DRAFT FOR REVIEW Woodward Avenue Rapid Transit Alternatives Analysis Purpose and Need

Prepared for Southeast Council of Governments

Prepared by Parsons Brinckerhoff

In Association With

HNTB Michigan LSL Planning, Inc. Hamilton Anderson Associates Elnora Austell & Associates Archive DS DRAFT FOR REVIEW

Acknowledgements

Federal Transit Administration

Southeast Michigan Council of Governments

Woodward Avenue Rapid Transit Alternatives Analysis Steering Committee

Municipal Members City of City of Highland Park City of Pleasant Ridge City of Ferndale City of Huntington Woods City of Royal Oak City of Berkley City of Birmingham Bloomfield Township City of Bloomfield Hills City of Pontiac

Local/State Government Agency Members Michigan Department of Transportation (MDOT) Suburban Mobility Authority for Regional Transportation (SMART) Detroit Department of Transportation (DDOT) Detroit Transportation Corporation (DTC)

Non-Profit Partners Woodward Avenue Action Association (WA3) Michigan Suburbs Alliance (MSA) DRAFT FOR REVIEW

Table of Contents

List of Figures iv Executive Summary 1

1.0 Introduction 4

2.0 Corridor Overview 6

3.0 Project Purpose and Needs 9

4.0 Project Goals and Objectives 11

5.0 Corridor Demographics 13 A. Population 13 B. Zero Car Households 15 C. Employment 16 6.0 Corridor Land Use 20 A. Existing and Future 20 B. Recent, Planned, and Proposed Development 22

7.0 Corridor Transportation 24 A. Existing Roadways 24 B. Travel Patterns and Demand 30 C. Public Transit in 30 D. Travel Time Comparison Between Roadway and Transit Systems 45 E. Carpooling and Active/Non-Motorized Transportation 45 F. Potential Travel Markets 46 G. Ongoing Transit and Related Projects 53 H. Transit-Supportive Agency Transportation Goals 55 Appendices A Appendix A - Land Use Analysis A iv DRAFT FOR REVIEW

List of Figures & Tables

FIGURE 1-1 COMMUNITIES ALONG THE WOODWARD CORRIDOR...... 4 FIGURE 4-1 GOALS AND OBJECTIVES...... 11 FIGURE 5-1 2010 TOTAL POPULATION BY COMMUNITY...... 13 FIGURE 5-2 POPULATION CHANGE 2000-2010 BY COMMUNITY...... 14 FIGURE 5-3 POPULATION DENSITY...... 14 FIGURE 5-4 ZERO-CAR HOUSEHOLDS BY COMMUNITY...... 15 FIGURE 5-5 ZERO-CAR HOUSEHOLDS...... 15 FIGURE 5-6 MAJOR ATTRACTIONS...... 16 FIGURE 5-7 EMPLOYMENT AND EMPLOYMENT DENSITY...... 18 FIGURE 6-1 MASTER PLAN SUMMARY...... 21 FIGURE 6-2 DEVELOPMENT BY COMMUNITY ...... 22 FIGURE 6-3 DEVELOPMENT ACTIVITY IN THE CORRIDOR...... 22 FIGURE 6-4 DETAIL: DEVELOPMENT ACTIVITY IN DOWNTOWN AND ...... 22 FIGURE 7-1 STUDY AREA ROADS...... 25 TABLE 7-1 MAJOR INTERSECTIONS WITH WOODWARD SEGMENTS WITH LOS E OR F...... 27 FIGURE 7-2 2010 LEVEL OF SERVICE (LOS) IN AM & PM PEAK PERIODS ON I-75...... 28 FIGURE 7-3 2035 LEVEL OF SERVICE (LOS) IN AM & PM PEAK PERIODS ON I-75...... 29 FIGURE 7-4 EXISTING TRANSIT SYSTEM...... 31 FIGURE 7-5 DDOT ROUTE 53 STOP ACTIVITY...... 32 TABLE 7-2 TRANSIT PERFORMANCE SURVEY...... 34 FIGURE 7-6 SMART ROUTE 450 STOP ACTIVITY...... 35 FIGURE 7-7 SMART ROUTE 460 STOP ACTIVITY...... 36 FIGURE 7-8 SMART ROUTE 445 STOP ACTIVITY...... 37 FIGURE 7-9 SMART ROUTE 465 STOP ACTIVITY...... 38 FIGURE 7-10 SMART ROUTE 475 STOP ACTIVITY...... 39 TABLE 7-3 SMART INCOME TO SERVICE DISTRIBUTION, 2012...... 41 TABLE 7-4 WOODWARD CORRIDOR TRANSIT TIMELINE, 2011-2013...... 41 TABLE 7-5 STATION USAGE, 2012...... 42 TABLE 7-6 OFF-PEAK TRAVEL TIMES...... 45 FIGURE 7-11 MAJOR EMPLOYERS ...... 46 FIGURE 7-12 DISTRICTS USED IN TRAVEL PATTERNS ANALYSIS...... 47 FIGURE 7-13 TRIPS WITHIN OR COMING INTO THE CORRIDOR...... 48 TABLE 7-7 2010 DETAILED TRIPS ALONG THE CORRIDOR...... 49 TABLE 7-8 2010 TOTAL TRIPS AND TYPES OF TRIPS IN AND NEAR WOODWARD DISTRICTS...... 50 TABLE 7-9 2010 WORK TRIPS COMING INTO CORRIDOR...... 51 TABLE 7-10 2010 SHOPPING AND OTHER TRIPS COMING INTO CORRIDOR...... 52 TABLE 7-11 2010 TRIPS FROM DETROIT / WAYNE COUNTY TO OAKLAND COUNTY...... 52 1

Executive Summary The Woodward AA is a unique opportunity to meet the need for rapid transit on a champion corridor.

INTRODUCTION

This chapter summarizes key elements related to the development of the Woodward Avenue Rapid Transit Alternatives Analysis (AA) Purpose and Need. These elements include a historical background of the study area, and demographic and transportation existing conditions along the Woodward corridor.

The Woodward AA is a culmination of the unfinished work begun on the Woodward Light Rail Transit project and the background system planning completed through SEMCOG’s Regional Transit Coordinating Council (RTCC) Comprehensive Regional Transit Plan to bring rapid transit to Woodward Avenue and the broader Southeast Michigan region. The 2008 RTCC plan identified Woodward Avenue as a priority corridor for rapid transit implementation. The Woodward AA study area expands beyond the former 9.3 mile Woodward LRT project boundary in Wayne County and encompasses the entire 27 mile Woodward corridor. It traverses both Wayne and Oakland Counties and eleven distinct communities traveling northwest from to Pontiac.

WOODWARD COMMUNITIES NEED MORE MOBILITY OPTIONS INCLUDING RAPID TRANSIT

Woodward is currently the most successful transit corridor in the state of Michigan. The largest transit carrier in the state, the Detroit Department of Transportation (DDOT), and the second largest transit provider, the Suburban Mobility Authority for Regional Transit (SMART), provide service on Woodward. Despite the success of Woodward as a strong transit corridor and the Cities of Detroit and Highland Park having the highest transit dependent populations among communities along the corridor, the personal automobile is still the predominant mode of transport.

Transit Connectivity

Neither DDOT nor SMART provides regular end to end transit service between Pontiac and Downtown Detroit. DDOT does not provide transit service within Oakland County. SMART buses travel from south Oakland County communities to the State Fairgrounds Transit Center south of 8 Mile Road in Detroit. However, SMART offers only limited stop service south of 8 Mile Road in Detroit during weekday peak period hours. In Detroit, SMART buses only pick up passengers on northbound trips and drop off passengers on southbound trips. Executive Summary | 2

Travel Time Reliability

For drivers traveling the entire 27 mile corridor between Pontiac and Detroit, the I-75 corridor rather than Woodward is the preferred route. The I-75 freeway’s increased speed and the absence of signalized intersections make it an attractive route for travelers seeking to reach destinations in a “rapid” manner. However, varying weather and traffic conditions on I-75, especially at the pm peak hours, substantially decrease this option’s travel time reliability.

Mobility Option

Congestion is not the primary driver; the goal is to provide improved mobility choices for the transit dependent population and serve as an engine for economic development. • Alternative to automobile travel • Access to jobs • Connection to Major destination Centers

CHALLENGES AND OPPORTUNITIES

Enabling legislation for the establishment of a Regional Transit Authority for Southeast Michigan was passed December 2012 following decades of unsuccessful efforts. The RTA holds promise in better coordinating transit service between carriers throughout Wayne, Oakland, Macomb, and Washtenaw counties and is building the foundation for a governing structure that can support the management of higher level rapid transit service throughout Southeast Michigan. Woodward Avenue is one of four corridors identified in RTA legislation for future rapid transit service.

While the automotive industry still shapes the Motor City, 15 percent of households in Detroit do not have access to a vehicle. As Metropolitan Detroit continues to evolve from its historic roots as an industrial employment center and positions itself for future growth, the need for a rapid transit system becomes more important than ever.

The Woodward AA is a unique opportunity to meet the need for rapid transit on a champion corridor. 3 DRAFT FOR REVIEW

DETROIT ENTERTAINMENT DISTRICT Michigan’s “Main Street” is also home to Detroit’s thriving entertainment district, which includes a world renowned theatre district, two professional sports venues ( and , and numerous award-winning restaurants, pubs, and other entertainment venues.

Photo Credit: www.detroit2020.com 4

1.0 Introduction

The Woodward Avenue Rapid Transit Alternatives Analysis (AA) study is one of the major steps in the development of a regional transit system that will improve the quality of transit service and provide mobility choices in Southeast Michigan. The purpose of an AA is to assist a local project sponsor with objectively evaluating potential transit options and selecting the most feasible alternative (Locally Preferred Alternative) based on its ability to address transportation needs in a corridor. The process involves evaluating transit modes and general alignment options before making a final selection. The purpose of the project resulting from the Woodward Avenue Rapid Transit AA is to:

• Improve mobility options. • Improve job access. • Connect people with major destinations along the corridor. • Encourage economic development opportunities along the corridor.

The Purpose and Need explains the transportation history that influenced the decision to study transportation improvements in the Woodward Corridor. This document discusses current issues and how this study plans to addresses them. In particular, this document describes demographic information about the study area, major economic centers along the corridor, the performance of the current transportation system and the travel markets that can be identified from this information that have potential for serving transit travel. It discusses the major job centers along Woodward that could use reliable and frequent transit service, the need to expand mobility options, and the opportunity to revitalize communities.

FIGURE 1-1. COMMUNITIES ALONG THE WOODWARD CORRIDOR 5 DRAFT FOR REVIEW

THE “The Detroit Zoo is the largest paid family attraction in Michigan with more than one million visitors annually.” (Source: www.detroitzoo.org)

Photo Credit: http://www.waymarking.com/ 6 DRAFT FOR REVIEW

2.0 Corridor

Overview Woodward is one of the oldest transportation corridors in Southeast Michigan and a National Scenic Byway.

Woodward Avenue is one of the oldest transportation ROYAL OAK corridors and the main artery of the Southeast Michigan roadway system. As a cultural and historical asset in Residential growth extended further north with Royal the region, it connects two of the state’s oldest cities: Oak developing a prosperous Downtown and providing Detroit and Pontiac. Woodward is one of the five main housing for post World War II veterans returning home. “spokes” that radiates from Detroit. Dating back to 1701, Another bedroom community for Detroit workers, it is considered “Detroit’s Main Street;” it connected to a streetcar line ran down Main Street to connect to the city of Pontiac officially in 1805. In 1909, Woodward Woodward Avenue. became the first concrete paved highway in the world. Woodward followed the route of the Saginaw Trail, a BERKLEY Native American trail that linked Detroit with Pontiac, Flint, Saginaw and eventually the Straits of Mackinac Again, the post World War II boom created another through the Mackinac Trail. The first automobile was bedroom community for Detroit workers. Downtown driven on Woodward Avenue on March 3, 1896, and Berkley is located along 12 Mile Road; however, became a state trunkline in 1913. Woodward Avenue commercial growth along Coolidge Highway has grown not only connected two large cities within southeast south of 12 Mile Road. Michigan, but through time many other cities were established and grew along the corridor, including: BIRMINGHAM

HIGHLAND PARK Located mid-way between Detroit and Pontiac, Birmingham started as a stagecoach stop between these Birthplace of the Model T and the assembly line. two cities and once envisioned becoming an industrial “Downtown” Highland Park is along Woodward center to rival Birmingham, England (its namesake). Avenue just north of the Davison Freeway. The Instead, Birmingham became a community for Detroit Davison Freeway was the first freeway built within the workers to get away from city life and is now known for state of Michigan due to its importance in serving the its notable downtown shopping district. automobile industry.

FERNDALE

The first inner-ring suburb beyond Detroit located at the 8 Mile Road Wayne/Oakland County boundary. Downtown Ferndale connected to Detroit through the streetcar lines along Woodward Avenue and provided a quaint downtown and ample land for affordable post World War II housing. Today, Ferndale has a growing and expanding downtown which attracts many visitors and still provides affordable housing to a variety of residents. Corridor Overview | 7 DRAFT FOR REVIEW

IMAGE 2-1. WOODWARD STREETCAR, 1930s. Source:

Among Woodward Avenue’s many distinctions, the nation’s first four-way traffic signal was installed at the intersection of Woodward and Michigan Avenues in Detroit - a National Scenic Byway. Woodward Avenue also had streetcar operations until 1956.

As well as having major cities along the corridor, there are also major destinations that provide shopping, recreation, entertainment, education, medical, and cultural opportunities. Woodward is one of the few roadways within southeast Michigan that can boast this variety of attractions which are detailed further in the Employment and Land Use subsections of this document.

In addition to the need for transit infrastructure as supported by this Purpose and Need document, the need for transportation infrastructure improvements on Woodward Avenue is also reflected in state, regional, and county transportation visioning and planning documents, namely the Michigan Department of Transportation 2030 long- range transportation plan, the SEMCOG Direction 20352 long-range transportation plan, and the Oakland County Transportation committee’s Business Roundtable Annual Report. These infrastructure improvement goals are detailed in the Agency Transportation Goals section of this document. Recently passed Regional Transit Authority legislation, Assessment of Southeast Michigan Regional Transit Authority (RTA) Act (Senate Bill 909/House Bill 5309), recognizes rapid transit implementation on Woodward Avenue as a first step in creating a larger regional rapid transit system in southeast Michigan.

1 http://www.michigan.gov/mdot 2 Direction 2035 can be viewed at http://www.semcog.org/Direction2035Goals.aspx. 8 DRAFT FOR REVIEW

ROSA PARKS TRANSIT CENTER In 2009, the Rosa Parks Transit Center opened in Downtown Detroit. The Center is Detroit’s largest transit facility. It connects to the and will be a connection for the enhanced transit alternative resulting from the Woodward Alternatives Analysis.

Source: Parsons Brinckerhoff Photo Credit: Parsons Brinckerhoff 9 DRAFT FOR REVIEW

3.0 Project Purpose and

Needs Detroit is the only major city in the United States without a rapid transit system in its metropolitan area.

Regional planning has identified Woodward Avenue as The Woodward Alternatives Analysis will examine the top priority for investment in an effort to improve transit options and select the best alternative that will Southeast Michigan’s regional transit system. Based on address the following needs: review of existing conditions, references to SEMCOG’s long-range transportation goals, and consultation with • Improve mobility and reliability for the entire steering committee members and public feedback, the corridor. need for transit improvements in the corridor is to • Make transit travel times and service reliability • Improve mobility options. competitive with the automobile.

• Improve job access. • Provide better connectivity to key origins and destinations. • Connect people with major destinations along the corridor. • Provide better access to major regional employers, including reverse commute services. • Encourage economic development opportunities along the corridor. • Support increased mode share of trips for transit.

• Support local and regional planning initiatives and land use strategies that aim to strengthen communities, foster economic development, and fulfill long range growth goals. 10 DRAFT FOR REVIEW

THE DEQUINDRE CUT The Dequindre Cut is a 1.35 mile greenway that serves as an active transportation/non-motorized facility link between the Detroit Riverfront and Eastern Market, Detroit’s oldest farmer’s market. As part of the $24.8 million Link Detroit infrastructure project, the Dequindre Cut will be linked with the Midtown Loop Greenway located in the Midtown neighborhood. The Woodward AA study area traverses Midtown Detroit and may provide an opportunity for a transit/active transportation connection along the corridor, especially as Midtown Detroit, Inc has a robust program of bicycle infrastructure planned for the neighborhood.

