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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
Photo courtesy of pedbikeimages.org
Photo courtesy of pedbikeimages.org
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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
Photo courtesy of pedbikeimages.org
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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.
Photo courtesy of pedbikeimages.org
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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
Photo courtesy of pedbikeimages.org
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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
Photo courtesy of pedbikeimages.org
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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)
Crash TypeNumber of Crashes
Years of Data
Crashes Per Year
Number of Crashes
Years of Data
Crashes Per Year
Head On Crashes 13 9 1.44 2 2 1.00 -30.77%Head On -Left Turn Crashes 140 9 15.56 8 2 4.00 -74.29%
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%
Side Swipe -Same Side Crashes 81 9 9.00 8 2 4.00 -55.56%Side Swipe -Opposite Side Crashes 19 9 2.11 4 2 2.00 -5.26%
All Non-alcohol & Non-Deer Related Crashes 961 9 106.78 113 2 56.50 -47.09%
Pasadena to Welch St, City of Flint
Before Conversion After Conversion Percent Change per
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)
Crash TypeNumber of Crashes
Years of Data
Crashes Per Year
Number of Crashes
Years of Data
Crashes Per Year
Head On Crashes 7 10 0.70 0 1 0.00 -100.00%Head On -Left Turn Crashes 53 10 5.30 0 1 0.00 -100.00%
Rear End Crashes 239 10 23.90 17 1 17.00 -28.87%Rear End -Left Turn Crashes 9 10 0.90 0 1 0.00 -100.00%
Side Swipe -Same Side Crashes 116 10 11.60 6 1 6.00 -48.28%Side Swipe -Opposite Side Crashes 18 10 1.80 0 1 0.00 -100.00%
All Non-alcohol & Non-Deer Related Crashes 841 10 84.10 49 1 49.00 -41.74%
Ballenger Highway to Martin Luther King Jr Blvd, City of Flint
Before Conversion After Conversion Percent Change per
Year
Martin Luther King Jr Boulevard
Changed to a 3-lane Road in 2001 Added on Street Parking With ProjectADT: 5,364 (2007)
Crash TypeNumber of Crashes
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%
Rear End Crashes 131 5 26.20 85 6 14.17 -45.93%Rear End -Left Turn Crashes 14 5 2.80 14 6 2.33 -16.67%
Side Swipe -Same Side Crashes 70 5 14.00 49 6 8.17 -41.67%Side Swipe -Opposite Side Crashes 10 5 2.00 10 6 1.67 -16.67%
All Non-alcohol & Non-Deer Related Crashes 769 5 153.80 573 6 95.50 -37.91%
Fifth Avenue to Welch Boulevard
Before Conversion After Conversion Percent Change per
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)
Crash TypeNumber of Crashes
Years of Data
Crashes Per Year
Number of Crashes
Years of Data
Crashes Per Year
Head On Crashes 8 4 2.00 8 7 1.14 -42.86%Head On -Left Turn Crashes 109 4 27.25 121 7 17.29 -36.57%
Rear End Crashes 513 4 128.25 638 7 91.14 -28.93%Rear End -Left Turn Crashes 28 4 7.00 31 7 4.43 -36.73%
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%
All Non-alcohol & Non-Deer Related Crashes 1374 4 343.50 1846 7 263.71 -23.23%
Elms Road to Seymour Road, City of Swartz Creek
Before Conversion After Conversion Percent Change per
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)
Crash TypeNumber of Crashes
Years of Data
Crashes Per Year
Number of Crashes
Years of Data
Crashes Per Year
Head On Crashes 3 10 0.30 0 1 0.00 -100.00%Head On -Left Turn Crashes 26 10 2.60 0 1 0.00 -100.00%
Rear End Crashes 43 10 4.30 2 1 2.00 -53.49%Rear End -Left Turn Crashes 6 10 0.60 0 1 0.00 -100.00%
Side Swipe -Same Side Crashes 29 10 2.90 2 1 2.00 -31.03%Side Swipe -Opposite Side Crashes 5 10 0.50 0 1 0.00 -100.00%
All Non-alcohol & Non-Deer Related Crashes 293 10 29.30 19 1 19.00 -35.15%
Saginaw Street to Sunset Drive, City of Flint
Before Conversion After Conversion Percent Change per
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)
Crash TypeNumber of Crashes
Years of Data
Crashes Per Year
Number of Crashes
Years of Data
Crashes Per Year
Head On Crashes 23 7 3.29 5 4 1.25 -61.96%Head On -Left Turn Crashes 71 7 10.14 31 4 7.75 -23.59%
Rear End Crashes 467 7 66.71 212 4 53.00 -20.56%Rear End -Left Turn Crashes 26 7 3.71 13 4 3.25 -12.50%
Side Swipe -Same Side Crashes 103 7 14.71 47 4 11.75 -20.15%Side Swipe -Opposite Side Crashes 54 7 7.71 14 4 3.50 -54.63%
All Non-alcohol & Non-Deer Related Crashes 1458 7 208.29 618 4 154.50 -25.82%
Saginaw Road to Jennings Road, Vienna Township and City of Clio
Before Conversion After Conversion Percent Change per
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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yR
esid
entia
l, C
omm
erci
alD
ort
40-4
511
1144
No
1478
814
788
141
16
227.
330.
98A-
BA-
B-C
A-B
A-C
-D*
Car
pent
erC
lioSa
gina
w S
t6
som
eR
esid
entia
l, C
omm
erci
alC
lio, M
L Ki
ng,
Sagi
naw
3512
1250
Yes
510
804
8748
242
14
315.
221.
35A
A-B-
CA-
BA-
B-C
***
Che
vrol
etU
nive
rsity
Ave
Gle
nwoo
d2
som
eKe
tterin
g U
nive
rsity
Che
vrol
et30
1212
50N
o71
4171
412
00
13
2.17
3.45
AA-
B-C
A-B
A-B-
C**
**
Clio
Tusc
ola
Stan
ley
5Fe
w/N
one
Mix
ed-C
omm
erci
al, F
arm
land
, R
esid
entia
lM
t Mor
ris,
Vien
na25
-45
1212
50N
o89
4962
7320
01
1738
2.25
2.64
AA-
BA-
BB-
C**
Col
dwat
erC
lioD
ort H
wy
6so
me
Indu
stria
l, R
esid
entia
l, C
omm
erci
alSa
gina
w, M
L Ki
ng/D
etro
it45
1212
50N
o83
8439
9421
01
628
3.09
2.85
AA-
B-C
AA-
B-C
***
Cor
unna
Balle
nger
Cou
rt St
3M
any
Res
iden
tial,
Com
mer
cial
, Sch
ool
Balle
nger
3511
1144
Yes
1244
912
449
223
012
3710
.19
0.62
A-B
B-C
AB-
C**
Cou
rtC
orun
naBa
lleng
er
Hw
y3
Man
yR
esid
entia
l, C
omm
erci
al C
emet
ery
359
938
Yes
1244
012
440
150
111
277.
