Is Florida Building Real Transit?

We break down Miami’s fast-evolving transit network and spotlight the new Northeast Corridor commuter rail that links Miami Central to Aventura. From BRT with crossing arms to Tri-Rail’s downtown link and funding twists, we weigh benefits, risks, and what success looks like.

• Metrorail’s elevated spine and airport spur
• Metromover’s fare-free downtown coverage
• Tri-Rail’s 72-mile reach and downtown access
• Brightline’s influence on public investment
• Bus network redesign toward higher frequency
• South Dade Transitway BRT speed and priority
• SMART Plan context and North Corridor setback
• Northeast Corridor scope, funding, and timeline
• Station-by-station TOD potential and feeders
• Safety at crossings, flood resilience, capacity
• Why 30-minute peaks could shift behavior

If you have any ideas for us or know of people we should talk to, please reach out to us via email or on Instagram. 

If you want to support the show directly, you can do so via our Patreon, buy us a coffee, or check out the merch store!

Transcript

SPEAKER_01 0:18

This week on Transit Tangents, we dive into the potential for new commuter rail service in Miami with their Northeast Corridor plan. Find out the latest updates on the project and how it integrates into Miami's existing transit system. All of this and more coming up on Transit Tangents.

SPEAKER_00 0:33

Today we are once again talking about a city that most people wouldn't really consider as a transit city. Miami is planning for the future with a wide range of proposals. Some of those include rail extensions, BRT, and more, as the area continues to grapple with rising population and rising car use. Some of these proposals have already become a reality, but there are many more in the works, and that's what we're going to talk about today.

Metrorail Overview And Ridership

SPEAKER_01 1:03

Yeah, the Northeast Corridor, and no, not the Northeast Corridor that you are probably thinking of is going to bring 13 and a half miles of new commuter rail service to the region with a scheduled opening in 2032. So today we're going to talk about that new project, but also give an overview of what Miami already has in terms of its public transportation network. It is way more kind of extensive than you would think. And I was really impressed taking a look at some of their planning for the future with their smart planning initiatives. We'll kind of get into all of that this week in the episodes. But to kick us off, let's talk about what is already there in Miami, starting off with the existing green and orange lines.

SPEAKER_00 1:45

Right now, Miami has roughly 25 miles of entirely elevated track shared between the green and the orange line. And that really surprised me. I've been to Miami, but I didn't get a chance to ride the metro. The only thing I saw was uh the sort of downtown people mover, which we'll talk about in a minute. The green line currently has 22 stations running from Daidland southwest of Miami through downtown and then north to Palmetto Station.

SPEAKER_01 2:13

Yeah, and the orange line and the green line overlap for almost the entirety of the routes. The only real difference here is that the orange line has a spur that goes off to the airport. Um the orange line has 16 stations, again, with the vast majority of them there uh being the same as on the green line, just running with double the frequencies essentially in that southern portion where they're both there. And that is the part of the line that is the busiest. So it makes sense to have the additional frequencies there. On the weekends, it's actually common for the orange line to essentially just act as a shuttle from downtown over to the airport versus running the whole length so that they can kind of adjust the frequencies. Um, unfortunately, like many cities in the US, the and around the world, the frequencies on the weekends are a little bit lower.

SPEAKER_00 2:58

And combined the two lines have a total ridership of about 50,000 weekday riders. So again, not insignificant, but we're talking about a metro area that's around six and a half million people. So definitely on the lower end for um what the metro could probably support. This ridership really peaked before COVID, around uh 2013 to 16. And at that point, it was around 100,000 riders, so we're about half of where we were pre-COVID. Uh so still a lot of work to do to uh to regain that ridership.

SPEAKER_01 3:30

Yeah, and it has been kind of slowly picking up since then. I know that there is a lot of kind of investments in Miami at the moment. A lot of businesses are also moving into Miami, so you mentioned the investment, and this is actually really important.

