MyWHaT

Tackling transportation needs Guest post by Julie Clark. Originally published in the Record Eagle on March 23, 2012. Julie is executive director of Traverse Area Recreation & Transportation trails, a contributing underwriter of MyWHaT.

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Residents and visitors to northwest Lower Michigan need more choices in how they connect to places, goods and people. They consistently express this through public input and increasingly through personal action; nowhere more clearly than in the Grand Vision, where 90 percent of respondents identified a more walkable, connected community as a priority.

One way to support this vision is to embrace a “complete streets” approach to transportation planning, design and construction. Complete streets planning focuses on the multi-modal design of the road itself. In other words, roads are designed to be safe, comfortable and inviting for individuals of all ages and abilities.

New sidewalk on TC's Kelly St.

There is no single prescription as to how to do this — in fact, complete street facilities should not all look the same.

A rural approach to a complete street may be as simple as a wide shoulder or a bus transfer station, where an urban approach may include sidewalks, bicycle lanes, lighting and transit stops. Over the past five years, complete streets have gained popularity at local, state and federal levels. Michigan is a leader in this effort, with more complete streets policies than any other state.

Regionally, the city of Traverse City, the Acme Township Planning Commission and the village of Frankfort have all passed local complete street resolutions. These polices recognize that more attention needs to be focused on how all modes of transportation are accommodated on our roadways.

Why is complete streets important? In a time when budgets are tight and resources scarce, a complete streets approach leads to the most efficient and effective use of our infrastructure investments.

• It’s better for our economy — studies show that walkable and bikeable communities are places people want to live and they are willing to pay for those services.
• It’s better for our community — providing transportation options helps get people where they want and need to go; helping everyone move safely around the community and access employment, recreation and retail destinations.
• It’s better for our health — both people and the environment. Reducing single-vehicle trips, consolidating infrastructure, and incorporating storm water design elements are important ways to improve air and water quality. Providing safe and comfortable choices for walking and bicycling is a great way to help people improve their physical and mental health.

Room for improvement

A strong multi-modal transportation network is important to the economic and social sustainability of our region.

With grant funding from Rotary Charities, this spring TART Trails, in collaboration with the Land Information Access Association, will kick off an outreach and education effort designed to help residents and local agencies understand what complete streets means and how it can be applied when planning and implementing transportation projects.

Building on last year’s efforts, the Complete Streets subcommittee of the Grand Vision Transportation Network will host a series of educational events about complete streets approaches to road planning, design and construction.

Learn more or get linked in to the Complete Streets subcommittee.

You may also send a message expressing your interest here.

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$5 a month makes me smile.

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Click for larger view

Surveying the crowd

Trip chaining (DLSM) and less driving seem to be the primary changes in our driving behavior as gas prices have increased, according to a recent AAA survey sourced in an article titled “How high do gas prices have to get to trigger behavior change?“(Grist).  In an additional poll, from Gallup, the article reports a per gallon price would have to hit $5.30 before Americans would  ”cut back on spending in other areas or make significant changes in the way they live their lives.”

Click for larger view

In another Grist article from yesterday, David Roberts drew heavily from Senator Jeff Bingaman, a Democrat from New Mexico, about the myths surrounding the cost at the pump (Grist). Mainly, oil is a global commodity with costs linked to events beyond any one country’s control. Increasing domestic production in the U.S., which has occurred (Graphic), isn’t going to ease the cost at the pump unless the government nationalizes socializes the industry and starts delivering barrels of oil to every household (or, something equal to $190-billion/year subsidy-(Atlantic)).

Hard to believe this is even a consideration considering we already subsidize an oil addiction and pay the least per gallon among the world’s rich nations–see graphic. 

Finding solutions

What’s slowly becoming clear, is that the one sure way to reduce the national, and any one individual’s, vulnerability to rising gas prices is to be less dependent on the need–thus changing behavior and priorities. As Sen. Bingaman summarized to his colleagues in Washington:

But what can Congress do to help ease the burden of high prices for U.S. consumers, when oil prices are determined mostly outside our borders? I think a realistic, responsible answer has to be focused on becoming less vulnerable to oil price changes over the medium and long-term. And we become less vulnerable by using less oil.

