Matthew Akash, James Phelps, Ryan Prast, Michael Pelic

Dr. DeNicolo

PS1010

26 April 2017

Public Transportation in Detroit

Section I: Background and Statement of the Problem (Who are we? Where are we

going?)

At one point in time, one would not have had to wait more than ten minutes in order to

board a bus in Detroit. Nowadays, people are waiting upwards of an hour, and in some cases,

buses and other modes of public transport do not come at all. Public transportation is a necessity

for those of lower incomes at or below the poverty line. Cars are expensive, and public

transportation, save for Detroit, offers a low-cost, time efficient method of travel. Public

transportation is most effective in areas with high population density, such as cities. When

looking at the poverty rates of cities and suburbs in 2006, 19% of Americans that live in central

cities are poor, and only 7.5% of Americans that reside in suburbs are poor (Why do the poor

live in cities?). Theoretically, Detroit should have a vast and developed public transit system,

but sadly, Detroit does not abide by this correlation. While poverty rates are higher than in

suburbs and the population is high, public transit levels do not exist proportionally like in other

major cities. Taking this problem into account, there have been noticeable efforts to improve the
quality of public transit in Detroit, and while they have had moderate success, the issue remains,

and a reliable, tangible solution has yet to be put into action.

The main group that has attempted to improve the quality of public transportation in

Michigan is Transportation Riders United (TRU). We were in contact with Ruth Johnson, the

assistant director, and Megan Owens, the executive director, and we completed our service hours

through this organization. TRU is a nonprofit organization that began in 1999 through informal

coffee house meetings, and eventually grew until, in 2001, it was established as a tax-exempt

educational organization (Detroittransit. Our History: A TRU Story). TRU has worked closely

with DDOT and SMART to push them to work together and join their route maps to make

switching between the services simpler. The organization has many tools available to it,

including a large following, a quarterly newspaper and emailing list that strives to keep over

1,500 people up-to-date, and even a Ride the Bus Week, where dozens of local leaders and

representatives spend the week taking public transportation. When performing our service hours,

we noticed that more research and planning went into public transportation than we could have

imagined. The amount of files the TRU office held was immense, and the information spanned

from that same week to the 1980s. Just from looking around the office and speaking to Ruth

Johnson, we could tell how dedicated TRU was to improving the state of public transportation.

The countless fliers they put out, the posters that advertise for their fundraisers, the file cabinet

solely used to store their meeting minutes, and so much more speak volumes for their dedication.

The Regional Transit Authority (RTA) of Southeast Michigan is a board consisting of ten

members that are elected for three-year terms, and it is responsible for planning and coordinating
public transport for Macomb, Oakland, Washtenaw, and Wayne counties, which includes Detroit.

Directly from the RTAs website, The purpose of the RTA is to plan for and coordinate public

transportation in the four-county region, including the City of Detroit, and to deliver rapid transit

in a region where none exists (What Is the RTA?). The RTA is the entity that developed the

Regional Master Transit Plan, which lays the foundation for Bus Rapid Transit, a regional rail

that runs from Ann Arbor to Detroit, and Cross-County Connectors that will aid in transferring

commuters between systems. The goal of the master plan is to raise annual taxes by

approximately .12% ($96 for a yearly taxable income of $78,000), which would raise $6 billion

over the next 20 years (The Organizational Master Plan.). This plan was Detroits best chance

to improve its poor public transportation, but it did not pass.

Voter Distribution on RTA Measure

Looking at the history of transportation in the United States, the basic methods of travel

included using waterways, horse drawn carriages, or by foot. None were particularly consistent,

fast, or reliable, which led to the establishment of railroads. The first railway cleared for

commercial and passenger use was the Baltimore and Ohio Railroad established on February
28th, 1827 (First U.S. Railway). Moving into the first half of the twentieth century, electric

trolleys became more widely used since more and more people were moving into cities. In terms

of rural areas, however, railroads and waterways were still the main method of travel since

electric streetcars were not viable solutions in areas without reliable electricity. These trolleys, or

streetcars, provided faster and more reliable transportation than moving on foot or by horse. At

the time, it would cost a person five cents to go from their quiet suburban homes to the bustling

cities where they worked. By the 1950s, nearly 50 million cars were on the road, and that

number reached more than 220 million by the year 2000, which amounted to approximately

more than one car for every person over the age of 18 (AOTM). According to the U.S.

