2040 Transportation Plan (25MB PDF)

Transcription

Michiana on the Move
2040 Transportation Plan
November 2014
Michiana Area Council of Governments
227 W. Jefferson Blvd.
County-City Building, Room 1120
South Bend, IN 46614
Acknowledgments
2014 Policy Board Members
Judy Stone
Larry Thompson
Allan Kauffman
Marsha McClure
Councilman, Marshall County
Chairperson
Jessica Clark
Commissioner, St. Joseph County
Treasurer
Ralph Booker
Mayor, City of Nappanee
Mayor, City of Goshen
Joseph Thallemer Mayor, City of Warsaw
Pete Buttigieg
Oliver Davis
John Letherman
Frank Lucchese
Dick Moore
Kevin Overmyer
John Reisdorf
Mark Root
Bob Sanders
Mark Senter
Ron Troyer
Ron Truex
David Wood
2014 Transportation Technical Advisory
Committee Members
Mayor, City of South Bend
Councilman, City of South Bend
Councilman, Elkhart County
Commissioner, Elkhart County
Mayor, City of Elkhart
Commissioner, Marshall County
Councilman, City of Mishawaka
Councilman, St. Joseph County
Councilman, Kosciusko County
Mayor, City of Plymouth
Councilman, City of Elkhart
Vice-Chairperson
Mary Cripe
Secretary
Larry Magliozzi
Vice-Chairperson
David Cagany
Member
Tim O’Donnell
Member
Member
Member
Member
Member
Member
Member
Member
Member
Member
Commissioner, Kosciusko County Member
Mayor, City of Mishawaka
Member
Chris Dressel
Angela Fegaras
Rick Gaul
Chris Godlewski
Laurie Baker
Jerry Halperin
Bill Holder
John Leckie
Michael Machlan
Roger Nawrot
Scott Tilden
Ken Prince
Ron Robinson
Jeremy Skinner
Jeff Taylor
Gary West
St. Joseph County Engineering
Chairperson
Marshall County Planning
Member
City of Goshen Engineering
South Bend PTC (Transpo)
St. Joseph County Area Plan
Vice-Chairperson
Member
Member
South Bend International Airport Member
City of South Bend Community
Investment
INDOT LaPorte District
City of Plymouth Public Works
Elkhart County Planning
Marshall County Highway
INDOT Central Office
Kosciusko County GIS
INDOT Fort Wayne District
City of Elkhart Engineering
City of South Bend Public Works
Kosciusko County Highway
City of Mishwaka Planning
Kosciusko County Administrator
City of Warsaw Planning
Elkhart County Highway
City of Mishawaka Engineering
Member
Member
Member
Member
Member
Member
Member
Member
Member
Member
Member
Member
Member
Member
Member
Member
Acknowledgments
MACOG Staff Members
James Turnwald
Zachery Dripps
John-Paul Hopman
Greg Slater
Joe Mehl
Caitlin Stevens
Erin Roznik
Jeremy Reiman
Tierra Harris
Thomas Yuill
Russ Ragimbekov
Carla Keirnan
Shirley Czerna
Johnnie Woggon
Debbie Gardner
Lori Ratliff
Ben St. Germain
Executive Director
Principal Planner
GIS/Network Modeling Manager
Senior Planner: Traffic Count Manager
Regional Planner
Regional Planner
Regional Planner
Environmental Planner
Transit Planner
Transit Planner
Senior IT Manager
Office Manager
Assistant Office Manager
Transit Administrative Program Specialist
Fiscal Accounting Manger
Fiscal Accounting Coordinator
Intern
Table of Contents
Chapter 1: Introduction
3
Purpose of the Plan
4
MPO Background
4
Planning Area
5
MAP-21 Planning Factors
6
Planning Process
6
Chapter 2: Regional Overview
11
Geography of the Region
12
Transportation Network
13
Chapter 3: Trends & Projections
29
Population Trends
30
Household Trends
33
Economic Trends
35
Travel Patterns & Trends
37
Chapter 4: Recommendations
45
Crossroads of America
46
Recommendations
49
Table of Contents
Chapter 5: Financial
53
Federal Funding Programs
54
Local Funding Programs
55
Transit Funding Programs
56
Highway Trust Fund
57
Financial Plan
59
Chapter 6: System Performance
63
National Performance Measures
64
State Performance Measures
66
Local Performance Measures
66
Appendix A: List of Proposed Projects
69
Appendix B: Michiana Area Travel Study 89
Appendix C: Modeling Process
93
Appendix D: Air Quality Conformtiy Analysis
105
Appendix E: Red Flag Investigation
109
Appendix F: Environmental Justice
143
Appendix G:Congestion Management Process
151
Table of Contents
Figures
Figure 1-1: MACOG Planning Area
5
Figure 1-2: Transportation Planning Requirements
7
Figure 2-1: 2013 Estimated Population Ranking of Cities and Towns
12
Figure 2-2: Region Location
12
Figure 2-3: Roadway Network
13
Figure 2-4: Number of Crashes by County from 2009-2013
14
Figure 2-5: Percentage of Crashes Resulting in Injury by Type of Injury
15
Figure 2-6: Regional Public Transit
16
Figure 2-7: Transpo Ridership by Route 2012-2013
17
Figure 2-8: Transpo Annual Ridership
17
Figure 2-9: Interurban Trolley Ridership by Route 2012-2013
18
Figure 2-10: Interurban Trolley Annual Ridership
18
Figure 2-11: Proposed South Shore Realignment
19
Figure 2-12: Midwest Regional Rail Initiative (MWRRI) System Map
20
Figure 2-13 Means of Traveling to Work - Walking or Bicycling
21
Figure 2-14: Types of Bicycle and Pedestrian Facilities
22
Figure 2-15: Michiana Regional Bicycle and Pedestrian Facilities
23
Figure 2-16: South Bend International Airport Enplanements
24
Figure 2-17: Regional Truck Volume Flows
25
Table of Contents
Figures Continued
Figure 2-18: Railroad Freight Lines
26
Figure 2-19: South Bend International Airport Cargo in Tons
26
Figure 3-1: Population Projections 30
Figure 3-2: Population Pyramid - 2010
31
31
Figure 3-4: Average Household Size
34
Figure 3-5: Percent of Families below Poverty Level
35
Figure 3-6: Percent of Housing Supply - Vacant
35
Figure 3-7: Change in Employment between 2003 - 2013
36
Figure 3-8: Commuter Volumes Into and Out of Each County
38
Figure 3-9: Percent of Employment by Industry
37
Figure 3-10: Total Daily VMT by County
39
Figure 3-11: Household Income vs Household Trips and Vehicles
40
Figure 3-12: Percent of Commuters by Travel Time
40
Figure 3-13: Projected Landuse Changes in 2040
41
Figure 4-1: Peak Period Congestion on the NHS: 2007
46
46
Figure 4-3: Average Daily Long-Haul Traffic on the NHS: 2007
47
Table of Contents
Figures Continued
47
Figure 4-5: Peak-Period Congestion on
High-Volume Truck Portions on the NHS: 2007
48
48
Figure 5-1: Receipts, Outlays, and Balance or Shortfall for the Highway Account Under
CBO’s April 2014 Baseline
57
Figure 5-2: Vehicle Miles Traveled - Moving 12-Month Total on All Highways
58
Figure A-1: Elkhart County Proposed Project Map
70
Figure A-2: Kosciusko County Proposed Project Map
74
Figure A-3: Marshall County Proposed Project Map
78
Figure A-4: St. Joseph County Proposed Project Map
81
Figure C-1: The MACOG Hybrid Model Design
94
Figure F-1: Elkhart County Environmental Justice
143
Figure F-2: Kosciusko County Environmental Justice
144
Figure F-3: Marshall County Environmental Justice
145
Figure F-4: St. Joseph County Environmental Justice
146
Table of Contents
Tables
Table 3-1: Median Age 2000 - 2040
30
Table 3-2: Race and Ethnicity by County
32
Table 3-3: 2030 Race and Ethnicity Projection for Indiana
32
Table 3-4: Language Spoken at Home - Spanish
33
Table 3-5: Household Populations
33
Table 3-6: Household vs Population Growth - 2000-2012
34
Table 3-7: Household Income
34
Table 4-1: Statewide Significant Projects
50
Table 5-1: Expenses vs Revenues - Highway Recap
59
Table 5-2: Estimated Federal Highway Funds
60
Table 5-3: Estimated Highway Match Funds
60
Table 5-4: Estimated Federal Transit Funds
61
Table A-1: Elkhart County Proposed Project List
71
Table A-2: Kosciusko County Proposed Project List
75
Table A-3: Marshall County Proposed Project List
79
Table A-4: St. Joseph County Proposed Project List
82
Table of Contents
Tables Continued
Table C-1: Factors Affecting Household Tour and Stop Generation
96
Table C-2: Factors Affecting Tour Mode Choice
99
Table E-1: Infrastructure
111
Table E-2: Water Resources & Mining and Mineral Resources
120
Table E-3: Hazardous Materials
130
Contents
4 | Purpose of the Plan
4 | MPO Background
5 | Planning Area
6 | MAP-21 Planning Factors
6 | Planning Process
Chapter 1:
Introduction
1
Purpose of the Plan
The Michiana on the Move: 2040 Transportation Plan acts as a blueprint for how the Michiana region will address its transportation
needs and how federal, state and local funds will be invested into
highways, public transit, freight, bikeways and pedestrian walkways. The Plan also references other local and regional plans in order to coordinate multimodal and intermodal services throughout
the community.
Guided by input from public officials, agency staff, key stakeholders, and citizens of the region, Michiana on the Move is a roadmap
for implementing multimodal transportation improvements in the
Michiana region through the year 2040. The regional transportation system is evaluated in order to identify and formulate the best
solutions to topic areas such as safety, congestion, highway, public
transit, bike and pedestrian and multi‐modal systems for the local
communities. The 2040 Transportation Plan emphasizes the use of
existing roads and alternate modes of transportation as invaluable
in addressing and identifying solutions to congestion problems.
4
MPO Background
A Metropolitan Planning Organization (MPO) is a transportation
policy-making body made up of representatives from local government and transportation agencies with authority and responsibility in metropolitan planning areas. Federal legislation passed in the
early 1970s required the formation of an MPO for any urbanized
area with a population greater than 50,000 residents. MPOs were
created in order to ensure that existing and future expenditures for
transportation projects and programs were based on a continuing,
cooperative and comprehensive planning process. Federal funding
for transportation projects and programs is channeled through the
MPO.
The Michiana Area Council of Governments (MACOG) is a regional
organization serving Elkhart, Kosciusko, Marshall, and St. Joseph
Counties in Indiana. MACOG was originally organized under the
1964 Amendments to the Interlocal Cooperation Act of the Indiana
General Assembly, Section 53-1101 to 53-1107 and the Urban Cooperation Act No. 7, Michigan Public Acts of 1967. Bylaws were adopted by the organization on December 2, 1970.
MACOG serves as a forum for regional discussion and cooperation.
MACOG, as a regional organization, is the U.S. DOT designated Metropolitan Planning Organization (MPO) for the region’s urban counties of Elkhart and St. Joseph and a Rural Planning Organization
(RPO) for the region’s rural counties of Kosciusko and Marshall. In
addition, MACOG operates the Interurban Trolley, a public fixedroute transit service in Elkhart and Goshen; serves as the designated Economic Development District by the United States Economic
Development Administration; and staffs the St. Joseph River Basin
Commission representing seven Indiana counties.
MACOG is governed by a Policy Board and Transportation Technical Advisory Committee that provides guidance and assistance to
MACOG in its regional planning activities.
The MACOG Policy Board
The Policy Board is the body responsible for policy formulation,
project guidance, and administrative coordination of all policy relating to the development of the transportation plan and its implementation within the Michiana region. Official action taken by the
MACOG must be approved by the Policy Board.
The Policy Board includes elected officials representing the cities
and counties within the planning area. A list of the current Policy
Board members is included in the acknowledgements.
Figure 1-1: MACOG Planning Area
Transportation Technical Advisory Committee
The Transportation Technical Advisory Committee (TTAC) is comprised of planners, engineers, and other professional staff from
various departments representing the local public agencies in the
planning area. The TTAC serves as the advisory group to the MACOG
Policy Board. The MACOG staff works closely with TTAC members
on project development, planning and oversight. A list of current
members is listed in the acknowledgements.
Planning Area
The MACOG planning area consists of the federally designated urbanized areas of Elkhart
and St. Joseph Counties. MACOG also serves
as a rural planning organization to Kosciusko
and Marshall Counties. The 4-county region
contains an estimated 592,344 people (2013
Census Annual Estimates), covers 1,921 square
miles, and includes 35 cities and towns.
MACOG is unique in the sense it is an MPO
representing two urbanized areas (the South
Bend Urbanized Area and the Elkhart/Goshen
Urbanized Area). In addition to the two urban
areas, a portion of the South Bend Urbanized
Area extends into Michigan around the City of
Niles. MACOG coordinates with the Southwest
Michigan Planning Commission (SWMPC) for
planning in the Niles area.
5
MAP-21 Planning Factors
Moving Ahead for Progress in the 21st Century was signed into
law by President Obama in 2012 to address transportation infrastructure issues through performance-based planning frameworks.
An MPO must have a 20-year long-range transportation plan and
a transportation improvement program that implements the plan.
Together, the plan and program work on comprehensive development and management of transportation systems that considers all
transportations modes.
MAP-21 lists eight Planning Factors, which MACOG addresses in the
2040 Transportation Plan.
• Support the economic vitality of the metropolitan area, especially by enabling global competitiveness, productivity and efficiency.
• Increase the safety of the transportation system for motorized and non‐motorized users.
• Increase the security of the transportation system for motorized and non‐motorized users.
• Increase the accessibility and mobility options available to
people and for freight.
• Protect and enhance the environment, promote energy conservation and improve quality of life, promote consistency
of transportation plan and transportation improvements
with State and local planned growth and economic development patterns.
• Enhance the integration and connectivity of the transportation system, across and between modes, for people and
freight.
• Promote efficient system management and operation.
6
• Emphasize the preservation of the existing transportation
system.
Planning Process
Figure 1-2 illustrates how the Michiana on the Move plan must include and coordinate with other plans and agencies. The eight planning factors are at the core of the Plan. Additionally, other federal
legislation, state and local partners, and various plans must coordinate with the 2040 Transportation Plan. Finally, the overarching
components to the planning process are the public participation
and fiscal constraint. The Plan is a reflection of the needs of the
public on transportation investment for the future. This plan is required to be fiscally constrained, which the projects listed in Appendix A of the Plan must be possible given a forecasted budget.
An extensive planning process was followed in the development
of the 2040 Transportation Plan. Essential elements included the
identification of needed projects and resource allocation. These
were supported by the following tasks.
MACOG 2040 Transportation Planning Process
• Public Outreach
• Forecasting socioeconomic data
• Existing conditions and needs analysis
• Forecasting travel demand
• Identification of problem areas
• Red flag analysis
• Title VI and Environmental Justice
Public Outreach
MACOG conducted a variety of public outreach efforts including
a regional household travel survey using a combination of postal
mailings, online tools, and telephone interviews. As part of the development of a hybrid travel demand model, an online university
study was conducted with the assistance of several colleges and
universities in the MACOG region.
Figure 1-2: Transportation Planning Requirements
7
MPO staff also held and attended numerous meetings with elected
officials, engineers, and planners as well as made presentations to
the various Chambers of Commerce and Economic Development
Corporations of north central Indiana. Lastly, MACOG was invited
and met with the North Central Regional Logistics Council (Conexus) to discuss the needs of freight stakeholders.
Additionally, the general public were given the opportunity to
provide comments on the Plan and projects starting October 3rd
through November 3rd. An open house was held in each county in
order to provide the public a chance to ask questions and give feedback. The open houses were held between 12:00 p.m. and 4:00 p.m.
on the following dates and locations:
October 6
October 13
October 20
October 27
Elkhart County at the Municipal Annex Building
204 E. Jefferson St., Goshen, IN
St. Joseph County at the MACOG Office
227 E. Jefferson Blvd, Room 1120, South Bend, IN
Kosciusko County at the Justice Building
121 N. Lake St, Warsaw, IN
Marshall County at the County Building
112 W. Jefferson St., Room 207, Plymouth, IN
Socioeconomic Forecasts
8
Socioeconomic data such as population, households, employment,
and household income levels are important to assess the future
transportation needs of the Metropolitan Planning Area (MPA). The
historic and current socioeconomic data available along with projections developed by STATS Indiana and other economic forecasts
were used to develop the future population and employment numbers of the MPA. The regional socioeconomic data was allocated to
Traffic Analysis Zones (TAZs) using the HELPViz land use model developed as part of a new hybrid travel demand model for the 2040
Transportation Plan. The data was used in the travel demand model
to assess the current conditions and future travel demand within
the MPA.
Existing Condition and Needs Analysis
MACOG used various planning tools to conduct an existing condition and needs analysis. A detailed description of the region’s current conditions, trends and projections are laid out in Chapters 2
and 3. A brief discussion of analysis factors and methodology used
to conduct the needs analysis is provided below.
Providing safe and efficient access to employment, shopping, recreational and other facilities is the primary role of the transportation
system. This system should be available to everyone in the region,
which is why Michiana on the Move considers all forms of transportation, for people and goods. The Plan addresses the connectivity between various land uses and between various communities
within the region. The safety of individuals using all modes of transportation was considered throughout the Plan.
Connectivity
GIS mapping and oblique aerial imagery from Pictometry were used
to examine the connectivity of all modes of transportation between
residential areas and various other land uses within and between
various communities within the region.
Safety
The Indiana crash data records and available local datasets are being compiled for analysis as part of a long term project to identify
the high crash locations within the region.
Forecasting Travel Demand
Forecasting travel demand is an important part of transportation
planning. Anticipating the demands of future travel assists local
governmental agencies in identifying the future needs of the region
and planning to account for and fulfill those needs. The travel demand model not only forecasts the generation of future trips but
also forecasts the modal splits based on the affordability of a personal vehicle, availability of alternative modes of transportation,
and travel behavior of the users based on time of day, facility types
and travel conditions of the roadways.
MACOG uses a hybrid tour based model developed for the 2040
Transportation Plan to forecast future travel demand. The model is
sensitive to conditions such as the availability of alternative modes
of transportation, urban design elements, types of controls existing
at the intersections, speeds and delays, and fuel prices. Unlike the
traditional 4-step trip-based travel demand model, MACOG’s hybrid
model includes 12 steps. A detailed description of the modeling
process is provided in Appendix C.
Identification of Problem Areas
The hybrid travel demand model was used to evaluate the existing
transportation network’s performance with the anticipated future
population and employment growth. To accomplish this task MACOG conducted no-build scenario model runs with the projected
socioeconomic data on the existing transportation network, only
including future projects currently under construction or that have
otherwise been listed in the MACOG 2014-2017 Transportation Improvement Program (TIP). The results of these model runs were examined to identify the areas of the transportation network that are
performing at levels of service E and F, which are considered unacceptable driving conditions. Consideration was given to all modes of
transportation including auto, freight, transit, bike and pedestrian.
Red Flag Investigation
In order to help determine potential environmental impacts, MACOG conducted a red flag analysis on most projects included in the
2040 Transportation Plan. A red flag analysis uses GIS to identify
the existence of environmental items of concern with respect to:
• Infrastructure
• Water Resources
• Mining/Mineral Exploration
• Hazardous Materials
• Ecological Information
• Cultural Resources
A detailed discussion of the Red Flag Investigation is provided in
Appendix E.
Title VI and Environmental Justice
MACOG believes that Title VI and Environmental Justice are critical
elements to the transportation planning process. Title VI and Environmental Justice are about the fair treatment and meaningful involvement of all people regardless of race, color, national origin, or
income. In Appendix F, MACOG conducted a study on Environmental Justice populations which summarizes the potential impacts of
the proposed projects.
9
Contents
12 | Geography of the Region
13 | Transportation Network
Chapter 2:
Regional Overview
Figure 2-2: Region Location
2
Geography of the Region
The MACOG region is located in North Central Indiana and consists
of Elkhart, Kosciusko, Marshall and St. Joseph Counties. Two of the
four counties (St. Joseph and Elkhart Counties) border the Michigan
state line. There are 35 cities and towns in the Michiana Area. Figure 2-1 shows the population estimates for the largest communities
in each of the four counties.
The region is centrally located to several major cities in the Midwest. South Bend (the largest city in the region) is located 95 miles
or two and a half (2 1/2) hours of drive time east of downtown Chicago, 155 miles or three (3) hours north of downtown Indianapolis, and 215 miles or three and a half (3 1/2) hours southwest of
Detroit. Additionally, the region is approximately 35 miles or 45
minutes south east from Lake Michigan.
Figure 2-1: 2013 Estimated Population Ranking of Cities and Towns
12
The MACOG region is home to several fascinating water resources.
The region is unique in that its water resources drain into three major water body networks: the Great Lakes, the Mississippi River, and
the Ohio River. A large portion of the region’s water flows into the
St. Joseph River via the Elkhart River and other tributaries, and further drains into Lake Michigan. Over 130 natural lakes occur in the
Figure 2-3: Roadway Network
region, more than half being located within Kosciusko County. Many
of these lakes are hot spots for recreation, such as Lake Wawasee,
the largest lake wholly contained in Indiana. Below the surface, the
only sole source aquifer in Indiana is located within Elkhart, Kosciusko, and St. Joseph Counties. This portion of the region is designated as a Wellhead Protection Area, meaning that it receives a
special level of protection from groundwater contamination.
Transportation Network
The transportation network is more than roads and highways; it
includes public transportation, bicycle and pedestrian paths and
the movement of freight. It is not just one of these elements, but all
of them working together, to create an efficient and effective transportation network for people and products to move throughout the
region.
Roads and Highways
The MACOG region is comprised of over 6,554 miles of roadway,
providing connectivity and access, both locally and regionally. At its
most basic, the roadway network can be separated into three categories: the national highway system, state facilities, and local facilities. Furthermore, roadways are functionally classified, based upon
their intended character of service, into interstates, expressways,
principal and minor arterials, major and minor collectors, and local
roads. The transportation network is always evolving and because
of this it is important to identify and address changes, challenges,
and opportunities that might occur in the future through the visioning of the transportation planning process.
National Highway System
The National Highways System (NHS) contains roads and highways
important to the nation’s economy, defense, and mobility and therefore should be given the highest priority for improvements and repairs. Within in the MACOG region there is one corridor that is part
of the Eisenhower Interstate System: I-80/I-90 (Indiana Toll Road).
13
This interstate runs through the northern portion of the region,
traveling all the way from California to New York. Other highways
that are part of the NHS include US 31, US 20, US 33, US 30, SR 120,
SR 19, SR 23 and SR 331. MAP-21 redefined the National Highway
System to include Other Principle Arterials, a functional classification category. This includes roads such as Lincolnway, Western Avenue, Main Street (Mishawaka) McKinley Highway (Old US 20), CR
6 and CR 17.
Regional State Facilities
State highways are generally a mixture of primary and secondary
roads intended to provide regional connectivity between the cities
and towns within the state. For the MACOG region, SR 2, SR 4, SR
120, SR 933 (Lincolnway), US 6, US 20 and US 30 provide east-west
connections inside and outside the region. For north-south connection, SR 23, SR 331, SR 19, SR 15, SR 13, US 31 and US 33 provide
connection inside and outside the region.
Local Facilities
The Michiana area has an extensive network of arterial and collector roadways that provide access and connectivity for a high volume
of vehicular traffic. These networks are extended to other smaller
incorporated towns and cities, accommodating travel demand. In
total, 35 cities and towns are connected by the network within the
MACOG region.
Safety
The region has experienced a slight increase in vehicle crashes recently with a total of 18,117 crashes in 2013. From 2009 to 2013,
crashes in Kosciusko and Marshall Counties remained relatively
flat, consistent with daily vehicle miles traveled, staying within a
range of 2,200 to 2,500 crashes in Kosciusko County and 1,300 to
1,500 crashes in Marshall County. Elkhart County has seen a slight
increase in crashes since 2011 from 5,962 crashes in 2011 to 6,952
crashes in 2013. Crashes in St. Joseph County decreased from 2009
to 2012; however, in 2013 crashes increased from 6,636 in 2012 to
14
7,359 crashes.
Every crash is recorded as either property damage only, fatal crashes, incapacitating injuries, non-incapacitating injuries, and possible
injuries. The large majority of crashes tend to be property damage only, resulting in no injuries. In 2013, 86 percent of crashes in
Elkhart County, Marshall County, and Kosciusko County were property damage only crashes. St. Joseph County experience a higher
percentage of injury related crashes with only 80 percent of crashes
being recorded as property damage only. Elkhart County has the
highest number of fatal crashes, 20, in 2013 followed by 17 fatal
crashes in St. Joseph County, 12 in Marshall County, and 6 in Kosciusko County.
Figure 2-5 represents the percent of injuries sustained in each
county from 2009 to 2013. Elkhart and Kosciusko Counties have
exhibited an upward trend of injuries related to crashes. Elkhart
County has seen an increase from 1,119 injuries in 2009 to 1,371
injuries corresponding from crashes in 2013. Kosciusko County
experienced an increase from 471 injuries in 2009 to 548 injuries
in 2013. These injury increases largely stem from increases in nonincapacitating injuries rather than fatalities and incapacitating
injuries. Even though St. Joseph County records the most injuries
Figure 2-4: Number of Crashes by County from 2009-2013
Figure 2-5: Percentage of Crashes Resulting in Injury by Type of Injury
from crashes, the number of injuries has remained relatively similar from 2009 to 2013. Marshall County is the only county in the region to record lower injury numbers from crashes, decreasing from
351 injures in 2009 to 266 in 2013.
MAP-21, continued the Highway Safety Improvement Program
(HSIP), emphasizing the importance of dedicating funding to continually increase safety conditions in the transportation network.
This funding is applied to projects that will significantly reduce traffic fatalities and serious injuries. MACOG utilizes the State crash
data through the Automated Reporting Information Exchange System (ARIES). Through geographic information system applications,
MACOG maps and analyze the location of crashes in order to effectively determine which segments of roadway would most benefit
from safety enhancements. MACOG continually strives to improve
the safety of the transportation system within the region in order to
reverse increasing crash rates.
Asset Management
Asset management provides local public agencies a method for
compiling important information about their assets in order to be
able to formulate quality management strategies for current and
future time periods. According to Federal Highway Administration
(FHWA),
“Asset management is a strategic and systematic process of operating, maintaining, and improving physical assets, with a focus on engineering and economic
analysis based upon quality information, to identify a
structured sequence of maintenance, preservation, repair, rehabilitation, and replacement actions that will
achieve and sustain a desired state of good repair over
the lifecycle of the assets at minimum practicable cost.”
(23 U.S.C. 101(A)(2), MAP-21 § 1103)
The transportation network is a critical infrastructure asset for the
15
Figure 2-6: Regional Public Transit
criteria, allowing for better budgeting
and targeted improvements of the road
infrastructure.
Public Transit
region and local public agencies. Preservation and maintenance are
key for ensuring that the network remains safe for travel, efficient,
and reliable. Asset management can maximize life cycle costs, being
a cost effective practice in comparison to reconstruction activities.
INDOT estimates that $1 spent on pavement preservation can save
$6 to $14 on future repairs.
16
To better assist Local Public Agencies (LPAs) with asset management, MACOG procured an online tool for LPAs to locate, track, and
manage various assets. The project started with an inventory of
all traffic signs throughout the region. The signs were located and
identified, then rated for their perceived condition. The asset management program has since been upgraded to include pavement
ratings. Functionally classified roads will be rated every year using
the Pavement Surface Evaluation and Rating (PASER) evaluation
Public transit is an integral part of the
transportation system, providing another mode choice for transportation. This
includes providing options for senior
citizens, the young, disabled and economically disadvantaged populations.
Providing efficient public transit allows
all populations access to businesses,
health care facilities, employment, and
recreation. For this reason, public transit is a crucial link to a stable economy
and a better quality of life. Choosing
public transit can also yield environmental benefits, lowering congestion
and lessening automotive emissions.
