Traverse CityTraverse City DevelopmentTraverse City Film Festival May 15, 2023

Not Ending, Just Changing: Michael Moore Talks Traverse City Film Fest Future

By Craig Manning | May 13, 2023
“We’re not going anywhere. We’re not done.”

So says Michael Moore, co-founder of the Traverse City Film Festival (TCFF), when reached for a lengthy phone conversation on Wednesday afternoon. In his first big interview with the media since last week’s announcement that TCFF had arrived at the end of an era and would be ending its traditional summertime festival, Moore tells The Ticker that his words have been misinterpreted – and that the organization still has big plans for continuing film festival programming in Traverse City going forward.
“The word ‘end’ does not appear once in last week’s letter,” Moore says. “I talk about concluding one era, so we can move into the next with the festival and the theaters. And I talk about why we’re doing that. But TCFF is not discontinued. We’re just going to do things differently.”

On May 2, Moore announced that the TCFF board had “decided, after much heartfelt discussion, that it’s best to close this era of the film fest now while we’re ahead, no longer in debt, and go out on top with many years of fond memories that we will all collectively cherish for the rest of our lives.” The widespread interpretation of the news – locally and beyond – was that the festival was coming to an end, and that TCFF as an organization would focus its efforts instead on the two downtown movie houses it manages, the State Theatre and the Bijou by the Bay.

While Moore reiterates that the theaters will be TCFF’s top priority going forward, he’s not closing the door on festival or festival-like programming. What that programming will look like is currently up in the air, with the TCFF board bandying about a variety of ideas that Moore shared with The Ticker with the caveat that nothing is set in stone and the various concepts are merely “under consideration” for now.

“Instead of having one week in the summer, what if we did three or four festivals each year?” Moore asks. Those festivals would be smaller-scale than the TCFF of old, and wouldn’t utilize venues like Lars Hockstad Auditorium, the City Opera House, Old Town Playhouse, or Milliken Auditorium. (TCFF also skipped those venues last year, due to the cost of converting them into temporary movie theaters.) Instead, Moore says the festivals would cluster films at the State and Bijou, with the option to partner with AMC – another TCFF 2022 first – to get more screens.

“We could have a winter festival, and a fall festival, and a spring festival,” Moore muses. “And maybe they’re more specific in their themes. For instance, in the fall, we could do an annual horror festival that would be packed. That could be the last weekend of October.”

Another idea on the table is what Moore calls “TCFF Tuesdays,” which he compares in concept to what the National Writers Series does.

“Doug and Anne Stanton refer to their writing series as a year-round book festival, which is genius,” Moore says. “We’re going to look at the State as a year-round film festival, and that’s the way we’re going to program it. We’re kicking around the idea of TCFF Tuesdays, where every Tuesday, 52 Tuesdays a year, we would bring what we would have brought, say, this summer at the festival. And we’d love to set those screenings up with the filmmaker present, or if not present, then Zooming in.”

In a similar vein, Moore wants to bring back “Doc Night,” an old Monday evening State Theatre tradition which spotlighted documentaries that are often difficult to see elsewhere.

Those types of shifts would be part of a broader reimagining of the State and Bijou programming strategy, which Moore says is already underway.

Once upon a time, it wasn’t uncommon for the State alone to program 30 showtimes per week – including one or two mainline films, discount showings of kids films or Hollywood classics, late-night “Friday Night Flicks,” live transmissions from the Metropolitan Opera, and more. But in the past seven days, between Guardians of the Galaxy Vol. 3 at the State, What’s Love Got to Do with It? at the Bijou, and a Saturday morning kids screening of Annie, there were just 19 showtimes across the two theaters.

Per Moore, the TCFF organization is currently playing around with its schedule, trying to find a balance between operational costs and local audience demand. While he says the 30-showings-per-week model of the early 2010s is “gone” – due to factors ranging from declining theater demand nationwide to the fact that Hollywood is simply producing fewer theatrical films in the wake of COVID-19 – his goal is for both theaters to get back to “at least three shows a day,” seven days a week, all year round.

