multimodal needs assessment - toledo metropolitan … · socio-economics of the study region...

Multimodal Needs Assessment

September 2011

Toledo Metropolitan Area Council of Governments (TMACOG)

Toledo Metropolitan Area Council of Governments (TMACOG)

300 Martin Luther King Jr. Drive

Suite 300 Toledo, OH 43604

419.241.9155 www.tmacog.org

[email protected]

This document is largely a compilation of several previously prepared TMACOG studies and outside reports as listed in the Appendix. It complements previous work to advance a balanced modal transportation network and fulfills aspects of the FY 2011 Annual Work Plan. This assessment provides a frame of reference for future multimodal analysis and supports ongoing efforts to achieve an efficient allocation of investments among all modes of transport in the regional network.

TMACOG Multimodal Needs Assessment

September, 2011 i

TABLE OF CONTENTS Introduction............................................................................................................................................1 Methodology..........................................................................................................................................2 Socio-Economics of the Study Region ..................................................................................................3

Population Trends ..............................................................................................................................3 Employment Trends...........................................................................................................................4 Trip Purpose.......................................................................................................................................4 Environmental Justice Considerations...............................................................................................5

The Regional Multimodal System .......................................................................................................11 Roadways.........................................................................................................................................11 Rail Facilities ...................................................................................................................................13

Passenger Rail Facilities ..............................................................................................................13 Freight Rail Facilities...................................................................................................................13

Transit Network ...............................................................................................................................17 Non-Vehicular Transportation Network ..........................................................................................23

Bike Network ...............................................................................................................................23 Pedestrian Networks ....................................................................................................................27

Air Facilities.....................................................................................................................................33 Waterborne Facilities .......................................................................................................................33

Connectivity Needs......................................................................................................................37 Recommendations and Future Work ...................................................................................................41 Appendix—Sources Consulted............................................................................................................43 FIGURES

Figure 1. TMACOG Region Population Trend .............................................................................3 Figure 2. 2010 Funding Sources of Toledo Metropolitan Area Transit Providers ......................19

TABLES

Table 1. Mode Split of Daily Work Trips in the TMACOG Region...........................................12 Table 2. Summary of Safe Routes Initiatives with the Region....................................................28 Table 3. Enrollments of Schools in Accident Zones....................................................................29 Table 4. Summary of Multimodal Needs and Initiatives.............................................................38

MAPS Map 1A. Key Destinations and Employment by Traffic Analysis Zone TMACOG Metropolitan Planning Area ........................................................................7 Map 1B. Key Destinations and Employment by Traffic Analysis Zone Toledo Urban Area ........................................................................................................9 Map 2: Roadways and Railways..................................................................................................15 Map 3. Public Transit and Connectivity ......................................................................................21 Map 4. Bikeway Facilities ...........................................................................................................25 Map 5. Sidewalks, Schools and Accidents ..................................................................................31 Map 6. Air, Rail, and Port Facilities ............................................................................................29 Map 7. Multimodal Needs and Initiatives....................................................................................39


September, 2011 1

Introduction This project provides an assessment of the interconnections among all transportation modes in the TMACOG metropolitan planning area: highway, freight and passenger rail, public transit, bicycle/pedestrian, air, and water. This multimodal analysis of the regional system takes into consideration the concept of complete streets. Recently introduced federal legislation (Safe and Complete Streets Act of 2011) defines complete streets as a roadway that safely accommodates all travelers, particularly public transit users, bicyclists, pedestrians (including individuals of all ages and individuals with mobility, sensory, neurological, or hidden disabilities), motorists, and freight vehicles, to enable all travelers to use the transportation network safely and efficiently. The purpose of this assessment is to review the balance between modes and describe the integration among them. A well-connected, complete street system serves the mobility needs of all transport system users whether by motorized or non-motorized mode. Streets, sidewalks, and bikeways should be safe for everyone including young, old, and disabled. The transportation system must be simultaneously useful for businesses and emergency responders, for bicyclists and pedestrians, for people using wheelchairs and other assistive devices, for public transit users, and for people of all ages. Increased and interconnected transportation options are necessary for communities to meet the future demands created by a changing population, a transforming economy, and the increasingly global movement of goods. A fully functioning multimodal system is essential to maintaining the economic prosperity and personal livability of the region. This report describes the “completeness” of existing pedestrian, bike, and street travel routes in the Toledo Metropolitan Area Council of Governments (TMACOG) region with an emphasis on connectivity between modes. It is intended to be a useful reference to TMACOG’s Transportation Council, its several planning committees, and their work programs. For more information, including rosters, operating procedures, and meeting materials, see “Councils and Committees” on the TMACOG Transportation page http://tmacog.org/tran_body.htm. The Transportation Planning committee, Pedestrian & Bikeways committee, and Public Transit & Passenger Rail committee in particular can use this report as a resource to pursue goals of increased mobility in the region. This assessment demonstrates regional efforts in pursuit of selected transportation goals for the region’s transportation system. The FY2011 Annual Work Program lists several goals in pursuit of achieving a sustainable and seamless multimodal transportation system including:

To improve transportation and safety using state or federal programs intended to correct problematic infrastructure conditions.

To improve freight transportation efficiency and support efforts to increase the volume of freight moving within and through the region.

To increase and improve passenger rail transportation serving the region. To provide for increased availability and promote usage of pedestrian and bicycle

transportation within the region. To improve provision of public transportation facilities and services throughout the region.

A well-functioning multimodal system increases transport opportunities for those who do not drive by choice as well as those whose ability to drive is limited or prohibited. The carless, the unemployed, people with economic or physical circumstances that limit their transportation options are not the only ones who benefit. Society overall is served by reductions in commute times, traffic


September, 2011 2

congestion, and oil consumption. An integrated multimodal system is a necessary element in increased economic activity and improved cultural life in the region while also offering the potential for improved air quality.

Methodology The study area is the TMACOG metropolitan planning area that includes all of Lucas and Wood counties in northwest Ohio, and the three southernmost townships in Monroe County, Michigan (Erie, Bedford, and Whiteford townships). The two largest cities within the region are Toledo and Bowling Green. In addition to Toledo, Lucas County is home to several smaller suburban cities that ring the urban core, some small villages, and some open rural areas. Wood County has several small villages and is primarily rural except for Bowling Green and the northern tier suburbs near Toledo. Most of the geographically based information contained in this report is drawn from the findings of selected previous TMACOG studies as well as from outside sources such as the Brookings Institution (see Appendix—Sources Consulted). Sidewalk information is available for the first time. It shows the presence or absence of sidewalks on one or both sides of the street. Blending data and conclusions from separate prior analyses with new information provides new insight to assess modal connections. The current report benefits enormously from the comprehensive planning expertise and extensive public involvement process that is a hallmark of TMACOG work products. Census data from 2000 is the basis of many studies consulted for this report—an important caveat to interpreting the findings of this analysis. Except for aggregate metropolitan statistical area population counts, Census data from 2010 is not yet available. As geographically based 2010 Census data are released, a more current picture of regional land use will emerge. Detailed population and housing characteristics by census tracts would similarly add an important geographic dimension to this analysis. This report begins with a summary of the socio-economic dynamics of the region. A basic analysis of key destinations and employment density (from data supplied by ODOT in 2009) forms the foundation for assessing connectivity among transportation options. Key destinations for work, education, healthcare, shopping, and leisure are reviewed in relation to employment density estimates. Data on roadways and railways explores connectivity of rail to truck within the freight sector. Comparison of the freight transport system—including marine and air—to the pedestrian, cyclist, personal vehicle, and transit systems reveals modal conflicts. The summary presented in Table 4: Summary of Multimodal Needs and Initiatives along with Map 7 details remedies to minimize known connectivity gaps and notes cost estimates (to the extent that these calculations exist). Recommendations for a more integrated and comprehensive modal system, including enhancements to data and future planning steps, conclude this assessment. The connectivity gaps outlined and depicted in this assessment do not form an all-inclusive account. As the first explicitly multimodal view of the entire transport system, this assessment seeks not to comprehensively identify all system gaps, but to provide a starting point for further analysis. The various committees within the TMACOG organization may choose to build upon the approach and findings of this study.


September, 2011 3

Socio-Economics of the Study Region

Population Trends The TMACOG transportation region currently has 608,943 people living in it. There has been a slight decline within the region over the past 10 years, owing to a nearly 3 percent population loss in Lucas County. However, the remaining portions of the region have experienced population gains. The population projection for Lucas County is continuing to show a steady decline over the next 20 years. In contrast, the jurisdictions to the north, west, and south will experience moderate population growth. As shown in Figure 1, the portion of Monroe County, Michigan, within the TMACOG area has experienced the largest rate of population growth, albeit from a relatively small base.

Figure 1. TMACOG Region Population Trend

0

100,000

200,000

300,000

400,000

500,000

600,000

700,000

1970 1980 1990 2000 2010

Po

pu

lati

on

TMACOG MPO Area Lucas CountyWood County Monroe County (TMACOG portion)Monroe County (complete)

-1.1%

% Change 2000-10

-2.9%

+3.7%

+5.8%

+4.2%

Data Source: 2010 Census. Several other demographic shifts within this increasingly suburban population are underway that have implications for the Toledo metropolitan multimodal network. As noted in On the Move: 2007-2035 Transportation Plan–Update 2011 the average age of this population is generally rising as life expectancies have lengthened and birthrates declined. Another factor is out-migration is exceeding in-migration. A key implication of this trend is that a generally more elderly population will likely put greater demands on public transit.


September, 2011 4

Employment Trends According to the U.S. Bureau of Labor Statistics, the overall number of jobs in the region has declined by 13 percent in the past decade to 330,000 employed persons. The largest employment sectors are manufacturing, trade, transportation and utilities, education and health services, government, professional and business services, and leisure and hospitality. From 2001 to 2010, one in three manufacturing jobs has disappeared. Nevertheless, there remains a significant industrial base in the region including key employers such as Chrysler (Jeep), Dana Corp., First Solar Inc., Fisher Tool & Die, General Motors, Libbey Inc., Magna-Norplas, MTS Seating, Owens Corning, Owens Illinois Inc., and TNS Custom Research. The commercial base is also strong, particularly the trade, transportation and utilities sector with such firms as Andersons Inc., FedEx Ground Services, United Parcel Service, and Walgreens Distribution Co. The continued presence of manufacturing and warehousing/distribution centers relies to a great degree on the condition and capacity of the freight transport system. Bucking the general trend, the education and health sector has experienced slow but steady growth with 7,400 more jobs in 2010 than in 2001. Major employers in this sector are Bowling Green State University, HCR Manor Care, Heidelberg University, Lourdes University, Mercy Health Partners, Owens Community College, Penta Career Center, Promedica Health System, and the University of Toledo. The Brookings Institution reports a rising enrollment trend nationally and notes that the Toledo area has experienced an increase in college enrollment of over 10 percent between 2000 and 2008 (State of Metropolitan America). Access to educational and medical facilities is greatly enhanced by a robust passenger transportation network. Overall employment levels are falling faster than the population decline. Therefore, the number of unemployed (to say nothing of the under-employed, or those working two part-time jobs) is increasing. The unemployment rate rose from 4.8 percent in 2001 to 11.3 percent in 2010. The implication for transportation planners is that, very likely, there are more people who are either carless or cannot consistently afford to maintain or use their vehicles on a regular basis. As noted earlier, the 2010 Census data will shed light on the household characteristics such as car ownership and employment. As with the generally aging population, this trend also implies greater demand for public transit or other alternatives such as walking or bicycling. For employed people, although there are still many large scale factories in the region, the shift away from manufacturing jobs means that large employment centers are becoming less common. A pattern of smaller, more dispersed facilities is increasingly common.

Trip Purpose Work is a primary trip purpose, so pinpointing the location of key employers in relation to populations most likely to use non-auto travel options is essential to a modal needs assessment. As with the population redistribution, the trend in employment locations (office complexes, manufacturing facilities, retail centers, etc.) has been a move away from the downtown central business district (CBD) to the suburbs. The shift from a single concentrated core to dispersed communities throughout the region changes the spatial pattern of employment centers. Consequently, the directional patterns of daily trips no longer follow a simple hub and spoke model. Today, multi-directional commuter networks that are cross-suburb and that emanate from neighborhoods near the city center are commonplace. Within Toledo, as in many other cities, the


September, 2011 5

past decade has seen the rise of a small current against the tide of decentralization. Former industrial spaces converted into residences are producing a slight trend toward downtown living, particularly among young single professionals or older couples with no children. Besides the work commute, other top trip purposes are school, medical, shopping, and leisure activities. These trips may originate from home (home-based), or they may originate from another location (non-home-based). Home-based trips are those that begin at home with a destination of work, shopping, school, or other unspecified destinations. Non-home-based trips are generally shorter than home-based trips and are due largely to trip chaining. For example, a single outing might consist of a stop to drop children off at daycare followed by a stop at a coffee shop, then to work. Travel home from work may involve several non-home-based trips such as to the grocery store, dry cleaners, school, soccer practice, etc. Home-based trips range from an average length of five miles for shopping trips to nearly nine miles for work trips. One conclusion of this fact is that when it comes to choosing where to live, people are still willing to trade off a longer trip to work in order to live in a desired area. Shopping has the lowest average distance among home-based trips indicating that people prefer to shop at locations relatively close to home. The locations of the region’s major grocery chains offer evidence of this preference. For example, in the urbanized area, most grocery stores are located within four to five miles of each other demonstrating shoppers are seldom willing to drive longer distances to make purchases. In addition to school, shopping, and other well-established destinations, several potential future growth locations are envisioned in the region. Destinations slated for redevelopment include the reclaimed industrial site of the former Jeep plant, and the Marina District where mixed residential and commercial development may occur. The Hollywood Casino Toledo, currently under construction and scheduled to open in early 2012, is anticipated to be a significant entertainment destination.

