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- 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
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.
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.
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.
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:
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.
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.
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…
Count them. Not one, or two, but three independent studies call for increased density along the US-1 rapid transit corridor.
21 studies, Miami-Dade Watershed Studies, and Coconut Grove planning studies all encourage increased density along US1 and near Metrorail stations. Miami
I don’t know about you, but there is nothing better than some cold hard facts to combat the closed minded NIMBY thought process:
“Rush hour is already a nightmare; this will make things even worse,” said Kenneth Newman at a recent meeting between the developer and Grove Residents. “A lot of people are saying that it’s not going to work because rich people don’t ride the Metrorail…they have nice cars and they want to drive them,” says one Grove activist [Mr. Nimby] who wishes to remain nameless.
However, studies conducted by the transit department reveal a pattern that seems to have less to do with income level and more to do with urban design.
We needed a study to reach that conclusion after 20 years!? You could have looked at just about any other city in the world to see that we were doing things backwards.
Dadeland South and Dadeland North, the two southernmost Metrorail stations recorded the seconded highest weekly ridership averages of more than 6,500 boardings each. These two stations are not located in high poverty areas.
I wonder, perhaps, by how much the daily use of metrorail is going to increase once the units at Downtown Dadeland, Toscano, Colonnade, and Metropolis come fully onto the market. Let’s not forget about the upcoming
As Ryan showed below, the city is planning on investing millions of dollars to transform the area along
All is silent over at CGG…
To wrap up the discussions on the new proposed plans for the MIC/Airport connection, I will focus on why a direct line to the airport is such a bad idea. Like I previously stated, a direct line partially negates the reason why we decided to construct the MIC to begin with. Given the shape of the airport, tight clearances around the terminals/parking garages, and numerous elevated walkways, I am left to assume that the only suitable location for metrorail and station would be between the parking structures or west of the new cooling tower by the new south terminal. I assume the current taxi parking lot could also be a viable option considering the cars will one day be stationed at the MIC instead. In any case, any of the above three options place metrorail just enough out of reach to make it convenient for all passengers at all terminals. Any of the above options would equate to more than a quarter mile walk (linearly, which we know will not be the case) for some of the farthest gates. A direct line will also only be able to service one location (the airport) rather than an Airtrain like concept which will be able to service every terminal, parking structure, and transfer station. Like most Airtrain systems, travel from terminal to terminal would be free and passengers looking to exit the Airtrain system at the MIC would pay the fare to disembark, effectively solving the ridiculous concept of an automated farecard system so rental car patrons can ride for free to the intermodal center, while anyone who stays on Metrorail will pay a regular fare. We don’t even have fare cards that can be purchased at any station, why are we dreaming up further problems!?
Going back to my previous post, I’d like to present some more evidence with regards to the confusion of the MDT decision makers. As I stated, metrorail is at best a commuter rail with several parking garage park-n-ride stations. The concept of a truly urban transit oriented development is, well, quite foreign around here to put it mildly. MDT somehow conceives that fewer transfers will equate to greater ridership numbers, which for an urban transit system can generally be true. What MDT fails to realize though is that metrorail riders are commuters, which means they have already used another form of transit (a car, likely, parked in one of the massive park-n-ride stations) to arrive at the station which will probably not have any long term parking for people who will be away for longer than a day. Where am I going with this? People who live near metrorail cannot walk to the station because we haven’t adapted the surroundings properly for this type of lifestyle and people who already use metrorail will not be able to ride it to the airport because they usually drive to metrorail to begin with. The problems are worse than we think! Had MDT pushed through some necessary urban train lines first (like baylink) then perhaps this wouldn’t be such a big issue because it could be perceivable that many people could walk a short distance to the nearest Miami Beach station and only have to make one transfer to get to the airport.
There is no clear-cut answer to the problems posed by the MIC-MIA connections. MDT needs to seriously analyze what they hope to accomplish as our transit agency and how they plan to create a transit system that effectively replaces vehicle use from a substantial portion of the population. MDT would also benefit greatly from studying the solutions other airports have concocted to this very issue, rather than continuing to do things the ineffective way…
The latest plans for the MIC/Earlington Heights Connection/East West corridor, immediately spurred a question back into my mind that I once asked a leading
It appears that their confusion has gotten worse over the past months. The latest plans call for metrorail to run directly to the airport as either part of the east-west corridor project or the Earlington Heights Connection with the
About the transfer conundrum. I’d like to detail my most recent trip to NYC for you all so that you can see that transfers don’t have much to do with a desire to use the system, its more about incorporating transit with the urban spaces.
