Come join us at Grand Central Park (The old Miami Arena Site) from 12-8 today for park(ing) day, where we will take part in a worldwide event and transform metered parking into a public park for a day. There will be live music as well as food trucks Mac n Go and Frazier’s ribs, so come hang out and take part in what’s sure to be a great, fun event. For more information on park(ing) day visit http://my.parkingday.org/

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Managers of Biscayne National Park are seeking public comment on proposals that could have dramatic impacts on how visitors can use park waters, including a no-fishing zone in shallow reefs off Elliott Key as well as larger no-motor and slow-speed zones across the park.

The first of three meetings will be held in Miami from 6 to 9 p.m. Tuesday at the Crowne Plaza Hotel in Miami, 950 NW 42nd Ave. Others follow on Wednesday at Florida City Hall, 404 W. Palm Dr., and on Thursday at Holiday Inn Key Largo, 99701 Overseas Hwy.

The public also can comment through a National Park Service website detailing the alternatives or by mailing written comments by Oct.

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We love trains and bicycles here at transit Miami. Since the FEC is currently making improvements to the existing rail line that will connect the port of Miami to an inland port in Hialeah, why not add a patch of gravel and create a greenway from midtown to downtown? This can be done very inexpensively.

Wouldn't this make a great greenway to connect midtown to downtown?

Come on FEC help us out on this one! Let’s make this happen together.

Friend of Transit Miami Brad Knoefler jumpstarted this idea a couple of years ago, but the momentum subsided. We should not allow this idea to die.

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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.

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Yesterday morning the construction zone at the intersection of SE 13th Street and Brickell Avenue was a pedestrian’s nightmare.  Pedestrians can’t see the crossing signal therefore they don’t know when they should cross. Once they do cross they are forced out of the crosswalk, around the construction zone and into traffic coming from three different directions. Really? This is the best we can do?

Click to enlarge: SE 13th Street and Brickell Avenue

Please send an email to Commissioner Mark Sarnoff and the FDOT district 6 Secretary Gus Pego and ask them and their families to join Transit Miami for lunch on Brickell Avenue. We will be happy to walk them through the pedestrian experience of the area.  Lunch is on us.

 

 

Remember the Virginia Key Masterplan? Work has progressed over the past year on implementing the plan, but much more needs to be done. The UEL will convene a morning discussion with Virginia Key Coalition stakeholders to discuss the ongoing implementation of the Masterplan and next steps. Speakers will discuss the recent completion of the North Point Bike Trails, planned improvements to the Rickenbacker Causeway, ongoing Marine Stadium preservation efforts, and the still unfulfilled mandate for a Virginia Key Oversight Board.

Saturday, September 24, from 10 am – 12 pm
@ the Rosenstiel School of Marine and Atmospheric Sciences

visit www.uel.org soon for more details

 

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A few weeks ago I wrote an article about the lack of initiative the CPWD showed during a recent resurfacing project on South Miami Avenue from SW 14th Street to SE 13th Street. After the CPWD finished resurfacing the intersection on SW14th Street they only replaced the one and only existing crosswalk instead of painting all 4 crosswalks at this intersection.  County Public Works Department Director Esther Calas responded to Transit Miami:

The Miami-Dade Public Works Department (PWD) had an ongoing drainage, milling and resurfacing and striping and signage project on South Miami Avenue, which was interrupted at the request of the neighborhood merchants with the City’s concurrence due to the Florida Department of Transportation reconstructing Brickell Avenue North of SE 15 Road. Although both projects had non-overlapping maintenance of traffic vehicular routing, the merchants were concerned with the combined traffic impacts.

When we halted our drainage project, only one block was completed, between S 13 Street/Coral Way and S 14 Street. The project began on that block because it had the worst roadway drainage conditions. As a part of work stoppage, the contractor only replaced the single crosswalk at 14 Street that was originally present. The City has offered to continue the drainage work on Miami Avenue in coordination with their drainage project for the intersecting neighborhood streets.

