XIX Congress International Union of Architects, Technical Seminar: City and Airport – UIA Barcelona, Spain, 1996ACSA 2000 International Conference, Hong Kong, China, 2000

URBAN LANDSCAPESIntermodalities of Miami: Public Transportation Projects

Álvaro Malo, Miami Architecture Research Center · U. of Florida

INTERMODALITIES:Water, Land, Air…

The geography of the South Floridametropolis is that of a long and nar-row urbanized strip, 90 by 15 miles,stretching north to south from PalmBeach to Homestead. The naturalphysiognomy of the region is framedon the eastern front by a string ofsand barrier islands on the AtlanticOcean and the edge of the Ever-glades aquifer on the west — theIntracoastal Waterway, a navigableartificial canal connects a series ofnatural bays and lagoons that separatethe barrier islands from the mainland.The Florida Keys, a row of limestoneand coral reefs, thrust 125 miles fur-ther southwest into the Gulf ofMexico, reaching its southernmostpoint at the historical town of KeyWest — a refuge for a succession ofbuccaneers, political expatriates andAmerican poets.

If it was only the dark voice of theseaThat rose, or even colored by manywaves;If it was only the outer voice of skyAnd cloud, of the sunken coral wa-ter-walled,However clear, it would have beendeep air,The heaving speech of air andsummer soundRepeated in a summer without endAnd sound alone. 1

By water: The Everglades, the MiamiRiver, the Port of Miami…

The geology, archeology and mythol-ogy of the region prompt a question:where do you begin? Miami is anIndian word meaning sweet water…In the Miami River, a natural drain ofthe South Florida aquifer, thebrownish water from the glades, in-fused with metabolic detritus, mixand dissolve intermittently with clearspring waters. Tidal action extended

close to the headwaters, but theheavier brackish water was preventedfrom receding further by the rapids,or falls at the edge of the Everglades.

The miracle of the light pours over

the green and brown expanse ofsawgrass and of water, shiningand slow moving below, the grassand water that is the meaning andcentral fact of the Everglades ofFlorida. It is a river of grass.2

Today, after dredging the riverbed

and building of artificial canals to im-prove navigation and marine industry,the river still retains traces of its vec-tor of natural flow cutting a diagonalswat across the orthogonal pattern ofthe city. Much of the eastern edge ofthe Everglades has disappeared afterrepeated channeling and draining toprovide land for agriculture andwestward expansion of the city. Sa-linity dams have replaced the naturalfunction of the rapids. What remainnow are incidental lagoons and pondsscattered among urban and industrialdevelopment.

The Miami River is a shallow draftseaport, doing business primarily withthe Caribbean Basin. Contrasting withthe luxury cruise liners that dock in

Biscayne Bay at the Port of Miami,those who venture up river are bat-tered freighters doing industrial haul-ing, fishing boats that unload theircatch at the many fisheries located onthe river’s edges, and a plethora ofsmall makeshift vessels flying Carib-bean flags. The latter have becomepermanent fixtures lining the river-banks, barely a flew blocks fromdowntown Miami. Overloaded withsecond hand appliances and surplusmerchandise, they seem to be for-ever on the brink of departure — anomadic urban colony, collecting therefuse of a wealthy society and sus-pended in time at the water’s edge.

On land: drawbridges, highways, ele-vated trains…

An intense relationship between thecity and the water occurs at the rivercrossings. Ten operating basculardrawbridges, each under the watch ofa bridge tender, span the riverstitching back the orthogonal fabric ofthe city. The exposed mechanism ofthe drawbridges reveals an almostarchaic technology of gigantic gears,cantilevered girders and counter-weights, resembling skeletons of pre-historic amphibians washed up at theriverbanks. But the fleeting resem-

1. Towing cargo ships on the Miami River, with Metromover span on the background.

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blance is quickly dispelled when theenormous clockwork mechanism isset in its up-and-down motion.

