mixed used development on 8 mile rd & van dyke ave shun cheung

Mixed Used Development on 8 Mile Road & Van Dyke Avenue

Jonathan Kay, Jeff Morden, Shun Cheung

CE 7630 Urban Transportation Planning

12/10/12

1

Table of Contents

Report

INTRODUCTION 3

EXISTING CONDITONS 4

CRITICAL INTERSECTIONS AND EXISTING OPERATIONS 5

SAFETY ANALYSIS 8

PROPOSED DEVELOPMENT 9

COMPARISON OF TRAFFIC OPERATIONS 11

BACKGROUND AND PROPOSED TRAFFIC 13

INTERNAL TRIPS 14

PROPOSED TRIPS 15

LEVEL OF SERVICE ANALYSIS 16

CONCLUSIONS 17

Appendix

EXISTING CONDITIONS A

Condition Diagrams – 8 Mile and Van Dyke A1

Condition Diagrams - Outer and Van Dyke A2

EXISTING TRAFFIC CONDITIONS B

24-Hour Volume Counts B1

A.M. Peak Hour Volume Diagram B2

P.M. Peak Hour Volume Diagram B3

A.M. Cardinal Direction Distribution B4

P.M. Cardinal Direction Distribution B5

A.M. Direction Distribution B6

P.M. Direction Distribution B7

SAFETY ANALYSIS C

8 Mile and Van Dyke Collision Diagram C1

Outer and Van Dyke Collision Diagram C2

8 Mile and Van Dyke Crash Data C3

Outer and Van Dyke Crash Data C4

TRIP GENERATION D

Existing Developments – A.M. D1

Existing Developments – P.M. D2

Proposed Developments – A.M. D3

Proposed Developments – P.M. D3

TRAFFIC VOLUMES E

2012 Level Traffic Volumes E1

2017 Level Traffic Volumes E2

SYNCHRO ANALYSIS F

Existing Synchro Analysis F1

Proposed Synchro Analysis F2

11 X 17 OF SITE PLAN G

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INTRODUCTION

This project involved the design of a mixed-use development located in Detroit, Michigan. The

assigned parcel was located along Van Dyke Avenue, in between 8 Mile Road and Outer Drive.

The area for development, shown below in Figure 1, was bounded by Van Dyke Avenue on the

east side and Rogge Street on the west side. Van Dyke Avenue at this location is a five lane

undivided highway with parking on either side of the roadway. 8 Mile Road is an eight lane

boulevard that carriers an exceptionally high number of vehicles despite the current occupancy

of the surrounding area. Outer Drive is a four-lane boulevard along the southern end of this

development.

FIGURE 1 – Development Area

While, for the purposes of this project, the development area will be assumed “green”, it is worth

noting that this is in the heart of a very dilapidated area of the city. As such, many of the homes

and businesses are woefully underutilized, which will be reflected when considered the existing

traffic generation. One of the major goals of the re-development of this parcel will be to provide

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a design such that new individuals and families will consider living in this previously blighted

area.

EXISTING CONDITIONS

The existing area includes 410 single-family homes as well as 25 commercial developments. A

current zoning map of the development area is shown in Figure 2:

FIGURE 2 – Current Zoning Map of Development Area

The current commercial developments are primarily fast food restaurants, hair and beauty salons,

as well as other office-type businesses. A complete list of the existing homes and businesses can

be found in the existing details portion of the appendix. As previously mentioned many of these

businesses are under-utilized and are therefore drawing significantly less traffic than under

normal operating conditions. For the purposes of analyzing the current level of traffic, the 410

homes and the businesses that have available trip generation data available in the ITE Trip

Generation manual will be considered as fully occupied. The remainder of the businesses will be

assumed to be providing very little traffic to the current system (4 vehicles per hour in both the

A.M. and P.M. peaks, with 2 entering trips and 2 exiting trips). This assumption was made in

order to reduce the existing traffic to levels that were more indicative of the current traffic

conditions for analysis. Further details of the trip generation for the existing traffic can be found

in the appendix.

