Michigan Mass Transit Super Thread

[subterranean]

Tonight and tomorrow, SEMCOG is conducting its last public meetings of the year on the topic of the Woodward BRT.

Details at:
http://www.woodwardanalysis.com/pdfs...ommunities.pdf

[LMich]

Looks like Ann Arbor is back to square one on hunting for a site for its Amtrak station replacement. Sounds like they've officially killed an already mostly dead proposal to put it in front across the railroad tracks from the UofM Hospital on Fuller Road, but will keep the site an an option in the new search. I really hope the Fuller Road option has fallen way down the list.

This city-owned parking lot leased by the University of Michigan next to the U-M Hospital along Fuller Road is one potential location for a new Amtrak station in Ann Arbor. (Ryan Stanton | The Ann Arbor News)

Options for new Amtrak station in Ann Arbor being explored in new study starting this week

By Ryan Stanton | MLive.com

January 9, 2014

Ann Arbor officials are preparing to launch a major study this week looking at options for a new Amtrak station somewhere in the city.

Meanwhile, efforts to make Ann Arbor to Detroit commuter rail a reality in another two to three years are still underway.

The city of Ann Arbor has hired consultant URS Corp. for $824,875 to undertake an environmental review that will include public engagement, site selection and conceptual design for a new train station along the east-west tracks that pass through Ann Arbor.

City officials are looking into options for a new station with improved accessibility and accommodations to handle expected increases in passengers as high-speed rail between Detroit and Chicago takes off in the next two to three years and a long-promised commuter rail service between Detroit and Ann Arbor potentially follows.

As city officials turn their attention to the new Ann Arbor Station project, they're tying up loose ends with the former Fuller Road Station project.

...

Even though it was announced two years ago that Ann Arbor and the University of Michigan were halting plans for a joint project on Fuller Road, at least one City Council member still wanted to make sure this week the last nail was in the coffin.

"It's just to basically give some official process to the termination," said Council Member Stephen Kunselman, D-3rd Ward.

Kunselman won support from his colleagues Monday night for a resolution confirming the termination of an old memorandum of understanding between the city and university for development of the Fuller Road Station project.

That doesn't mean a new train station on Fuller Road is out of the question. It just means the old agreement is no longer valid.

Mayor John Hieftje, who was one of the biggest proponents of the Fuller Road Station project, said he didn't have any problems with that.

...

Good on Kunselman, and kind of surprised by Hieftja's poor initial instincts on this one.

You know, I get that they want a bit more parking than the current station has wherever they end up building this thing. But, if the problem with the current station is not enough parking, the problem with the Fuller Road site is that it almost has zero walkability unless you're coming directly from the hospital to catch the train. I man, there are sidewalks that could get you there, but this is way too far removed from downtown and even the heart of campus, whereas at least the current site has a neighborhood around it.

I'm kind of surprised that this hasn't been more a priority for the political leadership of a place as progressive and Ann Arbor. I think that of all the communities in Michigan that chose to rebuild their stations since the election of the president who has brought more attention and money to rail, only Ann Arbor still seems to be searching for a location for its station.

[animatedmartian]

The overall trend for Metro Detroit seems to be heading in a positive direction. Late, but better late than never.

Metro Detroit Gets Ready to Grow with Transit-Oriented Development
NINA IGNACZAK | THURSDAY, JANUARY 16, 2014



All around the Motor City, people are starting to talk transit.

In 2013, M-1 Rail broke ground along Woodward in Detroit, work commenced to speed up the Pontiac-to-Chicago Amtrak line, talk of an Ann-Arbor to Detroit commuter line moved incrementally closer to reality, AirRide expanded bus service between Ann Arbor and DTW, Bus Rapid Transit emerged as the preferred alternative for regional mass transit, and after 40 years of failed attempts, a Regional Transit Authority was finally established for metropolitan Detroit.

Now, public officials and developers across the region are readying themselves to reap the economic potential of functional transit - something many cities across the country have already done.

Leinberger expects that trend to take place in Metro Detroit - both in the city and in the suburbs.

"Probably 40-50 percent of walkable urban development will be in the center city," he says, "but the majority of it -50 to 60 percent- will be in surrounding suburbs in places like Birmingham, Ferndale, Royal Oak, and Ann Arbor."

A 2013 study by the Institute for Transportation and Development Policy suggests those places can expect significant economic activity. The study measured the economic impact of Cleveland's HealthLine BRT, which leveraged $5.8 billion in economic development over five years from a $200 million initial investment - an ROI nearly 30 times the initial construction cost.

