Text and photos by Eric Van Vleet
Public transportation in many ways captures the zeitgeist of a time and place. Adorned with art nouveau entrances and gorgeous white tiled interiors, Paris’s metro harkens back to the days of grand public works. Bogota recently strengthened its image internationally with their successful and much imitated TransMilenio bus system.
Bus service in Miami-Dade expresses something profound as well, but not necessarily a vision the county would want to be widely known for. Plainly, in Miami-Dade the bus system’s only reliability is its unreliability.
The most common topic of conversation between bus riders is not about local events or the weather, but the unreliability of the bus system. Ideas about the deficiencies in the bus system for many riders seems to reveal a profoundly cynical if not realistic understanding by working class people in Miami-Dade as to how much the county is willing to invest in their ability to move efficiently.
Just the other day I was waiting for a bus that was 40 minutes late. Finally as my bus arrived, an elderly woman who had waited much longer began to fume. As the door closed I heard her yell:
“This city only cares about tourists. They don’t care about us anymore!”
Instead of shouting at the bus driver who is merely trying to navigate traffic and drive their route, often I will call Miami-Dade transit to lodge a complaint every time the bus is more than fifteen minutes late. One time while complaining about a late bus, I heard a man laughing behind me. When I got off the phone, he said to me:
“Don’t you know, nothing will change by you doing that.”
His cynical laughter toward my complaint echoed a kind of futility that I had heard in the voices of so many people complaining to each other about the bus service. They all just figured speaking would do not good since no one was listening.
Such a detached attitude might be possible if people did not rely on the bus for getting to work, running errands and seeing friends and family. Instead of letting go any expectations about it arriving on time, better that we as its most frequent riders continue to vocally demand better service.
Continuing to call each time the bus is late would at least provide the county with data so that they could better see where and when they experience delays. Their customer service number is 305-891-3131.
Once the bus system actually becomes more reliable, people may start to drive less and take the bus more, which would limit Miami’s other great source of collective suffering—traffic. Bringing innovations from the Metrorail like real-time updated schedules and information about delays would greatly benefit bus drivers and cut down on useless and anger-inducing waits for passengers.
Increasing dedicated bus lanes could decrease traffic delays making busses more reliable and quicker. Certain routes like the #11 and #8 simply need more buses as they are frequently packed and seats are difficult to find. These and other improvements would improve service for current riders, while also likely attracting new riders, including tourists.
Any place like Miami that is as a ‘global city’ should not look in wonder only at its rapidly proliferating glass high rises sure to be readily filled by a transnational clientele, but it also should look at what’s happening on the ground and on the streets where citizens waiting for the bus are never quite sure when and if it is going to come.
Everyone equally deserves to move comfortably and efficiently to and from the diverse neighborhoods and local landmarks that make Miami-Dade so unique.
Eric Van Vleet is a PhD student in the Global & Sociocultural Studies program at Florida International University. He is a fixture on Miami-Dade bus route #8, though prefers route #24, through the banyan-lined roads of Coral Gables. His courses’ reading materials show erratic underlining because of the buses’ frequent and unexpectedly abrupt stops and drops into potholes.
Among the more notable and praiseworthy highlights of this past Saturday’s Transportation Summit Community Forum was the commentary made by Mr. Adam Old.
A councilperson for the small Miami-Dade County municipality of the Village of El Portal, and an active member of the recently formed Transit Action Committee (TrAC), Mr. Old was perhaps the only municipal representative at the forum.
He was also one of only a handful of people who sought to redirect the focus of the meeting away from the relatively minor gripes of the transit-riding population regarding issues like rude bus drivers and poorly maintained bus interiors toward the more systemic issues plaguing our poorly coordinated mobility networks.
Some highlights from Mr. Old’s comments:
“[What the public] is measuring [the Transportation Trust’s] performance on is more mass transit lines. So, I applaud you on the airport link, but we have not seen nearly enough progress on rail. . . . Heavy rail, light rail. . . . Get it going. Get it going. Where are our commissioners? If there’s not money in the plan, pull it from the municipalities.”
[. . .]
“There should be a line to the beach 10 years ago. There should be a line to the beach 20 years ago.”
[. . .]
“Nobody’s saying ‘Hey! Transit in Miami sucks! And we need it to be better!’ That’s what we want. We want more money, and we want you guys [the Transportation Trust] to hold our commissioners’ feet to the fire for that [half-penny sales] tax. If you have to pull it from road widening projects, then pull it. That’s what we want.”