“We are in a different mindset now, of how do we run a nonprofit operation without going into debt?” Moore explains. “Right now, we’re in the black, and our intention is to stay in the black. And we will not have a single screening that’s going to put us in the red.”

That desire to avoid big financial risk is ultimately what led the TCFF board to pull the plug on the traditional film festival for this summer. While Moore wrote in his initial announcement that last year’s festival “broke even for the first time in years,” he tells The Ticker that keeping the typical TCFF model intact and steering clear of debt this year was going to be tough for one big reason: the Open Space movie tradition.

“The Open Space costs us $200,000 for that week, and we’ve agreed we would never charge for those Open Space films,” Moore says. “But it got to the point where, if we did the festival this year, we’d have to cut out the Open Space, because we don’t have that extra $200,000 anymore. When we started, Ben & Jerry’s were the underwriter, so that we wouldn’t lose money on the Open Space films. We need an underwriter or sponsor now to bring the Open Space back.”

When asked for their reactions on TCFF’s “end of an era” news, leaders in local government, tourism, and economic development all say they’re bullish about what the new chapter could mean.

Downtown Development Authority CEO Jean Derenzy, for instance, is optimistic that a redoubled focus on the State and the Bijou as year-round draws will help bring more energy and excitement back to downtown. City Commissioner and Mayor Pro Tem Amy Shamroe, meanwhile, is hopeful that TCFF’s emphasis on bringing back a broader diversity of programming will also mean more opportunities for other organizations to use the theaters for panels, town halls, special film screenings, or other events.

For Traverse City Tourism President Trevor Tkach, TCFF’s pivot means an open slot in the area’s tourism calendar. And while Tkach says replacing the economic benefit of an “annualized” name-brand event like TCFF will be challenging, he also sees an opportunity for other people or organizations to bring new celebrations to the table, assuming TCFF chooses to focus its efforts on other parts of the calendar.

“I will say, what has started to bubble up is a community conversation about how we continue to celebrate film during [that first week of August],” Tkach says. “That week has become a traditional week to celebrate arts and film and community here in Traverse City. I think a lot of people want to see that continue in some capacity, and I wouldn’t be shocked if, over the coming weeks, you see this community rally and certain people step up to try to do something to continue to showcase our passion for the arts.”

Traverse CityTraverse City DevelopmentTraverse City Real Estate May 15, 2023

Ridge45, Birmley Neighborhoods Planned to Expand

By Beth Milligan | May 15, 2023
Garfield Township planning commissioners have scheduled public hearings for June 14 on two planned neighborhood expansions: a new phase of Ridge45, which could bring 196 more apartments to the corner of LaFranier and Hammond roads, and a 26-unit subdivision called Birmley Meadows adjacent to Birmley Hills and Birmley Hills Estates.

Westwind Construction – which has already built approximately 400 apartments in the first three phases of Ridge45 along LaFranier Road – aims to build another 196 units on 21.85 acres of vacant land next to Ridge 45 near the LaFranier/Hammond intersection. Developers originally proposed to put a separate neighborhood called South22 on the site, which was proposed to have 216 units. However, Westwind later decided it wanted to combine the two projects into one continuous development, turning South22 into a fourth phase of Ridge45. That move will provide continuity in aesthetics and amenities among the properties, according to township staff, as well as the ability to address the properties cohesively from a planning perspective in the future.

The proposed new phase four of Ridge45 will contain seven apartment buildings with 28 units each (pictured, rendering). The 196 total dwelling units will feature a mixture of studios and one, two, and three-bedroom layouts. The development will include a dog park and new sidewalks, with residents also able to access the existing pool and clubhouse in Ridge45. Developers said phase four will offer an opportunity for amenity expansions including “multi-sport courts, pool additions, and a community gardens expansion.” Township Planning Director John Sych said that phase four will provide a new access point from Lloyd Lane, providing a third entrance into Ridge45 – in addition to the two entrances currently on LaFranier Road – and some traffic “relief” around the neighborhood.

Westwind will be required to partner with BATA and the Traverse City Housing Commission to provide a crosswalk across LaFranier Road connecting Ridge45 to the new BATA transfer station under construction. After Garfield Township’s attorney said it was permissible for Westwind to merge its South22 special use permit (SUP) with the Ridge45 SUP so the project could proceed as one continuous development, planning commissioners last week agreed to schedule a June 14 public hearing on the expansion.