Department of Transportation, however, in 2003 almost 8% of households had no vehicle

available, which accounts for almost 8.5 million U.S. residents, and households with incomes

less than $25,000 are almost 10 times more likely to not have a vehicle available to them. Of

those residents that do not have access to their own cars, roughly 20% of their daily trips are

taken by transit (Vehicle Ownership and Availability). If reliable public transit is not available to

them, then the 20% of those daily trips have to be taken some other way, and other options are

not always available.

Detroit did not always have a poor public transportation system. Up until the 1950s,

Detroit had a slow but widespread and effective streetcar system just like the rest of the nations

major cities. The manager of Detroits old streetcar system, which relied on rails, had vowed to

rid the city of them in favor of busses (Felton, Ryan). While the concept was manageable largely

because busses require less infrastructure, replacing the successful streetcars with a new bus
system that entailed revising the entire road system ended up hurting public transportation in

Detroit in the long run. Soon after the streetcar system was shut down, private bus companies

began closing and the commuter rail system that ran through Detroit, Ann Arbor, and Pontiac

halted function. From then on, the spotty bus system that Detroiters know and love is all that

remains of the once useful public transportation system (Felton, Ryan).

The issue of public transit in the City of Detroit is a complex matter. There are multiple

players in the issue, including voters, non-profits, private organizations, government

organizations, and private entities. A fair argument can be made that it is this fact: the fact that

there are so many players in one issue, and finding an agreement between all of them that will

please the voters, is what has kept transit dreams from becoming a reality in the City of Detroit.

Transportation Riders United is the place that was chosen for assessment. It is a result of private

interests taking the issue of transit into their own hands. At the site, there is a sense of hope; a

shining beacon of the free markets power to do good in the community that it resides in. It is

through organizations like TRU that there is a glimmer of hope for the citys transportation

ambitions, but there are limitations to the project that keep it from becoming a true solution to a

greater problem.

Section II: Needs Assessment

TRU, the location that we feel has a strong influence on the picture of transit in the city

of Detroit, and is the location that our group volunteered, was founded in 1999. The goal of the

organization is to provide a link between all of the existing entities in the region that involve
transit. Located in the Guardian Building, TRU has a small office that is staffed by two full-time

employees, many volunteers and interns. On a daily basis, the employees of TRU are involved in

the community, and are engaging those that need to know about the transit (Detroit Transit,

2017). There are constant phone calls, community meetings, and articles that TRU contributes

to. Their work has led to many events and impacts on the local community. TRU is involved in

many initiatives for the furthering of transit in Southeast Michigan. The major initiatives that

TRU has supported has been the RTA Proposal of 2016, as well as many other initiatives in the

past (2005 proposal).

While the non-profit route is beneficial to the region in many ways, there are some limits

to it. First and foremost, there are only two full-time employees, making organization difficult at

times, and resources may be not efficiently spread. Additionally, the group does not have much

money to work with relative to what they take on. In fact, according to Ruth Johnson of

Transportation Riders United, they attempt to assist in the campaign of the RTA, but it was

difficult due to their lack of resources. There is no lack of passion in the organization, but it is

very hard to try and make a large change by only having two full-time employees. The goal of

the RTA, once again, according to Ruth Johnson, is to further transit efforts in Southeast

Michigan by providing information, access to resources, and uniformity to the system as a

whole.