Environmental Justice Considerations The TMACOG transportation planning process fully considers how environmental justice (EJ) areas (locations with a concentration of minority and/or low-income population) are impacted by transportation projects. TMACOG seeks to produce a system where the public health and environmental impacts of the transportation system are fairly distributed across all races and classes. In the multimodal connectivity context, equitably sharing the burdens and assets of the transportation system facilitates the regional economic recovery by improving overall livability and connecting people to jobs. Data from the 2010 Census related to EJ areas within the region are not yet available. Given the significant volume of foreclosures and the ongoing effects of the financial and housing crisis that began in 2008, the size and shape of EJ areas has likely grown and changed considerably since the 2000 Census. Data from the Ohio Department of Transportation puts the minority share of Lucas County’s population at 22.5 percent and Wood County’s share at 5.2 percent. As new data become available, this component will be updated accordingly.


September, 2011 6

The socio-economic factors mentioned above in combination with the location of key destinations create a picture of where people travel both out of necessity (for example, for work or medical reasons) and by choice (parks and recreational facilities). In summary, the relatively simple traffic flow patterns of a few decades ago have grown in complexity. Maps 1A and 1B depict 2009 employment density patterns as per Traffic Analysis Zones (TAZ) in relation to key destinations. A TAZ as defined by the U.S. Census Bureau is “A special area delineated by state and/or local transportation officials for tabulating traffic-related data, especially journey-to-work and place-of-work statistics. A TAZ usually consists of one of more census blocks, block groups, or census tracts.” As residential demographics from the 2010 Census become available, an important dimension regarding where people live will complement the picture of where they work. Additional data on race, age, auto ownership, will also make this assessment more complete.

ò

o

^

oo

o

^

^

o

k

J

k

k

# *

# *

ò [[ò [

G

o

G

ò

ò

^

^G

k

k

o

o o

o

o

o

k

^

G

G

G

k

k

^

GG

G

oo^ I2

o

o

[# *

o

^

^

o

o

[

[

[[

k[# *

k

ok k

o

o

o

o

o

k

k

k

k

k

C

C C

C

C

C

C

C

CC

C

C

C

C

C

o

k

k

k

k

k

k

k

kk

k k

ko

k

k

k

k

k

k

k

kk

k

k

k

k

k

k

k

C

C

C

CC

C

C

CC C

o

o o

[o

o

C

C C

C

C

C

ò

ò

[

C

CC

C CC C

C

C CCCC C

C

C C

Ja

Ja

C C

C

C

ooo

o

o

J

J

ò

ò

k

C

§ ¦75

§ ¦75

§ ¦475

§ ¦475

§ ¦280

§ ¦80

§ ¦80

t u6

t u23

t u23

t u20

t u23

t u24

t u24

t u20A

t u20

§ ¦90

§ ¦90

Lu

ca

s C

ou

nt

yL

uc

as

Co

un

ty

Wo

od

Co

un

ty

Wo

od

Co

un

ty

La

ke

E

ri

e

Mo

nr

oe

Co

un

ty

Mo

nr

oe

Co

un

ty

t u20

t u24

t u24

SE

E

BO

WL

ING

GR

EE

N

INS

ET

Mic

higa

nO

hio

RE

FE

R T

O

MA

P 1

B

TO

LE

DO

UR

BA

N A

RE

A

Clay HS

Coontz

Complex

Fisher T

ool & Die

and M

TS Seating

Biofit Engineered

Products

Johnso

n Controls

TOLEDO

OREG

ON

MAUMEE

BOWLING

GREEN

NORTH

WOOD

SYLVANIA

BER

KEY

PER

RYSBURG

ROSSFO

RD

WATERVILLE

WHITEH

OUSE

WALBRIDGE

HASKINS

PORTAGE

OTTAWA

HILLS

LUNA PIER

NORTH

BALTIM

ORE

WESTO

N

HOLLAND

MILLBURY

JERRY CITY

PEM

BERVILLE

FOSTORIA

LUCKEY

HOYTVILLE

SWANTO

N

BRADNER

BLO

OMDALE

GRAND RAPIDS

RISINGSU

N

WAYNE

CYG

NET

CUSTAR

MILTO

NCEN

TER

TONTO

GANY

BAIRDSTOWN

WEST

MILLG

ROVE

HARBOR

VIEW

USF Holland

Otsego Park

Pace

setter

Park

Centennial Terrace

Seco

r

Air Commerce Park

Otsego HS

Bedford HS Elm

wood HS

Bend View

Eastwood HS

Fostoria HS

Farnsw

orth

Providence

Maumee

Bay SP

Toledo Express

Airport

Anth

ony W

ayne HS

Maso

n Conso

lidated Sch

ools

North Baltim

ore HS

Blue Creek

Conse

rvation Area

Mary Jane

Thursto

n SP

Ottawa N

ational W

ildlife Refuge

Oak Openings

Irwin Prairie

Cedar Point National W

ildlife Refuge

Northwest Ohio

Trans‐Shipment Term

inal

Monroe Co. C

ommunity College

Lake Erie Rese

arch Center

Ü0

24

1M

iles

Map

1A

- K

ey D

est

inat

ions

and

Em

ploy

men

t by

Tra

ffic

Ana

lysi

s Z

one,

TM

AC

OG

Met

ropo

litan

Pla

nnin

g A

rea

Dat

e of

Map

: Sep

tem

ber

6, 2

011

* T

he

U

.S.

Ce

nsu

s B

ure

au

d

efin

es

a T

raff

ic A

na

lysi

s Z

on

e

(TA

Z)

as,

"A

sp

eci

al a

rea

d

elin

ea

ted

by

sta

te a

nd

/or

loca

ltr

an

spo

rta

tion

off

icia

ls f

or

tab

ula

ting

tra

ffic

-re

late

d d

ata

, e

spe

cia

lly jo

urn

ey-

to-w

ork

an

dp

lace

-of-

wo

rk s

tatis

tics.

A T

AZ

usu

ally

co

nsi

sts

of

on

e o

r m

ore

cen

sus

blo

cks,

blo

ck g

rou

ps,

or

cen

sus

tra

cts.

"

o

# *

# *

k

^

G

kCC

C CC

C

C C

CCC

C

C C

C

ooo

o

o

J

ò§ ¦75

t u6Wood Co.

Histo

rica

l Center

Century M

arketing

Greenline Foods

City Park

Carter Park

Woodland M

all

Wintergarden Park

Sim

pso

nGarden Park

Wood County

Hosp

ital

Wood Co.

Court House

Wood Co.

Fairgrounds

Bellard Business Center

Bowlin

g Green HS

Wood Co.

Services Complex

Innova

tive

Tech

nology Park

Wood County

Regional A

irport

Bowlin

g Green

State University

BG Community

Center

Wood‐B

ridge

Business Park

Bo

wli

ng

Gre

en In

set

Tole

do

Met

rop

olit

an A

rea

Co

un

cil o

f G

ove

rnm

ents

300

Mar

tin

Lu

ther

Kin

g,

Jr.

Dr.

, Ste

. 30

0To

led

o, O

hio

436

04P

ho

ne

(419

) 2

41-9

155

ww

w.t

mac

og

.org

Inte

rsta

te a

nd U

S r

oute

s

New

US

-24

Mun

icip

ality

Bou

ndar

y

Traf

fic

An

alys

is Z

on

e (T

AZ

)

Tota

l Nu

mb

er o

f E

mp

loye

es in

200

9

Lake

Erie

/Mau

mee

Riv

er25

-249

em

ploy

ees

250-

499

empl

oye

es

500-

999

empl

oye

es

>10

00 e

mpl

oyee

s

JA

irpo

rt

I 2A

mtr

ak

J aB

us S

tatio

n

CB

usin

ess

and

Indu

stry

òC

ultu

ral a

nd H

isto

rical

kU

nive

rsity

and

Col

lege

kH

igh

Sch

ool

# *G

over

nm

ent

GH

ospi

tal a

nd M

edic

al

oP

ark,

Rec

reat

ion,

and

Nat

ure

Pre

serv

e

^S

hopp

ing

Cen

ter

[S

port

s an

d E

nter

tain

men

t

Key

De

stin

atio

ns

Ba

se D

ata

*

0-24

em

ploy

ees

7

ò

^

o

o

^

^

o

k

ò

[[ò[

G

o

G

ò

ò

^

^G

k

k

o

G

G

k

k

^

G

G

G

o

o

^

I2

[

#*

o

^

^

o

[

[

[[

k

[#*

k

o

k

k

o

o

o

o

k

k

k

k

k

C

C

C

C

C

C

C

C

C C

C

C

C

C

o

k

k

k

k

k

k

k

k

k

k

ko

k

k

k

k

k

k

k

k

C

C

CC

C

CC

o

o

[ o

C

C

C

C

C

C

ò

ò

[

C

C

CJa

Ja

J

ò

k

C

§¦75

§¦475

§¦475

§¦280

§¦80

§¦80

tu23

tu20

tu20A

§¦90

§¦90

L u c a s C o u n t yL u c a s C o u n t y

W o o d C o u n t yW o o d C o u n t y

tu20

tu24

SEE

DOWNTOWN

TOLEDO

INSET

tu23

Michigan

Ohio

Andersons Grain& Kuhlman CargoTerminals

ToledoMuseum

of Art

L a k e E r i e

TOLEDO

OREGON

MAUMEE

NORTHWOOD

SYLVANIA

PERRYSBURG

ROSSFORD

WATERVILLE

WHITEHOUSE

WALBRIDGE

OTTAWAHILLS

HOLLAND

MILLBURY

HARBOR VIEW

Megabus

First Solar

Ottawa Park

Orleans Park

Sunoco

BP Oil

OlanderPark

Raceway Park

The Andersons

Davis College

Johns Manville

WoodlandsPark

Bass Pro Shops

Walbridge Park

Woodville Mall

The Toledo Zoo

Oak Shade Grove

Buttonwood Park

PacesetterPark

Toledo Speedway

Flower Hospital

ToledoHospital

Lake HS

Clay HS

Former Jeep Plant

Libby Glass

Start HS

Scott HS

Stranahan Theater

Pearson

Crossroads Centre

St. UrsulaAcademy

Notre DameAcademy

Maumee HS

Rogers HS

Heidelberg College

CentennialTerrace

LourdesUniversity

Side Cut

TNS Custom Research

Whitmer HS

Bowsher HS

St. Luke's

Owens Illinois

Rossford HS

Woodward HS

GeneralMotors

St. Charles Hospital

Scott Park Campus

Universityof Toledo

Cedar Business Center

Lucas Co. Fairgrounds

Northwood HS

Coontz Complex

St. Johns HS

UPS

CITGO Petroleum Corp.

Dana Technology Center

Perrysburg HS

Stautzenberger College

St. Vincent Hospital

Hollywood Casino

Springfield HS

Shops at Fallen Timbers

St. Anne Hospital

Owens College

ToledoExecutive

Airport

ToledoBotanicalGardens

UT HealthScience Campus

WestgateShoppingCenter

AirlineIntermodalTerminal

Bay Park Hospital

Wildwood

W. W. Knight

Town Center at Levis Commons

Levis CommonsIndustrial Park

Capital CommonsBusiness Park

Chrysler‐Jeep

Sylvania Southview HS

Walgreens

Maumee Valley Country Day School

Penta School

MidwestTerminals

WestfieldShopping

Center

Fallen Timbers Battlefield Monument

St. Francis De Sales HS

Marathon

SpringMeadows

SylvaniaNorthview HS

PilkingtonSwan Creek

Central Catholic HS

Cardinal Stritch HS

Chrysler

FedExLucas Co. Recreation Center

ToledoTech.Academy

OttawaHills HS

Great Lakes Window

ArrowheadBusiness Park

Crane Business Center Magna‐Norplas

Fort Meigs Monument

Ü

Map 1B - Key Destinations and Employment by Traffic Analysis Zone,Toledo Urban Area

ò

[ [

ò

[

o

o

^

I2

[

#*

k

[

#*

k

C

[

ò

ò

Ja

§¦75

§¦280

Greyhound

OwensCorning

Mercy College

Marina District

Huntington Arena

Waite HS

Fifth Third Field

Erie StreetMarket International Park

Lucas Co.Courthouse

Amtrak

ToledoMaritime

Center

Promenade ParkSeagateCenter

Col. James M. SchoonmakerMuseum Ship

Main Library

The Docks

One Govt.Center

ImaginationStation

Valentine Theater

Downtown Toledo Inset

0 2 41MilesDate of Map: September 7, 2011

Traffic Analysis Zone (TAZ)

Total Number of Employees in 2009

Lake Erie/Maumee River

25-249 employees

250-499 employees

500-999 employees

>1000 employees

J Airport

I2 Amtrak

Ja Bus Station

C Business and Industry

ò Cultural and Historical

k University and College

k High School

#* Government

G Hospital and Medical

o Park, Recreation, and Nature Preserve

^ Shopping Center

[ Sports and Entertainment

Key Destinations

Base Data

0-24 employeesInterstate andUS routes

New US-24

MunicipalityBoundary

Area of Extent

Toledo Metropolitan AreaCouncil of Governments

300 Martin Luther King, Jr. Dr., Ste. 300Toledo, Ohio 43604Phone (419) 241-9155www.tmacog.org

9


September, 2011 11

The Regional Multimodal System The current transportation network will need to adapt to continuing demographic and economic changes. With ever tightening funding at federal, state, and local levels, it is imperative that government and business pursue the most cost-effective methods to maintain the system, improve its performance, and expand where needed. One approach to meeting this challenge is to assess and enhance the system by identifying deficiencies or gaps that connect the various modes. Inventorying the existing system from the vantage point of connectivity offers insights into how well current facilities enable and encourage people to adopt different modes (mode-shifting) or to use multiple modes during a single trip (mode-combining) for their personal travel. It also provides insight into the ease with which freight professionals can move shipments between and among truck, rail, and ship modes. This perspective supports the pursuit of strategies that refine the transportation system by building functionality across and between modes for personal and commercial users.