Currently, the people living in the MACOG region are served by two fixedroute public transit services in the urbanized areas and a variety of
travel options (See Figure 2-6). Transpo provides fixed-route bus
service throughout South Bend and Mishawaka. The Interurban
Trolley serves Elkhart, Goshen, and major points of commerce in
between the two cities. Additionally, a variety of demand response
services are available in Elkhart, Kosciusko, and Marshall Counties.
Regionally, the Michiana area has access to two rail transit services: the South Shore Line and Amtrak. Furthermore, proposed high
speed passenger rail services are being considered throughout the
Midwest including through North Central Indiana.
Transpo
Transpo operates twenty (20) fixed transit routes that serve the
cities of South Bend and Mishawaka on 30 minute and 60 minute
headways. Service runs Monday through Saturday with no service
on Sundays. Transpo operates a fleet of 48 revenue vehicles with a
base hour requirement of 35 buses.
ridership.
The highest increase in ridership occurred in routes serving the
University of Notre Dame, University Park Mall, and South Bend
International Airport: Routes 4, 7, and 17/123. Routes serving portions of the eastside of Mishawaka and a route between South Bend
and Mishawaka saw the most decrease in ridership including Route
1, 9, and 11.
Although bus service in South Bend began in 1923, it wasn’t until 1968, when the City of South Bend purchased the first bus, that
Transpo was formed. Since this time, service has continued to expand. In 1998, the South Street Station was built, serving as an
intermodal transfer center. More recently, a new administrative
headquarters was built in 2010 named the Emil “Lucky” Reznik Administration, Maintenance and Operations Facility. This facility is
certified LEED Platinum and is the first transit facility in the country to achieve this certification.
In 2013, Transpo provided 2,180,286 unlinked passenger trips,
with 11 routes experiencing an increase in ridership between 2012
and 2013. Figure 2-6 compares ridership by route between 2012
and 2013.
Over time Transpo has seen fluctuation in ridership. This is largely
due to economic and social factors as well as changes in service.
Figure 2-8 illustrates Transpo’s rideship trend since 1996. Transpo reached their highest annual ridership numbers in 2007 at
3,480,510 unlinked trips. However, after that year, ridership quickly
declined until 2010. Since 2010, a slow increase has been seen in
Figure 2-7: Transpo Ridership by Route 2012-2013
In addition to offering fixed-route service, Transpo also offers paratransit services, which covers a three-quarter of a mile corridor
on either side of the transit routes. Transpo also provides four (4)
Mishawaka School Tripper routes during the school year, tailored
towards providing students an opportunity to use public transit to
get to school.
Transpo is expecting to see several more changes in the coming
years. Currently, Transpo operates a “flag-stop” system where rid-
Figure 2-8: Transpo Annual Ridership
17
ers may get on and off the bus at a location along the fixed route that
is deemed safe. Transpo is actively migrating to a designated bus
stop system to improve reliability and efficiency. The transportation agency will also begin using several new Compressed Natural
Gas (CNG) powered buses as a way to reduce air emissions and cut
down on fuel costs. Transpo expects to have 16 new CNG buses on
property by the end of year and into service in early 2015. Transpo
and the City of South Bend are partnering to build the first fast-fuel
CNG facility in the region and it will be open to the public. Transpo
expects to break ground on the new facility later this year and be
operational in early 2015.
Interurban Trolley
The Interurban Trolley is a fixed-route bus service in Elkhart County which was introduced in 1999. The Trolley operates a system of
five (5) fixed routes, administered by MACOG and operated by a service provider, running on weekdays from 5:00 am to 8:00 pm and
Saturdays from 5:30 am to 7:00 pm. The Interurban Trolley provides easy, affordable public transit along the corridors connecting
Elkhart and Goshen as well as major points of commerce between
Figure 2-9: Interurban Trolley Ridership by Route 2012-2013
18
the two cities. In 2009, the Interurban Trolley added an important
route which created a common transfer point to routes operated by
Transpo. This route connected public transit from Elkhart/Goshen
to South Bend for the first time in over fifty years, which in turn provided access to the South Bend International Airport and Chicago
via the South Shore Line. Since 2009, a variety of changes have been
made to make the Trolley more efficient and user friendly including
the addition of a new route serving school, employment and medical centers; and changing routes names to a color system.
The five routes share a transfer point in downtown Elkhart. MACOG
is in the preliminary stages of planning for a permanent transfer
station to be built in downtown Elkhart. This will provide a place to
wait comfortably for the Trolley, while serving as a resource center
as well. Currently, the corner of Franklin and Third Street has been
identified as a potential location for this station. Other changes that
will take place in 2015 include the procurement of new trolley buses. This procurement will help replace some of the aging fleet which
currently consists of thirteen (13) trolley buses.
Figure 2-10: Interurban Trolley Annual Ridership
Since 1999, the Trolley has experienced a steady increase in ridership thanks to additional fixed routes and realignments. In 2013,
the Interurban Trolley provided 448,014 unlinked passenger trips,
the highest annual ridership in its history. It is expect that the Trolley will experience another record breaking year in 2014. As shown
in Figure 2-9, the Red Line, which connects Elkhart and Goshen,
boards the highest number of riders. The second most frequented
line is the Blue Line, which travels to the northern part of Elkhart.
From 2012 to 2013, the only route that saw a decrease in passengers was the Yellow Line, which connects downtown Elkhart to a
transfer point with Transpo on the eastern border of Mishawaka.
The success of the Interurban Trolley is largely dependent upon accommodating the needs of the residents in Elkhart County. MACOG
continually assesses the effectiveness and efficiency of the transit
route system to ensure that the community’s needs are being met.
In addition to offering fixed route service, the Interurban Trolley
offers paratransit services in Elkhart and Goshen. In August 2013,
the demand response services offered through the Heart City Rider
(HCR) and the Goshen Transit Service (GTS) were discontinued, being replaced by what is now the Interurban Trolley Access service.
The Interurban Trolley Access provides trips to disabled persons
unable to use the Interurban Trolley fixed route system within the
ADA Corridor. The ADA Corridor includes a 1.5 mile buffer on either
side of the fixed transit routes. Seven (7) ADA accessible vans are
currently available for this service. Since the service started, 13,116
trips have been provided to those eligible for paratransit services.
ates on weekdays with a peak hour fleet of eight vehicles.
Marshall County and Elkhart County Council on Aging operate
transit services throughout their counties. Their service provides
trips during the weekdays to older adults who are no longer able to
drive themselves. Additionally organizations such as ADEC and MC
Goldenrod provide services to individuals needing assitance.
South Shore Line
The South Shore Line, operated by the Northern Indiana Commuter
Transportation District (NICTD), is a commuter rail service providing access from South Bend to Downtown Chicago. The South Bend
boarding site is located at the South Bend International Airport and
links the South Shore Line with airline services and other public
bus service. Five (5) daily trains leave from South Bend bound to
Figure 2-11: Proposed South Shore Realignment
Public Demand Response Services
Demand response service is a non-fixed route system that requires
riders to schedule trips ahead of time. There are three services in
the MACOG region: Kosciusko Area Bus Services (KABS), Marshall
County Council on Aging, and Elkhart County Council on Aging.
The Kosciusko Area Bus Service (KABS) serves the entire Kosciusko
County area. Their service has a fixed route but deviates from that
route to requested stops within a pre-defined corridor. KABS oper-
19
Chicago, with five (5) trains offering return service.
The current rail platform is located at the east end of the airport, requiring trains to travel a reverse “C” in order to access the terminal.
The route is long and slow, as trains cross 23 grade crossings. By realigning train access to a western platform, 3 track miles would be
eliminated (Figure 2-11). This would decrease the number of grade
crossings to 7 and reduce travel time by up to 10 minutes.
There has also been interest expressed for extending this train service to Elkhart, however, no funding resources have been identified
to support this capital-intensive project.
Amtrak
Amtrak provides rail passenger service throughout the United
States. Passenger stations within the MACOG region are located in
South Bend and Elkhart. Two routes run along this line. Capitol Limited runs from Chicago to Washington D.C stopping at each station
daily. Lake Shore Limited has daily service running from Chicago to
Boston and New York. Passenger volumes for the South Bend station totaled 25,615, slightly higher than the Elkhart station which
had a volume of 20,080 passengers for fiscal year (FY) 2013. Both
stations saw increases in passenger volume between FY 2012 and
FY 2013, with Elkhart experiencing a 10.7% increase, much higher
than the 3.3% increase seen at the South Bend station.
High Speed Rail
20
An important development occurring in the Region and the Midwest
is the configuration of a high-speed rail system. Studies are still being conducted as far as actual tracks to be used are concerned, but
the proposed system would connect Cleveland, Cincinnati, Detroit,
Indianapolis, St. Louis, the Quad Cities, Milwaukee, and Minneapolis-St. Paul to a hub in Chicago with various stops in between, including stops in North Central Indiana. The goal of the system as
identified by the Indiana High Speed Rail Association is to reduce
travel time for passengers needing to connect to cities, airports, and
other forms of transportation. The high speed trains would travel
at 110 miles per hour, consumes less fuel than slower rail and air
transportation, and be a self-sufficient system unsubsidized by the
government.
As far as economic development is concerned, several factors make
high-speed rail a lucrative addition to the region’s intermodal capabilities. The construction of the system also creates jobs and revenue for companies supplying equipment and services to the project. Also, the operation of a high-speed rail corridor would create
permanent jobs and revenue for companies supplying equipment
and services to it. Finally, high-speed rail offers decreased travel
time, which means increased connectedness between the Region
and nearby major cities – and attraction for employers, employees,
families, and travelers.
Figure 2-12: Midwest Regional Rail Initiative (MWRRI) System Map
Bicycle and Pedestrian
Bicycle and pedestrian projects have become an important and integral component of transportation planning. A transportation system that supports bicycling and walking expands residents’ mobility options and can complement multiple forms of transportation. A
strong bicycle and pedestrian network can enhance a community’s
quality of life by providing great economic, environmental, social
and health benefits. By reducing single-occupant vehicle travel, air
quality improves and users can lead healthier lifestyles.
Despite the low percentage of commuters that walk and bike to
work nationally, new trends identified through the 2008 - 2012
American Community Survey suggest that these modes of transportation are becoming increasingly popular. When comparing the
number of U.S workers who traveled to work by bicycle in 2000 to
2012, the increase was larger than any other commuting mode;
a change of 488,000 workers to 786,000 workers. About 2.8% of
commuters in the United States walk to work, and about 0.6% bike
to work. Most counties in the MACOG region document an even
higher rate of walking and bicycling to work. Figure 2-13 includes
estimates by county of the percentage of workers who commute by
walking or bicycling.
The only counties falling below national rates for biking and walking to work are Elkhart and Kosciusko Counties which find that
1.9% and 2.4% of workers commute by walking respectively. Marshall County and St. Joseph County experience rather high rates of
walking to work at 3.4% each. It is estimated that all counties experience higher rates of bicycling to work, ranging between 0.9%
in St. Joseph County to 1.7% in Marshall County. This finding is significant, particularly to the region, because it shows that there is an
interest in alternative commuting methods.
Figure 2-13 Means of Traveling to Work - Walking or Bicycling
Bike Friendly Communities
Every year the League of American Bicyclists assess voluntary applications from communities, businesses, and universities through
their Bicycle Friendly America (BFA) program. Applications are
reviewed based upon key benchmarks that concern bicycling including law enforcement, education, engineering, outcomes, evaluations, and encouragement. There are five levels for which Bicycle
Friendly Communities (BFC) can achieve: Bronze, Silver, Gold, Platinum, and Diamond. The BFC program is meant to support communities with a mission of providing better conditions for biking and
guidance for turning visions into reality.
Three (3) communities in the MACOG region have been designated
Bronze Bicycle Friendly Communities: South Bend, Goshen, and
Warsaw/Winona Lake. These communities were designated because they demonstrated their ability in providing safe accommodation for cycling and encouraging residents to bike for transportation and recreation.
21
Types of Facilities
The MACOG region has several types of facilities constructed to accommodate bicyclists and pedestrians:
Figure 2-14: Types of Bicycle and Pedestrian Facilities
ley Trail.
The Pumpkinvine Nature Trail is a 16.5 mile trail that connects
Goshen, Middlebury and Shipshewana. This trail was built on the
abandoned Pumpkin Vine Rail corridor, which was purchased from
Penn Central in 1993 by Friends of the Pumpkinvine Nature Trail,
Inc. Most of the trail consists of asphalt paths, however 2.25 miles
currently follow country roads and 1.7 miles is packed limestone.
The MapleHeart Trail is a 4.8 mile path that connects Elkhart and
Goshen. The Trail runs along CR 45 from Hively Ave. in Elkhart to
the Goshen City Limits. Both the north end and southern end of the
trail tie into local trail systems. In total, the MapleHeart Trail, Goshen’s local trail system, the Maple City Greenway, and the Pumpkinvine Nature Trail, create over 25 miles of connected trails that link
Elkhart to Shipshewana.
Finally, another significant bikeway includes a variety of trails found
along the St. Joseph River including the Riverwalk in Mishawaka,
East Bank and Northside Trails in South Bend, and trails extending into Niles, Michigan. All of these trails are combined into one
system named the Indiana Michigan River Valley Trail. Much of the
trails currently exist in the city limits of South Bend, Mishawaka,
and Niles; however connections at the county level still need to be
made. Currently, two portions of the LaSalle trail in St. Joseph County are designed and construction is expected to start in 2017. In
total, this trail will create a 34 mile system connecting universities
and schools, city centers, parks and recreational areas, hospitals,
and several historical and cultural attractions.
Sidewalks and Accessibility
Regionally Significant Bikeways
There are three regionally significant bikeways that have been constructed or are under development in the region: the Pumpkinvine
Nature Trail, MapleHeart Trail, and the Indiana Michigan River Val-
22
Sidewalks are an important component of
the transportation network because no matter the destination every trip starts and ends
with pedestrian travel. Sidewalks should
be connected and accessible. MACOG has
worked with many Local Public Agencies
Figure 2-15: Michiana Regional Bicycle and Pedestrian Facilities
(LPAs) in the region to adopt Americans with Disabilities Act (ADA)
Transition Plans for the Public Right-of-Way, which addresses sidewalk accessibility. The purpose of these plans is to ensure communities are creating reasonable, accessible paths of travel in the
public right-of-ways for everyone, including people with disabilities. These plans provide a schedule for communities on how they
should address and improve sidewalk accessibility.
As part of the plan, communities have adopted Accessibility Guidelines for Pedestrian Facilities in the Public Right-of Way. These
guidelines suggest that whenever there is an intersection improvement project or new construction project, any affected curb ramps,
sidewalks, and crosswalks will be rebuilt to these ADA design
guidelines, where feasible and reasonable. MACOG has created an
ADA inventory database that can be used as a guide for sidewalk
improvements and a resource for creating a better pedestrian network.
Aviation
There are a variety of airports located in the Michiana Region serving different purposes within the State and the Nation. There are
five (5) general aviation airports, three (3) of which are regional,
and two (2) of which are local. The regional airports are located in
Elkhart, Goshen, and Warsaw and serve both regional and national
markets with around 90 total base aircrafts. The local airports are
located in Plymouth and Nappanee, serving local and regional markets with smaller aircraft.
The only commercial service airport within the region is located in
South Bend. The South Bend International Airport (SBN) is also the
only multimodal passenger facility operating in the Michiana area.
In a true coordination of travel modes, the South Shore Line boarding station for train passengers is located at the east end of the SBN
facility, while three inter-city bus lines; Greyhound, Hoosier Ride
and Coach USA, board riders from the west side of the airport terminal. Transpo city buses and private taxicabs board passengers
along the arrival/departure drive. SBN is a full service commercial
23
airport categorized as a Small Hub by the Federal Aviation Administration and consists of three active runways. Three commercial
airlines operate from SBN providing links to hubs and destinations
such as: Atlanta, Chicago, New York City, Detroit, Fort Myers/Punta
Gorda, Las Vegas, Minneapolis, Orlando/Sanford, Phoenix/Mesa,
and Tampa Bay/St. Petersburg.
From 2007 to 2009, there was a steady decline in enplanements,
dropping by 74,817. Since 2010, passenger boardings have continued to decrease, but at a significantly reduced rate. As of July 2014,
airline enplanements were down 5.9% compared to the same time
in 2013. However, comparing 2014 data to 2012, passenger boardings have increased by 5.3%. Since 2012 there has been a trend of
increased boardings, which could mean higher enplanements in
2014.
The South Bend International Airport provides a great impact to
the region. It is estimated the Airport provides an economic impact
to the community in excess of $1.7 Billion per year. With a recent
change in designation from a regional to an international airport
in April 2014, an even greater impact could be seen. As part of the
Figure 2-16: South Bend International Airport Enplanements
transition to become an international airport, a general aviation facility and a federal customs inspection station will be constructed.
Freight & Logistics
Road, rail, and air networks in the region serve freight and goods
movement as well as passenger travel. Being able to provide a network that accommodates these movements efficiently is critical to
the region’s economic well-being. In the Indiana Multimodal Freight
and Mobility Plan written in 2009, Indiana is described as a “strategic location in close proximity to larger consumer markets and an
excellent multimodal transportation network.” The MACOG region
in particular experiences a high volume of freight traffic due to its
highway and rail infrastructure.
Roadways
The MACOG region has many heavily traveled roadways especially
relating to freight movement. According to the 2009 Indiana Multimodal Freight and Mobility Plan, I-80/I-90 (Indiana Toll Road), US
20, SR 2, US 30 and US 31 are expecting to see a doubling, tripling,
or even greater increase in truck traffic. The overlying indication
in such a finding is that the region can, and does, benefit greatly
by being able to access important routes in the freight movement
industry. The other indication is that much thought should be put
into these routes when planning for future transportation projects.
Figure 2-17 is a map of truck volumes and comparisons to total traffic for the region. Roadways where trucks make up more than 20%
of all traffic include US 31, US 30, US 20 east of Elkhart, US 6, and SR
2. The Toll Road heading east and west from the region is 10-20%
truck traffic with more than 3,500 trucks; others include SR 19, SR
15, US 20 between South Bend and Elkhart, and portions of US 33
through Goshen.
24
According to FHWA’s Freight Analysis Framework 2 (FAF2) projections, the value of freight movements is expected to more than
triple while total tonnage is expected to more than double between
2002 and 2035. A large portion of this will be seen on the roadways.
Designated Truck Routes
Figure 2-17: Regional Truck Volume Flows
While most commercial vehicles are permitted on the majority of
roadways, the Regional Truck Network identifies signed roadways
geared towards efficient transportation of goods. The network
includes both the National Truck Network routes and local truck
routes, and follows many of the before mentioned Highways: I80/I-90, US 20, SR 2, US 31, US 30. Other important routes include
SR 23, SR 15, SR 19, US 33 and other small local segments.
Rail
CSX Transportation (CSX), Norfolk Southern (NS), Canadian National (CN), South Shore Freight (operated by NICTD), Elkhart & Western (EWR), Grand Elk (GDLK), and Chicago, Ft. Wayne & Eastern
(CFER) all own tracks and operate freight trains within the region.
Norfolk Southern operates the most miles of rail in the four counties, with two east/west lines through South Bend and Elkhart as
well as the southern part of Marshall and Kosciusko County. Norfolk
Southern also operates a north/south line which splits into two sections in Goshen.
Canadian National, Grand Elk, and Elkhart & Western operate in the
northern sections of St. Joseph and Elkhart Counties. Both Canadian National and Grand Elk connect to areas of Michigan. Elkhart
& Western operates locally from Elkhart to the eastern portion of
St. Joseph County.
Lastly, there are two more east/west railroads operating south
of the urbanized area. CSX Transportation operates an east/west
railroad that intersects smaller communities such as La Paz, Bremen, Nappanee, and Syracuse. Chicago, Ft. Wayne & Eastern operates a line parallel and south of CSX travelling through the middle
of Marshall and Kosciusko counties intersecting communities such
as Plymouth and Warsaw.
As freight travel is expected to increase, due to increases in population, so will the strain on existing transportation systems. In
25
2007, the Association of American Railroad National Rail Infrastructure Capacity and Investment Study stated primary rail facilities in the region were functioning below capacity, providing a level
of service A, B, or C. The report continued by saying if there were
no improvements made to the primary rail facilities, large portions
will be functioning above capacity, at a level of service F.
Figure 2-18: Railroad Freight Lines
Air
Airports also play a part in the movement of freight. The South
Bend International Airport serves as the only commercial airport
within MACOG’s boundaries and transports a significant amount
of freight into and out of the region. FedEx and UPS use the South
Bend International Airport for air and ground parcel distribution.
DHL formerly used the airport as a major terminal, however in late
2008 they terminated services throughout the United States. Figure
2-19 provides a monthly tracking of total cargo at the South Bend
International Airport from 2001 to 2014. The chart shows a steep
drop in freight shipments in late 2008. This drop is largely attributed to DHL ending service. A secondary reason for this drop could
be related to the recession in the national economy at that time.
Since this time however, the amount of freight shipments in and out
of South Bend International Airport has continually increased.
Figure 2-19: South Bend International Airport Cargo in Tons
26
27
Contents
30 | Population Trends
33 | Household Trends
35 | Economic Trends
37 | Travel Patterns & Trends
Chapter 3:
Trends & Projections
3
Social and economic characteristics can influence the demand on
the transportation system. More people, more jobs, or more economic successes can result in a higher traffic volumes and increased
development. The 2040 Transportation Plan analyzes the trends
and projections of social and economic characteristics, in order to
better understand the future demand on the regional transportation system.
Population Trends
Population Growth
Indiana is the 16th largest state, at 6,570,902 people, according to
2013 population estimates by the U.S. Census Bureau. The state tied
for 34th in population growth, at 1.3%, from 2010 to 2013, which is
less than the 2.4% in population growth for the entire United States.
The national population is estimated at 316,128,839, an increase of
7,381,123 since the 2010 Census. Though Indiana has a low ranking
for population growth, most of the surrounding states grew at even
smaller rates: Michigan at 0.1%, Ohio at 0.3%, Kentucky at 1.3%,
and Illinois at 0.4%.
30
Figure 3-1: Population Projections
The region has been continually growing over the past six decades,
from a region of approximately 350,000 people in 1950 to a region
of almost 400,000 in 2010. Between 1990 and 2000, the region
grew 11%, the most since 1960. During that time, Elkhart County
grew 17%, Kosciusko County grew 13%, and St. Joseph and Marshall Counties grew at 7.5% and 7% respectively. In the last decade,
growth slowed, but continued the upward trend. Projecting into the
future, the region is expected to grow to almost 650,000 people in
2040, nearly 10% more than the population in 2010.
Age and Gender
The median age of an area can be a key underlying economic indicator and is also an indicator of overall community age. Communities
Table 3-1: Median Age 2000 - 2040
2000
2010
2020
2030
Elkhart
33.0
35.0
35.9
36.5
Kosciusko
35.1
37.8
39.5
40.6
Marshall
35.5
38.5
40.8
41.9
St. Joseph
34.5
36.3
37.5
38.4
Indiana
35.3
37.0
38.1
38.8
Source: U.S. Census Bureau & Indiana Business Research Center
2040
36.4
41.0
42.1
38.2
39.1
with a large populace in the working age groups will have more economic productivity, with fewer dependents to support. In the last
two decades, the median age ranged from 33 to 35.5 in 2000 and 35
to 38.5 in 2010. The median age for the State of Indiana was 35.3
in 2000 and 37 in 2010. In the future, Indiana is projected to have a
median age of 39 years in 2040. The region also ages with a range
of 36.5 to 42.1 in 2040. On the whole, Elkhart County’s median age
is the lowest followed by St. Joseph County being slightly higher.
Kosciusko and Marshall County are consistently above the State
median age, with Marshall County being the highest in the region.
A marker of diversity is age groups and gender. The MACOG region
in 2010 has large populations under age 25 and in its late 40s to
early 60s. The largest group is 15 to 19 years old. The wider sections of the population pyramid around the young and middle-aged
suggest higher birthrates, falling or stable death rates, and the potential for population growth.
In 2040, the MACOG region is projected to have a vastly different
distribution. The largest population group remains between 15 to
19 years old and the population under age 25 grows. The ages from
35 to 59 actually lose population by nearly 10% total, with the biggest lost between 50 to 54 years old. The largest growth occurred in
population 75 years old and older, doubling by 2040.
31
Race and Ethnicity
One marker of diversity is the racial makeup of our communities. St.
Joseph County has the highest percentage of minority populations,
approximately 20%. Elkhart County follows with almost 15% of
their population being a minority. In Kosciusko and Marshall Counties, the minority population makes up approximately 7% of the
Table 3-2: Race and Ethnicity by County
Elkhart
Kosciusko
Marshall St. Joseph
County
County
County
County
White
168,630
71,652
43,495
212,406
Black or
African
11,455
460
330
34,048
American
American
Indian and
606
204
82
935
Alaska Native
Asian
2,046
812
308
4,726
Native
Hawaiian and
35
19
27
171
Other Pacific
Islander
Some other
10,581
3,257
2,001
6,220
race
Two or more
4,861
924
802
8,279
races
Not Hispanic
or Latino
Hispanic or
Latino
170,150
71,641
43,014
247,335
28,064
5,687
4,031
19,450
Source: 2008-2012 American Community Survey 5-Year Estimates
32
total population. The largest concentration of Hispanic population
is in Elkhart County with 28,064 which is almost 15% of the population. The next largest population is in St. Joseph County; however
it makes up the smallest percentage of the total population at 7%.
According to the Indiana Business Research Center at Indiana University’s Kelly School of Business, “Indiana’s population will become
increasingly diverse over the next 20 years as the state’s Hispanic,
‘two or more races,’ Asian and black populations grow rapidly”
(2008). In particular, the Hispanic or Latino population is projected
to double by 2030 to over 500,000 persons across the state. The
Asian population is expected to grow substantially by more than
half. The impact to the region is difficult to project, however it is
safe to assume the state trend to be reflected in our local figures.
Table 3-3: 2030 Race and Ethnicity Projection for Indiana
Share of Total
Population,
2005
Share of Total
Population,
2030
Percent
Change,
2005-2030
White
Black
Asian
Two or More
Races
American
Indian
88.5%
8.9%
1.3%
85.6%
10.0%
1.8%
8%
26%
54%
1.1%
2.3%
135%
0.3%
0.3%
14%
Non-Hispanic
Hispanic or
Latino
95.5%
91.9%
8%
4.5%
8.1%
100%
Source: Indiana Business Research Center
Area
Elkhart
Kosciusko
Marshall
St. Joseph
Region
Indiana
Table 3-4: Language Spoken at Home - Spanish
Speaks Only English
Speaks Spanish or Spanish Creole
Population
Speaks English
Speaks English less
over the age
"very well"
than “very well”
of 5
Total
Percent
Total
Percent
Total
Percent
Total
Percent
182,136
149,519
82.1%
21,432
11.8%
9,793
45.7%
11,639
54.3%
71,976
63,942
88.8%
4,359
6.1%
2,715
62.3%
1,644
37.7%
43,779
38,658
88.3%
3,024
6.9%
1,490
49.3%
1,534
50.7%
249,087
225,983
90.7%
12,962
5.2%
8,073
62.3%
4,889
37.7%
546,978
478,102
87.4%
41,777
7.6%
22,071
52.8%
19,706
47.2%
6,146,838 5,645,211
91.8%
281,954
4.6%
166,115
58.9%
115,839
41.1%
Source: U.S. Census Bureau
Table 3-5: Household Populations
Language
Spanish is the main non-English language spoken in the region, with
the area having a higher percentage of Spanish-speakers at 7.6% as
compared to 4.5% of Indiana’s population. Of the population that
speaks Spanish, just under half speak English less than very well.
Household Trends
The term household population describes the number of people in
a type of housing unit, and it can include groups of related or unrelated people or a single occupant. The region’s number of households was estimated at 219,248 for 2012, with most of the households consisting of families. The average regional household size
is 2.60 persons. Elkhart County has the largest average household
size, at 2.77 persons, and St. Joseph County has the smallest average, at 2.51 persons.