830.
46A-
BB-
CA-
BB-
C**
**
Cou
rtC
ente
rD
ort H
wy
3so
me
Com
mer
cial
Cen
ter,
Dor
t40
1111
44Ye
s 10
1512
712
537
172
25
268.
670.
07A
B-C
A-B
B-C
***
Cra
poC
ourt
StKe
arsl
ey2
som
eSc
hool
, Res
iden
tial,
Cul
tura
l C
ente
rC
ourt
2510
1040
No
5247
3474
20
01
32.
782.
7A
AA
A**
*
Dav
ison
Dor
tAv
erill
2so
me
Indu
stria
l, C
omm
erci
alD
ort,
Aver
ill35
1212
50N
oN
o C
ount
No
Cou
nt20
22
226
170.
51B-
CD
-EB-
CD
-E*
Dav
ison
Cen
ter
Bels
ay4
som
eR
esid
entia
l, C
omm
erci
alG
enes
ee,
Bels
ay50
1111
44N
o14
131
1283
529
10
1040
6.63
1.19
BC
-DB
C-D
*
Dup
ont
Pasa
dena
Pier
son
3m
any
Res
iden
tial,
Par
kPi
erso
n,
Stew
art
3512
1147
Yes
513
148
8792
70
112
206.
540.
84A-
BB-
CA-
BB-
C**
**
Dup
ont
Wel
chFl
ushi
ng3
man
yR
esid
entia
l35
117
36Ye
s10
835
1083
55
02
815
6.33
0.92
AA-
BA
A-B
****
Fent
on R
dG
rand
Bla
nc R
dH
emph
ill5
man
yR
esid
entia
l, C
omm
erci
al
Bris
tol,
Map
le,
Hill
, Gra
nd
Blan
c45
1112
46Ye
s 11
1669
713
077
8816
520
129
9.39
0.74
A-B
C-D
B-C
C-D
-E*
Fent
on R
d/
Ann
Arbo
r StH
emph
illC
ourt
St6
Man
yR
esid
entia
l, C
omm
erci
al, C
olle
ge35
1011
42Ye
s 11
1155
734
4217
61
2549
8.17
0.6
AC
A-B
C-D
****
Flin
t St
(Dav
ison
Ea
st)
M-1
5Ea
st C
ity
Lim
it1
som
eR
esid
entia
l35
1211
46N
o87
2655
827
20
918
60.
84A-
BA-
B-C
A-B
C-D
****
Flus
hing
Lind
enBa
lleng
er
Hw
y5
man
yR
esid
entia
l, C
omm
erci
alBa
lleng
er,
Lind
en35
-45
1212
48Ye
s 12
1386
374
2629
41
1751
6.97
0.9
A-B
A-B-
C-D
A-B-
CB-
C-D
**
Flus
hing
Lind
enEl
ms
2so
me
Res
iden
tial
Lind
en45
1212
48N
o80
3664
889
21
820
2.91
1.92
A-B
CB
C**
- 20 -
Roa
d N
ame
From
To
Num
ber
of
Sign
als
Driv
eway
s/S
ide
Stre
ets
Land
Use
Left
Turn
Lan
eSp
eed
Lim
it
Wid
th
Insi
de
Lane
Wid
th
Out
side
La
neTo
tal
Wid
thB
us
Rou
teH
igh
AD
TLo
w
AD
TR
ear E
nd
Cra
shes
Rea
r End
Le
ft Tu
rn
Cra
shes
Hea
d O
n C
rash
es
Hea
d O
n Le
ft Tu
rn
Cra
shes
Tota
l 4
Type
s of
C
rash
es
Cra
shes
pe
r mile
pe
r yea
rTi
me
Of
Ret
urn
2005
4
La
ne
LOS
2005
3
La
ne
LOS
2035
4
La
ne
LOS
2035
3
La
ne
LOS
Rec
omm
enda
tion
Gen
esee
Stan
ley
Ric
hfie
ld3
man
yR
esid
entia
l, C
omm
erci
al, S
choo
lR
ichf
ield
4512
1250
No
1494
099
4671
81
2510
58.
580.
82A-
BB-
C-D
A-B
B-C
-D**
Gen
esee
Mt M
orris
Stan
ley
2M
any
Res
iden
tial,
Som
e C
omm
erci
al,
Scho
ols
3512
1250
No
9063
9063
54
22
136.
280.
77A
BA
B**
**
Gra
nd
Trav
erse
Gra
nd T
rave
rse
One
-way
pai
rs
near
I-47
5C
hurc
h St
2M
any
Res
iden
tial,
Com
mer
cial
12th
3511
1144
Yes
1106
264
701
01
02
0.86
13.3
7A
A-B
AB-
C**
*
Gra
nd
Trav
erse
Kear
sley
St
Eigh
th A
ve3
Man
yR
esid
entia
l, S
ome
Com
mer
cial
, H
urle
y H
ospi
tal
25-3
011
1144
Yes
599
7587
397
11
1322
8.94
0.58
A-B
B-C
-DA-
BC
-D-E
****
Ham
ilton
ML
King
Sagi
naw
St
3so
me
Scho
ols,
Par
ks, C
hurc
hes,
R
esid
entia
lSa
gina
w25
1111
44N
o11
240
6269
60
14
116.
671.
06A
A-B
AA
-B**
Hem
phill
Fent
onD
ort H
wy
5M
any
Res
iden
tial,
Com
mer
cial
, Sch
ool
Dor
t, Sa
gina
w35
1212
48N
o84
4379
555
11
1118
2.97
1.12
AA-
B-C
A-B-
CA-
B-C
****
Jam
es P
C
ole
Gar
field
Rob
ert T
Lo
ngw
ay
Blvd
1fe
w/n
one
Park
, Ind
ustri
al, V
acan
t35
1111
44Ye
s14
6813
126
00
06
0.89
15.0
7A
AA
A**
**
Jenn
ings
Pier
son
Pasa
dena
2so
me
Scho
ol, R
esid
entia
l45
1212
48N
o58
2358
239
10
616
5.33
1.17
Not
in
mod
elN
ot in
m
odel
Not
in
mod
elN
ot in
m
odel
**
Lape
erC
ourt
StC
ente
r6
Man
yC
omm
erci
al, S
ome
Indu
stria
lD
ort,
Aver
ill,
Cen
ter,
Cou
rt30
-35
1212
48Ye
s 9
1176
858
6218
00
927
3.64
2.06
A-B
B-C
-DA-
BB-
C-D
***
Lipp
inco
ttD
ort
Woo
d Ln
1So
me
Res
iden
tial,
Com
mer
cial
4011
1246
Yes
950
4745
207
10
311
7.33
0.9
AA
AA
***
Long
way
Kear
sley
Boul
evar
d2
few
Scho
ol, C
ultu
ral C
ente
r35
1111
44Ye
s24
091
1625
611
00
314
7.18
0.58
A-B-
CA-
B-C
-DA-
B-C
A-B-
C-D
***
M-1
5Fl
int S
tPo
tter R
d2
Man
yC
omm
erci
alFl
int S
t35
-45
1210
46N
o19
289
1928
920
100
1343
10.5
40.