For most of us, the only real solutions within our immediate control are personal choices like all of the above changes in the AAA survey, in addition to walking further, biking more, and taking transit as much as possible. A couple of weeks ago, a guest contributor explained how she lives 30-miles from the City, but when she comes-in for work, meetings, and errands, she parks her car once and walks most of the rest of the day (MW). Or, as she discovered, she can find ways to ride the bus. That’s an example of an easy behavioral change that saves fuel, money, and opens someone up to new adventures.

Behavioral change is also the most prudent, conservative, and self-reliant adaptation. Way more effective than crying for government and industry to bail us out of our addiction to the refined black gold, which, to be honest, is getting a little old.

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Are you noticing the rise in pump prices? What are your behavioral changes? 

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The dangers of traffic zombies are real, please donate today.

* Post updated for clarity and typos at 10am. __

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Proposed Clinch Park Plaza looking onto natural play area (Hamilton-Anderson).

Tonight Traverse City Light and Power Board (TCLP) is considering making a $1-million contribution towards the City’s 2012 Bayfront project at Clinch Park. It is a big-chunk-of-change and the board showed due diligence by requesting more time to process this request by the City Commission after it was first put before them on Valentine’s Day.

Since that point, the board has worked with staff, both on TCLP and at the City, to clarify what exactly TCLP’s contribution would fund. The big items TCLP is being asked to fund are the plaza area, grade terracing near the beach, and complete rerouting of the multi-use trail. View the current mock-ups here (PDF).

Unfortunately, sour politics have muddled the process and made this collaborative effort more contentious than necessary (REagle).  It needs to be noted, the majority of board members expressed a willingness to work with the City and they recognize that TCLP’s contribution couldn’t come at a better time for the bayfront project. Their questions were more about “how” and “what”, than “if”.

The first phase of the bayfront needs to be as complete and compelling as possible, and unfortunately the $1.6 million budget now allocated isn’t enough to do that. It wouldn’t be enough no matter who was hired or worked on it; projects like the bayfront cost money and require professional services beyond the scope of City staff. Having TCLP join the project will provide much-needed momentum for this first phase and, hopefully, the interest and vision needed to move forward on future phases.

As I’ve shared with the TCLP board, despite processes not always being to our liking, we need to ask ourselves if we can improve upon what is brought before us. As someone who has put in countless hours in meetings concerning the bayfront and as a rate-payer, I support their effort and willingness to improving the bayfront project, however they see fit.

Tonight’s meeting is at 5:15 at the Governmental Center.

As always, I invite your comments and feedback on this issue below. 

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* The Record Eagle editorial from Feb. 19th (RE) did a nice job of laying out the current questions.

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The Pedestrian Ninjas need your help…thank you.

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A reflection on local politics

There is a lot of rhetoric thrown-around in meetings and committees that “politics needs to be removed from” this or that process or project. Recently,the City Commission mentioned it while discussing the 20-year infrastructure plan. I squirm every-time I hear it. Is politics that repulsive?

Why would you try to remove it? I question if it is even possible?

"What are you raising awareness of today?" via Indexed

Politics by definition is simply the process of diverse set of parties coming together to govern a system; it is inseparable from governance. You can’t remove politics, you can only try to tuck it into corners, block its open expression, and limit broad participation. Thus, excluding some perspectives and views from equal access to the process comes with consequences that express themselves in money, energy, levels of acceptance and knowledge by the general public. Note, at times, this is completely legit, as long as the process and reasoning is transparent and accepted.

More importantly, I’ve been in meetings where inquiries to clarify the decision-making process have shown a disheartening attitude amongst professional government employees. When I express frustration with the lack of clarity of roles, process, and decision-making, I’ve more often than not received a version of the indifferent reply, “that’s politics.” Complete with a shrug of shoulders and a unverbalized, “deal.”

Positive or negative politics is a choice

Again, I squirm. It is indeed politics, but that by nature isn’t a negative as oft implied. Bad politics, thus bad governance, is a negative and it is a choice. Politics is naturally neutral.  Am I wrong to assume that when the dismissive “that’s politics” comes out of someone’s mouth, that what we are really stating are our own inabilities? Failures? Our own handicaps arising out of ideology, protection of power, or flat-out deception? Or, are we simply telling someone to keep it to themselves?

