Contents 12 | Geography of the Region 13 | Transportation Network Chapter 2: Regional Overview on the Move

Figure 2-2: Region Location 2

Geography of the Region

The MACOG region is located in North Central and consists The region is centrally located to several major cities in the Mid- of Elkhart, Kosciusko, Marshall and St. Joseph Counties. Two of the west. South Bend (the largest city in the region) is located 95 miles four counties (St. Joseph and Elkhart Counties) border the Michigan or two and a half (2 1/2) hours of drive time east of downtown Chi- state line. There are 35 cities and towns in the Michiana Area. Fig- cago, 155 miles or three (3) hours north of downtown Indianapo- ure 2-1 shows the population estimates for the largest communities lis, and 215 miles or three and a half (3 1/2) hours southwest of in each of the four counties. Detroit. Additionally, the region is approximately 35 miles or 45 minutes south east from Lake Michigan. Figure 2-1: 2013 Estimated Population Ranking of Cities and Towns

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The MACOG region is home to several fascinating water resources. region, more than half being located within Kosciusko County. Many The region is unique in that its water resources drain into three ma- of these lakes are hot spots for recreation, such as Lake Wawasee, jor water body networks: the Great Lakes, the Mississippi River, and the largest lake wholly contained in Indiana. Below the surface, the only sole source aquifer in Indiana is located within Elkhart, Kos- St. Joseph River via the Elkhart River and other tributaries, and fur- ciusko, and St. Joseph Counties. This portion of the region is des- therthe Ohio drains River. into A Lake large Michigan. portion ofOver the 130 region’s natural water lakes flows occur into in the ignated as a Wellhead Protection Area, meaning that it receives a special level of protection from groundwater contamination. Figure 2-3: Roadway Network Transportation Network

The transportation network is more than roads and highways; it includes public transportation, bicycle and pedestrian paths and the movement of freight. It is not just one of these elements, but all - portation network for people and products to move throughout the region.of them working together, to create an efficient and effective trans Roads and Highways The MACOG region is comprised of over 6,554 miles of roadway, providing connectivity and access, both locally and regionally. At its most basic, the roadway network can be separated into three cate- gories: the national highway system, state facilities, and local facili-

their intended character of service, into interstates, expressways, principalties. Furthermore, and minor roadways arterials, are major functionally and minor classified, collectors, based and uponlocal roads. The transportation network is always evolving and because of this it is important to identify and address changes, challenges, and opportunities that might occur in the future through the vision- ing of the transportation planning process.

National Highway System The National Highways System (NHS) contains roads and highways important to the nation’s economy, defense, and mobility and there- fore should be given the highest priority for improvements and re- pairs. Within in the MACOG region there is one corridor that is part of the Eisenhower Interstate System: I-80/I-90 (Indiana Toll Road).

Chapter 2: Regional Overview 13 Michiana on the Move

This interstate runs through the northern portion of the region, 7,359 crashes. traveling all the way from California to New York. Other highways that are part of the NHS include US 31, US 20, US 33, US 30, SR 120, Every crash is recorded as either property damage only, fatal crash- es, incapacitating injuries, non-incapacitating injuries, and possible - injuries. The large majority of crashes tend to be property dam- tionSR 19, category. SR 23 and This SR includes 331. MAP-21 roads suchredefined as Lincolnway, the National Western Highway Av- age only, resulting in no injuries. In 2013, 86 percent of crashes in enue,System Main to include Street (Mishawaka)Other Principle McKinley Arterials, Highway a functional (Old US classifica 20), CR Elkhart County, Marshall County, and Kosciusko County were prop- 6 and CR 17. erty damage only crashes. St. Joseph County experience a higher percentage of injury related crashes with only 80 percent of crashes Regional State Facilities being recorded as property damage only. Elkhart County has the State highways are generally a mixture of primary and secondary highest number of fatal crashes, 20, in 2013 followed by 17 fatal roads intended to provide regional connectivity between the cities crashes in St. Joseph County, 12 in Marshall County, and 6 in Kos- and towns within the state. For the MACOG region, SR 2, SR 4, SR ciusko County. 120, SR 933 (Lincolnway), US 6, US 20 and US 30 provide east-west connections inside and outside the region. For north-south connec- Figure 2-5 represents the percent of injuries sustained in each tion, SR 23, SR 331, SR 19, SR 15, SR 13, US 31 and US 33 provide county from 2009 to 2013. Elkhart and Kosciusko Counties have connection inside and outside the region. exhibited an upward trend of injuries related to crashes. Elkhart County has seen an increase from 1,119 injuries in 2009 to 1,371 Local Facilities injuries corresponding from crashes in 2013. Kosciusko County The Michiana area has an extensive network of arterial and collec- experienced an increase from 471 injuries in 2009 to 548 injuries tor roadways that provide access and connectivity for a high volume in 2013. These injury increases largely stem from increases in non- incapacitating injuries rather than fatalities and incapacitating incorporated towns and cities, accommodating travel demand. In injuries. Even though St. Joseph County records the most injuries total,of vehicular 35 cities traffic. and towns These arenetworks connected are byextended the network to other within smaller the MACOG region. Figure 2-4: Number of Crashes by County from 2009-2013 Safety The region has experienced a slight increase in vehicle crashes re- cently with a total of 18,117 crashes in 2013. From 2009 to 2013, crashes in Kosciusko and Marshall Counties remained relatively

