The Obama administration announced a new round of Transportation Investment Generating Economic Recovery grants (known as TIGER VI) with an extremely short turn-around for submitting applications, they are due April 28th.
The City of Providence applied for a TIGER grant last year, RIDOT also submitted a bid for Apponaug which was supported by the Governor. The Apponaug project was awarded a TIGER grant, and while there isn’t direct competition built into the grant process per-say, it is thought that Providence’s streetcar bid lost out to Kansas City’s streetcar which had more secure funding in place at the time. Providence’s 2013 TIGER grant application included a funding plan, but unlike Kansas City’s successful application, steps had not yet been taken to implement that funding.
Capital costs for the project (costs incurred to build it) are estimated to be $117.8 million (2016 dollars). Funding will come from City TIF Bonds, Federal funds, Rhode Island Capital Plan funds, RIPTA CMAQ funds, and a RIDOT land transfer.
In the next month, Providence plans to work further toward implementation of funding by working with the Providence City Council Ordinance Committee to approve a TIF plan for the streetcar district. This funding represents 50% of the projected cost of the project and will be one of the sources for operations revenue after the project is complete.
The city is proposing to move the two “eastern-most shelters” to a sidewalk of vacant land owned by the Providence Redevelopment Agency, an arm of the city’s Department of Planning and Development, on Exchange Street. The triangle-shaped, grass area next to the downtown post office is bordered by Exchange Terrace, Exchange Street and Memorial Boulevard.
Jorge Elorza, Democratic candidate for Mayor of Providence, issued the following statement on Providence Public School Department’s busing policy.
Our city’s public high school students are not eligible for bus passes unless they live more than three miles from school. Students that fall into the far end of that range could be walking for as long as 45 minutes to an hour just to make it to their first period classes.
As a community, we have to do everything in our power to make sure our students are in their classrooms and learning. Our students face too many challenges for us to be creating additional institutional barriers for them. Denying students who live between 2-3 miles away from school bus passes impacts learning, impacts health, and impacts safety, and our low-income communities are disproportionately affected.
When I was a child growing up on Cranston Street, my Mother acted as the school bus for many kids in the neighborhood. Although we were lucky to have her there to bring us to school, not every student is as lucky as we were.
The two projects carry estimated price tags in the neighborhood of $40 million each and one of the bus hubs will likely share a location with the parking garage at the Garrahy Judicial Complex on Dorrance Street.
As central as The Link [195 Redevelopment District] is to the state’s economic-development strategy, by itself the second RIPTA bus hub planned adjacent to the Providence Train Station could be a larger project than the combined Garrahy proposal.
That’s because the hub is being looked at as part of a public-private partnership including, potentially, expansion of the train station, more garage parking and mixed-use development of the vacant land next door owned by Capital Properties Inc.
Planned correctly, these projects could greatly enhance the city’s transportation system. It is good to see divergent players looking at all the pieces together and seeing how they fit.
At an estimated cost of up to $500 million, [the Route 6/Route 10 interchange] is the most expensive unfunded highway construction project on the state’s to-do list and could be one of the toughest to find the resources for.
We need to be thinking beyond replacement.
Asked about the possibility of not rebuilding the interchange or replacing sections of the expressway with surface-level roads, Lewis said elimination was “not workable.”
“It’s just too much a part of the transportation system” to eliminate, Lewis said. “I don’t think there is a transit option that would take care of this need. If [routes] 6 or 10 access was not available, all that traffic would have to go somewhere else and shift to [Interstate 95] and local roads.”
Call San Francisco, ask them about the Embarcadero.
The next mayor must re-envision our city streets by supporting protected bike lanes. Westminster on the West Side is the first place Providence should start the transformation.
Providence does not have cavernous streets like Los Angeles, but many of its streets are much wider than streets in other East Coast cities, but without bike infrastructure. While Philadelphia has buffered bike lanes that are eight feet wide on streets that are around twenty-four feet wide, there are no such lanes on the West Side’s Westminster Street, which is about forty feet wide. The excuse that we don’t have room for infrastructure that will make more people feel safe on bikes has to be set aside.
Could commuter trains someday be stopping at Pawtucket, Cranston, East Greenwich and West Davisville on their way to Kingston and Westerly and maybe into Connecticut?
Could such trains link Woonsocket to Providence and T.F. Green Airport, with connections to Boston?
The Rhode Island Statewide Planning Program is pondering such questions as it compiles a state rail plan for the next 20 years, to be finalized sometime this year.
Here is a chance to give your opinion on any railroad related issue in Rhode Island. In response to Federal incentives, RI is developing a State Rail Plan for both passenger and freight services. A draft is available on-line at Planning.ri.gov. There will be public hearings on this draft on Thursday, January 23 at 10am and 6:30pm at the Department of Administration Building in Providence.
The draft plan starts with state railroad history, explains the process for developing the plan, notes related Federal programs and previous studies, and inventories the existing situation. The plan goes on to identify various desirable goals related to safety, security, infrastructure condition, reliability, service levels, coordination with other agencies, economic activity, congestion reduction, environment, and financial feasibility, but perhaps the heart of it is with Chapter 10 “Rhode Island Rail Investment Program” which suggests implementation plans over a 20 year timeframe.
The RIPTA board unanimously agreed to ask a consultant to expand a “comprehensive operational analysis” to include a look at how shifting bus routes to Providence Station and to the Garrahy Judicial Complex would affect service and the agency’s finances.
I’ve heard some talk about this in recent weeks. Without knowing too many details (and the consultant’s analysis will actually be bringing out more details), I think a hub in the Jewelry District helps with the fact that Kennedy Plaza is so far removed from the potential jobs district at that end of the city, and a hub at the train station helps with connectivity to rail. Done right, these hubs could help mitigate the mistake of moving the train station further from the Central Business District and the fact that our Central Business District is less centralized at Kennedy Plaza than it has been through history.
