Millennium Partners’ latest project in Boston’s Seaport District is back, minus the gondola.

Thank heaven for that.

The gondola proposal would have moved an insufficient number of people for far too high a cost, measured both in dollars – which Millennium’s initial proposal likely underestimated at only $100 million – and in disruption to a key artery in the Seaport. As transit advocates at the time pointed out, more frequent MBTA bus service in a dedicated lane along Summer Street would have moved more people with less money and better access for travelers with physical disabilities.

As silly as its ultimate proposal was, Millennium was rightly congratulated by some for at least coming forward with ideas.

Like so much of Boston, the Seaport is in danger of choking on traffic because the current mass transit infrastructure can’t keep up with all the growth that’s happened in recent years. With several million square feet of new development currently under construction and several million more proposed, including Millennium’s 900,000-square-foot proposal near the Seaport’s eastern edge, that will only get worse.

Right now, the MBTA is working to speed up the Silver Line by working with the many, many stakeholders in the Seaport to give its buses priority at traffic lights, like the infamous D Street level crossing between its Convention Center and Silver Line Way stations. The authority is also buying a few more buses to add to the Silver Line fleet.

Private interests are also pitching in with a ferry that will connect Fan Pier to North Station and carry at least 300 people per hour during rush hour.

Given the thousands of people who already work in the Seaport, however, more needs to be done. Local government should be taking an “all of the above” approach until someone is able to find a genie or fairy godmother who can build and fund a proper subway through the area.

Ideas that the city of Boston and others should consider include dedicated bus lanes on surface streets – which have been shown to work surprisingly well in pilots in Arlington, Cambridge, Watertown and Everett – enhanced ferry service, additional traffic police to prevent drivers from blocking intersections and even some form of congestion pricing to give some drivers a nudge out of their cars on some days.

While each one of these approaches may only take a few cars off the road, traffic science shows that it can only take a small reduction in the overall volume of traffic to significantly improve throughput.

Of course, all these measures can only be mere temporary improvements. If the rest of the MBTA and commuter rail continues to deliver subpar service, it will be impossible in the long term to convince the bulk of the Seaport’s workforce to commute by mass transit. As with the rest of Massachusetts, ultimate success rests on the ability of state and local leaders to build a better transit system for Greater Boston.