Miami, FL
Learning From Miami
Last weekend, I went to Miami for a conference, and explored a wide range of neighborhoods, including both suburbs like Sweetwater and North Miami, and urban places such as Wynwood and downtown Miami. One of the most unusual things about Miami is that it combines a high density (over 12,000 people per mile in its small central city) with relatively low transit ridership (about 7 percent in 2022, lower than medium-density cities like Buffalo).* Even some of its suburbs are pretty dense: North Miami Beach (where I stayed over the weekend) has just over 8500 residents per square mile, and Sweetwater (where I stayed Sunday night) is more densely populated than Miami. What is Miami doing wrong?
The first thing I noticed was that except for the quietest residential streets, commercial streets are designed for high-speed traffic — even in parts of a city where walking would normally be common. For example, Brickell Avenue is one of downtown’s more high-end streets, one with a significant amount of housing and public transit. So you might think that Brickell is a comfortable street for pedestrians. But Brickell is six lanes wide, not my idea of a pedestrian-friendly layout. Similarly, you might think that streets near Florida International University (FIU) would be pretty walkable — but FIU is moated off from Sweetwater (a suburb just to its north) by an eight-lane street that resembles a highway with traffic lights more than it resembles a commercial street. To make matters worse, this highway is not even fully connected to the Sweetwater street grid: instead of crossing every block to get to FIU, a walker can only cross the street once every several blocks.
Of course, these are major streets. But Miami also suffers from what traffic engineers call collector streets: streets that lack the commerce and excitement of high-traffic arterials but are nevertheless just wide enough to have dangerously fast car traffic. For example, in North Miami Beach, I mostly walked on N.E. 179th Street and the streets just to its north from Northeast 13th Avenue to Northeast 18th Avenue. 13th and 14th Avenues are quiet, two-lane residential streets that I felt comfortable crossing. By contrast, 15th Avenue has a turning lane and is just wide enough to support faster traffic. As a result, crossing it was a bit adventurous.
On the positive side, most of the city buses I was on were at least half full, and some were standing room only. However, bus rides from city to suburb can be quite long: for example, my ride from downtown Miami to North Miami Beach took almost two hours. By contrast, in Buffalo, most bus routes take only an hour from beginning to end, and even the 20-mile bus ride from Buffalo to Niagara Falls takes about 75 minutes.
This example illustrates a broader problem with city buses in large metro areas: in an area as large as Los Angeles or Miami-Dade County, suburbs can be so far away from a city that bus commutes can take longer than in a smaller but less dense metro. It follows that in a largish metro area, even an otherwise adequate bus network and high central-city density doesn’t protect people from long commutes. And Miami does not have a strong rail system to supplement its buses: Miami’s Metro Rail has only one line, fewer than other Sun Belt metros such as Atlanta (two lines) or Dallas (five). In other words, you can get almost anywhere in Miami Dade County by bus, but it may take a long time to do so.
On the positive side, Miami suburbs are a little more generous with housing than the suburbs of Blue America. On the major Long Island arterials I have seen, housing other than single-family homes is rare. By contrast, the major arterial I saw in North Miami Beach (Northeast 185th Street) did have plenty of apartments, even though the nearby homeowner blocks had none. So at least Miami’s suburbs have done something to alleviate the national housing famine. Sweetwater was even more generous; I saw apartments on side streets as well as on Flagler (the city’s major arterial).
In sum, Miami underperforms when it comes to transit, with a lower transit mode share than some lower-density cities. Although I am not completely sure why this is the case, one possible reason is that streets are designed for speeding cars to an even greater extent than in other American cities. In addition, Miami is just large enough that city-to-suburb bus commutes can be more punishing than in a smaller metro like Buffalo.
*Pre-COVID data is similar: in 2015, 11 percent of Miami commutes were by transit, well below the mode share for medium-density Rust Belt cities like Baltimore, Pittsburgh and Hartford. I note, however, that Miami’s transit ridership was higher than that of Sun Belt cities like Atlanta and Dallas.
