MAJOR TRANSPORTATION ISSUES
There were several factors that significantly impacted the Plan's development process as well as the final Plan document. Some of the factors were pending federal legislation, some relate to the development patterns taking place in the county and others include the need for alternative forms of transportations to the single occupant vehicle.
Impacts of Legislation
TEA21 expired on September 30, 2003 during the plan development period. The lack of legislation impacted the financial forecasts because there was no federal direction for future funding. The lack of legislation also impacted the areas of emphasis as far as how funding would be allocated among the funding programs. In TEA21, transit, bridges, non-motorized and safety improvements were under funded.
TEA21 requirements for Plan Adoption
The Surface Transportation Equity Act for the 21st Century (TEA21) requires that air quality non-attainment and management areas develop a new 20-year transportation plan every three years. This short time frame makes it difficult to complete major plan improvements such as the construction of a transit network, the implementation of a new travel model using the results of a travel survey, the inclusion of more types of plan deficiencies, analyses of the deficiencies and the allowance of adequate time for public participation. The time constraint makes it necessary to implement scheduled improvements over several completed plans.
Limited Revenues
The state transportation user fee or gas tax was last increased in July 1997. Since that time no increases to the state gas taxes have occurred and resulting revenues generated by the tax continue to decrease as vehicle fuel economy improves. Two of the proposed replacements for TEA21 will not increase federal taxes or revenues. Revenues will need to be monitored closely and some mechanism identified to ensure that there are adequate resources so Michigan can continue to make the needed improvements to its transportation system.
Major County Corridors
Jackson Road Corridor
Jackson Road was a two-lane major road west of Ann Arbor serving the developing core of Scio Township. Less than a half-mile north, I-94 parallels the Jackson Road corridor. Heavy truck traffic, poor geometrics and low levels of service characterize the Township's Baker Road interchange with I-94.
Since the mid-1980's, WATS has worked with Scio Township, the Washtenaw County Road Commission and the Michigan Department of Transportation to analyze operations along Jackson Road and at the I-94 interchanges. In 1989, WATS worked with a Township-selected consultant to prepare a comprehensive plan for the Jackson Road corridor. The 20 year, 23 million-dollar plan proposed a boulevard between Wagner and Parker Roads. Scio Township has an active Downtown Development Authority that generates revenue through tax increment financing (TIF) and bond sales. The first phase of the boulevard was completed in the late 1990's and the DDA revenues were used with high priority funds (demonstrating the use of plastic in the concrete mix) to construct the next phase of the adopted corridor plan in 2002. The Scio Township DDA also constructed sidewalks the length of the boulevard improving the non-motorized access in the corridor. Another short section of the boulevard was constructed during 2003 by one of the incoming commercial developments on Jackson. The Washtenaw County Road Commission plans to build the next section of the boulevard during the life of the current draft long-range plan.
In 1991, the Washtenaw County Road Commission hired an engineering consulting
firm to evaluate the I-94 interchanges in Scio Township and make recommendations
for necessary improvements. The close proximity of I-94 to Jackson Road makes
it imperative that the Jackson Road and I-94 interchange improvements be coordinated.
During 1994, MDOT made minor improvements at the Baker Road interchange. The
Zeeb Road interchange was reconstructed during 2002. The Baker Road interchange
was scheduled for reconstruction in 2003 but was delayed due to the financial
shortfalls of the state. County agencies continue to lobby for this important
improvement because the I-94 and Baker interchange has truck stops in three
of the four quadrants of the interchange with considerable congestion caused
by the number of large trucks. The Scio Township DDA and the Washtenaw County
Road Commission have invested considerable local funds in this improvement.
The traffic mix in this corridor is mostly large commercial vehicles and for
this reason the improvements made at Zeeb do not address the needs at Baker.
Ann Arbor-Saline Road Corridor
The southwest portion of the urbanized Area is also experiencing rapid residential and commercial development. The majority of this growth is occurring on or near Ann Arbor-Saline Road, which has an interchange with I-94 and provides access between the City of Saline and the City of Ann Arbor. Ann Arbor-Saline is primarily a two-lane road from the City of Saline north to I-94. Maple Road, which intersects with Ann Arbor-Saline just south of I-94 in Pittsfield Township, was paved in 1995 (completed in 1996) as an All Season Route using TEDF (Category D) funds.
