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EAST CENTRAL MICHIGAN TRANSPORTATION STUDY

,_ PRESENTED BY THE MICHIGAN DEPARTMENT OF TRANSPORTATION IN COOPERATION WITH THE EAST CENTRAL MICHIGAN PLANNING AND DEVELOPMENT REGION .

. ., I . ' J.P. WOODFORD, DIRECTOR ·~ I I MICHIGAN DEPARTMENT OF TRANSPORTATION

June, 1979

This report represents the findings and/or professional opinions of the Michigan Department of Transportation staff and is not an official opinion of the Michigan Transportation Commission.

MICHIGAN TRANSPORTATION COMMISSION

Hannes Meyers, Jr. , Cl;lairman

Carl V . Pellonpaa

Weston E. Vivian

Lawrence C. Patrick, Jr.

William C . Marshall

Rodger D. Young

Director

John P. Woodford i L -1- ;

I ·.J l: ' I CNI'ARIC I -w L I " i' f i \ § I c--i\ LI - -~ (_ i }; MINNESOTA ( ...... r \' i IOWA I PENNSYLVANIA .I ' II..I..INCIS I CHIC -- I NOlANA

MISSOURI

KENTUCKY / ----- ~-;______/

REGION 7 LOCATION MAP MICHIGAN DEPARTMENT OF TRANSPORTATION I ' ' TABLE OF CONTENTS

SECTION PAGE

-- A. Introduction ..•.. ~ • . . • ...... • • . . . . • • • . . • • • . . • . • • • . • • • • 1 Study Area • ...... • • . . . • . . • . . • • ...... • . • • • • • • • • 1 Purpose of_ Study ...... •••...... • , .....•••••••• , • • 1

B. Planning Technique ...... •.•••••..•.••.•...... ••• , , 3

C. Analysis Techniques •...... •.....••...•.•....•.••• ; • • 6

D. Transportation Issues Goals and Objectives ••....•.•••••• ~- 9------··--...... ___ Discussion of Issues Identified at Pre-Study Meetings ...... • . . • . . • . • • • • • • • • . • • • • • . . . • . . . • . • 10 State Transportation Goals ..••....•.•..•...••••. 13 Region 7 Transportation Goals and Objectives •.•. 14

E. Existing Transportation Services ······'·············· 15

F. Aviation ...•••...••..•.•..•••...•...... •••••••••• 17 Air Carrier System ••...... ••..••...••..••.•.• 17 General Aviation System ...... •••.•••...... •.••• 20 Funding Sources .....•••.•...••....•..•..•...... 20 Energy Considerations •...... •...•..••..•• 23 Benefits of the Aviation System ...... •...•••... 23

G. Water Transportation ...... •...•.....•••..•.•...•... 29 Commercial and Recreational Harbors ...... •.•• 29 Port Gyspsum (Port Tawas) •...•....••...•••. 29 Alabaster •..••..••.••••••.•.•.••.•••...•••• 31 Harbor Beach ••••••....•••..•••••••••••...•• .... 31 Saginaw River •.•..•..••.••.••.•••••••••••.. 31

H. Highways .••••••••...•..••.•...••••••••..•..•••••••••• 37 How the Department Became Involved ....•••••••••• 37 Departments Function ...... ••..•••..•.••..•..•• 37 The Purpose of Highways ....•.•..•••.•..•.••...•• 37 Highway Classification ....•..••..•••••..... : .••• 40 Department's New Approach •.•••••.•..•..••••••..• 40 Highway Deficiencies ••••.••••.•.•••.•••.••...•.• 41

I. Non-Motorized Transportation ••••..•..•.•••••••••••• , • 44 Background ••.....•••••••••..•..••.••••••••.••• , . .44 The Effects of Population Growth and Energy Availability •••••••..•.••.• , ••.•••••••.••••••• 45 SECTION PAGE

J. Public Transportation • • • • • • 46 Background • • • • • • • • • 46 Local Public Transportation 46 Urban and Small Urban Area Public Transportation • • • • • 48 Rural Public Transportation • • 48 Intercity Public Transportation 49 Ridesharing 56

K. Railroads • 57

L. Social, Economic, Environmental Characteristics of Region 7 ••• 60 Population • • • • • • • • 60 Economy • • • • • • • 66 Environmental Considerations 68 Energy • • • • • • • • • • • 73 Air Quality •••••••• 76 Discussion of Alternative Futures (Population vs. Energy) • • • • • 84 I M. Future Transportation Networks 89

N. Study Findings 96

0. Post Public Hearing Process 99

APPENDIX •• a-1 BIBLIOGRAPHY : b-2 f, {< Gto p.1 I'll£" AJDAT!OtJ<:; - -

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SECTION A

INTRODUCTION

The Constitution and Statutes of the specific facility location and design, State of Michigan establishes the an Environmental Impact Statement Michigan Transportation Commission's (EIS) may be required, depending responsiblity for planning, building on the extent of improvements and and maintaining a transportation the intensity of impacts. system for our State. To fulfill r these responsibilities the Michigan STUDY AREA Department of Transportation has developed a process to guide the The geographic area considered in State and its governmental units in this transportation study coincides analyzing the adequacy of existing with the 14 county jurisdiction of the transportation systems. and preparing East Central Michigan Regional plans for future systems and Planning and Development Com­ facilities. mission. This agency has been designated by the Governor as the Traditionally, the planning process multi-county regional planning has been divided into two phases; agency for this area. The overall systems planning and project· plan­ objective of this action is to better ning (see page 4 .) . Systems plan­ coordinate state programs with one i. ning consists of analyzing transpor­ another along with federal, regional, tation system needs and developing local and private sector programs. alternative proposals designed to The East Central Regional Transpor­ I satisfy those needs. The process tation Study represents the Depart­ begins with the analysis of existing ment of Transportation's pledge to systems and facilities and their meeting this objective. relationship to goals and objectives of the State and local governmental PURPOSE OF STUDY units of the State. It extends through the establishment of a set of The East Central Regional Transpor­ priorities for the improvement of the tation Study was initiated in 1975. system by capital investment The purpose of the study is to projects. Systems planning studies identify current and future defi­ provide a general overview of how ciencies. This study will recommend ') all modes of transportation interact sub-area corridor and project studies in a given area. They address the that will result in recommendations physical and functional components for improving various transportation of the various transportation systems modes operating in the fourteen and consider the impacts to its users county East Central Region. and non-users. The contents of this report represent a systems planning study as it relates to the East Central Region (Region 7).

Project planning is the process of analyzing all practical alternatives to improve specific transportation facilities. This is done until all but one alternative is eliminated. Because project planning deals with

1 STATE PLANNING AND DEVELOPMENT REGIONS

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LEGEND:

1. Southeast Michigan Council of GovernmentS 2. Region II Planning Commission 3. South Central Michigan Planning & Development Council of Region lll

4. Southwestern Michigan Regional Planning Commission ~ ; 5. G-L-S Regional Planning Commission 6. Tri.County Regional Planning Commission 7. East Central Michigan Planning & Development Regional Commission 8. West Michigan Regional Planning Commission 9. Northeast Michigan Council of Governments 10. Northwest Michigan Regional Planning & Development Commission 11. Eastern Upper Penins~1la Regional Planning.& Development Commission 12. Central Upper Peninsula Planning & Development Regional Commission 13. Western Upper Peninsula Regional Planning Commission 14. West Michigan Shoreline Regional Development Commission

Regional Planning Commissions, as established under Public Act 281, Public Acts of 1945, as amended, exist in multi-jurisdictional areas throughout Michigan. The state regions are funded by money from local, state and federal sources and work in the program areas of land use, environmental protection, transportation, housing, economic development, water resources, law enforcement, waste management, recreation, manpower and other programs. 2 SECTION B

PLANNING TECHNIQUE

This study is being conducted by a organizations. Information gathered multi-disciplinary planning team made from these sources has assisted in up of professionals who have diverse identifying many .important transpor­ educational backgrounds with dif­ tation needs. The current planning ferent perspectives. They can and efforts will illustrate how various do provide ideas that can be applied future growth projections and energy to problem identification and situations could affect the existing solution. Typical membership of this and future travel demands by mode of study team includes engineers, travel. By analyzing these future planners, social scientists, econo­ conditions, the study team will be in mists and ecologists. The study a better position to continue planning team has members representing the efforts on those projects which show East Central Michigan Planning and the greatest need and are common to: Development Region (Region 7) and 1) existing deficiencies, 2) expected the Federal Highway Administration. future deficiencies without new .im­ provements, and 3) diversion to other A key element of this docilrnent is modes of travel in future years. the requirement to encourage public involvement in the early planning In the travel analysis distribution stages for major transportation phase, energy availability and growth facilities. To accomplish this, a trends are factored into trips by 3-step meeting process has been different transportation modes by trip established, consisting of: 1) length and trip purpose for each Pre-Study Public Meetings, 2) Public future period. Hearings and, 3) Post-Decision Meetings. These meetings are gen­ Travel projections are first made on erally required for both the systems the existing highway network using and project level planning steps. low, medium, and high population Thus, the general public will have projections to the year 2, 000. opportunities to become involved in Projected traffic volumes for each the planning process and to review future year are then compared with and comment on transportation pro­ the existing facilities and deficiencies

i I posals affecting their area. The are identified. After this evaluation, contents of this report were assem­ a diversion of trips from the highway bled in preparation for the second system is made to. other modes of meeting, a Public Hearing on the transportation based upon population Transportation Study for the East levels and energy availability. Central Region. Highways which continue to be defi­ cient from a capacity standpoint are In addition to the prescribed public included as projects to be studied in meetings, the study team utilizes greater detail. These are the high­

\: many other sources to obtain public ways which cannot be relieved with a input into the planning process. diversion of trips to other modes of These sources include question­ transportation as the cost would be naires, travel surveys, correspon­ prohibitive or because continuity of dence, newspaper articles, inter­ through trips on the system would be VIews with local officials, public broken. information meetings, the involvement of special interest groups, citizen advisory groups and local planning 3 PLANNING I

SYSTEMS PLANNING PROJECT PLANNING

Determine Heed, Prlorltlu and Deals with Specific Locations General Corridor Location and Types of Facility Designs

I I STATEWIDE REGIONAL CORRIDOR DESIGN STUDIES SYSTEMS PLANNING SYSTEMS PLANNING LOCATION STUDIES Evaluates Specific locations Deals with State & National Relates Statewide Planning to Required Whe.n Facility must be and Facility Types Within * the Genera 1 Corridor Transportation Heeds - Results all Regions to Insure Consider- Relocated or Major Problems In Broad Polley Determlnotiori ation of Local Goals Anticipated. Determines General Corridor Location STATE MODAL PLANS REGIONAL TRANSPORTATION I. Airports .STUDIES 2. Busses I. Northeast Michigan Reg ian 3. Hlvhways 2. Northwest Michigan Region 4. Railroads 3. East Central Michigan Region THE CONCERN OF THIS STUDY s. Waterways 4. etc. s. etc. * FIGURE 1

lftiHlTID NOD! SPLIT BY TRIP L!NG'Dt, '!'liP PUIPOSE AND !NEB.CY FUTU'IlE

MODE SPLIT PIICENTJ.GZS

ftiP* !BAVEL TRIP LENGTH (MIN ~/ I'Ul>OSE I.!DUCTION MODE 0•30 31 ..0 .,.,., Yl· 21 121·300 301>+

Auto 99.9 99.6 9S.6 97.0 94.6 88.8

lllllll< Ol Buo 0.1 0.2 0.6 1.0 2.0 2.0

11&11 0.0 0.2 o.s 2.0 2.0 2.0

0.0 0.0 0.0 0.0 f I Air 1.4 7.2 i Auto 99,9 99.6 98.6 97.0 96.2 90.1 .UillllWir ENERGY VACAnON Ol Suo 0.1 0.2 0.6 1.0 2.0 2.0 SUPPLY Rail 0.0 0.2 o.s 2.0 1.0 1.5

Air o.o 0.0 0.0 0.0 o.s 6.4

Auto 99.9 99.6 98,6 97.0 94.7 88.7

Ol'B!R Ol Buo 0.1 0.2 0.6 1.0 2.0 2.0 Rail 0.0 0.2 o.s 2.0 2.5 2.5

Air 0.0 0.0 0.0 0.0 o.s 6.8

ftlp TRAVEL TRIP LENGI'H IN PIJUOSE REDUCTION MODE . . . . . 1., Auto 9-¥/ 9#' 97 94 91 84 '-' WORX •Ol . Suo 5 2 1 2 4 4 \__ Rail 0 0 2 4 4 4

Air 0 0 0 0 1 8

Auto 100 99 97 96 93 87 CONSERVED ENERGY VACATION ·5\ Suo 0 1 1 2 4 4 SUPPLY 11&11 0 0 2 2 2 2

Air 0 0 0 0 1 7

Auto 95 99 97 93 90 84

Ol'BER ·5\ sus 5 1 1 3 4 4

Rail 0 0 2 4 5 5

Air 0 0 0 0 I 7

ftiP TRAVEL TRIP LENGI'H (MIN PURPOSE REDUCTION MOD> 0-30 31·60 61-90 91·120 121 .. 300 301>+ 1\. )/- Auto ss!' 84!!1 97 93 S7 Sl I WOllX 0\ Suo 10 5 1 3 5 5 ' i' \ I Rail 0 1 2 4 7 7 '· Air 0 0 0 0 I 7

Auto 100 9S 97 94 90 84 RESTRICTED ENERGY VACATION -201. Suo 0 I 1 3 4 4 SUPPLY Rail 0 1 2 3 5 6

Air 0 0 0 0 I 6 I Auto 90 95 97 91 85 78 \.:. OI'II!R ·20~ Buo 10 4 I 4 6 • Rail 0 I 2 5 8 10

Air 0 0 0 0 1 6 '. * Work Tripi Include: Work, Shopptna, Per•on•l Juatna11 !I Ref1act1 n Car Pooh for 0•30 atn "Work" Trip• Vacatton.Tripa Includa1 Vac1tion tl Reflect• 51.' Car Pooh for 31-60 ain ''Work'' Trip• Othar Tripi Include: Social, Racraation, and all otbar• !t Reflect1 5'%. Car Pooh for 0-30 1lin ''Work" Trip• 4/ R•flaeu lOt Car Pooh for ll-60 aiD 11Work" Trip• 7 it Baud on Approximate Auto Drivina n .. (Minute•) MULTI-MODAl TRAFFIC ASSIGNMENT PROCESS

STEP 1 STEP 2 STEP 3 STEP 4 Statewide Trip ·Trip Purpose Mode Split Traffic Assignment Generation-Distribution Split Model

Multi-Modal Network 1) Highway Trip 2) Bus CD Table 3) Rail 4) Air

I! FIGURE 2 I

,,,,., . -- -·.--~-·-'/ .. J SECTION D

1 TRANSPORTATION ISSUES GOALS AND OBJECTIVES

On the following pages, we have formal list of transportation problems summarized the concerns of citizens needing detailed analysis rather than .! and public agencies expressed at the the preparation of a list of specific 1976 public meetings. When these transportation projects to be meetings were scheduled, the constructed. Once the needs are Department asked for input from the identified and verified, the Depart­ general public concerning the ment will issue a report outlining the direction transportation planning recommended future transportation should take in Region 7 . studies for Region 7.

The Michigan Department of Trans­ All of the concerns voiced at portation is concerned about the previous public meetings have been specific desires of the general public considered in determining the data to relative to transportation projects, be collected and presented in the however, the end product of the report. Regional System Study will be a

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9

~--~------IDENTIFICATION OF ISSUES FROM PRESTUDY MEETINGS

Major Issues Identified (A summary)

-. ! (Based on a review of meeting transcripts and questionnaire comments.) ·.···.·.··,..· t ' Tawas City - July 27, 1976 West Branch - July 28, 1976

1. Taking of prime agricul­ I. Improved public transpor- tural land for highway tation. construction. 2. Improved east/west highway 2. Relocation of US-23 around service. Standish. 3. Construction of bike paths. 3. Improvement of US-23 from Standish to Alpena. 4. Safer highways.

4. State land versus private land for highway con- Mt. Pleasant - July 29, 1976 struction. 1. Improve M-20 to 4-lanes 5. Noise pollution. and sound from Midland to Muskegon. barriers. 2. Concern of the extent of 6. Reconstruction ·of US-23 to public impact on transpor­ 4-lanes on existing Right­ tation plans. of-Way. 3. Integration of and improved 7. Rail passenger service on bus transportation. improved D & M Railroad. 4. Retention of rail services. B. Improvements to Iosco County Airport. 5. Improvements to M-46 from Alma to Saginaw. 9. Construction of bike paths along US-23 and from East 6. Economic Development. Tawas to Tawas Point State Park. 7. Improved public transpor­ tation for the elderly and 10. Improved Mass Transit. handicapped in Gratiot County. II. New highway construction to handle peak period 8. Improved bike paths. travel.

10

,· Cass City - August 3, 1976 9. Improved bus service.

l. Improvement to existing rail facilities. Delta College - August 4, 1976

2. Improvements to M-53, l. Improved passenger train M-81 and M-25. service.

3. Upgrade roads to all 2. Improve Tri-City Airport to weather routes. a regional facility.

4. Economic development of 3. Expanded bus service. the thumb. 4. Continue to use abandoned 5. Continuation of rail service. railroads for non-motorized purposes. 6. Construction of bike paths. 5. Public transportation for 7. Employment opportunities. Chesaning/St. Charles area.

8. Reevaluation of M-24 6. Unemployment. Corridor.

11 The following transportation issues were presented by the Saginaw Metropolitan Area Transportation Study by letter:

1. Construction of an inter­ 5. Improvements to Tri-City change at Shattuck Road Airport to facilitate use by and 1-675. larger aircraft. i.\ F·-- l 2. Development of Tittaba­ 6. Improvement of Harry W. wassee Road as a major Browne Airport. regional highway. 7. Development of high-speed 3. Construction of a new public transit to connect freeway paralleling I-75 Bay City I Saginaw with west of Saginaw. southwestern Michigan.

4. Reconstruction of M-46 to 8. Navigation :improvements limited access between along the Saginaw River. Alma and Saginaw. 9. Interchange construction on I-75 at Hess and Freeland Roads.

...