Well said, Mr. Old.
A 10-Year Vision
The Transit Development Plan represents a 10-year strategic vision for Miami-Dade Transit to promote the operation of an efficient, responsive and financially sustainable transit system. Major components of the Transit Development Plan include:
- Annual Performance
- Service Operations
- Capital Program
Transit Development Plan Facts at a Glance
The Transit Development Plan process provides an opportunity for Miami-Dade County citizens to identify mobility needs and transportation issues. Your input is valuable and needed to facilitate public concensus and provide direction for the development of the Transit Development Plan.
You can participate by attending one of the many outreach forums throughout the community. Ideas, suggestions and comments related to the Transit Development Plan can also be submitted to Miami-Dade Transit at email@example.com
Ideas, suggestions and comments will be accepted through August 17, 2013.
As we described back in December 2012, the three models are:
Each comes with its own distinctive livery. (Note that there’s also a variant, predominantly yellow, livery for the “RING” model that can be seen in the original post.)
We also want to bring your attention to AnsaldoBredo’s spiffy little 3-minute computer-animated video giving a cordial (albeit far from riveting) view of how these potential new train cars might look on the inside.
SHIELD is the train model featured in the video . . . Have a look! Share your thoughts!
Wednesday, May 29 — 6:00pm
Avenue D Jazz and Blues Lounge
8 S. Miami Avenue
[Avenue D is another relatively new downtown bar/lounge representing bar owners’ understanding of TOD better than politicians. By far the best way to get there is via the Metromover. Just get off at the Miami Avenue station using the northwest stairway. Avenue D is immediately below the station.]
A panel of of transportation planners and advocates will be on-hand to moderate and stimulate the discussion, including Kelly Cooper, Strategic Planner at the Miami-Dade County Office of the Citizen’s Independent Transportation Trust (CITT), the primary entity organizing the Summit. At least one official Miami Downtown Development Authority (DDA) should be present too.
One can also expect to hear commentary from Marta Viciedo, primary organizer of the successful Purple Line | U + Transit pop-up transit station which recently attracted a lot of attention to our community’s public transportation lacuna. A representative from the Move Miami-Dade transportation reform initiative, a project of TransitMiami alumnus Tony Garcia should also be present.
We confess that here at TransitMiami we very rarely provide reminders for the many events we post. Here’s one posted a couple weeks back that especially warrants a reminder. Save the date: June 6!!!
To register for the event, please visit the registration website at:
The Summit is scheduled to take place at:
Miami-Dade College – Wolfson Campus
Chapman Conference Center 3210
300 NE 2 Ave
Miami FL 33132-2296
There are going to be four break-out sessions in total, with attendees having to choose between one of two topics for the morning and the afternoon sessions. The two morning topics participants have to choose from are as follows (taken directly from the registration website):
Morning Session Topics
Morning Session A: Innovative Financing Opportunities: Transportation projects utilize a wide variety of revenue and funding from federal, state, local, and private sources. With funding for planning and projects becoming increasingly tighter, transportation agencies are employing innovative strategies to finance capital costs.
Morning Session B: State-of-the-Art Transit Technologies and Mode Choice: A key transportation issue for our community is weighing the trade-offs among the various fixed route alternatives. Discover solutions that offer diverse ways to efficiently develop Miami-Dade’s transportation network through ways including bus rapid transit, rail systems, system design, automated guide-ways, etc.
Afternoon Session Topics
Afternoon Session C: Establishing Public Private Partnerships: Understand the importance of new partnership efforts between the private sector and the various levels of government in the state. Also hear about innovative programs in several states and share your experiences.
Afternoon Session D: Corridor and Priorities Planning: The planning and development of multi-modal corridors — “the next big thing project” — starts with consensus among many stakeholders in a region, including the walking, riding, and driving public, private sector, government, and non-governmental organizations. Prioritization involves many considerations ranging from design and construction of infrastructure to community values in areas such as mobility needs and desired land uses. These themes cut across bus (bus rapid transit, exclusive bus lanes, etc.) and rail systems (underground, elevated, and surface alignments), as well as stations, etc.
The County seems to be taking this event quite seriously too. This could be it, folks! This could be the year that we start to build a broad, diverse, determined coalition of the progressive to finally push for an environmentally sustainable, socially equitable, and economically vibrant set of mobility solutions. It’s time we brought Miami into the 21st century. This Summit could be our chance!