Planning commissioners also scheduled another project for a June 14 hearing: a new 26-unit single-family subdivision called Birmley Meadows. The neighborhood will be directly north of Birmley Hills Estates and accessed from Birmley Estates Drive and Farmington Drive – both of which are off Birmley Road – via two new private roads. Lot sizes will be between 15,000 and 40,000 square feet, according to the application, with homes anticipated to average 1,800 square feet.

Developer Steve Zakrajsek of T&R Investments recently went through the township approval process to build Birmley Hills, another subdivision with 35 single-family lots next to Birmley Hills Estates. Township Deputy Planning Director Stephen Hannon said Birmley Meadows, the newest expansion, will complete the buildout of the neighborhood and finish the road connections between projects. If planning commissioners support the application, they will recommend it to the township board of trustees, which has final approval over the plan.

Also at the Garfield Township planning commission meeting…
> Planning commissioners agreed to recommend that the township board approve rezoning Hickory Meadows and a new 76-acre parcel called Hickory Forest so that the properties are all designated Park and Recreation district (P-R) – an effort to create consistency across the 179 acres as well as Hickory Hills, which is already zoned parkland. Hickory Forest is currently zoned agricultural, while the three parcels that make up Hickory Meadows are zoned R-1 one-family residential. The change would ensure Hickory Meadows, Forest, and Hills all share consistent rules and zoning and make it easier for planned trails and a trailhead to be developed on Hickory Forest. The rezoning now heads to township trustees for approval.

> Planning commissioners will review findings of fact on June 14 and could vote to recommend approval to the township board on a request from Brad Oleson of Oleson’s Food Stores to convert 6,960 square feet of second-floor office space into six apartments in the Oleson’s complex at the corner of North Long Lake and Cedar Run roads. The plans call for the construction of five three-bedroom units and one two-bedroom unit. Oleson noted in a memo that demand for office space has declined following the pandemic, while apartments are in “extremely high demand.” The Oleson complex is covered by a planned unit development (PUD), which must be amended to allow residential uses.

> Finally, planning commissioners unanimously approved two projects in Garfield Township. The first is an expansion of a bed-and-breakfast called Blended Roots Farm on Hainey Lane, which will now be able to host up to eight guests instead of its current four. Planning commissioners also approved an application from Pine Grove Homes to use a vacant four-acre parcel next to the Meadow Lane mobile home park for mobile home sales. The company had previously sought and received township approval for the project in 2018 but never moved forward with construction, allowing its SUP to lapse. Pine Grove Homes thus had to reapply for approval of a new SUP to move ahead, which was granted by planning commissioners.

Uncategorized April 4, 2023

East Bay Township Updates: Vacation Rentals, Police Cameras, Fire Station Expansion

By Beth Milligan | April 3, 2023
East Bay Township trustees will hold a special meeting Wednesday to discuss new short-term rental rules, which could then be officially introduced at an upcoming meeting and adopted. Trustees are working to get the new rules in place ahead of a June 22 expiration of a moratorium on any new vacation rental licenses being issued. In other East Bay news, trustees voted recently to install license-plate reading cameras in the township and to obtain construction bids for the expansion of Grand Traverse Metro Fire Department Fire Station 9 on High Lake Road.

Short-Term Rentals
East Bay Township could get one step closer to adopting new short-term rental (STR) rules at a special meeting Wednesday at 6:30pm at the township hall. Trustees will review the latest draft of the proposed rules after giving staff feedback at a February meeting. Many of the key provisions discussed at the February meeting remain in place in the new draft, including a cap of 145 total STR licenses in the township – representing 2.5 percent of East Bay’s housing stock.

A buffer would require STRs to be at least 1,000 feet apart from one another, and rentals could only be turned over a maximum of once every seven days. The new rules also require more rigorous septic system inspections, with the STR occupancy limited to two people per each bedroom the septic system is designed to accommodate, plus an additional four people. The draft also states that any trailers, boats, campers, or motor vehicles associated with STRs be parked solely on-site in designated parking areas and not on or along any public or private roads.