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CRITICAL INTERSECTIONS AND EXISTING OPERATIONS

The intersections of 8 Mile Road and Van Dyke Avenue as well as Outer Drive and Van Dyke

Avenue will be considered the “critical” intersections for this analysis. It is these two

intersections that will be analyzed for level of service changes after the proposed developments

are considered to determine what improvements the hypothetical developers would be

responsible for.

Past traffic count data was gathered via the SEMCOG.org website, and these counts were

adjusted to 2012 levels based on a 0.5% growth rate. This growth rate was assumed based on the

consideration that the growth rate in this struggling area is likely negative and 0.5% represents a

conservative assumption. A summary of the counts used in this analysis can be found in the

appendix of this report. It should be noted that the majority of the counts were taken via

pneumatic tubes very near the critical intersections, and as such no factors were applied to

convert these to intersection counts – all of the counts taken from SEMCOG were considered as

intersection counts for the purposes of this report.

Once these volumes were brought to current day levels, the A.M. period peak and P.M. period

peak were determined based on the total traffic at the critical intersections for these periods.

After this analysis, it was determined that 8:00 to 9:00 A.M. would be the morning peak while

4:00 to 5:00 P.M. would be the afternoon peak. These volumes were tabulated in to Figures 3

and 4:

FIGURE 3 FIGURE 4

However, since traditional intersection counts complete with turning movement data was

unavailable, assumptions about the current distribution of turning movements had to be made to

convert these values to movement counts at the critical intersections for analysis. In order to

make that conversion, 85% of the counts provided by SEMCOG were considered as through,

with the remaining 15% being split to 10% right turning vehicles and 5% left turning vehicles.

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An additional step had to be made for analysis purposes as both of these intersections have two

phase signals and do not allow direct left turns in any direction. Instead, left turners are required

to use the Michigan left turns nearby these intersections, and as such, an adjustment of volumes

had to be made for analysis in Synchro SimTraffic. The existing traffic volumes used for the

critical intersections in this analysis are shown in Table 1 below. It should be noted that the

“raw” counts include in the right hand turn column: both the vehicles that intend to turn right as

well as the vehicles that are turning right to utilize the Michigan left. These values are then added

to the through volumes for analysis.

TABLE 1 - Existing 2012 Traffic Volumes

8 Mile and Van Dyke - A.M. Peak

North South East West

Left Thru Right Left Thru Right Left Thru Right Left Thru Right

Raw 28 482 57 36 605 71 94 1604 189 143 2422 285

Synchro - 576 85 - 748 107 - 1640 283 - 2450 428

Outer and Van Dyke - A.M. Peak



Raw 21 355 42 40 681 80 19 321 38 27 450 53

Synchro - 374 63 - 708 120 - 361 57 - 471 80

8 Mile and Van Dyke - P.M. Peak



Raw 60 1011 119 40 667 80 115 2641 311 138 2341 278

Synchro - 1166 179 - 805 120 - 2681 466 - 2401 414

Outer and Van Dyke - P.M. Peak



Raw 47 803 95 40 684 80 30 510 60 36 616 72

Synchro - 833 142 - 720 120 - 550 90 - 663 108

These volumes were converted to intersection volume diagrams shown below in Figures 5-8

below:

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It should be noted that when comparing these existing traffic volumes to the proposed traffic

volumes after development, a five year construction period will be used. As such, while these

volumes reflect the current traffic conditions at these intersections, these volumes will be

adjusted for this five year construction period later in the analysis. In this case, since all volumes

have been adjusted to a 2012 level, the volumes used in the level of service analysis will be

factored to 2017 levels to account for the construction period of this development. After this five

year period, it will be assumed that the development will be at relatively full occupancy.

SAFETY ANALYSIS

Traffic crash data was gathered from SEMCOG.org for two years (2010 and 2011) and analyzed.