SPEAKER_00 3:43

Miami hasn't seen a ton of investment in recent years. There is Brightline, but we don't really consider that because it's more of a private uh corporation that's instituted rail. But when we're talking about actual rail infrastructure for the city of Miami, we haven't seen investment since 2003. So this is really huge for the Metro region.

Metromover’s Role And Fare-Free Debate

SPEAKER_01 4:03

In addition to the Metro Rail, we also have the Metro Mover in Miami. And it is essentially a 4.4 mile automated people mover, just like you would see kind of in an airport or something like that. This has extremely high frequencies and covers about 21 stations. Frequencies in the kind of main loop where multiple lines all kind of converge and run on it can be as frequent as every 90 seconds at peak where the lines are overlapping, to every six minutes off peak on the kind of spurs on the edges of it. So you basically have a loop in the middle with a couple different spurs. It's a pretty interesting looking system and is also elevated just like the Metro Rail is.

SPEAKER_00 4:45

Yeah, and this is one of the one I mentioned sort of the top of the episode. It's the only thing that I've really ever seen in Miami as far as public transit outside of a bus. Um, so it's really cool that they have this. Uh at the moment, it's going through a major overhaul as far as maintenance goes. And so uh, as they're trying to bring it into the modern age, I think there's a lot of disruptions happening with it, but a lot of promising potential for the future once they get sort of that that maintenance period figured out. And then as far as um ridership goes, it sees around 25,000 weekday riders, which has been increasing year over year uh since COVID. The pre-COVID peak was around 33,000, so still a little bit of room for growth there as well.

SPEAKER_01 5:26

An interesting fact on this one, too, is this is actually a fare-free form of transit in Miami as well. The rest of the system is not. And again, I mean, when you look at the maps of it, it isn't covering like a huge amount of terrain. So, from that regard, it does make some sense, but interesting, you know, topic at the moment. We did a whole episode about this a couple months ago, you know, kind of covering Zoran Mamdani's plan for free buses in New York. Uh, so if you're interested in kind of hearing some of the pros and cons of fare-free transit, because I feel like it has become a very hot topic recently. Um we we did kind of a deep dive uh back then. One other fun thing with this is the potential proposal to extend this over to South Beach, which seems to make some sense. A lot of locals there seem to be in support of it as well. Um, but unfortunately it's kind of up with some hurdles at the moment with the folks on the other side of the county saying that they don't want this to happen at the government level. Um, but it did seem like through some polling, a lot of local residents were actually polling in support of having this extension happen. So maybe we'll see it.

SPEAKER_00 6:31

The third form of mass transportation that we're going to talk about for Miami is actually tri-rail. Now, tri-rail is very similar to what you would see in other cities as far as a commuter rail network goes, but this is a massive commuter connection and it does have a few quirks. When we say it is massive, it is a 72-mile-long train line. So uh as far as commuting goes, it is it goes quite a distance from the Miami airport uh in the south all the way up to West Palm Beach in the north.

SPEAKER_01 7:03

Yeah, I mean it's it's uh I was creating the map for it and I was like, does this thing continue going as I was like literally dragging and dropping the map together? Um I couldn't believe how far that it went all the way up to West Palm Beach.

SPEAKER_00 7:14

It just connects to the actual Northeast corridor.

SPEAKER_01 7:16

Yes, yeah. Maybe someday. I mean, oh geez. Um you know, that that that whole coastline though is there there are so many more people living along the entire coast there than than I think many people realize. There is just, you know, it's not the densest housing, but it just just goes on and on and on and on. So I I would imagine that dealing with the traffic in this corridor uh makes a lot of sense. And something interesting that I learned uh about Tri-Rail when pulling some of the information to this together is the initial segments of it were actually created as a temporary solution while there was some highway construction being done. And they knew that the highway construction was going to make traffic really bad for a period of time. And after they had put in this commuter rail service, people loved it and there was no getting rid of it at that point, so they decided to make it permanent. So kind of an interesting thing.

