tag:blogger.com,1999:blog-31655861020287955522024-03-11T21:52:42.762-07:00Wake Up, Washtenaw!Advancing sustainable, transit-oriented development in Washtenaw County, Michigan.
<ul>
<li><a href="http://www.WakeUpWashtenaw.org/"><b>Wake Up Washtenaw Home Page</b></a></li>
<li>Email: <a href="mailto:info@WakeUpWashtenaw.org"><b>info@WakeUpWashtenaw.org</b></a>
</li></ul>Faramirhttp://www.blogger.com/profile/06353113014098033607noreply@blogger.comBlogger160125tag:blogger.com,1999:blog-3165586102028795552.post-2847382209222173052023-10-23T14:14:00.000-07:002023-10-23T14:14:28.032-07:00<h1 style="text-align: left;"><span style="color: #e69138;">On the Fence </span><br /></h1><p>Ann Arbor City Council’s two recent resolutions about railroad fencing and US 23 expansion are good as far as they go, but need serious follow-up to be effective. </p><p>It’s easy to be critical of MDOT in these two situations, but what’s really needed is to work with, not against MDOT. </p><p>Building a fence to protect people from trains is not a bad idea, but there is a legitimate need to get safely to the other side. A fence will be necessary if the Border-to-Border trail is to be built along the narrow strip between Huron River Drive and the railroad. MDOT has money from the Federal Government to build the fence, but apparently can’t flex its funding to build safe ways to cross. Short-sighted Federal requirements? Indeed. But the solution is not to blame MDOT, the solution is to work with them. How? By putting local money on the table to help fund safe ped-bike crossings. A lot of the money provided in recent bipartisan infrastructure legislation specifically goes to localities that provide their own money. We can also work with our federal legislators to make grant requirements more flexible, to pay for crossings as well as fences. </p><p>I’m told some dangerous misinformation was presented in the media about line-side railroad signals in the area. These signals are for the train crews, not pedestrians. A red signal may indicate that a train is coming from the opposite direction. A green signal tells the train crew it’s safe to operate at full speed on the next section of track, so a green signal actually indicates the greatest danger for pedestrians. </p><p>The resolution asking MDOT not to expand US 23 also needs follow-up. Those of us who say, “Provide more public transit instead” are correct, but that’s not MDOT’s job. That’s the job of AAATA and the Southeast Michigan Regional Transit Authority, both of which require local funds (i.e., our money) to operate effectively. And what about commuter or regional rail service? We won’t get that until we replace the existing Ann Arbor station, already overcrowded. We need to put money behind a new station, go to the Feds for funding and be forthright about our current and future needs.
We could even start by funding serious regional bus service – not just downtown to downtown AA to Detroit. Find where people are actually driving from to get to Ann Arbor’s biggest employers (that would certainly include U of M) and work with the employers to provide meaningful bus alternatives. We need look no farther than Genesee County (Flint) MTA, that worked creatively a few years ago with out-of-county employers to get unemployed Flint industrial workers to new jobs. </p><p>Meaningful solutions take more than talk. They require work. And money. Neither may be popular among politicians, but both are necessary for our community.
</p>Faramirhttp://www.blogger.com/profile/06353113014098033607noreply@blogger.com0tag:blogger.com,1999:blog-3165586102028795552.post-2871472384182909832020-01-15T14:06:00.000-08:002020-01-15T14:06:04.290-08:00<div dir="ltr" style="text-align: left;" trbidi="on">
<style type="text/css">.WuWblog { font-family: "Trebuchet MS", Verdana, sans-serif; color: #006600; }.WuWblog h4 {color: #F60;}.WuWrefs { font-family:"Trebuchet MS", Arial, Helvetica, sans-serif; color: #006600; border: #f90 thin dotted; font-size: small; } </style><body dir="ltr" lang="en-US" link="#000080" vlink="#800000" xml:lang="en-US"><div class="WuWblog">
<h1>
Public Comment on Proposed Detroit-Ann Arbor Commuter Express Bus</h1>
<div align="center">
</div>
<h3>
Summary</h3>
The proposed plan is good, and the region has been waiting for such a service for many years. However, by limiting stops in Washtenaw County to Ann Arbor, it overlooks demographic factors that could raise serious environmental justice issues. <br />
Specifically, the goal of providing rapid service between the business and population centers of Ann Arbor and Detroit, while laudable in itself, fails to provide much needed access to jobs and opportunity to the eastern part of Washtenaw County: the region within Washtenaw County with the lowest Opportunity Index, the highest percentage of individuals below the poverty level, the highest percent of the workforce unemployed, and the lowest number of jobs accessible within 30 minutes by fixed route transit. As often happens, whether intentionally or not, there is service for the fortunate, but not for the less-fortunate.<br />
<h3>
Express Bus Proposal</h3>
The proposal is outlined online at <a href="https://rtamichigan.org/introducing-d2a2/">https://rtamichigan.org/introducing-d2a2/</a> with details in the FAQ at <a href="https://secureservercdn.net/198.71.233.44/tng.f93.myftpupload.com/wp-content/uploads/D2A2_FAQ_updates.pdf">https://secureservercdn.net/198.71.233.44/tng.f93.myftpupload.com/wp-content/uploads/D2A2_FAQ_updates.pdf</a>. <br />
In the FAQ, under the heading “Bus Stop Information”:<br />
<div style="border: #090 thin solid; margin-left: 20px; padding-left: 5px;">
<strong>Q. Where are the bus stops located?</strong><br />
A. In Ann Arbor, the bus stop is located on 4th Ave at William St. In Detroit, the bus stop will be located at Grand Circus Park, a short walk to DDOT, SMART, PeopleMover, and QLine stops.<br />
<strong>Q. Where can I park? How much is parking?</strong><br />
A. We will not be providing parking; however, there are parking options in downtown Ann Arbor and Detroit. <br />
Several members of the public commented in the Public Meeting in Ann Arbor on January 8 that a stop at the Central Campus Transit Terminal would be a great advantage. I concur. I will pass over the fact that while these stops give good access to jobs, they give poor access to residents in general, which is likely to negatively impact ridership.<br />
</div>
<h3>
Trip Time</h3>
The limited number of stops has been explained as an effort to decrease trip time between Detroit and Ann Arbor. Not only does it limit the time each bus spends diverting and stopping to pick up riders, but it allows flexibility in the routes between end-points. This is an important factor given congestion and frequent highway closures due to crashes. However, I believe trip time is secondary to the accessibility of the service to residents in general, and specifically to those for whom public transportation to jobs is critical.<br />
As described in the FAQ, the service is designed primarily for access to connecting local bus services in Detroit and Ann Arbor. Parking is not provided, and available parking facilities would be costly to use on a daily basis. It is easy to foresee that residents who can’t afford to park every day in downtown Ann Arbor or Detroit will find it impractical as well as time consuming to take a local bus from their residence to the express bus, and a third bus from either Grand Circus Park or the Blake Transit Center to their destination. <br />
However, this is especially true for the residents of eastern Washtenaw County. While Ann Arbor residents can take AAATA bus to the express bus stop in 15 to 20 minutes, those in the eastern part of the county leaving from the Ypsilanti Transit Center would need 35 to 45 minutes to reach the express. Thus, Ann Arbor residents can get from their homes to Detroit by bus in roughly 75 or 80 minutes, but those who leave from downtown Ypsilanti face an impractical 95 to 105 minute journey. This time increases significantly if the eastern county resident must first take another bus to get to the Ypsilanti Transit Center.<br />
<strong>This could easily be remedied by an express stop at I-94 and Huron Avenue in Ypsilanti near the MDOT ride-sharing parking lot.</strong><br />
The time-cost of adding this stop would be no more than a five minute increase in the express trip time and a slight reduction in route options (M-14 would not be practical, though US-12 to I-275 and I-96 would be an option if I-94 is congested or closed east of Ypsilanti.)<br />
<h3>
Economic Reality</h3>
The income and opportunity disparity between Ann Arbor and the eastern part of Washtenaw County has been widely documented. Reference these recent studies:<br />
<ul>
<li> County studies<br />
<ul>
<li> Disparities in Access to Opportunity (2017) (https://www.washtenaw.org/DocumentCenter/View/2340/Disparities-in-Access-to-Opportunities-PDF?bidId=)<br />
</li>
<li> Housing Affordability and Economic Equity - Analysis Washtenaw County, Michigan (https://www.washtenaw.org/DocumentCenter/View/2313/Housing-Affordability-and-Economic-Equity-Analysis-PDF)<br />
</li>
</ul>
</li>
<li>Coordinated Public Transit – Human Services Transportation Plan for Washtenaw County. Updated September 2018. Washtenaw Area Transportation Study (2018) (https://static1.squarespace.com/static/524e0929e4b093015db69c07/t/5be087764ae237a3b86fa62e/1541441419576/2018+Coordinated+Plan+Reduced.pdf) </li>
<li>Bloomfield Hill’s Median Income Ranks Top in Southeastern Michigan. June 13, 2017 by Drawing Detroit. Wayne State University Center for Urban Studies. (<a href="http://www.drawingdetroit.com/bloomfield-hills-median-income-ranks-top-in-southeastern-michigan/">http://www.drawingdetroit.com/bloomfield-hills-median-income-ranks-top-in-southeastern-michigan/</a>) </li>
</ul>
These disparities, and the importance of better regional public transportation are best visualized with maps. The following are displayed below:<br />
<ol>
<li> Washtenaw Opportunity and Change Index<br />
</li>
<li> Total Jobs Accessible within 30 Minutes by Fixed Route Transit<br />
</li>
<li> Percent of Individuals Below Poverty Level<br />
</li>
<li> Percent of Workforce that is Unemployed <br />
</li>
<li> Median Household Income in Southeast Michigan in 2015<br />
</li>
</ol>
<br />
<ol>
<li> <strong>Washtenaw Opportunity and Change Index. </strong>Express bus stops in an area surrounded by “High” and “Very High” Opportunity Index. The stop is distant from the large area of “Low” and “Very Low” opportunity along the eastern edge of the county. Residents of these low opportunity areas are often dependent on public transportation. <br /> From “Coordinated Public Transit – Human Services Transportation Plan for Washtenaw County. Updated September 2018. Washtenaw Area Transportation Study (2018)”<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgcYXRrHBMjQpbCDzTaeZnMoRMu1K4_j65f13KEg1iDJ1aumssxh6Nl9Nc6Odw573QvFJS2nZEcJpABD9VwPBkk5QHnD6g-19gpZCZaVVJB9GFbE11s8ge5sCLfsFqShH0rk7lCx4eMLuBM/s1600/Map+-+Washtenaw+County+Opportunity.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="650" data-original-width="863" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgcYXRrHBMjQpbCDzTaeZnMoRMu1K4_j65f13KEg1iDJ1aumssxh6Nl9Nc6Odw573QvFJS2nZEcJpABD9VwPBkk5QHnD6g-19gpZCZaVVJB9GFbE11s8ge5sCLfsFqShH0rk7lCx4eMLuBM/s1600/Map+-+Washtenaw+County+Opportunity.png" /></a></div>
</li>
<li> <strong>Total Jobs Accessible within 30 Minutes by Fixed Route Transit.</strong> Express bus stop is in an area (orange color) within 30 minutes of may thousands of jobs (which is appropriate) but not in residential areas to the east with relatively few nearby jobs (green), which is regrettable.<br /> From “Coordinated Public Transit – Human Services Transportation Plan for Washtenaw County. Updated September 2018. Washtenaw Area Transportation Study (2018)”<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjn8UW0aCOMqpP6KHKigifIOzGMbqwp_NUnRY9DDgAHGUhEtbEQjdAVTCNG_Udi62qmNE4yHdFUz3OaTva_TbfRZRNhLBCD-7e8DWjb99cqWTG075GrBDix2vYZTDYIECrDEFq_jkAiNQW9/s1600/Map+-+Washtenaw+County+Jobs+within+30+minutes.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="630" data-original-width="743" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjn8UW0aCOMqpP6KHKigifIOzGMbqwp_NUnRY9DDgAHGUhEtbEQjdAVTCNG_Udi62qmNE4yHdFUz3OaTva_TbfRZRNhLBCD-7e8DWjb99cqWTG075GrBDix2vYZTDYIECrDEFq_jkAiNQW9/s1600/Map+-+Washtenaw+County+Jobs+within+30+minutes.png" /></a></div>
</li>
<li> <strong>Percent of Individuals Below Poverty Level.</strong> The express bus stop in Ann Arbor is near several high poverty zones, which is fortunate. However, these areas provide housing primarily for University of Michigan students who, though technically impoverished, are by no means without opportunity. To the east, the areas of poverty provide housing primarily for racial minorities. From “Coordinated Public Transit – Human Services Transportation Plan for Washtenaw County. Updated September 2018. Washtenaw Area Transportation Study (2018)”<br /><div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjCYcG92BWS5YlZHc_3cvC9Nj53OHb3myKLAFed-ukF_Ikr2lLWfKQ6RVZP4jKfbappclnRIX93MhuBP59pWT11ex0t6eId2XXRNfy1uGr6Y0Cb1FC2N60DoI3ZSZeHEL1zQoILT3Ed2jBC/s1600/Map+-+Washtenaw+County+Below+Poverty+Level.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="649" data-original-width="654" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjCYcG92BWS5YlZHc_3cvC9Nj53OHb3myKLAFed-ukF_Ikr2lLWfKQ6RVZP4jKfbappclnRIX93MhuBP59pWT11ex0t6eId2XXRNfy1uGr6Y0Cb1FC2N60DoI3ZSZeHEL1zQoILT3Ed2jBC/s1600/Map+-+Washtenaw+County+Below+Poverty+Level.png" /></a></div><br />
</li>
<li> <strong>P</strong><strong>ercent of Workforce that is Unemployed.</strong> Again, the express bus stops in the University of Michigan area, where many students are “unemployed” but not lacking in opportunity. In contrast, areas in the eastern part of the county are home to many former manufacturing workers, unemployed due to the closure several major plants in the Ypsilanti area since 2000.<br /> From “Coordinated Public Transit – Human Services Transportation Plan for Washtenaw County. Updated September 2018. Washtenaw Area Transportation Study (2018)”<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhBaazSn9pK8LKXJAtvKw0ESBUyy67J4ekAjoZm_E8cR4PjC3ZNqL3zxExwTB62ZGrhkLGA_6WUL1hCU95UAxEcdjgtgOOHP0KwbcrV2mtL7nTkfnXMDtjUvofqhovvYc-gSRm1-6jYd2-8/s1600/Map+-+Washtenaw+County+Unemployed.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="669" data-original-width="775" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhBaazSn9pK8LKXJAtvKw0ESBUyy67J4ekAjoZm_E8cR4PjC3ZNqL3zxExwTB62ZGrhkLGA_6WUL1hCU95UAxEcdjgtgOOHP0KwbcrV2mtL7nTkfnXMDtjUvofqhovvYc-gSRm1-6jYd2-8/s1600/Map+-+Washtenaw+County+Unemployed.png" /></a></div><br />
</li>
<li> <strong>Median Household Income in Southeast Michigan in 2015.</strong> Here it becomes clear that the express bus stop is located in a relatively high income area, but in the interest of trip speed it runs through low income areas without stopping. From “Bloomfield Hill’s Median Income Ranks Top in Southeastern Michigan. June 13, 2017” by Drawing Detroit. Wayne State University Center for Urban Studies.<br /><div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiO7d2VixwWZxlsNPo8CjOruWUto7W-ozYkURupiq4M3TsSwlCNsAHEqygMNDQNsyvy21W5E71vQL0sGZPnTc8Pu4xBwgzbTtKmBjBTPMekhG1maqQdd7t_lG7f6SBOIpPe0v2nS_A05RhR/s1600/Map+-+SE+Michigan+Median+Household+Income+2015.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="864" data-original-width="1152" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiO7d2VixwWZxlsNPo8CjOruWUto7W-ozYkURupiq4M3TsSwlCNsAHEqygMNDQNsyvy21W5E71vQL0sGZPnTc8Pu4xBwgzbTtKmBjBTPMekhG1maqQdd7t_lG7f6SBOIpPe0v2nS_A05RhR/s1600/Map+-+SE+Michigan+Median+Household+Income+2015.jpg" /></a></div>
<br />
</li>
</ol>
</div>
</body></div>
Faramirhttp://www.blogger.com/profile/06353113014098033607noreply@blogger.com0tag:blogger.com,1999:blog-3165586102028795552.post-60658376796477766132019-09-23T11:35:00.000-07:002019-09-23T11:35:04.868-07:00Climate Action at AAATA<div dir="ltr" style="text-align: left;" trbidi="on">
<style type="text/css">
.WuWblog { font-family: "Trebuchet MS", Verdana, sans-serif; color: #006600; }
.WuWblog h4 {color: #F60;}
.WuWrefs {
font-family:"Trebuchet MS", Arial, Helvetica, sans-serif;
color: #006600;
border: #f90 thin dotted;
font-size: small;
}
</style><br />
<div class="WuWblog">
<div style="text-align: center;">
<i>Comments to AAATA Board 2019-09-19</i></div>
Greta Thunberg...have you seen her on the news? Only 16 years old, and she has galvanized youth around the world into striking for climate action tomorrow. She has met with top US lawmakers and chided them firmly about their inaction on a matter that will critically impact people her age for the rest of their lives.<br />
<br />
I'm happy that AAATA's Board has already acted. You have a strong policy statement about sustainability in ENDS:<br />
1.2. The Area's natural environment is enhanced.<br />
1.2.1. The Area's overall transportation system minimizes energy use and pollution.<br />
<br />
In March 2019, the CEO's Interpretation and Rationale stated:<br />
"I interpret this policy to mean that the AAATA should be working to reduce the prevalence of automobile trips with only a single occupant (the driver) in favor of any alternative transportation option that is more energy efficient and creates less pollution, including reducing demand for travel entirely. This is best measured by overall mode share trends."<br />
<br />
So far, so good. But then the CEO's interpretation continues:<br />
<br />
"We can assume that most modes produce less GHG emissions per passenger trip than single-occupant vehicles."<br />
<br />
As Greta Thunberg said to a House Joint Committe yesterday, September 18, "Look at the science!"<br />
<br />
The CEO's assumption can easily be fact-checked with reference to sources like the Oak Ridge National Laboratory's Transportation Energy Data Book. By their calculations, single-occupant vehicles (or SOVs) are near the bottom of fuel economy (and hence pollution). With the most efficient mode calculated to be intercity passenger rail at 57 miles per gallon-equivalent, SOV's average is about 38 MPG. But there is one travel mode less efficient on average: TRANSIT BUSES, at 30 MPG.<br />
<br />
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgRaA-7hl2NAZmxpKCXgDTUSRJQO7SurSs-5lUat_tt3cswb-3lHYx9COlpbUBWwWClAHwnt4ATQVs6_BBw7_xnFxmXjWHiuuMpDr_zMyfSgZr5sWiomM0nO4XOiVwrmqI4UsHsgkXiEMLZ/s1600/Fuel+Economy+of+Various+Travel+Modes+-+Oak+Ridge+2018.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" data-original-height="699" data-original-width="1479" height="187" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgRaA-7hl2NAZmxpKCXgDTUSRJQO7SurSs-5lUat_tt3cswb-3lHYx9COlpbUBWwWClAHwnt4ATQVs6_BBw7_xnFxmXjWHiuuMpDr_zMyfSgZr5sWiomM0nO4XOiVwrmqI4UsHsgkXiEMLZ/s400/Fuel+Economy+of+Various+Travel+Modes+-+Oak+Ridge+2018.jpg" width="400" /></a>Why? Quoting the 2018 Transportation Energy Data Book: "Transit buses are not very efficient at their current ridership rates, where, on average, a given bus is less than 25% full."<br />
AAATA can easily calculate the overall fuel efficiency. There are precise records for miles buses traveled, passengers carried, and fuel used. The calculation can even be very closely estimated for each route.<br />
<br />
Having mandated Policy End 1.2.1, this Board has both a right and an obligation to the community, to expect this kind of measure from the staff, and to expect concrete steps taken to improve, and keep improving, both ridership and fuel efficiency on our vehicles. Not just within the next 5-10 years. Now.<br />
<br />
Greta is waiting. My grandchildren are waiting. They can't do anything about ridership and pollution from inefficient transit buses. And they're telling us they can't wait that long. But you, the AAATA Board, CAN do something about it. Please don't keep our kids and grandkids waiting any longer. Use the science.<br />
<br />
</div>
<div class="WuWrefs">
To learn more:<br />
<ul>
<li>
<a href="http://cta.ornl.gov/data/index.shtml">Oak Ridge National Laboratory</a> Table 2.14 of the Transportation Energy Data Book 36B. 2018. <br />
</li>
</ul>
</div>
</div>
Faramirhttp://www.blogger.com/profile/06353113014098033607noreply@blogger.com0tag:blogger.com,1999:blog-3165586102028795552.post-80384805206932617632019-08-17T11:45:00.001-07:002019-08-17T11:48:53.354-07:00PUBLIC COMMENT, AAATA BOARD 2019-08-15<style type="text/css">
.WuWblog { font-family: "Trebuchet MS", Verdana, sans-serif; color: #006600; }
.WuWblog h4 {color: #F60;}
.WuWrefs {
font-family:"Trebuchet MS", Arial, Helvetica, sans-serif;
color: #006600;
border: #f90 thin dotted;
font-size: small;
}
</style><div class="WuWblog">
<br />Please consider with me the dangers of complacency, or "business as usual".<br /><br /><a href="https://www.mlive.com/news/ann-arbor/2019/07/ums-growth-sets-stage-for-conflict-on-ann-arbor-streets-city-admin-says.html">AA News, front page, August 1, 2019</a>. "U-M's growth sets stage for traffic problems city admin says" referring to City Hall meeting July 29. "The average travel delay in Ann Arbor is projected to increase by about 30% by 2045. The truth is unless we really address alternate means and methods of getting around, congestion will be a bigger part of our lives," he said, arguing congestion leads to aggressive behavior. "We are operating in a zone where we've increased our crashes by roughly 17% over the last 10 years," he said. "During that time, the population of the city of Ann Arbor has increased 7% and ...commutes into Ann Arbor have also increased."<br /><br />Possible solutions mentioned at the meeting included sidewalks, bike lanes, scooters, road diets, red light cameras, and speed limits. Public transit was NOT mentioned as possible solution. Why not?<br /><br />Could it be because AAATA is not seen as moving toward real transportation solutions, simply carrying on "business as usual" with, perhaps, a few modest "band-aids" for Washtenaw Avenue?<br /><br />In today's <a href="https://www.theride.org/Portals/0/Documents/5AboutUs/Board%20Files_FY2019/Board%20Meeting%20Packet%20-%20August%2015,%202019%20-%20DGOC%20Location,%20Amended,%20Final.pdf?ver=2019-08-14-161600-020">Board packet</a>, on p.3 of the Service Committee report, we read, "Mr. Hewitt asked about schedule adjustments to address traffic realities at busier times of the day. Mr. Sanderson explained that schedule adjustments are being studied but may be too expensive and too disruptive to the current pulse system."<br /><br />I find that response very discouraging. In effect, AAATA is saying, "We're looking into it, but please don't expect us to come up with anything that might disrupt Business As Usual. And certainly don't expect us to suggest solutions that might require budget. We'll just continue our pulse system. We're comfortable with it. After all, it has worked for the last 50 years." <br /><br />And it has worked. Sort-of. Sure, the published schedule is guaranteed to be inaccurate and misleading during the times when most people need to commute. Ridership figures, also released in the <a href="https://www.theride.org/Portals/0/Documents/5AboutUs/Board%20Files_FY2019/Board%20Meeting%20Packet%20-%20August%2015,%202019%20-%20DGOC%20Location,%20Amended,%20Final.pdf?ver=2019-08-14-161600-020">Board Packet,</a> indicate passengers may not be "highly satisfied with public transportation services". (<a href="https://www.theride.org/Portals/0/Documents/5AboutUs/Board%20Files_FY2019/AAATA%20Board%20Gov%20Policy%20Manual_v2.9_2018_11_29_final.pdf?ver=2018-12-03-103348-963">AAATA Ends</a> 1.1.4.) The majority of people with access to a personal car apparently do not find public transit to be an attractive alternative. (Ends 1.1.3) Local leaders may not be aware of the contribution public transportation could make to the community (Ends 1.3.6). <br /><br />But we're comfortable with the pulse system, just as it is. And don't bug us about it: the pulse system is an operational matter, so the Board is out of bounds to question it. Just let the experts continue to study the problem in comfort.<br /><br />Thank you,<br />
<br />
Laurence Krieg / <a href="http://www.wakeupwashtenaw.org/">Wake Up Washtenaw</a></div>