range of 2,200 to 2,500 crashes in Kosciusko County and 1,300 to 1,500flat, consistent crashes in with Marshall daily County.vehicle milesElkhart traveled, County stayinghas seen within a slight a increase in crashes since 2011 from 5,962 crashes in 2011 to 6,952 crashes in 2013. Crashes in St. Joseph County decreased from 2009 to 2012; however, in 2013 crashes increased from 6,636 in 2012 to

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Figure 2-5: Percentage of Crashes Resulting in Injury by Type of Injury

from crashes, the number of injuries has remained relatively simi- Asset Management lar from 2009 to 2013. Marshall County is the only county in the re- Asset management provides local public agencies a method for gion to record lower injury numbers from crashes, decreasing from compiling important information about their assets in order to be 351 injures in 2009 to 266 in 2013. able to formulate quality management strategies for current and future time periods. According to Federal Highway Administration MAP-21, continued the Highway Safety Improvement Program (FHWA), (HSIP), emphasizing the importance of dedicating funding to con- tinually increase safety conditions in the transportation network. “Asset management is a strategic and systematic pro- - cess of operating, maintaining, and improving physi- cal assets, with a focus on engineering and economic dataThis fundingthrough is the applied Automated to projects Reporting that will Information significantly Exchange reduce trafSys- analysis based upon quality information, to identify a temfic fatalities (ARIES). and Through serious geographic injuries. information MACOG utilizes system the applications, State crash structured sequence of maintenance, preservation, re- MACOG maps and analyze the location of crashes in order to effec- pair, rehabilitation, and replacement actions that will achieve and sustain a desired state of good repair over from safety enhancements. MACOG continually strives to improve the lifecycle of the assets at minimum practicable cost.” thetively safety determine of the transportation which segments system of roadway within the would region most in order benefit to (23 U.S.C. 101(A)(2), MAP-21 § 1103) reverse increasing crash rates. The transportation network is a critical infrastructure asset for the

Chapter 2: Regional Overview 15 Michiana on the Move

Figure 2-6: Regional Public Transit criteria, allowing for better budgeting and targeted improvements of the road infrastructure. Public Transit Public transit is an integral part of the transportation system, providing anoth- er mode choice for transportation. This includes providing options for senior citizens, the young, disabled and eco- nomically disadvantaged populations.

all populations access to businesses, healthProviding care efficient facilities, public employment, transit allows and recreation. For this reason, public tran- sit is a crucial link to a stable economy and a better quality of life. Choosing public transit can also yield environ-

and lessening automotive emissions. mental benefits, lowering congestion Currently, the people living in the MA- region and local public agencies. Preservation and maintenance are route public transit services in the urbanized areas and a variety of and reliable. Asset management can maximize life cycle costs, being COG region are served by two fixed- akey cost for effective ensuring practice that the in network comparison remains to reconstruction safe for travel, activities. efficient, service throughout South Bend and Mishawaka. The Interurban INDOT estimates that $1 spent on pavement preservation can save Trolleytravel options serves (SeeElkhart, Figure Goshen, 2-6). andTranspo major provides points offixed-route commerce bus in $6 to $14 on future repairs. between the two cities. Additionally, a variety of demand response services are available in Elkhart, Kosciusko, and Marshall Counties. To better assist Local Public Agencies (LPAs) with asset manage- Regionally, the Michiana area has access to two rail transit servic- ment, MACOG procured an online tool for LPAs to locate, track, and es: the and . Furthermore, proposed high manage various assets. The project started with an inventory of speed passenger rail services are being considered throughout the Midwest including through North Central Indiana. - agementall traffic programsigns throughout has since the been region. upgraded The signs to include were located pavement and Transpo identified, then rated for their perceived condition. The asset man the Pavement Surface Evaluation and Rating (PASER) evaluation cities of South Bend and Mishawaka on 30 minute and 60 minute ratings. Functionally classified roads will be rated every year using Transpo operates twenty (20) fixed transit routes that serve the 16 Chapter 2: Regional Overview 2040 Transportation Plan

