Update, September 29, 2026: Senator Shink's Office Confirms Receipt, and the M-14 Noise Study Is Out
Senator Sue Shink's office confirmed this week that she received our letter and petition, signed by more than 1,500 residents and sent in late July. Her office told me they have already met to discuss next steps. They didn't share details yet, and I'll pass along what I learn.
There's related news. MDOT has posted its draft noise study for M-14 between North Maple and Newport roads, around Wines Elementary. That study exists because of legislation Senator Shink secured in 2024, and it's the model for what we've asked her to do for our stretch of US-23 and M-14. The results show both what this approach can deliver and where it hits limits.
MDOT found that future traffic noise will exceed federal standards at 25 homes, at Wines Elementary, and at a nearby church. It recommends a 14-foot wall, about 1,400 feet long, along the highway right-of-way next to the school, at an estimated $2.5 million for 2028 construction. The project isn't eligible for federal noise funds, so it will only be built if the state pays for it.
No wall was recommended for the neighborhoods. Walls at Riverwood Condos (15 impacted homes) and Garden Homes Park (8 impacted homes) would have reduced noise enough, but MDOT's cost rule allows no more than 1,300 square feet of wall for each home that benefits, and both came in over that limit.
What does this mean for us? A state-funded study is the only way our corridor gets a real answer, and Senator Shink has shown she can get one funded. A study doesn't guarantee a wall, though. MDOT applies the same cost test everywhere, and any barrier still depends on money from Lansing. That's why it matters to have a senator who has done this before and is willing to take up our request.
Full report: M-14 Noise Study, draft (MDOT)
Thank you to everyone who signed. I'll post again when we hear more.
The Problem: A Gap Between Two Studies
Two active MDOT studies address highway noise in Ann Arbor. Neither covers the northeast corridor where thousands of households live alongside M-14 and US-23.
| Study | Coverage Area | Chapel Hill Included? |
|---|---|---|
| M-14 Noise Analysis (PA 121 of 2024) | Newport Road to North Maple Road | No |
| US-23 Improvement Study | I-94 to Earhart Road (revised Nov. 2025) | No. Removed before noise analysis ran. |
| Gap Corridor (our neighborhoods) | M-14 from Pontiac Trail overpass east to US-23; US-23 south to Plymouth Road | Directly affected. Never studied. |
The US-23 Improvement Study approved six sound barriers within its corridor following a resident vote in summer 2025. Communities just north of the revised boundary received no equivalent analysis and no opportunity to vote.
The US-23 study's original northern boundary extended to the M-14/US-23 interchange, which would have placed our neighborhoods inside the study. That boundary was later revised south to the Earhart Road bridge, removing this corridor before any noise analysis was conducted. The revision was documented in MDOT technical materials published November 2025 but never communicated to affected residents. A Chapel Hill resident learned of it only during a March 23, 2026 conference call with Senator Shink, MDOT officials, and Ward 2 councilmembers.
Affected Communities
Thousands of households live alongside this corridor on both sides of US-23 north of the Earhart Road overpass, and along M-14 east of the Pontiac Trail overpass. None of the communities below received a noise analysis under either active MDOT study.
Total affected households across the corridor exceed 3,500 and continue to grow. The planned Village of Ann Arbor development alone will add 604 units directly adjacent to the corridor. The Ann Arbor 2025 Draft Comprehensive Plan designates significant density increases along Plymouth Road and the US-23 corridor, strengthening the long-term case for noise mitigation infrastructure.
Residents along this corridor experience elevated noise exposure from two converging highway segments with no natural or constructed mitigation.
Sleep & Cardiovascular Risk
The World Health Organization identifies traffic noise as a leading environmental health risk in Western Europe and North America.[1] Chronic sleep disturbance is the primary pathway to cardiovascular harm.
At 150 feet from a freeway at highway speed, noise levels are estimated at 70–75 dB, well above the federal residential impact threshold of 66 dB.