Faramirhttp://www.blogger.com/profile/06353113014098033607noreply@blogger.com0tag:blogger.com,1999:blog-3165586102028795552.post-25977006188046041252019-08-05T08:49:00.000-07:002019-08-05T08:49:20.048-07:00<div dir="ltr" style="text-align: left;" trbidi="on">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiPLeWdvMo_fvQ_DXPn0YOrfGxSOmk9LalLIylUMp3MLT-Q6tttewkO8lhbKk3FTP3k9KfWexfhK8JGOcYDpC3WpTIMqlm1i0dIbwT6qMJ6obkTajrzJ56cL7UmEHFx7U_mmhuTIcMlYFnU/s1600/Tokyo_Scenes_07_500.JPG" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" data-original-height="469" data-original-width="499" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiPLeWdvMo_fvQ_DXPn0YOrfGxSOmk9LalLIylUMp3MLT-Q6tttewkO8lhbKk3FTP3k9KfWexfhK8JGOcYDpC3WpTIMqlm1i0dIbwT6qMJ6obkTajrzJ56cL7UmEHFx7U_mmhuTIcMlYFnU/s320/Tokyo_Scenes_07_500.JPG" width="320" /></a>This year, I'm turning my focus on a phenomenon that has sometimes been called "Edge Cities", though I'm using the term somewhat differently than what was popularized by Joel Garreau in 1991. Why this focus?<br /><br />All cities that are growing prosperously, no matter where they are in the world, are experiencing a similar set of problems. The value of land in their core is increasing so much that service personnel are unable to afford housing near the core, and those who were housed there until recently are being forced out ("gentrification" is the term usually applied); as buildings grow taller in the core, the demand for access increases, but the cost of providing that access becomes more and more unaffordable to the governments responsible for providing it.<br /><br />Affordable housing, commercial, and office space is needed "near" the core city. The problem is to achieve functional proximity at a reasonable cost. My focus has turned to a 21st Century version of the "edge city" concept as a possible solution.<br /><br />If achieving functional proximity seems to be the key, what does it look like? How has it been achieved - if at all - in cities around the world? What are the major hurdles? What variations on the theme have proved more successful, and why? And how does one measure all the factors?<br /><br />My travels in 2019 will take me to Vancouver Canada, Seattle and Sacramento USA, and in Japan to several cities including Tokyo, Osaka, Sendai, and Sapporo. All these are cities that appear to be growing prosperously while functioning reasonably well. The visit to Vancouver includes my fourth EcoCities World Summit, where I hope to share my questions and potential answers with others from even more cities around the world.<br /><br />My goal is to lay the groundwork during August and September, including more detailed articulation of the issues and preliminary measurement of the parameters in each of the cities I mentioned - plus others I'm familiar with like Toronto, Denver, and of course Detroit. I hope you'll follow along with me on this quest for the 21st Century Edge City. <br />
<br /></div>
Faramirhttp://www.blogger.com/profile/06353113014098033607noreply@blogger.com0tag:blogger.com,1999:blog-3165586102028795552.post-8389008874410544572018-05-22T09:58:00.000-07:002018-05-22T10:09:53.883-07:00Watch Your Wallet<div dir="ltr" style="text-align: left;" trbidi="on">
<style type="text/css">.WuWblog { font-family: "Trebuchet MS", Verdana, sans-serif; color: #006600; }.WuWblog h4 {color: #F60;}.WuWrefs { font-family:"Trebuchet MS", Arial, Helvetica, sans-serif; color: #006600; border: #f90 thin dotted; font-size: small; } </style><br />
<div class="WuWblog">
With Southeast Michigan's RTA functionally destroyed because of Oakland and Macomb Counties' opposition, Wayne and Washtenaw have been seeking ways to pull something of value out of the wreckage.<br />
<br />
One prominent Washtenaw County leader (who shall remain nameless) recently said, "It looks doubtful that the smallest county and the poorest county in the RTA can make anything worthwhile happen. And if Washtenaw tries to work with Wayne on this, we'd better watch our wallet." (Paraphrased)<br />
<br />
How well this expressed two recurring themes that make Southeast Michigan the struggling region it has become. "We're poor! We're small! We can't trust our neighbors!"<br />
<br />
Nonsense! Look around the world, and you'll see regions poorer and
(in some cases) smaller than we are, doing far more. Their communities pull together. They have a can-do
attitude. We have a can't-do attitude. This is not what made America
great, folks.<br />
<br />
<h3>
Brisbane, Australia</h3>
Indulge me in a comparative example:
Brisbane, Australia. Population about half that of
Southeast Michigan's. GDP, both absolute and per capita, also much lower:<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh-i5W4EzrNdy02ssOBVbQF9v0B5zPGzZSndckNmiHDqpNq0sQ2bSGm0AsaUcdPP5B9pFLOuZmSdeym56txvcvPrkHSRXBo_wxMo0SSVmKu8JhVpWzIkY7aLKA-ZhyMw1ghRAL7wgqesbbp/s1600/Brisbane+Transport-06.jpg" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" data-original-height="719" data-original-width="1280" height="179" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh-i5W4EzrNdy02ssOBVbQF9v0B5zPGzZSndckNmiHDqpNq0sQ2bSGm0AsaUcdPP5B9pFLOuZmSdeym56txvcvPrkHSRXBo_wxMo0SSVmKu8JhVpWzIkY7aLKA-ZhyMw1ghRAL7wgqesbbp/s320/Brisbane+Transport-06.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Brisbane Central Business District, flanked by expressway and busway.</td></tr>
</tbody></table>
<br />
<table border="0" cellpadding="10">
<tbody>
<tr>
<th align="left" scope="col">Quick Facts</th>
<th align="center" scope="col">Detroit Metro</th>
<th align="center" scope="col">Brisbane Metro</th>
</tr>
<tr>
<td>Population 2016</td>
<td align="center">4,313,002</td>
<td align="center">2,360,241</td>
</tr>
<tr>
<td>Metro GDP</td>
<td align="center">$207.53 B</td>
<td align="center">$96.6 B</td>
</tr>
<tr>
<td>Per capita GDP</td>
<td align="center">$48,118</td>
<td align="center">$40,928</td>
</tr>
<tr>
<td>Poverty rate 2016</td>
<td align="center">14.9%</td>
<td align="center">12.5%</td>
</tr>
</tbody></table>
I spent just three days in Brisbane last year, and
was amazed at the quality and convenience of their transportation
offerings. For a quick overview, let me quote Wikipedia's "Transport in
Brisbane" introduction:<br />
<blockquote>
Transport in Brisbane, the
capital and largest city of Queensland, Australia, is provided by road,
rail, river and bay ferries, footpaths, bikepaths, sea and air.<br />
Transport around Brisbane is managed by both the Brisbane City Council and the Government of Queensland.<br />
Public
transport in Brisbane is co-ordinated by TransLink. Rail services are
operated by Queensland Rail, through its City network system. Bus
services are operated by both the Brisbane City Council's Brisbane
Transport subsidiary and private operators, and uses the road network as
well as dedicated bus lanes and busways. Ferry services on the Brisbane
River are operated by Transdev Brisbane Ferries. [Retrieved 2018-05-16]</blockquote>
<br />
These
diverse services have shared a smartcard payment system since 2007, so
nobody has to worry about exact change or whether their transfer is valid.
Seventeen transit operators provide bus service throughout Southeast
Queensland, with scheduling and payment coordinated by TransLink, which
is a department of Queensland's equivalent of <abbr title="Michigan Department of Transportation">MDOT.</abbr><br />
<br />
Roughly
sixty bus routes share 17 miles of busways, built since 1996.<br />
<br />
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEimysyifQyEz7O2wAGDoILAizCwaGQ0AETCWyDakiTnpwSSXCKAmKz5YSugrPRWc-SikSJzxEB_oDgmKpnWdFDjPbVnbGOaSdSf1TtQFvzVl09ufUoMo0a8Dfbb1WvHuHt55HcV7PejTC2T/s1600/Brisbane-high-frequency-bus.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1600" data-original-width="1132" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEimysyifQyEz7O2wAGDoILAizCwaGQ0AETCWyDakiTnpwSSXCKAmKz5YSugrPRWc-SikSJzxEB_oDgmKpnWdFDjPbVnbGOaSdSf1TtQFvzVl09ufUoMo0a8Dfbb1WvHuHt55HcV7PejTC2T/s320/Brisbane-high-frequency-bus.jpg" width="226" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Brisbane's <a href="https://translink.com.au/sites/default/files/assets/resources/plan-your-journey/maps/180401-train-busway-ferry-tram-network-map.pdf">frequent bus network</a>, most of which run on busways.</td></tr>
</tbody></table>
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjHqxGkyCa1O3AeFIiE1y-vr3XtzlPmTgI-g49SAxCFllLRuLfmiU6M_OdneWymKp7-WhCcLqLf-CVxvnnXBY1jf5kWSXOkXQhTevfnuP5Tw67PzjW9ytMS9T8BrDLSj1E24NnBieXzTYfK/s1600/Brisbane+busway+bridge+2.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" data-original-height="501" data-original-width="1280" height="125" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjHqxGkyCa1O3AeFIiE1y-vr3XtzlPmTgI-g49SAxCFllLRuLfmiU6M_OdneWymKp7-WhCcLqLf-CVxvnnXBY1jf5kWSXOkXQhTevfnuP5Tw67PzjW9ytMS9T8BrDLSj1E24NnBieXzTYfK/s320/Brisbane+busway+bridge+2.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Victoria Bridge into central Brisbane is exclusively for buses, bikes, and pedestrians.</td></tr>
</tbody></table>
Brisbane's busways are not BRT lines, though they share some resemblance
to them. They are exclusive bus-only highways, 2 lanes wide in most
places, running through tunnels under the city much of the way, and
crossing two sizeable bus-only bridges over the Brisbane
River at different points. These busways connect north, east, and
southeast parts of the city, and carry about 20,000 passengers per hour
during morning and evening peaks.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg_BXxbyLweH6YUQ24MFXlDT5wS_6EpUALKd_6VWAStoBkZ-XMtb52umvSE5-QSo0P-aVrUqjwkCsDx6chxyrPd_3imD8BNovzl8nn0o9zqeJeUm74WHs83hRTziLSRqVoaOqQrNZ4X_ek4/s1600/Brisbane+busway+Normanby+02.jpg" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1198" data-original-width="1280" height="299" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg_BXxbyLweH6YUQ24MFXlDT5wS_6EpUALKd_6VWAStoBkZ-XMtb52umvSE5-QSo0P-aVrUqjwkCsDx6chxyrPd_3imD8BNovzl8nn0o9zqeJeUm74WHs83hRTziLSRqVoaOqQrNZ4X_ek4/s320/Brisbane+busway+Normanby+02.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Buses on the Northern Busway at Normanby Bus Station</td></tr>
</tbody></table>
<br />
<br />
<br />
<div class="separator" style="clear: both; text-align: center;">
<br /></div>
Also of note are the commuter
train lines - thirteen lines, including one to the airport, almost all
electrified. The system has 152 stations on 468 route-miles, and served
52.44 million passengers in 2015/16.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: 1em; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiI8UCyxRitdJg-Tij4bQGypICEMhspoE5TJA7v8B1M1U0RP7zZAhWazIIv0F26Ib1rzh986IdaUeqjvj79vZ2pIn6AKuFNzjQNwbFrLiR0DCEg5gfuQM2HsLRiTQGSOV0jvls2zRcslg4J/s1600/QR+Train-network-map.jpg" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1600" data-original-width="1132" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiI8UCyxRitdJg-Tij4bQGypICEMhspoE5TJA7v8B1M1U0RP7zZAhWazIIv0F26Ib1rzh986IdaUeqjvj79vZ2pIn6AKuFNzjQNwbFrLiR0DCEg5gfuQM2HsLRiTQGSOV0jvls2zRcslg4J/s320/QR+Train-network-map.jpg" width="226" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Brisbane <a href="https://translink.com.au/sites/default/files/assets/resources/plan-your-journey/maps/180401-train-busway-ferry-tram-network-map.pdf">commuter rail network</a></td></tr>
</tbody></table>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgTG2CGuJkFGO8Tix9SIY0SQ0Nzz2JoH6yY-nOEFxZQ8CsM7qgobdr72KuDpYn4el8jCVpWU9OlZP5AqVSSxzfWX39SUSVyBBuKd8TtGSkmFFS8GZkC9HhGuhrmEgjwbUIez3jhQ4sS1FQh/s1600/Queensland+Rail-05.jpg" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="719" data-original-width="1280" height="179" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgTG2CGuJkFGO8Tix9SIY0SQ0Nzz2JoH6yY-nOEFxZQ8CsM7qgobdr72KuDpYn4el8jCVpWU9OlZP5AqVSSxzfWX39SUSVyBBuKd8TtGSkmFFS8GZkC9HhGuhrmEgjwbUIez3jhQ4sS1FQh/s320/Queensland+Rail-05.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Commuter train entering Roma Street Station during evening rush</td></tr>
</tbody></table>
<br />
<br />
Perhaps the most charming
public transportation in Brisbane is CityCat, the fleet of high-speed
catamaran water-buses plying the Brisbane river. (How about a rapid
ferry service from near Mt. Clemens to Detroit's RenCen and Cobo Hall?)<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgaPAU_TkFggqt5LgU6H95Q-avMoBc6epawwGSeVsDBLGhoO2pQoI6RKNIaSFz5_xjDXi-TmNmYBypq3-JM9Ekvjqy5ryPKSfF-cQPtdoqE-X2DfdwbM1wYA2GLBLlLdUZnwZjKyUWXCIWb/s1600/Brisbane-ferry-network-CBD.jpg" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="654" data-original-width="854" height="245" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgaPAU_TkFggqt5LgU6H95Q-avMoBc6epawwGSeVsDBLGhoO2pQoI6RKNIaSFz5_xjDXi-TmNmYBypq3-JM9Ekvjqy5ryPKSfF-cQPtdoqE-X2DfdwbM1wYA2GLBLlLdUZnwZjKyUWXCIWb/s320/Brisbane-ferry-network-CBD.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><a href="https://translink.com.au/sites/default/files/assets/resources/plan-your-journey/maps/180122-ferry-network-map.pdf">Ferry network map</a>, downtown portion</td></tr>
</tbody></table>
<br />
<br />
Brisbane
didn't achieve this by skimping on expressways: there are seven in and
around the city, including an underground tunnel expressway to ease
downtown congestion. <br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEieb1I_B8aXXzKR-OYSwj-K3w4HehhjQ_W0Dp3AehwtzxV6d-DjvMDjnafL2uKm_kmQ2SOo-Gn9TDCiqRe4ovk7QT4QvP8kC594i6EQ76iXHvREDG_qzA3sFA9875eC-PZaPDxuqHk4OV1r/s1600/Brisbane+Bowen+Hills+annotated.jpg" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" data-original-height="895" data-original-width="1234" height="232" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEieb1I_B8aXXzKR-OYSwj-K3w4HehhjQ_W0Dp3AehwtzxV6d-DjvMDjnafL2uKm_kmQ2SOo-Gn9TDCiqRe4ovk7QT4QvP8kC594i6EQ76iXHvREDG_qzA3sFA9875eC-PZaPDxuqHk4OV1r/s320/Brisbane+Bowen+Hills+annotated.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Bowen Hills area of Brisbane. Busway (left) and commuter rail maintenance facility (right) flank major expressway intersection.(Google satellite image ©2018)</td></tr>
</tbody></table>
<h3>
Theme 1: We're too small, too poor</h3>
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhREDlnQKRXsOYPGIoiHE8MDFPNCgfdHnvoQXCTHIqXR-rC1g0LeEnlXdsIM6Ketb5_7wjINPQGOdzFnH97OP-rug9_0dGGKDbPCpePCVpD65YQ5xj45ltJ8TPO_8WNtP7FrM1wWWHUtDUV/s1600/Brisbane+Transit-01.jpg" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" data-original-height="719" data-original-width="1280" height="179" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhREDlnQKRXsOYPGIoiHE8MDFPNCgfdHnvoQXCTHIqXR-rC1g0LeEnlXdsIM6Ketb5_7wjINPQGOdzFnH97OP-rug9_0dGGKDbPCpePCVpD65YQ5xj45ltJ8TPO_8WNtP7FrM1wWWHUtDUV/s320/Brisbane+Transit-01.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The BTC (Brisbane Transit Center) Roma Street</td></tr>
</tbody></table>
OK, so we must be poorer than Brisbane, right? Wrong, Brisbane is not a wealthier metropolis than Detroit. While Detroit was going through that painful bankruptcy, the metro area in 2014 was estimated by the Brookings Institution to have a Gross Domestic Product (GDP) of $207.53 billion. At the same time, Brisbane's was pegged at $96.6 billion by the same Institution - again, about half the size of Detroit's. Per capita, Detroit's GDP is $48,118, Brisbane's $40,928.<br />
<br />
So: Brisbane has half the population, half the GDP, and 85% of the productivity per capita as Detroit...a comparable freeway system, <b>and incomparably better public transportation. </b><br />
Why? Because they have a <i><b>can-do</b></i><b> attitude</b>, and they're <b>willing to work together as a region</b>.<br />
<br />
Prosperity is as much a state of mind as it is a a state of the economy. Brisbane <i>thinks </i>it can do great things, so they make great things happen. (They also have incredible parks and trails in the middle of the city.)<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiUmmB2ilOI2c0UB4R2KPf0llc5lYzhAKvc1_HIXoiwC11S-vIgNdSj2un9Bsr9-mgsfj-1F-eiv3t3q5lZp793wBSgLb8dMepgmMN2zqycc-ZeXVnv4lpQUgmdL-U20y2mROgu4XRMsJbh/s1600/Brisbane+Transport-07.jpg" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="719" data-original-width="1280" height="179" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiUmmB2ilOI2c0UB4R2KPf0llc5lYzhAKvc1_HIXoiwC11S-vIgNdSj2un9Bsr9-mgsfj-1F-eiv3t3q5lZp793wBSgLb8dMepgmMN2zqycc-ZeXVnv4lpQUgmdL-U20y2mROgu4XRMsJbh/s320/Brisbane+Transport-07.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Brisbane River, bikeway, and highway</td></tr>
</tbody></table>
<h3>
Theme 2: We don't trust our neighbors</h3>
In Southeast Michigan, we don't trust our neighbors. We won't work together. There are about 250 municipalities in Southeast Michigan. Each competes with its neighbors for industry, jobs, and commerce. We could be competing as a region with other metropolitan areas like Phoenix, Seattle, Minneapolis, and San Diego - all cities of roughly the same size - but instead, we squabble with each other.<br />
<br />
We could be competing as a metro area with similar-size cities around the world: Hamburg and Stuttgart, Germany; Sydney and Melbourne, Australia.<br />
<br />
But in Southeast Michigan, as long as we perceive ourselves to be doing <i>better </i>than our nearby neighbors, we won't work with them because they might benefit at our expense. Or if we perceive ourselves as <i>less well off </i>that our neighbors, we suspect them of wanting to steamroller us somehow (and maybe they've tried). <br />
<br />
By the way - it's not just the counties I mentioned at the start of this blog. Within Washtenaw County a few years back, Ann Arbor was unwilling to form a Corridor Improvement Authority with neighboring municipalities to improve Washtenaw Avenue, largely because they were suspicious that it was a plot to improve others' sections of Washtenaw Avenue by siphoning off Ann Arbor's money. I believe this is partly to blame for the lack of affordable housing in Ann Arbor, because taxable value drops off quickly going east on Washtenaw. If Washtenaw were being improved more quickly, its attractiveness could ease the pressure on housing in Ann Arbor.<br />
<br />
Who benefits from this distrust? Phoenix, Seattle, and other U.S. cities. Southeast Michigan's population shrank by 0.07% between 2010 and 2016, while Seattle grew by 5.6% and Phoenix by 7.06%. How much of that growth is from talented, can-do Michigan millennials moving to places with better jobs and better living. These two, as well as Minneapolis, San Diego, and several cities of similar or smaller population, have all invested cooperatively in public transportation, including commuter trains and light rail. <br />
<br />
To paraphrase the late Ursula LeGuin, "Southeast Michigan is not a metropolis, it's a family quarrel." We all know that "United we stand, divided we fall." So, let's cut out the squabbling!</div>
</div>
Faramirhttp://www.blogger.com/profile/06353113014098033607noreply@blogger.com0tag:blogger.com,1999:blog-3165586102028795552.post-13285273303799975452018-02-12T15:20:00.001-08:002018-02-12T15:20:40.456-08:00RTA: Where Now?<div dir="ltr" style="text-align: left;" trbidi="on">
<style type="text/css">.WuWblog { font-family: "Trebuchet MS", Verdana, sans-serif; color: #006600; }.WuWblog h4 {color: #F60;}.WuWrefs { font-family:"Trebuchet MS", Arial, Helvetica, sans-serif; color: #006600; border: #f90 thin dotted; font-size: small; } </style><br />
<div class="WuWblog">
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://www.gannett-cdn.com/-mm-/a441db060200370ceda0a9cb1d4c2a0aa8bd9402/c=533-565-1787-1508&r=x404&c=534x401/local/-/media/2018/02/07/DetroitNews/B99626949Z.1_20180207213304_000_GS11RPS6L.1-0.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" data-original-height="401" data-original-width="534" height="240" src="https://www.gannett-cdn.com/-mm-/a441db060200370ceda0a9cb1d4c2a0aa8bd9402/c=533-565-1787-1508&r=x404&c=534x401/local/-/media/2018/02/07/DetroitNews/B99626949Z.1_20180207213304_000_GS11RPS6L.1-0.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">L. Brooks Patterson<br /><span style="font-size: xx-small;">DETROIT NEWS PHOTO</span> by José Juarez</td></tr>
</tbody></table>
Last Wednesday Feb. 7, the report went out in the <a href="http://www.detroitnews.com/story/news/local/oakland-county/2018/02/07/brooks-patterson-regional-transit/110201742/"><i>Detroit News</i></a><i> </i>(among others) that Oakland County's Executive, L. Brooks Patterson, had publicly stated he was opposed to the Southeast Michigan Regional Transit Administration (RTA). “I want you to know that as long as I’m county executive, I will respect the wishes of the voters of the select nine Oakland County opt-out communities,” he said, referring to municipalities whose leadership had refused to allow entry into the Suburban Mobility Association for Rapid Transit (SMART). He went on to say he would not allow them to be drawn against their will into the RTA. The majority of Oakland County voters approved the RTA millage, so Patterson's move is to defend the minority against the will of the majority. Such is Patterson's idea of democracy.<br />
<br />
<br />
Actually, I am glad Brooks has finally removed the mask of "transit neutrality" he donned for the last five years. We knew he was against regional transit, but now he has acknowledged it. Now, we can move on without him.<br />
<br />
We know he had a large hand in crafting the legislation that enabled the RTA, but he was obliged to compromise with leaders of the rest of the region, so the result was not 100% to his liking. Apparently, "compromise" and "will of the majority" are not in his vocabulary.<br />
<br />
Four-county regional transit is necessary. It IS possible...but not now. Patterson, together with Macomb County Executive Mark Hackel, have been doing everything possible to slow down the process, limit the free flow of resources, tailor the RTA Board rules so as to make action as nearly impossible as they can, and tie down the RTA with unrealistic accounting requirements. The RTA legislation requires 85% of each county's RTA tax revenue be spent on service within that county. Rules demanded by Oakland County's Board representatives were intended to make sure that not as much as one penny more than 15% of Oakland's RTA tax revenue is spent beyond their borders at any time. It's clear that the closer we get to true regional transportation, the more obstacles they will put in the RTA's path. <br />
<br />
Patterson's excuse about opt-out communities has some grounding in past policy, but if it's the real reason for shooting down the RTA, he has had six years to say so. At Thursday's <a href="https://www.planningmi.org/tb.asp">Transportation Bonanza</a> in Lansing (<a href="https://www.planningmi.org/">Michigan Association of Planning</a>) I happened to speak to a planner from Livonia, one of the largest opt-out communities (though in Wayne County). Within the constraints of loyalty to his employer, he indicated there is growing disappointment with opt-out strategy there. Likewise, a young planner from the other opt-out county was shame-faced at being revealed as an employee of that county.<br />
<br />
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="http://www.detroittransit.org/wp-content/uploads/2018/02/Evans-close-300x200.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" data-original-height="200" data-original-width="300" src="https://www.detroittransit.org/wp-content/uploads/2018/02/Evans-close-300x200.jpg" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Wayne County Executive Warren Evans at TRU</td></tr>
</tbody></table>
The suggestion has been made for some years that Wayne and Washtenaw counties should together form a separate alliance to improve transit between their communities. I believe the Wayne-Washtenaw option is the best we have now. At <a href="http://www.detroittransit.org/">TRU</a>'s <a href="http://www.detroittransit.org/state-regions-transit-improving-hope-much/">State of the Region's Transit</a> on February 5, we heard an impassioned plea from Wayne County Executive Warren Evans for regional transit NOW. Four-county transit if at all possible...but Brooks has effectively put a stop to that. In one-on-one discussion with Al Haidous, Wayne County Commissioner and Chair of the SMART Board of Directors, I heard another Wayne County leader express a great sense of urgency about bringing regional public transportation to southeast Michigan. Most Washtenaw County leaders are also keen, especially for a strong rail connection with Wayne.<br />
<br />
<br />