12 STATE TRANSPORTATION GOALS

State transportation goals provide a GOALS focus for modal goals, service stan­ dards and plans. The draft goals I. To provide adequate transpor­ which have been developed through tation services to meet the the State Needs Study and are being mobility needs of people and proposed for final approval by the goods. transportation commission are as follows: II. To provide for the safe move­ ment of people .and goods. STATEMENT OF PURPOSE III. To enhance desired social, To ensure a level of mobility for economic and environmental Michigan citizens, visitors and com­ values in the planning, develop­ merce that is reasonable in terms of ment and operation of transpor­ the social, economic and environ­ tation systems. mental values of the State. IV. To optimize transportation invest­ ments.

OF

"Few aspects of our society are so important as our transportation system. It is the lifeline of our economy. Without a good network of roads and highways, railroads and air services, Michigan would quickly founder in its efforts to maintain economic growth and stay competitive with other states. Manufacturing, tourism, agriculture- our three largest industries­ depend absolutely on good transportation." Governor William G. Milliken, address to Michigan Road Builders Association, Aug. 19, 1978

13 The following goal and objectives are those of the East Central Michigan Planning and Development Region:

TRANSPORTATION PLANNING GOALS AND OBJECTIVES 'Fi FOR REGION 7 J. ,•!

GOAL: To provide a balanced, Support efforts to more multi-model transportation fully utilize the commercial system which will facilitate port facilities in the region. the efficient movement of goods and services, in­ Assist in the development of cluding people, in East a network of general avi­ Central Michigan. ation airports to serve the Region as part of the State OBJ: Develop a transportation Airport Plan. system which will encour­ age a desired pattern of Encourage further develop­ land use development. ment of public transpor­ tation to aid in personal Develop an integrated mobility. transportation system which allows efficient Encourage development of a access among modes. transportation system which is energy efficient. Determine the locations of new transportation facili­ Encourage improvements to ties in response to the the highway system to natural and cultural envi­ increase the safety of its ronments. users.

Support efforts to maintain Develop a transportation and improve rail service to system which increases the and within the region. accessibility to community facilities.

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14 ---l~

SECTION E

EXISTING TRANSPORTATION SERVICES

The following sections discuss the In these sections the discussion various transportation modes. These centers around the general condition modes include: of each system and how it comple­ ments other systems. Aviation Discussion of problems expected in Commercial Water Transportation the future for each mode of trans­ portation will be highlighted in the Highways conclusion of this report.

Non-Motorized Transportation

Public Transportation

Railroads

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SECTION F

AVIATION I.

The Department's role in air trans­ These 17 flights provided direct (same portation is to insure an orderly and plane) service to Alpena, Atlanta, timely development of the State's Boston, Chicago, Cleveland, Denver, Aviation System. To assist in this Detroit, Flint, Lincoln, Neb., Phila­ task, the Michigan Aeronautics delphia, Salt Lake City, San Commission, in 1974, adopted a Francisco, and Toronto. Of these Michigan Airport System Plan (MASP) destinations, non-stop service, on a for the years 1975, 1980, and 1990. daily basis, was available to and/or from Alpena, Chicago, Cleveland, A major purpose of the Plan is to Denver, Detroit, and Flint. show various communities their projected level of aviation demand Tri-City Airport possesses excellent for future time periods. This will facilities to handle the larger commer­ enable them to begin an assessment cial aircraft. The main northeast­ of potential community and environ­ southwest runway is 6, 500 feet long, mental impacts associated with air­ while the northwest-southeast cross­ port development. Depending upon wind runway is 5,475 feet long. The the extent of these improvements, airport is capable of servicing the these considerations can be ad­ 727, 737, and DC9 jets currently dressed in more detail as local air­ operated by North Central and port master plans are prepared or United. In addition, many smaller updated. general aviationtype aircraft are served at the Tri-City facility, in­ The accompanying map illustrates the cluding business jets and single- and 1990 recommended airport system for multi-engine propeller craft. The the East Central Region as contained instrument landing system allows in the MASP. These airports are all-weather operations by both com­ classified into two basic service­ mercial and general aviation aircraft. related categories: Air Carrier Airports and General Aviation For the East Central Region, as for Airports. most of the state, the recommended air carrier system of airports for 2000 AIR CARRIER SYSTEM will remain about the same as that in service today. The steadily in­ An Air Carrier Airport is an airport creasing level of passengers at Tri­ used by certificated scheduled airline City, and the forecast of ever­ service. At present, SEACO Air­ increasing passenger loads in the lines, North Central, and United are future, necessitate planning for the certified carriers providing future expansion and improvement of passenger service to the Tri-City existing facilities. Additionally, the Airport, the sole Air Carrier Airport trend of the commercial aviation in the region. As of September 15, industry toward the use of larger jet 1978, North Central provided Tri­ aircraft will add to the need for City with seven flights a day, while improved ground facilities. The United offered ten daily flights. surge of air passengers that took SEACO Airlines provides a commuter place in 1978 is expected to continue, service to Oscoda (Wurtsmith Air and increase, into the 1990's and Force Base). 2000's. No new air carrier airports

17 AIR CARRIER ROUTES

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GENERAL AVIATION AIRCRAFT

GRUMMAN AMERICAN-Single engine, 2 place cruise 108 knots and range 378 nm at 75% power.

·.BEECH BARON-TWin angine piston, 4-6 place cruise 198 knots and range 1306 nm at 75% power.

CESSNA 17 2-Single engine, 4 place eruisa 120 knots and range 691 nm at 75% power.

GATES LEAR-Twin engine turbojet-S place cruise 464 knots and range 2-3000 nm.

MITSUBISHI MU·2-Twin engine turboprop, 7-9place cruise308knots and range 1349nm.

18 AVIATION

______J__.-~- ;+

I 0 5 C 0

'I ' ~----l ______.__'

.SAGINAW BAY

N I LoA C

R A T 0

~ * A joint airport to serve Chesaning/St. Charles is currently being reeva1uated.

~Existing AIR CARRIER Airport

Existing GENERAL A VIA liON Airport

. t> @ Proposed New Site 19 ------~------·--,------~--~-~-~--~-~---~~---~---~-~-~-~-~~~~----···--~·------··n

!

are currently planned for the East such communities, and businesses, Central Region, but continual im- · the ability to assess the vast market provement, modernization, and area provided by the entire air trans­ expansion of present Tri-City facil­ portation system. In the East Central ities will likely be required to Region, these airports are accom­ properly serve these passengers. modating up to 44 locally based aircraft. Typical main runway In 1977, a study of Michigan's Air lengths vary from 2,100 feet (turf) at Carrier Airports was conducted South Branch to the 5,000 foot paved under the auspices of the Depart­ runway at Alma's Gratiot Community ment of Transportation. Results Airport. Business jets and air from that study indicate that pas­ freight aircraft are able to utilize the senger service to and from the East airports with the longer runways. Central Region was generally per­ ceived to be satisfactory by resi­ In general, the basic measures used dents of the area. Chicago was the to determine the need for these predominant final destination for air airports were: travelers from the region, with New York, Cleveland, and Washington, 1. To provide aviation capacity v D.C. also attracting large numbers sufficient to accommodate fore­ ! - of air travelers. Service problems casted levels of general aviation at Saginaw primarily involve service activity in a given geographical frequencies to Detroit. Travel area. demand to Detroit, along with the need for connections to Atlanta, New 2. To provide a reasonable geo­ York, Cleveland, Philadelphia, graphic distribution of airports Washington, D.C., and Tampa point throughout the State. to the need for a new midmorning flight from Tri-City to Detroit, and The Michigan Airport System Plan a late evening flight back. Current (MASP) lists 162 general aviation service appears to adequately meet airports, of which 56 are recom­ the demand to Chicago and points mended as new airports. Nineteen of southwest and west. the existing airports in the MASP are in the Region 7, as are 10 of the In 1977, over 400,000 passengers recommended new airport sites . flew in and out of the Tri-City Planning activities have been under­ Airport, a 9% increase over 1976. way for a number of these recom­ Preliminary data indicates that 1978 mended new airports , including traffic to-date is 18% higher than a Chesaning and Vassar/Millington. comparable period in 1977, verifying Existing airports are recommended to the current surge of popularity that . receive generally miflor improvements commercial aviation enjoys. Only two in the MASP. Their function (i.e. airports in Michigan handle more size and quantity of aircraft that can passengers than Tri-City Airport, land and take off there) is not making it one of the vital links in expected to change drastically in the Michigan's transportation system. future. ·

GENERAL AVIATION SYSTEM FUNDING SOURCES

General Aviation Airports provide a Although the MASP is a product of basic level of air service for local local, state, and federal planning communities. These airports offer efforts, it is the responsibility of the local community, or airport authority,

20 575 GENERAL AVIATION / 1- AIRCRAFT REGISTRATION ~ 550 / D:! 1---- EAST CENTRAL REGION u ..-- D:! 1968-1976 :c 525 / 0 w D:! w t;;soo I c:; I w D:! / u. 475 / 0 D:! w "' ~ 450 I :::> z I r YEAR 1968 69 70 71 72 73 74 75 76 n

IJ -_

~ 220 1 AIRL 1NE PissENG~R TR~NDS A~D FO~ECAs.fs 200 TRI-CITY AIRPORT / 1967-1977 D:! w"' v C) z 180 ' / w 1:: "'<;;;- v I 0 / oza.. 160 w< -- {_'_; z"' I <:::> ...... / ~ ~ 140 I '\ z!:. w I : ACTUAL P,ASSENGERS i' -) ..J \ < 120 / :::>z z < / i 100

YEAR 1967 68 69 70 71 72 73 74 75 76 n

I ~ 1'':

21 FIGURE 3

RECOt1MENDED AI RPDRT DEVELOPMENT PROJECTS East Central Region Total Estimated Federal Funds State Funds Local Funds Cost of Project Required Required Required Roscommon-Conservation Seal, coat, and mark existing run­ $ 40,000 -0- way, taxiway, apron. Purchase & $ 20,000 $ 20,000 install runway lighting, beacon, and windcone.

Tri-City Airport Extend, light, mark runway 5/23 to $ 2,830,000 $ 2,264,000 9,000 feet. Extend parallel taxi­ $ 250,000 $ 316,000 way. Relocate instrument landing system localizer.

Vassar/Millington Purchase of land (approx. 251 acres $ 339,200 $ 305,280 $ 16,960 (New Site) fee and 39 acres easement). $ 16,960

r--::· r-· I -~-j .... J to initiate airport development hoardings, during the energy crises i J projects. After these projects have and afterward, its present and future been finalized, various financial importance as an air transportation arrangements are pursued. The center is clearly established. present financial sources include: Energy Considerations • Federal Funds, through the Airport Development If future fuel sources do become Aid Program (ADAP), limited, the aviation industry, along Upper Great Lakes Region­ with other transportation modes, will al Commission, and Federal be making some adjustments. Aviation Administration However, such adjustments will not (FAA) Facility and Equip­ effect current plans for facility im­ ment Funds. provements/construction. If energy sources become "restricted" over the • State Funds, through long-term future, expensive con­ Michigan Aeronautics struction projects will logically be Commission revenues from curtailed. However, any reduction in a tax imposed on the sale energy sources in the near future, of aviation fuel. i.e. into the 1990's, will be offset by reducing numbers of flights, in­ • Local Funds, available creasing passenger loads, and devel­ primarily through long­ oping more fuel-efficient equipment. term borrowing. Because fuel costs constitute such a high portion of overall operating costs Figure 3 . illustrates some of the for commercial airlines, they have airport development projects that historically outpaced other modes of have been requested and/or program­ transportation in adjusting to changes med for Region 7: in fuel availability/costs by changing operating efficiencies. Figure 4 illustrates the forecasted air passenger and aircraft operations Large increases in aviation activity in for the Tri-City Airport, the largest the future will justify long-range con­ in the East Central Region. It is struction programs currently in important to realize that these fore­ existence. Large-scale decreases in casts were based on aviation trends aviation activity will not alter, or existing before the emergence of the impact, existing fixed aviation facil­ "energy crises." In 1973-74, the ities because the facilities have to curtailment of oil imports from the maintain certain standards to land Middle East had a significant impact large aircraft. The same airport on some of Michigan's airports. For equipment and runway length may be ' i ' . J i l li instance, Flint's Bishop Airport's necessary for handling one or a operations were reduced by 20% thousand aircraft. !I during this period. However, it is interesting to note that during this BENEFITS OF THE AVIATION SYSTEM same period, passenger levels at Tri-City were generally unaffected. The airport improvement projects plus They increased considerably from other MASP recommendations, are ex­ 1972 to 1973, increased slightly in pected to produce a wide range of 1974, dipped slightly in 1975, and benefits to a broad spectrum of showed large increases in 1976 and Michigan residents and visitors. The 1977. Because Tri-City generally benefits that will accrue from the "out-performed" other Michigan airports, in terms of passenger

23 •_-.-~·------·-~-~-~~=·~~~~-~~-=--=~~--~=~~~-~--~~---~~~ .. ~~~--~~~~~·-~--· -~~~~""-"'"'··~~=""-... -~~-·~~~-=~~~--=~~·~--~~ i

FIGURE 4

Tri~City Airport Operational Forecasts

Forecasted Base Year Current Data Intermediate Long-Range 1970 1977 1978-82 1983-92 Air Carrier Operations 14,600 11,200 22,600 32 ,l 00 General Aviation Operations 75,300 74 ,l 00 141,000 218,600 Air Carrier Passengers 139,000 205,000 305,000 560,000 General Aviation Passengers 65,000 68,0001 114,000 173,000

1Estimated

24 -·~~- .. ., __::, .. _;;....:_, :_,_:;__ __ ..-~--'--' '"---~' ---·'"--0 ·-·-"--~ ... ~ FIGURE 5

GENERAL AVIATION AIRCRAFT REGISTRATIO~lS East Central Region 1968-1976

County 1968 1969 1970 1971 1972 1973 1974 1975 1976 Arenac 8 11 8 7 8 7 9 9 8 Bay 38 43 40 39 56 63 60 57 52 Clare 15 21 18 18 21 23 20 24 18 Gladwin 23 26 25 23 21 21 13 13 11 Gratiot 30 32 44 39 41 40 35 45 39 Huron 29 27 35 31 30 30 29 29 39 ..... c.n Iosco 19 19 21 23 16 23 24 25 20 Isabella 46 49 40 41 43 57 59 55 64

~1i dl and 49 49 56 54 45 45 52 52 56 Ogemaw 4 5 9 12 12 12 11 10 12 Roscommon 15 14 18 16 17 23 22 23 23 Saginaw 96 111 107 89 95 103 119 133 131 Sanilac 45 50 53 48 45 51 53 46 59 Tuscola 21 25 30 37 37 42 42 42 45

TOTALS 438 482 504 477 487 540 548 563 577 I I ! I FIGURE 6 I i AIRPORT CLASSIFICATION ! ' Chart No. 2 1973-77 1978-82 1983-92 1973-77 1978-82 1983-92 I Alma BT BT BT *Marlette4 GU BT BT I Bad Axe GU GU ! BT Merrill/Hemlock BI Bll Bll I Bay City GU GU GU Midland ~ GU GU GU r:' Caro Bll GU GU Mt. Pleasant I BT BT BT ~ Cass City BI 811 Omer5 811 GU I Chesaning{St. ~ ' Charles GU GU ... BT Pinconning6 Bll Bll I ~ Clare2 GU GU GU Port Austin I 81 BI BI " Croswell Bll Bll ~ GU Roscomnon BI GU GU i East Tawas GU BT BT Saginaw (Tri-City) AC AC AC ! Vassar/ I Millington Bll 811 Bll Saginaw (H.W. 8rowne)5 GU GU GU Gladwin BT BT BT Sandusky Bll Bll GU I:: Harbor Beach/ ~ White Rock BI Bll I' Sebewaing 811 Bll Bll I Harrfson2 Bl BI ~ BI South Branch BI Bl I Bl I,, Houhgton GU GU BT Standish4 I Bl ~ West Branch GU GU BT I 1 I 2 Results of a current Master Plan study indicate that a joint airport for this area cannot be located near St. Charles. I A proposed Master Plan Study will analyze a joint airport for the Clare-Harrison-Farwell areA. I 3 Airport Master Plan study in process. I 4 • 5 A n~1 airport was recently constructed in Marlette. I Develop at Pinconning and Standish are dependent on the construction of a new airport at Orner. 6 Airport Master Plan study in process. f '! I • J Michigan Airport System Plan are COMMUNITIES I summarized as follows: I e Enhance business and industrial ) USERS growth in areas served both by air carrier and general aviation Reduce travel time a:nd costs airports. for air travelers and shippers Increase employment opportun­ Expand recreational oppor­ ities and tax base (from business tunities due to increased acces­ and industrial growth). sibility of recreation areas and wider opportunities for pleasure Improved emergency access to flying. communities for medical supply and evacuation. AIRLINES AND AIRPORT AUTHORITIES

Improved safety and conven­ ience of aircraft operations.

! j

\ '··

27 r

28 ------r

SECTION G

WATER TRANSPORTATION

Port development in the State of COMMERCIAL AND RECREATIONAL Michigan is associated with two HARBORS specific types of activity: (I) Rec­ reational Harbors and harbors of BACKGROUND refuge, and ( 2) Commercial harbors. Region 7 is situated along the South­ The responsibility for recreational west shore of Lake Huron and has

I ' harbors and harbors of refuge within approximately 267 miles of coastline. i . state government is vested primarily The most prominent water feature in l'J in the Michigan Waterways Commis­ the Region is Saginaw Bay, which is sion of the Department of Natural the largest indentation along the West Resources . The overall planning shore of Lake Huron and extends to responsibility for Commercial Harbors the very center of the Region. As a lies within the Michigan Department result of these geographical charac­ of Transportation. teristics, water transportation is of great importance to East Central Recreational harbors have been Michigan. Four harbors within the established along the Lake Huron Region Port Gypsum, Alabaster, and Saginaw Bay shorelines. These Harbor Beach, and the Saginaw locations are depicted on the map on River have facilities capable of the facing page. serving large commercial ships. It is anticipated that by the year 2000, no According to a U. S. Army Corps of additional harbors will be utilized for Engineers Report, "Waterborne commercial shipping, with the excep­ Commerce in the United States," four tion of occasional commercial fishing ports in the region reported ship­ with shallow draft vessels operating ping activity for 1976. Collectively, from recreational harbors. We will more than 4.4 million tons of water­ therefore limit our discussion to the borne commerce passed through four existing · commercial harbors. these ports. 1. Port Gypsum (Port Tawas) The Saginaw River from Bay City to Saginaw, is designated as an Inter­ Port Gypsum is located in Iosco national seaport and is the most County approximately 2. 5 miles important port in the region. south of Tawas City and is a 't I Freight traffic totaled 3, 072,473 private harbor operated by the short tons in 1976. This represents NatioQ.al Gypsum Company. The 70% of all reported shipping activity port is used solely for the for the region. shipment of gypsum which is mined in open pits nearby. The These ports presently interchange loading facility consists of a i. with other transportation modes conveyor system which trans­ serving East Central Michigan. With ports the gypsum to a dock forecasted fuel shortages and in­ located 1,078 feet from the creasing costs, water transportation shore. A channel has been may become increasingly important in dredged from the deeper water transporting commodities. of Lake Huron to the dock. The port is served by medium-sized Great Lakes vessels.