The Ann Arbor-Saline Road corridor was first identified as a congestion deficiency
in the 2015 plan from the Ann Arbor City limits south to the City of Saline.
The volume to capacity (V/C) ratios on the corridor range from a low of 0.78
in 1990 to a high of 1.36 in 2015. The route continued to be identified as a
congestion deficiency in the 2020, 2025 and 2030 plans. The intersection of
Ann Arbor-Saline and Waters/Lohr is also in the top 50 combined ranking for
traffic crashes.
Washtenaw Avenue Corridor
The Washtenaw Avenue corridor (BL-94/M-17) linking the Cities of Ann Arbor and Ypsilanti continues to be one of the most congested travel routes within Washtenaw County. Major segments of Washtenaw Avenue currently experience considerable delay during the morning and evening peak travel times. The 2015 Long Range Transportation Plan for Washtenaw County originally identified this corridor. The subsequent 2020 and 2025 Plans, which were approved by the WATS Policy Committee in March 1997 and June 2000, also identified this route as a major transportation issue from both a congestion and safety perspective. The 2020 and 2025 plans identified significant portions of Washtenaw Avenue as having a higher crash rate than average for comparable facilities within the region. The draft 2030 Plan includes a two mile segment of Washtenaw as deficient in 2005 and adds an additional third of a mile by the year 2025.
Two increasingly important potential east-west improvements that will provide some relief to the Washtenaw Avenue/US-23 area continue to be discussed and advocated as part of the WATS transportation planning process. One of these improvements is the westward extension of Clark Road over US-23 to Huron Parkway. The extension would allow traffic not destined for the US-23 interchange or the commercial corridor nearby to bypass existing and projected congestion. It would also reduce the congestion at the Washtenaw/Carpenter intersection by providing more direct access to major institutions (e.g. Washtenaw Community College, the Saint Joseph Mercy Health System and adjacent medical office facilities, Eastern Michigan University) located on Clark Road east of US-23. In recent model runs including the draft 2030 improvements, the Clark Road Extension was shown to carry 12,000 - 14,000 vehicle trips per day providing relief to Washtenaw. This improvement would also reduce the number of vehicles entering the highest ranked crash intersection in the County.
WATS continues to work with local officials to refine sub-area plans to maintain
the opportunity to bridge US-23 in the future. The extension of Clark Road would
parallel the most congested portion of Washtenaw Avenue and could provide safe
access across US-23 for non-motorized travelers, such as bicyclists and pedestrians.
As air quality and congestion management become critical urban issues, the benefits
derived from extending Clark Road become even more apparent.
US-12 Corridor
Located in the southern portion of the Urban Area, US-12 (Michigan Avenue) has the highest daily traffic volume and traffic crash rate of any two-lane road in MDOT's ten county University Region. The majority of US-12 between the City of Saline and the City of Ypsilanti is listed in the 2020 and 2025 Long Range Transportation Plans for Washtenaw County as having a significant congestion deficiency and operating beyond its design capacity. The corridor is also part of MDOT's Priority Commercial Network (PCN). In the draft 2030 Plan, the entire length of Michigan Avenue between the southwest county line and Hewitt Road is designated as congested in the year 2005.
Commercial and residential development continues throughout Pittsfield Township and along the US-12 corridor. Combined with a dramatic increase in pass-through trips along the route, the surrounding development has resulted in a higher level of congestion, crashes and traffic fatalities. In the mid-1980's, WATS organized an informal local committee composed of representatives of Pittsfield Township, the City of Saline, the Washtenaw County Road Commission (WCRC), the Michigan Department of Transportation (MDOT), and other interested agencies to address the deficiencies and promote improvements.