From the Downtown Providence Parks Conservancy:
$395,000 Champlin Foundations Grant Awarded to Downtown Providence Parks Conservancy’s Kennedy Plaza Project
Funds will build a pedestrian gateway within Burnside Park
The Champlin Foundations recently granted $395,000 to the Downtown Providence Parks Conservancy (DPPC) and The Providence Foundation to create a pedestrian gateway within Burnside Park. This significant investment will fund a detailed design and reconstruction of the park’s northeast corner, which is a critical element of capital improvement in Greater Kennedy Plaza. An attractive new entrance by the Burnside statue and a corresponding footpath will encourage more varied, healthy activities in our downtown public spaces. By ensuring that the passageway remains safe, clean and well-lit, this project will allow travelers to easily walk through the park on their way from the train station to the RIPTA bus hub, strengthening this connection. Construction is scheduled to begin next spring, with completion expected in late summer 2014.
First proposed during a community charrette led by international placemaking experts at the Project for Public Spaces in 2008, this gateway improvement project is one of several transformative changes planned within Greater Kennedy Plaza next year. The city of Providence has committed $1.7 million from its downtown circulator project to reconfigure traffic patterns around the parks. With support from RIPTA, plans call for the relocation of bus berths to the outside of Kennedy Plaza to make way for a pedestrian plaza and market.
Streetsblog: Why Free Black Friday Parking Is a Bad Idea
Lastly, providing free parking creates an inequity issue for people who do not own a car. As I’ve noted before, more than one-quarter of Cleveland households lack access to a vehicle. Yet, because the cost of parking is already factored into the price of retail goods, these individuals will have to pay for the hidden cost of parking, despite the fact that they will not take advantage of it. Ohio’s transportation policies are already skewed heavily enough towards driving. The round-trip cost of taking public transportation to Tower City ($4.50 per person) is higher than the price for two hours of on-street parking. Requiring the City to pick up this tab only serves to widen the gap between drivers and non-drivers.
If you want to understand why people use a certain transit system, it makes sense to start with the system itself. Frequency, access, and any other service qualities that make riding as convenient as driving will help. Whether or not the way a city is designed and built nudges people toward the system — via residential density and street design, for instance — matters, too.
But as we’ve pointed out in the past, there’s a psychological component to riding transit that’s easy for city officials and planners to overlook. Fact is, we’re not all completely rational about our travel decisions. The perceptions that people have about public transportation, substantiated or not, are powerful enough to attract or repel them.
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Mayor Taveras introduced the updated Providence Bicycling Master Plan this morning at a press conference at Pleasant Valley Parkway where new bike lanes were recently striped.
The Master Plan is meant to be a living document and the Providence Bicycle and Pedestrian Advisory Commission will be accepting further comment on the plan.
Update: Press release from the Mayor’s Office
Until more people need to get to Providence, [Wickford Junction garage operator Robert] Cioe said, those who do go will be able to drive in and find parking at rates that make it difficult for “park-and-ride” from the suburbs to compete.
Johnson & Wales University is preparing to open a 700-space parking garage downtown, the state is expanding a surface lot near the capitol while adding another, Brown University’s plans for redeveloping the South Street Power Station include a city-financed, 600-space parking garage and the Interstate 195 Commission wants the state to build a new parking garage next to the Garrahy Judicial Complex.
We don’t have enough parking but we have too much parking?
William Lawrence, a transportation consultant in South Kingstown who used to manage real estate for the MBTA, said there are currently a number of barriers standing in the way of commuter-rail ridership to Providence, in addition to the economy.
They include the inconvenience of getting from the Providence train station to many offices and the comparatively cheap cost of parking in or taking a bus into the city.
If we expect people to leave their cars at home, or at a park n’ ride, we need to make moving about the core better. We can’t put people on trains, let them off, and say, ‘good luck!’
This video shows the Broadway Corridor of Seattle’s First Hill Streetcar project.
In five auto lane widths of roadway you can see room for a separated cycle track, automobile traffic, bus and streetcar traffic, dedicated turn lanes, and it looks like maybe some parking (plus ample sidewalks with trees). It really shows how you can pack a lot of transportation modality into a not too big roadway. Of course Providence is a place where we have a lot of not too big roadways.
What roads in Providence could you see done up in a similar fashion?
A legislative commission began looking Wednesday into whether building a parking garage adjacent to the Garrahy Judicial Complex on Dorrance Street would be a useful public project.
Garages are easy to build, going up Erector set fashion in months, but expensive — from $30,000 to $35,000 per space, he noted.
“They don’t support themselves out of the gate,” [I-195 Redevelopment District Commission chairman Colin] Kane said.
So it sounds like Kane is setting up the expectation that the public will have to subsidize this parking. GrowSmartRI tweeted:
Unfortunate that there was no mention of mass transit in this discussion. http://t.co/CEzJmMZLsg
— GrowSmartRI (@GrowSmartRI) October 24, 2013
Previously: State to study Garrahy Courthouse Garage. Again.
Click this link if the embed image doesn’t show.
Gov. Chafee says he’d like to see if it could be opened and used for RIPTA buses. DOT director Michael Lewis says there are no firm plans for the old tunnel and the point of Thursday’s inspection is to see if it’s structurally sound.
I have heard the Governor’s plan could include moving many bus operations from Kennedy Plaza to the Gano Street end of the tunnel and could cost something like a ZILLION dollars. This all sounds very fanciful especially coming from a lame-duck administration. No word from RIPTA about what they think about such a thing.
Also, the tunnel hasn’t been inspected in 20-years!? WTF!?
It does seem a waste to let such a valuable piece of infrastructure sit and rot, what would you do with it?