Chronic traffic noise exposure is an established independent risk factor for hypertension, ischemic heart disease, stroke, and heart failure, driven by sleep fragmentation, elevated stress hormones, and vascular inflammation.[6] Each 10 dB increase in road traffic noise is associated with a 3.4% higher risk of stroke and a 5% higher risk of heart failure.[7] A properly designed noise barrier can reduce highway noise by up to 10 dB, cutting perceived loudness roughly in half.[9] Field measurements at three residential highway sites confirmed reductions of 4.4 to 11.7 dB at points closest to the barrier, consistent with modeled expectations.[12]
Cognitive Effects
Long-term combined exposure to air pollution and chronic traffic noise has been linked to measurable changes in brain function in older adults, including altered resting-state connectivity in networks tied to attention and memory.[2]
Long-term exposure is also linked to higher rates of Alzheimer's disease, Parkinson's disease, and non-Alzheimer's dementia.[5] A 2026 study of 3.1 million Danish residents found that Parkinson's risk rose with each incremental increase in road traffic noise at a home's most exposed side, independent of air pollution and other factors.
Air Quality
Near-highway air contains elevated levels of fine particle pollution (PM2.5 and PM10) from tire wear, brake dust, and road grit. These particles do not return to normal background levels until 300–500 meters from the road.
A solid noise barrier reduces near-road particle pollution by 40–80% behind the wall.[3] One structure, two major health benefits. A field tracer study on Interstate 215 confirmed lower downwind pollutant concentrations behind an installed barrier under real traffic and weather conditions, not just in models.[10]
Property Value Impact
Long-run economic research on transportation noise finds that the price discount buyers demand for noise exposure grows as incomes rise, meaning the property-value cost of an unmitigated highway corridor compounds over time rather than staying fixed.[4] Noise barriers directly address the exposure driving that discount.
A 2025 analysis of nearly 600,000 Florida homes found that properties near newly constructed highway sound barriers saw meaningful, lasting price gains, with the largest increases closest to the barrier and the effect fading past roughly 400 meters.[8] A separate evaluation of a Swedish national noise mitigation program found that barrier and insulation installation raised property values 10–12% on average, generating $1.40 to $1.70 in property value gain for every $1 invested.[11]
Equity
Communities already addressed by MDOT studies and approved barriers are, on average, higher-income than the northeast corridor neighborhoods. The absence of organized advocacy here reflects a community that was never informed or consulted, not a community without impact.
[1] WHO Environmental Noise Guidelines for the European Region, 2018.
[2] Glaubitz et al., "Association Between Long-Term Air Pollution, Chronic Traffic Noise, and Resting-State Functional Connectivity in the 1000BRAINS Study," Environmental Health Perspectives, 2022.
[3] Hashad et al., "Enhancing the Local Air Quality Benefits of Roadside Green Infrastructure Using Low-Cost, Impermeable, Solid Structures (LISS)," Science of the Total Environment, 2020.
[4] Ahlfeldt, Nitsch & Wendland, "Ease vs. Noise: Long-Run Changes in the Value of Transport (Dis)amenities," Journal of Environmental Economics and Management, 2019.
[6] Münzel et al., "Transportation Noise Pollution and Cardiovascular Health," Circulation Research, 2024.
[7] Yuan et al., "Long-Term Exposure to Traffic Noise and Risk of Incident Cardiovascular Diseases: A Systematic Review and Dose-Response Meta-Analysis," Journal of Urban Health, 2023.
[8] Moretti & Wheeler, "The Traffic Noise Externality: Costs, Incidence and Policy Implications," NBER Working Paper No. 34298, 2025.
[9] Federal Highway Administration, "Highway Traffic Noise Abatement Measures."
[10] Hashad et al., "A Field Study to Estimate the Impact of Noise Barriers on Mitigation of Near-Road Air Pollution," Air Quality, Atmosphere & Health, 2021.
