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Home My WebLink About1992 Mins Traffic Board FINAL CITY OF LANSING PUBLIC SERVICE DEPARTMENT TRANSPORTATION DIVISION TRAFFIC BOARD MEETING 7:00 PM June 10, 1992 AGENDA CALLTO ORDER RECEIVED 1. Roll Call JUN 0 3 1992 2. Motions for Excused Absences MAYOR'; OFFICE 3. Items for Suspension of Rules CITY OF LANSING APPROVAL OF MINUTES Minutes of the meeting held March 11, 1992. PUBLIC COMMENT ON AGENDA ITEMS The public may comment on any of the following items on the agenda: Communications and Petitions, Reports From the Secretary, Action Items and Informational Items. (Time limit: three (3) minutes per speaker. ) COMMUNICATIONS AND PETITIONS REPORTS FROM THE SECRETARY 1. Traffic Control Request: Jolly Road Dunckel Road (#92-14) 2. Traffic Study: Pleasant Grove Road (#92-15) 3. Traffic Control Request: Kendon Avenue & Southgate Avenue (#92-16) 4. Parking Regulation Change Request: Mason Street (#92-17) ACTION ITEMS 1. Election of Officers TABLED ITEMS Traffic Board Agenda - June 10, 1992 06/05/92 INFORMATIONAL ITEMS 1. Impending Traffic Signal Installations at Saginaw/Seymour and Oakland/Seymour OLD BUSINESS NEW BUSINESS ITEMS FOR SUSPENSION OF THE RULES PUBLIC COMMENT ON NON-AGENDA ITEMS ADJOURNMENT Respectfully submitted, LANSING TRAFFIC BOARD D�_ / xix� . David A. Berridge Secretary 2 April 30, 1992 REPORT FROM THE SECRETARY #92-14 TRAFFIC CONTROL REQUEST: JOLLY ROAD & DUNCKEL ROAD Jolly Road will be reconstructed from Aurelius Road to Dunckel Road in 1992, to provide four through travel lanes. A center left turn lane will be built between Five Oaks Drive and Dunckel Road. The north leg of Dunckel Road will be widened to provide three southbound lanes including a left turn lane, a through lane, and a right turn lane. The newly constructed south leg of Dunckel Road will provide access to future commercial development to be located south of Jolly Road. The traffic volumes at the intersection of Jolly Road and Dunckel Road currently meet warrants for a traffic signal. Jolly Road meets warrants for 14 hours per day. Dunckel Road meets warrants for 14 hours per day. (See attached warrant graphs. ) It is expected that traffic volumes will increase at the intersection as commercial development occurs south of Jolly Road. Therefore, the Transportation Division staff recommends that a traffic signal be installed at Jolly Road and Dunckel Road in concert with the reconstruction of Jolly Road. 1 April 30, 1992 REPORT FROM THE SECRETARY #92-14 TRAFFIC CONTROL REQUEST: JOLLY ROAD & DUNCKEL ROAD LOCATION DIAGRAM Lly. LUWANNA I ; I DUNCKEL DIER (NE CTrRQovC V E �O O 3DEN WOOD w 3 & BEAUJARDIN Q �P5 V J c J W Q p.LDRICH JOLLY v 2 April 30, 1992 REPORT FROM THE SECRETARY #92-14 TRAFFIC CONTROL REQUEST: JOLLY ROAD & DUNCKEL ROAD TRAFFIC SIGNAL WARRANT GRAPH JOLLY AT DUNCKEL TRAFFIC S I G P�,JAL WARRANT GRAPH JOLLY AT DUNCKEL 1.5 1.4 1.3 1.2 w 11 "J 1 0 v .. 0.9 � N W � U o 0.8 > L 0.7 0.6 v /hfn ern /7t'er sf; VO(fie rwL {or w 0.5 Z � 0.3 XX 0.2 1, 0.1 0 1 3 5 7 9 11 13 15 17 19 21 23 2 4 6 8 10 12 14 16 18 20 22 24 TIME OF DAY 3 April 30, 1992 REPORT FROM THE SECRETARY #92-14 TRAFFIC CONTROL REQUEST: JOLLY ROAD & DUNCKEL ROAD TRAFFIC SIGNAL WARRANT GRAPH DUNCKEL AT JOLLY TRAFFIC_ SIGNAL WARRANT GRAPH DUNCKEL AT JOLLY 450 400 .. 350 w J 0 300 v w 250 J U_ w 200 M�nimunt Volume, �or ti � b✓avra.sf a6E' �, O w 150 m D G 100 50 NX 1 3 5 7 9 11 13 15 17 19 21 23 2 4 6 8 10 12 14 16 18 20 22 24 TIME OF DAY 4 June 4, 1992 REPORT FROM THE SECRETARY #92-15 PLEASANT GROVE ROAD TRAFFIC STUDY The Transportation Division received a request from Councilmember Benavides to lower the speed limit from 30 mph to 25 mph and to install a center left-turn lane on Pleasant Grove Road between Holmes Road and Jolly Road. This request was prompted by complaints from Mr. Jim Hetzer of 4015 Pleasant Grove Road, Ms. Lori Ganser of 4204 Pleasant Grove Road and Ms. Vicki Treloar of 2215 Mary Avenue. In addition, the Transportation Division received a letter from Ms. Ganser opposing the left turn lane, supporting the speed limit reduction and requesting an intersection control beacon at Mary Avenue and Pleasant Grove Road. Pleasant Grove Road between Holmes Road and Jolly Road is a 46 foot wide major street. However, this section of Pleasant Grove Road is predominantly residential. The road is marked for two moving lanes of traffic, one in each direction. These lanes are approximately 23 feet wide. City Ordinance prohibits parking on both sides of Pleasant Grove Road between Victor Avenue and Jolly Road. However, Pleasant Grove Road residents and their visitors often park on Pleasant Grove Road because the regulations are not consistently posted. The Holmes Road and Pleasant Grove Road intersection, and the Jolly Road and Pleasant Grove Road intersection are controlled by traffic signals. All other intersections are controlled by stop signs on the side streets. The traffic volume and accident rate for Pleasant Grove Road between Holmes Road and Jolly Road were compared to the traffic volume and accident rate for Pleasant Grove Road between Mt. Hope Avenue and Holmes Road because the road sections are similar in terms of lane and street width, speed limit and land usage. Pleasant Grove Road between Holmes Road and Jolly Road carries 10,000 vehicles per day. Pleasant Grove Road between Mt. Hope Avenue and Holmes Road carries 7,000 vehicles per day. The accident rate for Pleasant Grove Road between Holmes Road and Jolly Road is 7.8 accidents per MVM. The accident rate for Pleasant Grove Road between Mt. Hope Avenue and Holmes Road is 4.6 accidents per MVM. The Transportation Division's traffic study and recommendation for Pleasant Grove Road, focused on the section between Holmes Road and Jolly Road because 1 June 4, 1992 REPORT FROM THE SECRETARY #92-15 PLEASANT GROVE ROAD TRAFFIC STUDY this section had a substantially higher accident rate and number of public complaints, and because there is a natural break in road segment at Holmes Road. Speed Limit Change Transportation Division files indicate that the speed limit on Pleasant Grove Road between Holmes Road and Jolly Road was lowered from 35 mph to 30 mph in 1985. Studies done in 1985 and 1986 indicate that the 85th percentile speed before the speed limit reduction was 41-42 mph. The 85th percentile speed after the speed limit reduction was 40-41 mph. The speed limit reduction had virtually no effect on lowering vehicular speeds. Furthermore, the 85th percentile speed on Pleasant Grove Road between Mt. Hope Avenue and Holmes Road is 40-42 mph although the speed limit has been 30 mph for years. The Transportation Division does not recommend lowering the speed limit on Pleasant Grove Road between Holmes Road and Jolly Road from 30 mph to 25 mph because lowering the speed limit in the past has had no effect on lowering vehicular speeds. Speeding problems should be addressed through increased enforcement of the traffic laws by the Lansing Police Department. Center Turn-Lane A review of the accident files for Pleasant Grove Road between Holmes Road and Jolly Road indicates there were 12 left-turn rear-end and 8 left-turn head-on accidents from January 1, 1987, to March 31, 1992. These accidents are potentially correctable with the installation of a center left-turn lane. Observations on Pleasant Grove Road indicate that in the absence of parked vehicles, vehicles sometimes form two moving lanes of traffic in the same direction. Vehicles were also observed passing slower moving vehicles on the left when opposing traffic allowed, or on the right when there were no parked vehicles. The accident files indicate that there were 13 sideswipe accidents on Pleasant Grove Road between Holmes Road and Jolly Road from January 1, 1987, to March 31, 1992. These accidents are potentially correctable by decreasing the lane width of the traffic lanes. Removal of the existing pavement markings and the installation of a center left- turn lane on Pleasant Grove Road between Holmes Road and Jolly Road would cost approximately $2,000. 2 June 4, 1992 REPORT FROM THE SECRETARY #92-15 PLEASANT GROVE ROAD TRAFFIC STUDY The Transportation Division recommends installing an 11 foot wide center left- turn lane and allowing parking on both sides of the roadway on Pleasant Grove Road from Holmes Road to Jolly Road, because of the high number of left-turn rear-end, left-turn head-on, and sideswipe accidents, and the high number of vehicles observed passing slower moving vehicles. Marking an 11 foot wide center left-turn lane will leave two 10.5 foot wide drive lanes with an additional seven feet for parking on both sides of the road. The narrow drive lanes and presence of parked vehicles should eliminate passing, and slow traffic. It should be noted that parking restrictions at major intersections and in front of Pleasant View School will remain in place. Intersection Control Beacon The Mary Avenue and Pleasant Grove Road intersection is currently controlled by stop signs on Mary Avenue. A review of the accident files for the Mary Avenue and Pleasant Grove Road intersection indicates that there were eight right angle accidents at the intersection from January 1, 1987, to March 31, 1992. Three of these accidents were in March of 1992. As a comparison, there have been ten right angle accidents at the Pleasant Grove Road and Reo Road intersection over the same time period. Only two of the accidents at the Mary Avenue and Pleasant Grove Road intersection were caused by a driver who failed to stop at the stop signs on Mary Avenue. These two accidents are potentially correctable with the installation of a intersection control beacon. The Michigan Manual of Uniform Traffic Control Devices' warrant for the installation of an intersection control beacon requires six reported accidents of the type that are potentially correctable with the installation of an intersection control beacon in a two year period, and an 85th percentile speed of 40 mph or more. The Transportation Division does not recommend installing an intersection control beacon at Mary Avenue and Pleasant Grove Road because the intersection does not meet the Michigan Manual of Uniform Traffic Control Devices' warrant for the installation of a traffic control beacon. 3 June 4, 1992 REPORT FROM THE SECRETARY W92-15 PLEASANT GROVE ROAD TRAFFIC STUDY LOCATION DIAGRAM P. L_L1VJ W ........ . p � — -'1 �i �l Rc R�f fi [cooDR/cN J x s. �� ca.—NeRioG_ W. MT. OPE : AVE, BEL A/RE OR. ST. EN CBE b NT LENOR C r LOO LOOP£R AVE.AV£. Z C CA pOX AVE. F LC � t rr o O:/� t LOON [G.;IC AAl lL�; -J+ L l A t 2 : V b WOODB/ AVE m W /A.PS///R c PL A O O O t KELSEY AVE. �� 4 ac m LORA/NE AVE. C, �V/L10R AYE, �[A i Y/LTOR AVE r)+1 r NOLLrC. N oLKwAr � FAUNA AVFV`-�r � V �i ti Z BOS TON DUNLA ST o t� �0(.('i DUN i E 4 2 NE /LK ST. Q h / HOLMES�C C RD. x ENBROOX OR. DR UL BR A fERR L ST WARW\G , f L,9 0 2 R b t G/BSON Sr 'M f POMPTON /2 PLEA ANT V/£W �_ LE� BE ARD �o� p j Z NIL LLR£ST �ST N/LL S RET _ ST. s l __ [CABOTJT of3 EP REENB OR' R EATON I MAR AVE. i LT �l CAI//MOO � � F/ELO/NO d R/SDALE SrR R/SOA W PIERCE RD. L SVMPTER ST R — h m iAl ST LE I'F JERREE LT. RISDALE PAARR b ` K o Q O RED RD. 1 RONALD ILL ST, REO RD. yW KARfBRIARFLEL at h LUC-I", 2 RAYN£L R(E-^/. l m 2 O BR/ARF/ELD W. ~ JOL LY A 4 June 4, 1992 REPORT FROM THE SECRETARY #92-16 TRAFFIC CONTROL REQUEST: KENDON AVENUE AND SOUTHGATE AVENUE The Transportation Division received a request to install four-way stop signs at the Kendon Avenue and Southgate Avenue intersection through Councilmember Alfreda Schmidt. The intersection is currently controlled by stop signs on Southgate Avenue. The intersection is in a residential neighborhood. Kendon Elementary School is located one block east of the intersection. The Michigan Manual of Uniform Traffic Control Devices' accident warrant for multi-way stop sign installation requires five or more reported accidents of the type susceptible of correction by multi-way stop sign installation (right-angle and left-turn) in a 12 month period. A review of the accident records for this intersection indicates that there were four reported accidents (all right angle) from January 1, 1987 to March 31, 1992. These accident totals do not meet the Michigan Manual of Uniform Traffic Control Devices' accident warrant for the installation of multi-way stop signs. The Michigan Manual of Uniform Traffic Control Devices' traffic volume warrant for multi-way stop sign installation requires 500 vehicles per hour to approach the .intersection for eight (8) hours of a day. The estimated traffic volume on Kendon Avenue is 800 vehicles per day. The estimated traffic volume on Southgate Avenue is 800 vehicles per day. These traffic volumes do not meet the Michigan Manual of Uniform Traffic Control Devices' traffic volume warrant for multi-way stop sign installation. The 85th percentile speed on Kendon Avenue is 33 mph. There is a speeding problem on Kendon Avenue; however, stop signs should not be used for speed control. Speeding problems should be addressed through increased enforcement of the traffic laws. Although this intersection does not meet the Michigan Manual of Uniform Traffic Control Devices' accident or volume warrant for the installation of multi-way stop signs, the accident experience at this location is relatively high compared to other low volume residential streets in Lansing with existing two-way stop control. Therefore, it is recommended that the request for four-way stop signs at the Kendon Avenue and Southgate Avenue be approved. 1 June 4, 1992 REPORT FROM THE SECRETARY #92-16 TRAFFIC CONTROL REQUEST: KENDON AVENUE AND SOUTHGATE AVENUE LOCATION DIAGRAM GLEtUALE rr• _'�_ 11 W linvlNGl.0N- FniUGEWOOU o 0 ° Q PENNWAY � �CREST- FIUNTER lU Y W z O VIEW na 0 C�7 MAPLE- HILL FENTON � y [NTO 1O G 2 [JE=SSOP7] I I L= CAVANAUai,4 =Ly cr IVAMANTHA J w ' `n t 1AMA A ��- > —vas JULIA � kBER71 lc>— U KENDbkl o KENUO 11 INOA pp R srot(nNE Lo� tAA z u 0 0 z ~ z 9 • SANULYN a c 9 > J 0 4 JoF LY R N 2 June 4, 1992 REPORT FROM THE SECRETARY 492-17 PARKING REGULATION CHANGE REQUEST: MASON STREET The Transportation Division received a complaint regarding congestion at the Mason Street and Cedar Street intersection. The Cedar Street / Mason Street intersection is a "tee" intersection. Mason Street is 26 feet wide. Van Houten Produce is located on the northwest corner and Dairy Queen is located on the southwest corner. The intersection is controlled by a pedestrian actuated signal which flashes red for Mason Street unless activated. Parking is currently prohibited on the south side of Mason Street from 124 feet west of the centerline of Cedar Street to Cedar Street. There are no parking restrictions on the north side of Mason Street. Site investigations show that when vehicles are queued up on Mason Street waiting to turn onto Cedar Street, and vehicles are parked on the north side of Mason Street, it is difficult to turn off of Cedar Street onto Mason Street. Site investigations also show that it is difficult to turn from VanHouten's parking lot exit on Mason Street, onto eastbound Mason Street, when vehicles are parked across from the driveway exit on the south side of Mason Street. The Transportation Division recommends prohibiting parking on the north side of Mason Street from Cedar Street to 80 feet west of the centerline of Cedar Street and on the south side of Mason Street from 190 feet west of the centerline of Cedar Street to Cedar Street. These proposed parking regulation changes have been discussed with both Van Houten Produce and Dairy Queen. Both businesses have no objections to the changes. 1 June 4 , 1992 REPORT FROM THE SECRETARY #92-17 PARKING REGULATION CHANGE REQUEST: MASON STREET .LOCATION DIAGRAM ROSADELL W PAR IS ASTOR HODGE AMILTOti ' V� HODGE z 4 CREST I Qa QERRY ~ w N LLJ OLM0 A, 140LIAPS d W Z RITA �6 c� d3 :E O J Q Q O MINE T a Q z p "f " WE] N.O.SE VICKIE a„ �4iP ~rf? lu MASON • M PAL 1ILL FENTON irfri-To"a: J w J � Q1 Q Q cn O 1UGH C-AVANAULOH o 1 = G AV6H GRAHAM rr� EVERETTDALE EVERETTDALE � H4 2 June 4, 1992 REPORT FROM THE SECRETARY ¢#92-17 PARKING REGULATION CHANGE REQUEST: MASON STREET EXISTING AND PROPOSED PARKING REGULATIONS RzrpilnJc Lod- N VAN NOUTEN FR0DuC-E X LLI W _ I1� MA50N STREET -- W DAIRY QUEEN F KF-Y Exi51in9 Parkln9 Prohibition —� Proposal RrNiin9 Peohlbi ion Scale : None. 3 wunnmm;, . , t�F �Atis�ti CITY of LANSING - ` INTEROFFICE COMMUNICATION �:nnrvgpOs � TO: Terry Terry J. McKane, Mayor FROM: David A. Berrid e, Transportation Engineer DATE: May 20, 1992 6-1 SUBJECT: Impending Traffic Signal Installations at Saginaw/Seymour and Oakland/Seymour The Michigan Department of Transportation (MDOT) intends to install traffic signals at Saginaw Street (M-43) / Seymour Street and Oakland Avenue (M-43) / Seymour Street. The relatively high incidents of right-angle collisions warrants a traffic signal at both locations; since right-angle accidents are potentially correctable by traffic signal control. It should be emphasized that the signal installations are intended to improve traffic safety for the public. A brief summary of the traffic studies performed.by MDOT follows. M-43 (Saginaw Street) at Seymour Street In a three year period from January 1989, through December 1991, there were eighteen (18) right angle accidents. A traffic survey indicated several periods of excessive delay on Seymour Street between noon and 5:15 p.m. M-43 (Oakland Avenue) at Seymour Street In a three year period from January 1989, through December 1991, there were twenty-two (22) right angle accidents. According to the Michigan Manual of Uniform Traffic Control Devices (MMUTCD) , traffic signals may be warranted if five (5) or more reported accidents of types susceptible to correction by traffic signal control, have occurred within a 12 month period. Both of the aforementioned locations meet this warrant. Due to accident experience, the Transportation Division staff concurs with the MDOT recommendation to install traffic signals at both locations. It is anticipated that the signals will be installed during the Fall of 1992 by a contractor working for MDOT. We do not plan to remove on-street parking on Seymour Street at this time. However, should operational problems develop in the future, removal of on=street parking in the vicinity of the signalized intersections may be required to provide a left turn lane. DAB\GF$\ce cc: Howard G . McCaffery file: Saginaw & Seymour Oakland & Seymour pc103\wp\data\traffic\mckane.201 On the courts for a memorable cause + The Lansing Topspins Ten- nis Club is spinning with activ- �N ity these days Saturday, they're having a �h tennis reunion from 7 to 11 p.m. at Court One East in Okemos. .=; And, in May they're spon- soring a tennis tournament at the Kingsley Center.The May 22-24 event will memorialize the late Leonard McConnell, Riddle McConnell a civic leader and former Top- spins board member,who died in February.Tournament proceeds will go to The Leonard McConnell Foundation for programs,work- shops and events for youth. + The Topskins club was started in May 1978 by Alison Scrouggs,an MSU tennis standout and Wayne State University tennis coach,and Ralph Riddle,a Lansing insurance agent and long-time member of Lansing's Traffic Board.The club established a free tennis program for youth and was based at the Kingsley Center until 1985, For those who'd like to play Saturday, the fee is $15, or $5 for game watchers. For more information, call 487-3439 or 882-7014. TO: Council President James Crawford and City Councilmembers FROM: Terry J. McKane, Mayor DATE : April 6 , 1992 SUBJ: Cancellation of Traffic Board Meeting for April, 1992 The attached notice of meeting cancellation is forwarded for your information. TJM:rk Attachment OLA Public Service Department TRANSPORTATION DIVISION. 219 N. Grand Ave. _ W Lansing, Michigan 48933 * ~_ (517)483-4240 N16 u April 1, 1992 Honorable Terry J. McKane City Hall Lansing, Michigan Re: Traffic Board Meeting Cancellation Dear Mayor McKane: The regular Traffic Board meeting for April 1992 , is canceled due to lack of agenda items . The next meeting is scheduled for May 13, 1992 . A special meeting may be called during the interim to review critical items if required. If you have any questions, please feel free to contact me . Respectfully submitted, LANSING TRAFFIC BOARD David A. Berridge Secretary DAB/ce cc: Howard McCaffery c:\wp\data\tb\tb92\cance1.1tr CITY OF LANSING PUBLIC SERVICE DEPARTMENT TRANSPORTATION DIVISION TRAFFIC BOARD MEETING 7:00 PM March 11, 1992 AGENDA CALL TO ORDER 1. Roll Call 2. Motions for Excused Absences 3. Items for Suspension of Rules �- a APPROVAL OF MINUTES Minutes of the meeting held February 12, 1992. PUBLIC COMMENT ON AGENDA ITEMS The public may comment on any of the following items on the agenda: Communications and Petitions, Reports From the Secretary, Action Items and Informational Items. (Time limit: three (3) minutes per speaker. ) COMMUNICATIONS AND PETITIONS 1. Letter from the Mayor requesting nominations for National Volunteer week. REPORTS FROM THE SECRETARY 1. Traffic Control Request: Hunter Boulevard, Ridgewood Avenue and Wildwood Avenue (#92-11) 2. Parking Regulation Change Request: Rundle Avenue (#92-12) ' 3. Parking Regulation Change Request: Cedar Street Frontage Road (#92-13) ACTION ITEMS TABLED ITEMS 1 Traffic Board Agenda - March 11, 1992 03/04/92 INFORMATIONAL ITEMS 1. T S A Newsletter, Traffic Safety Association of Michigan_ , Vol. 27, No. 1, January-February 1992. OLD BUSINESS 1. Miscellaneous Traffic Operations Issues NEW BUSINESS ITEMS FOR SUSPENSION OF THE RULES PUBLIC COMMENT ON NON-AGENDA ITEMS ADJOURNMENT Respectfully submitted, LANSING TRAFFIC B ARD David A. Berridge Secretary 2 OFFICE OF THE MAYOR UZ 9th Floor, City Hall 124 West Michigan Avenue Lansing, Michigan 48933-1694 (517)483-4141 (Voice) (517)483-4088 JDD) �CN16�p'�fi (517)483-4109(FAX) Terry J. McKane, Mayor February 28, 1992 Dear Board/Commission Chairperson and/or Department Head: On Monday, April 27, 1992 in recognition of National Volunteer week, I, along with City Council members, would like to honor and recognize one "special" outstanding volunteer member from each Board, Commission or Department. The nomination can be a member who has served or is currently serving. A mini reception for these extra special volunteers will be held prior to the City Council meeting. Your nomination should be made in writing with a short paragraph describing why you have chosen this special person. Please submit your nomination by the deadline date of April loth to Brenda Hull, Volunteer/Project Coordinator, Human Resources Department, 119 N. Washington Sq. , 3rd Floor, Lansing, MI 48933 . sincerely-, Mayor T ry J. cKane TJM:et "Equal Opportunity Employer" February 24, 1992 REPORT FROM THE SECRETARY #92-11 TRAFFIC CONTROL REQUEST: HUNTER BOULEVARD, RIDGEWOOD AVENUE AND WILDWOOD AVENUE The Transportation Division has reviewed a request to install additional traffic control at the Hunter Boulevard, Ridgewood Avenue and Wildwood Avenue intersection. The request was received from Ms. Barbara Hamel of 536 Hunter Boulevard. Ms. Hamel made the request because she feels the existing traffic control at the intersection is not sufficient to determine which vehicle has the right-of-way when approaching the intersection. The Hunter Boulevard, Ridgewood Avenue and Wildwood Avenue intersection is currently controlled with a yield sign on Ridgewood Avenue. The intersection is a residential intersection, although Waldo Park is located on the soutlieast corner. Wildwood Avenue (the north leg of the intersection) approaches the intersection on a steep uphill grade. A safe approach speed study was performed revealing a safe approach speed of 11 mph due to a sight obstruction in the northeast quadrant. Traffic volume data was not gathered, but it is estimated that Hunter Boulevard has a higher traffic volume than Ridgewood Avenue and Wildwood Avenue. A review of the accident records for this intersection revealed that there have been three accidents (one right angle) from January 1, 1987 to December 31, 1991. The right angle accident involved a northbound and eastbound vehicle. Right angle accidents are potentially correctable with the installation of traffic control. The Transportation Division recommends that a yield sign be installed on Hunter Boulevard at Ridgewood Avenue and Wildwood Avenue, for eastbound traffic, because of the safe approach speed, intersection approach grades and existing traffic control. 