We agree that additional crosswalks will improve Miami Avenue. Therefore, in the interim before drainage work is reinitiated on Miami Avenue, we will resume our effort to stripe crosswalks, stopbars, bicycle lanes and shared use “Sharrow” markings along this corridor between S 15 Road and S 6 Street without further delay.

We appreciate your bringing these concerns to our attention.

We are happy to report that the CPWD not only painted three additional crosswalks at the South Miami Avenue and SW14 Street intersection, but also in the process added bike lanes on South Miami Avenue from SW 13th Street up to SW 15th Street.  The CPWD has also taken the extra step to add crosswalks at other intersections on South Miami Avenue. Needless to say we are extremely pleased, but there is still room for improvement. Please see the below photographs for our praise, critiques and suggestions for improvement.

Sweet!

Awesome!

Kick Ass!

Nice bike lane!

 

The SW 12th Street/SE1st Avenue/ South Miami Avenue intersection a complete clusterfuck (Pardon my French). Serious attention needs to be given here.

New zebra crosswak on SW 12th Street South Miami Avenue. I love zebra crosswalks. Every crosswalk in the urban core should be a zebra crosswalk.

The SW 12th Street/SE1st Avenue/ South Miami Avenue intersection gets a new zebra crosswalk. Did I mention how much I love zebra crosswalks?

The boys at the CPWD hard at work. Thank you gentlemen!

SE 11th Street and S. Miami Avenue. Not sure if CPWD is finished here, but this intersection must have four crosswalks. Let's give the CPWD the benefit of the doubt.

SE 11th Street and S. Miami Avenue. The new stop bar must extend the entire width of SE 11th Street. A second stop sign must also go up. The manager at Rosinella told me today that he has been managing this restaurant since 1998 and sees on average 5 accidents per year at this intersection. More must bee done to calm traffic on South Miami Avenue. Too many idiots speed down S. Miami Avenue on this stretch. Enforcement isn't the solution. We must design a complete street that discourages speeding.

 

SE 10th Avenue and S. Miami Ave. Looks like the CPWD is putting zebra crosswalks here too. I think the rain stopped them from finishing the job.

 

Mary Brickell Village. Is a raised mid-block zebra crosswalk to much to ask for? Probably. We can only dream.

SW 9th and S. Miami Ave. Hopefully the CPWD will put zebra crosswalks here as well. Please give them the benefit of the doubt, I don't think they're done yet!

Well done Ms. Calas and CPWD!  Your department singly handedly just made the Brickell area safer for those of us that walk and bike in the area.  Let’s make it even safer!

You can find the Bicycle/Pedestrian Mobility Plan For the Miami Downtown Development Authority Area here: http://bit.ly/rsVYEb. There are plenty of great ideas in this document. The Miami DDA has also developed a streetscape plan for South Miami Avenue. You can find the study here:http://www.miamidda.com/pdf/South%20Miami%20Avenue%20Master%20Plan%20FINAL%209-17-10.pdf

Please send Esther Calas, Director of the County Public Works Department, an email thanking her and her department for their effort thus far. (ecalas@miamidade.gov). 

The FDOT continues to turn a blind eye to all the crashes that we have documented in the Upper Eastside on Biscayne Boulevard over the past year. The below scene must have occurred in the past 24 hours or so on Biscayne Boulevard and 48th Street. Another day and another light pole on Biscayne comes crashing down as the FDOT does nothing to make Biscayne Boulevard safer for those of use that walk, bike, shop, use transit or drive on this street. When will the FDOT actually acknowledge that there is a fundamental design problem with the way Biscayne Boulevard was constructed and actually do something about it? With at least 9 accidents in the past year the evidence is very clear.  Are they waiting for some to die before they fix Biscayne? The design speed needs to be commensurate with the 35 mph speed limit. Currently the design speed is about 45 mph.

