Ann Arbor to Ypsilanti
Washtenaw County, Michigan

Washtenaw County
Parks and Recreation Commission

Greenways Advisory Committee

December 2000

Principal Author:

William Mangle
University of Michigan
School of Natural Resources and Environment

Other Contributors:

Ray Essell, Park Planner

Richard Kent, Park Planner

Washtenaw County Parks and Recreation Commission

Acknowledgements:

Donna Erickson, Professor of Landscape Architecture

University of Michigan
School of Natural Resources and Environment

Bob Tetens, Executive Director

Ann Arbor-Ypsilanti Urban Area
Transportation Study Committee (UATS)

This study was funded by the Ann Arbor-Ypsilanti Urban Area Transportation Study Committee, and the Washtenaw County Parks and Recreation Commission

Table of Contents

List of Figures
Executive Summary

Purpose

6

Introduction

Purpose 6

Setting 6

Planning & Implementation Framework 8

Segment J Dixboro Road to Superior Road 10

Land Uses 10

Natural Features 11

Transportation Needs 11

Recreational Opportunities 11

Preliminary Alternatives 11

Final Proposed Alignments 15

Community Connections 15

Segment K Superior Road to Michigan Avenue 17

Land Uses 17

Natural Features 17

Transportation Needs 17

Recreational Opportunities 18

Preliminary Alternatives 18

Forest Avenue/Railroad Crossing 21

Final Proposed Alignments 21

Community Connections 22

Segment L Michigan Avenue to Ford Lake 25

Land Uses 25

Natural Features 25

Transportation 26

Recreation 26

Proposed Alternatives 26

Final Proposed Alignments 30

Community Connections 30

Conclusion 31

Sources 32

Appendix A. Greenways Advisory Committee (GAC) Members 33

List of Figures

Figure 1: Southeast Michigan Greenways Vision 5

Figure 2: The Huron River Greenway Border to Border 6

Figure 3: Study Area Overview 7

Figure 4: Segment J Principal Landowners 9

Figure 5: Segment J Preliminary Alternatives 13

Figure 6: Segment J Final Proposed Alignments 16

Figure 7: Segment K Preliminary Alternatives 20

Figure 8: Forest Avenue/Railroad Crossing Conceptual Alternatives 21

Figure 9: Segment K Final Proposed Alignments 24

Figure 10: Segment L Preliminary Alternatives 28

Figure 11: Segment L Final Proposed Alignments 30

This report is intended to document the development of alternatives for a greenway trail that would follow the Huron River corridor from the east edge of Ann Arbor, through the City of Ypsilanti, to Ford Lake in Washtenaw County, Michigan. This process was undertaken by the Washtenaw County Greenways Advisory Committee (GAC Appendix A) and Washtenaw County Parks and Recreation Commission (WCPARC) staff.

The Trails and Greenways Clearinghouse defines a greenway as a corridor of open space managed for conservation and recreational purposes, often following natural land or water features, and linking nature reserves, parks, cultural features and historic sites with each other and with populated areas. While some greenways include trails, others do not. This report describes the proposed route for a paved, multi-use trail that would serve the recreational and transportation needs of residents between Ann Arbor and Ypsilanti. The study area consists of three segments (J, K and L) of the thirteen-segment Huron River Corridor, established as a priority area by the GAC.

Segment J, spanning from Dixboro Road to Superior road encompasses several large, institutional land uses and public parks. These areas harbor many important natural features such as steep, vegetated slopes and a remnant prairie/wetland complex and also provide high-quality greenway trail opportunities. The institutional facilities found in this segment are important community centers, and would be well served by improved non-motorized access to the surrounding communities. The Final Proposed Alignment for a greenway trail through Segment J is illustrated by Figure 6 on page 16.

From Superior Road to Michigan Avenue, Segment K includes much of Eastern Michigan University, surrounding residential areas, several city parks and the Depot Town commercial district. All of these areas lie within the City of Ypsilanti. The greenway trail through this segment will play an important role in enhancing the recreational and transportation connections between those areas and the greater Huron River corridor. The Final Proposed Alignment for a greenway trail through Segment K is illustrated by Figure 9 on page 24.

Beginning at Michigan Avenue, Segment L crosses much of south central Ypsilanti, including the downtown area, the Water Street redevelopment site, Waterworks Park, and the Ford/Visteon plant. Serving the dual purpose of transportation and recreation, the greenway trail through this segment splits to connect to the Huron Street/Whittaker Road transportation corridor on the west side of Ford Lake, and the existing Grove Road trail on the east side of Ford Lake. These linkages will improve the connectivity between central Ypsilanti and Ypsilanti Township, and will also enhance the continuity of recreational opportunities along the Huron River. The Final Proposed Alignments for a greenway trail through Segment L are illustrated by Figure 11 on page 30.

Purpose

The purpose of this report is to provide a summary of the process involved in developing alternatives for a multi-use greenway trail between and through the Cities of Ann Arbor and Ypsilanti, Michigan. This report is the product of a five-month internship with the Washtenaw County Parks and Recreation Commission (WCPARC). Internship activities were intended to support the goals and activities of the Washtenaw County Greenways Advisory Committee (GAC). Academic credit for this position was given through the University of Michigan School of Natural Resources and Environment.