1 February 24, 1992 REPORT FROM THE SECRETARY #92-11 TRAFFIC CONTROL REQUEST: HUNTER BOULEVARD, RIDGEWOOD AVENUE AND WILDWOOD AVENUE LOCATION DIAGRAM I IIIAMILION 14 I, N DEXTER Q �� BROOKLAND a' -ci9 c V U z S DEXTER CL ul � a W � a HOLMES a ► aLM - ,y i. s PARkW AY vtRNON J. O VERNON }- U) d .e C} I.o��. LENDALE z W r� IL EVINGTON —ersu� Nr TBGEW04 o 0 �] 00 O z 1 _ vnl i�o ORES jnl`YHUNTEW Q-- Y w z PEP O VIES —{) l ¢ = Uj CJ7 C?f I I2-0. MAPLE- ILL IFENTON-1 PCNTO iu• ' Nx6t"'��' JESSOP r AVANAUQH V N II.C-II EMILY r^ - 4 V! ISAMANTHA Z SAM. 1p February 24, 1992 REPORT FROM THE SECRETARY #92-12 PARKING REGULATION CHANGE REQUEST: RUNDLE AVENUE The Transportation Division received a request to prohibit parking on the north side of West Rundle Avenue between Chatham Road and Pattengill Avenue. The request was received from Ms. Delores Staszuk of 1817 West Rundle Avenue. Ms. Staszuk made the request because she has difficulty backing out of her driveway when vehicles are parked on the opposite side of the street. Ms. Staszuk lives on the south side of West Rundle Avenue. West Rundle Avenue is a residential street which is 26 feet wide. Parking is currently allowed on both sides of West Rundle Avenue between Chatham Road and Pattengill Avenue. Parking is prohibited on the south side of West Rundle Avenue between Pattengill Avenue and Martin Luther King Jr. Boulevard / Logan Street. Fire hydrants are located on the northeast corners of West Rundle Avenue and Chatham Road, and West Rundle Avenue and Boston Boulevard. A review of the accident files for West Rundle Avenue between Chatham Road and Pattengill Avenue indicates that there have been three accidents in the last five years. Two of these accidents involved vehicles backing into parked cars. A parking survey was mailed to all 68 residents that live on or adjacent to West Rundle Avenue between Chatham Road and Pattengill Avenue, to solicit input on the requested parking regulation change. The survey was mailed out on February 5, 1992, with a requested return date of February 21, 1992. Of the 48 responses received, 25 (52%) support no change to the existing parking regulations and 23 (48 0) support prohibiting parking on one or both sides of West Rundle Avenue. Of the 23 responses received supporting prohibiting parking on one or both sides, 16 (700) support prohibiting parking on the south side of West Rundle Avenue, 4 (17 0) support prohibiting parking on the north side of West Rundle Avenue, 3 (13%) support prohibiting parking on both sides of West Rundle Avenue. Written comments on the survey included several reasons why residents did not support any parking prohibition on West Rundle Avenue: it would create a parking shortage and residents would begin to park in front lawns; vehicle speeds on West Rundle Avenue would increase; the traffic volume on West Rundle Avenue is not high enough to create a problem from not having room for two lanes of moving traffic; and, there have never been any problems with emergency 1 February 24, 1992 REPORT FROM THE SECRETARY #92-12 PARKING REGULATION CHANGE REQUEST: RUNDLE AVENUE vehicles not being able to travel down the street. Mr. Patrick Brady and Ms. Carole Brady of 1913 West Rundle Avenue circulated a petition among the residents on West Rundle Avenue between Chatham Road and Pattengill Avenue, to leave the parking regulations as they are currently, which is unrestricted. The petition was circulated from February 7, 1992, to February 22, 1992 and signed by 51 of the 68 residents (75 0) . On-street parking requires a minimum of seven feet. The minimum desirable width for a traffic lane is ten feet. Hence, the Transportation Division routinely supports and would recommend prohibiting parking on one side of a 26-foot wide street to allow for two traffic lanes and/or the movement of emergency vehicles (fire trucks) . The Transportation Division can support prohibiting parking on the south side of West Rundle Avenue between Chatham Road and Pattengill Avenue, instead of the north side, so that the parking regulations between Chatham Road and Pattengill Avenue are consistent with the existing parking regulations on West Rundle Avenue between Pattengill Avenue and Martin Luther King Jr. Boulevard / Logan Street. There are many streets in the city which are similar to West Rundle Avenue; i.e. , a narrow residential street with parking allowed on both sides, with relatively low traffic volumes, few correctable accidents and no outside (factory or hospital) parking influences. These narrow streets function satisfactorily for most residents, but do cause concern for some. Since there are few correctable conditions, the benefits of a parking prohibition maybe limited. Therefore, the Transportation Division can also support retaining parking on both sides of West Rundle Avenue for the aforementioned reasons. Although there are two acceptable solutions for this issue, the Transportation Division recommends denying the request to prohibit parking on the north side of West Rundle Avenue between Chatham Road and Pattengill Avenue and leaving the parking on West Rundle Avenue unrestricted because the majority of residents on West Rundle Avenue between Chatham Road and Pattengill Avenue do not support any parking restriction. 2 February 24, 1992 REPORT FROM THE SECRETARY #92-12 PARKING REGULATION CHANGE REQUEST: RUNDLE AVENUE LOCATION DIAGRAM W � � zUNJ LENOREC LENO w COOPER [4 -1 BELMONT COOPERje w PDXSON . C a GORDON GORDON , u WOODBI a ¢ f- z az C7 O0 i E ^� ~ Z co KELSEY , L vL : Q z J O U Q W m �¢ 3 i LORAINE �. a: 0 LL O— IRUNDLE VICTOR z H z ROCKWAY �M�O w a BOSTON v� �Ov PEG 5 z a o �� Q o W z �� 0 0 � r 3 February 27, 1992 REPORT FROM THE SECRETARY #92-13 PARKING REGULATION CHANGE REQUEST: CEDAR STREET FRONTAGE ROAD The Transportation Division received a request to prohibit parking in front of the mailboxes on the Cedar Street frontage road between Cavanaugh Road and Emily Street. The request was received from Simplified Accounting of 4305 South Cedar Street. Simplified Accounting made the request because they had received. complaints from their residential neighbors that they were not receiving their mail because employees and patrons of Simplified Accounting were parking in front of the mailboxes on the Cedar Street frontage road. The United States Postal Service will not deliver mail to a mailbox at the curb unless the carrier can reach the mailbox without leaving the mail delivery vehicle and without backing-up the mail delivery vehicle. Therefore, mail is not always deliverable when vehicles are parked on the east side of the frontage road. The Cedar Street frontage road is a 30 foot wide street located between Cavanaugh Road and Robert Street on the east side of South Cedar Street. Parking is currently allowed on both sides of the street. There are no businesses or houses on the west side of the frontage road. Therefore, there are no curb cuts or mailboxes on the west side of the frontage road. Simplified Accounting is located on the southeast corner of the Cedar Street frontage road and Cavanaugh Road. The complaints were received from the first two residents south of Simplified Accounting. Simplified Accounting has enough on-site parking to accommodate 23 vehicles. During their busy season, January through April, Simplified Accounting's number of employees and patrons requires approximately 36 parking spaces. The Transportation Division conducted numerous site visits to the Cedar Street frontage road. Measurements and the evaluation of the conditions indicates that if all driveways and mailboxes are not blocked, delivery of mail is not impeded, and all existing no parking ordinances at intersections are adhered to, only three vehicles can park on the east side of the Cedar Street frontage road between Cavanaugh Road and Emily Street. Two of these spaces are just south of the driveway to Simplified Accounting. One space is just north of Emily Street. Approximately ten vehicles can park on the west side of the Cedar Street frontage road between Cavanaugh Road and Emily Street. 1 February 27, 1992 REPORT FROM THE SECRETARY #92-13 PARKING REGULATION CHANGE REQUEST: CEDAR STREET FRONTAGE ROAD A parking survey was mailed to all five residents or business owners on the Cedar Street frontage road between Cavanaugh Road and Emily Street to determine if there was support to prohibit parking on the east side of the Cedar Street frontage road. All four residents supported prohibiting parking on the east side of the Cedar Street frontage road. Simplified Accounting did not. The Transportation Division recommends prohibiting parking on the east side of the Cedar Street frontage road from 135 feet south of the centerline of Cavanaugh Road to Emily Street. Simplified Accounting supports this parking restriction because it will prohibit parking from a point 20 feet north of the first mailbox to Emily Street, leaving two parking spaces on the east side of the frontage road in front of Simplified Accounting. 2 February 27, 1992 REPORT FROM THE SECRETARY #92-13 PARKING REGULATION CHANGE REQUEST: CEDAR STREET FRONTAGE ROAD LOCATION DIAGRAM II II U- IfTVINGTON IRIDG EWOOD z CREST- PENNW w MAJQ ' VIEW �MAPLE- 0 I-IILL N FENTON � ,' FlNTO zo' a LJEssop i C AVA NADo" --JF] ) ILY '^ V z i J SAMANT FIA z 3 JULIA J o' ROBERT oa �a�4,a ti KENDON Z J _F[F SYR�Ncn CEDAR ,. SPOKANE CLO V�fLLAF3D r = } Z O O OU O O U J z Q SANDLYN Q Q O J v i�i N �.0 z 3 February 27, 1992 REPORT FROM THE SECRETARY #92-13 PARKING REGULATION CHANGE REQUEST: CEDAR STREET FRONTAGE ROAD DETAILED LOCATION DIAGRAM Ca va rl oj,lo h Road N imPll�l�r� Po-vb" ktoon4t'T Lot Pov V i n c3 11 spcue 5 9� V J v7 =x U + Mai I box fa LI31 I + X Mailbox 4zv y311 t� � y317 U x Ma�iboX�b �l3Z1 - Recommended nlp P4v lnq ovle "0 To Scale : x �ladboc 4aN3z3 y3�3 Em�� ly 5-f re�.t 4 CITY of LANSING Y _ •VI� Y, .�.�� ,./!/ till INTEROFFICE COMMUNICATION NZ CuGp� Lei iZir�mmn TO: Traffic Board Members FROM: Gerald F. Spagnolly, Assistant Transportation Engineer DATE: March 3, 1992 SUBJECT: Miscellaneous Traffic Operations Issues Martin Luther King Jr. Boulevard/Logan Street & Jolly Road - Short LT Phase The maximum green time allocated to the westbound left turn phase during the off-peak is 6.3 seconds. The yellow interval is 4.7 seconds. There is an all-red clearance interval of 1 .0 second. This phase will service approximately 3-5 vehicles per cycle. The signal operates on a 90 second cycle during the off-peak in order to co-ordinate with signals at Martin Luther King Jr. Boulevard-Logan Street/Mary/Cavanaugh and Martin Luther King Jr. Boulevard-Logan Street/Holmes. Martin Luther King Jr. Boulevard/Logan Street & Holmes Road - Short LT Phase The maximum green time allocated for the northbound left turn phase during the PM peak is 10 seconds. The yellow interval is 4.8 seconds. This phase will service approximately 5-7 vehicles per cycle. A minimal time is allocated to the left turn phase in order to better service through traffic which is highly congested. Waverly Road & Holmes Road - Long Wait for Green The traffic signal operates as semi-actuated. There is a detector loop in the left lane on Holmes Road to detect the presence of waiting vehicles. A failed detector was replaced on January 25, 1992. Dunckel Road - Request for Passing Flares Five intersections on Dunckel Road were analyzed to ascertain the possible need for a passing flare. A passing flare allows traffic to pass to the right of a left turning vehicle at an intersection. Traffic Board Members 03/03/92 Miscellaneous Traffic Operations Issues Page 2 The intersections were analyzed for correctable accidents over a six year period from January 1986, through December 1991. A rear end accident while attempting a left turn is considered to be potentially correctable by a passing flare. Correctable Location Accidents Dunckel Road NB at Cavanaugh Road 3 Dunckel Road SB at Trappers Cove 6 Dunckel Road SB at Beau Jardin Drive 16 Dunckel Road EB at US-127 (E. Ramp) 3 Dunckel Road WB at US-127 (W. Ramp) 0 Based upon accident experience, we recommend consideration of a passing flare at the intersection of Dunckel Road and Beau Jardin Drive. The Transportation Division will explore the feasibility in respect to design, construction, and funding with the Operations and Maintenance, and Engineering Divisions. GFS/ce File: Traffic Hoard c:\wp\data\tb\tb92\misc.trf(pc10B) CITY OF LANSING PUBLIC SERVICE DEPARTMENT TRANSPORTATION DIVISION TRAFFIC BOARD MEETING 7:00 PM FEBRUARY 12, 1992 AGENDA CALL TO ORDER 1 . Roll Call 2. Motions for Excused Absences 3. Items for Suspension of Rules APPROVAL OF MINUTES Minutes of the meeting held January 8, 1992. PUBLIC COMMENT ON AGENDA ITEMS The public may comment on any of the following items on the agenda: Communications and Petitions, Reports From the Secretary, Action Items and Informational Items. (Time limit: three (3) minutes per speaker. ) COMMUNICATIONS AND PETITIONS REPORTS FROM THE SECRETARY 1 . Traffic Control Request: Anson Street and Sumpter Street (#92-05) 2. Traffic Control Request: Doris Street and Hilliard Road (#92-06) 3. Traffic Control Request: Johnson Avenue and Porter Street (#92-07) 4. Traffic Control Request: Parkway Drive and Vernon Avenue (#92-08) 5. Traffic Control Request: Clifton Avenue and Lincoln Avenue (#92-09) 6. Traffic Study: Cherry Street (#92-10) ACTION ITEMS TABLED ITEMS 1 Traffic Board Agenda - February 12, 1992 02/03/92 INFORMATIONAL ITEMS 1. T S A Newsletter, Traffic Safety Association of Michigan, Vol. 26, No.5, November-December 1991. OLD BUSINESS 1. Northrup Street Winter Maintenance Request. NEW BUSINESS ITEMS FOR SUSPENSION OF THE RULES PUBLIC COMMENT ON NON-AGENDA ITEMS ADJOURNMENT Respectfully submitted, LANSING TRAFFIC BOAR *' will, Z David"ABerrid Secretary 2 January 15, 1992 • REPORT FROM THE SECRETARY #92-05 TRAFFIC CONTROL REQUEST: ANSON STREET AND SUMPTER STREET The Transportation Division received a letter request to install traffic control at 'the Anson Street and Sumpter Street intersection from Ms. Sekmistrz. The intersection is currently uncontrolled. Ms. Sekmistrz made the request because she feels the intersection is a safety hazard. Drivers on Sumpter Street assume they have the right-of-way and do not yield to vehicles on Anson Street even if the vehicle on Anson Street arrived at the intersection first. Under Michigan law, vehicles entering an uncontrolled intersection must yield to traffic already in the intersection. If two vehicles arrive at the intersection at the same time, the vehicle on the left must yield to the vehicle on the right. Traffic control devices are installed at intersections to establish right-of-way when sight obstructions block the motorist's view of traffic approaching the intersection on the cross street. The Transportation Division conducted a safe approach speed study at the Anson Street and Sumpter Street intersection. The safe approach speed for Anson Street is 19 mph. This means that vehicles traveling 19 mph or less on Anson Street would be able to stop for traffic they see on Sumpter Street approaching the intersection. The Anson Street and Sumpter Street intersection is in a residential neighborhood. However, Sumpter Street is part of a Capital Area Transportation Authority bus route. The north leg of Anson Street dead ends 150 feet north of Sumpter Street and carries little traffic. A review of the accident files for the Anson Street and Sumpter Street intersection showed there had been two accidents (both right angle) from January 1, 1986 to November 30, 1992. Right angle accidents are potentially correctable with the installation of traffic control devices. Traffic volume data was not gathered but it is estimated that Sumpter Street carries a higher volume of traffic than Anson Street. The Transportation Division recommends that yield signs be installed on Anson Street at Sumpter Street because of the low safe approach speed, presence of right angle accidents and estimated traffic volumes. 1 January 15, 1992 REPORT FROM THE SECRETARY #92-05 TRAFFIC CONTROL REQUEST: ANSON STREET AND SUMPTER STREET LOCATION DIAGRAM c� MGS S SSEX 1� GLENBROOK nF] o w 0 w Q m 0 w Z _..1 (QIBSON 3H[FFICLD � 4`fV�' � z F KeN z w F HILL,CREST 0 0 z ` N co cov V) CABOT 1 D-A o ALPINE HFPFE U } GREENBELT CL U LOCHMOOR FIELDING r* >., RISDALE O- SUMPTER v a m C�RN�VRNt p-JERREE -GIIl l' 3 G RONALD O- ; 7 5 01 MAYBELL Q DRUNCwAY z KAREN 0 -0 z Q O- C~z7 Q LUCIE cr cc RAYNELL z 1 � w Q J 2 January 15, 1992 REPORT FROM THE SECRETARY #92-06 TRAFFIC CONTROL REQUEST: DORIS STREET AND HILLIARD ROAD The Transportation Division received a letter request to install a stop sign on Hilliard Road at Doris Street from Ms. Debbie Lucas of 500 Doris Street. Ms. Lucas made the request because her house has been hit four times by vehicles that continue north on Hilliard Road across Doris Street into her yard. The Doris Street and Hilliard Road intersection is a residential "tee" intersection and is currently uncontrolled. Doris Street has no curb and gutter and is gravel. Hilliard Road has no curb and gutter but is paved. Under Michigan law, vehicles entering an uncontrolled intersection must yield to traffic already in the intersection. if two vehicles arrive at the intersection at the same time, the vehicle on the left must yield to the vehicle on the right. Traffic control devices are installed at intersections to establish right-of-way when sight obstructions block the motorist's view of traffic approaching the intersection on the cross street. A safe approach speed study was performed at the intersection revealing a safe approach speed of 23 mph due to a sight obstruction in the southeast quadrant. This means a vehicle traveling 23 mph or less on Hilliard Road would have time to safely stop after seeing another vehicle approaching the intersection on Doris Street. Vehicles approaching the intersection on Hilliard Road should be traveling less than 23 mph because Hilliard Road does not go through and they must turn either right or left onto Doris Street. A review of the accident records for this intersection indicates there has been only one reported accident (not right angle) from January 1, 1986 to November 30, 1991. The accident occurred when a northbound driver continued northward through the Doris Street and Hilliard Road intersection, hitting the house at 500 Doris Street. The driver was cited for operating a vehicle under the influence of liquor. The installation of traffic control at the intersection would not have prevented this accident. The Transportation Division recommends that the request for a stop sign on Hilliard Road at Doris Street be denied because of the high safe approach speed and lack of preventable right angle accidents. 1 January 15, 1992 REPORT FROM THE SECRETARY #92-06 TRAFFIC CONTROL REQUEST: DORIS STREET AND HILLIARD ROAD LOCATION DIAGRAM y nArrici� MEL lufHCY CALVARY rAlTV LOD! Cf HT FAL J VO iRlNli (� NOf7 I RUP .TWOOD ,z R rd rf,-,-,ARY 0 RAo x nI \/I O T_ n~CEY O.CURTISS O °R. CCARIMA¢E oR wL =1N "tiff O Ri9RII-AN IIEIN m W z X J LL ¢ (n O _� O e J o m h ¢ y_� m Lv�i F a h J 1 ? yk/ C111WR Z v Ip f WAARINGTON Q T MILLER o Z O O 0 } Z ¢ 2 Q _ Z tU O U) W v 0 n- J ZD rvrro U1 Q W Q wi�rr a Q g W 00 O -' O O 2 Ja.nwary 29, 1992 REPORT FROM THE SECRETARY #92-07 TRAFFIC CONTROL REQUEST: JOHNSON AVENUE AND PORTER STREET The Transportation Division received a letter request to install a stop sign on Johnson Avenue at Porter Street from Ms. Ann Fineis of 1115 Porter Street. Ms. Fineis made the request because her house was recently hit by a vehicle that continued north on Johnson Avenue across Porter Street into her yard. The Johnson Avenue and Porter Street intersection is a residential "tee" intersection and is currently uncontrolled. Under Michigan law, vehicles entering an uncontrolled intersection must yield to traffic already in the intersection. If two vehicles arrive at the intersection at the same time, the vehicle on the left must yield to the vehicle on the right. Traffic control devices are installed at intersections to establish right-of-way when sight obstructions block the motorist's view of traffic approaching the intersection on the cross street. A safe approach speed study was performed at the intersection revealing a safe approach speed of 21 mph due to a sight obstruction in the southeast quadrant. This means a vehicle traveling 21 mph or less on Johnson Avenue would have time to safely stop after seeing another vehicle approaching the intersection on Porter Street. Vehicles approaching the intersection on Johnson Avenue should be traveling less than 21 mph because Johnson Avenue does not go through and vehicles must turn either right or left onto Porter Street. A review of the accident records for this intersection indicates there has been one reported accident (not right angle) from January 1, 1986 to November 30, 1991. The accident occurred when a vehicle continued northward through the Johnson Avenue and Porter Street intersection, hitting a tree. The installation of a stop sign on Johnson Avenue at Porter Street would not have prevented the accident. The Transportation Division recommends that the request for a stop sign on Johnson Avenue at Porter Street be denied because of the high safe approach speed and lack of preventable right angle accidents. The Transportation Division further recommends that a Large Arrow Sign be installed on the far side of the Johnson Avenue and Porter Street intersection. 1 January 29, 1992 REPORT FROM THE SECRETARY #92-07 TRAFFIC CONTROL REQUEST: JOHNSON AVENUE AND PORTER STREET LOCATION DIAGRAM n red x-I.od 6/IJ ,f" NORfH tad ° a.ted -iero n ' Ftll � � W u' OAK > to U) Q v..-. : O z HAND w ~ z O a j « 0 o ¢ J O ? TAFT ^' WALKE ¢ �: U a_ a w a �. [A! w ARAM) RIVER 0D z °'biM-2 �4 ORMOND Q 4 Cv� ,`O SHEL[ FERSONCONG P- I/n a CADYCf Z J V 7 ,yi1/./y t1 OAKLAtJO lA"LA O >• i� 6 UJ a_ Z Y MAY z VCHE.9"ER ix t � a' z ,z z W Y O J a ,z z > > 16 (= wd 0 �-.I J rc Q Q Snc�itiAvJ c� SAGIr j 2 February 5, 19922 REPORT FROM THE SECRETARY #92-08 TRAFFIC CONTROL REQUEST: PARKWAY DRIVE AND VERNON AVENUE The Transportation Division has reviewed a request to install traffic control at the Parkway Drive and Vernon Avenue intersection. The request was received from Mr. Jim Swisk of 3421 South Cedar Street. Mr. Swisk made the request after he was involved in an accident at the intersection. The Parkway Drive and Vernon Avenue intersection is a residential intersection and is currently uncontrolled. A safe approach speed study was performed revealing a safe approach speed of 18 mph due to a sight obstruction in the northeast quadrant. Traffic volume data was not gathered but it is estimated that Vernon Avenue has a higher traffic volume than Parkway Drive. A review of the accident records for this intersection revealed that there have been two accidents (one right angle) from January 1, 1986 to November 30, 1991. Right angle accidents are potentially correctable with the installation of traffic control. The Transportation Division recommends that yield signs be installed on Parkway Drive at Vernon Avenue because of the safe approach speed and estimated traffic volumes. 1 February 5, 19922 REPORT FROM THE SECRETARY #92-08 TRAFFIC CONTROL REQUEST: PARKWAY DRIVE AND VERNON AVENUE LOCATION DIAGRAM s DENVER PARIS a � 3a� HAMILTON Tf, 0 8� N DEXTER m z BROOKLAND u m z Una co 0 N z S DEXTER:2 ix € W W Q _I J ccW w HOLMES a HVLM �i y PARK! VEFINI VERNON �- �]J7�773 ItLENDI Z IJJ C� �RliALE O DAVINGTON kIDGEWO ® I Q� . >- Z ¢ O p � CREST- HUNTER Y Y w Zui PENNWAY �. VIEW Q O J MAPLE- HIL20. L _ �� IFENTON ] [7 r —0 PENrO to' � GA JESSOP �p I F 2 February 5, 1992 REPORT FROM THE SECRETARY #92-09 TRAFFIC CONTROL REQUEST: CLIFTON AVENUE AND LINCOLN AVENUE The Transportation Division has reviewed a request to install traffic control at the Clifton Avenue and Lincoln Avenue intersection. The request was received from Mr. John Zamora of 2411 Clifton Avenue. The Clifton Avenue and Lincoln Avenue intersection is a residential intersection and is currently uncontrolled. A safe approach speed study was performed revealing a safe approach speed of 11 mph due to a sight obstruction in the northwest quadrant. Traffic volume data was not gathered but it is estimated that Clifton Avenue has a higher traffic volume than Lincoln Avenue. A review of the accident records for this intersection revealed that there have been three accidents (all right angle) from January 1, 1986 to November 30, 1991. Right angle accidents are potentially correctable with the installation of traffic control. The Transportation Division recommends that stop signs be installed on Lincoln Avenue at Clifton Avenue because of the safe approach speed, presence of right angle accidents and estimated traffic volumes. 