Tri-Rail has yet to arrive at MiamiCentral Station, where Virgin/Brightline has long promised a downtown home for the stalwart commuter rail.
But Tri-Rail continues to look ahead to stops that could serve rising populations along the way. A new study commissioned by the public rail company recommends potential local train stops in two Miami neighborhoods: Midtown and Little River.
Coral Gables-based Plusurbia Design authored the report, which evaluates two spots in the Midtown corridor as suitable locations for a train platform in the near future, with some caveats. The planners wrote that any train stops must come with broader upgrades along surrounding streets, including redone sidewalks, better lighting and safer crosswalks, to encourage people to walk to the platforms.
“You can put a station anywhere,” said Plusurbia principal Juan Mullerat. “But if you make it unpleasant to get there, then it will fail.”
The study proposes a new train hub in Little River further in the future, with redeveloped residential and commercial buildings surrounding a station, all carefully planned with significant public input and sensitivity to residents who wish to stay in a gentrifying neighborhood.
The report offers a vision of what transit-hungry citizens clamor for: connections that allow people to ditch cars and easily move between downtown and some of Miami’s most well-known neighborhoods.
The business side of the idea is the tricky part. Plans for these train stops are contingent upon Tri-Rail’s access to tracks owned by Brightline, a private transit company. Planning from the two entities have moved at a pace Miamians have come to expect from big-picture mass transit projects: The date for Tri-Rail’s debut at MiamiCentral station, once expected in 2017, has been pushed back several times.
A representative for Tri-Rail said there is now no projected date for when its first train will pull into downtown Miami. But in response to questions from the Miami Herald, a Brightline spokesman said it is working to install required safety controls for Tri-Rail to use its tracks, and is aiming to finish the work before the end of 2020.
Still, politicians and local businesspeople endorse Tri-Rail’s idea. Last year, the Transportation Planning Organization — a countywide government agency that approves federally required plans and transportation policies — agreed to pay half the cost of smaller-scale pilot projects across Miami-Dade that would demonstrate people’s appetite for mass transit along corridors outlined by the countywide transportation blueprint known as the SMART Plan. Cities with the projects would pay the other 50 percent. Among those projects: A temporary train platform somewhere in the area of Midtown or the Design District.
Miami Mayor Francis Suarez said that regardless of the operator, there’s an urgent need for traffic relief along the increasingly congested Biscayne corridor.
“From a public policy perspective, from a quality of life perspective, it’s really important that this get resolved,” he said. “We cannot let this asset go underutilized.”
Plusurbia’s report highlights two potential Midtown locations that could work for a train platform, if some significant changes were made — on the north end, bordering the Design District under the I-195 overpass, or further south, between Northeast 29th and 27th streets. Planners believe both would have a built-in ridership from the growing number of residential and commercial developments in Midtown, Wynwood, Edgewater and the Design District — along with the people from downtown and further north who wish to visit the area.
One of those owners is interested. Bill Rammos, who’s invested in the Miller Machinery & Supply warehouse at 127 NE 27th St., told the Miami Herald he would be open to adapting the “old, underdeveloped warehouse” into a train station with commercial space.
“I think that would help the whole neighborhood,” he said.
Rammos considers the report a confirmation of what he sees every day: a growing community with new and obvious needs for those who live there, as well as people visiting the area — and cars are not the long-term solution.
“More parking lots and garages for more cars … we’ve been doing that for years,” he said. “And it’s not working.”
For the temporary platform being pursued by the city of Miami, municipal planners still prefer the site north of 36th Street because the city’s parking authority already has land leased from the Florida Department of Transportation.
“The report concludes that based on potential ridership, number of residents, and concentration of jobs, a location between Northeast 27th and 29th could better support a train station and would be better served by a train station than a location near 36th Street,” said city spokeswoman Stephanie Severino. “However, the specific station location near 29th would require land acquisition and there is not currently parking on-site.”.
Plusurbia’s recommendations could guide the selection of a site for both a temporary and permanent platform, Severino said.