Elkhart
County
Kosciusko
County
Marshall
County
St. Joseph
County
Total
Households
70,161
30,113
17,773
101,201
Family
Households
72%
72%
70%
64%
Nonfamily
Households
28%
28%
30%
36%
Average
Household
Size
2.77
2.52
2.61
2.51
Source: 2008-2012 American Community Survey 5-Year Estimates
33
Table 3-6: Household vs Population Growth - 2000-2012
Number of
Area
Population
Households
Elkhart
9.7%
6.1%
Kosciusko
5.3%
10.4%
Marshall
4.4%
7.6%
St. Joseph
0.4%
0.5%
Region
4.4%
4.1%
Source: U.S. Census Bureau, 2008-2012 American Community Survey
Number of Households vs Population
Between 2000 and 2012, the number of households increased 4.1%,
which was similar to the population growth during that time at
4.4%, however in each county the population and number of households grew at different rates. Elkhart County population grew at
9.7%, the number of households grew at 6.1%. In Kosciusko County, the number of household grew at the highest rate, 10.4%, while
the population grew at 5.3%. In Marshall County, the number of
households grew more than the population at 7.6% as compared
Figure 3-4: Average Household Size
to 4.4%. In St. Joseph County, there was only a slight growth for
both population and the number of households at 0.4% and 0.5%
respectively.
With the varying population and household change, the average
household size also changed during this time period. Elkhart County has the most number of people per household at 2.72 in 2000 and
2.77 in 2012. Marshall County has the next highest average household size at 2.61 which is less than it was in 2000 at 2.69. Kosciusko
County actually reduced the average household size from 2.66 to
2.52. This reflects the difference in change of population verses the
change in household since there was a greater increase in household than population. The smallest household size is in St. Joseph
County where it remained almost unchanged in 2000 and 2012 at
2.5 and 2.51 people per household.
Household Income
Per capita income is often used to measure economic well-being. It
is the mean money income for the past 12 months for every person
age 15 and older. The national per capita money income is $28,051
and Indiana’s per capita income is $24,558. The four counties in
the region are all under both the United States and Indiana, with a
Table 3-7: Household Income
Per capita money income in past 12
Area
months (2012 dollars), 2008-2012
Elkhart
$21,866
Kosciusko
$24,328
Marshall
$22,172
St. Joseph
$23,321
Indiana
$24,558
United States
$28,051
Source: U.S. Census Bureau, 2008-2012 American Community Survey
34
Figure 3-5: Percent of Families below Poverty Level
regional average per capita income of $22,922.
Poverty
cal communities to address the growing vacant homes and blighted
properties. Since 2010, the rate of vacant homes has been decreasing. In Elkhart County, the number of vacant housing units has
stayed almost the same, while in Kosciusko and Marshall Counties,
the number of vacant housing units has actually decreased.
Since 2002 the number of issued residential building permits has
decrease to an all time low in 2009. The most significant reduction in permits occurred between the years 2008 and 2009 at the
time of the national economic recession. Since 2009, the number
of permits issued has increased by 44%, almost to the level right
before the recession. While the number of permits has increased,
the overall housing supply between 2009 and 2012 has only grown
1.3%. The increase in the housing supply could be partly explained
by replacing vacant or blighted properties with new construction.
Figure 3-6: Percent of Housing Supply - Vacant
The U.S. Census determines the poverty status of families by assigning each family to an income threshold based on family size and
ages of the members. If a family’s income falls below that threshold,
the family is considered to be in poverty. The poverty guideline for
a household of four is $23,850. For a household of two, it is $15,730
and for a household of three, $19,790.
Economic Trends
Housing Supply and Vacancies
The residential housing supply has grown almost 10% from 2000
to 2010. This is substantially more than the growth rate of population and households during that same time. However, the housing
supply has stayed relatively the same from 2010 to 2012. Additionally, population and households have also remained relatively the
same in this period.
In 2000, almost 8% of the housing supply was vacant and in 2012
almost 14% was vacant. There are initiatives in place by the lo-
Employment
The labor force has been growing over the past couple years at the
regional, state, and national levels. For the region, the labor force
grew to its peak in 2006 and then declined slowly before the reces-
35
sion, when the numbers fell significantly. It fluctuated slightly from
2010 to 2012, but there has been growth from 2012 to the middle
of 2014.
Figure 3-7 shows the change in employment between 2003 and
2013. The largest change in employement occured in 2009 during
the national recession. The Michiana area experienced a higher job
loss than the nation and the state. Elkhart County lost over 15% of
their employment that year and Marshall County lost almost 10%.
Regional employment has increased 10% since 2009. Elkhart County has seen the most growth, 22%, though that county employment
Figure 3-7: Change in Employment between 2003 - 2013
fell the most during the recession, with a loss of 25% of employment. The region has seen more employment growth than Indiana
and the U.S., though their employment decline was also greater
during the recession. St. Joseph County has not recovered like the
other counties, with employment falling 8% during the recession
and only rising 1% from 2009 to 2013.
Employment by Sector
All of the counties except St. Joseph County comprise the greatest
concentration of jobs in the manufacturing industry. In St. Joseph,
the health care and social assistance industry have the highest number of jobs. The employment of residents follows the same trends.
Over one-third of residents in Elkhart County and Kosciusko County work in manufacturing. Marshall and St. Joseph Counties have
lower but still considerable percentages (29% in Marshall County
and 16 percent in St. Joseph County). Manufacturing is still the largest employment industry in Marshall County, and it is only second
to the educational services, health care and social assistance industry in St. Joseph County
Major Employers
Major employers of the region are in the manufacturing, health, and
education sectors. In Elkhart County, the largest employers are Jayco Inc., Elkhart General Healthcare, and Henkel’s & McCoy. In Kosciusko County, the three largest are RR Donnelley, Zimmer Inc., and
DePuy. In Marshall County, the Culver Academies, Nishikawa Standard, and Plymouth Community School Corporation are the largest
employers. In St. Joseph County, the largest employers are Beacon
Health System, the University of Notre Dame, and AM General.
36
Figure 3-8: Percent of Employment by Industry
Travel Patterns & Trends
Vehicle Miles Traveled
Vehicle-miles travelled (VMT) is an indicator of road network usage as it measures the distance in which vehicles travel over a particular length of time. The Federal Highway Administration has kept
records of VMT on a monthly basis since 1970. At the national level,
VMT had been increasing steadily until 2004 when the levels began to plateau. By 2008, nationwide VMT dropped for the first time
since 1980. Both economic and social factors have contributed to
the downward trend experienced after 2008.
This downward trend might be reaching an end point however. According to FHWA’s “Traffic Volume Trends” report, U.S driving is
at its highest level in six years. Traffic between July 2013 and June
2014 is at a level not seen since 2008, totaling 2.97 trillion vehicle
miles traveled. In the first half of 2014, 1.466 trillion miles were
driven, the largest number since 2010 and the fourth-highest in the
report’s history. The data could suggest that VMT will continue to
increase, presenting new transportation challenges and opportunities to be considered in this plan.
The MACOG region has seen a similar trend for VMT compared to
the United States. Until about 1998, all counties experience an increase in VMT at a slower rate than the US. From 1998 to 2006,
VMT stayed at a fairly consistent level. Since 2006, Marshall County
and Kosciusko County have seen a slight decrease in VMT. Elkhart
and St. Joseph County have shown irregular trends, increasing and
decreasing VMT significantly between years. Within the past three
years, VMT has been more regular, showing the highest vehicle
miles traveled since data was recorded. If the region follows U.S.
trends, all four counties could see slight increases in the number of
miles travelled in the coming years.
Increases in VMT would have an impact on the region. The more
miles that are traveled on roads means a higher cost of mainte-
37
Figure 3-9: Commuter Volumes Into and Out of Each County
38
nance, increased traffic and freight congestion, higher vehicular air
emissions, and a potential for higher rates of crashes. These factors
are all considered when planning for future projects in this plan.
Figure 3-10: Total Daily VMT by County
the surrounding counties including LaGrange, Kosciusko, Marshall,
and La Porte Counties.
Marshall and Kosciusko County exhibit different travel patterns,
with a slightly higher percentage of workers commuting outside
of the counties. In both jurisdictions, there are more commuters
traveling outside the county to work then traveling into the counties to work. In Marshall County, 68% of workers stay in the county
for work. The majority of the remaining workers commute to St.
Joseph, Elkhart, and Kosciusko Counties. Kosciusko County retains
75% of workers, while 24% of their workers travel to the surrounding counties with the majority of these workers commuting
to Elkhart County.
Households and Vehicles
The majority of the region’s households have one or two vehicles
available to household members. 85,955 households have two vehicles available, and 73,944 households have only one vehicle available. 43,296 households have three or more vehicles available,
while 19,053 households have no vehicle available.
Commuting Flows
Traffic flow commuting profiles can be used as one way to understand how traffic moves throughout Elkhart, Kosciusko, Marshall,
and St. Joseph County. Understanding traffic flows between counties is important for planning future transportation needs. Elkhart
County and St. Joseph County are major employment centers for the
region, attracting 26,113 and 20,182 commuters respectively. According to the 2008-2012 American Community Survey estimates,
a little over 80% of Elkhart and St. Joseph County workers have jobs
located within their county of residence. Of the remaining 20%,
generally half of workers travel between Elkhart and St. Joseph
County to work. The remaining workers commute to Michigan and
The median household income was $46,712 for Elkhart County,
$50,822 for Kosciusko County, $47,218 for Marshall County, and
$44,989 for St. Joseph County. The Federal Highway Administration’s publication, The Next Generation of Travel Statistical Analysis, shows the higher a household’s income, the higher the number
of daily trips. Those trips are also related to automobile access and
ownership.
Responses to income and travel trip questions from the Michiana
Area Travel Study are shown in Figure 3-11. According to the study,
in the Michiana Area car ownership increases as income increases,
as expected and number of trips generally increases as well. Household with incomes more than $35,000 a year take approximately
the same number of trips, 9.4 trips per day.
39
Figure 3-11: Household Income vs Household Trips and Vehicles
County had the 2nd lowest mean travel time at 19.9. These commute times correlated to the Michiana Area Travel Study that was
conducted in the fall of 2013, where an average commute drive time
was found to be 19.6 minutes. For the rural counties, mean travel
time to work was slightly higher, 20.5 minutes for Kosciusko County
and 21.6 minutes for Marshall County.
Even though the mean travel time was lower in Elkhart and St. Joseph Counties, the largest percentage of workers having a commute
time less than 10 minutes were in Kosciusko and Marshall Counties.
The largest percentage of workers in Elkhart and St. Joseph has a
commute time between 15 and 19 minutes.
Land Use Development Patterns
Connectivity & Accessibility
Quality of life is greatly impacted by connectivity of a transportation
network and how accessible residential neighborhoods, commercials areas, and recreational facilities are to each other. Providing a
variety of routes for different modes of transportation can enhance
the network by making it more reliable and efficient.
The Michiana area falls at a crossroads providing excellent accessibility to larger regional cities including Chicago, Indianapolis, Detroit, Toledo, and Fort Wayne. All of these locations can be traveled
to within 3 hours via interstates and highways such as I-80/I-90,
US 31, and US 30. This crossroads location not only provides local
residents with convenient routes for longer travel, it also is a benefit for manufacturers and warehouses wanting to transport goods
to other parts of the country.
The region also exhibits a strong local road network; exhibiting
commute times lower than the national mean travel time of 25.4
minutes. Within the region, the large majority of commuters experienced a commute of 24 minutes or less. Elkhart County has
the shortest mean travel time to work at 19.4 minutes. St. Joseph
40
Land use and transportation influence each other. Intense land uses
demand transportation services while transportation facilities are
capable of being catalysts for development. Automobile travel is en-
Figure 3-12: Percent of Commuters by Travel Time
couraged by development patterns that are low-density with separate land uses, and in return new development is designed around
that mode of transportation.
The Land-Based Classification Standards, developed by the American Planners Association in coordination with 6 federal agencies,
is a flexible land use classification system to provide a more comprehensive view of land use than traditional classifications. MACOG
uses the “Activity” dimension to classify residential, shopping and
business, industrial, social and institutional, travel, mass assembly
of people, leisure, natural resources, and unclassifiable land uses.
To plan for the future, it is first important to have an understanding
of the trends and patterns of development in the MACOG region.
With the aid of aerial imagery flown in 2002 and oblique imagery
flown in 2013, two analyses of land use were conducted - an existing land use inventory (2013) and an analysis of changes in land use
over the last decade. The land use inventories represent snapshots
of the conditions in the region. Comparing the aerial photography
offers a recent picture of how the region’s development patterns
have changed over time. It presents a clearer understanding of the
trends and patterns of growth and development and the impacts of
zoning and land-use decisions.
Figure 3-13: Projected Landuse Changes in 2040
41
HELPViz Land Use Model
The Housing, Employment & Land-Use Planning & Visualization
or HELPViz Model developed for MACOG is a relatively simple but
econometrically-based land use forecasting model implemented in
TransCAD. One of the key aspects of the simplicity of HELPViz relative to other land use forecasting models is that it does not attempt
to directly simulate the real estate market at an agent or transactional level. Rather, it is simply a solid econometric model of the
spatial allocation of future growth that relates the probability of
growth occurring in a zone or a parcel to the characteristics of that
zone/parcel and its resulting attractiveness relative to alternative
zones/parcels. In this way, HELPViz can, for instance, predict the
probable change in land use in response to changes in accessibility that result from a new roadway project or in response to added
capacity for commercial square footage as a result of more lenient
parking requirements for new commercial developments, etc.
The system is calibrated and its parameters are estimated from the
observed changes in land use in the region over time, with independent observations from different data sets at the zonal and parcel
levels. For all land use types, MACOG’s analysis of land use based
on aerial photography provided parcel level data for both 2002 and
2013. At the TAZ level, the Census provided data on residential land
use in 2000 and 2010 and InfoGroup and LEHD data provided data
for 2002 and 2012.
The transportation network is updated with the planned improvement projects from the 2040 Transportation Plan and the network
layer links are converted into a roadway network that TransCAD
can use for shortest path calculations. This network file is important in calculating accessibility variables which affect development
patterns. A matrix of shortest path impedances between zones is
computed. The intrazonal travel times and other parameters are
those used in the MACOG travel model.
42
Figure 3-13 is the resulting output from the HELPViz model are reasonable changes in land use at the parcel layer.
43
Contents
46 | Crossroads of America
49 | Recommendations
Chapter 4:
Recommendations
4
Crossroads of America
Indiana is considered the “Crossroads of America.” As discussed in
Chapter 2, this makes North Central Indiana truly at the crossroads
between Chicago, Detroit, Indianapolis, Toledo, and Fort Wayne.
Additionally, the region is within a day’s drive of 80% of the United
States’ population. This crossroads location not only provides local
residents with convenient routes for longer travel, it also is a benefit for manufacturers and warehouses wanting to transport goods
to other parts of the country. Therefore, the regional transportation
network plays a vital role in the national movement of goods and
people.
Critical Infrastructure
Congestion
With the region projected to increase in population by 10% between 2010 and 2040 as well as the growth in the national population, the general assumption is travel on our transportation network will increase. Therefore considerations must be made on the
potential impacts to our transportation network.
46
Figure 4-1 shows recurring congestion caused by volumes of passenger vehicles and trucks that exceed capacity on roadways during peak periods. In 2007, the recurring congestion is concentrated
primarily in major metropolitan areas especially along the east
coast. In 2007, peak-period congestion resulted in traffic slowing
below posted speed limits on 11,700 miles of the NHS and created
stop-and-go conditions on an additional 6,700 miles. Assuming no
changes in network capacity, increases in truck and passenger vehicle traffic are forecast to expand areas of recurring peak-period
congestion to 36 percent of the NHS in 2040 compared with 11 percent in 2007 (Figure 4-2). This will slow traffic on 20,300 miles of
the NHS and create stop-and-go conditions on an additional 39,000
miles.
Freight Traffic
Long-haul freight truck traffic in the United States is concentrated
on major routes connecting population centers, ports, border crossings, and other major hubs of activity. Except for Route 99 in California and a few toll roads and border connections, most of the heaviest traveled routes are on the Interstate System. By 2040, long-haul
freight truck traffic in the United States is expected to increase dramatically on Interstate highways and other arterials throughout the
nation. Forecast data indicate that truck travel may reach 662 million miles per day.
Additionally, congested highways carrying a large number of trucks
substantially impede interstate commerce, and trucks on those segments contribute significantly to congestion. Recurring congestion
slows traffic on 4,700 miles and creates stop-and-go conditions on
3,700 miles of the NHS that carry more than 8,500 trucks per day.
Assuming no change in network capacity, the number of NHS miles
with recurring congestion and a large number of trucks is forecasted to increase nearly four-fold between 2007 and 2040. On highways carrying more than 8,500 trucks per day, recurring congestion
will slow traffic on close to 7,200 miles and create stop-and-go conditions on an additional 23,500 miles. The increased freight traffic and increase congestion will impact the regional transportation
47
network, especially I-80/90, US 31, US 30 and US 20.
Aging Infrastructure
Given these traffic forecasts and the information presented in the
Trends and Projections Chapter, maintaining and modernizing
the region’s transportation network is not only critical to the local
economy but also the national economy. However, one challenge
is that our nation’s infrastructure is aging; especially considering
the Interstate System was primarily created in the 1950s under the
Eisenhower administration.
Every four years, America’s civil engineers provide a comprehensive assessment of the nation’s major infrastructure categories in
the American Society of Civil Engineer’s Report Card for America’s
Infrastructure. Using a simple A to F letter grade format, the Report
Card provides a comprehensive assessment of current infrastructure conditions and needs, both assigning grades and making recommendations for how to raise the grades. The grades are assigned
based on: capacity, condition, funding, future need, operation and
maintenance, public safety, resilience, and innovation.
Since 1998, the grades for our nation’s infrastructure have been
near failing, averaging only Ds, due to delayed maintenance and underinvestment across most categories. America’s cumulative GPA
for infrastructure rose slightly to a D+ in the 2013 Report Card. The
grades in 2013 ranged from a high of B- for solid waste to a low
of D- for inland waterways and levees. Incremental improvements
were seen in roads, bridges and transit which received a D, C+ and
D. Rail infrastructure jumped from a C- to a C+.
48
The incremental improvement in the 2013 Report Card demonstrates that we can improve the current condition of our nation’s
infrastructure when investments are made and projects move forward. While the modest progress is encouraging, it is clear that
we have a significant backlog of overdue maintenance across our
infrastructure systems, a pressing need for modernization, and an
immense opportunity to create reliable, long-term funding sources.
However, forty-two percent of America’s major urban highways remain congested, costing the economy an estimated $101 billion in
wasted time and fuel annually. While the conditions have improved
in the near term, and federal, state, and local capital investments
increased to $91 billion annually, that level of investment is insufficient and still projected to result in a decline in conditions and performance in the long term. Currently, the Federal Highway Administration estimates that $170 billion in capital investment would be
needed on an annual basis to significantly improve conditions and
performance.
Recommendations
Given these challenges prioritizing and investing in a multimodal
transportation network is essential and the 2040 Trasnporation
Plan acts as a blueprint for our regional investments. The following are recommendations that were generated through the public
participation process which included multiple meetings with key
stakeholders. The local road project recommendations are presented in Appendix A as a complete list of projects. The projects listed
are the result of the planning process outlined in Chapter 1.
State Projects
The Indiana 2013-2035 Future Transportation Needs Report replaces the 2007 Long-Range Transportation Plan document. INDOT
has adopted a non-project specific, needs-based, statewide transportation approach that identifies future transportation needs and
describes overarching strategies and opportunities to accomplish
future results. This approach will provide a flexible and opportunistic framework for addressing transportation issues and needs for
the next 20-25 years.
Governor Pence has established a three-part philosophy or vision
regarding transportation infrastructure:
1. Take Care of What We Have
2. Finish What We Start
3. Plan for the Future.
Take Care of What We Have
Preserving Indiana’s existing infrastructure is paramount to maintaining Indiana’s position as the Crossroads of America. The responsibility to preserve existing infrastructure affects revenue streams
and, potentially impacts future projects.
Finish What We Start
The Indiana Department of Transportation is currently working
toward bringing regionally important capital projects to reality
through programs such as Major Moves. The projects that fall into
the “Finish What We Start” category are projects that are underway
but not yet finished. These projects include:
• Ohio River Bridges
• I-69 from Evansville to Indianapolis
• Illiana Expressway
• US 31 from Indianapolis to South Bend
The Indiana Department of Transportation is already working toward bringing these projects to reality.
Plan for the Future
Governor Pence formed the Blue Ribbon Panel on Transportation
Infrastructure to assess the “Plan for the Future” category and provide potential projects for consideration. As Indiana grows, new
infrastructure and other structural improvements will be required
to facilitate the efficient movement of people and freight. The following recommendations came from the Blue Ribbon Panel and
address the best thinking about current project priorities and initiatives as Indiana plans for the future. The Panel evaluated the
various projects contained in Table 4-1 against five key metrics and
arranged the projects into tiers to signify relative priority among
49
Table 4-1: Statewide Significant Projects
Projects
Name
# Tier 1 Tier 2
I-65: Added Travel Lanes
15
X
14
X
I-69 Ohio River Bridge
17
X
Commerce Connector
7
X
16
X
SW Indiana Port Connections
5A
X
Mid-States Corridor
12
X
US 30 – Fort Wayne to Valparaiso
8
X
Port Bridge Over National Rail
6
Corridor
Municipal Connector: Madison
19
Municipal Connector: Connersville 18
Tier 3
Freight
X
X
X
Through the various meetings conducted for the 2040 Transportation Plan, various local priorities on State owned facilities were
discussed. At this time, the following projects have not received
funding nor are they on any State plan, but are listed for reference.
50
• Continue US 20 to the east as a four-lane divided highway
• Continue North-South route from US 6 to SR 15 south of
Warsaw
the top priorities. The tier one projects are those projects that are
critical to Indiana’s transportation system. The Blue Ribbon Panel
stated the State of Indiana must find a way to do these projects. The
Panel then outlined tier two projects that they stated would be good
for Indiana, though not critical. The tier three they said were desirable and should be pursued if funds become available. The tiers are
not intended to suggest a chronological priority.
• Finish US 31 from Plymouth to Kokomo
• Improve traffic flow on SR 13 through Middlebury
• Improve traffic flow on SR 15 through Warsaw
Source: Blue Ribbon Panel on Transportation Infrastructure
Local Priorities for State Projects
• Upgrade US 30 to be limited access from Ft. Wayne to Valparaiso
As part of the Michiana on the Move planning process, MACOG met
with the Conexus North Central Regional Logistics Council (Conexus), a special interest group created to realize manufacturing and
logistics opportunities. Conexus developed a list of priority projects with freight and logistics emphasis. Several major roadways
were identified as important freight projects in North Central Indiana: completing US 31 from I-94 and I-96 in Benton Harbor, MI to
I-465 in Indianapolis, US 30 as a limited access highway, continuing
a four-lane divided road from the I-80/I-90 Toll Road to US 30 in
Warsaw along the SR15/SR17 corridor, and the Illiana Expressway
being planned to the west of MACOG’s region, which can connect
US 30 to the expressway. On a local level, Conexus identified important freight projects specific to each county.
Elkhart County
• Complete Bristol Bypass from SR 120, west of Bristol at the
river through Earth Way Industrial Park, to a point east of
SR 15 and then up to SR 120
• Add travel lanes US 20 east of SR 15 toward Middlebury
• Widen CR 6 and/or Old US 20 to match widening projects in
St. Joseph County
• Reroute US 33 from Pike and Main Street to Monroe Street
in Goshen
Kosciusko County
• CR 1300 N new road construction from Old SR 15 to SR 15,
with new bridge over Norfolk Southern Railroad
• SR 15 Warsaw Western Bypass from US 30 to SR 15 South
• East-West street grade seperation at Norfolk Southern in
the City of Warsaw
• CR 700 S from SR 19 to SR 15 in Claypool- Commodity Connector only needed if Warsaw Western Bypass not completed
• Fox Farm & CR 150W Truck Route New Road & Bridge from
US 30 to Old US 30
Marshall County
• Completion of US 31
• US 30 limited access
• Southern access to US 31
• Widen Michigan Road from CR 17 to US 31
• Interchange at a limited access US 31 at Michigan Road
St. Joseph County
• Create an interchange at Adams Road and the US 31 Bypass
with access roads connecting to Olive to the west and to the
new Auten Road to the east
• Extend Olive Street from Brick Road to Adams Road
• Upgrade Olive Street from Nimtz Parkway to Lincolnway
West or US 20
• Extend Auten Road from Portage to Dylan Drive
Bicycle and Pedestrian
During the 2040 Transportation Plan meetings, there was a strong
interest in developing a regional bicycle and pedestrian plan. In
order to better discuss and plan for bicycle and pedestrian needs,
MACOG will develop a Regional Bicycle and Pedestrian Connectivity
Plan in 2015. Due to the upcoming plan, specific project recommendations are not included in the 2040 Transportation Plan.
Public Transit
Public transit is important for a number of practical reasons and
is an integral part of the transportation system, providing an additional mode choice. The economic competitiveness of the region is
at risk if people cannot get to their jobs and destinations. Providing
efficient public transit allows all persons access to jobs, workforce
development, health care facilities, schools, and recreation.
Additionally, an aging population in the region suggests a long-term
need to provide viable mobility options not only for standard work
trips, but also for non-work trips and during nonpeak periods. Offering public transit to medical facilities, commercial areas and other
key destinations will support both the quality of life of our seniors
and the increasing needs of those that may be transit-dependent.
During the 2040 Transportation Plan meetings, there were discussion about developing a regional transit plan. This plan would provide specific recommendations about transit projects, needs, connectivity, and enhancements. MACOG will develop a Regional Public
Transit Plan in 2015.
• Connect Sample Street to SR 23 through the New Energy
project
• Improve the street/railroad into New Carlisle
• Improve McKinley Highway through Mishawaka to Elkhart
51
Contents
54 | Federal Funding Programs
55 | Local Funding Programs
56 | Transit Funding Programs
57 | Highway Trust Fund
59 | Financial Plan
Chapter 5:
Financial
5
In MAP-21 these funds are divided into the following categories:
• National Highway Performance Program (NHPP)
• Surface Transportation Program (STP)
• Congestion Mitigation & Air Quality Improvement Program
(CMAQ)
• Highway Safety Improvement Program (HSIP)
• Transportation Alternatives Program (TAP)
Under federal regulations, the 2040 Transportation Plan must include a financial plan that demonstrates how the adopted plan can
be implemented. The financial plan shall compare the estimates of
funds that are reasonably expected to be available for transportation uses, including transit, and the cost of constructing, maintaining and operating the total (existing, plus planned) transportation
system over the period of the plan. As such, the development of reasonable funding estimates and costs is essential to the development
of a transportation plan that is consistent with the federal requirements for fiscal constraint.
Federal Funding Programs
The Federal Highway Administration (FHWA) allocates federal
funds through Congressional legislation. The most recent transportation legislation is Moving Ahead for Progress in the 21st Century
(MAP-21). MAP-21 allocation of federal funds in MPO areas may
only be spent if it is included as part of the transportation planning
process and only if they are included in an approved TIP. These
funds may be used on functionally classified system of federal, state,
and local roadways throughout the United States.
54
Indiana Department of Transportation (INDOT) is responsible for
projects on its State and Federal facilities. All federal aid eligible
roads are functionally classified by agreement between the State,
MPOs, and LPAs (Local Public Agencies) based on Federal Highway
Administration (FHWA) guidelines for functional classification.
All roads classified at major collector or higher may receive Federal Surface Transportation Program (STP) funds. The selection of
projects to be developed using STP funds in the South Bend and
Elkhart/Goshen Urbanized Areas under the requirements of MAP21 are to be made by the MPO in consultation with the State.
MAP-21 continues the Highway Safety Improvement Program
(HSIP) to achieve a significant reduction in traffic fatalities and serious injuries on all public roads. The CMAQ program is continued
in MAP-21 to provide a flexible funding source to States, MPOs and
LPAs for transportation projects and programs to help meet the
requirements of the Clean Air Act. MAP-21 establishes a new program to provide for a variety of alternative transportation projects,
including many that were previously eligible activities under separately funded programs.