First, each crash report was reviewed to determine the true crash type (i.e. checking the officers

original crash type coding) as well as verifying that the crash actually happened at the

intersection of interest. Once this was completed, an analysis of the current level of safety at

these intersections was preformed.

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8 Mile and Van Dyke

This intersection, at the northeast corner of the development, experienced 62 crashes during this

two year period for a yearly average of 31 crashes. From reviewing the collision diagrams, which

were prepared and are available for both intersections in the appendix of this report, several

trends were noticed in the crash history of this intersection. First, there have been several angle

crashes inside the intersection. While this would normally be a strong point of emphasis from an

engineering perspective, in this case many of these collisions were due to alcohol or police

related activity. As such, it is difficult to address these crashes from typical engineering means. It

could be asserted that after the development if socioeconomic conditions improve around this

intersection that perhaps these crashes may decrease. It is worth noting that despite the high

number of angle crashes no fatalities or A-level angle crashes occurred in the analysis period as

this intersection.

Further, the majority of crashes at this intersection were of the rear-end vareity. While these

crashes are relatively minor in nature, they do need to be addressed in the new design of this

parcel. One way in which this will be addressed is through the improvement of the clearance

intervals for this signal, with proper clearance intervals tending to reduce this inordinate number

of rear end crashes. Another issue that was prominent at this intersection was the fixed object

crashes that were seen during this two year period. The majority of these were due to collisions

with poles nearby the intersection, one of which resulted in an “A” level injury. It is

recommended that these objects be removed or relocated in order to allievate this safety issue.

Outer and Van Dyke

Similar issues are noticed at this intersection located at the southeastern corner of the parcel.

However, most likely due to the reduced volumes and therefore reduced exposure for crashes at

this intersection, the two year total was only 24 crashes for a yearly average of 12 crashes.

Roadside objects are again an issue with several of these crashes involving poles around the

intersection. Angle crashes inside the intersection were also present, however these issues were

similar to those in the previously considered 8 Mile and Van Dyke. Proper design of the

clearance intervals as well as removal of these hazardous roadside objects should improve the

safety performance at this intersection.

PROSPOSED DEVELOPMENT

As previously mentioned, for the purposes of this project the parcel was assumed to be “green”.

The current background traffic characteristics were considered as existing. The new development

can be seen in Figure 9 on the following page.

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Commercial Developments

A primary goal of the new development was to include businesses that not only people who live

in the new mixed use development would utilize, but also people from the surrounding area.

Therefore, new businesses in this development were based on avoiding including similar existing

businesses in the surrounding area as well as businesses that would serve the new development

well.

Two fast food resturants with “drive-thrus” were included on Van Dyke Avenue in a convienent

location for pass-by-trips along Van Dyke as well as the new homes in the development.

Previously, the one Burger King location that previously existed was one of the few businesses

that was being heavily used and it is assumed that two would be fully supported in this area. In

addition, a more formal sit-down resturant was also provided near the two fast food resturants,

providing an option for those in the development as well as the surrounding area. A new bar will

also be added, which should help increase the foot traffic around the new development in the

evening.

A two-floor 50,00 square feet office building as included on the southeast corner of the

development. This new office building will house specialty medical services, and it is hoped that

a large majority of new residents in the mixed use development will be attracted there based on

employment at this facility. The state of Michigan has been encouraging the development of the

medical industry and this facility would continue that expansion.

Two small convience stores were also included in the parcel, one near the medical office

building as well as another near an entrance to the single family and multi-family homes on the

west side of the development along Rogge Street. These convience stores will provide services to

both the new residents as well as the large staff required at the medical office facility. Similarly,

a new supermarket is included on the northeast corner of the development to service the new

residents as well as those from the nearby homes. This supermarket would be unique to the

surrounding area and therefore it is expected that it would be heavility utilized. Adjacent to the

supermarket is a tire superstore, which would provide valuable auto services to the new residents

and again those in the surrounding area.