29 COMMERCIAL AND R.ECREATIONAL HARBORS

I I I ,·., ,-----1

.SAGINAW BAY

ITHACA ~ G It A I

CARSON~T~ ___ _

COMMERCIAL HARBORS '±e

RECREATIONAL HARBORS ~

30 Figure 7 identifies tonnages harbor is artifical and provides I ~ shipped from Port Gypsum and the only safe refuge for large numbers of vessels during the vessels between Port Huron and l period 1962-1976. . Traffic Tawas Bay, a distance of about I ranged from a low of 194,675 119 miles. The harbor has been I-) tons in 1962 to a high of designateq as a lake freighter 473,902 tons in 1976. During harbor-of-refuge by the United that period, a trend of in­ States Government. The harbor creasing shipments is evident. was formed by the construction of breakwaters and dredging of 2. Alabaster channels. Commercial traffic I __ ) consists of the receipt of coal by Alabaster is located in Iosco self-unloading lake vessels. County approximately 5. 5 miles Most of the coal is used by the south of Tawas City and is a Detroit Edison Company which private harbor operated by the operates an electric power gener­ United States Gypsum Company. ating plant on land adjacent to Similar to the role of Port their dock. Hercules Incorpo­ Gypsum, Alabaster is used rated, receives small volumes of solely for the shipment of coal for its waterfront industrial gypsum which is mined nearby. plant. The port is served by The loading dock is located medium-sized Great Lakes about 6,800 feet (2, 073 meters) vessels. from shore and is connected to shore by an aerial tramway Figure 7 identifies tonnages system which transports the received at Harbor Beach and gypsum. The dock is far numbers of vessels during the enough offshore that the water period 1962-1976. Traffic ranged is of sufficient depth to pre­ from a low of 31. 687 tons in 1964 clude the necessity of an arti­ to a high of 316, 268 tons in 1970. fical channel. The port is A trend of increasing receipts served by medium-sized Great during the 15 year period is Lakes vessels. evident.

Figure 7 identifies tonnages 4. Saginaw River shipped from Alabaster and numbers of vessels during the The Saginaw River is clearly the period 1962-1976. Traffic most important port in the East ranged from a low of 342,380 Central Michigan Region. The tons in 1970 to a high of river is formed by the conflu­ 658,926 tons in 1973. During ence · of the Cass, Shiawassee, the period, shipments have and Tittabawassee Rivers in varied significantly. A trend Saginaw County and then flows of slight increase may be iden­ in a Northerly direction for tified, but adequate capacity is approximately 22 miles through available to handle most Saginaw and Bay Counties until increases. it meets Saginaw Bay. The lower 18 miles of the river are 3. Harbor Beach navigable for commercial vessels as a result of channel improve­ Harbor Beach is located in ments by the United States Huron County approximately 60 Government. An entrance chan­ miles north of Port Huron. Its nel from the 27 foot contour in

31 ) . ·~

Saginaw extends to the mouth to fully understand the trend. of the river at an authorized During the past few years, major depth to 27 feet. From the changes have occurred in the mouth, the channel is 26 feet composition of Saginaw River deep for 0.4 miles upstream, traffic. For example, coal was a .l then 25 feet deep to the Grand ' major commodity shipped on the r(_:-,~ Trunk Railroad (formerly Penn river until recently (refer to Central) bridge in Bay City, Freight Traffic Figure 8). As then 22 feet deep to the turning recently as 1967, coal was the largest single commodity in terms basin just below the Chessie of tonnage, destined primarily System Railroad bridge in for the Consumers Power Saginaw. Other turning basins Company electric generating are located in Essexville, Bay plant located at the mouth of the City, and Carrollton. river. The plant now receives all its coal by unit train, thus Numerous dock facilities for eliminating the coal trade handling a great variety of entirely. If we consider all materials are located along the non-coal commodities (also Figure navigable portion of the 8), traffic has remained re­ Saginaw River. The U.S. Army markably constant during the Corps of Engineers has iden ti­ past 15 years. fied 44 separate facilities capa­ ble of docking commercial ves­ Another change in shipping sels, although not all of them patterns has had an impact on are currently in use. There is the Saginaw River, although not a large variety in the composi­ as significant as coal in terms of tion of cargoes shipped on the tonnage. The foreign general Saginaw River. Traditionally, cargo (as opposed to bulk cargo) the principal materials have trade has experienced a decline included cement, chemicals and which resulted in the cessation petrochemicals, coal, fertilizers, of stevedoring service at the general foreign cargo, grain, Dow Chemical Company dock in machinery, molasses, petroleum Bay City. Consequently, the products, salt, sand, scrap number of foreign general cargo metal, and stone. Vessels liners has declined. carrying these products include both medium-sized Great Lakes Figure 9 identifies the 1976 boats ("laker.s") and foreign, commodity movements by major ocean-going ships ( "salties"). classification and by or1gm or destil:,lation - domestic, Canada, The freight traffic shown in and overseas. Of the total ' Figure 8 for the Saginaw River tonnage for that year, 86 per­ 1 I identifies the freight traffic on cent was domestic trade, 13 the· Saginaw River during the percent was Canadian trade, and 1111 period 1962-1976. Total traffic 1 percent was overseas trade. It I . ranged from a high of 7, 243, 28.3 can be assumed that approxi­ tons in 1966 to a low of mately 99 percent of the tonnage 1111 2, 705,330 tons in 1975. There was moved by Great Lakes ) has been a very clear trend vessels and the remainder by toward decreasing traffic during ocean vessel. recent years. A closer exam­ ination of the data is required

32 FIGURE 7

COMMERCIAL WATERBORNE TRAFFIC AT PORT GYPSUM, l ' ALABASTER AND HARBOR BEACH, 1962-1976.a

.. b Port Gypsum Alabaster b Harbor Beach Total Vessel Total Vessel Total Vessel Year Tonnage Trips Tonnage Trips Tonnage TriEs

1962 194,675 46 513,156 NAC 40,513 16 1963 283,790 68 454,284 96 45,166 20 1964 276,958 70 507,014 112 31,687 17 1965 NA NA NA NA 39,566 NA 1966 NA NA NA NA 41,346 NA

1967 302,930 69 510,334 NA 81,063 NA 1968 NA NA 515,448 116 255,728 36 1969 312,747 32 485,105 59 237,163 NA 1970 311,223 31 342,380 34 316,268 NA 1971 339,226 32 513,020 51 124,380 20

I .· 1972 341,929 34 591,227 60 233,859 27 1973 404,859 38 658,926 90 201,260 25

.f I 1974 273,027 27 409,239 43 237,402 27 I 1975 382,132 36 NA NA 283,011 28 ~ :. 1976 473,902 42 561,018 54 296,511 27

Mean Annuald 324,783 44 505,096 72 164,328 24

aU.S. Army Corps of Engineers, Waterborne Commerce of the United States, Part 3: Waterways and Harbors, Great Lakes, 1962 through 1976.

b Excludes small volumes of fish caught from shallow draft vessels.

cData not available.

d Calculated mean based upon years data available.

L l '

33 ,./ FIGURE 8 FREIGHT TRAFFIC ON THE SAGINAW RIVER, 1962 - 1976 r~ Y.ear Total Tonnage Coal Traffic Other commodities (Short Tons) (Short Tons) (Short Tons) i ', rI . 1962 5,041,897 2,108,699 2,933,198 _I 1963 5,317,827 2,320,500 2,997,327 1964 5,874,886 2,524,542 3,350,344 1965 7,003,601 2,984,180 4,019,421 1966 7,243,288 3,270,792 3,972,496

1967 6,562,483 3,165,719 3,396,764 1968 5,228,842 1,653,181 3,575,661 1969 5' 098,710 1,179, 722 3,918,988 1970 4,616,434 1,566,838 3,049,596 1971 4,847,133 1,087,254 3,759,879

1972 4,386,273 646,936 3,739,337 1973 4,095,978 77' 401 4,018,577 1974 4,180,076 364,219 3,815,856 1975 2,705,330 62,193 2,643,137 I i 1976 3,072,473 0 3,072,473

SOURCE: U.S. Army Corps of Engineers, Waterborne Commerce of the United States, Part 3: Waterways and Harbors - Great Lakes, Annual volumes 1962 through 1976.

\.

,Ill

Ill

34 ·---,

FIGURE 9

COMMODITIES SHIPPED ON THE SAGINAW RIVER, 1976a •

..

Domestig Canadiag Overseag Total b Commodity Tonnage Tonnage Tonnage Tonnage ,. /' J_ ', I Farm Products 24,180 182,747 4 206,931 Crude Petroleum 13,124 0 0 13,124 Non-metallic mineralsc 2,230,720 70,506 0 2,301,226 Food Products 4,943 0 4,266 9,209 Basic Textiles 0 0 1,328 1,328

Pulp and Paper 0 0 79 79 Chemicals 105,414 30,256 25,334 161,004 Petroleum Products 164,721 5,211 0 169,932 Stone Products 82,187 114,186 0 196,373 Primary Metal Products 9,960 0 2,050 12,010

Non-electrical Machinery 0 0 1,237 1,237 Electrical Machinery 0 0 19 19 Miscellaneous Commodities 0 ~ 0 1 1

Total 2,635,249 402,906 34,318 3,072 473

i aU.S. Army Corps of Engineers, Waterborne Commerce of the United States, Part 3: Waterways and Harbors, Great Lakes, 1976.

bAll figures represent short tons.

cExcludes fuels, includes limestone and sand.

35 j rI r

1:

36 SECTION H

HIGHWAYS

Oiie objective of this study is to major roads. It soon became ap­ improve Region 7's highway system. parent that a state organization The approved State Highway Trunk­ would be required to administer the line Plan for the region will be used more important trans-state highways. as the guide subject to detailed This led to legislation in 1905 estab­ planning and engineering studies on lishing the State Highway Depart­ the suggested improvements. ment.

HOW THE DEPARTMENT BECAME Since that time, numerous events INVOLVED have led to the expansion of the highway system in Michigan. Acces­ Defense and stage coach travel sibility to rural areas, national stimulated the first roads in Michigan. defense and sheer public demand for In fact, the first road of statewide personal transportation have all importance was built around 1819 by contributed to expansion and im­ the Army, and extended from Detroit provement of the highway network. to Saginaw. The demand for lumber gave further emphasis to road con­ DEPARTMENT'S FUNCTION struction in order to move logs and lumber from regions not accessible One of the Department's foremost by boat. functions is to provide sufficient right-of-way throughout the State to Many of the State's early roads were permit a reasonable level of accessi­ actually constructed along routes bility. By virtue of these continuous formerly used as overland Indian strips of public land, essentially trails. Although the trails have long every area of the State is made since disappeared, their replacement accessible to the general public. highways have remained. Some of these have evolved into such roads The Constitution and Statutes of the as US-12, I-94, I-96, I-75 and US-23. State of Michigan charge the Depart­ Thus, many of today' s major state ment with the responsibility for I highways merely duplicate statewide planning, designing and maintaining ' travel patterns established long highway facilities. Construction, before the invention of the auto­ although supervised by the Depart­ mobile. ment, is carried out by private con­ tractors. This system of highways, From those early days, responsibility now totals 9, 468 miles (15, 243 kilo­ for the State's highways has shifted meters). among several agencies. Townships assumed earliest responsibility, THE PURPOSE OF HIGHWAYS followed by a brief attempt of pri­ vate enterprises to establish toll Public highways in Michigan have two roads. Since monies collected were basic service functions: grossly inadequate to meet mainte­ nance needs, and due to the ex­ 1. Provide access to property . panding popularity of the automobile, 2. Accommodate the movement of the State Legislature allowed the through traffic. establishment of County Road Com­ Local rural roads and local residential missions to develop and maintain streets serve the first function and

37 Region 7 REGIONAL STATE TRUNKLINE HIGHWAY PLAN

+- 1 I INTERSTATE AND STATEWIDE ARTERIAL ROSE oscoo.a. I CITY ----- REGIONAL ARTERIAL 0 5 0 I c ® LOCAL ARTERIAL

I I I I I I it31 OSEB'STATEWIOE ARTERIALS ~~~:;~~~::~-..:0 GE M A W J I: llE 1~~~~------N-ES~T~E-R;I--~----~~~~ I I WHITTEMORE !<§> ALABASTER -r-----l ---- ____._

SAGINAW BAY

UBLY --- 5 A B E

5 A N LoA C DECKERVILLE L----,----

MARLETTE

ITHACA ~ -; ~P~E;_;c;:K~~;f,~~~) l.E> 1NGTON 1 BROWN 1 R A T CITY

PERRINTON '-- ~-- L----~

- ;~-;o:;;-.:----, -~------"-· Region 7 STATE HIGHWAY AND PlACE CLASSIFICATION

@URBANIZED POPULATION- 100 000-199,999

0 URBANIZED POPULATION OVER 50,000

®URBANIZED POPULATION LESS THAN 50,000 A W I I DISTRICT CENTERS NESTER! G) I I 0 AREA CENTERS I ..-----l 0 SPECIAL INTER~ST CENTERS

... SAGINAW BAY

---- S A

M I D l A LoA c DECKERVILLE

1 BROWN CITY

PERRINTON 1----- L ___ _ ------~ L, __ j major highways and freeways primar­ In addition to the identification of ily serve the latter. Between these population centers, there are other two extremes are a substantial factors considered, such as areas of [i number of highways, roads and major trip attraction or generation, str.eets that serve a dual function. travel desires, trip length and traffic volumes which together define A major highway whose primary a hierarchy of facilities which re­ Fi function is to accommodate long­ flects their importance in handling of _\_, distance traffic will often be de­ statewide, regional and local traffic. signed with a limited number of access opportunities and with safety It is important to note that numerous features commensurate with higher important and local streets and roads traveling speeds. Local residential exist which are not shown in the streets, on the other hand, are map. This map is not intended to designed with numerous access show all important roads, but only points for adjacent properties and those under state jurisdiction or often incorporate numerous curves responsibility. Of all those roads, and stops to discourage high speeds only the state trunklines are ~ major and through traffic. concern of this study. Emphasis is placed upon the major arterial HIGHWAY CLASSIFICATION routes. However, local road and street improvements, initiated by In order to properly plan and devel­ local government agencies, should be op a state highway system, the integrated with lmprovements re­ Department has established a State sulting from this study. Trunkline Highway Plan. This plan is a long range statewide guide for DEPARTMENT'S NEW APPROACH highway improvements and is devel­ oped utilizing among other things a On November 16, 1977, Michigan's process of functional classification. State Highway Commission approved a revised approach to highway Under this system, the primary development. The significance of function of the state's highways are this revision is to shift emphasis identified by their grouping into from new highway route development four classifications: interstate to management of the existing arterials, other statewide arterials, system. Reconstruction and rehabil­ regional arterials, and local itation of existing highways has arterials. become the top priority.

One of the aids to highway classifi­ This does not mean, however, that cation is a system of ranking cities expansion or relocation of existing or places which these highways highways will not be pursued. connect. The socio-economic data Where monitoring of the highway evaluated for all places produces an system clearly indicates a need, and ascending scale of classes repre­ where a detailed planning process I senting marked differences in impor­ defines that need, relocations of tance as attractors of traffic. The existing highways or addition of new following exhibit indicates the classi­ highways may be undertaken. fication of various highways and I places in the East Central Region according to the current State High­ way Trunkline Plan.

40 HIGHWAY DEFICIENCIES The surface rating represents the adequacy of the surface and shoul­ Within this framework, it is imper­ ders or curbs. This category is ative that problem areas be carefully perhaps the most noticeable to the defined and analyzed to determine motorists because of its visibility. the degree of improvement neces­ The year of construction or improve­ sary. Many miles of the State's ment, width and surface type, along system are considered deficient for with the condition and estimated various reasons. Some of these surface life are also included in this deficient sections can be remedied, category. however, with minimal improvements involving only the existing roadway. The base rating represents the ade­ But a few areas exist where the quacy of everything under the sur­ problems go beyond the remedial face to support the surface. It benefits of minor reconstruction and considers the average base and soil will require additional laneage. conditions, taking into account the Where these new lanes. should be average drainage conditions. added to the existing facility or built on a new location is the concern of The safety rating calls attention to more detailed, project level, studies. excessive or extraordinary conditions The first step, and the concern of creating potential hazards. Existence this study, is to determine where of fixed objects (trees, utility poles, the major problem areas are located, sign posts, abutments, etc.) in and the degree of magnitude they proximity to the pavement edge con­ represent. stitutes such a condition. Accident frequency, type and severity are also The Department has conducted considered in this evaluation. research in an effort to develop an impartial method of identifying high­ The capacity rating represents the way deficiencies . The inethod cur­ ability of a section of roadway to rently used is a sufficiency rating. carry existing volumes of traffic. These ratings are used to evaluate Several factors used to determine this individual segments of the entire rating include: practical hourly highway system. This information capacity, sight restriction, lane indicates which sections will require width, amount of commercial traffic, attention within a given time period and peak hour volumes. and their relative urgency. The accompanying exhibits indicate The sufficiency rating (evaluation the accident rates for 1977, and the score) is comprised of four cate­ combined sufficiency evaluation of the gories: surface, base, : safety and highways in Region 7. These capacity. Each section of highway is evaluations are based upon existing evaluated in terms of these cate­ and past conditions and traffic gories and given a score, or rating, volumes. It is intended that these based upon its adequacy, or suf­ exhibits will help to determine where ficiency. If a highway segment is problems exist; where minor improve­ rated below a predetermined level, it ments are needed; and where more is considered critically deficient in extensive, or major highway improve­ that category. A segment of roadway ments, are required to eliminate can be rated critically deficient in critical deficiencies. one or more of the four categories.