[11] Almér, "A Sound Investment? Traffic Noise Mitigation and Property Values," 2021.
[12] "Noise Barriers as a Mitigation Measure for Highway Traffic Noise: Empirical Evidence from Three Study Cases," Science of the Total Environment, 2024.
How Highway Noise Studies Get Funded
Understanding why this corridor has never been studied requires knowing how MDOT noise programs work, and how federal funding actually gets approved once a study exists. There are three distinct pathways into a study, and one approval gate that sits underneath all of them.
Type 1: Tied to Road Construction
A Type 1 noise analysis is mandatory whenever MDOT builds or significantly alters a highway. Adding a lane, realigning a ramp, or substantially changing the vertical profile all trigger a required noise study for the affected corridor.
The US-23 Improvement Study is a documented Type 1 project. MDOT's own noise report confirms it was studied as Type 1 because the proposed build alternatives involved adding a weave-merge lane and making significant changes to the vertical alignment. Residents near that corridor received a noise analysis because MDOT was doing construction work there — not because MDOT proactively assessed which communities needed relief most.
The M-14 Noise Analysis is different in kind. It was not triggered by road construction at all. It exists solely because Senator Shink secured a $3 million legislative appropriation under PA 121 of 2024. Without that appropriation, no M-14 study would exist.
Type 2: The Voluntary Program for Existing Highways
A Type 2 project is the construction of noise barriers along an existing highway where no new construction is planned. This is the pathway that would normally apply to our corridor. Under Type 2, a community submits an application to MDOT, and if the noise impact and barrier feasibility criteria are met, federal-aid funds can be used for construction.
However, MDOT's Type 2 program is currently suspended due to budget constraints. Applications are not being accepted. The standard community pathway to noise barriers is closed. There is no active queue, no timeline for reinstatement, and no indication of when funding will be restored.
The PA 121 Model: A Third Path
The M-14 study represents a third path: a direct legislative appropriation that bypasses both Type 1 and Type 2 entirely. Senator Shink secured $3 million under PA 121 of 2024 specifically to fund a standalone noise study where no construction project existed to trigger Type 1, and the Type 2 program was unavailable.
MDOT had previously refused a City of Ann Arbor request to address M-14 noise, stating in 2022 that it did not normally engage in noise abatement outside of standard program structures. PA 121 changed that by creating a funding source independent of either program.
This legislative appropriation model is exactly what we are asking the Legislature to replicate for the northeast corridor. A dedicated appropriation would fund both the noise study and barrier construction without waiting for a construction project that may never come, or a Type 2 program that is currently closed. It has been done once for Ann Arbor. We are asking for it to be done again for the neighborhoods that were left out.
The TIP Vote: Where Federal Dollars Actually Get Committed
None of the three paths above releases federal money by itself. Before a noise study or barrier project, however it gets triggered, can spend federal highway funds, it has to be placed on the Transportation Improvement Program (TIP) and approved by a formal vote of the WATS Policy Committee. WATS, the Washtenaw Area Transportation Study, is the federally designated planning organization for the county. Its Policy Committee includes representatives from the County Board, the Road Commission, TheRide, the University of Michigan, MDOT itself, and the cities and townships along the corridor, and that committee's vote is what actually authorizes a project to draw federal dollars.
This is the layer our asks have mostly skipped so far. A legislative appropriation gets a study funded. It does not, by itself, commit federal construction money, that still runs through the TIP vote. The same WATS Policy Committee discussed the original US-23 study's scope and alternatives in 2024, the same year the Trains Not Lanes campaign got the project's widening alternatives eliminated, partly by engaging this committee directly rather than relying on public comment alone. Their account of that campaign is the closest precedent we have for what actually moves this process. This campaign is working through MDOT's University Region planning staff directly rather than asking the public to contact them on our behalf.