headways. Service runs Monday through Saturday with no service ridership.

base hour requirement of 35 buses. - on Sundays. Transpo operates a fleet of 48 revenue vehicles with a transit services, which covers a three-quarter of a mile corridor In 2013, Transpo provided 2,180,286 unlinked passenger trips, onIn addition either side to offering of the transit fixed-route routes. service, Transpo Transpo also provides also offers four para (4) with 11 routes experiencing an increase in ridership between 2012 Mishawaka School Tripper routes during the school year, tailored and 2013. Figure 2-6 compares ridership by route between 2012 towards providing students an opportunity to use public transit to and 2013. get to school.

The highest increase in ridership occurred in routes serving the Although bus service in South Bend began in 1923, it wasn’t un- University of Notre Dame, University Park Mall, and South Bend International Airport: Routes 4, 7, and 17/123. Routes serving por- Transpo was formed. Since this time, service has continued to ex- tions of the eastside of Mishawaka and a route between South Bend pand.til 1968, In when1998, thethe City South of SouthStreet Bend Station purchased was built, the servingfirst bus, as that an and Mishawaka saw the most decrease in ridership including Route intermodal transfer center. More recently, a new administrative 1, 9, and 11. headquarters was built in 2010 named the Emil “Lucky” Reznik Ad- ministration, Maintenance and Operations Facility. This facility is - due to economic and social factors as well as changes in service. FigureOver time 2-8 Transpo illustrates has Transpo’s seen fluctuation rideship in trend ridership. since This 1996. is largelyTrans- certified LEED Platinum and is the first transit facility in the coun po reached their highest annual ridership numbers in 2007 at tryTranspo to achieve is expecting this certification. to see several more changes in the coming 3,480,510 unlinked trips. However, after that year, ridership quickly - declined until 2010. Since 2010, a slow increase has been seen in years. Currently,Figure Transpo 2-8: Transpo operates Annual a “flag-stop” Ridership system where rid Figure 2-7: Transpo Ridership by Route 2012-2013

Chapter 2: Regional Overview 17 Michiana on the Move

the two cities. In 2009, the Interurban Trolley added an important is deemed safe. Transpo is actively migrating to a designated bus route which created a common transfer point to routes operated by ers may get on and off the bus at a location along the fixed route that- Transpo. This route connected public transit from Elkhart/Goshen tion agency will also begin using several new Compressed Natural - Gasstop (CNG) system powered to improve buses reliability as a way andto reduce efficiency. air emissions The transporta and cut vided access to the South Bend International Airport and down on fuel costs. Transpo expects to have 16 new CNG buses on viato South the South Bend Shore for the Line. first Since time 2009,in over a fiftyvariety years, of changes which in have turn been pro property by the end of year and into service in early 2015. Transpo the addition of a new route serving school, employment and medi- CNG facility in the region and it will be open to the public. Transpo calmade centers; to make and the changing Trolley moreroutes efficient names toand a coloruser friendlysystem. including expectsand the Cityto break of South ground Bend on are the partnering new facility to buildlater thethis first year fast-fuel and be operational in early 2015. is in the preliminary stages of planning for a permanent transfer Interurban Trolley stationThe five to routes be built share in downtown a transfer pointElkhart. in downtown This will provide Elkhart. a placeMACOG to - wait comfortably for the Trolley, while serving as a resource center ty which was introduced in 1999. The Trolley operates a system of as well. Currently, the corner of Franklin and Third Street has been The Interurban Trolley is a fixed-route bus service in Elkhart Coun- vice provider, running on weekdays from 5:00 am to 8:00 pm and will take place in 2015 include the procurement of new trolley bus- Saturdaysfive (5) fixed from routes, 5:30 administered am to 7:00 pm.by MACOG The Interurban and operated Trolley by a proser- identified as a potential location for this station. Other changes that vides easy, affordable public transit along the corridors connecting currently consists of thirteen (13) trolley buses. Elkhart and Goshen as well as major points of commerce between es. This procurement will help replace some of the aging fleet which Figure 2-9: Interurban Trolley Ridership by Route 2012-2013 Figure 2-10: Interurban Trolley Annual Ridership