41 To accomplish this separation of major improvements usually become a major and minor improvement type, controversial issue when the antici­ :1i. an attempt has been made to sepa­ pated benefits and impacts are r. ! rate capacity deficient segments from evaluated. Thus, it becomes impor­ all others. The main reason for this tant to identify these areas early in distinction is that capacity deficient the planning process so that these highways sometimes require a major issues can be resolved. transportation improvement. And I ! '

HIGHWAY SEGMENTS

CRITICALLY DEFICIENT IN ONE OR MORE CATEGORIES SURFACE, BASE, SAFETY AND CAPACITY

1978 SUFFICIENCY STUDY

MICHIGAN DEPARTMENT OF TRANSPORTATION, EAST CENTRAL MICHIGAN (REGION 7)

42 I

l I

43 SECTION I

NON-MOTORIZED TRANSPORTATION

Background A number of issues should be ad­ dressed when considering the devel­ The bicycle provides an inexpensive, opment of a local program including; energy efficient mode of transpor­ the type of facilities that should be tation. Use of the bicycle as a constructed, what use (commuter or supplement to the motorized methods recreational) should receive the most of travel provides a major means of emphasis, and what type of system transportation and recreation for can be implemented within the limits those too young to drive and for of available revenues. those who simply enjoy riding a bike. At this point in the study process it is too early to discuss specific pro­ The existing road system serves the grams or project locations. How­ cyclist as well as the . motorist. ever, existing facilities, anticipated Improvements can be made to the non-motorized demands, and the system so that it can better accom­ impact of the availability of energy modate the mix of the motorized and and changes in population growth non-motorized modes and increase will be addressed. the safety of the cyclist. Non­ motorized improvements can take a Existing Facilities · variety of forms including; separate bicycle paths, bicycle lanes, paved The primary network for bicycle shoulders, special bridges or bridge transportation is the existing street widenings, sewer grate replacement, system. Many streets are considered and special signing and striping. In safe for bicycling without any special addition to these improvements to the improvements. This includes streets road network, riding opportunities of with low traffic volumes and ade­ a more recreational nature can be quate lane widths. Many urban and provided by using abandoned rail­ suburban residential streets fall in road lines and utility corridors for this category. the development of multi-use recre­ ational trails incorporating bicycling, In rural areas, the hig·her speeds of horseback riding, and hiking. motor vehicles pose additional prob­ lems for the bicyclist. Some rural The newly passed state transpor­ roads are suitable for bicycling be­ tation law requires that each road cause of low traffic volumes. Of the agency rece1vmg Michigan Trans­ 1,464 miles of state trunkline in the portation Funds (from gasoline and region, over 172 have traffic volumes license plate taxes) spend at least low enough to permit safe riding one percent of these funds each year with additional riding provided on for non-motorized facilities. The law paved shoulders . In addition, many also requires that each administering miles of county roads also have low road agency prepare a 5-year pro­ volumes. Long distance bicycling gram for the expenditure of available trips in rural areas should be plan­ funds. Local input from bicyclists ned in advance so that routes can be and other interested citizens is selected which have low traffic important to the development of volumes or paved shoulders, and these programs. which have a mm1mum number of hills and curves .

44 Some special improvements have transportation on the total trans­ f'j portation system. Additional improve­ I '· already been made in Region 7 to I I ' ' accommodate bicycle travel. The ments specifically for non-motorized types of improvements include; transportation would be required as special lanes, paved shoulders, a wider variety of trip destination signed routes, and sidewalk routes. developed. It is doubtful, however, A recently completed inventory of that any capacity problems would facilities in the Region shows 37. 7 develop on existing or future bicycle miles of existing facilities and 55. 7 improvements. miles of proposed facilities. It seems reasonable to predict that The Effects of Population Growth during the study period there will and Energy Availability be moderate increases in bicycle useage particularly in urban areas. It is difficult to assess the effects of This trend will be accentuated by population and energy on the non­ any significant population increase or motorized transportation mode . restriction on fuel availability. The Little data is available on current new state non-motorized program bicycle usage or the actual number should lead to an increase in the of bicycles , since they do not have number of special facilities built to to be registered. accommodate bicycle travel. The location and types of facilities con­ Bicycle sales peaked in 1972-73 and, structed must be based on sound following a slight decline, have planning and engineering principles remained relatively constant. Bicy­ and should be influenced by those cle manufacturers predict a steady segments of the public interested in growth in the industry with sales bicycle transportation and in the almost doubling by the end of the overall regional transportation study period. Thus, it seems rea­ system. j ! sonable to assume that a moderate increase in bicycle use will occur as the population increases.

A restricted energy supply would also result in an increase in bicycle ''' use for transportation. The bicycle is an inexpensive, fuel effecient means of travel and thus would be more likely to be used if gasoline were very expensive or not readily available. Many urban trips could be made by bicycle. In rural areas 'I I j _j the potential for substitution for ' automobile trips is much less since most rural bicycle trips are recre­ I' i ational in purpose. ' ': An increased use of the bicycle instead of the automobile in urban areas will reduce motorized traffic and parking demand. This would be the major impact of non-motorized i i,'

'''

45 ---·-----~

SECTION J

PUBLIC TRANSPORTATION

Background sources for various public transpor­ tation improvements and directed the Public transportation in Michigan and Michigan Department of Transportation the United States has recently to be the state agency responsible for emerged from a long period of steady administration of these programs. decline. Ever since World War II, public transportation ridership has One of the Department's objectives in been steadily decreasing. This developing public transportation plans decrease was attributed mainly to a is to insure that an adequate level of shift in travel habits in favor of the service will exist for both residents automobile and air line transportation and visitors to the East Central modes. As transit ridership de­ Region. In most areas, this means creased, the corresponding loss ill developing an overall system of public revenues forced many private and transportation services that offer a public transit operators to either balanced mixture of small metro­ reduce services or cease transit politan, urban and small urban, operations altogether. By the early rural, regional and intercity service. 1970's, the only remaining public The following information will illus­ transit carriers operating in Region trate how these services are presently 7 were the intercity carriers and a operating in Region 7. marginal local service operated in Saginaw. Local Public Transportation

As a result of this condition, many Service Areas: Bay City, City low income, elderly, handicapped,. of Saginaw and young persons experience a transportion disadvantage by not These are metropolitan commu­ being able to gain reasonable access nities which exceed fifty thou­ I to community opportunities as em­ sand in population. At the ployment, medical care, education, present, the two systems provide shopping and other basic human both fixed-route and demand service needs. These same persons response service to their respec­ are either unable or cannot afford to tive communities. Fixed-route own and operate an automobile. service is provided by 16-47 However, since the 1973-74 Mideast passenger buses operating on oil embargo, it has become apparent interconnecting routes; selected that future energy supplies may through high passenger demand cause public transportation to take areas. Buses operate on 15-60 I on a more active role for all of our minute headways with bus stops ' ! society. approximately two blocks apart. i -! The demand response feature of The Michigan Legislature passed Act transit service consists of 10-15 327 in 1972, Act 195 in 1975 and Act passenger vans operating to 140 in 1978 in recognition of these serve clients who are either not public transportation needs. These served by fixed-route systems or • acts have provided new funding not able to utilize vehicles with­ out lift-equipment. A person desiring dial-a-ride type service

46 I ~~ ., . I

. i I

I I

'f''· •. , 47 simply telephones a dispatcher equipment and one-third of the for a ride and is then picked operating costs. The remaining up at the location indicated. operating costs are provided through farebox revenues and Urban and Small Urban Area local contributions. As a result Public Transportation of this program 24 communities throughout the state are now Service Areas: Midland, Mt. operating this service. Pleasant, Ahna, Gladwin Rural Public Transportation

Urban communities are those Service Area : Isabella County ranging in population from . five to fifty thousand people while small urban communities consist A rural transit system is in­ of from two to five thousand in tended to provide a basic level size. of public transportation service to the villages and rural places The service being offered in within a county. The van-type these communities is the dial-a­ vehicle is utilized and operated ride transportation (DART) on a demand responsive (DART) system. In an effort to assist basis. However, the service those communities interested in provided to . rural areas is not this type of service, the De­ usually as frequent as that partment has established a Small provided in the urban and small Vehicle Program to fund the urban areas. For example, some initial costs of implementing a rural systems may provide DART system. (This program service only one or two days a provides for a 2-year demon­ week with a 24-hour advance stration period during which reservation required. the state pays for all capital and operating costs with the The Isabella County system has exception of a one thousand been in operation since June, dollar local contribution.) 1974. There are four vans operating in the system, and After the first year, the state serves approximately 2,100 pas­ continues to provide all capital sengers each month. Most of these trips are generated in the out-county rural areas for a wide variety of reasons. This rural system is financially as­ sisted by the Department's small vehicle program. As of January :j 1, 1977, the Isabella County system and Mt. Pleasant system ,... ' ur have been jointly operated as one agency. ,.._ There are several areas in the urban, small urban and rural categories which do not have public transportation service. In order to determine statewide

48 transportation needs, a method­ their operations are regulated by ology was developed from within the Michigan Public Service the Mass Transportation Commission. They are required Planning Section, MDOT to to operate over specified high­ II determine public transportation way routes and abide by their I I needs in all planning area types published time schedules. with the state. Figure 12 is a a summary listing of public trans­ There are six intercity carriers portation needs by county in operating in the region. Of Region 7. The methodology those, the four major carriers developed for predicting needs are Greyhound, Indian Trails, determines three levels of Mercury Bus Lines and North service for the six planning Star. The other two include area types , i.e . , base, inter­ Valley Coach and Delta Bus. mediate and high levels. Saginaw, Bay City and Midland are the major intercity bus The statement of needs for stations in the region with 13 Region 7 (Figure 12) should not buses stopping in Saginaw per be interpreted to mean that day, lO in Bay City and 5 in each county must have the Midland. In addition, these number of vehicles shown nor buses stop at several commu­ that each county must have a nities along their routes between system. What it shows is that major urban areas, shown in if a county, small urban or Figure 13. urban community wanted to begin public transportation The intercity bus industry in service, then, a reasonable Michigan is experiencing a de­ expectation of number of cline in ridership . It is recog­ vehicles, daily and monthly nized that this condition makes it passengers and operating statis­ difficult for some companies to tics can be predicted. A consider service improvements sample of those operating char­ when operating costs continue to acteristics are listed in Figure increase. In order to assist 10. their companies in reducing some costs, the Department has estab­ Intercity Public Transportation lished a program that provides low interest loans to intercity Service Areas: Urban areas bus companies to purchase new within the region and state. equipment. In addition, an intercity grant program also provides the intercity carrier Intercity systems connect major flexibility to test ;:1ew routes and urban areas of the region with schedules. Such demonstration the remainder of the state and programs are subsidized by the nation. The intercity bus is state for up to a two year designed for long distance period. The Department also travel and can comfortably seat has an Intercity Terminal Facil­ 47 people. In addition to pas­ ities Program to develop intercity senger service, these buses bus terminals and to integrate, also offer package shipment where possible, all available service. Although intercity bus intercity and local public trans­ companies are privately owned, portation services.

49 -'-'-=""""'·~-~~~~~-=--=~~~~~~--~~~-~~--~~~.-=·,_,-...... ,~~--=-..._.,.,,,,,"""---=---==-._.,_= ...... -- ...,.,...., ...... ,.,...... _-_._- ...... ,-_. ... ~.,._-.,..~ .. ~----~~-·""''"""'""'-....-~"""""~~··~--~.~"~~--- ..-- .. .,~~~,._~.....,---~---·--, '

FIGURE 10

EXISTING PUBLIC TRANSPORTATION

Urban Public Transportation

Average Initiation Monthly* Weekday Date Vehicles Ridership Ridership Dial-A-Ride Mt. Pleasant 3/74 7 6,131 255 Alma 6/75 4 5.153 219 Midland 12/75 13 11 • 959 482 Gladwin 5/75 3 3 ,331 153

Fixed-Route Saginaw 4/74 lsV 43,651 1 ,984 Bay City 7/74 25?) 40,486 1 ,723

*Average for October, November and December 1977. ~Operates 6 routes. -Operates 7 routes.

Rural Public Transportation County-Wide Dial-A-Ride I sabe 11 a County 6/74 4 2,105 119

50 FIGURE 11

1-;. Intercity Bus ----- Intercity Rall Passenger lntermodal Terminals *II Upgraded Rall Terminals

INTERCITY HOUGHTO~ BUS ROUTES LAKE (Service at least five days per week)'"""'"

r;

SOURCE: The Offical Bus Guide, August 1977 51 :., --·_!

FIGURE 12 INTERCITY PUBLIC TRANSPORTATION L'

,, .. ' Bus Round Trips Days of t-· Lines (Year) Per Day Operation ---Route Communities Served Delta Bus Company l Wednesday Mackinaw City to Rose City, West Branch, ( 1966) Bay City Al ge.r. _.Sj;erl i ng, tandi~)Pinconning, L1 o -, Kawkawlin and Euclid Corners. Greyhound (1924) 3 7 Sault Ste. Marie Houghton Lake, to Detroit Harrison, Clare, Coleman, Sanford, Midland, Pinconning, Bay City, Saginaw, Bridgeport and Frankenmuth. One route also serves Oscnda, East Tawas and \::)/------' Indian Trails (1922) 4 7 Saginaw to Flint Saginaw, Flint and Flint to Bay Bay City. City

3 7 Saginaw to St. Charles, Chesaning Owosso and Oakley. l Weekdays Bad Axe to Cass City, Deford, Detroit Wilmont, Kingston, Hemans, Lamotte· Corners and Marlette.

l Sunday Bad Axe to Port Austin, Bad Axe, Detroit Cass City, Caro, :. , Wahjamega, Watrousville and Vassar. Mercury Bus Lines 2 Weekdays Alma to Saginaw Mt. Pleasant, Oil City, ( 1946) Midland, Freeland, Bay City. One return trip provides service·to Hemlock, Merrill, Wheeler, Breckenridge and St. Louis. North Star (1924) 2 7 Traverse City to Clare, Mt. Pleasant, Lansing Alma, Ithaca.

52 FIGURE 12 (CONTINUED) f ;

Bus Round Trips Days of l Lines. (Year} Per Da~. Oeeration Route Communities Served i \ I Va 11 ey Coach (1949) 1 Tuesday Port Huron to Lexington, Croswell, Saginaw Applegate, Carsonville, Sandusky, Elmer, Marlette, Mayville, Juniata, Vassar and Richville.

53 FIGURE 13

PREDICTED VEHICLES NEEDED AND RIDERSHIP r.~r. Number Average of Montnly Weekday County Vehicles Ridership Ridership [: 1. Arenac County 6 6 5,482 5,482 258 258 2. Bay County Bay City 35 207,672 8,653 Auburn 1 1,869 79 Rural 13 49 12,601 222,142 593 9,325 3. Clare County Clare 2 3,289 139 Harrison 1 . 2 ,366 100 Rural 8 11 7,863 13,518 370 609 4. Gladwin County Gladwin 1 2,579 109 Rural 7 8 6,481 9,060 305 414 5. Gratiot County Alma 5 8,612 364 Ithaca 1 2 '129 90 St. Louis 2 3,0'76 130 Rural 7 15 7,353 21 '170 346 930 6. Huron County Bad Axe 1 2,342 99 Har~or Beach 1 1,869 79 Seb.~waing 1 1,869 79 Rural 10 B 9,860 15,940 464 721 7. Iosco County East Tawas 1 2,579 109 Tawas 1 1,869 79 Rural 10 12 10,094 14,542 475 663 8. Isabella County Mount Pleasant 14 25,009 1 ,057 Shepherd 1 1 ,869 79 Rural 11 26 10,731 37,609 505 1 ,641 .• 9. Midland County Midland 18 32,343 1,367 Rural 11 29 10,604 42,947 499 1 ,866 10. Ogemaw County West Branch 1 2,579 109 Rural 6 7 5,992 8,571 282 391

54 PREDICTED VEHICLES NEEDED AND RIDERSHIP (CONTINUED) Number Average of Monthly Weekday County Vehicles Ridership Ridership ll. Roscommon County Roscommon l 1,893 80 Rural 7 8 7,097 8,990 334 414 12. Saginaw County Saginaw 67 458,058 19,360 Chesaning l 2 '129 90 Frankenmuth l 2 'l 06 89 St. Charles l 1,869 79 Rural 22 92 22 'l 00 486,262 l ,040 20,658 13. Sanilac County Croswell l 1,869 79 Marlette l l ,869 79 Sandusky 1 1,869 79 Rural 13 16 12,729 18,336 599 836 14. Tuscola County Caro 3 5 '134 217 Cass 1 2,106 89 Mi 11 i ngton 1 1 ,869 79 Vassar 2 2,839 120 Rural 17 24 16,979 28,927 799 l ,304 !'., :.:-_-·_, 316 933,496 40,030

NOTE: Above predictions are based upon 1990 population estimates at the intermediate service level.

55 RIDE SHARING number of employer sponsored vanpool programs had increased to nine with a Ridesharing programs that encourage large number of additional employers carpools and vanpools can provide a seriously considering implementing significant contribution to the fulfill­ new programs. One of the vanpool ment of transportation objectives. programs is operated by the Michigan r.~ These objectives include the conser­ Department of Transportation for vation of energy, reduction of peak state employees. period traffic congestion, improve­ ment of air quality, the alleviation of The Michigan Legislature has formally parking problems, and the reduction assigned statewide ride sharing respon­ of commuting costs. The conser­ sibilities to the Michigan Department vation of our scarce energy re­ of Transportation. The Michigan sources is of paramount concern at Department of Transportation and the the national, state, and local levels. regional planning agency are available Ridesharing programs offer the ·most to provide technical and promotional potential of any transportation pro­ assistance in establishing ridesharing gram for energy conservation. The programs. Programs are available average staewide occupancy for that match persons interested in automobiles for commuting is 1. 2 vanpooling, carpooling, and public persons. If that average, for transportation. Ridesharing and example, could be increased to 1. 5 public transportation activities must persons, there would be a savings of be encouraged and coordinated to almost 22 million gallons of gasoline provide an efficient mix of services per month in Michigan alone . that best meet the transportation needs of regional residents. A Carpooling offers a tremendous variety of combinations should be potential for increasing vehicle considered--carpools, vanpools, and occupancy given the more than five public transportation depending upon million private automobiles registered the population of an area, its distance in Michigan. Vanpooling is a rela­ to major places, and transportation tively new concept in providing work needs and possibilities for people in trip commuting service. The first the cities, the small communities, and Michigan vanpool program was ini­ rural areas . tiated in 1975. As of May, 1979, the

•.·... ..