Setting

Washtenaw County is located in southeastern Michigan, at the western extent of the Detroit metropolitan area. The 2000 population of the county is projected to be 350,000. Most of this growing population is centered in and around the cities of Ann Arbor and Ypsilanti. The Huron River is the principal natural feature of the area, and has been identified as an important component in the development of a regional and county-wide greenway network.

The Trails and Greenways Clearinghouse (www.trailsandgreenways.org) defines greenways to be corridors of protected open space managed for conservation and recreational purposes. Greenways often follow natural land or water features, and link nature reserves, parks, cultural features and historic sites with each other and with populated areas Some greenways include trails, while others do not.

In pursuit of an interconnected greeway system throughout southeastern Michigan, the Southeast Michigan Greenways project has developed a regional vision that includes Washtenaw County (see Figure 1). This regional vision provides a conceptual framework for greenway development within the county.

In order to begin implementation of a greenway network throughout Washtenaw County, the Washtenaw County Greenways Advisory Committee (GAC) was established in 1999. The GAC is composed of an appointed group of public and private community members (see Appendix A). The general charge of the Committee is to assist the Washtenaw County Parks and Recreation Commission in the development of policies and procedures relating to the planning, coordination, design, funding and development of a county-wide greenway system.

Because of its significance as a natural, recreational and community resource, the Huron River Corridor has been given high priority in the Countys implementation of a greenway vision. Figure 2 illustrates this vision, showing the existing network of parks and other public spaces along this corridor.

In order to facilitate analysis and develop priorities, the Huron River Corridor has been divided into 13 corridor segments (A through M). This study considers the three segments between Ann Arbor and Ford Lake. Encompassing the City of Ypsilanti, these segments (J, K and L) have been given precedence for the Huron River corridor (see Figure 3). A multi-use greenway trail through this area would serve its growing population by increasing non-motorized transportation alternatives, improving recreational access within the river corridor, and improving the cultural and economic connectivity between the communities that are served by such a trail.

Segment J begins at Dixboro Road, at the eastern edge of Ann Arbor, and continues east to Superior Road, which crosses the river between Ypsilanti and Superior Township. Beginning at Superior Road, Segment K continues through the north side of Ypsilanti to Michigan Avenue, where Segment L continues to Ford Lake, just south of Interstate 94. The ultimate goal for these areas is a continuous, off-street multi-use trail through this portion of the Huron River corridor.

Planning & Implementation Framework

The development of greenway implementation strategies for this Ann-Arbor Ford Lake segment began with reconnaissance work involving GIS-based aerial photography and site visits. Aerial photos provide a useful overview, and site visits are especially valuable, often revealing technical and aesthetic opportunities or constraints that are not apparent in the photos. These site visits, along with subsequent brainstorming by the GAC and WCPARC planning staff helped derive several proposed trail alignments for each segment. Each of these alternatives had its own advantages and disadvantages, and all reasonable trail route alternatives were considered. These routes were delineated in GIS over an aerial photo base. These maps, along with a brief written description of each proposed route, were used to facilitate an informed discussion of the various options among the GAC members.

After considering the strengths and weaknesses of various route options, a preferred trail route was developed for each segment. This route would serve as the central spine of the greenway trail, accommodating uses such as non-motorized transportation and recreation. The GAC envisions that from this spine, a secondary network of connector paths and passive walking trails could connect the greenway to the communities that it serves, and provide non-intrusive access to the natural features of the Huron River corridor.

This report represents two stages of planning, the first being the consideration of multiple preliminary route alternatives, and the second stage represents the final, or preferred route alternatives. The first stage is represented by Figures 5, 7 and 10, while the second stage is represented by Figures 6, 9, and 11. During the course of the development of these maps it was decided that the word preferred would not be used to describe the second stage route alternatives. Therefore, both sets of maps are entitled Proposed Trail Alignments. For the purposes of this report, the term Preliminary Alternatives and Final Proposed Alignments will be used to describe the two stages of development.

It is important to note that the Final Proposed Alignments are still conceptual, and reflect the wishes of the GAC. The critical next step is to begin dialogue with the principal landowners and other stakeholders to allow them to react to these routes. At that point, ongoing discussions and negotiations with these stakeholders will begin to shape the final trail alignment, and will start the implementation process.

During this forthcoming phase of greenway development, it is important that the GAC determine exactly what the responsibilities of the stakeholders will be, and how the public will be involved in the process. Both of these components will be important for gathering momentum and approval towards effective implementation of a greenway trail through these segments, and also throughout Washtenaw County.

Segment J of the Huron River Greenway Corridor spans from Dixboro Road at the eastern edge of the City of Ann Arbor, to Superior Road near the western edge of the City of Ypsilanti. In this segment of the corridor, the Huron River meanders between large, institutional land uses, parkland and large-lot rural residences. Steep, wooded slopes are found along both sides of the river, with the exception of a few areas of floodplain forest and a large flat wooded area (known as Stark Island) that is found within a northward bend in the river. The combination of land uses and natural features in this segment present many opportunities for a quality greenway trail.