1 February 5, 1992 • REPORT FROM THE SECRETARY #92-09 TRAFFIC CONTROL REQUEST: CLIFTON AVENUE AND LINCOLN AVENUE LOCATION DIAGRAM _Q - �J Z t a z 7 rJ O N w 4 I Z z f LMT-HOPE :M:cKIM Z a ul• OD ELMOFiE' WO � N lo-1 IL -- nILEY _h PACIFIC SEDISON —0 Z. co IFL INCOLN Iz GnEE6L/1WN J r' >rav-- . F c7 7Z -� zx� z o�ti ^ z4 co lrj�? N o = o a I Q w o .s.a.rr TFf ter• Y February 6, 1992 REPORT FROM THE SECRETARY #92-10 TRAFFIC STUDY: CHERRY STREET The Transportation Division received a letter request to install a signal at the Cherry Street, Kalamazoo Street and River Street intersection; to install multi- way stop signs at the Cherry Street and Lenawee Street intersection; to install speed humps on Cherry Street between Kalamazoo Street and Lenawee Street; and, to make signing and pavement marking changes to the mid-block crosswalk on Cherry Street between Kalamazoo Street and Lenawee Street. The requests were made jointly by David Kirchinger, Plant Manager of Davenport College, and Lou Monticello, President of Student Government at Davenport College. Mr. Kirchinger and Mr. Monticello made the requests because they feel the mid-block crosswalk on Cherry Street is unsafe for pedestrians. Davenport College is located on both the east and west sides of Cherry Street between Kalamazoo Street and Lenawee Street. A crosswalk is located at mid- block to provide a crossing for Davenport College students. The crosswalk is signed with Crossing Signs and Advance Crossing Signs, as specified in the Michigan Manual of Uniform Traffic Control Devices. The Transportation Division studied the Cherry Street, Kalamazoo Street and River Street intersection to determine if the installation of a traffic signal is warranted. A review of the accidents files for the Cherry Street, Kalamazoo Street and River Street intersection, shows there have been six accidents since January 1, 1987. Only one of these accidents was a right-angle accident or left-turn accident. Right-angle accidents and left-turn accidents are the type susceptible to correction with the installation of a traffic signal. The Michigan Manual of Uniform Traffic Control Devices' Minimum Vehicular Volume Warrant for the installation of a traffic signal requires 600 vehicles per hour to approach the intersection on the major street, and 150 vehicles per hour to approach the intersection on either leg of the minor street, for eight hours of a 24 hour period. Traffic volume approaching the intersection on Kalamazoo Street meets the Minimum Vehicular Volume Warrant for ten hours of a 24 hour period. However, traffic volume approaching the intersection on Cherry Street did not meet the Minimum Vehicular Volume Warrant for any hours of a 24 hour period. The Transportation Division studied the Cherry Street and Lenawee Street intersection to determine if the installation of multi-way stop signs is warranted. 1 February 6, 1992 REPORT FROM THE SECRETARY #92-10 TRAFFIC STUDY: CHERRY STREET The intersection is currently controlled by stop signs on Lenawee Street. The Michigan Manual of Uniform Traffic Control Devices' accident warrant for multi-way stop sign installation requires five or more reported accidents of the type susceptible to correction by multi-way stop sign installation (right-angle and left-turn) in a 12 month period. A review of the accident files for the Cherry Street and Lenawee Street intersection shows there have been two accidents (one left-turn and one right- angle) at the intersection since January 1, 1987. The Michigan Manual of Uniform Traffic Control Devices' traffic volume warrant for multi-way stop sign installation requires 500 vehicles per hour to approach the intersection for eight (8) hours of a day. The estimated 24 hour traffic volume approaching the Cherry Street and Lenawee Street intersection is 4,900 vehicles. The highest hourly volume approaching the intersection is 210 vehicles. This occurs between 5:00 p.m. and 6:00 p.m. The Transportation Division has established criteria for the installation of speed humps on City streets. The 24 hour traffic volume must not exceed 2000 vehicles and the 85th percentile speed must be greater than 35 mph. The estimated 24 hour traffic volume on Cherry Street is 3100 vehicles. The 85th percentile speed on Cherry Street is 25.8 mph for southbound traffic and 27.4 mph for northbound traffic. Transportation Division field visits to Cherry Street show that not all vehicles yield to pedestrians in the crosswalk, as the Traffic Code requires. However, pedestrians who want momentarily for approaching vehicles to clear the mid-block crosswalk do not have trouble crossing Cherry Street. A review of the mid-block accident files for Cherry Street between Kalamazoo Street and Lenawee Street shows there have been four accidents since January 1, 1987. None of these accidents involved pedestrians. The Transportation Division recommends that the request for the installation of a traffic signal at the Cherry Street, Kalamazoo Street and River Street intersection be denied because the intersection does not meet the Michigan Manual 2 February 6, 1992 REPORT FROM THE SECRETARY #92-10 TRAFFIC STUDY: CHERRY STREET of Uniform Traffic Control Devices' Minimum Vehicular Volume Warrant for the installation-of a traffic signal; that the request for the installation of multi-way stop signs at the Cherry Street and Lenawee Street intersection be denied because the intersection does not meet the Michigan Manual of Uniform Traffic Control Devices' traffic volume or accident warrants for multi-way stop sign installation; that the request for the installation of speed humps on Cherry Street be denied because the criteria established by the Transportation Division for the installation of speed humps is not met; and, that the request for changes to the pavement markings and signing at the Cherry Street mid-block crosswalk be denied because the crosswalk is marked and signed as specified in the Michigan Manual of Uniform Traffic Control Devices, and pedestrians are able to cross Cherry Street if they wait momentarily for approaching vehicles to clear the crosswalk. 3 February 6, 1992 a REPORT FROM THE SECRETARY #92-10 TRAFFIC STUDY: CHERRY STREET LOCATION DIAGRAM ' — ^^ LLIII 245 J 244 a W 5q. C) 93 94 96 96� j' �✓r 97 e A 102 1,0, CAPIT COMPLEX wa !° 100 e4 249 l MY NI&Ak1 _ °• CAPITOL 6 0'•�w 109 I10 III 11 -Y LLE.LviN CENTE 239 240 241 11 117 118 115 ° M.114 113 N 115H F JAnI � ! w 125 128 127 26 i 129 130 131 11 IAA Z 00 139 136 Z 137 +"c 135 13 13 32 8 lL z L NAWEE O— 146 ; O f Z —� �y sir°� 3 147 148 4 149 Q 150 Q 151 fr W 152 53 txi 3 > ¢ zz cs r7a rev 3 ! U (I I LLSD�LE. J '0 H[LLSDALI_ 161 160 159 158 157 156 155 154 osep rL , 179 z 17BW13] 7 ' 3` O 227SPRI G188 ^ 187 198 20B >225 22�IDSI(AZEL190 189199EL M 4 CITY OF LANSING PUBLIC SERVICE DEPARTMENT TRANSPORTATION DIVISION TRAFFIC BOARD MEETING 7:00 PM JANUARY 08, 1992 AGENDA CALL TO ORDER 1. Roll Call 2. Motions for Excused Absences 3. Items for Suspension of Rules �- APPROVAL OF MINUTES Minutes of the meeting held December 11, 1991. PUBLIC COMMENT ON AGENDA ITEMS The public may comment on any of the following items on the agenda: Communications and Petitions, Reports From the Secretary, Action Items and Informational Items. (Time limit: three (3) minutes per speaker.) COMMUNICATIONS AND PETITIONS REPORTS FROM THE SECRETARY 1. Adult Crossing Guard Request: Kilborn Street and Pine Street (#92-01) 2. Adult Crossing Guard Request: Manor Drive and Northrup Street (#92-02) 3. Parking Regulation Change Request: Louis Street (#92-03) 4. Traffic Control Request: Darien Drive and Post Oak Lane (#92-04) ACTION ITEMS TABLED ITEMS INFORMATIONAL ITEMS 1. 1991 Traffic Board attendance report 2. Better Roads, December 1991 issue, "When to Convert Stop to Yield Signs" OLD BUSINESS NEW BUSINESS 1 TRAFFIC BOARD AGENDA - JANUARY 08, 1992 01/03/92 ITEMS FOR SUSPENSION OF THE RULES PUBLIC COMMENT ON NON-AGENDA ITEMS ADJOURNMENT Respectfully submitted, LANSING TRAFFIC BOARD David A. Berridge Secretary 2 December 27, 1991 REPORT FROM THE SECRETARY #92-01 ADULT CROSSING GUARD REQUEST: KILBORN STREET AND PINE STREET The Transportation Division received a letter requesting an adult crossing guard at the Kilborn Street and Pine Street intersection from Ms. Cherie Eck of 928 N. Sycamore Street. Ms. Eck requested the adult crossing guard because she feels it is unsafe for Walnut Elementary students to cross Pine Street at Kilborn Street without an adult crossing guard. The Kilborn Street and Pine Street intersection is in a residential neighborhood. However, Pine Street is a major street and carries 3850 vehicles per day. The intersection is currently controlled with a stop sign on Kilborn Street. A review of the accident files showed there had been two accidents at the Kilborn Street and Pine Street intersection in the last five years. Neither involved pedestrians. The Transportation Division conducted a study at the Kilborn Street and Pine Street intersection to determine if an adult crossing guard was warranted. There is no adult crossing guard currently stationed at the intersection. The Transportation Division has established three criteria to determine if a crossing guard is warranted at an intersection. A crossing guard would be warranted at any specific intersection, if the intersection meets two of the three adult crossing guard criteria. Criterion #1 - ITE School Crossing Formula: This intersection does not meet the first criterion since adequate gaps in traffic exist based on data gathered from field studies and evaluated using the ITE School Crossing Formula. Criterion #2 - Number of Student Crossings: This intersection does not meet the second criterion since there are only 23 daily student crossings at the intersection, which is less than the threshold warrant of 25 or more student crossings at the intersection in a day. Criterion #3 - Human Factors Analysis This intersection meets the third criterion since five of the six human factors are true for the intersection (three "trues" are required to meet the criteria) . 1 December 27, 1991 REPORT FROM THE SECRETARY #92-01 ADULT CROSSING GUARD REQUEST: KILBORN STREET AND PINE STREET The human factors include: No Alternative Route: TRUE - The students have no alternative route to and from school and must cross Pine Street at this intersection. 85th Percentile Speed of 35 MPH or Greater or a Posted Speed Limit of 30 MPH or Greater: TRUE- Although the speed limit on Pine Street is 25 mph, the 85th percentile speed on Pine Street was determined to be 39.5 mph. 24 Hour Traffic Volume of 3000 Vehicles or More on Any Leg Crossed at the Intersection: TRUE - The daily traffic volume on Pine Street is 3850 vehicles. The Absence of a Safety Patrol at the Intersection: TRUE - There is no safety patrol at the intersection. Unusual Intersection Geometries or Conditions: FALSE - There are no unusual intersection geometries. The Absence of Traffic Control (Traffic Signal or Stop Sign) at the Intersection: TRUE - There is no traffic control on the north and south legs of the intersection where students are required to cross. The Kilborn Street and Pine Street intersection meets one of the three adult crossing guard criteria. The Lansing School District Public Safety Department and the principal of Walnut Elementary School do not support placing an adult crossing guard at the Kilborn Street and Pine Street intersection because so few students cross Pine Street at Kilborn Street. The Transportation Division recommends the request for an adult crossing guard at the Kilborn Street and Pine Street intersection be denied because an adult crossing guard is not warranted. The Transportation Division further recommends painting a crosswalk on the north leg of the intersection, installing the corresponding School Advance Signs and School Crossing Signs, installing 25 mph speed limit signs on Pine Street south of Willow Street and north of Oakland Street, and requesting increased speed enforcement on Pine Street by the Lansing Police Department. 2 December 27, 1991 REPORT FROM THE SECRETARY #92-01 ADULT CROSSING GUARD REQUEST: KILBORN STREET AND PINE STREET LOCATION DIAGRAM N—J z CCC 25 Q 101 F O ' ? EDMO 110 O a. z 1 \ w w PLEA NT ; i i \ 0 °� Z Q N z � Y U I WILLOW U 25 O O a a: ° 26 < W 26 Q 29 L 30 31 �p:isc"` W u GRAN[ 3 R 30 27 37 36 33 MAPL h �� • wn�Nui � tide Iw- BROOK 36 40. 4I 42 IQ- �kIL R Il�rv- DALEFORD ti z `rp BLUFFFn tnw�ca cT. 47 46 45I 44 43 °z Cc Q ;° z0 aoe, OAKL D U U w 20. W I w w Lld"d, w F- aL C7 O _ u � z �D ^ U} ' N w W Q � 55 dLE Q 54 f>n 3 ao 12 r nF N! 64 65 � 58 59 60 61 62 63' W -J 3 December 27, 1991 REPORT FROM THE SECRETARY #92-02 ADULT CROSSING GUARD REQUEST: MANOR DRIVE AND NORTHRUP STREET The Transportation Division received a petition request for an adult crossing guard at the Manor Drive and Northrup Street intersection. The petition was circulated by Ms. Cynthia Dravenstatt of 921 West Northrup Street and signed by 119 area residents. The residents are requesting the adult crossing guard because they feel it is unsafe for Attwood Elementary students to cross Northrup Street at Manor Drive because of the high traffic volumes and vehicular speeds on Northrup Street and because many drivers do not completely stop at the multi- way stop signs at the intersection. The Manor Drive and Northrup Street intersection is in a residential neighborhood. However, Northrup Street is a major street and carries 2450 vehicles per day. The intersection is currently controlled by four-way stop signs. A review of the accident files showed there had been one accident at the Manor Drive and Northrup Street intersection in the last five years. This accident did not involve pedestrians. The Transportation Division conducted a study at the Manor Drive and Northrup Street intersection to determine if an adult crossing guard was warranted. There is no adult crossing guard currently stationed at the intersection. The Transportation Division has established three criteria to determine if a crossing guard is warranted at an intersection. A crossing guard would be warranted at any specific intersection, if the intersection meets two of the three adult crossing guard criteria. Criterion #1 - ITE School Crossing Formula: This intersection does not meet the first criterion since adequate gaps in traffic exist based on data gathered from field studies and evaluated using the ITE School Crossing Formula. Further, the field observations did not confirm the petitioners' statement that drivers do not stop at the multi-way stop signs. Criterion #2 - Number of Student Crossings: This intersection does not meet the second criterion since there are only 21 daily student crossings at the intersection, which is less than the threshold warrant of 25 or more student crossings at the intersection in a day. 1 December 27, 1991 REPORT FROM THE SECRETARY #92-02 ADULT CROSSING GUARD REQUEST: MANOR DRIVE AND NORTHRUP STREET Criterion #3 - Human Factors Analysis This intersection does not meet the third criterion since only one of the six human factors are true for the intersection (three "trues" are required to meet the criteria) . The human factors include: No Alternative Route: TRUE - The students have no alternative route to and from school and must cross Northrup Street at this intersection. 85th Percentile Speed of 35 MPH or Greater or a Posted Speed Limit of 30 MPH or Greater: FALSE - The speed limit on Northrup is 25 mph and the 85th percentile speeds on Northrup Street range from 30.6 mph to 33.9 mph. 24 Hour Traffic Volume of 3000 Vehicles or More on Any Leg Crossed at the Intersection: FALSE - The daily traffic volume on Northrup Street is 2450 vehicles. The Absence of a Safety Patrol at the Intersection: FALSE - There is a safety patrol at the intersection. Unusual Intersection Geometrics or Conditions: FALSE - There are no unusual intersection geometrics. Most of the traffic using the intersection during the time periods when student crossing occur is destined for the school and stop sign compliance is high. The Absence of Traffic Control (Traffic Signal or Stop Sign) at the Intersection: FALSE - There is traffic control (stop signs) on all four legs of the intersection. The Manor Drive and Northrup Street intersection does not meet any of the adult crossing guard criteria. The Lansing School District Public Safety Department supports placing an adult crossing guard at the Manor Drive and Northrup Street intersection because the acting principal of Attwood Elementary School feels the intersection is unsafe for students to cross without an adult crossing guard. 2 December 27, 1991 REPORT FROM THE SECRETARY #92-02 ADULT CROSSING GUARD REQUEST: MANOR DRIVE AND NORTHRUP STREET The Transportation Division recommends the request for an adult crossing guard at the Manor Drive and Northrup Street intersection be denied because the guard is not warranted based on the three adult crossing guard criteria. The Transportation Division further recommends painting a crosswalk on the west leg of the intersection, installing the corresponding School Advance Signs and School Crossing Signs, installing 25 mph speed limit signs on Northrup Street east of Martin Luther King Boulevard / Logan Street and west of South Washington Avenue, and requesting intermittent speed enforcement on Northrup Street by the Lansing Police Department. 3 December 27, 1991 REPORT FROM THE SECRETARY #92-02 ADULT CROSSING GUARD REQUEST: MANOR DRIVE AND NORTHRUP STREET LOCATION DIAGRAM a W � N J m m U J Z O :D cc FERLEY ~ v i, `e VQ Q V < i MEL v~i wF MEL O� Q� CL MARI< <}- WKI v NC Twq�N -g r� WEYMOUTH ATWOOD l w A4 wend i ASt1" E lco l,- ai/ DOF 5r hcnl BRAD �JP i w LL C7 Zv z = w F.G.CURTISS HEIN HEIN c HEIN a O S I /2T 0 h ID W o o Cn h11��_ER SOUTHFIEW 4 December 27, 1991 REPORT FROM THE SECRETARY #92-03 PARKING REGULATION CHANGE REQUEST: LOUIS STREET The Transportation Division received a letter request to prohibit parking on one side of Louis Street and on both sides of the curves where Louis Street and Spokane Avenue and Louis Street and Kendon Avenue intersect. The request was made by Robert Gavin of Spokane Avenue. Mr. Gavin made the request because vehicles parked on both sides of Louis Street and on both sides of the curves where Louis Street intersects with Spokane Avenue and Kendon Avenue, create a bottleneck for moving traffic on Louis Street, Spokane Avenue and Kendon Avenue. Site visits to Louis Street confirmed the Mr. Gavin's statement. It was also noted that vehicles parked on the east side of Louis Street are a sight obstruction for vehicles traveling around the curve created by the intersections of Louis Street and Spokane Avenue and Louis Street and Kendon Avenue. Louis Street is 26 feet wide. Prior to Mr. Gavin's letter, there were no posted parking restrictions on Louis Street. City of Lansing Traffic Code prohibits parking within 20 feet of a crosswalk, or in the absence of a crosswalk, within 15 feet of intersecting property lines at an intersection. City Code also prohibits parking in an intersection. The Transportation Division posted no parking signs at the intersections of Louis Street and Cedar Court, Louis Street and Spokane Avenue and Louis Street and Kendon Avenue to reinforce the parking restrictions established by City Code. On October 3, 1991, the Transportation Division temporarily installed no parking signs on the east side of Louis Street for a 90 day trial period. Letters explaining the temporary parking regulation change, and requesting comments, were sent to all adjacent property owners. To date the Transportation Division has received no negative comments regarding the parking regulation change. The Transportation Division recommends permanently prohibiting parking on the east side of Louis Street between Kendon Avenue and Spokane Avenue because of the narrow street width, limited sight visibility around the curves, and the lack of opposition from area property owners. 1 December 27, 1991 REPORT FROM THE SECRETARY #92-03 PARKING REGULATION CHANGE REQUEST: LOUIS STREET LOCATION DIAGRAM F-1 RIDGEWOOD 0 p 0 z ¢ O O F >- CREST- HUNTER Y w z w <L2 o O VIEW a ui = O o� MAPLE- HILL a - TO AI 20FENTON IY PENN �i JESSOP CAVANAUG" EMILY �] a y � t 3 ISAMANTHA-1 a S,4,y,A , ,,a w JUL.IA Jgt4TQ IROBERT I 0 rl � KENDON S Y R INGLI CEDA SPOKANE LOV I7.LA O p Z ~ nLmu Z F- 0 0 O O ! _ J 0 Y� p J Z fA �! o g a c a o D z w SANDLYN Q a p L ul z U II ~ Z F W Q (x 2 December 30, 1991 REPORT FROM THE SECRETARY #92-04 TRAFFIC CONTROL REQUEST: DARIEN DRIVE AND POST OAK LANE The Transportation Division received a petition request to install multi-way stop signs at Darien Drive and Post Oak Lane to control speeding on Post Oak Lane. The petition was circulated at a Post Oak Elementary School Parent Teacher Association meeting and signed by 119 people. The Darien Drive and Post Oak Lane intersection is a residential "tee" intersection; however, Post Oak Elementary School is located on the northeast corner. The intersection is currently uncontrolled. The Michigan Manual of Uniform Traffic Control Device's accident warrant for multi-way stop sign installation requires five or more reported accidents of the type susceptible of correction by multi-way stop sign installation (right-angle and left-turn) in a 12 month period. A review of the accident files showed there had been no accidents at the intersection in the last five years. There have been no mid-block accidents on Post Oak Lane or on Darien Drive in the last five years. These accident totals do not meet the Michigan Manual of Uniform Traffic Control Device's accident warrant for the installation of multi-way stop signs. The estimated traffic volume on Post Oak Lane is 750 vehicles per day south of Darien Drive and 525 vehicles per day north of Darien Drive. The estimated traffic volume on Darien Drive is 525 vehicles per day. The Michigan Manual of Uniform Traffic Control Device's traffic volume warrant for multi-way stop sign installation requires 500 vehicles per hour to approach the intersection for eight (8) hours of a day. The estimated 24 hour traffic volume approaching the Darien Drive and Post Oak Lane intersection is 975 vehicles. These traffic volumes do not meet the Michigan Manual of Uniform Traffic Control Device's traffic volume warrant for multi-way stop sign installation. Speed studies were performed on Post Oak Lane because speeding was raised as an issue. The 85th percentile speeds ranged from 26 mph to 31 mph depending on the location and the direction of traffic. These speeds are within the expected range for 85th percentile speeds on residential streets. A safe approach speed study was conducted because the intersection is currently 1 December 30, 1991 REPORT FROM THE SECRETARY #92-04 TRAFFIC CONTROL REQUEST: DARIEN DRIVE AND POST OAK LANE uncontrolled. The safe approach speed is 19 mph due to a sight obstruction on the northeast corner. The safe approach speed indicates the intersection can operate safely without traffic control. The Transportation Division recommends that the request for the installation of multi-way stop signs at the Darien Drive and Post Oak Lane intersection be denied because the intersection does not meet the Michigan Manual of Uniform Traffic Control Device's traffic volume or accident warrants for multi-way stop sign installation, nor is there a documented speeding problem. 