Source: MDOT Highway Noise Analysis and Abatement Policy. Type 1 and Type 2 definitions are codified under 23 CFR 772 and State Transportation Commission Noise Abatement Policy #10136. The Type 2 suspension notice appears on the MDOT Noise Abatement program page. The US-23 Type 1 classification is documented in the US-23 Ann Arbor Noise Report (November 2025). TIP and Policy Committee structure documented on the WATS Transportation Improvement Program page.
Our asks
- Institutional record: Formal resolutions of support from the City of Ann Arbor, Ann Arbor Township, and Washtenaw County, naming this corridor and requesting MDOT/WATS action. This is the documented record MDOT and WATS actually respond to.
- WATS / TIP: That the WATS Policy Committee place a northeast corridor noise study on the Transportation Improvement Program, the vote that actually authorizes federal funding, not just a study sitting on a wish list.
- Legislative appropriation: A dedicated appropriation for a noise study and barrier construction, modeled on PA 121 of 2024, as the funding source if the TIP/WATS route stalls.
- MDOT scope: That MDOT include this corridor in the active M-14 study, or in any future US-23/M-14 interchange study, which agency staff have indicated is anticipated given the interchange's outdated geometry and known merge issues.
Our goal is equitable mitigation, not criticism of past processes. We are asking for the same consideration already extended to other communities alongside these same highways.
Senator Sue Shink, who secured the PA 121 appropriation for the M-14 study, has cited the 1,000-signature Wines Elementary petition as the model that prompted MDOT to act. Demonstrated community support remains the most direct path to legislative attention, and petition signatures are part of that record.
But MDOT and WATS do not run on petitions. The residents who got this same project's original widening plans eliminated in 2024 built their case primarily through institutional resolutions and direct engagement with MDOT's regional staff and the WATS Policy Committee, not public comment alone. Their account of that campaign is worth reading before assuming the petition does the heavy lifting on its own.
The petition is closed, but it did its job. It's part of the record now. The next steps are institutional resolutions, legislative outreach, and MDOT's comment process.
Frequently Asked Questions
Why can't we just plant trees or vegetation instead of building walls?
Vegetation and earthen berms provide only minimal noise reduction (1–3 dB) and take many years to grow. Solid noise barriers can reduce noise by 5–15 dB, which is clearly noticeable and meets federal standards. MDOT and FHWA guidelines confirm that dense vegetation alone does not qualify as effective abatement for most residential areas.
How much do noise barriers cost and who pays?
Typical costs range from $1–3 million per mile depending on height, length, and terrain. For this corridor, a legislative appropriation (like the $3M already secured for the M-14 study via PA 121) is the most realistic path. Federal funds can cover a large portion when paired with state or local match.
What is the difference between Type 1 and Type 2 projects?
Type 1 is required when MDOT does major construction (new lanes, ramps, etc.). Type 2 is for adding barriers to existing highways with no new construction. Unfortunately, MDOT’s Type 2 program is currently suspended due to budget constraints.
What is the WATS TIP vote, and why does it matter more than the petition?
WATS (the Washtenaw Area Transportation Study) is the federally designated transportation planning body for the county. Before any project, however it gets funded, can spend federal highway dollars, it has to be placed on WATS's Transportation Improvement Program through a formal vote of its Policy Committee. A petition builds political pressure and can help secure a legislative appropriation, but it does not cast that vote. Getting this corridor into a study that actually gets built runs through institutional engagement with MDOT and WATS, not the petition alone.
Will this raise my taxes?
No. The requested legislative appropriation uses state transportation funds (often federal matching dollars). It does not require new local property taxes. Successful projects in Troy and elsewhere followed this model without increasing resident taxes.
When could barriers actually be built?
If the Legislature funds a study this year, design and construction could begin within 2–4 years, similar to the timeline for other recent MDOT noise projects in Ann Arbor.
Official References and Background Materials
All claims in this briefing are grounded in publicly available MDOT project documentation, state legislation, and peer-reviewed research.