Land Uses

This greenway segment is characterized by large, institutional land uses. These include the St. Josepth/McAuley Hospital Complex, Washtenaw Community College, and the HCR Manor Assisted Living facility. Public land uses include the City of Ann Arbor Wastewater Treatment Plant and the Superior Dam complex. Public parkland in this area consists of Forest Park, which is managed as part of Parker Mill County Park. Other land uses include large-lot residences, the railroad line owned by Norfolk Southern, and powerline corridors with an associated substation owned by Detroit Edison. These land uses, shown in relationship to the proposed alternatives for Segment J, are shown in Figure 4.

Natural Features

The most significant natural feature in this area is the Huron River itself. The banks of the river through Segment J consist of steep, wooded slopes interrupted by several flat, floodplain forest areas such as Forest Park. To the north of the Hospital Complex, there lies a relatively rich mosaic of forest, wetlands and prairie. This area, known as Shanghai Prairie, is a locally significant natural area.

Transportation Needs

The St. Joseph/McAuley Hospital Complex and Washtenaw Community College are significant community resources serving Ann Arbor, Ypsilanti, and greater Washtenaw County. As these institutions continue to grow, the need for a safe, non-motorized transportation alternative will grow accordingly. An internal trail system exists within the hospital complex, but it does not provide a safe, consistent connection to the communities that it serves. A greenway trail connecting these resources to the greater community will improve access and enhance transportation options for both employees and the citizens that they serve.

Recreational Opportunities

The diverse mosaic of landscape patterns in this segment offers a unique greenway trail experience. This diversity is found in the steep wooded slopes along the Huron River, the open plain of Shanghai Prairie, and the humanized landscapes of the hospital and community college. A greenway trail that weaves through and among these landscapes would provide a quality user experience and would likely become a highlight and destination for the entire greenway system. While the opportunity exists to provide recreational and interpretive access to the unique natural features found in this area, it is important that the design of the greenway trail does not impact or degrade those areas.

Preliminary Alternatives

The initial brainstorming of potential greenway trail alignments through this segment led to the development of nine different route linkages. These routes were divided into two groups. The first group of four routes provided a connection between the existing Dixboro Road on the western edge of the segment to a central area near Shanghai Prairie where the routes would converge. From this convergence point, five routes were proposed to connect to Superior Road at the eastern edge of the segment. These routes are illustrated by Figure 5. Brief descriptions of these routes, as well as their main advantages and disadvantages are as follows

Grouping 1: Dixboro Road the Convergence Point

     Hilltop Route: This route begins at the future Dixboro Road realignment and travels east along Huron River Drive, passing behind the WCC athletic fields to a powerline corridor on the western edge of the hospital complex. Following this corridor to the north, this route reaches an existing fitness trail that winds through the forest on top of the steep slopes that descend to the river. Bending around to the east, this woodland trail opens up into the convergence point at the north end of the hospital complex near Shanghai Prairie.
The advantages of this route include direct access to the hospital complex, indirect access to the areas natural features, and its use of existing trails and corridors to avoid degrading sensitive areas. The main disadvantage is the routes less intimate contact with the river.

     Riverbank Route: Beginning at the existing Gallup Park/Dixboro Road crossing, this route follows an old railroad grade that runs along the base of the forested slopes on the south bank of the river. At the western edge of the Shanghai Prairie area, this route bends to the east along the south side of the prairie where it reaches the convergence point.
The advantages of this route are its continuous, intimate contact with the river and other natural features, and its avoidance of the hospital. Disadvantages include steep slopes, constructability issues, its potential for degrading the natural features of the area, the lack of transportation access to surrounding land uses, and the complications of the future Dixboro realignment.

     Prairie Spur: This proposed route is the same as the above Riverbank Route, but upon reaching the Shanghai Prairie area, it swings north and then east through the prairie, continuing past the convergence point towards Superior Dam.
Advantages of this route include its avoidance of all hospital activities and its intimate contact with the prairie, while its disadvantages include its fragmenting impacts to the prairie and surrounding wetlands, as well as invited trespass on to neighboring properties.

     Forest Park Connector: From Dixboro Road, this route follows the existing greenway trail to Parker Mill County Park, branching off towards and through Forest Park. Within Forest Park, this route would follow the railroad embankment, crossing the river alongside the existing railroad bridge. From this crossing, the route would connect to the above Prairie Spur route in Shanghai Prairie.
The most significant advantage of this route is its direct connection to an existing greenway trail. Its disadvantages include a difficult and expensive river crossing, trail user conflicts and a change to Forest Park that could compromise its current use and natural features.

Grouping 2: Shanghai Prairie Area to Superior Road

     Superior Dam Crossing: From the convergence area, this route follows an existing access road east to Superior Dam, and then crosses the Huron River on top of the dam. From the dam, the trail follows the existing access road south along the river, and then crosses a vacant parcel to the east toward Superior Road. (Note: Since this route was proposed, the vacant parcel has been sold and partially developed. The proposed trail route now follows nearby First Street.)
Advantages of this route include keeping the trail near the river and using the Dam for a crossing, as well as the interpretive value of exposure to the dam. Disadvantages include the potential feasibility and access problems related to the dam crossing, and potential conflicts with First Street property owners.

     Superior Pond Crossing: This alternative entails constructing a bridge across the river, upstream of Superior Dam. The approximately 280-foot bridge connects to the dam access roads described above in the Superior Dam Crossing route.
The main advantage of this route is a dedicated, direct crossing along the river, while the cost of such a structure is the main disadvantage.