2 December 30, 1991 REPORT FROM THE SECRETARY 1192-04 TRAFFIC CONTROL REQUEST: DARIEN DRIVE AND POST OAK LANE LOCATION DIAGRAM i I L-AKE Lnnls)til PoaD N IA I � L 0 L V W CL I Y ? cWc BARRITT uu �� ,��. GREtNBRIAR Elf_IAf LII�R`( DARIEN (}- MON T EGO r d� TULANE �� TULANE m IE GHTS G ROE GROESBECK 16 � rN Y AN I Ucc � I � 0 Q RIDGELINELL w z ... z MARK a j Q MAYFAIR MARK I LIT FOS1 E Z KIRK WOI n J K } J ATTENDANCE RECORD 1991 TRAFFIC BOARD P = Present A = Absent E = Excused Absence C = Cancelled * = No Quorum MONTH/DAY NAME 01/09 02/13 03/27 04/10 05/08 06/12 07/10 08/14I09/11 10/09 11/13 12/11 J. Arambula P P P P P C P E E E P E E. Cook P P P E P C P P P P P P C. Fleck E P C P P P P A P B. Linhart P P P P P C P P P P P P J. Person P P P P E C P E P P P P R. Riddle E P P P P C P P P P E P G. Smith P P P P E C E A P P P E J. Weis A P E P P C P P E P E P TOTAL 5 7 6 6 6 -0- 7 5 6 7 5 6 **March's Traffic Board meeting date was changed from March 13, 1991 to March 27, 1991 c:\wp\data\tb\tb91\atten.91 When to convert stop yield to We can save large amounts of fuel to 5,000 vehicles per day. roadway classification, and special for the nation by substituting yield Accident warrants—Many of the situations such as heavy left turn move- for stop signs at appropriate locations. warrants reviewed required a ment. Additionally, the switch minimum number of acci- reduces vehicle emissions dents before changing How to convert and motorist delays. from no control to When converting from stop to yield In a National Coop- yield control. control,agencies suggested a number of erative Highway These ranged needed steps: Research Program- from less than News releases to give newspaper sponsored study oneaccidenl per and radio coverage. reported during the year to as high Neighborhood notices. Transportation Re- as five per year. Local politicians and interested search Board meet- Roadway clan- citizens are informed. ing, Michael R. sification — Advanced traffic revision warn- Blankenship and Several of the ing signs placed at the time of Hugh W. McGee of warrants pro- conversion. Bellomo-McGee gave vided that yield Police observation is requested. details of the comparative control be limited to Many agencies expressed their costs and safety of the two intersections of collector opinion as to the efficacy of converting signs. with local and of local with local. from stop to yield control. Two com- The extent of driver noncompliance Other specific recommendations in- ments representing those who favored with stop signs at certain locations also eluded: conversions were: suggests that yield control may be more Yield should not be used against If conversion will reduce delays appropriate, Blankenship and McGee the major flow if the major flow and not sacrifice safety,it should say. Research shows that a very high is more than 1.2 tunes the minor be done. percentage of motorists do not comply flow. Our past usage of two-way stop with stop signs where they perceive a Yield should be used only if the signs has substantially paralyzed full stop is not needed for safe entry into pedestrian volume is low, (i.e., the motorist.In areas where this is the intersection. less than 50 pedestrians per hour perceived by the public, there Studies of low-volume intersections in peak vehicle hour). tends to be significant amounts of conclude that control type has no ap- non-compliance. preciable effect on accident experience. Survey results Comments made by two who were These studies indicate yield control is A questionnaire was used to determine opposed to conversions were: more economical than stop control be- state and local agency experiences with` Experience indicates that cause of the reduced delay and road user yield controlled intersections and with motorists who frequent those in- costs. For higher traffic volume inter- conversions from tersections sections,however,insufficient accident stop to yield. it all too soon data has been collected to demonstrate was also used to no longer the relative safety of stop versus yield identify any agen- respect the control. If the yield sign is to be used cies that would be importance of more,then it is necessary to establish the willing to participate in Y I E E D the yield sign as comparative accident experience and a stop-to-yield convey- they would a stop cost effectiveness of both controls at as sion study. A total of 32 sign. wide a range of volumes as possible. states (64% response) and I hope this thinking is The MUTCD warrants are somewhat 73 local jurisdictions (36.5% not made standard. limited in that they do not provide response)responded. This new idea allows specific guidelines,such as appropriate Concerning the use of yield drivers too much decision traffic volumes, accident experience, signs for intersection control: making. sight distance limits,and so on. A con- 30%of the respondents do not In summary the responses to densed view of attempts by others to use yield signs. questionnaires and discussions with provide more definitive guidelines in- • 32%follow MUTCD warrants. participating jurisdictions provided eludes: 38%n have more specific warrants sortie thoughts on why so few convey-Volume warrants — For those or guidelines in addition to the sion sites were available for examina- warrants which specified total in- MUTCD. tion in this study.There are many juris- tersection volumes as criteria,ap- Factors considered by those who have dictions which feel that yield control is propriate yield control intersec- specific warrants are safe approach unsafe and thus will not consider con- tion volumes ranged from 1,000 speed,accident history,traffic volume, versions in any case. 32 Better Roads DECEMBER 1991 Other jurisdictions, that have a those sites that experienced at least one ffect on the decision to convert from lished policies using yield control, ...d accident in the before period. stop control to yield control.Therefore, already installed yield control where decision making on the converting to they were warranted and now convert Safety and conversion yield signs based solely on cost-effec- only when conditions (i.e., traffic The accident analysis conducted in the tiveness may be inappropriate. volumes, traffic patterns, accidents, study and the findings from the litera- geometrics, sight distance) change. ture show several interesting facts. In How to convert These conversions are almost always general, accidents are more likely to The results of this study as well as the yield to stop. increase at locations where stop control literature indicate that there are many The foremost conclusion one can is converted to yield control. locations where conversion to yield reach from the results of the question- As expected,the probability of an in- control would be both cost effective and naire, Blankenship and McGee say, is crease in accidents is greater with higher safe. that the use of yield control in lieu of volumes. There are three factors, sight distance, stop control at intersections is a sensi- Higher increases in accidents were ob- volume,and accidents,which should be tive issue. served in Saginaw for higher volumes, considered in the use or non-use of the Many agencies have safety concerns either major street, minor street,or the yield sign for intersection control.Each over the use of yield control and these sum of major and minor street volumes. of these are discussed with regard to concerns can be assumed to relate The highest increase in accidents oc- results of this study and findings of pre- directly to an ever growing concern over curred at these ADT volumes: vious research. public liability. Major street volume 1,500. Sight Distance. The MUTCD states • Minor street volume 600. that yield signs can be used if the safe Does it work? Major + minor street vol- approach speed exceeds 10 miles per The primary accident issue connected ume 1,800. hour. with the survey was to establish how Accident severity, i.e. the proportion Since the data collected in this study accidents change when the intersec- of fatal or injury accidents, does not did not include actual sight distance, tion control is converted from stop to appear to increase with conversion of this research was unable to develop any yield. stop to yield control. relationship between sight distance and Three jurisdictions either converted The distribution of accident types does accident frequency, and therefore, has intersection control in recent years or not appear to change significantly with no better value to recommend. were willing to do so within the time conversion of stop to yield control. Volume. For this study the Saginaw frame of this project. Regardless of the number of accidents analysis provided the best data and Although most of the data analysis occurring before conversion from stop volume accident relationship to support indicates an increase in accident fre- control to yield control,an accident in- a recommendation for appropriate quency after converting from stop to crease of approximately one accident volume levels. yield control,the question of how much over two years can be expected at a site Conversions from stop to yield control impact regression to the mean did have after conversion. can be done most safely when the major on this increase still remains. Situations which are particularly haz- street volumes are less than 1,500 vpd, Because 79% of the treatment sites ardous for conversion are: when the minor street volumes are less and 71% of the control sites had zero Intersections where the control- than 600 vpd, and when the combined accidents in the before period, the led approach has the higher volume on the major and minor street is chance of an increase in accident fre- volume. less than 1,800 vpd. quency in the after period was fairly Intersections where the yield sign Accidents. The sites analyzed in this high. is placed on the originally uncon- study were fairly low accident sites Combining the sites from the three trolled approach. i.e., none of the sites experienced cities, there was no significant dif- more than three accidents in the two- ference in the percentage of sites show- Economics of converting year period before conversion to yield ing an increase in accident frequency for Overall,for all conditions studied,yield control. the three categories (sites with zero control was more cost effective than Since the sites with higher before ac- before accidents, sites with 1 or more stop control. cidents did not show a greater accident before accidents,and all sites). A yield control site would need to increase than the sites with lower before If you discount the combining of experience more than one accident per accidents, the following guideline is the data for the three cities (due to year more than the stop control site to suggested: Sites experiencing no more the high number of zero accident offset the benefits derived from the than three accidents during the last two locations in Pueblo)and only look at reduction in user costs and vehicle years may be potential yield conversion Saginaw, a slightly different picture operating costs. candidates.O develops. In Saginaw, 68% (36 out Most of the potential conversion site of 53) of the treatment sites had 0 locations are in residential areas, how- before accidents. ever. How to get 12 more free A statistical analysis (the cross When looking at an individual vehicle months of Better Roads product ratio analysis described earlier) trip, through one or possibly two yield If the label on this issue reads of the sites with zero accidents in the control intersections, the average time verify now,use the reader service or before period revealed that there was no and operating cost savings will be very subscription card in this magazine to significant difference in the proportion small and insignificant compared to the renew. It will ensure that you of sites increasing in accidents in the total trip costs. Hence, the potential receive every issue of Better Rodds. after period.The same was true for just decrease in safety may have a greater nprF:MRFR laal RnMvn JJ.. A.. 97 rli Public Service Department TRANSPORTATION DIVISION 219 N. Grand Ave. Lansing, Michigan 48933 �c '' ' •,4 `ss * (517)483-4240 `'�tr rr Ilr<t �Ic�GP► November 26, 1991 TRAFFIC BOARD MEETING SCHEDULE - 1992 Wednesday January 8, 1992 7 : 00 p.m. Wednesday February 12 , 1992 7 : 00 p.m. Wednesday March 11, 1992 7 : 00 p.m. Wednesday April 8, 1992 7 : 00 p.m. Wednesday May 13 , 1992 7 : 00 p.m. Wednesday June 10, 1992 7 : 00 p.m. Wednesday July 8 , 1992 7 : 00 p.m. Wednesday August 12 , 1992 7 : 00 p.m. Wednesday September 9 , 1992 j 7 : 00 p.m. I Wednesday October 14 , 1992 ! 7 : 00 p.m. Wednesday November 18, 1992 7 : 00 p.m. Wednesday December 9 , 1992 7 : 00 p.m. Meeting Location: City Council Conference Room loth Floor City Hall LANSING TRAFFIC BOARD David A. Berridge Secretary DAB/ek c:\wp\data\tb\meetdate.92 "Equal Opportunity Employer" CITY OF LANSING PUBLIC SERVICE DEPARTMENT TRANSPORTATION DIVISION OFFICIAL PROCEEDINGS OF THE TRAFFIC BOARD OF THE CITY OF LANSING MEETING OF FEBRUARY 12, 1992 CALL TO ORDER The meeting was called to order at 7:00 p.m. by Chairperson Arambula. Roll Call Board.Members Present: Arambula Cook, Fleck, Linhart, Person, Riddle, Smith, and Weis Lo � t Board Members Absent.: None Motions for Excused Absences u - r None. G') Visitors co David Kirchinger and Lou Monticello Items for Suspension of Rules Mr. Berridge recommended all Reports from the Secretary be considered as action items. Smith moved, Linhart seconded, - CARRIED, to consider all Reports from the Secretary as action items. APPROVAL OF MINUTES Cook moved, Linhart seconded, CARRIED, to approve the minutes from the Traffic Board meeting held January 8, 1992. Mr. Person arrived 7:02 p.m. PUBLIC COMMENT ON AGENDA ITEMS Traffic Board Proceedings - February 12, 1992 02/14/92 Page 2 of 5 The following representatives of Davenport College spoke in favor of installation of additional traffic control. Student safety, traffic volume, Michigan Manual of Uniform Traffic Control Devices, and vehicles yielding to pedestrians were some of their concerns. David Kirchinger, 220 E. Kalamazoo, East Lansing Lou Monticello, 4215 Mar Moor Drive, Lansing Mr. Arambula advised them that a copy of the Michigan Manual of Uniform Traffic Control Devices was available at the Transportation Division office, 219 N. Grand Avenue. COMMUNICATIONS AND PETITIONS None. REPORTS FROM THE SECRETARY Weis moved, Fleck seconded, CARRIED, to consider Report from the Secretary #92-10 first. Mr. Riddle arrived 7:09 p.m. 6. Traffic Study: Cherry Street (#92-10) Mrs. London presented this report and the recommendation of the Transportation Division. Discussion followed regarding the Michigan Vehicle Code, it does not give the pedestrian an absolute right-of-way (combination of laws require cooperation from both the driver and the pedestrian) ; different crosswalk markings; and Lansing Community College students. Cook moved, Fleck seconded, CARRIED, to deny the request for installation of a traffic signal at Cherry Street, Kalamazoo Street and River Street; to deny the request for installation of multi-way stop signs at Cherry Street and Lenawee Street; to deny the request for installation of speed humps on Cherry Street; and to deny the request for changes to pavement markings and signing at the Cherry Street mid-block crosswalk. Mr. Berridge informed the public that they may purchase a copy of the Michigan Manual of Uniform Traffic Control Devices from Michigan Department of Transportation the cost is $20.00 to $30.00. If they want a copy of only the Traffic Board Proceedings - February 12, 1992 02/14/92 Page 3 of 5 appropriate sections, they may pick that up at the Transportation Division office. College libraries also have copies of the Michigan Manual of Uniform Traffic Control Devices. 1. Traffic Control Request: Anson Street and Sumpter Street (#92-05) Mrs. London presented this report and the recommendation of the Transportation Division. No discussion. Person moved, Fleck and Linhart seconded, CARRIED, to install yield signs on Anson Street at Sumpter Street. 2. Traffic Control Request: Doris Street and Hilliard Road (#92-06) Mr. Berridge reported a mistake in the Report from the Secretary #92-05. Ms. Debbie Lucas brought this to Mr. Berridge's attention. There have been two accidents involving property damage. One involved a driver under the influence and one involved a "hit and run." A police report was taken for the "hit and run" accident, however, that accident is still under investigation and the report was not placed on file. Mrs. London presented this report and the recommendation of the Transportation Division. Discussion followed regarding barricades, driveway placement, the petition and the number of accidents, pending accidents, use of guardrail to protect life and property, replacement of the large arrow sign, advance warning signs, (evaluating the effect of the large arrow sign and warning signs) , and pavement and gravel roads intersecting (attractive nuisance) . Weis moved, Riddle seconded, CARRIED, to deny the request for a stop sign on Hilliard Road at Doris Street. 3. Traffic Control Request: Johnson Avenue and Porter Street (#92-07) Mrs. London presented this report and the recommendation of the Transportation Division. No discussion. Cook moved, Weis seconded, Traffic Board Proceedings - February 12, 1992 02/14/92 Page 4 of 5 CARRIED, to install a large arrow sign on Porter Street at Johnson Avenue and to deny the request for a stop sign on Johnson Avenue at Porter Street. 4. Traffic Control Request: Parkway Drive and Vernon Avenue (#92-08) Mrs. London presented this report and the recommendation of the Transportation Division. No discussion. Smith moved, Person seconded, CARRIED, to install yield signs on Parkway Drive at Vernon Avenue. 5. Traffic Control Request: Clifton Avenue and Lincoln Avenue (#92-09) Mrs. London presented this report and the recommendation of the Transportation Division. Discussion followed regarding the placement of the stop sign on Lincoln Avenue rather than on Clifton Avenue. Cook moved, Weis and Linhart seconded, CARRIED, to install stop signs on Lincoln Avenue at Clifton Avenue. ACTION ITEMS None. TABLED ITEMS None. INFORMATIONAL ITEMS 1. T S A Newsletter, Traffic Safety Association of Michigan, Vol. 26, No. 5, November - December 1991. Mr. Berridge brought the article regarding the UD10 accident form to the Board's attention. It is a very significant change. OLD BUSINESS 1. Northrup Street Winter Maintenance Request. Traffic Board Proceedings - February 12, 1992 02/14/92 Page 5 of 5 Mr. Weis and the rest of the Board thanked the Transportation Division's attention to this matter. NEW BUSINESS None. ITEMS FOR SUSPENSION OF THE RULES None. PUBLIC COMMENT ON NON-AGENDA ITEMS None. ADJOURNMENT There being no further business, the meeting was adjourned at 7:39 p.m. Respectfully submitted, LANSING TRAFFIC BOARD David A. Berridge G� Secretary CITY OF LANSING • PUBLIC SERVICE DEPARTMENT TRANSPORTATION DIVISION OFFICIAL PROCEEDINGS OF THE TRAFFIC BOARD OF THE CITY OF LANSING MEETING OF JANUARY 08, 1992 CALL TO ORDER The meeting was called to order at 7:02 p.m. by Chairperson Arambula. Roll Call Board Members Present: Arambula, Cook, Fleck, Linhart, Person, Riddle, and Weis Board Members Absent: Smith Motions for Excused Absences Cook moved, Linhart seconded, CARRIED, to excuse Ms. Smith from tonight's meeting of the Traffic Board. Visitors Betsy Stadt, Debra Reemsnyder, Roger Dravenstatt, Cindy Dravenstatt, Regina Ridenour, Donna Leys, Linda VanKoevering, Ina H. Twenter, Patricia Fitzpatrick, John H. Grant, Shari Sweeney, Cathy Cooke, Carl E. Eck, Cherie Eck, Marcia Bullard, Nila Tillman, Sharon Egner, and Linda Sims Items for Suspension of Rules Mr. Berridge recommended all Reports from the Secretary be considered as action items. Weis moved, Linhart seconded, CARRIED, to consider all Reports from the Secretary as action items. APPROVAL OF MINUTES Fleck moved, Person seconded, CARRIED, to approve the minutes from the Traffic Board meeting held December 11, 1991. Traffic Board Proceedings - January 8, 1992 01/12/92 page 2 of 7 PUBLIC COMMENT ON AGENDA ITEMS I 4. Traffic Control Request: Darien• Drive and Post Oak Lane (#92-04) The following residents spoke in favor of traffic control to slow traffic down. Their concerns were regarding safety, lack of school zone signs, increase in traffic flow, use of Darien Drive as a cut-through, and not enough parking. The Report from the Secretary was questioned: What is the site obstruction (Mrs. London stated that it is a guardrail) ; Did someone from the Transportation Division observe the traffic (Mrs. London did monitor traffic both in the morning and afternoon while conducting the study) . The number of accidents was also questioned. A woman stated that she had been involved in an accident in October, however, the Report from the Secretary stated that there had been no accidents in the last five years. Debra Reemsnyder, 2127 Northampton Ina H. Twenter, 2520 Darien Sharon Egner, 2126 Kingswood Drive 2. Adult Crossing Guard Request: Manor Drive and Northrup Street (#92-02) The following school personnel, parents, and residents spoke in favor of the request for an adult crossing guard for the children's safety. Some parents do not want their child to be the safety patrol at that intersection because of the speed of traffic and because traffic does not or cannot stop at that intersection (winter weather creates a danger, the roads become icy and slippery) ; it is a safety hazard. Petition and letters were distributed to the Board members. The need for the Board's help and support was expressed. A request was made that if the adult crossing guard was denied, please work with public safety to get salt and sand for the road in the winter. It was reported that 38 vehicles within a 30 minute period did not stop at the stop sign. Everyone felt that this intersection is an extreme hazard. The Lansing School Board Department of Public Safety is in support of an adult crossing guard. Patrica Fitzpatrick, 3018 Tecumseh River Cindy Dravenstatt, 921 W. Northrup Linda VanKoevering, 5224 Bogart Donna Leys, 5524 Manor Drive Nila Tillman, 837 W. Northrup Ina H. Twenter, 2520 Darien Drive John Grant, 2800 Chamberlin Drive 1. Adult Crossing Guard Request: Kilborn Street and Pine Street (#92-01) The following residents spoke in favor of an adult crossing guard. The accuracy of Traffic Board Proceedings - January 8, 1992 01/12/92 page 3 of 7 the reports was questioned and it was requested that someone look into these reports. The count was questioned. Concerns regarding traffic, drugs and police pursuing vehicles were raised. The feeling that an adult crossing guard could enhance police protection was expressed. The City's priorities and liabilities were questioned. The statement was made that they are entitled to an adult crossing guard. A list of inconsistencies was given to the Board members. The statement of no alternate route was quoted from the Report from the Secretary. Carl Eck, 928 N. Sycamore Cherie Eck, 928 N. Sycamore The director of the Lansing Schools Department of Public Safety spoke in opposition of placing an adult crossing guard. The number of student crossings is low; no safety patrol is placed at that intersection due to the distance from the building; and there are two alternate routes (traffic signal at Oakland and Pine, and stop control I at Pine and Willow) . John Grant, 2800 Chamberlin Drive COMMUNICATIONS AND PETITIONS None. REPORTS FROM THE SECRETARY 1. Adult Crossing Guard Request: Kilborn Street and Pine Street (#92-01) Mrs. London presented this report and the recommendation of the Transportation Division. She also stated that if there are two alternate routes then one of the human factors changes from true to false. Mr. Berridge reminded the Board how the 3 criteria for an adult crossing guard were formulated. A committee was established by Mayor Graves in 1981 to review all crossing guards. It was a five member committee, a cross-section of traffic and safety experts. The ITE criteria is based on facts. The Number of Student Crossings is based on the number of crossings not on the number of students, The Human Factors criteria are factors, established by the committee, to encompass all of the additional non-scientific issues in determining if a crossing guard is necessary. This is an emotional issue; however, it is taken seriously by who were involved in establishing the procedures in 1981 and those who evaluate requests today. No discussion. Traffic Board Proceedings - January 8, 1992 01/12/92 page 4 of 7 Cook moved, Person seconded, CARRIED, to paint a crosswalk on the north leg of the intersection; to install the corresponding school advance signs and school crossing signs; to install 25 mph speed limit signs on Pine Street south of Willow Street and north of Oakland Street; to request increased enforcement on Pine Street by the Lansing Police Department; and to deny the request for an adult crossing guard at Kilborn Street and Pine Street. 2. Adult Crossing Guard Request: Manor Drive and Northrup Street (#92-02) Mrs. London presented this report and the Transportation Division's recommendation. Discussion followed regarding the road conditions and winter maintenance, placement of a seasonal crossing guard, justification of a crossing guard, unwarranted stop signs / stop sign compliance, and school related traffic. Weis moved, Person seconded, CARRIED, to paint a crosswalk on the west leg of the intersection; to install the corresponding school advance signs and school crossing signs; to install 25 mph speed limit signs on Northrup Street east of Martin Luther King, Jr. Boulevard / Logan Street and west of South Washington Avenue; to request intermittent speed enforcement on Northrup Street by the Lansing Police Department; to deny the request for an adult crossing guard at Manor Drive and Northrup Street; and to have the Transportation Division staff report at the February meeting on the status of snow removal and ice control. Chairperson Arambula requested that Mr. Berridge report on the winter maintenance issues prior to the meeting next month to all interested parties. 3. Parking Regulation Change Request: Louis Street (#92-03) Mrs. London presented this report and the recommendation of the Transportation Division. No discussion. Fleck moved, Linhart seconded, CARRIED, to permanently prohibit parking on the east side of Louis Street between Kendon Avenue and Spokane Avenue. 4. Traffic Control Request: Darien Drive and Post Oak Lane (#92-04) Traffic Board Proceedings - January 8, 1992 01/12/92 page 5 of 7 Mrs. London presented this report and the Transportation Division's recommendation. Mrs. London added that the accident reports that were used in this report were from January 1986 to September 1991. Discussion followed regarding unwarranted stop signs, crosswalks, unsafe parking, definition of right-of-way, current parking restrictions, and private parking enforcement. Person moved, Weis seconded, Linhart and Cook supported, CARRIED, to install a yield sign on Darien Drive at Post Oak Lane, and to deny the request for multi-way stop signs. ACTION ITEMS None. TABLED ITEMS None. INFORMATIONAL ITEMS Mr. Berridge offered to answer any questions regarding the "Informational Items." 1. 