"We're behind the curve in starting this process," says Richard Murphy, Programs Director at the Michigan Suburbs Alliance and Washtenaw County representative to the RTA.

In 2012, Murphy worked with five southeast Oakland County communities to develop a South Oakland Woodward plan outlining TOD-friendly policies each city should adopt in preparation for rapid transit - things like increasing building heights and establishing zero lot-lines and parking restrictions.

"The plan is a good example of how we should be approaching TOD in the region," says Murphy.

Brad Strader, a consultant with LSL Planning who worked on the plan, agrees.

"All of the Oakland County community representatives are enthusiastic about transit and TOD, and the developers just want to know where the stations will be," he says.

The City of Ferndale already has much of the zoning in place, according to Derek Delacourt, Director of Community and Economic Development for Ferndale.

"A functional, well-designed rapid transit system along Woodward is an opportunity for the city to evolve," he says.





The City of Dearborn is also planning for TOD. Working with the Michigan Municipal League to develop a place-based TOD strategy for its new multi-modal train station, the city plans a mix of uses at a scale appropriate for transit users and pedestrians, according to Luke Forrest, Program Coordinator with MML.

"The plan orients development to rail commuters, calling for a mix of uses like a coffee shop, a dry cleaner, and a newsstand, anchored by housing," says Forrest. "It also connects with west downtown Dearborn, which is only a couple of blocks away but feels much farther because today it's hard to walk to from the train station."

Murphy sees potential for TOD across many of metro Detroit's corridors, such as 8 Mile and Gratiot.

"Gratiot is the next place for TOD," says Murphy. "It's the highest ridership corridor in the region and the homework has been done by Macomb County and the local governments, so they have a lot of the pieces in place."

Meanwhile in Detroit, Dan Gilbert's Rock Ventures continues to snap up land and buildings along Detroit's Woodward corridor ahead of M-1 Rail.

"What we have seen around the country is tremendous economic development on transit routes," says Matt Cullen, CEO of Rock Ventures and M-1 Rail. "The benchmarks suggest four to as much as eight times the investment in transit, you get back in economic development. So that puts us into the billion-dollar range."

M-1 Rail worked in collaboration with multiple partners to complete a Downtown Detroit Woodward TOD study. The plan was an opportunity to coordinate multiple plans completed by various groups over the years and get everyone on the same page, says Cullen.



Sue Mosey, President of Midtown Detroit Inc., sees an urgent need for more mixed-income housing in the Woodward corridor, something she thinks will only increase after rail begins operating in 2015. But even though Midtown is currently 97 percent occupied, Mosey says a financing gap remains because the market is so undervalued.

That gap is narrowing, according to Cullen.

"The gap is much smaller now than it used to be," he says. "Market rents are increasing, and plenty of people want to live along the Woodward corridor."

But as rents rise, low- and moderate-income residents can be pushed out.

"We need mixed-income development," says Cullen. "Before there wasn't any demand, but now we have an opportunity for the same kind of mixed-income housing as many areas across the United States."

Ensuring commercial development within a TOD serves mixed incomes is critical, according to Scot Spencer, transit equity expert and Associate Director at the Annie E. Casey Foundation.

"In many places with TOD, there's no provision that the mix of uses allows for a mix of incomes," says Spencer. "The services along transit stops are important to someone for whom transit is not a choice or luxury. Are there day care centers or social services agencies helping folks who are transit-dependent?"

To help bridge the finance gap, investors have established a Woodward Corridor Investment Fund to provide longer-term funding with lower equity requirements than traditional financing typically allows.

"Our investors have stepped up to make the longer-term commitment," says Ian Weisner, Senior Loan Officer with the fund. "We are willing to take the risk of a 20 percent loan-to-value ratio over 30 years, because we have faith that the market is undervalued."

The $30-million fund already has $54.5 million in applications that would create 540 units, says Weisner. The first projects are expected to be announced in 2014.

Leinberger calls this long-term investment strategy "patient equity."

"Ten years from now, those investments will look inspired," he says. "It's your classic buy-low and sell-high scenario."

[jpIllInoIs]

Originally Posted by LMich

Looks like Ann Arbor is back to square one on hunting for a site for its Amtrak station replacement. Sounds like they've officially killed an already mostly dead proposal to put it in front across the railroad tracks from the UofM Hospital on Fuller Road, but will keep the site an an option in the new search. I really hope the Fuller Road option has fallen way down the list.