Roadways The overall network of streets, bridges, and highways in Lucas and Wood counties and the southern three townships of Michigan accommodates motorists, emergency responders, and freight haulers, as well as non-motorists. The region’s major highway network is comprised of approximately 1,400 miles of roadways and hundreds of bridges. With respect to the highway system, 240 miles are limited access freeways (I-75, I-475, I-280); 525 miles are U.S. and state routes (such as U.S. 23, U.S. 24, U.S. 6 SR 2, SR 25). The highway system carries an average of more than 2 million vehicle trips per day with more than 11 percent made by trucks. The Ohio Turnpike (I-80/90) supports significant passenger and freight traffic volume with three interchanges in the region. Arterial or collector roadways comprise the rest of the roadway system. Except for limited access roadways, all roads in the system serve transit, bicycle, and pedestrian modes in addition to auto and truck traffic. The goal of many committed and planned improvements to area roadways is to alleviate congestion, improve air quality, and increase safety for area motorists and non-motorists. In terms of personal commuting, several studies conclude that people overwhelmingly prefer their car to mass transit or other modes such as walking or biking. There are a variety of reasons for individual mode choice including time, cost, weather, and personal freedom. The availability of alternatives to the single-occupancy vehicle as well as their safety and usefulness plays a considerable role in mode choice. The following table quantifies the number of daily work trips by mode as a share of all trips in the TMACOG region.


September, 2011 12

Table 1. Mode Split of Daily Work Trips in the TMACOG Region

Mode Number of Trips % of Total All Modes 162,488 100.00% Drive Alone 132,347 81.45% Carpool 14,243 8.77% Work at home 7,416 4.56% Walk 5,764 3.55% Bus 1,113 0.68% All others 1,061 0.65% Bicycle 381 0.23% Taxicab 109 0.07% Motorcycle 54 0.03%

Source: TMACOG 2035 Plan–Update 2011 (based on 2000 Census). In terms of commercial users, the volume of freight traffic flowing into, out of, and through the TMACOG region is heavy. The intersection of north-south I-75 and east-west I-80/90 is one of the nation’s busiest crossroads. The amount of economic activity supported by regional transportation infrastructure (roadways in addition to the region’s international and domestic airports, Class I railroads, and navigable waterways) is fundamental to economic health. Indeed, the confluence of geography and commercial trade patterns supports the region’s emergence as a foremost North American center of international freight transport, logistics, and distribution. Home to more than 80 transportation-related firms, the region is a major center for the trucking industry. Several major freight-generating hubs such as USF Holland, Fed-Ex, and UPS dot the region and generate large daily volumes of traffic. The I-475/I-75 split near the site of the former Chrysler Jeep plant is the busiest section of highway in the region. As new demands on the system result from the region’s competitive advantage in freight movement, new challenges arise in supplying a balanced infrastructure. Accommodating local freight movements to commercial/retail businesses, manufacturing and industrial locations, and office complexes enhances the economic competitiveness of the region. A balance between freight and residential needs is integral to both livability and economic viability. Similarly, connectivity between freight modes such as to/from ship, rail, and truck is of key importance. A review of linkages between the National Highway System (NHS) and local major freight terminals reveals multimodal conflicts in several segments of the roadway system. These so-called “last mile” NHS connectors offer access to and from the highway to major water, air, rail, and other freight facilities. Concerns range from pavement deficiencies to congestion and safety issues to reducing conflict points between freight and passenger modes. The TMACOG region competes with other regions throughout the U.S. and the world. Maintaining and improving the access to industrial and commercial facilities is critical to keep pace with advances made elsewhere and is essential to the overall economic viability of the region.


September, 2011 13

Rail Facilities

Passenger Rail Facilities Two long distance routes, the Lake Shore Limited and the Capitol Limited, serve Toledo’s Amtrak station, the Martin Luther King Jr. Plaza. The Lake Shore Limited travels daily between Chicago and New York City and Boston. The Capitol Limited, as its name implies, travels daily between Chicago and Washington, DC. Four trains per day, two eastbound and two westbound, travel through the station, albeit at hours not convenient to family travel. Amtrak offers connecting bus service from Toledo to the Michigan cities Detroit, Ann Arbor, and Lansing; however, rail connections between Toledo and other nearby cities not on these east-west routes are non-existent. Despite limited connections and awkward hours of service, the Toledo station is the busiest of the seven Amtrak stations in Ohio. During 2010, more than 65,000 passengers boarded or de-boarded in Toledo, representing about 45 percent of total station usage in the state. Although limited bus connections are available from the train station, the 2005 Regional Core Circulator Study concluded there is a need at the station for an intercity bus operation such as Greyhound, and a direct public transportation connection to the heart of downtown Toledo. Currently, the Greyhound station is in the center of downtown, 1.6 miles from the Amtrak station. Taxi service is the only connection. The streetcar alternative recommended in this study would also serve to close the gap in connection between urban core locations and the train station. Improved passenger rail service envisioned for northwest Ohioans includes the Ohio Hub plan as detailed in the 2035 Plan–Update 2011. This rail initiative would create several intercity travel corridors that would link the Toledo region with numerous other destinations in Ohio, the Midwest, and Canada. This initiative has not moved toward implementation largely due to funding issues and lack of consensus. To respond to the challenges identified in public transit and passenger rail, TMACOG has recently revised its committee structure to include the Public Transit & Passenger Rail Committee. This committee will focus on identifying population needs, improving connectivity, and building awareness of and facilitating discussion about these critical transportation options.

Freight Rail Facilities According to the Toledo Regional Economic Plan: Transportation & Logistics Industry Sector, the region is the among the top five largest freight rail hubs in the U.S. Three Class I railroads –Canadian National (CN), CSX Corporation, and Norfolk Southern (NS) – serve the region. These three rail companies plus the short line Ann Arbor Railroad operate 118 miles of track located in Lucas County, 148 miles in Wood County, and 37 miles in southern Monroe County. Two freight rail improvements in the region will benefit the local economy through increased investments in the warehousing and logistics industry. The NS Chicago-Cleveland mainline that passes through Toledo is the busiest freight artery east of Chicago. NS is engaged in a $12.8 million public-private partnership to expand the capabilities of the Airline Junction Rail Yard in central Toledo. Improvements include intermodal ramp expansion, addition of new siding and access tracks, switch upgrade and improved train routing through the yard.


September, 2011 14

In February 2011, CSX opened the Northwest Ohio Trans-Shipment Terminal near the village of North Baltimore in southern Wood County. This state-of-the-art $175 million hub is part of a larger National Gateway project that will expedite freight movements between the east and west coast carriers. Although these projects add jobs, they also increase train and truck traffic within the region, which in turn has the potential to increase modal conflict with passenger cars and non-motorized forms of transport. Map 2 depicts major road and rail networks within the region, and details intermodal facilities, NHS connector concerns, and rail grade separation projects that address congestion and safety issues. The four rail grade separation projects shown, if completed, will improve modal connections not only within the freight sector, but also between rail and passenger modes such as auto and pedestrian traffic. For example, the $29.3 million McCord Road grade separation project improves safety for alternative transportation users including Springfield Junior and Senior High School students as they walk, bike, or drive to school by alleviating modal conflict. The Airline Junction project reduces congestion on the east-west main rail line, while the related Hill Avenue NHS connector project supports cross-modal traffic flow. Connectivity between the CSX Northwest Ohio Trans-Shipment Terminal rail facility and I-75 highway facility is addressed via the realignment of State Route 18 to reduce modal conflict and alleviate congestion within the village of North Baltimore (see inset). The related Liberty Hi Road rail grade separation project eliminates passenger car-to-rail conflict.

ALEXIS

CENTRAL

COREY

Toledo

ALEXIS

DETR

OIT

LAGRANGE

CHERRY

HAGM

ANBENORE

MANHATTAN

SUMMIT

CEDAR POINT

YORK

LALL

ENDO

RF

FRONT

WYNN

Oregon

PICKLE

STARRWOODVILLE

WHEE

LING

ConsaulAdvanceWarning

NAVARRE

OAKDALEMIAMI

HILL

DORR

BANCROFT

AIRPORTSOUTH

ANTHONY WAYNE TRAIL

BROADWAYWESTERN

NEBRASKA

BYRN

E

SOUTH

ANGOLA

BANCROFT

DORR

NEBRASKA

HILL

ANGOLA

MCCO

RD

CRISS

EY

CENT

ENNI

AL

CENTRAL

ALBO

N

AIRPORT

HOLL

AND

- SYL

VANI

A

REYN

OLDS

SALISBURY

GLENDALE

DETR

OIT

RIVER

RIVER

OREG

ON

TRAC

Y

GLEN

WOOD

LIME C

ITY

FRONT

WILLISTON

RIVER

OTTE

R CRE

EK

GREENBELT

YANKEE SMITHMONROE COUNTY

LUCAS CO.

WOOD CO.

MICHIGANOHIO

Lake Erie

Waterville

COLL

INGW

OOD

FIVE POINT

ROACHTON

ECKEL JUNCTION

SYLVANIA

WILK

INS

EBER

MONCLOVA

STITT

WATE

RVILL

E- M

ONCL

OVA

DUTCH

SANDUSKY

Toledo ExpressAir Commerce Park

Berkey

STAD

IUM

BROWN

SUMM

IT

STIC

KNEY

SUDER

LASKEY JACK

MAN

DOUG

LAS

SECO

R

TALM

ADGE

MONROE

SYLVANIA

TREMAINSVILLE

ALEXIS

BRINT

KING

ANGOLA

Swanton

HEATHERDOWNS

Millbury

OTTAWA CO.

NS - 1 per week

CSX/AA -1 per day

NS - 3

0 to 4

0 per

day

CN -5 per day

NS - 4 per day/WE - 2 per day

NS

AA - 1 to5 per day

CSXNS

CSX

NS - 4

per d

ay

CSX -

15 to

20 pe

r day

NS - one per day

NS - 90 to 100 per day/Amtrak - 4 per day

CSX -

6 to

8 per

day

CSX -

6 to

8 per

day

CSX - 12 to 15 per day


NS - 90 to 100 per day/Amtrak - 4 per day

Hallet AveGrade

Separation

McCordGrade

Separation

StickneyRail Conflict

Wales RdGrade

Separation

AirlineIntermodal

Yard

ToledoSeaport

CSX -15 per day

MatzingerAdvanceWarning

SummitAdvanceWarning

CSX - 15 to20 per day

Tracy RdImprovements 795

CSX

Toledo ExpressAirport

ToledoExecutive

Airport

Toledo

Toledo

Maumee

Northwood

Sylvania

Rossford

Perrysburg

Walbridge

Ottawa Hills

Holland

Rossford

HarborView

NorthBaltimore

WOOD CO.

Cygnet

LIBER

TY H

I

Northwest OhioTrans-Shipment

Terminal

HANCOCK CO.