Needless to say, then, our community needs your participation!
To register for the event, please visit the registration website at:
The Summit is scheduled to take place at:
Miami-Dade College – Wolfson Campus
Chapman Conference Center 3210
300 NE 2 Ave
Miami FL 33132-2296
For the future of Miami, let’s make this event bigger and more momentous than any of us could hope . . .
Forty years since the publication of a visionary transportation planning document, the shortcomings of Miami-Dade County’s transportation reality suggest that we lost our vision somewhere along the highway, literally.
TransitMiami invites you to take brief trip through time . . .
The year is 1973. The Dade County Public Works Department has just released its State Transportation Programs Proposal for Dade County 1973-74.
In it, a chapter titled Mass Transit (pp. 72-98) makes declarations of a new “beginning on development of a true multi-modal transportation system in Dade County”, in which “non-highway elements” are stressed to be at least part of the solution to Dade County’s burgeoning population and economy.
Indeed, there seems to be a fundamentally new consciousness — dare I say, a paradigm shift — reorienting the urban planning and public policy realms away from highways and toward mass transit.The beginning of that Mass Transit chapter reads:
Metropolitan Dade County and the Florida Department of Transportation in recent years have become increasingly active in planning the improvement of mass transit facilities. With less emphasis on highways alone, programming efforts have been broadened to multi-modal transportation facilities, including airports, seaports, rapid transit, terminals for truck, rail and bus companies, as well as the highway and street system that serves them and provides local traffic needs.
There’s a sense that perhaps the mid-20th century notion of highways being the transportation panacea has finally begun to lose potency. A more holistic, more enlightened view has apparently begun to gain traction, one which posits that transportation corridors and corresponding land-uses perform best when designed to serve the myriad means and purposes of mobility, as well as the urban environment’s diversity of functions.
Here are some of the major mass transit proposals from the report:
- 53.7 miles of high-speed transit served by 54 stations,
- bus routes operating on expressways and arterial streets,
- feeder bus routes to complement other bus routes and rapid transit,
- mini-systems at selected transit terminals to provide local circulation and link traffic generating areas with rapid transit.
Fast-forward 40 years into the future. The year is 2013.
FDOT and the Miami-Dade Expressway Authority (MDX) — and the construction, automobile, and petroleum lobbies — actively and aggressively seek to expand highways.
Tax payers are being charged $560,000,000 (that’s right: more than half a billion!) for the highway expansion mega-project at the SR 826 (Palmetto Expressway) and SR 836 (Dolphin Expressway) Interchange.
Real estate developers eager to cash-in on building single-family cookie-cutter homes along the urban periphery in the west and south of the County lobby to transgress the Urban Development Boundary (UDB). Residential sprawl continues to lower the quality of life on the edges of the city.
Eager to keep its agency coffers growing, MDX writes hyperbolic reports emphasizing inflated demographic growth projections on these suburban outskirts, thereby seeking to further justify its southwestward expansion of SR 836 (Dolphin Expressway). MDX advocates for expanding tolled highways in order to generate increased revenues aimed at the perpetual expansion of highways in greater Miami.
Those same city-destroying developers-of-sprawl back MDX — as do all others in the broader network of profiteers — because they perceive as far too lucrative to forego the opportunity to cash-in on pushing the boundary of Miami further into the Everglades and into our fresh water supplies.
Even on roads that have long exhausted their traditional function as “highways”, MDX pursues measures to retrofit them so as to restore their obsolete highway-performing characteristics. This is epitomized by MDX’s “US-1 Express Lanes”, whereby the agency hopes to reduce the dedicated South Dade busways to accommodate new tolled arterial travel lanes for private motorists, as well as, most notoriously, create elevated overpasses (that is, create more “HIGH-ways”).
Meanwhile, our mere 23-station elevated heavy-rail Metrorail system traverses a very linear (and thus limited), virtually-non-networked 25 miles, including the recently added, yet long-overdue, Miami International Airport / Orange Line extension. This is literally less than half the of the 54 stations and 53.7 miles of rail network envisioned in the planning document from 40 years earlier.
Planned expansions to the Metrorail intended to create a true network have been scrapped due to a lack of political will to secure dedicated funding sources, along with an over-abundance of administrative incompetence and corruption.