     Southeast Drainage Route: Following the existing road from the convergence point to Superior Dam, this route continues to follow the west bank of the river along an existing road. After traversing out of the floodplain, the route ascends to Huron River Drive through an open, grassy area in the southeast corner of the hospital complex.
Advantages of this route are that it follows the river without needing a crossing, while the disadvantages include the potential problems such as steep slopes that may be involved in traversing out of the floodplain.

     Below-Dam Crossing: Following the above routes to Superior Dam, this route entails the construction of a bridge downstream of the dam. From the bridge, the route would continue alongside the river to Superior Road (or along First Street).
Advantages of this route stem from the riverside trail continuity and the experience that it would provide, while the main disadvantage is the cost of such a bridge, and the recent change in property ownership on the east bank of the river.

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Final Proposed Alignments

After consideration of the above preliminary routes for Segment J, the Greenways Advisory Committees proposed alignments consist of a combination of the Hilltop, Superior Dam Crossing, and Southeast Drainage routes described above. (The latter two are redundant, but were retained for consideration). These preferred routes will be presented to the landowners and stakeholders involved, to begin discussions about implementation.

The preferred route, depicted in Figure 6, begins along Huron River Drive at the future Dixboro Road realignment, and circles the Washtenaw Community College athletic fields towards the hospital complex. After passing by the west side of the hospital complex, this route enters the forest above the Huron River, passing by several views of the river below. While it meanders to the east above the Shanghai Prairie area, the preferred route intersects with several walking trails that are used to access the prairie. Passing by the north end of the hospital complex, the route descends an existing access road to Superior Dam. From this point the route would either A) cross the dam and continue east along First Street to Superior Road, or B) continue through the riverbank forest, until it climbed out of the floodplain to the Huron River Drive/ Hewitt Road intersection. These options are not mutually exclusive.

This route was chosen as the preferred spine of the greenway trail in this area because it effectively serves two purposes. It provides an off-street transportation route between this area and the surrounding communities, and also provides a pleasant user experience that incorporates views and access to the Huron River and other natural features without adversely impacting those features.

With this central spine in place, long-term opportunities include the development of a network of secondary walking paths providing more direct access to the natural features of the area. These narrow paths would be much less intrusive then the primary trail, and would provide opportunities for passive recreation and nature study within the natural features that this segment has to offer. Some of the proposed trail routes, while deemed inappropriate for the preferred greenway trail route, may be appropriate for these secondary paths. Such routes include the Riverbank Route, following an old railroad grade along the river, and the Prairie Spur through Shanghai Prairie. If it is not implemented as the primary route, the Southeast Drainage Route would also provide good secondary trail opportunities. Finally, a footbridge connecting Forest Park and Shanghai Prairie would enhance the existing nature paths in both areas.

Community Connections

The greenway trail plays an important role in enhancing the connections between and among communities and land uses in the area. While helping to connect the Cities of Ann Arbor and Ypsilanti, this trail segment also serves Washtenaw Community College, the St. Joseph Hospital Complex, and Eastern Michigan University. These connections are denoted as yellow stars in Figure 6. Some of these significant trail connection points, or nodes, are outlined below.

T      Dixboro/Hogback Intersection: This point, serving as the beginning of this trail segment, is connected to the Gallup Park Trail by way of the Dixboro realignment overpass, and is also connected to the greater community by way of Hogback Road.

T      Washtenaw Community College: The proposed trail route provides access to one of WCCs north entrances along Huron River Drive. This connection would require a safe crossing of Huron River Drive.

T      St. Joseph Hospital West: A spur from the proposed trail route could easily connect to the west entrance to the hospital complex. This connection would also provide a link to the hospitals internal trail network.

T      Hewitt/Huron River Drive Intersection: While the preferred trial route does not include this intersection, it is important to note the significance of this intersection as a crossroads of land uses and existing bikeway connections.

T      Superior Road: Trail connections to Superior Road and the Superior Road/Huron River Drive Intersection are important connections between the river, the proposed trail route, and the surrounding community.

Segment K of the Huron River Greenway Corridor spans from Superior Road near the western edge of the City of Ypsilanti, east to Michigan Avenue in Downtown Ypsilanti. Throughout this segment of the corridor, the character of Huron River corridor gradually changes from a semi-rural landscape at the beginning to an urban setting at the end. Along this spectrum, however, the river itself is often hidden from the surrounding land uses, urban or rural. Besides the overarching goals of enhancing transportation and recreational opportunities throughout the Huron River corridor, the development of a greenway trail through this area can also serve the role of re-connecting the natural features of the river to the surrounding urban communities.

Land Uses

An urban mix of residential, institutional, commercial and industrial land uses characterizes this segment of the greenway. Between Superior Road and LeForge Road, the EMU campus is the dominant land use. The Huron River Drive/Railroad Street corridor between LeForge Road and Frog Island Park generally consists of light industrial or vacant land uses. Several high-density housing/apartment complexes are located near the river in this area, while a traditional residential neighborhood is found to the south of this corridor. Other significant land uses include the Norfolk Southern Railroad line, the City of Ypsilantis Frog Island and Peninsular Parks, and the Farm Bureau area redevelopment properties that are currently owned by the City of Ypsilanti.

The City of Ypsilanti has instituted a new policy whereby any new permitted developments along the Huron River are required to dedicate a 50-foot riverside easement to the City. Over time, this policy will help protect the rivers riparian corridor, and will be instrumental in the long-term development of the greenway trail through the city.

