Screenshot from Ann Arbor Station environmental assessment report

By Ryan Stanton | ryanstanton@mlive.com

After years of discussion and planning, the city of Ann Arbor released a 212-page environmental assessment report this week more closely examining the city’s options for building a new Amtrak train station to replace the 34-year-old Amtrak station on Depot Street.

The new report confirms the city — working in cooperation with the Michigan Department of Transportation and Federal Railroad Administration — has set its sights on Fuller Park as the preferred location for a new station and related facilities, including a large parking garage that would be the dominant visual element.

The report includes this conceptual image showing how the new station building would be elevated above the railroad tracks in front of the University of Michigan Hospital, with a way for hospital employees and visitors to walk directly over to the medical center, while vehicles could pull into the parking garage off Fuller Road.

The report cites an estimated cost of $81 million to build the station and parking garage in Fuller Park and to make related improvements.

Cost estimates for alternative Depot Street options ranged from $94 million to $98 million, citing a need to widen the Broadway Street bridges and acquire property -- 2.5 acres from Amtrak and 2.6 acres from DTE Energy -- if the station and parking deck went there.

Continue reading for an overview of what’s shown in the new report and the arguments made for a new station, which the city hopes will be funded by mostly federal dollars.

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Screenshot from Ann Arbor Station environmental assessment report

Project background

The railroad tracks run generally east and west through Ann Arbor on the line between Detroit and Chicago. Anticipating future expansion of Amtrak passenger rail services and higher-speed rail, as well as possibly commuter rail between Detroit and Ann Arbor, Ann Arbor officials have been talking about building a bigger and better train station for the city for more than a decade.

“Ann Arbor has long been successfully served by passenger rail service,” the new report states. “The existing Ann Arbor rail station opened in 1983 and is the busiest in the state in terms of Corridor Station Activity based on data collected by the Michigan Department of Transportation. The existing station has not kept pace with increased intercity passenger rail ridership. It has limited capacity to provide for increased rail service (both intercity and proposed commuter rail) and the station itself is insufficient to accommodate existing passenger volumes. The existing station is undersized by current Amtrak design standards and is frequently unable to accommodate existing passenger volumes.”

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Ann Arbor's existing Amtrak station on Depot Street on Sept. 11, 2016. (Ryan Stanton | The Ann Arbor News)

The current station

Based on projected 2035 ridership, the new report indicates the new station would need to be 8,494 square feet in order to meet Amtrak’s guidelines.

“The existing station, which is owned and staffed by Amtrak, is 3,206 square feet, and includes two ticket windows, one electronic ticket kiosk, Americans with Disabilities Act (ADA) accessible three-person restrooms, lacks Wi-Fi, and is not ADA accessible in all areas,” the report states. “The 60 seats available in the waiting area are usually overwhelmed by the typical train boarding loads of 80-120 passengers. There is no checked baggage service, no baggage storage, no baggage carts, and no lockers, but station agents will assist with baggage loading.”

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Ann Arbor's existing Amtrak station on Depot Street on Sept. 11, 2016. (Ryan Stanton | The Ann Arbor News)

Parking and seating deemed inadequate

Parking for the existing station is owned by Amtrak. The report notes there are 38 short-term parking spaces next to the station that are managed and metered by the Ann Arbor Downtown Development Authority with Amtrak getting 40 percent of the revenue, plus 70 long-term parking spaces that are unregulated and available at no charge but are located across the tracks with no easy way to access the depot.

“Overall, the existing station lacks convenient and adequate long-term parking and has no bicycle storage,” the report states, going on to say the seating capacity in the waiting area also does not meet Amtrak’s guidelines.

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Screenshot from Ann Arbor Station environmental assessment report

Ridership from 2003-2016

“The number of passengers the station serves has increased by almost 70 percent in the past decade,” the report states, though it shows figures indicating ridership actually went down in the last decade, from 137,361 in 2006 to 129,186 in 2016, with a 10 percent drop in ridership last year after fluctuating up and down in previous years. An analysis by MLive and The Ann Arbor News shows ridership began steadily dropping in the late 1990s and then started ticking up again after 2001, getting back to 1997 levels by 2004. Since 2006, ridership has been mostly flat, with some fluctuations up and down.