I’m not applying this to any specific item or city project. I’m mostly reflecting on the past 3-4 years of my direct engagement with local government. I’ve been on transportation committees, steering committees, exploratory committees, I serve on the City’s parks and recreation commission, and I try, I really do, to approach each role with optimism and a respect for those at the table. It is hard to engage with an open mind when repeatedly met with a lack of communication, indifference, and an ideology of community that seems rooted in cynicism.

I’m exploring. Discovering. Developing. Still keeping the humor.**

What’s your theoretical experience/perspective on politics? 

* Graphic by Jessica Hagy at Indexed.

** More humor than fire, despite the headline.

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The Pedestrian Ninjas need your help…thank you.

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The Record Eagle headline: “Solutions for Division St. sought : Mayor wants city, state to get serious about the road” (RE) is welcome attention to a lagging issue, but offers nothing new in the City’s approach to the problem. It is a new round of resolutions to “find a solution” to an under-performing corridor of repletion that by its very design is dangerous, uninviting, inefficient…what some may call repulsive. Uncomfortable for the community is the fact that this street is part of several valuable neighborhoods.

We’ve seen these liminal moments come and go in the saga of Division St. and despite copious amounts of collaborative input and work done in the past 2-years, we still have City Commissioners who think that a pledge to find a solution is a first step. The community has already taken 10,000 steps, like the Division St. recommendations. What we lack is the clarity of whether or not we have been on path forward or simply on a treadmill with, thankfully, a broken odometer.

A 2011 Improvement

Act on the low hanging fruit

We continue to hold out hope for a solution without making improvements that are right in front of us, already on the table, and simply waiting to be implemented. The City can begin today to make plans to improve this corridor and do so with streetscaping proven to alter how we interact here. Street trees, inviting sidewalks on both sides of the street, pedestrian scale lighting, and general landscaping can have an impact that doesn’t break the bank. Some improvements happened this past summer, like the installation of countdown pedestrian lights. Go team!

We need small investments like these that improve the quality of the space, not aim to solve traffic. If we make people the priority, traffic improvements will follow. Further down the road street, bigger investing in public spaces that increase human focused activity along the corridor are needed. One reason why the City’s parks and recreation commission favored the old Veteran’s Park for the dog park was the impact it will have in improving the context of the corridor. A small step with some barking that will slightly slow us down when we drive-by.

Low hanging fruit

Looking south from Veteran’s Park, there are improvements on both sides of the street that can happen. On the eastside, from Bay St. to Randolph, a sidewalk and landscaping is dearly needed. South of Immaculate Conception, a bridge over Kids Creek is hardly noticeable–it could be a point of interest. Further down, past 8th St., there is adjacent parkland that is maintained but barely used. Let’s develop a plan that will create activity in this space, including full commitment by the City to help with the Buffalo Ridge trail near the 14th and Division Streets’ intersection.

As we approach the City limit, let’s seriously begin thinking about changing the entrance to the City with points of interest along the side and ultimately seriously considering a modern roundabout to replace the signalized intersection that has outgrown its use. The latter, obviously involves MDOT and will take real investment in energy, political-will, and investment money. Still, those challenges don’t make it impossible.

In 2010, MyWHaT conducted a walking observational tour of Division St. attended by a diverse set of eyes, including MDOT’s regional director, the majority of the observations remain in the same condition: Observational walk of Division St._

Let’s make it happen. I’m in full support of action that moves it forward. Tally ho!

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The dangers of traffic zombies are real, please donate today.

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The following forum was drafted by Mike DeVries and Fred Schaafsma. The two of them co-chaired the Division Street Steering Committee.  The resulting recommendations (GV) from that committee were delivered to the City Commission 8-months ago. They have shared the following with City Commissioners concerning tonight’s decision on the CVS Pharmacy (MyWHaT) at northeast corner of West Front and Division Streets.

