This billboard was recently erected at the corner of SW 27th Avenue and US-1 by the northern boundary of the Grove. What a bunch of garbage – it appears this sign is implying that true urban living (e.g. Brickell, Downtown) is inherently stressful, while the less urban nature of the Grove is some desirable suburban oasis that is stress-free. What is even dumber is that the Grove and Brickell/Downtown are all neighborhoods within the City of Miami; therefore, this billboard illustrates that Miami actually has it’s own neighborhoods competing against each other as if they were separate cities.
Amazingly, the bike lanes almost didn’t happen. One of Miami’s 387,962 NIMBY groups masquerading as a neighborhood improvement organization, the Flamingo Park Neighborhood Association, had been a vocal opposition to the bike lanes on 16th. “I understand cyclists want bike paths, but why 16th Street”? Nice argument – I’m sure NIMBYs everywhere were proud.
According to the Sunpost, the real issue at hand is the right-of-way along 16th Street that would need to be taken back by the City in order to accommodate the bike lanes AND widen sidewalks. Similar to the Grove’s opposition over the quality 27th Avenue enhancement project, Flamingo Park Neighborhood Association members are concerned that the City will reacquire public right-of-way between buildings and the sidewalk that has been used for private means (e.g. landscaping). Commissioner Richard Steinberg took the stated position that “widening the sidewalks toward the buildings would not, in fact, encroach on private property, but in reality the private property was encroaching upon the city land”. It’s great to see an elected official embrace the public realm and what’s best for the city as a whole and not the private interests of a few NIMBYs.
photo courtesy of huwkan’s flickr account
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
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
Update: Speaking of funding issues…
View of Biscayne Boulevard beautification project:
The Mayor delivered an historic, encouraging speech today at the State of the City Address yesterday. Among the major items mentioned by the Mayor, there was a heavy emphasis on becoming a greener, more sustainable city. In support, he mentioned that Miami 21, the Streetcar, higher densities, green buildings, and an improved parks system are crucial to accomplishing these goals. The Mayor even went so far as to challenge everyone in the City to change their traditional light bulbs to compact fluorescent ones, which save loads of energy and subsequently cut down significantly on CO2 emissions. As you can see from these statements, as well as quotes below, the Mayor was very critical of sprawl and clearly understands the dynamics of sustainability:
- “We will move away from government policies that invest in sprawl”.
- “Cities (incl. Miami) have been planned around cars and not people – well, not anymore. We need to move away from government policies that invest in sprawl”.
- “Make no mistake, the low density suburban sprawl the characterizes growth in South Florida is the true enemy to sustainability…the cure for sprawl is a return to the core, bringing people together so they can live, work, shop and play close to where they live”.
- “The message will be clear, you either build green (in Miami), or don’t built at all”.
- “We need to invest in a streetcar system today, like the one we used to have. And, we must do it while we can still afford it. Rather than wait years and Miamians (wonder) why we failed to act, a streetcar system is an inevitable solution – Miami can either pay for it now, or pay for it later – leaving future generations to pay a much, much higher bill to ensure sustainability”.
- Building boom
- Bond increase
- Performing Arts Center
- Miami 21
- Parks and Public Spaces Master Plan
- Miami Streetcar
- Miami Tree Master Plan
- LEED Green Building Initiative
- Coconut Grove Waterfront Redevelopment
- Virginia Key Master Plan
- Museum Park Master Plan
In an apparent attempt to provide yet another use for the park, the city is constructing a children’s play area to accommodate some of the families moving into the downtown condos. I like the idea, most parks have places for kids to play but I am worried that the park has already become too cluttered.