Source: www.detroiteasternmarket.com Photo Credit: Detroit Riverfront Conservancy 11 DRAFT FOR REVIEW

4.0 Project Goals and

Objectives Project goals and objectives are reflective of state, regional, and local municipality transportation goals.

The following goals and objectives have been identified to address corridor needs:

FIGURE 4-1. GOALS AND OBJECTIVES GOALS OBJECTIVES

Develop a transit alternative that is competitive with the Improve transit travel times and speeds within the automobile. study area.

Provide transit capacity needed to meet future travel Reduce the number of transit trips that require a demand and mobility choices. transfer.

Improve transit service reliability within the study area. Improve on-time performance.

Develop a transit alternative that enhances mobility for the reverse commute market and transit-dependent Increase transit accessibility. populations (specifically in Detroit and Pontiac).

Develop a transit system that improves connectivity between origins and key destinations and major Provide convenient and accessible transit service to regional employers. activity centers.

Provide transit service that can influence more compact Develop a transit system that supports local planning growth patterns. (Corridor communities will vary in this initiatives and land use strategies. area.) 12 DRAFT FOR REVIEW

SCHOOLS ON WOODWARD Shrine Catholic Grade School, located at 12 Mile and Woodward in Royal Oak, is just one of many primary schools located within the corridor.

Photo Credit: http://tigers.mlblogs.com/2010/05/ 13

5.0 Corridor Demographics

A. Population

The study area is a 27-mile corridor along Woodward Avenue, from the in downtown Detroit to the Woodward Loop in downtown Pontiac. The study area corridor is generally bound by a one mile buffer on either side of Woodward Avenue; however, this scale changes as appropriate for varying levels of analysis. The area encompasses 11 municipalities; nine in Oakland and two in Wayne Counties. From south to north, the study area is comprised of the Cities of Detroit, Highland Park, Ferndale, Pleasant Ridge, Royal Oak, Huntington Woods, Berkley, Birmingham, Bloomfield Hills, Bloomfield Township, and Pontiac. According to the 2010 Census, the combined population for study area communities is 950,980. Detroit is the most populous city of both the study corridor (see Figure 5-1) and the Southeast Michigan region, representing 75 percent of the total study area population. Figure 5-3 shows population distribution per square mile.

FIGURE 5-1. 2010 TOTAL POPULATION BY COMMUNITY

DETROIT : 713,777

PONTIAC : 59,515

ROYAL OAK : 57,236

BLOOMFIELD TOWNSHIP : 41,070

BIRMINGHAM : 20,103

FERNDALE : 19,900

BERKLEY : 14,970

HIGHLAND PARK : 11,776

HUNTINGTON WOODS : 6,238

BLOOMFIELD HILLS : 3,869

PLEASANT RIDGE : 2,526

Source: 2010 Census Corridor Demographics | 14

24 10 DRAFT FOR REVIEW Despite Detroit’s position as a major population center in P on tia LEGEND southeast Michigan, the city has experienced population decline c L ak e R E Walton2010 BlvdPop./Sq. Mile by in the last two decades. The 2008 recession contributed to d Elizabeth Lake Rd Block Group accelerated population loss as the temporary retraction of the

W Baldwin Ave Joslyn Ave 0 - 3,000 automotive industry, along with the subprime mortgage crisis Hu ro Pontiac n State St 3,001 - 6,000 had a marked impact on the Detroit metropolitan area population. d ity Dr e R ivers k Un l y e A comparison of Census 2000 and 2010 data viewed in Figure d 6,001 - 10,000r p ir O u Auburn Ave N q 5-2 offers insight into the population loss experienced by corridor ake 10,001 -S 26,450 Orchard L communities over the ten year period. Detroit and Highland Park Golf Dr Study AreaN 24 Auburn Rd encountered the most acute population loss at 25 and 30 percent, W HamlinS Adams Rd Rd Woodward Ave 0 1 2 Miles respectively. Both Ferndale and Pontiac lost 10 percent of their Middlebelt Rd W Auburn Rd populations, while Huntington Woods and Birmingham gained South Blvd W Bloomfield S Opdyke Rd South Blvd W population. As a community that experienced population loss, LoTownship ng E Square Lake Rd 59 La the City of Detroit has responded positively to this challenge by ke refocusing resources in ways that support a brighter future for the W

3 Sq u Crooks Rd city. For example, the city initiated the Detroit Future City Plan 1 ar e L Bloomfield ak e R effort in 2010 through the Detroit Works Project. The Detroit Future Hills d City Plan is a living long-range planning document intended to guide decision-making for Detroit’s future. It offers innovative W Maple Rd W Wattles Rd W Big BeaverN Adams Rd strategies to achieve an efficient and sustainable city and improve W 14 Mile Rd the quality of both life and business in Detroit. Local businesses Birmingham Livernois Rd and philanthropic institutions have come together in providing W 13 Mile Rd support for the revitalization of Detroit and its surrounding areas. E Big Beaver Rd As of January 2013, the Kresge Foundation has committed $150 W 12 Mile Rd million to assist in the implementation of the Detroit Future City E Maple Rd Strategic Framework Plan. N Crooks Rd

y N Main St w 3 H The Detroit Strategic Framework can be viewed at http://detroitworksproject.com. e Southfield Rd g d i Evergreen Rd l o W 12 MileRoyal Rd Oak W 10 Mile Rd o C Greenfield Rd Berkley

Stephenson Hwy Huntington E 12 Mile Rd 39 N Campbell Rd Woods 53

FIGURE 5-2. POPULATION CHANGE 2000-2010 BY COMMUNITY S EMain 1 St John R Rd 0 Pleasant Ridge Mil e r D

r 4% le s y r Hilton Rd h DequindreE 10 Rd Mile Rd C 2% population gain N W W 7 Mile RdLivernois St Ferndale Outer E 9 Mile Rd population loss W State Fair W McNichols Rd -2% -2.5% -3% 97 -5% -5% Fenkell St 75 E OuterRyan Rd Dr Schaefer Hwy 1 S E 7 Mile Rd ch oo lcr Dequindre St -10% -10% aft 96 St Highland Park 102

W Davison 8

Livernois Ave Mound Rd Wyoming St Hamtramck Joy Rd HamiltonAve r Conant St Linwood St t Joy Rd D S r Clairmount St t e t l Joseph Campau St o s li y l r E T h ir t em C n an u -25% Grand Blvd o 3 W W Ave M Harper Wa rre n Detroit 94 E Warren Ave

-30% E Forest Ave

r

e

l

s Mack Ave CENSUS POPULATION PERCENT CHANGE, 2000-2010 y DIX St 14th St r

h Charlevoix St

C 96 Chene St Trumbull St E Vernor Hwy CassAve

Detroit Birmingham Huntington Woods Junction St Bagley St Russell St

Pontiac Ferndale Bloomfield Hills E Lafayette St E Jefferson Ave W Fort St 10 37Brush5 St Royal Oak Berkley Pleasant Ridge St Dragoon Bloomfield Twp. Highland Park FIGURE 5-3. POPULATION DENSITY Source: 2000 & 2010 Census, Parsons Brinckerhoff, 2012 Source: 2010 Census, Parsons Brinckerhoff, 2012 Corridor Demographics | 15

24 10 DRAFT FOR REVIEW

P on B. Zero Car Households tia LEGEND c L ak e R E WaltonZero-Car Blvd HHs by Tract d In the United States access to transportation options influences Elizabeth Lake Rd 0 - 6% an individual’s ability to participate fully in the economy W Baldwin Ave

Hu Joslyn Ave 7 - 16% ro Pontiac through access to job opportunities. Unless adequate transit n State St 17 - 31% d ity Dr e R ivers k or non-motorized transportation options are available, cars are Un l y e d r 32 - 64% r p i necessary for virtually all work and non-work trips. The American O u Auburn Ave N q ake S Orchard L Study Area Automobile Association (AAA) estimates in its 2012 Your Driving Golf Dr N 0 1 2 Miles Costs study that based on 15,000 miles of driving, it costs sedan 24 Auburn Rd W HamlinS Adams Rd Rd owners $8,946/year and SUV owners $11,360 to operate their Woodward Ave 4 Middlebelt Rd W Auburn Rd cars. The 2011 5-Year American Community Survey estimates South Blvd

Bloomfield S Opdyke Rd that Michigan’s median household income is $48,669. As such W South Blvd W L oTownshipn E Square Lake Rd eighteen percent of a Michigander’s income at this level could g L 59 ake be allocated to owning and driving a sedan and 23 percent of W a resident’s income for an SUV. Low-income households are Sq 1 u Crooks Rd are La particularly vulnerable to this cost as it represents a larger Bloomfield ke Rd reduction of funds available for other housing, food, medical, or Hills emergency expenses. W Maple Rd W Wattles Rd

W Big BeaverN Adams Rd W 14 Mile Rd Figures 5-4 and 5-5 show the distribution of zero-car households along the corridor. Highland Park (15%) and Detroit (8%) have the Birmingham Livernois Rd W 13 Mile Rd highest shares of zero-car households in the corridor. E Big Beaver Rd

4 W 12 Mile Rd The 2012 Your Driving Costs study can be viewed at www.newsroom.aaa.com. E Maple Rd

N Crooks Rd

FIGURE 5-4. ZERO-CAR HOUSEHOLDS BY COMMUNITY y N Main St w H

e Southfield Rd g d 14.9% i Evergreen Rd l o W 12 MileRoyal Rd Oak W 10 Mile Rd o C Greenfield Rd Berkley

Stephenson Hwy Huntington E 12 Mile Rd 39 N Campbell Rd Woods 53

S EMain 1 St John R Rd 0 Pleasant Ridge Mil e r D

r le s y r Hilton Rd h E 10 Mile Rd Dequindre Rd C

N

W W 7 Mile RdLivernois St Ferndale 8.3% Outer E 9 Mile Rd W State Fair W McNichols Rd 97 Fenkell St 75 E OuterRyan Rd Dr Schaefer Hwy 1 S E 7 Mile Rd ch oo lcr Dequindre St aft 96 St Highland Park 102

W Davison 8 3.6% 3.5% Livernois Ave Mound Rd Wyoming St Hamtramck Joy Rd HamiltonAve r Conant St Linwood St t Joy Rd D 2.4% S r Clairmount St t e t l 2.0% Joseph Campau St o s li 1.7% y l 1.7% r E T h 1.4% ir t em C n an u Grand Blvd o 3 W W Ave 0.7% M Harper Wa 0.4% rre n Detroit 94 E Warren Ave

E Forest Ave

r

PERCENTAGE OF ZERO-CAR HOUSEHOLDS e

l

s Mack Ave

y

DIX St 14th St r

h Charlevoix St

C 96 Chene St Trumbull St E Vernor Hwy CassAve

Detroit Birmingham Huntington Woods Junction St Bagley St Russell St

Pontiac Ferndale Bloomfield Hills E Lafayette St E Jefferson Ave W Fort St 10 37Brush5 St Royal Oak Berkley Pleasant Ridge St Dragoon Bloomfield Twp. Highland Park FIGURE 5-5. ZERO-CAR HOUSEHOLDS Source: ACS 2010 5-Year Estimates Source: ACS 2010 5-Year Estimates Corridor Demographics | 16

C. Employment LEGEND Arts, Entertainment, Recreation The geographic dispersion of employment centers Campus Martius in southeast Michigan, which is tied to land use and Cobo Arena/Convention Center transportation decision-making, is a challenge to the Comerica Park creation of a successful transit corridor. However, Detroit Institute of the Arts Woodward has various community assets and major Ford Field attractions positioned within one mile of the corridor Fox Theater Greektown that currently serve commuters, visitors, and residents alike. These assets include: Max M. Fisher Music Center/ • A strong central business district of the 18th MGM Grand Casino largest U.S. city,5 Motor City Casino Museum of Contemporary Art Palmer Park • Various post-secondary education and medical Palmer Park Municipal Golf Course institutions, Wright African American History Museum • Sports and entertainment venues, Downtown Detroit Downtown Birmingham Downtown Royal Oak • Historic downtowns that successfully support small local business, Business Cobo Arena/Convention Center • Cultural institutions, and Coleman A. Young Municipal Center Compuware Headquarters Quicken Loans • Multiple downtown cores that serve as regional General Motors/ destinations. Shoppes at Gateway Park (Proposed) State of Michigan Office Center The inter-relation between Tech Town Institutional transportation and land use will Cobo Arena/Convention Center remain a key consideration in College for Creative Studies Detroit Science developing and evaluating transit Center University of Detroit-Mercy Law alternatives. School Wayne County Community College Wayne State University Figure 5-6 shows the locations of major attractions Oakland Community College along the corridor. Michigan State University Children’s Hospital SEMCOG’s 2010-2040 projections suggest that the Detroit Medical Center Private Education and Healthcare sector will be Hospital fastest growing section by 2040, adding 45,490 jobs Karmanos Cancer Institute in Wayne County and 50,837 jobs in Oakland County. Kresge Eye Institute Rehabilitation Institute of Michigan This growth aligns with United States Bureau of Labor VA Medical Center Statistics 2010-2020 national employment projection Beaumont Hospital that forecasts the most industry growth will occur in St. Joseph Hospital the Healthcare and Social Assistance sector, gaining Transportation 5.6 million jobs by 2020.6 Seamless transportation Pontiac Transportation Center connections for workers, patients, and visitors to and Detroit Amtrak Station from medical facilities along the corridor are important Rosa Parks Transit Center considerations for the evaluation of alternatives. The State Fairgrounds Transit Center Knowledge-Based Services sector is the second fastest Greyhound Bus Station growing in Oakland County, adding 50,033 jobs by 2040. Royal Oak Transit Center SEMCOG projects that the Services to Households Troy Multi-Modal Transit Center and Firms sector will be the second fastest growing in 0 1 2 Miles Wayne County, adding 8,449 jobs by 2040.

5 www.census.org FIGURE 5-6. MAJOR ATTRACTIONS 6 http://data.bls.gov/cgi-bin/print.pl/news.release/ecopro.nr0.htm The major attractions along Woodward highlight the depth and variety of resources and destinations along Michigan’s main street. Corridor Demographics | 17

DMC

The Detroit Medical Center (DMC) is the largest healthcare provider in southeast Michigan and largest private employer in Detroit. It has eight hospitals and institutions within the study corridor that are located between Canfield Street and Mack Avenue to the north and south and St. Antoine and John R Streets to the east and west. Over 10,000 employees work within the DMC system which has over 2,000 licensed beds and 3,000 affiliated physicians.

HENRY FORD HOSPITAL

Henry Ford Hospital is the flagship of the Henry Ford Health System and is located on Grand Boulevard in the New Center Area in Detroit. Henry Ford Hospital is a Level 1 Trauma Center that has earned distinction IMAGE 5-1. THE DETROIT MEDICAL CENTER (DMC) Source: www.dmc.org from its cardiology, cardiovascular surgery, neurology and neurosurgery, orthopedics, sports medicine, multi- organ transplants and cancer treatment. It is an 802-bed tertiary care hospital, education, and research complex. The health system has a total labor force of over 23,000 employees; in 2011 more than 10,035 employees worked in the City of Detroit.7

BEAUMONT HOSPITAL

Beaumont Hospital is located on Thirteen Mile Road in Royal Oak, Michigan, and is a 1,070-bed tertiary hospital. The hospital is currently planning a 346,000 square foot expansion complete with a replacement Emergency Center, a 36-bed intensive care unit, four operating rooms, and a powerhouse.8 In 2013, Beaumont Hospital commenced planning for the redevelopment of Northwood Shopping Center at the intersection of Thirteen Mile Road and Woodward. The vision for this site is to extend the campus footprint IMAGE 5-2. HENRY FORD HOSPITAL through the creation of a mixed-use, pedestrian friendly Source: HFHS environment that serves patients, employees, and visitors alike.

