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Complete Streets Technical Report

Prepared by the Genesee County Metropolitan Planning Commission

“Shaping our Transportation Future Together”Genesee County

2035 Long Range Transportation Plan

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Genesee County Complete Streets Technical Report Introduction………………………………………………………………….…………………………………..…………………….…………1 Complete Streets Vision Statement for Genesee County………………………………………………………..…….2 What Is A Complete Street………………………………………………………………………………………………………..…….2 Complete Streets Goals, Objectives and Action Steps………………………………………………………..…………4 Complete Streets Policies………………………………………………………………………………………………………..……….6 Road Diet Study…………………………………………………………………………………………………………………………..…..7 Road Diet Study Methodology…………………………………………………………………………………..…………………16

List of Figures Example of a Road Diet………………………………………………………………………………………………………………….7 Intersection Safety Benefits Example……………………………………………………………………...…………………….8 Crash Data…………………………………………………………………………………………………………………..…………………12 4 to 3 Lane Conversion…………………..…………………………………………………………………………………….……….15 4 Lane Road Diet Study Area………………………………………………………………………………………..……………17 Recommendations/Ratings………………………………………………………………………………………………….……….18

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Genesee County Complete Streets Technical Report

“The streets of our cities and towns ought to be for everyone, whether young or old, motorist or bicyclist, walker or wheelchair user, bus rider or shopkeeper. But too many of our streets are designed only for speeding cars, or worse, creeping traffic jams. They’re unsafe for people on foot or bike — and unpleasant for everybody.” –National Complete Streets Coalition

Introduction A national movement is taking shape in communities across the country to complete the streets. The movement can be summed up in a simple statement: Streets are for people not just automobiles. States, cities and towns are asking their planners, engineers and designers to build road networks that welcome all citizens. The Genesee County Metropolitan Alliance wants to also create a transportation network that is safe, accessible and efficient for all the citizens of Genesee County.

Photo courtesy of completestreets.org

Photo courtesy of pedbikeimages.org

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The Complete Streets vision statement for Genesee County: “Transportation improvements in Genesee County are planned, designed and constructed to encourage walking, bicycling, and transit use while promoting safety for all users.”

What is a Complete Street?

By definition, Complete Streets are designed and operated to enable safe access for all users. Pedestrians, bicyclists, motorists and transit riders of all ages and abilities must be able to safely move along and across a complete street.

Complete Streets Background Complete Streets is a way of looking at the public right-of-ways in the community as not just a place for cars to travel but a place for people to travel. A Complete Street is a safe, comfortable and convenient street for travel via automobile, foot, bicycle, and transit. There is not one particular best practice for Complete Streets, but a way of considering the possible users of a street and accommodating them in the best way possible. Remember, every trip you take in an automobile begins and ends with walking.

Some design elements of a complete street may include:

• Sidewalks • Bike lanes • Non-motorized paths • ADA Accessible crosswalks and

ramps • ADA Accessible bus stops and

shelters • Pedestrian crossings at signalized

intersections • Bridges with non-motorized

access • Road Diets



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Things you may find on a Complete Street:

• People of all ages and abilities walking or bicycling • Outside dining areas • Busy downtown pedestrian areas • People waiting for a bus

Complete Streets work well with other types of transportation projects including:

• Traffic Safety Improvement Projects

• Safe Routes to School Initiatives • Regional Trails and Greenway

Systems • Downtown Development Projects • Streetscape Projects • Transit Projects

Benefits of a Complete Street: The follow is a list of benefits of complete streets as identified by the National Complete Streets Coalition: Complete streets make economic sense. A balanced transportation system that includes complete streets can bolster economic growth and stability by providing accessible and efficient connections between residences, schools, parks, public transportation, offices, and retail destinations. Complete streets improve safety by reducing crashes through safety improvements. One study found that designing for pedestrian travel by installing raised medians and redesigning intersections and sidewalks reduced pedestrian risk by 28%. Complete streets encourage more walking and bicycling. Public health experts are encouraging walking and bicycling as a response to the obesity epidemic, and complete streets can help. One study found that 43 percent of people with safe places to walk within 10 minutes of home met recommended activity levels, while just 27% of those without safe places to walk were active enough. Complete streets can help ease transportation woes. Streets that provide travel choices can give people the option to avoid traffic jams, and increase the overall capacity of the transportation network. Several smaller cities have adopted complete streets policies as


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one strategy to increase the overall capacity of their transportation network and reduce congestion. Complete streets help children. Streets that provide room for bicycling and walking help children get physical activity and gain independence. More children walk to school where there are sidewalks, and children who have and use safe walking and bicycling routes have a more positive view of their neighborhood. Safe Routes to School programs, gaining in popularity across the country, will benefit from complete streets policies that help turn all routes into safe routes. Complete streets are good for air quality. Poor air quality in our urban areas is linked to increases in asthma and other illnesses. Yet if each resident of an American community of 100,000 replaced one car trip with one bike trip just once a month, it would cut carbon dioxide (CO2) emissions by 3,764 tons of per year in the community. Complete streets allow this to happen more easily.