As in the other three counties, there is opposition to the RTA from the rural townships in Washtenaw. From their leaders, I have heard the sentiment that they are already taxed for services that go mainly to urban regions, and they don't want any more taxes without services for their region. Though there are enough votes in urban areas to overcome that opposition, I don't think it would be a smart plan. I believe any plan - whether in two counties or all four - needs to meaningfully serve low-density areas, or trim the transit district to leave out the edges. Yes, low-density areas are more expensive to serve, but I believe (subject to correction by contradictory survey results) that as a whole, the region would be willing to pay more to make that happen, at least in Wayne and Washtenaw.<br />
<br />
<a href="https://en.wikipedia.org/wiki/Daniel_Burnham">Daniel Burnham's</a> words over a hundred years ago are still true today: "Make no little plans; they have no magic to stir men's blood and probably themselves will not be realized." The <a href="http://www.rtamichigan.org/masterplan/">RTA plan</a> was highly constrained (by guess who) and had little or no magic to stir anyone's imagination. It came close, but perhaps we should have expected that it would not not be realized. Next time, let's strive for that element of magic!<br />
<br />
<br />
In every US city that has experienced transit success, the first steps met with opposition. Once service began (typically on rails) the communities started clamoring for more. Voters stepped up and taxed themselves. So let's get Wayne-Washtenaw started, and move up from two-county success to four-county success.</div>
</div>
Faramirhttp://www.blogger.com/profile/06353113014098033607noreply@blogger.com1tag:blogger.com,1999:blog-3165586102028795552.post-20234822155018250522017-12-11T12:48:00.001-08:002017-12-11T14:45:58.455-08:00Ypsilanti Station News<div dir="ltr" style="text-align: left;" trbidi="on">
<div>
<style type="text/css">.WuWblog { font-family: "Trebuchet MS", Verdana, sans-serif; color: #006600; }.WuWblog h4 {color: #F60;}.WuWrefs { font-family:"Trebuchet MS", Arial, Helvetica, sans-serif; color: #006600; border: #f90 thin dotted; font-size: small; } </style><br />
<div class="WuWblog">
In the mid-nineteenth century, Ypsilanti’s Michigan Central Railroad station was busier than Ann Arbor’s. Now, Ann Arbor’s is the busiest in the state, and Ypsi has no station at all. Since January 13, 1984, the last run of the <i>Michigan Executive </i>from Jackson to Detroit, no train has called at Ypsilanti for passengers. In fact, there is no longer any facility on which passengers can board or detrain.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhLMI2uHH_T-7c_MGnvurxIuDF6eyq6pD-lDks4v4J5sHaKFsikGX965LpbNX7JOV3IfxaRneeOPfOAt05VupxSku8kqFuWUTXWrc5qfYjeV8ZnPYdhrzXGNyF7RBGHElWcuXDCvppQDMjg/s1600/PCRR_VALPO_LOCAL_19721029.png" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="784" data-original-width="487" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhLMI2uHH_T-7c_MGnvurxIuDF6eyq6pD-lDks4v4J5sHaKFsikGX965LpbNX7JOV3IfxaRneeOPfOAt05VupxSku8kqFuWUTXWrc5qfYjeV8ZnPYdhrzXGNyF7RBGHElWcuXDCvppQDMjg/s400/PCRR_VALPO_LOCAL_19721029.png" width="247" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Penn Central Railroad's <i>Michigan Executive</i> service schedule, October1974</td></tr>
</tbody></table>
The lack of commuter rail service between Washtenaw County and the Detroit area began to be missed in the early 2000s due to steadily growing automobile congestion. SEMCOG, the Southeast Michigan Council of Governments, commissioned a study of the corridor by the world-class transportation firm of Parsons-Brinckerhoff (now part of WSP Global). Their study, issued in 2006, compared commuter rail with light rail and bus rapid transit on several possible routes. The study’s conclusion was that commuter rail, with a stop in Ypsilanti, offered the most reasonable and economical option. Though the project advanced to the Federal level for funding, it was not approved due to lack of data comparing the new service with existing public commuter transportation; there is none to compare.<br />
<br />
Ten years later, the Southeast Michigan Regional Transit Authority (RTA) included a similar proposal in its Regional Transit Master Plan. This proposal included more than just “commuter service” the plan was for eight trains each way during the week, fewer on weekends. Unfortunately, when the proposal went to the voters for funding in November, 2016, it lost by less than 1 percent of the vote in the four-county Southeast Michigan RTA district.<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiZQhgFFAWRIJpYFPuSfnVJSdPzRtVXcUwR_53CU63t63TPLbSwbXYM24S_wHWIMdAYLUI_ZQumIANNAqe0kJMx5Ids0irtfDryXrfMmVFZaIQCnyEANFd8Cu_y5ZoFMQ4MteHo9n7HsJpq/s1600/MAP_foldout-RTMP_WuW.png" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1204" data-original-width="1600" height="240" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiZQhgFFAWRIJpYFPuSfnVJSdPzRtVXcUwR_53CU63t63TPLbSwbXYM24S_wHWIMdAYLUI_ZQumIANNAqe0kJMx5Ids0irtfDryXrfMmVFZaIQCnyEANFd8Cu_y5ZoFMQ4MteHo9n7HsJpq/s320/MAP_foldout-RTMP_WuW.png" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">RTA Transit Master Plan, with Wake Up Washtenaw proposed additions (see blogs of <a href="http://washtenawtod.blogspot.com/2017/02/rx-for-rta-part-1.html">2017-02-17</a> and <a href="http://washtenawtod.blogspot.com/2017/03/rx-for-rta-part-2.html">2017-03-10)</a></td></tr>
</tbody></table>
<br />
But Ypsilanti had already been discussing the need for a station platform. Amtrak officials agreed that some or all of the <i>Wolverine Service</i> trains would stop at Ypsi, in large part because of the presence of Eastern Michigan University and its more than 21,000 students. In March of 2016, state and local elected officials formally kicked off a two million dollar project to design, acquire permits, and construct a platform with transit-style shelters. Funds were raised from non-profits as well as the Ypsilanti City Council. <br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEimIHnGkeU3tnhGZQBBUZDwUcASrHA-EwIkQkX8Br3CX4UphViFpOro6suFpgrXCMGViA2R09Wnj2FvQMQ6d8yLsIum2Rr_B68z8XDh_uhyphenhyphenXBACzYBt10nVPraCMntZ2KoImh1alEkGx0op/s1600/Ypsi+platform+option+1a.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" data-original-height="419" data-original-width="660" height="203" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEimIHnGkeU3tnhGZQBBUZDwUcASrHA-EwIkQkX8Br3CX4UphViFpOro6suFpgrXCMGViA2R09Wnj2FvQMQ6d8yLsIum2Rr_B68z8XDh_uhyphenhyphenXBACzYBt10nVPraCMntZ2KoImh1alEkGx0op/s320/Ypsi+platform+option+1a.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Bergmann/OHM Ypsilanti Staion Plan 1a</td></tr>
</tbody></table>
<br />
<br />
In July of 2016, the two engineering firms contracted for the job, Bergman and OHM, had presented several possible station models, from a single platform with six shelters, to a two-platform layout with overhead crossover, elevators, and accessible ramps. But City Council had other problems to deal with, including massive debt for a contaminated property in the City. By October, Council put the project on hold, and it has remained on hold ever since. <br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgVA6YeSYpCOnIq1iveDjy79BoQpY-tEQqP8fdq5HLjdcPOa4xsZbQFgD6w8iwKZVVra1iEFDr-qknTOQx-PjMULIB571UWlxSXHIhqqtdyg4j5YhG6p1t06uamvDV_eYb4MDrxPQOb3usp/s1600/Ypsi+platform+option+3a.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" data-original-height="433" data-original-width="673" height="205" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgVA6YeSYpCOnIq1iveDjy79BoQpY-tEQqP8fdq5HLjdcPOa4xsZbQFgD6w8iwKZVVra1iEFDr-qknTOQx-PjMULIB571UWlxSXHIhqqtdyg4j5YhG6p1t06uamvDV_eYb4MDrxPQOb3usp/s320/Ypsi+platform+option+3a.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Bergmann/OHM Ypsilanti Station Plan 3a</td></tr>
</tbody></table>
<br />
Many people ask, “Why not use the Freight House?” The Ypsilanti Freight House is a classic 19th century building that has been repaired and renovated by a dedicated group of Ypsi citizens, the Friends of the Ypsilanti Freight House. It’s a grand old building; noble, but nothing fancy. However, it is a Michigan Historic Building, and no alterations are permitted. This has ruled out using it for passengers, because it would require extending the existing platforms and substantially changing the shape and appearance of the building.<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjHSBL1MniExdVsOJt8drQxXa1IdRevSLHGI9cruxQ7ih2hb49qh6Bd9y-prfDZgcc1VZS9hsk0z75R6E7O0G0eEg5FdRJm6_tTD80V32IV0DKj9oQ81bCaz8OlYCzqul0MphMJ0UFWlOZ0/s1600/Ypsi+Freighthouse+02.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" data-original-height="1294" data-original-width="960" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjHSBL1MniExdVsOJt8drQxXa1IdRevSLHGI9cruxQ7ih2hb49qh6Bd9y-prfDZgcc1VZS9hsk0z75R6E7O0G0eEg5FdRJm6_tTD80V32IV0DKj9oQ81bCaz8OlYCzqul0MphMJ0UFWlOZ0/s400/Ypsi+Freighthouse+02.jpg" width="296" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Ypsilanti Freight House historic building plaque.</td></tr>
</tbody></table>
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg99RhADjTfzBe6kF0ltMzCHO-NFCMr1aKcVWzQsNLvVzE5kyiYq2kP8NbKU1JlnpTvq5Okoz2FG1zYbWq2_MIuDM4hwUIckbL_BQK2AleTOHayqkmr8kFK6IK4Ecs182HLjXswhXWoKaBI/s1600/Peterson+face+2.png" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" data-original-height="698" data-original-width="660" height="200" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg99RhADjTfzBe6kF0ltMzCHO-NFCMr1aKcVWzQsNLvVzE5kyiYq2kP8NbKU1JlnpTvq5Okoz2FG1zYbWq2_MIuDM4hwUIckbL_BQK2AleTOHayqkmr8kFK6IK4Ecs182HLjXswhXWoKaBI/s200/Peterson+face+2.png" width="200" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Rep. Ronnie Peterson<br />
54th District, Michigan House</td></tr>
</tbody></table>
Fortunately, there are many citizens in Ypsi who are well aware of the potential of a station to revive the economic prospects of Ypsilanti. The project has support from representatives in the Michigan House; initially, Rep. David Rutledge, of Michigan’s 54th State House district, and now his successor, Rep. Ronnie Peterson. Debbie Dingell, the U.S. Congressional representative for the 12th District of Michigan, is also a staunch supporter of the project. However, all these representatives are in the minority party, which constrains their ability to provide the needed financial support. <br />
<br />
Nothing daunted, Rep. Peterson has undertaken to raise support in other ways. He has held discussions with Michigan Department of Transportation (MDOT) and Amtrak. He has requested staff support from the Ann Arbor Area Transportation Authority (AAATA). And he has organized a spectacular event to raise awareness and get the process moving again. <br />
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEimHgkNVytEhZgTvoIgFcB1b0wFoRjP_1N7xmNLcL0-y9_AJut8HBtIIpfs0LOkAqwI3k8eWvJiykssG5oybC-fkiWfX6MlQh6dRfNMG97ZIIB6yILOPz2_bILXObZILAmvWrIOaSxB6drd/s1600/James+face+2.png" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" data-original-height="776" data-original-width="692" height="200" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEimHgkNVytEhZgTvoIgFcB1b0wFoRjP_1N7xmNLcL0-y9_AJut8HBtIIpfs0LOkAqwI3k8eWvJiykssG5oybC-fkiWfX6MlQh6dRfNMG97ZIIB6yILOPz2_bILXObZILAmvWrIOaSxB6drd/s200/James+face+2.png" width="200" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Derrick James, Amtrak</td></tr>
</tbody></table>
The event was held Friday, December 1, 2017. With the assistance of Derrick James, Director, Government Affairs at Amtrak, Rep. Peterson arranged for Amtrak 350 to stop in Ypsilanti to pick up about 35 community leaders. Since the platform is frozen in the planning stage, the train had to pick up people in the grade-crossing at Cross and River Streets. <br />
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjklHS815E7cARlwB-5EQIcu7npEuDk4gVnsOoz3pysPHZRfhMe1QXzbyyiko86SwTTDDpIif0pHzaD-tK9AgPe4sI-KWrWQBEw5SGRVxHscJWRYhKNti01wx4UZXpHBqdZtudGcsLXdPEy/s1600/Amtrak+350+Board+Ypsi+2.jpg" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" data-original-height="960" data-original-width="1280" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjklHS815E7cARlwB-5EQIcu7npEuDk4gVnsOoz3pysPHZRfhMe1QXzbyyiko86SwTTDDpIif0pHzaD-tK9AgPe4sI-KWrWQBEw5SGRVxHscJWRYhKNti01wx4UZXpHBqdZtudGcsLXdPEy/s400/Amtrak+350+Board+Ypsi+2.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Amtrak <i>Wolverine Service</i> 350, boarding passengers on Cross Street, Ypsilanti</td></tr>
</tbody></table>
So the first stop in almost 34 years to pick up passengers in Ypsilanti occurred in at the crossroads of Depot Town, about 1:45 PM.<br />
<br />
Many of the group had never traveled by train, and were amazed at the comfort in Coachclass, at the quiet running, the smooth ride, and the apparent speed of the train. Most were surprised how quickly and easily the train brought them to Detroit, after a brief stop in Dearborn’s beautiful new Dingell Transportation Center. John O’Reilly, Mayor of Dearborn, was among the enthusiastic participants.<br />
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEizbSq1XROz-aBriIppb-Wr7VtkIVFEmHabav_XJA8exiLYXa1ItV-e893qs9uTrggRU9tPIeoDFlS66G5ucPtMm2FbNuiR66tYrgqOvEsauDpcZqKeBBaV6xfJ2Pye5xZoTlGmY-SO8c9N/s1600/Golden+face+1.png" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" data-original-height="692" data-original-width="662" height="200" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEizbSq1XROz-aBriIppb-Wr7VtkIVFEmHabav_XJA8exiLYXa1ItV-e893qs9uTrggRU9tPIeoDFlS66G5ucPtMm2FbNuiR66tYrgqOvEsauDpcZqKeBBaV6xfJ2Pye5xZoTlGmY-SO8c9N/s200/Golden+face+1.png" width="200" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Sean Duval, President, Golden Limousine</td></tr>
</tbody></table>
In Detroit, Rep. Peterson had arranged for Golden Limousine to carry the group in two comfortable buses, thanks to Sean Duval, President, who is active in the Ann Arbor-Ypsilanti Chamber of Commerce and a strong supporter of the Ypsi station project. The group went first down Woodward Avenue to enjoy the splendid art deco Guardian Building (also home of <a href="http://www.detroittransit.org/">Transportation Riders United</a>, a <b>Wake Up Washtenaw</b> partner). On the way, an enthusiastic tour guide gave Washtenaw County folks every reason to understand why Detroit is definitely worth coming to.<br />
<br />
As if that was not enough, the group was treated to a beautiful tour of the Detroit Institute of Arts, including explanations of the unforgettable Diego Rivera Detroit Industry murals, and a special exhibit of Claude Monet and Frederick Church paintings.<br />
<br />
Heading home, a lively duet was playing for the group and fellow passengers in the Detroit Amtrak station. Train 355 arrived pretty much on time, and again group members were impressed by the rapid comfort of the trip to Ypsilanti.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiRIvbLSHVyMS3jiWG4X-OUrbSia8gTxk9I6VVkiXWHayA_JIrmMRDwYNz6LXKJvBvNZgpUW0OGa0leWIAuLyUr0O5ssVj-WeLDXgNitz6eevMYH7GfZ_Uu6qU9twN_z1E_5_feBAHOFWRX/s1600/Electeds+01.jpg" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="960" data-original-width="1280" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiRIvbLSHVyMS3jiWG4X-OUrbSia8gTxk9I6VVkiXWHayA_JIrmMRDwYNz6LXKJvBvNZgpUW0OGa0leWIAuLyUr0O5ssVj-WeLDXgNitz6eevMYH7GfZ_Uu6qU9twN_z1E_5_feBAHOFWRX/s400/Electeds+01.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Some elected officials who participated. Left to right:<br />
John "Jack" O'Riley, Mayor of Dearborn; Yousef Rabhi, 53rd District, Michigan House; Adam Zemke, 52nd District, Michigan House; Ronnie Peterson, 54th District, Michigan House; Brenda Stumbo, Supervisor, Charter Township of Ypsilanti;<span style="font-family: "trebuchet ms";"> Beth Bashert, Ward 2,
Ypsilanti</span> City Council; Pete Murdock, Ward 3, Ypsilanti City Council.</td><td class="tr-caption" style="text-align: center;"><br /></td></tr>
</tbody></table>
<br />
<br />
Arriving in Ypsi, crowds of Friday night revelers were on hand. Normally unfazed by Amtrak blasting noisily through the middle of Depot Town, many were amazed to see the train stop, and a large group of passengers actually get off. One young woman danced around hugging her friends, shouting, “The train is coming! The train is coming!”<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjkoTDwTIYwBYqeXmkDU9MGtyqe18H62JyPZY91JwCvWuzj-6jbmdyG-lodAcNYBqoIifIX451_130iWrm_2aIzXjLwS3_VpIdg0dka8hYAzp4xD76AsFUzAZYWWbTURNSM7-vFKXrjQA0p/s1600/Amtrak+355+detrain+Ypsi+03.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" data-original-height="945" data-original-width="1260" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjkoTDwTIYwBYqeXmkDU9MGtyqe18H62JyPZY91JwCvWuzj-6jbmdyG-lodAcNYBqoIifIX451_130iWrm_2aIzXjLwS3_VpIdg0dka8hYAzp4xD76AsFUzAZYWWbTURNSM7-vFKXrjQA0p/s400/Amtrak+355+detrain+Ypsi+03.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Amtrak <i>Wolverine Service </i>355 stopping in Cross Street to let off tour group. Enthusiastic onlookers, hugs.</td></tr>
</tbody></table>
<br />
Impressive as the event was, there is clearly a great deal of work to be done. The first step is for Ypsilanti City Council to approve continuation of the station project. This should be somewhat easier, now that city voters have approved a debt retirement millage, freeing the city from the “albatross hanging around its neck” or at least giving it some breathing room to invest in its future. Many details need to be ironed out, but the enthusiasm generated by this event seems very likely to translate into action.<br />
<br />
<div style="font-size: smaller;">
[A slightly different version of this blog post appeared in <i>On Track</i>, the bulletin of the Michigan Association of Railroad Passengers, Number 75, December 2017, page 2.]</div>
</div>
</div>
</div>
Faramirhttp://www.blogger.com/profile/06353113014098033607noreply@blogger.com0tag:blogger.com,1999:blog-3165586102028795552.post-36969218622469195182017-11-21T11:50:00.001-08:002017-11-21T11:57:05.282-08:00SMART Adds Three Limited-Express Routes<style type="text/css">.WuWblog { font-family: "Trebuchet MS", Verdana, sans-serif; color: #006600; }.WuWblog h4 {color: #F60;}.WuWrefs { font-family:"Trebuchet MS", Arial, Helvetica, sans-serif; color: #006600; border: #f90 thin dotted; font-size: small; } </style><div class="WuWblog"><p>The suburban Detroit transit authority, SMART, is inaugurating three Express routes, with stops every 1-2 miles apart. Starting January 1, 2018, they are planned to radiate from downtown Detroit on Gratiot, Woodward, and Michigan Avenues. </p>
<p>If you're at all familiar with the Southeast Michigan RTA's plans, this will sound eerily reminiscent of both the RefleX service running now on Woodward and Gratiot, and the mandate handed down to the RTA from the State Legislature, to establish "rolling rapid transit" on those same three corridors.</p>
<p>Currently, SMART operates RefleX service on Gratiot out to Mount Clemens, while DDOT operates RefleX on Woodward as far as Somerset Mall. The RTA established these two as a foretaste of "rolling rapid transit" - which was the Legislature's way of saying Bus Rapid Transit (BRT) without uttering that distateful word, BUS. Unfortunately, the RTA found only enough funds to run RefleX every 45-50 minutes, but I'm told they're fairly well used despite their infrequent appearance.</p>
<p>SMART's service will run nuch more frequently. On Woodward and Gratiot, it will operate every 10 minutes during peak periods, every 20 off-peak, from about 5 AM to 1 AM. Excellent frequency and span of service! The Gratiot route will go to Mount Clemens, then split with alternate buses serving two park-and-ride lots; the Woodward route will split at Big Beaver, every other bus going either to Troy Civic Center or Pontiac Phoenix Center.</p>
<p>The Michigan Avenue service will go to Detroit Metro Airport, calling at both Macnamara and North Terminals. Span of service will be the same excellent 5-1 as on Gratiot and Woodward, but unfortunately it will only operate at 30 minute intervals during peak periods, and hourly off-peak. </p>
<p>Schedules for these new routes are not public, probably because they haven't been finalized yet. I'm told to expect the runs to be 10-20% faster than local buses, though that may be a conservative estimate. We'll see.</p>
<p>This is really significant. For the first time, we can take a bus from DTW to downtown Detroit, going fairly rapidly and directly. Obviously this will be much slower than the airport service to Ann Arbor, which does not stop for passengers at all between the airport and downtown Ann Arbor. </p>
<p>However, the combination of these services is awesome, especially considering the fare policy: same as local, $2.00, and transfers are valid to other SMART and DDOT buses. That means that for $2.00 you can get from the airport all the way to Mount Clemens, Pontiac, or Troy. It may be slower than an airport limo, but the cost really makes it worthwhile.</p>
<p>My hat is off to the folks at SMART!</p> </div> <div class="WuWrefs"> <p>To learn more:</p> <ul> <li>SMART's <a href="https://www.smartbus.org/">Website</a></li> </ul> </div>
Faramirhttp://www.blogger.com/profile/06353113014098033607noreply@blogger.com0tag:blogger.com,1999:blog-3165586102028795552.post-29736937718677308332017-11-21T11:46:00.000-08:002017-11-21T11:46:44.958-08:00SEMCOG 2045 Growth Forecast<div dir="ltr" style="text-align: left;" trbidi="on">
<style type="text/css">.WuWblog { font-family: "Trebuchet MS", Verdana, sans-serif; color: #006600; }.WuWblog h4 {color: #F60;}.WuWrefs { font-family:"Trebuchet MS", Arial, Helvetica, sans-serif; color: #006600; border: #f90 thin dotted; font-size: small; } </style><div class="WuWblog"><p>Every five years, the Southeast Michigan Council of Governments (SEMCOG) does a thirty-year forecast of population and economic growth. The draft of the 2045 forecast is on the street now. It's just a "crystal ball" but it's probably the best guess we'll get. I like to think of the SEMCOG forecast as "what will happen if we don't do anything different". I sure hope we "wake up" and change how we do stuff in Southeast Michigan. </p>
<p>Overall the region is pridicted to grow slowly in both population and economy...if we keep on with "business as usual".</p>
<p>In population growth, Washtenaw is the fastest-growing in the seven-county SEMCOG region. Within Washtenaw, the City of Ann Arbor is expected to grow the most. We'll see what effect Ann Arbor's divided opinions about growth have, though. If either Planning Commission or Council in Ann Arbor don't like "growing up" or can't think of anyplace they'd like to put the 19 thousand forecast new residents, they'll go elsewhere. </p>
<p>Ypsi Township is expected to hold on to second place in population. But the spotlight for fastest growing unit in the county shines on little Saline Township, more than doubling in population, a growth rate of 127%, followed by Manchester, with 72% growth. Both these units remain well under 5,000, despite their belt-stretching rate of growth.</p>
<p>Here's a summary of Washtenaw County's guestimate.This table shows the better-known units of the county, plus those forecast to grow by more than 5,000 people. In each category, <font color="#990000">first place is colored red</font>, <font color="#0066CC">second place blue</font>.</p> <table width="90%" border="1" cellpadding="3" align="center"> <tr> <th scope="col">Area</th> <th scope="col">2015 Population</th> <th scope="col">2045 Population</th> <th scope="col">Population Growth</th> <th scope="col">Percent Growth</th> </tr> <tr> <td bgcolor="#99FFFF"><strong>Washtenaw County</strong></td> <td align="right" bgcolor="#99FFFF"><strong>358,550</strong></td> <td align="right" bgcolor="#99FFFF"><strong>450,133</strong></td> <td align="right" bgcolor="#99FFFF"><strong>91583</strong></td> <td align="right" bgcolor="#99FFFF"><strong>25.4%</strong></td> </tr> <tr> <td>Ann Arbor</td> <td align="right"><font color="#990000">117,302</font></td> <td align="right"><font color="#990000">136,606</font></td> <td align="right"><font color="#990000">19,304</font></td> <td align="right">16.5</td> </tr> <tr> <td>Ann Arbor Twp</td> <td align="right">4,771</td> <td align="right">9,919</td> <td align="right">3,323</td> <td align="right">57.1</td> </tr> <tr> <td>Chelsea</td> <td align="right">4,823</td> <td align="right">6,245</td> <td align="right">1,422</td> <td align="right">50.4</td> </tr> <tr> <td>Dexter</td> <td align="right">4,351</td> <td align="right">4,535</td> <td align="right">184</td> <td align="right">29.5</td> </tr> <tr> <td>Manchester</td> <td align="right">1,925</td> <td align="right">3,311</td> <td align="right">1,386</td> <td align="right"><font color="#0066CC">72.0</font></td> </tr> <tr> <td>Manchester Twp</td> <td align="right">2,526</td> <td align="right">4,295</td> <td align="right">1,769</td> <td align="right">70.0</td> </tr> <tr> <td>Northfield Twp</td> <td align="right">8,167</td> <td align="right">13,440</td> <td align="right">5,273</td> <td align="right">64.6</td> </tr> <tr> <td>Pittsfield Twp</td> <td align="right">39,130</td> <td align="right">55,986</td> <td align="right"><font color="#0066CC">16,856</font></td> <td align="right">64.6</td> </tr> <tr> <td>Saline</td> <td align="right">8,193</td> <td align="right">9,020</td> <td align="right">830</td> <td align="right">10.1</td> </tr> <tr> <td>Saline Twp</td> <td align="right">1,890</td> <td align="right">4,289</td> <td align="right">2,399</td> <td align="right"><font color="#990000">126.9</font></td> </tr> <tr> <td>Scio Twp</td> <td align="right">18,006</td> <td align="right">23,609</td> <td align="right">5,603</td> <td align="right">31.1</td> </tr> <tr> <td>York Twp</td> <td align="right">8,800</td> <td align="right">15,190</td> <td align="right">6,390</td> <td align="right">12.6</td> </tr> <tr> <td>Ypsilanti</td> <td align="right">20,395</td> <td align="right">25,466</td> <td align="right">5,071</td> <td align="right">24.9</td> </tr> <tr> <td>Ypsilanti Twp</td> <td align="right"><font color="#0066CC">55,545</font></td> <td align="right"><font color="#0066CC">63,564</font></td> <td align="right">8019</td> <td align="right">14.4</td> </tr> </table>