I noticed something unusual. There were people in the park, mainly concentrated along the shore, but most of them were sitting in the grass or leaning up against the coconut palms. I was wondering why there wasn’t any suitable seating in the park when I came across the vast concrete bench apparently designed to fry anyone in the park who wanted sit. Nearly all the available seating in the park was in direct sunlight. The few shade trees in the park all had someone sitting below them on the grass…
There is a big green fence swallowing up half the park and blue one obstructing another quarter of it. The green fence is part of what I assume is
The second major obstruction, surrounded by a large blue fence is that of the Sunset Cinemas, also known as Movies by the Bay. Movies by the Bay is an intriguing idea concocted by the Hertig Family of
The other recent attraction to
They just don’t build them like this anymore. This is the
The Olympia Theater (
The Historic Walgreens, now home to La Epoca Department store, was built in 1936 by Zimmerman, Saxe & MacBride, Ehmann. Designed in a streamline modern style, this building was home to Walgreens for over 50 years; it featured a popular cafeteria and was only the third Walgreen open outside of
The First National Bank of
The Downtown Burdines store (sorry Macy’s, I don’t care for the name games) was originally built in 1912; however it was remodeled in 1936 in the streamline art deco style. This store is the anchor of the downtown retail industry. The city is working closely with the store to clean up the surrounding area after Macy’s threatened to leave.
The last couple of pictures below depict some of the urban decay and grit which still covers much of this area. I am glad to note that some new stores have started to move into the area including an upscale optical store as well as some chain shoe stores. The downtown American Apparel, located North of Flagler however recently closed. Revitalizing this area and creating a vibrant shopping district in the urban core needs to become a top priority for our city. With thousands of condos coming into the area, we need to have an area with easily accessible pedestrian oriented shops and cafes…
Stick around for part three, where I was apprehended by a US Marshall for being normal…
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:
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.
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
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.”
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…
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…
6-8 PM @ Kendall Village Center
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: email@example.com.
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.
This model should be adapted for the following streets, at a minimum:
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…
I arrived at the Brickell station in full view of some “urban design malpractice,” to quote Ryan’s previous post on the subject. The following pictures were taken either from the Metrorail platform or from the train just as we entered the station (I’m disappointed that Beethoven’s 5th No longer plays when the train arrives, what gives?) The first picture depicts the new Infinity at Brickell high-rise with its’ hideous massive blank wall left exposed facing the west. The next two pictures are of buildings adjacent to the metrorail platform. Notice the wide entrance to the parking garage in the first building (Brickell Station Villas designed by Alberto Otero) on the west side fronting the station. The third picture below depicts another new condo with an absurdly huge parking structure below making up more than half the size of the building. These designs are sad and pathetic considering their proximity to mass transit. A parking garage entrance shouldn’t front the station and their designs should be required to consider pedestrian activity. I don’t blame the architects or developers; this is clearly a regulatory issue and the result of a commission who approves nearly anything which comes before them…
The last time I passed by the Brickell metrorail station (nearly 8 months ago) the brickell metromover escalator was out of service. I was dismayed to see that this was obviously still the case. Great job Bradley!
I got off the mover by
Pictured below is the site of the
When I arrived at the
Looking back inland, the beautiful rear end of 500 Brickell kept staring at me, asking why the developer had left such a plain wall facing the metromover station. A short walk around the building later demonstrated that the front end had been properly designed, with balconies and plenty of glass, it’s a shame the back side couldn’t have been granted the same architectural considerations.
Although the whole downtown has been morphed into a full scale construction zone, I was surprised to see adequate consideration taken for the area sidewalks. Although I appeared to be the only person walking around, the construction worker turned crossing guard was kind enough to halt passing street activity for me to cross.
The CBD as we knew it has finally witnessed the removal of the last surface parking eyesores as the Metropolitan Miami Complex rises. In the foreground we see piles being driven for the most important tower rising in the CBD since the Bank of America Tower was completed in the 80’s, MET 2. MET 2 is our newest office skyscraper which will feature 600,000 square feet of office space in one tower and
Part one of my tour concludes with a view of the unfinished One Miami River-Walk leading into
I’m in town and I decided to take a trip downtown (as usual) using transit and my own two feet. Unlike our elected officials, I see the need to periodically take the trip around leisurely to experience things first hand and see where things are going wrong (or right.) Today’s trip was filled with urban issues, many random people, and an encounter with a US Marshall for photographing the Federal courthouse complex, so it should be a good read…I’ll be back soon with the story and pictures…
Meanwhile, just up the avenue today will be the official ground breaking ceremony on the
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