Flint Lawmaker In Middle Of Crossing Battle
Rep. Lee Gonzales (D-Flint), the head of the House Appropriations Transportation Subcommittee has been knee deep in transportation issues this session — not the least of which is an ongoing battle over an additional bridge from Detroit to Canada and where that bridge will be placed.
GCSIntel talked to Gonzales in depth about that issue. The following are excerpts from that conversation.
Q. Why does the state need to find an additional site for a bridge between Detroit and Windsor?
A. It’s a complicated topic. The DRIC (Detroit River International Crossing) study has been looking at how we can put together additional capacity at the Detroit River. We also have what would be called a backup plan, a “just in case” system, if there’s ever a huge accident on one of the ends. The Ambassador Bridge runs a great operation for what it is. In fact, it’s reaching an 80th anniversary next year, but based on traffic projections we need an additional crossing.
The contention is that the Ambassador Bridge believes there isn’t a need for a separate plan. They believe their twinning concept of their present construction is sufficient. The DRIC study has shown a need for a separate span. This is a bi-national project. The Canadian side is going through a major impact study and they’re saying that there’s no way to twin on that side. The Ambassador Bridge says there is enough room. DRIC is looking at it from a public policy standpoint because that’s what’s best for the people in the state of Michigan and internationally.
There was a memo signed between our federal government and theirs (Canadians) last November. The agreement recognizes a need for additional capacity and an additional need for redundancy, which is the back up bridge.
We could reflect back to the Twin Towers where they could take out two towers side by side. If there was a calamity or terrible accident where the Ambassador Bridge could not function — such as a storm or something else — we would need a back up span. We really need another six lanes to accommodate the future commercial growth over the next 20 years.
Q. Those opposed to the measure claim the numbers in the DRIC study are inflated and the need for a new bridge exaggerated. Is it reasonable to argue that the state doesn’t need multiple bridges at that location?
A. We are using a proven methodology and they (opponents) have not shown any of their own forecasts. The Ambassador Bridge has used the DRIC information in documents submitted to different levels of government. Our data is clear that there will be growth. It’s just like the stock market. It may go up and down, but there is always a steady traffic problem. We have all the documentation and, if they have their own methodology, they show it as being fixed for the next 40 years and that’s impossible.
Q. Where are we in terms of reaching an agreement?
A. I’m very earnest in working with Sen. Bill Hardiman (R-Kentwood). He’s my point person in the Senate in terms of government appropriations. I’m working with him and look forward to working with Sen. Alan Cropsey (R-Dewitt) as well as the governor, who is supporting us. We’re going to have to continue talking about reaching a solution to benefit the residents in Michigan.
Keep in mind that this is a bi-national negotiation. It’s about America’s interests, it’s about Michigan’s interests, it’s about the Providence of Ontario’s interests and it’s about Canadian interests.
Q. Will we have an agreement by the end of the year?
A. We have to have an agreement. I’m hopeful we’ll do it within the next month, hopefully. We have to make sure to look at it very objectively. We’re looking at it with all these business interests. They say they support the DRIC study.
An infrastructure decision of this magnitude needs to have this debate.
Q. In the past, Michigan has been touted as having one of the greatest supply chains in the country. What steps does the state need to take to recapture this reputation?
A. We’ve had a history of being a leader in transportation and I think this coincides with what we’re looking at. They’ve had hundreds of public hearings. That’s what it’s all about. It’s getting all the stakeholders together to think about ways to have the infrastructure that no one else in the world has.
It takes the best ideas of everyone involved. SEMCOG (Southeast Council of Michigan Governments) has made a favorable statement on the DRIC study. Any area worth its salt has to look at it regionally because that’s how we do the best planning for the economy. Michigan is attracting a lot of innovation firms, Google is an example, and all of these things tie together. That’s why we have to make all of our infrastructure [top notch] to attract these innovative firms.
We’re working in Flint to turn sewage into biofuel and in order to do this, the infrastructure has to be top notch. Later this year we’ll celebrate GM’s 100th anniversary. Flint is where GM started and that’s where we need to put our frame of mind. We have to look at how we make Michigan the most attractive state in the global economy.
News & Legislative Updates
Archive for July, 2008
GCSIntel: From Our Lobbyists, A Conversation with Rep. Lee Gonzales
Wednesday, July 30th, 2008People Mover Shuts Down for Routine Service
Wednesday, July 30th, 2008The Detroit People Mover (DPM) is an automated guideway rail transit system operating in downtown Detroit. It is operated and maintained by the Detroit Transportation Corporation (DTC), a municipal corporation established for the purpose of operating and maintaining the Detroit People Mover. The elevated DPM system circles the downtown Detroit area, providing frequent and convenient transit service to many of Detroit’s central business district commercial, residential and entertainment venues.
The DPM system was originally built by UTDC (now Bombardier) and opened for service in 1987 as one of the first automated guideway people mover systems in the U.S. The system encompasses a single-track 2.9-mile elevated guideway, consisting of a reinforced con¬crete beam structure supported on reinforced concrete columns. The track system includes 35 track curves with radii ranging from 115 to 3,000 feet. The single track is standard gauge with direct fixation fasteners on 20 to 40-inch centers.
For the past 20 plus years the Detroit People Mover has provided a safe, convenient transportation service to the patrons of Detroit’s downtown businesses and establishments; be it to the many restaurants, Detroit’s Auto Shows and other events at Cobo Center or supporting the World Champion Detroit Red Wings Hockey at Joe Louis Arena. Over time, this transit service takes a toll on both the DPM’s vehicles and the guideway track system.