“Despite the recent decline in ridership, related to construction of improvements in the corridor, the long-term projections in ridership (boardings and alightings combined) at the Ann Arbor Station show a rise to 209,000 in 2035 with no increase in service,” the report states, arguing the station’s inability to support intercity rail passengers will increase. “Furthermore, intercity passenger rail service improvements operating between Chicago and Detroit/Pontiac are currently under consideration to provide shorter travel times, additional train frequencies to 10 daily roundtrips, improved reliability and connections for the service that could increase the number of passengers using the Ann Arbor Station to a projected 969,000 annual passengers in 2035 with 10 daily roundtrips between Chicago and Detroit serving the station. Additionally, the Regional Transit Authority of Southeast Michigan is proposing commuter rail service serving Ann Arbor (Ann Arbor – Detroit Commuter Rail) which could add an additional 134,320 to 229,950 passengers per year.”

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Ridership from 1994-2016

This chart was created by MLive earlier this year, showing Amtrak ridership in Ann Arbor since 1994.

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Ann Arbor resident Clark Charnetski, former chairman of the Michigan Association of Railroad Passengers, poses for a portrait inside the Amtrak station on Depot Street in Ann Arbor on Feb. 13, 2015. (Ryan Stanton | The Ann Arbor News)

Purpose and need

“The purpose of the project is to provide an ADA-compliant intermodal facility that will accommodate existing and future intercity passenger rail ridership; improve intermodal connectivity within the City of Ann Arbor and its neighboring communities, including accommodating proposed commuter rail in the City of Ann Arbor; add ADA-compliant parking; and improve the integration of the station within the City of Ann Arbor,” the report states, indicating the following factors contribute to the need for an intermodal station in Ann Arbor.

Insufficient quantity, quality and comfort for passengers provided by the existing station

Inadequate space for intermodal connectivity at the existing station

Substantial existing and projected future passenger demand that is not being met by the existing station

Limited Integration of the existing station within Ann Arbor and limited access to city neighborhoods and the region

“The small station and waiting room size and lack of adequate seating in the station can result in passengers crowding inside the station or waiting outside on the platform in inclement weather including cold temperatures, wind, snow and ice storms.”

The report also states a 2006 ADA-accessibility audit performed by Amtrak identified the following concerns:

Insufficient number of handicapped spaces; recommend increasing number of handicapped spaces to satisfy required ratios and placing the spaces (un-metered) in short term parking area to remove any difficulty accessing station from long-term parking area.

Recommend replacement of lavatory fixtures for ADA compliance.

Recommend new door hardware.

Recommend installation of Telecommunication Device for the Deaf (TDD) capable public payphone.

Recommend signage package and AVPA (variable message signs)

Install Amtrak emergency telephone on platform

"The station also lacks messaging systems providing updated train arrival and departure information, Wi- Fi service, and food service," the report states.

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Ann Arbor's existing Amtrak station on Depot Street on Sept. 11, 2016. (Ryan Stanton | The Ann Arbor News)

Track improvements

The report states MDOT is completing rehabilitation of the existing track by improving track conditions and signals between Dearborn and Kalamazoo, including:

Replacing ties (about 206,000) and surface lines

Track resurfacing

Renewing signals

Rail replacement (about 100,000 linear feet)

Switch tie replacement (about 3,600)

Installation of the Positive Train Control (PTC)

Installation of warning devices

Upgrading signals and train controls

Repair of grade crossings

Maintenance of existing ballast

Placement of new ballast

The proposed improvements allow for increased speeds up to 110 mph, the report states, adding that the Illinois Department of Transportation also is leading an effort to purchase modern locomotives and rail cars to replace outdated train equipment used by Amtrak for passenger rail service in Illinois, Missouri, Iowa, and Michigan. “The upgraded equipment would include modern amenities such as Wi-Fi internet connections and food service, and would contribute to more reliable passenger rail service while providing an environment that will enhance the experience for all passengers, resulting in travel that is both enjoyable and competitive with air and auto travel. These efforts will enhance the quality and comfort for passengers while using the service, but the existing Ann Arbor station does not provide amenities at a similar level of quality.”

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Looking down from the Broadway bridges, a view of the existing Amtrak station's long-term parking lot on Sept. 24, 2016. (Ryan Stanton | The Ann Arbor News)

More details about parking

The existing station does not have adequate space to accommodate intermodal services and the small size and awkward configuration of the site make auto, bicycle, pedestrian, and bus intermodal accommodations difficult, the report states, going into more detail about the current conditions.