ST. JOSEPH MERCY OAKLAND HOSPITAL

St. Joseph Mercy Oakland Hospital is a 443 bed community and teaching hospital that is part of the St. Joseph Mercy Health System.

JOHN D. DINGELL VETERANS ADMINISTRATION MEDICAL CENTER

The John D. Dingell VA Medical Center located in Detroit provides service for veterans throughout southeast Michigan in Wayne, Oakland, Macomb, and St. Clair Counties.

7 http://www.henryford.com/body.cfm?id=38768 8 http://www.beaumont.edu/news-story-beaumont-seeks-approval-royal- oak-hospital-expansion IMAGE 5-3. ROYAL OAK BEAUMONT CAMPUS Source: www.beaumont.edu Corridor Demographics | 18

LEGEND Jobs per acre 75

M59 < 1 Firms with 500+ 1 - 10 employeees 9,176 10 - 20 Firms with 1,000+ 20 - 30 employeees SOUTH BLVD > 30 Firms with 10,000+ employeees 5,672 # Total # of jobs SQUARE LAKE RD in segment 0 1 2 4 Miles

7,660 75

M24 QUARTON / BIG BEAVER / 16 MILE 3,144 MAPLE / 15 MILE

14,619

13 MILE 10,790 M10 12 MILE

696 696 14,586 75 696 10 MILE

7,722

8 MILE 75

M10 7 MILE 2,315

6 MILE / MCNICHOLS M8 3,273 M10

1,439 94 TUXEDO GRAND RIVER 19,694 CONRAIL RR 900 EUCLID 18,742 96 GRAND BLVD 13,579 96 GRATIOT / M3

WARREN 15,402 6,812 2,228 94 MLK / MACK MICHIGAN AVE 32,884 75 28,727

DETROIT RIVER

FIGURE 5-7. EMPLOYMENT AND EMPLOYMENT DENSITY Source: 2010 LEHD, HAA

There are 219,364 jobs within the corridor, the highest employment densities being in Detroit’s Central Business District (CBD) and Midtown. The Detroit Medical Center (DMC) is the largest employer in the corridor with approximately 10,900 employees in Midtown. Other high density employment nodes exist near Campus Martius and the Renaissance Center in Detroit. 19 DRAFT FOR REVIEW

VINSETTA GARAGE CUSTOM DETROIT EATS Vinsetta Garage is a recently completed project along the corridor, located directly off Woodward Avenue in Berkley. The former auto garage was renovated into a restaurant in 2012 and maintains much of the garage’s original character.

Photo Credit: http://vinsettagarage.com/#!/about.html 20

6.0 Corridor Land Use

A. Existing and Future

As the historic spine of Southeast Michigan, development patterns along Woodward reflect land use patterns of the adjacent communities and of the times these communities developed. Development patterns in the study area range from urban to suburban in character progressing north from Detroit to Bloomfield Hills. An urban quality re-emerges at the northernmost parts of the study area in the City of, Pontiac. Appendix A provides land use profiles for 11 communities along Woodward from downtown Detroit to Pontiac, generally terminating at jurisdictional boundaries. The profiles provide insight into the general character of corridor segments, detailing land use, building and parking form, public space and Woodward right-of-way. Within more densely developed areas such as Downtown and Midtown Detroit, an increased variety of uses are supported within one mile of the Woodward corridor, including commercial, multi-family residential, institutional, and entertainment destinations. In communities progressing north from Detroit, traditional strip mall commercial development with frontage on Woodward is a prominent feature. Single-family residential subdivisions back these strip mall developments.

Throughout the study corridor local communities have invested in plans and initiated land use policies that are supportive of transit oriented development and a multi-modal transportation system that acknowledges equal access for all users. Each community relates to these concepts differently, and as such, the approaches to reaching these ideals are varied. Moving forward, the AA process will pursue transit options that assist communities in reaching local goals for transit supportive land use and Complete Streets.

Reviews of local master plans, policy documents, and informal interviews with study corridor communities and agencies were initiated to establish the level of support for transit oriented development and a multi-modal transportation system. The findings of this examination are summarized in Figure 6-1. Corridor Land Use | 21

FIGURE 6-1. MASTER PLAN SUMMARY

SUPPORTS TOD AND COMPLETE STREETS SUPPORTS TOD ONLY SUPPORTS COMPLETE STREETS ONLY DOES NOT SUPPORT TOD OR COMPLETE STREETS

DETROIT HIGHLAND PARK FERNDALE

MASTER PLAN SUPPORT MASTER PLAN SUPPORT MASTER PLAN SUPPORT TOD TOD TOD COMPLETE STREETS1 COMPLETE STREETS COMPLETE STREETS http://www.detroitmi.gov/ Downtown Highland Park as a Promotes regional transit. Departmentsandgencies/ regional shopping destination Downtown surrounding 9 Mile. DepartmentofHealth for general commercial. WellnessPromotion/AboutUs/ OfficeofHIPPER.aspx

PLEASANT RIDGE ROYAL OAK HUNTINGTON WOODS MASTER PLAN SUPPORT MASTER PLAN SUPPORT TOD TOD MASTER PLAN SUPPORT COMPLETE STREETS COMPLETE STREETS TOD COMPLETE STREETS Supports mixed use. Fully supportive of TOD and Suggests Grand Trunk Complete Streets. TOD-friendly policies. Railroad corridor as future Suggests Washington Ave. as High residential densities. transit route. future transit route. Key crossings at 11 Mile & Lincoln.

BERKLEY BIRMINGHAM BLOOMFIELD HILLS MASTER PLAN SUPPORT MASTER PLAN SUPPORT MASTER PLAN SUPPORT TOD TOD TOD COMPLETE STREETS COMPLETE STREETS COMPLETE STREETS

Supports regional transit. Fully supportive of TOD and City does not contract for Suggests a stop in downtown complete streets. SMART services - may consider in future, but may require Berkley at 12 Mile & Coolidge. Downtown and Triangle Plans call for transit- voter support. friendly policies. Will coordinate with regional Downtown at Maple. transit agencies.

BLOOMFIELD TWP. PONTIAC OAKLAND MASTER PLAN SUPPORT MASTER PLAN SUPPORT COUNTY TOD TOD MASTER PLAN SUPPORT COMPLETE STREETS COMPLETE STREETS TOD COMPLETE STREETS Promotes TOD near key TOD and mixed-use planned commercial nodes. within and around the No County Master Plan. Wishes to improve walking and Woodward Loop. Resolution supports Complete biking environments, especially Woodward listed as a Streets concept. for those less able. Potential Intensity Change Area.

“T.O.D.” refers to Transit-Oriented Development 1Complete Streets coalition formed !

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!! !

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Corridor Land Use | 22 !

! ! LEGEND B. Recent, Planned, and 75 Recent Development Proposed Development ! Completed ! SOUTH BLVD ! Under Construction In the entire corridor, more than! 100! projects have been recently completed, are currently under construction,! SQUARE LAKE RD Proposed or are proposed. 0 1 2 Miles !

More than 75% of these projects in !! QUARTON / BIG BEAVER RD / 16 MILE ! the corridor are in Detroit, with the !! MAPLE / 15 MILE !

most development occurring in! the ! 14 MILE ! ! 13 MILE Central Business District and Midtown 75 (between the Detroit River and I-94). !! 12 MILE ! 11 MILE 696 696 Looking specifically at proposed projects, the ! ! concentration of these in Detroit’s CBD and Midtown ! ! further suggests that these are areas of ongoing and !! ! 8 MILE ! future change within the corridor. In general, proposed ! 7 MILE projects allude to potential future trip generators. ! 6 MILE / MCNICHOLS

! M8

M10

M8 ! 94 ! 96 ! ! !! GRAND RIVER !! M3 !! ! !!!!! ! !! !! ! !! ! !!!! ! !!!! ! 96 ! !!!!!! ! ! !!!!! MICHIGAN AVE ! !! ! !

! 75 DETROIT RIVER FIGURE 6-3. DEVELOPMENT ACTIVITY IN THE CORRIDOR DETROIT Source: SEMCOG, HAA !

! ! 0 .25 .5 1 Mile

WARREN !! ! 75 ! 94 ! ! ! ! !! MACK ! GRATIOT / M3 ! ! ! ! ! ! ! ! ! !! M10 ! ! ! ! GRAND RIVER !

! ! ! 375 !!! ! ! ! !! 75 ! ! ! !! ! FIGURE 6-2. DEVELOPMENT BY COMMUNITY !! MICHIGAN AVE ! ! ! ! ! !! !!! ! ! ! Detroit (77%) Birmingham (5%) Huntington Woods (0%) ! ! ! Pontiac (2%) Ferndale (5%) Bloomfield Hills (1%) ! DETROIT RIVER Royal Oak (5%) Berkley (3%) Pleasant Ridge (1%) ! Bloomfield Twp (2%) Highland Park (1%) FIGURE 6-4. DETAIL: DEVELOPMENT ACTIVITY IN DOWNTOWN AND MIDTOWN DETROIT Source: Parsons Brinckerhoff, 2012 Source: SEMCOG, HAA 23 DRAFT FOR REVIEW

ANNUAL DETROIT BIKES PEDAL CRUISE A group of bikers head north on Woodward Avenue, approaching the area where Woodward continues over I-696 and splits off to 8 Mile Road. In consideration of Woodward Avenue’s popularity as a bicycle route, the accommodation of bicyclists, where appropriate, is considered within the AA process.

Photo Credit: http://bbandm.wordpress.com/2011/08/24/woodward- cruise-on-two-wheels/ 24

With increases in both vehicle miles traveled and public transit ridership 7.0 Corridor in the last decade, the Woodward corridor must be able to serve a Transportation diversity of future transportation needs and support economic development opportunities along the corridor.

The following analysis depicts the background in DOWNTOWN DETROIT ROAD SYSTEM: A which any proposed transit improvements would MAJOR FREEWAY INTERSECTION be developed, and explores the opportunities and constraints that impinge on the development of those Three major freeways encompass downtown Detroit: improvements. M-10 to the west, I-75 to the north, and I-375 to the east. The majority of trips entering Downtown Detroit are completed via M-10 and I-375. Other major gateways A. Existing Roadways include Woodward Avenue, Grand River Avenue, Two freeways run parallel to Woodward Avenue within Gratiot Avenue, Jefferson Avenue, and Fort Street. the southern portion of the study area: M-10 to the west and I-75 to the east. These freeways are approximately Within downtown Detroit, roads are predominantly 0.5 to 1 miles on either side of Woodward Avenue from two-way with one or two lanes in each direction. The Downtown Detroit to Highland Park. M-10, also known Congress Street and Larned Street one-way pair has as the Lodge Freeway, terminates within Detroit on the two to four lanes in each direction and are major east- western side, and I-75 has a spur (I-375) that terminates west routes across downtown. A few roads have in Downtown Detroit on the eastern side. North of boulevard cross-sections with a wide median and Highland Park, M-10 curves to the west: it is 8 miles two lanes in each direction with or without on-street west of Woodward Avenue at its northern terminus in parking. Parking is allowed on many downtown streets Farmington Hills. I-75 continues to parallel Woodward with some peak period restrictions. Avenue closely (within two miles) until I-696. North of there, it remains within five miles of Woodward Avenue Figure 7-1 on the following page provides a spatial until Pontiac. overview of the study area’s major roads.

Access to both M-10 and I-75 are made from many of the same east-west roadways, including 8 Mile Road (M-102), Davidson Freeway (M-8), Grand Boulevard, Warren Avenue, Martin Luther King Jr. Boulevard, and Mack Avenue. Access to major destinations along the corridor is typically accomplished through the adjacent freeways, M-10, and I-75, with roadways within the Mile Road System acting as major connectors to activity centers and commercial downtowns. Woodward Avenue is used mainly as a connector to Downtown Detroit and other destinations along Woodward Avenue for those living along or north of the corridor. Corridor Transportation | 25

Highland Rd LegendLEGEND W

W a 24 Limited Access l LimitedAdams Rd Access 10 to Brown Rd n Highway P Highway on tia Baldwin Rd c L ak MajorMajor Road Road e R d d

R Elizabeth Lake Rd E Walton Blvd d S Williams Lake Rd StudyStudy Area Area City City e R k a n N Adams Rd o L i

Baldwin Ave 0 1 2 Milesr n io O n Joslyn Ave U Pontiac W Tienken Rd

D e rsity r nive k l Walton Blvd U y e C d r om p ir mer O u ce Auburn Ave q N S

G N W Avon Rd ol f Hamlin Rd P W ar S S Adams Rd N Main St k Pon q Auburn Rd da tia ua le c re Trl La R ke d R W Hamlin Rd d W Auburn Rd Lo W South Blvd E n L Av e o 24 on P n in g e South Blvd W L S Opdyke Rd d R ak R d e E Square Lake Rd n 59 o t S Rochester Rd g Hamlin Rd in E Auburn Rd m Drake Rd r Orchard Lake Rd W a S Crooks Rd F Bloomfield Township Opdyke Rd qu ar e L South Blvd E d ak R e 1 R r d te Bloomfield Hills E Square Lake Rd s Middlebelt Rd k InW 14 Mile Rd W Maple Rd W Wattles Rd W Big Beaver Rd Dobry Dr N Adams Rd 19 Mile Rd Coolidge Hwy E Long Lake Rd E Wattles Rd Rochester Rd W 13 Mile Rd Livernois Rd 10 Birmingham W 11 Mile Rd 18 Mile Rd E Big Beaver Rd W 12 Mile Rd John R Rd Woodward Ave 17 Mile Rd E Maple Rd

N Crooks Rd Metro Pkwy Southfield Rd N Main St 24 W 11 Mile Rd y W 9 Mile Rd W 10 Mile Rd w 8 H M InksterS Rd ile h Royal Oak n R ia o d w Berkley s E 14 Mile Rd a 39 n s Campbell Rd s e 15 Mile Rd e E 12 Mile Rd h E e p 1 e 3 R t d Lahser Rd Mi S le Rd Ryan Rd W 7 Mile Rd Huntington 102 Chicago Rd53 MI-39 S Woods

S Main St Evergreen Rd y Pleasant Ridge E 13 Mile Rd w F E 11 Mile Rd Beech Daly Rd S Campbell Rd ld ie f h 696 t uW Outer Dr S o ch S Hilton Rd Hoover Rd oo E 11 Mile Rd lcr Ferndale aft 5 E 10 Mile Rd Fenkell St W McNichols Rd W State Fair Dequindre Rd E 9 Mile Rd Schoenherr Rd Plymouth Rd J Schoolcraft St oh 75 102 n C L E Outer Dr od ge Ex W Chicago St py E 1 Dequindre St d Joy Rd t w 96 S a Highland Park r u d a p E 7 Mile Rd N 8 m H Mound Rd a i Evergreen Ave n C 102

e Greenfield Rd s h D W Warren Ave p E e Schaefer Hwy Conant St M r s cNich HamiltonAve o o ls DexterAve 39 Linwood St Kelly Rd Livernois Ave J Wyoming St Hubbard Dr M Hamtramck o r 10 E Outer Dr Hayes St a 153 T n Moross Rd ire g man Grand Blvd E Gra 3 W nd B Harper Ave lvd C o 94 n E Warren Ave Detroit n Rotu e nda r O John S a K t k ron w k S DIX St t Mack Ave Alter Rd o

o 14th St d DIX 96 Charlevoix St

Chene St Trumbull St

Cadieux Rd Chalmers St Miller Rd CassAve Kercheval St Junction St Bagley St Jefferson Ave S Oakwood W Fort St 375 E DIX Rd

Allen Rd St Dragoon ve 0 1 2 4 fferson A DIX Hwy S Fort St W Je Miles FIGURE 7-1. STUDY AREA ROADS Source: Parsons Brinkerhoff, 2013 Corridor Transportation | 26

WOODWARD AVENUE

Woodward Avenue, a State trunkline known also as M-1, is located in an area with significant access to several State and US highways as well as the interstate system. Once a portion of US-10, Woodward Avenue is also referred to as “Detroit’s [or Michigan’s] Main Street.”

M-1/Woodward Avenue was designated as a Michigan Heritage Route by the Michigan Department of Transportation as a National Scenic Byway under the National Scenic Byways Program and as an All- American Road by the USDOT in 2009.