Recognizing the need to perform proactive maintenance in order to maintain a high level of ride quality and safety, DTC asked Parsons Brinckerhoff (PB), an engineering consultant firm providing technical support services to DTC, to provide a condition assessment of the DPM guideway track system in late 2006. PB evaluated the system and identified six track curves that had worn to the point where track curve replacement was warranted. The affected curves are scattered about the DPM guideway, specifically located within the systems tightest (115 foot radius) track curves. The rail replacement is required due to wearing of the rail head profile which has occurred over the past 20 years. The rail wear is understandable and expected in normal transit/railway operations, and at some point all rail transit systems must replace portions of their running rail.
Although minor repairs and improvements have taken place over the years with a minimum of service interruptions, DTC recognized that the time had come when a major track maintenance task must be undertaken to continue the level of DPM service expected by the citizens of Detroit. Steps were immediately taken to determine the financial needs for the project and to identify the funding sources to support the project. Simultaneously, DTC began the process of developing technical specifications and bid packages to procure the replacement rail and contractor services to perform the installation of the new rail. In late 2007 a contract was awarded to LB Foster Company to manufacture the new rail sections to be used for the project. This was followed by the award of another contract in early 2008 to Delta Railroad Construction, Inc. to perform the task of reconstructing the direct fixation track system with the new rail.
DTC is undertaking the first running rail replacement of the track system, affecting six track curves or about 9 percent of the system’s track. To improve on the wear rate and extend the life of the new rail, the guideway track direct fixation system will be improved and a special “High Strength” rail with extra rail head hardness will be used. The result will be an improved running rail system and many additional years of service for the Detroit People Mover and its customers.
Because the DPM is a single-track system, it is not possible to perform this work without a temporary system shut-down. Therefore, DPM operations will be suspended at 2:00 AM on Sunday, July 20, 2008 and the system will remain out of service until normal service is re-sumed on Monday, August 18, 2008 at 6:30 AM. We understand the inconvenience this program will cause to our patrons, however to maintain the safe reliable transportation this system is increasingly known for, the rail replacement must be carried out.
Project Information and Data
System Shutdown Period
29 days, from July 20 through August 17
Rail Replacement Locations
Six track curves located throughout the DPM system
New Rail Type
New 115RE High Strength, Head Hardened Rail, pre-curved for DPM system
Approximately 2,800 feet of rail, or 1,400 feet of two-rail track (about 9% of the DPM loop), weighing approximately 75 tons
Continuous welded rail using a Thermite Weld process at the installation site. The rail will be affixed to the guideway through a direct fixation process that utilizes special fasteners and shims to provide correct rail superelevation and cant.
The Process and Contract Teams Working on the
Rail Replacement Project
Construction will begin after the People Mover completes service operations for the night at 2:00 a.m. on Sunday, July 20. The system will restart service at 6:30 a.m. on Monday, Aug. 18.
The four weeks in July and August were selected because there is a relatively light schedule of events downtown during that time, the summer weather is more conducive to people being able to walk between destinations downtown, and the long summer days will allow the construction team to work double shifts and complete the work on time. DTC consulted with the Metropolitan Detroit Convention and Visitors Bureau and Cobo Center in scheduling the shut down.
Construction will move quickly along the six locations on the guideway and there will not be any major traffic impediments or loud noise at any one location for an extended period of time. The minor traffic implications that will occur include lane and sidewalk closures where the crane is removing and replacing the tracks. Construction noise will also be minor and will occur primarily during business hours. Each section of rail will be cut and removed and then replaced with new length of rail which will be secured in place through a thermite welding process.
The construction locations are the curves between: Gratiot Avenue and Broadway Street; Witherell Street and Broadway Street; Park Avenue and Bagley Street; John C. Lodge Freeway and Jefferson Avenue; Larned Street and Shelby Street and inside Cobo Center.
The track replacement is the latest in a series of extensive renovations and improvements that have been made in the system over the past six years. There have been noticeable aesthetic improvements and others that aren’t noticeable, but have resulted in improved operations, such as updating the computer and security systems and installing heat strips on the tracks to prevent icing during the winter.
The Detroit Transportation Corporation and its staff are working with a contracted team consisting of the Detroit office of Parsons Brinckerhoff, which is the project management consultant, in addition to being the original track designer. Advanced Geomatics is the surveyor and the original surveyor of record for the Detroit People Mover system. Rail construction is being performed by Delta Railroad Construction, Inc.
Parsons Brinckerhoff
Parsons Brinckerhoff (PB) is a leader in developing and operating infrastructure, with approximately 12,000 employees dedicated to meeting the needs of clients and communities around the world. PB offers skills and resources in strategic consulting, planning, engineering, program/construction management, and operations for all modes of infrastructure, including transportation, power, community development, water and the environment (www.pbworld.com).
Advanced Geomatics
Advanced Geomatics conducts professional land surveying corporation, serving Michigan since 1888 with a variety of land services. Originally known as Charlevoix Abstract and Engineering, Advanced Geomatics continues under the same family ownership and management for over 50 years. Advanced Geomatics, is a registered DBE (Disadvantaged Business Enterprise) with MDOT (the Michigan Department of Transportation).
Delta Railroad Construction, Inc.
Delta Railroad Construction is recognized as one of the nation’s premier railroad construction and engineering companies. It has been delivering quality services with personal integrity since 1957. Services include new track construction, track maintenance and rehabilitation, flash-butt rail welding (continuous welded rail), track equipment repair and remanufacturing and track equipment sales, rentals and leasing. Delta Railroad Construction provides services for industry, short line railroads, Class I railroads, commuter and passenger transit lines, and metro trolley systems.