While the latest draft says STR licenses are generally non-transferable, it does allow for transfers between immediate family members – including a spouse, child, grandchild, sibling, or grandparent (sibling was added since the last meeting). The new rules also allow for a “cure period” of 60 days if an STR license holder goes to renew their license and discovers there’s a problem, such as a failing septic system. The owner would have to halt all rental activity until the problem is fixed, but would have two months to do so and still be able to renew their license.

As of last fall, East Bay Township had 169 active STR licenses in play – therefore, a cap of 145 would essentially mean no new STR licenses could be issued until existing licenses expire or are non-renewed. The new rules are accompanied by a proposed policy for how new licenses would be issued, including the township announcing at least once a year in multiple public forums when the number of active licenses drops below the cap. The township would set a window during which applications would be accepted, which would be processed on a first-come, first-served basis. If trustees feel comfortable with the latest draft rules and policy Wednesday, they could officially introduce the revised ordinance at an upcoming meeting, followed by a vote to adopt the amendments. East Bay Township currently has a moratorium in place – set to expire June 22 – on issuing any new STR licenses while the board updates the rules.

Trustees could also vote Wednesday on offering a retroactive renewal grace period for STR owners whose licenses lapsed between June 2021 (one year before the moratorium went into effect) and the present. Staff wrote that the moratorium “substantially changed the ramifications for not renewing a license,” noting that “if a license was not renewed on time, then the individuals missed out on an opportunity to renew, thus losing their license altogether.” Staff estimated there are at least 29 individuals impacted by lapsed licenses, including those who were holding off on renewing until the rental season arrived. Multiple letters submitted by STR owners indicated they weren’t aware their licenses had expired and couldn’t be renewed. Staff recommended attaching a potential penalty fee and 30-day response deadline to the renewal grace period.

Sheriff’s Office Cameras
East Bay’s board of trustees recently voted – with one dissenting vote from Trustee Glen Lile – to install license plate-reading cameras in East Bay Township as part of a partnership with the Grand Traverse Sheriff’s Office. The seven cameras – which would be owned and maintained by provider Flock Safety but leased by East Bay Township – would be installed in high-traffic corridors and other strategic locations.

The cameras take high-speed photos of the backs of vehicles as they pass and can provide real-time alerts when cars that are stolen or involved in a crime or AMBER alert travel within the community. An internal algorithm sorts and identifies the clearest photo of each vehicle, then uploads it to a searchable database. The cameras run 24/7 and use infrared technology to capture night photos. Flock Safety representatives said in local presentations that the cameras are not used for speeding or other traffic enforcement, only for crime-solving assistance. The cameras take still photos, not video footage, and do not use biometrics or facial recognition technology. Photos are deleted after 30 days and only accessible by law enforcement, according to representatives.

The cameras cost $2,850 each for the first year – a price that includes installation, for a total of $19,950 for the first year. East Bay Township trustees agreed to a five-year contract at a rate of $17,500 annually for the remaining four years, or a total cost of $89,950 over the contract life. Two other townships have also agreed to install cameras: Peninsula Township approved a one-year contract to install six cameras on Old Mission Peninsula, while Garfield Township approved a four-year contract to have 14 cameras in place. The Grand Traverse Sheriff’s Office expects to have the cameras installed and operational by summer.

Fire Station Expansion
Finally, an expansion could soon be coming to Grand Traverse Metro Fire Department Station 9 on High Lake Road in East Bay Township. Township trustees voted to contract with Cornerstone Architects for up to $7,200 for construction documents, bidding assistance, and site visits to construct two new dorms at Station 9. The construction itself will be a separate cost and will be reviewed and approved by township trustees before work begins.

East Bay Ambulance Director Nick Lemcool originally approached trustees about building one additional dorm, but board members talked and agreed it’d be cheaper to tackle two rooms now instead of constructing one now and returning in the future to build another, which is expected to be needed as the township grows. Expanding from two to four dorms – which are used by firefighters and paramedics – will help accommodate current and future staff (including employees of both genders) at Station 9, which is now staffed 24/7 year-round.