The current federal legislation funds include several formula based
calculations defined by Congress, which are distributed to urban
areas by a funding agreement between the MPO and INDOT. Currently, funding is available in rural areas on a first come, first served
basis at INDOT’s discretion.
Local Funding Programs
The following accounts serve as the local source of revenue for
highway project implementation; each of these sources can be used
as the local match for Federal funds:
• Local Road and Street Account (LR&S)
• Motor Vehicle Highway Account (MVHA)
• Bonding Capabilities
• Tax Increment Financing (TIF)
• Cumulative Bridge Funds
• Major Bridge Funds
• Capital Improvement Cumulative Funds
• Wheel Tax
• Economic Development Tax (EDIT)
Local Road and Street Account (LR&S)
LR&S funds provide an important source of revenue for both city
and county highway departments. The funds are dedicated for engineering, construction, or reconstruction of roads or streets, as well
as for the payment of bond and interest to finance a project of this
type.
Motor Vehicle Highway Account (HVHA)
MVHA revenue is an account of the General Fund of the State of Indiana, which, by statute, is credited with the collection of the first
six cents of the motor fuel and fuel use taxes, plus the statutory fees
for motor vehicle registration and operation. These highway user
taxes are collected by the State and then a portion is distributed
back to the cities and counties for administration. The MVHA is the
principal source of revenue for the overall operation of street and
highway departments. MVHAs uses include the purchase of materials, labor costs, and/or equipment purchases required in the maintenance and construction of streets and roads.
Bonding Capabilities
The two major categories of debt financing are:
• Revenue bonds
• General obligation bonds
Revenue bonds in Indiana are used for proprietary function such
as sewage treatment and refuse disposal equipment by all levels
and types of local governments. Governments are not limited in the
amount of revenue bond debt they may incur. Revenue bonds hold
no pertinent place in a discussion of finances for our purposes, and
will no longer be referred to in this report.
General obligation bonds are used for debt financing of non-proprietary functional expenditures such as roads and schools. The
amount of general obligation debt, which local governments and
special districts may incur, is limited to two percent (2%) of net locally assessed property value. (This limit is set and may be altered
by the Indiana State Legislature)
Tax Incremental Financing (TIF)
TIF funds are used to pay off bonds, or are used to pay directly for
infrastructure projects in a particular area of a city or county. These
funds are collected from a particular area and are spent in a particular area to increase the tax base and encourage future development. TIF funds may also be used as local match for federal and
state projects.
Cumulative Bridge Funds (CBF)
Cumulative Bridge Funds are a supplementary source of revenue
for the construction and repair of highway bridges and grade separations. Indiana statutes authorize the county commissioners of
the individual county units to establish a county-wide tax levy not
to exceed ten cents ($0.10) on each one hundred dollars ($100) assessed valuation of all taxable personal and real property within the
county and municipalities for the purpose of accumulating funds
for the construction and repair of highway bridges.
55
Major Bridge Funds
Major Bridge Funds are local county revenues available to counties for longer span bridges. Counties with populations between
100,000 and 700,000 are eligible to establish this fund. Those county’s are eligible as long as there is are major obstructions (physical
barrier such as rivers that inhibits to the passage of motor vehicle
traffic) between commercial or population centers are eligible. The
county may levy a tax in compliance with Indiana statutes not to
exceed three and thirty-three hundredths cents ($0.0333) on each
one hundred dollars ($100) assessed valuation of all taxable personal and real property within the county to provide for the major
bridge fund. Funds may be used for major bridges, defined as 200
feet or more in length with special exceptions for bridges within
cities. As of 2010, four counties in Indiana had Major Bridge Funds.
Capital Improvement Cumulative Funds
All cities and towns in Indiana may establish Capital Improvement Cumulative Funds to provide monies for any or all ten purposes expressed in Chapter 226, Section 1, Acts 1965. This fund
then receives the allotment of the state-collected cigarette tax. The
ten purposes include the acquisition of land or right-of-way to be
used for streets, roads, alleys, sidewalks, or thoroughfares, and the
maintenance of these facilities. Capital Improvement Cumulative
Funds may also be used toward the retirement of general obligation
bonds. Traditionally, limited amounts of this money have been used
in transportation areas.
Wheel Tax (Local Option Highway User Tax)
The Local Option Highway User Tax is available to all counties. It
requires that the County Council and County Commissioners approve the tax. St. Joseph and Elkhart Counties approved the tax in
2003. Kosciusko County approved a Wheel Tax in June 2014. Distributions are made to the cities and towns as well as the counties.
Economic Development Income Tax (EDIT)
56
The Economic Development Income Tax is an optional tax available
to all counties in Indiana. It must be passed by the County Coun-
cil and approved by the County Commissioners. This tax is also
known as CEDIT, County Economic Development Tax. It can be adopted by the County Council if the county has the County Adjusted
Gross Income Tax (CAGIT), or by the County Commissioners if the
county has County Option Income Tax (COIT), or either body if the
county has neither CAGIT nor COIT. Most counties that use CEDIT
also have either CAGIT or COIT. CEDIT generally can be adopted at
rates up to 0.5%, but the combined CAGIT and CEDIT rates in counties with both taxes cannot exceed 1.25%, and the combined COIT
and CEDIT rates cannot exceed 1%. Revenue is divided among the
county, cities and towns, and must be used for economic development or public capital projects. CEDIT revenue is collected by the
state Department of Revenue and distributed back to the adopting counties. St. Joseph and Kosciusko County have adopted COIT
and CEDIT. Elkhart County has adopted CAGIT and CEDIT. Marshall
County has adopted CAGIT.
Transit Funding Programs
The Federal Transit Administration (FTA) apportions grant funds,
which can be used in urbanized areas of 50,000 or more persons
as defined by the 2010 decennial census. In order to use these
funds, the Governor must have previously authorized a designated
recipient to receive said funds and comply with all FTA operating,
planning, and capital equipment requirements. In the South Bend
and Elkhart-Goshen urbanized areas, there are three designated recipients, MACOG, the South Bend PTC and NICTD. MACOG has dual
designation as a designated recipient in South Bend as well as in
Elkhart-Goshen. The City of Niles is the designated recipient for
Niles Dial-A-Ride System.
Urban Funds
Section 5303 funds are distributed by formula and are provided
to the area MPO (MACOG) to provide planning and technical assistance studies in the Urbanized Area. Section 5307 funds are formula funds used for transit planning, operating, and capital equipment
purchases. Section 5307 recipients include TRANSPO, the City of
Niles (South Bend portion of the TMA), NICTD, and MACOG, which
operates the Interurban Trolley and the Interurban Trolley Access
Service. Section 5337 and 5339 are also formula based funding
programs. Section 5337 is FTA’s first stand-alone initiative written
into law that is dedicated to repairing and upgrading the nation’s
rail transit systems. NICTD uses these funds to maintain its fixed
guideway in a state of good. Section 5339 provides capital funding
to replace, rehabilitate and purchase buses and related equipment
and to construct bus-related facilities. Section 5310 provides formula funding to large urbanized areas over 200,000 (South Bend
Urban Area) to increase the mobility of seniors and persons with
disabilities.
overall national economy. The primary funding mechanism that
raises $30 billion per year and funds 85% of spending from the
trust fund is motor fuel taxes.
The federal government collects 18.4¢ a gallon on gasoline and 24.4¢
a gallon on diesel. These tax revenues are placed into the Highway
Trust Fund, which provides states a significant amount of funding
for infrastructure repairs and new construction. The fund consists
of three different funding pools: Highway, Mass Transit, and Leak-
Figure 5-1: Receipts, Outlays, and Balance or Shortfall for the
Highway Account Under CBO’s April 2014 Baseline
Rural Funds
Section 5311 provides financial assistance in rural and small urban
areas (areas of 5,000 to 50,000 persons) through a formula grant
program administered by INDOT. These funds do not require a designated recipient and may be used by local public agencies, nonprofit organizations, and operators of public transit for operating
and capital equipment purchases. A Section 5311 program recipient in the MACOG region is the Marshall County Council on Aging
and Kosciusko Area Bus System (KABS). Prior to 2008, MACOG was
the recipient of the funds. Section 5310 is also available for all areas
under 200,000 in population from a discretionary program funded by FTA through the INDOT and is a capital equipment program
available to non-profit agencies.
Highway Trust Fund
When forecasting revenues and expenses out to 2040 it is important to be cognizant of the fact that the future of our nation’s transportation federal financing is in question. The Highway Trust Fund
is facing insolvency and without other funds to support a national
multimodal transportation system, our country will be unable to
compete in a global marketplace, sustain jobs and strengthen the
ing Underground Storage Tanks (LUST). Approximately 84% per
gallon of the tax goes into the Highway Account, 14% per gallon of
the tax goes into the Mass Transit account, and approximately 1%
a gallon of tax goes into the LUST account. This federal motor fuel
taxes were last increased in 1993, from 14.1¢ to 18.4¢ for gasoline
and from 18.3¢ to 24.4¢ for diesel.
The Highway Trust Fund is struggling because outlays have been
outpacing receipts for the past few years, as shown in Figure 5-1.
57
Figure 5-2: Vehicle Miles Traveled - Moving 12-Month Total on All Highways
58
A few factors are contributing to the insolvency of the Highway
Trust Fund. First, Americans are not driving as much or at the rate
they were a few years ago. Figure 5-2 shows the vehicle miles traveled for American drivers from October 1993 to October 2013. The
theories to explain the shift primarily focus on the impact of the
Great Recession and high gasoline prices. The decrease in vehicle
miles travel corresponds to a decrease in gasoline consumption.
At the same time, the amount of gas used by American vehicles
has dropped because of alternate fuel vehicles and improved fuel
efficiencies. According to the U.S. Department of Transportation,
the average fuel efficiency of a passenger vehicle was 24.3 mpg in
1980. The average fuel efficiency of a passenger vehicle is 36 mpg
in 2013. The Congressional Budget Office (CBO) estimates that the
Corporate Average Fuel Economy (CAFE) standards would gradually lower gasoline tax revenues, eventually causing them to fall by
21 percent. That full effect would not be realized until around 2040
because the standards would gradually increase in stringency (only
reaching their maximum level in 2025) and because the vehicle
fleet changes slowly as older vehicles are replaced with new ones.
To illustrate the eventual effect of the standards on the trust fund’s
cash flows, CBO showed how a 21 percent reduction in gasoline tax
collections would alter the projections for the trust fund from 2012
through 2022. CBO estimates that such a decrease would result in a
$57 billion drop in revenues for the Highway Trust Fund over those
11 years. This represents a 13 percent reduction in the trust fund’s
total receipts from all sources. The full 21 percent reduction in gasoline tax revenues, however, would not be fully realized until 2040.
Lastly, unlike most taxes that are levied on a percentage-basis the
motor fuel taxes are levied as a fixed amount per gallon. Since they
are not indexed to inflation and they were last raised over two decades ago, the motor fuel taxes do not have the same purchasing
power. From 1993 to 2012 the purchasing power of the motor fuel
taxes have decreased by nearly 37% and by 2023 are estimated to
decrease by 52%.
The Highway Trust fund is currently being supported by transfers
from the General Fund. Since 2008, Congress has transferred $52.1
billion dollars. Finding a sustainable, long-term funding solution for
the Highway Trust Fund to support the financing of transportation
infrastructure for decades to come is critical especially with the nation’s aging infrastructure.
Financial Plan
Transportation
Under federal regulations, the 2040 Transportation Plan must include a financial plan. The financial plan must demonstrate how
the adopted transportation plan can be implemented. The following charts demonstrate the financial feasibility of the Plan and how
projects could be funded.
This demonstration assumes that federal funds are applied only to
construction costs. The assumed federal/local split for transportation projects is 80% federal and 20% local, unless the project
is known to be completely funded locally. Due to the nature of the
Highway Trust Fund the demonstration holds the federal allocation
Table 5-1: Expenses vs Revenues - Highway Recap
Expenses1
County
Federal
Matching
Total
Funds
Funds
Expenses
Elkhart Co
$109,404,236 $27,351,059 $136,755,295
St. Joseph Co $186,193,909 $46,548,477 $232,742,387
Revenues
County
Federal
Matching
Total
Funds
Funds
Expenses
Elkhart Co
$110,447,350 $27,792,232 $138,239,582
St. Joseph Co $186,237,428 $46,652,710 $232,890,138
1) Estimated Expenses are based on the projects in Appendix A. Each project cost is estimated for year of expenditure dollars.
59
Table 5-2: Estimated Federal Highway Funds
County
Category
Annual
Allocation
Federal Funds
(2015-2040)
Elkhart Co
STP Group I
STP Group II
HSIP
CMAQ
TAP
Total Funds
$
$2,355,043
$1,664,104
$1,027,164
$1,201,664
$7,162,978
$
$ 61,231,118
$ 17,266,704
$ 26,706,264
$ 5,243,264
$110,447,350
County
Category
Annual
Allocation
Federal Funds
(2015-2040)
St. Joseph
Co
STP Group I
STP Group II
HSIP
CMAQ
TAP
Total Funds
$4,059,972
$
$1,119,820
$1,591,851
$1,391,335
$7,162,978
$105,559,272
$
$ 29,115,320
$ 41,388,126
$ 10,174,710
$186,237,428
Table 5-3: Estimated Highway Match Funds
County
Category
Annual
Revenue
Match Funds
(2015-2040)3
Elkhart Co
LRSA
CAGIT/EDIT/COIT1
CBF
MBF
LOHUT
Other2
Total Funds
$391,117
$227,896
$115,000
$
$184,919
$250,000
$1,068,932
$10,169,042
$ 5,925,296
$ 2,990,000
$
$ 2,207,894
$ 6,500,000
$27,792,232
County
Category
Annual
Revenue
Match Funds
(2015-2040)3
St. Joseph
Co
LRSA
CAGIT/EDIT/COIT1
CBF
MBF
LOHUT
Other2
Total Funds
$575,622
$333,322
$209,970
$165,864
$109,557
$400,000
$1,794,335
$14,966,172
$ 8,666,372
$ 5,459,220
$ 4,312,464
$ 2,848,482
$10,400,000
$46,652,710
.Sources: LRSA,CBF, MBF, CAGIT, EDIT, COIT are from 2012 DLGF Detailed Receipts, LOHUT provided by BIC 07/2012. Only showing estimated funds used to match federal dollars.
1) CAGIT/EDIT/COIT are used to fund various governmental expenses and are not guaranteed for roads and bridges. Estimated 1% to 2% used per year on roads and bridges.
2) Other includes Major Moves, TIF, MVH, etc
3) Flat lined growth in available dollars from 2015 through 2040.
60
Table 5-4: Estimated Federal Transit Funds
Annual
Federal Funds
County
Category
Allocation
(2015-2040)
5307
$1,909,466
$ 49,646,116
5310
$
$
Elkhart Co
5337
$
$
5339
$
$
Total Funds
$1,909,466
$ 49,646,116
5307
$4,011,612
$104,301,912
5310
$1,260,407
$ 6,770,582
St. Joseph Co
5337
$2,318,896
$ 60,291,296
5339
$1,290,623
$ 7,556,198
Total
$6,621,131
$178,919,988
flat at 2014 amounts for St. Joseph and Elkhart Counties.
Both Marshall and Kosciusko Counties are considered rural and do
not directly receive a federal allocation for transportation projects.
Therefore, they are not included in the financial plan. We have included the projects in this plan if reasonable additional resources
(ie. Group III or Group IV funds from the State, competitive grants,
etc) were available.
Public Transit
It is anticipated that Transpo, NICTD and Niles Dial-a-Ride will continue to receive Section 5307 Urbanized Area Formula funds in the
South Bend Urbanized Area. Additionally, Transpo receives Section
5339 Bus and Bus Facilities funds and NICTD receives 5337 Status
of Good Repair funds to assist with capital costs in providing transit
services in the area. Section 5310 provides formula funding to large
urbanized areas over 200,000 (South Bend Urbanized Area) and is
a statewide competitive grant process for urbanized areas between
50,000 to 200,000 (Elkhart-Goshen Urbanized Area). The goal of
the 5310 program is to increase the mobility of seniors and persons
with disabilities. In the Elkhart-Goshen Urbanized Area it is anticipated that Interurban Trolley will continue to receive Section 5307
Urbanized Area Formula funds.
.
Based on the FY2014 annual allocation for these programs and assuming that the allocation is flat, the South Bend Urbanized is anticipated to receive $178.9 million in Federal Transit Administration funds for 2015 through 2040. During the same time period,
the Elkhart-Goshen Urbanized Area would receive $49.6 million in
Federal Transit Administration funds. These funds would be used
for capital projects or operating expenses.
61
Contents
64 | National Performance Measures
66 | State Performance Measures
66 | Local Performance Measures
Chapter 6:
System Performance
6
Under MAP-21, Congress has begun to outline a more performance
based transportation system that will make State DOTs, MPOs, and
local road agencies more accountable for the development and
maintenance of the federally funded transportation system. This is
a significant change from the previous transportation legislation,
SAFETEA-LU. The objective of this performance and outcome based
program is for States and MPOs to invest resources in projects that
collectively will make progress toward the achievement of national
goals.
MACOG is developing a listing of those areas in which further investigation and data collection would be beneficial to the member
agencies. However, MACOG must wait for wait for federal and state
regulations to be finalized before proceeding with a formal selection and review of performance measures for the region based on
those regulations. The following section will provide information
on the focus of measures in MAP-21 legislation and then a review of
factors that the MPO may want to further investigate after release of
U.S. DOT national measures and state targets.
64
National Performance Measures
Section 1203 of MAP-21 stipulates that the U.S. DOT promulgate
performance measures in the areas of the National Highway Performance Program (NHPP), Highway Safety Improvement Program
(HSIP), the Congestion Mitigation and Air Quality Improvement
Program (CMAQ), and the National Freight Movement (Freight)
within 18 months after the date of enactment of the MAP-21. Additionally, this section also stipulated twelve performance measure
categories for carrying out the NHPP, HSIP, CMAQ, and Freight.
In March 2014, the U.S. DOT published two interrelated Notices of
Proposed Rulemaking (NPRMs) in the Federal Register as required
by MAP-21. The Safety Performance Measures NPRM proposes safety performance measures and State DOT and MPO requirements for
establishing and reporting specific annual targets for fatalities and
serious injuries. The NPRM updates the existing HSIP requirements
under 23 CFR Part 924 and proposes a subset of the model inventory of roadway elements for all public roads, the Strategic Highway
Safety Plan update cycle, and other revisions to implement MAP-21
provisions, as well as clarifying existing regulatory language.
The U.S. DOT published an additional third related NPRM that addresses proposed updates to the statewide and metropolitan and
non-metropolitan planning regulations. All three notices were open
for public comment and are among the set of U.S. DOT’s proposals
to implement MAP-21 performance provisions for the federal-aid
highway program.
A second set of performance-related NPRMs will focus on pavement,
bridges, and asset management; a third will focus on congestion,
emissions, system performance, freight, and public transportation.
Collectively, these rules advance the vision of Congress to transform
federal-aid transportation programs to provide more efficient investments by:
• focusing on national transportation goals;
• increasing accountability and transparency; and
• improving transportation investment decision-making.
The U.S. DOT anticipates the implementation of coordinated performance measures by the spring of 2015 and encourages the public to review each of the proposed rules as they become available
in the Federal Register and to submit comments to the docket for
each rule.
Safety
To achieve a significant reduction in traffic fatalities and serious injuries on all public roads:
• MACOG works with the local road and transit agencies to
identify problematic areas in the region to improve safety
for motorists and non-motorized transportation users.
• MACOG has been recognized by FHWA for an innovative
approach to inventory and rank curb cuts and pedestrian
crossings in the development of ADA Transition Plans in the
region.
• Traffic crash reports reported to the Indiana State Police are
reviewed for accuracy and analysis.
• As part of the development of a regional sign inventory system, reflectometers were provided to local highway departments and engineers for measuring the night time visibility
of signage.
• MACOG was recognized by the Indiana MPO Council for the
DriveSafeMichiana.com website.
• On an annual basis in the spring, participating schools are
provided with regional bike maps and safety brochures.
Infrastructure Condition
To maintain the highway infrastructure asset system in a state of
good repair:
• In addition to measuring reflectivity, the regional sign inventory tracks the condition of signage to identify when
preventive maintenance and sign replacement should be
done.
• MACOG is coordinating with local highway departments
and engineers in the development of a road inventory system to rate pavement suitability and identify when preventive maintenance is necessary.
Congestion Reduction
To achieve a significant reduction in congestion on the National
Highway System:
• MACOG conduct travel time studies of major corridors to
evaluate congestion and traffic flow.
• Using a Travel Demand Model, MACOG can forecast future
congestion and assist communities in evaluating project effectiveness.
System Reliability
To improve the efficiency of the surface transportation system:
• MACOG will monitor areas with development pressure, coordinating with local road and transit agencies on how to
ensure the efficient movement of people and goods.
Freight Movement and Economic Vitality
To improve the national freight network, strengthen the ability of
rural communities to access national and international trade markets, and support regional economic development:
• MACOG continues to monitor and gather information regarding the movement of freight commodities within the
region.
• Continue to meet and discuss transportation needs and priorities with key freight stakeholders.
• MACOG maintains a Comprehensive Economic Develop-
65
ment Strategy (CEDS), intended to facilitate regional discussion, to coordinate, cooperate, and develop comprehensive
regional actions to improve and sustain growth.
• Additionally, the MACOG Regional Economic Development
District has continued to build partnerships with the local
economic development organizations.
Within one year of the U.S. DOT final rule on performance measures,
States will set performance targets in support of those measures.
States may set different performance targets for urbanized and rural areas. To ensure consistency each State must, to the maximum
extent practicable
• MACOG conducts Red Flag Investigations for all projects
considering federal funding in the Transportation Improvement Program (TIP) and the 2040 Transportation Plan.
• Coordinate with public transportation providers when setting performance targets in an urbanized area not represented by an MPO.
Environmental Sustainability
To enhance the performance of the transportation system while
protecting and enhancing the natural environment:
• MACOG is continuously working with local watershed and
environmental groups via the St. Joseph River Basin Commission to reduce the potential impacts to species and environmentally sensitive areas.
• The Clean Air Program was initiated by MACOG in 1994 to
educate citizens and businesses about how to help keep the
air clean.
Reduced Project Delivery Delays
To reduce project costs, promote jobs and the economy, and expedite the movement of people and goods by accelerating project
completion through eliminating delays in the project development
and delivery process, including reducing regulatory burdens and
improving agencies’ work practices:
• MACOG requires each federally funded project in the TIP to
participate in Quarterly Tracking and Review (QTR). This
process ensures that LPAs, their project consultants, the
MPO and INDOT are all on the same page, reducing costly
project delays.
66
State Performance Measures
• Coordinate with an MPO when setting performance targets
for the area represented by that MPO; and
The States are initially required to submit a report on performance
progress by October 1, 2016 and every 2 years thereafter. The report would include the condition and performance of the NHS, effectiveness of the investment strategy for the NHS, and progress in
achieving all State performance targets. States will also need to provide information on the performance of the Interstate system and
ways in which congestion bottlenecks in the National Freight Plan
are being addressed.
Local Performance Measures
Within 180 days of States or providers of public transportation setting performance targets, MPOs are to set performance targets in
relation to the performance measures. To ensure consistency, each
MPO must, to the maximum extent practicable, coordinate with the
relevant State and public transportation providers when setting
performance targets.
As of the date of this plan, the U.S. DOT had not finalized national
performance measures but has released the MAP-21 Planning Factors and National Performance Goals which were considered during the development of the plan. Future actions will be incorpo-
rated into the 2040 Transportation Plan to meet federal and state
measures as they are adopted.