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EDITOR’S TAKE

This CVS project hasn’t garnered much attention in-part because it has seemed inevitable from the start. The City Commission is theoretically able to reject or influence design of the CVS project, but with the current make-up it isn’t likely. The City has lacked the political will to take a leadership role in shaping what West Front looks like in a meaningful way. If they did, they’d have already  influenced the direction of this project through stronger zoning codes that reflect our master plan calling for a more dense, downtown development in this location. 

It is a tough position for the City because of  the 15 years that this property has been abandoned. A developer has presented and no one wants to be ungracious. It is easy to rationalize that perhaps this is best viewed as a step forward, however minuscule. It’s a tough bind. It is made worse by the lack of commitment by City Commissioners to the vision citizens have called for for decades–less suburban, auto-centric development projects in our city. 

Nothing to get too excited about as it is what has come to be expected.

CVS’s plans are in tonight’s packet (PDF)

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What’s your take? 

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Related posts:

• More Cars, More Drugs, More Cars, More Drugs… (MyWHaT) interesting comments.
• CVS Pharmacy at the planning commission (MyWHaT)

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$5 a month makes us smile.

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When pedestrians are present, and you don't see them, you're going too fast for conditions.—
MyWHaT/G. Howe (@glhjr) February 08, 2012

Mini-Rant

A few mornings ago, during the normal coffee & perusal of the news, two separate news items inspired the above tweet.  The specific news incidents aren’t as important as the pattern of passivity by law enforcement across the state of Michigan.

I don’t seek out these news reports (9&10). Actually, readers send the gory stories my way figuring I’m a sucker for them–true. The pattern emerging from these reports is that when a person walking is seriously maimed or killed by a driver who “didn’t see them“(REagle), was “blinded by the sun“, was where “the streetlights weren’t working” (Fox), or simply “couldn’t stop in time“(REagle) the norm seems to be not to issue a citation.

The slightest fender bender typically involves one-person or another getting a citation, but when a woman crossing the street with an 18-month old gets hit and her daughter dies, the police simply shrug their shoulders and let the person who hit them go (Freep). Some police reports even suggest blame on the person on foot for activities like listening to music (Tuscola).

Fox News Screen Grab

It is not just with people on foot where the callousness is on display. Just over a year ago, James Sawicki was stuck and killed while riding his bicycle (Fox) on the shoulder of a Sterling Heights road. A driver with a record reached for something on the floor as she approached him. She then veered off the road, slamming into him and he died…she walked clean without charges. The Sterling Heights police lieutenant’s response,”there was a brand new sidewalk just installed about 15 feet from where he was riding.” (T-MI)

What gives?

I get it. We don’t have strict liability (MyWHaT) in this state. As well, each case is unique and news reports often don’t tell the entire story. Typically, what we end up reading is only as good as the police reports, which themselves are often written with little understanding of the pedestrian’s perspective.

Still, it is difficult to believe that people are throwing themselves willy-nilly in front of speeding cars. More likely, people are driving too fast in places where they need to expect pedestrians and to expect the unexpected. Driving where people are present is like driving on ice, in a snowstorm or heavy fog–the conditions demand that we take extra caution. Michigan’s “What Every Driver Must Know” (MI.Gov-PDF) emphasizes extra care around pedestrians.

Officers, claiming they have no legal means to cite someone ignore the law on their side: driving too fast for conditions.

What’s your take?

Are you offended by news/police reports of people being maimed or killed with no citations being issued?

Thank you for slowing down when pedestrians are present.   

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Below is my letter to the  18-representatives (MDOT) serving on Michigan’s Complete Streets Advisory Council (MI-CS). They will be reporting to the State’s Transportation Commission on model policy language for the state policy to be adopted in August. At their meeting last week, they expressed interest in hearing from the public using the following email:

 MDOT-CompletestreetsAC@michigan.gov

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To the Representatives of the Complete Streets Advisory Council,

Thank you for your time and energy serving on this important committee. Your recommendations are a critical piece to fulfilling the goals of the Complete Street public acts passed in 2010 and your results are anticipated in communities across the state of Michigan, 63 of which have already passed policies of their own. I trust that your contribution is a step towards a less disjointed process regarding transportation policy and implementation, as well as a step towards a larger goal of better connected communities.