After decades of false starts, broken promises, gross mismanagement of public funds, and outright political apathy, the time is now to regain the vision put forth four decades ago. The time is now to withdraw ourselves from our toxic addiction to the 20th century model of single-occupancy vehicles congested on highways. We must stop supporting those who seek to destroy our collective public spaces for personal gain through the incessant construction of highways.
The time of the highway is over. The time for “a true multi-modal transportation system in Dade County” is now.
Has Miami-Dade County lost its vision for public transit over the last 40 years? — most definitely. However, one can find solace in the fact that this is not the Miami of 1973, nor of ’83, ’93, or ’03. We are no longer the Miami of the past.
This is the Miami of 2013. This is our time. It is up to us to set forward — and bring to fruition — the vision for the Miami of 2053 . . . and beyond.
A busy holiday weekend reminds me that Miami is trying to be a “real” city – but is it yet? I’m sure we all wish it could be as easy as a Pinocchio fairytale of making a wooden puppet into a “real” boy with just the touch of a wand. But in reality, our city needs a whole lot more than just some magic stick. We host all these weekend events – Coconut Grove Arts Festival, Miami Boat Show, and other President’s Day weekend activities – to showcase our Magic City to our visitors. And yet what we end up with are packed busses with long headways; clogged highways; and other congestions making our city, well, far from magical to our visitors.
Its not the events, its the experience. Despite a little rain on Friday and Saturday, this weekend’s events were a success – attracting people from all over the state and country. But how was their time actually in our city? Special events are a reason to come to the city, but the experience is what attracts people back. We need to offer reliable transportation options so they can really experience all of Miami.
Its not the funding amount, its the investment. We all know times are rough, and money is tight. But yet its obvious that we are still focusing our funds into tired highway transportation that literally gets us no where. Of course we don’t have the funds to plop NYC subway system on Miami – but we can start our smart investments incrementally.
Its not the mode, its the freedom of choice. Transportation, transit, transport, or whatever you want to call it is a broad category – as are the choices it should provide. The priority shouldn’t be on one particular mode of transportation, rather a priority to provide a wide variety of options. Its about the freedom of choosing bus, rail, bike, car, walk, skate, etc to get around.
Not that we need to put up a false front for our brave visitors on special weekends, nor care more for our tourism than our own livability – because we already know these are facts that we have been discussing for years. Its about revisiting our city from another viewpoint. Just think how many visitors we could transport between Miami Beach and downtown if Baylink existed; or the improved bus experience if we had shorter headways at least on event weekends; or the number of DecoBike rentals if the M-Path was cohesive; or the successful storefronts and valuable real estate if the streets were more pedestrian-friendly.
Is Miami ready to be a “real” city and cradle a wide-mix of diverse groups. If so, lets see the real investment in multiple transportation options – or where is that fairy with the magic wand when you need her?
TransitMiami is excited to share the latest images of the possible Metrorail train car fleet! We should be seeing one or more of these proposed machines in operation by the first quarter of 2015.
We were provided with exterior and interior renderings for three (3) fundamentally new Metrorail vehicle models:
Each of these models bears a distinctive livery (design scheme / insignia):
- SPOON — “Neon”
- RING — “Shark” & “Shark Y”
- SHIELD — “Status”
This won’t come as news to many of you, but for several months now, the experience on Metrorail has been improved tremendously.
The transition from 6- to 4-car trains since the grand opening of the Orange Line to the brand new Miami International Airport Station (a.k.a., Central Station) in late July 2012 has certainly been a welcome change.
The trains now come much more frequently, reducing:
- 7-8-minute rush hour wait times to 5-6-minute rush hour wait times,
- 15-minute off-peak hour wait times to 7-8-minute off-peak hour wait times, and
- 30-minute weekend wait times to 15-20-minute weekend wait times.
Apart from that indispensable improvement to the system, you’ve almost certainly also noticed the improvements to the physical layouts to the inside of the train cars themselves. In nearly every Metrorail train car, one now finds that two sets of seats have been removed and, from the resultant additional space, there is now a much-needed area for standing passengers and bike and luggage storage.
Below are some pictures of the new Metrorail space in action. It’s great to see people regularly using the space, especially during rush hour, when there simply aren’t enough seats for everybody (not to mention that many people, myself included, actually prefer standing over sitting).
The additional standing room is an improvement of which I’ve personally been a long-time advocate. In November 2011, I presented a set of possible policy changes to the Bicycle Pedestrian Advisory Committee pertaining to the many issues surrounding the Metrorail Bike & Ride Policy. The removal of seats to create more standing and storage area was the primary proposal of the presentation. It’s great to know that Miami-Dade Transit is listening to its riders! Now we just need more people speaking-up!