What is needed in this effort is more access to information. The problem in transit, and

perhaps one of the greatest reasons why there has not been a solution as of yet, is the lack of

uniform and accurate information. This is what TRU serves to accomplish. With the donations
that they receive, TRU is able to improve information to a certain extent. In a way, they are

performing the job of the government and the media. They must work hand-in-hand with the

government and private sectors. They serve to coordinate with those that are interested in

forwarding the progress of the transit systems. In the future, communication will play an even

larger role in the campaigns that lead up to our elections. One of the biggest problems that TRU

identified in their research was the lack of communication between the campaign managers and

those that volunteered for the organization (Johnson, 2016). Modes of communication (social

media) was not utilized to its fullest degree. Additionally, the former CEO of the Regional

Transit Authority, Michael Ford, was cited as abusing finances for personal effects and trips. This

creates an obvious problem, as without funds used for appropriate items, there will be a potential

failure.

With all of the factors stacked against transit, there have been many failures. It should be

noted that these losses have not been by much, but by just enough to raise some questions about

how much the public actually knows about the issue. Many people in the region have the

mindset that Detroit is the Motor City, and that there is no reason to pay for something that does

not directly benefit them (Johnson, 2016). To counter that point, a fair argument could be made

that there is not a lack of benefit, it is just that transit can benefit people without them even

realizing it.

TRU has worked multiple times with both independent and government organizations for

transit. There have been many problems that have been encountered on the government front.

This is due in large part to the dysfunction of past proposals (Dietderich, 2007) such as
SEMCOG/Amtrak. There is only so much that can be done when the attention is lost on the

governmental representatives. Additionally, it is not surprising to note that there are some

politicians at a predisposed stance against new transport.

The private sector is much more cooperative, and has actually accomplished something

within the past ten year in the form of the M-1 Rail. The M-1 Rail is funded by the likes of Dan

Gilbert of Rock Ventures, and Roger Penske of Penske Automotive. TRU sees this project in the

long run as an eventual public entity (TRU, 2016). The City of Detroit and the surrounding areas

were so unwilling to make a larger effort than this in Transit, that they would not even be willing

to fund it. This was done with private funds and private ambition. Hardly anyone in the public

sector (other than the zoning board) were even involved in the project. While this is a shame, it is

typical of this region. The agency of the people that inhabit it is what entitles them to ignorance.

Even worse, it may not actually be their fault that they are ignorant. Before they can get

information, the politicians are already there with a coffin for the proposal.

On the state level, TRU has a much better relationship. The Governors office is in favor

of greater expanded transit, and so is much of Lansing. The Federal Government is on good

terms with the organization as well. In fact, there has been granted money to transit efforts in

Southeast Michigan, as well as the classification of TRU as a 501 c3. This exempts the

organization from taxation.

Above all else, what keeps transit from becoming a reality in Southeast Michigan is the

agency of the voters. There is a combination of ignorance, fear, confusion, and anger that all
have a play in how people vote (more specifically, against something like transit). People are

fearful of others (especially those that have a lower income) entering their community. People

are often very confused as to why there is a need for transit, or what transit even is. Individuals

are also prone to anger as a result of fear, and ignorance. TRU is on the front lines of combating

this phenomenon. They aim to inform the public. Individual agency helps the efforts in that there

are volunteers and interns that work for TRU, and are well-versed in the issue.

Individual agency is what keeps our political system functioning. Despite all of the

evidence that transit is an important to the region, it is of the opinion of many that transit is not a

necessary investment. Agency is ones ability to think on their own, and to make their own

decisions based on logic that they have accrued over their life experience. It is necessary to

understand this when talking about why we do not have a transit solution yet. People may also

see the transit system as another way that the government is trying to influence our lives. In a

way, the agency is trying to eliminate any further expansion of an institution into our society.

The institution is very important in many places, and it has improved the lives of millions of

people that use public transit every day. In Detroit, we see things differently. Not all of us, but

just enough of us to keep things the same. The same, dysfunctional, independent norm.