Bridges are practical structuresand powerful aesthetic objects. Forimpatient motorists, they are the onlyevidence that the river exists. Forboaters, they are rhythmic visualgates that keep the beat of their riverjourney. And for pedestrians, they arepoints of passage where two elemen-tal landscapes meet: water and land.A new practice of urbanity and civicarchitecture can be hammered out atthe exact location of the bridges: amagnificent linear gallery and a thea-ter of machines, a dispersed collec-tion of large mechanical artifacts thatanimates the life of the city with thenaïve mythology of efficient and play-ful monuments that sway betweenphysics and fairy tale.The overlap of the city map, basedon an orthographic logic, and the me-andering course of the river, re-sponding to the dynamics of waterflow, is a condensed version of theexchange between the striated andthe smooth physiognomies of thelandscape.3 In this exchange, thedrawbridges gravitate towards thestriated by their stability and align-ment with the city, but respond tothe smooth by their mechanicalmovement and transformation yield-ing to the flow of the river. Thebridges counterpoint is manifest inthe unsettled settlements of the “TentCity” of Cuban refugees beneath I-95, in 1980, and today’s “HaitianBoats”, both apparently fixed in thepattern of the city, but inevitablyshifting to nomadic fabric patchworkand scrap metal shantytowns (Figure2).

Contrasting with the aquatic andthe earthbound movements is thethird dimension of the quasi-aerialchoreography of regional highways (I-95 and SR-836) and elevated trains(Metrorail and Metromover) that re-sponding to different speed and spa-tial geometry inflect their smooth andmathematically elegant parabolic vec-tors, at least 75 feet high, over theterse compressed surface of the wa-ter.

The overlapping vision of the riverand the city from the lofty overlook ofthe highways and elevated trainsbrings to mind a compression of history. The simultaneity of thepast geological time immersed in thefluent memory of the river, a territorynow haunted by forgotten Indianburial grounds; the present time ofthe city of Miami, barely reaching itsfirst centennial in 1996; and, the cy-bernetic promise of a future timeafloat in the air, sporadically material-izing in technologies of movementand information — tempus fugit.

The effects of enormous transpor-tation structures such as I-95 andMetrorail, which traverse downtownMiami at elevations between 55 and75 feet, can be the exhilarating visionof a brave new world from above, butdevastating at ground level. The radi-cal task of integrating these large lin-ear public work structures, normallyassociated with engineering and vec-tors of movement, rational efficiencyand economy, into the heterogene-ous fabric of the city demands newphilosophies and practices of landuse, adaptation of road alignments tolocal circumstances, and continuousstructural and aesthetic innovation.

Of air: tropical storms, the Airport…

The cosmopolitan glamour and ethnicfrenzy lush tropical vegetation and

changing skies of Miami are hauntedby the memory of devastating tropicalstorms. For centuries storms havewreaked havoc in the Caribbean re-gion, punishing with natural neutralitythe efforts and hegemony of power ofthe day: sinking Spanish gold galleons,blowing away the plantations of colo-nists and native settlements, andputting to severe test the ingenuity ofmodern structures.

Forty-seven thousand Miamianswere left homeless by a hurricane, in1926 that destroyed five thousanddwellings and killed 113 people. In1992, Hurricane Andrew denied thenaïveté that such natural disasterscould not strike again. Eighty thou-sand homes were destroyed and160,000 people left homeless. Thenormally ordered regimes of waterand land were turned up side down:of the hundreds of boats in the har-bor many ended on the streets, andthe causeways were under water.

Natural forces and phenomenaare inevitable ingredients of the re-gion. An urban mythology of Miamimay not be found in imported stylesor depleted historical models —which raise the question of the im-age’s truth — but must reflect itsregion in the dynamic interplay be-tween natural forces, technology anda sensible aesthetic of construction.

2. Cuban “Tent City” beneath I-95, refugees from the exodus of 1980. Historical Museum of SouthFlorida, 1980.

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For millions of visitors and immi-grants, the first impression of theUnited States is a vision from the airof the barrier islands, the Florida Keysand the immense expanse of theriver of grass of the Everglades. Lo-cated between the forks of the MiamiRiver, the Miami International Airportis a major destination for domestictravel in the United States and con-necting gateway for internationaltravel from Europe, the Caribbeanand South America (Figure 3).

One of the country’s busiest air-ports, MIA handles 30 million pas-sengers per year. Its projected growthforecasts 55 million passengers by2010 and 70 million by 2020. It isunlikely that expansion of the airportfunctions could occur within the air-port grounds.

To solve this problem and toease east-west traffic congestion, theFlorida Department of Transportationbegan, in 1993, studies for two majorprojects: 1) the Miami IntermodalCenter, and 2) the East-West Multi-modal Corridor (along S.R. 836) pro-viding increased vehicular and trainaccess between the Airport, down-town Miami and the Seaport.

INTERMODAL PROJECTS

Systematic requirements of theseprojects called for a proper under-standing and adherence to existing ordeveloping transportation technolo-gies: either elevated tri-rail, highspeed rail, surface light-rail, or auto-mated people movers were primaryfunctional parameters. Travel speeds,vertical and horizontal radiuses, anddimensional tolerances were deter-mining factors in the spatial and struc-tural organization of the buildings.