The M-1 corridor is referred to as Woodward Avenue for its entire length; however, the official state designation IMAGE 7-10. WOODWARD IN DOWNTOWN DETROIT SOUTH OF PARK ST./ of M-1 begins north of Adams Street in the City of WITHERELL ST. Detroit. Source: Google Earth

The laneage of Woodward Avenue varies throughout the corridor into seven general cross-sections:

• Jefferson Avenue to Campus Martius: A boulevard with three lanes in each direction, left-turns are allowed at the intersection.

• Campus Martius: Three lanes surrounding a circular park in the middle of Woodward Avenue.

• Campus Martius to Park Street/Witherell Street: Two lanes in each direction, left-turns are shared with through traffic lanes.

• Park Street/Witherell Street to Grand Boulevard: Four lanes in each direction with a center left turn lane, parking is utilized in the outside lanes. IMAGE 7-11. WOODWARD BOULEVARD SECTION BETWEEN MCNICHOLS AND PONTIAC • Grand Boulevard to McNichols Road: Three lanes Source: LSL in each direction with a center left-turn lane, parking is utilized in the outside lanes.

• McNichols Road to Downtown Pontiac: A boulevard with four lanes in each direction, left- turns are all indirect at median u-turns.

• Downtown Pontiac: A circular one-way roadway system around downtown Pontiac, laneage varies from three lanes to six lanes.

IMAGE 7-12. WOODWARD IN DOWNTOWN PONTIAC Source: LSL Corridor Transportation | 27

Table 7-1 below lists the major Woodward intersections FREEWAY PERFORMANCE with segments that are existing potential hot spot locations for traffic congestion. Most intersections I-75 is a popular alternate route to travel on Woodward along Woodward Avenue do not experience high levels Avenue for commuters living in communities along the of congestion even during the peak hours. Occasionally, Woodward corridor. The increased travel speed and Woodward Avenue will experience some congestion absence of signalized intersections make it a faster and when there are incidents along I-75 or M-10 causing more attractive travel option for auto users. I-75 is a traffic to divert. At that time, additional intersections north-south freeway that connects Wayne and Oakland will experience a level of service (LOS) E or F. Counties to Michigan’s northern peninsula, and south to Florida’s southern tip.

It is important to evaluate the level of service (LOS) of TABLE 7-1. MAJOR INTERSECTIONS WITH this alternate route to better understand traffic flow and how it relates to the purpose and need for a rapid transit WOODWARD SEGMENTS WITH LOS E OR F service on Woodward. Level of Service is a ratio between Source: SEMCOG, Parsons Brinkerhoff the traffic volumes on a roadway with that roadway’s AM PEAK PM PEAK capacity and is used to rate roadway performance. INTERSECTION HOURS HOURS Roadways are rated using six classifications: A, B, C, D, E, and F. Level of Service A represents optimal Quarton Rd. traffic conditions in which there is free flow traffic and demand does not exceed capacity. LOS is also State Fair often a common measure on major arterials in large metropolitan areas. Levels of service between A and D 7 Mile Rd. are generally recognized as acceptable levels of service by the Michigan Department of Transportation. Levels Grixdale Ave. of Service E and F are characterized by increased traffic congestion and traffic demand that exceeds roadway Merrill Plaisance St. capacity. Levels of Service E and F are recognized as undesirable or unacceptable roadway performance. Bethune Ave. Figures 7-2 and 7-3 on the following pages show AM LEGEND and PM I-75 LOS for 2010 and 2035 and Woodward Indicates intersection is at LOS E or F average daily traffic (ADT) for 2010-2013. For 2010, at the AM peak period I-75 operates at levels of service ranging between A and D. During the PM peak period I-75 operates at Levels A through D from downtown Detroit to Eight Mile Road, and then generally operates at Levels E and F between Eight Mile Road and Stephenson Highway. The freeway returns to LOS A through D north of Stephenson Highway. This segment that currently operates between LOS E and F corresponds with the segment of Woodward that has the highest average daily traffic (ADT) in the corridor between Nine Mile and Fourteen Mile Roads and is located in the communities of Royal Oak, Berkley, Huntington Woods, and Birmingham. This segment has ADT ranging between 30,000 and 65,000 vehicles. For the 2035 forecast, freeway levels of service during AM and PM remain similar to 2010 levels of service, with better level of service during the AM than at the PM peak period. The change in level of service between AM and PM peak hours is similar to level of service changes in urban environments, although compared with other similarly sized metropolitan statistical areas (MSAs) I-75 operates at a better level of service. Corridor Transportation | 28

LEGEND 2010 AM/PM Level of Service (LOS) LOS A - D LOS E LOS F 2010-2013 Woodward Average Daily Traffic (ADT) 20,000 20,001-30,000 30,001-55,000 55,001-65,000 Transit Center

FIGURE 7-2. 2010 LEVEL OF SERVICE (LOS) IN AM & PM PEAK PERIODS ON I-75 AND AVERAGE DAILY TRAFFIC ON WOODWARD AVENUE Source: SEMCOG Corridor Transportation | 29

LEGEND 2035 AM/PM Level of Service (LOS) LOS A - D LOS E LOS F 2010-2013 Woodward Average Daily Traffic (ADT) 20,000 20,001-30,000 30,001-55,000 55,001-65,000 Transit Center

FIGURE 7-3. 2035 LEVEL OF SERVICE (LOS) IN AM & PM PEAK PERIODS ON I-75 AND AVERAGE DAILY TRAFFIC ON WOODWARD AVENUE Source: SEMCOG, Parsons Brinkerhoff Corridor Transportation | 30

Downtown Detroit to New Center has approximately B. Travel Patterns and 60,000 trips per average weekday, along with a wide Demand range of other important destinations (see Figure 5-6) within the corridor, making this area a focal point The ever-expanding boundaries of metropolitan areas for transit services. Route 53 is the primary route on pose significant challenges to the implementation of Woodward Avenue, a local bus route operating from reliable mass transit service. In the Detroit metropolitan the State Fairgrounds Transit Center just south of Eight area, these challenges include the growth of residential Mile Road to the Rosa Parks Transit Center in Downtown neighborhoods and relocation of employment centers to Detroit, and serves virtually the entire alignment of the suburbs in the last forty years; an increase in vehicle Woodward Avenue within Detroit. miles traveled between home, work, and non-work destinations; and the incompatibility of transit funding Route 53 operates from 4:00 AM to Midnight. On levels with the unmet transit needs of the region and Monday through Friday, the route operates at a the corridor. The resources needed to provide reliable 30-minute headway before 5:00 AM, at a 15-minute transit service are further challenged by the dispersed headway between 5:00 AM and 6:00 AM, and then at a regional centers and expanded service areas. 10-minute headway from 6:00 AM to 2:00 PM. From 2:00 PM to 6:00 PM, the route operates at an eight-minute Against this backdrop, in order for higher-level transit headway before returning to a 15-minute headway along Woodward Avenue to be effective, it is important from 6:00 to 9:00 PM. The route operates at a 30-minute to consider where, when, and how often people are headway from 9:00 PM to midnight. traveling, and how transit can accommodate those growing needs. On Saturdays, the route operates at a 30-minute headway from 4:00 to 6:00 AM, then operates at a 10-minute headway until 6:00 PM. The route operates at a 20-minute headway from 6:00 to 8:00 PM and then at C. Public Transit in a 30-minute headway from 8:00 PM until Midnight. On Sundays, the route operates at a 40-minute headway Southeast Michigan until 6:00 AM, then at a 20-minute headway until 8:00 PM. After 8:00 PM, the route operates at a 30-minute SHORT-HAUL / REGIONAL TRANSIT headway. During most of the day, the route’s end-to- This section summarizes transit service and facilities end running time is about 50 minutes. within the Woodward corridor. Four major transit The route has an annual ridership of 3.7 million (2011), service providers operate along the corridor. Four local 10 percent of DDOT’s 2011 annual ridership. Figure transit providers, four transit centers, three long-haul 7-5 shows the average daily combined boarding and transit providers, and many local employer shuttles alighting activity by stop for Route 53. As the map service the Woodward corridor.9 The alignments shows, ridership is highest in downtown Detroit and in of transit services in the corridor are shown on the the segment of the route south of I-94, although ridership following page in Figure 7-4. is relatively uniformly high throughout the length of the Detroit Department of Transportation route. In addition to Route 53, eight routes (7, 16, 18, 23, 25, 31, 36 and 78) travel on a portion of Woodward Detroit Department of Transportation (DDOT) has Avenue near downtown, many of them on their way provided public transportation service in Detroit for to/from connections at the Rosa Parks Transit Center. approximately 90 years. In its first 30 years of service Four routes (12, 17, 30 and 54) use a short segment the agency offered streetcar service. In 1937, bus of Woodward south of Eight Mile Road to access the service was established, and by 1956, streetcar service State Fairgrounds Transit Center. Fifty percent of was discontinued and bus service remained as the sole DDOT’s bus routes travel to Downtown from outlying transit mode. neighborhoods. DDOT’s 19 other bus routes run east- west or north-south, connecting neighborhoods and DDOT is the major bus transit provider in southeastern feeding riders to Downtown routes. Michigan and is also the state’s largest transit carrier. The agency serves an area of 144 square miles and 9 2010 National Transit Database information was used based on its 951,270 people with more than 40 fixed routes (2010). consistent availability for analysis between transit providers. Annual weekday ridership totals 121,000 trips occurring in Detroit and 22 neighboring communities, and annual ridership totals 36.6 million (fixed route and demand response combined). The department provides demand response service through its Detroit Metrolift service, which completed 101,000 trips in 2010. Corridor Transportation | 31 O Legend r Highland Rd io W n

R W 753 851 560 Transit Centerd a 24 l 10 to Brown Rd 805 n 10 31 530 Tunnel Bus Route 16O LegendRosa Parks r Po LEGEND io n Highland Rd ti Baldwin Rd W Transit Center n ac Detroit People Mover Route L R a 851 W 753 k 560 Transit Centerd e a 24 d Rd l R Transit Center 53 SMART Routes 10 to Brown Rd Elizabeth Lake Rd E Walton Blvd 805 n Greyhounde S Williams Lake Rd 10 31 530 k Tunnel Bus Route a Tunnel Bus125 Route 40 DDOT Routes 16 P LStation N Adams Rd Rosa Parks on t n 10 48 ia Baldwin Rd Detroit People Mover Route Transit Center c o La i Detroit People Mover34 Route Baldwin Ave Limited Access k n 23 375 e d R U Joslyn Ave d e R 53 SMART Routes W Tienken Rd Elizabeth Lake Rd E Walton Blvd SMART Routes 756 k Greyhounde S Williams Lake Rd y Highway k 125 d Stationa 40 DDOT Routes ty Dr p L DDOTN Adams Routes Rd ersi Walton Blvd niv O n 10 48 C U o o N LocalConnectingRoad i 34 Baldwin Ave mLimitedm Access n 23 375 Limitede Access rc U Joslyn Ave e Pontiac Transportation Center e W Tienken Rd 756 k y HighwayHighway Downtown Detroit G W Avon Rd d o ersity Dr p Walton Blvd lf Hamlin Rd P niv O a C U r PLocal Connecting Road S Adams Rd N Main St k om N on LocalConnectingRoad Auburn Rd da merc tia le e Pontiac Transportation Center c T R rl d Downtown Detroit G 0 W Avon1 Rd 2 Miles 24 ol South Blvd W Auburn Rd f Hamlin Rd Lo P W E n ar L Av P S Adams Rd N Maine St kd o on ont Auburn Rd P a n iac in le g Tr e R L l d R d a S Opdyke Rd 24 R d k E Square Lake Rd South Blvd W Auburn Rd n e 59 Lo W o E n L t Av e o g on S Rochester Rd Hamlin Rd P n n South Blvd W in g i E Auburn Rd e L m S Opdyke Rd Drake Rd d R a r Orchard Lake Rd R k E Square Lake Rd a d e 59 Crooks Rd n F 1 to 465 g 851 S Rochester Rd InksterHamlin Rd Rd n South Blvd W South Blvd E i E Auburn Rd m Drake Rd r Orchard Lake Rd Middlebelt Rd a Crooks Rd F 1 275 465 851 Inkster Rd South Blvd E N Adams Rd W Maple Rd W Wattles Rd

Middlebelt Rd 275 W Big Beaver Rd N Adams Rd W 14 Mile Rd Livernois Rd E Long Lake Rd 19 Mile Rd W Maple Rd W Wattles Rd Rochester Rd W Big Beaver Rd W 13 Mile Rd 10 W 14 Mile Rd Livernois Rd E Long Lake Rd 19 Mile Rd RochesterW 11 Rd Mile Rd W 13 Mile Rd Troy Multi-Modal Transportation Center 18 Mile Rd 10 W 12 Mile Rd (Under Construction) Ryan Rd W 11 Mile Rd 17 Mile Rd Troy Multi-Modal Transportation Center 40518 Mile Rd E Maple Rd W 12 Mile Rd (Under Construction) W 14 Mile Rd Ryan Rd 405 17 Mile Rd 740 W 14 Mile Rd E Maple Rd 330 John R Rd Metro Pkwy 740 W 11 Mile Rd 12 Mile Rd 24 y Southfield Rd w 330 John R Rd S Main St W 9 Mile Rd H 8 Metro Pkwy M Inkster Rd W 11 Mile Rd 12 Mile Rd il W 10 Mile Rd n 24 y e o Southfield Rd w Lahser Rd S Main St s E 14 Mile Rd W 9 Mile Rd H 8 n M Inkster Rd e il W 10 Mile Rd n e o h 494 15 Mile Rd Lahser Rd s E 14 Mile Rd N Main St p n e 420 t e E 13 Mile Rd h 494 15 Mile Rd 39 S N Main St p e Royal Oak Transit Center 420 t E 13 MileW Rd7 Mile Rd 39 S Chicago Rd Royal Oak Transit Center 53 16 696 W 7 Mile Rd Chicago Rd 53 Coolidge Hwy 16 E 696 10 Coolidge Hwy y M Evergreen Rd ile E 13 Mile Rd E w 102 10 F 1 E 11 Mile Rd Evergreen Rd y M ile Beech Daly Rd E 13 Mile Rdd w 102 45 l F 1 E 11 Mile Rd e i Beech Daly Rd d f 45 l h e t i Dequindre Rd f u W Outer Dr 54 Hilton Rd h o t S Dequindre Rdc Mound Rd Hoover Rd u W Outer Dr 54 h S Hilton Rd o E 11 Mile Rd o o S l Hoover Rd ch S cr Mound Rd 5 oo aft E 11 Mile Rd E 10 Mile Rd lcr 5 Fenkell St aft E 10 Mile Rd State Fairgrounds Transit Center Fenkell St State Fairgrounds Transit Center W McNichols Rd W McNichols Rd 23 Schoenherr Rd Schoenherr Rd E 9 Mile Rd 23 E 9 Mile Rd Plymouth Rd John C Lodge Expy 75 102 530 Plymouth Rd 102 John C Lodge Expy 75 530 E Outer Dr E Outer Dr t t S

S 730 730 d 48 d E 48 805 n Dequindre St n t E d Joy Rd a 805 Dequindre St l t 96 d Joy Rd a w S l k 710 96 w S k a 710 a

u a a r 102 u 102 a r d W Davison O a d O W Davison p E 7 Mile Rd p N E 7 Mile Rd 8 N 8 m Mound Rd m Mound Rd H H a 17 a 17 i Evergreen Ave i Evergreen Ave C C n n 510e Greenfield Rd Livernois Ave 510 h e Greenfield Rd Livernois Ave HamiltonAve h s HamiltonAve s W Jeffries Fwy W Jeffries Fwy W Warren Ave p W Warren Ave p E E D e D e M M Schaefer Hwy 38 cN Schaefer Hwy610 38 cN 610 s r s r i ic 39 chol3s9 hols DexterAve Conant St DexterAve Conant St o o Linwood St Linwood St