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Since 1999, the Trolley has experienced a steady increase in rider-

the Interurban Trolley provided 448,014 unlinked passenger trips, atesMarshall on weekdays County withand Elkharta peak hour County fleet Councilof eight vehicles.on Aging operate theship highest thanks annual to additional ridership fixed in itsroutes history. and It realignments. is expect that theIn 2013, Trol- transit services throughout their counties. Their service provides ley will experience another record breaking year in 2014. As shown trips during the weekdays to older adults who are no longer able to in Figure 2-9, the Red Line, which connects Elkhart and Goshen, drive themselves. Additionally organizations such as ADEC and MC boards the highest number of riders. The second most frequented Goldenrod provide services to individuals needing assitance. line is the Blue Line, which travels to the northern part of Elkhart. South Shore Line From 2012 to 2013, the only route that saw a decrease in passen- The South Shore Line, operated by the Commuter gers was the Yellow Line, which connects downtown Elkhart to a Transportation District (NICTD), is a commuter rail service provid- transfer point with Transpo on the eastern border of Mishawaka. ing access from South Bend to Downtown Chicago. The South Bend The success of the Interurban Trolley is largely dependent upon ac- boarding site is located at the South Bend International Airport and commodating the needs of the residents in Elkhart County. MACOG links the South Shore Line with airline services and other public bus service. Five (5) daily trains leave from South Bend bound to route system to ensure that the community’s needs are being met. continually assesses the effectiveness and efficiency of the transit Figure 2-11: Proposed South Shore Realignment offers paratransit services in Elkhart and Goshen. In August 2013, theIn addition demand toresponse offering services fixed route offered service, through the the Interurban Heart City Trolley Rider (HCR) and the Goshen Transit Service (GTS) were discontinued, be- ing replaced by what is now the Interurban Trolley Access service. The Interurban Trolley Access provides trips to disabled persons

ADA Corridor. The ADA Corridor includes a 1.5 mile buffer on either unable to use the Interurban Trolley fixed route system within the currently available for this service. Since the service started, 13,116 tripsside ofhave the been fixed provided transit routes. to those Seven eligible (7) forADA paratransit accessible services. vans are

Public Demand Response Services

riders to schedule trips ahead of time. There are three services in theDemand MACOG response region: service Kosciusko is a non-fixedArea Bus routeServices system (KABS), that Marshallrequires County Council on Aging, and Elkhart County Council on Aging.

The Kosciusko Area Bus Service (KABS) serves the entire Kosciusko

- County area. Their service has a fixed route but deviates from that route to requested stops within a pre-defined corridor. KABS oper Chapter 2: Regional Overview 19 Michiana on the Move

at 110 miles per hour, consumes less fuel than slower rail and air

Chicago,The current with rail five platform (5) trains is located offering at return the east service. end of the airport, re- government. quiring trains to travel a reverse “C” in order to access the terminal. transportation, and be a self-sufficient system unsubsidized by the The route is long and slow, as trains cross 23 grade crossings. By re- As far as economic development is concerned, several factors make aligning train access to a western platform, 3 track miles would be high-speed rail a lucrative addition to the region’s intermodal ca- eliminated (Figure 2-11). This would decrease the number of grade pabilities. The construction of the system also creates jobs and rev- crossings to 7 and reduce travel time by up to 10 minutes. enue for companies supplying equipment and services to the proj- ect. Also, the operation of a high-speed rail corridor would create There has also been interest expressed for extending this train ser- permanent jobs and revenue for companies supplying equipment and services to it. Finally, high-speed rail offers decreased travel to support this capital-intensive project. time, which means increased connectedness between the Region vice to Elkhart, however, no funding resources have been identified and nearby major cities – and attraction for employers, employees, Amtrak families, and travelers. Amtrak provides rail passenger service throughout the United States. Passenger stations within the MACOG region are located in Figure 2-12: Midwest Regional Rail Initiative (MWRRI) System Map South Bend and Elkhart. Two routes run along this line. Capitol Lim- ited runs from Chicago to Washington D.C stopping at each station daily. Limited has daily service running from Chicago to and New York. Passenger volumes for the South Bend sta- tion totaled 25,615, slightly higher than the Elkhart station which

stations saw increases in passenger volume between FY 2012 and FYhad 2013, a volume with ofElkhart 20,080 experiencing passengers afor 10.7% fiscal increase, year (FY) much 2013. higher Both than the 3.3% increase seen at the South Bend station.