Miami, FL
Fiery, fatal crash shuts down southbound lanes of Don Shula Expressway in southwest Miami-Dade
An investigation is underway after a man was killed in a fiery crash with a truck on the Don Shula Expressway in southwest Miami-Dade early Tuesday morning, according to officials.
The Florida Highway Patrol said that a white Mercedes coupe was headed south on SR 847 (Don Shula Expressway), near Southwest 104th Street when it crashed into the back of a truck.
A large fire broke out after the crash, and investigators said that the driver of the Mercedes, who was only identified as an adult Hispanic male, died at the scene.
The fiery crash forced officials to shut down the southbound lanes of the roadway, and drivers were being asked to seek an alternate route.
Heavy delays were reported behind the crash, and delays also started to build in the northbound lanes near the scene.
The southbound lanes have since reopened.
No other information was released.
The Miami Heat woke up Monday no longer in control of the chase they had led for weeks. With the 2026 NBA Draft set for Tuesday and the Milwaukee Bucks closing in on a resolution to the Giannis Antetokounmpo saga, Miami suddenly finds itself in a two-team race it is no longer favored to win.
ESPN’s Shams Charania reported Monday that Antetokounmpo is expected to be moved before the draft, with the Heat and Boston Celtics emerging as the two finalists. The Bucks have narrowed their talks to those clubs, sources told Charania, and are weighing two dramatically different packages for the former two-time MVP.
For a fan base that spent the better part of a month believing Miami was the team to beat, the shift landed hard. The Heat are still in it. They are simply no longer the favorite.
A two-team race with a Tuesday deadline
Milwaukee set the timeline itself. Bucks ownership signaled in May that it wanted Antetokounmpo’s future settled by the start of the draft, and Charania reported Monday on ESPN’s “Get Up” that a trade is expected to land in line with that cutoff.
Charania framed the two bids as opposites. One is built around an established star, the other around youth and draft capital, and he described the negotiations bluntly.
“These conversations have been a blood bath,” Charania said.
He also stressed that whatever happens, it will not balloon into a multi-team construction the way other blockbusters have. Whether the deal closes Monday or Tuesday, Charania said, it is expected to be a one-to-one trade between Milwaukee and one of the two finalists, with no third team folded in. That detail matters for Miami, because it removes one of the lifelines the Heat had been counting on.
Boston changed the math with Jaylen Brown
For most of the buildup, Miami held the perceived edge because the Celtics were reluctant to part with Jaylen Brown. That changed over the weekend. The Stein Line’s Marc Stein reported Monday that Boston emerged “with a real shot” to win the race built around a Brown-centric offer, with Milwaukee willing to consider a swap even without a third team to absorb his contract.
That is the development that flipped the race. Brown is a five-time All-Star and a former NBA Finals MVP coming off the best statistical season of his career, having averaged a career-high 28.7 points per game as Boston’s centerpiece. He is also a bona fide star Milwaukee can plug in immediately, which speaks directly to ownership’s stated preference to get a recognizable face back rather than a stack of prospects.
The money works, too. A Brown-for-Antetokounmpo framework lines up cleanly under the salary cap, and from Milwaukee’s vantage point, flipping one star for another carries better optics than entering a full teardown empty-handed.
Prediction markets moved with the news. Per Kalshi data, Miami’s implied odds slid from the low 60s into the mid-30s on Monday while Boston vaulted toward roughly 70 percent. Those figures shift by the hour and should be read as a temperature check rather than a forecast, but the direction of the swing is the story.
What Miami is putting on the table
The Heat’s pitch leans on volume and flexibility rather than star power. Reported frameworks have centered on Tyler Herro, Kel’el Ware, Jaime Jaquez Jr. and Nikola Jovic, with Kasparas Jakucionis and multiple future first-round picks also in the mix, and Miami holds the No. 13 overall pick in Tuesday’s draft.