“Parking facilities at the existing station are inadequate during peak periods of rail traffic, do not function well, and may cause potential passengers to choose another mode of transportation due to the inconvenience,” the report states. “There are limited spaces available for long-term parking which are located on the opposite side of the tracks and require passengers to walk a significant distance and down stairs to access the station. Additionally, existing traffic on Depot Street, immediately adjacent to the station, can act as a deterrent.”

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Screenshot from Ann Arbor Station environmental assessment report

More details about parking

With stairs to go up and down the Broadway bridges to get between the existing station and the long-term parking lot, the report states the current situation is “not ADA accessible, and can be physically difficult for passengers, particularly those traveling with luggage.”

“Station agents report that although the lot is striped for use by 70 vehicles, at many times during these peak periods 100 or more cars park in the area by utilizing unmarked open space around the edges of the lot,” the report states. “When this parking lot is overcrowded and space is limited, minor car accidents have been reported.

“If additional parking is added in the north long-term lot, traffic impacts would also need to be mitigated. Changes to Broadway Street to provide safe access to and from the parking area would likely include a northbound left turn lane, a southbound right turn lane, an installation of a traffic signal at the Broadway Street access drive, and mid-block pedestrian crossings. Depot Street would not see noticeable traffic increases from additional parking.”

Due to the inadequate long-term parking supply, the report states, “station agents report that some customers use the short-term parking for long-term, despite the resulting parking fines.”

“There is no dedicated passenger drop-off area at the existing station,” the report continues. “As of November 2016, Greyhound buses have a dedicated loading and unloading space in the former taxi staging area in front of the station. Additionally, cars, taxis, buses, and airport and hotel shuttles use the short-term parking area as a de facto passenger drop-off area which causes vehicular and pedestrian conflicts, that is made worse when snow is present.”

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Screenshot from Ann Arbor Station environmental assessment report

Vehicular and transit access

“Traffic congestion at peak hours affects entering and exiting vehicles at the existing station on Depot Street,” the report states. “The traffic analysis performed in July 2016 by AECOM for the City of Ann Arbor indicated significant congestion along Depot Street during the morning and afternoon peak-hours due to insufficient capacity at the Main Street/Depot Street intersection. The traffic volumes and congestion along Depot Street also create significant delays along the northbound Carey Street approach to Depot Street. This existing congestion results in delay for transit vehicles and customer access to the existing site.

“There is no dedicated bus terminal and no bus bays at the existing Ann Arbor station, so Amtrak’s thruway motor coach buses load and unload from Depot Street. These motor coaches provide throughway service to Toledo, Ohio for passengers to transfer to the Capital and Lakeshore Limited Routes. However, when there is no space on Depot Street for buses to park, they use the parking lot to load and unload. After unloading in the parking lot, they use require assistance to back out onto Depot Street because of the confined space in the parking lot, but with the removal of the Taxi Cab stand there is sufficient street space. Ann Arbor Area Transportation Authority (AAATA) operates Route 21 Amtrak – Depot that serves the Amtrak station at 325 Depot Street. Currently, the route operation is negatively impacted by the existing traffic congestion particularly in the morning and afternoon peak periods.”

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Ann Arbor's existing Amtrak station on Depot Street on Sept. 11, 2016. (Ryan Stanton | The Ann Arbor News)

Pedestrian and bicycle access

“Pedestrian and bicycle access is limited at the existing train station,” the report states. “The station is located away from the activity centers in Ann Arbor which does not encourage walking to and from the station. Downtown Ann Arbor, U-M, and the denser employment centers and residential neighborhoods that are located to the south and southwest are at a greater walking distance than one half mile--the national walking tolerance average to fixed guideway transit.

“Additionally, the Broadway Street Bridge may act as a barrier to pedestrians due to the elevation change that requires pedestrians to use the stairs to access Broadway Street.