1991 TRAFFIC BOARD ATTENDANCE REPORT 2. Better Road, December 1991 issue, "When to Convert Stop to Yield Signs" Mr. Person felt this was an excellent article and recommended that it be forwarded to the new Councilmember Ellen Beal. No further discussion. OLD BUSINESS 2. Adult Crossing Guard Request: Manor Drive and Northrup-Street (#92-02) The following resident spoke in favor of an adult crossing guard. She stated that they see this intersection daily; it is not the people of Attwood School running the stop sign; she appreciated and thanked the Board for investigating the salt route; requested the Board review this matter again; and reminded the Board that they should consider the year around need for a crossing guard. She than thanked the Board for allowing her to speak. Traffic Board Proceedings - January 8, 1992 01/12/92 page 6 of 7 Linda Sims, 1117 W. Northrup 1 . Jolly Road and Martin Luther King, Jr. Boulevard / Logan Street f Mrs. Linhart asked Mr. Berridge about the result of the report on the left turn signal on Jolly Road at Martin Luther King, Jr. Boulevard / Logan Street. Mr. Berridge stated he had not received the report from Mr. Spagnolly. December staffing is usually low. Mrs. Linhart understood that it may be the timing of the signal and that she was there at approximately the same time as before and two cars were able to get through so it may be the timing. 2. Dunkel Road, Trappers Cove, and Cavanuagh Road Mrs. Linhart reported that one week ago Sunday, there was an accident; two ambulances, five patrol cars, fire officials and others were dispatched. She was not sure how serious the accident was and stated that it is a bad corner. She also stated that Mr. Berridge may want to investigate. 3. ' Cavanuagh Road and Dunkel Road Mr. Arambula stated that between Cavanuagh and Dunkel the no truck route is posted, however, it is still being violated. NEW BUSINESS 1. Lake Lansing Road at I 69, Park Lake Road, and Hagadorn Road Mr. Person asked about the lights at these intersections. When traveling on Lake Lansing Road you will have to stop for all three signals. Mr. Berridge stated that it is East Lansing, possibly Ingham County, and MDOT Maintenance responsibility. Mr. Berridge will check on the jurisdiction and traffic signal progression. 2. Corky's and Gregory's Mr. Person asked if the City raised the rent and forced these establishments out. / Mr. Berridge explained that the rents are based on the expenses. Mr. Engel, Property Manager, sets these rents. Some rents were below market value, and have increased where they were below market rate. These businesses, Corky's and Gregory's, made voluntary decisions to close. Gregory's was partially due to liquor liability. Some factors that may have played a part are less people in the area and Lansing Community College food service improvement. 3. Christmas Open House Traffic Board Proceedings - January 8, 1992 01/12/92 page 7 of 7 Mrs. Linhart thanked the Transportation Division for the Christmas luncheon. 4. Staff Change Mr. Berridge advised the Board that Ms. Kellicut was promoted and would not be providing her services to the Traffic Board after a replacement has been hired. ITEMS FOR SUSPENSION OF THE RULES None. PUBLIC COMMENT ON NON-AGENDA ITEMS None. ADJOURNMENT Fleck moved, to adjourn the meeting. There being no further business, the meeting was adjourned at 8:28 p.m. Respectfully submitted, LANSING TRAFFIC BOARD David A. Berridge Secretary ATTENDANCE RECORD 1992 TRAFFIC BOARD 12-02-93A10 : 12 RCVD P = Present A = Absent E = Excused Absence C = Canceled * = No Ouorum MONTH/DAY NAME 01/08IO2/12I03/11I04/08 05/13 06/10 07/08 08/12 09/09 10/28I11/18 12/09 J. Arambula P P P C C P C P E P C E E. Cook P P P C C P C P P P C P C. Fleck P P P C C P C E P P C P B. Linhart P P P C C P C P P P C P J. Person P P E C C P C P P P C P R. Riddle P P P C C P C P P P C P G. Smith E P P C C P C P P E C P J. Weis P P P C C E C E P P C P TOTAL 7 8 7 -0- -0- 7 -0- 6 7 7 -0- 7 October' s meeting was rescheduled for 10/28/92. William Tousley took John Weis' place effective at the October meeting. c:\wp\data\tb\attend92(pc151) CITY OF LANSING PUBLIC SERVICE DEPARTMENT TRANSPORTATION DIVISION TRAFFIC BOARD MEETING 7:00 PM December 9, 1992 AGENDA CALL TO ORDER 1. Roll Call 2. Motions for Excused Absences 3. Items for Suspension of Rules " APPROVAL OF MINUTES c� Minutes of the meeting held October 28, 1992. PUBLIC COMMENT ON AGENDA ITEMS The public may comment on any of the following items on the agenda: Communications and Petitions, Reports From the Secretary, Action Items and Informational Items. (Time limit: three (3) minutes per speaker.) COMMUNICATIONS AND PETITIONS REPORTS FROM THE SECRETARY 1. Traffic Control Request: Clifton Avenue and Harding Avenue (#92-34) 2. Traffic Control Request: Forbes Street and Spencer Avenue (#92-35) 3. Parking Regulation Change Request: Holmes Road, Irvington Avenue and Ruth Street (##92-36) 4. Parking Regulation Change Request: Spencer Street (##92-37) 5. Traffic Control Request: Autumn Lane and Tulane Drive (##92-38) 6. Road Closure Request: Fairway Lane (##92-39) 7. Traffic Study: Gier Street (##92-40) 8. VIP Parking Program and Attended Parking Rate Increase (##92-41) 1 Traffic Board Agenda - December 9, 1992 12/2/92 ACTION ITEMS TABLED ITEMS INFORMATIONAL ITEMS 1. Traffic Tips, Volume 2, Issue 3, November 1992 2. 1993 Traffic Board Meeting Schedule OLD BUSINESS NEW BUSINESS ITEMS FOR SUSPENSION OF THE RULES PUBLIC COMMENT ON NON-AGENDA ITEMS ADJOURNMENT Respectfully submitted, LANSING TRAFFIC BOARD David A. Berri/ge Secretary 2 November 18, 1992 REPORT FROM THE SECRETARY 1192-34 TRAFFIC CONTROL REQUEST: CLIFTON AVENUE AND HARDING AVENUE The Transportation Division has reviewed a petition request t to install stop signs on Clifton Avenue at I-Iarding Avenue. The petition was circulated by Ms. Jean Schultz of 1507 Clifton Avenue and signed by 26 area residents. The Clifton Avenue and Harding Avenue intersection is a residential intersection and is currently uncontrolled. A safe approach speed study was performed revealing a safe approach speed of 10 mph due to a sight obstruction in the northwest quadrant. Traffic volume data was not gathered but it is estimated that traffic volumes on Clifton Avenue and Harding Avenue are approximately equal. A review of the accident records for this intersection revealed that there have been no accidents from January 1, 1987, to September 30, 1992. The Transportation Division recommends that stop sighs be installed on Clifton Avenue at Harding Avenue because of the low safe approach speed. 1 _ November 18, 1992 REPORT FROM THE SECRETARY I192-34 TRAFFIC CONTROL REQUEST: CLIFTON AVENUE AND HARDING AVENUE LOCATION DIAGRAM =AYE- TTE L o Z LINp N < O SUNMySIp � F MOTOR PARKDALE � c Q PER- SHING o Z z 1� w < 0e Q o Z = m o w LL 2 November 18, 1992 REPORT FROM THE SECRETARY H92-35 TRAFFIC CONTROL REQUEST: FORBES STREET AND SPENCER AVENUE The Transportation Division has reviewed a letter request to install traffic control at the Forbes Street and Spencer Avenue intersection from Dr. Shankland of 1707 Forbes Street. Dr. Shankland made the request because he feels the intersection does not operate safely without traffic control. The Forbes Street and Spencer Avenue intersection is located in a residential neighborhood. Forbes Street southeast of the intersection is one way in the northwest direction. The intersection is currently uncontrolled. A safe approach speed study was performed revealing a safe approach speed of 19 MPH due to a sight obstruction in the south quadrant. Traffic volume data was not gathered but it is estimated that traffic volumes on Spencer Avenue are slightly higher than traffic volumes on Forbes Street. A review of the accident records for this intersection indicates there have been four reported accidents (three right angle) from January 1, 1987, to September 30, 1992. Right angle accidents are potentially correctable with the installation of traffic control devices. The Transportation Division recommends that yield signs be installed on Forbes Street at Spencer Avenue because of the safe approach speed and presence of right angle accidents. 1 November 18, 1992 REPORT FROM THE SECRETARY #92-35 TRAFFIC CONTROL REQUEST: FORBES STREET AND SPENCER AVENUE LOCATION DIAGRAM >- `N GENESEE v Q w W .D z DREXEL = p U Q m < ° O OSBORN -z w / F-- 4 z 7_ Er SE w Lu 0— 0 J 5H IAwA5SEE J re R l- cv lip > i C) 0—J Ll FORBES lonun G� 4 1�3 I Q tN '° � b J orTAwn IIGAN MKHIGAN 2 November 18, 1992 REPORT FROM THE SECRETARY 1192-36 PARKING REGULATION CHANGE REQUEST: HOLMES ROAD, IRVINGTON AVENUE AND RUTI-I STREET The Transportation Division has reviewed a petition request to prohibit parking and install a tow away zone on Holmes Road from Ruth Street to the east end, on Irvington Avenue from the west end to Ruth Street, and on Ruth Street from Holmes Road to 650 feet south of Holmes Road. The petition was circulated by Mr. Thad Shumway of 3505 Ruth Street. Currently parking is prohibited on the north side of Holmes Road from Ruth Street to the east end and on the west side of Ruth Street from Holmes Road to 350 feet south of Holmes Road. This parking restriction was installed in May of 1990 (at the request of the residents) to eliminate on-street parking for the people that trespass and recreate in the abandoned gravel pit located northwest of the area. The residents have requested the tow away zone because the existing posted parking regulation and parking enforcement have not effectively deterred illegal parking. Further, the residents have requested that the existing no parking zone be extended further south on Ruth Street and expanded to include the south side of Holmes Road, the east side of Ruth Street and Irvington Avenue west of Ruth Street because people are parking in these areas as well as in the existing no parking zone. The Lansing Police Department supports this parking restriction and will enforce the tow-away zone. The petition was signed by 12 (71%) of the effected 17 residents or property owners. Of the five residents or property owners that did not sign two (11%) refused to sign. The circulator was unable to contact the other three. The Transportation Division recommends installing a no parking zone, a special parking zone, and a tow-away zone on Holmes Road from Ruth Street to the east end, on Irvington Avenue from the west end to Ruth Street and on Ruth Street from Holmes Road to 650 feet south of Holmes Road. The fine for violation of a parking regulation within a special parking zone is $25. The amount of the fine and a tow-away zone panel would be posted below the no parking signs. 1 November 18, 1992 REPORT FROM THE SECRETARY 4192-36 PARKING REGULATION CHANGE REQUEST: HOLMES ROAD, IRVINGTON AVENUE AND RUTIi STREET LOCATION DIAGRAM no I-1OY T N WA HOLMES LL 1 � cirowd PROVINCIAL Pik Q ¢ - E IRVINGTON a a z Y u REX Z z w CAVANAUGf-1 .:• ; 'lip,` ,:!��r:�:^~; . w WAYNE w 2 November 18, 1992 REPORT FROM THE SECRETARY 992-36 PARKING REGULATION CHANGE REQUEST: HOLMES ROAD, IRVINGTON AVENUE .AND RUTH STREET EXISTING PARKING REGULATIONS U �8n0 e4o `— B39.9 841.5 �{tT1J "' -�B/ J�o. C-JvaVel R4 94 840.3860 so C� K - do s�a.1wlemn �B3B �r �ne, g - _, 945.1 Sqn �I I 845.5 1 L 471 El 84/.4 IO I ❑ ❑ W 043 r4 ❑B46.6. � ❑ /n I I u /9 /[ 4 844.4 _ IRVINOTON — I s 050 I I r, ry /B f0 I I I 043 ❑ ❑ � 846.2 II 7 ❑ e 11 n 3 November 18, 1992 REPORT FROM THE SECRETARY 1192-36 PARKING REGULATION CHANGE REQUEST: HOLMES ROAD, IRVINGTON AVENUE AND RUTH STREET PROPOSED PARKING REGULATIONS j CC ravel F4 840.8 r+ I I 850 84 I �� 840.3 83 .4 / I+ B3B � B60 KEY �I / N0 Po-0, nc' 0Z Fne i T-w-Awa��done 1 09.7 840.3 z 8 S :I� r Alo 5co h ` ra re 845.5 E F T I 845 nlj./ �-7 �r� I B4L4 -la I 0 843 � I •4 N' c ° rT /1 ' 8a5.4 IRVINGTON /e I 043El 0 rp /s ro n 4 December 1, 1992 REPORT FROM THE SECRETARY 1192-37 PARKING REGULATION CHANGE REQUEST: SPENCER STREET The Transportation Division has reviewed a petition request to prohibit parking on the east side of Spencer Street between Michigan Avenue and Ottawa Street, from 7:00 a.m. to 4:00 p.m. , school days. The petition was signed by four of the five residents in the block. The residents requested the parking regulation change because food vendors consistently park on the east side of Spencer Street between Michigan Avenue and Ottawa Street to sell food to the students during the Sexton High School lunch period. The residents stated that their lawns were being ruined by the large amount of foot traffic and litter. There is no existing City Ordinance that prohibits food vendors from selling food from the City right-of-way, except in the downtown area. The Transportation Division recommended that an ordinance be written and adopted to prohibit this activity. To date no ordinance has been written. This parking regulation was temporarily posted August 30, 1992, before the school year started. Currently parking is prohibited on the west side of Spencer Street between Michigan Avenue and Ottawa Street. Prior to the temporary parking regulation change, a one hour time zone was posted on the east side of Spencer Street between Michigan Avenue and Ottawa street. This block of Spencer Street is part of a special parking district. Therefore, the fine for parking violations on Spencer Street is $25. Further, this block is posted as a tow away zone. The Transportation Division recommends permanently installing a no parking zone, 7:00 a.m. to 4:00 p.m. , school days, on the east side of Spencer Street between Michigan Avenue and Ottawa Street. The fine for a parking violation in this block will continue to be $25 and the block will remain a tow-away zone. 1 December 1, 1992 REPORT FROM THE SECRETARY #92-37 PARKING REGULATION CHANGE REQUEST: SPENCER STREET LOCATION DIAGRAM LIL H HHL " Li ? D N GENESEE z z w I m LAPI W cr DREXEL � Z e ¢ � z r ng Q co OS80RN LL [TG �41 z ►'— IS GENESEE 3 Y z o 1AWA = sN5aeF- _Z 4 J .o• W w � v O r S� [O]MA = z FORBES Q � J Q \ 5 Q n TD .1Lq J (TiTArJA MICHIGAN — E=71 E F9 F: 7" A C6AM E Sexton N'gh �"E 5�hc�ol t; w(611TEI\)(\vj D L aNas�rr 1b cr. z n� nLnr+Fl"�oD R w ?. ST. J05.PJA I \ Q� �Q/ rl 1 O1 1 �I 2 December 1, 1992 REPORT FROM TIIE SECRETARY 992-38 TRAFFIC CONTROL REQUEST: AUTUMN LANE AND TULANE DRIVE The Transportation Division received a letter request to install stop signs at the Autumn Lane and Tulane Drive intersection from the Clischs of 2719 Tulane Drive. The Clischs made the request because the speed limit is often ignored and they have witnessed several near miss accidents at the intersection. The Autumn Lane and Tulane Drive intersection is a residential "tee" intersection and is currently uncontrolled. Under Michigan law, vehicles entering an uncontrolled intersection must yield to traffic already in the intersection. If two vehicles arrive at the intersection at the same time, the vehicle on the left must yield to the vehicle on the right. Traffic control devices should be installed at intersections to establish right-of- way if sight obstructions block the motorist's view of traffic approaching the intersection on the cross street. A safe approach speed study was performed at the intersection revealing a safe approach speed of 21 mph due to a sight obstruction in the southeast quadrant. This means a vehicle traveling 21 mph or less on Autumn Lane would have time to safely stop after seeing another vehicle approaching the intersection on Tulane Drive. Vehicles approaching the intersection on Autumn Lane should be traveling less than 21 mph because Autumn Lane does not go through and vehicles must turn either right or left onto Tulane Drive. A review of the accident records for this intersection revealed that there have been no reported accidents at this intersection since the inception of the Transportation Division accident filing system. The high safe approach speeds and lack of accidents indicates the intersection is operating effectively without traffic control devices. Traffic studies have shown that vehicle speeds remain the same or increase at distances of 100 feet or greater from stop signs. Therefore, stop signs are ineffective in controlling speeds at distances greater than 100 feet from the stop sign. The most effective way to control vehicle speeds is with enforcement of the traffic laws. The Transportation Division recommends the request for the installation of stop signs at the Autumn Lane and Tulane Drive intersection be denied because of the 1. December 1, 1992 REPORT FROM THE SECRETARY #92-38 TRAFFIC CONTROL REQUEST: AUTUMN LANE AND TULANE DRIVE }ugh safe approach speed, lack of reported accidents, and ineffectiveness of stop signs in controlling vehicle speeds. 2 December 1, 1992 REPORT FROM THE SECRETARY 1192-38 TRAFFIC CONTROL REQUEST: AUTUMN LANE AND TULANE DRIVE LOCATION DIAGRAM w U w a � wwT •........N..w.NN..NN w..w eS.1.N...1...N.NNN. .s.M.•.s w....w.wN .. BARRITT IVV�l1l GREENBRIAR ►— DARIEN ►-- MONTEGO Yil dQ TULANE TULA o GFITS "' • T•......N.N.N t GROE EC ~ GROESBECK N OQ Y AN U Q � Q � z RIDGELINE ► ~ O' > Y 3 w S LL IL ARK RK 4 j 1 MAYFAIR ►MA j I\il LI FOSTE T KIRKWOOD J U MAJESTI Q Z w I-IOPKINS cr- Q J [] Y � v Icc IAL ui w m w O J :2 z w .... N.♦ ----j 3: O m x U DR I FFlon11 n1t F IMAR December 2, 1992 REPORT FROM THE SECRETARY 1192-39 ROAD CLOSURE REQUEST: FRANDORA HILLS SUBDIVISION The Transportation Division received a petition request to close Fairway Lane south of Hillgate Way to through traffic. The petition was circulated by Mrs. Barbara Klein of 1107 Fairway Lane and was signed by nine Fairway Lane residents and property owners. The petition cited excessive cut-through traffic as the main reason for the request. The petition also stated that vehicle speeds have increased on Fairway Lane south of Hillgate Way since stop signs were installed on Fairway Lane at Hillgate Way and on Stonewood Drive at Shelter Lane. The petition stated that the excessive speeds have caused numerous property damage accidents on the curves on Fairway Lane south of Hillgate Way.- Fairway Lane is located in the Frandora Hills Subdivision. The subdivision is bordered by Coolidge Road to the east, Grand River Avenue to the south, and US-127 to the west. Over the past several years, the Transportation Division has received similar complaints of cut-through traffic and excessive speeds from residents on other subdivision streets, such as Melody Lane and Stonewood Drive. TRAFFIC STUDY Traffic volume data was gathered in the subdivision from Thursday, September 24, 1992, through Thursday, October 1, 1992, to determine the amount of cut- through traffic in the neighborhood. The total traffic volume in and out of the subdivision on an average weekday is 2,775 vehicles. The average weekday traffic volumes, by location, can be found in Table I on Page 5. Trip generation tables were used to calculate the number of trips every dwelling unit in the neighborhood should generate on a typical day. The entire subdivision should generate 1,891 vehicle trips per day. Page 5, Table 2 indicates the number of each type of dwelling unit in the subdivision, the number of trips each type of dwelling unit should generate on a typical day, and the total number of trips the subdivision should generate on a typical day. The difference in the weekday traffic volume generated by the subdivision and the vehicle trips per day the subdivision should generate based on trip generation tables, is the amount of suspected cut-through traffic in the subdivision: 884 vehicles per day. 1 December 2, 1992 REPORT FROM THE SECRETARY #92-39 ROAD CLOSURE REQUEST: FRANDORA HILLS SUBDIVISION Accident data was gathered for all subdivision streets to determine if their had been a high number of accidents on Fairway Lane. There has been one reported mid-block accident on Fairway Lane in the last five years. As a comparison, during the same time period there have been two reported mid-block accidents on Shelter Lane, one reported mid-block accident on both Melody Lane and Holiday Lane, and no reported mid-block accidents on Stonewood Drive, Hillgate Way, Hillgate Circle, and Fairway Court. The accident data does not support a claim that excessive speeds on the curves on Fairway Lane south of Hillgate Way cause accidents. The design speed for the curves is 28 MPH. Therefore, there is no need to sign the curves for a speed lower than the prima facie speed limit of 25 MPH. RESIDENT / PROPERTY OWNER SURVEY A survey was mailed to all residents and property owners in the Frandora lulls subdivision to determine if the majority of residents supported closing Fairway Lane at Hillgate Way. An option to close Clippert Street west of Fairway Lane was included on the survey because of the complaints the Transportation Division had received in the past from residents on Melody Lane and S tonewood Drive. A road closure on Clippert Street would be more effective in eliminating cut through traffic on all subdivision streets. Further, a road closure on Fairway Lane south of Hillgate Way may cause cut-through traffic on Melody Lane and Shelter Lane to increase. The Transportation Division received 131 survey responses out of a possible 248 (53%) . Of the responses received, 56 respondents (43%) supported closing Clippert Street west of Fairway Lane, 51 respondents (39%) supported no closure, 17 respondents (13%) supported closing Fairway Lane south of Hillgate Way, and 7 respondents (5%) supported either closure. INPUT FROM OTHER CITY DEPARTMENTS Input on the proposed road closures was solicited from the Engineering and Operations and Maintenance Divisions of the Public Service Department, the Fire Department and the Police Department. The Engineering Division does not support the closure of Fairway Lane south of 2 December 2, 1992 REPORT FROM THE SECRETARY 1192-39 ROAD CLOSURE REQUEST: FRANDORA HILLS SUBDIVISION Hillgate Way without the construction of a cul-de-sac. Additional property would need to be acquired so that a safe and efficient cul-de-sac could be constructed. The Engineering Division does not support the closure of Clippert Street because Clippert Street provides the only access to the subdivision via other City streets. The Operations and Maintenance Division does not support any road closure that does not provide a cul-de-sac for maneuvering and turning snow plows, and refuse and recycling trucks. However, if cul-de-sacs cannot be constructed, a road closure on Clippert Street west of Fairway Lane is more favorable than a road closure on Fairway Lane south of Hillgate Way because there are no homes on Clippert Street serviced by city refuse and recycling, and the snow plow backing distance on Clippert Street would be less than the distance on Fairway Lane. The Fire Department does not support closing Fairway Lane south of Hillgate Way because the Fire Department's use of specific fire apparatus would be hindered and extensive backing maneuvers to gain access to the fire hydrants would be required. Closing Clippert Street west of Fairway Lane would not effect fire emergency response time because the Fire Department enters the Frandora Subdivision exclusively from Coolidge Road. The Police Department did not indicate any support or opposition to either road closure. RECOMMENDATION The Transportation Division recommends that Clippert Street west of Fairway Lane be closed to through traffic for a 1.20 day trial period, for the following reasons: traffic studies in the Frandora Hills subdivision indicate that 884 vehicles cut-through the neighborhood on an average weekday; the majority of the survey responses were in favor of this closure; and input from other City Departments indicate that a permanent closure would require the construction of a cul-de-sac. It is further recommended that the temporary closure be initiated in June of 1993. This would eliminate any problems a temporary closure would create for snow plowing operations and allow after study traffic volume data to be collected during the same period the before study traffic volume data was collected in 1992 (at the end of September). 3 December 2, 1992 REPORT FROM THE SECRETARY #92-39 ROAD CLOSURE REQUEST: FRANDORA HILLS SUBDIVISION The after study traffic volume data will be used to determine the effect the road closure has had on decreasing cut-through traffic. A survey indicating the traffic volume study results will be mailed to all residents and property owners in the subdivision to solicit their input on making the road closure permanent. The Transportation Division will use the survey results and traffic volume study results to formulate a recommendation regarding a permanent road closure. Any permanent road closure would require the construction of a cul-de-sac(s). 4 December 2, 1992 REPORT FROM THE SECRETARY #92-39 ROAD CLOSURE REQUEST: FRANDORA HILLS SUBDIVISION TABLE I AVERAGE WEEKDAY TRAFFIC VOLUMES Average Weekday Location Traffic Volume Stonewood Drive West of Coolidge Road .Eastbound 450 veh/day Westbound 400 Total 850 Melody Lane West of Coolidge Road Eastbound 550 Westbound 550 Total 1,100 Clippert Street West of Fairway Lane Eastbound 425 Westbound 400 Total 825 Total for the Subdivision 2,775 TABLE II TRIP GENERATION DATA No. of Veh-Trips Total Type of Dwelling Unit Units Per Day* Trips Single Family Homes (3-4 DU/acre) 107 10.2 1,091 Duplexes or Townhouses 20 7 140 Apartments 110 6 660 Total for the Subdivision 1,891 *Source: Khisty, C. Jotin, Transportation Engineering, Prentice Hall, Inc. , 1990. 