Natural Features

Between Superior Road and Peninsular Park, the north bank of the Huron River consists largely of uninterrupted forests. Downstream of Peninsular Park, the river disappears from public view into a section that is bound on both sides by forests. The north side of the river in this area consists of high bluffs, while the south side consists of a narrow strip of riparian forest, shielded from view by the light-industrial land uses along Railroad Street.

Transportation Needs

The development of a greenway trail in this segment would provide a much-needed connection between the institutional resources of Segment J, Eastern Michigan Universitys main campus, Ypsilantis Depot Town District, and Downtown Ypsilanti. Currently, no direct non-motorized transportation alternatives exist between these community centers. Such a connection would likely increase the utility and connectivity of each of these centers to each other, and to the greater Ann Arbor Ypsilanti region.

Recreational Opportunities

The greenway trail through this segment will enhance recreational opportunities for the surrounding communities. These communities include a large population of people who reside near the Huron River and would be well served by improved access to the river and improved connectivity between the existing parks and community centers. The greenway trail will also provide recreational opportunities for people from outside of this community, perhaps allowing Depot Town to serve as a recreational destination to people from outside of Ypsilanti.

Preliminary Alternatives

The initial brainstorming of potential greenway trail alignments through this segment led to the development of eight different route linkages. These routes were divided into two groups. The first group of five routes provided a connection between Superior Road on the western edge of the segment and the LeForge Road near the center of the segment. From LeForge Road, three routes were proposed to connect to Frog Island Park. From Frog Island Park, existing park trails would be used to connect to Michigan Avenue. The routes for Segment K are illustrated by Figure 7. Brief descriptions of these routes, as well as their main advantages and disadvantages are as follows

Grouping 1: Superior Road to Leforge Road

     EMU Campus Corridor Path: Originating to the west of Superior Road at the Hewitt Road/Huron River Drive intersection, this route follows the south side of Huron River Drive across the EMU campus to LeForge Road. (Approved TEA-21 grant).
The advantages of this route are its direct connection between community centers and relative ease of implementation, while its disadvantages are its lack of connection to the Huron River.

     Riverside Boardwalk Route: Beginning on the north side of the river at Superior Road, this route follows the north bank of the river, and then crosses the river using a boardwalk suspended from the railroad embankment. After crossing the river, this route joins the above EMU path along Huron River Drive.
Advantages of this route include its direct riverside connection, while the disadvantages include the complication and expense of construction, and its proximity to an active rail corridor.

     Railside Route: On the north side of the river, this route would share the at-grade railroad crossing with Superior Road, then goes east along the north side of the railroad embankment to the river. After continuing across the river, this route stays alongside the railroad embankment until it reaches LeForge Road.
The advantages of this route are its direct riverside connectivity, while its disadvantages relate to user safety and the expense of construction, and potential conflicts with existing riverside homeowners.

     Superior Township Route/Peninsular Park Connection: From Superior Road north of the river, this route swings to the north around the Indian Hills Estates, before coming back south to connect to Peninsular Park and LeForge Road. The advantages of this route are its integration into rural land uses, while its disadvantages stem from its indirectness and dependence on future land use changes.

Grouping 2: LeForge Road to Frog Island Park

     South Bank Easement Route: Beginning at the LeForge Road/Huron River Drive intersection, this route crosses the railroad alongside LeForge Road and accesses the south bank of the river at Railroad Street. At this point the route follows the south bank to a below-grade crossing of the railroad and Forest Avenue coupled with a river crossing would provide access to Frog Island Park (see below).
Advantages of this route include its direct riverside connections, while its disadvantages stem from the long time frame for the required riverside easement.

     Railroad Street Route: A short-term proxy for the South Bank Easement Route above, this route follows Railroad Street to the east until it terminates at a vacant, wooded lot owned by the city. From this point, it uses the same Forest Avenue/Railroad Crossing described below.
Advantages of this route are its safe, short-term connection the Forest Avenue/Railroad Crossing area, while disadvantages include its lack of river access and occasional truck traffic.

     Neighborhood Route: Beginning at the Huron River Drive/LeForge Road intersection, this route follows existing residential street and sidewalk routes within to access Frog Island Park.
The advantages of this route would be that it can be easily implemented and does not require a railroad or river crossing. Disadvantages of this route are its lack of consistency and connectivity as a greenway route, and its disconnection from the Huron River corridor.

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Forest Avenue/Railroad Crossing

This unique intersection of the Huron River, Forest Avenue, and the railroad line presents a challenging opportunity for multiple trail crossings. Fortunately the City owns or controls parcels surrounding this intersection (redevelopment sites), and the relatively high clearance of the existing bridges may allow for several creative solutions. Based on a preliminary field trip, the following alternatives were devised. All of the alternatives for this crossing would require re-working near the western abutment of the railroad bridge and the eroding slopes between the railroad bridge and Forest Avenue.

Several alternatives for this crossing have been identified, and are illustrated by Figure 8. Any final recommendation would require a formal feasibility study as well as discussions with the City of Ypsilanti, Norfolk Southern Railroad, and the Michigan Department of Environmental Quality (because of its potential impacts on river flow). (Note: A fifth alternative is depicted on the map, but is not represented in the legend).