“The City of Ann Arbor has one of the highest bicycle mode shares in the country, meaning the likelihood of a rail passenger biking to the station is higher in Ann Arbor than other cities. The City has nearly 100 miles of bike facilities including a new bike lane on Depot Street in front of the station. Therefore, bicycle access is an important mobility issue at the station. Bicycle parking is limited and was moved away from the station because bicycles locked to columns on the station platform have caused obstructions and mobility hazards. In March 2014, four bicycle hoops were installed at the station for secure bicycle storage away from the platform. This is the only dedicated bicycle storage at the existing station. Based on interviews with Amtrak station employees, there are often bicycles locked to columns on the platform because there was insufficient parking in the designated area. Additionally, Ann Arbor has started a local bike share program that makes bikes more prevalent in the area and thus indicates further need for proper parking facilities.

“The Border-to-Border (B2B) bicycle and pedestrian trail is located north of the train tracks and does not directly connect to the existing station. Access to the station from the trail requires the same movement as from the long-term parking area—taking the stairs at Broadway Street.”

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Screenshot from Ann Arbor Station environmental assessment report

Population forecast

Increasing population in Ann Arbor and Washtenaw County will contribute to growing ridership at the Ann Arbor Station, the report states, citing SEMCOG forecasts predicting between 2010 and 2040 the population will grow 8.6 percent in Ann Arbor, 12 percent in Washtenaw County and less than 1 percent in southeast Michigan.

“Population in Washtenaw County and the City of Ann Arbor is expected to grow at higher rates than the Southeast Michigan/Metropolitan Detroit region due to the recent growth in the health care and higher education economic sectors,” the report states. “The U-M and the U-M Health system have been consistently growing over the years and this expansion is one of the reasons why the rail ridership in Ann Arbor is growing faster than the rest of the region.

“In 2016, the total enrollment at the U-M was 43,710, which is an increase of nearly 1,300 since 2012. Additionally, the U-M hospital employs about 26,000 people, most of which work at the main hospital near Fuller Road. Because these institutions that generate employment continue to grow, so will the demand for passenger rail service.”

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Screenshot from Ann Arbor Station environmental assessment report

Population density

This map included in the report shows Ann Arbor’s population density per square mile as of 2012, showing the highest-density portions of Ann Arbor are directly south of the existing rail station near downtown Ann Arbor and the UM Central Campus.

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Screenshot from Ann Arbor Station environmental assessment report

Jobs in Ann Arbor

“Ann Arbor is a growing regional employment center,” the report states. “According to regional employment forecasts from the Southeast Michigan Council of Governments (SEMCOG), the employment base within Washtenaw County and the City of Ann Arbor are expected to grow at a faster pace than Southeast Michigan overall (see Table 1.2), driven by the presence of the university, education, biotechnology, and healthcare which are the largest industries in the City.

“As shown in the Table 1.2, the City of Ann Arbor accounted for approximately half of all jobs in Washtenaw County in 2010, which are concentrated in the downtown area and at the U-M Medical Campus. The employment figures contribute to the ridership forecasts in the region for Amtrak’s Wolverine service, as well as for other transit services, including future commuter rail between Ann Arbor, Dearborn and Detroit. With future commuter rail, as well as with the Amtrak Wolverine service, regional commuters within Southeast Michigan would have access to commuter rail, air travel, and intercity rail to the region, nation and international destinations connecting to and from the Ann Arbor Intermodal Station. This would serve employers and employees within the region as they travel for, to and from work.”

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Screenshot from Ann Arbor Station environmental assessment report

Eight locations considered

Several different locations for a new Ann Arbor train station were considered. This map shows some of them.

“While situated in a central location, the existing Ann Arbor Station is not currently integrated into the activity areas of the city,” the report states. “Broadway Street is a busy arterial roadway that extends above the station on a bridge, hiding the station below from the view of passers-by. Additionally, the non-descript, one-story brick station building does not provide visual cues that it is a transportation hub. The station lacks visibility and compelling design to serve as a gateway to the City of Ann Arbor. This lack of visibility and integration into the city can be detrimental to potential riders’ transportation modal choices and resulting ridership.

“Beyond the immediate station area, the existing Ann Arbor transportation network currently provides limited connectivity between the station, Ann Arbor activity areas, surrounding neighborhoods, and the wider region.”

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Screenshot from Ann Arbor Station environmental assessment report

How different location alternatives scored

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Three locations closely studied

The city looked closely at North Main Street, Depot Street and Fuller Road as potential locations for a new train station.