LMich Sounds like you may have a preference on location. It looks to me like the current station is well located but lacks enough room for a true inter modal facility. The area north of the track could be redeveloped for a long-term parking deck, but lacks quick access for local and regional buses.
I guess you could demo the amshack and dedicate the area south of the track (depot st) for bus access and have all other access including cab stands, kiss n' ride, daily &-LT parking on northside.

Also like to see Ypsilanti get a station so in my view that preclude moving AA station east of Fuller Rd site.

[LMich]

It's not so much that I have a preference for the location as I have a preference for where it probably shouldn't be. I'd imagine most here would agree that the Fuller Road site - particularly if not planned as a TOD - is isolated and out-of-the-way unless you're a hospital employee.

I could eventually see an Ypsi station in the future, but only after the high-speed service is opened. An Ypsi stop on the existing Wolverine service is too close to Ann Arbor, and would further slow down the part of the trip of getting you out of SE Michigan. With a hi-speed service and the Wolverine operating, you could make the Wolverine a more local line and add additional stops, or add a seperate local commuter service between Ann Arbor and Ypsi.

[JonathanGRR]

From Grand Rapid's The Rapid via facebook:

This morning our CEO Peter Varga and [former] Mayor John Logie talked about the new streetcar study on The WGVU Morning Show with Shelley Irwin. Don't miss this important conversation about streetcars: http://www.wgvu.org/wgvunews/audio/f...d=24768&id=tms

[LMich]

I'm not very familiar with this plan, and I'm still not sure if this is a single line, or two connecting lines through Flint, but it looks like Flint's MTA is finally going to spend the grant they got years ago to study what sounds like express bus service (sounds like it'd have to be a coach service) between Bay City and Detroit.

MTA ready to roll with I-75 bus rapid transit study for route from Bay City to Detroit

Ron Fonger | MLive.com

January 20, 2014

GENESEE COUNTY, MI -- The Mass Transportation Authority says its kickstarting a stalled effort to study the idea of a bus rapid transit service on I-75 from Bay City to Detroit.

"Bus rapid transit would have the freedom and flexibility to operate along these corridors and not be held up by traffic," said MTA General Manager Ed Benning. "The beauty of it is, you're not competing with other vehicles in those traffic lanes."

...

But Benning said he's on the verge of requesting proposals to carry out the study and prepared to select the consultant by spring.

The cost of the study alone is budgeted at $450,000 in the Genesee County Long Range Transportation Plan. Engineering is estimated to cost another $7.5 million and construction -- at some point after 2019 -- is estimated at $75 million.

...

If this is one contiguous line, at 104-miles from downtown-to-downtown, it would seem this is something a company like Greyhound or Indian Trails would operate, as oppose to a relatively small transit agency. I didn't realize there was enough commuting between the tri-cities and Southeast Michigan to even justify a study for this service, but I guess there is.

[ardecila]

That's one hell of a commute.

Dearborn's Intermodal Facility looks great. I'm not usually a fan of these retro designs but that one is pretty handsome and well-proportioned, with no obvious WTF design elements. Should be a nice place to catch a train.

[LMich]

It seems as if they are planning for the Woodward BRT line to be pretty heavily ridden:

Bus rapid transit could mean fewer left-turn lanes on Woodward

By Leonard R. Fleming | The Detroit News

January 21, 2014

...

Those were among the topics discussed at a meeting of the steering committee of the Woodward Avenue Rapid Transit Alternative Analysis group, which will shape the transit route and make a recommendation to the Regional Transit Authority. The RTA will implement the project, which officials estimate would serve 35,000 riders daily, the largest daily ridership in the country, organizers say.

“This would be one of the longest bus rapid transit routes in America at 27 miles,” said Jack Gonsalves, a vice president of the bus rapid transit division of Parsons Brinkerhoff, a consultant on the project. Gonsalves flew in from Portland to make the presentation on the alternatives. “And the fact that they have a lot of ridership and enough space to build a real, full-fledged showcase-type BRT is important for the transit alternatives we’re looking for.”

...

[hudkina]

They don't necessarily need fewer turns if they can time the lights appropriately.

[LMich]

It's a crime against mass transit that this hasn't always been the case, but there is a study out to look into connection West Michigan with Metro Detroit by passenger rail via Lansing.

Train service between Holland and Detroit gains supporters, study planned

By Greg Chandler | The Grand Rapids Press

March 27, 2014

HOLLAND – For 30 years, West Michigan residents have been able to travel between Grand Rapids and Chicago through Amtrak’s Pere Marquette rail service.

Now there’s a statewide effort underway to look into whether a train running between Holland and Detroit is feasible, and the idea is generating support from a local metropolitan planning body.