- Walked 2 blocks to nearest subway station
- After going down a flight of stairs and clearing the turnstiles, boarded a train bound for Penn Station (Ride time: <4mins)
- Purchased LIRR ticket to JFK, although there are several LIRR routes all but one travel through the JFK station: hence you don’t have to wait long.
- Boarded LIRR bound for JFK (Ride time < 15mins)
- Exited LIRR and rode elevator up to Airtrain platform which left me right outside my terminal (Ride Time < 10mins)
Numerous transfers on trains and stations that weren’t equipped to handle luggage larger than carry-on in 40 degree weather and yet I wasn’t the only non-native using the system. I’d also like to add that the whole trip cost less than what any car or taxi would have cost…
Going back to my original point, I would like to point out a major difference. MTA has created in
Knowing that my day will be pretty complicated tomorrow, I’ve decided to provide you all with a photograph of NYC’s JFK airport’s Airtrain and an interesting recent article on MIA for you all to mull over until I can better analyze the
situation catastrophe occurring in our Aviation/Transportation departments…
In dire need of some simple groceries, I decided today was a good day to begin my quest to minimize my daily impact on the local environment by biking around to accomplish my errands. Biking through my neighborhood, thankfully, is quite a breeze if you stay on the sidewalk. I ventured out into the street every so often only to be corralled back by a lumbering Escalade or whatnot. Crossing the new roundabouts recently installed by the city of
The ride was fairly smooth until I arrived at my local Publix. The bike rack was nowhere to be found. An employee informed me that there wasn’t enough space in the cramped parking lot to fit a bicycle rack.
I figured it was probably a waste of their money to try and accommodate other forms of transportation when visiting the store, even though it is less than half a mile from a transit station and I was likely going to be the only idiot who would bike over 2 miles to get some milk. I nonetheless left my bike attached to a railing, knowing full well that whoever wanted to steal my bike had to be pretty desperate considering the conditions and its’ appearance.
I made my way through the park with the greatest potential for urban greatness in the Coral Gables/South Miami area, which also happens to be across the parking lot from Publix and on my way to my next destination. With plenty of green space, on street parking, benches, and room to run around,
Aside from me, there was one elderly and homeless looking lady enjoying the tranquility of our surroundings. I took a quick break to survey the surroundings which noticeably lack any uniform interaction with the park. The park could sorely benefit from denser residential development and more inviting facades of buildings other than the parking structures which currently front the west side.
I crossed several waterways along the way where I stopped to admire the ultimate private boat parking spaces. As you can see by the photograph below, pedestrian activity along the bridge was clearly an afterthought to the automotive needs, barely leaving me enough room to cross as cars zipped through.
Close encounters with cars: 1
Random pedestrians who said hello: 3
Errands Accomplished: 2
Total Distance: 4+ miles
Time: 45 minutes
Alrighty folks, it’s that time of year again: time to create our New Years’ Resolutions…
I have a proposition for my readers to take up my New Years’ Resolution: to minimize my daily impact on the environment by consuming less natural resources and living a healthier lifestyle by walking and using more public transit. Similar to the Summer Transit Challenge I laid down this past summer, I am pleading that all my readers to once again give alternative forms of transportation a try, once a week at a minimum, especially now in the cooler months when being outside is rather pleasant. It’s not just about riding an underutilized transit system; it’s about reducing your oil consumption and carbon dioxide emission, walking and exercising more on a daily basis, and living a lifestyle that I guarantee you will be socially healthier for you. I want to hear from everyone, all experiences: positive or negative, local or abroad…
This year, I plan to not only rely less on my automobile, but, I also plan to work to actively reduce my daily impact on all our natural resources. Recycling is just the beginning; Miami is reaching a critical point in our water consumption, trash generation, and ridiculous demand for oil.
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