56 SECTION K

RAILROADS

The financial condition of the rail­ Mackinac Railway with subsidy pro­ road industry in the Northeastern vided by the State of Michigan. All and Midwestern region of the United rail service continuation subsidies are States has been cause for serious available through prov1s1ons of the national concern. In Michigan and Rail Revitalization and Regulatory Region 7, deteriorating service, Reform Act of 1976. rising costs and the prospect of abandonment, has put the future of From tbe Existing Railroad System rail service in doubt. map it is evident that if adequate rail service to the region is to continue, A review of the Existing Railroad subsidy programs, changes in owner­ System map on the facing page will ship, and other innovative solutions show the existing railroad service in will be required. Despite these the Region. Service is provided by efforts, limited abandonment may three solvent carriers, namely the occur. In any case, additional, Chessie System, Detroit and in-depth analyses will have to be Mackinac Railway and Grand Trunk made to determine how to provide Western Railroad. The Penn Central adequate rail service in the region. and Ann Arbor railroads also operate trackage within the region , however, The Rail Planning Section of the under the Rail Reorganization Act Michigan Department of Transportation these lines have been deemed bank­ is currently revising the August, 1977 rupt and unreorganizable under Annual Update of the Michigan Rail­ traditional bankruptcy processes. road Plan. This document was in Furthermore, the United States response to Federal requirements and Railway Association, in their July sets forth a state plan for continu­ 27, 1975 Final System Plan, did not ation of rail service in the state and include any Penn Central or Ann region. The acceptance of this Plan Arbor trackage within the Region in by the Federal Railroad Administration the ConRail System. Sections of this has qualified Michigan to receive rail Penn Central trackage have since service continuation subsidies that I I been acquired by the Grand Trunk will allow continued operations over Western Railroad and the Detroit and the bankrupt properties. Mackinac Railway. The Grand Trunk Western Railroad and the State of The objectives of this Regional Michigan have also purchased por­ Systems Study in agreement with tbe tions of the Ann Arbor Railroad. Michigan State Railroad Planning goals Former Ann Arbor trackage is being and in cooperation with tbe Rail operated under contract to the State Planning Section will address 1) which by a designated operator, Michigan facilities should be retained, 2) which Interstate. The former Penn Central facilities should be upgraded, 3) what track in Tuscola, Saginaw and lower type of service should be provided , Bay counties not acquried by Grand 4) what would be the costs. A wide Trunk is operated under subsidy by range of alternatives will be con­ a designated operator, Tuscola and sidered in our attempt to answer Saginaw Bay Railway. Finally, these questions. former Penn Central trackage from Linwood to Sailings via Roscommon is being operated by the Detroit and

57 r rI-

58 . '·;-- EXISTING RAILROAD SYSTEM JUNE 1979 MICHIGAN RAILROADS

•••••• ANN ARBOR RAILROAD. CHESAPEAKE & OHIO RAILWAY

0 G E M A W -----CHICAGO,MILWAUKEE,ST. PAUL & 0 s c 0 PACIFIC RAILROAD ~~~:~~:~\~u~:c-:~e~~~~:A~L2Ar """"""PENN CENTRAL TRANS. CO. (Non Operating) "'"'"'"'TUSCOLA AND SAGINAW BAY RAILWAY

GL..AOWIN c.n ... 111111!1£ ' .. b N

B

-+---_r---l • LIMJ:YILLE IS 'OWENIW..E ...,..,.:\-r- LA~· \ 1 t S A N O

·-

LINES OPERATED UNDER RAIL FREIGHT SERVICE CONTINUATION CONTRACTS ADMINISTERED BY THE MICHIGAN DEPARTMENT OF TRANSPORTATION SECTION L

SOCIAL, ECONOMIC, ENVIRONMENTAL CHARACTERISTICS OF REGION 7

The need for new or improved trans­ 219,743 in Saginaw County. The pie portation facilities to be located in graph depicts each county's popu­ certain areas is a task that must be lation relative to the population of the based on specific facts and assump­ region. tions. Knowledge of future popu­ lation projections, economic situ­ Between 1960 and 1970 all 14 counties ations, environmental conditions, and experienced growth in population. other variables is important in deter­ Seven counties reflected increases mining the need for new transpor­ exceeding 20 percent. Among these, tation facilities. five are located in the northern portion of the region where forests It is a well known fact that new land and recreational opportunities are in use development creates a need for abundance. Iosco county's growth, new transportation facilities. The however, has also been influenced by reciprocal point is also true.--New expansion of Wurtsmith Air Force transportation facilities often stimu­ Base. Midland and Isabella counties late new and different land use also exceeded the regional growth development. rate. The expansion of the Dow 1: ) Chemical Complex in Midland and \ The following sections highlight the Central Michigan University in Mt. social, economic, and environmental Pleasant were the primary factors I concerns which have the greatest influencing growth in their respective j affect on decision makers. These counties. The Bureau of the Census are the considerations that are estimates that 740,904 persons lived . .. j foremost in the minds of those re­ in the region in 1975; and increase of I sponsible for making decisions con­ 7. 3 percent in 5 years. cerning the future of transportation in Michigan . In an effort to determine the affects I of various population changes on the - .") SOCIAL, ECONOMIC CHARACTERISTICS transportation and land use of the region, three different growth figures POPULATION have been selected for simultaneous I ' study. Essentially we have taken the growth figure expected for 1980 under The total population of the East the present growth rates and called Central Michigan Region .in 1970 was that the low growth projection for 690,281, which represents a 15.6% Region 7 in the year 2000. increase over the 1960 figure of 596,890. This rate is greater than The 1990 figure then becomes the those of the state and nation, which medium growth option and the 2000 grew by 13.4 percent and ll.8 per­ forecast becomes the high growth cent respectively. The 1975 popu­ option. lation was estimated to be 740,904 persons.

Population of the individual 14 counties ranged from a low of 9,892 in Roscommon County to a high of

60 I ·~s &Y...stllnzs •FAR# · N-F • API"O ·

t "

I 1 61 REGION 7 POPULATION DENSITY PERSONS PER SQUARE MILE

rcTT-~~~~ 500.-99999. r--TT-~~~~. soo.-99999. ,_.. •11150.- 500. 1- B 1so. · soo. 1§1100. . 150. m100.- 1so. ra so.. 1oo. 13 50.· 0 30.- 50. 0 30.- 0 0.- 30. 0 0.·

REGION 7 TOTAL 740,000 REGION 7 TOTAL 777,000 1975 STATE TOTAL 9,110,000 1980 STATE TOTAL 9,358,000

--;

~TI--n~~ soo.-99999. V:: •811150.. 500. m100.- 1so. 13 50.. 100. 0 30.· 50. 0 0.· 30.

REGION 7 TOTAL 857,000 REGION 7 TOTAL 914,000 1990 STATE TOTAL 10,046,000 2000 STATE TOTAL 10,505,000 ..

SOURCE: GRAPHICS -MICHIGAN DEPARTMENT OF TRANSPORTATION BASE DATA- MICHIGAN DEPARTMENT OF MANAGEMENT AND BUDGET 62 REGION 7 l POPULATION DISTRIBUTION PER ZONE

• 15000.· 999999. • 15000 .. 999999 . 1!!110000.. 15000. 1!!110000.. 15000. t§1 8500.. 10000. t§1 8500.. 10000. l2l 7000.. 8500. l2l 7000.. 8500. D 5ooo.. 1000. D 5ooo.. 1ooo. 0 0.· 5000. 0 0.· 5000.

REGION 7 TOTAL 740,000 REGION 7 TOTAL 777,000 1975 ST.(TE TOTAL 9,110,000 1980 STATE TOTAL 9,358,000

• 15000.. 999999. • 15000.. 999999 . 1!!110000.· 15000. 1!!110000.. 15000. t§1 8500.. 10000. t§1 8500.. 10000. l2l 7000.. 8500. l2l 7000.. 8500. D 5ooo.. 1ooo. 0 . 0.· 5000.

REGION 7 TOTAL 857,000 REGION 7 TOTAL 914,000 1990 STATE TOTAL 10,046,000 2000 STATE TOTAL 10,505,000

'j •• SOURCE: GRAPHICS -MICHIGAN DEPARTMENT OF TRANSPORTATION BASE DATA- MICHIGAN DEPARTMENT OF MANAGEMENT AND BUDGET ! 63 POPULATION 1950-2000 1950 1960 1970 1980 1990 2000 1/ 1/ 1/ 2/ 3 2/ I 2/ 3 Arenac 9,644 9,860 11,149 11 ,762 12,397 12,672 . 14,322 13,583 15,599 Bay 88,461 107,042 117,339 126,866 123,928 141,113 126,649 154,358 130,245 *Bay City 52,523 53,604 49,499 56,245 N/A 59,316 N/A 62,385 N/A Clare 10,253 11 ,647 16,695 18,166 25,797 20,079 36,484 21 ,989 46 '127 Gladwin ...... 9,451 ,.,,.. 10,769 13,471 14,277 19,301 15 '123 24,887 15,967 30,698 Gratiot .3.>,"t£.;ol 37,012 39,246 42,651 39,902 46,480 40,771 50,410 41,184 *Alma-St. Louis 11 ,688 12,786 13 ,891 15,326 N/A 16,977 N/A 18,628 N/A ... Huron 33 '149 34,006 34,083 35,962 37,202 38,839 41,270 41 ,717 44,227 • los co 10,906 16,505 24,905 35,080 35,506 49,342 47,131 63,606 57,987 Isabella 28,964 35,348 44,594 48.127 55,082 54,399 61 ,535 60,670 70,898 *Mt. Pleasant 11 ,393 14,875 20,504 23,029 N/A 26,895 N/A 30,761 N/A Midland 35,662 51 ,450 63,769 75,946 67,865 90.173 69,744 104,402 71 '784 *Midland City 14,285 27,779 34,921 43,865 N/A 54,728 N/A 65,591 N/A Ogemaw 9,345 9,680 11,903 12,025 15,790 12,534 21 '128 13,044 25 ,261 Ros cofl'IOOn 5,916 7,200 9,892 10 ,913 17,755 12 ,391 27,060 13,870 35,200 Saginaw 153,515 190,752 219,743 252,826 224,185 292,772 223,625 332,714 224,889 *Saginaw City 92,918 98,265 91 ,849 99,915 N/A 110,155 N/A 120,394 N/A Sanilac 30,837 32,314 34,889 37,188 40,898 40,257 47,482 43,324 51 ,359 Tuscola 38,258 43,305 48,703 52,739 53,447 57,938 58,734 63 '137 63,200 Region 497,790 596,890 685,341 774,528 769,055 884,112 840,822 992,791 910,458

* City Projections from Stutewide Population Projections (Goldberg} - 1966 1 U.S. Bureau of the Census 2 Statewide Population Projections (Goldberg) - 1966 3 Department of Management and Budget, Population Projections for the Counties of Michigan - 1974 The population density of the region The cities of Bay City, Saginaw, was 79. 3 persons per square mile in and Midland are expected to 1970, higher than the national grow very little, however, the average, but only one-half of the surrounding townships and 'l statewide average. Counties having suburbs will likely continue ! the greatest density were: Saginaw, growth similar to that experi­ Bay and Midland with 2ll, 263 and enced in recent years. 123 persons per square mile, respectively. Roscommon County, The population of an area, both \ with 19 persons per square mile, was present and future, is one of the the most sparsely settled although primary factors to be considered in I' I. peak recreational activities may developing and evaluating transpor­ ,i. increase this density tremendo~sly. tation systems. The size, density and distribution of a population influences The region is considerably more the quality and types of services rural-oriented than the state or which are required to satisfy travel nation. Only 47% of . the region's demand within a geographic area. In population reside in ·urban areas the Regional Transportation Systems having population over 2500 persons, Study for East Central Michigan this compared to approximately 75% for relationship between population and the state and nation. Urban transportation will be evaluated and counties, according to the U.S. impacts of alternative courses of Bureau of the Census, · ar:.e Saginaw, action assessed. Bay and Midland. The remaining counties are all classified as rural. A decline in the automobile industry Population by county and selected due to the high cost of fuel or a cities since 1950 can be found on the dampening of the economy may result accompanying table. · in a drastic population shift to states with better employment potential. POPULATION PROJECTIONS These and other factors that may affect population projects must be Population analysis indicates that constantly monitored to assure proper unless major unforeseen changes plan preparation for the future. occur in the region, past growth trends will probably continue. The degree of growth in specific counties will vary, but the forecasts gener­ ally conclude :

The recreational nature of the rural northern co,un ties, such as Clare, Ogemaw and .I Roscommon counties , will influ­ ence continued present growth patterns. There is a large potential for population growth with the conversion of recre­ ational dwellings to year-round II dwellings.

The population of agriculturally­ oriented counties will remain

:· .. ! stable or increase slightly.

65 ECONOMY

The economic activity within a region The region contains some of the is a major determinant of travel and state's richest agricultural land, and the facilities required to accommodate contributes heavily in making it-; Transportation systems should Michigan one of the leading agricul­ be developed which promote the tural states in the nation. Although efficient movement of materials and only a small portion of the labor force goods necessary for a strong and is engaged in this activity, agricul­ viable regional economy. ture is an important facet to the region's economic health. While the Bay, Saginaw and Midland counties, industry is an important segment of located in the Saginaw Valley, and the region's economy, if the trend containing the cities of Bay City, toward larger farms and increased Saginaw, and Midland comprise the mechanization continues, fewer em­ economic heart of the East Central ployment opportunities will be Michigan Region. Activities consist available. chiefly of chemical and automobile­ related manufacturing. In the thumb Mineral reserves in the region range and southern counties agriculture from seemingly unlimited supplies of dominates. The northern counties gypsum, sand, gravel, salt, and depend upon trade and tourism for brine to a projected depletion of oil their economic well-being. and gas supplies. Despite significant declines in some mineral production in Significant changes in major employ­ recent years, economic and political ment categories occurred in the events resulting from the recent region between 1960 and 1970. recession and energy crunch may Workers involved in the agriculture, offer new hope for increases in explo­ forestry, and fisheries sector drop­ ration and production. ped from 9. 3% to 4. 3% of the total employed. Those employed in mining The overriding problem in the region, also decreased. Persons working in despite the strong industrial base and construction, transportation, and an abundance of jobs for skilled utilities remained constant while workers, is the relatively high un­ those working in retail trade, employment rate. Seasonal fluctu­ services, and manufacturing, all ations in agricultural and tourism increased. related employment make it difficult to find year-round work for those living Manufacturing now accounts for the in outlying areas. These workers largest employment category in the migrate to the industrialized urban region. Some 35% of the total number areas and increase the pool of under­ of employed persons were involved in educated and unskilled labor already manufacturing in 1970, with nearly present there. one-third of those employed in producing automobile parts and other Increased vocational training, more transportation equipment. The opportunities for education, an ex­ services category was the next pansion of the industrial base and a largest, employing approximately healthy economy are all required to 30%. Trade accounted for 20% of the ease the continual high unemployment total employment, while construction in the region . activities employed 6%.

66 An efficient transportation sytem can The farmer would be able to get his .·-r have a positive impact on an area's harvest to market more easily. In IJ economy. Raw materials may be the Regional Transportation Systems transported more quickly or econom- Study these and other effects of ·ically to the manufacturer, and the transportation on East Central finished projects to the market Michigan's economy will be considered place. Improved accessibility to in the development and evaluation of recreational areas may enable more various modal transportation alter­ people to· take advantage of facilities natives. i and natural features located there.

i.