Complete Streets Goals, Objectives, and Action Steps Goal: Complete the Streets in Genesee County Objective: Inventory the need for Complete Streets

Action Steps: Complete a sidewalk inventory of Genesee County Action Steps: Include questions about the need for Complete Streets in future transportation surveys

Objective: Approve and follow the Complete Streets Policy for Genesee County

Action Steps: Ensure that all road agencies agree to implement the Complete Streets policy

Objective: Evaluate and select projects that fit complete streets policy Action Steps: Utilize the Complete Streets Policy for Long Range

Transportation Plan (LRTP) and Transportation Improvement Program (TIP) Projects

Objective: Implement road diets suggested in the Road Diet Study Action Steps: Utilize the Complete Streets Policy for Long Range

Transportation Plan (LRTP) and Transportation Improvement Program (TIP) Projects

Goal: Educate local officials and road agencies about Complete Streets Objective: Host trainings regularly about Complete Streets

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Action Steps: provide local training opportunities about Complete Streets for transportation planners, road agencies and engineers on an annual basis Action Steps: provide technical assistance to road agencies when needed about implementing Complete Streets in their communities

Objective: Advocate for Complete Streets when new road projects when possible

Action Steps: Document and publicize success stories about implementation of Complete Streets Action Steps: Work with other organizations such as Safe and Active Genesee for Everyone (SAGE), the Disability Network, and Clio Healthy Communities Initiative as well as other organizations to reach out to the community about the need for Complete Streets

Guiding Principles of Complete Streets Complete Streets are designed and operated to enable safe access for all users. Pedestrians, bicyclists, motorists and transit riders of all ages and abilities must be able to safely move along and across a complete street. In order to complete our streets in Genesee County changes in the policies and practices of our transportation agencies need to occur. A Complete Streets policy ensures that the entire right of way is routinely designed and operated to enable safe access for all users. Transportation agencies must ensure that all road projects result in a street that is appropriate to local context and needs as determined by the transportation agency.


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Complete Streets Policies Policy 1: Coverage Area Complete Streets policies shall cover all roads in Genesee County that are part of the Federal Aid Road System. Policy 2: Design Guidelines All transportation improvements shall be constructed in accordance with prevailing ADA guidelines and AASHTO and existing MDOT standards. Policy 3: Planning Documents All Federal Aid Road Projects in the Genesee County Metropolitan Alliance Long Range Transportation Plan (LRTP) and Transportation Improvement Program (TIP) shall be evaluated according to the guiding principles of Complete Streets. Policy 4: Maintenance Maintenance agreements with clearly defined roles and responsibilities shall be established for any non-motorized facilities before the facilities are built. Policy 5: New Development Municipalities should consider adopting a Complete Streets policy and that all new development site plans, residential and non-residential, should provide non-motorized facilities.

• Built to ADA guidelines and AASHTO standards • With adjacent connections to existing or future non-motorized facilities • Regardless of land use, location or National Functional Classification • At the minimum, along the road frontage Right-of-Way • Consultation with local road and transit agencies should occur during the site

plan review process

The following exceptions are suggested:

• Residential developments with one dwelling unit per more than five acres • If the cost of providing non-motorized facilitates becomes burdensome to the

total infrastructure cost associated with the development


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• The provision of non-motorized facilities is environmentally unfeasible due to natural resource constraints

• Along or to a facility where pedestrians and bicycles are prohibited (i.e. freeways)

Road Diet Study Although there are many ways to complete a street, this technical report includes an in-depth look at one low-cost and simple complete street technique that can improve traffic safety, provide room for bike lanes and make it safer for pedestrians and bicyclists to travel, road diets. A road diet is a reconfiguration reducing the number of traffic lanes on a roadway to accommodate the introduction of a center-turn lane, on-street parking, bike lanes, a dedicated transit lane or a combination of these street amenities. Example of a Road Diet


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Benefits of a Road Diet

Safety Road diets involve reducing the number of lanes for 4-lanes to 3-lanes (2-lanes with a center turn lane). This benefits all modes of transportation. It improves safety removing the left-turn movements from the through lanes, fewer head-on left turn and rear end accidents will occur. At intersections the benefits of a turn lane are very evident, separating left-turning vehicles from through traffic For pedestrians it makes crossing the street easier. It is simply easier to cross three traffic lanes than four. As a pedestrian looking for a safe crossing at an intersection you have to determine what each car is going to do, you know that if they are in the center-turn lane they will be turning soon, and in the through lane they will be traveling through or turning right. It makes it easier for a pedestrian to judge a vehicles behavior. The center-turn lane can also act as a refuge for a pedestrian caught out in the middle of a road trying to cross.

Intersection Safety Benefits Example

Pedestrian Crossing, University Boulevard, City of Flint

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Traffic Calming This also produces a traffic calming effect. All of the vehicles move along the street at about the same speed, this eliminates the merge and weave movements that can occur on a four-lane roadway. Traffic calming measures in residential areas, school zones, and downtown shopping areas a lower speed and traffic calming measures can be very desirable.

Bike Lanes Removing a lane of travel can also provide room for bike lanes on the outside of the travel lane, a simple way to get bicycle facilities for the community at low cost. With the tough economic times we are seeing more and more bicyclists on our roadways, with additional bike lanes the number of bicyclists will continue to rise. In the City of Flint all students living within 1.5 miles of their school cannot use school bus service. They must walk, bike or get a ride from an adult to school. Additional bike lanes in a community like Flint can greatly help students get to school safely.

Parking Some commercial areas are in need of on-street parking. Where feasible, the eliminated travel lane can be used to accommodate on-street parking, such as in downtown shopping districts, and small mixed residential/ commercial corridors, near schools and churches.

Other Road Diet Benefits

• Improves livability of a community and quality of life for residents

• Great for increasing mobility and accessibility for elderly and disabled

• Re-striping and signage is an inexpensive fix for roadway operations • Great for urban areas • Option for additional streetscape enhancements • Improves walkability

Traffic Calming, Flushing Rd, City of Flint

Photo courtesy of Dan Bearden

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Road Diet Pro’s Road Diet Con’s

Traffic Calming-Slows traffic, eliminates speeding and merge-and-weave driving. Slower traffic in downtown shopping areas encourages window-shopping and looking at stores.

Slows traffic- all through traffic needs to travel in one lane and therefore is limited by the speed of the slowest driver

Improves safety- fewer accidents because left-turning movements are removed from the through travel lane

May cause difficulty in pulling out into the roadway from a driveway or side-street if traffic volumes are high (above 15,000 vehicles per day) especially during peak travel hours, because of lack of breaks in the travel lane for merging traffic.