With transit, comes more options for transportation, and more opportunities for members

of the community. Transportation Riders United can only do so much for those that do not want

to listen to the points that they bring up. Additionally, any ballot measure that includes the

increase of taxation may already be lost on many people. Unfortunately, you must have taxation
in order to maintain funding for any public work. This is a reality that seems to be overlooked by

many people. Many individuals do not realize that the highways are public funded, and in order

to maintain them, tax money is used. Perhaps if more people used mass transit, there would be

less demand for highway and road repairs. It is this concept of opportunity cost that is cryptic to

many in our community.

Organizations such as TRU must stay very motivated. It is not a lost cause. People may

be creatures of habit, but habits have the ability to change if a good enough reason is given to do

so. If the effect that transit has on the area is clearly shown, and not just once, but relentlessly,

then there is a fighting chance. There must be a well-coordinated campaign that is run by very

knowledgeable, relatable, and responsible individuals. Without it, there will be yet another

failure to discuss in a few years. It is absolutely crucial that there is a strong ground force that is

constantly in the community, and is directed by a single campaign manager (TRU, 2016). This

way, the plan of action will be singular, and straightforward. If the same mistakes are made in the

next shot at transit, the same result will occur. There will be a failure at the ballot box. Boiled

down, this is a community issue, more than a money or a government issue. People have not

supported this in the past, even when the government suggested it to them. Critics may be very

quick to judge the government of Detroit, when the true demon lies within the suburban areas of

the region, and within the city itself. There is no more dangerous question than How does this

help me? when someone walks into the ballot box. It is paramount that the answer to that

question is that it doesn't just help me, but it helps my entire community.
Section III: Plan of Action - Institutional Change and Policy Advocacy

Detroits public transportation needs improvement in order for the city to recover and

prosper. Detroit back in the early 20th century had a public transportation system that was the

best in the world. Then Detroit got rid of the streetcar and commuter rail when the automobile

became popular and more affordable and that is where the problem began. Detroit saw the

creation of highways and how popular the automobile became, that Detroit thought there was no

need to have a strong public transportation system since people would just be driving their cars.

The city was prospering during the early 20th century, people were flocking to the city like no

other for employment; it was a golden era for Detroit. Then the city experienced some setbacks,

and, well, now Detroit has the worst public transportation in the country.

There have been efforts to improve Detroits public transportation, with the most recent

being the RTA millage that failed to pass. With the RTA failing to pass, questions must be asked

if its time to change the way people support and fund projects in Detroit. Getting the majority of

voters to support a project is tough. For example, people in the Detroit wanted the RTA millage

because it would have drastically improved transportation throughout the city. Where people in

Oakland and Macomb did not want the RTA millage because it would've meant a tax increase for

something that would have not benefited them. So the RTA can keeping being put on the ballot

and no matter want it will still fail to pass because people do not want to pay more in taxes for

something that will not benefit them in a positive way. In order for Detroit to improve its public

transportation, changes have to be made to the structures and values that govern Detroit so that
projects that the people in Detroit need can get approved and put into effect. Detroit can learn

from other cities across the country of world on how they approve projects for their city.

Instituting change is never easy, its very hard to change peoples mind from what there

used to. However, it is what is needed in order to improve Detroits public transportation.

Inspiration came come from Londons transportation system. Transport for London (TfL), is in

charge of Londons transportation and since they have taken over Londons transportation has

seen lots of improvement. Overall customer satisfaction went from 73% to 87%, the number of

delayed trains decreased from 8.8% to 5.1%, and passengers rode the train a greater distance

than before (Board Date: 22 September 2016 Item: Executive Summary Suburban Rail

Services). This also helps to illustrate that Londons unemployment, multiple sources has

Londons unemployment rate around 6%, compared to Detroit where the unemployment rate was

19% in 2013 (Unemployment Rates for the 50 Largest Cities). Good systems of public

transportation leads to lower unemployment rates because people have a means to get to work.