As a result of continued local advocacy, MDOT prepared a Preliminary Project Statement (PPS) in 1990 defining the deficiencies and recommending additional analysis and future improvements. In June of 1991, MDOT selected the consulting firm of DeLeuw Cather, Inc. to prepare the Preliminary Engineering plans for increasing the capacity of US-12 between the City of Saline and Munger Road in Ypsilanti Township. The Environmental Impact Statement (EIS) for US-12 between the City of Saline and Munger Road was completed in late 1993. The update of the EIS was initiated during 2001 and will take approximately two years to complete. Until this is completed, the project will not move forward. The MDOT has completed the EA and held the public meeting for improvements to this corridor on November 19, 2003. All comments for the EA were due to MDOT by December 20, 2003. This corridor was listed in the 2020 and 2025 Long Range Transportation Plans for Washtenaw County as a funded improvement.
Further west, the portion of US-12 between the City of Saline and Clinton,
is becoming increasingly hazardous as the number of serious injury and fatal
traffic crashes increases. This segment is a State trunkline that connects many
smaller communities US-23 and I-94 and is a narrow two-lane highway with high
traffic volumes and often-excessive speeds. MDOT programmed passing relief lanes
for this portion of highway for 2002 but construction was delayed until 2004
due to lack of funding. This portion of US-12 is also deficient for congestion
as of 2005. The length of the deficiency continues to grow and the increase
in congestion will likely cause an increase in the number of traffic crashes.
Existing Highway Deficiencies
Historically, Washtenaw County has strongly supported low-capital intensive measures that improve the efficiency of the existing highway network. Through its planning process, WATS has identified specific deficiencies and problems in the current highway network and has suggested actions to resolve these deficiencies.
Many locations under the State's jurisdiction were identified as congestion deficiencies in the 2030 plan even though this plan changed the definition of deficient for freeways to a volume to capacity ratio of 1.00 up from 0.80 used in the 2025 Plan. These include: US-23 from M-14 to the north County line; Washtenaw Avenue (BL-94/M-17) between Stadium and Carpenter; Michigan Avenue (US-12) between the west county line and Hewitt; I-94 from US-23 to State Street; and many bridges and interchanges.
In FY 1999, the Michigan Department of Transportation (MDOT) initiated a Freeway Study for the area. The Study was completed in FY 2000 and is expected to guide improvements in Washtenaw County for the foreseeable future. The local communities would like to initiate a similar effort in the County for non-freeway trunkline facilities.
The MDOT also has a policy of not providing more than five years worth of transportation
improvements for the regional plans. This limits the local review and comment
on their long-range program.
Impacts of Development
Washtenaw County continues to experience a rapid rate of growth and development, particularly in the urbanizing townships near the cities of Ann Arbor, Ypsilanti and Saline and more recently near the villages of Chelsea, Dexter and near the hamlet of Whitmore Lake. Beyond the urban area, this growth trend is also evident in the continued low density residential development throughout the rural areas of the County. The pace and pattern of rural residential development, compounded by the trend of increased trip rates and length, are challenging the ability of local transportation agencies to address travel demands and system deficiencies. The 2000 census extended the Ann Arbor Urbanized Area into the previously rural township of York and farther into Wayne County including portions of Canton, Van Buren and Sumpter Townships in addition to the City of Belleville. The addition of urbanized non-residential land added portions of Dexter, Lima and Saline Townships. The new urbanized area in Livingston County (Brighton, Howell, South Lyon) extends into Washtenaw County in Dexter, Webster, Northfield and Salem Townships. The Detroit urbanized area extends into a portion of Salem Township.
To a great extent, this increased development further increases transportation
demands, requiring a commensurate increase in congestion, road maintenance and
system enhancement. Unfortunately, resources are declining as vehicles become
more fuel-efficient and the gas taxes are not indexed or annually reviewed.
As a result, the unmet needs of the transportation system continue to increase
and now represent more than half the amount of the available resources.