It is a thoughtful offer for a rebuilding team. It is also, by definition, not a star, and that is the gap Boston is now exploiting.
There is a limit to how far Miami is willing to go. Bam Adebayo is the only player truly untouchable in the Heat’s discussions, and Anthony Chiang of the Miami Herald reported that the front office does not want to strip the roster and its draft capital down to the studs to get a deal done. That restraint is understandable given the franchise’s history of swinging big and missing, most painfully on Damian Lillard three years ago, but it also means Miami may be unwilling to match a price Boston now appears ready to meet.
The case for the Heat to lose this race
There is a real argument, voiced by some of the league’s most prominent analysts, that Miami should be careful what it wishes for. Zach Lowe and Bill Simmons both cautioned against the Heat gutting their young core for an aging star, with Lowe warning that the long-term cost could hollow out the roster.
“The concerns I think are very real for Miami,” Lowe said.
The basketball context behind that caution is hard to ignore. Antetokounmpo is 31 and coming off the most injury-plagued season of his career, appearing in just 36 games amid groin, calf and knee issues while the Bucks finished 32-50 and missed the playoffs, snapping a run of nine straight postseason appearances.
He still produced when available, averaging 27.6 points, 9.8 rebounds and 5.4 assists per game, but his looming free agency in 2027 is depressing his trade value across the league. For a Heat team that went 43-39 and has been hunting a co-star for Adebayo since dealing Jimmy Butler to the Golden State Warriors, the math of trading a future for a 31-year-old’s prime window is genuinely fraught.
What happens next
The next 24 hours should decide it. Milwaukee has telegraphed the draft as its internal deadline, and the expectation is a resolution before Tuesday night, though multiple insiders have noted the saga could still spill into free agency if the Bucks decide their leverage is better served by waiting.
For Miami, the stakes are stark. Landing Antetokounmpo would end years of frustrated superstar pursuits and reset the franchise’s ceiling overnight. Losing him to Boston, again on the doorstep of a deal, would sting in a way Heat fans know all too well. Either outcome arrives soon, and for the first time in this chase, the Heat are watching it unfold without holding the best hand.
Companies hired by the state to operate Alligator Alcatraz were notified Monday morning to begin “full demobilization” of the facility, quietly bringing an ignominious close a $1.2 billion experiment that had once been hailed by Florida Gov. Ron DeSantis and President Donald Trump as a model other states should pursue, four sources familiar with the operations of the detention center told CBS News Miami.
“All vendors got the notice,” one source explained.
The final few detainees left the facility last week, either being transferred to other detention centers or deported to third countries.
Federal and state officials at the time said it was due to safety concerns over the start of hurricane season.
They even suggested the facility would remain ready to take on new detainees.
In fact, officials familiar with the plan told CBS News Miami that it was always the intention to begin full demobilization by taking down fencing and removing trailers and other structures built at the site located in the middle of the Florida Everglades.
That demobilization effort is expected to take several days, and once it is completed, the site will reopen as a small airport used to train pilots.
The decision to close the facility has been speculated for the past two months, with even DeSantis saying he expected it to close soon.
“If we shut the lights out tomorrow, we will be able to say it served its purpose,” DeSantis said earlier this month during a press conference.
The decision to close Alligator Alcatraz was due primarily to the escalating cost of operating the facility, which was once hailed by President Trump as a model for other states to emulate.
The total cost for the detention is now estimated to be $1.2 billion.
Opened on July 3, 2025, the detention center was the brainchild of DeSantis and Florida Attorney General James Uthmeier and built using state tax money.
At the time, DeSantis maintained that the state would be reimbursed by the federal government for all of its expenses.
However, that funding has yet to come through. State officials submitted a $608 million request at the end of last year.
It was eventually approved by federal officials, but the actual reimbursement has been held up because of court challenges, environmental concerns and other issues.
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