<p><strong>Job growth</strong> has been forecast by Fulton and Grimes, the duo of economists at U of M who are known nation-wide for their astute forecasts.</p>
<p>With education and healthcare the fastest-growing sectors of the economy, it's hardly surprising that Ann Arbor has the greatest number of new jobs. Pittsfield Township has the second-largest growth, though Ypsi Township holds on to second place in total job growth. Once again little Manchester has a surprise for us: the fastest rate of employment growth: 63%. Unfortunately, that represents under 600 jobs. York earns second place in the rate of job growth, with 56.7% - but the number, under 2,000, is not overwhelming. Again, in each category <font color="#990000">first place is colored red</font>, <font color="#0066CC">second place blue</font>.</p> <table width="90%" border="1" cellpadding="3" align="center"> <tr> <th scope="col">Area</th> <th scope="col">2015 Jobs</th> <th scope="col">2045 Jobs</th> <th scope="col">Job Growth</th> <th scope="col">Percent Growth</th> </tr> <tr> <td bgcolor="#99FFFF"><strong>Washtenaw County</strong></td> <td align="right" bgcolor="#99FFFF"><strong>254,632</strong></td> <td align="right" bgcolor="#99FFFF"><strong>296,393</strong></td> <td align="right" bgcolor="#99FFFF"><strong>41,761</strong></td> <td align="right" bgcolor="#99FFFF"><strong>16.4%</strong></td> </tr> <!----------------------------------------------> <tr> <td>Ann Arbor</td> <td align="right"><font color="#990000">127,235</font></td> <td align="right"><font color="#990000">145,532</font></td> <td align="right"><font color="#990000">18,297</font></td> <td align="right">14.4</td> </tr> <tr> <td>Ann Arbor Twp</td> <td align="right">8,782</td> <td align="right">1,3485</td> <td align="right">4,703</td> <td align="right">53.6</td> </tr> <tr> <td>Manchester</td> <td align="right">895</td> <td align="right">1,464</td> <td align="right">569</td> <td align="right"><font color="#990000">63.6</font></td> </tr> <tr> <td>Pittsfield Twp</td> <td align="right"><font color="#0066CC">25,458</font></td> <td align="right"><font color="#0066CC">26,529</font></td> <td align="right">1,371</td> <td align="right">5.4</td> </tr> <tr> <td>Scio Twp</td> <td align="right">14,987</td> <td align="right">15,738</td> <td align="right">751</td> <td align="right">5.0</td> </tr> <tr> <td>York Twp</td> <td align="right">2,825</td> <td align="right">4,427</td> <td align="right">1,602</td> <td align="right"><font color="#0066CC">56.7</font></td> </tr> <tr> <td>Ypsilanti</td> <td align="right">11,168</td> <td align="right">13,740</td> <td align="right">2,572</td> <td align="right">23.0</td> </tr> <tr> <td>Ypsilanti Twp</td> <td align="right">16,457</td> <td align="right">25,005</td> <td align="right"><font color="#0066CC">8,548</font></td> <td align="right">51.9</td> </tr> </table> <p> </p> <p> </p> </div> <div class="WuWrefs"> <p>Want more detail?</p> <ul> <li>SEMCOG offers a cool interactive map at <a href="http://maps.semcog.org/Forecast/">http://maps.semcog.org/Forecast/</a>.</li> </ul> </div></div>
Faramirhttp://www.blogger.com/profile/06353113014098033607noreply@blogger.com0tag:blogger.com,1999:blog-3165586102028795552.post-51200443186036890442017-10-25T18:56:00.001-07:002017-10-25T18:56:25.751-07:00Economic Equity: Why Ann Arbor's Station Should be by University Medical Center<div dir="ltr" style="text-align: left;" trbidi="on">
<span id="goog_1082878677"></span><span id="goog_1082878678"></span><style type="text/css"> .WuWblog { font-family: "Trebuchet MS", Verdana, sans-serif; color: #006600; } .WuWblog h4 {color: #F60;} .WuWrefs { font-family:"Trebuchet MS", Arial, Helvetica, sans-serif; color: #006600; border: #f90 thin dotted; font-size: small; } </style><br />
<div class="WuWblog">
<h3>
County-wide perspective</h3>
Housing in Washtenaw County is becoming increasingly disparate in value. Seeing the signs of this clearly reflected in contrasting communities like Ann Arbor and Ypsilanti, Washtenaw County commissioned a study by czb which produced a report in 2015 titled, "Housing Affordability and Economic Equity - Analysis". The headline conclusion:<br />
<blockquote>
The imbalance in income, education and opportunity between the jurisdictions along with the segregation that goes with it will hamper the regional economic growth potential of the area. Regions that experience strong and more stable growth are typically more equitable, have less segregation and better balanced workforce skills within them. (All links at end of this post)</blockquote>
This is very relevant to the Ann Arbor station's location. The University of Michigan Medical Center, with approximately 20,000 employees and growing by 700 jobs per year, is the largest job center in the county. This is nearly double the number of jobs available in downtown Ann Arbor. If this center is within a five-minute walk of the station, many people will benefit. On the other hand, if the station is located at Depot Street and Broadway, there is a very real possibility that the housing disparity will be worsened.<br />
<br />
Ann Arbor is a victim of its own success. Housing prices are rising steeply as traffic congestion worsens. The largest contributor to this problem is the University of Michigan, especially its Medical Center.<br />
<span id="goog_1082878671"></span><span id="goog_1082878672"></span><br />
Employees come from all points of the compass, but the largest number come from Ypsilanti and Ypsilanti Township. Together with those arriving from north and south on U.S. 23, they fill all east-west arteries leading to the Medical Center every morning, and again every afternoon. Every artery, with the exception of one: the state-owned east-west railroad.<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjAy_d51uNTazN4WsOc3nQldbpuj4beGcLvLivZs8qg9h0GP5vlbzpM9d0uJNuTVtpbrprEljBqODSaL0xnOl3JmgF6Uqqv_nW55aI9Zz83kcC_bcQqrTwnDy_j9AohQPV3weKw_XjmfVNj/s1600/20150405_121901.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="900" data-original-width="1600" height="360" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjAy_d51uNTazN4WsOc3nQldbpuj4beGcLvLivZs8qg9h0GP5vlbzpM9d0uJNuTVtpbrprEljBqODSaL0xnOl3JmgF6Uqqv_nW55aI9Zz83kcC_bcQqrTwnDy_j9AohQPV3weKw_XjmfVNj/s640/20150405_121901.jpg" width="640" /></a></div>
<br />
Meanwhile, communities on the eastern edge of Washtenaw County are experiencing fiscal distress. Those who work as support staff at the University Hospital and Central Campus can't afford to live in Ann Arbor, so many live in the Ypsilanti area. But their commute - whether by car or by bus - is growing longer and more arduous as congestion increases. No relief is in sight for these struggling communities or their residents, because roads cannot be expanded, and even bus rapid transit, which has been proposed by the Regional Transit Authority, cannot be given any dedicated lanes due to space and capacity constraints.<br />
<br />
The University of Michigan is actively seeking to take more land near the Medical Center for parking.<br />
<blockquote class="tr_bq">
Because of the growth that we've been able to enjoy at the medical center, bringing about additional jobs and employment opportunities, as well as expanded service that comes with that growth, obviously we have a demand from the university employees to be able to provide more parking to address their needs as well, [Jim Kosteva, quoted in <i>The Ann Arbor News</i>, October 10, 2017] said.</blockquote>
Even with robust area and university bus systems, automobiles still flood the area, causing concern to residents, according to interviews in <i>The Ann Arbor News</i>, October 10, 2017. The University could have located a medical facility on the land in question. Instead, every new parking facility not only takes land off the City of Ann Arbor tax rolls, but also out of productive use, forcing the University to decentralize medical services to multiple sites. Sharing expert medical staff between dispersed facilities reduces the productivity of highly specialized staff whose time is extremely valuable.<br />
<br />
<div style="-qt-block-indent: 0; margin-bottom: 0px; margin-left: 0px; margin-right: 0px; margin-top: 0px; text-indent: 0px;">
So City, County, University, and staff will immediately benefit if rail service is offered between the Medical Center and other points in the county. This is especially true between Ypsilanti and the Medical Center, because it would dramatically raise the value of housing in areas surrounding the Ypsilanti depot. This is true of both the City and the Township of Ypsilanti, since the depot is in the City, but only a few blocks from the Township. Using census data from 2013, I've analyzed commuter flows in the Detroit Metro area; the largest flow into Ann Arbor is from Ypsilanti Township (8,038), which together with the City of Ypsilanti (3,046) contributed 11,084 daily commuters in 2013.</div>
Rail service, especially if offered as a shuttle, would reduce commuting time from roughly 30 minutes during rush hour to just under 15 minutes. Compared to other options, such as building an elevated transit guideway over Washtenaw Avenue, a rail shuttle is remarkably inexpensive.<br />
<br />
<h3>
Wouldn't this work just as well if the station is at Depot Street?</h3>
No.<br />
<br />
First because the Depot Street location is within a five-minute walk of well under 5,000 jobs. A station within five minutes walk of 20,000 existing jobs attracts many more riders than a station within 20 minutes walk of those jobs. True, Depot Street is within 10-15 minutes walk of 11,000 jobs in downtown Ann Arbor, and 15-20 minutes of the University's Central Campus. On a beautiful spring or autumn day, it would be a pleasant way to get to work, but there's also summer and winter, rain, snow, and ice. Traffic and parking problems would be right back to haunt everyone during bad weather. Capacity to handle bad weather would be the determining factor for transportation capacity.<br />
<br />
Of course, a fleet of buses could be run to take people from Depot Street to Medical and Central Campus, but it would be much quicker and less expensive to take people where most of them need to go in the first place. And buses would need to run from Depot Street to downtown as well, since it's uphill, and in bad weather most people will not want to walk there either.<br />
<br />
<h3>
What about Transit Oriented Development Potential?</h3>
Depot Street has greater potential for TOD than the Hospital site, and I'm all in favor of TOD. But as Clark Charnetsky points out, "Why not Development-Oriented Transit?" In other words, the development has already taken place at the Medical Center, so let's bring transportation to it.<br />
<br />
Does Ann Arbor really want more intensive development of the Depot/Broadway area? Will further development not raise land values and housing costs even more? It would seem to exacerbate the existing housing disparity rather than resolve it.<br />
<br />
<h3>
But it's a Park!</h3>
Some Ann Arborites are very focused on the parkland issue, to the exclusion of many other relevant considerations. As I have pointed out before, there is already plenty of parkland in the vicinity of the Medical Center. The proposed station would reduce the amount of parkland within 3/4 of a mile by about 1.8%. (See calculations of this in the Wake Up Washtenaw White Paper. Ann Arbor Station Location, linked below.)<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh5fHUzNDcPYb8NM44G31gPdQ8OJjk3aa8akqOpvigT5_cmOhoER6R4QnZw3TayvbzS_3QTGpUCKnPC5LdawqemMdCVGnhe2_NUMct2TdthwaRvowb0Ur_Nk6iZXtTwwpHyjCaRKqppNgcV/s1600/Parkland+around+UMMC+Site.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="599" data-original-width="1044" height="364" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh5fHUzNDcPYb8NM44G31gPdQ8OJjk3aa8akqOpvigT5_cmOhoER6R4QnZw3TayvbzS_3QTGpUCKnPC5LdawqemMdCVGnhe2_NUMct2TdthwaRvowb0Ur_Nk6iZXtTwwpHyjCaRKqppNgcV/s640/Parkland+around+UMMC+Site.png" width="640" /></a></div>
<br />
While those with the means to live in the City of Ann Arbor are concerned about their parks, those in surrounding communities are concerned about their livelihood. People and communities are being financially squeezed by the growing prosperity of Ann Arbor. As is so often the case, one city's prosperity depends on the labor of people who cannot afford to live in a prosperous community.<br />
<br />
I'd like to suggest that 1.8% of a prosperous community's parkland is a small sacrifice for the prosperity brought, in part, by the labor of less fortunate neighbors.<br />
<br />
But it's not just to help out the neighbors, either. Which is Ann Arbor’s bigger environmental problem: lack of parkland, or too much parking land? According to <i>The Ann Arbor News</i> (October 10, 2017),<br />
<blockquote class="tr_bq">
UM currently has more than 27,000 spaces in Ann Arbor spread out among
16 parking structures and more than 200 parking over approximately 253
acres of land. </blockquote>
<div class="separator" style="clear: both; text-align: center;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh2c5LKqzOhDVgghYGV2MyccMiDAhdGK4UYsXNdrqo0iMZuw0jjAw0AIstV3CZ1JW_1Tns23nIP5BF_nNbsRPBGU80KacTvWY9NTsjE0mdaQEZIAiPbnmtiUqYxER0BXDs-KP-2Q16aywiP/s1600/20150405_121422.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" data-original-height="900" data-original-width="1600" height="360" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh2c5LKqzOhDVgghYGV2MyccMiDAhdGK4UYsXNdrqo0iMZuw0jjAw0AIstV3CZ1JW_1Tns23nIP5BF_nNbsRPBGU80KacTvWY9NTsjE0mdaQEZIAiPbnmtiUqYxER0BXDs-KP-2Q16aywiP/s640/20150405_121422.jpg" width="640" /></a></div>
That number is ominously close to the 339 acres of park and recreational land within 3/4 mile of the proposed station site, and does not include any of the Ann Arbor DDA's many parking facilities. So let's find as many ways as possible to reduce the need for parking, and that certainly includes locating a rail station as close as possible to the University of Michigan Medical Center.<br />
</div>
<div class="WuWrefs">
To learn more:<br />
<ul>
<li>Ann Arbor, City. <a href="https://www.a2gov.org/news/pages/article.aspx?i=305">Train Station Alternatives Analysis Phase II Report Now Available</a>.</li>
<li>Ann Arbor News, October 10, 2017. <a href="http://www.mlive.com/news/ann-arbor/index.ssf/2017/10/umich_to_discuss_plans_for_sec.html">University of Michigan seeks input on parking garage planned near hospital</a>. </li>
<li>Krieg, L. <a href="http://www.wakeupwashtenaw.org/Commute%20Municipal%20Data%20Analysis.pdf">Analysis of Commuter Data in the RTA District</a>. </li>
<li>Wake Up Washtenaw. White Paper. <a href="http://www.wakeupwashtenaw.org/Ann%20Arbor%20Station%20Location%20v1.5.pdf">Ann Arbor Station Location</a>. (PDF)</li>
<li>Washtenaw County, Office of Economic and Community Development. <a href="http://www.ewashtenaw.org/government/departments/community-and-economic-development/news/2015/housing-affordability-and-economic-equity-analysis-for-washtenaw-county-now-available">Housing Affordability and Economic Equity</a>. </li>
</ul>
</div>
</div>
Faramirhttp://www.blogger.com/profile/06353113014098033607noreply@blogger.com0tag:blogger.com,1999:blog-3165586102028795552.post-32512435219637270002017-10-13T15:54:00.000-07:002017-10-13T15:54:42.580-07:00An Open Letter on a Contentious Issue<div dir="ltr" style="text-align: left;" trbidi="on">
<style type="text/css">
.WuWblog { font-family: "Trebuchet MS", Verdana, sans-serif; color: #006600; }
.WuWblog h4 {color: #F60;}
.WuWrefs {
font-family:"Trebuchet MS", Arial, Helvetica, sans-serif;
color: #006600;
border: #f90 thin dotted;
font-size: small;
}
</style><div class="WuWblog"><p>My friend Susan Pollay and I find ourselves on oposite sides of an important question: where should the new Ann Arbor railroad station be located?</p>
<p><a href="http://www.wakeupwashtenaw.org/whitepaper1-62.htm">I used to favor</a> the Depot Street site, or more precisely a site just a little west of Depot Street on North Main. A few years ago, I reluctantly admitted that wasn't practical, and acknowledged that Fuller Road by the U of M Medical Center made the most sense. Since then, I've put quite a bit of thought into the matter, and advocated publicly for the Medical Center site.</p>
<p>Last night, Susan and I were at a public meeting regarding the station location, at which the announcement was made that the Medical Center location was recommended. Susan voiced her strong disagreement with that decision, requesting more study focused on the development possibilities at Depot Street and the potential impact of connected and autonomous vehicles, ride-hailing services, and other changes in the way automobiles are used. She also left several copies of written comment backing up her (necessarily) brief statement. I am responding to this statement in the open letter which follows:</p>
<h3>Dear Susan,</h3>
<p>It was good seeing you briefly last night at the Public Meeting on station location. We find ourselves (unusually!) on different sides of this issue, and I'd like to comment in response to some of the points you made in your written statement.</p>
<p>You begin very clearly opposing the location: "I STRONGLY believe that the train station should remain on Depot Street. The City's choice is not sound for many reasons." You dive into the issues discussing the parking recommendation.</p>
<p>The City's study used Amtrak's formula for computing the number of spaces needed. It's good to question that formula: quite possibly it is not appropriate for emerging transportation modalities. And I agree that Amtrak's total lack of parking management is partly responsible for the overcrowding of their lot. Your comparison with the AirRide parking arrangement is insightful and helpful. (Though I have used the free Amtrak parking lot for many long trips, and have often been thankful for whoever is responsible for keeping it free!)</p>
<p>But I have to take exception to this bald assertion: "Fuller Road is an unwalkable location..." Unwalkable? How do you figure that? I've walked there many times, and I'm reasonably confident that hundreds of people walk and bike there every day. Perhaps you mean that it's too far to walk there? Well, that depends on where you expect people to walk to and from. If you're one of the 20,000 or so people who works at the medical complex, it's very walkable. Or perhaps you mean the traffic is so congested on Fuller that it's difficult to cross? With the current traffic signal at Fuller and Emergency Drive, crossing is safe and accomplished daily by hundreds of people - though the wait can be long. I'm a bit more concerned about the safety of pedestrians at the proposed roundabout, but without seeing the plans one can't be specific.</p>
<p>In the next section, you claim that "we learned last year the Connector isn't going happen...". Wait a minute - that's not what I learned! My understanding is that the Connector is being re-evaluated by the University. OK, the light rail plan is looking more ambitious than the City and University expected, but the option of doing nothing is looking just as bad as it did when the plan was first conceived. Something has to be done to better connect the northeast with main campus and downtown. We just don't know what it will look like, except that linking Depot Street with improved connectivity will be more expensive simply because of the geography.</p>
<p>"The report authors must not realize that it's an easy 10 minute walk to/from the Kerrytown District and the Old Fourth Ward and 5 minutes from Lowertown." First, it's not such an easy walk to Kerrytown and especially Old Fourth Ward if you're pulling any amount of luggage. It's uphill. I know. I've done it quite a few times. Try it in winter, with snow cleared imperfectly. It's not for the faint of heart, let alone those with difficulty walking or outright disabilities. Lowertown is a much easier walk, but it's actually just as close to Fuller Road as to Depot Street.</p>
<p>Kerrytown and Old Fourth Ward are popular, quaint neighborhoods, but compared with the number of people employed at the Medical Center and the number of people who visit it daily, they don't have anywhere close to the number of potential passengers. Lowertown is certainly a potential source of station users, but we don't know what will actually emerge there, and as I mentioned, Lowertown is practically equidistant from both sites.</p>
<p>"Yet, there are virtually no humans living within the same radius of the proposed Fuller location." People living near a station may occasionally use the train. People working near a station or visiting near it are far more likely to use the train, especially when regional/commuter service begins. That medical complex is the 800-pound gorilla in Washtenaw County: nowhere else is there such a large number of jobs and visitors in such a compact area.</p>
<p>"Only a very small percentage of UM hospital employees live convenient to the Amtrak rail corridor, so the likelihood of many using the train to commute is slim." Here again you speak with a certainty that that's difficult to support. You also speak as if the future is static, and will look like the present. But you know as well as I do that transportation options shape the development of communities. When Southeast Michigan finally wakes up and gets commuter rail going, the real estate landscape will change, just as it has in regions like Denver, Salt Lake City, and Portland.</p>
<p>My own public comment at the meeting focused on housing disparity between eastern and central Washtenaw County. I want to expand on that elsewhere, but I will point out that several thousand University employees commute daily from eastern Washtenaw to the U of M Medical and Central campuses. This creates a flow of cars and buses that the road system is already incapbable of handling effectively. Ten years ago, the SEMCOG study of the Detroit-Ann Arbor corridor predicted that the Ypsilanti-to-Ann Arbor segment would see the heaviest ridership on the corridor. Today's traffic congestion and bus ridership are demonstrating the validity of that prediction and the need to provide better alternatives.</p>
<p>In short, while the Depot Street options provide potential, the Fuller Road site provides actual riders who seriously need alternatives. That's why I reluctantly had to change my own preference for the Depot Street/North Main location to Fuller Road. I think you'll see the need for locating at Fuller if you step back and look at the needs more holistically.</p>
<p>Your friend,</p>
<p>Larry Krieg</p>
</div>
></div>
Faramirhttp://www.blogger.com/profile/06353113014098033607noreply@blogger.com0tag:blogger.com,1999:blog-3165586102028795552.post-32002712151768770722017-03-24T19:09:00.000-07:002017-03-25T03:34:21.136-07:00What's next for Wally?<div dir="ltr" style="text-align: left;" trbidi="on">
<style type="text/css">.WuWblog { font-family: "Trebuchet MS", Verdana, sans-serif; color: #006600; }.WuWblog h4 {color: #F60;}.WuWrefs { font-family:"Trebuchet MS", Arial, Helvetica, sans-serif; color: #006600; border: #f90 thin dotted; font-size: small; } </style><br />