SPEAKER_00 8:06

Well, I love that solution. Well, you should we should do that everywhere. We should just add trains to replace highways when they're under construction. I-35, I-35 and awesome.

SPEAKER_01 8:14

They could have put a temporary train up. Yeah. As Chris mentioned, initially this only was going to the Miami airport. And if you wanted to get off of Tri-Rail and connect into downtown Miami, you would transfer onto the Metro Rail and then go into downtown. As of 2024 now, we have a eight-mile extension that uses tracks that are shared by freight as well as Brightline to be able to connect from the existing tri-rail line to downtown Miami, which you would think would mean now you would have these long 72-mile trips that actually terminate in downtown Miami. Unfortunately, that's still not quite the case. So essentially, what they're doing is mostly running a essentially like a shuttle service on a tri-rail train that runs from downtown Miami, makes the connection to the main line, but then you need to switch on to uh the longer distance train. There are a few exceptions to the rule. There, I want to say it was something like two round trips a day actually make the whole connection. But it was something having to do with a mixture of the actual connection point, is a single-tracked, fairly sharp curve to make the connection possible. So there's some constraints in terms of it being just single-tracked, at least for the time being, as well as some of the technology. It's moving across several different types of rail infrastructure here, moving from like different uh jurisdictions is the wrong word, but you're going from freight rail to uh rail owned by the Florida Department of Transportation. They're using different types of systems. So there's a mixture of problems that are currently being worked on to solve, but the full vision of running a one-seat train from downtown Miami to the north end of TriRail is not a normal reality for folks at this point.

Funding Gaps And Service Constraints

SPEAKER_00 10:04

Right now, there's about 20 to 30 minute frequencies uh at peak, 60 minutes off peak. So, you know, decent, not necessarily what we'd want to see, but definitely uh decent for the US. And they had record ridership in 2025 with 4.5 million rides. So significant ridership in the region. I would think that would even support maybe a little better frequencies, but again, as you said, a lot of a lot of complicating factors there. Um but 4.5 million rides um is is really great for this commuter line. Um currently there's a$27 million funding gap as well, though, which threatens to create cuts to the system or potentially shut it down by mid-2027. So uh definitely, you know, they need to reach a deal with the state government to keep this funded. Um sounds like it's going to happen, but we'll have to continue to watch this commuter line. Absolutely.

Brightline’s Influence And Expansion

SPEAKER_01 10:57

We'll briefly mention here obviously, uh Brightline runs into downtown Miami. That is the terminus station for Bright Line. Right now, it runs service all the way to Orlando. They're talking about extending service potentially to Tampa. Uh, we did do an episode about this, not specifically just Brightline, but we kind of asked the question: is Brightline spurring public transit investment in Florida? And I still kind of think that the answer is yes here. I mean, we're we're seeing the extension, like we just mentioned, of TriRail into the downtown terminus station for Brightline. I mean, that I that that does not sound like that would have happened as a result. Um, and then what we're the project that we're going to be talking about shortly uses the Brightline tracks as well. So I think the answer to that question was yes. But if you're interested in more content about Brightline, um, we did discuss that in a different episode. So we won't spend too much time on it here.

SPEAKER_00 11:48

Yeah, we definitely are have been talking about transit in Florida more than I expected to um over the last year and a half or so.

Bus Network Redesign And BRT Launch

SPEAKER_01 11:55

So we're actually considering a transit tangents Florida trip this year, likely visiting Miami, Orlando, and Tampa while also checking out Brightline. If you have any ideas for us or note of people we should talk to, please reach out to us via email or on Instagram.

SPEAKER_00 12:08

The last form of transit that we are going to talk about before we get into the new proposals for Miami or the BRT and bus network, there are 95 bus routes throughout the city with roughly 175 daily weekday boardings. So, again, decent ridership uh for a city of its size. And in 2023, they redesigned the system to increase frequency in more areas up to 15-minute headways or better.