47B-
DC
-DA-
B-D
D-E
***
Mille
rD
yeEl
ms
1so
me
Res
iden
tial,
Com
mer
cial
GM
Fac
tory
En
tranc
e, I-
69
Ram
ps50
1212
52N
o14
264
1015
117
00
926
5.19
1.42
BC
BD
***
Mille
rC
ourt
StBa
lleng
er
Hw
y4
Man
yR
esid
entia
l, S
choo
ls (3
)Ba
lleng
er35
1112
46Ye
s19
810
1183
625
32
939
7.18
0.68
AB-
CA
B-C
**
ML
King
Wel
chC
oldw
ater
12M
any
Res
iden
tial,
Som
e C
omm
erci
al,
Park
, Sch
ool
Pier
son,
C
arpe
nter
30-3
510
1043
Yes
9092
7050
297
532
736.
180.
88A
A-B
AA
-B**
**
Mt M
orris
Clio
Dor
t Hw
y6
man
yR
esid
entia
l, S
choo
l, Fa
rmla
ndD
ort
25-4
511
1146
No
8359
5809
161
012
293.
291.
92A
A-B
AA
-B**
**
Pasa
dena
Lind
enM
L Ki
ng6
man
yR
esid
entia
l, C
omm
erci
al, P
ark
Clio
- but
no
LT
sign
al30
-45
1010
40Ye
s11
563
8744
313
530
696.
630.
9A-
B-C
B-C
-DA-
B-C
-DB-
C-D
****
Pier
son
Rd
Dup
ont
Selb
y8
man
yR
esid
entia
l, C
omm
erci
al, S
choo
lSa
gina
w, M
L Ki
ng, D
upon
t35
1112
37Ye
s11
628
6865
230
15
296.
531.
44A-
BC
-DA-
BC
-D*
Ric
hfie
ldVi
ctor
iaFr
ankl
in7
som
eR
esid
entia
l, Fa
rmla
nd,
Com
mer
cial
, Ind
ustri
alIri
sh, G
enes
ee20
-45
1212
50Ye
s15
944
6989
8110
717
115
5.62
1.15
A-B
B-C
-DA-
BB-
C-D
****
Sagi
naw
Rd
Cou
nty
Line
Dor
t Hw
y3
som
eM
ixed
-Com
mer
cial
Res
iden
tial,
Old
hig
hway
Vien
na55
109
39N
o11
760
5361
256
318
523.
141.
53A
A-B-
CA-
BA-
B-C
-D*
Suns
etBr
adle
yFl
int R
iver
0Fe
w/N
one
Uni
vers
ity, G
olf,
Res
iden
tial
Brad
ley
3511
1144
Yes
9334
6282
10
00
10.
8615
.6A
AA
A**
**
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
Number of Signals: 9
Driveways and Side Streets: Many
Land Use: Residential, Park, Golf Course
Left Turn Lane: Saginaw, Dort, Center, Van Slyke
Speed Limit: 35-40
Width Inside Lane: 11
Width Outside Lane: 11
Total Width: 44Bus Route: YesHigh ADT: 17462Low ADT: 13433
Rear End Crashes: 73Rear End Left Turn Crashes: 10Head On Crashes: 0Head On Left Turn Crashes: 32
Time of Return on Re-stripping Safety Project: 0.69
Total 4-types of crashes: 115Crashes per mile per year: 9.49
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.
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: A-BAs a 3 Lane: A-B-C
2005 Level of Service 2035 Level of Service
***
AverillFrom: DavisonTo: Lapeer Rd
Number of Signals: 5
Driveways and Side Streets: Few/None
Land Use: School, Park, Industrial
Left Turn Lane: Lapeer, Davison, Longway, Court
Speed Limit: 30-40
Width Inside Lane: 11
Width Outside Lane: 11
Total Width: 44Bus Route: NoHigh ADT: 4822Low ADT: 3738
Rear End Crashes: 10Rear End Left Turn Crashes: 2Head On Crashes: 0Head On Left Turn Crashes: 1
Time of Return on Re-stripping Safety Project: 2.75
Total 4-types of crashes: 13Crashes per mile per year: 2.63
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.
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: A-BAs a 3 Lane: A-B-C
2005 Level of Service 2035 Level of Service
***
BeecherFrom: LindenTo: Ballenger Hwy
Number of Signals: 6
Driveways and Side Streets: some
Land Use: Residential, Commercial
Left Turn Lane: Ballenger, Linden
Speed Limit: 45
Width Inside Lane: 12
Width Outside Lane: 12
Total Width: 50Bus Route: Yes 12High ADT: 16523Low ADT: 10062
Rear End Crashes: 35Rear End Left Turn Crashes: 5Head On Crashes: 2Head On Left Turn Crashes: 6
Time of Return on Re-stripping Safety Project: 1.2
Total 4-types of crashes: 48Crashes per mile per year: 6.3
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.
2005-2007 Crash Data
Complete Streets 4 To 3 Lane Conversion Study
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
2005 Level of Service 2035 Level of Service
*
BeecherFrom: BallengerTo: Court St
Number of Signals: 2
Driveways and Side Streets: many
Land Use: Residential
Left Turn Lane: Ballenger
Speed Limit: 35
Width Inside Lane: 11
Width Outside Lane: 12
Total Width: 46Bus Route: YesHigh ADT: No CountLow ADT: No Count
Rear End Crashes: 5Rear End Left Turn Crashes: 1Head On Crashes: 0Head On Left Turn Crashes: 9
Time of Return on Re-stripping Safety Project: 0.04
Total 4-types of crashes: 15Crashes per mile per year: 8.93
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.