CSX - 45 to50 per day

Liberty Hi RdGrade

Separation


SR 18 AlignmentImprovements

Map 2 - Roadways and Railways 300 Martin Luther King, Jr. Drive, Suite 300Toledo, Ohio 43604 419-241-9155www.tmacog.org

Toledo MetropolitanArea Council of Governments

Southern Wood County

0 1 20.5 1.5Miles

0 1 20.5 1.5Miles

Source: ODOT, U.S. Census Bureau, LucasCounty, Wood County, CSX, Norfolk Southern,Canadian National, Ann Arbor RR, Amtrak

map data: 9/9/11

Total Number of Employees in2010 by TAZ

0-24 employees25-249 employees250-499 employees500-999 employees>1000 employees

AirportAmtrakBus StationBusiness and IndustryCultural and HistoricalUniversity and CollegeHigh SchoolGovernmentHospital and Medical

Shopping CenterSport and Entertainment

Park, Recreation, orNature Preserve

NHS Connector Routes

Modal ConflictsGrade Separation ProjectsIntermodal Project Sites

15


September, 2011 17

Transit Network Public transit in the region consists of three main service providers. The largest of these is the Toledo Area Regional Transit Authority (TARTA), which provides fixed-route, demand response, and paratransit (TARPS) services. Lake Erie Transit in Bedford Township, Michigan (Bedford Dial-A-Ride service) and BG Transit in Bowling Green also provide demand response services in their respective areas. The two major universities in the region, the University of Toledo and Bowling Green State University, each have shuttle type services that operate mostly on campus. Each university shuttle features off-campus stops to areas of concentrated student housing and grocery-retail centers. Both universities also offer paratransit and limited Call-A-Ride services that can vary with the academic calendar. Greyhound has a station in downtown Toledo. Megabus also offers service to and from Toledo to a limited number of cities; however there is no station and no established parking. A recent analysis of U.S. metropolitan areas published by the Brookings Institution finds that 59 percent of residents in the Toledo metropolitan area live near a bus stop. Commuters wait an average of 15.4 minutes for a bus. The authors assert that only about 8 percent of jobs in the area are within a 45-minute bus ride, and only 33.5 percent of jobs are within a 90-minute ride. Overall, the Brookings study finds that the Toledo metro area ranks 40th nationally out of 100 metro areas in accessibility to job centers via transit (Missed Opportunity: Transit and Jobs in Metropolitan America). In terms of ridership, TARTA is the region’s largest transit service providing approximately 4 million annual rides. TARTA’s general ridership has declined slightly and the other service providers’ ridership has remained fairly level between 2008 and 2010. TARPS provides nearly 200,000 rides per year to disabled riders via its door-to-door service. Ridership through TARPS has increased by over 63 percent between 2008 and 2010. BG Transit and Lake Erie Transit’s Bedford Dial-A-Ride service together add a combined 55,000 rides. In total, the public transit providers in the region supply approximately 4.3 million rides per year. Many riders are transit dependent. Recent estimates on rider demographics show that transit users, especially those who do not own a vehicle, or who cannot regularly afford the maintenance, fuel, and insurance expenses as well as young, elderly, and disabled riders typically take transit not by choice but out of necessity. TARTA estimates that nearly one in three of its riders are too young to drive and about one in ten are elderly. All of TARPS riders have a qualified disability in order to use the service. BG Transit estimates that four out of every five of its riders are elderly or disabled. Lake Erie Transit estimates that about one third of its riders are elderly, disabled, or youth. Therefore, regionwide, an estimated 1.8 million public transit rides per year are elderly, disabled, or youth. TMACOG’s 2004 Regional Transit Study thoroughly analyzed the public transportation systems serving the region. A key goal of the study was to identify the nature and extent of any unmet needs in the region. Key among its several findings is that the public transportation system does not comprehensively serve the needs of people in the region. In terms of geographic coverage, 90 percent of the land area is not served by fixed-route transit service. At the time of this study, fully 30 percent of the region’s transit-supportive area (defined per industry standard as area with a gross employment density of three or more persons/acre and gross population density of four or more persons/acre) lacks transit options. With respect to population and employment, the study found that


September, 2011 18

more that 47 percent of the region’s population and 57 percent of jobs in the region are not served by fixed-route service. Another finding highlights inadequacies of schedule especially for night and weekend hours. This is especially problematic for riders who work second or third shift. A further problem noted is the restricted access to transit among the region’s transit dependent population. In summary, the comprehensive Regional Transit Study reveals a somewhat fragmented transit system that is challenged to serve some key populations and areas. The 2005 Regional Core Circulator Study conducted for TMACOG by Wilbur Smith Associates focused on the downtown Toledo area. The purpose of this analysis was to identify the best overall mode of downtown transportation in order to support and expand the urban economic core of the region. This study found that the locally preferred alternative involved a streetcar system in combination with other operational changes to bus loops and street directional operations (one-way/two-way). Other recommended improvements dealt with streetscapes, wayfinding, and connectors to major medical and educational institutions. Alternative funding priorities and fiscal constraints at both the federal and local levels prevented implementation. Taking into consideration the current population trends along with the ridership facts noted above, it is likely that the problems identified in these previous studies are the same today, if not worse. Fuel prices have risen and become more volatile in the past few years and undoubtedly play a role among riders who choose public transit (unlike those who ride due to necessity such as the elderly or disabled). There are signs that as prices at the gas pump rise, individuals are expanding their trip-making options to select modes other than the personal vehicle. TARTA confirms that bus ridership fluctuates somewhat with changing gas prices. All TARTA buses are equipped with bicycle racks and riders can transport their bikes free of charge to facilitate mode-combining. Since the publication of these studies, TARTA has undergone declines in funding and corresponding changes to its service pattern. TARTA, as shown in figure 2, has an unusual funding structure. More than any other provider in the region (or elsewhere in the state) TARTA is dependent to a very large degree on local funds – primarily a property tax – for its basic operations. TARTA’s contracts for services with entities such as the Toledo Public School system and Owens Community College generate some added revenue.


September, 2011 19

Figure 2. 2010 Funding Sources of Toledo Metropolitan Area Transit Providers

20%

50%58%

24%

32%

2%43%

10%

19%

13%8%

20%

BG TRANSIT LAKE ERIE TRANSIT TARTA

Farebox

Federal

State

Local

TARTA’s locally sourced funds primarily come from a property tax levied on the nine jurisdictions within the TARTA service area. As shown on Map 3, in addition to Toledo, TARTA serves the suburban communities of Ottawa Hills, Sylvania, Rossford, Maumee, Perrysburg, and Waterville, along with Sylvania and Spencer townships. Until recently, no community could leave the service area without the approval of the remaining jurisdictions. In 2011, Ohio enacted legislation (Am. Sub. H.B. 153) allowing communities to opt in or out of the service and tax levy by way of a local ballot measure. The consent of the remaining jurisdictions is no longer required. While this opt-out method increases local control of taxation, it further fragments the regional approach to the provision of public transit. In contrast, most other larger metropolitan area transit providers in Ohio depend upon a county-wide sales tax. As can be seen from Lake Erie Transit revenue sources, the Michigan public transit funding formula provides significantly greater state funding than is the case in Ohio. The 2009 TARTA Comprehensive Operational Analysis (COA) examined the property tax-based funding mechanism in relation to service provision alternatives. It also considered other funding options such as sales tax derived revenue. The study found in favor of a downtown Toledo hub in combination with a Lucas County sales tax (plus the two Wood County jurisdictions of Perrysburg and Rossford). The authors of the COA support this as the most viable alternative to serve the greatest number of people in the most efficient way. A countywide sales tax might enable TARTA to extend service coverage beyond its current reach and could potentially address the unserved needs identified in this and previous studies. However, it is worth noting that sales taxes ebb and flow with economic cycles (in ways that property taxes were relatively immune from—at least until the


September, 2011 20

mortgage driven housing market collapse of 2008) and can fall short of funding needs in recessionary times. Other recommendations set forth in the COA include the addition of cross-town routes, expanded evening and weekend service, and combined Call-A-Ride zones to allow users to travel to adjacent communities. A combination of regular bus routes and Call-A-Ride service covers the TARTA service area. There is no public transit connection between Toledo and Bowling Green, the region’s two largest population centers. Two daily links between Lake Erie Transit’s Bedford Dial-A-Ride and TARTA, plus one on-call connection from Bedford to the Miracle Mile shopping center in Toledo, form the connectivity between providers. In terms of parking, TARTA has arrangements in various locations for “park and ride” commuters and for Mud Hens Baseball/Walleye Hockey Shuttle pickup points. These are usually busy suburban lots with good lighting. Privately operated Megabus provides intercity service at discounted rates and uses the site of a now demolished mall for its pickup point. With no redevelopment at this location, its parking is inadequate and does not offer security, especially for those wishing to leave vehicles overnight or for several days. Currently, a city block separates the closest TARTA bus connection from the Amtrak station, an inconvenience to able-bodied travelers, let alone the elderly and disabled. The hours of service mismatch between the Amtrak trains schedule and the TARTA bus schedule exacerbates the connectivity problem. TARTA buses are few during the overnight and early morning hours when the Amtrak trains arrive. A new $7.5 million TARPS paratransit intermodal facility is being constructed next door to the Martin Luther King, Jr. Plaza. The structure will house as a service garage and some administrative offices for TARPS. It is scheduled to open in late 2011. A TARTA stop at this location could support efforts to expand transportation services available at the plaza. However, the hours of service mismatch would still present connectivity problems for late night arriving rail passengers. Connections between the transit and bicycle/pedestrian networks exist. All TARTA buses accommodate bicycles, although there are no bike parking stations that offer the ability to lock up and leave a bike rather than take it on the bus. A review of over 2,000 TARTA bus stops in relation to sidewalk locations revealed very few bus stops where sidewalks were absent. The need for or presence of other infrastructure, such as shelters or benches for riders who are waiting for buses, has not been evaluated for this study. Map 3 depicts the transit service areas covered by TARTA, Bedford Dial-A-Ride, and BG Transit in relation to one another and to key destinations and employment density. The map offers a look at within-mode connections between transit providers and multimodal connections to sidewalks and parking areas.

Toled

o Exp

ress A

irport

OHIO

TURN

PIKE

Lake

Erie

MICH

IGAN

OHIO

OREG

ONLUNA

PIER

579

Monro

e Coun

ty

Lucas

Count

y

Wood

Count

y

Sandu

sky Co

unty

163

199

Lake E

rie Tr

ansit

Bedfo

rd Dia

l-A-Ri

de Are

a

B.G. Tr

ansit

Area

TEMP

ERAN

CE

LAMB

ERTV

ILLE

Bedf

ord T

owns

hip

BERK

EYSY

LVAN

IA

SYLV

ANIA

TOW

NSHI

P

OTTA

WA

H

ILLS

TOLE

DO

TOLE

DO

HARB

ORVIE

W

Maum

ee B

ay

TOLE

DO

NORT

HWOO

D

MILL

BURY

WALB

RIDG

E

ROSS

FORDRO

SSFO

RD

PERR

YSBU

RG

MAUM

EE

HOLL

AND

SPEN

CER

TOW

NSHI

P

SWAN

TON

WHI

TEHO

USE

WATE

RVILL

E

HASK

INS

TONT

OGAN

Y

GRAN

D RA

PIDS

BOW

LING

GREE

N

LUCK

EY

PORT

AGE

WES

TON

PEMB

ERVI

LLE

CENT

RAL

MONR

OE

BANC

ROFT

SYLV

ANIA

ANGO

LA

ERIE

ALEX

IS

BANC

ROFT

DORR

HILL

BENNETT

JACKMAN

SECOR

TALMADGE

MONROE

UPTON

SUMMIT

CHERRY

FRONT

STAR

R

MANH

ATTA

N

OAK

AIRPO

RT

ANTHONY WAY

NE TRAIL

BROA

DWAY

GLEN

DALE

REYNOLDS

MCCORD

LAGRANGE

NEBR

ASKA

DETROIT

HEAT

HERD

OWNS

TRACY

Cente

nnial

Terra

ce

Meije

rSto

reWe

stgate

Sears

Mirac

le M

ileWe

stfiel

d

Meije

rSto

re

All Sa

ints

Churc

h

South

land

Recre

ation

Cente

r

St. Lu

kes

Hosp

ital

River

Place

Coun

tryCh

arm

Zoar

Churc

h

Water

ville

Plaza

795

Owen

sCo

mmun

ityCo

llege

EBER

CENT

RAL

WEST

ERN

SOUT

H

MILT

ONCE

NTER

SUMMIT

WHEELING

SUDER

ALEX

IS ERIE

COLLINGWOOD

LEWIS

DOUGLAS

SYLV

ANIA

HOLLAND-SYLVANIA

IRWIN

LIME CITY

THIR

D

BROA

DWAY

HOLLAND

CONANT

INDIAN

A S. BO

UNDA

RY

ROAC

HTON

NEAP

OLIS

-WAT

ERVI

LLE

Erie

Town

ship

White

ford

Town

ship

TART

ASe

rvice

Area

Seco

nd &

South

Tran

sit S

ervic

e Are

aga

p betw

een

TART

A an

d B.G

.