SPEAKER_01 12:37

As part of like that, that redesign, they were kind of trying to decide do you go with the coverage model and trying to hit as many places as possible, but having lower frequencies, or do you aim for increasing the frequencies in your kind of prime main ridership areas and focusing on ridership? And in that redesign, they definitely shifted their emphasis over towards the ridership model a bit. There are trade-offs to that. Obviously, you're you you may be providing uh a higher level of service to the more populated parts of town, but when that happens, sometimes you're leaving out communities that now don't really have access to public transportation. We could probably do a whole episode about that, but interesting that they they recently just did the redesign. The more exciting project here though is this uh South Dade Transitway BRT project that just opened in October of last year, which I really want to go actually see in person. At first I thought it was super goofy, and maybe it is super goofy because I saw this video circulating on Twitter or YouTube or something of buses crossing a street with like train crossing arms, and I couldn't believe it.

SPEAKER_00 13:46

I'm all about it. If that gets you uh dedicated uh right away, absolutely throw down the uh rail arms on your BRT.

SPEAKER_01 13:54

Yeah, and I mean it's 20 miles of dedicated BRT. You've got frequencies roughly every seven and a half minutes at peak, uh, twelve to fifteen off peak. Some of the stations look like they have literal like little indoor buildings you can be in. So you're out of the heat in Florida or out of the rain or whatever, whatever weather may be going on down there. So definitely interesting. And I almost want to say like kind of first of its kind in the US, at least. I've never heard of anywhere else doing crossing arms and that sort of level of service for BRT. So pretty cool.

SMART Plan And North Corridor Setback

South Dade BRT Features And Frequency

SPEAKER_00 14:24

It sounds like this is sort of the ideal BRT setup, and it's definitely something that we have to go check out. All right, so we have talked about the people mover, the metro, BRT and buses, bright line, and trirail. And that brings us to some of the new proposals for the Miami area. And one thing that Lewis found in his research of Miami was the region's smart plan. And the smart plan is really looking toward the future for Miami and making sure uh that people will be serviced by transit connecting you back with downtown Miami. So really exciting to see the fact that they are absolutely looking toward the future uh and making these plans.

SPEAKER_01 15:05

Yeah, and one of them that I would love to be making a video about saying that it is going to be happening was this North Corridor. Not you, so you've got the Northeast Corridor, which is what we're gonna talk about in a second, but this North Corridor plan was seemingly making forward progress, but recently kind of seems to be having been put on hold due to uh the budget getting a little out of uh out of hand there. So the price tag on it has nearly doubled. Um, this was selected to do as a uh an addition to the Metro Rail network. So this was going to be uh an elevated metro rail extension that was going to branch off of the existing line and run north all the way to Hard Rock Stadium. Uh, we mentioned Hard Rock Stadium in the episode where we did ranking the cities uh who are hosting the World Cup in North America. Uh, Miami did not score super well on that list, partly because Hard Rock Stadium is so far north, this would have made it score at least a little bit higher on the list for sure. On that line, you also had a connection to Miami Dade College uh and several other fairly dense kind of commercial areas along the route. So it would have been nice to see that one happen, but the costs really just got out of control and weren't able to see it kind of come to fruition. But all that being said, we're now on to one that the future is looking pretty bright for, if you ask me. And it seems like it will be a really positive step forward for the Miami area in terms of extending their commuter rail even more.

SPEAKER_00 16:36

And this is where we're finally getting into the discussion about the Northeast corridor of Miami. So this is a uh new line. It would be 13 and a half miles of track starting in downtown Miami, headed uh north to Aventura using existing bright line tracks.

SPEAKER_01 16:55

On that 13 and a half mile stretch, we've got seven stations in total. Uh two of them existing being the downtown Miami station as well as the Aventura station, um, but with five new ones in between. On the line, they're going to be aiming for 30-minute frequencies at peak with about hour frequencies off peak, so similar to the existing trirail commuter rails, with service running from five in the morning until midnight. So pretty good coverage for a commuter service uh like this.