5 December. 2, 1992 REPORT FROM THE SECRETARY 1192-39 ROAD CLOSURE REQUEST: FRANDORA HILLS SUBDIVISION LOCATION DIAGRAM I a j a MAYFl11R I� DSTE w I KVV J Q MAJEST, w N HOF'It IN S w Q g ..................... wLIJ J [L S l m X w I ttnL O' (� w 0 -j S }.. ... �4—O —0 o m x U DnU �•,� cc LL KENWIC ai }+- COVIt TON T MELODY 2 -O x a z J I., z 0 ¢ �1 0 w w g z SA .•�� 6 Public Service Department TRANSPORTATION DIVISION 219 N Grand Ave, Lansing, Micl-rigan 489,33 * ' ' l *:' (51 7) 483-4240 ,_ November 9, 1992 Re: Fairway Lane Road Closure Request Dear Frandora Hills Subdivision Property Owner or Resident: The Transportation Division received a request to close Fairway Lane south of Hillgate Way from a group of Fairway Lane residents. The residents requested the closure to decrease the amount of traffic cutting through the subdivision between Coolidge Road and Grand River Avenue. The residents have also complained about excessive speeds and stated that vehicles often speed up south of the stop signs on Fairway Lane at Hillgate Way. The single family homes, duplexes and apartments in the subdivision should generate 1,900 vehicle trips per day, both in and out of the neighborhood. A recent traffic study indicated that the daily traffic volume in and out of the neighborhood is 2,775 vehicles. The difference in these numbers indicates the amount of cut-through traffic the neighborhood may get on a typical day: 875 vehicles. The 875 vehicles that cut-through the neighborhood on a typical day may use Stonewood Drive and Shelter Lane, Stonewood Drive and Fairway Lane, or Melody Lane. In the past several years the Transportation Division has received similar complaints of cut-through traffic and excessive speeds from residents on Stonewood Drive, Shelter Lane, and Melody Lane. If Fairway Lane is closed south of Hillgate Way, traffic could still cut-through the neighborhood using Melody Lane, or Stonewood Drive and Shelter Lane. For this reason, the Transportation Division believes closing Clippert Street at the 90 degree bend west of Fairway Lane would be more effective in curtailing all cut-through traffic in the neighborhood. Since you are a property owner or resident in the Frandora Hills Subdivision, the Transportation Division would like your opinion on the street closure options listed on the attached survey. Please indicate your preference and make any comments on the enclosed form and return it to the Transportation Division office "Equal Opportunity Employer" Frandora Hills Subdivision Property Owner or Resident November 9, 1992 Fairway Lane Road Closure Request Page 2 in the enclosed stamped envelope by November 25, 1992. The Transportation Division will use the survey results to formulate a recommendation for consideration by the Traffic Board, Mayor and City Council. A report and recommendation will be presented to the Traffic Board at their meeting scheduled for December 9, 1992, at 7:00 p.m. , in the conference room behind City Council Chambers, loth floor, City Hall, 124 West Michigan Avenue. You are welcome to come and present your views on this issue at this meeting. However, we still need you to return the enclosed survey by November 20, 1992, (in advance of the meeting) so that the results can be tabulated. If you have any questions regarding the survey, please contact me at 483-4249. Thank you for your cooperation and input. Sincerely, flvA Jv_�_j Beth D. London Principal Traffic Engineer enclosures file: Fairway Lane pc 149 \wp\data\bdl\frandora I support closing Fairway Lane, south of Hillgate Way, to through traffic. (Location is indicated as Location 1 on the attached plan of the subdivision.) 2. I support closing Clippert Street at the 90 degree bend west of Fairway Lane, to through traffic. (Location is indicated as Location 2 on the attached plan of the subdivision.) 3. I oppose closing Fairway Lane, at any location, to through traffic. 4. Other comments or suggestions: Optional: Name: Address: L3 qoo Fi— SIONLW006 1150 ve-,k L� E-01, k`El FrAl Fj 14 LCCCLb 6 f-) If-A all / 1 - \ �i ere. Road Q U-�C-1 9;UL O-D Fvwdo a- �I'Ob :sub'\, 1105" (,✓� .xxR^ '.LSO - .'/ `�\ ). E,:n,n (\ ( �� _ O r�\ V 13 InIq oll v vs LODY LA fil. ME r e„< � a / ryt n � niR 0 vi, Ore.. emko. "Coo, Ed Li -i .6 / EF:.! •G ttlu•n I1,11S win iY / �� T, A 4. December 3, 1992 REPORT FROM THE SECRETARY #92-40 TRAFFIC CONTROL REQUEST: GIER STREET The Transportation Division received a petition request to install stop signs on East Gier Street between North East Street and North High Street to control vehicle speeds. The petition was circulated by Mr. Michael D. LaFeve and Ms. Mary E. McCort of 721 East Gier Street and was signed by 41 area residents. The petition was accompanied by a letter citing excessive truck traffic as`another neighborhood problem. In addition, Ace Wrecking was named specifically as the source of the truck traffic. The letter also indicated that CATA buses are a major contributor to the speeding problem. East Gier Street is a 27-foot wide major street. However, East Gier Street between North East Street and Eighth Avenue is residential. East Gier Street between Eighth Avenue and North High Street is predominately commercial and industrial. East Gier Street is also part of the #10 North Lansing-Turner bus route. The amount of combined eastbound and westbound weekday CATA trips on East Gier Street is 46. Truck Traffic Study Although East Gier Street is not a truck route, City Ordinance does not prevent trucks from traveling on non-truck route streets if they have a pickup or delivery point in the immediate area and the destination can only be reached by travel on such streets. The same applies in regard to truck travel to and from the truck terminal or place of business. The Ordinance does, however, require that trucks use the shortest route from the truck route network to their destination. All commercial and industrial establishments on the east end of East Gier Street should be entering the truck route system at East Gier Street and North High Street because this would be the shortest route to the truck route network. The entrance to Ace Wrecking's storage yard is located on Eighth Avenue south of Gier Street. The storage yard property does not abut any truck route streets. Ace Wrecking has indicated that fixed objects located on the northeast and southeast (fire hydrant and utility pole respectively) corners of the East Gier Street and Eighth Avenue intersection do not allow enough turning room for their trucks to turn onto or off of the east leg of this intersection. Therefore, their trucks do not enter the truck route street network at East Gier Street and North 1 December 3, 1992 REPORT FROM THE SECRETARY 092-40 TRAFFIC CONTROL REQUEST: GIER STREET High Street but travel the length of East Gier Street and enter the truck route street network at US-127. The Transportation Division has verified that a WB-50 (semi-tractor trailer) cannot turn eastbound on East Gier Street from northbound Eighth Avenue or vice versa because of the small turning area created by the fixed objects. However, smaller trucks should be able to make the turn. The Transportation Division is pursuing the possibility of making physical improvements at the East Gier Street and Eighth Avenue intersection to increase the turning radius on the southeast corner. This would eliminate the necessity for any Ace Wrecking trucks to use East Gier Street between Eighth Avenue and North East Street to enter the truck route network. In the interim, the Transportation Division will work with Ace Wrecking to determine the number of large trucks the company has and establish a permit system to allow the large trucks to enter the truck route network at US-127 but require the smaller trucks to enter the truck route network at High Street. Multi-Way Stop Sign Study There are two intersections on East Gier Street between North East Street and North High Street: East Gier Street and Seventh Avenue and East Gier Street and Eighth Avenue. The East Gier Street and Seventh Avenue intersection is currently controlled by stop signs on Seventh Avenue. The East Gier Street and Eighth Avenue intersection is currently controlled by a stop sign on the north leg of Eighth Avenue. The south leg of this intersection is unimproved and a dead- end street. This leg provides access to Ace Wrecking and one residence. The Michigan Manual of Uniform Traffic Control Devices' accident warrant for multi-way stop sign installation requires five or more reported accidents of the type susceptible of correction by multi-way stop sign installation (right-angle and left-turn) in a 12 month period. A review of the accident records for the East Gier Street and Seventh Avenue intersection indicates there have been seven reported accidents (five right-angle and left-turn) from January 1, 1987, to September 30, 1992 (69 month period) . There has been one reported accident (not right angle or left-turn) from January 1, 1987, to September 30, 1992, (69 month period) at the East Gier Street and 2 December 3, 1992 REPORT FROM THE SECRETARY #92-40 TRAFFIC CONTROL REQUEST: GIER STREET Eighth Avenue intersection. These accident totals do not meet the Michigan Manual of Uniform Traffic Control Devices' accident warrant for the installation of multi-way stop signs. The Michigan Manual of Uniform Traffic Control Devices' traffic volume warrant for multi-way stop sign installation requires 500 vehicles per hour to approach the intersection for eight (8) hours of a day. The estimated traffic volume on East Gier Street is 725 vehicles per day. The estimated traffic volume on Seventh Avenue is 400 vehicles per day. The estimated traffic volume on Eighth Avenue is 200 vehicles per day. These traffic volumes do not meet the Michigan Manual of Uniform Traffic Control Devices' traffic volume warrant for multi-way stop sign installation. Speed Study The 85th percentile speed on East Gier Street ranges from 30 MPH to 34 MPH, depending on the location and direction of traffic. An 85th percentile speed of 30-32 MPH is considered typical for a residential street. Although stop signs effectively control speeds within 100 feet of the stop sign, studies have shown that vehicle speeds remain the same or increase at distances of 100 feet or greater from the stop sign. The most effective way to control vehicle speeds is with enforcement of the traffic laws. A speed study was conducted to determine if CATA buses were exceeding the prima facie speed limit of 25 MPH. Fifty percent of the buses viewed during the study period were exceeding the prima facie speed limit. This information was forwarded to CATA with a request that all CATA buses drive 25 MPH or less. Recommendation Although neither the East Gier Street and Seventh Avenue or the East Gier Street and Eighth Avenue intersection meets the Michigan Manual of Uniform Traffic Control Devices' accident or volume warrant for the installation of multi-way stop signs, the accident experience at the East Gier Street and Seventh Avenue intersection is relatively high compared to other low volume residential streets in Lansing. Therefore, it is recommended that four-way stop signs be installed at the East Gier Street and Seventh Avenue intersection. 3 December 3, 1992 REPORT FROM THE SECRETARY #92-40 TRAFFIC CONTROL REQUEST: GIER STREET LOCATION DIAGRAM • �-C PnuLsoN [V_IAUU� ON 1 . . . . . . . .. . . . . . 1IOWEIIOWE 1- z CI IILSON = GI IILSOtJ �nlES j • I IAr1 rlls BANGI Intl T AL r IER U 2 0 i z n •;� f J O � w ACE �U O . > WM(,KIN( V 'I I IUMnS nNCE It YARD 140C •. Q [41AN DAL L wIELnNI Q ll .- ;. LAKE L-A0510(i U DAVID ;' • • • DeSi naie5 Tract • R o u.� 5-tree+ • 11�i 4 November 29, 1992 REPORT FROM THE SECRETARY #92-41 VIP PARKING PROGRAM AND ATTENDED PARKING RATE INCREASE Value In Parking (VIP) Program The Lansing Municipal Parking System is in the process of acquiring a debit card system, entitled "Value In Parking" (VIP) , for the attended parking ramps. VIP works like this -- customers purchase cards from the Parking System office for any amount $10 or higher (in increments of $5) prior to parking in the system. Card value is determined individually based on anticipated future parking activity. Hourly VIP parkers insert their cards in the card readers to gain access to one of the ramps. After insertion, the reader displays the available balance on the card. VIP visitors park in the hourly area of the ramp just like they would if they pulled time tickets. (Their VIP cards will not allow them access to the monthly parking areas controlled by the cluster gates. ) When leaving, they use their card again at any one of the exit readers. The system calculates the parking fees which are due, displays them to the customers, and deducts them from their accounts. This system will work with the existing card readers used by monthly parkers after they have been modified. VIP has been in operation in the North Capitol Parking Ramp since early 1992. The program has been of limited success due to lack of a comprehensive system-wide network and lack of purchase incentives for the customers. The system is scheduled for installation in the remaining three parking ramps during the next three to four months. When VIP is fully operational, a marketing effort will target our repeat hourly customers. One of the keys to successful marketing will be customer purchase incentives. The primary incentive would be a discount parking rate for VIP card holders. The system works independently of the fee computers for cash customers and would allow the Parking System to charge a different rate. It is proposed that the VIP parking rate be 25¢ per half hour up to the daily maximum established (now or in the future) for hourly parking. By way of reference, the current visitor parking rates are 350 per half hour for the first two hours, then 70� per hour or fraction thereof throughout the 14-hour daily operation. This existing rate structure generates a maximum daily charge of $9.80. This would be a 28.6% reduction in the rate per half hour. 1 November 29, 1992 REPORT FROM THE SECRETARY #92-41 VIP PARKING PROGRAM AND ATTENDED PARKING RATE INCREASE Attended Parking Rate Increase In order to meet debt service requirements for parking expansion, the Parking System must continue to explore ways to reduce costs and increase revenues from various operations. One opportunity for increased revenue is to modify the fee structure for hourly attended parking in the ramps. Presently rates are 35� per half hour for the first two hours, then 70¢ per hour or fraction thereof throughout the 14-hour daily operation. This existing rate structure generates a maximum daily charge of $9.80. These rates were last increased July 1, 1991 . Attended parking in the four ramps generated $900,371 gross income during FY92. The Lansing Municipal Parking System has been evaluating different possible rate structures for hourly parking. There are essentially four basic rate configurations which could be implemented: (1) a flat fee per exit -- no matter the parking duration; (2) hourly (or half hour) rates throughout the operational day, which is current rate structure; (3) a higher hourly (or half hour) rate with a daily maximum to avoid an excessive one day parking charge, which is the private sector and Grand Rapids rate structure; or (4) higher rates during periods of high demand and lower rates during period of low demand, i.e. daytime/evening rates. There are other hybrid variations of these rate configurations depending upon the objectives which are to be achieved. After careful consideration of the advantages and disadvantages of each system, it is proposed that the attended rate structure be modified to follow the Grand Rapids model. The proposed daily maximum would be $6.00 which is a 38.7 0 decrease from the current charge. It is proposed that the rate structure would be changed to charge by the half hour throughout the entire day. (This eliminates the charge of 70� for fractions of an hour.) Finally, the proposed half hour parking rate would be 500 which is a 42.9% increase from the current charge of 700 per hour or 350 per half hour. 2 November 29, 1992 REPORT FROM THE SECRETARY #92-41 VIP PARKING PROGRAM AND ATTENDED PARKING RATE INCREASE Revenue Impacts Parking durations have been studied for representative months for all of the downtown ramps. Based on these studies the new VIP rate would reduce attended parking revenue by 28.7% if 100% of the customers were VIP card holders. The new cash customer rate would increase attended parking revenue by 28.1% if there were no VIP customers. Essentially, this program would be revenue neutral if 49 0 of the customers used VIP and 51% paid cash assuming no loss in demand. There are two factors which cannot be definitively modelled. The factors are: the minor negative revenue impacts of charging by the half-hour throughout the operational day; and the loss (or shift) in parking demand caused by the increased rates for cash customers. The public relations benefit of a half-hour rate outweigh the lost revenue. It will eliminate one source of complaints about parking rates -- "why are you charging me for an entire hour when I was only here for just a few minutes"? The positive p.r. (and negative revenue) impacts are revealed by the half-hour charges on the rate comparison tables. The impacts on visitor parking demand are more difficult to project. Routine cash visitors may become VIP customers and not reduce or alter their normal parking habits. Occasional cash customers who are making discretionary parking decisions might seek lower cost alternatives. Other occasional cash customers who must visit downtown and park in the ramps may plan their trips more carefully to avoid unnecessary trips when the rates are increased. It is safe to say that raising the rates for cash customers will not increase parking demand and will most likely reduce demand to some degree. Taking all of these quantifiable and non-quantifiable factors into consideration, it is projected that VIP use might range from 10 to 20 percent and the net increase in revenue would be 10 to 15 percent. The net revenue increase would be $90,000 to $135,000 annually. 3 November 29, 1992 REPORT FROM THE SECRETARY W92-41 VIP PARKING PROGRAM AND ATTENDED PARKING RATE INCREASE RECOMMENDATIONS It is recommended that the daily maximum charge for hourly parking in the downtown ramps be established at $6.00 and that this maximum apply to all cash and VIP customers. It is further recommended that parking rates be established and collected on the basis of half-hour increments in the downtown ramps. It is finally recommended that charges for one half-hour increment of parking be established at 50$ for cash customers and 250 for VIP customers. RATE COMPARISON Proposed Duration Current Cash VIP 1/2 hour $0.35 $0.50 $0.25 1 hour 0.70 1.00 0.50 1 1/2 hours 1.05 1.50 0.75 2 hours 1 .40 2.00 1.00 2 1/2 hours 2.10 2.50 1 .25 3 hours 2.10 3.00 1.50 3 1/2 hours 2.80 3.50 1 .75 4 hours 2.80 4.00 2.00 4 1/2 hours 3.50 4.50 2.25 5 hours 3.50 5.00 2.50 5 1/2 hours 4.20 5.50 2.75 6 hours 4.20 6.00 3.00 6 1/2 hours 4.90 6.00 3.25 7 hours 4.90 6.00 3.50 7 1/2 hours 5.60 6.00 3.75 8 hours 5.60 6.00 4.00 8 1/2 hours 6.30 6.00 4.25 9 hours 6.30 6.00 4.50 9 1/2 hours 7.00 6.00 4.75 10 hours 7.00 6.00 5.00 10 1/2 hours 7.70 6.00 5.25 11 hours 7.70 6.00 5.50 11 1/2 hours 8.40 6.00 5.75 12 hours 8.40 6.00 6.00 12 1/2 hours 9.10 6.00 6.00 13 hours 9.10 6.00 6.00 13 1/2 hours 9.80 6.00 6.00 14 hours 9.80 6.00 6.00 4 CASH CUSTOMERS Percent Duration Current Proposed Change --------- ------- -------- -------- 0 . 5 hour $0 . 35 $0 . 50 42 . 9% 1 . 0 hour 0 . 70 1 . 00 42 . 9 1 . 5 hours 1 . 05 1 . 50 42 . 9 2 . 0 hours 1 .40 2 . 00 42 . 9 2 . 5 hours 2 . 10 2 . 50 19 . 0 3 . 0 hours 2 . 10 3 . 00 42 . 9 3 . 5 hours 2 . 80 3 .50 25 . 0 4 . 0 hours 2 . 80 4 . 00 42 . 9 4 .5 hours 3 .50 4 .50 28 . 6 5 .0 hours 3 .50 5 . 00 42 . 9 5 . 5 hours 4 .20 5 . 50 31 . 0 6 . 0 hours 4 . 20 6 . 00 42 . 9 6 .5 hours 4 . 90 6 . 00 22 . 4 7 . 0 hours 4 . 90 6 . 00 22 . 4 7 .5 hours 5 . 60 6 . 00 7 . 1 8 . 0 hours 5 . 60 6 . 00 7 . 1 8.5 hours 6 . 30 6 . 00 -4 . 8 9 . 0 hours 6 . 30 6 . 00 -4 . 8 9 .5 hours 7 . 00 6 . 00 -14 . 3 10 . 0 hours 7 . 00 6 . 00 -14 . 3 10 . 5 hours 7 . 70 6 . 00 -22 . 1 11 . 0 hours 7 . 70 6 . 00 -22 . 1 11 . 5 hours 8 . 40 6 . 00 -28 . 6 12 . 0 hours 8 . 40 6 . 00 -28 . 6 12 .5 hours 9 . 10 6 . 00 -34 . 1 13 . 0 hours 9 . 10 6 . 00 -34 . 1 13 . 5 hours 9 . 80 6 . 00 -38 . 8 14 . 0 hours 9 . 80 6 . 00 -38 . 8 04-Dec-92 pcl03\123\data\parking\ratecomp.wkl page 1 VIP CUSTOMERS Percent Duration Current Proposed Change --------- ------- -------- -------- 0 .5 hour $0 . 35 $0 . 25 -28 . 6% 1 . 0 hour 0 . 70 0 .50 -28 . 6 1 . 5 hours 1 . 05 0. 75 -28 . 6 2 . 0 hours 1 .40 1 . 00 -28 . 6 2 . 5 hours 2 . 10 1 .25 -40 . 5 3 . 0 hours 2 . 10 1 .50 -28 . 6 3 . 5 hours 2 . 80 1 . 75 -37 . 5 4 . 0 hours 2 . 80 2 . 00 -28 . 6 4 . 5 hours 3 .50 2 .25 -35 . 7 5 . 0 hours 3 . 50 2 . 50 -28 . 6 5 . 5 hours 4 . 20 2 . 75 -34 . 5 6 . 0 hours 4 .20 3 . 00 -28 . 6 6 . 5 hours 4 . 90 3 . 25 -33 . 7 7 . 0 hours 4 . 90 3 .50 -28 . 6 7 . 5 hours 5 . 60 3. 75 -33 . 0 8 . 0 hours 5 . 60 4 . 00 -28 . 6 8 .5 hours 6 . 30 4 . 25 -32 . 5 9 . 0 hours 6 . 30 4 . 50 -28 . 6 ' 9 . 5 hours 7 . 00 4 . 75 -32 . 1 10 . 0 hours 7 . 00 5 . 00 -28 . 6 10 . 5 hours 7 . 70 5 . 25 -31 . 8 11 . 0 hours 7 . 70 5 .50 -28 . 6 11 . 5 hours 8 . 40 5 . 75 -31 . 5 12 . 0 hours 8 . 40 6 . 00 -28 . 6 12 . 5 hours 9 . 10 6 . 00 -34 . 1 13 . 0 hours 9 . 10 6 . 00 -34 . 1 13 . 5 hours 9 . 80 6 . 00 -38 . 8 14 . 0 hours 9 . 80 6 . 00 -38 . 8 r 04-Dec-92 pcl03\123\data\parking\ratecomp.wkl page 2 @y ,s Er t� � -�%� .;,.'' "�i it{.'a.;r K4 +1.;' s�,i w� 47: ..........a �� .;h1$ .5 �Ya�✓ sue��4�.....__ _•�_ �a.F.:'S?^R..._„_.._,_.r_..,.'�: _�.". yy, + ® C7 ISM—�'1�^':'TfE^S7 C'-'-'..7 Q9 VOLUME 2, ISSUE 3 • NOVEMBER 1992 COMPREHENSIVE The Truth About o u t on the speed at which motorists will actu- SERVICES I� ally drive, while making traffic law viola- Hubbell, Speeding in tors out of even the most careful drivers. isiwofi lionRoth l Clark, do Repeatedly, speed studies indicate that is providing professional hensiizruion Residential Areas most motorists (85%) will drive at a speed engi g service. Our which is safe and reasonable. The modern engineering services. Our Will St0 Si ns Slow Traffic? Transportation and Traffic p g practice of setting speed limits at this Engineering expertise allows Local and national data conclude that stop level has been shown in nationwide studies us to address problems of to result in the lowest level of accident signs do not reduce speeds beyond a 150- urbrrrr nnrffic c•ongestiO1n' experience. 200 foot radius. Motorists often increase Iraffir sq/eh�,and hi,r;/nvrq� design. Wprovideassis.tanrce speed beyond this point with the notion of ill transportation ptanning, "making up for lost time," and if unwar- Could Speed Limits Be Enforced design,and operalioos. ranted,more drivers will deliberately ignore More Rigorously? Orber-services of the firm stop signs or perform "rolling" stops. The O1elrrrle bottom line is that unwarranted stop signs - •Municipal Engiaeer'inrg — can instill a false sense of security, espe- — • Civil cud Site Engincerin,S • Ll4rsres,•arer Treatment cially among neighborhood children, and • underground storage rink often increase actual accident experience. Replacennenl F_ngineer'irr,q • Wirer Treatment unrl Since multi-way stops are Intended to Distribution provide safe and adequate gaps for vehicles + • Industrial Waste Treatment • Industrial Engineer.i„g to enter an intersection (when volumes on Unfortunately, the traditional police/radar • storm, Water Control intersecting streets are in the range of 2500 gun approach is manpower intensive and •surves•ing and Mapping to 4000 vehicles per day) they are rarely costly. Community budgets limit the num- •Electrical Engineering • street and Parking cot necessary in residential areas. Multi-way ber of streets that can be routinely and Lighting stop signs may also be warranted when effectively monitored by police departments. ■ line-of-sight distance on the street is less In order to avoid spreading police enforce- than desirable or when pedestrian crossing ment too thinly, the municipality and resi- volumes are high. dents must cooperate to identify and priori- tize the most serious speeding problems. Will Drivers Reduce Their Speed If Speed Limits Are Lowered? Remember,however,that because of equip- , a '� ment tolerances and other factors, most a Before and after studies across MErD police departments will target speed viola- x '. the county have concluded tions at a minimum of 5 mph above the " that artificially lowering speed posted-speed limit. 