67
Appendix A:
List of Proposed Projects
Figure A-1: Elkhart County Proposed Project Map
70
Sponsor
Open to
Traffic By
Elkhart
2015
Main Street
Lusher Avenue
Elkhart
2015
Prairie Street
Middlebury Street
Elkhart County
2015
CR 17
CR 38
Elkhart
Elkhart
Elkhart
Elkhart County
Elkhart County
Elkhart County
Elkhart County
Elkhart County
Elkhart County
INDOT
INDOT
INDOT
INDOT
INDOT
INDOT
INDOT
2015
2015
2015
2015
2015
2015
2015
2015
2015
2015
2015
2015
2015
2015
2015
2015
Project Route
Main Street
Prairie Street
Prairie Street
CR 17
CR 17
CR 17
CR 17
CR 17
CR 3
SR 19
SR 19 (Nappanee Street)
SR 19 (Nappanee Street)
US 33
US 33
US 33
US 33
Beginning Termini
Indiana Avenue
Main Street
CR 142
CR 32
CR 32 (Leedy Ditch)
CR 30
CR 30
CR 32
CR 38
College Street
US 20 (Southern Ramp)
2020
Bristol Street (CR 10)
Jeanwood Drive
Goshen Avenue
Division Street
Added Travel Lanes
Prairie Street
Middlebury Street
CR 38
CR 32 (Leedy Ditch)
CR 30
CR 28
College Avenue (CR 36)
CR 40
Elkhart
2020
0.6
Kercher Road (CR 38)
Rainbow Bend Boulevard
Harrison Street
Elkhart
Road Reconstruction
Rainbow Bend Boulevard
2nd Street
3rd Street
Indiana Avenue
Lusher Avenue
2020
2020
Length
(Miles)
Norfolk Southern Railroad (#522504S)
Elkhart
Elkhart
Type of Work
Ending Termini
Harrison Street
Jackson Boulevard
Beardsley Avenue
Monroe Street
CR 15
Jefferson Street
Jefferson Street
Pebblestone Lane (City
Limits)
Middlebury Street
Road Reconstruction
Added Travel Lanes
0.4
0.2
0.2
Grade Separation
0.0
Grade Separation
0.0
Road Reconstruction
New Road Construction
Grade Separation
Intersection Improvement
Center Turn Lane
Center Turn Lane
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Center Turn Lane
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Added Travel Lanes
2.5
1.9
1.2
0.0
1.0
0.0
0.0
0.9
0.8
1.1
1.4
1.4
2.4
0.5
0.5
1.1
0.9
71
Sponsor
Open to
Traffic By
Elkhart
2020
Goshen Avenue
Middlebury Street
Toledo Road
Elkhart
2020
Lusher Avenue
17th Street
Oakland Avenue
Elkhart
Elkhart
Elkhart
Elkhart
Elkhart County
Elkhart County
Goshen
2020
2020
2020
2020
2020
2020
Jackson Boulevard
Lexington Avenue
Main Street
Old US 20
CR 38
CR 38 (Kercher Road)
Dierdorff Road (CR 27)
Beginning Termini
Goshen Avenue
Bypass Road
Beardsley Avenue
CR 3
CR 17
CR 21
CR 40
Goshen
2020
Violett Road
Goshen
2020
Waterford Mills Parkway
SR 15
Goshen
Goshen
INDOT
INDOT
INDOT
2020
2020
2020
2020
2020
Wilden Avenue
SR 19
SR 19
US 33
Norfolk Southern
Railroad (#533510B)
Rock Run Creek
CR 52 (Woodview Drive)
SR 119 (CR 44)
Lusher Avenue
Elkhart
Elkhart
2025
2025
2025
Prairie Street
Toledo Road
Toledo Road
Norfolk Southern
Railroad (#533510B)
Regent Street
6th Street
0.5
Center Turn Lane
Center Turn Lane
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Road Reconstruction
Added Travel Lanes
Prairie Street
Elkhart
Road Reconstruction
Industrial Parkway
2025
Prairie Street
Violet Road
0.4
Road Reconstruction
Elkhart
2025
CR 21
Added Travel Lanes
Lusher Avenue
Mishawaka Road (CR 20)
Elkhart
Lexington Avenue
Length
(Miles)
Hively Avenue
Benham Avenue
Osolo Road (CR 11)
SR 19
Type of Work
Monroe Street
2025
2025
Ending Termini
Pike Street
Elkhart
Elkhart
72
2020
Project Route
Bristol Street
Indiana Avenue
Goshen Avenue
Industrial Parkway
Hively Avenue
CR 6
Indiana Avenue
Main Street
Rowe Street
Added Travel Lanes
Center Turn Lane
Road Reconstruction
Road Reconstruction
Added Travel Lanes
0.0
0.6
0.0
0.5
2.0
0.7
1.0
0.4
1.1
0.3
0.7
0.0
0.0
0.9
0.5
1.5
0.5
0.5
0.3
0.4
0.5
Sponsor
Open to
Traffic By
Elkhart
2025
Toledo Road
Rowe Street
Elkhart County
2025
CR 17
CR 46
Elkhart County
Elkhart County
Elkhart County
Elkhart County
Elkhart County
Elkhart County
Goshen
2025
2025
2025
2025
2025
2025
2025
Project Route
CR 13 (Lewis Street)
CR 13 (Lewis Street)
CR 6
CR 6
Old US 20
Old US 20
College Avenue
US 33
Ash Road
CR 10
Ash Road
CR 1
Norfolk Southern
Railroad (#510048K)
2025
Goshen
2025
CR 40
Goshen
Nappanee
Elkhart
2025
2025
2025
2030
Wilden Avenue
CR 40
Lincoln Street
Hively Avenue
Length
(Miles)
CR 13
Added Travel Lanes
0.5
CR 142
Road Reconstruction
1.5
CR 1
Added Travel Lanes
Ending Termini
Linden Drive
Norfolk Southern Railroad (#510015X)
Goshen
Goshen
Type of Work
Beginning Termini
Current Terminus
US 6
CR 10
John Weaver Parkway
CR 3
Winsted Avenue
SR 15
Elkhart County
Elkhart County
Elkhart County
2040
2040
2040
CR 40
CR 40
CR 40
CR 17
CR 17
CR 21
Violet Road
0.2
3.0
CR 21
Road Reconstruction
CR 6
CR 142
0.3
Road Reconstruction
Bristol Street (CR 10)
2040
1.3
CR 46
Johnson Street (CR 9)
Elkhart County
Road Reconstruction
1.0
0.0
2035
US 6
Added Travel Lanes
Grade Separation
Elkhart County
CR 17
1.0
Williams Street
US 33
Toledo Road
2030
1.0
0.2
Moyer Avenue
Elkhart County
Added Travel Lanes
0.9
Norfolk Southern Railroad (#510012C)
Pebbleston Lane
Added Travel Lanes
1.1
Middlebury Street
US 33
Indiana Avenue
CR 10 (Bristol Street)
Added Travel Lanes
0.0
0.7
2030
2030
Grade Separation
0.2
Center Turn Lane
Elkhart
Elkhart County
Center Turn Lane
CR 15
SR 15
Violet Road
SR 15
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Road Reconstruction
Road Reconstruction
Added Travel Lanes
0.9
0.2
1.5
2.9
2.1
0.8
0.3
73
Figure A-2: Kosciusko County Proposed Project Map
74
Sponsor
Open to
Traffic By
Kosciusko County
2015
Old US 30
CR 350
Zimmer Road
Kosciusko County
2015
Old US 30
Walnut Creek
Fox Farm Road
Kosciusko County
Kosciusko County
Kosciusko County
Kosciusko County
Kosciusko County
Kosciusko County
Kosciusko County
Kosciusko County
Kosciusko County
Kosciusko County
Kosciusko County
Kosciusko County
Kosciusko County
Kosciusko County
Kosciusko County
Syracuse
Warsaw
Warsaw
Warsaw
Warsaw
2015
2015
2015
2020
2020
2020
2020
2020
2020
2020
2020
2020
2020
2020
2020
2020
2020
2020
2020
2020
Project Route
Old US 30
Old US 30
Old US 30
County Farm Road
County Farm Road
CR 100 E
CR 100 E
CR 100 E
CR 1300 N
CR 1300 N
CR 1300 N
CR 150 W
CR 150 W
Fox Farm Road
CR 100 E
Chicago Street
County Farm Road
CR 300 N
Husky Trail
Kincaide Street
Beginning Termini
Zimmer Road
Zimmer Road
Fox Farm Road
CR 700 S
CR 400 S
Ending Termini
Walnut Creek
CR 400 S
CR 200 S
City Limits (0.2 mi S of CR
CR 200 N
200 N)
CR 200 N
CR 250 N
Old SR 15
CR 300 E
CR 300 N
SR 15
Norfolk Southern
Railroad (New Crossing)
CR 450 N
Old SR 15
Type of Work
Length
(Miles)
Road Reconstruction
1.3
Road Reconstruction
0.6
Road Reconstruction
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Added Travel Lanes
Road Reconstruction
Road Reconstruction
Grade Separation
Fox Farm Road
US 30
Road Reconstruction
CR 250 N
CR 300 N
Road Reconfiguration
US 30
Lake Street (Old US 30)
SR 13
CR 200 S
CR 150 W
Mariners Drive
Logan Street
CR 300 N
CR 150 W
Harkless Drive
Baker Street
SR 15
City Limits (0.2 mi S of CR
200 N)
Union Street
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Added Travel Lanes
0.0
0.6
0.0
3.2
2.1
0.2
0.5
1.5
0.4
2.8
0.0
0.8
0.5
0.9
0.5
0.3
0.9
1.0
0.7
0.4
75
Sponsor
Open to
Traffic By
Warsaw
2020
Lake Street
Market Street
Warsaw
2020
Market Street
Bronson Street
Warsaw
Warsaw
Warsaw
Warsaw
Warsaw
2020
2020
2020
2020
2020
Winona Lake
2020
Kosciusko County
2025
Kosciusko County
Kosciusko County
Kosciusko County
Kosciusko County
Kosciusko County
Kosciusko County
Winona Lake
Kosciusko County
Kosciusko County
Kosciusko County
Kosciusko County
Kosciusko County
Kosciusko County
76
2025
2025
2025
2025
2025
2025
2025
2030
2030
2030
2030
2030
2030
Project Route
Market Street
Market Street
Patterson Road
Winona Avenue
Zimmer Road (CR 225
W)
Packerton Road
CR 450 N
CR 450 N
CR 450 N
Barbee Lake Road
CR 650 E
CR 650 E
CR 700 E
Beginning Termini
Columbia Street
Hickory Street
Parker Street
Maple Avenue
Type of Work
Length
(Miles)
Osborn Street
Road Reconstruction
0.8
Argonne Road
Road Reconstruction
0.8
Ending Termini
Hickory Street
Bronson Street
CR 175 E
Argonne Road
Road Reconstruction
Pierceton Road
CR 375 E
CR 475 E
CR 250 E
McKenna Road
Lincoln Highway
CR 300 N
Barbee Lake Road
CR 250 E
CR 375 E
CR 700 E
CR 300 N
McKenna Road
Armstrong Road
SR 19
CR 900 N
SR 19
Fleugel Ditch
CR 900 N
Added Travel Lanes
CR 100 E
CR 225 S
Marshall County Line
CR 900 N
Road Reconstruction
Road Reconstruction
CR 1350 N
CR 550 N
Road Reconstruction
SR 25 (Crystal Lake Road) Old US 30
Kings Highway / Winona Park Avenue / Argonne
Avenue
Road
CR 475 E
Road Reconstruction
CR 450 N
CR 100 E
Fleugel Ditch
CR 425 W
Armstrong Road
CR 200 E
CR 425 W
Davisson Ditch
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
0.4
0.7
0.7
1.0
1.0
0.8
1.5
1.3
0.9
0.6
3.0
0.5
1.2
0.0
3.0
0.7
1.0
2.2
1.6
2.2
Sponsor
Open to
Traffic By
Kosciusko County
2030
CR 900 N
Davisson Ditch
SR 15
Syracuse
2030
Syracuse-Webster Road
CR 700 N
CR 1000 N
Kosciusko County
Syracuse
Syracuse
Syracuse
Warsaw
Kosciusko County
Syracuse
Syracuse
Syracuse
Warsaw
Kosciusko County
Kosciusko County
Kosciusko County
Warsaw
Winona Lake
2030
2030
2030
2030
2030
2035
2035
2035
2035
2035
2040
2040
2040
2040
2040
Project Route
CR 900 N
Rozella Road
Pierceton Road
Front Street
Kern Road
Beginning Termini
SR 15
SR 13
CR 1000 N
CR 1200 N
SR 15
CR 225 S
Fox Farm Road
Fox Farm Road
Rozella Road
Wooster Road
CR 300 E
Chicago Street
CR 1200 N
Harrison Street
CR 75 E
CR 150 W
US 30
Ranch Road
Kings Highway
Type of Work
Length
(Miles)
Added Travel Lanes
1.6
Road Reconstruction
2.2
Added Travel Lanes
CR 700 N
Road Reconstruction
Railroad Avenue
Road Reconstruction
CR 1200 N
Road Reconstruction
Ranch Road
CR 1300 N
Road Reconstruction
Winona Lake Town Limits Pierceton Town Limits
Long Drive / Main Street SR 13
Sheridan Street
Ending Termini
John Street
CR 1400 N
Parker Street
CR 275 E
US 30
CR 300 N
Country Club Road
CR 250 E
Road Reconstruction
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Road Reconstruction
Road Reconstruction
Added Travel Lanes
3.5
1.4
2.4
1.0
0.3
3.8
0.5
1.1
0.7
0.2
2.0
1.7
0.5
0.8
1.2
77
Figure A-3: Marshall County Proposed Project Map
78
Sponsor
Open to
Traffic By
INDOT
2015
US 31
US 31
Marshall County
2015
7A Road
INDOT
INDOT
Marshall County
Marshall County
Plymouth
LaPaz
Plymouth
2015
2015
2015
2015
2015
2020
2020
Project Route
US 31
US 31
Pioneer Road
Pioneer Road
Oak Drive
Michigan Road
Pioneer Road
Type of Work
Length
(Miles)
St. Joseph County Line
4.8
Michigan Road
Linden Road
2.0
US 30
250' North of Hoham
Beginning Termini
7A Road
US 6
SR 17
Old US 30
US 6
US 30
Plymouth
2020
Hoham Drive
Oak Drive
Plymouth
2025
Jefferson Street
Michigan Street
Plymouth
Marshall County
2025
2025
7A Road
7A Road
Pioneer Road
Oak Road
Plymouth
2025
Oak Drive
Hoham Road
Marshall County
2030
Plymouth-Goshen Trail
3A Road
Marshall County
Marshall County
Marshall County
Marshall County
Marshall County
Marshall County
Plymouth
Plymouth
2030
2030
2030
2030
2030
2030
2030
2030
3A Road
Shore Drive
Shore Drive
Shore Drive
Shore Drive
Jefferson Street
Jim Neu Drive
East Shore Drive
US 6
4th Road
4th Road
4B Road
West Shore Drive
Lincolnway East
Pioneer Road
Ending Termini
Old US 30
US 30
Interchange
Interchange
Road Reconstruction
Center Turn Lane
CSX Railroad
Oak Road
Road Reconstruction
7B Road
Michigan Street
Michigan Road
Lincolnway East
City Limits (0.09 mi S of
7B Road)
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Road Reconstruction
3rd Road
Road Reconstruction
SR 106
Elkhart County Line
4B Road
3A Road
3A Road
Richter Road
Oak Drive
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Road Reconstruction
0.0
0.0
1.1
1.0
0.3
0.7
0.5
0.9
1.0
1.0
0.4
0.2
1.4
1.6
2.4
1.0
1.2
1.3
0.7
0.6
1.0
79
Sponsor
Open to
Traffic By
Plymouth
2035
Lincolnway East
Jefferson Street
Plymouth
2035
Richter Road
Jefferson Street
Plymouth
Marshall County
Marshall County
Marshall County
Marshall County
Marshall County
Marshall County
Marshall County
Marshall County
Marshall County
Marshall County
Marshall County
Marshall County
Marshall County
Plymouth
2040
2040
2040
2040
2040
2040
2040
2040
2040
2040
2040
2040
2040
2040
Plymouth
2040
Plymouth
2040
Plymouth
Plymouth
Plymouth
80
2035
2040
2040
2040
Project Route
Michigan Street
6A Road
7A Road
9A Road
King Road
King Road
King Road
Muckshaw Road
Muckshaw Road
Muckshaw Road
Muckshaw Road
Oak Road
Old US 30
Tamarack Road
Pidco Drive
Jefferson Street
Jefferson Street
Jim Nelson (Muckshaw
Road)
Michigan Street
Beginning Termini
Oakhill Avenue
Oak Road
Linden Road
Iris Road
9A Road
Yellow River
SR 10
Wolf Creek
13th Road
12th Road
7B Road
US 30
US 6
Broadway Street
City Limits
Oak Drive
City Limits
City Limits
Michigan Street
Ending Termini
Type of Work
Length
(Miles)
City Limits (0.54 mi W of
Pennsylvania)
Road Reconstruction
0.7
Michigan Road
Road Reconstruction
Road Reconstruction
0.2
LaPorte Street
Baker Street
King Road
9B Road
Yellow River
4th Road
Wolf Creek
13th Road
12th Road
Oakhill Road
6A Road
Pioneer Road
St. Joseph County Line
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Road Reconstruction
Western Avenue
Oakhill Avenue
Road Reconstruction
City Limits
Road Reconstruction
Oak Drive
Michigan Street
Oakhill Avenue
Added Travel Lanes
Added Travel Lanes
Road Reconstruction
0.7
0.8
0.8
0.4
1.8
1.8
2.0
1.6
1.9
1.0
1.9
1.2
1.9
2.0
0.1
0.5
1.0
0.2
0.9
0.1
Figure A-4: St. Joseph County Proposed Project Map
81
Sponsor
Open to
Traffic By
INDOT
2015
SR 23 (Edwardsburg
Highway)
Brick Road
INDOT
2015
SR 23 (South Bend
Avenue)
Chalfont Street
INDOT
INDOT
INDOT
INDOT
INDOT
INDOT
INDOT
Mishawaka
Mishawaka
Mishawaka
Mishawaka
Mishawaka
Mishawaka
South Bend
South Bend
South Bend
South Bend
South Bend
82
2015
2015
2015
2015
2015
2015
2015
2015
2015
2015
2015
2015
2015
2015
2015
2015
2015
2015
Project Route
SR 23 (Edwardsburg
Highway)
SR 331 (Capital Avenue)
US 31
US 31
US 31
12th Street (Harrison
Road)
Catalpa Avenue
Evergreen Road
Fir Road
Fir Road
Fir Road (Byrkit Street)
Fellows Street
Lafayette Street
Lincolnway
Madison Street
Marion Street
Beginning Termini
Adams Road
US 20
Twelfth Street
Type of Work
Length
(Miles)
Adams Road
Added Travel Lanes
1.8
Twyckenham Drive
Added Travel Lanes
0.8
Ending Termini
2.7 Miles North of SR 331
SR 4 (Pierceton Road)
Kern Road
US 20
10.6
Added Travel Lanes
1.3
North of SR 933
SR 331
Blackberry Road
Fir Road
SR 331
Current Terminus
University Park Drive
Cleveland Road
McKinley Highway
Ireland Road
Western Avenue
Commerce Drive
Marion Street
Dr. Martin Luther King Jr.
Drive
0.7
Twelfth Street
Norfolk Southern Railroad (#522526S)
Marshall County Line
Added Travel Lanes
Filbert Road
Cleveland Road
SR 23
Day Road
Chippewa Road
Marion Street
Grade Separation
Interchange
Interchange
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Road Reconstruction
One-Way to Two-Way
Lafayette Boulevard
Lafayette Boulevard
One-Way to Two-Way
Lafayette Boulevard
One-Way to Two-Way
2.1
0.9
0.0
0.0
0.0
0.3
0.7
0.3
0.6
1.3
0.4
0.7
3.0
0.2
0.2
Sponsor
Open to
Traffic By
South Bend
2015
Miami Street
Kern Road
Jackson Road
South Bend
2015
Western Avenue
Summit Drive
Williams Street
South Bend
South Bend
South Bend
South Bend
Airport
St. Joseph County
St. Joseph County
St. Joseph County
St. Joseph County
St. Joseph County
St. Joseph County
St. Joseph County
St. Joseph County
Mishawaka
Mishawaka
Mishawaka
Mishawaka
South Bend
South Bend
South Bend
2015
2015
2015
2015
2015
2015
2015
2015
2015
2015
2015
2015
2020
2020
2020
2020
2020
2020
2020
Project Route
Michigan Street
Western Avenue
William Street
Lincolnway West
Cleveland Road
Douglas Road
Douglas Road
Douglas Road
Fir Road
Gumwood Road
Gumwood Road
Ironwood Road
Road)
Road)
McKinley Highway
McKinley Highway
Auten Road
Auten Road
Bendix Drive
Beginning Termini
Colfax Avenue
Chapel Lane
Western Avenue
US 20
Ash Road
SR 933
Ending Termini
Mayflower Road
Juniper Road
Union Street
Byrkit Street (Fir Road)
Home Street
Home Street
Adams Road
Mayflower Road
Lathrop Street
3.1
One-Way to Two-Way
Brick Road
1.0
Washington Street
Summit Drive
Mishawaka City Limits
Auten Road
Added Travel Lanes
Juniper Road (Southern Roundabout)
Brick Road
Length
(Miles)
LaSalle Avenue
Juniper Road (Northern Roundabout)
Cleveland Road
Type of Work
Michigan State Line
Downey Avenue
Elder Road
Mayflower Road
Portage Road
I-80/I-90 (Indiana Toll
Road)
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Road Reconstruction
0.1
0.9
0.3
1.2
0.0
1.2
0.0
0.0
0.0
0.4
1.4
0.0
1.0
1.0
0.5
0.2
0.5
1.4
1.0
83
Sponsor
Open to
Traffic By
South Bend
2020
Ironwood Road
South Bend City Limits
South Bend
2020
Lincolnway West
Marion Street
South Bend
South Bend
South Bend
South Bend
South Bend
South Bend
South Bend
South Bend
South Bend
South Bend
South Bend
South Bend
South Bend
South Bend
South Bend
St. Joseph County
St. Joseph County
St. Joseph County
St. Joseph County
Mishawaka
Mishawaka
Mishawaka
84
2020
2020
2020
2020
2020
2020
2020
2020
2020
2020
2020
2020
2020
2020
2020
2020
2020
2020
2020
2025
2025
2025
Project Route
Ironwood Road
Jefferson Boulevard
Main Street (SR 933)
McKinley Highway
Michigan Street
Michigan Street
Michigan Street
Michigan Street
Beginning Termini
Jackson Road
Wayne Street
Ending Termini
Jackson Road
South of US 20
Chippewa Avenue
Marion Street
Chippewa Avenue
Navarre Street
Ironwood Drive
Ireland Road
Chippewa Avenue
Monroe Street
Michigan Street (SR 933) Western Avenue
Michigan Street (SR 933) Marion Street
Michigan Street (SR 933) Bartlett Avenue
Manchester Drive
Western Avenue
Olive Street
SR 23 (Prairie Avenue)
Tucker Drive
Sample Street
Bendix Drive
Grant Street
Olive Street
Olive Street
Ash Road
Ash Road
Cleveland Road
Fir Road
McKinley Highway
Tucker Drive
Sample Street
McKinley Avenue
Edison Road / CR 12
Ford Street
St. Joseph River
SR 933
Jefferson Boulevard
McKinley Highway
Brick Road
Dragoon Trail
Division Street
Harrison Road
Type of Work
Length
(Miles)
Road Reconstruction
0.5
0.0
Road Reconstruction
One-Way to Two-Way
Added Travel Lanes
One-Way to Two-Way
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
0.2
0.0
3.1
0.6
0.0
3.3
0.0
0.1
0.0
0.0
0.0
0.8
0.6
0.0
0.5
0.0
0.0
0.8
0.0
0.9
0.5
1.0
Sponsor
Open to
Traffic By
Mishawaka
2025
McKinley Highway
Grand Trunk Western Railroad
Mishawaka
2025
Union Street
Dragoon Trail
Mishawaka
Mishawaka
South Bend
South Bend
South Bend
South Bend
South Bend
South Bend
South Bend
South Bend
South Bend
South Bend
South Bend
St. Joseph County
St. Joseph County
St. Joseph County
St. Joseph County
St. Joseph County
St. Joseph County
St. Joseph County
2025
2025
2025
2025
2025
2025
2025
2025
2025
2025
2025
2025
2025
2025
2025
2025
2025
2025
2025
2025
Project Route
Union Street (Bremen
Highway)
Union Street (Church
Street)
Bendix Drive
Ireland Road
Ironwood Drive
Ironwood Drive
Ironwood Drive
Kern Road
Sheridan Street
Twyckenham Drive
Twyckenham Drive
Twyckenham Drive
Twyckenham Drive
Ash Road
Douglas Road
Douglas Road
Douglas Road
McKinley Avenue
Bittersweet Road
Fir Road
Beginning Termini
Ending Termini
Type of Work
Length
(Miles)
Grade Separation
0.0
Added Travel Lanes
0.5
North of US 20
Dragoon Trail
Added Travel Lanes
12th Street
SR 933
Added Travel Lanes
Lincolnway
Ironwood Road
Mishawaka Avenue
Jefferson Boulevard
12th Street
Lathrop Street
Hazel Road
Corby Boulevard / Rockne Drive
Miami Street
Lincolnway
Mishawaka Avenue
Jefferson Boulevard
Ironwood Road
Progress Drive
McKinley Avenue
Corby Boulevard
Vistula Road / Indiana Avenue
Ivy Road
Ironwood Road
Birch Road
Ash Road
Ironwood Road
Ironwood Road
Anderson Road
Adams Road
SR 23
SR 23
Road Reconstruction
Added Travel Lanes
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
1.3
0.7
1.2
0.7
0.0
0.0
0.0
1.0
0.5
0.0
0.0
0.0
0.0
0.0
0.5
0.6
0.0
1.2
0.7
0.0
85
Sponsor
Open to
Traffic By
St. Joseph County
2025
Ironwood Road
Kern Road
St. Joseph County
2025
Ironwood Road
Adams Road
St. Joseph County
St. Joseph County
St. Joseph County
St. Joseph County
South Bend
South Bend
South Bend
South Bend
St. Joseph County
St. Joseph County
St. Joseph County
St. Joseph County
St. Joseph County
St. Joseph County
St. Joseph County
St. Joseph County
St. Joseph County
St. Joseph County
St. Joseph County
St. Joseph County
86
2025
2025
2025
2025
2030
2030
2030
2030
2030
2030
2030
2030
2030
2030
2035
2035
2035
2035
2035
2035
Project Route
Ironwood Road
Ironwood Road
Pierce Road
Pierce Road
Adams Road
Hickory Road
Hickory Road
Olive Road
Cleveland Road
Cleveland Road
Ash Road
Ash Road
Ash Road
Ash Road
Cleveland Road
Auten Road
Auten Road
Bittersweet Road
Day Road
Day Road
Beginning Termini
Cleveland Road
Auten Road
US 31
Miami Highway
Olive Road
Edison Road
Helper Road
Brick Road
Fir Road
Ending Termini
South Bend City Limits
Auten Road
Michigan State Line
Miami Highway
SR 331
Mayflower Road
Helper Road
Douglas Road
Adams Road
SR 331
Grand Trunk Western Railroad (#283372X)
SR 933
Vistula Road / Indiana
Avenue
Jefferson Road
McKinley Highway
Vistula Road / Indiana
Avenue
McKinley Highway
SR 331
SR 933
Juniper Road
McKinley Highway
Fir Road
SR 331
Type of Work
Length
(Miles)
Road Reconstruction
0.5
0.0
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Road Reconstruction
Added Travel Lanes
Added Travel Lanes
Grade Separation
Added Travel Lanes
Jefferson Road
Road Reconstruction
Edison Road
Added Travel Lanes
Bittersweet Road
Road Reconstruction
Added Travel Lanes
Juniper Road
Road Reconstruction
SR 331
Added Travel Lanes
Ironwood Road
Day Road
Bittersweet Road
Road Reconstruction
Road Reconstruction
Road Reconstruction
1.5
1.0
2.3
2.0
1.3
0.5
0.5
1.0
0.9
0.0
1.0
0.2
0.5
0.5
1.6
0.8
1.0
1.0
1.1
1.4
Sponsor
Open to
Traffic By
St. Joseph County
2035
Day Road
Mishawaka
2040
Fulmer Road
Current Terminus
St. Joseph County
Mishawaka
Mishawaka
Mishawaka
Mishawaka
Mishawaka
South Bend
St. Joseph County
St. Joseph County
St. Joseph County
St. Joseph County
St. Joseph County
St. Joseph County
St. Joseph County
St. Joseph County
St. Joseph County
St. Joseph County
St. Joseph County
St. Joseph County
St. Joseph County
2035
2040
2040
2040
2040
2040
2040
2040
2040
2040
2040
2040
2040
2040
2040
2040
2040
2040
2040
2040
Project Route
Portage Road
7th Street
Logan Street
Logan Street
Logan Street
Went Avenue
Sample Street
Ash Road
Ash Road
Auten Road
Auten Road
Cleveland Road
Douglas Road
Bittersweet Road
Bittersweet Road
Bittersweet Road
Bittersweet Road
Douglas Road
Portage Road
Elm Road
Beginning Termini
Ending Termini
Maple Road
Auten Road
Dragoon Trail
SR 933
Union Street
Pleasant Street
Mishawaka Avenue
McKinley Highway
Chapin Street
Edison Road
Douglas Road
Portage Road
St. Joseph River
Bittersweet Road
Fir Road
Day Road
Douglas Road
Cleveland Road
I-80/90 Toll Road
SR 331
Auten Road
Kern Road
Laurel Street
Clover Road
Mishawaka Avenue
Jefferson Boulevard
Catalpa Road
Douglas Road
Cleveland Road
St. Joseph River
SR 933
Ash Road
SR 331
Type of Work
Length
(Miles)
Grade Separation
0.0
0.3
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Added Travel Lanes
Douglas Road
Road Reconstruction
Anderson Road
Road Reconstruction
Cleveland Road
I-80/90 Toll Road
Bittersweet Road
Michigan State Line
Jackson Road
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Road Reconstruction
Added Travel Lanes
1.2
0.3
0.8
0.2
0.5
0.8
0.0
1.0
1.0
1.3
1.1
2.5
1.2
0.8
1.0
0.6
0.6
1.4
1.1
0.9
87
Appendix B:
Michiana Area Travel Study
through a combination
of mail, email and phone
calls and completed the
survey by phone or online. The survey sample
was combined with data
from over 150 households that participated
in the National Household Travel Survey in
2009.
B
Fast Facts
The Michiana Area Travel Study was conducted in the Fall of 2013
for the Michiana Area Council of Governments (MACOG) by RSG.
The purpose of the study was to better understand the travel behavior of residents and university students in St. Joseph and Elkhart
counties to support MACOG’s on-going transportation planning efforts and the update of their travel forecasting and analysis tools.
Over 500 households and 650 college students from six local universities participated in the study. Participants were recruited
Average Commute Drive Time:
19.6 min
% of Residents Riding the Bus:
1.3%
Average Drive Time for Non-Commute Trips:
% of Residents Walking or Biking:
Average Trips per Household per Day:
Average Trips per Resident per Day:
Average Trips per College Student per Day:
90
17.3 min
13.5%
8.3
3.7
2.9
Appendix B: Michiana Area Travel Study
Participants recorded all
trips made over a 24 hour period by all members of the household
or by the individual college student. Information was collected on
each trip’s origin and destination, purpose, travel time, travel mode
and travel party.
College Students
Households
Mode Shares
Prepared by Resource Systems Group (RSG)
Appendix B: Michiana Area Travel Study
91
Appendix C:
Modeling Process
C
Figure C-1: The MACOG Hybrid Model Design
Modeling Process
Travel demand forecasting models (TDMs) are a major analysis
tool for the development of long-range transportation plans. These
mathematical models are designed to calculate the number of trips,
connect their origins and destinations, forecast the mode of travel,
and identify the roadways or transit routes most likely to be used
in completing a trip. Models are used to determine where future
transportation problems are likely to occur, as indicated by modeled roadway congestion. Once identified, the model can test the
ability of roadway and transit system improvements to address
those problems.