Final Proposed Alignments

After consideration of the above routes for Segment K, the Greenways Advisory Committees proposed long-term route consists of the EMU Campus Corridor Path alongside Huron River Drive to LeForge Road, and the South Bank Easement Route between Le Forge Road and Frog Island Park. Because of the long implementation time for the South Bank Easement Route, the Railroad Street Route is the near-term preference between LeForge Road and Frog Island Park. Existing park trails will be used to connect these routes to Michigan Avenue and Segment L. These preferred routes will be presented to landowners and stakeholders such as Eastern Michigan University and the City of Ypsilanti, to facilitate discussion and implementation.

This final proposed route, shown in Figure 9, begins at the intersection of Huron River Drive and Hewitt Road (within Segment J), near the EMU Stadium and athletic fields. This route follows the south side of Huron River Drive, past the athletic fields, several residential lots and the intersection with Superior Road (which ends on the north side of Huron River Drive). Note that if the Segment J Superior Dam Crossing route alternative connecting to Superior Road is pursued, it will connect to the EMU Campus Corridor Path at this intersection. Because of its value as a transportation route and community connection, the EMU Campus Corridor Path will be pursued regardless of Segment Js final configuration.

Continuing east from the Superior Road intersection, the preferred route follows the northern edge of the EMU main campus, crossing two streets at lighted intersections. At LeForge Road, the preferred route crosses Huron River Drive and the railroad corridor (both signaled crossings) to Railroad Street. From this point, the long-term South Bank Easement Route follows the south bank of the Huron River, behind the existing buildings and homes, as it bends around to the south. Near Frog Island Park, the route will go under the railroad trestle and Forest Avenue bridge crossing the Huron River, then cross the river into Frog Island Park. The near-term Railroad Street Route follows the street to its end near the Railroad/Forest Avenue crossing, and then uses this crossing to access Frog Island Park, Riverside Park and Michigan Avenue.

This route has been chosen to serve as the central spine of the greenway trail because it provides an important transportation and recreational corridor between the Central and Western EMU campus areas, the St. Joseph Hospital Complex, residential areas and downtown Ypsilanti. This route also provides unique urban access to the Huron River in an otherwise hidden area behind Railroad Street, enhancing the value and connectivity of Ypsilantis existing park system.

Community Connections

This portion of the Huron River Greenway trail through the City of Ypsilanti will play an important role in connecting the residential, commercial, institutional and recreational areas found along the corridor. There are several points along the trail route that provide important connections to these segments of the community. The following community connections are denoted as yellow stars in Figure 9:

T      Superior Road Intersection: This point provides access to the north side of Huron River, and may be a trail connection point if the final Segment J alignment uses the north side of the river.

T      Oakwood and Mayhew: These secondary streets connect the trail to the main EMU campus and the residential areas surrounding it.

T      LeForge Road/ Huron River Drive Intersection: This intersection is a major hub of activity for this area, with connections to the EMU campus and residential areas to the south, and Peninsular Park and residential areas to the north. An established crossing at this intersection will enhance the safety of non-motorized travel through this area.

T      Forest Park: This point on the north side of Forest Park is a major access point to both the park and the adjacent Depot Town commercial district.

T      Tridge: The tridge under Cross Street is a significant access point between Forest Park, Riverside Park and the Depot Town area.

Beginning at Michigan Avenue in downtown Ypsilanti, this segment takes on a very urban character as it winds through the southern part of the city past Waterworks Park, the Ford/Visteon Plant, and into Ford Lake. Closer to downtown, the river is largely hidden from public view by residential, commercial and industrial buildings. Visual and physical access to the river is restored in the Waterworks Park area, where the densely vegetated banks follow the rivers meander around the open park.

At the south end of Waterworks Park, at the Spring Street crossing, the corridor takes on a largely industrial feel, passing by the Ford/Visteon Plant and Interstate 94. The vertical banks in this area are armored with steel, and there is no vegetation or public access near the river. To the west of the plant, a densely vegetated hillside with several seeps and wetlands feeds a drainage channel that parallels Interstate 94. A vacant, sparsely vegetated lot above this hillside to the southwest is the site of a former landfill. This contaminated site is abandoned, and has been considered for redevelopment by the City of Ypsilanti. After crossing Interstate 94 to the south, the river enters Ford Lake.

Land Uses

Within the urban setting of south-central Ypsilanti, land uses along this segment include residential, commercial, industrial and parkland. The Water Street area to the south of Michigan Avenue and east of the river is composed of a mix of all three land uses. This area, however, is in poor condition and is planned for re-development by the City. Future land uses in this area will likely include commercial, residential as well as public spaces.

Waterworks Park, the former site of a wastewater treatment plant, is located along the west bank of the Huron River to the south of the Water Street area. The Ford/Visteon Plant, a large industrial complex, is located to the south of Spring Street on both sides of the Huron River. Interstate 94 defines the south edge of the Ford/Visteon Plant. Beyond this edge, the river enters Ford Lake which is lined with private residences and public park areas. Ypsilanti Townships North Bay Park is located immediately south of the I-94 on the west side of the lake.

