The Following was pulled from a section of the Summer-Fall 2010 Rapid Reporter. Download other Rapid Reporters from the right side of The Rapid's News page
Following the success of Metro Mobile 2020, which met its 20-year objectives in just 11 years, The Rapid pursued a new long-range plan for public transit in the region. What evolved was a vision that was driven by community input so that the transit system of 2030 will truly reflect community “ownership” and assure that diverse needs were met equitably and efficiently. “The previous long-range plan involved a great deal of public input and reflected what people told us they wanted at that time. We really wanted people to step forward again to help us establish new goals,” said Peter Varga, CEO of The Rapid.
Mobile Metro 2030 Task Force.
To ensure that all key stakeholder groups were represented in the TMP input and evaluation stages, a Mobile Metro 2030 Task Force was formed. This 30-member group was made up of representatives from the business community, local governments, residents, educational and healthcare institutions, non-profit agencies, young professionals, environmental advocates, transit riders, seniors, and people with disabilities. The Task Force met monthly and provided valuable insight as the new plan took shape. “The previous long-range plan involved a great deal of public input and reflected what people told us they wanted at that time. We really wanted people to step forward again to help us establish all new goals.”
Community workshops and online survey.
To develop a Transit Master Plan that reflected community needs, we engaged residents where they live —Wyoming, Kentwood, East Grand Rapids, Grand Rapids, Grandville and Walker—the six cities that comprise the region served by The Rapid. We held community workshops, one in each city. We listened carefully as residents shared their opinions about existing services and offered ideas for new ones. Comments were grouped into 15 issue areas that the public was then asked to prioritize in a survey. The consensus expressed at the community workshops was that the new Transit Master Plan should be visionary and help attract new employers and residents. The survey asked participants to identify their top priority issues from the list of 15 and then rank them in importance. “We were happy that people came to the workshops prepared to talk about their ideas for transit,” said Taiwo Jaiyeoba, director of planning and program development. “Their suggestions ranged from the frequency of a specific route, to high-speed corridors and connections beyond the metro area.”
Here’s what you told us you wanted to see by 2030.
One of the most remarkable outcomes of the TMP public outreach program was the commonality of the remarks, whether they came from a resident at a community workshop, a business leader at a Mobile Metro 2030 meeting or from an agency representative at a Technical Advisory Team meeting. Participants shared a great sense of civic pride. They also shared a vision—to make Grand Rapids a vibrant, thriving place where their children and grandchildren would want to work, to live, to call home. “We were extremely impressed by the level of interest in the Transit Master Plan, and the number of ideas offered,” says Bob Roth, president of RoMan Manufacturing and leader of the Mobile Metro 2030 Task Force. “Residents shared what they valued most about our transit system and were eager to help us shape an even better one.”
A better transit system for a lower investment.
When compared to other Michigan cities, The Rapid’s current millage is among the lowest. Even Flint, with a 1.4 transit millage, is more invested in public transportation than The Rapid’s six cities. And Ann Arbor, Saginaw and Lansing have mill rates that are more than double The Rapid’s 1.12 Mills. By 2028 the local contribution to support transit service—the Preferred Scenario as described—could be supported by an approximately 2.0 mill assessment. When compared to current levels of funding for other cities in Michigan, our investment in a far better transit system is lower than what several Michigan cities invest now —for transit systems delivering fewer advantages/services.