94
For the 2040 Transportation Plan, MACOG contracted with Resource Systems Group (RSG) to conduct a major update of the travel
demand forecasting model. A hybrid model, the new design blends
aspects of traditional four-step models and activity-based models.
The model can be described as trip-based, as it produces aggregate
trip table matrices of trips between origins and destinations rather
than disaggregate records detailing individual travelers’ activities.
However, it can also be described as tour-based since the travel patterns predicted can be mathematically proven to be consistent with
Source: MACOG Travel Model: Model Development and Validation Report
tours and all travel is segmented within the model by types of tours,
eliminating the non-home-based trips problematic in traditional
four-step models.
Unlike traditional four-step models which are entirely aggregate
and activity-based models which are entirely disaggregated, the hybrid model includes both aggregate and disaggregate component
models. Despite the inclusion of disaggregate choice models, there
are no random number draws or Monte Carlo simulations included
in the TDM. As a result, MACOG’s model results are reproducible,
unlike the results of activity-based or other simulation models.
Any difference between two model runs is directly attributable to
differences in their inputs as with traditional trip-based models.
Whereas, in simulation models, multiple model runs are necessary
when comparing alternatives to ensure that the difference between
model runs results from differences in the alternative inputs rather
than from differences in the random numbers drawn for each run.
Significant elements of the MACOG TDM are as follows:
HELPViz Land Use Model
HELPViz was developed by RSG as part of the Sustainable Evansville
Area Coalition’s Regional Plan for Sustainable Development. Using
the Land-Based Classification System’s activity-based codes, 2002
aerial photography and 2013 oblique photography was used to describe land use changes in the urbanized areas of the region over a
10-year period which was then used to adapt HELPViz to the area.
This land use model offers sensitivity to land use zoning, building
codes and infrastructure facilities such as the transportation network, water and sewer utilities. HELPviz allocates the future population and employment regional totals to the TAZs based on build
out capacities, the transportation network and infrastructure facilities. HELPviz uses Nested Logit model framework and uses information at both TAZ and parcel levels.
Population Synthesis
In recent years there has been a shift away from the application of
demand models directly to entire traffic analysis zones in favor of
representing individual households (and sometimes persons) and
modeling travel behavior at their level. This shift is to avoid the aggregation bias that occurs when non-linear demand models are applied to aggregate or average characteristics rather than to populations with a range of attributes around the group averages. For
example, a mode choice model may predict no significant transit
mode share when applied to a zone with 100 households with an
average of 2.2 cars per household. However, the same mode choice
model, applied to the same households individually, may predict a
significant number of transit trips if 5 of the households have no
vehicles and 15 have only one vehicle.
The MACOG TDM generates a disaggregate synthetic population of
households based on the demographic information associated with
the traffic analysis zones. For each zone, individual households
are created. Each household has a total number of persons, workers, students, and a binary variable indicating whether any of the
household members is over the age of 65. Each household also has
an income variable that indicates whether the household belongs to
the lower (under $35,000/year), middle ($35,000 - $75,000/year)
or upper (over $75,000/year) income category, each of which comprises approximately a third of the households in the region. The
number of vehicles available to each household is modeled separately, after the population synthesis, based on these variables and
other variables describing the zone in which the household is located.
The synthetic population is developed in two steps. First, a set of ordered nested logit models predict for each variable (such as household size, number of workers, etc) the number of households which
have each level of that variable (one person, two persons, etc; zero
workers, one worker, two workers, etc). Second, iterative proportional fitting is used to develop the synthetic population based on
a seed population of households from the household travel survey
and the marginal distributions for each variable provided by the
logit models. Unlike the procedures used to develop synthetic populations in many activity-based models, this procedure is entirely
deterministic and does not introduce randomness or simulation error into the model using any random draws. This is possible since
the model is allowed to produce more or less individual households
that exist in the real population, creating consistency instead by
weighting those households so that their weighted sum is the total
95
generation equations, with the stop generation playing a secondary role (in some ways similar to, albeit simpler than, activity-based
approaches which allow more tradeoffs). This is reflected in their
goodness-of-fit which is quite good for the tour generation equations, but rather modest for stop generation since stop rates per
tour are relatively constant. As mentioned previously, more elaborate model frameworks which allocate stops to tours may be developed at a later date, giving the model additional behavioral fidelity.
However, the simple framework adopted here still offers improved
sensitivity over traditional models.
actual number of households in each zone.
Tour and Stop Generation
The new TDM generates tours and stops rather than trips. The
number of tours and stops of each type is estimated using multiple
regression models applied to the disaggregated synthetic population of households. First, the number of tours, of each type, is estimated for each household. Then, for each stop type, the ratio of
stops per tour is modeled and the total number of stops produced
by multiplying this ratio by the number of tours.
In this framework, the modeled behavior is dominated by the tour
Although cross-classification models were once viewed as an ad-
Table C-1: Factors Affecting Household Tour and Stop Generation
Workers
Work Tours
Work Stops
Other Stops
School Tours
School Stops
Other Stops
Other Tours
Short Maintenance
Stops
Long Maintenance
Stops
Discretionary
Stops
Key
Non-Workers
+
+
+
-
+
+
+
+
+
+
+
+
+
+
+
+
+
-
+
Seniors
Vehicles
Income
-
+
+
+
+
+
+
+
+
+
+
+
+
+
+
+
Variable (column) increases tour/stop rate
(row)
96
Students
+
+
-
+
+
Gas Price
Accessibility
-
-
-
-
-
Variable (column) decreases tour/stop rate
(row)
vance over regression models for generating trips, this was due
to their ability to reduce aggregation bias compared to regression
models which were applied to zones as a whole. By applying regression models instead to a disaggregate population, aggregation bias
is eliminated altogether in the approach adopted here. While crossclassification models are limited to two or three variables at most,
regression models can include more variables, introducing sensitivity in resulting trip rates to factors like gas prices and accessibility
variables, in addition to the basic demographic characteristics. Although interaction effects were widely tested, the only interaction
effect that proved significant was the interaction of gas prices and
household income; increasing gas prices decreased certain stop
rates, but only for low income households.
instead. Here also, we see income and vehicle ownership increasing
other stops on work tours, again perhaps increased lunch stops out.
The number of work stops is calculated for each household and allocated to income groups based on the household’s income. The
number of work stops per work tour is relatively constant. However, the number of work stops per work tour is slightly higher
for high income workers, probably reflecting greater frequency of
eating out for lunch which results in two work stops (before and
after lunch). Accessibility also makes work stops marginally more
frequent because it implies that commute times are shorter, so it is
easier to get back and forth between home and work, such as going
home for lunch, returning to work after dinner, work activities on
weekends, etc.
The number of other (non-work) tours made by a household is
most influenced by the number of non-workers in the household:
more non-workers generate more non-work tours. However, the
non-work tours are also increased albeit less by workers and are
more frequent for households with seniors and more vehicles. Nonwork tours also decrease slightly as gas prices rise. The number of
short (under 30 minutes) maintenance stops per other tour was
largely constant, but somewhat higher for households with more
people and income. The number of long (over 30 minutes) maintenance stops was also fairly constant and increased with the number
of vehicles available; however, it also decreased with the number of
students, who may curtail long shopping activities. The number of
discretionary stops decreased slightly with the presence of seniors
and increased with income and students with cars.
The number of (primary and secondary) school tours is largely a
simple function of the number of students in a household. The number of school tours does increase with accessibility, like with work
stops, because it is easier to get back and forth between home and
school. Income also marginally increases the number of school tours
with more students, perhaps indicating that higher income households are more likely to send their children to different schools or
that their high school students drive separately and their primary
school children are picked up/dropped off on another tour.
The number of work tours was mostly a simple function of the
number of workers. Vehicle ownership, the presence of seniors and
household income offered some additional explanatory power. The
presence of seniors in a household made work tours slightly less
frequent, perhaps because senior workers are less likely to work
full time.
The number of school stops per school tour is essentially constant
at just over one, although very slight increases result from higher
income and accessibility. Other stops on school tours were also
largely constant, but were somewhat more common for students
from households with higher income. The increase related to higher
income students may have more money to spend, hence may make
more shopping stops, etc.
The number of other stops per work tour is significantly increased
by the number of household students from workers stopping to
drop off students on the way to work and decreases with the number of non-workers in the household who can drop off the students
In the new hybrid tour-based framework, there are no attraction
97
generation models. Rather, attractions are modeled as part of the
stop location choice models, instead of inputs to trip distribution.
The model script does generates attractions, but only because
TransCAD requires it. In fact, the actual attractions are part of the
stop location choice models.
Tour-Based Modal Choice
In the new model, as in activity-based models, the mode of travel is
developed in two stages: tour mode choice and trip mode choice.
After tours are generated, they are assigned a primary mode by tour
mode choice models. Then, after the spatial distribution of stops
creates trips, individual trips are assigned a mode based on the primary mode of the tour in trip mode choice models.
The MACOG model makes use of four primary tour modes:
• Private Automobile
• Public Transit
• Walk / Bike
• School Bus
The primary mode for a tour is determined by a simple set of definitions or rules.
• Any tour containing a school bus trip is a school bus tour.
• Any other (non-school bus) tour containing a public transit
trip is a public transit tour.
• Any other (non-transit) tour containing a private automobile trip is an automobile tour.
• Any other tour, which contains only walk or bike trips, is a
non-motorized tour.
In this framework, the primary choice determining transit mode
share is the tour mode choice. Trip mode choice ultimately reduces
mostly to the determination of vehicle occupancy for automobile
tours or the allocation of access modes for transit tours. Even in
98
advanced activity-based models, fixed shares or other simple heuristics have been used for trip mode choice; whereas, tour mode
choice models are more comparable to mode choice in traditional
models.
The incorporation of behaviorally sensitive tour mode choice models in the TDM represents significant added value as compared to
the previous model in which mode shares were fixed and totally
insensitive to demographics, levels-of-service, or any other policy
variables. The new model produces, in addition to automobile trips
by occupancy class, the system-level transit ridership, the number
of transit trips generated by each residence zone, and the total regional number of daily walk/bike trips. Moreover, the model architecture allows for the straightforward addition of future component
models to produce transit and non-motorized trips at the route/
street level. These component models and level of spatial fidelity
could be developed in a future model upgrade.
The key difference between the tour mode choice models and those
common in activity-based models is the way in which they measure
the level-of-service provided by each competing mode and the related assumption of the hierarchy of travelers’ choices (i.e., whether
travelers’ destination choices depend more on their mode choices
or vice versa).
In activity-based models, as in traditional four-step models, tour
mode choice is modeled after destination choice (or distribution)
and can therefore use actual travel times between origins and destinations as level-of-service variables. This traditional model structure was first developed for very large metropolitan areas with significant choice rider markets and is more sensitive to changes in
level-of-service provided by transit improvements and for testing
their impacts on transit route ridership. However, it may be oversensitive to level-of-service variables and a source of optimism bias
in transit forecasts, as this model structure is built on the assumption that travelers are more likely to change mode than destination.
This may well be the case for affluent choice riders for their work
Table C-2: Factors Affecting Tour Mode Choice
Activity Diversity
+
+
+
-
+
+
-
+
-
+
+
+
+
+
-
Intersection Density
Percent Sidewalks
+
+
Vehicle per Person
+
+
+
Income
+
+
Senior HH
+
+
Built Environement
Students
+
+
+
Workers
Bus Fare
Demographics
Gas Price
Cost
Accessibility by Mode
LOS
Work Tours
Auto
Transit
Non-Motorized
School Tours
Auto
Transit
Non-Motorized
Other Tours
School Bus
Auto
Transit
Non-Motorized
Key
+
+
+
+
+
+
+
+
+
-
+ Direct Increase
+
-
+ Indirect Increase
+
+
+
-
+
+
- Indirect Decrease
- Direct Decrease
99
commute in large cities. However, there are many situations where
it is more reasonable to assume that travelers are more likely to
change destinations than mode.
Local household survey data offer some support of this general assumption for the MACOG region that travelers are more likely to
change destination than mode of travel. In general, this assumption
seems more appropriate in markets similar to MACOG with few
choice riders, where mode choice is generally a foregone conclusion
on which destination choice is conditioned. For example, either the
traveler has access to a car and does not even think of riding transit or they do not have access to a car and rely on transit, choosing
their destinations, possibly even workplace, based on where the
transit system can get them. “Reverse hierarchy” models such as
those developed for the new MACOG model, which represent destination (or stop location) choice conditional on mode choice, still
take the level-of-service provided by competing modes into account
and allow for changes in ridership based on improvements to transit or highway modes. However, they measure the level-of-service
provided by each mode not directly by the travel times between origins and destinations but indirectly by the accessibility to various
types of destination provided by each mode to a residence zone.
Departure Time Choice
The new regional travel model includes departure time choice
models which distribute trips throughout the day. The models are
capable not only of producing the traditional AM, PM and off peak
trip tables for standard assignments, but also can produce trip
tables for any or all 15-minute periods from 6 am to 9 pm. These
15-minute trip tables should be of significant value for traffic micro-simulations and could be used in the future in conjunction with
a dynamic network assignment.
In addition to adding temporal resolution, the departure time
choice models add sensitivity to new variables, most notably travel
times and accessibility. The new models will reflect shifts in travelers’ departure times in order to avoid longer travel times. This
100
effect, commonly referred to as peak-spreading as travelers leave
earlier or later to avoid peak traffic, was modest, but already statistically significant in the household survey data. The effect was
evident for all tour types but was most significant for Other Tours,
which, in general, presumably have more flexibility in the timing of
their activities than the other tour types.
The models also incorporate accessibility variables which allow departure times to vary geographically in the model, e.g., lower accessibility, rural travelers might generally leave for work earlier (since
they have further to go to get to work).
Home-based and non-home-based trips for each tour type are represented by different models, since the first and last trips of a tour
have different temporal distributions compared with mid-tour
non-home-based trips. This segmentation is particularly important
for midday/lunch traffic which is associated primarily with shorter, mid-tour non-home-based trips, as opposed to the am and pm
peaks which are more associated with longer home-based trips.
University Student Travel Models
Michiana Area College Travel Study
The university student travel models are supported by the Michiana Area College Travel Study. The College Travel Study closely
paralleled the Michiana Area Household Travel Study in questionnaire structure and content. Six colleges agreed to participate in the
study: Bethel College, Goshen College, Holy Cross College, Ivy Tech
Community College, the University of Notre Dame, and Indiana University – South Bend.
Before administering the College Travel Study, the survey was softlaunched to 25 students from Goshen College. Goshen College was
gracious to agree to soft-launch the survey as a way to test the data
and ensure that the survey questions were clear and relevant to
students taking the survey. After the soft-launch was completed,
the data was reviewed. The College Travel Study was then administered with each participating college sending out an invitation
email. Survey administration began on Wednesday September 18,
and closed on October 14. This survey administration timing was
specifically selected to ensure that the survey started after classes
were in session (and the add/drop period had passed) and the survey was completed prior to the October break period. A total of 672
students completed the survey.
Travel Market Segmentation
University student travel is modeled in three distinct market segments:
• Full-time On-Campus Students
• Full-time Off-Campus Students
• Part-time Students
Each of these three market segments have distinct travel characteristics and is represented by its own set of travel models. Even
the structure of these models differs between market segments, reflecting the fact that their travel decisions are different. Full-time
students are assumed to be excluded from the Census household
population. Their travel is represented by a fully distinct segment
of non-household travel with its own fully separate models. In contrast, part-time students are modeled as members of a permanent
household (which would have been counted in the Census) and is
therefore represented in the households in the TAZ layer and synthetic population. Their university travel is generally considered
just one, albeit special, segment of their overall household travel
with trips to and from campus represented as special stops on work
and other tours.
Full-Time On-Campus Student Travel
Full-time on-campus university student travel is represented with
a hybrid trip-based model more similar to a traditional trip-based
model. The demand model has four steps: trip generation, destination choice, mode choice and time-of-day split. The travel is decomposed into two segments or trip types:
• CB – Campus-Based Trips
• NC – Non-Campus Based Trips
These are analogous and nearly synonymous with home-based and
non-home-based trips in traditional passenger models.
Full-Time Off-Campus Student Travel
Full-time off-campus university student travel is represented with a
hybrid tour-based model, similar to household trips in the MACOG
model. The demand model has five steps: trip generation, stop location choice, stop sequence choice, mode choice and time-of-day
split. The travel is decomposed into one tour type and two stop
types:
• UCT – Full-time, Off-Campus University Student Tours
(Campus-Based)
• OCH – Student home (off-campus)
• OCO – Other off-campus location
These are analogous with the tour and stop types in the MACOG
household travel models.
Part-Time Student Travel
Part-time university student travel is incorporated in the household
travel models. Special university stops are included on work and
other tours to represent part-time students’ travel. Most of the parttime student’s travel is therefore modeled together with other nonuniversity travel generated by the same household.
Truck Model
Based on the method recommended in the Quick Response Freight
Manual II, a commercial vehicle model was developed for predicting trips for four-tire commercial vehicles, single unit (SU) trucks,
and multiple unit (MU) trucks. The model uses a four-step process.
These steps are trip generation, distribution, choice of time of day
and trip assignment. In addition, the special trip generators of inter-region and inter-modal trucks were added in the model to bet-
101
ter replicate the current inter-region and inter-modal truck movements.
The inputs to trip generation are the number of employees and the
number of households by Traffic Analysis Zone (TAZ). These rates
were obtained by adjusting the original generation rates in the
Quick Response Freight Manual. To replicate the current truck traffic condition in the study area, the rates for four-tire commercial
vehicles were further adjusted by a factor of 0.10.
The external-internal (EI) and internal-external (IE) truck trips
were classified as a distinct type of trip in order to better replicate
the in-balance direction truck flows at different time periods. Before the trip distribution, the trip origins and destinations were balanced for all TAZs and external stations for the following types of
trips:
• EI-IE SU truck trips of all TAZs and external stations
• EI-IE MU truck trips of all TAZs and external stations
• Internal-to-Internal (II) SU truck trips of all TAZs
• Internal-to-Internal (II) MU truck trips of all TAZs
• Internal-to-Internal (II) 4-tire commercial vehicle trips of
all TAZs
For four-tire commercial vehicles, it is assumed that the normal EIIE trip attractions are proportional to the trip destinations. At the
beginning, destinations are used as the normal EI-IE trip attractions
and the balancing process scales to the total adjusted attractions.
For single-unit and multi-unit trucks, a destination choice model
was applied separately to internal & external trips. The destinations chosen in these models (the sum over all origins) are scaled
to the total number of trips produced in generation. This vector is
then used as both the productions and attractions for a doubly-constrained gravity model to distribute the truck trips.
The time-of-day assignments were implemented in order to ob-
102
tain better model results. To facilitate this, the trip tables from trip
distribution must be factored to reflect morning peak, midday, and
off-peak periods prior to trip assignment. The hourly time-of-day
factors were derived from classification traffic counts provided by
MACOG and applied to the MACOG Regional Travel Model.
103
Appendix D:
Air Quality Conformtiy Analysis
D
There are many aspects of air quality that are important to the environment, health and quality of life of the region and its residents.
Clean air is vital to the productivity of people, land and businesses
in North Central Indiana. Poor air quality can cause a wide variety
of health problems, contributing to premature death from cardiovascular and respiratory diseases such as asthma. These problems
are often worse in poor urban communities. Air pollution comes
from many different sources such as factories, power plants, dry
cleaners, cars, buses, trucks, windblown dust, and even fires. It can
harm plant life, causing negative impacts on natural areas, forests,
and farms.
Within the context of air quality, it is most relevant to discuss the
status of the Elkhart and St. Joseph Counties region with regard to
attainment of the National Ambient Air Quality Standards.
Air quality has improved in the region substantially over the past
decade. Significant investment by industries in pollution re¬duction
to comply with federal and state regulation of air emissions has
contributed to this improvement. Other significant contributors to
this progress include implementation of vapor recovery requirements on area gas stations and congestion mitigation awareness in
106
Appendix D: Air Quality Conformity Analysis
transportation planning.
National Ambient Air Quality Standards
The federal government established the National Ambient Air Quality Standards (NAAQS) for six criteria air pollutants, all of which, in
concentrations above certain levels, have adverse effects on human
health. These criteria pollutants include: carbon monoxide (CO),
nitrogen dioxide (NO2), sulfur dioxide (SO2), lead (Pb), ozone (O3),
particulate matter (PM10), and fine particulate matter (PM2.5).
NAAQS attainment status achievements are one of the strongest
demonstrations of air quality improvement over time. Based on air
quality monitoring data collected in Elkhart and St. Joseph Counties by the Indiana Department of Environmental Management, the
MACOG region is in attainment of the existing NAAQS for Ozone and
Fine Particulate Matter. The MACOG area’s air quality continues to
improve with each passing year.
While celebrating the region’s achievements, it is important that we
continue to strive for continuing improvement in air quality. The
United States Environmental Protection Agency (EPA) is mandated
to periodically review and update the NAAQS as scientific evidence
warrants. As new data and studies reveal new information about
health risks from these pollutants, the standards are reviewed and
if necessary modified to be more protective of public health. EPA
currently has several air quality standards and monitoring requirements in various states of study proposal and promulgation. Some
of these could result in the region falling back into nonattainment,
based on new data or tighter standards.
Ozone has only recently been designated in attainment and Fine
Particulate Matter is the second most hazardous pollutant in the
region, this section focuses on them for purposes of understanding
the current status of the region’s ambient air quality.
Ozone
Ozone (O3) is an odorless, colorless, highly reactive gas. Ground
level ozone forms when its precursors (i.e., nitrogen oxides and
volatile organic compounds) mix with high temperatures, bright
sunlight and calm winds. This reaction forms smog and can lead to
ozone action days, a period when certain pollutant-generating activities should be minimized. Cars, power plants, refineries, chemical plants, gasoline storage, and household paints and solvents emit
itrogen oxides and volatile organic compounds as a byproduct of
their use. O3 can irritate the eyes, nose, throat and respiratory system. It can be especially harmful to individuals with chronic heart
or lung disease, as well as the very young and very old. Children,
in particular, can be at risk during the summer months due to increased outdoor activity. In addition to public health risks from O3,
long-term exposure during the growing season also damages sensitive vegetation. Cumulative O3 exposure can lead to reduced tree
growth; visibly injured leaves; and increased susceptibility to disease, damage from insects and harsh weather.
mean concentration is less than or equal to 15.0 μg/m3 (parts per
billion). The 24-hour PM2.5 NAAQS is met when the three-year average of the 98th percentile of 24-hour concentration is less than 35
μg/m3. The trend of compliance with the annual PM2.5 is a greater
indicator of the impact of fine particulate matter on human health.
Like the criteria for Ozone, the standards for Fine Particulate Matter
are also in a state of uncertainty. In March 2010, EPA released the
announced it would reconsider the Annual PM2.5 standard within a
range of 11-13 μg/ m3 (parts per billion). The modeled design values for Elkhart and St. Joseph County’s air emissions indicate that
the MACOG region should continue to remain in conformance with
the revised health standards.
As of May 2008, an area does not meet the 8-hour O3 NAAQS if the
3-year average of each year’s fourth highest 8-hour average O3 concentration is greater than 0.075 ppm. However, the O3 NAAQS continues to be a moving target. In 2008 EPA lowered the primary and
secondary 8-Hour standard for O3 from 0.08 to 0.075 ppm. Then,
in 2010 they proposed further lowering the standard to between
0.060 and 0.070. The modeled design values for Elkhart and St. Joseph County’s air emissions indicate that depending on where the
final standard is set, one or both of the counties may return to nonattainment status, requiring a possible revision to the Ozone State
Implementation Plan and additional emission reduction steps to be
taken.
Fine Particulate Matter
Fine particulate matter (PM2.5) is produced by all forms of combustion from engines, wood-burning, open-burning and industrial processes. The annual PM2.5 NAAQS is met when the annual arithmetic
Appendix D: Air Quality Conformity Analysis
107
Appendix E:
Red Flag Investigation
E
The National Environmental Policy Act of 1969 (NEPA) established
a national policy to promote the protection of the environment in
the actions and programs of federal agencies. The Federal Highway
Administration (FHWA) and Federal Transit Administration (FTA )
act as lead federal agencies, and are responsible for implementing
the NEPA process and working with state and local project sponsors during transportation project development. All transportation
projects have the potential to impact our environment; therefore, it
is essential environmental considerations are identified during the
planning and design phases.
The FHWA and FTA NEPA process is designed to assist transportation officials in making project decisions that balance engineering
and transportation needs with the consideration of social, economic, and environmental factors. This process allows for involvement
and input from the public, interest groups, resource agencies, and
local governments. The FHWA and FTA NEPA process is used as an
“umbrella” for compliance with over 40 environmental laws, regulations, and executive orders, and provides an integrated approach
to addressing impacts to the human and natural environment from
transportation projects.
110
Red Flag Investigations are a key component to MACOG’s compliance with NEPA, hazardous material requirements, as well as
MACOG’s commitment to a healthy environmental. A red flag investigation is a preliminary environmental analysis that identifies
potential impacts to Infrastructure, Mining/Mineral Exploration,
Hazardous Material Concerns, Water Resources, and Historical Resources within a ½ mile radius of a proposed project area. The results from this analysis are incorporated into project planning, design, and construction with the goal of minimizing impacts to local
resources.
Projects advancing to construction will require additional studies
and detailed design to more clearly describe project features. This
process enables environmental impacts and appropriate mitigation
measures to be established. Projects using state or federal funds
will require detailed environmental study and permitting in conformance with the National Environmental Policy Act (NEPA) and
other federal, state and local regulations.
Preliminary Red Flag Investigation Data
The following is a listing of potential impacts to Infrastructure,
Mining/Mineral Exploration, Hazardous Materials and Water Resources based on results from red flag investigations performed by
MACOG. The cateories included in the review were chosen because
they were generally available throughout the region in a GIS format.