Natural Features

Throughout most of the city, the Huron River corridor takes on a largely urban feel. Besides the river itself, the main natural features of this segment consist of thinly vegetated banks in the Waterworks Park area, and the forested areas of North Bay Park. The vacant hillside to the west of the Ford/Visteon Plant consists of numerous wetland seeps and dense vegetation. Part of this area, however, was a former landfill and is reported to be contaminated.

Transportation

The development of a greenway trail through this segment would provide a critical link for non-motorized transportation between downtown Ypsilanti and Ypsilanti Township to the south. Non-motorized transportation routes exist along Whittaker Road to the west of Ford Lake and Grove Road to the east, but Interstate 94 and the lack of connectivity within the City pose major barriers to safe, efficient transportation between these areas.

Recreation

A continuous greenway trail through this segment would enhance the connections of existing parks, both within the City and around Ford Lake. A trail linking these parks would provide a better destination for people in the surrounding neighborhoods, as well as those from outside of the community.

Proposed Alternatives

After several site visits and other consideration, nine alternative routes were considered for a greenway trail through Segment L. Some of these routes, however, are links along this segment and not mutually exclusive. Route options were aimed towards both the east (Grove Road) and west (Whittaker Road) sides of Ford Lake, in order to accommodate existing Ypsilanti Township plans as well as existing transportation routes and needs. These routes are illustrated by Figure 10, and are described below

     Water Street Connector: Beginning on the south side of Michigan Avenue, this route follows the east bank of the Huron River to the south as it bends towards the east. This area is planned for redevelopment by the City of Ypsilanti, with the assumption that a greenway corridor will be developed along the bank.
The advantages of this route include its river access and its integration with community redevelopment, while its disadvantages stem from its dependence on the redevelopment project.

     Water Street Alternate: If the Water Street redevelopment project were to fall through, this route would provide an alternate connection between Michigan Avenue and Waterworks Park by going along Water Street and connecting to the existing bridge over the Huron River.
The main advantage of this route is that it is a feasible secondary alternative, while its disadvantages include its lack of river access, and user experience and safety issues related to the current neighborhood condition.

     Abandoned Railroad: This route follows an abandoned railroad corridor from the end of the Water Street Connector route (above), around the east side of the Huron River as it bends to the south. Note that this corridor is not used, but has not been formally abandoned.
Advantages of this route include its dedicated corridor, its continuity, and its visual access to the Huron River and Waterworks Park, while its disadvantages stem from its official status as an active rail line.

     Grove Street Route: Beginning at the mid-point of the Abandoned Railroad route (above) this route follows the west side of Grove Street for about 4,000 feet. This route, requiring mostly upgrades of existing sidewalks, crosses Spring Street (at a signaled intersection), and I-94 (overpass) before connecting to an existing trail to the south.
Advantages of this route stem from its direct connection to an existing trail, and its relative ease of implementation. Disadvantages come from its separation from the Huron River, and some narrow areas that may not accommodate two-way traffic.

     Landfill Route: This route begins at on the south side of Spring Street, opposite Waterworks Park, and then heads toward the southwest across a vacant, vegetated hillside. As it approaches Interstate 94, it bends to the west across a vacant area (former landfill) and joins Huron Street/Whittaker Road near the I-94 interchange.
Advantages of this route include its off-street utilization of a small natural area, while its disadvantages include wetland impact and contamination concerns, as well as a potentially dangerous crossing of Spring Street.

     Whittaker Siding: This route entails extending the existing bike lanes along Whittaker Road to the north across I-94 to meet with Spring Street (to the west of the Huron River). The Michigan Department of Transportation is currently conducting a study of the Huron/Whittaker/I-94 interchange to determine the feasibility of bike routes through this area.
The main advantage of this route is its connection to existing bike lanes on the west side of Ford Lake. Disadvantages stem from the indirectness of this connection to the Huron River corridor, and its exposure to traffic and dangerous intersections.

     I-94 Tunnel: Beginning on the south side of Spring Street, this route continues south along the western edge of the Ford/Visteon Plant towards a drainage channel alongside I-94. This route crosses the drainage before entering a 200-foot tunnel under the freeway. On the south side of I-94, it joins the existing trail in North Bay Park.
Advantages of this route stem from its direct connection to North Bay Park, its exposure to small natural areas, and its off-street crossing of I-94. Disadvantages include the expense of building a tunnel, and the potentially dangerous Spring Street crossing that would be needed.

     I-94 Overpass: Following the same approach as above, this route entails the construction of an overpass over I-94, that then connects to North Bay Park.
Advantages of this route include its direct off-street crossing of I-94, while disadvantages stem from its use of Ford/Visteon Property, its expense, and the Spring Street crossing.

     Below Bridge Crossing: Following the same approach as the above two, this route entails the construction of a freestanding bridge-like structure that would go under the I-94 Huron River bridges, connecting to the existing North Park trail.
While advantages include its off-street connection, disadvantages include the expense and questionable feasibility of such a highway crossing.

Final Proposed Alignments

After consideration of the Proposed Routes for Segment L, the Greenways Advisory Committee has decided upon a preferred route consisting of the Water Street Route, the Abandoned Railroad route, the Grove Street Route, and the Whittaker Siding Route. This alignment, shown in Figure 11, diverges on the north side of Waterworks Park, heading towards the west side of Ford Lake along Whittaker Road, and to the east along Grove Road.