There was discussion at your January meeting of what exactly does Complete Streets mean. The following description was written by transportation specialist Dan Burden in a recent article for the American Association of Retired Persons. The following passage sums up the basic premise of a complete street:

A complete street is one that accommodates all people who use a roadway, not just those in cars. It offers a safe way for people to travel, regardless of their age, ability or mode of transportation—whether walking, biking, using transit or driving a car. Where we have complete streets, people have choices in transportation, including an option that is right outside each door, is affordable and is healthy.

It is significant that he is writing for AARP and that their organization has been one of the biggest supporters of complete streets initiatives. As he points out, 20% of seniors don’t drive and often remain at home due to lack of transportation options in part because the design of our streets and other public spaces make it difficult, if not perilous to choose another mode. Similar issues exist throughout the age demographic, where people of all ages and abilities feel that their only choice is to drive a car, even when other options would make sense. Your work is step towards a more diversified transportation system.

Not Just a Trend

In Traverse City, there has been a complete streets movement, if not by name than by desire, for at least 40-years. The concerns are primarily of context and safety. People are concerned about high speeds on streets running through neighborhoods, whether they be state trunklines or not, because they drastically impact property values, livability and freedom of movement. In Traverse City, as in other communities, these incomplete streets create barriers of movement and access. They are also threats to life and limb, with the occasional tragic reminder all too frequent.

A few days before Christmas and on a state trunkline in Traverse City, an 89-year-old man was struck by a driver unable to stop their vehicle in time. The intersection where this occurred has been a constant source of community consternation over the last few years. Yet, the context of the area it is located remains designed to reinforce high speeds of motor vehicles. It is a 40-mph zone running through a neighborhood and next to parkland; it is a rural 4-lane highway in the middle of a city. The man who died was simply attempting to walk across the street. Likely, he was going home as he lived less than a block away.  As a state, we need to value the personal liberty to walk in our neighborhoods without an over-bearing fear to be struck and killed.

Each of you represents a different stakeholder group. There is someone representing the environment, another representing those with disabilities, another the bicyclists, traffic engineers, law enforcement, planning, and so on. From the perspective of an engaged citizen, those distinctions are less relevant than that you are members of communities. At the community level we don’t engage strictly as stakeholders of this or that, we engage as neighbors who each have many different needs and perspectives that are often shared. We trust that by coming together a shared vision will help improve our communities.

A strong message and policy at the state level, that treats the public rights of way as places where people live and connect, is a critical step towards building a Michigan that provides for all of our needs.

Again, thank you for your dedication and commitment.

Sincerely,

Gary Howe

Traverse City, MI

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Contributions greatly appreciated.

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Thursday’s Slightly Cranky

It is a good time to take note of what is coming before the Traverse City City Commission as there are several projects brewing that deserve a quick MyWHaT touch crank to ring in the new year. I originally intended to keep each to Twitter sized commentary, but the task proved too difficult. I’ve made them as brief as possible. If you see something missing, you’re welcome to add it in the comments. And, as always, readers comments that are supportive or critical are fully encouraged. Note, I have 3 weeks left on my annual motto for 2011: “I could be wrong.” After that, who knows.

* The following could use informed & supportive input–Don’t hesitate to send a quick email.

* Bayfront Plan: Phase I at Clinch Park

The City Commission has two basic tasks to address this coming Monday night (12/12) and then ultimately to decide at their January 3rd regular meeting. 1) Do the commissioners believe that a revitalized Clinch Park must include a train ride? It was removed during the planning from 2010, which they passed unanimously at least twice. 2) Commissioners need to achieve informed-consent on the planned 2012 design and construction in the north-east corner. The current construction plan (Flickr) was approved by both the Parks and Recreation Commission and the Planning Commission. It does not include the train.

The support for the train ride has been grossly over-blown, parts of it fabricated by one individual posing as two dozen different people and not substantial convincing enough to over-turn previous decisions by several City boards, including the City Commission. Removing the train was, among many things, mainly due to safety concerns, long-term plans, and constrictions it placed on the park’s potential over 30 years. In addition, speaking as a life-time resident, the train stinks up the place and drives many people away from Clinch Park because of the nauseous fumes. If it stays, it will continue to do so.