100% compliance with ± limits has generally no effect speed limits is not a realistic goal. �< � lflfflllllliL%2;,;.;, Si11 ` �F ... Public Service Department ae ```l 'ti' cz 16, TRANSPORTATION DIVISION � s � r� E ��i: '�� 219 N. Grand Ave. Lansing, Michigan 48933 * , -- �' ',` * (517)483-4240 � !CNIGP' °�' r�iulurlID December 4, 1992 TRAFFIC BOARD MEETING SCHEDULE - 1993 Wednesday February 10, 1993 7:00 p.m. Wednesday April 14, 1993 7:00 p.m. Wednesday June 9, 1993 7:00 p.m. Wednesday August 11, 1993 7:00 p.m. Wednesday October 13, 1993 7:00 p.m. Wednesday December 8, 1993 7:00 p.m. Meeting Location: City Council Conference Room 10th Floor City Hall LANSING TRAFFIC BOARD David A. Berridge Secretary DAB/ce c:\wp\data\tb\meetdate.93(pc151) "Equal Opportunity Employer" CITY OF LANSING PUBLIC SERVICE DEPARTMENT TRANSPORTATION DIVISION TRAFFIC BOARD MEETING 7:00 PM October 28, 1992 AGENDA CALL TO ORDER + 1. Roll Call 2. Motions for Excused Absences p. 3. Items for Suspension of Rules ' ' LANSING APPROVAL OF MINUTES Minutes of the meeting held September 9, 1992. PUBLIC COMMENT ON AGENDA ITEMS The public may comment on any of the following items on the agenda: Communications and Petitions, Reports From the Secretary, Action Items and Informational Items. (Time limit: three (3) minutes per speaker. ) COMMUNICATIONS AND PETITIONS 1 . William Tousley Traffic Board Application a c.:_) r• REPORTS FROM THE SECRETARY : 1. Freight Load Zone (#92-25) 2. Traffic Control Request: Dakin Street and Gray Street (#92-26) 3. Traffic Control Request: Marion Avenue and Victor Avenue (#92-27)L ' 4. Traffic Control Request: Maryland and May Streets (#92-28) ' 5. Fast Trak Rate Change - Cedar/Larch Corridor (#92-29) 6. Parking Fine Rate Increases (#92-30) 7. Parking Regulation Change: Washington Avenue (#92-31) 1 Traffic Board Agenda - October 28, 1992 10/12/92 8. Parking Regulation Change: Wayburn Road (#92-32) 9. Parking Regulation Change: Markley Place (#92-33) ACTION ITEMS 1. Request for Angle Parking in the Public Right-of-Way: Capitol Avenue, Kilborn Avenue, and Seymour Street (#92-22) -- Transportation Issues Sub-Committee Recommendation TABLED ITEMS INFORMATIONAL ITEMS 1. T S A Newsletter, Traffic Safety Association of Michigan, Vol. 27, No. 3, July-August 1992 2. Traffic Board Membership list. OLD BUSINESS NEW BUSINESS 1. Introduction of new Traffic Board member, William Tousley, Jr. ITEMS FOR SUSPENSION OF THE RULES PUBLIC COMMENT ON NON-AGENDA ITEMS ADJOURNMENT Respectfully submitted, LANSING TRAFFIC BOARD :ba,ze/ ldt� David A. Berridge Secretary 2 APPLICATION FOR MEMBERSHIP ON CITY BOARD City of Lansing, Michigan F Mail or Deliver to: Mayor Terry J. McKane 9th Floor, City Hall 124 West Michigan CITY OF LANSIN3 Lansing, MI 48933 NAME: V1illiam 11. Tousley Jr. Ward Precinct ADDRESS: 272.1 Trappers Cove 48910 treet Zip Code PHONE: 887-103- (Home) 694-39S7 (Business) Years as Lansing Resident: 10 Educational Background: Juntinotnn earl: High Srhnn1 1-i mtinnton Park C'a_ Lansing Corununity College Family: 1Vife- Ilali 4 Step Children Occupation: Supervisor of Scliool Bus Operations for Special Trans ortation INc. Organizations of which a member (Civic, Fraternal , etc. ) President- Capital Association for Pupil Transportation, Micligan Associatio for Pupil Transportation, National Association for Pupil transportation, Micligan Scliool Business Officals Board on which you are interested in serving: (See reverse side) (1 ) Traffic (2) (3) (4) Additional information on experience, qualifications, etc. 10 Years School Bus Driving - Lansing Schools, New Driver Trainer for Regional Safety Institue, October 8, 1992 REPORT FROM THE SECRETARY #92-26 TRAFFIC CONTROL REQUEST: DAKIN STREET AND GRAY STREET The Transportation Division received a letter request to install four-way stop signs at the intersection of Dakin Street and Gray Street from Mr. John Crosley of 942 Dakin Street. Mr. Crosley made the request because he feels the existing yield signs on Gray Street are ignored. He also feels that the combination of excessive vehicular speeds on Dakin Street and large number of children attending the church on the southeast corner make the intersection unsafe. The Dakin Street and Gray Street intersection is a typical residential intersection. However, the Potter Park Methodist Church is located on the southeast corner. Visitors to the church were observed parking across the crosswalks at the intersection. There are no posted parking regulations at the intersection. A safe approach speed study was performed to determine if the existing yield signs were adequately controlling traffic at the intersection. The safe approach speed at the intersection is 6 MPH due to a sight obstruction on the northeast corner. The Michigan Manual of Uniform Traffic Control Devices' accident warrant for multi-way stop sign installation requires five or more reported accidents of the type susceptible of correction by multi-way stop sign installation (right-angle and left-turn) in a 12 month period. A review of the accident records for this intersection revealed that there have been four accidents (one right angle, no left-turn) at this intersection from January 1, 1987, to July 31, 1992. The Michigan Manual of Uniform Traffic Control Devices' traffic volume warrant for multi-way stop sign installation requires 500 vehicles per hour to approach the intersection for eight (8) hours of a day. The estimated traffic volume on Dakin Street is 450 vehicles per day. The estimated traffic volume on Gray Street is 300 vehicles per day. These traffic volumes do not meet the Michigan Manual of Uniform Traffic Control Devices' traffic volume warrant for multi-way stop sign installation. Speed data was gathered because speeding was raised as an issue. The estimated 85th percentile speed on Dakin Street ranged from 25 to 28 MPH depending on the 1 October 8, 1992 REPORT FROM THE SECRETARY #92-26 TRAFFIC CONTROL REQUEST: DAKIN STREET AND GRAY STREET location and direction of traffic. 85th percentile speeds of 25-28 MPH are lower than typical 85th percentile speeds for residential streets. The Transportation Division recommends that the request for the installation of four-way stop signs at the Dakin Street and Gray Street intersection be denied because the intersection does not meet the Michigan Manual of Uniform Traffic Control Devices' accident or volume warrant for the installation of multi-way stop signs, and there is no documented speeding problem. The Transportation Division further recommends that the yield signs on Gray Street at Dakin Street be changed to stop signs because of the low safe approach speed, and that "No Parking Here to Corner" and "No Parking This Side of Sign" signs be installed on all four legs of the intersection to reinforce the existing ordinance that prohibits parking within 20 feet of a crosswalk. 2 October 8, 1992 REPORT FROM THE SECRETARY #92-26 TRAFFIC CONTROL REQUEST: DAKIN STREET AND GRAY STREET LOCATION DIAGRAM oll� � pY�ck I BE B1 top Dirt r ,y ELIZ [BET A N uilc disk to M AI J q Q 4.96 i CLIMAX Q � MECHANICS 'R I� � V I-IAZEL � C LSIi O—O —4 a A-SI --1 D— p D— � PARI<VIEW a a PERKINS-1 z p p N,- P> II IzO c� Izz lc-oscL w Z LL = z x U = I_'i w D u� F- w ��r—r—f—I----I—r—I I—t.— r-f •�� r r —f---r---r - I -�r—r--r—r—r---r--r--r—r- 3 October 8, 1992 REPORT FROM THE SECRETARY #92-27 TRAFFIC CONTROL REQUEST: MARION AVENUE AND VICTOR AVENUE The Transportation Division received a letter request to install stop signs on Victor Avenue at Marion Avenue from Ms. Erin Kinch of 1400 Victor Avenue. Ms. Kinch is requesting the stop signs for speed control. The Marion Avenue and Victor Avenue intersection is a residential "tee" intersection. The intersection is currently controlled by a stop sign on Marion Avenue. The Michigan Manual of Uniform Traffic Control Devices' accident warrant for multi-way stop sign installation requires five or more reported accidents of the type susceptible of correction by multi-way stop sign installation (right-angle and left-turn) in a 12 month period. A review of the accident records for this intersection revealed that there has been one reported accident (not right angle) at this intersection from January 1, 1987, to July 31, 1992. The Michigan Manual of Uniform Traffic Control Devices' traffic volume warrant for multi-way stop sign installation requires 500 vehicles per hour to approach the intersection for eight (8) hours of a day. The estimated traffic volume on Victor Avenue is 2,450 per day. The estimated traffic volume on Marion Avenue is 500 vehicles per day. These traffic volumes do not meet the Michigan Manual of Uniform Traffic Control Devices' traffic volume warrant for multi-way stop sign installation. Speed data was gathered on Victor Avenue because Ms. Kinch requested the stop signs to reduce speeds on Victor Avenue. The 85th percentile speed on Victor Avenue east and west of Marion Avenue ranged from 30 to 34 MPH depending on the location and direction of traffic. Although stop signs effectively control speeds within 100 feet of the stop sign, studies have shown that vehicle speeds do not decrease at distances of 100 feet or greater from the stop sign. The most effective way to control vehicle speeds is with enforcement of the traffic laws. The two intersections west of the Marion Avenue and Victor Avenue intersection (Boston Boulevard and Victor Avenue and Pattengill Avenue and Victor Avenue) 1 October 8, 1992 REPORT FROM THE SECRETARY #92-27 TRAFFIC CONTROL REQUEST: MARION AVENUE AND VICTOR AVENUE are currently controlled with multi-way stop signs. These stop signs have had no effect on reducing speeds at mid-block locations on Victor Avenue. For example, the 85th percentile speed on Victor Avenue between the stop signs at Boston Boulevard and Pattengill Avenue is 34 MPH. The distance between Martin Luther King Jr. Boulevard / Logan Street and Pattengill Avenue and Pattengill Avenue and Boston Boulevard is approximately the same, 1300 feet. To add stop signs on Victor Avenue at Marion Avenue, (Marion Avenue is half way between Martin Luther King Jr. Boulevard / Logan Street and Pattengill Avenue) would be excessive. The Transportation Division recommends the request for the installation of multi- way stop signs at the Marion Avenue and Victor Avenue intersection be denied because the intersection does not meet the Michigan Manual of Uniform Traffic Control Devices' accident or volume warrant for the installation of multi-way stop signs, and the installation of additional stop signs on Victor Avenue would be excessive and ineffective in controlling vehicle speeds. The Transportation Division further recommends that the Lansing Police Department be asked to give Victor Avenue increased speed enforcement. 2 October 8, 1992 REPORT FROM THE SECRETARY #92-27 TRAFFIC CONTROL REQUEST: MARION AVENUE AND VICTOR AVENUE LOCATION DIAGRAM • � Lml tiop e al—kro,l d ENORE [ • r � a O ti o- LENO Y ld;00PER [ TOPER CaoPSR z p— *OXSON [ 10— ROON ! � d I 3ORDON o—' i(PORDONI o p Z IOODBI E O ' m 1fN D— IXELSEY L U llJ z o— p—• dd11 N D LE —o —a WICTOR o—HOLLY:7 ly i � 'n Q kJ V iOCKWAY NFM400 Fw Q BOSTON 3 October 19, 1992 REPORT FROM THE SECRETARY #92-28 TRAFFIC CONTROL REQUEST: MARYLAND AVENUE AND MAY STREET The Transportation Division recently received a letter request to install stop signs on Maryland Avenue at May Street. The letter was received from Helen Smith of 805 Maryland Avenue on behalf of Neighborhood Watch Group #221. The Transportation Division studied this intersection in July of 1991 after receiving a request from Neighborhood Watch Group #221 for multi-way stop signs. The study showed that the traffic volume on Maryland Avenue is 1575 vehicles per day. The 85th percentile speed on Maryland Avenue is 30 MPH. The traffic volume is high for a residential street but the 85th percentile speed is within the expected range for 85th percentile speeds on residential streets. The intersection is currently controlled by stop signs on May Street. In August of 1991, a recommendation was made to the Traffic Board to deny the request for the installation of multi-way stop signs at the Maryland Avenue and May Street intersection. This recommendation was based on the fact that the intersection did not meet the Michigan Manual of Uniform Traffic Control Devices' accident or volume warrants for the installation of multi-way stop signs and there was no documented speeding problem on Maryland Avenue. The Traffic Board tabled the issue and Transportation Division staff met with neighborhood residents to discuss the traffic problems on Maryland Avenue. The Transportation Division and neighborhood residents mutually agreed that periodic police enforcement of the prima facie speed limit (25 MPH) was the best way to control vehicle speeds on Maryland Avenue. In October of 1991, the Traffic Board passed a recommendation to deny the request for the installation of multi-way stop signs at the Maryland Avenue and May Street intersection. The recommendation also included a request for increased speed enforcement on Maryland Avenue. Neighborhood residents were .to monitor the effect of the increased speed enforcement and resubmit their request for multi-way stop signs if they did not feel the increased enforcement was effective in controlling speeds. Ms. Smith stated in her letter, that the additional speed enforcement has been ineffective in controlling vehicle speeds on Maryland Avenue. The Transportation Division recommends that multi-way stop signs be temporarily installed at the Maryland Avenue and May Street intersection for a 90 day trial 1 October 19, 1992 REPORT FROM THE SECRETARY #92-28 TRAFFIC CONTROL REQUEST: MARYLAND AVENUE AND MAY STREET period. At the end of the 90 day trial period, a traffic volume and speed study will be performed to determine if the stop signs have been effective in reducing traffic volumes and speeds and if the stop signs should be left in place permanently. 2 October 19, 1992 REPORT FROM THE SECRETARY #92-28 TRAFFIC CONTROL REQUEST: MARYLAND AVENUE AND MAY STREET LOCATION DIAGRAM 'vlU N � Q z z O a w zJ 2 0 Y O Z TAFT o Cr Z) w v ¢ ' a w ORMOND SHELDON PERSON O CONGRESS PORTER e CADY N . IQ W Q _II Z MAY ;v p } I ¢ Z ai Cn J CCL ,z z W Y OJ } Q i aQ ;w = w _ cc w a U U < SAGINAW 3 October 22, 1992 REPORT FROM THE SECRETARY #92-29 FAST TRAK RATE CHANGE - CEDAR/LARCH CORRIDOR The Fast Trak parking operation is tentatively scheduled to be relocated to the Cedar/Larch corridor beginning January 4, 1992. This relocation of the temporary shuttle operation to its permanent site is consistent with the Parking Development Plan adopted by the Lansing City Council on October 23, 1989. The first phase of construction calls for a parking lot on the south side of the 500 block of Michigan Avenue with 220 spaces. The lot will have entrances and exits on Cedar Street and Larch Street; however, there will be no access from Michigan Avenue. The planned capacity of this first lot is 250 customers including an oversell factor of approximately 15 percent. This capacity will adequately accommodate the 30 parkers who formerly parked in Lot #15 (where the new lot is being constructed) as well as the 220 existing parkers using the existing Fast Trak Lot (located on the BOC property at Martin Luther King, Jr. Blvd./Logan Street and William Street) . The Lansing Municipal Parking System (LMPS) and CATA have been working together to develop new routing for the shuttle, advise the Fast Trak parkers of the proposed changes in location and services, and gather customer'input regarding security service and the new parking rate. Collateral information including specific details about the service changes, the rate survey and the survey responses are attached for your review. Information about the market rate for monthly parking in the area is as follows: Facility Location Rate LDJ Parking (Private) 300 E. Michigan $35 LMPS Lot #151 500 E. Michigan $32 LMPS Lot #37 200 N. Cedar $32 Covello's (LBA)2 100 N. Cedar/Larch $15 City Market (P & R) 400 N. Cedar $30 1 Closed October 2, 1992 2 To be closed December 30, 1992 1 October 22, 1992 REPORT FROM THE SECRETARY #92-29 FAST TRAK RATE CHANGE - CEDAR/LARCH CORRIDOR Information about the market rate for daily parking in the area is as follows: Facility Location Rate Projected Monthly Ellis Parking3 200 N. Cedar/Larch $0.75 $15 LMPS Lot #37 Lansing Center $2.00 $40 3 To be closed November 15, 1992 There are many factors which have a bearing on the new parking rate for the Fast Trak parking operation in the corridor, including: (1) providing income to the Parking System for debt service; (2) providing a low cost parking alternative for downtown employees; (3) providing a low cost parking alternative so that the lease space in downtown buildings remains competitive with suburban office complexes; (4) recovering operating expenses; (5) setting rates that are competitive with the private sector parking in the area; (6) maintaining a proper balance between daily parking rates and monthly parking rates; and (7) maintaining good public relations with our existing customers. The challenges include a need to maximize current and future revenue for payment of parking expansion debt service; establish a new parking rate that does not create a further financial drain on the system; and inhibits a mass exodus from other system facilities where higher fees are charged. All of these factors justify a major increase in the Fast Trak fee to the range of $30 - $35. However, in order to provide a low cost parking alternative for downtown employees, to help retain economically competitive lease space in the downtown area (compared to suburban office complexes), and to maintain good public relations with our existing customers, the new rate should be set as low as possible. These factors justify a minimal or no increase in the existing $16 rate. The new rate must generate revenue which will completely pay for all operating expenses in the lot while maintaining a proper balance between daily parking rates and monthly parking rates, if possible. It must also retain a competitive balance with the private sector parking in the area. 2 October 22, 1992 REPORT FROM THE SECRETARY #92-29 FAST TRAK RATE CHANGE - CEDAR/LARCH CORRIDOR Since the new lot will only have 220 spaces and a capacity of 250 customers, there will not be any financial drain on the system if a low rate is established. However, when 257 additional spaces are constructed on the north side of Michigan Avenue during the summer/fall of 1993, capacity will be expanded. At that time a low Fast Trak rate might very well create a financial drain on the system, depending on overall parking demand. CATA has guaranteed that there will be no cost to the Parking System or the customers for the shuttle service until at least October 1, 1993. They are currently evaluating what those costs will be. The monthly cost to the customer could be as low as $10 or as high as $13, depending on the action by the CATA board.. CATA staff has recommended to its board that $12.60 per month be collected from each Fast Trak customer. This higher rate would be similar to the annualized fare of the other Downtown Parking Shuttle serving State of Michigan parking lots in the Capitol Complex, which is $0.30 per trip. The lower rate of $10 could be justified; however, if the Fast Trak monthly shuttle pass were to be discounted 15 - 20 percent--similar to CATA's monthly pass for line haul buses. CATA staff has indicated that the new monthly pass charges are tentatively scheduled to begin on October 1, 1993 subject to CATA Board approval. Future Fast Trak rate increases will have to compensate for these increased operating costs while maintaining the financial integrity of the Parking System. The next rate increase must be timed to coincide with the CATA charges for shuttle service. RECOMMENDATION It is recommended that the new rate for monthly permits in the Fast Trak lot in the Cedar/Larch corridor be $20 effective for January 1993 permit sales. It is further recommended that the rate for monthly permits in the Fast Trak lot be $33 effective for October 1993 permit sales, contingent upon CATA's assessment of shuttle fees to the users. 3 Staying on Tracy with tM a Fast Trak . As most of you may remember, the Fast Trak lot was located here at B-O-C on a temporary basis while we acquired property in the Cedar-Larch Corridor for a permanent lot location with closer access to downtown. We are pleased to announce that we completed our last acquisition in Phase I of that project last week and are ready to begin construction on our new Fast Trak lot. We're very excited about this move to the Cedar-Larch Corridor because it is much more convenient to downtown Lansing. But as enthusiastic as we are about moving forward on this project, we also know that relocating the Fast Trak lot will mean a great deal of change for you, our customers. Our goal is to keep you informed about our progress and seek your input as we make some of the final project decisions. We will then make our recommendations to the • Parking Advisory Committee and the Traffic Board, which both meet October 28. Their recommendations will then be forwarded to the Mayor and City Council for final review and approval. Location Our move to the new lot is tentatively scheduled for January 4, 1993. That means our last day at the B-O-C lot will be Wednesday, December 30, 1992. We'll start 1993 out Monday, January 4 in our new location, south of Michigan Avenue,between Larch&Cedar. Entrances and exits will be from southbound Cedar and northbound Larch; there will be no entrance or exit onto • Michigan Avenue. Schedule Our Fast Trak shuttle service will run on almost the identical schedule,with buses leaving the lot every eight minutes. The buses are scheduled to run from 6:30 a.m. - 8:45 a.m. in the . morning and from 3:30 p.m. -5:45 p.m. in the afternoon. Route Since we'll be in a new home, the Fast Trak shuttle route will change somewhat, although it will still make all the same downtown stops it currently does. Please take a few minutes to look at the new route located on the back of this fact sheet. Mid-Day Access Since we're located right downtown, we're going to discontinue the taxi coupons and instead use CATA's existing services. That means you'll be able to "flash your pass"on CATA's Route 1 from 9:00 a.m. until 3:30 p.m. Monday through Friday if you need to get back to the Fast Trak lot during the day. Route 1 runs from downtown Lansing to Meridian Mall in Okemos every ten minutes. For more information on the route,please call 394-1000. Security Normal security services offered throughout the downtown parking system include a security guard that drives through each lot and garage during the early/mid-morning and afternoon/ evening hours. This service will be included in the new basic rate for Fast Trak. Permit Renewal Fast Trakkers will be able to renew their permits at the Parking Office,located at 219 North Grand between Ottawa and Ionia Streets(west side of Grand in the"tunnel"). Rates Breakdown of New Basic Fee—$20/month Unfortunately, we will face some additional expenses with this move. Because B-O-C only charged us $1 lot Construction : $5 per year for their lot (which included maintenance) (asphalt, lights, landscaping) we were able to offer you a significantly lower rate than any other parking facility we have. We know Ongoing Maintenance $7 this is a big reason for choosing Fast Trak in the first (snow removal, sweeping, trash pickup, place. We wish we could keep the rates the same, but landscaping, etc.) we're faced with two issues that will have an impact our costs: (1) The state grant that funded CATA's Lighting $1 Fast Trak shuttle will run out beginning July 1, 1993, (utility costs) and we have not yet determined how this will affect our fees; and (2) We will still have all of our other Securcty $4 normal maintenance, operational and administrative (normal system level) costs. (See adjacent box.) Therefore, the proposed $3 new basic rate for a Fast Trak permit will be $20 Overhead/Admentstratcve beginning December 28, 1992. (supplies permit sales,etc ) You Be The Judge Since you are our customers, we're asking you to help us decide what the official rate for Fast Trak will be beginning January 4, 1993. Fast Trak's new base fee of$20 is outlined in the box above. We'd like your input on what level of security you are willing to pay for. Please take a few minutes to fill out the survey that accompanies this fact sheet and return it to the pollsters. FAST TRAK ROUTING ❑ � 11 SHIAWASSEE bMwA ❑ OTTAWA ® a= CLti l 1id • ❑ • ❑ MICHIGAN N r- ' ❑ ❑ ❑ _rti � spa ley ALLEGA a MLE Z c¢ 1: ® Civic C-Mer I Q < U WASHTEN W z a U CC r_cs El T ■ \\ KALAMAZ O 3 C.