Multi-Family Homes

A new feature to this area is the multi-family homes located along 8 mile on the north end of the

new development. These low-rise apartment buildings involve eight medium sized buildings

with 16 units in each building for a total of 128 dwelling units. It is assumed that many of the

new residents in these low-rise apartments would be employed by the new businesses, speficially

the new medical facility.

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Single Family Homes

In addition to the multi-family homes, 94 new single family homes will be constructed within the

development. While this is down significantly from the 410 existing homes, that number was

previously unsustainable as evidenced by the fact that many of these were unoccupied. This

difference is also offset by the 128 new multi-family units included in the low-rise apartments on

the north end of the development. It is assumed that these single family homes would be utilized

by new residents that work in the surrounding new businesses – again specifically the medical

facility. It should be noted that the new lots are significantly larger than those of the previously

existing homes and it is assumed this would encourage a higher occupancy rate of these homes,

even in this depressed area.

Other Factors

The single family homes are accessed by three driveways, one on Rogge Street, one on Outer

Drive, and one on Van Dyke Avenue. These internal roadways are designed such that speeds

would be relatively low and the number of vehicles using the subdivision “cut-through” would

be minimal. There is also a new pinic or park area located in between the multi-family homes

and the single family homes. There will be no direct access parking to this park, as it is hoped

that this facility will be used by primarily the homeowners and residents of the low-rise

apartments, as opposed to incurring outside traffic. This park is part of the overall increased

green space within this new development, encouraging a less urban feel than what was

previously existing.

COMPARISON OF TRAFFIC OPERATIONS

As a result of this new development, it is imparative to perform a traffic impact study. While the

traffic analysis available in this report is indicative of the two critical intersections at 8 Mile and

Outer Drive, in a more detailed analysis it would be required to consider additional intersections

in the surrounding network that would also be effected. Similarly, traffic volumes were obtained

via SEMCOG.org for the existing traffic, however, actual existing turning movement counts

would be required to perform a more precise analysis.

Existing intersection volumes were shown earlier in the analysis. However, these volumes for

comparision purposes must be brought to the end of the five year construction period based on a

0.5% growth rate for the design area. This will be done by multiplying the existing volumes by

(1.005)5 or 1.025251. The following Table 2 shows the existing traffic that will be used for

comparison purposes:

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TABLE 2 - Existing 2017 Traffic Volumes




Synchro - 591 87 - 767 110 - 1681 290 - 2512 439




Synchro - 383 65 - 726 123 - 370 58 - 483 82




Synchro - 1195 184 - 825 123 - 2749 478 - 2462 424




Synchro - 0 0 - 0 0 - 0 0 - 0 0

BACKGROUND AND PROPOSED TRAFFIC

In order to compare the new development traffic, the traffic generated by the current

developments must be subtracted as these trips will no longer be attracted or produced once the

new developments are in place. A detailed calculation of the existing trips can be found in the

appendix. These trips were distributed first based on the cardinal direction of trips leaving the

system, then by the current distribution of traffic at the current intersections.

First, based on the A.M. and P.M. peak hourly diagrams, available in the appendix, the relative

percentages of vehicles leaving the analysis area in each cardinal direction was calculated. These

diagrams are also available in the appendix. Once this was completed, the percentage of traffic

using each turning movement at both critical intersections was also calculated, and can be found

in the appendix. Based on this data, the entering and exiting trips of each development were

applied to each roadway in the analysis (Van Dyke, 8 Mile and Outer Drive), and these direction

of these trips was based on the existing volumes. Once it was determined the number and

direction of the trips entering and exiting each facility, these trips were assigned to the

intersections based on the previously calculated percentages of traffic using each turning

movement. These turning movement volumes were then used to subtract from the existing

movement volumes to determine the background traffic levels. The following Table 3 shows the

background traffic turning movements for the critical intersections in 2017 levels.

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TABLE 3 - Background 2017 Traffic Volumes




Synchro - 523 76 - 668 110 - 1654 278 - 2484 420




Synchro - 335 65 - 629 106 - 269 57 - 393 75




Synchro - 1009 158 - 711 123 - 2649 415 - 2370 408




Synchro - 734 146 - 641 106 - 527 87 - 635 100

It is these volumes that the proposed new traffic will be applied to in order to calculate the

proposed level of service which the developer will be responsible for if it is significalty different

from the existing level of service.