The Macatawa Area Coordinating Council’s Policy Committee this week endorsed the proposal from the Michigan Environmental Council and the Michigan Association of Rail Passengers to have a feasibility study done to see whether a passenger rail corridor could be developed using existing rail lines between the two cities.

...

The so-called “Coast to Coast” line would go through Grand Rapids, Lansing and metro Detroit, and could connect major colleges as well as health care organizations such as those along Grand Rapids’ Medical Mile. The line would travel at a speed of 79 mph, compared to the current maximum speed of 65 mph on the Pere Marquette, Langdon said.

Most of the route would run on tracks currently owned by CSX Transportation, Langdon said.

...

At the end of the day, even if this is found to be feasible, the political will has to be there to do it. As an example, there was a very detailed and formal study of a Lansing to Detroit regional rail service done back in 2001. It ended up sitting on the shelf.

[JonathanGRR]

I noticed this article today as well. What bothers me about it is this quote: "John Langdon, a spokesman for the initiative, says if successful, it would probably be at least 10 years before train service could begin." Ten years , at least, until service could begin?! I'd figure 2025 at the earliest then. I guess we've been waiting this long, but still...

[LMich]

This is Michigan. Almost all of those ten years will consist of trying to scrounge up federal grants and loans and such since the state is a miser when it comes to providing funding (capital and operational) for new rail mass transit projects. Look how long it's taken the Woodward Avenue Streetcar to get off the ground. The thing was proposed as an LRT back in...2006. Until we get a governor (regardless of party, BTW) to basically clean out MDOT and rebuild its culture from the ground up, Michigan's always going to be behind the curve.

I guess the good thing is that this likely wouldn't require much capital costs, so a decade actually seems like the upper-end possibility if this study were to find it to be feasible. The operating costs would be sticking point. As another example, the trains and cars for the WALLY and Detroit-Ann Arbor regional rail were purchased and refurbished years ago and basically sitting in storage, but with nowhere to go since no one can figure out how to operate the services.

[LMich]

Looks like the Coast to Coast study is a definite go, and I'm glad to see MDOT squarely behind the study, at least.

MDOT to study rail line that would connect Grand Rapids, Lansing, Detroit

By Justin A. Hinkley | Gannett Michigan

June 19, 2014

LANSING — The Michigan Department of Transportation will study the viability of a passenger railroad line that would connect Holland to Detroit by way of Grand Rapids and Lansing.

The rail line may never materialize, but the study is the first official step by the state to create a new rail line connecting Grand Rapids, Lansing and Detroit. Those cities are currently not directly connected by passenger railroads.

“I would characterize this as the first step to even determine the viability/feasibility of such a service, and by no mean does this mean that we’re going to see rail passenger service running between these communities in any time frame,” said Tim Hoeffner, director of MDOT’s Office of Rail.

The study was mandated in the fiscal 2015 budget approved by lawmakers. The budget requires MDOT to submit a report to lawmakers by May 1, 2015.

...

Hoeffner and Sommerville said residents had shown interest in a Grand Rapids-to-Lansing-to-Detroit line when MDOT sought public comment on its rail plan in 2010 and 2011. The Environmental Council, in partnership with the Michigan Association of Railroad Passengers, helped MDOT gather input through public forums held around the state.

Sommerville said a passenger line operated between Grand Rapids and Detroit, through Lansing, until 1971. He said tracks exist along that route that are currently used by freight trains and those tracks could be upgraded to handle the faster passenger cars.

Sommerville said he’s optimistic the route could be built because “MDOT’s taking an increased interested in passenger rail.” He pointed, for example, to the department’s recent purchase of and upgrades to rail line between Kalamazoo and Dearborn.

...

[ardecila]

This is cool. As a Chicagoan I love how the Amtrak system forces traffic into my city but the Midwest really needs better rail connections elsewhere too. An east-west Michigan route would be great.

The study should consider the possibility of extending the Pere Marquette instead of creating a whole new service. That would add a lot of redundancy into the system... Lansing and Detroit residents would now have two different ways to access Chicago. Running a longer, more complex service can create reliability problems but hopefully the Indiana Gateway project that is currently ongoing will increase reliability greatly. MDOT is also studying the South of the Lake project to create a whole new high-speed line between Chicago and Porter Junction.

[JonathanGRR]

I would definitely welcome the service, depending on what the actual trip times end up being. One thing though: I understand the thought behind a full coast-to-coast line, but I'd imagine that any service west of Grand Rapids would be rather pointless. At the Grand Rapids station, trains will have to back in before riders can get off and on. While the maneuver shouldn't take too long, I'd think that it could be enough to discourage people from taking a train past GR.