Other functional parameters re-quired the integration of severalmodes of transportation on a case bycase basis for each individual station:private and public land transit, watertaxi and boat, helicopter and sea-plane. The resultant programmatichybrid in each case influenced thespatial arrangements.

Physiognomic requirements werederived from practical and aestheticsensibility to each particular site.Boundaries are in most cases perme-able technical and sensual envelopesand filters that establish a coherentdialogue between the regimes of air,

water and land, whether at the edgeof the Everglades or Biscayne Bay.Boundaries were addressed at a se-ries of levels, resulting in similar dif-ferences and different similarities.4

The perception of elevated trainsover the river and adjacent to thelagoons, the high platforms at theedge of the harbor and within view ofthe cruise ships, the transparency ofthe slightly raised light-rail as it entersthe beach, all these conditions referback to the vectors and inflections ofthe respective modes of transporta-

tion: land to sea, air to sea, and landto air connections.

1. Miami Intermodal Center (MIC)…

The Miami Intermodal Center is tobe considered as an asymmetricaltwin, handling the landside expansionof the airport, and a grand centralstation collecting regional and localtrain circulation, including high-speedrail. The selected site is a trianglebounded by water on two sides andan elevated roadway to be designed

3. Miami International Airport and SR 836 (right) going to the Seaport. FDOT, 1993.

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and built concurrently on the thirdside.

To the east and north the MiamiCanal and to the south the TamiamiCanal are water boundaries. PalmerLake, an inlet of the Miami Canal, isan area designated for preservation asa green space and ecological havenfor breeding of manatees and othernative species. Water has its owndefinitive and dynamic character. Thecanals were created for the move-ment of water and to reclaim land forurban development and agriculture.They were designed to accommo-date requirements of volume, depth,and navigation. The day to daymovement and interaction of waterwith its edge constantly changes andredefines the edges and cross-sections of waterways.

To the west will be the proposedelevated Interconnector joining S.R.836 and S.R.112. The elevated road-ways have a curved geometry, whichcontrasts with the orthogonal grid ofthe city. This diversion from the grid,because of the specific curvaturesrelated to mathematical calculationsof speed and structural continuity givethe roadways a unique language andaesthetic based on the dynamic andtechnology of movement.

The Airport is designed to ac-commodate the following functions:airplanes (landing, taxing and takeoff),passengers (arrivals, departure andwaiting), baggage and cargo handling,and general ancillary functions of pas-senger service and transportationequipment and storage. This requiresspecific distances, clearances, andradii for the proper and safe operationof airplanes. The restrictions thatapply for the Airport reach out andaffect the built environment that sur-rounds it. The flight path has a setthree-dimensional envelope thatmust remain free of physical interfer-ence. The same restrictions will in-fluence the site planning of the MICand joint development in the triangle.

A series of kinetic impact probesinitiated the design experiment: de-forming metal meshes of differentdensities with a kinetic impact. Theimpact was achieved with the use ofa sixty-pound draw bow and arrowswith differently sized blunt tips. Themeshes were dipped in wax to en-hance the reading of the deforma-tions and intuit conceptual possibili-

ties of the same. The experimentsyielded the following concept: usingtwo layers as the elemental generatorof the spatial envelope. Analogically,the different rail technologies wouldimpact functionally and penetrate thestation as a kinetic force. At thepoint of impact the station and railwould react with each other creatingthe resultant opening of the boundaryalong the vector of movement. Thepoint of impact is the place wherethe rupture generates space andseparation of the spatial envelopeinto two layers providing an interstitialspace that can be used programmati-cally (Figures 4-5).

A computer generated wire model,was used to explore the fluidity andtopological continuity of the envelope.The model explored the differencebetween the two layers. The outerlayer displayed a tense and continu-ous surface in contrast to the interiorlayer, which showed greater dynamicdeformation. The combination of thetwo layers reiterated the possibility ofusing interstitial voids, generated bythe spatial and structural envelopedeformation, for the primary functionsof the program (Figures 7-8).

A geometrical model of construc-tion and a rupture of the ellipse wasan attempt to redefine mathemati-cally the plan outline. The geometryof the plan is generated by vectors ofmovements and is a dynamic recon-struction of the geometry of theroadways. Geometry was also usedas a method to simplify the regulatingprofile of the structural skeleton, insection, by means of a series of para-bolic compression elements hingedat the ground (Figure 9).