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Download
NE A2 Barriers — Community Overview (.docx, 17 KB) Full community briefing covering the study gap, affected neighborhoods, health impacts, and legislative ask. Suitable for sharing with neighbors, HOA boards, and elected officials.
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MDOT Policy
MDOT Noise Abatement Program (Type 1 & Type 2) Official MDOT policy page defining Type 1 and Type 2 noise projects. Confirms the Type 2 voluntary program is currently suspended due to budget constraints. Applications are not being accepted.
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MDOT
M-14 Ann Arbor Noise Analysis (PA 121 of 2024) Official MDOT study page. Coverage: Newport Road to North Maple Road. Funded by the Michigan Legislature, $3M appropriation.
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MDOT
US-23 Ann Arbor Noise Report (November 2025) Official MDOT noise analysis report. Confirms the US-23 study was conducted as a Type 1 project triggered by planned construction. Documents the six approved noise barriers and the boundary at Earhart Road.
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MDOT
US-23 Improvement Study, Ann Arbor Official MDOT study page. Northern boundary revised to just north of Earhart Road (November 2025). Six sound barriers approved for communities within the study corridor following a summer 2025 resident vote.
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MDOT Press Release
MDOT Kicks Off M-14 Noise Study in Ann Arbor (January 30, 2026) Official announcement of the M-14 noise study commencement. Confirms legislative mandate and study scope.
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Legislation
Michigan Public Act 121 of 2024 The appropriations act that funded the M-14 noise study. Relevant language at page 363 of the enrolled bill.
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City of Ann Arbor
Ann Arbor 2025 Draft Comprehensive Plan Draft plan designates density increases along Plymouth Road and the US-23 corridor. Strengthens the long-term rationale for noise mitigation infrastructure along the gap corridor.
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WATS / MPO
WATS Transportation Improvement Program (TIP) Official WATS page. The TIP is the near-term list of projects approved to receive federal funding. Placement requires a formal vote of the WATS Policy Committee, whose members include the County Board, Road Commission, TheRide, the University of Michigan, and MDOT.
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City of Ann Arbor
Resolution R-23-386 (October 16, 2023) Ann Arbor Council resolution opposing added lanes and calling for continuous walking/biking connections across US-23. Precedent for the institutional resolutions this campaign is now seeking.
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City of Ann Arbor
Resolution R-24-091 (March 18, 2024) Ann Arbor Council resolution supporting TheRide's transit alternative for the US-23 corridor. A second example of council resolution language used as direct leverage with MDOT on this same project.
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Background
Streetsblog: How Ann Arbor Advocates Got a Highway Expansion Cancelled (2024) Account of the Trains Not Lanes campaign, which eliminated the original I-94-to-M-14 widening alternatives on this same corridor through institutional resolutions and direct WATS/MDOT engagement. The closest precedent for our funding strategy.
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Background
Bridge Michigan: Troy Residents Get $10M State Sound Walls Context on how comparable communities secured legislative appropriations for sound barrier construction through resident petition and elected-official advocacy.
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Background
CBS Detroit: Soundwall Construction Begins Along Northbound I-75 in Troy Coverage of the Troy soundwall project moving from appropriation to construction, a 2.7-mile, two-year build. Shows the full arc from legislative funding to built barrier that this campaign is asking Michigan to fund here.
Contact Your Representatives
Direct constituent communication matters. If you live in the affected corridor, your message carries weight. Send a brief note identifying yourself as a constituent and asking for support on sound barrier funding.
Share This Page
Help spread the word by sharing this page with neighbors in the corridor.
Questions about this effort? This is a resident-initiated advocacy campaign, not an HOA communication. Contact: nea2barriers@gmail.com
The Petition Is Closed
We closed the petition on July 17, 2026 with over 1,525 signatures from the corridor. It's still live on Change.org as a public record, and the fight for a formal noise study continues through Senator Shink's office, MDOT's comment process, and local resolutions.
View the Petition on Change.org →