Uncategorized February 23, 2023

A $100M bridge: Traverse City bypass plan emerges from 30-year debate

TRAVERSE CITY, MI — To build the bridge, or not build the bridge? That’s been the question in Traverse City for about 30 years. At long last, there’s an answer.

Yes. Build the bridge.

In Grand Traverse County, officials have finally decided to embark on a multi-year project to build a controversial piece of infrastructure that would alleviate traffic congestion in one of the fastest growing communities in Michigan.

In 2022, the county Road Commission voted unanimously to pave way for advance work on a 2,200-foot-long bridge across the Boardman River Valley, which, when finished, will create a new east-west corridor for drivers to bypass Traverse City.

Officials estimate the arching span will last 120 years and cost $100 million to build. Much of that is expected to come from federal infrastructure grants. Not counting international spans, it would be Michigan’s fourth longest bridge.

The July 28 decision marked a turning point in the long-successful effort by environmental and development opponents to keep the bridge at bay due to concern about potential negative impacts on valley wetlands and wildlife.

Opposition remains to the bridge, but project supporters say it has dwindled as the Traverse City area population swells and the few corridors which drivers can use to transit east or west across town have undergone reconstruction.

“It shouldn’t take me 40 minutes to get from one side of Traverse City to the other,” said Kevin Endres, chairman of the Grand Traverse County Economic Development Corporation. “It’s just five miles. It’s not a city with a million people.”

“There’s a demand. There’s a need for it. I see it every day,” said Endres, who works in commercial real estate. “We’re probably behind the eight ball in having this built already.” “It’s well overdue.”

New design would minimize impact, developers say

This year, consultants are determining whether the proposed bridge design adheres to the National Environment Policy Act (NEPA), which requires transportation projects to consider potential impacts to the natural environment.

As proposed, the bridge would only touch the valley floor in four places (aside from the abutments on either end). The pillars would support a span about 70 to 80 feet above the valley. Project managers say that design was chosen to minimize environmental impact.

“It’s going to be a very high, long bridge,” said Brad Kluczynski, Grand Traverse County Road Commission manager. “Its service and function will be to take a big portion of the traffic off South Airport Road. In fact, with the traffic studies that were done, it’s anticipated that we will actually reduce traffic as far north as Front Street or along the bay.”

Because of its geography, Traverse City isn’t the easiest community to travel east or west across. Grand Traverse Bay, the Boardman River and the 317-acre Boardman Lake are natural impediments to crosstown traffic. In town, drivers are pinched into the bayside Grandview Parkway, downtown Front Street, Eighth Street or neighborhood side streets.

At the south end of Boardman Lake, the heavily trafficked South Airport Road retail corridor carries commuter, business and regional bypass traffic and is generally considered a chore to navigate. To avoid it, drivers must enter the city — which can be exceptionally busy during the summer — or detour several miles around the river valley via Cass or Beitner roads.

Kluczynski and bridge supporters say a new crossing would solve that problem. The bridge would connect Hartman Road on the east side of the valley with Hammond Road on the west and would enable drivers approaching Traverse City from the south on U.S. 31 to peel off and head east through a suburban area which is experiencing significant growth.

East of the river, Hammond Road connects to Garfield and Supply roads, which are both access routes to and from Traverse City via U.S. 131. Hammond also connects to Four Mile Road, which enables drivers to reach U.S. 31 along the foot of East Grand Traverse Bay and other communities north and east without traveling down South Airport or through town. When it opens, the bridge is expected to carry between 22,000 and 26,000 cars per day and reduce traffic flow on South Airport Road by 30 percent, Kluczynski said.

That day, however, isn’t right around the corner.

Kluczynski said the NEPA analysis will take at least a year, followed by a couple years of design fine-tuning, land acquisition and securing access easements. Hartman Road will need expansion and a new connection to U.S. 31. If all goes well, groundbreaking is anticipated in 2027.

Actual construction would take another two-plus years, meaning it’s unlikely any cars will be traveling across the valley on a new bridge before 2030.

New corridor has always been controversial

The Road Commission says public support has grown significantly for the project in recent years.