Farther north and further into the future, the urban planning firm deemed a strip of land along Little River just north of Northeast 79th Street a viable home for a train stop accessible to residents of Little Haiti, Palm Grove, the Upper Eastside and Shorecrest. Planners see the potential for a transit hub, which could include a redevelopment of the Midpoint shopping center with new commercial and residential space, that balances gentrification already in motion with keeping current Little Haiti residents and the fabric of their neighborhood intact.
The report emphasizes that maintaining the area’s cultural character and scale is crucial in a part of Miami already under pressure from developers, a point underscored by a current controversy about a large planned development about 17 blocks south of 79th Street. Plans for the massive Magic City Innovation District have fueled an intense debate among Little Haiti activists who agree the roughly 18-acre project would forever transform Little Haiti but not whether that change would be for better or for worse. Another 22-acre redevelopment proposal on Northeast 54th Street stalled last summer when activists objected.
The need for reliable public transportation would likely have broad community support, though, as long as it does not come with real estate projects that would displace longstanding residents, the activists said. Meaningful community input would be key.
“Any effort to relieve traffic that will not intrude on people’s way of life would be welcome,” said Marleine Bastien, a longtime area activist and director of the Family Action Network Movement.
Last year, Northeast 76th Street resident Alisa Cepeda told the Herald she thought administrators ought to consider a train stop within walking distance of her neighborhood. With a station at 79th Street, she’d be able to make the seven-mile commute to work on just one train and a half-mile walk from MiamiCentral to her job on West Flagler Street. She’d have a much simpler commute than her current public transportation option of transferring from a trolley to a Metrobus to the Metromover to get to Government Center.
A Metrorail passenger train rolls by the Brightline terminal in downtown Miami in March. Jose A. IglesiasJIGLESIAS@ELNUEVOHERALD.COM
“I think it’s an absolutely wonderful idea,” she said Tuesday.
It’s not a new idea, but the process to build a train platform is complicated by the ownership of the tracks, which forces public agencies to negotiate access to private infrastructure.
Florida East Coast Industries (the parent company of Brightline, which is being renamed Virgin Trains USA) owns the tracks that Tri-Rail, operated by a public tri-county transit authority, wants to use. Tri-Rail was supposed to have arrived at MiamiCentral by 2017, according to one of the earliest presentations Tri-Rail published showing both Brightline (then All Aboard Florida) and Coastal Link projects.
Today, Tri-Rail executive director Steven Abrams says Tri-Rail and Brightline have a “cooperative, complementary relationship.”
“We really serve different residents in South Florida,” he said. “Our service is very much for the daily commuter. We stop every two miles along our route in various cities, we have a lower price point on our ticket. Whereas Brightline, it’s three stops, it’s more geared toward the tourist or businessperson in the area.”
While there is some overlap, one that would increase as Tri-Rail serves as a conduit for Brightline passengers, “coexisting is fine.”
“They made it possible for us to go into MiamiCentral Station by reserving a platform and working cooperatively with us,” he said. “They think the same of us. If you asked, they have a cooperative relationship with Tri-Rail.”
Yet the opportunity is huge.
“We would grow tremendously if we were able to extend our existing service through downtowns of major coastal cities,” he said.
Aileen Boucle, executive director of Miami-Dade’s Transportation Planning Organization, said the goal has remained for Tri-Rail riders to have another stop before downtown on the day the train first pulls into MiamiCentral, even if it’s a temporary location while a permanent station is planned.
“Having that service would allow residents and commuters to benefit from that project immediately,” she said.
For Suarez, one of several Miami-Dade municipal politicians who sit on the planning organization’s board, at least a stop in the Midtown/Wynwood/Design District is necessary today — so much so that he thinks a temporary platform should be built wherever most feasible in the short term to demonstrate the potential ridership.
“I’d rather have something to start proving the concept now than wait for something permanent,” he said.
A Tri-Rail train heads north from the Northwest 79th Street station in Miami-Dade. EL NUEVO HERALD