This preferred route will follow the east bank of the Huron River south from Michigan Avenue, where it will be an important component of the Water Street neighborhood redevelopment. On the south side of this redevelopment area, the route will split into western and eastern routes. The western route will cross the existing bridge into Waterworks Park, then head west along Spring Street and south along Whittaker Road. (This latter component will likely be oriented towards on-street transportation, depending on the findings of a forthcoming study on the I-94/Whittaker Interchange). The eastern route will follow an existing railroad grade as it bends around the east bank of the river to where it joins Grove Road. This eastern route will follow the western side of Grove Road, over Interstate 94, until it joins the existing trail near the east shore of Ford Lake.

A secondary addition to the eastern route may be a continuation along the Abandoned Railroad Route beyond its connection with Grove Road. This addition would continue to go along the east bank of the Huron River, joining Spring Street near the southeast side of Waterworks Park. This addition would enhance the value of the greenway trail as a component of the park, while allowing continued trail access along the river.

Community Connections

There are several important points along Segment L that will serve as connections between the greenway trail, the parks and natural areas, and the surrounding neighborhoods. These areas include downtown Ypsilanti and its adjacent neighborhoods, and the neighborhoods on the south side of I-94. The following connections are denoted as yellow stars in Figure 11:

T      Michigan Avenue: This point will serve as a major access point to and from downtown Ypsilanti, and the businesses along Michigan Avenue.

T      Waterworks Park Bridge: A focal crossroads between the Water Street redevelopment site, Waterworks Park, and the diverging branches of the trail.

T      Spring Street/Huron Street Intersection: This intersection is a connecting point between the greenway trail and park areas and the neighborhoods to the west.

T      North Bay Park Entrance: This area along Whittaker Road provides access to North Bay Park and its existing trail. This trail connects to Grove Road along the north edge of Ford Lake.

T      North Bay Park Trail/Grove Road Connection: This is the point where the existing trail connects to Grove Road.

The Huron River Greenway Trail segments described in this report are an important starting point for the implementation of an interconnected greenway network along the Huron River Corridor and throughout Washtenaw County. This multi-use trail will serve the multiple purposes of improving and increasing recreational opportunities in the area, providing an efficient inter-community non-motorized transportation alternative, and providing a framework for the continued protection and appreciation of the natural features found along the Huron River Corridor.

By linking to the existing Gallup Park Trail in Ann Arbor, and the Grove Road Trail in Ypsilanti Township, these segments will create a continuous trail from the eastern border of Washtenaw County to the western edge of Ann Arbor. This Huron River Greenway Trail will enhance the recreational opportunities for the communities along it, by improving access to the parks and natural areas found along it, and by becoming a destination in itself.

As the physical and cultural interdependence of the greater community grows stronger, there will be an increasing need for a safe, efficient, non-motorized transportation alternative. The Huron River Greenway Trail will be an increasingly important part of Washtenaw Countys transportation infrastructure, providing a direct connection between important community centers and the people that they serve. These community centers include the St. Joseph/McAuley Hospital Complex, Washtenaw Community College, Eastern Michigan University, the University of Michigan, downtown Ypsilanti, and downtown Ann Arbor.

In addition to enhancing recreation and transportation opportunities, the development of the Huron River Greenway Trail will also provide a framework for the continued protection and enjoyment of the natural features found within the Huron River corridor. Careful trail design will allow the Greenway Trail to enhance community access to these natural areas while assuring that the construction and presence of the trail does not degrade these areas. Many such opportunities exist along these and other segments of the Huron River corridor.

The proposed trail alignments described in this have been chosen by the Greenways Advisory Committee (GAC) to be their conceptual preference. The next critical step is to engage the landowners and stakeholders who will be directly involved to discuss the opportunities and constraints posed by the greenway trail. From these discussions, final trail alignments and agreements will emerge. In preparation for these discussions, it is important that the GAC consider the role that these stakeholders will play in the trail design, construction and maintenance, as well as how the public will be involved in this process.

The development of these segments, J, K and L, of the Huron River Greenway is a worthy goal for the community, and an important first step in implementing Washtenaw Countys greenway vision. Success at this stage will generate momentum towards the implementation of the vision throughout the Huron River corridor and greater Washtenaw County.

Charter Township of Ypsilanti, 1999. A Non-Motorized Pathway System.

City of Ypsilanti Department of Recreation, 1998. Huron River Corridor Study.

Southeast Michigan Greenways, 1998. A Vision for Southeast Michigan Greenways. http://www.greenwaycollab.com/SEMG.htmm. (November 3, 2000).

Washtenaw County Government. About the County. November 3, 2000.

Washtenaw County Parks and Recreation Commission, 1998. Parks and Recreation Plan.

Bob Tetens, Chair Ann Arbor-Ypsilanti Urban Area Transportation Study Committee

Larry Deck, Vice-chair Citizen Advocate

Dan Duncan Huron-Clinton Metropolitan Authority

Donna Erickson University of Michigan School of Natural Resources and Environment

Megan Gibb City of Ypsilanti, Community and Economic Development Department

Jane Kent City of Ann Arbor

Mark McFadden Director, Washtenaw County Metropolitan Planning Commission

Roy Towsend Washtenaw County Road Commission

Ray Essell (ex officio) Washtenaw County Parks and Recreation Commission

Richard Kent (ex officio) - Washtenaw County Parks and Recreation Commission