UT S

huttle

Mega

bus

Amtra

k

BGSU

Shutt

leWO

OSTE

R

MAIN

Tran

sit S

ervic

e Are

aco

nnec

tivity

betw

een

TART

A an

d Bed

ford

CLAY

CEN

TER

RISI

NGSU

N

Map 3

- Pub

lic Tr

ansit

and C

onne

ctivit

y30

0 Mart

in Lu

ther K

ing, J

r. Driv

e, Su

ite 30

0To

ledo,

Ohio

4360

4 419

-241-9

155

www.t

maco

g.org

Toled

o Metr

opoli

tan A

rea

Coun

cil of

Gov

ernm

ents

01

23

4Mi

les

ERIE

SUMMIT

ADAM

SMONR

OE

WASHIN

GTON

ERIE

MADISO

N

WOOD

VILLE

OAK

E. BROADWAY

MIAMI

FRONT

CHERRY

BROADWAY

AW TRAIL

STAR

R

MAIN

JEFF

ERSO

N

Amtra

kSta

tion

Grey

houn

dSta

tion

See D

ownto

wnTo

ledo I

nset

Down

town T

oledo

00.2

50.5

Miles

Sourc

e: To

ledo A

rea R

egion

al Tra

nsit A

uthori

ty,B.G

. Tran

sit, L

ake E

rie Tr

ansit

, ODO

T, U.

S. Ce

nsus

Burea

u, Lu

cas C

ounty

, Woo

d Cou

nty, M

ichiga

nGe

ograp

hic D

ata Li

brary

ma

p data

: 9/9/

11

Total

Num

ber o

f Emp

loyee

s in

2010

by TA

Z 0-24 e

mploy

ees

25-24

9 emp

loyee

s25

0-499

emplo

yees

500-9

99 em

ploye

es>1

000 e

mploy

ees

Airpo

rtAm

trak

Bus S

tation

Busin

ess a

nd In

dustr

yCu

ltural

and H

istori

cal

Unive

rsity

and C

olleg

eHig

h Sch

ool

Gove

rnmen

tHo

spita

l and

Med

ical

Shop

ping C

enter

Sport

and E

nterta

inmen

t

Park,

Rec

reatio

n, or

Natur

e Pres

erve

TART

A Bus

Rou

tesTra

nsit S

ervice

Area

s

Mud H

ens B

aseb

all Sh

uttle

TART

A Park

& Ri

de Lo

ts

Walle

ye H

ocke

y Shu

ttle

21


September, 2011 23

Non-Vehicular Transportation Network A multimodal system offers a balanced mix of personal transportation options beyond motorized travel all of which must blend with the freight system. The TMACOG region seeks to improve quality of life by expanding pedestrian and bicycle transportation options and improving system safety. It is regional policy to consider adding pedestrian and bicycle facilities (bike lanes or paths) with roadway construction projects. As bridges are re-decked, rebuilt or newly constructed improvements to pedestrian and bikeway facilities are considered. Bridges over (or underpasses of) major barriers – expressways, railroad tracks, and rivers – should be considered for inclusion of raised sidewalks and striped/signed bike lanes as part of a “complete streets” policy and to eliminate choke points. Bikeways, sidewalks, and multi-use paths serve to support the same trip purposes as the roadways and the public transit system. In addition, a well-designed bicycle-pedestrian system is accessible to diverse users including seniors, people with disabilities or special needs, and other non-drivers such as those too young to drive. An added benefit of the non-motorized network is that it facilitates recreational and fitness goals of the community. Connectivity between the bicycle, pedestrian, and motorized networks enhances the safety and functionality of the entire system. Equally important, a strong, well-used non-vehicular network is likely to reduce pollution as people respond to options presented by walkable and bikable communities.

Bike Network The TMACOG regional bikeway system includes one-way specially marked bike lanes that are designated within roadways, roadways with signed routes, multi-use trails and paths suitable for non-motorized transportation (with ADA motorized modes excepted), and bicycle parking facilities. The Bicycle Facilities Guide published and updated periodically by TMACOG builds awareness about the bikeways network in northwest Ohio and southeast Michigan for both commuters and recreational riders. Some proposed segments will connect existing trails. For example, once the Wabash Cannonball Trail and the North Coast Inland Trail (NCIT) are connected, there will be a nearly complete system of trails extending across Ohio from Indiana to Pennsylvania. Several bikeway projects currently underway or proposed attempt to link existing facilities and/or provide fuller implementation of a numbered, signed bike route system. Discussions are taking place surrounding the concept of a regional “loop” to connect other facilities such as the Wabash Cannonball Trail, I-280 trench path, Westside Corridor, University/Parks Trail, etc. The North Coast Inland Trail and the Oregon bike network are also targeted for future development. The Westside Rail Corridor project is a critical piece in ongoing efforts to preserve abandoned rail corridors and develop them for multiple non-motorized uses. This rail corridor, shown on Map 4, extends from nearly the Ohio-Michigan state line across Lucas County and the Maumee River into Wood County. Several partners are collaborating on the $6.5 million acquisition of approximately 11 miles of the CSX Toledo Terminal Westside Corridor. The partners are the Trust for Public Land, Metroparks of the Toledo Area, University of Toledo, City of Toledo, Wood County Park District, Wood County Port Authority, and TMACOG. The purchase of this corridor is intended as a


September, 2011 24

protective buy to preserve the rail right-of-way for future use. The intent is to develop, design, and construct a multi-use path thereby creating a key artery in the bike facility network. As can be seen on Map 4, the proposed Westside Corridor location running through relatively dense Traffic Analysis Zones suggests that the envisioned trail would become highly used for commuting as well as recreational purposes. It would offer within-mode connectivity to two main bikeways. The Westside Corridor intersects the University/Parks Trail and a significant 38-mile east-west Share-the-Road signed route. The cross-county route follows Bancroft Road in western Lucas County, traverses through rural, suburban, and urban zones, following Corduroy Road on the eastern edge of the county towards Lake Erie. Good pavement condition is critical to the usefulness of dedicated on-road bike lanes and Share-the-Road routes. According to 2009 Pavement Condition Rating (PCR) data provided by the Ohio Department of Development, most Share-the-Road routes and bike lanes score well (very good to good). Acceptable pavement conditions improve the safety and convenience for riders as well as for the drivers with whom they share the road. However, some segments have low PCRs (fair to very poor). Many of these segments serve the downtown core. For example, the stretch of roadway on Summit Street from Clayton to Lafayette presents hazards to cyclists, potentially dissuading some from choosing this route. Overall, 4.02 bikeway miles rate very poor, 5.27 miles rate poor, and 5.40 miles rate fair. Low PCRs occur on sections of Bancroft Street between Reynolds Road and Cherry Street, on sections of Broadway Street from Glendale Avenue to Summit Street, and on Summit from Broadway to Suder Avenue. Map 4 depicts existing multi-use paths, one-way specially marked on-road lanes, and signed connector/Share-the-Road routes. Proposed facilities as shown will close many of the gaps within the bicycle mode. Established parking facilities and “ad hoc” parking lots such as school lots reveal places where the transition between car and bike modes likely occurs. Stretches of on-road bike routes with low PCRs reveal where improvements would benefit both motorized and non-motorized modes. The ability for individuals to combine bicycling with another mode during a single trip is somewhat dependent on the presence, location, and condition of bike racks, lockers, or parking facilities. A greater understanding as to how current bicycle commuters use the system, their ratings of it, and user suggestions for improvements would support future planning.

ò

^

oo

o

^

^

o

k

J

k

k

ò[[ò[

G

o

G

ò

ò

^

^ G

k

k

o

o

o

o

o

o

G

G

k

^

G

G

G

oo

^I2

o

o

[#*

o

^

^

o

[

[

[[

k

[#*

k

o

kk

o

o

o

o

o

k

k

k

k

k

C

C

C

C

C

C

C

C

C C

C

C

C

C

o

k

k

k

k

k

k

k

kk

k

k

ko

k

k

k

k

kk

k

k

k

k

k

k

C

C

CC

C

C

CC

o

oo

[oo

C

C

C

C

C

C

ò

ò

[

C

C

C

C

C

CC

Ja

Ja

C

J

ò

IAIAIA

XY

XYIA

IAXYIAIA

XY

IA

IAIAXYIA

IAIA

IAIA

IAIAIAIA

XY

IAIAIA

IAIAIAIA

XYIAIAXY

XY

IAIA

IAIAIAIA

IA

IAIA

IA

IAIA

IAIA

XY IA

XY

IAIAIA

XY

IA XY IA

IA

IA

IAIA

IAIA

IA

XY

IA

IA

§¦75

§¦75

§¦475

§¦475

§¦280

§¦80

§¦80

tu23tu20

tu23

tu24

tu24

tu20A

tu20

§¦90

§¦90



L a k e E r i e

M o n r o e C o u n t yM o n r o e C o u n t y

tu20 tu24

tu24

SEE

TOLEDO

INSET

We

sts

ide

Co

rrid

or

Wabash Cannonball Trail - North

Wabash Cannonball Trail -

South

Towpath Trail

University/Parks Trail

To the NorthCoast Inland Trail

Har

old

Le

wis

Do

ug

las

Kil

bu

rn

Sylvania-Metamora

Bri

nt

Pa

rk

BancroftCorduroy

Oregon BikeNetwork

Maumee-Perrysburg

Bridge

Kin

g

Alb

on

FallenTimbers

Sta

diu

m

!

TOLEDO

OREGON

MAUMEE

NORTHWOOD

SYLVANIABERKEY

PERRYSBURG

ROSSFORD

WATERVILLE

WHITEHOUSE

WALBRIDGE

HASKINS

OTTAWAHILLS

LUNA PIER

HOLLAND

MILLBURY

LUCKEY

SWANTON

TONTOGANY

HARBOR VIEW

Ü0 2 41

Miles

Map 4 - Bikeway Facilities

Date of Map: September 7, 2011

o

#*

#*

k

^

G

k

k

k

CC

CCC

C

CC

CCCC

C

C

C

o

o o

o

o

J

ò

IA

XY

IA

IA

IA

§¦75

tu6

BOWLINGGREEN

PORTAGE

NORTH BALTIMORE

Sli

pp

ery

Elm

Tra

il

CYGNET

JERRY CITY

Wooster St.I-75 overpass

Bowling Green Inset

ò

[[ò

[

G

ò

G

G

o

o

^

I2

[

#*

k

[#*

C

C

C

k

k

k

k

k

C

C

CC

[ o

ò

òJa

IA

IA

IA

IAIAIA

§¦75

§¦280

!

Summ

it Bik

e Pat

h

Phase

2

Phase 1

EastsideTrail

Front BikePath

Bancroft

Cherry

Seaman

Starr

Morrison

Green

belt

I-2

80

Bik

e T

rail

Woodville

Riverside Trail

Toledo Inset

Area of Extent for the Main Map

Area of "Bowling Green Inset"

Bike FacilityLength (Miles)

Bike Lane 12Multi-Use Path 94Share-the-Road Route 98Committed/Proposed Project 39

Parking Lot Near Bike Facility

IA Dedicated Parking Lot

XY Ad Hoc Parking Lot

Key Destination

[ Sport and Entertainment

^ Shopping Center

oPark, Recreation, and Nature Preserve

G Hospital and Medical

#* Government

k High School

k University and College

ò Cultural and Historical

C Business and Industry

Ja Bus Station

I2 Amtrak

J Airport

Traffic Analysis Zone (TAZ)

Total Number of Employees in 2010

0-24 employees

25-249 employees

250-499 employees

500-999 employees

>1000 employees

Interstate and US routes

New US-24

Maumee River/Lake Erie

Municipality Boundary

Base Layers * Includes projects listed on the 2035 Long Range Plan - Update 2011 Priority Projects list

^ Includes projects listed on the 2035 Long Range Plan - Update 2011 Committed Projects list oron the 2012-15 TIP Projects list

Bike Facility

Proposed Bike Project *

Committed Bike Project ^

Existing Bike Lane

Existing Multi-Use Path

Share-the-Road Route

Low Pavement ConditionRating on Bike Lanes

Low Pavement ConditionRating on Share-the-Road Routes

Toledo Metropolitan AreaCouncil of Governments

300 Martin Luther King, Jr. Dr., Ste 300Toledo, Ohio 43604Phone (419) 241-9155www.tmacog.org

25


September, 2011 27

Pedestrian Networks Sidewalks and their infrastructure (signals, crosswalks, signage) support the development of a more people-friendly system. TMACOG (especially through its Pedestrian and Bikeways committee) seeks to promote consistency in sidewalk and trail maintenance regulations across the region. In order to maintain pedestrian systems, political jurisdictions within the region are encouraged to enact and enforce laws on construction and maintenance of walks. Jurisdictions are further encouraged to include in their snow/ice removal plans a policy concerning publicly owned walks/trails, and enact/enforce laws regarding clearing facilities adjacent to private property. A policy mechanism giving townships authority over maintaining and clearing sidewalks would enhance the network. To facilitate a comprehensive approach to the pedestrian network TMACOG has recently completed a physical inventory of all sidewalks in the region, documenting the overall continuity they provide to pedestrians. The sidewalk inventory details whether sidewalks are present on both sides of the street, one side, or not present at all. This new resource can facilitate progress towards a regional sidewalk policy, support initiatives by local schools to improve safety, and enhance efforts by jurisdictions to enforce their existing sidewalk construction and maintenance laws. Sidewalks have been the subject of previous TMACOG analyses to identify schools with substandard pedestrian facilities. The earliest phase was a pilot project that tested a walking survey methodology. Students, school staff, and local government officials were asked to provide assessments of pedestrian routes to school. In partnership with King Elementary School in Toledo, this process explored specific ways to assess pedestrian routes and address ways to improve the ability of students to walk safely to school. The next phase expanded the pilot project into a region-wide study of all schools with 79 schools from 16 districts participating. The 2003 study entitled Pedestrian Facilities Inventory – Phase II integrated the results of a written survey with total enrollments and number of walkers per school. Several schools with the greatest pedestrian concerns were identified. Problems dealt with limited presence of sidewalks, or sidewalks in poor repair or which were poorly maintained (i.e., snow or vegetation). One approach schools can use to get financial support to address pedestrian networks is via the federal Safe Routes to School (SRTS) program. Several schools in the region have accessed this resource. Results of walking audits have led to infrastructure and non-infrastructure improvements such as the addition of crosswalks and traffic calming techniques to improve safety. Investments in SRTS initiatives since 2007 have exceeded $941,000 in 14 projects and involved 20 schools. As detailed in Table 2, five infrastructure projects, two non-infrastructure projects, three combined infrastructure and non-infrastructure projects, and four planning/start up projects have occurred to date.