<div class="WuWblog">
Well, the final - long-delayed - public meeting series has wrapped up for the feasability assessment of the North-South Rail project. That's the commuter service proposed eleven years ago to serve between Howell and Ann Arbor, affectionately known as Wally.<br />
<br />
Playing "by the rules", Wally gets a grade of C from the project team.<br />
<br />
<h3>
Only a C?</h3>
As Bob Moore (Quandell Consulting's engineer on the project) explained it, the likelihood of getting Federal funds to continue the project depend, at this stage, on a preliminary analysis of its cost-effectiveness. This is currently calculated by a Federal Transit Administration (FTA) prescribed formula of the cost of each individual trip, given the ridership forecast generated by an FTA approved forecasting model called STOPS.<br />
<br />
Nobody know exactly how STOPS works, except that it takes data on commuter flows, job locations, and demographics; and comes out with an estimate that allows FTA to compare projections across the country on the same, even footing. So even though we don't know how it works or (necessarily) trust it, we know it's the only model that could - just possibly - get more federal funding for Wally. (The current study was funded by about $800K in federal, and much less in state/local money.)<br />
<br />
Several service configurations were analyzed, and two emerged as worth bringing forward:<br />
<br />
<b>Option 1: Full Service</b>. Between downtown Howell and downtown Ann Arbor, 30 miles. Four trains to Ann Arbor in the morning, four to Howell in the evening. Daily one-way riders' trips, according to STOPS: 1,840 initially, growing to 2,346 by 2040. Capital to put it into service, a generously estimated $122.3M, with $13.2M to operate it. What would a trip cost the rider? For a single one-way ticket between Ann Arbor and Howell, the team thought $6 looked about right, taking into account what other commuter services around the country are charging. The trip would take 51 minutes, which is longer than by car, except during rush hours - which are the only times the trains would run under this option). During rush hour, it takes longer by car, but you can never tell how much longer, because the frequent incidents and weather events make the commute very unpredictable. Cost to operate: $4.55 per trip, achieving FTA rating Medium Low (C- in school-jargon).<br />
<br />
<b>Option 5b: Shuttle with two trains.</b> Between Whitmore Lake and downtown Ann Arbor, 11 miles. Four trains to Ann Arbor and two returning to Whitmore Lake in the morning; four to Whitmore Lake in the evening and two returning to Ann Arbor. Capital $65.2M; operating expense $7.0M per year. Daily trips according to STOPS: 1,670 initialy, and 2,420 by 2040. Time: 21 minutes, fare $2. Cost to operate: $2.68 per trip, earning FTA rating Medium (call it a C).<br />
<br />
I'd like to go into a lot more detail on what each option involves - particularly where all the money is going and what might be done to reduce the cost. I'll do that soon, time permitting.<br />
<br />
<h3>
By the Rules - Which Rules?</h3>
Since this study started in 2014, the terms of the contract required an exposition of rules under the Obama administration. Those are the rules nominally in effect now, but the Trump administration and allies in Congress propose serious changes to the rules.<br />
<br />
First, they want the rules for project-funding to be simpler and require less environmental study.<br />
<br />
Second, they want to eliminate most funding to public transportation that benefits communities without making a profit. In effect, it will become easier to apply for non-existent funding.<br />
<br />
As a result, the new federal rules - when they are enacted - will have a weighty, but unknown impact on Wally and all other attempts to expand public transportation.<br />
<br />
<h3>
New Reality</h3>
On the other hand, the current administration would like to involve more private entities, encouraging them to invest money in "infrastructure". Unfortunately, their campaign rhetoric didn't specify exactly what kind of infrastructure they want this to include. In effect, this will leave the decision to "the market" - which will invest in projects with the highest direct monetary return.<br />
<br />
So communities like Livingston and Washtenaw that want to improve themselves through public transportation will have to look elsewhere for others to pay for their infrastructure.<br />
<br />
Certainly, the name of the game for quite a while has been to find someone else to pay for our benefits. We wrestled with this in February at WATS, after learning that Michigan's Department of Transportation doesn't have money for community-led projects, like a safety island for pedestrians to cross Washtenaw Avenue just east of U.S. 23. But we're not willing to set a precendent to pay for our own pedestrian safety on a state-owned highway. That's understandable, but the need to pay for our own community amenities will only increase over the coming years. However, that's a topic for another blog.<br />
<br />
<h3>
Wally's Next Baby-Steps</h3>
Most of us who want to get aboard Wally are very frustrated. This "baby" is taking SO long to learn to walk!<br />
<br />
Some have said it's being analyzed to death, but it might be more accurate to say it's being neglected to death. The first analysis was done in 2008; this next step, more detailed and involving more federal safety requirements (particularly positive train control) was supposed to take 18 months, but took closer to 36. Why? I've never been able to learn why. "Names are not being revealed in order to protect the guilty," as they say.<br />
<br />
Up to now, AATA and AAATA have acted as custodian of the "baby", but really only as foster-parents. The Authority doesn't have experience running trains, and doesn't run anything - even buses - in Livinston County. In order to move forward, some loose form of coalition, possibly under Michigan's "Act 7" according to the study, will need to band together to find money for the next phase of the project.<br />
<br />
Fortunately, there is a dynamic group in Livingston County calling themselves the "Livingston Transportation Coalition" moving forward "with vigor" to get a county-wide Livingston Transportation Authority started.<br />
<br />
There is no Wally support group active in Washtenaw County that I know of. The original Wally Coalition, which I believe started around 2005, is sadly dispersed. Prominent members included Dick Carlisle, a Principal of the Carlisle-Wortman Associates planning firm; Tony Vander Worp, Washtenaw County Planning Director (in the days when there was one); and W.O.P. John, artist and entrepreneur, who developed the lovable smiling Wally locomotive logo.<br />
<br />
<a href="https://scontent.xx.fbcdn.net/v/t1.0-9/16996320_945258392276436_9194296788572373990_n.jpg?oh=fbfc6d7cf4b1a70eee82dd13424cdf55&oe=5969F3F7" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="200" src="https://scontent.xx.fbcdn.net/v/t1.0-9/16996320_945258392276436_9194296788572373990_n.jpg?oh=fbfc6d7cf4b1a70eee82dd13424cdf55&oe=5969F3F7" width="175" /></a>The Wally Coalition has been succeeded by the Friends of Wally. They have a respectable mailing list and friends list, and a small but active core chaired by Mike Lamb of Howell, drawing almost all its active members from Livingston County. (Full disclosure: I am the "token" Washtenaw County member on the Friends' Board.) They have been very helpful in keeping Wally in the public and official eyes of Livingston: updating a Facebook page, setting up booths at fairs, organizing people to speak up at city- and county-council meetings, and working as part of the Livingston Transportation Coalition. <br />
<br />
In both counties, anti-tax agitators will predictably be a challenge to getting the project going. My belief, though, is that even people who are reasonably well-disposed to public transportation will need more to vote for than either of the rail commuter services being proposed.<br />
<br />
<h3>
So, What Else?</h3>
Here's the problem. Wally would be a great help to some of the people living near the proposed stations at Whitmore Lake, and if/when the full service option gets going, those up the line in Hamburg, western Brighton, and Howell. But as I see it, neither of the proposals as offered in the study deliver enough value for enough voters to come anywhere near passing, no matter how the voting districts are drawn. There are several limitations to the proposals that lead me to that conclusion.<br />
<br />
<b>First, the areas served.</b> If all the service runs in to Ann Arbor on weekday mornings and back in the evenings, practically nobody living in Ann Arbor would have any use for it. In Washtenaw County, only residents of Northfield Township (Whitmore Lake) would benefit directly. Certainly Ann Arbor would benefit by not having as many cars pouring in, clogging the streets and demanding parking, but residents of the City see the residents further north as being "to blame" for the problem. "Let them move to the city!" is the refrain I hear quite often, and though I don't believe Ann Arborites would like it if that happened (be careful what you wish for!) it's simply unreasonable in American society to expect suburban and exurban people to move to cities in large numbers.<br />
<br />
<b>Second, the times service is offered are not enough. </b>Rush-hour in and rush-hour out is when train service is of greatest value to the largest number, true. But the lack of provision for shift workers (hospital, IT, and other large employment groups) and irregular travelers (university students and faculty, hospital visitors, outpatients, and tourists seeking to avoid downtown Ann Arbor parking hassles) seriously reduces the number of people who could use it. The answer is to provide regular bus service for those who work odd and irregular hours, when traffic on parallel U.S.23 makes it possible to meet schedules reliably.<br />
<br />
<b>Third, the lack of connections</b>. Neither Whitmore Lake nor Livingston County have anything like a bus service to get poeple to the stations. Regions where commuter trains operate with full loads have a combination of park-and-ride lots and buses that get people to the stations. Buses make it reasonable for a family to have only one car (or *gasp* none at all, if they live close enough to stores, etc.).<br />
<br />
If supplementary and connecting bus service is offered as part of a "package" along with Wally, it stands a much better chance of being accepted by voters. Sure, it would cost more! But it would deliver meaningful benefits to many more people - maybe even enough to pass a millage.<br />
<br />
<h3>
How this "package" is put together is the next step we need to be working on.</h3>
<br /></div>
<div class="WuWrefs">
For an overview of the presentation: <br />
<ul>
<li><a href="http://content.mindmixer.com/Live/Projects/northsouthcommuterrail/files/219498/N-S%20Rail%20CM%203%202017%200315%20web.pdf?636256150483770000">Final Presentation slides</a></li>
<li><a href="http://content.mindmixer.com/Live/Projects/northsouthcommuterrail/files/219521/N-S%20Rail%20CM%203%202017%200315%20BOARDS.pdf?636256972666970000">Final Presentation posters</a> (considerable overlap but less detailed that the slides)</li>
</ul>
For all the technical details:<br />
<ul>
<li><a href="http://content.mindmixer.com/Live/Projects/northsouthcommuterrail/files/219487/Service%20Plans%20for%20Evaluation%202016%201104.pdf?636256142095800000">Service Plans</a></li>
<li><a href="http://content.mindmixer.com/Live/Projects/northsouthcommuterrail/files/219489/Ridership%20Forecasts%202017%200213.pdf?636256142533070000"> Ridership Forecasts</a></li>
<li><a href="http://content.mindmixer.com/Live/Projects/northsouthcommuterrail/files/219491/Capital%20Costs%202016%201104.pdf?636256142730400000"> Capital Costs</a></li>
<li><a href="http://content.mindmixer.com/Live/Projects/northsouthcommuterrail/files/219493/Detailed%20Long%20Term%20Operating%20Costs%202016%201104.pdf?636256142846930000"> Operating Costs</a></li>
<li> <a href="http://content.mindmixer.com/Live/Projects/northsouthcommuterrail/files/219495/Financial%20Analysis%202017%200130.pdf?636256143034130000">Financial Analysis</a></li>
<li><a href="http://content.mindmixer.com/Live/Projects/northsouthcommuterrail/files/219497/National%20Commuter%20Rail%20Comparison%202017%200202.pdf?636256143226170000"> National Commuter Rail Comparison</a></li>
</ul>
You might also like:<br />
<ul style="text-align: left;">
<li>Friends of Wally on <a href="https://www.facebook.com/search/top/?q=friends%20of%20wally">Facebook </a></li>
<li>Livingston Transportation Coalition, on <a href="https://www.facebook.com/Livingston-County-Transportation-Coalition-1768190890123600/">Facebook</a> and the <a href="https://www.livgov.com/hscb/Pages/transportation.aspx">Livingston County site</a>. </li>
</ul>
<ul>
</ul>
</div>
</div>
Faramirhttp://www.blogger.com/profile/06353113014098033607noreply@blogger.com0tag:blogger.com,1999:blog-3165586102028795552.post-49205769460782606722017-03-21T14:54:00.001-07:002017-03-21T14:54:53.397-07:00Connections, Connections, Connectons!<div dir="ltr" style="text-align: left;" trbidi="on">
<style type="text/css">.WuWblog { font-family: "Trebuchet MS", Verdana, sans-serif; color: #006600; }.WuWblog h4 {color: #F60;}.WuWrefs { font-family:"Trebuchet MS", Arial, Helvetica, sans-serif; color: #006600; border: #f90 thin dotted; font-size: small; } </style>
<div class="WuWblog">
You're probably familiar with the real estate proverb: "It's about location, location, location". In public transportation, it's all about "connections, connections, connections".<br />
<br />
We're happy to learn that Amtrak and Indian Trails (Michigan's preeminent rural provider of transportation connections) announced on February 17 that Indian Trails will connect with <i>Wolverine</i> service trains.<br />
<br />
For several years, we've been hearing that Central Michigan University (CMU) in Mt. Pleasant has been eager for better ways to get to and from campus for their students - especially the international ones who very seldom have access to personal automobiles.<br />
<br />
So what would a CMU student do if they wanted to leave the vast flatlands of <span jsinstance="0" jstcache="714"><span jsan="7.section-facts-description-text" jstcache="715">Isabella County</span></span> and head for the bright lights?<br />
<br />
A quick check of the Amtrak on-line <a href="https://www.amtrak.com/train-schedules-timetables">ticketing service</a> revealed that neither "Mt. Pleasant" nor "Mount Pleasant" are listed in Michigan. (Mount Pleasant, Iowa, is listed). Perhaps Amtrak's Media Center is a bit faster than their database folks. Possibly a phone call to 1-800-USA-RAIL would produce tickets.<br />
<br />
Anyway, one of the challenges in the past when we've tried to get Amtrak and Indian Trails to link up has been the timing of the connections. This time around, two of the possible four connections are quite convenient. I've plotted out four trips below: from Mt. Pleasant to Chicago and back, and to Ann Arbor and back. None is amazingly swift, but the return trips to Mt. Pleasant both involve long periods cooling your heels.<br />
<br />
The Amtrak schedule (which you can download in PDF format from Amtrak's site) does not reveal that these schedules include a change of buses in Lansing. On the way south, there's a 30-minute layover on the schedule, but we all know that reality often lags behind schedules, so 30 minutes is about the shortest safe time for a layover. OK.<br />
<br />
On the way back north, the layover is 1:50 - nearly two hours. This is in early afternoon at the combined Greyhound/CATA terminal in downtown Lansing, a perfect time to stroll over to a nearby restaurant for lunch (and there are several). That may be OK for people who know Lansing and can walk 2-3 blocks, but there will probably be a lot of people unfamiliar with the town or unable to walk that far. Not good.<br />
<br />
At about seven or eight hours to Chicago, it's two or three hours longer than driving, but probably worth the trip for many.<br />
<br />
But Ann Arbor? Six hours getting to Ann Arbor is three times as long as it takes to drive. And the return from Ann Arbor, Detroit, and the rest of Southeast Michigan is mind-numbing: nearly ten hours from A2, over three of which must be spent waiting in Battle Creek for the eastbound Indian Trails bus, and another two are spent in Lansing waiting for the northbound bus. This connection is definitely not a winner.<br />
<br />
Here are the schedules. I've highlighted the layover times in green if they're less than an hour, and in pink if they are longer.<br />
<br />
<table cellpadding="0" cellspacing="0"> <colgroup><col width="150"></col> <col span="4" width="64"></col> </colgroup><tbody>
<tr> <td bgcolor="#CCFFFF" valign="top" width="150"><b>Getting Out</b></td> <td bgcolor="#CCFFFF" style="text-align: center;" valign="bottom" width="64">Amtrak Number</td> <td align="right" bgcolor="#CCFFFF" valign="bottom" width="64">Time of Day</td> <td align="right" bgcolor="#CCFFFF" valign="bottom" width="64">Travel or Wait Time</td> <td align="right" bgcolor="#CCFFFF" valign="bottom" width="64">Total Time</td> </tr>
<tr> <td bgcolor="#99CCFF" colspan="5">To Ann Arbor</td> </tr>
<tr> <td>Mt. Pleasant</td> <td style="text-align: center;">8855</td> <td align="right" width="64">4:30 PM</td> <td></td> <td></td> </tr>
<tr> <td>Lansing Ar</td> <td style="text-align: center;">8855</td> <td align="right">5:50 PM</td> <td align="right">1:20</td> <td align="right">01:20</td> </tr>
<tr> <td>Lansing Dp</td> <td style="text-align: center;">8833</td> <td align="right">6:20 PM</td> <td align="right" bgcolor="#99FF99">0:30</td> <td align="right">01:50</td> </tr>
<tr> <td>Kalamazoo Ar</td> <td style="text-align: center;">8833</td> <td align="right">8:40 PM</td> <td align="right">2:20</td> <td align="right">04:10</td> </tr>
<tr> <td>Kalamazoo Dp</td> <td style="text-align: center;">354</td> <td align="right">9:10 PM</td> <td align="right" bgcolor="#99FF99">0:30</td> <td align="right">04:40</td> </tr>
<tr> <td>Ann Arbor</td> <td style="text-align: center;">354</td> <td align="right">11:20 PM</td> <td align="right">2:10</td> <td align="right">06:50</td> </tr>
<tr> <td bgcolor="#99CCFF" colspan="5">To Chicago</td> </tr>
<tr> <td>Mt. Pleasant</td> <td style="text-align: center;">8855</td> <td align="right" width="64">4:30 PM</td> <td></td> <td></td> </tr>
<tr> <td>Lansing Ar</td> <td style="text-align: center;">8855</td> <td align="right">5:50 PM</td> <td align="right">1:20</td> <td align="right">01:20</td> </tr>
<tr> <td>Lansing Dp</td> <td style="text-align: center;">8833</td> <td align="right">6:20 PM</td> <td align="right" bgcolor="#99FF99">0:30</td> <td align="right">01:50</td> </tr>
<tr> <td>Kalamazoo Ar</td> <td style="text-align: center;">8833</td> <td align="right">8:40 PM</td> <td align="right">2:20</td> <td align="right">04:10</td> </tr>
<tr> <td>Kalamazoo Dp</td> <td style="text-align: center;">355</td> <td align="right">9:25 PM</td> <td align="right" bgcolor="#99FF99">0:45</td> <td align="right">04:55</td> </tr>
<tr> <td>Chicago</td> <td style="text-align: center;">355</td> <td align="right">10:56 PM</td> <td align="right">0:49</td> <td align="right">07:26</td> </tr>
</tbody></table>
<br />
<table cellpadding="0" cellspacing="0"> <colgroup><col width="150"></col> <col span="4" width="64"></col> </colgroup><tbody>
<tr> <td bgcolor="#FFFFCC" valign="bottom" width="150"><b>Getting Back</b></td> <td bgcolor="#FFFFCC" style="text-align: center;" valign="bottom" width="64">Amtrak #</td> <td align="right" bgcolor="#FFFFCC" valign="bottom" width="64">Time of Day</td> <td align="right" bgcolor="#FFFFCC" valign="bottom" width="64">Travel or Wait Time</td> <td align="right" bgcolor="#FFFFCC" valign="bottom" width="64">Total Time</td> </tr>
<tr> <td bgcolor="#FFCC00" colspan="5">From Ann Arbor</td> </tr>
<tr> <td>Ann Arbor</td> <td style="text-align: center;" width="64">351</td> <td align="right" width="64">7:24 AM</td> <td width="64"></td> <td width="64"></td> </tr>
<tr> <td>Battle Creek Ar</td> <td style="text-align: center;">351</td> <td align="right">9:01 AM</td> <td align="right">1:37</td> <td align="right">01:37</td> </tr>
<tr> <td>Battle Creek Dp</td> <td style="text-align: center;">8614</td> <td align="right">12:01 PM</td> <td align="right" bgcolor="#FFCCFF">3:00</td> <td align="right">04:37</td> </tr>
<tr> <td>Lansing Ar</td> <td style="text-align: center;">8614</td> <td align="right">1:05 PM</td> <td align="right">1:04</td> <td align="right">05:41</td> </tr>
<tr> <td>Lansing Dp</td> <td style="text-align: center;">8650</td> <td align="right">2:55 PM</td> <td align="right" bgcolor="#FFCCFF">1:50</td> <td align="right">07:31</td> </tr>
<tr> <td>Mt. Pleasant</td> <td style="text-align: center;">8650</td> <td align="right">4:20 PM</td> <td align="right">1:25</td> <td align="right">08:56</td> </tr>
<tr> <td bgcolor="#FFCC00" colspan="5">From Chicago</td> </tr>
<tr> <td>Chicago</td> <td style="text-align: center;" width="64">350</td> <td align="right" width="64">7:20 AM</td> <td width="64"></td> <td width="64"></td> </tr>
<tr> <td>Battle Creek Ar</td> <td style="text-align: center;">350</td> <td align="right">11:24 AM</td> <td align="right">4:04</td> <td align="right">04:04</td> </tr>
<tr> <td>Battle Creek Dp</td> <td style="text-align: center;">8614</td> <td align="right">12:01 PM</td> <td align="right" bgcolor="#99FF99">0:37</td> <td align="right">04:41</td> </tr>
<tr> <td>Lansing Ar</td> <td style="text-align: center;">8614</td> <td align="right">1:05 PM</td> <td align="right">1:04</td> <td align="right">05:45</td> </tr>
<tr> <td>Lansing Dp</td> <td style="text-align: center;">8650</td> <td align="right">2:55 PM</td> <td align="right" bgcolor="#FFCCFF">1:50</td> <td align="right">07:35</td> </tr>
<tr> <td>Mt. Pleasant</td> <td style="text-align: center;">8650</td> <td align="right">4:20 PM</td> <td align="right">1:25</td> <td align="right">09:00</td> </tr>
</tbody></table>
<br /></div>
<div class="WuWrefs">
To learn more:<br />
<ul>
<li><a href="https://www.amtrak.com/train-schedules-timetables">Amtrak schedules and ticketing</a></li>
<li><a href="https://www.indiantrails.com/maps-and-schedules">Indian Trails schedules and ticketing</a></li>
</ul>
</div>
</div>
Faramirhttp://www.blogger.com/profile/06353113014098033607noreply@blogger.com0tag:blogger.com,1999:blog-3165586102028795552.post-46712540233104922222017-03-10T12:49:00.002-08:002017-03-10T12:53:24.254-08:00Rx for the RTA - Part 2<div dir="ltr" style="text-align: left;" trbidi="on">
<style type="text/css">.WuWblog { font-family: "Trebuchet MS", Verdana, sans-serif; color: #006600; }.WuWblog h4 {color: #F60;}.WuWrefs { font-family:"Trebuchet MS", Arial, Helvetica, sans-serif; color: #006600; border: #f90 thin dotted; font-size: small; } </style><br />
<div class="WuWblog"><title>Rx for the RTA - Part 2</title><h3>Don't ignore the periphery</h3><br />
<div class="WuWblog">
Voters at the edges of the RTA district felt left out. Some liked it that way, but many would have liked to have some concrete type of service, or at least to be heard. That didn't happen for two very important reasons.<br /><br />
First, service to areas where people are spread way out is prohibitively expensive to serve with regular bus routes. Consequently, there were no lines on the map indicating routes to the far-flung reaches of the district. Instead, a small amount of funding was redirected in the last few weeks of the run-up to the election, with the idea that peripheral areas could get together and figure out what they wanted to do with the money. Unfortunately, his was not the solution people were looking for.<br /><br />
Second, RTA resources were spread too thin. There are somewhere in the ballpark of 250 political jurisdictions in the RTA district - cities, towns, villages, townships, authorities, and the four counties themselves. Each has a relatively large amount of autonomy compared with the setup in some other states I've lived in (principally Maryland and Florida) as an expression of the frontier spirit of homerule. <br /><br />
Trying to address these jurisdications were the five staff members of the RTA: the CEO, Deputy CEO, one planner, one outreach coordinator, and one administrative assistant. Each of these was stretched thin and responded heroically to the challenges and requests for service and conversation, all in an agonizingly short period of time. But they were too few and the time was too short.<br /><br />