2005-2007 Crash Data
Complete Streets 4 To 3 Lane Conversion Study
Recommendations
As a 4 Lane: A As a 3 Lane: B
As a 4 Lane: AAs a 3 Lane: B-C
2005 Level of Service 2035 Level of Service
****
BristolFrom: SaginawTo: Laurel Ave (just west of Dort)
Number of Signals: 3
Driveways and Side Streets: Many
Land Use: Residential, Commercial
Left Turn Lane: Dort
Speed Limit: 40-45
Width Inside Lane: 11
Width Outside Lane: 11
Total Width: 44Bus Route: NoHigh ADT: 14788Low ADT: 14788
Rear End Crashes: 14Rear End Left Turn Crashes: 1Head On Crashes: 1Head On Left Turn Crashes: 6
Time of Return on Re-stripping Safety Project: 0.98
Total 4-types of crashes: 22Crashes per mile per year: 7.33
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.
2005-2007 Crash Data
Complete Streets 4 To 3 Lane Conversion Study
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
2005 Level of Service 2035 Level of Service
*
CarpenterFrom: ClioTo: Saginaw St
Number of Signals: 6
Driveways and Side Streets: some
Land Use: Residential, Commercial
Left Turn Lane: Clio, ML King, Saginaw
Speed Limit: 35
Width Inside Lane: 12
Width Outside Lane: 12
Total Width: 50Bus Route: Yes 5High ADT: 10804Low ADT: 8748
Rear End Crashes: 24Rear End Left Turn Crashes: 2Head On Crashes: 1Head On Left Turn Crashes: 4
Time of Return on Re-stripping Safety Project: 1.35
Total 4-types of crashes: 31Crashes per mile per year: 5.22
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.
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: A-BAs a 3 Lane: A-B-C
2005 Level of Service 2035 Level of Service
***
ChevroletFrom: University AveTo: Glenwood
Number of Signals: 2
Driveways and Side Streets: some
Land Use: Kettering University
Left Turn Lane: Chevrolet
Speed Limit: 30
Width Inside Lane: 12
Width Outside Lane: 12
Total Width: 50Bus Route: NoHigh ADT: 7141Low ADT: 7141
Rear End Crashes: 2Rear End Left Turn Crashes: 0Head On Crashes: 0Head On Left Turn Crashes: 1
Time of Return on Re-stripping Safety Project: 3.45
Total 4-types of crashes: 3Crashes per mile per year: 2.17
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.
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: A-BAs a 3 Lane: A-B-C
2005 Level of Service 2035 Level of Service
****
ClioFrom: TuscolaTo: Stanley
Number of Signals: 5
Driveways and Side Streets: Few/None
Land Use: Mixed-Commercial, Farmland, Residential
Left Turn Lane: Mt Morris, Vienna
Speed Limit: 25-45
Width Inside Lane: 12
Width Outside Lane: 12
Total Width: 50Bus Route: NoHigh ADT: 8949Low ADT: 6273
Rear End Crashes: 20Rear End Left Turn Crashes: 0Head On Crashes: 1Head On Left Turn Crashes: 17
Time of Return on Re-stripping Safety Project: 2.64
Total 4-types of crashes: 38Crashes per mile per year: 2.25
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.
2005-2007 Crash Data
Complete Streets 4 To 3 Lane Conversion Study
Recommendations
As a 4 Lane: A As a 3 Lane: A-B
As a 4 Lane: A-BAs a 3 Lane: B-C
2005 Level of Service 2035 Level of Service
**
ColdwaterFrom: ClioTo: Dort Hwy
Number of Signals: 6
Driveways and Side Streets: some
Land Use: Industrial, Residential, Commercial
Left Turn Lane: Saginaw, ML King/Detroit
Speed Limit: 45
Width Inside Lane: 12
Width Outside Lane: 12
Total Width: 50Bus Route: NoHigh ADT: 8384Low ADT: 3994
Rear End Crashes: 21Rear End Left Turn Crashes: 0Head On Crashes: 1Head On Left Turn Crashes: 6
Time of Return on Re-stripping Safety Project: 2.85
Total 4-types of crashes: 28Crashes per mile per year: 3.09
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.
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
***
CorunnaFrom: BallengerTo: Court St
Number of Signals: 3
Driveways and Side Streets: Many
Land Use: Residential, Commercial, School
Left Turn Lane: Ballenger
Speed Limit: 35
Width Inside Lane: 11
Width Outside Lane: 11
Total Width: 44Bus Route: YesHigh ADT: 12449Low ADT: 12449
Rear End Crashes: 22Rear End Left Turn Crashes: 3Head On Crashes: 0Head On Left Turn Crashes: 12
Time of Return on Re-stripping Safety Project: 0.62
Total 4-types of crashes: 37Crashes per mile per year: 10.19
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.
2005-2007 Crash Data
Complete Streets 4 To 3 Lane Conversion Study
Recommendations
As a 4 Lane: A-B As a 3 Lane: B-C
As a 4 Lane: AAs a 3 Lane: B-C
2005 Level of Service 2035 Level of Service
**
CourtFrom: CorunnaTo: Ballenger Hwy
Number of Signals: 3
Driveways and Side Streets: Many
Land Use: Residential, Commercial Cemetery
Left Turn Lane:
Speed Limit: 35
Width Inside Lane: 9
Width Outside Lane: 9
Total Width: 38Bus Route: YesHigh ADT: 12440Low ADT: 12440
Rear End Crashes: 15Rear End Left Turn Crashes: 0Head On Crashes: 1Head On Left Turn Crashes: 11
Time of Return on Re-stripping Safety Project: 0.46
Total 4-types of crashes: 27Crashes per mile per year: 7.83
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.
2005-2007 Crash Data
Complete Streets 4 To 3 Lane Conversion Study
Recommendations
As a 4 Lane: A-B As a 3 Lane: B-C
As a 4 Lane: A-BAs a 3 Lane: B-C
2005 Level of Service 2035 Level of Service
****
CourtFrom: Center To: Dort Hwy
Number of Signals: 3
Driveways and Side Streets: some
Land Use: Commercial
Left Turn Lane: Center, Dort
Speed Limit: 40
Width Inside Lane: 11
Width Outside Lane: 11
Total Width: 44Bus Route: Yes 10High ADT: 15127Low ADT: 12537
Rear End Crashes: 17Rear End Left Turn Crashes: 2Head On Crashes: 2Head On Left Turn Crashes: 5
Time of Return on Re-stripping Safety Project: 0.07
Total 4-types of crashes: 26Crashes per mile per year: 8.67
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.