INTERNAL TRIPS

Once the results for the trip generation of the land uses are established using the ITE Trip

Generation, the results would be used to decide on the internal capture rate for the multi-use

development. Since some of the trips are made internally, the capture rate is a factor for

estimating the percentage reduction of the actual trip generation for the forecast. For this project,

two scenarios during the weekday have been chosen for the calculations of the internal capture

rate, the A.M. peak hour and the P.M. peak hour. With the types of development identified from

the initial stage of the project, the internal and external trips within the multi-use site could be

determined using the given percentages from Table 7.1 and Table 7.2 of the ITE Trip Generation

Handbook with the results of the raw data. Once the total external trips of the land uses have

been computed, the next step would be to calculate the net external volume. In order to do that,

all the external trips of the land uses will be combined to form the sum. Then the division of net

external volume by the total single-use trip generation estimate with the subtraction from 100

percent would be the internal capture rate. From the calculations, the internal capture rates for

A.M. and P.M. peak hour are 12% and 13%. Table 7.1 and Table 7.2 for this analysis can be

found in the appendix.

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PROPOSED TRAFFIC

In order to determine the load the proposed developments will put on the surrounding traffic

network, a similar process to the calculation of background traffic was applied (In this case,

traffic was added as opposed to being subtracted). Based on the existing traffic distribution, it

was first determined which roadway the generated traffic would utilize. Once this was

completed, the traffic was applied to the critical intersections based on the current distribution in

the same manner as the background traffic application. It should be noted that not only do the

volumes change for the morning and afternoon peaks, but also the current distribution of traffic

changes as well. As such, the analysis for these two periods is completely sperate. Diagrams of

both the current distribution of traffic and the cardinal direction of traffic leaving the analysis

system are available in the appendix. These values were adjusted to 2017 levels for use in the

level of service analysis based on a 0.5% growth rate, similar to the previous calculations. Table

4 below shows the proposed volumes at the 2017 level:

TABLE 4 - Proposed 2017 Traffic Volumes




Synchro - 617 92 - 841 110 - 1698 299 - 2551 453




Synchro - 420 65 - 764 130 - 389 60 - 622 87




Synchro - 1112 176 - 824 123 - 2751 437 - 2488 426




Synchro - 853 146 - 710 118 - 712 92 - 738 111

It is these volumes that will be compared to the 2017 level existing development volumes to

determine the difference in the level of service that the developer would be responsible for. It

should be noted that based on simple inspection of these volumes they are slightly higher than

the existing volumes. This will be a result of a much higher occupancy rate of businesses and

higher generation then the previously existing developments. Conversely, the single family home

traffic is significantly reduced in the proposed development, however this is outweighed by the

increase in the commercial traffic. Diagrams of all analysis levels of critical intersection volumes

are available in the appendix.

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LEVEL OF SERVICE ANALYSIS

The next step was to determine the relative change in the level of service provided by the two

critical intersections near this development. Again, in a more expansive traffic impact study, the

effect these new developments have not only on these two intersections but also surrounding

intersections would have to be considered. In addition, it will be assumed that the access points

to the new developments will be two-way stop controled as the exiting volumes are relatively

low. This again differs from a larger scale traffic impact study were a full signal warrant analysis

would have to be completed to determine if a signal was necessary at any of these driveways.

One note is that existing signal timings were available for Outer Drive and Van Dyke Avenue.

However, no existing signal timings were available for 8 Mile Road and Van Dyke Avenue.

Therefore, in order to perform the analysis, it was assumed these signals were on equal cycle

lengths (Outer Drive and Van Dyke Avenue currently has an 80 second cycle length), and then

Synchro was used to optimize the splits for 8 Mile and Van Dyke. This assumption was made in

order to maintain a relatively equal comparison between the existing volumes and the proposed

volumes, as it will again be assumed that the two crtical intersections employ an equal cycle

length.

