road traffic volume: there is a finite capacity, so we need to be proactive in setting the level of parking we want based on established data and goals, not simply as a knee-jerk reaction to the perception of expensive parking. Comparatively speaking, parking in Miami Beach should be more expensive than it is when one accounts for the hidden costs of car ownership (such as pollution, decreased quality of life, pedestrian and cyclist death/injury, blight in communities affected by highways..etc),- not to mention the fact that the initial cost of constructing parking is subsidized in some way by the consumer.
In his seminal work “The High Cost of Free Parking” parking guru Donald Shoup describes the problem best:
Parking is free to the driver for most vehicle trips. Free, but not cheap. According to evaluations by Mark Delucchi of the University of California at Davis, we spend about as much to subsidize off-street parking as we do on Medicare or national defense. The additional driving encouraged by free parking also increases traffic congestion, air pollution and accidents. To fuel this extra driving, we import more oil, and pay for it with borrowed money.
Daniel does what many normal people do, which is to take aim at the problem of parking and its cost by blaming “the lack of development regulations” rather than addressing the fundamental problem which is the lack of transit infrastructure. We have seen what the future looks like when we oversupply cheap parking: Dadeland Mall circa 1975 – parking lot city.
Daniel the real answer to your ‘parking crisis’ lies not with regulating development, as advocate Frank DelVecchio suggested in your column, but with the future of the stagnant People’s Transportation Plan, and how the lack of a new agenda for PTP expansion has led the feds to pass us over on (potentially) the biggest federal investment in urban mass transit in twenty years.
The real question you should be asking is what happened to Bay Link, and are we ever going to have a functional transit system?
Transportation infrastructure is all connected. Parking, roads, sidewalks, bike lanes, highways, metro-rail – they are all interconnected, and cannot be adjusted piecemeal without affecting the entire system. Most of our mobility problems have to do with lack of transit options.
The real lesson to be learned from Daniel’s parking crisis is that infrastructure is expensive. Someone has to pay for infrastructure – if the end user doesn’t pay, then who foots the bill? Cash strapped cities are going to be less likely to fund transit expansions without a change in the way we pay for/ value transit service. We should be setting the value of transit, as we do with parking – only in a way that reflects its cost. Daniel doesn’t want to pay for parking what is costs, only what he deems it to be worth – which is not much, yet we charge him for it anyway. Why not do the same for transit? If we charged for transit what it was worth – and provided a better experience for the end user – we would have a much more successful transit system.
Not to mention people like Daniel would have a solution to their parking crisis – take the train!
A faithful Transit Miami reader recently attended a zoning change hearing for a proposed mixed-use tower called Civica Tower, located at 1050 NW 14th Street in the Civic Center district. According to the reader, Miami’s Planning Advisory Board didn’t event question the developers new proposal, allowing an additional 650 parking spaces beyond the 800 gratuitous spaces already granted. The justification? The developers are nixing the tower’s hotel component to provide more retail and office space.
This utter lack of vision made on behalf of the city is unacceptable. Not only is there ample transit coverage in the district (three Metrorail stops, a myriad of Metrobus lines), there are newly planned trolley routes aimed at making one of Miami’s densest employment centers more walkable, transit friendly, and urbane. This decision, which follows a long standard of poor choices in the city, will continue to undermine the transit investment meant to improve the area, and the city at large.
Shame on the PAB.
Our Pic O’ the Day brings us back home to downtown Miami. Below you are looking at Wind by Neo, as shot from the Miami Avenue bridge. During the last Bike Miami Days I was tipped off that because the neighboring property owner was in foreclosure and therefore would not be building anytime soon, the city/developer of Wind sought to improve the blank white wall staring at the Miami River. Apparently, the best they could do was paint a parking garage mural….on the parking garage. I think Miami just one-upped itself.