So how does the TfL get projects approved and funding where in Detroit there is a struggle to get

support for public transportation. To start with the TfL has strong leadership, one big one is the

mayor. The Mayor of London, chair on the TfL board and spends two-thirds of his annual

budget on transportation (Nicole Badstuber). The TfL has the funding for projects which is what

allows them to be so prominent in London. Something that Detroit can improve on is having a

strong leader. Either the Mayor of Detroit can get more power to realize his vision for the citys

transportation by increasing funding or creating projects. Another city is the nations capital,

Washington D.C. So to fund D.C.s transportation project the city encouraged citizens to buy
bonds in order to fund the project. This practice was also used in funding The Little Caesars

Arena, in downtown Detroit. Funding include $250 million in bonds backed by taxpayer

money. The Ilitches backed the other $200 million bond (Louis Aguilar). So if an arena that

many people say was not needed to be built could get funded by bonds, then why cant public

transportation projects get funded.

The two things that Detroit can do in order to improve public transportation is having a

strong leader to see the citys vision and ask citizens to buy bonds to fund projects. Both of these

solution are at the government level and depend on the government to enact them. But that does

not mean that normal people in the city or students at Wayne State who care about the issue are

left unheard. It takes people who care and re dedicated to fix an issue. So something that students

can do with the people of Detroit is be a strong leader and bring awareness to people in the city

on what can be done to fix transportation in the city. For example, people can organize meeting

and pass on flyers that talks about the ways to get funding. People can encourage the government

to sell bonds, like Washington D.C. did, and later down the road people who bought bonds

would get reimbursed. People would see that there money was used well when they see all the

projects that would be going on Detroit. Also people can get wealthy people to back bonds. Just

like the Ilitches did for The Little Caesars Arena. The financing of the arena has sparked

criticism because it is coming from the sale of two sets of bonds one for $250 million backed

by taxpayer money and another $200 million backed by the Red Wings owner. Most of the tax

money used to back the bonds came from property taxes paid by downtown businesses. The

biggest property taxpayer downtown is General Motors Co. Some of the tax money was
earmarked for Detroit Public Schools, which critics have used to slam the deal. The school

system will get reimbursed that money by the state (Louis Aguilar). If tax money can be used to

back an arena then why cant it be used to fund projects that Detroit needs, like transportation?

Alternatively, people can ask wealthy people if they would be interested in backing a project and

supporting it. Lots of celebrities and people who have money are passionate about certain things

or care about a city and its people. Instead of letting the government decide on what to fund and

propose, the people would be gaining support for a movement and raising funds to tell the

government that they want this to be done and heres the money for it. Where now its collecting

enough votes for a project to get approved where some people just do not care or do not know

about the issue. Not many people knew about the RTA ballot plus it was all the way at the

bottom, so people would most likely skip it. Power has to be given to the individuals who care

and are motivated to fixing the issue and not the government who sometimes do not know how

bad the issue is or just keep pushing the issue off to focus on something else.

The private sphere can have a major impact on what the government decides to do for

Detroit. Other efforts that the private sphere has to solve Detroits public transportation problem

is holding a challenge for common people with background in certain fields to work as a team to

find a solution. The Challenge is a call for entrepreneurs, designers, engineers, and creative

thinkers alike to craft an innovative solution that significantly improves transportation in Detroit,

with a focus on public transportation. The winning team will receive an investment of cash and

services of up to $250,000 to help establish a new company in Detroit, (Ardelia Lee). This does

possess aspects that categorizes this as a part of the market sphere with it being a competition,
and markets are all about competition and making money. However this competition is calling

for problem who possess traits and want to solve Detroits public transportation. When you look

at the M-1 Rail, it was design to increase economic opportunity and investment in the city. Not

improve public transportation because it only runs along Woodward and does not do enough for

the people in other parts of the city who need public transportation. This challenge is not about

making money, but solving a problem that many people face. This challenge is calling on the

private sphere to help brainstorm ideas. The private sector are the ones primarily affected by the

lack of public transportation, so they are the one who are better suited for solving the problem.