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Screenshot from Ann Arbor Station environmental assessment report

Main Street option A rejected

This shows an option for a station along North Main Street, with the station building shown in orange. The large blue area would be the parking garage, and the rail platforms are shown in pink.

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Screenshot from Ann Arbor Station environmental assessment report

Main Street option B rejected

This shows an option for a station along North Main Street, with the station building shown in orange. The large blue area would be the parking garage, and the rail platforms are shown in pink.

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Depot Street option A rejected

This shows an option for a new station in the area of the existing Amtrak station on Depot Street, with the station building, shown in orange, elevated above the tracks next to the Broadway bridges. The large blue area would be the parking garage, and the rail platforms are shown in pink.

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Screenshot from Ann Arbor Station environmental assessment report

Depot Street option B rejected

This shows an option for a new ground-level station in the area of the existing Amtrak station on Depot Street, with the station building shown in orange. The large blue area would be the parking garage, and the rail platforms are shown in pink.

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Depot Street option C rejected

This shows an option for reusing the historic Michigan Central Railroad depot building that now houses the Gandy Dancer restaurant on Depot Street, with the station building shown in orange. The large blue area would be the parking garage, and the rail platforms are shown in pink.

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Fuller Road option B rejected

This shows an option for a new train station in Fuller Park, with the station building shown in orange. The large blue area would be the parking garage, and the rail platforms are shown in pink.

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Screenshot from Ann Arbor Station environmental assessment report

Fuller Road option A chosen

This shows the chosen option for a new train station in Fuller Park, with the station building shown in orange elevated above the tracks. The large blue area would be the parking garage, and the rail platforms are shown in pink.

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Concept for Depot Street option A

The new report shows this conceptual image of what the massing for an elevated station and parking garage on Depot Street (actually accessible via Broadway Street) could look like.

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Screenshot from Ann Arbor Station environmental assessment report

Concept for Depot Street option B

The new report shows this conceptual image of what the massing for a ground-level station and parking garage on Depot Street (actually accessible via Broadway Street) could look like.

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The new report shows this conceptual image of what the massing for an elevated station and parking garage on Depot Street (actually accessible via Broadway Street) could look like.

Concept for Depot Street option C

The new report shows this conceptual image of what it could look like to reuse the historic Michigan Central Railroad depot building that now houses the Gandy Dancer restaurant on Depot Street, with a parking garage across the tracks.

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Screenshot from Ann Arbor Station environmental assessment report

Concept for chosen Fuller Road option

The new report shows this conceptual image of what the massing could look like for the chosen option, showing a station elevated above the tracks in front of the University of Michigan Hospital with an adjacent parking garage taking up part of Fuller Park off Fuller Road. (Keep in mind, this is not a final design. The next steps for the project include completing preliminary engineering for the chosen site, followed by final design and then construction if voters approve it.)

“The parking garage under Build Alternative 3A would modify the visual character of the site,” the report acknowledges, noting there's a city-owned parking lot there currently that's leased to UM.

“The current viewshed of Fuller Park that is located on the north side of Fuller Road would be altered with the parking garage and station. Although the parking garage would be contained on the existing parking lot in Fuller Park, the overall visual character of the area would be altered to the east, west, and north.”

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Screenshot from Ann Arbor Station environmental assessment report

Parks and historic districts

This map in the new report shows the proximity of both the Depot Street and Fuller Park options to historic districts and parkland. The report determined a new train station would have a minimal impact on Fuller Park.

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Screenshot from Ann Arbor Station environmental assessment report

Bigger picture

Another map showing the proximity of both the Depot Street and Fuller Park locations to historic districts, including those in downtown Ann Arbor.

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Screenshot from Ann Arbor Station environmental assessment report

Fuller Park

Another map looking at how the new station would fit into Fuller Park. The parking garage would rise from the footprint of the existing parking lot.

“South of Fuller Road, Fuller Park includes an approximately 1.8 acre surface parking lot with approximately 250 parking spaces, a multi-use path, and a soccer field east of the parking lot,” the report states. “These amenities are surrounded by lawns and wooded areas, and the park is bound on the east by the Huron River. The surface parking lot serves both the U-M Medical Center and Fuller Park through a joint use agreement that permits U-M employees to use the lot during working hours and reserves the lot for park users in the evening and on weekends.