67 ENVIRONMENTAL CONSIDERATIONS

The East Central Michigan Planning species during a portion of their and Development Region (ECMPDR) lifecycle. Such areas usually extend is noted for its environmental diver­ no more than 1,000 feet landward of sity ranging from large forested the ordinary high water mark. The tracts to expanses of highly produc­ 2ll miles of proposed environmental tive agricultural land. Five of the areas of Lake Huron's 634 miles of 14 counties in this region, Clare, shoreline occur principally on the Gladwin, Iosco, Ogemaw and shores of Saginaw Bay. :I Roscommon are over 50 percent forested. Much of this forest land All counties within the ECMPDR are is either State or Federally owned part of the Lake Huron watershed and is available for a wide range of with the exception of western portions recreational activities including of Roscommon and Clare Counties. hunting, fishing and camping. Runoff from these counties drains into Lake Michigan and southern and Agricultural use dominates in Bay, central portions of Sanilac County Gratiot, Huron, Isabella, Saginaw, which drain into Lake St. Clair. Sanilac and Tuscola Counties where Most streams draining the area are over 70 percent of the land is avail­ relatively short and have small drain­ able for agricultural production. age basins . The Saginaw River basin Overall, 60 percent of the 8, 700 which drains to Saginaw Bay, is the square miles of Region 7 has the largest basin in the region and the potential for agricultural use. state consisting of over 6, 200 square miles. Geologically, the ECMPDR can be characterized as an area of hilly, The ECMPDR has a few large lakes, glacial moraines in the western many rivers and streams, extensive areas, which greatly contrast with wetland areas surrounding Saginaw the flat glacial lake plains in the Bay, and swamps which extend east. Geological features of special between branches of the drainage environmental importance in the system. Three particularly large region include "high risk erosio:o. lakes are found in Roscommon areas" , areas where the Michigan County: Houghton Lake, Higgins Department of Natural Resources Lake and Lake St. Helen. Houghton (DNR) has found that erosion is Lake is 31.3 square miles in size and causing recession of the bluffline at is the largest inland lake in Michigan . a rate of one foot per year or more. Sanilac County has more miles of The water quality of rivers and shoreline designated by DNR as streams in the region is variable, "high risk" than any other county ranging from excellent to substan­ on Lake Huron. dard. Among the environmentally important rivers in the ECMPDR are Proposed "environmental areas" are those being studied for inclusion in also located along shorelines in the State or National River Programs. .. ECMPDR. Such areas were deter­ The Michigan Natural Rivers Act (Act mined by DNR on the basis of 231, P. A. 1970) provides a system for studies and surveys to be necessary preserving or enhancing the broad for the preservation and maintenance range of values of Michigan streams. of fish and wildlife. These areas Included are water conservation and are inhabited or frequented by floodplain preservation; ecologic, coastal-dependent fish or wildlife historic and scenic values and those

68 values pertaining to fisheries and Areas are numbered on the Environ­ general recreation. The Natural mental Features Map which are identi­ J Resources Commission has been given fied as important wildlife nesting \ the authority to designate recre­ sites. These areas include: ational, scenic or wild rivers. The Muskegon River, which begins in 1) AuSable Point Roscommon and flows through Clare 2) Tawas Point County and the Shiawassee River, 3) Point Lookout which flows into Saginaw County, 4) Point AuGres are currently under study for in­ 5) Tobico Marsh clusion in the State program. The 6) Spoils Island Cass River in Saginaw, Tuscola and 7) Fish Point Sanilac Counties, and the Rifle River 8) Lone Tree Island in Arenac and Ogemaw Counties have 8) Katechay Island Bay been proposed for study. The 8) Wildfowl Bay AuSable River, which flows through 8) Sand Point Iosco County, is currently being 8) Duck Island studied for inclusion in the National 8) Little Charity Island Wild-Scenic River Program. 8) Charity Island 9) Rush Lake '1', The most important water resource in 10) Port Austin Reef the ECMPDR is Saginaw Bay, one of the most significant fish and wildlife The vegetative cover of the region habitat areas on the Great Lakes. once consisted of dense forests with The relatively shallow waters of the vast acreages of white pine. Pines bay, which seldom exceed 60 feet in and northern hardwoods grew on the depth have the highest fishery uplands and swamp hardwoods and productivity of the entire Lake conifers such as white cedar, grew in Huron ecosystem. Saginaw Bay the low and bottom lands. Non­ marsh areas where marsh grasses, forested areas were scattered and ,J reeds, sedges, rushes and cattails included lake beaches, sand dunes dominate, support large numbers of near Lake Huron, Saginaw marsh wildlife such as muskrat. These areas, small acreages of open bogs, marsh areas are also part of an some open land on the drier sandy extensive waterfowl habitat complex, plains and those cleared by Indians which reaches far out into the bay for their villages and gardens. and consist of emergent vegetation Extensive logging of tl:.e pines began and prune submerged feeding beds in the mid-1800's, continued until found in the shallow waters. Durin!~ about 1900, and was followed by spring and fall, all portions of the cutting of the hardwoods. Forest Lake Huron shoreline are used by fires were also responsible for de­ most of the shorebirds common to struction of much of the forest cover. Eastern North America. The large areas of forest now found in the region are chiefly second­ A number of critical nesting and growth stands. migration areas have been identified in the East Central Region. Some of In the northern parts of the region, the areas provide stopover points for certain Jack Pine areas are inhabi­ migrating waterfowl, shorebirds, tated by Michigan's bicentennial bird, I, perching birds and hawks. Others the Kirtland's Warbler. Listed on the . '' provide nesting sites for a variety of National and State lists of endangered waterfowl, gulls, herons and terns. species, the birds have been known

l:. : 69 I' to nest in very limited areas in addition to State and National Michigan, including parts of forests, eight State parks, numerous Roscommon, Ogemaw and Iosco private and public campground, L~' , Counties. The U.S. Forest Service, State game areas and recreation U·. S. Fish and Wildlife Service and areas are available for recreational the Michigan DNR are planning use. The Houghton Lake area in [-.•-.".·.·. ..I intensified management programs of Roscommon County is an extremely ·' benefit to the Kirtland's Warbler. popular recreation area with numer­ ous year round activities available. Another important species, the Bald Eagle, though not endangered, is Besides its natural environmental considered threatened in Michigan. values, the East Central Michigan Known nesting sites of the Bald region has substantial resources of a Eagle are located in Roscommon, historic and archaeological nature. Clare, Ogemaw and Saginaw Twenty-two sites listed on the Counties. National Register of Historic Places are found in the region, as are many The forests, water and wildlife other sites of State and local signif­ resources of the ECMPDR, combined icance. Ten general locations of with the large areas of public land these sites are shown on the Envi­ in the northern portion, provide ronmental Features map. varied recreational opportunities. In .,_-'

. I I

70 LEGEND

~ ~~sNn:t~f~~~ ~:,.s

-- ONR I'ROPOSED EN~IRONMENT'-l '-RE'-1 PUBliC lANDS-FEDERAl FO~UTS ANO WilDLIFE IIUIIGU STATE FOREST$. 1''-~~S . REC~UTION '-IIHS. C:'-IIE loll AREU AND WilDliFE AIIHI

X ~~~j~:~':.:;:~~;~;r"~:i~~ 0 ;:~~ii:~:~~gNN:~!~~ § ~~T;:S~~~~~~T~~=~~SUGJSTEII S.CS OESIGNATE PIIIIIE AGRICUlTURE LANDS • •• • •• •. WETl.r.HOS

ENVIRONMENTAL FEATURES ENERGY

The question of energy availability is If any new technology is found which another important concern for mobile permits personal vehicle use to be Americans. Whether vehicles will be maintained or increased, this system available to move people from one study would still be usable but the place to another at a reasonable emphasis may be changed to address price is an important variable in the abundant energy supply. determining the direction of future growth in the region . At the time this report was written the conserved energy supply situation If energy used to travel from home was beginning to occur with many to work and back again continues to government officials stating that the consume an increasing amount of a restricted energy situation was wage earners salary, that person rapidly occuring. may find it more economical to move closer to the job site. Moves such The important note to make is that as this may cause a concentration of this study addresses those trans­ urban development and reverse or portation problems that occur in reduce the present urban sprawl every energy situation. pattern and thus curb the amount of energy needed to make work trips. Energy Consumption

Higher energy costs and energy The graph on the following page rationing might lead to increased use shows the amount of gasoline usage of van pools, car pools, mass tran­ projected for each of the three sit, bus facilities, and other energy futures. These curves are based efficient modes of transportation. upon a mixture of vehicles expected The American people obviously to be operating in various future prefer individual vehicles as a mode years. As time passes, older vehicles of travel. Further, the free enter­ with poorer miles per gallon rating prise system will strive to develop are expected to be retired. This personal vehicles that are more means that the gasoline consumed by energy efficient. This knowledge the vehicle fleet will decrease as time plus the great deal of research being passes . This decrease will occur done in the area of battery tech­ while the number of vehicles used nology, new fuels and fuel handling increases. Gasoline consumption will equipment such as hydrogen and also decrease as the vehicle miles of hydrides, plus hybrid vehicles travel increases. research, and new engine design may permit Americans to continue to use personal vehicles at todays rate I I and perhaps even higher rates.

i j

73 PROJECTED ANNUAL LIQUID FUEL CONSUMPTlON ~ TRUNKLINE TRAVEL GALLONS (MILLIONS) 200 220 240 2 0 280 3 0 320 340 1975

Up to 5% Diversion to Other Modes (Abundant} 34.6 'i 1980 Up to 10% Diversion to Other Modes (Conserved) I

Up to 5% Diversion (Abundant) 1990 I Up to 10% Diversion (Conserved) l Up to 20% Diversi ,,~

1: Without Diversion I Up to 5% Diversion I 2000 Up tolD% Diversion (Conserv Restricted 220 I

Note: Vehicle miles of travel increase in all futures. An increase in the miles per gallon on all vehicles operating on the system will result in a net reduction of fuel usage. Without a diversion of trips to other modes the system is expected to experience higher levels .of congestion which results in lower operating speeds and an overall reduction in fuel consumption. Source: Michigan Department of Transportation/Bureau of Transportation Planning ..... STATEI'VIDE PROJECTED VEHICLE MILEAGE PER GALLON

' -:. 26 (FLEET AVERAGE - INCLUDES 25.0 • 25 MIXTURE OF OLD AND NEW VEHICLES) 24 I I i· :·; I \ 23 I 22 NOTE: THESE AVERAGES SHOULD REPRESENT -- THE TRUE MILES PER GALLON. RATING !21.8 z FOR THE VEHICLE FLEET. THESE 0 21 ARE NOT EPA FIGURES. ...:l ...:l ..: 20 I t!> I p:; 19.0 l'il 19 p.. I Ul 18 l'il ...:l I H 17 .... ~ - )116.41 16 I 15 I I 14 13~--1,l,.6~ 13.6 "". 13.65 ,~ 13 !'.... 13.00-· 12 ' ' ' ' YEAR 1960 1970 1980 1990 2000

REGION 7 PROJECTED TRAVEL

16 - WITH AND WITHOUT \1-~~.-o".-:~ ..,~~. 15 TRIP DIVERSION TO "'... ,.. l-- Ul MODES OF TRAVEL OTHER '!, 'I Ul -t~"'· ~" ).··-\ l'il 14 THAN AUTOMOBILE. ...:l l'il ~ •'{ •a;&" # •"' H ...:l "-"0 ~·i<:li-c:,'\ ,, ;l:; H ,.Q;.~.<>i ,~~ .. ..,;:~~~ ...:l:l:: 13 1 l'ill'il ~i-~e •i-t ~ 1,'0.-t \\o~ ..:;~ <~ ~~ 12 "' ·~,~~."'"' ... ~ ~~~ ~:•;"'" ,,~~Q,o~~"'-t"~ :I:E-ttll to 'i-o :i ~"' 11 • ~~~~ <, _, ~<.~"' ~~,o ~'"'iS , .. ~~<;),~" OH 1->' ~Q.~· >< :;,c~o ~ ...:l ~ 10 H H ~~~~.i~ ..: ..... Cl ~- 9

8

YEAR 1970 1980 1990 2000

SOURCE: MICHIGAN DEPARTMENT OF TRANSPORTATION, BUREAU OF TRANSPORT\TION 75 ~~-----~---~------~------~

I I !

AIR QUALITY

Air quality is a concern to both Viewed by itself, it appears air present and future generations. quality will improve in the future. The question of whether the air in However, an important point to realize ·_,r-,•. -.. the future will be hazardous to life is that the improvement in air ' is a concern. For this reason the quality, as a result of mobile emission E Michigan Department of Transpor­ control devices, may be used as a tation has evaluated the affect of tool by decision makers to allow a new pollutants permitted by automotive industry to move into an area where equipment in the atmosphere of additional gases can be allowed to Region 7. enter the atmosphere without causing '•.. · local pollution levels to rise above the 1'. Concentrations of three gases were standard. studied to determine how our air will be affected by transportation gener­ Projected mobile source air pollution ated pollution. The gases studied levels are displayed for each of the are Carbon Monoxide, Nitrous Oxide, nine futures and three different and Non-methane Hydrocarbons. gases. These matrices reflect The last two gases are of greatest average pollution levels per traffic concern because in sunlight, a analysis zone and are not indicative complex chemical reaction J:akes place of local problems that occur at ir­ to form the smog we so often hear regular intervals. ! ! about as a danger to people with respiratory problems. Further, these maps reflect pollutants at the point of generation and do not The gases studied were modeled take into account various prevailing using the U.S. Environmental Pro­ air currents, or pollutants migrating tection Agency (USEPA) forecast of from other states and regions. mobile source pollution. Note should be made that air quality improves in future years. This improvement is a result of the USEP A requirements for increased fuel economy and vehicle emission control devices. Pollution was calculated to depict the total amount of pollution based upon the Kilograms of gases per square mile.

Basically, this model of mobile source pollution shows that the air will improve in quality by 1990 as a result of automotive pollution control devices and more energy efficient vehicles. In 2000, the air will not be as clean as it was in 1990 but it will not be as polluted as it is at the l present time. I

76 ······~@@O@rnJ {!

PROJECTED AIR POLLUTION LEVELS CO(KGMjSQ.MI.)

1980 POPULATION 1990 POPULATION 2000 p

RESTRICTED FUTURE ENERGY SUPPLY

CONSERVED FUTURE ENERGY SUPPLY

ABUNDANT FUTURE ENERGY SUPPLY

~QTE, 1 1990 LEVELS ARE REDUCED AS A RESULT OF NEW VEHICLE EMISSION CONTROL DEVICES 2 FIGURES REPRESENT KILOGRAMS PER S'1UARE MILE PER DAY ------·"-,:. -'··' OO~@O@u:D 7l PROJECTED AIR POLLUTION LEVELS NON- METHANE HYDROCARBONS PER SQUARE MILE 1980 POPULATION 1990 POPULATION 2000 POPULATION

. '. RESTRICTED

FUTURE ,~'

"I : -1 ENERGY : I I ~ .,I SUPPLY '··..>' k i t\t~~~-· : r- i.l

;d L•' ot i ~ " I r~· · CONSERVED .-t~-; L,,.._, I 1: I~ FUTURE ' ' ' . ::t~ ! .\ ENERGY . ! ' ' i ! .... '' SUPPLY ''\ ·k, "·""·~·· i ...... --~--~ t·.~ _'_Ll

l ,.., •. ,. • j ... \' I . • ~-. ; : :- "' ' ,_, \ I ...., .J,_ L, ABUNDANT ) . : FUTURE ENERGY SUPPLY

HOTE· 1 19So0 LE·•EL~ ARE REDUCED A~ A RE~ULT OF NEW VEHICLE EMI~~ION CONTROL DEVICES 2 FIGURES REPRESENT KILOGRAMS PER SQUARE MILE PER DAY 2oo~@D@[~J 71 _._,_ ' PROJECTED AIR POLLUTION LEVELS NITROUS OXIDES PER SQUARE MILE 1980 POPULATION 1990 POPULATION 2000 POPULATION

RESTRICTED FUTURE ENERGY SUPPLY

CONSERVED FUTURE ENERGY SUPPLY

ABUNDANT FUTURE ENERGY SUPPLY

HOTE_ 1 1990 LEVELS ARE REDUCED AS A RESULT OF NEW Yf.HICLE EMISSION CONTROL DEVICES 2 FIGURES REPRESEHT KILOGRAMS PER SQUARE MILE PER DAY ·. s &ll..sto/7!.5 •,tt;tRM. NtJM£ · ~vro · , •. -.,.llt1111'.~ Jl;J.~ MCS ~R~~~~~c 1 !e~

! I

83 DISCUSSION OF ALTERNATIVE FUTURES (POPULATION VS. ENERGY)

A major objective of this study is to study team has identified the ._..: ,' insure that an adequate regional "energy" issue as a central concern i transportational system is developed of future planning efforts. 1 to meet current and future needs of Region 7. To accomplish this objec­ GROWTH AND DEVELOPMENT tive, the study team has recognized two principal factors that will signif­ Changes in settlement patterns will icantly affect the character of future also significantly define the character transportation systems. They are: of the demand for future transpor­ tation services. These population l. The availability of gasoline, shifts, including declining urban and densities, suburbanization and rural migration, are often accompanied by 2. The continuing changes in changes in lifestyle. As communities population. begin to grow and develop, various social and economic activities require NOTE: The Michigan Department an increase in many public services. of Transportation and the In order to accommodate this growth, State of Michigan cannot some local communities are faced with control gasoline supplies or the prospect of extending water, population development. sewer, gas and electric power lines. The Department does have In addition, some transportation the means of forecasting systems will have to be expanded or the effects caused by improved to accommodate increased changing gasoline availabil­ travel demand. ity and population levels. While some communities are experi­ ENERGY AVAILABILITY encing "growing pains", others are struggling economically due to a lack The availability of fuels will define of growth . Such areas are often the costs and much of the character characterized by a high unemployment of future transportation services. rate, low tax base, low income, etc. Today, the fuel supplies appear to Thus, in order to improve these be stretched in an effort to meet conditions government assistance current travel demands. programs are often implemented to stimulate private investment. These The possibility of reduced fuel programs provide the dollars for such supplies can have major effects on facilities as industrial parks, port future transportation actions. development, airport improvements, Should we continue expanding the education and convention centers, highway system? Should we be plus low interest loans for various considering more transit options? housing and industrial projects. Are we going to need additional airports or will the existing facilities From an economic standpoint, an be adequate? Should the railroads active commu11ity establishes a favor­ be pe~"lllitted to abandon their able business climate that can attract I service? Will the region's ports be additional private investments. involved in transporting western coal Socially, these investments can be into the Midwest? It is because of beneficial by providing increased these and other questions that the personal income and employment. In I i 84 ··'--"-- 00§@0@~ [J TOTAL TRIP ENDS PER ZONE 2000 POPULATIO HIGH GROWTH

·~.

20000.'~" ISOOO. RESTRICTED 1&000. FUTURE ENERGY SUPPLY

CONSERVED FUTURE ENERGY SUPPLY

ABUNDANT FUTURE ENERGY SUPPLY

MOTE: TRIP EHOS INCLUDE TRIPS THAT BEGIN AND/OR END IH THE SPECIFIC ZOHE. i 'I 1

addition, a broader tax base can be GROWTH FUTURES used to support better educational and cultural facilities. However, The study team has developed a from an environmental standpoint, an planning strategy based on two domi­ active community can sometimes cause nant factors. It considered the significant increases in air and water possible occurrence of several future pollution levels through haphazard conditions based upon variations of growth. Land use changes can energy supply and population growth. occur that may effect environmentally sensitive areas such as parks, The alternative energy supply futures forests, lakes and primary agricul­ are identified as "Abundant", "Con­ tural lands. served" and "Restricted". The population growth futures are de­ After many decades of disordered scribed as "Low", "Medium" and development, we are now witnessing "High". Combinations of these fac­ a nationwide counter movement of tors yield nine possible situations, or public pressure that is attempting to futures, which are conceptually check, if not reverse, past growth illustrated on the matrix of sample trends. Some communities are start­ futures. ing to fashion new master plans calling for a ceiling on future growth Following is a brief explanation of the and prescribing precise definition of variations within the energy and settlement patterns. In view of the growth futures. potential for future energy short­ ages, these growth management Transportation facility development is policies may not only be a desirable directly related to the expected option, they may also become a mobility requirements of current and mandatory planning action. There­ future population levels. The 1970 fore, the future of transportation Census established the region's year development will also depend on the round resident population at 690,000 rate of growth that is permitted to persons. Forecasts for the year 2000 occur. were developed by the Michigan Department of Management and Budget FUTURE TRANSPORTATION (MDMB). The study team has estab­ DEVELOPMENT STRATEGY lished three possible growth levels as discussed in the Planning Techniques Numerous factors, other than energy Section. These projections were used availability and population change, as a base for the various futures. will influence the region's future The High Growth Future reflects the transportation system needs. Eco­ MDMB projection for the year 2000 nomic conditions, governmental A.D.: influence, incentive programs, avail­ able leisure time, and desirable HIGH GROWTH - This future assumes lifestyles will all play an important that the region's year 2000 population part. Energy and population were will reach approximately 914,000 selected as the dominant factors in persons, a 32.4% increase since 1970. determining the future.