SPEAKER_00 17:25

Yeah, and this represents a roughly$930 million investment in this region. Um, total cost breakdown between the uh federal new starts program, that's about 42% of the funding. Uh the county is also putting up about 36% of the funding, and then the state is putting out about 22% of the funding. And there has been a little bit of drama with new starts. We've seen projects that uh were sort of dead on arrival to uh the federal DOT through this program with the current administration, but it looks like this one is moving forward. It probably helps that it's in Florida. Um, but we're definitely uh keeping fingers crossed that nothing changes on the federal level for funding for this.

SPEAKER_01 18:07

Yeah, I I think this was one of the last to be approved under the Biden administration, so it it was able to miss some of that. Uh there was still some funding drama on this though, um, but not from the feds, instead from the Florida DOT. Uh there was a brief moment where the Florida DOT decided they did not want to put$200 million into this as a result of that. It then looked like it was going to trigger some federal drama with the New Starts money because the New Starts money requires there to be sufficient local funds to be able to back it. And once the Florida DOT realized that they'd be missing out then on that almost$400 million of federal money, they kind of came back to the table and said, okay, never mind. We'll we'll continue to chip in our$200. So uh glad to see that that drama is over and that, you know, this project actually was able to enter, enter the engineering phase back in 2024 and is continuing to make progress. Uh, where we're now seeing the finalization of the 60% design package coming to fruition now in early 2026.

SPEAKER_00 19:07

Which is all good news because the revenue service is estimated to begin, or was originally estimated to get to begin around 2027. It's been pushed back to 2032, but good news that things are finally moving forward.

Station-By-Station Opportunities

SPEAKER_01 19:21

Because this is the main one we're looking at here, I think it's worth taking a look a little bit station by station uh to see what's going on here. So obviously, like we mentioned, this starts at the downtown Miami Central Station. This is the terminus of Bright Line. Um, this is also where you have the Metro Mover having a stop. You also have the Metro Rail making a stop here, you have bus stops here. So this is a major transit hub. You would be able to get basically anywhere in Miami from this location. Um, you have access to all sorts of offices, apartments, commercial, retail. And surprisingly, there is even still some odd empty lots and parking lots nearby. So still plenty of room for additional transit-oriented development moving forward.

SPEAKER_00 20:05

Yeah. And from the Miami Central Station, it moves on to the Winwood Station, another area that is uh already pretty well developed and full of apartments and shops. Uh, so definitely uh a good place for a station there. And then on to the design district, which uh I am familiar with the design district. The last time I was in Miami, a friend uh took me out there for uh brunch and coffee, and it's such a cool part of town. Uh so really awesome that they're getting more uh connectivity to the system as well. Um but similar to Winwood, a lot of apartments and shops and uh just a really cool area to get off the train and walk around.

SPEAKER_01 20:40

Yeah, and you know, I I feel like when we see uh lines that were previous freight lines um being converted into commuter rail, like Austin is an example of that, you don't have a ton of this buildup on the line. Um, like in Austin, only now recently are we seeing, you know, the red line having the real transit-oriented developments all kind of coming to fruition and the the increased ridership happening. Here, it seems like a lot of that development has been happening already. Um, obviously, I'm sure you know Brightline coming into town helped to maybe spur some of that with the anticipation of some of these plans coming to fruition. But it's good to see that it's not, you know, uh a commuter line to nowhere. It's a commuter line that actually has quite a bit already built up on it and room for more.

SPEAKER_00 21:27

Yeah, I think Brightline's part of it. Um, from what I remember of the design district, it is a lot of old warehouses and everything that you would expect to see next to a freight line. So a lot of that densification has been happening just as Miami's been expanding. Like this the city population has grown by um sort of a I can't remember what the percentage was, but it's over uh it was over ten percent just in the last I think five to ten years. So uh it's been a a pretty large boom in population there, and the the transit is kind of following that boom. Um Um so uh it's working out there and and this area has definitely densified since then.