September, 2011 28

Table 2. Summary of Safe Routes Initiatives with the Region Schools Award Type Year City County Project Summary

Anthony Wayne Schools $6,000 3 2007 Waterville Lucas School Travel Plan Engineering Funding and Other

$22,400 1 2007 Whitehouse Lucas Ped Bridge and Sidewalks

Chase Elementary School $6,000 4 2008 Toledo Lucas School Travel Plan and Other

Coy and Starr Elementary Schools and Fassett Middle School

$240,000 1 2008 Oregon Lucas Sidewalks on Pickle Road, Edward Street, Starr Ave.

$150,000 1 2007 Sidewalk improvements

$93,692 2 2011 Walking School Bus Event, Walking Club, Get Moving, Tallies and surveys, Media Campaign, Contest

$50,000 2 2009 Education, Encouragement

Elmhurst Elementary School $6,000 4 2008 Toledo Lucas School Travel Plan and Other

Garfield Elementary School $6,000 4 2008 Toledo Lucas School Travel Plan and Other

Glenwood Elementary School $6,000 4 2008 Toledo Lucas School Travel Plan and Other

Highland and Maplewood Elementary Schools and McCord JHS

$202,465 1 2011 Sylvania Lucas Signage, pavement markings, crossings pedestrian signals and flashing beacons for 4 schools.

Fort Meigs, Frank, St Rose, Toth, and Woodland Elementary Schools

$24,000 3 2007 Perrysburg Wood School Travel Plan Engineering Funding and Other

$123,000 1 2010 Signing and pavement markings

Haskins Elementary School $6,000 3 2007 Haskins Wood School Travel Plan Engineering Funding and Other

Total $941,557 Notes on Type:

1. Infrastructure — This includes, but is not limited to, sidewalk improvements; traffic calming and speed reduction improvements; pedestrian and bicycle crossing improvements; on-street bicycle facilities; off-street bicycle and pedestrian facilities; secure bicycle parking facilities; and traffic diversion improvements in the vicinity of schools. 2. Non-infrastructure — This includes, but is not limited to, the creation and reproduction of promotional and educational materials; bicycle and pedestrian safety curricula, materials and trainers; training, including SRTS training workshops that target school- and community-level audiences; modest incentives for SRTS contests, and incentives that encourage more walking and bicycling over time; data gathering, analysis, and evaluation reporting at the local project level; equipment and training needed for establishing crossing guard programs. 3. Combined infrastructure and non-infrastructure — A project that combines infrastructure and non-infrastructure funding into a single award rather than making separate awards for each. These individual projects can include activities described in the Infrastructure and Non-infrastructure definitions listed above. 4. Planning/Start-up — This includes, but is not limited to, assistance developing a comprehensive SRTS action plan setting up a SRTS program.

Data Source: Prepared from data provided by the National Center for Safe Routes to School, www.saferoutesinfo.org. The new sidewalk inventory combined with the most current data involving car-pedestrian and car-cyclist accidents has the potential to provide a new way to identify areas where the need for modal conflict reduction is greatest. A review of pedestrian and bicycle accident frequency during 2009 and 2010 within a half-mile radius of all schools in the region reveals that most school areas have very few crashes (see inset on Map 5). A close-up view of schools and sidewalks in two of the three areas where pedestrian crashes are highest is presented on Map 5. The 9 schools in these areas are listed in Table 3 along with their enrollments. The relative enrollment at each school within the accident zone can offer added insight into where to target resources to reduce modal conflict.


September, 2011 29

Table 3. Enrollments of Schools in Accident Zones School EnrollmentAutism Academy of Learning 54Garfield Elementary 279Horizon Science Academy 282St. Thomas Aquinas 346Sherman Elementary 373Robinson Elementary 397Raymer Elementary 458Toledo School for the Arts 528Waite High School 1,043

It is not possible to draw conclusions as to the need for improvements in these or other zones without better information such as might be generated by replicating the 2003 Pedestrian Facilities study discussed above. For example, the accidents within the zones may or may not have had anything to do with school-generated traffic. More analysis on accident specifics and a better inventory of sidewalk/curb conditions, crosswalk design, and signage in high accident zones could help to direct limited resources to where they would be most needed in reducing modal conflicts.


September, 2011 30

This page intentionally left blank.

Map 5 - Pedestrian and Bicycle Accidents Near Schools

Date of Map: September 8, 2011

0 0.25 0.5Miles

0 9 18Miles

¯

kj

kj

kj

kj

kj

[_

[_[_

[_

[_

[_

[_

[_[_

[_[_

[_

[_[_[_

[_ [_

[_

[_

[_

[_[_

Autism Academyof Learning Sherman Elementary

School

Toledo Schoolfor the Arts

Phoenix Academy

Horizon Science Academy

Ma

um

ee

Ri v

er

§¦75

ER

IE

CH

ER

RY

12TH

ADAMS

PAGE

HURON

ELM

11TH

BANCROFT

MADISON

MONROE

WA

RR

EN

14T

H

FR

AN

KL

IN

17TH

16TH

JEFFERSON

I75

JACKSON

LOC

US

T

LAG

RA

NG

E

UTICA

10TH

SUM

MIT

18TH

CA

NT

ON

WOODRUFF

MIC

HIG

AN

WASHINGTON

ON

TAR

IO

PU

TN

AM

SU

PER

IOR

ONEIDA

PECK

15T

H

WA

LNU

T

13T

H

GEORGE

YATES

WAT

ER

STATE

19TH

DOVE

GREENBELT

ST

CLA

IR

SHERMAN

IRVING

SENECA

KE

NT

INDIANA

NOBLE

BAKER

CH

ES

TNU

T

MACHEN

OR

AN

GE

SP

IELB

US

CH

SOUTHARD

FLOYD

LABURNUM

MOORE

MAGNOLIA

CHAMPLAIN

CRANE

COLUMBIA

21S

T

PRESCOTT

WINTHROP

20TH

BEECH

MARK

SWAN

BELMONT

MU

LBE

RR

Y

MAY

VILLE

SMITH

VE

RM

ON

T

AVONDALE

LUCAS

SCOTT

NORTH

AS

HLA

ND

LAFAYETTE

BEACON

VANCEANTHONY W

AYNE

CATALPA

ACACIA

CO

NS

TITUTIO

N

DE

PO

T

PERRY

FREDERICK

MOORISH

RA

MP

SHEPARD

CH

ER

RY

SU

MM

IT

12T

H

11T

H

I75

13T

H

SOUTHARD

10TH

15TH

14TH

SHERMAN

BEACON

PU

TN

AM

BAKER

WA

LNU

T

13TH

I75

SENECA

MICHIGAN

ONTARIO

LOC

US

T

11T

H15

TH

13

TH

GREENBELT

SUP

ERIO

R

PECK

ST

CLA

IR

PECK

WA

LNU

T

BAKER

JACKSON

MOORE

LUCAS

Area A

kj

kj

kj

kj

kj

[_

[_

[_

[_

[_

[_[_

[_

[_

[_

[_

[_

[_[_

[_

[_

[_

[_

[_

[_

[_ [_

[_

[_[_

[_

[_

[_[_

[_

[_

[_

[_

[_

[_

[_

[_

[_

[_

[_

[_

[_

[_

[_

[_

[_

[_

Navarre Elementary

St. ThomasAquinas

RaymerElementary

WaiteHS Garfield Elementary

Ma u m

e e

Ri v

e r

WH

ITESTARR

BR

OA

DW

AY

EARL

MAIN

NEVADA

NAVARRE

RA

YM

ER

WOODVILLE

EUC

LID

FRONT

GREENWOOD

IDAHO

SIXTH

KELSEY

FOURTH

BE

RR

YO

SWALD

SECOND

SP

RIN

G G

RO

VE

FIRST

PLATT

MOTT

CHURCH

RAVINE

BU

TL

ER

ELM

OR

E

WIL

LOW

LEONARD

AR

DE

N

RO

GE

RS

DELENCE

PA

RK

ER

FO

RS

YT

HE

WIL

LAR

D

DE

AR

BO

RN

PO

TT

ER

MO

RR

ISON

MILTON

WA

LD

EN

MC

KIN

LE

Y

CAMDEN

KIN

GS

TO

N

ELGIN

ST

LO

UIS

PLY

MO

UT

H

FIFTH

VAR

LAN

D

ELLIS

MASON

VA

LLE

YW

OO

D

THIRD

HALSTEAD

LEACH

RAVINE PARKWAY

ESSEX

AR

TIS

MARYLAN

D

FE

DE

RA

L

LICKIN

G

WO

RTHIN

GTO

N

VIKING

STEADM

AN

STEEL

DENVER

HURD

BOLES

PR

EN

TIC

E

GA

RF

IELD

CAMP

EASTERLY

WO

FF

OR

DMADELEINE

MIL

AN

BARLOW

SISSON

CONEY

STILLMAN

COLORADO

RA

MP

RAMP

PA

RK

ER

MASON

FO

RS

YT

HE

VA

LLE

YW

OO

D

PLATT

IDAHO

WIL

LAR

D

PA

RK

ER

MASON

PLY

MO

UT

HP

LYM

OU

TH

BE

RR

Y

PREN

TIC

E

Area B

Toledo Metropolitan AreaCouncil of Governments300 Martin Luther King, Jr. Dr., Ste. 300Toledo, Ohio 43604Phone (419) 241-9155www.tmacog.org

Lucas County Sidewalks School Buffer - 1/2 Mile

2009-10 Crash/School RatioTwo sides of the street

One side of the street

Sidewalk not present

kj School

[_ 2010 Bicycle/Pedestrian Crash

[_ 2009 Bicycle/Pedestrian Crash

0.0 - 1.25 crashes

1.251 - 3.00 crashes

3.001 - 5.50 crashes

5.501 - 9.50 crashes

9.501 - 18.00 crashes

§¦75

§¦75

§¦475

§¦280

§¦80

§¦80

tu6

tu23

tu23

tu20

tu23

tu24

tu24

tu20A

tu20

§¦90

§¦90



L a k eE r i e

M o n r o e C o u n t yM o n r o e C o u n t y

tu20

tu24

tu24

Area AArea B

TOLEDO

OREGON

MAUMEE

BOWLINGGREEN

NORTHWOOD

SYLVANIABERKEY

PERRYSBURG

ROSSFORD

WATERVILLEWHITEHOUSE

WALBRIDGE

HASKINS

PORTAGE

OTTAWAHILLS

LUNA PIER

NORTHBALTIMORE

WESTON

HOLLAND

MILLBURY

JERRY CITY

PEMBERVILLE

FOSTORIA

LUCKEY

HOYTVILLE

SWANTON

BRADNER

BLOOMDALE

GRANDRAPIDS

RISINGSUN

WAYNE

CYGNET

CUSTAR

MILTONCENTER

TONTOGANY

BAIRDSTOWN

WESTMILLGROVE

HARBOR VIEW

31


September, 2011 33

Air Facilities The Toledo Express Airport is the main air facility located within the TMACOG region. It transported 130,000 passengers in 2008. Just outside the region to the north is the considerably larger Detroit Metropolitan Airport (Wayne County). Approximately 976,000 passengers are drawn away from Toledo Express Airport to Detroit Metropolitan Airport annually. The reason cited by many travelers using Detroit Metro is the number of direct flights and the wider range of flight times. Several other air facilities in the region offer primarily private air service. For passengers, connectivity to the region’s airports is limited to private options such as personal car, rental car, or hired taxi/limo service. There is no bus or train service to Toledo Express or Detroit Metro. Toledo Express Airport is home to the Ohio Air National Guard’s 180th Fighter Wing. Over 400 full-time military and federal civilian employees work at the base and one weekend a month over 1,000 people are on base for regular training. Aircraft at the base include F-16, Block 42, and Fighting Falcon. The Toledo Express Airport housed the international air cargo hub operations of Schenker/BAX Global from 1991 until their announced closure in 2011. The facility was once among the busiest cargo airports in the nation. However, changing economics associated with expedited freight both since September 11, 2001 and the more recent recession of 2008 have contributed to a modal shift to truck and rail. The Toledo Executive Airport also known as Metcalf Field offers general aviation and light, expedited freight services. The Toledo-Lucas County Port Authority operates both it and the Toledo Express Airport. The Wood County Regional Airport supports general aviation. It is also home to the Bowling Green State University Aviation Studies program. See Map 6 for how these air facilities connect to road and rail networks.