Ability to utilize right-of-way for other purposes such as bicycle lanes, parking, or streetscape enhancements

Slight decrease in roadway capacity, due to loss of a travel lane.

Inexpensive roadway design fix, especially when implemented as part of an existing repaving project.

If road diet is on a bus route, bus stops can stop traffic.

Ability to improve lane width to standard 12 ft wide lanes where roads are too narrow and not meeting standards.

Driver Expectations- People used to driving on the road as a 4-lane will have to get used to the 3-lane configuration

When is a road diet appropriate?

• Average Daily Traffic Count (ADT) of 15,000 to 10,000, might be road diet feasible. ADT of under 10,000 highly likely as feasible.

• When narrow lane widths prohibit correct use of 4-lane roadway. 12 ft lane width is standard, less than 12 ft lane width can prohibit cars from passing safely.

• When land use on a corridor produces lots of turning movements such as a block-style street grid, shopping areas along a corridor, school zones, etc.

• When rates of traffic accidents for head on, head on – left turn, angle, rear end, and rear end – left turn crashes are higher than average for similarly functionally classified roadways.

• When bike lanes are needed in the area. • When a parallel route exists with a higher capacity (5-lane road) • When traffic calming is needed • When on-street parking is needed

N Grand Traverse St, City of Flint

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Why did we build 4-lanes roads in the first place? Population in Genesee County in the 1950’s through the 1970’s was seeing enormous growth. During this time there was a large increase in auto ownership and movement from the City of Flint to the surrounding suburban community. This produced an increased need for adding capacity to the roadway throughout Genesee County (widening projects). Population projections during this time anticipated that this growth would continue into the future. Transportation planning in Genesee County uses a population projection for the next 25 – 30 years as a basis for improvements to the transportation system. We planned for growth by widening roads in some areas, but that growth simply did not come to fruition. After the decline of the automobile industry in Genesee County, we saw a major loss of population and therefore less demand for wide roads. At that time and up until the 1990’s the preferred roadway configuration was a 4-lane road, when a 2-lane road needed to be widened. Now, with the additional safety measures taken into consideration, 3-lane and 5-lane roads are the preferred design. The 4-lane road is becoming obsolete.

Examples of Implemented Genesee County Road Diets There are many roads in Genesee County that have undergone a road diet. Many carry a significant amount of traffic, even over the 15,000 vehicles per day that we used as our limit for a road diet. These segments of road work well as a 3-lane. Traffic crash data collected for the most recent three-lane conversions shows traffic overall non-alcohol and non-deer related crashes were reduced overall by 15% to 47% after the lane conversions. In every case studied the conversion to three lanes reduced head-on left turn crashes, rear-end crashes and side-swipe crashes from the same side of the road. Traffic crash data analyzed was from the years 1996-2007, excluding the year of the conversion and no alcohol or deer-related crashes were included.

Main Street, City of Flushing

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Overall Crash Data Analysis of Existing 3-Lane Conversions in Genesee County

Corridor Crash Data Analysis

Davison Road

Changed to a 3-lane Road in 2001ADT: 11,588 (2001)

Crash TypeNumber of Crashes

Years of Data

Crashes Per Year

Number of Crashes

Years of Data

Crashes Per Year

Head On Crashes 7 5 1.40 7 6 1.17 -16.67%Head On -Left Turn Crashes 73 5 14.60 63 6 10.50 -28.08%

Rear End Crashes 215 5 43.00 218 6 36.33 -15.50%Rear End -Left Turn Crashes 10 5 2.00 23 6 3.83 91.67%

Side Swipe -Same Side Crashes 76 5 15.20 75 6 12.50 -17.76%Side Swipe -Opposite Side Crashes 24 5 4.80 20 6 3.33 -30.56%

All Non-alcohol & Non-Deer Related Crashes 865 5 173.00 877 6 146.17 -15.51%

Before Conversion After Conversion Percent Change per

Year

Lewis St to Dort Highway, City of Flint

Dupont Street

Changed to a 3-lane Road in 2005ADT: High 13,148 (2001) -Low 11,284 (2001)


Years of Data

Crashes Per Year

Number of Crashes

Years of Data

Crashes Per Year


Rear End Crashes 158 9 17.56 16 2 8.00 -54.43%Rear End -Left Turn Crashes 21 9 2.33 1 2 0.50 -78.57%



Pasadena to Welch St, City of Flint


Year

Crash Type Davison RdDupont St

Flushing/Fifth Ave

ML King Jr Blvd Miller Rd

Univerity Ave Vienna Rd

Head On Crashes -16.67% -30.77% -100.00% 129.17% -42.86% -100.00% -61.96% -31.87%Head On -Left Turn Crashes -28.08% -74.29% -100.00% -40.48% -36.57% -100.00% -23.59% -57.57%

Rear End Crashes -15.50% -54.43% -28.87% -45.93% -28.93% -53.49% -20.56% -35.39%Rear End -Left Turn Crashes 91.67% -78.57% -100.00% -16.67% -36.73% -100.00% -12.50% -36.12%

Side Swipe -Same Side Crashes -17.76% -55.56% -48.28% -41.67% -15.33% -31.03% -20.15% -32.82%Side Swipe -Opposite Side Crashes -30.56% -5.26% -100.00% -16.67% 33.33% -100.00% -54.63% -39.11%

All Non-alcohol & Non-Deer Related Crashes -15.51% -47.09% -41.74% -37.91% -23.23% -35.15% -25.82% -32.35%

Percent Change per

Year

Average Annual Crash Reduction Rates After 3-Lane Conversion in Genesee County

Davison Rd, Dupont St, Flushing Rd/ Fifth Ave, ML King Jr Blvd, Miller Road, University Ave, Vienna Rd

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Fifth Avenue/ Flushing Road

Changed to a 3-lane Road in 2006 New Sidewalks Upgraded to ADA Compliant with Conversion ProjectADT: High 15,709 (2001) - Low 15,024 (2001)