Urban Sprawl
The 2005 regional development forecast (RDF) shows higher gains in housing and to a lesser degree population and employment within the region and Washtenaw County than previously expected. With development continuing in the urban townships surrounding the City of Ann Arbor as well as in Livingston County, the demands on the transportation infrastructure also continue to increase. The development stimulates requests for increased road capacity, transit service and non-motorized paths that must compete for transportation dollars needed for operation and maintenance of the existing system. Land use plans and development proposals must consider the necessary transportation improvements to accompany the planned growth. In 2003, SEMCOG initiated a pilot project in Washtenaw County to test a land use analysis model using UrbanSim. Although it was not complete for use in the 2030 Plan development, this tool may be very useful in the future for testing of land development scenarios.
Saint Joseph Mercy Health System /Washtenaw Community College Area
Located between the Cities of Ann Arbor and Ypsilanti, the Saint Joseph Mercy Health System/Washtenaw Community College area is one of the most rapidly developing sub-areas within the Urban Area. The Huron River, Norfolk-Southern railroad tracks, natural topography, US-23 and the current land use and ownership patterns limit access to this area.
The WATS 1990 Long Range Plan recommended a variety of staged roadway improvements to serve this area. Many of these improvements have been completed while others remain to be constructed as development continues. As discussed earlier, the extension of Clark Road over US-23 is a long planned and frequently discussed improvement, with the potential to improve the service level of Washtenaw Avenue by removing traffic destined for the major traffic generators along the Clark Road corridor.
Even with the extensive improvements made to the Clark Road/Huron River Drive
corridor during the 1980's and 1990's, it remains one of the most congested
sub-areas identified in the 2020, 2025 and 2030 Long Range Plans. With the growth
occurring in the area and projections for continued growth through the year
2030, this area will continue to require study and improvements. During 1999,
the Washtenaw County Road Commission completed the engineering analysis on Dixboro
road to replace the bridge over the Huron River. The project will include widening,
realignment and grade separation from the railroad tracks and non-motorized
facilities. This project is scheduled for construction during 2004 and 2005.
Transportation/Economic Development
The Ann Arbor-Ypsilanti area is still experiencing growth as a result of local economic development efforts. The expansion of the high technology industry, the refurbishing of existing facilities and the trend toward economic diversification and service related activities are all contributing to the vitality of the Ann Arbor-Ypsilanti Urban Area. WATS continues to take a supportive role in these efforts by providing information on the existing transportation network and expediting economic development related projects through its federal aid and TIP processes. In addition, WATS regularly assists member units in determining the traffic impact of specific proposals and researching roadway-funding sources.
Economic development is a vital concern to the County, and it is important
for WATS that the transportation needs of such developments are adequately addressed
and that the established planning processes and policies are followed. During
FY 2004-2005, WATS will continue to be involved in economic development activities
throughout the County. This will primarily be accomplished in work tasks 3.1
Participation and 4.1 Project Assistance.
Northern Ann Arbor
Plymouth Road is the only major non-freeway route in the northeast portion of the City of Ann Arbor and the Urbanized Area. As a result of growth occurring in both the City of Ann Arbor and the Townships of Ann Arbor and Superior, Plymouth Road congestion is projected by the year 2015, with V/C ratios over 0.80 from Broadway to Murfin in the City of Ann Arbor. In the draft 2030 Plan, Plymouth Road is shown as congested in the year 2005 from Murfin to the east county line. This corridor also has two intersections in this corridor that rank in the top fifty for a combined frequency and crash rate ranking. Five additional intersections are in the top 150 intersections for the combined ranking.
In addition to other development along Plymouth Road, Pfizer formerly Parke
Davis is expanding their facilities. They have constructed a technical development
facility to house 475 new employees. In addition to constructing this new facility,
Pfizer built a tunnel under Huron Parkway for pedestrian use. To alleviate some
of the congestion at Huron Parkway, Pfizer will add a driveway on Plymouth Road,
east of Prairie. Also MDOT recently added two freeway ramps at Plymouth and
US-23 using Congestion Mitigation/Air Quality funds to improve the Plymouth/US-23
interchange. In late 2001, Pfizer purchased an additional 55 acres of land in
northeast Ann Arbor. The City of Ann Arbor has worked with Pfizer to reduce
the number of single occupant vehicles that travel to their site. As this land
develops, there will be a need for continued transportation demand management
in addition to other transportation improvements. The University of Michigan
also has plans for additional development on their north Campus that will impact
the traffic operations in this section of the county. If recent trends continue,
the University could add as many as an additional 10,000 employees across their
Ann Arbor campuses within the next 10 years.