J Kelly Rd J Kelly Rd Hubbard Dr Wyoming St 11 40 Hubbard Dr M Wyoming St 11 40 M o o r 47 a r 153 E Outer Dr Hayes St Moross Rd 47 E Outer Dr Hayes St a 153 n n Moross Rd g Detroit Amtrak Station g Blvd 3 Detroit Amtrak Station Grand d Blvd 3 Harper Ave Gran 255 W 10 W Harper Ave C 255 10 C 140 94 o r E Warren Ave 140 n o n 94 r n D R 14 e 615 E Warren Ave n D otund r a E Forest Ave r 14 e 615 e R ot r l u O John Kronk St nSda E Forest Ave r 7 e

a s t John Kronk St l Mack Ave O S k h y 7

a s t t w DIX St r

Alter Rd Mack Ave k h y 4

h t o Charlevoix St w r 1 31 DIX St

Alter Rd

Chene St o 96 C 4 DIX h d o Charlevoix St 1 31

Miller Rd Trumbull St

Chene St o 96 C Cadieux Rd DIX Chalmers St CassAve Rosa Parks Transit Center d

Miller Rd Trumbull St

Cadieux Rd Chalmers St Greyhound Station fferson Av CassAve Rosa Parks Transit Center 375 Je e W Fort St E 635 Greyhound Station fferson Av S DIX St 830 10 12 25 375 Je e DIX Rd W Fort St E 635 Allen Rd 53 S DIX St 830 10 12 25 e 0 1 DIX2 Rd 4 son Av Allen Rd 53 S Fort St Jeffer Miles 0 1 2 4 DIX Hwy W Ave fferson DIX Hwy S Fort St W Je Miles FIGURE 7-4. EXISTING TRANSIT SYSTEM Source: SMART, DDOT, Parsons Brinkerhoff, 2013 Corridor Transportation | 32

FIGURE 7-5. DDOT ROUTE 53 STOP ACTIVITY Source: DDOT, Parsons Brinkerhoff, 2013 Corridor Transportation | 33

Suburban Mobility Authority for Regional Regardless of their local or limited stop designation, Transportation due to their lack of a funding relationship with the City of Detroit, the stopping pattern on SMART bus routes With annual ridership at 12.1 million trips (demand effectively precludes them from providing bus service response and fixed route) and average weekday for trips that both begin and end within the City of ridership at 41,000 trips (2010), the Suburban Mobility Detroit on the segments of their routes within Detroit Authority for Regional Transportation (SMART) is the (in the Woodward Corridor, this means route segments second largest transit provider in Michigan after DDOT. south of 8 Mile Road). In that area, SMART local and SMART was formed as Southeast Michigan’s regional commuter routes only drop off passengers within bus system and has coverage of 1,074 miles with a the City of Detroit on their southbound trips and only population of 3,167,075 in more than 75 communities pick-up passengers on their northbound trips. Reverse throughout Macomb, Oakland, and Wayne Counties. commute routes pick up northbound passengers in Detroit in the morning and drop off southbound SMART operates five routes primarily on Woodward passengers in the evening, but these routes also do not Avenue: allow for trips that start and end within Detroit.

• Route 450 is a local bus route operating from the Routes 450 and 460 operate from 5:00 AM to 2:00 AM on Phoenix Center in Pontiac to the State Fairgrounds weekdays, on a combined 15 minute headway during Transit Center just south of 8 Mile Road in Detroit, most of the day, over the combined segments of the with weekday peak period service to the SMART routes from Woodward and Daines to Woodward and Transit Center in downtown Detroit, located at the the State Fairground Transit Center, where passengers ; can take DDOT route 53 to complete their trip into Detroit (the route operates to the SMART transit center • Route 460 is a local bus route that operates from in downtown Detroit during the peak periods), with the Somerset Collection transit center in Troy to each separate route operating at a 30 minute headway. the State Fairgrounds Transit Center just south of Headways are calculated from the Detroit end of the 8 Mile Road in Detroit, with weekday peak period trip (arrival times on the Southbound trips, departure service to the SMART Transit Center in downtown times on Northbound trips); headways are irregular on Detroit. The route essentially operates as a short- the other ends of the trips. Travel times during the off turn route paralleling Route 450 from Troy south to peak period on Route 450 (with the northern Terminus Detroit; at Phoenix Center in Pontiac) to Woodward and State Fairground average around 45-50 minutes. Travel times • Route 445, a limited stop, commuter-oriented route to downtown Detroit during peak periods average around (southbound in the morning, northbound in the 70-75 minutes during the morning peak and around evening) that originates at Telegraph Road and 85-90 minutes during the afternoon peak. Travel times Maple in Birmingham, joins the Woodward Avenue on Route 460 (with the northern terminus at Somerset alignment at Maple and continues to the SMART Collection in Troy) to Woodward and State Fairground Transit Center in downtown Detroit; range from around 40 to 50 minutes. Travel times on Route 460 to downtown Detroit during the peak periods • Route 465, a limited stop, reverse commuter- range from around 70 minutes during the morning oriented route (northbound in the morning, peak to around 80 minutes during the afternoon peak. southbound in the evening) that originates at the On Saturdays and Sundays the route operates only General Motors Truck and Bus plant in Pontiac as far south as Woodward and the State Fairgrounds. and serves a number of other industrial sites in Saturday service is from 5:00 AM to 2:00 AM, and the Auburn Hills before joining the Woodward Avenue two routes operate on an irregular combined headway alignment just south of Maple near the Amtrak ranging from 15 to 25 minutes during most of the day Station in Birmingham and continuing to the (hourly after 10:00 PM). Sunday service operates from SMART Transit Center in downtown Detroit; and 6:00 AM to Midnight, with the two routes operating a combined irregular 15-25 minute headway. • Route 475, a limited stop, commuter-oriented route that originates at the Troy Civic Center Park-and- Route 445 operates three trips each morning between Ride in Troy and enters the Woodward Avenue 6:28 and 7:28 AM from Telegraph and Maple in alignment just south of Maple near the Amtrak Birmingham to downtown Detroit. Running time is 62 Station in Birmingham before continuing to the minutes. In the afternoon, the route operates four trips SMART Transit Center in Downtown Detroit. northbound between 4:05 and 5:35 PM, with a running time of 61-63 minutes. Corridor Transportation | 34

Route 465, the reverse commute route, operates five Finally, service frequencies are relatively low given morning northbound trips between 4:08 and 6:40 AM, the significance of this corridor in the regional travel from downtown Detroit to Big Beaver and Crooks in market. This is particularly true in the suburban Auburn Hills. Running time is 56-58 minutes. Six trips segment operated by SMART (where headways are operate in the afternoon between 2:42 and 5:09 PM, never lower than 15 minutes). The demand for service with a running time of 79-85 minutes. exceeds the capacity along much of the corridor. Both more frequent service and larger vehicles have a role in Route 475 operates four morning trips southbound correcting this imbalance. between 6:10 and 7:38 AM, from Troy Civic Center Park-and-Ride to downtown Detroit. Running time is 65-67 minutes. The route operates four afternoon trips TABLE 7-2. TRANSIT PERFORMANCE SURVEY northbound between 4:20 and 6:13 PM, with a running Source: NTD, 2010 time of 65-69 minutes. DDOT SMART FIXED PARA- FIXED PARA- Routes 445, 465 and 475 operate no early morning, mid- ROUTE TRANSIT ROUTE TRANSIT day, evening, night, weekend or Holiday service. TOTAL BOARDINGS 36,555,845 101,429 11,439,394 754,877 The maps in Figures 7-6 through 7-10 on the following PERCENT pages show average daily combined boarding and OF TOTAL 99.72% 0.28% 93.81% 6.19% alighting activity for SMART routes 450, 460, 445, BOARDINGS 465 and 475, respectively. As the maps for routes 450 VEHICLE and 460 show, boardings along the route are fairly REVENUE 13,915,183 808,818 10,658,988 3,888,846 dispersed, with higher ridership stops in the terminal MILES areas (Detroit, Pontiac, and the Amtrak station), at key OPERATING COST PER $11.31 $4.94 $7.38 $5.52 activity centers and bus transfer points along the route, REVENUE MILE both in Detroit and in the suburban areas. Ridership on BOARDINGS the express routes is much more uniform across the PER REVENUE 2.63 0.13 1.07 0.19 limited stops on those routes, and is only large at the MILE terminal points. AVERAGE FARE $0.68 $2.32 $1.12 $1.35 The structure and operating plans of the current bus FARE BOX service in the corridor raises a number of issues. The RECOVERY 15.88% 5.89% 16.24% 5.00% first and most obvious is the lack of coordination between the DDOT service operating in Detroit and the OPERATING COST PER $4.31 $39.43 $6.88 $28.43 SMART service operating in the suburban segments of BOARDING the corridor. The lack of schedule and fare coordination makes travel between the two areas, particularly for travelers from Detroit north to the suburban areas, cumbersome and expensive. There is no service offering a one seat ride and coordinated schedule in both directions across the Detroit-Oakland County line, making transit service in the corridor less convenient than it might be and possibly depriving transit dependent populations from jobs in the corridor.

In addition, there is no all day express service in either Detroit or in the suburban segment of the alignment. Apart from SMART Routes 445, 465 and 475, which are highly specialized, commute period routes, no route offers express or limited stop service. Given the length of the route (with many trips taking more than 80 minutes of in-vehicle time, excluding wait or transfer time), the Woodward Corridor is a prime location for express, limited stop or skip-stop service. Corridor Transportation | 35

FIGURE 7-6. SMART ROUTE 450 STOP ACTIVITY Source: SMART, Parsons Brinkerhoff, 2013 Corridor Transportation | 36

FIGURE 7-7. SMART ROUTE 460 STOP ACTIVITY Source: SMART, Parsons Brinkerhoff, 2013 Corridor Transportation | 37

FIGURE 7-8. SMART ROUTE 445 STOP ACTIVITY Source: SMART, Parsons Brinkerhoff, 2013 Corridor Transportation | 38

FIGURE 7-9. SMART ROUTE 465 STOP ACTIVITY Source: SMART, Parsons Brinkerhoff, 2013 Corridor Transportation | 39

FIGURE 7-10. SMART ROUTE 475 STOP ACTIVITY Source: SMART, Parsons Brinkerhoff, 2013 Corridor Transportation | 40

Detroit Transportation Corporation

The Detroit Transportation Corporation (DTC) operates the Detroit People Mover (DPM) service connecting major activity centers in Downtown via a fully automated guideway system and 13 stations. Eight computer-controlled driverless vehicles travel along a 2.9- mile single-track, one-way, clock-wise loop. In 2009, approximately 5,500 daily passengers used the DPM, with a total annual ridership of 2.1 million passengers. DPM’s ridership for special events is estimated at 10,000 to 15,000 passengers. Originally planned as a downtown circulator, the People Mover never realized its true potential in the absence of a broader regional rapid transit system. It serves a much needed circulation function within Downtown with connections to Cobo Hall (convention center), Joe Louis Arena (hockey/entertainment arena), the Renaissance Center (General Motors international headquarters), various employers in Downtown’s Financial District, Greektown Casino and entertainment district, Comerica Park (baseball/entertainment stadium), Ford Field (football/entertainment stadium), the Theatre District on Broadway, and connections to the Rosa Parks Transit Center on Washington Boulevard and Michigan Avenue.

Transit Windsor

Transit Windsor is Windsor, Ontario, Canada’s transit service provider that operates one bus route that shuttles passengers between Downtown and Windsor, Ontario, via the Detroit-Windsor Tunnel. The bus circulates through Downtown and has one stop along Woodward Avenue at Larned Street. It also stops at the Rosa Parks Transit Center. This route had an annual ridership of about 200,000 in 2009.

Capacity

Decreased availability of revenue sources from the gas tax, vehicle registration fees, and alternate revenue streams have challenged transit providers’ ability to maintain capital equipment and service operations throughout Michigan. Despite these challenges, the Michigan Department of Transportation (MDOT) notes in its 2035 State Long-Range Transportation Plan:

“Public transit ridership [in Michigan] increased by about 15.5 percent from FY 2005 to FY 2010, while miles of service increased by about 7.5 percent. The public’s demand for more transit choices has not wavered…Michigan transit agencies were able to achieve a net increase in miles of service during a period when state operating assistance per year stayed the same.”

Detroit (15 percent) and Highland Park (eight percent) have the highest proportion of zero-car households along the corridor (see Figure 5-4). This demand is ever-present in the capacity issues faced by transit providers operating within the corridor particularly during peak service hours. Similarly, during the peak commuting hours, the Transit Windsor route between Detroit and Windsor, Ontario, operates at capacity. On an average weekday, the Detroit People Mover (DPM) has available capacity all day, but operates over capacity during large events in Downtown Detroit. Corridor Transportation | 41

Despite demand, funding cuts have impacted the level of service transit providers offer customers. Particularly TABLE 7-3. SMART INCOME-TO-SERVICE in the cases of DDOT and SMART, funding cuts have DISTRIBUTION, 2012 had a marked impact on service offerings through Source: SMART, 2012 increased reliability and reduced coverage. Since % OF LOCAL % OF SERVICE January 2012, the department has undergone three COUNTY FUNDING PROVIDED rounds of service cuts that have reduced and stabilized wait times on some routes, increased wait times on Wayne 25% 25.03% others, eliminated some routes, but overall improved Oakland 39% 39.28% the service reliability of the system. In December 2011, SMART instituted a reduction in service to forestall a Macomb 36% 35.69% $7,000,000 budget deficit. This resulted in an 18 percent reduction of weekday service, a 29 percent reduction of Saturday service, and a 31 percent reduction of Sunday TABLE 7-4. WOODWARD CORRIDOR TRANSIT Service. These service reductions were achieved by shortening the Main Corridor (arterial) routes into TIMELINE, 2011-2013 the City of Detroit and eliminating lower productivity TRANSIT-RELATED PROJECTS routes in each of the three counties SMART serves: Wayne, Oakland, and Macomb. In determining which 2011 Pontiac Transportation Center routes would be affected, SMART worked to maintain a balance between funds received and service provided. After reductions, the income-to-service balance, shown 2011 Woodward Avenue Light Rail Transit Project in Table 7-3, was achieved. Through the reductions in service, SMART has maintained an on-time 2012 Woodward Avenue Streetcar Project performance of 87 percent system-wide and continues to monitor reliability through route surveys, automatic YEAR COMPLETED 2012 Woodward Avenue Rapid Transit vehicle location data, and bus operator input. Service Alternatives Analysis reductions have allowed SMART to meet budgetary Woodward Avenue Complete Streets Master requirements in FY2012 and FY2013 without further 2013 Plan reductions. 2013 Troy Multi-Modal Transit Center MDOT has responded to increased transit service demand and Michiganders’ desire for improved transportation options with increased support for 2013 Birmingham Multi-Modal Transportation Plan transit projects. Along the Woodward Avenue corridor, demand has been slowly building for transit facilities 2013 Ferndale Multi-Modal Transportation Plan and services since 2006 when the City of Detroit hosted Super Bowl XL. Emphasis on transit has accelerated between 2011 and 2013, in which projects with transit components were initiated within study area communities as shown in Table 7-4. Corridor Transportation | 42

Connectivity: City and Suburb

Improved transit connectivity between Detroit and outlying suburbs is necessary for increased job access and transportation options for residents within and beyond the 27-mile Woodward corridor. SMART and DDOT do not provide regular end-to-end service on Woodward Avenue between the downtowns of Pontiac and Detroit. SMART Routes 450 Woodward Local/ Pontiac and 460 Woodward Local/Somerset provide end-to-end service between downtown Pontiac and the Rosa Parks Transit Center in downtown Detroit during peak periods only. During off peak hours, Routes 450 and 460 travel between downtown Pontiac and the State Fairgrounds Transit Center (SFTC) at Eight Mile Road in Detroit. Riders must transfer at SFTC to DDOT Route 53 for service to the Rosa Parks Transit Center. The average IMAGE 7-1. DETROIT DEPARTMENT OF TRANSPORTATION (DDOT) BUS transfer time ranges between 15 to 35 minutes during Source: www.michiganradio.org the day with wait times being longer during off-peak periods. For both traditional and reverse commuters, this transfer at the State Fairgrounds Transit Center adds travel time and cost between trips. DDOT and SMART have different service frequencies, reliability, coverage, and fare structures. Despite the challenges in connected transit service, Woodward Avenue thrives as a premier transit corridor in Southeast Michigan.