Years of Data

Crashes Per Year

Number of Crashes

Years of Data

Crashes Per Year





Ballenger Highway to Martin Luther King Jr Blvd, City of Flint


Year

Martin Luther King Jr Boulevard

Changed to a 3-lane Road in 2001 Added on Street Parking With ProjectADT: 5,364 (2007)


Years of Data

Crashes Per Year

Number of Crashes

Years of Data

Crashes Per Year

Head On Crashes 4 5 0.80 11 6 1.83 129.17%Head On -Left Turn Crashes 98 5 19.60 70 6 11.67 -40.48%




Fifth Avenue to Welch Boulevard


Year

Miller Road

Changed to a 3-lane Road in 2000 Bike Lanes Added with the ProjectADT: High 15,361 (2007) - Low 13,566 (2007)


Years of Data

Crashes Per Year

Number of Crashes

Years of Data

Crashes Per Year



Side Swipe -Same Side Crashes 137 4 34.25 203 7 29.00 -15.33%Side Swipe -Opposite Side Crashes 9 4 2.25 21 7 3.00 33.33%


Elms Road to Seymour Road, City of Swartz Creek


Year

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Additional 3-Lane Conversions in Genesee County The three corridors below were converted to a 3-lane road before the study period. Crash data was unavailable for the before-conversion period and there for a comparison of the crash reductions on these corridors could not be completed. A map of all the 3-Lane Roads is located on page 15. Main Street From Chestnut Street to Seymour Road in the City of Flushing Changed to a 3-lane road in 1990 ADT: High 12,764 (2007) – Low 6,920 (2007) Court Street From Avon Street to Dort Highway in the City of Flint Changed to a 3-lane road in 1996 ADT: High 12,537 (2003) – Low 11,492 (2001) Shiawassee Road From Owen Road to Leroy Street in the City of Fenton Changed to a 3-lane road in 1998 (estimated) ADT: 13,667 (2005)

University (Third) Avenue

Changed to a 3-lane Road in 2006 Streetscape lighting, boulevard, benches, and landscaping addedADT: High 6,934 (2005) - Low 4,086 (2007)


Years of Data

Crashes Per Year

Number of Crashes

Years of Data

Crashes Per Year





Saginaw Street to Sunset Drive, City of Flint


Year

Vienna Road (M-57)

Changed to a 3-lane Road in 2003 Wide shoulders for bicycling and downtown parking added with projectADT: High 17,370 (2006) - Low 15,008 (2007)


Years of Data

Crashes Per Year

Number of Crashes

Years of Data

Crashes Per Year





Saginaw Road to Jennings Road, Vienna Township and City of Clio


Year

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Road Diet Study Methodology The Road Diet Study took a look at select 4-lane road segments in Genesee County, in order to asses whether or not they were good candidates for 3-lane conversions. All 4-lane roads in the Genesee County federal aid road network were identified. 4-lane roads that are currently congested or are in areas anticipated to see future traffic congestion based on current land use trends were removed from the study before further data collection. Field investigation of each corridor was conducted and a database was complied of relevant road attributes for an assessment of the overall suitability of each corridor for a road diet.

Some of the data collected in order to determine lane conversion suitability includes:

2005-2007 crash data Lane width Speed Limits Surface type Average Daily Traffic Count (ADT) Number of traffic signals Land use Photographs were taken and the road width was measured in the field along each corridor. Where the road width changed along the corridor additional measurements were taken. Some segments of road were split after data collection, when the corridor was very long and only partially recommended for a road diet (i.e. Beecher Road). All of the data collected was utilized when considering in the road for a road diet and recommendations were made for each corridor. A 4-scale rating system using traffic lights was developed for measuring the compatibility of each segment for a road diet.

Road Diet Rating Scale: * Not recommended for a road diet ** Not recommended unless some other factor on the roadway is adjusted *** A good candidate for a road diet **** A very good candidate for a road diet These recommendations will be shared with the local road agencies in Genesee County and the GCMA staff will work with the local road agencies on strategies for implementing the findings of this study which are at the discretion of the local road agencies for implementation. A map of the study area is shown on page 17 and the recommendations for each road segment are shown in the map on page 18. A summary chart of the findings from the study follows the maps along with individual study results for each road segment.

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12th StFrom: Grand TraverseTo: Miller

Number of Signals: 6

Driveways and Side Streets: Few

Land Use: School, Residential, Industrial

Left Turn Lane: Miller, Van Slyke, Grand Traverse

Speed Limit: 30-45

Width Inside Lane: 11

Width Outside Lane: 12

Total Width: 46Bus Route: NoHigh ADT: 13585Low ADT: 4090

Rear End Crashes: 40Rear End Left Turn Crashes: 1Head On Crashes: 5Head On Left Turn Crashes: 38

Time of Return on Re-stripping Safety Project: 0.32

Total 4-types of crashes: 84Crashes per mile per year: 8.48

This is a good candidate for a road diet. The street has a high crash rate and narrow lane widths. The ADT is low and capacity issues should not be a problem. Around the curve at S. Ballenger Hwy is an area with a lot of crashes, having the lanes reconfigured as a three lane with a center-turn lane will provide a buffer between the two directions of traffic and help with limiting head-on collisions. One head-on fatality has occurred on this road. Adding a bike lane on 12th Street/S Ballenger Hwy will provide a connection to the Grand Traverse Greenway Trail which crosses 12th St between Fenton Road and Grand Traverse and a connection to Southwestern Academy.

2005-2007 Crash Data

Complete Streets 4 To 3 Lane Conversion Study

Recommendations

As a 4 Lane: A As a 3 Lane: A-B-C

As a 4 Lane: AAs a 3 Lane: A-B-C

2005 Level of Service 2035 Level of Service

***

AthertonFrom: CenterTo: Van Slyke


Driveways and Side Streets: Many

Land Use: Residential, Park, Golf Course

Left Turn Lane: Saginaw, Dort, Center, Van Slyke

Speed Limit: 35-40



Total Width: 44Bus Route: YesHigh ADT: 17462Low ADT: 13433




This is a good candidate for a road diet. The street has a high crash rate and narrow lane widths. Many parts of this road are residential and there are many driveways and side streets throughout the area. The traffic count between Saginaw St and I-475 is high and may be near the upper limit for a three-lane conversion, but through signal timing the capacity of the roadway can be improved.