2005-2007 Crash Data
Complete Streets 4 To 3 Lane Conversion Study
Recommendations
As a 4 Lane: A As a 3 Lane: B-C
As a 4 Lane: A-BAs a 3 Lane: B-C
2005 Level of Service 2035 Level of Service
***
CrapoFrom: Court StTo: Kearsley
Number of Signals: 2
Driveways and Side Streets: some
Land Use: School, Residential, Cultural Center
Left Turn Lane: Court
Speed Limit: 25
Width Inside Lane: 10
Width Outside Lane: 10
Total Width: 40Bus Route: NoHigh ADT: 5247Low ADT: 3474
Rear End Crashes: 2Rear End Left Turn Crashes: 0Head On Crashes: 0Head On Left Turn Crashes: 1
Time of Return on Re-stripping Safety Project: 2.7
Total 4-types of crashes: 3Crashes per mile per year: 2.78
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.
2005-2007 Crash Data
Complete Streets 4 To 3 Lane Conversion Study
Recommendations
As a 4 Lane: A As a 3 Lane: A
As a 4 Lane: AAs a 3 Lane: A
2005 Level of Service 2035 Level of Service
***
DavisonFrom: DortTo: Averill
Number of Signals: 2
Driveways and Side Streets: some
Land Use: Industrial, Commercial
Left Turn Lane: Dort, Averill
Speed Limit: 35
Width Inside Lane: 12
Width Outside Lane: 12
Total Width: 50Bus Route: NoHigh ADT: No CountLow ADT: No Count
Rear End Crashes: 20Rear End Left Turn Crashes: 2Head On Crashes: 2Head On Left Turn Crashes: 2
Time of Return on Re-stripping Safety Project: 0.51
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.
2005-2007 Crash Data
Complete Streets 4 To 3 Lane Conversion Study
Recommendations
As a 4 Lane: B-C As a 3 Lane: D-E
As a 4 Lane: B-CAs a 3 Lane: D-E
2005 Level of Service 2035 Level of Service
*
DavisonFrom: CenterTo: Belsay
Number of Signals: 4
Driveways and Side Streets: some
Land Use: Residential, Commercial
Left Turn Lane: Genesee, Belsay
Speed Limit: 50
Width Inside Lane: 11
Width Outside Lane: 11
Total Width: 44Bus Route: NoHigh ADT: 14131Low ADT: 12835
Rear End Crashes: 29Rear End Left Turn Crashes: 1Head On Crashes: 0Head On Left Turn Crashes: 10
Time of Return on Re-stripping Safety Project: 1.19
Total 4-types of crashes: 40Crashes per mile per year: 6.63
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.
2005-2007 Crash Data
Complete Streets 4 To 3 Lane Conversion Study
Recommendations
As a 4 Lane: B As a 3 Lane: C-D
As a 4 Lane: BAs a 3 Lane: C-D
2005 Level of Service 2035 Level of Service
*
DupontFrom: WelchTo: Flushing
Number of Signals: 3
Driveways and Side Streets: many
Land Use: Residential
Left Turn Lane:
Speed Limit: 35
Width Inside Lane: 11
Width Outside Lane: 7
Total Width: 36Bus Route: YesHigh ADT: 10835Low ADT: 10835
Rear End Crashes: 5Rear End Left Turn Crashes: 0Head On Crashes: 2Head On Left Turn Crashes: 8
Time of Return on Re-stripping Safety Project: 0.92
Total 4-types of crashes: 15Crashes per mile per year: 6.33
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.
2005-2007 Crash Data
Complete Streets 4 To 3 Lane Conversion Study
Recommendations
As a 4 Lane: A As a 3 Lane: A-B
As a 4 Lane: AAs a 3 Lane: A-B
2005 Level of Service 2035 Level of Service
****
DupontFrom: PasadenaTo: Pierson
Number of Signals: 3
Driveways and Side Streets: many
Land Use: Residential, Park
Left Turn Lane: Pierson, Stewart
Speed Limit: 35
Width Inside Lane: 12
Width Outside Lane: 11
Total Width: 47Bus Route: Yes 5High ADT: 13148Low ADT: 8792
Rear End Crashes: 7Rear End Left Turn Crashes: 0Head On Crashes: 1Head On Left Turn Crashes: 12
Time of Return on Re-stripping Safety Project: 0.84
Total 4-types of crashes: 20Crashes per mile per year: 6.54
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.
2005-2007 Crash Data
Complete Streets 4 To 3 Lane Conversion Study
Recommendations
As a 4 Lane: A-B As a 3 Lane: B-C
As a 4 Lane: A-BAs a 3 Lane: B-C
2005 Level of Service 2035 Level of Service
****
Fenton RdFrom: Grand Blanc RdTo: Hemphill
Number of Signals: 5
Driveways and Side Streets: many
Land Use: Residential, Commercial
Left Turn Lane: Bristol, Maple, Hill, Grand Blanc
Speed Limit: 45
Width Inside Lane: 11
Width Outside Lane: 12
Total Width: 46Bus Route: Yes 11High ADT: 16697Low ADT: 13077
Rear End Crashes: 88Rear End Left Turn Crashes: 16Head On Crashes: 5Head On Left Turn Crashes: 20
Time of Return on Re-stripping Safety Project: 0.74
Total 4-types of crashes: 129Crashes per mile per year: 9.39
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.
2005-2007 Crash Data
Complete Streets 4 To 3 Lane Conversion Study
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
2005 Level of Service 2035 Level of Service
*
Fenton Rd/ Ann Arbor StFrom: HemphillTo: Court St
Number of Signals: 6
Driveways and Side Streets: Many
Land Use: Residential, Commercial, College
Left Turn Lane:
Speed Limit: 35
Width Inside Lane: 10
Width Outside Lane: 11
Total Width: 42Bus Route: Yes 11High ADT: 11557Low ADT: 3442
Rear End Crashes: 17Rear End Left Turn Crashes: 6Head On Crashes: 1Head On Left Turn Crashes: 25
Time of Return on Re-stripping Safety Project: 0.6
Total 4-types of crashes: 49Crashes per mile per year: 8.17
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.
2005-2007 Crash Data
Complete Streets 4 To 3 Lane Conversion Study
Recommendations
As a 4 Lane: A As a 3 Lane: C
As a 4 Lane: A-BAs a 3 Lane: C-D
2005 Level of Service 2035 Level of Service
****
Flint St (Davison East)From: M-15To: East City Limit
Number of Signals: 1
Driveways and Side Streets: some
Land Use: Residential
Left Turn Lane:
Speed Limit: 35
Width Inside Lane: 12
Width Outside Lane: 11
Total Width: 46Bus Route: NoHigh ADT: 8726Low ADT: 5582
Rear End Crashes: 7Rear End Left Turn Crashes: 2Head On Crashes: 0Head On Left Turn Crashes: 9
Time of Return on Re-stripping Safety Project: 0.84
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.