The schematic program includes:rails and platforms, vertical circulation,parking, water-taxi docking and lagoon— water is given a larger presence toorganize and clarify the site perceptu-ally and for its potential environ-mental benefit. The sectional layeringis paradoxical, in the sense that thereis an inversion of the typical arrange-ment for train stations. Traditionallytrain stations either sit on the groundor are below ground, in this case therail tracks and platforms are up in theair, because all guideways must behigher than 65 feet when crossingthe Miami River. Out of necessity,this is an aerial station and its roofsare aesthetically and structurally

dominant elements.The station hall roof is parabolic in

section and elliptical in plan; the roofover the platforms is shaped as aseries of airfoils. A suspended tensileglass plane — a true curtain wall —between the two roofs separates theconditioned space of the hall fromthe open-air area of the platforms.Response to wind forces, airflow, sunshading, lightness and transparencywere critical aspects of the design(Figure 10).

4-5. Kinetic impact modeling.

6. Geometric modeling, segmental ellipse gen-eration by displacement of centers projected toplan outline.

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7-8. Computer wire modeling.

9. Geometric modeling, parabolic construc-tion projected to sectional profile.

10-12. Miami Intermodal Center (MIC) models above.

13. Miami Intermodal Center transverse section.

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14. Miami Intermodal Center (MIC) site plan.

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2. Airport-Seaport Corridor:Bayside Station…

Bayside Station will be strategicallylocated as a transportation hub con-necting the Seaport, Airport, down-town Miami, and eventually MiamiBeach. The station goals are:

- To provide efficient mobility be-tween Seaport and Airport.- To provide Metro Miami travel-ers with easy access to the airportand downtown activity centers.- To contribute to increased mo-bility in the South Florida Region,supporting 21st century plans forregional transportation and sus-tainable growth.

The building is spatially inter-woven with the elevated East-Westtrain guideway. The design explorespossibilities of creating dynamic facili-ties structurally and functionally inte-grated to transportation, using theland beneath mass transit system asefficient programmatic space linkingand promoting transportation systemsof the future as civic structures.

Conceptually, the plan yields tothe movement of the trains aboveand vehicular traffic below. The wateredge amplifies the possibilities ofmovement on water or hybrid sys-tems: water-to-land and water-to-air.

The roof canopy has beenshaped as a permeable airfoil thatplays with air movement, promotesthermal comfort, and eventually re-acts positively to strong hurricanewind forces

In this project, the 640-foot longrail platform at 61 feet above sealevel determines the footprint of thebuilding. The platform and concoursebelow form a spine linking the build-ing’s programmatic functions:

Level 1: The station hall on theground floor is a three-story atrium,encircled by passenger services link-ing the different transportationmodes. A glass curtain-wall facing thewater frames views of the cruiseships docked close by, the cargo portand derricks further away on DodgeIsland, and Miami Beach across thesurface of Biscayne Bay

Level 2: Maritime offices and thetrain control and communicationsroom. Two pedestrian bridges, one

connecting to Bayside Marketplace,and the other connecting to the pro-posed Maritime Park and a parkinggarage

Level 3: Miami Beach light-railtransfer platform, travel offices, anobservation deck and maritime gallerywith mural photo documentation ofthe historic evolution of the Port ofMiami.

Level 4: Main platform area, opento the air but covered and shieldedfrom the sun and the rain, providing360 degree panoramic views of theseaport and the downtown skyline.

A computer generated spatialsimulation (3D Studio) was used toexplore visual qualities of the station.Exterior views examine the align-ments of the infrastructural systemsand the urban macro-textural quali-ties of the site. Internal spaces areintended to amplify the dynamic ofexternal movement by inflection ofsimilar spatial geometries and tuningvectors of circulation that refer visualorientation back to the open air andwater. The three dimensional simula-tion exploring the application of ma-terials, light, and textures to a wireframe model is a useful step at thebeginning of the spatial modeling ofthe building. Although this is a rudi-mentary study that lacks the sophisti-cation of measured lighting models, itoffers a useful method to incorporateand study visual qualities that directlyaffect the spatial experience (Figures15-20).

15-20. 3D Studio computer modeling of exte-rior-interior spatial sequences.

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22. Port of Miami Bridge. MB3D, 1995. 23. Bayside Station model.