SPEAKER_01 22:05

Yeah, absolutely. Uh further north on the line we have a station at Little Haiti. Um this is definitely like the least uh dense area on the line. Um there are quite a few like single family homes. There's some industrial area, so I'd be curious to see what sorts of plans are for the area, but it does seem like a a you know a good middle spot to have another line, something in this area too that is worth pointing out. For Florida, I feel like the the roads are are very well gridded in this area, which means bus service that could feed into the rail could actually be fairly effective. Like it's not like a bunch of uh you know, uh cul-de-sac neighborhoods that are very disconnected from the street grid. You could have pretty effective bus routes um funneling people into these stations. So I think that's worth noting when we talk about these.

SPEAKER_00 22:59

Yeah, absolutely. Definitely a lot of potential for future growth there. Uh as we look forward uh further down the line to the 125th Street station, um, also a lot of potential here. It's an area that has a lot of older apartment complexes and smaller shopping centers, some older industrial, but a lot of opportunities for some transit-oriented development in this area. Um so again, a lot of potential on this line.

SPEAKER_01 23:24

Oh, yeah, I was gonna say to me, this one stands out as like probably the most potential at any of the stations, um, given like the, you know, there's so many already people living there with the older apartment complexes, but um not far away, you have a ton of like strip malls with huge parking lots and all that sort of thing. So um it feels like an area that's ripe for for some new development. The next stop on the line is for the Florida International University, Biscayne Bay campus. Um, and I'd love to see the station actually right at the campus, but unfortunately the tracks don't go there right now. And it does seem like it'd be a fairly easy connection to make with uh a shuttle or a bus service. So um, you know, this one, there's also quite a bit of just parking lots and things like that. I'm sure you could build up some student housing in the area and also just make it easier for folks to be able to access the university. Universities are always huge drivers of transit uh ridership, so it makes a ton of sense uh to have this connected here and bodes well for the potential future success of the line. I feel like hospitals and university campuses are both just like uh huge drivers.

Safety, Crossings, And Flood Risks

SPEAKER_00 24:32

I know I was about to go through my list. It was about to be uh uh university campuses, hospitals, stadiums, and airports. Like those are the things you have to connect in a city, I feel like, uh with a proper, proper transit network. Um and that brings us to the last station on the line, which is Aventura. And at Aventura, uh there's a Bright Line station already and a really large mall commercial district here. Um so as far as it being an end-of-the-line stop, this should also be a pretty good driver of ridership because there's already a population center that's anchored here. Uh, it's not really like this line, it's just going off into nowhere. Um, this is actually a true um destination for people and a connection point that people will very likely take from uh Aventura all the way back down to Miami and and so on. So uh definitely a good final stop here on the line.

SPEAKER_01 25:24

There's a lot of nice potential here too. I mean, this could go further out in the future if you wanted it to. The tracks already exist. Um but overall, I mean, I think that this is a uh great like first start to this new commuter line. Looking at the maps, I mean, there is a lot of potential in general for Miami, and they're already kind of identifying a lot of those places with the smart um plan that we mentioned earlier. But pretty exciting to see this, you know, making moves towards coming to fruition.

SPEAKER_00 25:53

Yeah, and hopefully they elevate more railway because every video I see of Miami now is just the downtown streets flooded from from tides coming in and it's not not looking good.

SPEAKER_01 26:05

Oh, and on your point of elevating the rail, I think that they probably should think about elevating other rail or doing some different decisions for their at-grade crossings because the other videos that I see from Miami all the time are uh bright line trains hitting cars and uh like just awkward, awkwardly designed intersections around these. And um, I don't know what it is. Like, I don't know what makes people I mean, some of these videos I'm watching people drive around the gates that are down. Like you live in Florida, you know there is a high-speed train that goes through not like once a week, like like 20 times a day, more than 20 times a day. Yeah. I don't understand what people are doing. I just don't get it.