Nonetheless, some local business leaders and statewide economic development officials would not speak to reporters about the regional value of the project.

Matt McCauley, vice president of regional prosperity at the Michigan Economic Development Corporation (MEDC) and former CEO of Networks Northwest, which functioned as a subcontractor on Traverse City corridor studies, would not talk about the bridge when contacted by MLive.

McCauley deferred comment to Warren Call, CEO of TC Connect, a chamber organization which leads economic development in the region. Through a TC Connect staff member, Call also declined to be interviewed about the bridge’s potential impact on regional development.

Opponents are eager to talk about the bridge.

The Northern Michigan Environmental Action Council (NMEAC) and Groundwork Center for Resilient Communities in Traverse City both oppose the bridge, arguing it could negatively impact the ecology of the river valley as well as invite development sprawl along the Hammond corridor.

“It’s just not needed,” said Ann Rogers, chair of the NMEAC board. On South Airport, “there’s only congestion twice a day — late in the afternoon and sometimes during the morning.”

Rogers thinks the bridge will harm the river valley ecology during construction and would inevitably become a source of salt, sand and other automotive pollution.

A bypass project would be better suited further south, perhaps as far as Kingsley, she said.

Jim Bruckbauer, transportation program manager at the Groundwork Center, argues that improving traffic flow on existing corridors, such as adding roundabouts and improved signaling on South Airport, as well as widening Keystone Road, are more cost-effective options.

“There is concern that building a new crossing would further exaggerate that same issue, which is creating more congestion because you’ll see more development in those areas if there’s a new corridor,” Bruckbauer argued. “We just believe that fixing our existing roads is the right approach before looking at these new major projects.”

John Nelson, a NMEAC board member, echoed that. Development enabled by the bridge will have negative spin-off impacts in the watershed, he said

“What you’ll end up with is another commercial corridor similar to South Airport and it’ll create its own traffic,” Nelson argued. “You’ll end up with another congested corridor which is lined with commercial development.”

East-west connection issue has long been studied

Environmental and urban sprawl concerns have successfully derailed attempts to build the new bridge in the past. A Hammond-Hartman connection has been eyed for decades and was first proposed as part of a $25 million road package rejected by voters in 1987.

The Boardman River valley has changed significantly since then. In the past decade, three obsolete hydroelectric dams were removed as part of a major river restoration effort launched in 2012. All that remains of the massive undertaking is the removal of the Union Street Dam in downtown Traverse City, an effort which is presently stalled in court.

On the traffic side, six different transportation studies between 1992 and 2018 examined the need for a bridge to varying degree as part of a years-long analysis period involving many public meetings and workshops geared toward future transportation and land use around the wider area.

Facing environmental opposition, the Road Commission set the bridge aside in 2004 as the Grand Vision study launched. It resurrected the idea in 2017. Dual studies launched in 2018 examined several alternatives to a Boardman River crossing south of town and, in 2022, consultants recommended a Hammond-Hartman bridge as the best option.

Kluczynski said past designs showed too much impact on wetlands in the river valley, which is now frequented by anglers, hikers and kayakers drawn to a 158-acre nature preserve. He said plans to add a bike lane, a viewing platform and connect bus routes have helped bring people onboard.

On the funding side, “90 percent of this project will be federally funded,” Kluczynski said — thanks in part to increases in population which have put the Traverse City area over the 50,000-person threshold to quality for certain metropolitan planning and infrastructure grants.

Endres, who works in commercial real estate as an owner at the Three West brokerage, said travel time is becoming increasingly important not just for employees looking to shorten or eliminate commutes through remote work, but for businesses moving product.

The area is attracting more distribution businesses looking for smaller distribution centers as supplier and wholesaler logistics change, he said. That will only increase traffic.

“Having seen the progression over the years — working in economic development and commercial real estate — traffic is an increasing problem, issue and topic I run into,” Endres said. “The reason is because of the lack of east-west connection.”

“There might be a select few people who oppose this bridge, but there’s a whole lot more — like the majority — who want this thing built,” he said.        “Doing nothing is not an option anymore. We’re past that.”

Uncategorized February 18, 2023

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