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West Boardman Lake Avenue (a.k.a. The Blah)

This project has been a relentless ambition by city staff and is also on the agenda for this Monday night’s study session. They will review a recently conducted origin and destination study, that is now available online -PDF (TC). The purpose of the study was to better understand possible traffic volumes after the proposed bypass is built. In an email announcing the completion of the study, it is reported that the preliminary estimate by URS Corporation is that approximately one-third of the motorized traffic now on Cass and Union Streets would use The Blah. Somewhere in the neighborhood of around 6,000 vehicles per day (VPD). To be clear, the report is predicting a 30% decrease in traffic spread out over two streets.

If The Blah is built, 10 years from now it is quite rationale to believe that vpd levels on Cass and Union will simply return to their current levels of 12,000 & 8,000 vpd respectively. The sole purpose of this project was to reduce the vpd on those streets (a fundamental flaw from the start) and it doesn’t do so to any substantial impact. The accommodation for easy driving through the City simply rewards the very behavior that neighborhoods consistently complain about: motorized traffic.

The short of it: 30 years ago there was a plan that expanded the grid and added value to the City; it was more than a bypass. Over the years, circumstance and opportunity have changed and we are left with The Blah–an attempt at a mid-town urban bypass.

We also have a City Commission desperate to repair the infrastructure we already have and a public that wants that done right, which includes more safe and convenient options for all modes, thoughtful protection of the natural environment and public investment aimed at more than a road. It isn’t the time to be laying additional asphalt with significant consequences like creating another financial & social burden on future generations. The City needs a reset button for The Blah to really re-explore the opportunities this area holds.

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Boardman Lake Trail

Separately, realizing the completion of the trail network being completed around Boardman Lake (on the east side of the railroad tracks from The BLAh) is certainly close at hand. Yesterday, the City received $210,000 via a Michigan Natural Trust Fund Grant (RE) that already has a local match via TIF dollars from the property. Now it is time to move to final design and ultimate construction. It is an excellent time to involve dedicated citizens to be certain that we get a design that is the best it can be. There are some property issues as well as real topographic challenges that deserve the eyes of those who will be using the trail. This project is getting close to something special as it will connect the community to the lake and create a unique recreational & transportation opportunity.

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* Dog Park

At the regular meeting this December 19th (in two weeks), the Parks and Recreation Commission will be requesting for the City Commission to approve the establishment of a dog park in the lawn space at the NW corner of Cypress and Division Streets, at what is now named Veteran’s Park. P&R has worked with community partners for almost a year to develop a plan of implementation (Scribd).

There were numerous public meetings to ask for feedback, with the latest being a special meeting dedicated to this site. We are emphasizing that this is a park for all people, pet owners and non-owners alike. I encourage you to read the proposal and contact commissioners with your support.

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* CVS Pharmacy

This week, the Planning Commission found the proposal by CVS Pharmacy for conditional re-zoning at the Front and Division St. location ready for a public hearing. That meeting is set for January 4th, 2012. As the discussion on MyWHaT suggests, this is a difficult position for the City representatives. On the one side, there is a potential developer willing to invest in what has been a blighted piece of property for at least 15 years. It is another commercial property placed on the tax roles. On the other side, the site-plan being floated is better suited for suburbia than for what the Master Plan calls for in this location–pedestrian focused higher-density land use. The fundamental question the Planning Commission is asked to eventually consider is whether this project adequately moves the City closer to fulfilling the vision expressed in the master plan. Expect this one to take a few turns before it is resolved.

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The People Tunnel

Here’s another project that simply won’t go away despite questionable need and effectiveness. City Staff continue to double down on this project which was left over from a 20-30 year old dream. I am convinced a tunnel will get some use, but there is no reason that it will be a preferred route for the majority of people making their way to West Bay unless they are on Garland St.

A more cost-effective and value added solution to providing access across Grandview Parkway is to alter the design of major highway running through our City. Plans to do so came out of the 2010 Bayfront Plan and the tunnel is simply a distraction from the inevitable tackling of that beast head-on. Chasing federal money (.Gov) in attempt to make more palatable a project that has already more than doubled in projected costs is simply a distraction and delay of a more direct amelioration of the problem–motorized traffic going 35-50mph through an urban community next to a park–Meh, what to do…Expect this to be back on the agenda at the beginning of the year once TIGER Grant winners are announced. Perhaps next year we can apply for TIGER Grants to do something really helpful like redesigning the entire trunkline.