21. Bayside Station and Port of Miami expansion at Bicentennial Park, at the edge of Biscayne Bay, site plan.

24. Downtown Miami. Gleason, 1995. 25. Bayside Station model.

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3. Miami Beach Gateway Station…

The station site was selected basedon the following criteria:

- The existing geometry of trans-portation infrastructure: cause-ways, bridges, arterial and localcollector roads — specially,MacArthur Causeway and itsmerging into the 5th Street andAlton Road intersection.- The natural geography of thesite, at a critical confluence of landand water, that will permit a true‘intermodal’ connection of lighttrain, public and private groundvehicles (buses, cars, electricshuttle, and bicycles), and watertransportation (water taxis andsmall craft).- The site’s urban geography, atthe edge of the internationallyknown Art Deco District, a primetourism destination, and SouthPointe, a fast growing medium tohigh density residential districtwith public access to an extraor-dinary waterfront.

To resolve public transportationand environmental problems, manylarge cities in North America andEurope have returned to light railsystems in the past 20 years. Lightrail offers an environmentally clean,economically efficient, and aestheti-cally pleasant mode of public trans-portation. Siemens Duewag, withheadquarters and manufacturing facili-ties in Sacramento, California, hassupplied light rail vehicles and installa-tions in seven major cities in the U.S.and two in Canada. In this study,particular attention has been paid tothose systems currently operating inPortland and Sacramento. These cit-ies have comparable ridership projec-tions and a manifest concern for theimpact of track alignments and sta-tions on urban aesthetic.The urban design program includesthe following components: a smallintermodal center, providing connec-tion with other modes of land andwater transportation; a visitor informa-tion center and gallery (being an entrypoint to Miami Beach and serving alarge number of tourists, the stationis the desirable location for introduc-tion to the culture of the city); a wa-terfront promenade lined by ancillary

services and entertainment; a 180room hotel, with adjacent meetingand exhibition rooms; and a low pro-file 500 car parking garage.

The public value of this waterfrontsite derives from its open edge ex-posed to extraordinary views and thecooling effect sea breezes — whichsporadically may turn to tropicalstorms. The platform and canopy aresited hovering over the water andconnected to the landside by a spatialwedge at grade level, with escalatorsgoing up to the light rail the platformand down to the water taxi dock.The visitor center and gallery, locatedat a mid-level mezzanine can be ac-cessed from the station or directlyfrom the exterior by a bridge ramp.

Access from the waterfrontpromenade and parking garage to thestation is provided by a transparentweather canopy beneath the light railtrack, which in the northern half ofthe site remains elevated, at 16 feet,to allow vehicular access and serviceto the waterfront, sloping downgradually to reach grade at the south-ern limit of the site. This linear can-opy also serves as waiting area fortransfer to the electric shuttle andcity buses.

The spatial structure is defined bya metallic airfoil sheathed over a se-ries parabolic rib-trusses hinged atthe foundation and fixed on theircantilevered side by compression-tension struts. The struts would acton either mode in response to thechanging wind directions and thedynamic effect of wind loads.

26-27. Miami Beach Station site.

28-29. Canopy study models.

30-31. Site models.

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32. Miami Beach Gateway Station and City Marina, at the eastern edge of Biscayne Bay, site plan.

33-34. Elevation and section.

35. Miami Beach Gateway Station, model.

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4. SW 2nd Avenue Bascular Bridge…

This is a proposal for the replace-ment of the existing bascule bridge atthe intersection of S.W. 2nd Avenueand the Miami River. It is aimed atcreating a structure that has an inte-gral functional relationship with theworking river in which the river andthe bridge have a physical interactionthat is advantageous to both. Thearchitectonic aspect of the structureis expanded by the proposal of a civicprogram of uses within, and adjacentto realm of the bridge’s operationalsystem.The proposed bascule bridge is asimple ‘trunnion’, or hinge, alsoknown as the ‘Chicago’ type, wherethe moveable portion made of theleaf and the counterweight, is carriedby the trunnion when the bridge is inmotion or open. The bascule is indynamic equilibrium through itswhole range of motion; the gravita-tional forces on both sides of thetrunnion are always equal. The forcerequired to move the leaf is minimal,needing only to overcome the inertiaand the mechanical friction of thesystem.

A variation, proposed for thisbridge, is based on ‘Archimedes prin-ciple of displacement of water’ — asubmerged body becomes lighter byan amount equal to the weight of thevolume of water it displaces. This isaccomplished by increasing the coun-terweight, thus taking the leaf out ofequilibrium and restoring equilibriumby placing the weight into water. Us-ing this principle, the movement ofthe leaf will be aided by controllingthe movement of water within thepier.

