Bus rapid transit on Michigan Avenue (left) and one of Lafayette’s finest (right).
How much would it cost? That’s one of the most common questions about the regional transit proposal on tomorrow’s ballot.
The folks opposing the regional transit plan for metro Detroit call it a “massive transit tax” – as you might infer from the name of their website, NoMassiveTransitTax.org. (The group apparently consists of a few deep-pocketed donors and former Macomb County Commissioner Leon Drolet, who headed the 2006 initiative to repeal affirmative action in Michigan.)
You probably wouldn’t be surprised to hear that we have a different perspective.
The 1.2-mill property tax would cost the owner of a $200,000 home $120 per year, or $10/month. The average home in metro Detroit is worth less than $200,000, though, so the average homeowner would pay about $95 per year, or less than $8 per month. (In the city of Detroit, of course, the average home is worth rather less than the regional average, meaning most Detroiters would pay an even smaller amount.)
Today, as the vote approaches, we decided to do our own investigating. We stopped by the hallowed corner of Michigan and Lafayette to calculate how much the transit proposal would cost in terms of one of the Detroit region’s most-purchased consumer goods. Continue reading
DDOT service on Grand River would get a major boost under the RTA proposal.
As Election Day rolls around, a number of bus riders have been asking us what the RTA ballot proposal would mean for DDOT bus service in Detroit.
In brief: a lot. If the “Yes” votes prevail on November 8, DDOT service would be increased by more than 25%. In addition to brand-new routes connecting Detroit and the suburbs, there would be more buses on existing DDOT routes, making for shorter waits for riders. The number of buses on the road would increase dramatically, to a peak of 258. See the chart below for details.
And moreover, that’s all assuming that no surplus DDOT service on bus rapid transit corridors – that is, Woodward, Gratiot, and Michigan – would be reallocated to less serviced routes. Since the RTA would be providing frequent rapid transit service on those corridors, it could be possible for DDOT to reduce the number of buses on those routes, and instead provide more service on crosstown routes. (Obviously, that’d have to be done carefully; there’d still need for continued DDOT service in order to serve the stops in between bus rapid transit stations.)
The bottom line: the RTA ballot proposal would give long-suffering DDOT a much-needed boost. Continue reading