Recommendations


As a 4 Lane: A-BAs a 3 Lane: A-B-C


***

AverillFrom: DavisonTo: Lapeer Rd


Driveways and Side Streets: Few/None

Land Use: School, Park, Industrial

Left Turn Lane: Lapeer, Davison, Longway, Court

Speed Limit: 30-40







This is an area with industrial use. There are not many driveways and traffic volumes are low. One of the major industrial complexes has just closed on this street so traffic volumes will continue to go down in the future. The street would work well for a road diet and would be one of the best candidates for a north-south bike lane in the east side of the City of Flint.



Recommendations




***

BeecherFrom: LindenTo: Ballenger Hwy


Driveways and Side Streets: some

Land Use: Residential, Commercial

Left Turn Lane: Ballenger, Linden

Speed Limit: 45



Total Width: 50Bus Route: Yes 12High ADT: 16523Low ADT: 10062




This section is not recommended for a road diet. The traffic count between Linden and I-75 is over 15,000 the recommended limit for a three-lane conversion. The real limiting factor here is the two different types of pavement, asphalt on the inside lanes and concrete on the outside lanes. When re-striping fades over time and especially at night this could create a very difficult situation for motorists. The contrasting colors of the pavement will show a different driving pattern than the re-striping. For this reason we feel that this is not a good candidate for a road diet.



Recommendations

As a 4 Lane: A-B As a 3 Lane: B-C-D

As a 4 Lane: A-BAs a 3 Lane: B-C-D


*

BeecherFrom: BallengerTo: Court St


Driveways and Side Streets: many

Land Use: Residential

Left Turn Lane: Ballenger

Speed Limit: 35



Total Width: 46Bus Route: YesHigh ADT: No CountLow ADT: No Count




This is a good candidate for a road diet. The corridor has a high number of crashes per mile and one fatality involving a head-on left-turn accident. The area is residential with lots of turning movements due to the many side streets and driveways. A three lane road configuration would have a traffic calming effect on this street and the addition of a bike lane with the road diet is recommended.



Recommendations

As a 4 Lane: A As a 3 Lane: B

As a 4 Lane: AAs a 3 Lane: B-C


****

BristolFrom: SaginawTo: Laurel Ave (just west of Dort)




Left Turn Lane: Dort

Speed Limit: 40-45







This corridor is not recommended for a road diet. It has a high traffic count and the roadway on either end of this segment is currently 5-lanes. Bristol Road is a highly commercial corridor through this area with existing left turn lanes at Saginaw St and Dort Highway. The corridor will be undergoing signal timing upgrades that should help with the movement of traffic along this corridor.



Recommendations

As a 4 Lane: A-B As a 3 Lane: A-B-C

As a 4 Lane: A-BAs a 3 Lane: A-C-D


*

CarpenterFrom: ClioTo: Saginaw St




Left Turn Lane: Clio, ML King, Saginaw

Speed Limit: 35







This is a good candidate for a road diet. The traffic count is within the range of 10,800 – 8,700 vehicles per day, there are also a high number of crashes on this corridor and two high schools. The speed limit is only 35 mph so a road diet with a bike lane could be a good fit for this residential and commercial corridor. The bike lane should extend beyond Saginaw Street to Bray Road as a bike lane and sidewalk or a non-motorized pathway to connect into the Flint River Trail at Bray and Carpenter Roads.



Recommendations




***

ChevroletFrom: University AveTo: Glenwood



Land Use: Kettering University

Left Turn Lane: Chevrolet

Speed Limit: 30







This is a good candidate for a road diet. To the north of University Ave the road becomes a boulevard, to the south it ends at Second St and Glenwood a one-way street pair that has been identified for conversion to two-way roads with a bike lane on Glenwood/Kearsley and Second Streets heading into downtown. This segment of road also intersects the proposed Genesee Valley Trail, a 5 mile trail from Downtown Flint to Linden Rd in Flint Township. The trail has an on-street connection on Chevrolet Ave from Bluff St to the old railroad line (about ¼ mile). Kettering University is also located here and this would provide a great connection for the students to the new bike lanes and trail.



Recommendations




****

ClioFrom: TuscolaTo: Stanley



Land Use: Mixed-Commercial, Farmland, Residential

Left Turn Lane: Mt Morris, Vienna

Speed Limit: 25-45







This is a not good candidate for a road diet because of the inside lane is asphalt and the outside lane is concrete. Restriping this as a three-lane road on grey concrete and black asphalt would make it difficult for motorists to determine the correct lane markings as the pavement marking wear off over time. This could result in more accidents. All other factors lead to Clio Road as a good candidate for a road diet and re-striping the outside lane as a bike lane.



Recommendations

As a 4 Lane: A As a 3 Lane: A-B

As a 4 Lane: A-BAs a 3 Lane: B-C


**

ColdwaterFrom: ClioTo: Dort Hwy



Land Use: Industrial, Residential, Commercial

Left Turn Lane: Saginaw, ML King/Detroit

Speed Limit: 45







This is a good candidate for a road diet. It has a low traffic volume, a lot of driveways and side streets and is a primarily residential and commercial corridor. Beecher Schools in the area working on a Safe Routes to School program that could benefit from the addition of a bike lane for students to get to school, there is no school bus system in the Beecher district.