9th light pole this year; 2nd in four days

Debris field spreads out about 75 feet from point of impact. Speeding is clearly a problem.

 

The FDOT needs to stop playing with people’s lives. I have lived in the MiMo neighborhood for about a year and I am aware of at least 8 crashes involving motor vehicles taking out light poles/bus shelters/store fronts. I have documented most of them here.

Adding insult to injury our local elected officials, City Commissioner Sarnoff and County Commissioner Audrey Edmonson along with the FDOT, have done nothing to address the design speed on Biscayne Boulevard. The design speed on this street throughout the Upper East Side is about 45 mph.  Although the speed limit is 35 mph it has become glaringly obvious that we have a speeding problem along this COMMERCIAL and RESIDENTIAL neighborhood.

A bus stop on a narrow sidewalk with cars flying by at 45+mph is a recipe for disaster.

Aside from a 1 day enforcement crackdown about a month ago on Biscayne and 45th  Street, our elected officials aren’t doing nearly enough to make Biscayne Boulevard safer for those of us that are walking, biking, or waiting for a bus.  Enforcement is not the solution. We need to design our roadways in order to achieve the speed we desire people to drive. In the case of Biscayne Boulevard the design speed should not exceed 35 mph.  The FDOT (and our elected officials) must stop practicing wishful thinking and begin designing roads that discourage speeding that don’t require enforcement. Properly designed streets enforce themselves. Biscayne Boulevard is essentially a highway that cuts through commercial and residential neighborhoods; there are also several schools in this area. I cannot think of a good reason for a 45 mph design speed. You can find recommendations to make Biscayne Boulevard more pedestrian and business friendly here.

Commissioner Sarnoff has offered to pay for a $70,000 fence surrounding Belle Meade from the Quality of Life funds which will do nothing to improve the quality of life for anyone on the Upper East Side.  I’d rather see the $70,000 used to make Biscayne Boulevard safer for those of us that walk and do business on the Boulevard. Pedestrian and business friendliness go hand-in-hand.

Please send Commissioner Sarnoff an email and ask him what he plans to do about this very serious issue.  You could also send an email to County Commissioner Edmonson.

This situation is out of control and no one is being held accountable. The 8 documented crashes could have very easily involved 8 lost lives.

 

Enjoy these shots I took last week of the dreadful urbanism being created by these massive waste of taxpayer money parking garages.

What a waste of economic development opportunity for the neighborhood and lost tax revenue for the city. Could have been a great urban building, but who would want to invest next to this?

 

Brutal pedestrian frontage along NW 3 street. Townhouses are slated to line this frontage....cant wait to see what those look like.

Don't expect a different view on opening day - no way to put lipstick on this pig.

 

 

 

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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.

Source: Bicycle/Pedestrian Mobility Plan for the Miami Downtown Development Authority Area

 

Come join the ULI Southeast Florida Young Leaders of Miami-Dade County to network, meet new people and build invaluable relationships.

Attendees to include professionals in the real estate development, brokerage, management, planning, architectural, engineering, construction, legal, and public sectors. Learn about the Urban Land Institute’s Young Leaders Group and upcoming ULI events.

Non-members are encouraged to attend.

FREE for All! Registration required – One free drink and light appetizers will be provided.

 

Date and Time August 23 5:30-7:30

Location: Clarke’s

840 1St Street

Miami Beach, FL

 

Register Online:

District Council

Register by phone:

  • Call: 1-800-321-5011 between
    9 a.m. and 5 p.m. EST, Monday through Friday;

Online registration for this event is closed, but you may still be able to register. Please call 800-321-5011 for more information.

Register by mail or fax:

  • Download a registration form
  • Fax to: 800-248-4585 (credit card payments only); or
  • Mail to: ULI, Department 304, Washington, D.C., 20055-0304 (for check or credit card payments).

 

 

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