South of Plymouth Road, Dixboro Road is in poor condition and traffic volumes
are increasing as the Ann Arbor Technology Park, the University of Michigan
East Medical Campus, and surrounding residential development continues. Dixboro
Road is also listed in the 2030 Long Range Transportation Plan for Washtenaw
County with pavement deficient in 2005.
On the west side of this area of Ann Arbor, the Barton Road and M-14 interchange continues to generate considerable debate. In 1997, the City of Ann Arbor sought federal demonstration funds to study the M-14 corridor and prepare a comprehensive plan to provide safe and reasonable access. As a preliminary step, WATS hired a consultant to prepare a three-year crash report for the Barton ramp and adjacent M-14 freeway.
With the passage of the Transportation Equity Act of the 21st Century (TEA-21),
the Barton Road/M-14 interchange became even more polemical. Designated as a
High Priority Project, the project received $750,000 for construction. Unfortunately
there was neither enough money allocated to this project nor was the money to
be used for a study as the City of Ann Arbor initially intended. In early 2001,
the federal language was successfully changed to allow the City of Ann Arbor
to study the interchange as part of its Northeast Area Transportation Plan.
This study is currently underway and completion is expected in late 2004. Although
the study results indicate no need for an additional access on the north side
of Ann Arbor, the Plymouth Road interchange will be even more congested as Pfizer
and the University of Michigan continue to develop.
Chelsea, Dexter and Manchester Villages
The Villages of Chelsea, Dexter and Manchester are experiencing increasing congestion in their Central Business Districts. This is not an uncommon problem as the rural areas in Washtenaw County and the surrounding counties continue to develop.
The Villages of Chelsea and Manchester are bisected by M-52, a State trunkline which links Adrian in Lenawee County, Manchester, I-94, Chelsea, the Village of Stockbridge and I-96 in Ingham County. The amount of truck and commuter traffic through the Villages continues to increase, affecting the historic character of the Villages. In FY 1996, WATS established an area-wide steering committee to guide a traffic circulation study for the Village of Chelsea and surrounding townships. The planning study was completed in early 1997 and an implementation committee was established. Since then a consulting team was selected to complete the early preliminary engineering and environmental assessment for a new route west of the Village. Work began in early 1999 and completion is expected in 14 to 16 months. The draft EA was completed in 2001 and the public hearing was held in 2002.
Manchester Village is also bisected by M-52 and the four corners in the Village downtown are often congested with truck traffic making the left turn to service the villages and areas to the south. The Manchester schools also made a decision to construct a new high school on an unpaved road on the north edge of the village. WATS worked with the Village to change the national functional classification of two roads in the Village to serve the high school as well as to provide another route for trucks to avoid the left turn on M-52.
Dexter-Ann Arbor Road bisects Village of Dexter (a rapidly developing bedroom community) that links Livingston County to the City of Ann Arbor. At the northwest end of the Village is an historic stone train trestle bridge with a narrow underpass restricting traffic flow. As Dexter Township and southern Livingston County continue to develop, the pressure on the underpass, the Main Street Bridge and the road system in the Village will persist and intensify. The commercial and residential development and the redesign of the road system to better accommodate non-motorized travel in the Village will also continue to affect the capacity of the road system. By the year 2030, traffic along Main Street in the Village is expected to be nearly 30,000 vehicles per day.
In late FY 1995, WATS assembled a multi-jurisdictional discussion group to
explore options for improving traffic flow and reducing congestion in and near
the Village. This activity was abandoned in 1997, but was restarted in late
2003. The Huron River and its limited number of crossings impact the road system
in the county and limit the options for travel. To retain the walkable character
and the charm of the Village as a destination, the Village, the Road Commission
and the surrounding townships will need to identify a plan to address the future
traffic now so that the Main Street Bridge can be replaced. The Main Street
Bridge is currently ranked the fifth most critical bridge in the State. One
of the options under consideration by the group is the extension of Parker Road
to reduce the future traffic traveling through the village. This is a controversial
option as it would impact the Dexter Mansion property and would require an additional
crossing of the Norfolk-Southern railroad.