One of the overarching problems with the Bike & Ride policy (notwithstanding the utterly ineffective Bike & Ride permit system) has always been that bicycles were relegated to the back of the train. This created lots of confusion and often overcapacitated the rear train car with bikes.
The new Miami-Dade Transit Bike & Ride policy (last updated July 24, 2012) permits bikes in any train car containing the sign depicted above. That’s a huge improvement! The only problem is that Miami-Dade Transit has yet to install signs on the exterior of the train cars so that riders can identify which cars are appropriate to enter with their bicycles.
Another positive change is that the new Bike & Ride policy doesn’t explicitly specify a maximum number of bikes permitted in each train car. The previous number of bikes allowed on the train was a mere four. As you can imagine, that policy was ridiculously impossible to enforce, and completely undermined the point of having a policy in the first place. If you’re going to make rules, make sure they make sense and can be enforced, otherwise the entire system is delegitimized. Fortunately for us, limits are no longer specified.
There are still problems, of course. Miami-Dade Transit still hasn’t improved the system for distributing and enforcing its Bike & Ride permits — that’s a whole other issue!
Still, it’s undeniable that, with regard to the overall Metrorail system, layout, and policies, things are evolving for the better. Until the new Metrorail train cars are acquired in the last quarter of 2014 (for installation and usage estimated for the first quarter of 2015), we’re going to have to appreciate what we’ve got and continue making our voices heard to make it better!
Meet the Douglas Road Corridor MetroRail Line.This 4.5 mile project would connect the MIC to Douglas Road Station and US1, with stops at NW 7 Street, SW 8 Street, and Coral Way. The line would service areas, like downtown Coral Gables, where land use already supports a high level of pedestrian activity. This should be a high priority for our leaders, and some are very supportive. Check out the 5 and ten minute walk sheds – this line would run through some of the densest parts of Miami and Coral Gables – pluggining thousands of residents who have already chosen apartment living into the ultimate urban amenity – rapid transit. (Not to mention creating another connection to the airport for those traveling to/from points south.)
The geography of Miami-Dade county has always been an Achilles heel in providing premium transit service to the far reaches of the county and will continue to be a challenge as we try to expand alternative modes of transportation – but connecting bikes and transit is one of the best ways to leverage our existing transit network. If you factor in a five minute bike ride – approximately one mile – you start to capture a larger population. Getting to stations is one of the biggest challenges, as our on-street bicycle network is still in its infancy. One saving grace is the hugely successful M-Path, which was the subject of a recent shoddy article in the New Times (where my quote was taken way out of context). Simple signage would help, as would prioritizing bicycle infrastructure investments around stations.
Once at the station, however, there are a host of other challenges that range from poor signage to conflicts with pedestrians. BPAC member Matthew Toro has been a frequent critic of MDT’s bike and ride policy, and put together some pretty compelling arguments about why the current policy has to change. He writes that the current MDT policy toward bicyclist is “highly contradictory, ambiguous, [and] unenforceable. There are serious inconsistencies regarding the how many bikes are allowed on the train; where they’re allowed on the train; plans to include vertical bike racks/hooks in future rail cars; bicyclists occupying multiple Metrorail seats, thereby denying non-bicyclist riders the chance to sit, especially during high-occupancy periods, etc.”
He presented the following policy problems and potential solutions at the BPAC meeting on 11/14.
While I don’t think that prohibiting bikes on MetroRail during rush hour is a good idea – especially as we try to strengthen bicycle and transit use – the other policy suggestions are right on. Great ideas Matthew.
I’ll leave you with two other items on the subject of MDT’s bike and ride. One is a powerpoint that Matthew Toro put together for BPAC that illustrates the many problems with bicyclists on the MetroRail and the other is a PSA about the MDT Bike and Ride program that gives more info about the current rules and how to use your bike on the system.
As popular as Bike & Ride is – it has its challenges.
The recently released Miami-Dade Transit Development Plan 2011 Update, (along with the October 2010 MPO Near Term Plan) lays out a vision for the next few years of transit service and expansion. Unfortunately, this year’s TDP (like many before it) still maintains a freeze on premium service expansion (generally described by mode as Bus Rapid Transit, Light Rail, or Heavy Rail).