Waterborne Facilities The region is located on the western edge of Lake Erie, the southernmost of the Great Lakes. Here the lake is fed by the Maumee River which itself is the centerpiece of the largest drainage basin in the entire Great Lakes system. Private and public marinas dot the shorelines of the river, lake, and bays. Excursion and charter fishing services are available for hire, all signals of robust water-based activity and development along the waterfronts and shorelines. Despite this, no waterborne passenger transportation services regularly connect passengers across the river or lake to desired destinations such as nearby cities in Ohio, Michigan, or Ontario, Canada. Cross-river connectivity is available via several bridges that support mostly automotive/truck traffic. Some crossings—notably the bridge connecting Perrysburg and Maumee and the Craig Bridge connecting North and East Toledo neighborhoods—are friendlier to pedestrians and cyclists. Waterborne freight activity is lively and robust in stark contrast to commercial passenger activity. The Port of Toledo is among the busiest cargo locations on the Great Lakes, owing to high volumes of agricultural, coal, and iron ore shipments. One of the largest operators at the port is Midwest Terminals. In 2010, the port’s shipments cleared 4.7 million metric/freight tons. This economically strategic inland port is centrally located within the Saint Lawrence Seaway/Great Lakes system. Multimodal connectivity includes on-dock rail connections at most of the port’s fifteen marine


September, 2011 34

terminals. Road access routes also connect waterborne activity to the land. Recent upgrades to cargo handling capability at the port set the stage for increased rail and truck traffic and commercial/industrial activity. Waterways, like roadways, are maintained to support uninterrupted traffic. Whereas pavement conditions and turning radii are important to surface freight movement, shipping channel depths and dock conditions are essential to waterborne freight movement. Shipping channels are dredged regularly to remain navigable to large Great Lakes freighters. Local geography strongly influences connectivity by waterway to the Toledo seaport. Sediment accumulation is a relatively greater concern here than elsewhere because the Maumee River watershed is the largest drainage basin in the entire Great Lakes system. The large watershed is extensively farmed which helps to produce high volumes of sediment flowing into the mouth of the river and the Maumee Bay. The very shallow depth of western Lake Erie further exacerbates the situation and has the potential to limit connectivity between water and surface freight. Keeping the harbor and shipping channel open is essential to supporting port-generated economic activity in the region. However, dredging impacts more than just shipping interests because there are numerous environmental issues associated with sediment removal and deposit. A range of stakeholders from government agencies such as the Environmental Protection Agency and the Department of Natural Resources, to industry groups such as charter boat operators and commercial fishers, to recreational boaters and the general public have interests in how sediment removal is handled. Map 6 highlights the Maumee River shipping channel and many of the facilities that line the river. It also shows two “confined disposal” facilities where a portion of the dredged sediment is deposited.

Amtrak PassengerRail Terminal

WOOD COUNTY

Confined Disposal Facility -Army Corps of Engineers/

Toledo-Lucas Co. Port Authority

Lake Front Yard (CSX)

Homestead Yard (NS)

Front Street Yard (NS)

Sumner Yard (NS)

Lang Yard (CN)

BoulevardYard (CSX)

Ottawa Yard (AA)

Airline Yard (NS)

Maumee BayCSX

Norfo

lk Sou

thern

Ann Arbor

CSX

Cana

dian N

ation

al

CSX

NS

CSX

Norfolk Southern

Norfo

lk So

uthern

Norfo

lk So

uthern CSX

Norfolk Southern

Norfolk Southern

Norfolk Southern

Veterans'Glass CitySkywayCraig

Bridge

Martin LutherKing, Jr. Bridge

AnthonyWayneBridge

CENTRAL LAGRANGE

CHERRY

STIC

KNEY

MATZINGER

DETR

OIT

SUDER

MANHATTAN

SUMM

IT

CEDAR POINT

OTTE

R CRE

EK

DUPO

NT

WYNN

BAY SHORE

CORDUROY

SEAMAN

LALL

ENDO

RF

STARRFRONT

FRONT

COY

WHEE

LING

MADISONJEFFERSONMONROEWASHINGTON

ERIE

SUMMITCO

LLIN

GWOO

D

BANCROFT

DORR

NEBRASKA

ANTHONY WAYNE TRAIL

BROADWAY

WOODVILLE NAVARRE

MIAM

I

PICKLE

MONROE

ADAMS

DETR

OIT

WESTERN

Swan

GREENBELT PKWY

Federally Maintained Channel

Maumee River

LUCASCOUNTY

No. 4 Empty Yard (CSX)

Presque Isle Yard (CSX)

No. 4 Buck Yard (CSX)

Shipping C

hannel

BP Husky Refining LLCPetroleum Product Terminal

CONSAUL

SOUTH

OAK

BP Oil, Inc.Refinery

MarathonAshland

Petroleum Facility

Sunoco, Inc.Refinery

Chrysler ToledoAssembly Plant

DisalleBridge

E. BR

OADW

AY

CITGOPetroleum Inc.

24

Westway Terminal Co. - Liquid Bulk Terminal

Creek

Libby Glass, Inc.

OwensCorning

NorfolkSouthern

Bridge

Wheeling &Lake Erie

Bridge

CSXBridge

LUCASCOUNTY

Ottawa R.

U.S. Coast Guard

City of ToledoDock

SchoonmakerMuseum Ship

Kraft Foods Grain Terminal

Cargill Grain Terminal (The Andersons Inc.)

Arms DockAggregate Terminal

ADM Grain Co. Grain Terminal

LaFarge Cement Terminal

AmCane Sugar LLCFood Products

Buckeye Norco Pipeline Terminal

Toledo-Lucas County Port Authority Offices

Alfagreen SupremeGrain Terminal

Hansen Mueller Co.Grain Terminal

The Andersons Inc. Grain TerminalKuhlman Corp. General Cargo Terminal

City of Toledo WastewaterTreatment Plant First Energy/Toledo Edison

Bay Shore Station

Toledo HarborWarehousing Corp.

Shelly Liquid DivisionPetroleum Product Terminal

Midwest Terminalsof Toledo, Inc.

Aggregate Terminal

Confined Disposal Facility -Army Corps of Engineers

Grassy Island Facility

Great Lakes Towing Co.

U.S. Army Corps of Engineers

Sandpiper Excursions

Brenner Marine

St. Marys Cement Inc. Terminal

Seneca Petroleum Co. Terminal

Geo. Gradel Co.Marine Construction & Dredging

Arc Terminal Holdings LLCPetroleum Product Terminal

Wohlleb-Socie Co.Marine Construction

& Dredging

Toledo MarinePassenger Terminal

Hocking Valley Dock -Toledo Refining Company

Petroleum Product Terminal

CSX Coal Terminal

Midwest Terminalsof Toledo international

General Cargo Terminal

Heidtman Steel(Opportunity District Area B)

Seaport OpportunityDistrict Area A

CSX TORCOIron Ore Terminal

Ironhead Marine Inc. (Toledo Shipyard)

Midwest TerminalsIronville TerminalToledo

Oregon

Toledo

Harbor View

Map 6 - Air, Rail, and Port Facilities 300 Martin Luther King, Jr. Drive, Suite 300Toledo, Ohio 43604 419-241-9155www.tmacog.org

Toledo MetropolitanArea Council of Governments

EBER

Toledo ExpressAir Commerce Park

Toledo ExpressAirport

TurnpikeExit 52Norfolk Southern

LUCASCOUNTY

AIRPORT HWY

OHIO TURNPIKE

AYERS

LEMO

YNE

LUCKEY

PEMB

ERVIL

LEDROUILLARD

MOLINE-MARTIN

CSX

WalbridgeYard (CSX)

ToledoExecutive

Airport

WOOD COUNTY

CSX

795

0 0.5 1Miles

0 0.5 10.25 0.75Miles

WOOD COUNTY

Bowling Green

BGSU

Wood CountyRegional Airport

POE

CSX

MAIN

0 0.5 1

Miles

0 0.25 0.5

Miles

LUCAS CO.

WOOD CO.

Map Inset Locations

ToledoExpressAirport

ToledoExecutive

Airport

Wood CountyRegional Airport

MainMap Area

Source: Toledo-Lucas County Port Authority,ODOT, Lucas County, Wood County, MichiganGeographic Data Library

map data: 9/9/11

Total Number of Employees in2010 by TAZ

0-24 employees25-249 employees250-499 employees500-999 employees>1000 employees

AirportAmtrakBus StationBusiness and IndustryCultural and HistoricalUniversity and CollegeHigh SchoolGovernmentHospital and Medical

Shopping CenterSport and Entertainment

Park, Recreation, orNature Preserve

Port FacilitiesRail YardsAirport Runways

35


September, 2011 37

Connectivity Needs In the context of resource constraints, it is critical to strike a balance between moving goods and people in a manner that integrates all modes of transportation and maximizes the utility of all transportation assets. Provision of public transit, bikeways, pedestrian routes, and passenger rail are as essential to the multimodal system as air, water, roadway, and rail freight facilities. Several existing connections within the region support transfer among modes for both personal users and freight professionals. However, improvements to multimodal connectivity, in both the short and long terms are warranted. The 2035 Plan–Update 2011 calls for numerous multimodal system improvements including four public transit projects, fifteen pedestrian and bikeway projects, and one passenger rail project. It also calls for several projects to improve connectivity between air, water, rail, and truck shipping modes. The Update 2011 projects accomplish key goals of safety and connectivity while also addressing the steps necessary to development of a multimodal freight transportation hub. Efforts towards a fully multimodal transportation system in the TMACOG region serve community needs by improving livability, environmental sustainability, and economic vitality. The numbered projects listed in Table 4 correspond with those labeled on Map 7. These 37 projects are the committed and priority projects of the 2035 Plan–Update 2011, the current Transportation Improvement Program, and other freight studies.


September, 2011 38

Table 4. Summary of Multimodal Needs and Initiatives

Label Description Modal Need Estimated Cost Estimated

Date

1Airport Highway to Holland-Sylvania Road: ped-bikeway bridge across I-475

Connect neighborhoods and commercial areas currently divided by interstate 2,500,000 2018

2Consaul Street, Matzinger Road, Summit Street advance warning signals

Reduce passenger car/freight rail modal conflict by supplying advance information to drivers 1,000,000

3 Hallet Avenue: rail grade separation Eliminate passenger car/freight rail conflict 9,400,000 2013

4I-75 Disalle Bridge: widen to improve South Ave & Miami Street ramps Improve highway connectivity for freight haulers 75,000,000 2035

5 Jackson Blvd: downtown Toledo transit center Provide enhanced pedestrian/passenger connectivity 538,215 2013

6 Liberty Hi Road: rail grade separation Eliminate car/rail conflict Private funding 2011

7Eastside Maumee River Trail: from Craig Bridge to International Park

Improve bike and pedestrian access between downtown Toledo and East Toledo. Reduce motorized/nonmotorized conflicts. 1,600,000 2018

8 McCord Road: rail grade separation Reduce rail to bike/ped/roadway conflict adjacent to Springfield Jr & Sr High Schools 29,300,000 2014

9 Middlegrounds Metropark: pathway construction in park Create access to newly established urban metropark 250,000 2014

10 NHS Connector: Collingwood Avenue to I-75Improve connectivity between Amtrak Station and I-75 for passenger travel *

11 NHS Connector: Front Street to I-280 Improve rail/water/road connectivity for freight haulers at Toledo Seaport *

12 NHS Connector: Hill Avenue to I-75

Improve rail to road freight connectivity at Airline Intermodal Yard and alleviate congestion for passengers *

13 NHS Connector: Oakdale Avenue & Miami Street to I-75 Improve rail/water/road connectivity for freight haulers especially for bulk agricultural products *

14 NHS Connector: Route Alt 20 to Route 2 to Ohio TurnpikeImprove air to surface freight connectivity at Toledo Express Air Commerce Park *

15 NHS Connector: South Avenue to I-75

Improve rail/water/road connectivity for freight haulers especially for bulk agricultural and bulk construction products *

16 NHS Connector: SR 18 from CSX Intermodal Facility to I-75 Improve rail-to-highway connectivity for freight haulers 17,000,000 2016

17Martin Luther King Jr Amtrak Station: Ohio High Speed Passenger Rail implementation

Increase persoanl mobility options by adding and upgrading intercity passenger rail service 105,000,000 2035

18 Oregon: bike network projectEnhance pedestrian and bicycle safety and complete bike/ped network 3,000,000 2035

19Riverside Trail: Phase 1 from downtown Toledo to Craig Bridge

Improve bike and pedestrian access between downtown Toledo and East Toledo. Reduce motorized/nonmotorized conflicts. 1,250,000 2015