Recommendations


As a 4 Lane: AAs a 3 Lane: A-B-C


***

CorunnaFrom: BallengerTo: Court St



Land Use: Residential, Commercial, School


Speed Limit: 35







This could be a good candidate for a road diet but the traffic count is just on the high side of what we would consider feasible. There are however a lot of accidents due to the high number of turning movements. Therefore is possible if MDOT would like to mitigate the crashes on this roadway to re-configure this as a three lane roadway.



Recommendations

As a 4 Lane: A-B As a 3 Lane: B-C



**

CourtFrom: CorunnaTo: Ballenger Hwy



Land Use: Residential, Commercial Cemetery

Left Turn Lane:

Speed Limit: 35







This is a good candidate for a road diet. It is a narrow roadway at 38 ft it cannot function properly as a four-lane. It is very difficult to pass a vehicle with the lane widths that narrow. A bike lane connection to the proposed Genesee Valley Trail and Beecher Road will also help in creating an interconnected bike system for the area.



Recommendations




****

CourtFrom: Center To: Dort Hwy



Land Use: Commercial

Left Turn Lane: Center, Dort

Speed Limit: 40







This is a good candidate for a road diet to add a bicycle lane in this area, traffic volumes are low. After crossing Dort Highway the residential side streets along Court Street can make a good bicycle connection to the cultural center and the Applewood Trail at Mott Community College.



Recommendations

As a 4 Lane: A As a 3 Lane: B-C



***

CrapoFrom: Court StTo: Kearsley



Land Use: School, Residential, Cultural Center

Left Turn Lane: Court

Speed Limit: 25







This is a good candidate for a road diet. It has a high school and middle school on this less than ½ mile long road and connections to many of the Flint Cultural Center attractions. A three lane configuration on this street would provide dedicated additional parking that is sorely needed in this area. In front of the Flint Public Library the street is striped as a two lane at 38 ft wide, re-striping to a three lane in this section and running the three-lane configuration all the way to Chavez with parking would add continuity.



Recommendations

As a 4 Lane: A As a 3 Lane: A

As a 4 Lane: AAs a 3 Lane: A


***

DavisonFrom: DortTo: Averill



Land Use: Industrial, Commercial

Left Turn Lane: Dort, Averill

Speed Limit: 35



Total Width: 50Bus Route: NoHigh ADT: No CountLow ADT: No Count



Total 4-types of crashes: 26Crashes per mile per year: 17

This is a not good candidate for a road diet. It has five lanes at the intersection at Dort and Averill and after Averill becomes a five lane road. This is also an industrial and commercial corridor with the deconstruction of Delphi Automotive Complex currently ongoing in this area.



Recommendations

As a 4 Lane: B-C As a 3 Lane: D-E

As a 4 Lane: B-CAs a 3 Lane: D-E


*

DavisonFrom: CenterTo: Belsay




Left Turn Lane: Genesee, Belsay

Speed Limit: 50







This is a not good candidate for a road diet. It has five lanes on either side of this segment and would probably be a better five lane road. It is a mostly commercial corridor with some residential areas. Connections via a sidewalk system from Flint though Burton to Davison would be the best bet for this roadway.



Recommendations

As a 4 Lane: B As a 3 Lane: C-D

As a 4 Lane: BAs a 3 Lane: C-D


*

DupontFrom: WelchTo: Flushing




Left Turn Lane:

Speed Limit: 35







This is a good candidate for a road diet. Dupont from Pasadena to Welsh is already a three-lane and is working very well for the corridor. The section already marked as a three-lane has a safer neighborhood feel than the sections that are still four lanes. The section of roadway that approaches Flushing Road currently functions as a two lane road; it narrows to a total width of 36 ft with an outside lane measuring 7 ft. A bike lane on Pasadena is recommended from Pierson Road to Chevrolet Avenue.



Recommendations


As a 4 Lane: AAs a 3 Lane: A-B


****

DupontFrom: PasadenaTo: Pierson



Land Use: Residential, Park

Left Turn Lane: Pierson, Stewart

Speed Limit: 35







This is a good candidate for a road diet. Dupont from Pasadena to Welsh is already a three-lane and is working very well for the corridor. The section already marked as a three-lane has a safer neighborhood feel than the sections that are still four lanes. A bike lane on Pasadena is recommended from Pierson Road to Chevrolet Avenue.



Recommendations




****

Fenton RdFrom: Grand Blanc RdTo: Hemphill




Left Turn Lane: Bristol, Maple, Hill, Grand Blanc

Speed Limit: 45







This is a not good candidate for a road diet. It has a high traffic count and lots of through traffic. Left-turn lanes have been added at the major intersections.



Recommendations

As a 4 Lane: A-B As a 3 Lane: C-D

As a 4 Lane: B-CAs a 3 Lane: C-D-E


*

Fenton Rd/ Ann Arbor StFrom: HemphillTo: Court St



Land Use: Residential, Commercial, College

Left Turn Lane:

Speed Limit: 35







This is a good candidate for a road diet. It is a narrow road with on-street parking just north of Atherton Road that limits the roadway capacity. There are lots of side streets and turning movements. A road diet on Fenton Road would be helpful with the addition of more on-street parking or a bike lane, safety issues on this section would be improved with a bike lane.



Recommendations

As a 4 Lane: A As a 3 Lane: C

As a 4 Lane: A-BAs a 3 Lane: C-D


****

Flint St (Davison East)From: M-15To: East City Limit




Left Turn Lane:

Speed Limit: 35






Total 4-types of crashes: 18Crashes per mile per year: 6

This is a good candidate for a road diet. It is a residential area and as you approach M-15 the need for a dedicated left turn lane is very evident. A road diet on this street would provide a safe turning lane and the traffic count in this area is low enough to support this type of lane configuration.



Recommendations

As a 4 Lane: A-B As a 3 Lane: A-B-C



****

FlushingFrom: LindenTo: Ballenger Hwy




Left Turn Lane: Ballenger, Linden

Speed Limit: 35-45







This is a not good candidate for a road diet. All other factors would make it a great candidate with the exception of the pavement type. This is an asphalt inner lane with a concrete outside lane and will only make a good road diet candidate if reconstructed so that the pavement type is the same across the entire roadway. A bicycle lane is really needed from Elms to I-75 overpass as a connection to the Flint River Trail which is planned for I-75 to downtown Flint.