Pipelines
Schools
13
Recreational Facilities
0
Hospitals
4
Airports
0
Managed Lands
Trls
Type
Religious Facilities
Limits
Railroads
Road
Cemeteries
Elkhart County
3rd St
Benham Ave
Bristol St
College Ave
CR 10
CR 13
CR 13
CR 142
CR 17
CR 17
CR 38
CR 38 (Kercher Rd)
CR 40
CR 40
CR 40
CR 40
CR 6
CR 6
Dierdorff Rd (CR 27)
Goshen Ave
Harrison St to Jefferson St
Michawaka Rd (CR 20) to Hively Ave
Jeanwood Dr to Pebblestone Ln
Norfolk Southern Railroad (#510048K) to
Winsted Avenue
Pebblestone Ln to CR 15
US 33 to Linden Rd
CR 17 to SR 15
CR 46 to CR 142
US 6 to CR 46
CR 17 to CR 21
CR 21 to Violet Rd
CR 17 to CR 21
CR 21 to Violet Rd
Violet Rd to SR 15
Dierdorff Rd (CR 27) to US 33
Ash Rd to CR 10
CR 6 to John Weaver Parkway
CR 40 to Kercher Road (CR 38)
Jackson Blvd to Middlebury St
Road Reconstruction
Added Travel Lanes
Added Travel Lanes
Center Turn Lane
Added Travel Lanes
Grade Separation
Center Turn Lane
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Road Reconstruction
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
1
0
0
0
0
0
0
0
0
1
1
0
1
1
0
0
0
0
2
0
0
1
0
1
1
2
0
0
0
1
0
1
1
0
0
0
0
2
0
1
0
2
0
3
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3
0
2
1
0
0
0
0
1
0
1
1
0
0
0
0
4
3
0
2
2
0
1
1
0
0
0
0
0
0
0
1
0
0
1
0
2
1
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
2
4
3
1
4
4
0
0
0
0
0
0
2
1
0
0
2
0
7
2
3
1
1
1
6
0
0
0
0
1
1
1
2
1
0
0
0
0
4
1
0
0
0
0
2
2
1
0
1
1
1
0
1
2
2
0
0
1
0
111
Jackson Blvd
Johnson St (CR 9)
Kercher Rd
Kercher Rd
Kercher Rd (CR 38)
Lexington Ave
Lincoln St
Lusher Ave
Main St
Old US 20
Old US 20
Old US 20
Osolo St
Prairie St
Prairie St
Prairie St
Toledo Rd
Toledo Rd
112
Goshen Ave
Bristol St (CR 10) to CR 6
Norfolk Southern Railroad (#533510B) to
Violett Rd to Norfolk Southern Railroad
(#533510B)
Dierdorff Road (CR 27) to US 33
Bypass Rd to SR 19
US 6 to Williams St
17th St to Oakland Ave
Beardsley Ave
CR 3 to Lexington Ave
Ash Rd to CR 1
CR 1 to CR 3
Bristol St to CR 6
Hively Ave to Lusher Ave
Indiana Ave to Main St
Lusher Ave to Indiana Ave
Goshen Ave to Industrial Parkway
Industrial Parkway to Rowe St
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Center Turn Lane
Road Reconstruction
Center Turn Lane
Added Travel Lanes
Added Travel Lanes
Center Turn Lane
Road Reconstruction
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Added Travel Lanes
Pipelines
Grade Separation
Added Travel Lanes
Schools
Moyer Rd to Toledo Rd
Hively Ave
Indiana Ave
Hospitals
Added Travel Lanes
Airports
Middlebury St to Toledo Rd
Managed Lands
Goshen Ave
Trls
Type
Limits
Railroads
Road
Cemeteries
1
1
1
1
2
0
0
6
3
1
0
2
0
0
1
0
1
0
0
1
0
0
0
0
0
1
0
0
1
0
0
1
1
0
1
0
0
1
2
4
1
1
0
2
0
0
4
1
0
0
0
1
2
1
0
0
0
2
0
0
3
2
2
1
1
0
0
0
1
0
1
12
0
0
0
1
0
0
0
0
0
0
0
0
0
0
4
1
1
0
2
3
2
0
0
0
0
1
0
0
8
0
0
0
0
1
3
2
3
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
9
3
4
0
0
0
4
2
1
0
16
0
0
0
0
0
0
0
0
0
0
1
0
1
4
7
8
4
2
1
3
1
0
1
0
0
2
1
1
4
1
1
1
0
2
2
1
2
0
1
1
0
0
1
2
1
0
1
0
0
0
0
2
0
1
1
1
1
1
Wilden Ave
Wilden Ave
Barbee Lake Rd
Chicago St
County Farm Rd
County Farm Rd
County Farm Rd
CR 100 E
CR 100 E
CR 100 E
CR 100 E
CR 1300 N
CR 1300 N
CR 1300 N
CR 1350 N
CR 150 W
CR 150 W
CR 225 S
Rock Run Creek to 6th St
Current Terminus to Middlebury St
SR 13 to Harkless Dr
CR 700 S to CR 400 S
200S to Baker St
CR 250 N to CR 300 N
City Limits (0.2 mi S of CR 200 N) to CR 200 N
SR 15 to Old SR 15
Old SR 15 to CR 300 E
Norfolk Southern Railroad (New Crossing)
Marshall County Line to SR 19
Fox Farm Road to US 30
US 30 to CR 300 N
CR 75 E to CR 275 E
Kosciusko County
McKenna Rd to CR 700 E
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Added Travel Lanes
Road Reconstruction
Grade Separation
Road Reconstruction
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Pipelines
Schools
SR 15 to Regent St
CR 40 to SR 15
Hospitals
Added Travel Lanes
Airports
Rowe St to CR 13
Managed Lands
Toledo Rd
Trls
Type
Limits
Railroads
Road
Cemeteries
0
0
0
0
1
0
0
1
1
1
1
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
4
1
2
0
4
0
0
1
0
0
0
0
5
2
2
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
1
1
2
1
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
4
1
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
1
0
0
0
1
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
2
6
3
2
6
0
1
2
0
0
1
0
1
1
1
0
1
1
3
1
0
1
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
1
2
1
2
0
2
0
1
2
1
0
0
0
0
1
0
2
0
0
3
113
CR 550 N
CR 650 E
CR 700 E
CR 900 N
CR 900 N
Fox Farm Rd
Fox Farm Rd
Fox Farm Rd
Front St
Husky Trl
Kern Rd
Kincaide St
Kings Hwy / Winona Ave
Lake St
Long Dr / Main St
Market St
Market St
Market St
Packerton Rd
Packerton Rd
114
CR 100 E to CR 200 E
Lincoln Hwy to McKenna Rd
Barbee Lake Rd to Armstrong Rd
SR 15 to CR 300 E
SR 19 to SR 15
CR 150 W to US 30
Lake St to CR 150 W
US 30 to CR 300 N
Chicago St to John St
Mariners Dr to City Limits
CR 1200 N to CR 1300 N
Logan St to Union St
Park Ave / Argonne Rd
Market St to Osborn St
SR 13 to CR 1400 N
Columbia St to Hickory St
Hickory St to Bronson St
Bronson St to Argonne Rd
CR 225 S to Pierceton Rd
Parker St to CR 175 E
Road Reconstruction
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Added Travel Lanes
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Pipelines
Road Reconstruction
Road Reconstruction
Schools
CR 450 N to Armstrong Rd
CR 450 N
CR 475 E
Hospitals
Added Travel Lanes
Airports
CR 150 W to SR 15
Managed Lands
CR 300 N
Trls
Type
Limits
Railroads
Road
Cemeteries
0
1
0
0
0
1
0
0
0
1
0
0
0
0
0
0
1
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
2
0
2
0
1
1
2
3
1
1
0
0
0
0
0
0
0
1
1
1
0
1
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
3
1
9
0
12
8
2
7
1
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
1
0
2
2
0
7
1
4
3
3
6
7
12
0
12
0
0
0
0
7
2
0
0
0
0
1
0
0
0
0
0
0
0
1
3
3
1
1
2
4
4
0
0
2
0
0
0
0
0
3
1
0
1
2
0
2
1
1
0
2
1
1
1
1
0
Rozella Road
Sheridan St
Winona Ave
Wooster Rd
Zimmer Rd
3A Rd
6A Rd
7A Rd
7A Rd
7A Rd
9A Rd
Hoham Dr
Jefferson St
Jefferson St
Jefferson St
Jefferson St
SR 15 to Ranch Rd
Harrison St to Parker St
SR 13 to 1200N (3 phases)
1200N to Railroad Ave
Maple Ave to Argonne Rd
Kings Hwy to CR 250 E
SR 25 to Old US 30
East Shore Dr to Plymouth-Goshen Trl
Oak Rd to Michigan Rd
Linden Rd to King Rd
Pioneer Rd to Oak Rd
Iris Rd to 9B Rd
Oak Dr to Michigan Rd
Michigan St to Lincolnway East
Lincolnway East to Richter Rd
City Limits to Oak Dr
Oak Dr to Michigan St
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Added Travel Lanes
Road Reconstruction
Marshall County
Road Reconstruction
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Pipelines
Schools
Ranch Rd to Country Club Rd
Rozella Rd
Hospitals
Road Reconstruction
Airports
Winona Lake Town Limits to Pierceton Town
Limits
Managed Lands
Pierceton Rd
Trls
Type
Limits
Railroads
Road
Cemeteries
0
1
0
0
0
0
0
4
0
1
0
0
0
2
1
0
0
0
0
0
0
1
0
0
0
0
0
0
1
1
1
1
0
2
2
1
2
0
1
1
6
0
0
3
9
0
2
8
0
0
0
1
0
1
1
0
0
0
0
0
0
0
0
0
0
0
0
1
2
0
0
0
3
4
1
0
0
0
0
0
0
0
3
2
0
2
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
2
2
3
5
9
3
1
2
0
0
3
0
0
3
5
6
2
7
1
1
2
2
2
5
1
0
0
0
0
1
1
0
0
4
3
1
6
1
1
0
2
2
1
2
3
1
1
3
1
1
0
5
0
0
1
1
115
King Rd
King Rd
Lincolnway East
Michigan Rd
Michigan St
Michigan St
Muckshaw Rd
Oak Dr
Oak Rd
Old US 30
Pidco Dr
Pioneer Rd
Plymouth-Goshen Trl
Plymouth-Goshen Trl
Richter Rd
Shore Dr
Tamarack Rd
12th St (Harrison Rd)
116
9A Road to Plymouth-Goshen Trl
Plymouth-Goshen Trl to 4th Rd
Jefferson St to City Limits
US 6 to CSX Railroad
Oakhill Ave to LaPorte St
City Limits to Oakhill Ave
SR 10 to Oakhill Rd
Hoham Rd to 7B Rd
7B Rd to 6A Rd
US 30 to Pioneer Rd
Broadway St to Western Ave
US 30 to 7B Rd
3A Rd to SR 106
US 6 to Elkhart County Line
Jefferson St to Baker St
3rd Rd to 3A Rd
US 6 to St. Joseph County Line
Byrkit St (Fir Rd) to Downey Ave
Union St to Byrkit Rd
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Road Reconstruction
Added Travel Lanes
Added Travel Lanes
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
St. Joseph County
Added Travel Lanes
Added Travel Lanes
Pipelines
Road Reconstruction
Schools
Pioneer Rd to Oak Dr
Jim Neu Dr
Hospitals
Road Reconstruction
Airports
Managed Lands
Rd)
Trls
Type
Limits
Railroads
Road
Cemeteries
1
0
0
0
0
0
0
3
1
3
0
1
0
0
0
1
1
1
0
0
0
0
0
0
0
2
7
2
2
1
1
2
0
19
0
2
0
0
0
0
1
0
0
1
0
0
0
1
0
1
0
0
1
1
0
0
1
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
2
0
0
0
0
0
0
0
0
0
2
0
0
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
5
2
5
2
3
1
0
1
2
0
1
1
1
3
0
2
3
0
0
0
3
0
3
0
1
0
0
0
1
0
0
0
0
0
0
0
3
1
3
5
0
5
0
2
4
2
2
1
0
1
1
2
1
2
1
2
1
Ash Rd
Ash Rd
Ash Rd
Ash Rd
Ash Rd
Ash Rd
Ash Rd
Ash Rd
Auten Rd
Auten Rd
Auten Rd
Auten Rd
Auten Rd
Bendix Dr
Bittersweet Rd
Bittersweet Rd
Bittersweet Rd
Bittersweet Rd
Bittersweet Rd
McKinley Ave
SR 933 to Vistula Rd/Indiana Ave
McKinley Hwy to Edison Road
Vistula Rd/Indiana Ave to Jefferson Rd
Edison Rd / CR 12
Douglas Rd to Cleveland Rd
Jefferson Rd to McKinley Hwy
Vistula Rd / Indiana Ave
Juniper Rd to Ironwood Rd
SR 933 to Juniper Rd
Portage Rd to St. Joseph River
Adams Rd to Mayflower Rd
Mayflower Rd to Portage Rd
Lincolnway to Lathrop St
Anderson Rd to SR 23
McKinley Hwy to Day Rd
Cleveland Rd to I-80/90 Toll Rd
Day Rd to Douglas Rd
Added Travel Lanes
Added Travel Lanes
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Pipelines
Road Reconstruction
Road Reconstruction
Schools
Olive Rd to Mayflower Rd
Edison Rd to Douglas Rd
Adams Rd
Ash Rd
Hospitals
Airports
Union St to Laurel St
Managed Lands
7th St
Trls
Type
Limits
Railroads
Road
Cemeteries
0
1
0
2
0
0
1
2
4
1
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
1
2
0
0
1
1
0
1
0
0
0
0
0
0
2
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
0
0
0
0
0
0
0
0
0
8
8
0
0
0
0
2
0
0
0
2
1
2
2
1
2
0
0
0
0
0
1
2
0
0
0
0
1
0
0
0
2
1
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
2
0
1
0
0
0
1
1
1
0
0
0
0
4
3
0
1
0
0
0
0
0
0
0
0
0
0
0
0
2
0
0
0
0
3
0
0
2
0
0
2
1
4
2
4
1
2
0
4
4
2
2
4
2
3
1
3
2
3
1
5
117
Cleveland Rd
Cleveland Rd
Cleveland Rd
Cleveland Rd
Cleveland Rd
Day Rd
Day Rd
Day Rd
Douglas Rd
Douglas Rd
Douglas Rd
Douglas Rd
Elm Rd
Fir Rd
Fir Rd
Fulmer Rd
Hickory Rd
Hickory Rd
Ireland Rd
Ironwood Dr
118
St. Joseph River to SR 933
Bittersweet Rd to Ash Rd
Fir Rd to SR 331
SR 331 to Bittersweet Rd
Fir Rd to SR 331
Fir Rd to SR 331
Ironwood Road to SR 23
Ivy Road to Ironwood Rd
Kern Rd to Jackson Rd
Adams Rd
Brick Rd
Current Terminus to Clover Rd
Edison Rd to Helper Rd
Helper Rd to Douglas Rd
Ironwood Rd to Hazel Rd
Mishawaka Ave
Road Reconstruction
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Grade Separation
Added Travel Lanes
Road Reconstruction
Grade Separation
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Pipelines
Added Travel Lanes
Added Travel Lanes
Schools
Dragoon Trl to Harrison Rd
Jefferson Blvd to McKinley Hwy
Byrkit St (Fir Rd)
Byrkit St (Fir Rd)
Hospitals
Road Reconstruction
Airports
I-80/90 Toll Rd to Anderson Rd
Managed Lands
Bittersweet Rd
Trls
Type
Limits
Railroads
Road
Cemeteries
0
0
0
2
0
0
0
0
0
3
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
2
0
1
1
1
0
2
0
3
1
0
0
1
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
1
1
0
0
0
2
0
0
0
1
0
0
0
0
2
3
1
2
2
2
0
4
1
0
4
4
2
8
1
0
1
1
1
1
3
0
0
2
0
0
0
0
0
0
0
0
0
0
0
0
1
2
2
0
1
0
1
1
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
3
3
0
1
3
0
0
0
0
0
0
1
2
0
1
0
1
0
2
2
0
4
0
0
0
0
1
0
0
0
0
0
0
1
0
0
2
0
1
0
2
2
0
7
1
3
1
1
2
1
1
2
3
3
2
1
1
4
5
1
1
1
3
2
1
0
Ironwood Dr
Ironwood Dr
Ironwood Dr
Ironwood Dr
Ironwood Dr
Jefferson Blvd
Kern Rd
Lincolnway West
Logan St
Logan St
Logan St
Main St (SR 933)
McKinley Ave
McKinley Hwy
McKinley Hwy
McKinley Hwy
McKinley Hwy
McKinley Hwy
Michigan St
Michigan St
Kern Rd to South Bend City Limits
Auten Rd to Michigan State Line
Adams Rd
South Bend City Limits to Jackson Rd
Jackson Rd to South of US 20
Wayne St
Miami St to Ironwood Rd
Marion St
Mishawaka Ave to Jefferson Blvd
Dragoon Trl to SR 933
Pleasant St to Mishawaka Ave
Chippewa Avenue to Marion St
Birch Rd to Ash Rd
Davison St to Byrkit Rd
Byrkit St (Fir Rd) to Home St
Home St to Elder Rd
Ironwood Dr to Manchester Dr
Ireland Rd
Chippewa Ave to Navarre St
Road Reconstruction
Added Travel Lanes
Road Reconstruction
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
One-Way to Two-Way
Added Travel Lanes
Grade Separation
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
One-Way to Two-Way
Pipelines
Added Travel Lanes
Schools
Corby Blvd/Rockne Dr
Cleveland Rd to Auten Rd
Ironwood Dr
Ironwood Dr
Hospitals
Airports
Jefferson Blvd
Managed Lands
Ironwood Dr
Trls
Type
Limits
Railroads
Road
Cemeteries
0
0
0
1
0
0
0
1
5
2
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
1
0
1
1
1
2
6
1
1
1
2
2
0
2
8
0
0
0
0
0
1
1
0
0
0
0
0
1
1
0
15
0
4
0
0
5
0
0
0
0
0
0
0
0
1
0
0
3
2
5
8
0
0
1
0
2
0
3
6
1
0
0
0
0
0
0
2
0
4
3
0
4
2
1
0
0
0
0
0
3
3
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
0
0
0
0
0
0
0
0
0
0
0
2
0
1
0
0
0
1
0
0
0
0
0
1
0
2
4
1
0
0
0
3
3
6
0
4
4
4
4
16
3
3
5
0
0
4
1
17
2
3
0
1
1
1
1
5
2
2
4
3
4
11
1
1
2
0
0
5
2
9
2
2
2
2
1
4
4
4
0
0
1
1
1
4
2
2
2
3
2
1
2
5
119
Michigan St (SR 933)
Olive Rd
Olive St
Olive St
Pierce Rd
Pierce Rd
Portage Rd
Portage Rd
Sample St
Sample St
Sheridan St
Twyckenham Dr
Twyckenham Dr
Twyckenham Dr
Union St
Union St (Bremen Hwy)
Union St (Church St)
Went Ave
120
Marion St
Brick Rd to Adams Rd
SR 23 (Prairie Ave) to Tucker Dr
Sample St
US 31 to Miami Hwy
Miami Hwy to SR 331
Maple Rd to Auten Rd
Chapin St
Bendix Dr to Grant St
Lincolnway to Progress Dr
Mishawaka Ave
Jefferson Blvd
McKinley Ave
Dragoon Trl to 12th St
North of US 20 to Dragoon Trl
12th St to SR 933
McKinley Hwy to Catalpa Rd
Road Reconstruction
Added Travel Lanes
Added Travel Lanes
Road Reconstruction
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Pipelines
Bartlett Ave
Western Ave
Schools
Monroe St to Western Ave
Michigan St
Hospitals
Airports
Chippewa Ave
Managed Lands
Michigan St
Trls
Type
Limits
Railroads
Road
Cemeteries
0
1
0
2
3
0
0
3
2
2
0
0
0
0
0
0
0
0
0
0
0
0
2
2
3
2
0
8
10
0
1
0
2
11
0
10
0
1
0
0
0
0
0
0
0
1
1
0
1
0
2
1
0
0
0
0
0
0
0
0
0
1
3
0
0
0
0
0
0
0
1
0
0
5
2
9
10
1
0
9
9
1
1
0
1
0
2
4
1
1
2
1
0
1
3
4
0
3
4
1
0
0
0
0
2
3
0
1
2
1
1
1
0
3
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
7
8
7
8
0
0
0
0
0
0
2
3
0
4
4
2
2
2
2
3
6
3
2
4
2
0
1
2
0
0
0
2
3
2
3
2
7
4
3
2
8
2
3
0
3
0
3
0
1
0
1
4
3
0
1
1
2
1
2
1
4
1
2
Lakes
Petroleum Well
Mines-Surface
Petroleum Field
13
0
15
0
0
0
0
0
0
1
Mines-Underground
NWI Wetland Points
0
Floodplain-DFIRM
0
IDEM 303d Listed
Rivers and Streams
Type
Mining & Mineral
Resources
Water Resources
Rivers & Streams
Limits
NWI Wetland Polygons
Road
NWI Wetland Lines
Elkhart County
3rd St
Benham Ave
Bristol St
College Ave
CR 10
CR 13
CR 13
CR 142
CR 17
CR 17
CR 38
CR 38 (Kercher Rd)
CR 40
CR 40
CR 40
CR 40
CR 6
CR 6
Winsted Avenue
US 33 to Linden Rd
CR 17 to SR 15
CR 46 to CR 142
US 6 to CR 46
CR 17 to CR 21
CR 21 to Violet Rd
CR 17 to CR 21
CR 21 to Violet Rd
Violet Rd to SR 15
Ash Rd to CR 10
Road Reconstruction
Added Travel Lanes
Added Travel Lanes
Center Turn Lane
Added Travel Lanes
Grade Separation
Center Turn Lane
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Road Reconstruction
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
0
0
0
0
0
0
0
0
0
0
24
0
13
0
35
0
0
0
1
3
1
0
19
11
0
0
6
0
0
0
0
0
0
8
0
0
0
0
0
0
0
0
0
0
0
9
3
9
18
10
0
1
5
0
0
0
0
0
0
0
0
12
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
4
0
3
4
0
6
0
0
0
0
0
10
0
7
0
0
0
7
1
0
0
28
0
8
1
0
0
0
0
0
0
3
0
0
0
3
1
7
10
14
0
2
6
0
0
0
0
30
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
1
1
0
0
0
1
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
121
Goshen Ave
Goshen Ave
Hively Ave
Indiana Ave
Jackson Blvd
Johnson St (CR 9)
Kercher Rd
Kercher Rd
Kercher Rd (CR 38)
Lexington Ave
Lincoln St
Lusher Ave
Main St
Old US 20
Old US 20
Old US 20
Osolo St
Prairie St
Prairie St
122
Goshen Ave
(#533510B)
Bypass Rd to SR 19
US 6 to Williams St
Beardsley Ave
Ash Rd to CR 1
CR 1 to CR 3
Bristol St to CR 6
Added Travel Lanes
Added Travel Lanes
Grade Separation
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Center Turn Lane
Road Reconstruction
Center Turn Lane
Added Travel Lanes
Added Travel Lanes
Center Turn Lane
Road Reconstruction
Road Reconstruction
0
0
0
0
0
0
0
0
0
0
0
0
0
0
15
0
4
0
0
6
1
0
13
0
6
0
0
0
0
0
0
9
4
3
7
0
0
0
21
2
16
12
0
0
1
0
1
0
0
0
5
0
0
0
8
3
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
2
0
0
0
0
0
0
3
9
1
2
4
1
5
1
0
59
0
0
0
0
0
0
0
0
0
0
1
7
5
0
3
0
0
2
0
12
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
1
Mines-Underground
Petroleum Field
Mines-Surface
Petroleum Well
Lakes
NWI Wetland Points
Floodplain-DFIRM
IDEM 303d Listed
Rivers and Streams
Type
Mining & Mineral
Resources
Water Resources
Rivers & Streams
Limits
Road
NWI Wetland Lines
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
12
0
0
0
0
13
17
0
3
0
0
0
0
1
2
0
0
0
1
0
0
0
0
0
0
0
0
1
1
0
0
0
0
Prairie St
Toledo Rd
Toledo Rd
Toledo Rd
Wilden Ave
Wilden Ave
Barbee Lake Rd
Chicago St
County Farm Rd
County Farm Rd
County Farm Rd
CR 100 E
CR 100 E
CR 100 E
CR 100 E
CR 1300 N
CR 1300 N
CR 1300 N
Rowe St to CR 13
SR 15 to Regent St
CR 40 to SR 15
Rock Run Creek to 6th St
Current Terminus to Middlebury St
200S to Baker St
SR 15 to Old SR 15
Road Reconstruction
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Road Reconstruction
Kosciusko County
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Added Travel Lanes
Road Reconstruction
Grade Separation
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
11
0
11
0
3
0
0
0
6
3
16
0
25
0
30
0
9
0
0
0
0
0
0
0
1
1
3
2
12
21
6
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3
4
9
1
0
2
4
0
2
0
0
1
5
0
4
0
0
0
0
0
0
0
0
0
5
2
29
26
0
19
0
19
0
0
4
8
0
15
0
33
0
0
7
6
0
20
0
17
0
0
0
0
2
6
13
12
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
4
1
2
3
2
1
1
0
0
0
1
0
Mines-Underground
Petroleum Field
Mines-Surface
Petroleum Well
Lakes
NWI Wetland Points
Floodplain-DFIRM
IDEM 303d Listed
Rivers and Streams
Type
Mining & Mineral
Resources
Water Resources
Rivers & Streams
Limits
Road
NWI Wetland Lines
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
123
CR 225 S
CR 300 N
CR 450 N
CR 475 E
CR 550 N
CR 650 E
CR 700 E
CR 900 N
CR 900 N
Fox Farm Rd
Fox Farm Rd
Fox Farm Rd
Front St
Husky Trl
Kern Rd
Kincaide St
Kings Hwy / Winona Ave
Lake St
124
CR 75 E to CR 275 E
CR 150 W to SR 15
CR 450 N to Armstrong Rd
Lincoln Hwy to McKenna Rd
SR 15 to CR 300 E
SR 19 to SR 15
CR 150 W to US 30
Lake St to CR 150 W
US 30 to CR 300 N
Chicago St to John St
CR 1200 N to CR 1300 N
Logan St to Union St
Park Ave / Argonne Rd
Added Travel Lanes
Added Travel Lanes
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Added Travel Lanes
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Road Reconstruction
Road Reconstruction
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
1
0
0
0
0
0
35
9
13
15
31
2
24
9
12
13
8
19
21
1
13
2
0
14
0
13
0
0
5
4
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
9
3
6
6
1
3
7
0
0
1
0
6
8
0
2
13
2
9
0
21
0
0
0
0
0
0
0
0
20
3
17
14
68
22
6
41
0
44
0
11
0
0
0
0
3
1
34
1
0
12
0
12
0
0
0
0
5
7
7
19
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3
2
4
3
4
0
0
0
0
0
2
0
1
0
1
0
1
0
0
2
Mines-Underground
Petroleum Field
0
0
Mines-Surface
Road Reconstruction
0
Petroleum Well
US 30 to CR 300 N
Road Reconstruction
Lakes
CR 150 W
0
NWI Wetland Points
CR 150 W
0
Floodplain-DFIRM
Road Reconstruction
IDEM 303d Listed
Rivers and Streams
Type
Mining & Mineral
Resources
Water Resources
Rivers & Streams
Limits
CR 1350 N
Road
NWI Wetland Lines
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Market St
Packerton Rd
Packerton Rd
Pierceton Rd
Rozella Rd
Rozella Road
Sheridan St
Winona Ave
Wooster Rd
Zimmer Rd
3A Rd
6A Rd
7A Rd
7A Rd
Limits
SR 15 to Ranch Rd
Kings Hwy to CR 250 E
SR 25 to Old US 30
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Added Travel Lanes
Road Reconstruction
Marshall County
Road Reconstruction
Road Reconstruction
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
14
0
0
0
9
0
0
0
5
1
3
0
11
0
4
0
0
0
0
0
4
1
1
3
15
0
15
0
7
0
0
0
0
0
0
5
5
4
4
1
6
0
19
0
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
7
0
1
1
4
5
1
3
6
1
0
1
2
3
1
8
0
0
0
0
0
0
7
4
3
14
10
16
0
27
0
36
0
15
0
10
0
6
0
0
0
0
0
0
0
8
7
2
7
8
5
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
2
0
0
0
0
1
1
0
0
0
0
0
2
1
0
0
0
Mines-Underground
Petroleum Field
0
0
Mines-Surface
Road Reconstruction
0
Petroleum Well
Road Reconstruction
Lakes
Market St
0
NWI Wetland Points
Market St
0
Floodplain-DFIRM
Road Reconstruction
IDEM 303d Listed
Rivers and Streams
Type
SR 13 to CR 1400 N
Mining & Mineral
Resources
Water Resources
Rivers & Streams
Limits
Long Dr / Main St
Road
NWI Wetland Lines
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
125
Jefferson St
Jefferson St
Jefferson St
Jefferson St
Rd)
Jim Neu Dr
King Rd
King Rd
Lincolnway East
Michigan Rd
Michigan St
Michigan St
Muckshaw Rd
Oak Dr
Oak Rd
Old US 30
Pidco Dr
126
Oak Dr to Michigan St
Jefferson St to City Limits
SR 10 to Oakhill Rd
Hoham Rd to 7B Rd
7B Rd to 6A Rd
US 30 to Pioneer Rd
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Road Reconstruction
Added Travel Lanes
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
5
0
0
0
0
0
0
0
2
0
15
0
6
0
0
0
1
5
1
1
1
2
1
5
0
23
0
1
0
0
0
0
0
0
0
0
0
2
1
1
1
49
2
5
2
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3
5
5
1
1
1
5
3
1
2
0
4
2
9
2
3
4
1
0
0
0
0
0
1
7
4
4
7
0
10
0
2
0
0
0
0
0
0
0
5
2
4
4
2
5
4
0
17
0
10
0
0
0
4
7
1
0
0
0
0
0
0
0
0
1
14
0
0
0
0
0
0
0
0
0
26
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
29
2
15
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Mines-Underground
Petroleum Field
0
0
Mines-Surface
Added Travel Lanes
0
Petroleum Well
Lakes
Hoham Dr
Iris Rd to 9B Rd
0
NWI Wetland Points
9A Rd
0
Floodplain-DFIRM
Road Reconstruction
IDEM 303d Listed
Rivers and Streams
Type
Pioneer Rd to Oak Rd
Mining & Mineral
Resources
Water Resources
Rivers & Streams
Limits
7A Rd
Road
NWI Wetland Lines
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Richter Rd
Shore Dr
Tamarack Rd
7th St
Adams Rd
Ash Rd
Ash Rd
Ash Rd
Ash Rd
Ash Rd
Ash Rd
Ash Rd
Ash Rd
Ash Rd
Auten Rd
3rd Rd to 3A Rd
McKinley Ave
Edison Rd / CR 12
Road Reconstruction
Road Reconstruction
Road Reconstruction
St. Joseph County
Added Travel Lanes
Added Travel Lanes
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Added Travel Lanes
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
0
0
0
4
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3
0
7
0
5
0
0
0
6
3
1
8
3
0
13
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
4
8
5
3
3
3
3
3
5
3
3
0
24
0
6
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
0
0
0
0
0
9
1
0
0
5
2
0
0
0
0
2
0
15
0
3
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
5
7
3
2
3
2
1
0
0
0
1
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