High Speed Rail An important development occurring in the Region and the Midwest - ing conducted as far as actual tracks to be used are concerned, but theis the proposed configuration system of would a high-speed connect rail Cleveland, system. StudiesCincinnati, are Detroit,still be Indianapolis, St. Louis, the Quad Cities, Milwaukee, and Minneap- olis-St. Paul to a hub in Chicago with various stops in between, in- cluding stops in North Central Indiana. The goal of the system as

travel time for passengers needing to connect to cities, airports, and otheridentified forms by of the transportation. Indiana High SpeedThe high Rail speed Association trains would is to reduce travel

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Bicycle and Pedestrian Figure 2-13 Means of Traveling to Work - Walking or Bicycling Bicycle and pedestrian projects have become an important and in- tegral component of transportation planning. A transportation sys- tem that supports bicycling and walking expands residents’ mobil- ity options and can complement multiple forms of transportation. A strong bicycle and pedestrian network can enhance a community’s quality of life by providing great economic, environmental, social

quality improves and users can lead healthier lifestyles. and health benefits. By reducing single-occupant vehicle travel, air Despite the low percentage of commuters that walk and bike to

American Community Survey suggest that these modes of trans- portationwork nationally, are becoming new trends increasingly identified popular. through When the comparing 2008 - 2012 the number of U.S workers who traveled to work by bicycle in 2000 to 2012, the increase was larger than any other commuting mode; a change of 488,000 workers to 786,000 workers. About 2.8% of Bike Friendly Communities commuters in the United States walk to work, and about 0.6% bike to work. Most counties in the MACOG region document an even Every year the League of American Bicyclists assess voluntary ap- higher rate of walking and bicycling to work. Figure 2-13 includes plications from communities, businesses, and universities through estimates by county of the percentage of workers who commute by their Bicycle Friendly America (BFA) program. Applications are walking or bicycling. reviewed based upon key benchmarks that concern bicycling in- cluding law enforcement, education, engineering, outcomes, evalu- The only counties falling below national rates for biking and walk- Friendly Communities (BFC) can achieve: Bronze, Silver, Gold, Plati- 1.9% and 2.4% of workers commute by walking respectively. Mar- num,ations, and and Diamond. encouragement. The BFC There program are isfive meant levels to for support which commu Bicycle- shalling to County work areand ElkhartSt. Joseph and County Kosciusko experience Counties rather which high find rates that of nities with a mission of providing better conditions for biking and walking to work at 3.4% each. It is estimated that all counties ex- guidance for turning visions into reality. perience higher rates of bicycling to work, ranging between 0.9% - Three (3) communities in the MACOG region have been designated Bronze Bicycle Friendly Communities: South Bend, Goshen, and interestin St. Joseph in alternative County to commuting 1.7% in Marshall methods. County. This finding is sig Warsaw/Winona Lake. These communities were designated be- nificant, particularly to the region, because it shows that there is an cause they demonstrated their ability in providing safe accommo- dation for cycling and encouraging residents to bike for transporta- tion and recreation.

Chapter 2: Regional Overview 21 Michiana on the Move

Types of Facilities ley Trail. The MACOG region has several types of facilities constructed to ac- commodate bicyclists and pedestrians: The Pumpkinvine Nature Trail is a 16.5 mile trail that connects Goshen, Middlebury and Shipshewana. This trail was built on the Figure 2-14: Types of Bicycle and Pedestrian Facilities abandoned Pumpkin Vine Rail corridor, which was purchased from Penn Central in 1993 by Friends of the Pumpkinvine Nature Trail, Inc. Most of the trail consists of asphalt paths, however 2.25 miles currently follow country roads and 1.7 miles is packed limestone.