“The City’s 2009 Transportation Plan Update recommends integrating rail services with enhanced transit in Fuller Park, on the southern side of Fuller Road. The City’s 2016 – 2020 Parks and Recreation Open Space Plan (PROS Plan) references a previous plan to include an Intermodal Station in the park, but states that the City is evaluating alternative locations for the station.

“Under Build Alternative 3A, approximately 3.2 acres (5.4 percent) of Fuller Park would experience permanent impacts from construction of the parking structure, redesigned driveways, added turn lanes, and stormwater infiltration trench. These areas would be permanently converted from a surface parking lot serving the park and the U-M Medical Center to an intermodal facility. The station building would be within the rail right-of-way immediately south of the park, above the tracks. The proposed multi-level intermodal facility and parking structure would be constructed in the location of the existing parking area; this structure, along with station elements such as taxi stands and bus bays internal to the intermodal facility, would be constructed in the park property. Approximately 1,000 feet of the multi-use path would be permanently realigned to accommodate the intermodal facility and driveways and provide safe crossings for pedestrians and bicyclists to access the station or traverse the park.”

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The chosen Fuller Park location for a new train station and parking garage as it looked in September 2016. (Ryan Stanton | The Ann Arbor News)

Current view of Fuller Park site

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18 months of construction

“Construction staging and other temporary construction activities related to construction of Build Alternative 3A would have temporary impacts on approximately 4.7 acres of vegetated open land in Fuller Park adjacent to the surface parking, as well as 1.4 acres of land east of the surface parking lot (currently a soccer field) for use as a temporary parking area during construction,” the report states.

“Construction staging and temporary construction activities are anticipated to extend approximately 12 months, which is less than the overall project construction period of approximately 18 months. There would be no change in ownership of land.”

The report states the project would not result in any permanent adverse physical impacts to the area, noting construction would not impact the area north of Fuller Road where the majority of the park features are located.

The darker blue area at the right side of this map shows the area that would be used as a temporary 150-space parking lot during construction. While it would impact an area currently used as a soccer field, the report notes there are additional fields north of Fuller Road.

“Upon completion of station construction, areas that experienced a temporary impact would be returned to a condition that is at least as good as that which existed prior construction, and stormwater measures such as rain gardens would be installed in the Fuller Road median,” the report states. “Aesthetic improvements would be coordinated with the City’s Department of Parks and Recreation during final design.”

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Screenshot from Ann Arbor Station environmental assessment report

Multiple phases of construction starting in 2025

“The construction of the intermodal station is phased because the Michigan Department of Transportation is phasing the implementation of additional service from three (3) round trips/day currently to six (6) round trips/day in 2025 and 10 round trips/day in 2035,” the report states. “The first phase of construction would serve the needs of the passenger volume through the year 2025 when MDOT plans that there would be six (6) round trip trains to Chicago per day. The second phase of construction would include full build-out to serve the projected increase in ridership from 2026 through 2035.

“Currently, Amtrak’s Wolverine service provides 3 daily round-trips between Chicago and Pontiac. The increase in ridership resulting from an increase in service frequency from six round trips per day (2025) to 10 round trips per day (2035) is predicted to have an impact on the station and station facilities and their capacity to sufficiently serve the station users. The anticipated future demand for long-term intercity rail parking in Ann Arbor (year 2035 full build-out) is 870 parking stalls. Short-term parking needs are projected to require approximately 50 parking spaces, oriented either parallel to the curb in a queue lane or perpendicular. This includes 25 spaces for pick- up/drop-off, 10 taxis, and 10 private shuttles. “If commuter rail is implemented with use of the Ann Arbor Intermodal Station, an additional 250 parking spaces would be needed for the service which would be accommodated in the design of the garage.

“In the first phase of construction, 435 long-term parking stalls and 50 short-term parking spaces would be constructed. The structure would be designed in a way that would allow for future expansion horizontally, as well as in a way that would not require full closure during future construction. Each level of the initial parking deck would provide approximately 250 stalls, and would allow future construction of additional parking levels at full-buildout to increase the number of parking stalls.”

The report says all required traffic elements would be constructed in the first phase of construction in 2025 without any phasing. It says improvements to the Fuller Road/East Medical Center Drive/Maiden Lane intersection are needed to address existing congestion and the city already has programmed the construction of the improvements in 2020 prior to the construction of the proposed station.