Recommendations

As a 4 Lane: A-B As a 3 Lane: A-B-C-D

As a 4 Lane: A-B-CAs a 3 Lane: B-C-D


**

FlushingFrom: LindenTo: Elms




Left Turn Lane: Linden

Speed Limit: 45







This is a not good candidate for a road diet. All other factors would make it a great candidate with the exception of the pavement type. This is an asphalt inner lane with a concrete outside lane and will only make a good road diet candidate if reconstructed so that the pavement type is the same across the entire roadway. A bicycle lane is really needed in this area as a connection to the Flint River Trail.



Recommendations

As a 4 Lane: A-B As a 3 Lane: C

As a 4 Lane: BAs a 3 Lane: C


**

GeneseeFrom: Mt MorrisTo: Stanley



Land Use: Residential, Some Commercial, Schools

Left Turn Lane:

Speed Limit: 35







This is a good candidate for a road diet. As a three-lane road travel speeds in Genesee will be kept at a safer level and the addition of bicycle lanes and/ or additional on-street parking will give the community more of a small town feel.



Recommendations

As a 4 Lane: A As a 3 Lane: B

As a 4 Lane: AAs a 3 Lane: B


****

GeneseeFrom: StanleyTo: Richfield




Left Turn Lane: Richfield

Speed Limit: 45







This is a not good candidate for a road diet. It has a lot of the characteristics of a good candidate but the road has asphalt inside lane and a concrete outside lane. Restriping as a three-lane road would be possible and should be considered if the roadway was reconstructed to all one surface type.



Recommendations




**

Grand TraverseFrom: Grand Traverse One-way pairs near I-475To: Church St




Left Turn Lane: 12th

Speed Limit: 35







This is a good candidate for a road diet. The section of Grand Traverse from I-69/ Church St to Kearsley St will be undergoing a reconfiguration to a two-way street in 2009 as a three lane road with some on-street parking. Grand Traverse from Church St to I-475 should also undergo a similar roadway reconfiguration as a three lane road.



Recommendations




***

Grand TraverseFrom: Kearsley StTo: Eighth Ave



Land Use: Residential, Some Commercial, Hurley Ho

Left Turn Lane:

Speed Limit: 25-30







This is a good candidate for a road diet. The section of Grand Traverse from I-69/ Church St to Kearsley St will be undergoing a reconfiguration to a two-way street in 2009 as a three lane road with some on-street parking. Grand Traverse from Kearsley to Eighth Ave should also undergo a similar roadway reconfiguration as a three lane road, additional on-street parking near Hurley Hospital on the west side of Grand Traverse from Eighth Ave to Fifth Ave is recommended. A bicycle lane from Kearsley to Fifth Avenue is recommended to tie the two trail projects, Grand Traverse Greenway and the Genesee Valley Trail together.



Recommendations


As a 4 Lane: A-BAs a 3 Lane: C-D-E


****

HamiltonFrom: ML KingTo: Saginaw St



Land Use: Schools, Parks, Churches, Residential

Left Turn Lane: Saginaw

Speed Limit: 25







This is a good candidate for a road diet if additional on-street parking is needed in this area for the nearby schools, churches and parks. This is a small section of roadway and a bike lane would not provide much of a connection.



Recommendations




**

HemphillFrom: FentonTo: Dort Hwy




Left Turn Lane: Dort, Saginaw

Speed Limit: 35







This is a good candidate for a bike lane. This is a residential and commercial corridor with a school located on it. The addition of a center-turn lane at Fenton Road would help in mitigating the many accidents that occur there due to the lack of a dedicated turn lane on all approaches to the intersection. A bicycle lane would also provide a connection to the proposed Grand Traverse Greenway Trail for the surrounding neighborhoods. Atherton Road was also listed as a road diet corridor, if a choice had to be made between Atherton and Hemphill, Hemphill would be the preferred corridor for a road diet.



Recommendations


As a 4 Lane: A-B-CAs a 3 Lane: A-B-C


****

James P ColeFrom: GarfieldTo: Robert T Longway Blvd


Driveways and Side Streets: few/none

Land Use: Park, Industrial, Vacant

Left Turn Lane:

Speed Limit: 35







This is a good candidate for a road diet. It is a narrow roadway with a very low traffic volume. The Flint River Trail runs adjacent to this road from Robert T Longway to Hamilton and at Hamilton there is a missing section of the trail where riders must use the street from Hamilton Ave to Garfield Ave. A bike lane in this area is sorely needed to provide the missing trail connection.



Recommendations




****

JenningsFrom: PiersonTo: Pasadena



Land Use: School, Residential

Left Turn Lane:

Speed Limit: 45







This is a section of road with a low traffic volume in a residential and school area. It would benefit from a road diet if reconstructed. It has a very poor road surface.



Recommendations

As a 4 Lane: Not in m As a 3 Lane: Not in m

As a 4 Lane: Not in mAs a 3 Lane: Not in m


**

LapeerFrom: Court StTo: Center



Land Use: Commercial, Some Industrial

Left Turn Lane: Dort, Averill, Center, Court

Speed Limit: 30-35







This is a good candidate for a road diet. It has a low traffic volume and is a commercial and industrial area that would greatly benefit from a center-turn lane. A bike lane is also recommended from Court Street to Center Road.



Recommendations




***

LippincottFrom: DortTo: Wood Ln


Driveways and Side Streets: Some


Left Turn Lane:

Speed Limit: 40







This is a good candidate for a road diet. It is a short segment of roadway that has a low traffic count and would benefit from a center-turn lane. It is two lanes on either side of this section.