The MapleHeart Trail is a 4.8 mile path that connects Elkhart and Goshen. The Trail runs along CR 45 from Hively Ave. in Elkhart to the Goshen City Limits. Both the north end and southern end of the trail tie into local trail systems. In total, the MapleHeart Trail, Gos- hen’s local trail system, the Maple City Greenway, and the Pumpkin- vine Nature Trail, create over 25 miles of connected trails that link Elkhart to Shipshewana.

along the St. Joseph River including the Riverwalk in Mishawaka, EastFinally, Bank another and Northsidesignificant Trailsbikeway in includesSouth Bend, a variety and oftrails trails extend found- ing into Niles, Michigan. All of these trails are combined into one system named the Indiana Michigan River Valley Trail. Much of the trails currently exist in the city limits of South Bend, Mishawaka, and Niles; however connections at the county level still need to be made. Currently, two portions of the LaSalle trail in St. Joseph Coun- ty are designed and construction is expected to start in 2017. In total, this trail will create a 34 mile system connecting universities and schools, city centers, parks and recreational areas, hospitals, and several historical and cultural attractions.

Sidewalks and Accessibility Sidewalks are an important component of Regionally Significant Bikeways the transportation network because no mat- ter the destination every trip starts and ends - with pedestrian travel. Sidewalks should structed or are under development in the region: the Pumpkinvine be connected and accessible. MACOG has NatureThere are Trail, three MapleHeart regionally Trail, significant and the bikeways Indiana thatMichigan have beenRiver conVal- worked with many Local Public Agencies

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(LPAs) in the region to adopt Americans with Disabilities Act (ADA) Figure 2-15: Michiana Regional Bicycle and Pedestrian Facilities Transition Plans for the Public Right-of-Way, which addresses side- walk accessibility. The purpose of these plans is to ensure com- munities are creating reasonable, accessible paths of travel in the public right-of-ways for everyone, including people with disabili- ties. These plans provide a schedule for communities on how they should address and improve sidewalk accessibility.

As part of the plan, communities have adopted Accessibility Guide- lines for Pedestrian Facilities in the Public Right-of Way. These guidelines suggest that whenever there is an intersection improve- ment project or new construction project, any affected curb ramps, sidewalks, and crosswalks will be rebuilt to these ADA design guidelines, where feasible and reasonable. MACOG has created an ADA inventory database that can be used as a guide for sidewalk improvements and a resource for creating a better pedestrian net- work. Aviation There are a variety of airports located in the Michiana Region serv- ing different purposes within the State and the Nation. There are

and two (2) of which are local. The regional airports are located in Elkhart,five (5) generalGoshen, aviationand Warsaw airports, and servethree both(3) of regional which areand regional,national markets with around 90 total base aircrafts. The local airports are located in Plymouth and Nappanee, serving local and regional mar- kets with smaller aircraft.

The only commercial service airport within the region is located in South Bend. The South Bend International Airport (SBN) is also the only multimodal passenger facility operating in the Michiana area. In a true coordination of travel modes, the South Shore Line board- ing station for train passengers is located at the east end of the SBN facility, while three inter-city bus lines; Greyhound, Hoosier Ride and Coach USA, board riders from the west side of the airport ter- minal. Transpo city buses and private taxicabs board passengers along the arrival/departure drive. SBN is a full service commercial

Chapter 2: Regional Overview 23 Michiana on the Move

airport categorized as a Small Hub by the Federal Aviation Admin- transition to become an international airport, a general aviation fa- istration and consists of three active runways. Three commercial cility and a federal customs inspection station will be constructed. airlines operate from SBN providing links to hubs and destinations such as: Atlanta, Chicago, , Detroit, Fort Myers/Punta Freight & Logistics Gorda, Las Vegas, Minneapolis, Orlando/Sanford, Phoenix/Mesa, Road, rail, and air networks in the region serve freight and goods and Tampa Bay/St. Petersburg. movement as well as passenger travel. Being able to provide a net-

From 2007 to 2009, there was a steady decline in enplanements, the region’s economic well-being. In the Indiana Multimodal Freight dropping by 74,817. Since 2010, passenger boardings have contin- andwork Mobility that accommodates Plan written inthese 2009, movements Indiana is efficientlydescribed isas critical a “strate to- gic location in close proximity to larger consumer markets and an airline enplanements were down 5.9% compared to the same time excellent multimodal transportation network.” The MACOG region inued 2013. to decrease, However, but comparing at a significantly 2014 data reduced to 2012, rate. passenger As of July board 2014,- ings have increased by 5.3%. Since 2012 there has been a trend of highway and rail infrastructure. increased boardings, which could mean higher enplanements in in particular experiences a high volume of freight traffic due to its 2014. Roadways The MACOG region has many heavily traveled roadways especially The South Bend International Airport provides a great impact to relating to freight movement. According to the 2009 Indiana Multi- the region. It is estimated the Airport provides an economic impact modal Freight and Mobility Plan, I-80/I-90 (Indiana Toll Road), US to the community in excess of $1.7 Billion per year. With a recent 20, SR 2, US 30 and US 31 are expecting to see a doubling, tripling, change in designation from a regional to an international airport in April 2014, an even greater impact could be seen. As part of the or even greater increase in truck traffic. The overlying indication Figure 2-16: South Bend International Airport Enplanements by being able to access important routes in the freight movement industry.in such a Thefinding other is indicationthat the region is that can, much and thought does, benefit should greatlybe put into these routes when planning for future transportation projects.