LONG-HAUL / INTERCITY TRANSIT SERVICE

Intercity Rail and Bus Services

Amtrak provides intercity passenger rail service in four corridor communities: Detroit, Royal Oak, Birmingham, and Pontiac. Amtrak’s Service offers three daily round-trips on its Chicago-Battle Creek-Ann Arbor- Detroit-Pontiac route. The proposed Ann Arbor to Detroit commuter rail line would use the Amtrak Station in Detroit. SMART and DDOT bus routes have stops IMAGE 7-2. DETROIT PEOPLE MOVER (DPM) located near the Detroit Amtrak station, and SMART Source: www.detroitnews.com has stops located near the Royal Oak, Birmingham, and Pontiac stations, providing connectivity between modes. The Greyhound Bus Terminals in Downtown Detroit and on Lahser Road in Southfield offer intercity bus service.

Megabus offers connections to Chicago, Illinois, and picks up at the Rosa Parks Transit Center as well as at the corner of Warren Avenue and Cass Avenue in Detroit. TABLE 7-5. AMTRAK STATION USAGE, 2012 Source: Amtrak, 2012 STOPS BOARDINGS / ALIGHTINGS Detroit 66,571 Royal Oak 32,814 Birmingham (Troy) 19,712 Pontiac 16,307 IMAGE 7-3. AMTRAK LEAVING Source: www.wikimedia.org/wikipedia/commons Corridor Transportation | 43

Shuttle Services

Three shuttle services operate within the study corridor in the City of Detroit. Wayne State University offers two campus shuttles, free for faculty and students, which provide service between parking facilities and campus buildings. There are nine stops for the Main Campus Shuttle and an additional two stops for the Medical Campus Shuttle. The Medical Campus Shuttle’s service area includes the Detroit Medical Center. The Detroit Medical Center offers three types of shuttles to transport employees, visitors, and patients throughout the Central Campus. The College for Creative Studies, located in the New Center Area, operates one 24-hour weekday and weekend shuttle between its Ford Campus and the Taubman Center. In addition, major employers and high-rise office buildings in the area provide dedicated IMAGE 7-4. TROY MULTI-MODAL TRANSIT CENTER (RENDERING) shuttle services to their patrons, often filling the gaps Source: www.troy.patch.com and/or a portion of the unmet local transit needs.

TRANSIT FACILITIES

Since 2006 when Super Bowl XL was hosted in Detroit, Woodward corridor communities have invested in transit hub facilities that support transit connectivity within and between transit modes.

META EXPO (2012 Proposal Ongoing)

The State Fairgrounds Development Coalition is an organization of individuals from communities, businesses, as well as representatives of organizations and municipalities who have developed an interest in the State Fairgrounds development. The Coalition recommends making transit considerations central to any development plans for the site.

Troy Multi-Modal Transit Center (Opened 2013) IMAGE 7-5. PONTIAC TRANSPORTATION CENTER Source: www.metromodemedia.com A new intermodal transit center in Troy, Michigan is scheduled to open in August 2013. The project replaces an outdated Amtrak station and includes a 2,000 square foot building with a pedestrian bridge linkage to a new Amtrak platform, a bus stop area, and a passenger/taxi drop off and pick up area. Upon completion, the center will accommodate intercity passenger rail service, regional bus routes, taxi services, and the Troy Oakland Airport.

Pontiac Transportation Center (Opened 2011)

The Pontiac Transportation Center is a 1,400 square foot facility that serves Amtrak intercity passenger rail, SMART bus routes and Greyhound intercity bus service. This passenger rail station is a planned stop on the proposed Chicago to Detroit high-speed rail line.

IMAGE 7-6. ROSA PARKS TRANSIT CENTER Source: Parsons Brinkerhoff Corridor Transportation | 44

Rosa Parks Transit Center (Opened 2009)

Rosa Parks Transit Center (RPTC) is a 24-hour multimodal transfer facility connecting passengers to DDOT, SMART, and Transit Windsor buses, as well as to the Detroit People Mover. The Center is a 25,700-square foot three-level building located on a 2.4-acre site bounded by Michigan and Cass Avenues and Times Square. RPTC has a central island with 12 bus bays.

State Fairgrounds Transit Center (Opened 2006)

The State Fairgrounds Transit Center is located on a 1.7 acre site adjacent to the State Fair site. The center, which includes a customer information center, passenger information kiosks, and 12 bus shelters, provides a transfer point for easy access to the downtown. The center is one element of the City of Detroit’s effort to IMAGE 7-7. STATE FAIRGROUNDS TRANSIT CENTER Source: Parsons Brinkerhoff create a functional and appealing city transportation system.

Detroit Amtrak Station (Opened 1994)

Detroit’s Amtrak Station is located on the corner of Woodward and West Baltimore Street in New Center. This station serves Amtrak’s Wolverine line and is a planned stop on both the proposed Chicago to Detroit high-speed rail line and the Ann Arbor to Detroit commuter line.

Royal Oak Transit Center / Amtrak Station

The Royal Oak Transit Center is an Amtrak station in Royal Oak, Michigan that is served by the Wolverine Line and SMART.

IMAGE 7-8. DETROIT AMTRAK STATION Source: www.hebners.net

IMAGE 7-9. ROYAL OAK TRANSIT CENTER Source: www.ratkov.com Corridor Transportation | 45

D. Travel Time Comparison E. Carpooling and Between Roadway and Active/Non-Motorized Transit Systems Transportation

Traveling the entire length between Pontiac and CARPOOLING/ CAR-SHARING Downtown Detroit is typically done via I-75 if traveling The Michigan Department of Transportation and Zipcar by car and not along Woodward Avenue. Woodward is are the primary carpooling/car-sharing resources within more for local commute and used also as an alternate the study corridor. MDOT sponsors a rideshare program to avoid congestion on I-75 for peak period commuter and operates carpool lots throughout the state of travel. Though it is a longer distance by freeway (31 Michigan. There are no MDOT carpool lots located within miles compared to 27 miles along Woodward), the one mile of Woodward; the closest is approximately higher speed limit along I-75 and lack of signalized 2.5 miles away at I-75 and Adams Road in Bloomfield intersections reduces the travel time. On a typical off- Township. The lot is primarily used by commuters peak day, the average travel time from the center of traveling to and from downtown Detroit via I-75. Downtown Pontiac to the center of Downtown Detroit via car is 52 minutes and approximately one hour and Zipcar, a private car-sharing service, has three reserved 50 minutes via transit (see Table 7-6). As previously parking space locations near the Wayne State University discussed in the Public Transportation section, travel campus in Midtown Detroit. Zipcar reserved parking by transit during the peak hours between Pontiac and spaces are located in a Wayne State University parking Detroit is done via SMART Route 450; however, during lot on Anthony Wayne Drive, a private parking structure off-peak periods, SMART service stops at the City of on Forest Avenue, and a College for Creative Studies Detroit limits, forcing passengers to transfer to DDOT parking structure on Brush Street. Route 53. This additional transfer adds time onto travel times, causing longer off-peak trip travel times than the ACTIVE / NON-MOTORIZED TRANSPORTATION peak period trips. FACILITIES Facilities created for use by pedestrians and bicyclists are generally considered active or non-motorized transportation facilities and provide a common form TABLE 7-6. PEAK & OFF-PEAK TRAVEL TIMES access to transit for a segment of transit riders. Relating Source: Parsons Brinkerhoff to the Woodward corridor, non-motorized facilities are limited to sidewalks/safety pathways, shared use paths, TRAVEL VIA and bike lanes. Transit users utilize these facilities at I-75 WOODWARD AVE. the beginning and end of their trip. As such, transit and non-motorized facilities are complementary as every PEAK OFF-PEAK PEAK OFF-PEAK PERIODS PRERIODS PERIODS PERIODS transit trip is inherently multi-modal. The presence of continuous sidewalks between station locations and 45 - 55 31 - 33 55 - 60 51 - 53 CAR min. min. min. min. major trip generators within a quarter mile distance is key for pedestrians. The availability of shared use paths 1 hr. and 1 hr. and and bike lanes within a one mile distance of station TRANSIT N/A N/A 15 min. 50 min. locations is important for cyclists. Bicycles allow transit TRAVEL BY users to travel beyond the five minute walking threshold for pedestrians, expending their reach to destinations at farther distances. Sidewalks There are continuous sidewalks north and southbound along Woodward Avenue between Jefferson Avenue in Detroit and Lincoln Street in Birmingham, providing another common transit-supportive amenity that promotes use of transit. Gaps in sidewalk availability begin to appear at Lincoln Street, and between Big Beaver Road and Hickory Grove Road, there are no sidewalks north or southbound along the corridor. Sidewalk continuity on both sides of the roadway re- emerges from South Boulevard to the Woodward Loop in Pontiac. Corridor Transportation | 46

F. Potential Travel Detroit Medical Center (DMC) Henry Ford Hospital Markets Beaumont Hospital St. Joseph Mercy Hospital Travel between residential origins, St. John Providence Health Systems MEDICAL employment, and non-work destinations are Barbara Ann Karmanos Cancer Center a central component of the analysis of transit options that are appropriate for the Woodward Wayne State University corridor. Woodward benefits from having Michigan State University both significant residential development, University of Detroit Mercy major employers and attractions within College for Creative Studies one mile of the corridor, particularly in the Detroit Public Schools EDUCATION segment south of Grand Boulevard in Detroit. Figure 7-11 lists major employers along U.S. Government Woodward, some of which are also major State of Michigan attractions shown in Figure 5-6 on page 16. Wayne County Government Quicken Loans Chrysler Group, LLC The Midtown district in Detroit is experiencing DTE Energy population growth and neighborhood General Motors Corp. revitalization, supported in part by the growth U.S. Postal Service and expansion of the Detroit Medical Center Blue Cross Blue Shield of Michigan and Wayne State University campuses. MGM Grand Detroit Casino MotorCity Casino OFFICE Compuware Corporation Comerica Bank Deloitte LLP American Axle & Manufacturing Holdings Johnson Controls - Automotive Experience Soave Enterprises, LLC PricewaterhouseCoopers, LLP Pepsi Beverages Co.

FIGURE 7-11. MAJOR EMPLOYERS Source: Parsons Brinkerhoff, Crain’s Book of Lists 2012 According to a March 2013 news release by Michigan Health and Hospital Association, Michigan’s largest private-sector employer is Health Care. Corridor Transportation | 47

Figure 7-12 illustrates the various areas along Woodward, which W E Montcalm St H u ro LEGEND were categorized into four main groups (“districts”) to understand n e State St k y Woodwardd Districts travel patterns within the corridor. They include (from south to y Dr p d sit R iver O Un l e N r r north): i Pontiac Detroit Southu Auburn Ave q S

G Detroit NNorth Woodward Ave olf • Detroit South: Downtown Detroit, Midtown, New Center Dr Oakland South Auburn RdOaklandW North Hamlin Rd • Detroit North: North End Detroit, Highland Park 0 1 W 2Auburn Miles Rd South Blvd

S Opdyke Rd • Oakland South: Ferndale, Huntington Woods, Pleasant W South Blvd W

Lo 24 ng 59 Ridge, Royal Oak, Berkley La ke Bloomfield Hills W S • Oakland North: Birmingham, Bloomfield Township, qu ar Crooks Rd e L N Adams Rd ak Bloomfield Hills, Pontiac e Rd

In 2010, within the Woodward Districts, which are generally W Maple Rd Bloomfield Township located within one mile of Woodward, there were 183,951 W Wattles Rd people in 82,366 households. SEMCOG projects that in 2035 the W 14 Mile Rd 1 corridor will have 177,658 people living in 83,011 households. 10 Accordingly, the number of households within the Woodward corridor will increase due to a reduction in household size, a shift W Maple Rd Livernois Rd that is consistent with national household trends. Within ¼-mile Birmingham E Maple Rd or walking distance of the corridor, there are approximately W 12 Mile Rd 118,734 people. Residents that live beyond a ½- mile distance of the corridor are more likely to drive to transit facilities. The N Main St 24 12 Mile Rd Trips section summarizes the travel patterns of drivers within the Royal Oak region. Evergreen Rd Southfield Rd W 10 Mile Rd Greenfield BerkleyRd

N Main St TRIPS 102 39 Huntington Woods E 12 Mile Rd W 9 Mile Rd 53 The combination of residents, jobs, and attractions along the

John R Rd corridor generated approximately 1.3 million trips per day within Pleasant Ridge S Ferndale e one mile of Woodward in 2010. There were approximately rv ic 18.7 million trips per day within the southeast Michigan region, 1 e E 10 Mile Rd indicating that approximately 7% of all the trips within the region Dequindre Rd enter, leave, or are within one mile of the corridor - a significant E 9 Mile Rd 5 W Oute r W 7 Mile Rd Hilton Rd portion. Approximately 350,000 trips per day (or 27%) are all W State Fair completely within one mile of the corridor, which are those trips W McNichols Rd 97 that have quick and reasonable access to transit along Woodward Ryan Rd Schaefer Hwy Avenue. Approximately 585,000 trips (or 45%) are from the Fenkell St 75 E Outer Dr remainder of Oakland and Wayne counties, which are those trips E 7 Mile Rd Dequindre St that could likely drive to the corridor and could be candidates Highland Park 102 for park and ride facilities. Figure 7-14 on the following page 96 W Davison 8 represents the nature of daily trips taking place within the corridor. Wyoming St HamiltonAve

an Livernois Ave km Oa Mound Rd Joy Rd DexterAve 39 Joy Rd Linwood St Clairmount St r D

r

Conant St

e l

s 8 153 y T r

i h rem W Grand Blvd an C Detroit W Harper Ave W ar ren Av 3 e 94 E Warren Ave

r

D E Forest Ave

r

e

l

s Mack Ave

y

r

D 14th St I h Charlevoix St X C S 96 Chene St t Trumbull St

CassAve E Vernor Hwy

Junction St Bagley St Russell St Ave rson E Lafayette St Jeffe W Fort 10 Brush St E 375 FIGURE 7-12. DISTRICTS USED IN TRAVEL PATTERNS ANALYSIS Corridor Transportation | 48

Approximately 71% of trips within one mile of the corridor are non-work trips, which include those trips involving education, entertainment, shopping, and medical purposes. This is consistent with the number of attractions along the corridor, specifically in Detroit. This trip distribution is a positive indicator for an enhanced transit corridor as its ridership will not dependent solely on work trips for ridership, but will attract a significant amount of non-work trips as well.

FIGURE 7-13. TRIPS WITHIN OR COMING INTO THE CORRIDOR Source: Parsons Brickerhoff, 2012

of all trips are within 1 mile of the corridor.

117,600 350,400 TRIPS 250,800 TRIPS 584,600 TRIPS TRIPS

WITHIN 1 MILE WITHIN 2 MILES FROM REST OF WAYNE & FROM ALL OF CORRIDOR OF CORRIDOR OAKLAND COUNTIES OTHER AREAS

of all trips within the corridor are non-work trips.

924,000 NON-WORK RELATED TRIPS 378,900 WORK RELATED TRIPS

WORK RELATED WITHIN 1 MILE 70,500 279,900 OF CORRIDOR NON-WORK RELATED

WITHIN 2 MILES OF 48,200 202,600 CORRIDOR

FROM REST OF WAYNE/ 197,000 387,600 OAKLAND CO.