This year’s TDP is specific on the ‘Plan B’ for the Orange Line and other parts of the People’s Transportation Plan that never materialized. The projects are described as ‘enhanced bus service’, which for now doesn’t mean very much. The Near Term Plan described the ultimated goal as Bus Rapid Transit, but more on that later.
Phases 2 and 3 of the Orange Line will now become two separate projects. The Orange Line Phase 2 is now the NW 27 Avenue Max, a 13 mile enhanced bus service, to be implemented in two phases, and Orange Line Phase 3 is now the SR 836 Enhanced Bus. The SR836 Bus will be implemented in collaboration with the Miami-Dade Expressway Authority (more on this project later).
The two phase approach for the NW 27 Avenue Max is a pragmatic solution to the transit needs of the area that enhances ridership and sets the stage for more intense transit later on. Phase one will use 5 new 40′ diesel-electric hybrid buses, with transit signal priority, on-board wi-fi , real time tracking information, and 12 minute peak/ 30 minute mid-day headways. This phase is fully funded and scheduled to be online in 2012.
Phase 2 will improve headways to 10 min peak/20 min mid-day by using 11 new 60‘articulated diesel-electric buses, ‘robust’ stations, and branding of buses and stations. The current plan shows a 5 year horizon (2016) and $27 million dollar price-tag, of which $5 million is currently unfunded. This incremental investment in the corridor as it builds ridership is a responsible use of transit dollars, allowing infill development (and increased densities) to take root at important nodes to help ensure a successful route. Many critics of the MetroRail Orange Line North Corridor cited low population densities and poor land use along the corridor as reasons why MetroRail was an inappropriate facility choice for this location. The current proposal seeks measurable, yet incremental growth in ridership along the corridor at a modest expense.
According to the 2012-2015 MPO Near Term Transportation Plan, NW 27 Avenue is currently served by 2 bus routes.
At 9,500 average daily riders Route 27 is the fourth heaviest utilized route in the system. Route 97 performs well within the MAX and the KAT services, as well, at 1,300 boardings. Ridership in this corridor is surpassed by Miami Beach, Flagler, Biscayne, the South Dade Busway and NW 7th Avenue.
Comparatively, the MetroRail ridership projection was 19,000 initial daily rides (about double the current bus ridership) at a yearly expense of $70 million dollars (the Route 27 and 97 combined cost $8.1 million a year). In the case of the Orange Line, and indeed our entire mass transit network, the spending strategy should not be to stretch expensive premium transit facilities to every corner of the county, but to focus investments in those locations where the surrounding land use already supports transit ready development (also known as transit oriented development) AND where those investments will create a complete transit network.
While there are other better candidates for MetroRail funding (like Baylink or Douglas Road), NW 27 Avenue is still a worthy candidate for premium transit investment, as the Near Term Plan points out, few other lines are as utilized. The North Corridor did not happen because of bad land use patterns, but because Miami-Dade Transit has been chronically underfunded by county administrators.
The FTA New Start rankings showed that MDT had a committed source of revenue for the project, receiving a ‘High’ ranking for ‘Committed funds’ (FDOT and PTP dollars), but the overall MDT operating budget (funded by the County Commission) showed a ongoing deficit (in years 2004-2006), thus garnering a ‘low’ ranking for ‘Agency Operational Condition.’ The final nail in the coffin was a ‘low’ ranking in the ‘Operating Cost Estimates and Planning Assumptions’ category because, according to a November 2007 report, “Assumptions on the growth in fare revenues are optimistic compared to historic trends. The financial plan assumes significant, frequent fare increases. In addition, it assumes significant fare revenue increases resulting from installation of automated fare collection systems which reduce fare evasion.”
In spite of the tumultuous history of this project, the Near Term Plan concludes that,
Although the County has decided to officially withdraw from the FTA New Starts Process, the County continues to work on the NW 27th Avenue Corridor. It has chosen to improve service incrementally until such time that the construction of heavy rail in the corridor is deemed feasible.
While it might not have seemed a good business deal to county leaders, this was a project in the PTP, which was overwhelmingly approved by voters – and is exactly what the surtax money was to be used for. Not to mention that transit infrastructure is an investment in our city that can result in clear increases in tax revenue and land value when coordinated with dense, pedestrian-oriented urban fabric and employment centers.
With the anticipated service improvements along NW 27 Avenue, it would seem that MDT’s current service expansion strategy continues to be one of small scale improvements that bide the time waiting for leaders to deliver on premium transit.
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