20 Riverside Trail: Phase 2 from Craig Bridge to Point Place

Improve bike and pedestrian access between downtown Toledo and Point Place. Reduce motorized/nonmotorized conflicts 500,000 2013

21SR 51 (Woodville Road): Eliminate constricted area from Oak Street to Curtice Road, especially at RR crossing

Improve safety by reducing motorized/non-motorized mode conflict 2,000,000 2035

22SR 65: Add paved berms from Grand Rapids to Rossford excluding curbed sections and areas within City of Perrysburg

Improve passenger safety by reducing motorized/non-motorized mode conflict 5,600,000 2035

23 Stadium Road: bike pathImprove connectivity in bikeway system to facilitate mode shift 440,000 2013

24 Stickney Avenue: rail grade conflict Reduce rail to road conflict, alleviate congestion *

25 Summit Street and Front Street: bike paths Improve bike network connectivity / facilitate mode shift 612,990 2013

26Sylvania: Monroe Street Alexis Road, Main Street improvements Sylvania motorized/non-motorized conflict reduction Combined 2018

27 Sylvania: River Trail multi-use pathCreate connection and improve safety of bike/ped access to key destinations 1,250,000 2018

28Sylvania-Metamora Road: bike path / Kilburn Road to Central Avenue: bike lane Improve connectivity in bikeway system 1,000,000 2018

29 Toledo Seaport: Harbor DredgingPreserve and improve water to surface freight connections * Annual

30

Toledo: Berdan from Martha to Cherry Sts; Detroit & Glendale Aves from Schneider Rd to Harvard Blvd; Detroit Ave from Waggoner Blvd to Lagrange St; Alexis Road from Hagman to Suder

Motorized/non-motorized conflict reduction by eliminating constricted areas for ped/bike 7,500,000 2018

31 Toledo: downtown transit hubImprove efficiency of public transit, encourage mode shift from auto to transit 20,000,000 2035

32 Tracy Road: various pavement and lane improvementsReduce rail to road conflict, improve freight transportation access *

33Upgrade I-75/ Miami Street interchange and straighten curve between Wales Road and Miami Street Improve highway connectivity for freight haulers 100,000,000 2035

34 Wales Road: rail grade separation Reduce rail to highway conflict, alleviate congestion 14,000,000 2012

35 Waterville: US 24 conversion to local streetAdapt former thruway to local street including a bike/ped path 2,500,000 2015

36Westside Rail Corridor: land preservation and multiuse trail project

Preserve rail corridor for future connectivity among multiuse paths and between counties 9,000,000 2018

37 Wooster Street: Bike/pedestrian crossing over I-75Improve ped/bike access between university and key destinations 2,500,000 2035

* Estimate not available at this time Data Sources: 2035 Plan–Update 2011, TMACOG Transportation Improvement Program, and freight studies.

ò

o

^

oo

o

^

^

o

k

J

k

k

# *

# *

ò [[ò [

G

o

G

ò

ò

^

^G

k

k

o

o o

o

o

o

k

^

G

G

G

k

^

GG

G

oo^ I2

o

o

[# *

o

^

^

o

o

[

[

[[

k[# *

k

ok k

o

o

o

o

o

k

k

k

k

k

C

C C

C

C

C

C

C

CC

C

C

C

C

o

k

k

k

k

k

k

k

kk

k k

ko

k

k

k

k

k

k

k

kk

k

k

k

k

k

k

k

C

C

C

CC

C

C

CC C

o

o o

[o

o

C

C C

C

C

C

ò

ò

[

C

CC

C CC C

C

C C

CCC C

C

C C

Ja

Ja

C C

C

C

ooo

o

o

J

J

ò

ò

§ ¦75

§ ¦75

§ ¦475

§ ¦475

§ ¦280

§ ¦80

§ ¦80 t u6

t u23

t u23

t u20

t u23

t u24

t u24

t u20A

t u20

§ ¦90

§ ¦90

Lu

ca

s C

ou

nt

yL

uc

as

Co

un

ty

Wo

od

Co

un

ty

Wo

od

Co

un

ty

La

ke

E

ri

e

Mo

nr

oe

Co

un

ty

Mo

nr

oe

Co

un

ty

t u20

t u24

t u24

SE

ET

OL

ED

OIN

SE

T

!.8

1

11

12

13

14

16

18

20

2123

25

28

!.

!.

!. 2 (C

on

sau

l)

2 (S

um

mit

)

2 (M

atzi

ng

er)

!.3

4

!.6

(L

iber

ty H

i)

!.24

27

26

!.

Tole

do

Sea

po

rt (

29)

30

30

30

30

32

33! .

34

35

36

37

22

22

SR

18

Alig

nm

ent

Imp

rove

men

ts

! .

Air

line

Inte

rmo

dal

Yar

d

! .

No

rth

wes

t O

hio

Tran

s-S

hip

me

nt

Term

inal

Ft.

Mei

gs

Bik

e P

ath

!N

on

a F

ran

ceP

ath

Mic

higa

n

Ohi

o

!.

TOLEDO

OREG

ON

MAUMEE

BOWLING

GREEN

NORTH

WOOD

SYLVANIA

BER

KEY

PER

RYSBURG

ROSSFO

RD

WATERVILLE

WHITEH

OUSE

WALBRIDGE

HASKINS

PORTAGE

OTTAWA

HILLS

LUNA PIER

NORTH

BALTIM

ORE

WESTO

N

HOLLAND

MILLBURY

JERRY CITY

PEM

BERVILLE

FOSTORIA

LUCKEY

HOYTVILLE

SWANTO

N

BRADNER

BLO

OMDALE

GRAND RAPIDS

RISINGSU

N

WAYNE

CYG

NET

CUSTAR

MILTO

NCEN

TER

TONTO

GANY

BAIRDSTOWN

WEST

MILLGROVE

HARBOR VIEW

Ü0

24

1M

iles

Map

7 -

Mul

timod

al N

eeds

and

Initi

ativ

es

ò [[

ò

[

G

ò

o

o

^ I2

[

# *

k

[

# *

k

k

C C C

[

ò

ò

Ja

§ ¦75

§ ¦280

4

!.5

7

!9

10

11

15! .17

19

20

21

25

! .31 13

Tole

do

Inse

t

Da

te o

f M

ap:

Sep

tem

ber

9, 2

011

* T

he

pro

jec

ts p

rese

nte

d h

ere

are

incl

ud

edo

n t

he

2012

-15

Tra

nsp

ort

atio

n I

mp

rove

men

t P

rog

ram

, as

we

ll as

th

e 2

035

Tra

nsp

ort

ati

on

Pla

n -

Up

dat

e 20

11 (

Co

mm

itte

d a

nd

Pri

ori

tyP

roje

ct

lists

).

Th

e p

roje

ct n

um

ber

s p

rese

nt

on

th

e m

apco

inci

de

wit

h t

he

pro

ject

s lis

ted

in T

ab

le 4

.S

um

mar

y o

f M

ult

imo

dal

Nee

ds

and

Init

iati

ves.

New

US

-24

Mun

icip

ality

Bou

nda

ry

Lake

Erie

/Mau

mee

Riv

er

Ba

se D

ata

Inte

rsta

te o

r U

S R

oute

Rai

lroa

d

JA

irpor

t

I 2A

mtr

ak

J aB

us

Sta

tion

CB

usi

ness

and

Ind

ustr

y

òC

ultu

ral a

nd H

isto

rical

kU

nive

rsity

and

Co

llege

kH

igh

Sch

ool

# *G

over

nmen

t

GH

ospi

tal a

nd M

edic

al

oP

ark

, R

ecr

eatio

n, a

nd N

atur

e P

rese

rve

^S

hop

pin

g C

ente

r

[S

por

ts a

nd E

nter

tain

men

t

Key

Des

tin

atio

ns

Tole

do

Met

rop

olit

an A

rea

Co

un

cil o

f G

ove

rnm

ents

300

Ma

rtin

Lu

the

r K

ing

, Jr.

Dr.

, S

te.

300

Tole

do

, Oh

io 4

3604

Ph

on

e (4

19)

241

-91

55

ww

w.t

ma

cog

.org

NH

S C

onne

ctor

Ro

ute

Pro

pos

ed B

ike

Pro

ject

Com

mitt

ed B

ike

Pro

ject

Mod

al C

onfli

ct

Tra

nsi

t or

Pas

sen

ger

Rai

l Pro

ject

Gra

de S

epar

atio

n P

roje

ct

Inte

rmo

dal P

roje

ct S

ite

! .! .! .

Nee

ds

and

Init

iati

ves

*

Traf

fic

An

alys

is Z

on

e (T

AZ

)

Tota

l N

um

ber

of

Em

plo

yees

in 2

009

25-2

49 e

mpl

oye

es

250-

499

em

ploy

ees

500-

999

em

ploy

ees

>10

00 e

mpl

oyee

s

0-24

em

ploy

ees

! .

39


September, 2011 41

Recommendations and Future Work As noted earlier in the methodology section a more up-to-date land use and socio-economic picture of the region will become possible over the next few months and years as 2010 census data become available. Once the 2010 data is released, an analysis to determine where people currently live and where they work as well as demographic characteristics such as age, income, disability, car ownership, etc., is warranted. More current data will support not only this study, but others upon which it relies. For example, as 2010 Cenus data become available the 2004 Transit Study could be updated to discover the post-recession location of transit supportive areas which in turn would provide updated understanding of existing public transit service. A robust passenger system supports the economic vibrancy of the region. Given what is already known about the changing population patterns in the region, the demand for public transit is expected to increase. Investments in the public transit system help to produce sufficient geographic coverage and hours of service. The consequences of the opt-out provision now available to jurisdictions within TARTA’s service area should be closely monitored. This change in law has the potential to negatively impact TARTA financially and to force contractions in service. Updated assessments on the ease with which bike and pedestrian mode-shifting or mode-combining currently occurs would support future multimodal and network planning. For example, it would be useful to know more about how current bicycle commuters use the bikeway system, their ratings of it, and suggestions for improvements. As another example, replicating the 2003 Pedestrian Facilities study with the new sidewalk inventory and crash data could provide useful information for SRTS initiatives and for targeting resources to where they would produce the most benefit. To ensure a comprehensive transportation system it is essential to maintain the existing system and to develop new modal connections. Improving modal connectivity necessarily involves increasing coordination among regional entities such as by synchronizing county and local jurisdiction master plans and zoning plans. Several strategies that have emerged from previous TMACOG efforts would, if fully implemented, serve to reduce modal conflicts and encourage connectivity. Some of these strategies are: Change project selection criteria to reward projects that incorporate multimodal elements

such as bike lanes or paths with street upgrades; street upgrades with transit shelters, bump outs, Park and Ride facilities, and other accommodation.

Reduce the need for driving by creating livable/workable communities. Increase transit-oriented development, which concentrates commercial space and a variety of

housing options around a transit stop. This compact, mixed-use, and pedestrian-oriented development encourages more transit use, reduces congestion, increases property values, and reduces infrastructure costs.

Require multi-use paths in site plans, with connectivity to adjoining development. Make developed areas more conducive to walking. Adopt a regional “complete streets” policy that calls for design of street corridors to serve

multiple transportation modes, including pedestrians, bicycles, and transit. Continue to invest in upgrades to and connections between the major freight transportation

facilities, creating a “Lake Erie West Global Logistics Hub.”


September, 2011 42

It is imperative to ensure safe and equitable access to transport options that connect people to work and education opportunities as well as to shopping centers, medical facilities, and recreation destinations. It is equally crucial to provide for a smoothly functioning freight movement networks. A well-functioning, complete transportation system encourages efficient mobility and is essential to sustaining and growing the region’s economy, reducing sprawl, and improving quality of life. The fates of the the urban, suburban, and rural areas surrounding the urban core of Toledo are tied to the health of the city and vice versa. Planning for and delivering a comprehensively multimodal system provides the best opportunity for balanced regional development.


September, 2011 43

Appendix—Sources Consulted Bicycle Facilities Guide for Recreational Riding in Northwest Ohio and Southeast Michigan, prepared by TMACOG 2008. Missed Opportunity: Transit and Jobs in Metropolitan America, prepared by the Metropolitan Policy Program of the Brookings Institution. May 2011. Ohio County Profiles, prepared by the Office of Policy, Research and Strategic Planning, the Ohio Department of Development. Various releases. On the Move: 2007-2035 Transportation Plan—Update 2011. July 2011. Pedestrian Facilities Inventory, Phase II: Regionwide Survey of School Pedestrian Concerns, prepared by TMACOG. December 2003. Regional Core Circulator Study, prepared for TMACOG by Wilbur Smith Associates. June 2005. Regional Transit Study prepared by TMACOG. February 2004. State of Metropolitan America: On the Frontlines of Demographic Transformation, prepared by the Metropolitan Policy Program of the Brookings Institution. May 2011. TARTA Comprehensive Operations Analysis. Prepared for TARTA by Parsons Brinckerhoff, Nelson Development and Margarita De Leon. March 2009. Toledo Regional Economic Plan: Transportation & Logistics Industry Sector, prepared by TMACOG. September 2009.

multimodal needs assessment - toledo metropolitan … · socio-economics of the study region...

Documents