Alternative Transportation
Public Transit Service Coverage
The City of Ann Arbor has a dedicated millage to support the transit system within the city. This dedicated funding allows the Ann Arbor Transportation Authority (AATA) and WATS staff to plan for future improvements to the transit system within the City. The surrounding cities, townships and villages fund transit service with annual service contracts paid out of their respective general funds or other sources such as downtown development authority (DDA) funds. This limits the amount of long-range planning for transit outside the City of Ann Arbor. The development of the transit model as part of the next plan will help provide insight into the future need for transit but will not be able to address the lack of dedicated funding.
In 1990, the City of Ann Arbor, the Ann Arbor Transportation Authority (AATA), and the University of Michigan completed a Comprehensive Transportation Plan (CTP) for the Ann Arbor Area. The Plan continues the Area's philosophy of providing as many improvements as possible within the existing infrastructure. It establishes an aggressive Transportation Demand Management (TDM) program, including a significant increase in the role of transit.
The CTP recommends immediate additional investment and enhancement in transit service to encourage public transit use over single-occupancy vehicles. Specifically, the Plan recommended the following short-range improvements to be implemented by 1997 at an estimated cost of $5.5 million dollars: A new downtown circulator; a new downtown/campus connection; new express bus service throughout the City; expanded local bus service throughout the City; expanded park and ride options; and comprehensive AATA/University of Michigan (U of M) transit coordination. As of 2003, AATA and U of M have implemented additional park and ride options in Northeast Ann Arbor, South Ann Arbor and West Ann Arbor. A new lot has been constructed at the M-14/Miller-Maple interchange and service to this new lot will commence in early 2004. The downtown Ann Arbor circulator was initiated in late 2003 with a fare of only twenty-five cents. Although you can transfer from the existing fixed route service to the circulator, you cannot make the reverse move without an additional charge. A change to allow transfers both ways is necessary to increase the ridership of this service.
Transit service within Washtenaw County varies considerably depending upon the financial commitment of individual units of government. The City of Ann Arbor has extensive fixed route and demand-responsive service supported by a voter approved (1973) 2.5-mill tax. The City of Ypsilanti and the urbanized portions of the Townships of Pittsfield, Ann Arbor, Superior, and Ypsilanti have more limited fixed route services because their service is funded out of their general fund. Inter-urban Express service is provided by Chelsea Area Transportation Service, coordinating with AATA at the west Ann Arbor City limit to provide service to Dexter and Chelsea Villages. Service is contracted to a private provider for an Interurban express service to the City of Plymouth. Service into the Urban Area from the Cities of Milan and Jackson is provided by the transit agencies serving those communities.
Pittsfield Township contracts with AATA for demand-responsive service for their elderly and handicapped residents. The City of Saline contracts for services with the City of Milan for demand-responsive service. AATA administers subsidized taxi service to the City of Ypsilanti for their low income, handicapped and senior citizens. Child and Family Services of Washtenaw County provides service to link their programs in Washtenaw and Wayne counties. AATA also operates RideSource, a service that assists all Washtenaw County residents with rides.
In late 2002, the Michigan Environmental Council approached the Washtenaw Area
Transportation Study to explore the possibility of establishing a coalition
in the county to work toward a dedicated funding source for alternative transportation.
The group began to work on "Washtenaw in Motion" and WATS joined the
coalition in early 2003. The coalition has developed goals and operating procedures
and will work for a dedicated funding source that could be used by townships
to provide a minimum public transit service for auto dependent populations as
well as providing the local operating funding for the Ann Arbor to Detroit commuter
rail.