87 i MEDIUM GROWTH This future of synthetic fuels. The single family ' assumes that the region's year 2000 vehicle (automobile) remains the domi­ population will reach approximately nant mode of transportation, rein­ 85 7, 000 persons , a 24. 2% increase forcing urban expansion. This future since 1970. is most typical of recent past condi­ I tions reflecting today's relatively .. ! LOW GROWTH - This future assumes affluent suburban lifestyle. \.!--· ~ .. .. -! '. that the region's year 2000 popu­ 1 lation will reach approximately CONSERVED ENERGY - This future 777,000 persons, a 12.6% increase assumes that energy shortages are a since 1970. long term reality. Fuel conservation is stressed but still based on volun­ Energy Futures tary efforts. The price of fuel has risen significantly enough so that it The study team found that defining begins to make a real impact on three energy futures was a more everyday driving habits. The auto­ difficult task. While fuel availability mobile is still the dominant mode but was considered the determining certain trip purposes, like work factor, both the fuel cost per gallon trips, are shifting to car · pools or and cost per vehicle mile of travel public transit. will also certainly affect its future use. The three possible energy RESTRICTED ENERGY - This future futures are described as follows: assumes that energy for transpor­ tation purposes is in very critical supply. Gasoline rationing would be ABUNDANT ENERGY - This future in effect. Strong government pro­ assumes that there is no energy grams would be implemented to insure shortage. Adequate fuels are proper utilization of the various modal available for transportation either transportation systems. Public tran­ through the discovery of new re­ sit development would be very ex­ sources or through the development tensive. AlTERNATIVE FUTURE PROJECTIONS 2000 POPULATION 2000 POPULATION 2000 POPULATION LOW GROWTH MEDIUM GROWTH HIGH GROWTH MOST CONSERVATIVE FUTURE PUBLIC TRANSIT WOULD Sf PROJECTION MOST SUCCESSFUL IH THIS RESTRICTED FUTURE FUTURE ENERGY 1 2 3 RAft AkD WATERBORNE SUPPLY TRA.HSPORTA.TIOH BECOME MORE COMPETITIVE IN THIS FUTURE i CONSERVED FUTURE ENERGY 4 5 6 I ·SUPPLY

THIS FUTURE MOST CLOSELY HIGHWA.Y IMPROVEMENTS I RESEMBLES CONDITIONS WOUlD IE HEEDED MOST ABUNDANT IH r97a IH THIS FUTURE '. FUTURE ' ENERGY 7 8 9 ' I SUPPLY MOST LIBERAL FUTURE PROJECTION 88 A few examples are listed beneath Likewise, situations may exist where a each heading. These in no way minor highway capacity deficiency represent the entire array of options could be resolved by an "up-to-stan­ available but should be helpful in dard" two-lane roadway. Only im­ associating a category with familiar provement types, such as those listed improvement types. under the "Minor System Improve­ ments" category, should then be It should be understood that these considered as alternatives to solve the three categories of transportation problem. improvements should not be con­ sidered interchangeable,- Each is The point is this transportation intended to satisfy a transportation problems should first be identified problem of a certain magnitude according to their magnitude. Then, except the maintenance or do-nothing only those options which could solve alternative. Minor problems should that particular p·roblem should be be resolved with minor system im­ considered as realistic alternatives. provements. Major problems should To seriously consider alternatives be resolved with improvement alter­ which involve either more or less than natives of greater proportions that is conceivably needed would b'e irre­ will solve the problem. sponsible.

The option of doing nothing always The following level of service matrix exists. This alternative would reflects the various levels of conges­ indicate that people have decided to tion that are expected during the accept or tolerate the impacts asso­ design hour volume period for each ciated with this option. highway link in Region 7. The number of bands indicates the aver­ The do nothing or maintenance age two way congestion level for each option would be the proper recom­ link. mendation for those areas not pres­ ently experiencing or anticipating At the time these matrices were pre­ existing or future transportation pared, this level of detail was the problems. best that could be obtained. At the time this report was ready to be As an example, assume a highway printed, refinements were being made transportation problem where the which would allow the same infor­ capacity of the existing right-of-way mation to be displayed for shorter is clearly inadequate to meet existing' sections of transpo1·tation links. and future traffic demands. No Further, one way design hour level of amount of work of the type under service could be displayed for divided the category of "Minor System Im­ roadways. provements" will solve the problem because additional capacity is These refinements are expected to required. Therefore, those options show 1-75 having crowded and unac­ should be ruled out as alternatives ceptable travel conditions from for further consideration. But, each Genesee County to Bay County. of the highway options identified as "Major System Improvements" would become logical candidates for serious consideration.

91 ,. ~'

l LEVEL OF SERVICE I

I I

NO RESTRICTION ON OPERATING SPEED APPROACHING UNSTABLE FLOW - LITTLE FREED

·.i I

STABLE FLOW - FEW SPEED UNSTABLE FLOW - LOWER SPEED - RESTRICTIONS SOME STOPS

;.. 1 \

!

' ~.

Photographs • J Transportation Research Board • I .-..- STABLE FLOW • HIGHER VOLUMES - FORCED FLOW OPERATION AT LOW .I L RESTRICTED SPEED and LANE CHANGING SPEEDS • MANY STOPS ...

92 1, 2 And 3 Lines Good Travel Conditions LEVELS OF SERVICE LEGEND 4 And 5 Lines Crowded Travel Conditions 6 Or More Lines Unacceptable Travel Conditions 2000 POPULATION 2000 POPULATION 2000 POPULATION LOW GROWTH MEDIUM GROWTH HIGH GROWTH

. '" 1\ .. ~ v J RESTRICTED ~ 1\1 ~ ~ ml 't:- !j!J '"" 'b- G ~~ ' ,/ ~ ~ FUTURE Iii~ '/~ ~~' ,,~~ fii1 e ' . 'r;. "'-._ ~ i _)~ . ~. LV -~ ENERGY r 1 fY 1i> ·.:::~ ~ v-\ ~t> SUPPLY 1- \...,. y /.J?..\ !V~ It >1'> I "'[ l !l>~ lr- " \...,. . ~ ... "' :ffi~12 ~ - i I~ 1 ~ " \ T IQ11~1;f ~ " - ' ~~ I~)\ l' ~~~ ,., I ~!> SUPPLY ~~~t' y::,. :&~ !.<>- I 1 ' ~ \4o. . \"' ~~ i- \4!> - \ lq • ~ \ I J@'i. U' II~ :C ~-, I IQ l~ ~:-~ ' . \ . -1-o;,. tr> ) j ~ ]\_' ABUNDANT ~ p' ~t' !~" t--''"-~TI ; ~~ ~ ' ' FUTURE @ ~'L v l/ £..~~ ~. ~~ J ~~ liil .:'!:1 . ~ -~ l"- _.{v , ENERGY ~ "'- ' -~-~ ---~ l ~ -""" 1i> '' ~t>~ SUPPLY ~-v"'- l.;,o. • &11. ;z o-.lao, \ "'•. il>~ ~- ""' . :: --:--,-; IQI'-lJ 11-~1 ~. I q ' + \.~.\ " i T -1 olil.ll ~~ NOTE· 1 THESE SER'v'ICE LEVELS REFLECT DESIGN HOUR VOLUMES AND DESIGN HOUR VOLUME CAPABILITIES 2 CIRCLED AREAS ARE BEING HUDIED SEPARATELY UNDER A COMPREHENSIVE, COOPERATIVE AHD CONTINUING TRANSPORTATION PLANNING PROGRAM REGION 7 , I , LEVELS OF SERVICE / "'

1 LINE =A 4 LINES= 0 ] CROWDED TRAVEL CONDITIONS 2 LINES= B J GOOD TRAVEL CONDITIONS S LINES= E 3 LINES= C 6 LINES= F ] UNACCEPTABLE TRAVEL CONDITIONS

1975 1980 EXISTING LEVELS OF SERVICE LEVELS OF SERVICE ~

=t51~ <@> ~ ® ~®

1990 2000 LEVELS OF SERVICE LEVELS OF SERVICE <15> ~ ~ l 4!> m s~ ~ ®, ® ~,I j: 0 ~

I ~ ~I I ! ~ 57 4V~ <@> =r lit w ® ® ® ~ -- ~

NOTEo THESE LEVEL OF SERVICE PLOTS DO NOT REFLECT ANY MODAL SPLIT TO OTHER FORMS OF TRANSPORTATION 95 SECTION N STUDY FINDINGS r)

Numerous conclusions have been 5. Existing transportation facilities reached during the course . of this are experiencing varying degrees study. Obviously, they vary consid­ of deficiencies, a situation which erably in the degree to which they is expected to worsen if remedial could affect transportation related action is not taken. decisions. While many of these findings are stated previously. 6. Energy and growth are two key Others are less obvious. Therefore, variables in determining existing the study team has attempted to and future transportation needs. objectively state some of those findings which are felt to be most 7. Using energy and growth as pertinent to the choices before us. variables produces a wide range It is hoped that they will serve to of multi-modal transportation highlight the major phases of the networks, each related to a study and focus attention on the particular future condition. '. i decisions that must be made. 8. Numerous transportation system The study findings include: deficiencies occur in each future situation. l. The East Central Region is predominantly rural, with major 9. Some system deficiencies are concentrations of population and common to all future situations. economic activity located in several areas including, but not 10. There are basically two options limited to Bay City, Midland, to consider in dealing with these Mt. Pleasant, Saginaw, Alma, existing and future deficiencies: Clare, Tawas, Caro, Bad Axe, and St. Louis. a) Do something to correct system deficiencies 2. The region is undergoing con­ b) Maintain the existing system siderable change, being one of (Do Nothing) the faster growing areas in the state and country. 11. Generally air quality affected by mobile pollution sources will 3. Natural environmental features improve considerably between provide a wealth of recre­ 1980 and 1990. In the year 2000, j ! ational, industrial, and com­ air quality affected by mobile mercial value to the entire pollution sources is expected to state, contributing significantly decrease slightly but it will be to the economic base of the better than the 1975 and 1980 region. air quality. 4. Travel in the region reflects r~ recreational interests, surging on weekends during summer months.

96 Specific Report Findings 10. If energy supplies remain abun­ dant, corridor studies will be Highways needed on M-15, M-20, M-25, M-24, M-33, M-46 and M-55. 1. The US-23 corridor from M-61 to Oscoda shows a level of 11. Sub area studies may be needed service in D and E all nine as problems arise in Mt. futures, which is poor for rural Pleasant, Alma, Clare, Harrison, trunkline routes. Standish, West Branch, and other communities with through 2. I-75 from Flint to Bay City will trunkline service. be operating at a level of service D and E in all nine Aviation futures. 1. Tri City Airport improvements 3. Intersection or spot level of are scheduled to extend the service problems occur at the runways, taxiways, improve junctions of several state trunk­ lighting facilities, and relocate lines in all nine futures, in­ instrument landing equipment. cluding I-75 and M-55, M-18 and M-61, M-61 and US-23, M-53 and 2. Roscommon County Conser- M-142, US-27 and M-46. vation airport needed improve­ ments include a seal coat on the 4. Accident rates are highest on existing runway, runway rural two lane highways with lighting, beacons, and wind­ opposing traffic. cones.

5. Sub area transportation studies 3. Vassar - Millington - Construc­ should be continued in the Bay tion of a new airport is recom­ City and Saginaw metropolitan mended for this area. areas. Public Transportation 6. A sub area study of Midland's entire system of interchanges 1. Countywide Dial-a-Ride systems with US-10 is warranted. are recommended for initiation in each of the 14 counties in Region 7. An analysis of developing 7. congestion on M-83 from I-75 to M-15 through Frankenmuth 2. Intercity bus service is recom­ should be continued as a sub mended for continuation and area study. improvement using Department of Transportation's low interest 8. Methods of separating pedes­ loans, demonstration grant trian and trunkline traffic in programs, and terminal con­ Frankenmuth should be studied struction grant programs. in detail.

' I 9. Caro should be established as a I sub area study to evaluate methods of alleviating congestion and accident problems on the trunkline route to the thumb.

97 ------~

Railroads Improvements proposed for Aviation, Public Transportation, Non-Motorized I. Rail service continuation is Ports, and Railroads are those recommended for all routes in necessary to either complete or It Region 7 until detailed plans maintain certain minimum standards are developed for the rail and service requirements established system. by either Congress, the State Legis­ lature, or the Michigan Department 2. Preparation of a detailed freight of Transportation. movement plan is needed to establish the true costs and benefits of various rail service In many cases the recommended routes. improvements will have the purpose of providing alternate transportation opportunities for · the movement of people and goods. In other cases the Non-Motorized improvements are recommended to provide mobility for elderly and Construction of new non-motorized handicapped individuals who normally facilities is recommended for areas would be home bound. Other im­ that demonstrate a need. These provements are recommended to pro­ would be areas where a new link is vide a stimulus for industry and needed to supplement a non­ commerce. Sometimes all these im­ -:i' motorized system or a local plan. provements may appear to be un­ -_: needed or unwanted when viewed by It is recommended that non-motorized people whose primary means of trans­ projects be constructed in conjunc­ portation may be an automobile. tion with highway projects or inde­ However, all are viewed as necessary pendently as funds are available. and important by the people, indus­ try, and government they help. Port Facilities

The Michigan Department of Trans­ portation is prepared to provide manpower and matching funds (with legislative approval) to port authorities .

Two or more governmental bodie:> may for:m a port authority to stimu·­ late economic development through the use of its water resources.

Improvement of commercial harbors is recommended to provide a stimulus to business. I I

98 SECTION 0

POST PUBLIC HEARING PROCESS

The record will be kept open for a The final report will include a list of period of ten days after the public corridors to be studied in detail. hearing. The 10-day period is to The report may also recommend that allow individuals an opportunity to immediate action be taken to alleviate enter written comments on the new problems discovered through the record. public hearing process.

Once all of the testimony is received Once the final report is completed, a by the Department, the study team series of public meetings and news will evaluate the comments and releases will be made. These prepare a list of recommendations for releases will be to advise the general the Director. The Director will then public about the priorities finally evaluate these recommendations and established by the Michigan Depart­ issue a final report. ment of Transportation.

I I. I

'-) i

99 li I:

- -j

Appendix

I I ~ TRUNKLINE CLASSIFICATION

To properly plan and develop the Ste. Marie, Port Huron, and the total state trunkline highway system, Windsor Tunnel and the Ambassador it is essential to determine what Bridge in Detroit. f~nctions each segment of highway is to perform in the completed plan. In addition to the Interstate System, Therefore, all routes have been the Michigan Legislature has identified analyzed and classified according to specific routes and provided specific their predominate function. It is funds for their development to facil­ also necessary and helpful to eval­ itate statewide travel. To provide a uate the socio-economic data of all complete statewide arterial system, places and to rank them in an as­ the Interstate System and the other cending scale of classes representing specially identified routes must be marked differences in importance as augmented with other routes that are attractors of traffic. Five of these also designated as statewide arterials. classes, containing some 150 places Many of these routes are of equal more or less, are considered as importance with those of the other warranting state trunkline service. two groups. This total system should These classes are: (1) Metropolitan be so designed and located as to Centers, (2) Regional Centers, (3) accommodate most long distance trips District Centers, ( 4) Area Centers, throughout the state. Directness of and (5) Special Interest Centers. travel between major destinations Special mention must be made of the should be a foremost consideration in Detroit Metropolitan Area. It is determining the final location of these more than a Metropolitan Area, or highways. City, but must be considered as a region embracing other cities of The two principal criteria used in economic importance, and, as such, selecting the statewide arterial system is recognized as a National Metro­ were: (1) All places classified in politan Area. categories 1 and 2 (the major traffic attractors) should be interconnected, Classes 1 , 2, 3, and 4 places are and (2) All geographic areas of the considered of sufficient importance state should be within a reasonable from the statewide viewpoint to distance of this system. Business warrant direct state trunkline routes serving Class 1 and Class 2 service. The specifics of such places are considered an integral part l: j direct service are to be determined of this system. through the development of individ­ ual plans. Class 5 places are con­ Regional arterials have primarily sidered to warrant proximity service, regional, rather than statewide sig­ and, therefore, do not r~quire direct nificance, and serve primarily the connection to a bypassing route. places classified in categories 3 and 4. Combined with the statewide The Interstate System in Michigan arterial system, the regional arterials, forms the backbone of the statewide for the most part, complete the , I arterial system, although there are state's obligation to provide a state­ additional routes throughout the wide highway system. The primary state which are of equal importance. function of the regional arterials is to The Interstate System serves all extend 'State trunkline highway serv­ urbanized areas of over 50, 000 ice to the lower levels of classified population and connects with four places by serving as rural connectors points of entry with Canada: Sault between these communities, connecting

a-1 them with the statewide arterial and connector highways included in system, or by serving as business the plan. These routes serve the routes. special interest centers (category 5) such as state parks and institutions The fourth and last category is the or are included on the system because other state trunkline local arterial of their scenic qualities.

_-,-l

. ;

I

a-2 1975 ACCIDENT RATES ® ® • ACCIDENTS PER 1006 V.M.T •

r oscoo.o. 0-299 ---300-599 600+

UBLY

~OAESTVIll[ I

CASS ARGYLE CITY~ 0 OfCI([RVILL[

BRECI'::ENRIOGE .ILMA

ITHACA P[CK 10 L[XINGT~ BROWN CITY CRO WELL ~ORTH BRANCH 1l 4} OAKLEY !

MICHIGAN DEPARTMENT OF TRANSPORTATION, EAST CENTRAL MICHIGAN (REGION n

--·-o:<: 1976 ACCIDENT RATES

® ll ACCIDENTS PER 1006 V.M.T.

r ROSE C!TY 0-299 ___-==... 300-599

,.ESTER --600+

p) ....I

ROSEBUSH

UNIOtMLLE ~-----~ Ll'-41 --~C'!!AS~S~ ARGYLE PLEASANT C•TY "' 0 SHEPHE'IO OECII:EINILLE '

SAIII!LAC ~·===~Sio!Tt'iL;;O i @ OAKLEr ~ ·;- I - ~ @J FLI T I r I I MICHIGAN DEPARTMENT OF TRANSPORTATION, EAST CENTRAL MICHIGAN (REGION 7) I

lI I - ,_'"J ·-~--~--:....J

19n ACCIDENT RATES I? P.,.rF­

ACCIDEHTS PER 10o6 V.M.T.