The current expectation is that the city of Ann Arbor would own the station and own and operate the parking facilities. Amtrak and Greyhound would occupy and operate the station. MDOT owns the railroad infrastructure and controls the railroad right-of-way.

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Screenshot from Ann Arbor Station environmental assessment report

Development potential and costs

This chart from the report shows the estimated costs of the different options more seriously explored, starting from left with a no-build alternative, followed by Depot Street options A, B and C, and the chosen Fuller Road option at right. It also includes notes about the potential for new development around a train station.

“Build Alternatives 2A, 2B, and 2C require acquisition or use of private property and would be built primarily on property owned by Amtrak, which also owns the existing station building. These Build Alternatives would also require acquisition or use of some adjacent land owned by DTE Energy which is vacant,” the report states.

“In addition, Build Alternative 2C would require acquisition of the historic Depot building housing the Gandy Dancer restaurant. Acquiring the Gandy Dancer restaurant would result in possible employment and income losses for current employees, as well as the loss of taxable property. Both are an impact to economic resources in Ann Arbor.

“Build Alternative 3A is adjacent to the U-M Medical Center, the second largest employer in Ann Arbor, and within one half mile of the U-M North Campus. Downtown Ann Arbor is within one half mile of Build Alternatives 2A, 2B, and 2C.”

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Screenshot from Ann Arbor Station environmental assessment report

Jobs and employment

Jobs and employment near the different station locations were considered.

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Surrounding land uses

The new report also looked at the surrounding land uses for the different options, with the Fuller Park location surrounded by mostly public land, including city park property and the University of Michigan, while the Depot Street location is surrounded by more of a mix of residential and commercial property, with the downtown shown in darker red.

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Screenshot from Ann Arbor Station environmental assessment report

Community facilities nearby

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Examples of community facilities

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Noise was a consideration

The report concludes there would be no significant noise impacts.

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Low-income populations nearby

“The low-income population for the City of Ann Arbor is 22.6% according to 2014 ACS 5-year estimates,” the report states. “The low-income population for the combined half mile buffers around Build Alternatives 2A, 2B, 2C, and 3A is 42.9%, which is almost double the city-wide percentage. The low-income population for the half mile area around Build Alternative 3A is 51.4% - higher than the equivalent figure of 40.6% for Build Alternatives 2A, 2B, and 2C.”

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Screenshot from Ann Arbor Station environmental assessment report

Minority populations nearby

“The minority population for the City of Ann Arbor is 27.6% according to 2014 ACS 5-year estimates,” the report states. “The minority population for the combined half mile around Build Alternatives 2A, 2B, 2C, and 3A is 26.1%, which is slightly less than the city-wide percentage. The minority population for the half mile area around Build Alternative 3A is 27.5% - slightly higher than the equivalent figure of 23.3% for Build Alternatives 2A, 2B, and 2C.”

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Screenshot from Ann Arbor Station environmental assessment report

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A map of the proposed Ann Arbor Connector route included in an alternatives analysis report released on Feb. 24, 2016.

Potential link with Connector light rail

The report also includes a discussion of current and future transit connections, including the proposed Connector light-rail service, which could serve the Fuller Park site.

“The Connector, a potential future high-capacity transit line, combines concepts developed by both the city and the University for improving transit access and mobility within Ann Arbor. None of the alternative Connector routes currently under consideration have planned stops near the existing Amtrak station,” the report states.

The report describes transit connections to the existing Amtrak station as limited.

“Currently only one AAATA transit route directly serves the Amtrak station: Route #21. This local shuttle route travels between the station area, downtown Ann Arbor and the Blake Transit Center (AAATA’s primary transit hub). It stops on Depot Street near the station and operates on half-hour weekday headways,” the report states.

“AAATA Routes #22 and #65, provide more frequent service to the station area as they travel between downtown and northern Ann Arbor. However, access to these routes from the station is complicated. The routes pass above the station on the Broadway Street Bridge and the nearest stops are accessed via stairways, slopes, complicated roadway crossings, and indirect pathways. U-M transit routes do not connect with the Amtrak station.”