The election results have not provided more staff, but they have given the staff time to listen, explain, and tweak the plan. Talking and listening are the key, because the plan is already close to the best that can be expected given the fiscal constraints imposed by our political leaders.<br /><br />
<h3>Make better use of existing resources</h3>
The RTA has certainly used existing resources in a great way, but with more time, there are more possibilities for coordination. <br /><br />
First, sit down with the big corporations that supported the RTA with lip-service and also with campaign funds. These include Ford and GM (which might surprise people). They also include supporters of M-1 Rail, whose finances were understandably limited for more transit projects. The big medical and educational institutions, the so-called "meds & eds", benefit tremenously from public transportation - and know it - though their pockets are not uniformly deep. Real estate brokers and owners are big beneficiaries of transit as well, though not all may appreciate the fact. <br /><br />
It may surprise some of you to learn that there are enlightened banks and finance corporations with a great interest in public transportation. Comerica and Morgan Stanley are two that have demonstrated this with "cash on the barrel head". If you think about it, the connection between banks and the value of real estate makes the reason for their interest clear. <br /><br />
In addition to financial resources and corporate know-how, there are infrastructure resources which I believe could be better utilized in the Transit Master Plan. There are some rail lines that would provide speed and ease of access in several corridors, though the low-hanging fruit has been plucked in the Ann Arbor to Detroit corridor. Despite the appearance of easy availability, the use of rusting rail corridors requires pretty intensive capital outlay, making it impractical if it's totally funded by taxpayer dollars. And some of the most desirable rail corridors are pretty heavily used by their freight-hauling owners, and can be shared only by compensating those owners with sums that make it worth their while to allow passenger trains on their property.<br /><br />
Other infrastructure resources include the expressways - built and maintained with a tremendous outlay of taxpayer money. Though these are famously congested during peak hours, there are many U.S. cities which use their expressways with various techniques to speed up express bus service. Michigan is seriously lagging behind other states in providing the legislative and enforcement resources needed to set up high-occupancy vehicle (HOV) and high-occupancy+toll (HOT) lanes. These appear to have been quite successful in other states; are we incapable of keeping up? <br /><br />
I have proposed creating a bus-beltway using I-94, I-275, and I-696, which would tie most of the RTA's crosstown routes together. Yes, this too would require more resources, but relatively little compared to some other options. <br /><br />
Finally, the airport is a great existing resource. Sure, there has been some pretty serious difficulty with arrangements for buses there, but it's worth pushing for. The airport authority has a new CEO, so there's hope for a more cooperative approach.<br /><br />
<h3>
Build trust</h3>
Asking people to vote for an organization that has no record of accomplishment? Always iffy. So it's critical to build trust. Most unfortunately for everyone, Michael Ford's expense records have been examined by the press and found to be overly generous. Even more unfortunately, it's not the first time the media have uncovered his expenses which, though routine for many corporate executives, are high enough to be troubling to taxpayers. It happened in Ann Arbor shortly before he took the CEO position with the RTA. I'm afraid Mr. Ford has undermined his very impressive transit track-record by his lack of personal restraint, and at the same time made it difficult for the RTA to build trust public. I am deeply saddened, as I have not only been impressed by his ability as a transit planner and leader, but consider him to be a personal friend. Yet it's very possible that the RTA Board will consider it necessary to find a new CEO simply to regain the trust of the area's leaders and voters. Very sad indeed.</div>
</div>
</div>
Faramirhttp://www.blogger.com/profile/06353113014098033607noreply@blogger.com0tag:blogger.com,1999:blog-3165586102028795552.post-52336317287301498222017-02-14T15:01:00.000-08:002017-02-14T15:01:30.650-08:00Coming Up in 2017<div dir="ltr" style="text-align: left;" trbidi="on">
<br /><style type="text/css">.WuWblog { font-family: "Trebuchet MS", Verdana, sans-serif; color: #006600; }.WuWblog h4 {color: #F60;}.WuWrefs { font-family:"Trebuchet MS", Arial, Helvetica, sans-serif; color: #006600; border: #f90 thin dotted; font-size: small; } </style><div class="WuWblog"> <p>I'm pleased to pass along another piece written by a friend and colleague. This one is by physicist and rail advocate Dr. Yuri Popov, in which he has collected information about rail projects scheduled to come into service in 2017. Here it is...</p> <div style="color:#000"> <p>Dear urbanrailers,</p> <p> Following the two major openings in the first days of 2017 - four new subway stations in New York City on January 1st and two new light rail stations in Houston today - more openings are coming this year. Below you can find a (possibly incomplete) list of urban and suburban rail projects opening for service this year in the U.S. and Canada. The list does NOT include reconstructions and rehabilitations of existing facilities; it includes new infrastructure only. If you have any additions or corrections, please voice them! If you could clarify the expected opening dates/months in the second part of the list, this would be greatly appreciated as well. </p> <ul> <li>January - Arthur Kill SIR station (New York) </li> <li>Winter - Warm Springs/South Fremont BART station (San Francisco) </li> <li>Spring - streetcar Q line (Detroit) </li> <li>May - Sonoma-Marin Area Rail Transit (San Francisco)</li> <li> May - Loop Trolley (St. Louis) </li> <li>Summer - Brightline regional rail (Miami - West Palm Beach) </li> <li>August - Northeast extension of the light rail Blue line (Charlotte)</li> <li> Fall - Milpitas and Berryessa BART stations (San Francisco) </li> <li>Late 2017 - 6-station TTC (subway) extension to Vaughan Centre (Toronto) </li> <li>Late 2017 - Downsview Park transfer station between TTC and GO (Toronto)</li> </ul> <p> Some time in 2017: </p> <ul> <li>Line G (Denver) Line R (Denver) </li> <li>Washington/Wabash CTA station (Chicago) </li> <li>Bob Hope Airport/Hollywood Way Metrolink station (Los Angeles) </li> <li>San Bernardino Transit Center Metrolink station (Los Angeles)</li> <li> Potomac Shores VRE station (Washington [D.C.])</li> </ul> <p> And while we are at it, there will be a number of Amtrak / intercity rail projects (mostly funded by Obama's 2010 stimulus package) coming to fruition this year: </p> <ul> <li>Marks, MS, new station </li> <li>Roanoke, VA, new station and service extension (Fall) </li> <li>Lincoln corridor major upgrade</li> <li> Piedmont corridor major upgrade (Fall) </li> <li>Cascades corridor major upgrade (Fall) </li> <li>Wolverine corridor major upgrade (November) </li> </ul> <p>Please feel free to correct this list, add to it, or report delays.</p> </div> <p>Thanks, Yuri - helpful and encouraging!</p> </div></div>
Faramirhttp://www.blogger.com/profile/06353113014098033607noreply@blogger.com0tag:blogger.com,1999:blog-3165586102028795552.post-9040155052921740242017-02-02T09:35:00.000-08:002019-09-23T11:35:50.498-07:00Rx for the RTA<div dir="ltr" style="text-align: left;" trbidi="on">
<style type="text/css">.WuWblog { font-family: "Trebuchet MS", Verdana, sans-serif; color: #006600; }.WuWblog h4 {color: #F60;}.WuWrefs { font-family:"Trebuchet MS", Arial, Helvetica, sans-serif; color: #006600; border: #f90 thin dotted; font-size: small; } </style>
<br />
<div class="WuWblog">
<h3>
Prescription 3: Do better at the periphery</h3>
Voters at the edges of the RTA district felt left out. Some liked it that way, but many would have liked to have some concrete type of service, or at least to be heard. Though their numbers are small, collectively they could have pushed RTA over the hump.That didn't happen for two very important reasons, and the result was almost all precinct in the north and west voted against RTA.<br />
First, service to areas where people are spread way out is prohibitively expensive to provide with regular bus routes. Consequently, there were no lines on the map indicating bus routes to the far-flung reaches of the district. Instead, a small amount of funding was redirected in the last few weeks of the run-up to the election, with the idea that peripheral areas could get together and figure out what they wanted to do with the money. This was not the solution people were looking for.<br />
Second, RTA resources were spread too thin. There are somewhere in the ballpark of 250 political jurisdictions in the RTA district - cities, towns, villages, townships, authorities, and the four counties themselves.<br />
Trying to address these jurisdictions were the five staff members of the RTA: the CEO, Deputy CEO, one planner, one outreach coordinator, and one administrative assistant. Each of these was stretched thin and responded heroically to the challenges and requests for service and conversation, all in an agonizingly short period of time. But they were too few and the time was too short. There was no way each jurisdiction could be visited and have an in-depth conversation with someone from RTA.<br />
The election results have not provided more staff, but they have given existing staff time to listen, explain, and tweak the plan. <br />
<h3>
Prescription 4: Make better use of existing resources</h3>
The RTA has certainly used existing resources in a great way, but with more time, there are more possibilities for even better. <br />
First, sit down with the big corporations that supported the RTA with lip-service and also with campaign funds. These include Ford and GM, which might surprise people. They also include supporters of M-1 Rail, whose finances were limited for more transit projects while M-1 was under construction. The big medical and educational institutions, the so-called "meds & eds", benefit tremendously from public transportation - and they know it - though their pockets are not uniformly deep. Real estate brokers and owners are big beneficiaries of transit as well, though not all may appreciate the fact. <br />
It may surprise some of you to learn that there are enlightened banks and finance corporations with a great interest in public transportation. Comerica and Morgan Stanley are two that have demonstrated this with "cash on the barrel head". If you think about it, the connection between banks and the value of real estate makes the reason for their interest clear.<br />
President Donald Trump appears to be supporting some kind of plan to encourage private investment in infrastructure. Whether or not that will work for transit - or anything else - remains to be seen. But the general drift is clear: away from providing federal funds for infrastructure, including transit, and toward relying on private capital. <br />
In addition to financial resources and corporate know-how, there are infrastructure resources which I believe could be better utilized in the Transit Master Plan. There are some under-used rail lines that would provide speed and ease of access in several corridors, though the low-hanging fruit - the Ann Arbor to Detroit corridor - has already been included in the plan. Despite the appearance of easy availability, the use of rusting rail corridors requires pretty intensive capital outlay, making it impractical if it's totally funded by taxpayer dollars. And most Detroit area rail corridors are actually heavily used by their freight-hauling owners, and could be shared only by compensating those owners with large sums.<br />
Other infrastructure resources include the expressways - built and maintained with a tremendous outlay of taxpayer money. Though these are famously congested during peak hours, there are many U.S. cities which successfully <span id="goog_60330283"></span><span id="goog_60330284"></span>use their expressways with various techniques to speed up express bus service. I have proposed creating a bus-beltway using I-94, I-275, and I-696, which would tie most of the RTA's crosstown routes together. Yes, this too would require more resources, but relatively little compared to the rail corridor options. <br />
Finally, the airport is a great existing resource. Sure, there has been some pretty serious difficulty with arrangement for buses there, but it's worth pushing for. The airport authority has a new CEO, so there's hope for a more cooperative approach.<br />
<div align="right">
<i>To be continued...</i></div>
</div>
</div>
Faramirhttp://www.blogger.com/profile/06353113014098033607noreply@blogger.com0tag:blogger.com,1999:blog-3165586102028795552.post-92019897941628851942017-02-01T16:36:00.002-08:002017-02-02T08:15:53.904-08:00Rx for the RTA - Part 1<div dir="ltr" style="text-align: left;" trbidi="on">
<style type="text/css">.WuWblog { font-family: "Trebuchet MS", Verdana, sans-serif; color: #006600; }.WuWblog h4 {color: #F60;}.WuWrefs { font-family:"Trebuchet MS", Arial, Helvetica, sans-serif; color: #006600; border: #f90 thin dotted; font-size: small; } </style>
<div class="WuWblog">
The period of shock and disappointment many of us felt after November 8, 2016, should be behind us by now. Sure, many of us are still not happy, but it's time to look to the future.<br />
<br />
Transit funding in Southeast Michigan failed that day, but only by less than 1% of the overall vote. What can we and the <a href="http://www.rtamichigan.org/">RTA</a> do for the future? We - the transit advocacy community - have many and differing ideas, but we each need to throw our ideas into the pool and let the best ones float to the top.<br />
<br />
I have lots of ideas, based on my interaction with the RTA over the last few years and my contacts with people in the Washtenaw County area. We'll see if any of them float. I'll give you the first few today, and put the rest up bit by bit.<br />
<br />
<h3>
Prescription 1: Do <i>not </i>take the "defeated" pill</h3>
<a href="http://www.michigansuburbsalliance.org/wp-content/uploads/bus_thumbnail.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" src="http://www.michigansuburbsalliance.org/wp-content/uploads/bus_thumbnail.jpg" height="200" width="200" /></a>Time is actually on the side of transit. First, because transit funding gurus have found that the best predictor of success on a transit ballot issue is failure on the previous attempt. And more fundamentally, people don't like to vote for an agency they have no acquaintance with. <a href="http://www.theride.org/">AAATA </a>and <a href="http://www.theride.org/">SMART</a> both won recent funding requests with over two-thirds majorities. People know them, see their buses on the street, and some even ride them. That can't be said for the RTA. But neither advocates nor RTA staff and board should let their heads hang down. <a href="http://www.detroitnews.com/story/news/local/michigan/2017/01/30/transit/97270232/">Megan Owens</a> struck exactly the right note Monday night (January 30) at the <a href="http://www.detroittransit.org/">Transportation Riders United (TRU)</a> Annual Meeting, where she maintained that 2016 was an "excellent" year for transit in Southeast Michigan, and pointed to numerous advances.<br />
<br />
So my first prescription for the RTA is to cheerfully do as much as possible, as openly and publicly as possible, and get back on the ballot as soon as possible - that's November, 2018.<br />
<br />
<h3>
Prescription 2: Swallow and digest the election results<div class="separator" style="clear: both; text-align: center;">
</div>
<div class="separator" style="clear: both; text-align: center;">
</div>
</h3>
Where did the vote go in favor of the RTA? Where did it go against? Talk with the anti-transit communities and find out what they want. Talk with the areas where the vote went in favor - find out what they liked, and what RTA could do better.<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="http://www.gannett-cdn.com/-mm-/b209e5f0db9cd5c066db9de883608d28af90f74b/c=0-58-2394-1411&r=x633&c=1200x630/local/-/media/2016/03/17/DetroitFreePress/DetroitFreePress/635938331077876620-Transit-122115-0017-JJT.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" src="http://www.gannett-cdn.com/-mm-/b209e5f0db9cd5c066db9de883608d28af90f74b/c=0-58-2394-1411&r=x633&c=1200x630/local/-/media/2016/03/17/DetroitFreePress/DetroitFreePress/635938331077876620-Transit-122115-0017-JJT.jpg" height="105" width="200" /></a></div>
<br />
Don't allow past mistakes to be repeated. Specifically, don't air messages that could be interpreted as negative to SMART, <a href="http://www.detroitmi.gov/ddot">DDOT</a>, AAATA, or the <a href="http://www.thepeoplemover.com/">People Mover</a>. Don't allow a public relations firm to take charge if they have no experience with transit initiatives. Probably no single firm has the expertise needed: knowledge of Southeast Michigan, and a track record of success with transit proposals. Probably a team of two firms would be the best solution.<br />
<div align="right">
<i>To be continued...</i></div>
</div>
<br /></div>
Faramirhttp://www.blogger.com/profile/06353113014098033607noreply@blogger.com1tag:blogger.com,1999:blog-3165586102028795552.post-82403487461560145872017-01-23T18:20:00.003-08:002017-01-23T18:20:41.372-08:00Commuting by Train - One Man's Story<div dir="ltr" style="text-align: left;" trbidi="on">
<div class="MsoNormal">
<span style="color: #1f497d; font-family: "calibri" , "sans-serif"; font-size: 11.0pt;"><span style="color: #274e13;">As Washtenaw County and its neighbors consider funding commuter rail service, I realized that most Michigan residents don't have a good idea of what it looks like to live with passenger trains as a commuting option. I prevailed on my friend Hugh Gurney of Howell to give us a picture of how commuter trains fit into his life in the Boston area. As you'll see if you read this, Hugh is an accomplished writer and has painted an interesting word-picture for us.</span></span></div>
<div class="MsoNormal">
</div>
<div class="MsoNormal">
<span style="color: #1f497d; font-family: "calibri" , "sans-serif"; font-size: 11.0pt;">"I did commute by train for nine years, 1975-1984, when I was working for the National Park Service in Boston, Massachusetts.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="color: #1f497d; font-family: "calibri" , "sans-serif"; font-size: 11.0pt;">"When
I accepted the position in Boston, the office was located in a building
adjacent to the North Station and many of the employees were commuting
by train. </span></div>
<div class="MsoNormal">
<span style="color: #1f497d; font-family: "calibri" , "sans-serif"; font-size: 11.0pt;">As
my wife and I began thinking about where we would want to live, we
began looking at communities which had commuter train service into
Boston. After looking at a number of communities, we purchased a house
in Ipswich, a community on the North Shore about 30 miles from downtown
Boston. </span></div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhQszQDfwpGFlh6yiQcO6LABfOmDizxHNyMPGbX3vr2dkJ1uiwdV1Lno5nqFputSE_WKmS9937uChcp12gFVntwksD42DNyCc1QzA_1smJr5isgASTvFAl3FpSEXi1FQjF6wYehonSyDOPd/s1600/mbta_commuter_map.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="400" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhQszQDfwpGFlh6yiQcO6LABfOmDizxHNyMPGbX3vr2dkJ1uiwdV1Lno5nqFputSE_WKmS9937uChcp12gFVntwksD42DNyCc1QzA_1smJr5isgASTvFAl3FpSEXi1FQjF6wYehonSyDOPd/s400/mbta_commuter_map.jpg" width="382" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><i><span style="font-family: "trebuchet ms" , sans-serif;"><span style="color: #274e13;">MBTA commuter routes shown in purple; subways and light rail shown in other colors.<br />I've circled North Station and Ipswich in red. Note that service on the Ipswich line now extends to Newburyport - LK</span></span></i></td></tr>
</tbody></table>
<div class="MsoNormal">
<span style="color: #1f497d; font-family: "calibri" , "sans-serif"; font-size: 11.0pt;"><br /></span></div>
<div class="MsoNormal">
<span style="color: #1f497d; font-family: "calibri" , "sans-serif"; font-size: 11.0pt;">"In
part, our reason for selecting Ipswich was that it had frequent train
service. Inbound, there were trains at 6:20 a.m., 6:59 a.m., 7:20 a.m.,
then 9:20 a.m. and every two hours afterward throughout the day.
Outbound, there were trains at 4:20 p.m., 5:05 p.m., 5:35 p.m., 6:30
p.m. and then every two hours until 11:00 p.m. About 15 miles south,
from Beverly, there were additional trains, including an outbound at
11:59 p.m. At that time, the last trains out of Boston on all lines
were at 11:59 p.m. and all MBTA<span style="color: #274e13;"> [Massachusetts Bay Transportation Authority, locally referred to as "the T"] </span>service shut down.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="color: #1f497d; font-family: "calibri" , "sans-serif"; font-size: 11.0pt;">"As
a general rule, I took the 6:59 a.m. train each morning. Ipswich was
at the end of the line at that time, so seating was no problem. We
lived about a mile from the train station, so I generally drove into the
town center, parked in the free municipal parking lot, purchased a cup
of coffee at a little restaurant across the street from the train stop,
then boarded the train. If it was snowing or if snow was predicted, I
would walk to the station because we lived near the top of a steep hill
which was hard to get up in heavy snow. </span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="color: #1f497d; font-family: "calibri" , "sans-serif"; font-size: 11.0pt;">"The
train always departed on time and always arrived in Boston at the
scheduled time of 7:50 a.m. After a year or so, the National Park
Service purchased a ten story office building along the Freedom Trail in
downtown Boston for both a Visitor Center and headquarters for the
North Atlantic Region. It was probably about a mile from the North
Station, but I was young and healthy and could easily get to the office
by 8:00 a.m., even with a stop at a little hole in the wall coffee shop
across the street from my office. Even though most regular train riders
bought a monthly pass that permitted them to ride on all the Boston
subways and buses, and there were two subway stations adjacent to the
train station, most train riders walked the mile or so into downtown
Boston except if it were pouring rain, snowing or bitter cold.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="color: #1f497d; font-family: "calibri" , "sans-serif"; font-size: 11.0pt;">"On
the inbound trip, I generally reviewed material that had been
accumulating in my inbox throughout the previous day, signed off on
reports, etc. When really under the gun, I could write a full report
longhand (no laptops in those days) and hand it to my secretary to type
as soon as I got to the office. For the most part, this was an hour
with no interruptions, phone calls, etc. This was the major reason I
took the train in lieu of a harrowing ride down U.S. 1 and across the
Tobin Bridge, even though I could have parked for free at the Navy Yard
and taken the Park Service van to the downtown office. I would have
missed a very useful hour of work on the train.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="color: #1f497d; font-family: "calibri" , "sans-serif"; font-size: 11.0pt;">"Of
course, there were other people riding the train including some from my
church who might want to discuss church business, other Park Service
people who might have something they wanted to discuss with me and
colleagues from related agencies such as the Boston Redevelopment
Authority (we shared responsibility for the Navy Yard) who had something
to bounce off me. Some people became friends. So the hour on the
train in the morning was very well used. </span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="color: #1f497d; font-family: "calibri" , "sans-serif"; font-size: 11.0pt;">"Occasionally,
I would schedule an early dental appointment, then take the 9:20 a.m.