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Division Street

The community needs a hero on this one. And, it needs to be someone who has authority to keep it on the City Commission’s agenda until it is recognized as a priority. Too many citizens invested too many hours working with staff, transportation agencies and consultants to see the plans from 2010 and citizen recommendations from 2011 (GV) simply sit on the shelf because a few people in the community have a mental disconnect with a basic transportation tool: the modern roundabout.

As long as we are tying to move cars and people around efficiently, safely and without breaking the bank, roundabouts are a part of the future. The sooner leadership grasps this reality and forgets personal ideology the better our community will be. There are severe problems at the intersections from 14th to Grandview Parkway–we need continued energy from the decision makers to see some progress.

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Corridors Study

Not widely reported on, but the City was a recipient of $100,000 HUD Sustainable Communities Grant last year. A subcommittee of the Planning Commission is working with consultants to complete revitalization plans for 8th St. (btw Union and Fair Streets), E. Front St. (btw Railroad & Fair), W. Front St. (btw river and City limits), 14th St. and Garfield Ave. This isn’t a transportation study; it is an economic vitalization project that focuses on the impact the built environment has on business opportunities & residential quality of life issues. These corridors all struggle to maintain property values and thriving businesses. Place makes a difference and this is a project that needs support and needs to succeed if we are ever to achieve projects like this. There will be a public meeting on January 12th at 7pm at the Traverse City Area District Library.

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That’s all I have; there is certainly more, but I trust this is enough to keep you busy. If not, throw something else on the table in the comments section below.

What is going on in your world?

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Specifically, what are some projects outside of the City that MyWHaT readers might be interested in?

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~ Guest Contributor James Bruckbauer, transportation specialist at MLUI brings MyWHaT readers the first look at sweeping new recommendations for BATA. Bruckbauer also writes about transit for the MLUI blog, Our Voices, where a version of this post will appear. 

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The Bay Area Transit Authority unveiled on Wednesday a groundbreaking study aimed at improving our region’s largest bus system. Working with transit consultants Vlecides-Schroeder, recommendations are now in place that, if implemented, will help people get from their homes to jobs and stores. It will help visitors and tourists better connect to and enjoy the region. At the same time, BATA will continue to be a vital service for hundreds of families for daily needs. It could will transform transportation in the region.

It’s called the Transit Service and Coordination Study and it could be one of the most significant pieces to implementing the Grand Vision to date.

You can view it here or in the embed below.

The following recommendations are worth noting:

• Reorganize the Cherriot system: for example, straightening routes, getting rid of inefficiencies, and increasing speed.
• Provide a “campus connector”: create a  service that circulates the city (replacing the Express Route) connecting NMC’s main campus, the University Center, and Munson Hospital.
• Improve Village Connectors: BATA’s “fixed-schedule routes that connect to cities and towns outside TC every hour, possibly extending the hours, and running on Saturdays and Sundays.
• Add Village Connectors: develop two more Village Connectors that would connect Traverse City to Interlochen and the Grand Traverse Resort in Acme.
• Introduce Technology: upgrade the fare system to use card-swipe technology.
• Miscellaneous: other perhaps more obvious recommendations include improving bus stops and their connections to sidewalks and trails, redesigning the agency’s website, and improving overall marketing.

The plan is not perfect; a few lingering questions remain about Cherriot routes in town. For example, Why not run a bus on Division? Is there a strong need to run on Oak St.?

Still, most of the changes would be a dramatic improvement. With these changes, the system would become more attractive for those who want to get around the region without depending on a car, including many commuters.

But we need to be patient; this will take some time. In fact, the agency will still have to turn the recommendations into a solid 5-year plan before it can implement. However, I trust we can get this done.

This study supports the way we want to grow in this region. Our towns and villages will be better shaped and connected to each other, commuters will have more choices, our streets will have less congestion, and our neighborhoods will be healthier.

I’ll try to keep you informed in the coming months on the plan, some of the changes, and what they will mean to you.

Go ride a bus! 

• Village Connector Schedule

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