2005-2007 Crash Data
Complete Streets 4 To 3 Lane Conversion Study
Recommendations
As a 4 Lane: A-B As a 3 Lane: A-B-C
As a 4 Lane: A-BAs a 3 Lane: C-D
2005 Level of Service 2035 Level of Service
****
FlushingFrom: LindenTo: Ballenger Hwy
Number of Signals: 5
Driveways and Side Streets: many
Land Use: Residential, Commercial
Left Turn Lane: Ballenger, Linden
Speed Limit: 35-45
Width Inside Lane: 12
Width Outside Lane: 12
Total Width: 48Bus Route: Yes 12High ADT: 13863Low ADT: 7426
Rear End Crashes: 29Rear End Left Turn Crashes: 4Head On Crashes: 1Head On Left Turn Crashes: 17
Time of Return on Re-stripping Safety Project: 0.9
Total 4-types of crashes: 51Crashes per mile per year: 6.97
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.
2005-2007 Crash Data
Complete Streets 4 To 3 Lane Conversion Study
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
2005 Level of Service 2035 Level of Service
**
FlushingFrom: LindenTo: Elms
Number of Signals: 2
Driveways and Side Streets: some
Land Use: Residential
Left Turn Lane: Linden
Speed Limit: 45
Width Inside Lane: 12
Width Outside Lane: 12
Total Width: 48Bus Route: NoHigh ADT: 8036Low ADT: 6488
Rear End Crashes: 9Rear End Left Turn Crashes: 2Head On Crashes: 1Head On Left Turn Crashes: 8
Time of Return on Re-stripping Safety Project: 1.92
Total 4-types of crashes: 20Crashes per mile per year: 2.91
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.
2005-2007 Crash Data
Complete Streets 4 To 3 Lane Conversion Study
Recommendations
As a 4 Lane: A-B As a 3 Lane: C
As a 4 Lane: BAs a 3 Lane: C
2005 Level of Service 2035 Level of Service
**
GeneseeFrom: Mt MorrisTo: Stanley
Number of Signals: 2
Driveways and Side Streets: Many
Land Use: Residential, Some Commercial, Schools
Left Turn Lane:
Speed Limit: 35
Width Inside Lane: 12
Width Outside Lane: 12
Total Width: 50Bus Route: NoHigh ADT: 9063Low ADT: 9063
Rear End Crashes: 5Rear End Left Turn Crashes: 4Head On Crashes: 2Head On Left Turn Crashes: 2
Time of Return on Re-stripping Safety Project: 0.77
Total 4-types of crashes: 13Crashes per mile per year: 6.28
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.
2005-2007 Crash Data
Complete Streets 4 To 3 Lane Conversion Study
Recommendations
As a 4 Lane: A As a 3 Lane: B
As a 4 Lane: AAs a 3 Lane: B
2005 Level of Service 2035 Level of Service
****
GeneseeFrom: StanleyTo: Richfield
Number of Signals: 3
Driveways and Side Streets: many
Land Use: Residential, Commercial, School
Left Turn Lane: Richfield
Speed Limit: 45
Width Inside Lane: 12
Width Outside Lane: 12
Total Width: 50Bus Route: NoHigh ADT: 14940Low ADT: 9946
Rear End Crashes: 71Rear End Left Turn Crashes: 8Head On Crashes: 1Head On Left Turn Crashes: 25
Time of Return on Re-stripping Safety Project: 0.82
Total 4-types of crashes: 105Crashes per mile per year: 8.58
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.
2005-2007 Crash Data
Complete Streets 4 To 3 Lane Conversion Study
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
2005 Level of Service 2035 Level of Service
**
Grand TraverseFrom: Grand Traverse One-way pairs near I-475To: Church St
Number of Signals: 2
Driveways and Side Streets: Many
Land Use: Residential, Commercial
Left Turn Lane: 12th
Speed Limit: 35
Width Inside Lane: 11
Width Outside Lane: 11
Total Width: 44Bus Route: YesHigh ADT: 11062Low ADT: 6470
Rear End Crashes: 1Rear End Left Turn Crashes: 0Head On Crashes: 1Head On Left Turn Crashes: 0
Time of Return on Re-stripping Safety Project: 13.37
Total 4-types of crashes: 2Crashes per mile per year: 0.86
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.
2005-2007 Crash Data
Complete Streets 4 To 3 Lane Conversion Study
Recommendations
As a 4 Lane: A As a 3 Lane: A-B
As a 4 Lane: AAs a 3 Lane: B-C
2005 Level of Service 2035 Level of Service
***
Grand TraverseFrom: Kearsley StTo: Eighth Ave
Number of Signals: 3
Driveways and Side Streets: Many
Land Use: Residential, Some Commercial, Hurley Ho
Left Turn Lane:
Speed Limit: 25-30
Width Inside Lane: 11
Width Outside Lane: 11
Total Width: 44Bus Route: Yes 5High ADT: 9975Low ADT: 8739
Rear End Crashes: 7Rear End Left Turn Crashes: 1Head On Crashes: 1Head On Left Turn Crashes: 13
Time of Return on Re-stripping Safety Project: 0.58
Total 4-types of crashes: 22Crashes per mile per year: 8.94
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.
2005-2007 Crash Data
Complete Streets 4 To 3 Lane Conversion Study
Recommendations
As a 4 Lane: A-B As a 3 Lane: B-C-D
As a 4 Lane: A-BAs a 3 Lane: C-D-E
2005 Level of Service 2035 Level of Service
****
HamiltonFrom: ML KingTo: Saginaw St
Number of Signals: 3
Driveways and Side Streets: some
Land Use: Schools, Parks, Churches, Residential
Left Turn Lane: Saginaw
Speed Limit: 25
Width Inside Lane: 11
Width Outside Lane: 11
Total Width: 44Bus Route: NoHigh ADT: 11240Low ADT: 6269
Rear End Crashes: 6Rear End Left Turn Crashes: 0Head On Crashes: 1Head On Left Turn Crashes: 4
Time of Return on Re-stripping Safety Project: 1.06
Total 4-types of crashes: 11Crashes per mile per year: 6.67
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.