train to Boston and be able to work the better part of a full day. </span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="color: #1f497d; font-family: "calibri" , "sans-serif"; font-size: 11.0pt;">"I
generally took the 5:35 p.m. train home, arriving back in Ipswich
around 6:30 p.m. Unless there was pressing work to be done, I would
read the newspaper. Occasionally, I fell asleep. Since Ipswich was the
last stop, I had no fear of sleeping through my stop, though the train
staff knew just about everyone on the train and would wake them up if
need be.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="color: #1f497d; font-family: "calibri" , "sans-serif"; font-size: 11.0pt;">"The
Boards of Trustees at the various historic sites along the Freedom
Trail often had their monthly board meetings in the late afternoon. If I
were attending one of these, I usually could catch the 6:30 p.m. train
home, arriving around 7:30 p.m. If I missed the 6:30 p.m. train, I
would usually call my wife to come to Beverly and pick me up there. The
Gloucester branch trains ran on the mid day hours and evening hours
that the Ipswich train did not run. The Gloucester branch followed the
same route as the Ipswich (officially the Portland East Line) between
Boston and Beverly, then branched off to Gloucester and Rockport.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="color: #1f497d; font-family: "calibri" , "sans-serif"; font-size: 11.0pt;">"There
were three options for paying one’s fare. You could pay cash to the
conductor, buy a twelve ride booklet at the North Station or buy a
monthly pass at the North Station. I almost always purchased the
monthly pass, which cost around $48.00 at that time. When the conductor
came through the train, I simply showed mine] as he walked by. The pass
also was valid for all buses, streetcars and rapid transit trains in
Boston and for all commuter trains within Zone 5, the zone Ipswich was
in. So in the course of the day, if I needed to go anywhere in the
Boston area, I simply either showed or swiped my pass.</span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="color: #1f497d; font-family: "calibri" , "sans-serif"; font-size: 11.0pt;">"On
weekends, my pass was good for two adults on the train (still just one
for other MBTA transit) and my daughter rode for free because she was
under six, so we sometimes took the train to events like the circus,
baseball game, etc. in Boston. The Boston Garden, somewhat the worst
for wear, was directly<span style="font-family: "calibri" , "sans-serif";"> [above] </span>the North Station, so the circus was a
natural. Trains generally ran every two hours on the weekend, so we
would have time for a bite before or after at the Iron Horse restaurant
within the station or at fast food restaurants in the immediate
vicinity. The Boston Garden is gone now, but replaced by a new
combination North Station and venue for hockey and basketball called the
TD Center. </span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="color: #1f497d; font-family: "calibri" , "sans-serif"; font-size: 11.0pt;">
"If we were going to Fenway Park, we would take the Green Line from its
North Station stop downtown, then transfer to a Green Line train going
to within a block of so of the ball park. Or we could take the Orange
Line train that went downtown if that was our final destination. </span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="color: #1f497d; font-family: "calibri" , "sans-serif"; font-size: 11.0pt;">"When
the commuter train schedule was inconvenient, we could drive closer
into Boston, park at the Oak Grove station on the Orange Line and take
the Orange Line into Boston Proper. At different stations, the Orange
Line connected with the Green Line, the Blue Line and the Red Line, the
other rapid transit lines in the city. This worked well if we were
going to a play or other evening event. Again, I just swiped my pass,
though my wife would have to pay the required fare.</span></div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhXO1NDqMgQMySJKIdk5k6zCzkVOPfaCpVDfJ3cb3rukl-U1Mqs-LRnWJUXvL73qmnp1QaNkH7Pyjyxc-53e_RdPQMZNJ7M_rlFTrHXXh2gzR5KGMQB8zsGQvuMNTwAfmGpTWd4lN2ERw8C/s1600/bm6146s.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="207" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhXO1NDqMgQMySJKIdk5k6zCzkVOPfaCpVDfJ3cb3rukl-U1Mqs-LRnWJUXvL73qmnp1QaNkH7Pyjyxc-53e_RdPQMZNJ7M_rlFTrHXXh2gzR5KGMQB8zsGQvuMNTwAfmGpTWd4lN2ERw8C/s400/bm6146s.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="color: #274e13;"><i><span style="font-family: "trebuchet ms" , sans-serif;">Boston & Maine rail diesel cars, designed and manufactured by the Budd corporation of Philadelphia.<br />Photo from the unofficial Boston & Maine Historical Society. - LK</span></i></span></td></tr>
</tbody></table>
<div class="MsoNormal">
<span style="color: #1f497d; font-family: "calibri" , "sans-serif"; font-size: 11.0pt;">"Several
years prior to my arrival in Boston, the MBTA had purchased the tracks
and passenger equipment from the Boston & Maine Railroad, but the
Boston & Maine continued to operate the trains and though it was a
MBTA pass, we made out our check each month to the Boston & Maine
Corporation. The train crews were all employed by the Boston &
Maine. The equipment was all self propelled rail diesel cars we
referred to as Budd cars. They were really on their last legs, and a
blizzard in 1978 finished off any pretense of being self propelled. The
blizzard hit on a Monday and by order of the Governor, we were totally
grounded for the remainder of the week. One day during that week, we
walked into the center of town and found National Guard troops at the
railroad crossing turning anyone in a motor vehicle back.</span></div>
<div class="MsoNormal">
<br /></div>
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi3ZS_-PfLxvrnMsk9BsiU-_wd4ydQCbyEEudPAvIv5oN0rnFTLlMtbLSZ2nUYMckwPWIcfUesdvkaTHNckhyEca2fo7PrlziSNWyR5JZ7fJm7kMHuTJMRJjCDBVpdwET2IMQYaISEP6cIT/s1600/MBTA+commuter+train+photo+by+Tracy+Levin.png" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="220" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi3ZS_-PfLxvrnMsk9BsiU-_wd4ydQCbyEEudPAvIv5oN0rnFTLlMtbLSZ2nUYMckwPWIcfUesdvkaTHNckhyEca2fo7PrlziSNWyR5JZ7fJm7kMHuTJMRJjCDBVpdwET2IMQYaISEP6cIT/s320/MBTA+commuter+train+photo+by+Tracy+Levin.png" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="color: #274e13;"><i><span style="font-family: "trebuchet ms" , sans-serif;">Current MBTA commuter rail equipment<br />Photo by Tracy Levin - LK</span></i></span></td></tr>
</tbody></table>
<div class="MsoNormal">
<span style="color: #1f497d; font-family: "calibri" , "sans-serif"; font-size: 11.0pt;">"During
that week, the Boston and Maine hauled out some of their faded blue
freight locomotives out of mothballs and hooked them to a string of four
or five Budd cars to make push-pull trains, which were in service for
the remainder of my tenure in Boston. The motors on the Budd cars
remained in service for lights and heat. Only rarely did one find a car
where the air conditioning actually worked. The cars were very heavy
and the seats were cushioned, so the ride was quite comfortable. But
both summer and winter, the cars were hot and stuffy. However, the
trains ran on time and were always full. At night, these trains were
put on sidings about ½ mile south of Ipswich and left running, summer or
winter. I don’t recall them ever not running because of weather,
except for the Blizzard of 1978. </span></div>
<div class="MsoNormal">
<span style="color: #1f497d; font-family: "calibri" , "sans-serif"; font-size: 11.0pt;"> </span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="color: #1f497d; font-family: "calibri" , "sans-serif"; font-size: 11.0pt;">"Commuter
rail worked for me during my time in Boston. The fact that the MBTA
was a totally integrated transit system where my commuter rail pass was
good on all forms of public transportation was a plus."</span></div>
<div class="MsoNormal">
<br /></div>
<div style="text-align: right;">
<span style="color: #1f497d; font-family: "calibri" , "sans-serif"; font-size: 11.0pt;">-- Hugh</span></div>
<div style="text-align: right;">
<span style="color: #1f497d; font-family: "calibri" , "sans-serif"; font-size: 11.0pt;"><span style="color: #274e13;">January 15, 2017 </span></span></div>
</div>
Faramirhttp://www.blogger.com/profile/06353113014098033607noreply@blogger.com0tag:blogger.com,1999:blog-3165586102028795552.post-76798312412092854862017-01-05T09:29:00.001-08:002017-01-05T09:43:32.549-08:00Whither Michigan's Economy?<div dir="ltr" style="text-align: left;" trbidi="on">
<style type="text/css">.WuWblog { font-family: "Trebuchet MS", Verdana, sans-serif; color: #006600; }.WuWblog h4 {color: #F60;}.WuWrefs { font-family:"Trebuchet MS", Arial, Helvetica, sans-serif; color: #006600; border: #f90 thin dotted; font-size: small; } </style>Today I ran across an article in Bridge Magazine that kicked me into getting back on the blog. It's a great, data-based article by Mike Wilkinson, titled "Michigan's Economic Axis Tilts Away from Detroit". (As before, all links are at the end of this blog entry.)To whet your appetite, here are some quotes that set the scene:<br />
<div class="WuWblog">
<blockquote class="tr_bq">
<quote>Plentiful jobs and rising wages have been the byproduct of a dynamic, growing economy in the Grand Rapids region, making it the strongest economy in Michigan and one of the faster growing metropolitan areas in the country...</quote> </blockquote>
Meanwhile, the hardest-hit and slowest to recover has been the tri-city bay area: Bay City, Midland, and Saginaw. Why? The economy depends heavily on chemical and automotive business, and though both have stabilized, they've stabilized at a much lower level of output that before the Great Recession.<br />
<blockquote class="tr_bq">
The [Saginaw] region's leaders are hoping to lure more educated workers, more people with doctorates who might invent the next great thing that the region's workers could build.<br />
A glance at education statistics show how important a college degree can be to the local economy: those counties with the highest percentage of workers with a bachelor's degree or better were in the regions doing the best.<br />
<quote>In Washtenaw County, part of the Ann Arbor metropolitan area, 55 percent of adults have a college degree; In Oakland (part of the Detroit region), 44 percent have degrees; Kalamazoo County, 39 percent, and Kent County, 34 percent.</quote> </blockquote>
This business about the value of education is certainly not news! But with an incoming administration that has made far-reaching promises about restoring good working-class jobs, it bears a lot of repeating: good-paying, low-skill jobs will continue to get fewer and farther between.<br />
<br />
<h3>
How do we stack up against the rest of the country? the world?</h3>
Wilkinson did a great job comparing Michigan regions with each other. But what about the rest of the country and the world? Again, our incoming administration has promised prosperity by raising tariff walls and physical walls to cut us off from foreign competition. <br />
This brings to mind the oft-repeated image of the ostrich hiding its head in the sand. It doesn't work for the ostrich, and it won't work for us. <br />
Let's face facts and compare our Michigan economy with the rest of the country and the world. Let's learn what's going on, take the best of it, give it a Michigan twist, and soar with it.<br />
<br /></div>
<div class="WuWrefs">
To learn more:<br />
<ul>
<li>"Michigan's Economic Axis Tilts Away from Detroit". <a href="http://bridgemi.com/2017/01/michigans-economic-axis-tilts-away-from-detroit/" target="_blank"> Bridge Magazine, News and analysis from <b>The Center for Michigan</b></a>.</li>
</ul>
</div>
<br /></div>
Faramirhttp://www.blogger.com/profile/06353113014098033607noreply@blogger.com0tag:blogger.com,1999:blog-3165586102028795552.post-89458386677310765502016-11-30T13:29:00.000-08:002016-11-30T13:29:25.363-08:00Hey, Wake Up Washtenaw, have you been sleeping?<div dir="ltr" style="text-align: left;" trbidi="on">
<strong>Has Wake Up Washtenaw has been dozing</strong> for the last couple of years? No updates to the main Web site? No updates to Facebook? No new materials?<br />
True, the on-line presence has been neglected! Events of 2016
have made it clear that Wake Up Washtenaw needs to wake itself up online
again. Share more. Talk more. Be more graphic.<br />
<h4>
What's been happening?</h4>
While things have been quiet online, a number of efforts have
been going forward. They have involved working as a member of the Ann
Arbor Transportation Area Board of Directors, the Ypsilanti Township
Planning Commission, the Michigan Association of Railway Passengers
Executive Committee, and the National Association of Railway Passengers
Council. Several trips to Japan, learning about railway and transit
operations there. Working behind the scenes and publicly to move the
Regional Transit Authority of Southeast Michigan forward. Collaborating
with Transport Action Canada to improve cross-boarder passenger rail
connections. Listening to what people are saying about transportation,
about our communities, about the past, and about the future.<br />
<h4>
But now...</h4>
Donald Trump will lead our nation in a very different direction - without winning the <a href="http://www.slate.com/blogs/the_slatest/2016/11/20/hillary_clinton_s_popular_vote_lead_increases_to_almost_1_7_million.html">popular vote</a>. The Regional Transit Authority of Southeast Michigan lost its bid for funding by less than 1%. <br />
Our nation and our region are deeply divided. We need to listen
to one another, respect one another's opinions, and try to understand
one another. We need to work together to forge solutions for the very
real problems our region and nation face. <br />
<h4>
But how?</h4>
Through this Web site (and perhaps others), through social media,
and by listening and talking. By continuing to support private
investment in sustainable transportation and land use.<br />
<h4>
And where?</h4>
Wake Up Washtenaw - myself and friends - will be working to
improve transportation and land use in Washtenaw County, Southeast
Michigan, throughout the Midwest, and North America.<br />
<span class="emcolor">Washtenaw County:</span> improve service quality and routes of AAATA "TheRide"<br />
<span class="emcolor">Southeast Michigan:</span> improve
Washtenaw's transportation to Livingston, Wayne, and Oakland Counties -
specifically with Wally (North-South commuter rail), A2D (commuter rail
service Detroit to Ann Arbor and beyond), improved and innovative
transportation service to peripheral areas of the RTA district, and
improved public relations for the RTA.<br />
<span class="emcolor">Midwest:</span> help promote
Detroit-Holland rail service, Traverse City to Ann Arbor rail service,
better bus connections to northern Michigan.<br />
<span class="emcolor">North America:</span> seamless passenger
rail service throughout the Milwaukee - Chicago - Detroit - Toronto -
Ottawa - Montréal - Québec corridor, leading to true high speed rail
service; learning and sharing about best practices in public
transportation and passenger rail service around North America and the
world.<br />
<h4>
Transportation Advances</h4>
Wake Up Washtenaw has been calling for better public
transportation for nearly ten years now. During that time, some
interesting new transportation modes have emerged: the rise of
"ride-hailing" services (such as Uber and Lyft), bike-sharing, advances
in autonomous vehicle technology. How will these change how people move
around? Is the concept of public transportation in large vehicles
becoming obsolete? <br />
I believe we have a lot to learn about the "ecosystem"
surrounding the new technologies: economic costs and impacts, traffic
congestion effects, how land use would change under various scenarios.
What attempts have been made to study and simulate changes to individual
life-styles and communities? What software tools are available to
simulate these changes? What are the possible utopian, dystopian, and
realistic outcomes of the technological advances on the horizon?<br />
All these questions must be explored in order for us to decide
where to put our energy and our resources to bring about the best,
realistic outcomes. That's what Wake Up Washtenaw will be working on for
the foreseeable future.<br />
<h4>
Organizational Note</h4>
"Wake Up Washtenaw" is a registered trademark in Michigan. It is
not incorporated. A few years ago, I weighed the options and decided
that incorporating as a non-profit would be more of a burden than a
help. The balance may change in the future, but for now, incorporation
is not "on the table".<br />
At he present time, I am the only person working "for" Wake Up
Washtenaw, but I have been very fortunate to have employed some very
talented people in the last few years. I'd like to thank these
associates who have helped Wake Up Washtenaw in so many ways: Carolyn
Lusch, Joel Batterman, Martha Váladez, Adriana Jordan, and Marina
Takeuchi. All have moved on to other endeavors, but I believe we each
remain committed to the practical implementation of sustainable
communities, each in his or her own way.<br />
I have been fortunate to be able to self-fund Wake Up Washtenaw.
That has avoided having to solicit funds and account for them
officially, which would also make it necessary to incorporate for tax
purposes. I will continue to operate in that manner, as long as Wake Up
Washtenaw remains primarily focused on education and exploration. In the
future, other options may recommend themselves or become necessary. In
the meantime, I am very thankful to be able to avoid those complications</div>
Faramirhttp://www.blogger.com/profile/06353113014098033607noreply@blogger.com0tag:blogger.com,1999:blog-3165586102028795552.post-40650565672883580542016-02-02T13:41:00.000-08:002016-02-02T13:54:16.258-08:00Paying Our "Fare Share"<div dir="ltr" style="text-align: left;" trbidi="on">
<div dir="ltr" style="text-align: left;" trbidi="on">
One of the biggest obstacles to using public transportation is the
need to figure out how to pay your fare. Each system has a different
method. If it's cash, usually exact change is required, or your change
is encoded on a card which can only be used on the transit system that
issues it.<br />
<br />
Lots of metro areas in the US have their own regional fare-card which can be used on multiple systems in the region, like Chicago's <a href="https://www.ventrachicago.com/">Ventra card</a>. Some of these are good only on transit; others are also debit cards that can be used like other bank debit cards. Again, Chicago's Ventra is an example.<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="https://www.ventrachicago.com/assets/1/7/ventracard2.png" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="200" src="https://www.ventrachicago.com/assets/1/7/ventracard2.png" width="192" /></a></div>
<br />
(BTW, Ventra has a very<br />
poor reputation in Chicagoland, due to the way in which it was rolled out to replace the "Chicago Card". That may be due to the management company that handles system; I've heard that the San Francisco Bay Area's Clipper Card, managed by the same company, is not rated highly either. I'm not aware of similar cards in other areas having such a poor reputation.)</div>
<div style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;">
</div>
<br />
<h3 style="text-align: left;">
What's in it for me? </h3>
For the transit user, there are a number of advantages: the cards are quick and easy to use, often just requiring a quick touch on a reader at the station or as you board a bus; they can be used on many regional transit providers; and if you aren't eligible for credit (or choose not to "live on credit") you can add cash to your card at a station, convenience store or online. Some have a smartphone version that can be used instead of a card. Many Chambers of Commerce encourage conference hosts to provide their registered guests with a regional transit card, pre-loaded with a certain amount of cash to make it easy for visitors to hop on and off the bus, light rail, subway, or commuter train. A great way to welcome visitors to your city! I've received transit cards at conventions in Los Angeles, Seattle, Boston, and Washington, D.C.<br />
<br />
<h3 style="text-align: left;">
Today in Japan</h3>
That's in the US. Right now, I'm in Japan. I received a<a href="http://www.jreast.co.jp/e/pass/suica.html"> Suica card</a> when I registered for the Highspeed Rail conference in July 2015, issued by the major Tokyo rail transit provider <a href="http://www.jreast.co.jp/e/">East Japan Railway Company</a> ("JR East"). The cards were specially printed with photos of JR East's newest high speed trains, but internally they're just like any other Suica card.<br />
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj_SXKnw90UmU6j2sXhBpmrSJEmB1ifoCY63MvCBGNWn_HXTIYrSuavJxPzEIdoj1Gg0xMzNmrJuG437SBnNW0kQEnn8DFJDbTwiURAZrKOmiWiDQNRYqOCpRMd0ZDNa4mQD2du9sN1pYP9/s1600/20160203_062727.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="112" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj_SXKnw90UmU6j2sXhBpmrSJEmB1ifoCY63MvCBGNWn_HXTIYrSuavJxPzEIdoj1Gg0xMzNmrJuG437SBnNW0kQEnn8DFJDbTwiURAZrKOmiWiDQNRYqOCpRMd0ZDNa4mQD2du9sN1pYP9/s200/20160203_062727.jpg" width="200" /></a><br />
Suica is JR East subsidiary, and I understand this is a source of both savings and revenue for the company. Savings, because electronic transactions are far quicker and more cost-effective than cash. Both require "point of sale" (POS) devices, and recognizing a card electronically is much simpler than recognizing the wide variety of bills and coins people are likely to try to put into a farebox.<br />
<br />
The system has great revenue advantages for the transit provider as well: each card, to be valid, must be pre-loaded with money - usually a certain minimum amount ($5-10 is common in the US). That money sits in the transit provider's bank account for an indefinite amount of time, depending on how often the individual rider actually uses the train or bus. Money in the bank earns interest and can be used for capital projects as well.<br />
<br />
The Suica card is accepted on JR affiliates, of course; but also on all most transportation providers in the region. And not only in the region: Suica is interchangeable with any of a wide variety of other farecards throughout of Japan. As a transit card,there are limits, of course: they can't be used on high speed trains, and when crossing on a train from one region to another, you have to get off, go through the ticket gate and re-enter, possibly having to wait for the next train. And they're not valid for services that require a surcharge, like business class or express trains. They are basically intended as transit cards, not all-purpose tickets to get you everywhere in the country.<br />
<br />
Still, they've almost reached the "holy grail" of fare payment systems: Any provider, any city, nationwide. Here's a map of the transit systems with which Suica is interchangeable:
<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="http://www.jreast.co.jp/e/pass/img/renew/suica/img_map.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://www.jreast.co.jp/e/pass/img/renew/suica/img_map.jpg" height="179" width="320" /></a></div>
<div class="separator" style="clear: both; text-align: center;">
</div>
Can we have one in the US too? Please??? I can't wait!