[hudkina]

What they really need to study is a line that connects Detroit to the East Coast via Toledo with possible stops in River Rouge, Wyandotte, Trenton, and Monroe. It's amazing that one can't get on a train in Detroit and quickly take it to cities like Cleveland, Buffalo, Pittsburgh, Philadelphia, Washington, Boston, etc.

[LMich]

Originally Posted by jonathan.jam

I would definitely welcome the service, depending on what the actual trip times end up being. One thing though: I understand the thought behind a full coast-to-coast line, but I'd imagine that any service west of Grand Rapids would be rather pointless. At the Grand Rapids station, trains will have to back in before riders can get off and on. While the maneuver shouldn't take too long, I'd think that it could be enough to discourage people from taking a train past GR.

I was wondering about that, myself. It seems to me the western terminus should be in Grand Rapids. If Grand Rapids needs better connection with the lake communities, that's fine, but I'm not sure this line solves that problem and would in fact slow down the line.

Originally Posted by hudkina

What they really need to study is a line that connects Detroit to the East Coast via Toledo with possible stops in River Rouge, Wyandotte, Trenton, and Monroe. It's amazing that one can't get on a train in Detroit and quickly take it to cities like Cleveland, Buffalo, Pittsburgh, Philadelphia, Washington, Boston, etc.

Yeah, the Toledo connection seems so easy and it's relatively short. I, too, wnat to see the state better connected to the east, and I'm not just talking the East Coast but southwest Ontario, too, if we can ever work out the issues with the border. Detroit just has too many historical and cultural connections to the east to let them continue to rot.

BTW, apart from MDOT's concerns, I'd like to see the RTA - whenever it's actually ever up and running - concentrate its heavy rail focus on getting regional lines to Flint, Lansing and Ann Arbor. If Ann Arbor has enough demand for full-on commuter service down the road that would be great, but there should at least be regional rail to these large cities in Metro Detroit's orbit, all of which have urbanized area populations over 300,000.

[JonathanGRR]

^
I agree with your post wholeheartedly!

In other news, Grand Rapid's Silver Line will be opening on August 25th. They unveiled their buses a few weeks back during Festival:




The interior seating was designed and installed by GR's very own American Seating.

Photos courtesy of The Rapid's facebook page.

[animatedmartian]

Ann Arbor has the new Amtrak station narrowed down to 3 sites. There's a lot of pros and cons to each.

3 sites under consideration for new Amtrak train station in Ann Arbor
By Ryan Stanton. June 25, 2014.

The list of sites being considered for a new Amtrak train station in Ann Arbor has been narrowed from eight to three.

The three locations awaiting further review now include a stretch of track along North Main Street next to Argo Pond, the existing Amtrak site on Depot Street, and a parking lot on Fuller Road in front of the University of Michigan Hospital.

The sites were ranked based on the level of access they provide to downtown and other major activity centers such as the U-M Hospital and Central Campus, and the potential for connecting with other forms of public transit such as Ann Arbor Area Transportation Authority and U-M buses, and Greyhound.

The project team also took into consideration environmental impacts, accessibility from existing roadways, and whether there's enough land for station facilities.

...

Robert Gorski, project manager from URS Corp., said during a public meeting Tuesday night the study is now entering Phase 2, which will include much more detailed analysis of the three sites, as well as conceptual designs. A final recommendation for a specific site, including a conceptual design, is expected by the end of this year.

The project team found that the North Main site is relatively close to downtown, but a station there would require displacement of some local businesses. And while Main Street is a major roadway, the only access to the tracks is Lakeshore Drive, a private road. There has been some talk of redeveloping the North Main corridor.

"There was a lot of discussion about the opportunity to redevelop this area," Gorski told residents who attended Tuesday night's meeting.

The existing Amtrak site on Depot Street also is close to downtown and key activity centers, but it might pose challenges in terms of available space, access to key features, and environmental impacts, the project team found.

It has been noted the area is flood-prone and parking is constrained, though the 14-acre former MichCon site next door remains vacant.

The project team found the Fuller Road site near the U-M Hospital is well positioned in the center of the community, but it has potential environmental concerns related to parks and open space impacts since it's part of Fuller Park. Gorski said there also are some concerns about the topography, but it's worth looking at it in greater detail.

....

Also an increasing jump in ridership numbers over the last decade which will be taken into account with the design of the station.