Four synchro models of the two critical intersections were then created, including a design for

the A.M. and P.M. peaks for both the existing 2017 level traffic volumes as well as the proposed

2017 level traffic volumes. Synchro reports and output are available in the appendix that give

more explicit details of this analysis. For the proposed level of service analysis, the two critical

intersections were set to have equal cycle lengths and then were optimized, resulting in 70

second cycle lengths in the morning and 90 second cycle lengths in the afternoon. The following

Tables 5 and 6 show the changes in level of service from the existing to the proposed traffic

levels:

TABLE 5- Existing vs. Proposed - 2017 Level of Service Analysis - A.M. Peak

8 Mile and Van Dyke

Comparison North South East West

Existing L.O.S. C C B C

Delay 25.4 29.8 12.7 20.9

Proposed L.O.S. B C B C

Delay 18.9 30.2 12.5 25.7

Outer Drive and Van Dyke


Existing L.O.S. A C C C

Delay 8.2 23.4 22.2 22.7

Proposed L.O.S. A A B B

Delay 9.1 4.6 18.4 20.0

TABLE 6- Existing vs. Proposed - 2017 Level of Service Analysis - P.M. Peak

8 Mile and Van Dyke

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Existing L.O.S. D C E D

Delay 54.5 24.9 73.8 35.1

Proposed L.O.S. D C D C

Delay 38.3 28.6 49.9 29.2

Outer Drive and Van Dyke


Existing L.O.S. B B C C

Delay 11.5 18.5 23.4 24.5

Proposed L.O.S. B A C C

Delay 14.1 5.5 25.1 24.9

CONCLUSION

As can be seen from Tables 5 and 6, the level of service for the proposed development traffic

levels is not significantly worse than the level of service for the current existing developments

traffic levels. While the signal optimization done in Synchro for these two intersections ignores

the negative effect, coordinating these signals with other cooridors may have and therefore may

overestimate the level of service provided, this comparision is still appropriate as a similar

method was used for both the existing and proposed developments.

At 8 Mile Road and Van Dyke Avenue, during the morning peak period, the level of service

values are very similar, with the north bound traffic seeing an improvement from “C” to “B”.

The delays for each approach are very similar for both the existing and the proposed traffic,

despite the proposed traffic being slightly higher for each approach. The optimized 70 second

cycle lengths for this period contributed to this improvement despite the higher loading. In the

afternoon peak, delays went down for each approach at 8 Mile and Van Dyke. This is due to the

fact that while the proposed traffic levels were increased throughout the system, this intersection

during this peak actually saw lighter loading. This is due to the large reduction in single family

home traffic as a result of the new development.

Outer Drive and Van Dyke Avenue saw similar differences in both the morning and peak

periods, despite seeing incremental increases in traffic volumes on each approach. This again is

due to the optimization of the signal timing to 70 seconds in the A.M. peak and 90 seconds in the

P.M. peak. It should be once again noted that these levels of service may be overpredicted as it is

likely in a full scale traffic impact study that additional intersections would also be considered, as

well as optimizing an entire cooridor of intersections as opposed to these two alone. However,

since a similar process was completed for both existing and proposed, this comparision should

still be appropriate despite likely differences in real world implementation.

As a result of this analysis, it is shown that the hypothetical developer of this parcel would not

likely be responsible for large scale infrastructure improvements. Appropriate retiming of the

signals, coordinated with others in the coordior would provide acceptable levels of service for

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both of the critical intersections. It is worth noting that no level’s of service below “D” were

seen in the proposed levels of service, despite this occuring with the existing traffic. In fact, only

in the morning peak at 8 Mile and Van Dyke Avenue does level of service “D” occur, as the east

and westbound traffic very high compared to the north and southbound traffic.