</div>
Faramirhttp://www.blogger.com/profile/06353113014098033607noreply@blogger.com0tag:blogger.com,1999:blog-3165586102028795552.post-18076101508763735972015-12-21T09:50:00.000-08:002015-12-22T10:05:10.494-08:00Driverless Cars - the Next Big Thing?<div dir="ltr" style="text-align: left;" trbidi="on">
Autonomous cars have been talked about a lot in recent months. This is an especially hot topic in Ann Arbor, where three thousand or so vehicles equipped with experimental control or assistance devices have been driving around for the last several years along with everybody else.. And where the University of Michigan this summer opened a test facility known as "M City" to provide a life-size, outdoor laboratory for testing more advanced control systems.<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="http://www.wired.com/images_blogs/autopia/images/2007/06/18/stanford_robot_car.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://www.wired.com/images_blogs/autopia/images/2007/06/18/stanford_robot_car.jpg" height="213" width="320" /></a></div>
<br />
Here's a thought-provoking conclusion to an article in <i>The Michigan Engineer</i>, a University of Michigan publication for alumni of the School of Engineering:<br />
<br />
<blockquote class="tr_bq">
Opinions vary widely on when large numbers of driverless vehicles will hit the streets. But most experts agree on one thing: Driverless is coming. And its going to change everything. The goal of safe, commercially viable driverless technology seems closer than ever. <br />
<br />
But is the adoption of driverless technology the end of the story or the beginning? Many transportation experts see it as just another piece of a still-evolving, 21st-century transportation puzzle, one that includes not just new ways to get around, but a radical rethinking of what we put into transportation, what we get out of it and how we want it to fit into our lives. <br />
<br />
In that sense, driverless technology is more than just a new way to schlep your kid to soccer practice. It's a catalyst for change. And it's already sparking conversations and raising questions in a way that oil embargoes, the electric car, light rail, and countless other Next Big Things all failed to do. Finding answers won't be quick, or easy. But it could be our biggest opportunity to rethink transportation in 100 years. And if we want to keep up with the technology, we'd better get rolling.<br />
<br />
--<i>The Michigan Engineer</i>, Fall, 2015</blockquote>
Research on driverless cars is being done in several countries, by big car manufacturers, universities, and futurists with deep pockets, like Google. I confess to having quite a few doubts about whether automating road vehicles is going to solve more problems than it creates.<br />
<br />
A while back, I listed all the problems that automobile-dependence cause; let's go back and take a look at those and think about what driverless car implementation does.<br />
<div class="separator" style="clear: both; text-align: center;">
</div>
<ol style="text-align: left;">
<a href="http://i.dailymail.co.uk/i/pix/2013/03/12/article-2292060-18968227000005DC-757_634x430.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"></a>
<li><b>Personal health</b>. People who go from place to place primarily by car tend to be less healthy than those who walk, bike, or even walk only as far as the nearest station or bus stop. <br />Much of that is due to physical exercise, which will not be helped by driverless cars. But another cause of ill-health is the stress of driving on congested roads and highways. Driverless cars should relieve of of some of that stress...but probably not stress caused to slow travel due to congestion.</li>
<li><b>Mass</b>. Automobiles are fairly heavy and bulky. If we continue to use them primarily for <i>individual</i> travel, rather than <i>group</i> travel, their mass will add up to a lot. This is a problem for a number of reasons. The energy required to move objects is proportional to their mass. Even as motors become more efficient, this fundamental law of physics will not change. More energy will always be required to propel a heavier vehicle than a lighter one. And the production of large numbers of vehicles for individual travelers requires more natural resources than production of smaller numbers of vehicles required for mass transportation.<a href="http://i.dailymail.co.uk/i/pix/2013/03/12/article-2292060-18968227000005DC-757_634x430.jpg" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" src="http://i.dailymail.co.uk/i/pix/2013/03/12/article-2292060-18968227000005DC-757_634x430.jpg" height="135" width="200" /></a><br />I believe driverless cars will eventually be able to lose a lot of their weight for a couple of reasons. First is the general progress being made in lighter, stronger materials. Second, much of the bulk of today's vehicles is an attempt to cocoon the occupants to protect them when crashes occur. As the safety of driverless vehicles becomes the norm, rather than the exception, this will no longer be perceived as a necessary safety feature.<br />But the same will be true for mass transit vehicles: improved motive efficiency and lighter, stronger materials, will lower their mass and their energy requirements as well.<br />(And by the way, autonomous trains have been operating for years. Vancouver's "SkyTrain" [below] is one of several.)<br /><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjlznnxnfWN9SSzic0NDsu4kk9pXMkbEpjwjyfOqA_O14WVoksn95DNn-2qSLnwdQABFGUMf2b_aZizMsDspVuGpo4_QTjsV58VUrEJWxhk_9FTXDGF6GsEHu4HcO8OYu-4qEtcOLCK7rWQ/s1600/Vancouver+SkyTrain+52.jpg" imageanchor="1"><img border="0" height="480" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjlznnxnfWN9SSzic0NDsu4kk9pXMkbEpjwjyfOqA_O14WVoksn95DNn-2qSLnwdQABFGUMf2b_aZizMsDspVuGpo4_QTjsV58VUrEJWxhk_9FTXDGF6GsEHu4HcO8OYu-4qEtcOLCK7rWQ/s640/Vancouver+SkyTrain+52.jpg" width="640" /></a></li>
<li><b>Congestion</b>. The primary appeal of automobiles - whether manually or autonomously controlled - is their ability to take us wherever we want to go, whenever we want to go. No need to wait for anyone else, no need to go to a station or pick-up point. Just jump in the car and go. It's a highly <i>effective</i> mode of transportation. <br />The problem comes with events that bring large numbers of people to the same place at the same time. Inconveniences like work, and conveniences like sporting matches. If people continue to use automobiles for transporting only one or two people at a time, automating them will do little to relieve the congestion issues. There will still be relatively large masses of vehicles transporting relatively small numbers of people. <br />If we want to move people <i>efficiently</i>, it will have to be with a lower ratio of vehicle mass to people, and that can only be done with (no pun intended!) mass transit.</li>
<li><b>Land area</b>. Automobiles, unless they are incredibly tiny, still require more space than public transportation vehicles, because so many more of them are needed to transport the same number of people. There's an interesting possibility offered by autonomous vehicles: to use them more like a huge fleet of taxis (or Uber or Lyft cars). Theoretically, the cost of running a fleet of autonomous vehicles will be much more affordable than running the same size fleet of vehicles with drivers, right? So as the market works autonomous vehicle technology into its business models, it should become unnecessary to <i>own</i> one of your own. You should be able to order one, or reserve one in advance, jump in, and walk away without a backward glance when you reach your destination. No need to park it either at home, at work, or at the store. This will reduce the need for city parking, parking lots for stores, and garages for houses, making possible greater density and more effective, efficient use of land.<br />But the vehicles will still need to park somewhere when they're not in use, and that will still require more space than public transit vehicles. Vehicles leaving a large city at the end of morning rush to go park, or returning to the city at the beginning of evening rush, will create secondary rush hours in the opposite direction, and will require potentially significant amounts of energy to propel them as they run in and out empty.</li>
</ol>
There are also a lot of unanswered questions about autonomous vehicles.<br />
<ul style="text-align: left;">
<li>How much will it cost - and who will pay - for the public infrastructure to make their autonomous operation reliable? As far as I know, fully autonomous vehicles require a new, supportive infrastructure of radio and possibly visible communication devices. The cost of installing this on hundreds of thousands of miles of public roadways could add up.</li>
<li>How will insurance work? Will it be covered, as some have suggested, by the manufacturers?</li>
<li>How much will individual autonomous vehicles cost to own? Even if the technology is inexpensive when mass-produced, will the vehicle owners need to pay up-front or periodically for their share of the autonomous vehicle infrastructure?</li>
<li>How many American automobile owners will be willing to give up owning a <i>personal</i> vehicle and use autonomous cars as rental or taxi vehicles? This will depend on the business model the evolves for shared autonomous vehicle use. It will also depend on willingness to give up the car as a symbol of personal identity, and a place to leave the extra junk that people don't have anyplace else for. (Admit it - we all use our cars that way!)</li>
</ul>
Until we know the answers, we won't know whether driverless cars are a catalyst for true change, or just the "Next Big Thing".<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="http://fc07.deviantart.net/fs6/i/2005/072/a/b/irobot_car_by_suck0r.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://fc07.deviantart.net/fs6/i/2005/072/a/b/irobot_car_by_suck0r.jpg" height="300" width="400" /></a></div>
<br />
<br /></div>
Faramirhttp://www.blogger.com/profile/06353113014098033607noreply@blogger.com1tag:blogger.com,1999:blog-3165586102028795552.post-76703906767842073732015-08-14T14:48:00.000-07:002015-08-14T14:48:51.250-07:00Learning to Pay Our Way<div dir="ltr" style="text-align: left;" trbidi="on">
<br />
<style type="text/css">
.WuWblog { font-family: "Trebuchet MS", Verdana, sans-serif; color: #006600; }
.WuWblog h4 {color: #F60;}
.WuWrefs {
font-family:"Trebuchet MS", Arial, Helvetica, sans-serif;
color: #006600;
border: #f90 thin dotted;
font-size: small;
}
br {margin-bottom: 10px;}
</style><br />
<div class="WuWblog">
In July, I attended an international gathering of passenger rail experts from forty-two countries. I was impressed by how many countries that aren't in the top-tier of world economies are investing a lot of resources in enhanced and high speed passenger rail projects. Certainly, very few of the 42 rank anywhere close to the United States or Canada in economic power, yet they have found the will and the money to build what we in North America have deemed "too expensive".<br />
North American skeptics often claim that our countries are too large and our population too spread out to make passenger trains an effective means of transportation. Like many myths, there is a grain of truth in this. What is ignored is that there are many <i>regions</i> in North America with size and density very similar to regions in other parts of the world where passenger rail service works very well.<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="http://www.allaboardflorida.com/images/aaf/default-album/all-aboard-florida-stay-connected-banner.gif?sfvrsn=0" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://www.allaboardflorida.com/images/aaf/default-album/all-aboard-florida-stay-connected-banner.gif?sfvrsn=0" height="50" width="320" /></a></div>
However, the trends in this hemisphere are not looking as bad as they were a few years ago.<br />
While the United States and Canada still have many political leaders who are skeptical of the economic benefits of passenger rail service, I am encouraged by signs of progress.<i> The key seems to be demonstrating models of private investment that are profitable.</i> The two leading examples are Florida East Coast's Miami to Orlando 110 MPH project, funded through long-term real estate holdings and, as of last week, permission to sell tax-free bonds; and the privately funded Texas Central Railway, working with Central Japan Railway to build 205 MPH service Dallas to Houston. (There are links to more info at the end of this post.)<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://www.texascentral.com/wp-content/uploads/2015/07/texascentral_webbanner_project.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="http://www.texascentral.com/wp-content/uploads/2015/07/texascentral_webbanner_project.jpg" height="160" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Texas Central plans to use Japanese Series 700i Shinkensen rolling stock.</td></tr>
</tbody></table>
<br />
Of course, it will take time to demonstrate the success of these projects. And during that time, I believe it is critical that we learn what we can from the economic and engineering experience of Europe and Asia. We must not let our pride in past accomplishments lead us to stumble along making the mistakes others have made and learned from.
<br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEizqsCLK33nMyOQHCgYtFXpiuXFyv5fiqjbgXFXiKC-iDSgFnP0WOO1Vmabl_TKBFabpzfDDg0NZWyacrCWB77C9rfjCGdDtTvXH962zampweu7Dkgwfz2GxWkWj8cO9W5h9NA7f54PzR3N/s1600/HSR+2015+plenary.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="180" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEizqsCLK33nMyOQHCgYtFXpiuXFyv5fiqjbgXFXiKC-iDSgFnP0WOO1Vmabl_TKBFabpzfDDg0NZWyacrCWB77C9rfjCGdDtTvXH962zampweu7Dkgwfz2GxWkWj8cO9W5h9NA7f54PzR3N/s320/HSR+2015+plenary.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Plenary Session at UIC High Speed Rail 2015 Conference, Tokyo</td></tr>
</tbody></table>
With that goal in mind, I have taken the initiative and reached out to researchers in Japan, to set up a communication channel by which North Americans can explore options that have failed, as well as those that have worked. So far, I have received a positive response from Dr. Fumio Kurosaki, Senior Researcher at the Institute of Transportation Economics, Tokyo.<br />
<br />
Why start with Japan? For a couple of reasons. First, because that's where the international gathering of rail experts took place, giving me a chance to meet quite a few Japanese rail researchers, in engineering as well as in economics. But also because I was impressed by the amount of energy the Japanese rail community has been putting in to research, and because I experienced the evidence of their success while touring the country by rail.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjEmEypQxtk0oGtVlpmWRYaikiHDxNERZ5NtLnrwKj9gZ9PUdvC0ht8-3oASJXU3eBCcjHWR9VvYtAkZ6_f5Rp-XHFWdfIVKIqrwuQ4X21aQ854qZYB3HEoo1SsfhsHgQPT0GhvvZug9dRb/s1600/Kaminopporo_08_Chitose_Airport_Express_02.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="105" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjEmEypQxtk0oGtVlpmWRYaikiHDxNERZ5NtLnrwKj9gZ9PUdvC0ht8-3oASJXU3eBCcjHWR9VvYtAkZ6_f5Rp-XHFWdfIVKIqrwuQ4X21aQ854qZYB3HEoo1SsfhsHgQPT0GhvvZug9dRb/s400/Kaminopporo_08_Chitose_Airport_Express_02.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Sapporo Airport Express</td></tr>
</tbody></table>
Right now in the United States, more serious attention is being given to expanding our transportation options through rail. States like Virginia, North Carolina, Illinois, and Minnesota have allocated considerable resources to passenger rail expansion.<br />
<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://www.ncbytrain.org/_resources/graphics/Piedmont-Train-Pic.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="http://www.ncbytrain.org/_resources/graphics/Piedmont-Train-Pic.jpg" height="189" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">North Carolina state-supported regional passenger service</td></tr>
</tbody></table>
Here in Michigan, "the Auto State", there are four projects under serious consideration: regional service Detroit to Holland, and Traverse City to Ann Arbor; commuter service Detroit to Ann Arbor, and Howell to Ann Arbor.<br />
The economic model of these projects, however, has been based on the hope of government funding. This puts a huge hurdle in their path to success, given today's legislative mood. While commuter service will probably always be government funded (given the heavy - and popular - government subsidies to highway travel), regional services have the potential to be profitable, <i><b>if they are done right</b></i>.
<br />
I believe the key is to <i>explore</i> with business leaders and investors in North America how to "do it right". European and Asian rail service is far ahead of ours in economic independence, particularly in Japan, where almost all intercity rail service is privately funded. But here in North America, we cannot adopt the models of Europe and Asia without modification, because we have a different railroad ownership structure and different governing laws.
<br />
My goal in launching this project is to facilitate the exploration process. How can we, in North America, take best practices of Europe and Asia and adapt them to our situation? How can we move toward an American railway ownership and legal structure that rewards private enterprise in passenger service? This is not a short-term effort to find a "quick fix" because there aren't any. Rather, it is a long-term effort with the goal of opening dialog between North America and the best minds in railroading around the world, as demonstrated by the evidence of financial and engineering success.<br />
I'll give you more details shortly - and I promise this time it won't be two years!</div>
<div class="WuWrefs">
To learn more:<br />
<ul>
<li><a href="http://www.allaboardflorida.com/">All Aboard Florida</a></li>
<li><a href="http://www.miprc.org/Home/tabid/67/Default.aspx">Midwest Regional Passenger Rail Initiative</a></li>
<li><a href="http://www.itej.or.jp/top_en/">Institute of Transportation Economics</a></li>
<li><a href="http://www.s4prc.org/">States for Passenger Rail Coalition</a></li>
<li>Michigan Projects</li>
<ul>
<li><a href="http://www.upnorthlive.com/news/story.aspx?id=1165106#.Vc5Bw631LR4">Ann Arbor to Traverse City</a></li>
<li><a href="http://www.theride.org/AboutUs/Initiatives/NorthSouthCommuterRail">Ann Arbor to Howell</a></li>
<li><a href="http://a2drail.org/">Detroit to Ann Arbor</a></li>
<li><a href="http://mibyrail.org/coast-to-coast-line/">Detroit to Lansing, Grand Rapids, and Holland</a></li>
</ul>
<li><a href="https://www.blogger.com/blogger.g?blogID=3165586102028795552"></a></li>
<li><a href="https://www.blogger.com/blogger.g?blogID=3165586102028795552"></a></li>
<li><a href="http://www.texascentral.com/">Texas Central Railway</a></li>
</ul>
</div>
</div>
Faramirhttp://www.blogger.com/profile/06353113014098033607noreply@blogger.com0tag:blogger.com,1999:blog-3165586102028795552.post-55008717963650596152013-12-28T21:26:00.000-08:002013-12-28T21:26:27.360-08:00Pavement-Guided Buses<div dir="ltr" style="text-align: left;" trbidi="on">
<style type="text/css">
.WuWblog { font-family: "Trebuchet MS", Verdana, sans-serif; color: #006600; }
.WuWblog h4 {color: #F60;}
.WuWrefs {
font-family:"Trebuchet MS", Arial, Helvetica, sans-serif;
color: #006600;
border: #f90 thin dotted;
font-size: small;
}</style>
<div class="WuWblog"><h5 align="center">Recent Developments in Public Transportation<br />Topic 1, Part 3</h5>
<h3 style="textalign: center;">Bus Rapid Transit through Light Rail:<br />Pavement-Guided Buses</h3>
More complex systems for guiding buses (compared to curb-guided systems) make use of markers buried in the pavement or placed on the pavement's surface. These run on have rubber tires, and can be steered either manually or by computer-based hardware/software combinations.<br />
Two systems are out there:<br />
<ul>
<li><b>"Phileas"</b>: uses magnetic beacons embedded in pavement. It was developed by the consortium Samenwerkingsverband Regio Eindhoven (SRE), Netherlands, along with some other companies for the Cooperation Foundation Eindhoven Region - most prominently Advanced Public Transit Systems (APTS), VDL Bus and Coach, and Bombardier. A Dutch company, Frog Navigation Systems, developed the technology known as FROG that uses small magnets embedded in the road surface</li>
<li><b>"Optiguide"</b>: uses painted marks on roadway. <b>Siemens</b> (multinational), developed and owns the guidance system. To date, buses guided by Optiguide have been built by<b> Iveco</b> <b>Irisbus</b> (Italian), but probably any company willing to work with Siemens could design buses to use the system.</li>
</ul>
Both Optiguide and Phileas have a steering wheel for the operator.
Guided operation is currently used only when very precise steering is needed. The vehicles can be guided to within an inch or two (5 cm) of the edge of a station platform, making boarding easy for people who depend on wheels of one kind or another to get around.<br />
<h4>
Phileas</h4>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://www.vdlbuscoach.com/vdlBusCoach/media/vdlbuscoach/Openbaar%20vervoer/Phileas/Phileas_3.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="225" src="http://www.vdlbuscoach.com/vdlBusCoach/media/vdlbuscoach/Openbaar%20vervoer/Phileas/Phileas_3.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Phileas vehicle (largest configuration)<br />
(Photo: VDL Bus and Coach)</td></tr>
</tbody></table>
<br />
I haven't had a chance to visit a Phileas system, which so far has only been deployed in Eindhoven, Netherlands. A few other cities are in various stages of developing Phileas systems, but the overwhelming evidence seems to be that Phileas is "not ready for prime time".<br />
<br />
For starters, there are been serious problems with the motive power. Several energy sources are available, including diesel, compressed natural gas, and straight electric from twin trolley wires. The power systems using fossil fuels are all hybrid (both series and parallel have been tried) but have experienced difficulties with the hybrid transmission systems.<br />
<br />
But most serious of all, there have been major problems with the FROG ("Free Range on Grid") magnetic guidance system. FROG automatic guided vehicles have been demonstrated to be effective in controlled environments, hauling cargo in warehouses and manufacturing facilities, and providing shuttle service at airports. But when let loose on the streets of Eindhoven, they proved both reckless and easy to confuse. In automatic mode, they attempted to accelerate the buses to the maximum allowed speed, without regard to pedestrians. They would barrel along and, for various reasons, would stray from their appointed path. They were programmed to apply full braking power immediately upon straying more than 25 cm (about 10 inches) from their path. When this happened - and apparently it did fairly frequently - they would make an "emergency" stop, sending passengers flying. Traffic signals turned out to be another problem: perhaps because of the detector loops embedded in the pavement, the FROG system would become disoriented, signal a fault, and prevent the bus from moving forward.<br />
<br />
These problems have proven difficult to overcome. As of last report (September, 2008), Eindhoven transit has discontinued use of the FROG system except for docking, and passengers have been calling it "Phileasco" (Phileas+fiasco). Other cities attracted to the potential of the Phileas system have been unable to procure buses, due to the constant need for the manufacturer to recall their vehicles for modification. As a result, Phileas cannot be considered a realistic option at this time.<br />
<h4>
Optiguide</h4>
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiteuykq5LAN1L-ufway8GZrljqaUoo-egeziZElrjC0fxu4zueVL06BzmzMSEeJGszuCqk35WOPFV3fC-X4NvQxiUnr3O-PXm03J6VOw9rr9Egk04j_oLqRqqb5FF32DbDVDyVZjElFLuP/s1600/Olivier+Ratieuville.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiteuykq5LAN1L-ufway8GZrljqaUoo-egeziZElrjC0fxu4zueVL06BzmzMSEeJGszuCqk35WOPFV3fC-X4NvQxiUnr3O-PXm03J6VOw9rr9Egk04j_oLqRqqb5FF32DbDVDyVZjElFLuP/s320/Olivier+Ratieuville.jpg" width="184" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Olivier Rateuivillie<br />
(Photo: L. Krieg)</td><td class="tr-caption" style="text-align: center;"><br /></td></tr>
</tbody></table>
I was fortunately able to visit Rouen, France, the first city to deploy the Optiguide system, in 2001. (Castellón, Spain is the only other one so far.) Olivier Rateuiville, public affairs officer for the transit authority of Rouen, was kind enough to show me around when I was visiting in October.<br />
<br />
<br />
The Optiguide system uses a simple pattern of white lines painted on the pavement. In the bus, a sophisticated hardware/software combination detects the guidelines through a video camera and signals the driver when it is about to take over the steering. Unlike FROG, Optiguide does not attempt to control starting, stopping, or speed - these all remain the driver's responsibility. And when necessary, the driver can override the automatic steering.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjiFuYs1mifF4SaAEYH0j3oYQp57a-GequYIvaeXGBqYwYbSghfyhxAUwvI2lYfSDCXg4scuLwV4ODw8mMH2Vyz3tWGyWBftoUzjd_SzQmIU8yoFO0_60UdmVw1E9Rc1UyPu2pCaGUyEE05/s1600/Rouen+BRT+01.png" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="225" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjiFuYs1mifF4SaAEYH0j3oYQp57a-GequYIvaeXGBqYwYbSghfyhxAUwvI2lYfSDCXg4scuLwV4ODw8mMH2Vyz3tWGyWBftoUzjd_SzQmIU8yoFO0_60UdmVw1E9Rc1UyPu2pCaGUyEE05/s400/Rouen+BRT+01.png" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Rouen BRT with Optiguide<br />Bus-only lanes (red pavement with guide marks)<br />Bulge on bus-top houses guidance video equipment<br />(Photo: L. Krieg)</td></tr>
</tbody></table>
<br />
<br />
In Rouen, the buses use automatic guidance only when they are approaching a station on the main BRT route. Rouen built a BRT corridor through the most congested parts of the city, and this corridor is shared by three routes which fan out into different suburbs. Once past the central corridor, the buses run in lanes shared with general traffic, and are operated like standard articulated buses.<br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEihCwBmIVrl0J0vjuXrlaDIj2-CuVULkl1vu-AaE0jGeDyT89Bx78BpqeFYaLO6gVppoD49xBMuThchcTsaWxD3J6cItUo8f0GL0_Afg-FX3gLlyNOoeKiCqjhEImFcqKNPHQuMC7oj3Pjq/s1600/Rouen+BRT+system+map.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="291" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEihCwBmIVrl0J0vjuXrlaDIj2-CuVULkl1vu-AaE0jGeDyT89Bx78BpqeFYaLO6gVppoD49xBMuThchcTsaWxD3J6cItUo8f0GL0_Afg-FX3gLlyNOoeKiCqjhEImFcqKNPHQuMC7oj3Pjq/s400/Rouen+BRT+system+map.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Map of Rouen BRT Routes<br />
(Map: CREA; English overlays: L. Krieg)</td></tr>
</tbody></table>
<br />
<br />
Here's some video I shot while I was there:<br />
<div class="separator" style="clear: both; text-align: center;">
<iframe allowfullscreen='allowfullscreen' webkitallowfullscreen='webkitallowfullscreen' mozallowfullscreen='mozallowfullscreen' width='320' height='266' src='https://www.blogger.com/video.g?token=AD6v5dxIZKtjbPUz1V90erADnrMOGjmheqb3ebge6QTybaE_flyPdg7M-xXs65G3iTz0dSvUudJ8pq3ZfpLk7nkC4g' class='b-hbp-video b-uploaded' frameborder='0'></iframe></div>
<br />
Olivier gave me a presentation - apparently many other cities have sent delegations to observe their Optiguide. This presentation gives an overview of the history and finances, as well as the BRT infrastructure and operation. I was interested to note that operating funds amounting to €372,000 was spent in 2010 for "Guidage véhicule" (vehicle guidance), but did not ask for an explanation. I would have expected the vehicle guidance system to be a capital expense, rather than an operating expense amounting to about 23% of the infrastructure maintenance cost. The capital cost of the Optiguide system is rolled into the vehicle cost, and its actual cost is not readily available. <br />
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiQstzEdyWH-Nc9k_5WQirtQulpWBhwxjBaxCI383zjXh8YUWijxG5h7sh5mWZkHdm845heT4UMYcJLPrtd7vGusaOxq94CpWnIcfl_YpmYSk454JnT64h9fULRKZccw2QhrGVbz3b3fs0n/s1600/Clermont_transit_01.JPG" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiQstzEdyWH-Nc9k_5WQirtQulpWBhwxjBaxCI383zjXh8YUWijxG5h7sh5mWZkHdm845heT4UMYcJLPrtd7vGusaOxq94CpWnIcfl_YpmYSk454JnT64h9fULRKZccw2QhrGVbz3b3fs0n/s400/Clermont_transit_01.JPG" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Optiguide in Clermont-Ferrand<br />
(Photo: L. Krieg)</td></tr>
</tbody></table>
<br />
<h4>
Pros and Cons</h4>
Due to the problems with Phileas, I'll list here only the Pros and Cons I see for the Optiguide system:<br />
<table border="1" style="width: 100%px;">
<tbody>
<tr>
<th scope="col" width="50%">Pro</th>
<th scope="col">Con</th>
</tr>
<tr>
<td width="50%">Flexible: to guide or not to guide, according to needs</td>
<td>Pavement must be kept clear</td>
</tr>
<tr>
<td width="50%">Based on available bus models (potentially multiple vendors)</td>
<td>Only one guidance system vendor (Siemens)</td>
</tr>
<tr>
<td width="50%">Uses well-defined BRT systems</td>
<td>Very few installations </td>
</tr>
<tr>
<td width="50%"></td>
<td>More expensive than curb-guidance systems </td>
</tr>
</tbody></table>
<br /></div>
<div class="WuWrefs">
To learn more:<br />
<ul style="text-align: left;">
<li>FROG Guidance Systems and Phileas Buses
<ul>
<li>FROG AGV Systems <a href="http://www.frog.nl/Oplossingen/AGV_Kennis_Instituut">home page</a></li>
<li>Lane Assist Systems for Bus Rapid Transit, <a href="http://www.path.berkeley.edu/PATH/Publications/PDF/PRR/2007/PRR-2007-21.pdf">Volume I:</a> Technology Assessment. (PDF) Steven E. Shladover, et al., California PATH Research Report UCB-ITS-PRR-2007-21 (2007)</li>
<li>Quirepace Lamson, "<a href="http://www.quirepace.co.uk/page23.html">FROG - Automated Guided Vehicles</a>"</li>
<li>City Transport "New Era Hi-tech Buses" <a href="http://citytransport.info/Buses03.htm#Phileas">Phileas section</a> </li>
</ul>
</li>
<li>Optiguide System
<ul>
<li><a href="http://www.wakeupwashtenaw.org/Rouen%20BRT/Rouen%20Siemens%20BRT.ppt">Rouen BRT presentation</a> using North American terminology and English measure, enhanced with video</li>
<li><a href="http://www.wakeupwashtenaw.org/Rouen%20BRT/Rouen%20BRT/Rouen%20Siemens%20BRT%20original.ppt">Rouen BRT presentation in original English version</a> (British terminology, metric measures)</li>
<li>City Transport "New Era Hi-tech Buses" <a href="http://citytransport.info/Buses03.htm#Civis">optical guidance section</a></li>
</ul>
</li>
<li>Previous posts in this series, "Bus Rapid Transit through Light Rail":
<ol>
<li><a href="http://washtenawtod.blogspot.com/2013/12/bus-rapid-transit-through-light-rail.html">Overview</a></li>
<li><a href="http://washtenawtod.blogspot.com/2013/12/bus-rapid-transit-through-light-rail_14.html">Curb and Contact Guided Buses</a></li>
</ol>
</li>
</ul>
</div>
</div>
Faramirhttp://www.blogger.com/profile/06353113014098033607noreply@blogger.com1