2005-2007 Crash Data
Complete Streets 4 To 3 Lane Conversion Study
Recommendations
As a 4 Lane: A As a 3 Lane: A-B
As a 4 Lane: AAs a 3 Lane: A-B
2005 Level of Service 2035 Level of Service
**
HemphillFrom: FentonTo: Dort Hwy
Number of Signals: 5
Driveways and Side Streets: Many
Land Use: Residential, Commercial, School
Left Turn Lane: Dort, Saginaw
Speed Limit: 35
Width Inside Lane: 12
Width Outside Lane: 12
Total Width: 48Bus Route: NoHigh ADT: 8443Low ADT: 7955
Rear End Crashes: 5Rear End Left Turn Crashes: 1Head On Crashes: 1Head On Left Turn Crashes: 11
Time of Return on Re-stripping Safety Project: 1.12
Total 4-types of crashes: 18Crashes per mile per year: 2.97
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.
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: A-B-CAs a 3 Lane: A-B-C
2005 Level of Service 2035 Level of Service
****
James P ColeFrom: GarfieldTo: Robert T Longway Blvd
Number of Signals: 1
Driveways and Side Streets: few/none
Land Use: Park, Industrial, Vacant
Left Turn Lane:
Speed Limit: 35
Width Inside Lane: 11
Width Outside Lane: 11
Total Width: 44Bus Route: YesHigh ADT: 1468Low ADT: 1312
Rear End Crashes: 6Rear End Left Turn Crashes: 0Head On Crashes: 0Head On Left Turn Crashes: 0
Time of Return on Re-stripping Safety Project: 15.07
Total 4-types of crashes: 6Crashes per mile per year: 0.89
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.
2005-2007 Crash Data
Complete Streets 4 To 3 Lane Conversion Study
Recommendations
As a 4 Lane: A As a 3 Lane: A
As a 4 Lane: AAs a 3 Lane: A
2005 Level of Service 2035 Level of Service
****
JenningsFrom: PiersonTo: Pasadena
Number of Signals: 2
Driveways and Side Streets: some
Land Use: School, Residential
Left Turn Lane:
Speed Limit: 45
Width Inside Lane: 12
Width Outside Lane: 12
Total Width: 48Bus Route: NoHigh ADT: 5823Low ADT: 5823
Rear End Crashes: 9Rear End Left Turn Crashes: 1Head On Crashes: 0Head On Left Turn Crashes: 6
Time of Return on Re-stripping Safety Project: 1.17
Total 4-types of crashes: 16Crashes per mile per year: 5.33
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.
2005-2007 Crash Data
Complete Streets 4 To 3 Lane Conversion Study
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
2005 Level of Service 2035 Level of Service
**
LapeerFrom: Court StTo: Center
Number of Signals: 6
Driveways and Side Streets: Many
Land Use: Commercial, Some Industrial
Left Turn Lane: Dort, Averill, Center, Court
Speed Limit: 30-35
Width Inside Lane: 12
Width Outside Lane: 12
Total Width: 48Bus Route: Yes 9High ADT: 11768Low ADT: 5862
Rear End Crashes: 18Rear End Left Turn Crashes: 0Head On Crashes: 0Head On Left Turn Crashes: 9
Time of Return on Re-stripping Safety Project: 2.06
Total 4-types of crashes: 27Crashes per mile per year: 3.64
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.
2005-2007 Crash Data
Complete Streets 4 To 3 Lane Conversion Study
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
2005 Level of Service 2035 Level of Service
***
LippincottFrom: DortTo: Wood Ln
Number of Signals: 1
Driveways and Side Streets: Some
Land Use: Residential, Commercial
Left Turn Lane:
Speed Limit: 40
Width Inside Lane: 11
Width Outside Lane: 12
Total Width: 46Bus Route: Yes 9High ADT: 5047Low ADT: 4520
Rear End Crashes: 7Rear End Left Turn Crashes: 1Head On Crashes: 0Head On Left Turn Crashes: 3
Time of Return on Re-stripping Safety Project: 0.9
Total 4-types of crashes: 11Crashes per mile per year: 7.33
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.
2005-2007 Crash Data
Complete Streets 4 To 3 Lane Conversion Study
Recommendations
As a 4 Lane: A As a 3 Lane: A
As a 4 Lane: AAs a 3 Lane: A
2005 Level of Service 2035 Level of Service
***
LongwayFrom: KearsleyTo: Boulevard
Number of Signals: 2
Driveways and Side Streets: few
Land Use: School, Cultural Center
Left Turn Lane:
Speed Limit: 35
Width Inside Lane: 11
Width Outside Lane: 11
Total Width: 44Bus Route: YesHigh ADT: 24091Low ADT: 16256
Rear End Crashes: 11Rear End Left Turn Crashes: 0Head On Crashes: 0Head On Left Turn Crashes: 3
Time of Return on Re-stripping Safety Project: 0.58
Total 4-types of crashes: 14Crashes per mile per year: 7.18
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.
2005-2007 Crash Data
Complete Streets 4 To 3 Lane Conversion Study
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
2005 Level of Service 2035 Level of Service
***
M-15From: Flint StTo: Potter Rd
Number of Signals: 2
Driveways and Side Streets: Many
Land Use: Commercial
Left Turn Lane: Flint St
Speed Limit: 35-45
Width Inside Lane: 12
Width Outside Lane: 10
Total Width: 46Bus Route: NoHigh ADT: 19289Low ADT: 19289
Rear End Crashes: 20Rear End Left Turn Crashes: 10Head On Crashes: 0Head On Left Turn Crashes: 13
Time of Return on Re-stripping Safety Project: 0.47
Total 4-types of crashes: 43Crashes per mile per year: 10.54
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
2005-2007 Crash Data
Complete Streets 4 To 3 Lane Conversion Study
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
2005 Level of Service 2035 Level of Service
***
MillerFrom: Court StTo: Ballenger Hwy
Number of Signals: 4
Driveways and Side Streets: Many
Land Use: Residential, Schools (3)
Left Turn Lane: Ballenger
Speed Limit: 35
Width Inside Lane: 11
Width Outside Lane: 12
Total Width: 46Bus Route: YesHigh ADT: 19810Low ADT: 11836
Rear End Crashes: 25Rear End Left Turn Crashes: 3Head On Crashes: 2Head On Left Turn Crashes: 9
Time of Return on Re-stripping Safety Project: 0.68
Total 4-types of crashes: 39Crashes per mile per year: 7.18
This is not a good candidate for a road diet, mainly due to the high traffic count.
2005-2007 Crash Data
Complete Streets 4 To 3 Lane Conversion Study
Recommendations
As a 4 Lane: A As a 3 Lane: B-C
As a 4 Lane: AAs a 3 Lane: B-C
2005 Level of Service 2035 Level of Service
**
MillerFrom: DyeTo: Elms
Number of Signals: 1
Driveways and Side Streets: some
Land Use: Residential, Commercial
Left Turn Lane: GM Factory Entrance, I-69 Ramps
Speed Limit: 50
Width Inside Lane: 12
Width Outside Lane: 12
Total Width: 52Bus Route: NoHigh ADT: 14264Low ADT: 10151
Rear End Crashes: 17Rear End Left Turn Crashes: 0Head On Crashes: 0Head On Left Turn Crashes: 9
Time of Return on Re-stripping Safety Project: 1.42
Total 4-types of crashes: 26Crashes per mile per year: 5.19
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.
