Transit Action Network (TAN)

Lisa Koch, senior planner with Parsons Brinckerhoff, returns to discuss the Jackson County Corridor Alternatives Analysis (JCCCAA). Parsons Brinckerhoff released the first wave of quantitative information about the study at an open house the end of April. Lisa brings us up-to-date with the study and why several of the alternatives have been eliminated including the original Regional Rapid Rail commuter rail proposal. That alternative used existing rail right-of-ways in the east and southeast of the county and new track on city streets, including Truman Road, to terminate at the Freight House District, north of Union Station.

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Lisa describes the replacement commuter rail proposal, which terminates in the Third and Grand area. She provides information about the remaining alternatives in both the East (I-70) Corridor and the Southeast Corridor (the unused Rock Island right-of-way). For these preliminary estimates, Lisa comments on the high costs, low ridership numbers and the fact that the fixed guideway alternatives don’t provide any time savings over the highways by 2035.

Lisa describes the “right-sizing “ efforts the team is making to fine-tune the alternatives based on what they have learned.  When the alternatives have been revised, the partnership team, consisting of Jackson County, Kansas City, KCATA and MARC, will decide on a Locally Preferred Alternative, (LPA).

At the end of the interview Lisa discusses the economic development numbers for the rail alternative that were presented at the open house. MARC estimated these numbers as a 10% increase on the assessment value of existing properties within a ½ mile radius of the proposed rail stations.

Using property appreciation as a proxy for development around rail stations is a common methodology. This is not an estimate of the impact on jobs or sales tax revenue, but rather the appreciation benefits that existing property owners might see if their property is near a station. It does not represent a net benefit. It does not take into account decreases in property values commonly experienced by property owners between stations and by upper bracket residences near a rail line.

There are also concerns that rail does not create development, it merely moves development from one area to another, next to a rail line. There are some conditions in which appreciation does not occur, in particular, in areas with unlimited ability to sprawl. Property appreciation can be very large – or zero, depending on the circumstances.

TAN believes it is desirable to concentrate activity around stations of any type, bus or rail. Areas with transit-oriented (not created) development are highly desirable, exciting, well-integrated places to work, live, shop and play that make transit investments more cost-effective.  However, after the initial construction investment, successful economic development relies on many factors besides having a station.

For a better understanding of economic development related to property appreciation for transit, read this report by the National Association of Realtors.

“Public Transit Boosts Property Values, If Conditions are Right”

To view the display boards for the third open house, go to the project website, KCSmartMoves.

Transit Action Network previously reported on the JCCCAA Open House #3.  Read our evaluation of the current information: High Cost Combined with Low Ridership and Insignificant Time-Savings Hurts Rail in the Commuter Corridors Study

To follow the whole study, see the rest of our video series at TAN Videos on our website. The third interview discusses the DMU rail lines east of I-435.

Link to the first interview: MARC And Parsons Brinckerhoff Discuss The Current Status Of The Commuter Corridors Altenatives Analysis

Link to the second interview: Parsons Brinckerhoff Consultant Discusses Three Alternatives In The JCCCAA

Link to the third interview: Discussion About The Regional Rail Alternative for the JCCCAA

Link to the fourth interview: Enhanced Streetcar/DMU/BRT Combinations Are Discussed