It states elsewhere, “The University of Michigan is also planning for improved transit connectivity between its core campus areas to sustain its growth trajectory. As part of the Medical Center Campus and East Medical Campus Master Plan Update (2005), the university is prioritizing transit access to the existing core of medical facilities and has designated the Wall Street District (northwest of the existing Medical Campus across the Huron River and rail corridor) as having capacity for additional growth. The North Campus Master Plan (2008) outlines a high-capacity transit connection on Fuller Road between the North Campus, Medical Campus, and Central Campus that could serve as a connection to the future Ann Arbor Intermodal Station, depending on the preferred Build Alternative selected for the intermodal Station.”

It also notes the AAATA’s involvement in the Connect project, which is still being studied: “The completed alternatives analysis process led by the AAATA, a primary strategy for the Connector would be to link up the high-density residential and employment zones in Downtown Ann Arbor, at the two campuses of University of Michigan, and the U-M and VA Hospitals with existing and future transportation gateways to the city, including park and ride lots and rail stations.”

It concludes, "The Ann Arbor Connector is a high capacity transit system that could connect with an intermodal station."

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Ann Arbor's existing Amtrak station in June 2017. (Ryan Stanton | The Ann Arbor News)

Looking to the future

“During peak periods, the existing Amtrak station operates above its designed capacity for all arriving and departing passengers," the report states. "The station is equipped with 60 seats in the waiting area, but a typical train boarding 80-120 passengers overwhelms the waiting area. Based on the trend in ridership, the existing station cannot support future Amtrak intercity passenger rail demand and could not handle further increases in passenger traffic resulting from future expansion of intercity passenger rail service and the possible introduction of commuter rail service."

The proposed new station is designed using Amtrak’s guidelines, with 2,205 square feet for a waiting area and 930 square feet for public toilets, among other station operational spaces. Space needs within the station building for intercity bus operations were determined to be 590 square feet, following Greyhound guidelines. In total, the report states, it would require 8,494 square feet of internal space to accommodate station operations and users.

“In addition, a multi-level intermodal operations and parking structure would accommodate intermodal transit operations, 50 spaces of short-term parking, 870 long-term parking spaces for inter-city passenger rail, 150 spaces for parks users parking and an additional 250 day parking spaces for commuter rail, if commuter rail would be implemented for daily use,” the report states.

“The site would also include storm water management and collection systems. Multi-modal access would be provided north of the tracks and along adjacent streets. Bicycle and pedestrian access would be available via the bridge link from the station to the sidewalk at grade to East Medical Center Drive and to the Washtenaw County B2B Trail on the north side of Fuller Road across the street from the proposed station building.

“The intersection of Fuller Road/East Medical Center Drive/Maiden Lane currently experiences traffic congestion in the peak hours. The City of Ann Arbor is in the process of developing a design solution for this intersection that is not part of this project. These improvements include the construction of a multilane roundabout as identified in the City’s Capital Improvement Program, and are expected to take place prior to construction of the Ann Arbor Intermodal Station.”

Though ridership went down last year, the report still concludes a new station is needed.

“Despite a recent decline in ridership from low gas prices, long-term projections still indicate significant future growth. Annual ridership in the Wolverine corridor was 401,585 in 2016, down from 444,319 in 2006,” the report states.

“Even absent major improvements to the Wolverine service, annual intercity rail ridership at the station is projected to increase to 209,000 by 2035. If the improvements that are currently under consideration for the Wolverine service are implemented, including increasing the frequency of intercity passenger rail service beyond the current 3 daily round-trips, improving travel time by installing higher speed service, construction of new stations and purchasing new vehicles, ridership at the station could grow to up to 969,000 passengers, with ten daily round-trips per year by 2035. Additionally, the Regional Transit Authority of Southeast Michigan (RTA) is proposing commuter rail service linking Ann Arbor and Detroit along the same rail right of way (ROW). The service was included in the 2016 millage rate increase request that was largely supported in Washtenaw County but ultimately defeated by a small fraction region wide.

“As a statutory agency, the RTA has the right to seek another millage vote in 2018. Should the proposed commuter rail service be implemented, the RTA projects that an additional 143,320 to 229,950 passengers per year would use the station for work commute trips and other intra-metropolitan area travel. Combined intercity passenger rail and commuter rail passengers could result in nearly 1.5 million total passengers per year using the station in 2040.”

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Screenshot from Ann Arbor Station environmental assessment report

Find out more

Read more and find a link to download the full report here.