2005-2007 Crash Data
Complete Streets 4 To 3 Lane Conversion Study
Recommendations
As a 4 Lane: B As a 3 Lane: C
As a 4 Lane: BAs a 3 Lane: D
2005 Level of Service 2035 Level of Service
***
ML KingFrom: WelchTo: Coldwater
Number of Signals: 12
Driveways and Side Streets: Many
Land Use: Residential, Some Commercial, Park, Sch
Left Turn Lane: Pierson, Carpenter
Speed Limit: 30-35
Width Inside Lane: 10
Width Outside Lane: 10
Total Width: 43Bus Route: YesHigh ADT: 9092Low ADT: 7050
Rear End Crashes: 29Rear End Left Turn Crashes: 7Head On Crashes: 5Head On Left Turn Crashes: 32
Time of Return on Re-stripping Safety Project: 0.88
Total 4-types of crashes: 73Crashes per mile per year: 6.18
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
2005-2007 Crash Data
Complete Streets 4 To 3 Lane Conversion Study
Recommendations
As a 4 Lane: A As a 3 Lane: A-B
As a 4 Lane: AAs a 3 Lane: A-B
2005 Level of Service 2035 Level of Service
****
Mt MorrisFrom: ClioTo: Dort Hwy
Number of Signals: 6
Driveways and Side Streets: many
Land Use: Residential, School, Farmland
Left Turn Lane: Dort
Speed Limit: 25-45
Width Inside Lane: 11
Width Outside Lane: 11
Total Width: 46Bus Route: NoHigh ADT: 8359Low ADT: 5809
Rear End Crashes: 16Rear End Left Turn Crashes: 1Head On Crashes: 0Head On Left Turn Crashes: 12
Time of Return on Re-stripping Safety Project: 1.92
Total 4-types of crashes: 29Crashes per mile per year: 3.29
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.
2005-2007 Crash Data
Complete Streets 4 To 3 Lane Conversion Study
Recommendations
As a 4 Lane: A As a 3 Lane: A-B
As a 4 Lane: AAs a 3 Lane: A-B
2005 Level of Service 2035 Level of Service
****
PasadenaFrom: LindenTo: ML King
Number of Signals: 6
Driveways and Side Streets: many
Land Use: Residential, Commercial, Park
Left Turn Lane: Clio- but no LT signal
Speed Limit: 30-45
Width Inside Lane: 10
Width Outside Lane: 10
Total Width: 40Bus Route: YesHigh ADT: 11563Low ADT: 8744
Rear End Crashes: 31Rear End Left Turn Crashes: 3Head On Crashes: 5Head On Left Turn Crashes: 30
Time of Return on Re-stripping Safety Project: 0.9
Total 4-types of crashes: 69Crashes per mile per year: 6.63
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
2005-2007 Crash Data
Complete Streets 4 To 3 Lane Conversion Study
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
2005 Level of Service 2035 Level of Service
****
Pierson RdFrom: DupontTo: Selby
Number of Signals: 8
Driveways and Side Streets: many
Land Use: Residential, Commercial, School
Left Turn Lane: Saginaw, ML King, Dupont
Speed Limit: 35
Width Inside Lane: 11
Width Outside Lane: 12
Total Width: 37Bus Route: YesHigh ADT: 11628Low ADT: 6865
Rear End Crashes: 23Rear End Left Turn Crashes: 0Head On Crashes: 1Head On Left Turn Crashes: 5
Time of Return on Re-stripping Safety Project: 1.44
Total 4-types of crashes: 29Crashes per mile per year: 6.53
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.
2005-2007 Crash Data
Complete Streets 4 To 3 Lane Conversion Study
Recommendations
As a 4 Lane: A-B As a 3 Lane: C-D
As a 4 Lane: A-BAs a 3 Lane: C-D
2005 Level of Service 2035 Level of Service
*
RichfieldFrom: VictoriaTo: Franklin
Number of Signals: 7
Driveways and Side Streets: some
Land Use: Residential, Farmland, Commercial, Indus
Left Turn Lane: Irish, Genesee
Speed Limit: 20-45
Width Inside Lane: 12
Width Outside Lane: 12
Total Width: 50Bus Route: YesHigh ADT: 15944Low ADT: 6989
Rear End Crashes: 81Rear End Left Turn Crashes: 10Head On Crashes: 7Head On Left Turn Crashes: 17
Time of Return on Re-stripping Safety Project: 1.15
Total 4-types of crashes: 115Crashes per mile per year: 5.62
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.
2005-2007 Crash Data
Complete Streets 4 To 3 Lane Conversion Study
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
2005 Level of Service 2035 Level of Service
****
Saginaw RdFrom: County LineTo: Dort Hwy
Number of Signals: 3
Driveways and Side Streets: some
Land Use: Mixed-Commercial Residential, Old highw
Left Turn Lane: Vienna
Speed Limit: 55
Width Inside Lane: 10
Width Outside Lane: 9
Total Width: 39Bus Route: NoHigh ADT: 11760Low ADT: 5361
Rear End Crashes: 25Rear End Left Turn Crashes: 6Head On Crashes: 3Head On Left Turn Crashes: 18
Time of Return on Re-stripping Safety Project: 1.53
Total 4-types of crashes: 52Crashes per mile per year: 3.14
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).
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: A-BAs a 3 Lane: A-B-C-D
2005 Level of Service 2035 Level of Service
*
SunsetFrom: BradleyTo: Flint River
Number of Signals: 0
Driveways and Side Streets: Few/None
Land Use: University, Golf, Residential
Left Turn Lane: Bradley
Speed Limit: 35
Width Inside Lane: 11
Width Outside Lane: 11
Total Width: 44Bus Route: YesHigh ADT: 9334Low ADT: 6282
Rear End Crashes: 1Rear End Left Turn Crashes: 0Head On Crashes: 0Head On Left Turn Crashes: 0
Time of Return on Re-stripping Safety Project: 15.6
Total 4-types of crashes: 1Crashes per mile per year: 0.86
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.
2005-2007 Crash Data
Complete Streets 4 To 3 Lane Conversion Study
Recommendations
As a 4 Lane: A As a 3 Lane: A
As a 4 Lane: AAs a 3 Lane: A
2005 Level of Service 2035 Level of Service
****