Recommendations




***

LongwayFrom: KearsleyTo: Boulevard


Driveways and Side Streets: few

Land Use: School, Cultural Center

Left Turn Lane:

Speed Limit: 35







This area will require further study to determine the best roadway configuration for this section of Longway Boulevard. It is a one way with many turning movements and dual turn lanes at I-475. A road diet could greatly help this area, but it is a complex area with many turning and merging lanes and further study is warranted.



Recommendations

As a 4 Lane: A-B-C As a 3 Lane: A-B-C-D

As a 4 Lane: A-B-CAs a 3 Lane: A-B-C-D


***

M-15From: Flint StTo: Potter Rd



Land Use: Commercial

Left Turn Lane: Flint St

Speed Limit: 35-45







This is a good candidate for a road diet. It is a state trunkline and the main arterial through the City of Davison, but north of Flint Street traffic is lower and there are many places where a center-turn lane would help with the large number of turning movements in this area. The three lane road configuration should extend all the way to Potter Road, which would involve widening a two-lane section of M-15 north of the Davison City Limits



Recommendations

As a 4 Lane: B-D As a 3 Lane: C-D

As a 4 Lane: A-B-DAs a 3 Lane: D-E


***

MillerFrom: Court StTo: Ballenger Hwy



Land Use: Residential, Schools (3)


Speed Limit: 35







This is not a good candidate for a road diet, mainly due to the high traffic count.



Recommendations

As a 4 Lane: A As a 3 Lane: B-C



**

MillerFrom: DyeTo: Elms




Left Turn Lane: GM Factory Entrance, I-69 Ramps

Speed Limit: 50







This is a good candidate for a road diet. The City of Swartz Creek is interested in extending their existing section of three-lane road out to this section. The City would also like to add sections of sidewalk and extend their bike lanes. The speed limit may need to be reduced to accommodate the bicycle traffic in this section. Careful attention should be paid to the intersection at Dye Road to warn vehicles entering this area about the lower speed and lane reduction.



Recommendations

As a 4 Lane: B As a 3 Lane: C

As a 4 Lane: BAs a 3 Lane: D


***

ML KingFrom: WelchTo: Coldwater



Land Use: Residential, Some Commercial, Park, Sch

Left Turn Lane: Pierson, Carpenter

Speed Limit: 30-35







This is a good candidate for a road diet. The road has already been converted to a three-lane road from Fifth Avenue to Welsh. The road narrows to two-lanes near Pasadena with on-street parking. The road is a narrow 43 ft wide south of Dayton. This would be a good candidate for a road diet with the addition of parking and or a bike lane. North of Pierson Road the road has an area with a dangerous curve where many accidents have occurred; adding a center-turn lane at this location can help buffer oncoming traffic and give a traffic calming effect improving safety and limiting the travel speed to the speed limit on the entire corridor



Recommendations




****

Mt MorrisFrom: ClioTo: Dort Hwy



Land Use: Residential, School, Farmland

Left Turn Lane: Dort

Speed Limit: 25-45







This is a good candidate for a road diet. The roadway narrows to one through lane at Saginaw Rd in Downtown Mt. Morris, where the inside lane becomes a left-turn lane. The reconfiguration as a three lane road will also calm traffic through town; two schools are located on Mt Morris Road that could benefit from an additional bike lane incorporated into the design.



Recommendations




****

PasadenaFrom: LindenTo: ML King



Land Use: Residential, Commercial, Park

Left Turn Lane: Clio- but no LT signal

Speed Limit: 30-45







This is a good candidate for a road diet. This road has a lower traffic volume than Welsh and Pierson the two major roads north and south of this corridor and would make a great bike lane from east to west through the north part of the City of Flint and can connect with the bike lane on Dupont St. The bridge over I-75 at Pasadena is limited to 2-lanes with the roadway widening back to 4-lanes on either side of the bride, and east of Clio Road the Pasadena is only 40 ft wide with 4 10-ft lanes making it difficult to pass another car. This is also a mostly residential area in the City of Flint and access to Max Brandon Park from the bike lane is also a bonus. A left turn-phase on the traffic light at Clio Road is



Recommendations

As a 4 Lane: A-B-C As a 3 Lane: B-C-D

As a 4 Lane: A-B-C-DAs a 3 Lane: B-C-D


****

Pierson RdFrom: DupontTo: Selby




Left Turn Lane: Saginaw, ML King, Dupont

Speed Limit: 35







This is not a good candidate for a road diet. It is a principal arterial road and is five lanes on either end of the segment. It has narrow lane widths and is a residential and commercial area with schools and many side streets, the homes are built close to the road and widening this section if also not very feasible. Left turn lanes are available at the major intersections.



Recommendations

As a 4 Lane: A-B As a 3 Lane: C-D



*

RichfieldFrom: VictoriaTo: Franklin



Land Use: Residential, Farmland, Commercial, Indus

Left Turn Lane: Irish, Genesee

Speed Limit: 20-45







This is a good candidate for a road diet. It has a low traffic count and with re-striping this road can become a bike lane connection from the Flint River Trail to M-15 just north of Davison and eventually connect into the proposed non-motorized pathway in Davison on M-15.



Recommendations




****

Saginaw RdFrom: County LineTo: Dort Hwy



Land Use: Mixed-Commercial Residential, Old highw

Left Turn Lane: Vienna

Speed Limit: 55







This is not a good candidate for a road diet. This road acts as a highway and was designated as such at one time. There is a lot of through traffic and the road is 4 lanes north of Genesee County and 5 lanes as you approach Dort Highway (M-54).



Recommendations


As a 4 Lane: A-BAs a 3 Lane: A-B-C-D


*

SunsetFrom: BradleyTo: Flint River



Land Use: University, Golf, Residential

Left Turn Lane: Bradley

Speed Limit: 35







This is a small section of road, about 600 ft that is connected to a three lane road/ boulevard and a two lane road. This is a great road diet road that should be striped to match University Avenue.



Recommendations




****

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