FROM ALL 63,200 54,400 OTHER AREAS

0 100,000 200,000 300,000 400,000 500,000 600,000 NUMBER OF TRIPS Source: Parsons Brinkerhoff, 2012 The synergy between non-work trips in the northern part of the corridor and the major destinations in the City of Detroit and converse relationship between job access needs for the transit dependent populations in Detroit/Highland park support the need for higher order transit along Woodward. Corridor Transportation | 49

TABLE 7-7. 2010 DETAILED TRIPS ALONG THE CORRIDOR Source: Parsons Brinckerhoff, 2012 TRIPS GOING TO REST OF ALL TOTAL DETROIT DETROIT OAKLAND OAKLAND WITHIN 2 OAKLAND OTHER SOUTH NORTH SOUTH NORTH MILES & WAYNE AREAS DETROIT SOUTH 176,820 7,540 3,350 710 41,950 134,220 17,260 381,850 DETROIT NORTH 13,980 10,720 4,790 470 23,210 36,940 6,380 96,490 OAKLAND SOUTH 6,040 3,920 47,980 8,920 61,360 69,540 18,210 215,970 OAKLAND NORTH 1,400 320 7,680 55,780 54,270 85,810 9,710 214,970 WITHIN 2 MILES 93,130 25,220 73,130 59,350 325,640 N/A N/A 576,470 REST OF OAKLAND 347,510 39,060 85,260 112,810 N/A N/A N/A 584,640 TRIPS COMING FROM & WAYNE ALL OTHER 55,910 8,270 31,400 22,050 N/A N/A N/A 117,630 AREAS TOTAL 694,790 95,050 253,590 260,090 506,430 326,510 51,560 2,188,020

Table 7-7 summarizes the total trips (entering and In consideration of the vehicular travel patterns shown leaving) that were conducted completely within the in Figure 7-14 and Tables 7-7 through 7-11, there are corridor within each of the four areas for the year 2010. four travel markets that may benefit from rapid transit service on Woodward Avenue: Trip patterns indicate raw attention to considerable activity within the Detroit South district and from Detroit 1. Residents traveling to Downtown, Midtown, and North to the rest of Wayne and Oakland Counties. New Center (Detroit South) Detroit South produces the most within-district trips along Woodward at 176,000 trips per day. There are 2. Residents of the corridor and other commuters 347,000 trips traveling to Detroit South from the rest traveling for work or higher education of Oakland and Wayne Counties; these trips represent the largest district-to-district movement within the 3. Residents of the corridor and other commuters corridor and denote a traditional commuting pattern traveling for play from suburbs to urban core. Detroit South is a major destination for residents of the district, as well as 4. Reverse commuters that live within the City of residents residing beyond two miles of the Woodward Detroit and want to work in places either along corridor, suggesting that the district is a major regional the Corridor or connect to other transit service to employment center. another destination

A reverse commute pattern with 34,000 trips occurs from Other travel markets would benefit as well, especially Detroit South to within two miles of the corridor. Table those wants to access the Amtrak stations in Pontiac 7-7 shows that fewer trips travel north to the Oakland and New Center Detroit and the Rosa Parks Transit North area from Detroit South. However, 56,000 within- Center in downtown Detroit. This enhanced service district trips occur in the Oakland North area. There would provide better connectivity between a variety of are approximately 7,000 trips coming from North and existing transit centers along the corridor. South Oakland areas to Detroit South. Approximately 325,000 trips travel from within two miles of the study corridor to within other areas of the corridor. Corridor Transportation | 50

Enhanced transit service along Woodward Avenue hospitals, restaurants, theatres, sports arenas, COBO would capture existing transit riders that use the SMART Convention Center, parks, and the Riverfront are all Route 450 and DDOT Route 53 services. However, there encompassed within the Detroit South district. Of the is potential to capture additional riders that live and 695,000 daily trips coming into this area, approximately work along the corridor, along with those that live near 30% of trips coming into Detroit South area are from the corridor within Oakland County and work along the areas along the corridor. Another 13% of those trips corridor, and then those that want to visit attractions are those within two miles of the corridor, and another along the corridor. There is also potential to capture 8% are coming from other areas within Oakland reverse commuters, especially those that live in the City County. About a quarter of the trips are work trips of Detroit and have destinations along the corridor or coming into Detroit South, and another 11% are those near the corridor. Transit service between the City of involving shopping. The largest percentages are those Detroit and the outlying suburbs is often challenging doing other trips, including entertainment and higher and has become more so since suburban SMART education (college or university). Approximately 30% service during the off-peak has forced transfers between of the trips are those that do not begin or end at home; the systems. An all-day enhanced transit service along those trips are considered destination-to-destination Woodward Avenue would improve transit commute trips, such as travel between venues, running an errand in both directions. There are four significant transit from work, or lunch trips while at work. markets that would benefits from improved transit service along the corridor, these include: There is a large percentage of trips coming into Detroit South that are from the remainder of Wayne County, Residents Traveling to Downtown, Midtown, and outside the two mile buffer around the corridor. These New Center (Detroit South) could be served by enhanced transit along this corridor for those that could take east-west transit and connect Downtown through New Center Detroit has to the Woodward Avenue corridor. Those living within approximately 126,119 jobs10 and various attractions Oakland County could utilize Park And Ride lots along that draw in travel from along the Woodward corridor the northern part of the corridor to access Detroit South. as well as the Southeast Michigan region. Corporate 10 LEHD and government offices, museums, libraries, colleges,

TABLE 7-8. 2010 TOTAL TRIPS AND TYPES OF TRIPS IN AND NEAR THE WOODWARD DISTRICTS Source: Parsons Brinckerhoff, 2012 TYPE OF TRIP HOME TO ALL OTHER TOTAL TRIPS HOME TO HOME TO HOME TO SCHOOL TRIPS (NOT WORK SHOPPING OTHER (K-12) FROM HOME) DETROIT SOUTH 9,373 15,252 39,697 6,941 105,558 176,821 DETROIT NORTH 2,279 1,899 5,641 835 3,330 13,984 OAKLAND SOUTH 2,383 332 1,660 84 1,577 6,036 OAKLAND NORTH 762 15 277 2 344 1,399 WITHIN 2 MILES 17,716 13,138 37,697 4,995 19,588 93,134 REST OF OAKLAND 19,937 1,384 9,168 223 10,048 40,760 CO, TRIPS COMING FROM REST OF WAYNE CO. 83,015 42,363 115,859 8,633 56,889 306,760 ALL OTHER AREAS 32,621 3,443 12,664 171 7,012 55,910 168,086 77,825 222,664 21,884 204,345 TOTAL (24%) (11%) (32%) (3%) (29%) 694,804 Corridor Transportation | 51

Residents & Commuters from Surrounding Areas for ‘Work’ (includes School)

Along the corridor there are approximately 219,364 jobs, ten major hospitals including major medical facilities that are specialized in state of the art cancer and heart treatment, nationally acclaimed medical research facilities, and five universities and colleges. Work/school is a key trip purpose along the corridor; especially for the patrons, staff, students and researcher at these medical facilities and higher educational institutions. In total approximately 250,000 trips that are undertaken along the corridor are home- based work trips or higher education trips. Of those, 11% occur from those living within one mile of the corridor, leaving approximately 89% that live outside of that area. Approximately 14% live within two miles of the corridor and could benefit from a rapid transit option that competitive with automobile. Approximately 63% live within the rest of Oakland and Wayne counties. Some currently avail Park And Ride locations in combination with other employer provided transit services and transfer to an enhanced transit option along Woodward Avenue.

TABLE 7-9. 2010 WORK TRIPS COMING INTO CORRIDOR Source: Parsons Brinckerhoff, 2012 TRIPS GOING TO DETROIT DETROIT OAKLAND OAKLAND TOTAL SOUTH NORTH SOUTH NORTH ALONG CORRIDOR 14,798 1,162 5,689 5,861 27,511 WITHIN 2 MILES 17,716 1,804 8,638 7,497 35,655 REST OF OAKLAND 19,937 1,739 11,570 25,631 58,877 COUNTY REST OF WAYNE 83,015 4,493 8,654 4,914 101,077 COUNTY

TRIPS COMING FROM ALL OTHER AREAS 32,621 2,409 10,637 10,472 56,139 TOTAL 153,288 10,446 39,499 48,515 251,747 Corridor Transportation | 52

Residents & Commuters from Surrounding Areas for ‘Play’

Shopping and entertainment along the corridor is significant, and the amount of these types of trips account for 45% of all trips, or approximately 593,000 trips per day. Approximately 24% of these trips are from those living within one mile of the corridor and additional 23% are from those that live within two miles of the corridor. These are excellent candidates to take enhanced transit to reach their destination along the corridor. TABLE 7-10. 2010 SHOPPING AND OTHER TRIPS COMING INTO CORRIDOR Source: Parsons Brinckerhoff, 2012

TRIPS GOING TO TOTAL DETROIT DETROIT OAKLAND OAKLAND SOUTH NORTH SOUTH NORTH ALONG CORRIDOR 64,773 10,751 31,911 32,795 140,230 WITHIN 2 MILES 50,835 14,885 40,285 29,896 135,902 REST OF OAKLAND 10,552 3,161 21,499 44,221 79,432 COUNTY REST OF WAYNE 158,222 16,813 16,016 4,877 195,929 COUNTY TRIPS COMING FROM ALL OTHER AREAS 16,107 3,501 13,585 8,267 41,460

TOTAL 300,490 49,111 123,297 120,056 592,953

Reverse Commuters / Transit Dependent

Within the City of Detroit there is a large transit dependent population with approximately 23% with no access to a vehicle. Additionally, there are typically more or higher paying jobs within outlying suburbs. As a result, there is a reverse commute that exists from the City of Detroit and parts of Wayne County into Oakland County. There are approximately 687,000 trips that go from Detroit and Wayne County into Oakland County every day. Woodward is the main arterial roadway for travel. There are approximately 53,000 trips that travel from within two miles of the corridor within Detroit to within two miles of the corridor within Oakland County. Given the prevalence of transit dependency within the City of Detroit, including the city of Highland Park, these trips may benefit from enhanced transit along Woodward Avenue and improvements to feeder route network accessing the enhanced transit.

TABLE 7-11. 2010 TRIPS FROM DETROIT/WAYNE COUNTY TO OAKLAND COUNTY Source: Parsons Brinckerhoff, 2012

TRIPS GOING TO TOTAL DETROIT DETROIT OAKLAND OAKLAND SOUTH NORTH SOUTH NORTH

DETROIT SOUTH 3,353 713 6,799 21,365 32,230

DETROIT NORTH 4,794 469 6,441 11,980 23,684

WITHIN 2 MILES OF CORRIDOR IN 11,006 1,508 18,574 40,840 71,928 DETROIT

REST OF DETROIT/ 32,271 12,076 69,827 445,085 559,259 TRIPS COMING FROM WAYNE CO.

TOTAL 51,424 14,766 101,641 519,270 687,101 Corridor Transportation | 53

G. Ongoing Transit and GREATER DOWNTOWN TOD STRATEGY Related Projects The Greater Downtown TOD Strategy was created in support of the M-1 Rail streetcar project on Woodward ANN ARBOR TO DETROIT Avenue between Jefferson Avenue and Grand Boulevard. The M-1 Rail streetcar provides the opportunity to The Ann Arbor and Detroit commuter rail service is connect major destinations, employment, educational a segment of the Pontiac-Detroit-Chicago Amtrak and medical centers in the Greater Downtown to corridor. Using existing infrastructure the commuter neighborhoods, improving access to jobs and services rail connects downtown Detroit to City of Ann Arbor. In for residents along the corridor, and offering a new addition, the recent announcement of over a half billion opportunity to live in a walkable environment. The dollars in Federal Railroad Administration (FRA) High Greater Downtown TOD Strategy seeks to leverage the Speed Rail (HSR) funds is good news for both the Amtrak transit investment to create a framework to guide future trains and the Ann Arbor-Detroit Commuter service development in support of the creation of more dense, as many of the necessary improvements will benefit vibrant, and walkable districts and neighborhoods. both of the projects. SEMCOG and MDOT are working The success of the Greater Downtown TOD Strategy is closely with FRA and the Federal Transit Administration predicated on the collaborative cooperation of a diverse (FTA) to ensure that the capital improvements for both range of participants that share the responsibility for commuter and Amtrak service are coordinated. shaping the vision for the corridor and in creating a positive community impact in response to the Ongoing work includes the identification and agreement light rail investment. The process was guided by the with host railroads on key track improvements, Greater Downtown TOD Planning Group, made up of refurbishment of passenger cars, acquiring the members from the public, private and philanthropic necessary locomotives, preliminary design of stations sectors, lead by the Detroit Economic Growth and layover facilities, and coordination with Amtrak. Corporation and Downtown Detroit Partnership/M-1 One major capital improvement, the West Detroit Rail. Through interviews, workshops and critiques of connecting track, is expected to be under construction the work, residents and stakeholders participated in this spring. the authorship of the vision, principles and action plans that will guide investment and development throughout The terminal station of this service is at the Amtrak their communities. B3 ALIGNMENT - TARGET DENSITIES station in Detroit, which will connect to both the B3 ALIGNMENT - TARGET DENSITIESEUCLID

VIRGINA PARK EUCLID

VIRGINA PARK proposed M-1 RAIL and any future rapid transit along SEWARD

SEWARD DELAWARE

DELAWARE CLAY Woodward. PALLISTER PALLISTER CLAY PALLISTER NORTH END PALLISTER NORTH END HENRY BETHUNE NEWHENRY CENTERBETHUNE FORD NEW CENTER FORD LOTHROPOP HEALTH HEALTH LOTHROPOP SYSTEM SYSTEM 11 11 M-1 RAIL WOODWARD STREETCAR PROJECT MILWAUKEEAUUKK MILWAUKEEAUUKK BALTIMOREM RE BALTIMOREM RE 10 10 AMSTERDAMR PIQUETTE AMSTERDAM TECHTOWN R BURROUGHS PIQUETTE HARPERRPE The M-1 RAIL Project will be an urban fixed rail at-grade TECHTOWN YORK BURROUGHS

HARPERRPE MEDBURY ANTOINETTE YORK

HENDRIEDRI circulator system connecting Downtown Detroit to the MEDBURY ANTOINETTE PALMER PALMER

HENDRIEDRI FERRY ART CENTER New Center area along Woodward Avenue. It would 9 FERRY PALMER PALMER KIRBY KIKIRBY CCS KIRBYK WAYNEFERRY CULTURALART CENTER FERRY FREDERICKED K DOUGLASS TARGET DENSITIES operate in mixed traffic and run from Larned Street in STATE9 DISTRICT UNIVERSITY FARNSWORTHAR O KIRBY FARNSWORTHWORTH KIKIRBYPUTNAMUTTNA CCS 100++ UPA KIRBYK WAYNE CULTURAL FREDERICKED K DOUGLASS TARGET DENSITIES Downtown Detroit north to Chandler Street/Delaware STATE DISTRICT 60 UPA WOODBRIDGE 8 UNIVERSITY FARNSWORTHAR OHAHANCOCKOC HANCOCKAN OCK FARNSWORTHWORTH 100++ UPA PUTNAMUTTNA 40 UPA FOREST Street in New Center. The route is 3.31 miles long with FOREST MIDTOWN GARFIELDFIEELD

ST. ANTOINE 1060 UPA UPA WOODBRIDGE 8 OC OCK HAHANCOCK 11 station stops. The streetcar system is envisioned HANCOCKAN CANFIELDC 7 DETROIT MEDICAL 40 UPA FOREST FOREST WILLISLLI CENTER 1/8 MILE RADIUS

MIDTOWN ALEXANDRINEXANDRINE to follow a side-running alignment through a majority GARFIELDFIEELD ST. ANTOINE 1/4 MILE10 UPA RADIUS

THIRD DEN SELDEN SELDEN CANFIELDC DETROIT 7 PARSONSRS of the corridor, with transitions to median-running BRAINARD MEDICAL WILLISLLI CENTER DAVENPORTV 6 1/8 MILE RADIUS ELLIOT ELIOT ALEXANDRINEXANDRINE operations at the north and south ends. M-1 RAIL STIMSONIMMSON PETERBORO ERSKINESK 1/4 MILE RADIUS

THIRD SELDENDEN PETERBORO SELDEN WATSON WATSONWAT CHARLOTTE WILKINS will use modern vehicle technology to link cultural, CHCHARLOTTEHARLO LOWERPARSONSRS EDMUND PL MOTOR CITYBRAINARD CASS BRUSH BREWSTER TEMPLE AKA PARKP AVE TEMPLE PARK ALFRED FOURTH 5 ALFRED DAVENPORTV 6 SPSPROAT

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SECOND ELIOT STIMSONIMMSON SIBLEY PINE WIWINDERNDE PETERBORO HENRYERSKINESK HENRY PETERBORO activity centers along the corridor to address unmet WATSON WAWATSONT CHARLOTTE MONTCALMWILKINSM CHCHARLOTTEHARLO MONTCALMONTCA COLUMBIA 4 LOWER EDMUND PL CLIFFORDCL MOTOR CITY COLUMBIAO CASS PLUM BRUSH BREWSTER higher level transit needs along Woodward. TEMPLE AKA PARKP AVE TEMPLE ENTERTAINMENT ELIZABETHLIZ PARK ALFRED FOURTH MGM ELIZABETH 5 ALFRED DISTRICT THIRD ADAMS GRAND CIRCUS SPSPROAT PARK

ST. ANTOINE LEDYARD DTE R SPRUCE ADELAIDE MADISON

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HART RENAISSANCE PLAZA CENTER

RIVERWALK STRATEGIES AND IMPLEMENTATION

WATERFORD PONTIAC 111,400 LIVE INSIDE - WORK OUTSIDE

TROY BLOOMFIELD BIRMINGHAM MADISON HEIGHTS WARREN STERLING HEIGHTS

RECONFIGURE TRANSPORTATION C

REALIGNMENT WITH THE CITY. The highest priority for systemwide change is CONNECTIVITY AND QUALITY OF LIFE. Transportation connects city residents SOUTHFIELD transportation or mobility. Detroit is heavily car-dependent (over 85% of journeys to jobs, and also to public services (health and education) as well as places of are taken by car) and while the Motor City legacy may persist for several decades recreation and entertainment—all of which contribute strongly to their quality of 188 189 FARMINGTON to come, real change is happening now. Rising fuel prices and environmental issues life. Changing the role and speed of routes in the city will be vital to enhancing are starting to bite. Dispersed job centers limit access and choice of employment access across a wider range of transport modes. Detroit’s movement systems for for working and low-income families without cars. This means that diversifying the people are primarily road based. These roads must accommodate not only cars but transportation options (for both people and freight) is fundamental. also public transit, freight, and non-motorized movement.