SPEAKER_00 26:50

I don't understand how anybody in this day and age gets hit by a train. I really, I just I don't I don't understand it.

SPEAKER_01 26:58

It can't it can't come out of nowhere. It's on a fixed track.

SPEAKER_00 27:02

Right. You know exactly where the train's going to be.

SPEAKER_01 27:06

Yes. So you know that there are a couple concerns that I I wanted to bring up on this, and what and this was kind of one of them, because uh, you know, you already are having issues with Bright Line, you know, running into running into cars on this route, increasing the the amount of trains on this in the mix with Bright Line, um, when you, you know, not even for the risk of just having more accidents, but um the there's just so many awkward intersections. I saw a couple tweets this week that were just like, what, like who designed this? Like what sick person designed this intersection around it? It'll be like the the train tracks will be coming through at like a 40 degree angle, but it like almost looks like you could just drive your car onto the tracks and think it's like a road, and people are I don't I don't know. There's some there's some crazy designed intersections there.

Corridor Capacity And Operations

SPEAKER_00 27:55

So I've been in some pretty badly designed intersections around railroad crossings, where especially at night, it looks like the rail is a road and it's dangerous. So yeah, yeah, um, another concern here is capacity. So this new line would have roughly 54 to 58 trains per day, which is a lot. Uh in addition to that traffic, you also have Bright Line, which is looking at increasing their frequencies up to 32 trains per day. Uh and then on get any given day, you may also see around 10 freight trains taking this corridor. Uh so it's quite busy as far as a an urban rail corridor in the U.S. goes.

SPEAKER_01 28:35

Yeah, and I mean for most of this, it is already double tracked. There are a couple sections where there are more than two tracks at uh, you know, like I'm thinking of the Aventura um Bright Line Station. I believe it's it's four tracks that run through there. So a lot of this kind of engineering and design is very likely gonna need to go into creating, you know, sidings for either freight rail to be able to pull over or for the, you know, if you end up with like a delayed uh northeast corridor commuter train blocking access to Brightline being able to go through. So they're gonna need to do some careful coordination to make all this happen. And I mean, as it stands right now, this will very likely become one of the busiest train corridors in the the southeast.

SPEAKER_00 29:21

Yeah.

SPEAKER_01 29:21

The the the northeast corridor of the southeast.

SPEAKER_00 29:24

Yeah, yeah, exactly. I have no doubt about that. It kind of sounds like I designed this in City Skylines or something where I just put like, here's eight rail lines all next to each other to connect my rail and passenger and inner city passenger and everything. Yes, yep.

Why This Project Matters Now

SPEAKER_01 29:38

So um overall though, I mean, I think this is a pretty exciting project. Um I I know we spent a lot of time talking just broadly about public transit in Miami, and I wanted to do that because I feel like first off, I I didn't I didn't know how much they had existing and and all of the plans that they're talking about for the future, but I think it adds some good context to you know what this is being added to. And uh we also want to hear from you guys as well. Like I said earlier in the episode, we're really considering doing a trip down to Florida in the next couple months or at least in the next year or so. So definitely let us know uh if you're in the area, if there are specific things we should be looking for, different plans we should be looking at. Um, we definitely want to hear your thoughts and feedback there.

SPEAKER_00 30:22

Yeah, absolutely. What just uh I really want to see is if Florida can do this, why can't Texas do it? Like we're probably transits in Texas, Lewis.

SPEAKER_01 30:32

Anyway, uh let us know what you thought of this episode. If you have not liked this video already, please consider doing so. It helps us out quite a bit. You can also subscribe. If you want to support the show directly, you can do so via our Patreon, buy us a coffee, or check out the merch store linked down below. But with all of that being said, thank you all so much for watching and enjoy the rest of your transit tangents Tuesday. Okay, I'm saving that go public transit service. Watch me go.