However, several small scale changes would be recommended to be considered while

construction of this new development is taking place. First, it was apparent from the collision

diagrams that there were several poles and small objects near the roadway that resulted in an

overabundance of fixed object crashes. It is recommended that not only are these poles removed,

but an engineering walkthrough to remove all hazardous roadside objects from this area as this

appears to be a significant problem. Another issue is the pavement markings have deterioriated

to an unsafe point at both critical intersections as well as some other areas around the

development. It is recommended that these markings be updated and compliant with the

MUTCD in order to improve safety. These recommended changes would provide a large benefit

to some of the repeated safety issues displayed in the crash history near this development at a

relatively minor cost that could be completed concurrent with the construction of the new

development.

The details available both in this report and the appendix show a mixed-use development ready

for implementation at the parcel located just west of Van Dyke Avenue in between 8 Mile Road

and Outer Drive. This new development, located in Detroit, MI., would provide an area for new

residents to live in both a renovated single family home subdivision as well as a new 128

dwelling unit, multi-family, low-rise apartment. In addition, a new set of commercial

developments located along Van Dyke Avenue within this development should provide

employment for not only some of these new residents, but also some in the surrounding areas.

These new commercial developments should see substantial traffic from the residents within the

parcel, as well as outside its borders. As a result of this analysis, it has been shown that the

developer would be responsible for very little infrastructure improvements as the nearby traffic

system is ready to carry the relatively small increases these new facilities would place on that

system.

SINGLE-FAMILYHOUSING

COMMERCIAL

TRAFFIC IMPACT STUDY - STUDY AREA FIGURE 1

OUTER DRIVE

8 MILE ROAD

ROGG

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SUPERMARKET

TIRESUPERSTORE

FASTFOOD

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CONVENIENCESTORE

PICNIC AREA

SAVAGE AVENUE

DRINKINGPLACE

MULTI-FAMILYHOMES

N

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TRAFFIC IMPACT STUDY - PROPOSED DEVELOPMENT

SINGLE FAMILY HOUSING MULTI-FAMILY HOUSING GREEN SPACECOMMERCIAL

FIGURE 2

OU

TER DRIVE

8 MILE RO

AD

ROGGE STREET

VAN DYKE AVENUE

SUPERMARKET

TIRESUPERSTORE

FASTFOOD

RESTAURANT

FASTFOOD

RESTAURANT

SIT-DOWNRESTAURANT

MEDICALOFFICE

BUILDING

CONVENIENCESTORE

CONVENIENCESTORE

PICNICAREA

SAVAGE AVENUE

DRINKINGPLACE

MULTI-FAMILYHOMES

N

TRAFFIC IMPACT STUDY - PROPOSED DEVELOPMENT

SINGLE FAMILY HOUSING MULTI-FAMILY HOUSING COMMERCIAL GREEN SPACE

DESIGNED & DRAWN BY: JON K., JEFF M., SHUN C.DATE: DEC. 10, 2012

N

IntelligentComm.

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ParkingLot

ParkingLot

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VAN DYKE AVENUE

8 MILE ROAD

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POWER POLE

OVERHEAD SIGN

TRAFFIC SIGNAL HEAD

PED SIGNAL HEAD

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RIGHT OF WAY

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CONDITION DIAGRAM OF 8 MILE & VAN DYKE FIGURE 27

OUTER DRIVE

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ParkingLot

ParkingLot

ParkingLot

ParkingLot

NVAN DYKE AVENUE

LIGHT POLE

TRAFFIC SIGNAL POLE

POWER POLE

OVERHEAD SIGN

TRAFFIC SIGNAL HEAD

PED SIGNAL HEAD

SIGN

SYMBOLS

RIGHT OF WAY

FENCE LINEBUILDING

CROSSWALK

TREE

ROAD LANE

CONDITION DIAGRAM OF OUTER DRIVE & VAN DYKE FIGURE 28

mixed used development on 8 mile rd & van dyke ave shun cheung

Documents

existing area

proposed development

existing traffic generation

existing homes

proposed traffic

existing operations

existing conditons

d1 existing developments