0- 299 ~---- 300 - 599 ---600+

49'-~ MARl< I v

UBLY

~ORf_STVILLE ' CASS ARGYLE CITY 3 0 OECJ~;(RVILLE ~o~tMANS PQI!T SANILAC ;:,"'~~!:~~;::~~~~~;,;~~,-;::~:,4r==='l'~'~"!"''~r W:JNGSTON u- :;a~lll£ 11 MARLETTE

LU!I«;TO't rfHACA P(CM. IG CRO wELL '"'""CITY CLIO BRAMCH OTISVILLE MT MORRIS r~" <1}> ~ "rFLINT I

MICHIGAH DEPARTMENT OF TRAHSPORTATIOH, EAST CEHTRAL MICHIGAH (REGIOH 7) 1975 FATAL ACCIDENTS @ I ACCIDENTS PER 1006 V.M.T.

fJ'>':OOA

0 __ .... 1 -.3 --- ·3-.:.6 --6+

41>1] ~, ~"~'""!100!1'-c.-~~~ WHITE 'iTAR

D) ...I

I

CASS I C•TY ~

,.OIIANS

MARLETT[ ALMA

ITHACA L[llNGTOJt "" .:IIC WE.ll "''""CITY ASHLEY CHESA"'ING SRAitCH I OAKLEY <§>,, r·" r

MICHIGAN DEPARTMENT OF TRANSPORTATION, EAST CENTRAL MICHIGAN (REGION 7)

I I - - .d 1976 FATAL ACCIDENTS ~' [l_i] \~ ACCIDENTS PER 1006 V.M.T. lfOSF /1~., CIT~ O<;'illlA' II ==0 •••••••• 1 -/ ---3 ;_ (1 -6f

I» ....I

l)~IQNVI\ tf l

(!~\1" "•rt ,..._ 0

41 MA

ITHACA

flAKl[ r

MICHIGAN DEPARTMENT OF TRANSPORTATION, EAST CENTRAL MICHIGAN (REGION 7) 1977 FATAL ACCIDENTS ® ACCIDENTS PER 1006 V.M.T.

r ~OSE CITY =0 •••••••• 1,...--3 NESTER --- 3 ...... ~ 6 --6+

Ql I "!ARBOR PIGEON BEACil - ELK TO~

UBL"' ROSEBUSH •

9

0 OEnERVILLE

r.I[RRILl

BRECK[NRIOGE 19 ALMA MARLETTE

ITHACA P~(l( 90 L[XIItGTON BROWN (IH ~PDS,.,.~Lc I P[RRir."TQN ASHLEY CHESANING <& i ~ r BRA!OCH,,., 11 ~ IE GA~l[Y r II I MICHIGAN DEPARTMENT OF TRANSPORTATION, EAST CENTRAL MICHIGAN (REGION 7)

JL.J$ ;;g:,; I ·- - '' _:i_.: . .' . ;' J Bibliography ------·------·--·--~--·~------~------~ ------., I

I '- i ·"!

lhomas P. lAuLhor and Staff Contact) Paller and Pion I 1976. Documents Rural Trans ortation Inventor . Karnes, larry. Author and Staff Purpose: Contact). 1976. These documents provide formal Technical Guide Plan.· .guidelines for future governmental Ward, Charlys. Staff decisions. Emphasis Is placed on Contact). 1978. goals, policies, objectives, or pro­ grams. Background material con­ Sa inaw River• Port Inventor• cerning Issues, trends and resources Karnes, larry. Author and Staff may be Included, but not to the ex­ :U! ...... , ..np<

Socio-Economic Inventory and Projec­ Add! tiona! Bibliographic Informa­ tions. Sygo, Ji·m and Raven, Dale. tion: Unless otherwise noted, these (Authors and Staff Contacts). 1977. reports were developed and published Overall Economic Oevelopn~nt Pro­ .) I by the ECHPDR staff. Prior to 1977, ~· Lichty, Jeff and Henck, Pat. Wastewater FacTI I ties Inventor . regional reports were published in (Authors), Joe Burks. (Staff con­ Raven, Dale and Sygo, Jim. Edttors Essexville, HI. Publications after tact). 1976. and Staff.Contacts). 1977. that date come from the Saginaw, HI • • Water Quality Inventory and Environ­ office. Regional Perspective, ECHPOR: mental Water Qualtiy Relationships. Raven, Oa I e and Sygo, Jim. (Ed I tors Alternative Institutional Plans. Housing Plan. Ward, Charlys. (Auth· or and Staff Contact). 1978. and Staff Contacts). 1977. Raven, Dale and Sygo, Jim. (Editors and Staff Contacts). Ernst and Water Su and Conve ance Faclll- Ernst. 1977. land Use Policies. Schroeder, Thom­ ties. Goergen, Thomas. Author and as. (Author and Staff Conta¢t). Staff Contact). 1977. Coastal Zone Area Report. Goergen, 1978. Thomas. (Author and Staff Contact). ECHPDR. 1975. Summar to the Housin Plan. Ward. Charlys. Author and Staff Contact). Comprehensive ·law Enforcement and 1978. Criminal Justice Plan. Warren, DennIs, (Author}, Thorne, Robert. Selected 208• Plan. Raven,• Dale and (Staff Contact). 1976. Sygo, Jim. (Editors and Staff Con­ tacts). Chester Engineers. 1978. Much Ado About Something. Hersman, Jon. (Author). Schroeder, Tom. Water Quality Goals and Plan Selec­ (Staff Contact). 1975. tion Criteria. Sygo, Jim and Raven, Dale. (Editors and Staff Contacts). rhP"tPr Fnnin•• .... r<:. 1q1'7

•. • ,i

b-2 1"·1----•• p !_ routes. Available with and without Areas of Environmental Concern Ill: water features, variety of sizes. Floodplains and High Risk Erosion I~ jeglonal reports often Include maps Areas, 1978. as a means-of Illustrating the top­ USGS Topographic Quadrangles - Re­ Ics and trends discussed In the text. gional coverage In black and white, Areas of Environmental Concern IV: 'i'<:-.)ver the years, the Region has accu- at scales of 1:2~,000 and 1:250,000. Historic and Archeologfc Sites, _--:,\ulated a vast stock of base and I. Quadrangles, 2. By county. b.ihema tIc maps. The maps are ava li- 1976. able In a variety of scales (or Hlchlgan Oil and Gas Fields, 1973 . F~lzes), and on an array of media • • paper, acetate, etc.). The ~--Jmylar, City/VIllage Base Haps: land Use Polley Considerations, 'following discussion does not begin 1978. to describe the numbers and kinds of Purpose: These maps provide the base ~--"1aps we have available, b_ut It does upon which other kinds of data can Local Units of Government. ~-:lrovlde a r~presentatlve listing of be plotted. The base maps show a L.!hose that are most useful. community's _boundaries, street sys­ East Central Region: Population of tems, and major water features. Cities and VII I ages, 1975. )<-1eglona1/County• Base Haps:• f'·; 1970-2000 Projected Population Change ! ."lurpose: These maps provide the Regional Report• Haps: • base upon which other kinds of data Forested Areas. ';population, recreation facilities, Purpose: Regional Inventory, Polley jgricultural lands) can be p_lotted. and Plan documents have Included Generalized Surface Formations, 1955. over 100 different maps portraying a Highway Planning Survey Haps - show variety of data. The following list Hajor Drainage Basins. -ederal and State highways, primary Is a selection of the maps original­ :ounty roads, counties, townships, ly produced for reports which are a­ Topographic Features. '.,''ectlons, cities and villages, major vailable In the office on llxl7 pa­ water features. Available In sever­ per. A complete bibliography of Airports, 1976. : 1l scales. Source: Hlchlgan De­ maps In Regional reports Is also a­ : :.~;artment of Transportation. I. ln­ vailable. Average Dally Vehicle Traffic, 1976. i_;::Jivldual Counties (several sizes), Essential Agricultural lands, 1978. 2. Planning Districts (one size), Hf9hways- Trunkllnes, Primary Roads ,. Region (several sizes). Areas of Environmental Concern 1: local Roads. State and Federally Owned lands, i,tHPDR Townships shows townships Port facilities ontheSaglnaw River, boundaries, and the cities of Sagl­ 1978. Hich1 gan. ;-·-::;aw, HI dland and Bay City. Ava I I able Areas of Environmental Concern II: HI th and wl thout unit names. Sever- Railroad Facilities. :")1 sizes. Wetlands, Wildlife Flooding Areas, Trout Streams, and Natural Rivers, State Trunkllnes. ('~;~lonal location Hap- shows cities, 1978. bunt ies. and major transportation_-·----·--·------~~------·------··-·----· i.l

!

b-3 i._] i 'I

r "i i i l ! ' .. ··

Prime and Essential Agricultural Hethods of land Use Planning. Co rehenslve Policies Pro ect. Lands. Comprehensive Studies Divi­ Schroeder, Thomas and Jenkins, Schroeder, Thomas Author and staff sion. Jenkins, Harlla and Schroeder, Harlla. (Authors and Staff Contacts) contact). Saginaw, 1979. Thomas (Authors and staff contacts). ECHPOR. Saginaw. 1978. il Saginaw, 1979. Definition and maps ECHPDR Policies. of regional prime and essential ag­ Recreation Plans. Northwest Hlchlgan Schroeder, Thomas Author and staff r1cul tural lands. Regional Planning Commission. Re­ cont.-rtl. Saginaw, 1979. , I printed by ECHPOR with their permis­ Chan es In Zonln sion. Jenkins, Harlla and Schroeder, t I on-Comprehens ve Thomas. (Editors and Staff Contacts) Staff Jenklns,Harlla and Schroeder, Thomas, 1978. HI. 1978. (Compilation and Staff Contacts).Sag­ inaw, 1979. Lists latest changes In Future Growth. zoning law for townships, counties, l•p a ell end Optlau Author and staff and city villages. Hap. 1979. Purpose: Planning Requirements for land and Impacts and Options Is a nr:mthly ln­ Water Conservation Fund Grants. nluslon In the ECMPDR Newslette~. Planning Aashtance Jenkins, Harlla. (Author and Staff Its Intent Is to present discussions Contact). Saginaw. 1978. of current policies, Issues, pro­ Sarles grams, and problems, In more depth Public Act 116: Preservation of Ag­ than ·a newspaper/newsletter article Purpose: ricultural Land. Jenkins, Harlla. allows. Emphasis Is generally (Author and Staff Contact). Saginaw. placed on the possible "fmpacts11 of 1978. These documents are designed for lo­ federal, state, regional, and local cal decision-makers wl th the goal of programs and ~ollcy formulation. helping them understand the reasons, USDA's Draft land Us~ Pol lcles, rationale and responsibilities of Jenkins, Harlla. (Author and Staff planning. The orientation Is prac­ Contact). Saginaw. 1978. tical, minimizing jargon and complex methodologies, and emphasizing a 11how to11 approa:.h.

A-B-C's of Con~~nity Planning. Sears Roebuck & Co. 1962. Reprinted by ECHPDR wl th theIr preml ss ion. ' Schroeder, Thomas P. (Editor and Staff Contact). 1978. I local Planning Groups. Schroeder, Thomas P. (Author and Staff Contact) FfHPOR ":-ortln'lJ·r 1Q7A i ---:

'. I I I

b-4 ! ' I I

[',___ __ Jay. (Staff Contact). Saginaw. 1978. Population Profile. Comprehensive Studies Division. Schroeder. Thomas lhwahtto r and Jenkins, Harlla. (Compilation and Staff Contacts). Saginaw. 1978. , J Purpose: for each of the· reg I on 1 r; lit coun­ This monthly publication presents; ties: I) ~ge Distribution, 2) Enu­ updates on program activities, pro­ Regional Penpec.tlve: CO!!frehenslve oeratlon Districts: Hap, Population ceedings of commission meetings, new Studies. Schroeder, Thomas and Ward, and Housing Counts, 3) Education, activities and requirements, notifi­ Charlys. (Staff Contacts). Essex- ~) Population Projections, 5) Popu­ ' vllle. 1976. lation Trends, 6) Racial Distribu­ cation of public hearings and meet~ tion. lngs, etc. In a newspaper format. The current mailing list Includes Transportation. Karnes, larry (Staff over 1,500 interested citizens, li­ Contact). Essexville. 1976. braries, leglslatdrs and public of­ •••••••• ficials. Interested persons can be .1/.A.T.E.R. Program. Sygo, Jim (Staff I• f•r • • tlo • I nllotln Contact). Essexville. 1976. placed on the mailing list by con­ Purpose: tacting the regional office. COIIITY Dill IIlilS Regional Information Bullet[Mo>rn­ ·._·. POPUlAIIOI PIOFIU -c ECHPDR Newsletter. Findlay, Don. !J vlde data for the 1~ county~r~g~~~. ') ((Editor and Staff Contact). Honthly r usually on a township basis.~ ;;-;; !publication. Saginaw, HI. COUIJY Dill IIIIlS ..... _. bulletins present Information In a POPUIIIIOI fiiOIIll more compact, easily referable form • ' than reglona1 documents or census B ro churu ·- COIIIIIY Dlll 111111 reports. :~' POI'UIAQOII PlOt COUNTY DAI :~, Purpose: • 1970 Housing and Population. POPUli I Comprehensive Studies Dlvls5on. Regional brochures provide a one Countr Data Serle• Schroeder, Thomas P. (Compilation page summary of program areas. They and Staff Contact). Delta College. generally Include an explanation of Purpose: 1973. Regional: population, births, -,what the program Is Intended to do, deaths, •lgratlon. Haps. :a description of the funding source, County data sheets provide Informa­ 1 ' and a descrl pt I on of the area 1 s pro­ tion on counties and their minor 1975 Estimated Population and 197~ duct. civil divisions. Huch of the Infor­ Per Capita Income. Comprehensive mation Is already available In the Studies Division. Jenkins, Harlla regional Inventory documents. The and Schroeder, Thomas. (Compilation data sheets present Information In a and Staff Corotacts). Saginaw. 1978. ; nore compact, eas11y referable form Regional: I) population; 1970, 1973 than the regional documents. An~ex­ and 1975, 2) per capltw·money In­ planatlon of the Information and Its come; 1969, 1972 and 197~. 3) map of [·_!Economic Development: The Region's relationship to current Issues Is ECHPDR townships; Percent Population Rnlf'. Uf>nrk P:1t fAuthnr\ ln..,nn .. nnt ln,..1•tri<>A rh ...... 1C"''1n-1n-rc

b-5 ------~------"''~-~n

!

r:_ 1 If' I

Assessment of Current Water Quality In the ECHPOR. Sygo, Jim and Raven, Dale. (Editors and Staff Contacts). In wtn torr Do cum • nil Chester Engineers. 1976. Purpose: Baseline Facilities, Waste load, and Regional Perspective (ECHPDR):• Residual Pro ectlons. Raven, Dale These documents Inventory regional and Sygo, Jim. Editors and Staff Analysis .o[ Housing Needs. Ward, resources, Identify trends, and dis­ Contacts). 1977. Charlys. (Author and Staff Contact) cuss Issues. They are formal and 1976. usually technical In nature, with Coastal Zone Area. Goergen, Thomas. emphasis placed on thorough presen­ '(Author and Staff Contact). 1975. Connunltl Facilities. Schroeder, tation and explanation of.date. ·Thomas.Author and Staff Contact). Detailed Plan of Study for 208 Water 1976. Additional Bibliographic Informa­ Quality .Management Plan. Chester tion: Unless otherWise noted, these Engineers. Sygo, Jim. (Staff Con- Housing Constraints. Ward, Charlys. reports were developed and published , tact). 1975. (Author and Staff Contact). 1976. by the ECHPDR staff. Prior to i977, regional reports were published in .Economic Report. Lichty, Jeff and Essexville, HI. Publications after Henck, Pat. (Authors). Joe Burks. this date come from the Saginaw, HI (Staff Cont01ct). July, 1976. Land Usc! Analysis. Naphln, Rosemary. based office. I (Author,l. Jenkins, Marl Ia. (Staff Contact;,. 1976. ·' AI ternat lve Structural and Non­ ·and Raven, Structural factors. Sygo, Jim and :Contacts). Raven, Dale. (EdT tors and Staff Con­ Land Use Inventory. Naphin, Rose­ tacts). Chester Engineers. 1977. mary. (Author). Jenkins, Harlla. Industrial Development Directory, (Staff Contact). 1975. -ECHPDR. Lichty, Jeff and Henck, Pat. Alternative Structural and Non­ (Authors). Joanne Jay. (Staff Con­ tU nera I Resources. Schroeder, Thoma's Structural Plans and Their Conse­ tact). 1976. uences. Sygo, Jim and Raven, Dale. P. (Author and Staff Contact). 1976. Editors and Staff Contacts). 1977. Institutional System Inventory. Natural Elements. Schroeder, Thomas .Sygo, Jim and Raven, Dale. (Editors P. (Author and Staff Contact). 1976. Areas of Particular Concern In the and Staff Contacts). Ernst and Coastal Zone. Goergen, Thomas. (Author and Staff Contact). June, Ernst. 1977. Pattern of the Past. Naphln, Rose­ mary. (Author). Jenkins, Harlla. 1976. Non oint Source Inventor . Sygo, Jim (Staff Contact). i975. ·and Raven, Dale. Editors and Staff Assessment of Current Water QualIty Contacts). Ernst and Ernst. 1977. Conditions and Factors Responsible Population. Schroeder, Thomas P. (Author and Staff Cont~tt). 1976. For Those Conditions. Sygo, Jim and 'Po ulation Pro ectlons. Raven, Raven, Dale. (Editors and Staff D~le. Author and Staff Contact). 1976. Recreation Facilities. Schroeder, I Contacts). Chester Engineers. 1976. I

Economic: Analysis For Highways. Robley Highway Investment Analyait Package (P466) Winfrey, 1966, International Texbook (HIAP). Volume 1, Uter's Guide, March 1976 Co., The Holdon Craftsman Inc:., Scranton, - FHWA, USDOT. I Pa. I :i

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