The people who deal with the lack of public transportation in Detroit are the one who must come

together on proposals and brainstorm solution in order for public transportation to improve in

Detroit. Individuals in the city can start companies and organization as a way to be a catalyst for

improvements in the city.

Individuals are the voice for the city and if they feel that change is necessary then change

is necessary in order to fix the issue. Public transportation is not going to get better if we

continue to let people who live outside of Detroit voice their opinion. Thats how the RTA

millage failed. Its up to the people who live in the city and who are dedicated and committed to

solving the problem. People have lots of power to change how something can get funded through

offering to buy bonds and getting support from wealthy individuals and families. Detroit has a

lot to learn from other cities and its citizens on how to improve public transportation in the city,

however with hard work and dedication, Detroit can have public transportation like they had in

the early 20th century when the city was booming.

 With respect to a more hands-on approach to these problems, there are several different

ways that these problems could be solved or alleviated, however in order to make best use of the

Wayne State University Honors students and create a service learning opportunity it would be

best served to work in partnership with TRU in order to spread information of upcoming events

and such to the public. In our groups conversation/interview with Ruth Johnson she revealed

that she believed that the RTA campaign failed largely because the campaign did little to nothing

to reach out into the community to educate on the policy or even to defend that it exists. In order

to directly solve the problem through participation, I believe that it would be best served to use

Wayne State Honors students in order to maintain a website, write letters, or even to go door to

door in order to ensure that the larger public knows and understands what policies, solutions, or

important events concerning them are occurring or are to happen in the future.

In a TRU memo that we had received from Ruth Johnson discussing the ballot failure, it was

postulated that the RTA, while it did have some outreach, what they did have was not very

strategic. Examples include holding public meetings, but doing little to announce them, or

announcing to the public that the RTA exists and should be voted on, without indicating more

specifically what they stood for. If the Wayne Honors students were to volunteer to maintain a

website, or other actions mentioned previously, then this would allow any future plans similar to

the RTA to expand their outreach, if only by a small margin, without considerable strain on

budget or resources.

Wayne State students could also be useful in helping to rally an active coalition of supporters

for policies. Despite subpar outreach plans, some of the public still caught wind of and supported

the RTA; the problem being, they supported it quietly. The plan that was in place according to
Ruth Johnson, was that the RTA focused mostly on getting government and high-ranking

officials to sign off on the plan than the general public, thus while there was support among the

public, they refused to expound upon it. There were generic weekly emails, invite-only meetings,

and these caused the supporters to feel as if they werent part of the team, and felt disjointed.

Wayne State students could work with officials in TRU in order to organize meetings, work

through social media, all in an effort to unify the supporters.

It is true that most of the solutions encompassing Wayne State Honors students is mostly grunt

work, that is what the failed campaign needed most, and while it may only make a marginal

difference, the result of the RTA was within .5% of winning. A marginal difference may be all

that is needed to push the votes over the edge the next time a similar vote is introduced.

Section IV: Risk VS. Reward

It can be said that no solution is perfect, however some solutions can very clearly be

better than others. With respect to direct action and institutional policy, changing institutional

policy is better in the long run. Direct action can only work in a small area, and as such can only

make a small impact. There is not much risk and therefore not much reward for the actions

taken. Although, as previously stated, a huge impact may not be necessary to win a policy, in

order to move the entire city in a direction so as to eliminate the problem instead of remedying it,

using Wayne State Honors students is not particularly effective. The institutional action requires

moving money, influencing opinion, and winning in government generally to get things moving.

As government doesnt always work, and money is particularly tight for Detroit, something will
have to be sacrificed in order to make way for a new policy, and therefore increasing the risk of

the institutional plan, while simultaneously increasing the reward. Using a service learning

opportunity to help certainly wont hurt, but it only works in a small scale, in purely considering

risk vs. reward of the action, institutional plan of action should be the preferred method of

change in Detroit.
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