WOODWARD RAIL STUDY, by Stephen Hands, May, 2002

Line Construction:  

The construction of the line is the most important aspect of a rail system. This system would require several different construction techniques, yet all can be done cost effectively. From downtown Detroit to McNichols the system will run almost completely in dedicated lanes on the street. This means that the Portland streetcar technique of building complete track beds only 12 in. deep would be a good alternative to normal in-street construction. Because the European streetcars are just as light per axle as the Portland streetcar vehicles, this construction method should work for any of them. This would reduce the cost of utility relocations.

Kenosha , Wisconsi n also did extensive in street construction for very little, their techniques could also be used. A lot of the track will run in a grass median, this is an interesting situation, because one can build the tracks on the median, and then grow grass in between the rails. This is done in many European cities and Kenosha , Wisconsin . It allows for an aesthetically pleasing rail line for very little extra cost. A couple of miles will be constructed on existing rail right of way, just west of the Grand Trunk Western Rail Road . This is probably the most cost effective means of construction because conventional ties and ballast can be used. There will also be no road crossings in this stretch, saving time and money on signaling.

There might need to be improved bridge construction over I-75, I-94, and the Davison highway. A new bridge and aerial rail will need to be built over I-696. At I-696 the rail line will travel down the center lanes of Woodward and, as Woodward lowers, the rail will stay at the same height as the service drives, then pass over the northbound express Woodward lanes and cross the Woodward service drive and on a new bridge over I-696. This will be the most expensive construction for the line, but will allow the rail to cross I-696 with the least amount of disruption.

Stations:

 The stations can be built very inexpensively. Because of the use of low floor streetcars, the stations must only have a slab of pavement, a shelter for rain, on-time information, trashcans, lights, video cameras and a Proof of Payment (honor system) ticket machine. On most of the system in the city two separate platforms must be used to allow for left turns, but in all possible locations platforms should be shared between north and southbound trains to save money. No subway stations or overhead stations will be needed, which will also be less expensive. All station areas can accommodate three-car trains, 100 ft. each, in length. Though two-car trains will be used in the beginning, at special events and in the future, three car trains might be needed.

Transit Centers:

Transit centers offer convenient transfer opportunities for passengers traveling on the light rail line. They also offer redevelopment opportunities and land for Transit Oriented Developments(TODs). The transit centers suggested could all be built with a public/private funding source. Because the transit centers will have restaurants, day care, offices, retail and housing, these things can be developed privately, with public tax credits. Transit centers could be built at, Jefferson at St. Antoine (where I-375 is), Baltimore at Woodward (at the Amtrak station in New Center), Woodward at 8 Mile, Washington at 11 Mile (Royal Oak Transit Center), and Woodward at Oak (where Mobil gas is). These transit stations provide services for transit riders so that they don't have to make many stops on the way to work or play.

Bus Rapid Transit Projects:

Bus Rapid Transit will be used on several corridors along the rail line to increase transit service in the entire region. These BRT routes will be simply new low floor buses with prioritized signaling and limited stops. Because many of the corridors that would have this BRT are not congested they can be put on very cheaply to provide fast service to feed the rail line. The BRT corridors can be turned into light rail in the future when ridership rises. The BRT lines will include: Jefferson , Gratiot, Grand River , Michigan , Fort, Livernois, Evergreen, Warren , 7 Mile, 12 Mile, 16 Mile, and Woodward north of the light rail line.

Parking:

Parking will be available at several rail stations, but will not be free. The parking will be charged at market rate prices, in order to encourage walking and biking to stations. Several parking lots and structures will be built, acquired and shared for the streetcar riders. Bike racks will be available at every rail station, and a limited amount of bikes will be allowed on the trains. This will encourage better development and less driving.

Transit Oriented Development (TOD):

TODs are very important to a rail line. They create new ridership for the line. A rail line can spark a lot of development because more people can get to the area. By building a rail line in an area where there is a lot of empty land, the region could see a rebirth of that area, because people can build without worrying so much about parking. In order to harness this wealth of development, certain codes should be implemented along the line. Zoning codes should be changed a half-mile around every station to allow mixed-use development. Building codes should be put in place that require that the main entrance to any business be on the sidewalk with no parking lots in front. Building codes should require minimum densities a quarter-mile around stations of at least 35 residential units per acre for all new development. Also there should be no parking requirement for businesses anywhere in the cities that the rail runs.

Rail Cars:  

Current light rail lines use very large, expensive, and unattractive rail vehicles. In Europe rail vehicles are lighter, less expensive, more attractive, and less costly to operate and maintain. The newest idea in transit, is to use this type of car on a rail line like in Europe . Portland has used this type of vehicle with much success. The European cars are 100% low floor compared to the 70% low floor vehicles used on the Portland Light rail line. Plus the 70% low floor vehicles in Europe have only one step up to the high floor level, compared to the current three steps in U.S. low floor light rail vehicles. A federal demonstration project could be developed to use this design of transit vehicles in Detroit , and with that idea, the streetcar line would cost the locals no money to build. Current European light rail vehicles travel at around 50 mph and carry more then 270 passengers in each vehicle. This is compared to 55 mph speed and a capacity of around 260 passengers for U.S. low floor vehicles.

Power:

Power can be delivered via overhead wires, which cost money to put in place and to maintain. If overhead wires are used, a utility should provide the funding for the wires. For example Detroit Edison provides the money for the overhead wires, they receive lots of business from the light rail using the power. If private money used to pay for the wires, that money could be used as part the local match for federal funding. In the same way the BRT busses could have a natural gas provider build a fueling station for new natural gas buses in return for a long term supply contract. Power could also be provided via a natural gas or diesel engine within the vehicle. The most innovative way to power the vehicle would be to do a federal demonstration project to retrofit all the vehicles with fuel cells in order to power themselves and produce no pollution. This is a better option then overhead wires, because most electricity is created by coal power plants that pollute a great deal.

Total Cost:

The cost of light rail has become increasingly expensive. The first light rail lines averaged around $10-20 million per mile, recent projects can cost more then $40 million per mile. This is partially due to overbuilt systems, larger vehicles and stations then necessary. This Woodward light rail could be done as inexpensively as Bus Rapid Transit with current technologies. Kenosha , Wisconsin built a small streetcar line with modern concrete ties and welded track for less then $3 million per mile, each direction. In Portland , Oregon a modern streetcar line was built using rail only 5 in. high instead of the standard 9 in. high in order to create a rail bed less then a foot deep. This allows for less utility relocation, because the depth is so little. Portland built their system for under $10 million per mile, each direction. The importance of this is that the track is built in completely in the road, which is the most expensive at grade construction that exists. I believe that with simple stations the Woodward light rail line can be created for under $20 million per mile. At a length of 20 mi. the line would cost a total of $400 million, not including transit centers, parking garages, and the maintenance facility. Remember this number is just an educated guess and should not be discussed as more then that. With a federal match the system could cost the region   $80 million. This could be paid almost entirely from the fund that would be used just to expand I-375 two blocks, which would cost about $75 million. If a demonstration project is used, no local funding would be needed for capital costs, only for operating cost.