Non-motorized Expansions and Promotion
Bicycling and walking in the urban portion of Washtenaw County represents a small, yet important, portion of the total travel taking place. With two universities and four colleges, the area has a relatively young population and a land use pattern that is conducive to pedestrian and bicycle travel. Most work, education and shopping trips are within reasonable distances for non-motorized travel. As the non-motorized network expands with the support of WATS, this travel mode is becoming increasingly attractive. This is particularly true as fuel costs fluctuate and parking availability decreases.
Many of the WATS activities over the past several years have been directed
to the promotion of non-motorized transportation options. WATS continues to
promote specific bikeways and will be assisting member units with bicycle planning
efforts in FY 2004-05. In 1998, WATS worked with MDOT to construct a bike path
along Washtenaw Avenue. In 2002, two studies for the provision of non-motorized
facilities at overpass and underpass interchanges were initiated; one at Washtenaw/US-23
and the other at Huron/I-94. WATS will continue to advocate for the completion
of a bikeway along Huron River Drive as part of the County's border to border
network. Another important issue for the walkability of the area is the increased
density, and provision of sidewalks in new developments both in the cities as
well as in the surrounding developing townships. Northfield Township is the
newest urban township as of the 2000 census and as development takes place in
that township, WATS continues to support the provision of non-motorized options
as well as park and ride facilities.
Ridesharing and Park and Ride
As early as 1978, the Huron Valley Corridor Study concluded that ridesharing was an effective alternative travel option available to the urban portion of Washtenaw County for reducing congestion, saving energy, improving air quality, and resolving parking problems. WATS actively promotes ridesharing activities and in 1980 WATS helped the Ann Arbor Transportation Authority establish a ridesharing program. The City of Ann Arbor's Comprehensive Transportation Plan (CTP) includes an increase in ridesharing to maximize the use of existing infrastructure. WATS has requested that MDOT consider the implementation of a high occupancy vehicle lane with any widening improvement to US-23. The Universities' policies on parking for both their employees and students are also important to the traffic in the county. The University of Michigan has had a policy of providing free alternatives to a parking space. In 2002, Eastern Michigan University terminated its free transit service for students from the satellite parking at its western sports campus. This has increased the amount of traffic in the City of Ypsilanti near the campus as well as increased number of students circulating the neighborhood streets and parking lots to find a space. Another detrimental result of the elimination of this service is the impact on the adjacent neighborhoods that are "parked up" by students during the day and evenings.
Freeway congestions supports need for rail or public transit options
The US-23, M-14 and I-94 corridors experience daily congestion. In the US-23 corridor north of the city of Ann Arbor, the congestion extends for about eight miles each morning and evening peak period lasting more than an hour. The I-94 corridor south of the City of Ann Arbor also experiences congestion slow downs along six miles with delays westbound in the morning and in both directions during the evening peak. The M-14 corridor also experiences delays in both directions during the morning and evening peak periods although the delays happen in Wayne County.
The Norfolk Southern rail line running east west between Jackson County and
Detroit and the Tuscola Saginaw Bay rail line running north-south through Ann
Arbor both offer opportunities for alternative forms of travel to the automobile.
There has been an ongoing study for several years to provide transit between
Ann Arbor and Detroit. This originally was initiated as the Lansing to Detroit
rail study, was shortened to Ann Arbor to Detroit and has now been combined
with the Detroit to Metro Airport study. Washtenaw County much like the remainder
of the urbanized area in the SE Michigan region would benefit from commuter
rail options. This will require a dedicated local operating source of funds
much like the expansion of public bus service outside the City of Ann Arbor.
New TransCAD Model Choice Model with Transit Route System
The new TransCAD model allowed the WATS staff to run some alternatives that examined the impact of increasing public transit in the County. The model will also allow the analysis of the impact of park and ride lots on congestion, whether for carpooling or public transit. Travel Demand Forecasting and traffic assignment in Washtenaw County is based on current and projected socio-economic data. These variables are projected based on existing and future land use plans from the local municipalities within the County.
WATS also uses a 24 model run and a peak period model run to more accurately break down when the actual delay is caused by congestion. Using both runs allows WATS staff to perform a more detailed analysis to see where improvements might benefit the County's transportation system the most.