Figure 2-17 is a map of truck volumes and comparisons to total traf-

2.fic Thefor theToll region. Road heading Roadways east where and westtrucks from make the up region more is than 10-20% 20% of all traffic include US 31, US 30, US 20 east of Elkhart, US 6, and SR 15, US 20 between South Bend and Elkhart, and portions of US 33 throughtruck traffic Goshen. with more than 3,500 trucks; others include SR 19, SR

According to FHWA’s Freight Analysis Framework 2 (FAF2) pro- jections, the value of freight movements is expected to more than triple while total tonnage is expected to more than double between 2002 and 2035. A large portion of this will be seen on the roadways.

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Designated Truck Routes Figure 2-17: Regional Truck Volume Flows While most commercial vehicles are permitted on the majority of

includesroadways, both the theRegional National Truck Truck Network Network identifies routes signed and local roadways truck routes,geared and towards follows efficient many transportationof the before mentioned of goods. TheHighways: network I- 80/I-90, US 20, SR 2, US 31, US 30. Other important routes include SR 23, SR 15, SR 19, US 33 and other small local segments.

Rail CSX Transportation (CSX), Norfolk Southern (NS), Canadian Nation- al (CN), South Shore Freight (operated by NICTD), Elkhart & West- ern (EWR), Grand Elk (GDLK), and Chicago, Ft. Wayne & Eastern (CFER) all own tracks and operate freight trains within the region.

Norfolk Southern operates the most miles of rail in the four coun- ties, with two east/west lines through South Bend and Elkhart as well as the southern part of Marshall and Kosciusko County. Norfolk Southern also operates a north/south line which splits into two sec- tions in Goshen.

Canadian National, Grand Elk, and Elkhart & Western operate in the northern sections of St. Joseph and Elkhart Counties. Both Cana- dian National and Grand Elk connect to areas of Michigan. Elkhart & Western operates locally from Elkhart to the eastern portion of St. Joseph County.

Lastly, there are two more east/west railroads operating south of the urbanized area. CSX Transportation operates an east/west railroad that intersects smaller communities such as La Paz, Bre- men, Nappanee, and Syracuse. Chicago, Ft. Wayne & Eastern oper- ates a line parallel and south of CSX travelling through the middle of Marshall and Kosciusko counties intersecting communities such as Plymouth and Warsaw.

As freight travel is expected to increase, due to increases in pop- ulation, so will the strain on existing transportation systems. In

Chapter 2: Regional Overview 25 Michiana on the Move

2007, the Association of American Railroad National Rail Infra- Air structure Capacity and Investment Study stated primary rail facili- Airports also play a part in the movement of freight. The South ties in the region were functioning below capacity, providing a level Bend International Airport serves as the only commercial airport of service A, B, or C. The report continued by saying if there were no improvements made to the primary rail facilities, large portions of freight into and out of the region. FedEx and UPS use the South will be functioning above capacity, at a level of service F. Bendwithin International MACOG’s boundaries Airport for and air transportsand ground a parcel significant distribution. amount DHL formerly used the airport as a major terminal, however in late Figure 2-18: Railroad Freight Lines 2008 they terminated services throughout the United States. Figure 2-19 provides a monthly tracking of total cargo at the South Bend International Airport from 2001 to 2014. The chart shows a steep drop in freight shipments in late 2008. This drop is largely attrib- uted to DHL ending service. A secondary reason for this drop could be related to the recession in the national economy at that time. Since this time however, the amount of freight shipments in and out of South Bend International Airport has continually increased.

Figure 2-19: South Bend International Airport Cargo in Tons

26 Chapter 2: Regional Overview 2040 Transportation Plan

Chapter 2: Regional Overview 27