3
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Mines-Underground
Petroleum Field
0
0
Mines-Surface
Road Reconstruction
0
Petroleum Well
Road Reconstruction
Lakes
Plymouth-Goshen Trl
3A Rd to SR 106
0
NWI Wetland Points
Plymouth-Goshen Trl
0
Floodplain-DFIRM
Added Travel Lanes
IDEM 303d Listed
Rivers and Streams
Type
US 30 to 7B Rd
Mining & Mineral
Resources
Water Resources
Rivers & Streams
Limits
Pioneer Rd
Road
NWI Wetland Lines
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
127
Auten Rd
Bendix Dr
Bittersweet Rd
Bittersweet Rd
Bittersweet Rd
Bittersweet Rd
Bittersweet Rd
Bittersweet Rd
Byrkit St (Fir Rd)
Byrkit St (Fir Rd)
Cleveland Rd
Cleveland Rd
Cleveland Rd
Cleveland Rd
Cleveland Rd
Day Rd
Day Rd
Day Rd
128
Fir Rd to SR 331
Fir Rd to SR 331
Road Reconstruction
Added Travel Lanes
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Added Travel Lanes
Road Reconstruction
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Grade Separation
Added Travel Lanes
Road Reconstruction
Grade Separation
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
22
0
3
0
2
0
0
0
0
32
0
0
0
0
0
0
2
2
0
11
0
6
0
0
0
0
0
0
0
0
0
0
0
0
0
4
6
1
0
12
2
11
7
14
0
1
6
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
6
1
1
0
1
8
6
2
12
6
0
0
0
0
0
0
0
0
4
0
0
0
0
0
0
0
2
0
3
0
0
1
1
2
1
5
4
0
12
0
0
0
0
0
0
0
0
1
5
2
5
3
4
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
Mines-Underground
Petroleum Field
0
Mines-Surface
0
Petroleum Well
Road Reconstruction
Lakes
Auten Rd
0
NWI Wetland Points
Auten Rd
0
Floodplain-DFIRM
Road Reconstruction
IDEM 303d Listed
Rivers and Streams
Type
Mining & Mineral
Resources
Water Resources
Rivers & Streams
Limits
Auten Rd
Road
NWI Wetland Lines
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Douglas Rd
Elm Rd
Fir Rd
Fir Rd
Fulmer Rd
Hickory Rd
Hickory Rd
Ireland Rd
Ironwood Dr
Ironwood Dr
Ironwood Dr
Ironwood Dr
Ironwood Dr
Ironwood Dr
Ironwood Dr
Ironwood Dr
Ironwood Dr
Jefferson Blvd
Adams Rd
Brick Rd
Mishawaka Ave
Jefferson Blvd
Adams Rd
Wayne St
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Road Reconstruction
Added Travel Lanes
Road Reconstruction
Road Reconstruction
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
6
0
4
0
5
0
0
0
6
8
7
2
0
0
0
14
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
4
3
0
0
1
0
0
0
4
4
7
0
31
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
6
3
6
0
0
8
6
0
0
0
0
0
0
0
0
0
0
1
0
15
0
3
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
4
0
2
1
2
3
3
2
1
1
0
3
8
0
1
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Mines-Underground
Petroleum Field
0
0
Mines-Surface
Added Travel Lanes
0
Petroleum Well
Added Travel Lanes
Lakes
Douglas Rd
0
NWI Wetland Points
Douglas Rd
0
Floodplain-DFIRM
Added Travel Lanes
IDEM 303d Listed
Rivers and Streams
Type
Fir Rd to SR 331
Mining & Mineral
Resources
Water Resources
Rivers & Streams
Limits
Douglas Rd
Road
NWI Wetland Lines
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
129
Logan St
Logan St
Main St (SR 933)
McKinley Ave
McKinley Hwy
McKinley Hwy
McKinley Hwy
McKinley Hwy
McKinley Hwy
Michigan St
Michigan St
Michigan St
Michigan St
Olive Rd
Olive St
130
Chippewa Avenue to Marion St
Birch Rd to Ash Rd
Home St to Elder Rd
Ireland Rd
Chippewa Ave
Bartlett Ave
Western Ave
Marion St
Added Travel Lanes
Added Travel Lanes
One-Way to Two-Way
Added Travel Lanes
Grade Separation
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
One-Way to Two-Way
Road Reconstruction
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
10
0
0
1
1
15
19
12
5
1
2
1
1
1
0
1
4
0
2
10
2
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3
3
2
3
0
0
0
0
0
0
0
2
0
1
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
5
6
2
2
2
1
4
1
0
2
2
1
1
1
2
2
3
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
1
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
Mines-Underground
Petroleum Field
0
0
Mines-Surface
Added Travel Lanes
0
Petroleum Well
Lakes
Logan St
Marion St
0
NWI Wetland Points
Lincolnway West
0
Floodplain-DFIRM
Road Reconstruction
IDEM 303d Listed
Rivers and Streams
Type
Mining & Mineral
Resources
Water Resources
Rivers & Streams
Limits
Kern Rd
Road
NWI Wetland Lines
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Portage Rd
Portage Rd
Sample St
Sample St
Sheridan St
Twyckenham Dr
Twyckenham Dr
Twyckenham Dr
Union St
Went Ave
Chapin St
Mishawaka Ave
Jefferson Blvd
McKinley Ave
12th St to SR 933
Added Travel Lanes
Road Reconstruction
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
5
7
2
21
0
0
0
2
0
0
0
3
5
1
0
6
0
11
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
0
2
0
0
0
0
0
0
0
21
0
5
0
0
0
0
0
0
0
0
0
0
0
0
4
2
0
0
0
1
1
0
1
2
3
16
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
1
0
1
0
1
0
0
Mines-Underground
Petroleum Field
0
0
Mines-Surface
0
Petroleum Well
Miami Hwy to SR 331
Added Travel Lanes
Lakes
Pierce Rd
US 31 to Miami Hwy
0
NWI Wetland Points
Pierce Rd
0
Floodplain-DFIRM
IDEM 303d Listed
Rivers and Streams
Type
Sample St
Mining & Mineral
Resources
Water Resources
Rivers & Streams
Limits
Olive St
Road
NWI Wetland Lines
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
131
Road
Limits
Type
Brownfield Sites
State Cleanup Sites
Voluntary Remediation
Program
Underground Storage Tanks
Confined Feeding Operations
Tire Waste Sites
NPDES Pipe Locations
Superfund Sites
Institutional Control Sites
Industrial Waste Sites
Leaking Underground
Storage Tanks (LUSTs)
Infectious/Medical Waste
Sites
Solid Waste Landfills
NPDES Facilities
3rd St
Road Reconstruction
13
2
3
16
0
0
15
0
1
7
9
0
0
0
College Ave
Winsted Avenue
Center Turn Lane
0
0
1
8
0
0
0
0
0
1
1
0
0
1
Elkhart County
Benham Ave
Bristol St
CR 10
CR 13
US 33 to Linden Rd
CR 142
CR 17 to SR 15
CR 17
CR 46 to CR 142
CR 17
CR 38
CR 38 (Kercher Rd)
CR 40
CR 40
CR 40
US 6 to CR 46
CR 17 to CR 21
CR 21 to Violet Rd
CR 17 to CR 21
CR 21 to Violet Rd
Violet Rd to SR 15
CR 40
CR 6
Goshen Ave
132
CR 13
CR 6
Ash Rd to CR 10
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Grade Separation
Center Turn Lane
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Road Reconstruction
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
7
2
2
0
0
2
0
0
0
5
0
3
4
1
0
0
2
15
0
0
0
0
0
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
10
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
4
0
0
0
0
0
0
0
0
1
0
1
1
0
1
3
2
1
2
1
1
4
3
2
0
0
0
1
0
1
1
0
2
0
0
7
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
Road
Limits
Type
Brownfield Sites
State Cleanup Sites
Program
Tire Waste Sites
Superfund Sites
Leaking Underground
Sites
NPDES Facilities
Goshen Ave
Added Travel Lanes
0
1
0
14
0
1
5
0
1
3
0
0
0
2
Jackson Blvd
Goshen Ave
3
1
1
6
0
0
5
0
0
1
7
0
0
1
Hively Ave
Indiana Ave
Johnson St (CR 9)
Kercher Rd
Kercher Rd
Kercher Rd (CR 38)
Lexington Ave
Lincoln St
Lusher Ave
Main St
Old US 20
Old US 20
Old US 20
Osolo St
Prairie St
Prairie St
Prairie St
Toledo Rd
(#533510B)
Bypass Rd to SR 19
US 6 to Williams Street
Beardsley Ave
Ash Rd to CR 1
CR 1 to CR 3
Bristol St to CR 6
Grade Separation
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Center Turn Lane
Road Reconstruction
Center Turn Lane
Added Travel Lanes
Added Travel Lanes
Center Turn Lane
Road Reconstruction
Road Reconstruction
Road Reconstruction
Added Travel Lanes
0
3
1
0
0
0
0
0
0
8
0
0
0
0
0
9
6
0
0
2
0
1
1
0
0
2
2
1
1
0
0
0
0
1
1
1
0
1
0
1
0
0
1
0
10
18
15
8
5
2
3
5
1
20
0
2
4
1
0
1
0
1
1
1
15
8
0
1
5
9
7
16
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
1
3
1
1
0
0
6
0
0
0
13
0
0
0
0
0
0
0
0
1
1
0
1
1
3
1
1
0
0
0
0
0
0
0
0
0
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
2
11
3
1
6
7
5
1
12
0
1
1
0
0
0
0
0
0
2
7
0
1
3
5
3
0
1
1
4
2
3
3
2
7
6
6
9
3
1
0
2
3
6
6
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
0
0
0
0
0
0
1
0
0
0
0
0
1
1
2
133
Road
Limits
Type
Brownfield Sites
State Cleanup Sites
Program
Tire Waste Sites
Superfund Sites
Leaking Underground
Sites
NPDES Facilities
Toledo Rd
Added Travel Lanes
0
0
1
16
0
1
0
0
0
8
4
0
0
1
CR 40 to SR 15
0
0
0
4
0
0
0
0
0
1
1
0
0
0
Toledo Rd
Wilden Ave
Wilden Ave
Rowe St to CR 13
SR 15 to Regent Street
Rock Run Creek to 6th Street
Current Terminus to Middlebury Street
Added Travel Lanes
Road Reconstruction
Kosciusko County
Barbee Lake Rd
Road Reconstruction
County Farm Rd
Road Reconstruction
Chicago Street
County Farm Rd
County Farm Rd
CR 100 E
CR 100 E
CR 100 E
CR 1300 N
CR 1300 N
CR 1300 N
CR 1350 N
CR 150 W
CR 150 W
134
200S to Baker St
SR 15 to Old SR 15
US 30 to CR 300 N
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Road Reconstruction
Grade Separation
Road Reconstruction
Road Reconstruction
Road Reconstruction
0
0
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
1
1
1
0
1
2
0
1
0
0
0
1
0
0
0
0
0
0
0
0
11
1
3
0
2
6
0
0
0
0
0
0
1
1
1
0
0
1
0
0
0
0
0
0
1
1
0
0
0
0
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3
0
0
0
0
1
0
0
0
0
3
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
7
1
0
0
0
2
0
0
0
0
0
0
0
0
0
0
1
1
4
1
2
2
0
8
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
1
1
0
1
1
0
0
1
0
Road
Limits
Type
Brownfield Sites
State Cleanup Sites
Program
Tire Waste Sites
Superfund Sites
Leaking Underground
Sites
NPDES Facilities
CR 300 N
CR 150 W to SR 15
Added Travel Lanes
1
0
0
4
0
0
1
0
0
1
4
0
0
0
CR 900 N
SR 15 to CR 300 E
Added Travel Lanes
0
0
0
3
4
0
1
0
0
0
0
0
0
1
CR 450 N
CR 700 E
CR 900 N
Fox Farm Rd
Fox Farm Rd
Front St
Husky Trl
Lake St
Long Dr / Main St
Market St
Market St
Market St
Packerton Rd
Packerton Rd
Pierceton Rd
Rozella Rd
Rozella Road
Sheridan St
SR 19 to SR 15
CR 150 W to US 30
US 30 to CR 300 N
Chicago St to John Street
SR 13 to CR 1400 N
Limits
SR 15 to Ranch Rd
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Road Reconstruction
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
0
0
0
0
0
0
0
2
0
2
0
0
0
0
1
0
0
0
0
0
0
0
0
1
0
3
0
3
3
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
1
1
7
0
2
12
2
19
1
2
0
0
0
0
0
0
0
5
16
18
0
1
1
1
0
10
1
0
1
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
2
0
4
1
1
1
3
3
4
0
1
2
0
0
3
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
2
0
0
0
1
1
3
0
0
0
0
1
1
9
0
4
16
5
19
2
2
1
0
1
0
0
0
2
2
18
8
0
1
0
0
0
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
1
2
0
2
1
0
0
0
0
0
0
0
1
0
0
1
0
2
0
0
1
1
1
1
0
0
1
0
0
0
135
Tire Waste Sites
Superfund Sites
Leaking Underground
Sites
NPDES Facilities
3
0
0
0
0
0
1
2
0
0
0
3
0
0
5
0
0
3
3
0
0
1
Limits
Type
State Cleanup Sites
0
Road
Brownfield Sites
Program
Road Reconstruction
0
0
Zimmer Rd
SR 25 to Old US 30
Road Reconstruction
0
0
0
Winona Ave
3A Rd
6A Rd
7A Rd
7A Rd
Hoham Dr
Jefferson St
Jefferson St
Jefferson St
Rd)
Jim Neu Dr
King Rd
King Rd
Lincolnway East
Michigan Rd
Michigan St
136
Jefferson Street to City Limits
Road Reconstruction
Added Travel Lanes
Marshall County
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
2
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
7
0
18
0
0
0
0
1
0
0
15
0
3
0
2
0
0
0
0
0
0
0
1
10
15
9
2
5
0
1
4
1
10
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
5
0
0
0
1
0
7
7
1
1
1
0
0
7
1
5
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
4
1
0
0
0
5
4
6
9
0
0
0
4
7
5
12
0
2
3
0
6
0
0
3
0
3
10
1
1
2
0
10
7
12
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
1
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
Road
Limits
Type
Brownfield Sites
State Cleanup Sites
Program
Tire Waste Sites
Superfund Sites
Leaking Underground
Sites
NPDES Facilities
Michigan St
Road Reconstruction
0
0
0
1
0
0
0
0
0
0
2
0
0
0
Oak Rd
7B Rd to 6A Rd
Road Reconstruction
0
0
0
2
0
0
0
0
0
0
1
0
0
0
Muckshaw Rd
Oak Dr
Old US 30
Pidco Dr
Pioneer Rd
Plymouth-Goshen Trl
Plymouth-Goshen Trl
Richter Rd
Shore Dr
Tamarack Rd
SR 10 to Oakhill Rd
Hoham Rd to 7B Rd
US 30 to Pioneer Rd
US 30 to 7B Rd
3A Rd to SR 106
3rd Rd to 3A Rd
Road Reconstruction
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
St. Joseph County
Added Travel Lanes
Adams Rd
Road Reconstruction
7th St
Ash Rd
Ash Rd
Ash Rd
McKinley Ave
Added Travel Lanes
Road Reconstruction
Added Travel Lanes
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
0
0
0
0
1
0
0
0
2
3
2
1
10
0
0
0
0
0
0
0
1
3
0
4
0
1
0
4
2
2
10
0
2
0
0
0
0
2
2
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
8
1
0
0
0
0
0
0
6
4
0
0
0
0
2
1
0
3
0
2
0
1
0
0
4
5
6
0
0
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
1
0
0
1
0
0
1
0
0
0
0
1
137
Road
Limits
Type
Brownfield Sites
State Cleanup Sites
Program
Tire Waste Sites
Superfund Sites
Leaking Underground
Sites
NPDES Facilities
Ash Rd
Added Travel Lanes
0
0
0
2
0
0
0
0
0
0
1
0
0
0
Ash Rd
Road Reconstruction
0
0
0
0
0
0
0
0
0
1
2
0
0
0
Ash Rd
Ash Rd
Edison Rd / CR 12
Ash Rd
Ash Rd
Auten Rd
Auten Rd
Auten Rd
Auten Rd
Auten Rd
Bendix Dr
Bittersweet Rd
Bittersweet Rd
Bittersweet Rd
Bittersweet Rd
Bittersweet Rd
Bittersweet Rd
Byrkit St (Fir Rd)
Byrkit St (Fir Rd)
Cleveland Rd
138
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Added Travel Lanes
Road Reconstruction
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
0
0
0
0
0
1
1
0
0
0
0
0
0
0
0
0
0
2
1
0
0
0
0
0
1
1
0
0
0
2
2
1
3
0
0
1
8
8
3
0
1
0
2
5
11
3
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
0
1
0
0
0
3
10
0
0
1
1
0
0
0
4
2
1
2
2
0
0
0
4
5
4
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Road
Limits
Type
Brownfield Sites
State Cleanup Sites
Program
Tire Waste Sites
Superfund Sites
Leaking Underground
Sites
NPDES Facilities
Cleveland Rd
Added Travel Lanes
0
0
0
0
0
0
0
0
0
1
2
0
0
0
Cleveland Rd
Grade Separation
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Cleveland Rd
Cleveland Rd
Day Rd
Day Rd
Day Rd
Douglas Rd
Douglas Rd
Douglas Rd
Douglas Rd
Elm Rd
Fir Rd
Fir Rd
Fulmer Rd
Hickory Rd
Hickory Rd
Ireland Rd
Ironwood Dr
Ironwood Dr
Ironwood Dr
Fir Rd to SR 331
Fir Rd to SR 331
Fir Rd to SR 331
Adams Rd
Brick Rd
Mishawaka Ave
Jefferson Blvd
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Road Reconstruction
Grade Separation
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
1
2
1
0
2
0
0
1
7
2
0
12
6
4
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
1
0
0
0
0
0
0
0
1
0
0
0
0
0
0
6
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
1
1
0
0
0
0
0
0
1
0
1
0
0
0
0
0
0
0
0
1
1
0
1
1
0
2
1
1
0
1
0
0
2
0
0
0
4
0
2
0
1
4
4
3
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
1
0
0
0
0
0
0
0
0
0
139
Road
Limits
Type
Brownfield Sites
State Cleanup Sites
Program
Tire Waste Sites
Superfund Sites
Leaking Underground
Sites
NPDES Facilities
Ironwood Dr
Added Travel Lanes
0
0
0
1
0
0
0
0
0
0
0
0
0
0
Ironwood Dr
Adams Rd
0
0
0
1
0
0
0
0
0
0
0
0
0
0
Ironwood Dr
Ironwood Dr
Ironwood Dr
Ironwood Dr
Jefferson Blvd
Kern Rd
Lincolnway West
Logan St
Logan St
Logan St
Main Street (SR 933)
McKinley Ave
McKinley Hwy
McKinley Hwy
McKinley Hwy
McKinley Hwy
McKinley Hwy
Michigan St
Michigan St
140
Wayne St
Marion St
Chippewa Avenue to Marion Street
Birch Rd to Ash Rd
Home St to Elder Rd
Ireland Rd
Road Reconstruction
Added Travel Lanes
Road Reconstruction
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
0
0
0
0
6
0
5
0
0
0
1
0
0
0
3
0
2
0
1
1
One-Way to Two-Way
11 10
Added Travel Lanes
0
Added Travel Lanes
Grade Separation
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
One-Way to Two-Way
0
0
0
0
0
1
0
1
1
1
1
2
0
11 10
1
0
0
0
5
0
1
1
0
18
0
6
0
0
0
0
2
13
6
4
6
33
1
12
0
6
0
1
0
0
1
4
0
5
16
12
10
39
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
5
0
6
0
0
0
0
10
0
1
0
0
0
0
0
1
0
0
0
0
0
3
0
9
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
3
0
0
0
6
0
0
1
7
17
3
1
0
4
5
1
0
8
4
2
8
31
6
8
0
3
4
3
0
4
12
0
6
5
2
0
3
29
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
1
0
0
0
0
0
0
0
0
1
1
0
0
0
0
11
0
Western Ave
6
7
2
19
0
0
Olive Rd
Olive St
Olive St
Pierce Rd
Pierce Rd
Portage Rd
Portage Rd
Sample St
Sample St
Sheridan St
Twyckenham Dr
Twyckenham Dr
Twyckenham Dr
Union St
Went Ave
Bartlett Ave
Marion St
Sample St
US 31 to Miami Hwy
Miami Hwy to SR 331
Chapin St
Mishawaka Ave
Jefferson Blvd
McKinley Ave
12th St to SR 933
Road Reconstruction
Added Travel Lanes
Added Travel Lanes
Road Reconstruction
Road Reconstruction
Road Reconstruction
Added Travel Lanes
Added Travel Lanes
Added Travel Lanes
4
4
0
1
0
0
0
0
0
5
0
0
0
0
0
0
0
1
0
1
2
0
0
0
0
0
0
0
6
2
0
1
0
0
0
0
0
1
2
0
0
0
1
1
0
0
0
0
23
7
11
3
6
7
0
0
5
1
5
16
0
5
1
0
0
0
2
0
2
0
9
10
4
2
1
3
11
1
0
0
0
1
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
2
0
0
0
4
5
0
0
6
0
5
0
10
0
0
0
0
0
0
0
0
0
0
0
0
8
0
0
0
0
0
0
0
0
0
0
11
0
0
0
0
0
0
0
0
0
0
10
0
0
0
0
0
1
1
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
1
2
0
0
0
0
0
2
0
0
0
0
0
0
0
0
NPDES Facilities
2
6
1
5
Sites
5
Leaking Underground
Program
Chippewa Ave
Michigan St
State Cleanup Sites
Michigan St
Superfund Sites
Type
Limits
Tire Waste Sites
Road
Brownfield Sites
5
0
0
0
18
0
0
1
6
16
6
9
3
1
4
8
0
5
5
11
2
2
0
0
0
0
1
0
8
15
5
5
9
6
1
1
1
0
6
2
14
10
1
3
2
2
7
2
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
1
0
141
Appendix F:
Environmental Justice
F
Environmental Justice and Title VI
Federal Law requires the Michiana Area Council of Governments
(MACOG) to ensure that individuals not be excluded from participating in, denied the benefits of, or be subjected to discrimination
under any program or activity receiving federal funding on the basis of race, color or national origin. Federal law also requires that
MACOG identifies and addresses areas of disproportionately high
adverse human health or environmental effects of its programs,
policies and activities on minority and low-income populations.
Indicators of Potential Disadvantage
In order to best accomplish the federal requirements of Environmental Justice (EJ), expanding the list to include additional population groups – minorities, low-income, carless households, persons
with physical disabilities, seniors, Hispanic, and Limited English
Proficiency (LEP) – may have specific planning-related issues or
challenges. MACOG modeled its EJ process from the Delaware Valley Regional Planning Commission (DVRPC) in Philadelphia. They
used the above population groups as “Indicators of Potential Disad-
144
vantage (IPD).”
Using the American Community Survey (ACS) five-year estimates
data set from the U.S. Census, population groups are identified and
located at the census tract level. Data is gathered at the regional
level, combining populations from each of the four counties, to determine the regional average for that population group. Any census
tract that meets or exceeds the regional average level, or threshold for that population group, is considered an EJ-sensitive tract for
that group. Each sensitive groups that exceeds the regional threshold within a census track is counted as one IPD.
A full report of the Environmental Justice population analysis with
maps and figures is available on MACOG’s website.
Proposed Project Impacts
By mapping the 2040 Transportation Plan proposed projects, potential impacts to IPD tracts can be evaluated. Most of tracts with
a high number of IPD populations have proposed projects in the
2040 Transportation Plan. Many of the projects in those areas are
to be opened by 2020, while most of the 2025 to 2040 projects are
in areas with fewer IPD. All groups, including IPD populations, will
benefit from the proposed transportation improvements in the
area. The proposed projects include improved accessibility and
connectivity to the area, which provides increased access to community services.
Each project will bring short-term impacts to residents in the area,
such as delays, increased detour traffic, noise, or right-of-way purchases. These impacts will be experiences by all populations groups,
not just the IPD populations. During project development, considerations will need to be made at the project level if there are any
adverse impacts to the disadvantage population groups. Figures
F-1, F-2, F-3, and F-4 illustrate the distribution of transportation
projects. The projects are located throughout the region, without a
disproportionately high impact to the IPD populations.
Figure F-1: Elkhart County Environmental Justice
145
Figure F-2: Kosciusko County Environmental Justice
146
Figure F-3: Marshall County Environmental Justice
147
Figure F-4: St. Joseph County Environmental Justice
148
149
Appendix G:
Congestion Management Process
G
The Congestion Management Process (CMP) is a plan for recommending and implementing appropriate strategies that can alleviate congestion and improve the performance of the transportation
system. The CMP establishes a consistent and systematic process
for managing congestion by producing information and recommendations on system performance and on alternative strategies for
alleviating congestion and enhancing the mobility of persons and
goods. This is done with Federal and State guidance for the intended purpose of conforming to Federal air quality standards. Achieving regional air quality improvements are a potential and desired
outcome of CMP planning.
The Intermodal Surface Transportation Efficiency Act (ISTEA) of
1991 was the first Federal Transportation Act to require the establishment of a Congestion Management System in Transportation
Management Areas (TMAs), which are urbanized areas with a population over 200,000 individuals. The subsequent Transportation
Equity Act for the 21st Century (TEA-21), SAFETEA-LU and MAP-21
all have maintained the Congestion Management requirements for
TMAs.
In TMAs designated as carbon monoxide (CO) or ground-level
152
Appendix G: Congestion Management Process
ozone (O3) non-attainment areas, the Federal regulation prohibits
projects that increase capacity for single-occupant vehicles (SOVs),
unless the project emerges from a CMP. At present the MACOG region is in attainment for existing carbon monoxide and ground-level
ozone standards, both of which are considered transportation-related pollutants. That being the case, a CMP analysis is not required
for transportation projects although the CMP is nonetheless, a required planning process.
Formerly, the CMP was known as the Congestion Management System (CMS), and the CMS was presented as a stand-alone document
(Congestion Management System for the South Bend and Elkhart/
Goshen Urbanized Areas, July 2011). SAFETEA-LU changed the
name, and required the inclusion of the CMP within the Long Range
Transportation Plan. MAP-21 continues these requirements. Moving forward, MACOG will be improving the Congestion Management
Process, utilizing the new hybrid travel demand model and expanding data collection programs to better monitor intersections and
roadways for delay and operational shortcomings.
Appendix G: Congestion Management Process
153
Michiana
on
the
Move
Michiana Area Council of Governments
227 W. Jefferson Blvd.
County-City Building, Room 1120
South Bend, IN 46614

2040 Transportation Plan (25MB PDF)

Transcription

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