One of the best ways to reduce transportation-related pollution and increase Detroit has a very large road capacity but does not provide optimal connections. quality of life (as well as business attractiveness) is for more people to live near Although highways take traffic efficiently through the city or from downtown to LIVONIA to where they work and thus make shorter commutes. Detroit faces a challenge points in the suburbs, these highways sever the city internally, disconnecting MIDTOWN in this respect because 62% of Detroiters are currently employed outside of the neighborhoods and undermining social connections as well as connections to city limits, with average commute times of over 40 minutes. Only when there are jobs. As the population lessens in the foreseeable future, it will be more important DOWNTOWN greater levels of employment within the city limits can this be addressed. Therefore than ever to “right-size” the road network and integrate it with other modes and the transformation of the transportation network should not only respond to the design changes that to allow faster access and a more coherent, connected feeling ANN ARBOR DEARBORN largely unplanned restructuring of the city that has taken place in recent decades throughout the city. WINDSOR but should also be used to promote and support a planned economic restructuring Freight movement, logistics, and waste processing have important direct

DETROIT FUTURE CITY | DECEMBER 2012 that can bring more employment into the city in the future. The improved system needs to be provided in a way that is affordable in the short term and in a way that consequences for quality of life in the city (such as environmental impact) as well is flexible in the medium term in order to respond to change further down the line. as indirect consequences (such as an improved and therefore healthier business

Corridor Transportation | 54 environment). As Detroit moves to a more multi-centered urban pattern, the hierarchy of routes for freight and waste processing must be examined and defined THE CITY SYSTEMS ELEMENT : SUSTAINABLE 70,700 to best serve traffic into and through the new city as the hub of a regional network. 163,500 LIVE AND WORK IN DETROIT WORK INSIDE - LIVE OUTSIDE “[We] need a regional STRATEGIES AND IMPLEMENTATION“Will the system realistically transit authority that link inner-city workers to is well funded to cover suburban job markets? There operational cost.” are not enough jobs in the city.” DETROIT FUTURE CITY (DETROIT STRATEGIC City Systems Open House, REGIONAL COMMUTER FLOW WATERFORD 8/21/2012 David, City Systems Open House, TRANSIT CONNECTIONS PONTIAC 8/21/2012 EMPLOYMENT CENTERS 111,400 FRAMEWORK PLAN) LIVE INSIDE - WORK OUTSIDE As well as travel within the city, today’s Detroiters require good access to employment centers outside of the city, in neighboring counties.

Data Source: 2010 LEHD TROY The Detroit Strategic Framework Plan articulates a BLOOMFIELD BIRMINGHAM MADISON HEIGHTS shared vision for Detroit’s future, and recommends WARREN STERLING HEIGHTS

RECONFIGURE TRANSPORTATION C

specific actions for reaching that future. The vision resulted from a 24-month-long public process that REALIGNMENT WITH THE CITY. The highest priority for systemwide change is CONNECTIVITY AND QUALITY OF LIFE. Transportation connects city residents SOUTHFIELD transportation or mobility. Detroit is heavily car-dependent (over 85% of journeys to jobs, and also to public services (health and education) as well as places of are taken by car) and while the Motor City legacy may persist for several decades recreation and entertainment—all of which contribute strongly to their quality of 188 189 drew upon interactions among Detroit residents and FARMINGTON to come, real change is happening now. Rising fuel prices and environmental issues life. Changing the role and speed of routes in the city will be vital to enhancing are starting to bite. Dispersed job centers limit access and choice of employment access across a wider range of transport modes. Detroit’s movement systems for for working and low-income families without cars. This means that diversifying the people are primarily road based. These roads must accommodate not only cars but civic leaders from both the nonprofit and for-profit transportation options (for both people and freight) is fundamental. also public transit, freight, and non-motorized movement. One of the best ways to reduce transportation-related pollution and increase Detroit has a very large road capacity but does not provide optimal connections. sectors, who together formed a broad-based group of quality of life (as well as business attractiveness) is for more people to live near Although highways take traffic efficiently through the city or from downtown to LIVONIA to where they work and thus make shorter commutes. Detroit faces a challenge points in the suburbs, these highways sever the city internally, disconnecting MIDTOWN in this respect because 62% of Detroiters are currently employed outside of the neighborhoods and undermining social connections as well as connections to city limits, with average commute times of over 40 minutes. Only when there are jobs. As the population lessens in the foreseeable future, it will be more important community experts. From the results of this citywide DOWNTOWN greater levels of employment within the city limits can this be addressed. Therefore than ever to “right-size” the road network and integrate it with other modes and the transformation of the transportation network should not only respond to the design changes that to allow faster access and a more coherent, connected feeling ANN ARBOR DEARBORN largely unplanned restructuring of the city that has taken place in recent decades throughout the city. public engagement effort, in turn, a team of technical WINDSOR but should also be used to promote and support a planned economic restructuring Freight movement, logistics, and waste processing have important direct

DETROIT FUTURE CITY | DECEMBER 2012 that can bring more employment into the city in the future. The improved system needs to be provided in a way that is affordable in the short term and in a way that consequences for quality of life in the city (such as environmental impact) as well experts crafted and refined the vision, rendered specific is flexible in the medium term in order to respond to change further down the line. as indirect consequences (such as an improved and therefore healthier business

environment). As Detroit moves to a more multi-centered urban pattern, the hierarchy of routes for freight and waste processing must be examined and defined THE CITY SYSTEMS ELEMENT : SUSTAINABLE strategies for reaching it, shared their work publicly 70,700 to best serve traffic into and through the new city as the hub of a regional network. 163,500 LIVE AND WORK IN DETROIT at key points, and shaped it in response to changing WORK INSIDE - LIVE OUTSIDE “[We] need a regional “Will the system realistically transit authority that link inner-city workers to is well funded to cover suburban job markets? There information and community feedback throughout the operational cost.” are not enough jobs in the city.” City Systems Open House, REGIONAL COMMUTER FLOW 8/21/2012 David, City Systems Open House, process. IMAGE 7-13.TRANSIT CONNECTIONS REGIONAL COMMUTER FLOW (DETROIT FUTURE CITY). 8/21/2012 EMPLOYMENT CENTERS

Source:As well as2010 travel within theLEHD, city, today’s Detroiters DWLTP require good access to employment centers outside of the city, in neighboring counties. The Detroit Strategic Framework establishes a set Data Source: 2010 LEHD of policy directions and actions designed to achieve a more desirable and sustainable Detroit in the WOODWARD AVENUE COMPLETE STREETS near term and for future generations. The Strategic MASTER PLAN Framework is organized into Five Planning Elements and a civic engagement chapter. These Five Elements The Complete Streets Initiative for Woodward Avenue include: Economic Growth, Land Use, City Systems, was first announced in August 2011 when the Woodward Neighborhoods, and Public Land and Buildings. These Avenue Action Association (WA3) received a $752,880 Elements outline a detailed approach to addressing the Federal Scenic Byway Grant to prepare a Complete realities and imperatives that will enable Detroit to move Streets master plan for Woodward’s entire 27 miles. For toward a more prosperous and sustainable future. decades, transportation and engineering plans focused primarily on making roads and streets more efficient for The Detroit Strategic Framework City Systems Element automotive travel, making roadways safer for motorized specifically addresses the critical role of transit in travel and discouraging walking, biking and transit shaping both the future city and region. Today, 163,500 use. Today, a paradigm shift is occurring in cities and metro Detroiters enter the city for employment while communities across the country that is calling for the 111,400 Detroit residents leave the city to access building of “Complete Streets” that achieve equality of employment. This massive inflow and outflow of convenience and choice for pedestrians of all ages and residents and employees points to the critical need abilities, bicyclists, transit users and drivers. Instituting for a regional transit system. To this end, the Detroit a “complete street” ensures that roads are designed Strategic Framework advocates for a tiered regional and function in a way that includes all users, whether transit hierarchy that offers fast, efficient and convenient young or old, motorist or bicyclist, walker or wheelchair transportation between neighborhoods and job centers. users, transit riders or business owners. Woodward is a critical corridor to facilitate these transit connections. The Detroit Strategic Framework The WA3 is leading a Woodward Complete Streets design recommends a combination of bus rapid transit and advisory team, which is comprised of representatives light rail along the Woodward Corridor. and policy makers from Wayne and Oakland counties, the 11 municipalities along Woodward, MDOT, M1 Rail, SEMCOG, and cycling advocacy groups. The Complete Streets plan will develop standards and policies to increase the livability of Woodward and its surrounding communities and business districts. It will also make the All American Road function efficiently and safely for residents and visitors to the region. Corridor Transportation | 55

access to participation in transportation decision H. Transit-Supportive making. Agency Transportation • Preserve transportation rights-of-way. Goals Other Regional Goals:

METROPOLITAN PLANNING • Attracting and retaining a workforce for the future by linking people to education and jobs; The Southeast Michigan Council of Governments is the Metropolitan Planning Organization for member • Developing transportation assets (such as higher- counties, cities, villages, townships, intermediate level transit and walking/biking facilities) perceived school districts, community colleges, and public by the knowledge-based workforce as fundamental universities in Livingston, Macomb, Monroe, Oakland, to quality of life; St. Clair, Washtenaw, and Wayne counties. Woodward • Providing a transportation system conducive to Avenue is also identified as a regional corridor priority aging in place for older adults (the region’s fastest in SEMCOG’s Direction 20357 long-range regional growing segment of the population); transportation plan, including the pursuit of rapid • Stabilizing communities and neighborhoods by transit implementation. promoting livability and sensible development/ redevelopment; Implementation of rapid transit service spanning the entire length of Woodward Avenue is viewed as an • Encouraging land use and housing decisions enhancement to the planned 3.3-mile Woodward that foster meaningful transportation choices Avenue Streetcar project in downtown Detroit and by providing access to multiple modes of travel aligns with the Regional Transit Coordinating Council for work, school, shopping, recreational, and (RTCC) 2008 Comprehensive Regional Service Plan8 entertainment; recommendation for premium transit service on • Preserving green resources and air and water Woodward. SEMCOG’s long-range goals include: quality; • Ensuring the region is safe and secure; and Goal: Enhance accessibility and mobility for all people. • Making the region a place where people want to live and visit and where businesses want to invest. Objectives: In June 2013, SEMCOG will unveil its 2040 update to • Reduce time spent traveling. the Direction 2035 long-range regional transportation • Increase access to public transportation, consistent plan (RTP). The RTP update has been shaped by looking with the regional transit plan. ahead to 2040 to anticipated 21st century needs and desired outcomes for the region. SEMCOG’s Creating • Increase coordinated development and use of Success initiative lays the groundwork for that broader walking/biking facilities. look – How will our transportation investment: • Increase connectivity of transportation service across the region, and provide multimodal access • Lead us to the greatest possible economic prosperity? to major land uses. • Make our communities more desirable for ourselves and the future workers we will need for Goal: Strategically improve the transportation that economic prosperity? infrastructure to enhance community and • Maintain and enhance fiscally sustainable public economic vitality. services? Objectives: • Ensure reliable, quality infrastructure, particularly our transportation infrastructure? • Preserve the existing transportation system, prioritizing highway maintenance before highway • Preserve and enhance healthy and attractive expansion. environmental assets? • Focus transportation investment in areas with high • Ensure access to services, jobs, markets, and concentrations of people and jobs. amenities for all of us individually and the region’s businesses? • Improve the efficiency and effectiveness of the transportation system. 7 Direction 2035 can be viewed at http://www.semcog.org/ Direction2035Goals.aspx. • Increase public involvement and ensure equal 8 The Regional Transit Coordinating Council’s 2008 Comprehensive Regional Service Plan can be viewed at http://www.semcog.org/RTCC.aspx. Corridor Transportation | 56

MDOT STATE TRANSPORTATION PLAN Recommendation #2: Create a vision for Regional Transit. The 2030 long-range transportation was updated in 2012 to extend the planning horizon year to 2035. Public The Oakland County Executive should direct the feedback solicited during the update process showed Oakland County Planning and Economic Development that Michiganders’ top three transportation priorities Services Division to work with the Regional Transit are to: Authority (RTA) to determine how Oakland County can best be served by public transportation with the • Maintain/preserve the existing transportation goal to maximize economic development, attract high system listed Michigan Department of growth companies and draw a young, talented, and Transportation. educated workforce in its borders. Short- and long-term strategies to achieve that goal will act as a blueprint for • Improve public transit. the Oakland County members of the RTA. The plan that emerges should: • Recognize the need for intercity rail passenger service. • Identify activity centers to be connected by public transit. REGIONAL TRANSIT AUTHORITY (RTA) • Establish strategies to ensure access to Woodward Avenue is identified as a priority corridor employment and educational opportunities for all within the Assessment of Southeast Michigan Regional county residents. Transit Authority (RTA) Act (Senate Bill 909/House Bill 5309). The Act was signed into law on December 19, • Provide special transportation service support to 2012, and recognizes rapid transit implementation on those who need transit. Woodward Avenue as a first step in creating a proposed $500 million, 110-mile rolling rapid transit system (BRT) The effort should create a vision that clarifies what in southeast Michigan. kind of transit system Oakland County wants, establish achievable and realistic strategies to achieve this COUNTY TRANSPORTATION GOALS vision, and ensure that the vision supplements and complements the plans developed by the Regional Oakland County believes that the enhancement of Transit Authority. multi-modal public transit is an important and essential element of economic development and contributes Recommendation #3: Support the Woodward to the improvement of the quality of life in Oakland Avenue Alternatives Analysis project. County and the surrounding region. Living and working in Oakland County both now and in the future will be Oakland County is supportive of the Woodward greatly enhanced with the development of a multi- Avenue Transit Alternatives Analysis as explicitly listed modal transit system that meets the needs of all people. in December 2012 Oakland County Transportation Committee recommendations. The Oakland County In December 2012, the Oakland County Transportation communities has also expressed support through city Committee released its Business Roundtable council resolutions. Annual Report which lists transportation issues and identified actions Oakland County can take to mitigate Recommendation #4: Support a full “All-In” (no them. The commission made four transit-related opt-out) funding model for SMART. recommendations. With all Oakland County communities participating Recommendation #1: Support the creation of in the millage, SMART would see an 80% increase in the Southeast Michigan RTA. funding of approximately $13.2 million and have the opportunity to build a truly comprehensive multi-modal HB 5309/SB would create the Southeast Michigan regional service program for the residents of Oakland Regional Transit Authority (SMRTA). The transit County. region would include Wayne, Oakland, Macomb, and Washtenaw counties, but contiguous counties could petition to join. Woodward Avenue Rapid Transit Alternatives Analysis Purpose and Need

Southeast Michigan Council of Governments