** 3/30/09 UPDATE: The New World Symphony happily reports that the park will still be built, regardless of the parking issue. Transit Miami apologizes for misinterpreting the Miami Herald article, which clearly confused the issue by reporting contradictory statements in their own article. TM is planning to meet with the NWS to review the plans further and will share our findings after a review. **
Many Beach dwellers, myself not included, have long awaited the arrival of celebrity ‘star’chitect Frank Gehry’s addition to the New World Symphony, a public-private venture being hailed as a new ‘city center’ for Miami Beach. Clearly intended to raise the NWS’s profile and add to the civic core of Miami Beach, Gehry’s plans also contain a 520 space parking garage and a new 2-acre park.
While I personally question Gehry’s ability to create a dynamic public space, the park is certainly a needed amenity in this portion of Miami Beach. However, according to an article in the Herald yesterday, the rising cost of buliding the garage inspired Miami Beach City Commission to vote 5-2 in favor of changing the development agreement.
The new agreement uses the money devoted to the park to fund the cost over-run on the 520 car garage. What is more, the designated park space will likely become an additional 175 parking spaces because the City Commission says the NWS is not meeting its parking requirement, which allows the City to pull $6 million dollars worth of public funding out from underneath the Symphony.
In what sane world do we exchange a public good like needed park space for parking? As Commissioner Diaz rightly noted, this is indeed “a travesty.”
Before moving forward with what promises to be an over-designed parking garage, maybe city officials should research where Symphony attendees are traveling from. Do they all require parking spaces? Don’t people tend to enjoy the symphony in groups, which allows for a higher occupancy per vehicle? Won’t a good number of visitors come from the beach as residents or tourists? Why another 700+ spaces? Wouldn’t 520 be enough?
There are a slew of other problems implied in the story, mostly that 700+ parking spaces will only contribute to auto-dependence, congestion, and pollution on Miami Beach. Feel free to vent your frustration in the comments section.
Miami worships parking. Indeed, we can’t seem to build an urban building without smothering it with suburban parking requirements. Usually this comes in the form of parking as base or parking as appendage. The garage under construction above — an appendage if I have ever seen one — is located at Northwest Third Street, directly across the street from the new US Federal Courthouse. Currently at 10 stories, this latest garage is ostensibly being built to serve the needs of Courthouse employees and visitors. There are three glaring problems with this development.
1) The Courthouse was finished long in advance of the garage, which believe it or not means that employees and visitors are miraculously finding parking, despite the non-existence of this new garage. What, with the acres of surface parking lots, street parking, and other garages in the immediate vicinity, how could they not?
2) One block to the southwest of this new garage is Government Center, where Metrorail, Metromover, and Metrobus all converge. If there was just one location in downtown Miami able to reduce its parking requirements, this would be it.
3) The garage is being built with ramped floors, meaning that conversion to another use, say office building or residential with retail on the ground floor, will remain nearly impossible. A better parking garage would have flat floors and floor to ceiling heights that allow for the conversion to a higher and better land use, as dictated by the market.
By requiring and building so much parking, Miami will continue to develop an auto-oriented downtown, make development more expensive than it has to be, and keep the transit that we have from reaching its potential. Sure, some parking is needed when building high intensity downtown uses, but implementing a more creative shared parking approach, along with reducing overall parking requirements, especially when in proximity to transit –as proposed in Miami 21–would make a far more efficient, transit-oriented, and walkable downtown. Until we do that, Miamians should expect that their downtown will never reach its full potential.
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- Cyclists ride in Rocafort's memory May 7, 2012Hundreds of cyclists turned out on Sunday to honor cyclist Miguel Rocafort and appeal for the driver who struck him down on March 31 to surrender to police. "We'd like to encourage the guy who hit Miguel to turn himself in," said Eli Stiers, chairman of SafeStreetsMiami, a traffic safety campaign of Green Mobility Network. "It […]
- Ride for Miguel on May 6 April 26, 2012As you probably heard, our memorial ride for Miguel Angel Rocafort was postponed because of Sunday's hard rain Rocafort, of course, was the cyclist who was fatally injured March 31 at SW 137th Avenue and Eureka Drive. The hit-and-run driver who ran him down still hasn't been identified, but there's probably someone out there who knows who it i […]
- Curds 'n' waves at Cabot ride sendoff May 13, 2012