At the present, there is a signifi-cant amount of hydraulic turbulenceat the site, caused by the geometryof the river bend and magnified bythe existing bridge piers which pro-ject several feet from the edge intothe water — turbulence hampers thenavigation of vessels. The new bridgeshould lessen the turbulence by pro-viding smoother edges and recessedpiers allowing a more uniform flow ofthe river.

Because the proposed hydraulicoperational system requires significantvolumes of water to be taken fromand released into the river, it is nec-essary to develop a system that ac-

complishes this task without intro-ducing additional hydraulic turbulenceto the site. This will be donethrough the manipulation of the riv-ers’ edge, taking and releasing of wa-ter in a gradual manner. The north-eastern edge will be developed as areservoir providing storage for suffi-cient amounts of water to aid thebridge opening throughout severalcycles. The reservoir will also act as astorm water catch basin in the north-ern portion of the site and will be-come an aeration and filtration deviceto remove pollutants from the riverwater and storm water run off.

This is interdependency betweenthe bridge and the river, in which theriver serves the movement of thebridge and the bridge serves as avalve in a system that will improvethe ecology of the river.

In addition, the new edge will bedeveloped as a series of hydraulicevents acting as an urban educationalplayground within the program of ahydric park: a hydraulic riverwalkwhich establishes a working relation-ship between the city and the riverand provokes in the mind’s eye anawareness of that relationship.

The Miami River lies within therealm of what Gilles Deleuze definesas The Smooth and the Striated.Deleuze defines the smooth as “aspace constructed by local operationsinvolving changes in direction . . . it isfilled by events, or hacceities, farmore than perceived things. It is aspace of effects, more than one ofproperties. It is of haptic rather thanoptical perception. Whereas in thestriated forms organize matter, in thesmooth materials serve as symptomsfor them…In striated space, lines ortrajectories tend to be subordinatedto points . . . In the smooth, pointsare subordinated to the trajectory.”5

This project defines the river assmooth space: a space constructed ofa hydraulic-navigational trajectory andof specific haptic uses of those trajec-tories — it is a space that does notgive in easily to perceived forms. Theadjacent land lies within the realm ofthe striated: it has been spatially or-ganized in such ways that pointsformed by the intersection of trajec-tories are of utmost importance. Theriver’s edge is the boundary betweenthe smooth and the striated. Theintent of the project is to define the

bridge, the condition that lies be-tween the smooth and the striated,as a woven condition. The bridge isintended to be an event in which theriver and the adjacent land are hy-draulically woven together.

36. Miami River through Downtown Miami,model.

37. Bascular leaf, structural model.

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38. SW 2nd Avenue Bridge (left), hydraulic reservoir and hydric park (right), site plan.

39. Section-elevation looking west.

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40-41. SW 2nd Avenue Bridge, section looking west (above, plan (below).

42. Existing SW 2nd Avenue Bridge over the Miami River (foreground), and elevated Metrorail span (background).

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Credits

Miami Intermodal ProjectsÁlvaro Malo, ArchitectCarlos Zapata, Architect

Miami Intermodal CenterJuan Linares

Bayside StationEric Blumberg

Miami Beach StationHamed Rodriguez

SW 2nd Avenue BridgeTrent Baughn

Bibliography

Miami Intermodal Center: Major InvestmentStudy / Draft Environmental Impact Statement(Miami: FDOT District VI / ICF Kaiser, 1995).

East-West Multimodal Corridor Study: DraftEnvironmental Impact Statement / Major Invest-ment Study ((Miami: FDOT District VI / Par-sons Brinckerhoff, 1995).

Marcus Binney, The Architecture of Rail: TheWay Ahead (London: Academy Editions, 1995).

Notes

1 Wallace Stevens, “The Idea of Order atKey West”, The Collected Poems (New York:Vintage Books, 1982) p 128

2 Marjory Stoneman Douglas, The Ever-glades: River of Grass ( Marietta: Mocking BirdBooks, 1974) p.1

3 Gilles Deleuze and Félix Guattari, “TheSmooth and the Striated”, A Thousand Plateaus(Minneapolis: University of Minnesota Press,1991) p 474

4 David Bohm, “On Creativity”, VIA Vol.2,Structures: Implicit and Explicit, Publication of theGraduate School of Fine Arts, University ofPennsylvania (Philadelphia: Falcon Press, 1973)p 69

5 Gilles Deleuze and Félix Guattari, ibid.

43. SW 2nd Avenue Bridge model.

44. Miami River through downtown Miami, site model.