�ol com"rxn F- OZ J W Z W Loft J W Q Z CL 6k1 ap U _Z a HILLSDALE \ 0 BUS STOP fast Trak Rate"� Survey Beginning Monday, January 4, 1993, the Fast Trak lot will be located in the Cedar-Larch Corridor with convenient access to downtown Lansing. Please take a few minutes to let us know the amount you're willing to pay for the different levels of security. Security B-O-C required us to provide a full-time attendant at the Fast Trak lot sixteen hours per day. Since B-O-C donated the lot at$1 per year to the city, we did not pass the security costs along to you. However, this premium level of security is not available at any of our other facilities. The cost to provide this service is about$14/month. This service can be provided at the new Fast Trak lot, but only if the parking rate is increased. Which level of security would you prefer? (Please check one.) ❑ The parking system's normal level of security which is included in the new basic rate ($20) for FAST TRAK. ❑ Increase the Fast Trak rate by $10 per month (in addition to the new basic rate of$20) for the premium level of security. FYI: Shuttle The Fast Trak shuttle has been underwritten by state grants for the past three years. Unfortunately, the grant will end July 1, 1993. We are currently examining the impact of the loss of this grant, and will let you know if there will be an increase in the monthly fees beginning next October. Fast Trak Survey Results: (82 respondents total) Seventy-seven respondents (94%) want the Fast Trak to keep the standard level of security to keep the price at the new basic rate of$20. Five respondents (6%) wanted to increase the price to provide the premium level of security. Some respondents wrote messages on their surveys. These messages include: • 1 feel the lot should stay where it is. Convenient for the people now using it. City Council should have talked to the people before making this decision. The price should stay at $16. • (Referring to July 1, 1993) Why the acceleration of time? Leave as is until July? What benefit have the other surveys been? This seems as though it has been arbitrarily changed. Why is stop at Radisson discontinued? Minimum distance is 2 blocks and it gets cold. • 1 don't like any of the changes and may discontinue service. • Keep where it is now. • Keep where it is now with no rate increase. • P.S. Why don't we stay in the BOC lot. • I'm really disappointed that we don't stay in the BOC lot. For those of us coming from the south and west this location has been marvelous. October 22, 1992 REPORT FROM THE SECRETARY #92-30 PARKING FINE RATE INCREASE In order to meet debt service requirements for parking expansion, the Parking System must continue to explore ways to reduce costs and increase revenues from various operations. One opportunity for increased revenue is to adjust the amounts of the First Notice and Final Notice incremental increases as part of the Parking Violations Fines Structure. The Lansing Municipal Parking System performs parking enforcement and collection activities for the City of Lansing. All tickets are issued with a Base Fine which varies depending on the severity of the infraction from $7, for a No Parking From 2 AM To 5 AM Violation to $75 for a Handicapper Parking Violation. After 14 days from the date of the offense the Violations Bureau issues a First Notice (reminder) that the fine has not been paid. After 28 days from the date of the offense a Final Notice is issued. The cost of a First Notice is generally the Base Fine plus $2 while the cost of the Final Notice is the Base Fine plus $5. The amount of these incremental increases was established in 1985. It is proposed that the amounts of the First Notice and Final Notice incremental increases be adjusted to $5 and $10 respectively. For example, the No Parking From 2 AM To 5 AM Violation above would change as shown in the table below: NO PARKING FROM 2 AM TO 5 AM VIOLATION Phase Current Proposed Base Fine $7 $7 First Notice $9 $12 Final Notice $12 $17 All other violations would be adjusted accordingly depending upon the amount of the Base Fine, except for the Handicapper Parking Violation which has a unique fine structure. There are no changes recommended for the Handicapper Parking Violation. HANDICAPPER PARKING VIOLATION Phase Current Base Fine $75 First Notice $85 Final Notice $100 It is projected that these proposed increases in the amounts of the First Notices and Final Notices would generate an additional $81,000 annually. This projection is based on historical payment activity which shows that 7.5% and 9.0% of all tickets issued are paid at the First Notice and Final Notice phases respectively and an estimate that 120,000 tickets will be issued annually. RECOMMENDATION It is recommended that the amount of the First Notice increment be increased to $5 and the amount of the Final Notice increment be increased $10. 1 October 15, 1992 REPORT FROM THE SECRETARY #92-31 TRAFFIC CONTROL REQUEST: WASHINGTON AVENUE The Transportation Division received a petition request to prohibit parking on at least one side of Washington Avenue between North Street and Dwight Street. The petition was circulated by Betty and David Shappell of 108 E. Dwight Street. Mr. and Mrs. Shappell and the other residents made the request citing difficulties traveling down Washington Avenue and entering and exiting the alley between Washington Avenue and James Street when vehicles are parked on both sides of Washington Avenue. Many of the residents only access to parking is through the alley. The residents also expressed concern over the accessibility of emergency vehicles to their neighborhood. None of the residents live on or adjacent to Washington Avenue. Washington Avenue is a 26-foot wide residential street. Parking is currently unrestricted on Washington Avenue between North Street and Dwight Street. A 26-foot wide street with parking on both sides limits the travel area to 12-feet, which is not wide enough for two-way traffic. Normally, a travel area of at least 18-feet (two 9-foot lanes) is required in a residential area. A review of the accident files for Washington Avenue between North Street and Dwight Street indicates that there have been no accidents in the last five years. A parking survey was mailed to the owners and occupants of the residences on or adjacent to Washington Avenue between North Street and Dwight Street to solicit input on the requested parking regulation change. The survey was mailed out on October 1, 1992, with a requested return date of October 12, 1992. Of the 8 surveys sent out, 4 responses were received by our office. Of these 4 responses, 2 supported no changes in the regulations and 2 supported prohibiting parking on the east side of Washington Avenue. The Transportation Division recommends prohibiting parking on the east side of Washington Avenue and allowing parking on the west side of Washington Avenue between North Street and Dwight Street. 1 October 15, 1992 REPORT FROM THE SECRETARY #92-31 TRAFFIC CONTROL REQUEST: WASHINGTON AVENUE LOCATION DIAGRAM DOUGLAS d do N w RUSSELL U LU) JpkNER w aQ pirr p�r7 U 0 v DWIGI w NORTH 4 Q v Q � v��a-e. 9 2 c/,��e l o p i K e E 2 VE"- i`� 1• J rt Vag. B 5 ` 101 JOSEPFIINE O �OTO j E DMO 10 3 Z \ t� RIVE 1 7 PEARI wANT o V-ro _ U INT _LOW U �` 25 Z 24 4 " LIBER � II a 32 ' 6 6 i W 28 Q 29 30 31 W ci GRAN IA RI 2 October 15, 1992 REPORT FROM THE SECRETARY W92-32 TRAFFIC CONTROL REQUEST: WAYBURN ROAD The Transportation Division received a request to change the parking regulations on Wayburn Road between Strathmore Road and Kensington Road. The request was made by William Wah of 2423 Markley Place. Parking is currently unrestricted on the west side of Wayburn Road and prohibited on the east side of Wayburn Road between Strathmore Road and Kensington Road. The request is for prohibiting parking from 7:00 a.m. to 10:00 a.m. , weekdays, on the west side. The requested parking regulation would match the existing regulations on other streets near Ingham Medical Center. This is a standard 26-foot residential street; however, Ingham Medical Center, a major parking generator, is located two blocks to the south of Wayburn Road on Greenlawn Avenue. Ingham Medical Center employees are parking on Wayburn Road all day long while at work. The Ingham Medical Center provides ample parking for their employees and has attempted to discourage their employees from parking on the residential streets surrounding the facility. Prohibiting parking from 7:00 a.m. to 10:00 a.m. on other residential streets around the Ingham Medical Center has been effective in eliminating the all day parking by Ingham Medical Center employees. A parking survey was mailed to the owners and occupants of the residences on or adjacent to Wayburn Road between Strathmore Road and Kensington Road to solicit input on the requested parking regulation change. The survey was mailed out on October 1, 1992, with a requested return date of October 12, 1992. Of the 5 surveys sent out, 2 responses were received by our office. Both of these responses supported prohibiting parking from 7:00 a.m. to 10:00 a.m. , weekdays, on the west side of Wayburn Road. The Transportation Division recommends prohibiting parking from 7:00 a.m; to 10:00 a.m. , weekdays, on the west side of Wayburn Road between Strathmore Road and Kensington Road. 1 October 15, 1992 REPORT FROM THE SECRETARY #92-32 TRAFFIC CONTROL REQUEST: WAYBURN ROAD LOCATION DIAGRAM i m Cl Q V w tn O aC Q O u Ca d o ►� 3 �� cR�Hu P� do R `STR OAT , a a Fps, �Ty"f0,4 RILE 110, o �a U) Q SRO w � m lY OLL w Q '4gTyM 0,1, cq�Fti� opF o N •Y'Y Y Z O WILLARD Q WILLARD w ti� � � DENVER a ROSADELL h W PARIS uj ASTOR W 7- 2 October 15, 1992 REPORT FROM THE SECRETARY #92-32 TRAFFIC CONTROL REQUEST: WAYBURN ROAD EXISTING PARKING REGULATIONS 3y , 8l6.9 • • • • • ONE HOUR PARKIUG Sao A^A io (�'00 PM NO PARKING TOD AM tc 7100 PH ��■ NO PPRKIN6 700AM+o 10:00AM "• r ( " )�� PARKING PROHIB(TED_ Cam./, •I ro Q —1 ry Dal -��• 1 » �' rvui ROCKFORD CD 100 rr n . rr � • W ,o , r, fps/ / ego O .( • � �� , �� r, n • n l J r T4grR' .—. r1 r rr » rr .g• r/ i L0 Lin O I. r - � 3 o D w O a rr � I e66.J i 870.7 70.6 El O f/ (El _❑❑ � m N ' e es.e p�E D o / xe66.9 ees.e --. 3 October 15, 1992 REPORT FROM THE SECRETARY #92-33 TRAFFIC CONTROL REQUEST: MARKLEY PLACE The Transportation Division received a request to change the parking regulations on Markley Place between Wayburn Road and Rockford Road. The request was made by William Wah of 2423 Markley Place. Parking is currently unrestricted on Markley Place between Wayburn Road and Rockford Road. The request is for prohibiting parking from 7:00 a.m. to 10:00 a.m. , weekdays. The requested parking regulation would match the existing regulations on other streets near Ingham Medical Center. This is a standard 27-foot residential street; however, Ingham Medical Center, a major parking generator, is located three blocks to the south of Markley Place on Greenlawn Avenue. Ingham Medical Center employees are parking on Markley Place all day long while at work. The Ingham Medical Center provides ample parking for their employees and has attempted to discourage their employees from parking on the residential .streets surrounding the facility. Prohibiting parking from 7:00 a.m. to 10:00 a.m. on other residential streets around the Ingham Medical Center has been effective in eliminating the all day parking by Ingham Medical Center employees. A parking survey was mailed to the owners and occupants of the residences on or adjacent to Markley Place between Wayburn Road and Rockford Road to solicit input on the requested parking regulation change. The survey was mailed out on October 1, 1992, with a requested return date of October 12, 1992. Of the 12 surveys sent out, 6 responses were received by our office. Of these 6 responses, 5 supported prohibiting parking from 7:00 a.m. to 10:00 a.m. on weekdays on both sides of Markley Place and 1 response supported no changes. The Transportation Division recommends prohibiting parking from 7:00 a.m. to 10:00 a.m. , weekdays, on both sides of Markley Place between Wayburn Road and Rockford Road. 1 October 15, 1992 REPORT FROM THE SECRETARY #92-33 TRAFFIC CONTROL REQUEST: MARKLEY PLACE LOCATION DIAGRAM 3 cRF /t/C VIOLET U s�q o�T R I L[ Z �GT o to '�o oti �� o c ,� Q ��'90 ��r .� w Lll m v p W Q U ST'4 GTO� n� Z O WILLARD Q WILLARD w n c di 4 � � DENVER a ti� ROSADELL y f' 1r11 W PARIS ASTOR ° z 2 October 15, 1992 REPORT FROM THE SECRETARY #92-33 TRAFFIC CONTROL REQUEST: MARKLEY PLACE EXISTING PARKING REGULATIONS yd U V O \ p 3P �56.4 • • • • ONE HDbR (��RKIAIL+ ' nrnn1811 nlp aARKUa[- 7:00 AM sc TOO PM ��• N0 PARKINb T9DAM+o IO CC AM en.r J + 1 ^ PARKING PROHIBITED D i eeo ,r rr u n ' n , ro 1(vu 1 El u C • 1 rr M ``` ••O eer.� � �O r. aszs n.9 • , , n O \ �� to • re 1 000P SJkq>• \ (�~ /�� r rt 'r �it\J r, rr ram`' \ ) • i > "A O❑— 3 �a _) � > I � _+ � r, ❑ � rJo, o � er J n • � l gJ o 0.0 Q 1 O// //f��• - v v >0.6 R - � \ �� 'ff,�''```•••��'��' 069.1�� \ V tj rr �1 — Qo QIC) W boo ,m- ❑ ❑ ,: „ h r o _t 867.7 3 ❑ aJr ,+ � GR 11.8 EEry�^yIry_ � r. f ,r I 3 October 22, 1992 REQUEST FOR ANGLE PARKING IN THE PUBLIC RIGHT-OF-WAY: CAPITOL AVENUE, KILBORN AVENUE, AND SEYMOUR STREET TRANSPORTATION ISSUES SUB-COMMITTEE RECOMMENDATION The Transportation Issues Sub-Committee has studied the issue of allowing angle parking in the right-of-way in the 1100 blocks of North Capitol Avenue and Seymour Street and the 200 block of West Kilborn Street. The Sub-Committee recommends the following: 1. The request to install angle parking in the public right-of-way on Kilborn Street, Capitol Avenue and Seymour Street be denied. 2. That a no parking zone from 7:00 a.m. to 9:00 a.m. and 4:00 p.m to 6:00 p.m. , weekdays, be installed on the north side of the 200 block of Kilborn Street. This regulation will provide spaces for parents to park while picking up and dropping off their children at the child care center. 3. That a two hour time zone from 8:00 a.m. to 6:00 p.m. , weekdays, be installed in the 1100 block of North Capitol Avenue. This will provide short-term parking for church visitors and discourage Lansing Community College students from parking on the street all day long. Detailed information on this issue can be found in the Report From the Secretary #92-22, Supplemental Report. ' 1 October 16, 1992 REPORT FROM THE SECRETARY #92-22 REQUEST FOR ANGLE PARKING IN THE PUBLIC RIGHT-OF-WAY: CAPITOL AVENUE, KILBORN AVENUE, AND SEYMOUR STREET SUPPLEMENTAL REPORT The Transportation Division has studied the issue of allowing angle parking in the right-of-way in the 1100 blocks of North Capitol Avenue and Seymour Street and the 200 block of West Kilborn Street in more detail. Angle parking in these three blocks is part of a development plan proposed by Emanuel Lutheran Church and School. The church's plan also called for a 30 minute time zone for the angle parking stalls on Kilborn Street and a one hour time zone for the angle parking stalls on Capitol Avenue. Planning Department staff has indicated that they did suggest the angle parking in the right-of-way as a possible means of supplying more parking for the Emanuel Lutheran Church and School, however, it was merely a suggestion for further discussion, study and review, and not a recommendation from staff. The Planning Board has not acted on this issue, and will not act on this issue, until they receive a recommendation from the Traffic Board. NORTH CAPITOL AVENUE Emanuel Lutheran Church requested 15 angle parking stalls and one hour time zone on the west side of Capitol Avenue to provide short term parking for visitors to the church office. The entrance to the church office will be on North Capitol Avenue. Parking is currently.unrestricted in the 1100 block of North Capitol Avenue except for a no parking zone in effect from 7:00 a.m. to 12:00 p.m. on Sundays on the west side of North Capitol Avenue in front of the church. City Ordinance allows unloading and loading of passengers in a no parking zone. This existing Sunday parking restriction allows parishioners to drop-off and pick-up passengers for church service. Currently on-street parking in the 1100 block of North Capitol Avenue provides 16 parking spaces on the west side and 13 parking spaces on the east side of the street. The installation of 15 angle parking stalls on the west side of North Capitol Avenue would increase the number of on-street parking spaces by seven. It should be noted that the installation of the proposed parking lot on the east side of North Capitol Avenue will decrease the number of on-street parking spaces by three. 1 October 16, 1992 REPORT FROM THE SECRETARY #92-22 REQUEST FOR ANGLE PARKING IN THE PUBLIC RIGHT-OF-WAY: CAPITOL AVENUE, KILBORN AVENUE, AND SEYMOUR STREET SUPPLEMENTAL REPORT The Transportation Division mailed a survey to all the residents and property owners in the 1100 block of North Capitol Avenue to solicit input about the proposed parking regulation change. The survey listed the following options: retain existing parking regulations, install a one hour time zone on the west side of the street, and install 15 angle parking spaces and a one hour time zone on the west side of the street. Space was provided on the survey for comments and suggestions. Three responses to the Capitol Avenue parking survey were received out of a possible 13 responses. One respondent supported the installation of a two hour parking zone on both sides of the street. One respondent supported the installation of a two hour parking zone and angle parking spaces on the west side of the street. One respondent (the church) supported the installation of a one hour parking zone and angle parking spaces on the west side of the street. The option of installing the 15 angle parking spaces without a time zone was not listed on the survey because the absence of parking restrictions would allow all- day parking and would not provide the turn-over parking spaces the church needs. WEST KILBORN STREET Emanuel Lutheran Church requested nine angle parking stalls and a 30 minute time zone on the north side of Kilborn Street to provide parking for parents dropping off and picking up their children at the child care center. Currently the child care center is located in a house on Seymour Street. Parents use the adjacent parking lot on Seymour Street to drop-off and pick-up their children. The proposed new child care center entrance will be on Kilborn Street. Parking is currently unrestricted in the 200 block of West Kilborn Street except for a no parking zone in effect from 7:00 a.m. to 12:00 p.m. on Sundays on the north side of Kilborn Street next to the church. Currently on-street parking in the 200 block of West Kilborn Street provides 14 parking spaces on the north side and seven spaces on the south side of the street. The installation of nine angle parking stalls on the north side of Kilborn Street would increase the number of on-street parking spaces by two. 2 October 16, 1992 REPORT FROM THE SECRETARY 092-22 REQUEST FOR ANGLE PARKING IN THE PUBLIC RIGHT-OF-WAY: CAPITOL AVENUE, KILBORN AVENUE, AND SEYMOUR STREET SUPPLEMENTAL REPORT The Transportation Division mailed a survey to all the residents and property owners in the 200 block of Kilborn Street to solicit input about the proposed parking regulation changes. The survey listed the following options: retain the existing parking regulations, install a no parking zone on the north side of the street from 7:00 a.m. to 9:00 a.m. and 4:00 p.m. to 6:00 p.m. , weekdays, and install the angle parking stalls and a no parking zone on the north side of the street from 7:00 a.m. to 9:00 a.m. and 4:00 p.m. to 6:00 p.m. , weekdays. Space was provided on the survey for comments and suggestions. Five responses to the Kilborn Street parking survey were received out of a possible nine responses. Two of the respondents supported retaining the existing parking regulations. Two respondents supported installing the no parking zone. One respondent (the church) supported installing the angle parking stalls and the no parking zone. In lieu of installing a 30 minute time zone on the north side of Kilborn Street, the Transportation Division proposed installing a no parking zone from 7:00 a.m. to 9:00 a.m. and 4:00 p.m. to 6:00 p.m. , weekdays. City Ordinance allows pick-up and drop-off of passengers in a no parking zone. Therefore, restricting parking during the hours of 7:00 a.m. and 9:00 a.m. and 4:00 p.m. and 6:00 p.m. , weekdays, would provide parking space for parents picking up and dropping off their children at the child care center. This on-street parking restriction has been successfully implemented at other child care centers in the downtown area. The option of installing the nine angle parking spaces without parking restrictions was not listed on the survey because the absence of parking restrictions would allow all-day parking and would not provide the turn-over parking spaces the church needs for child care pick-up and drop-off. SEYMOUR STREET The angle parking stalls on Seymour Street were requested to provide parking for school visitors. The proposed new entrance to the school will be on Seymour Street. Parking is currently unrestricted in the 1100 block of Seymour Street except for a no parking zone between the driveways to the existing church parking lot. 3 October 16, 1992 REPORT FROM THE SECRETARY #92-22 REQUEST FOR ANGLE PARKING IN THE PUBLIC RIGHT-OF-WAY: CAPITOL AVENUE, KILBORN AVENUE, AND SEYMOUR STREET SUPPLEMENTAL REPORT Currently on-street parking in the 1100 block of Seymour Street provides ten parking spaces on the east side and 15 parking spaces on the west side of the street. The installation of ten angle parking stalls on the east side of Seymour Street would increase the number of on-street parking spaces by four. The Transportation Division mailed a survey to all the residents and property owners in the 1100 block of Seymour Street to solicit input about the proposed parking regulation changes. The survey listed the following options: retain existing parking regulations, install a 100 foot mid-block bus load zone, and install 10 angle parking spaces and a bus load zone. Space was provided on the survey for comments and suggestions. Seven responses to the Seymour Street parking survey were received out of a possible ten responses. Four respondents (including Superintendent Richard Halik of the Lansing School District) supported retaining the existing parking regulations. Three respondents (including the church) supported the installation the angle parking spaces and bus load zone. GENERAL INFORMATION In addition to the parking surveys returned, the Transportation Division has received written or verbal correspondence from the Walnut Neighborhood Organization, the Downtown Neighborhood Association and the Walnut Elementary Parent Teacher Association, opposing angle parking in the right-of-way on all three streets. North Capitol Avenue and Seymour Street are classified as major streets for purposes of funding for street maintenance. Criteria used to define major streets specifically states that angle parking is not allowed on major streets. Therefore, to allow angle parking on North Capitol Avenue or Seymour Street would jeopardize this classification, and major street funding for street maintenance. The Transportation Division contacted the City Engineer for the City of Bay City to solicit information on the angle parking in downtown Bay City. Angle parking on Bay City's main downtown street has been in place for approximately seven years with no reported safety problems. However, the City Engineer stated that the average vehicle speed on the street is less than 10 MPH and there is very 4 October 16, 1992 REPORT FROM THE SECRETARY #92-22 REQUEST FOR ANGLE PARKING IN THE PUBLIC RIGHT-OF-WAY: CAPITOL AVENUE, KILBORN AVENUE, AND SEYMOUR STREET SUPPLEMENTAL REPORT little through traffic. The average vehicle speed on Seymour Street and Capitol Avenue is approximately 27 MPH. It is estimated that 75 0 of the traffic on Capitol Avenue and Seymour Street is through traffic. RECOMMENDATION The Transportation Division recommends the request to install angle parking in the public right-of-way on Kilborn Street, Capitol Avenue and Seymour Street be denied. The Transportation Division recommends installing a no parking zone from 7:00 a.m. to 9:00 a.m. and 4:00 p.m to 6:00 p.m. , weekdays on the north side of the 200 block of Kilborn Street to provide spaces for parents to park while picking up and dropping off their children at the child care center. The Transportation Division also recommends installing a two hour time zone from 8:00 a.m. to 6:00 p.m. , weekdays, in the 1100 block of North Capitol Avenue to provide short-term parking for church visitors and to discourage Lansing Community College students from parking on the street all day long. 5 October 13, 1992 TRAFFIC BOARD WARD PHONE MEMBERS Jesus P. Arambula 2nd Ward H 882-5559 1839 Irvington 1994 W 337-3532 Lansing, MI 48910 Edward F. Cook At Large H 393-4452 3817 Wager Place 1992 W 334-6365 Lansing, MI 48910-0413 Charles A. Fleck 3rd Ward - H 374-7113 2300 Hampden 1995 W 484-8811 Lansing, MI 48911 Betty Linhart At Large H 882-5581 2801 Aurelius Rd. 1995 Lansing, MI 48910 James E. Person 1st Ward H 372-0050 2801 Montego Dr. 1993 W 483-1524 Lansing, MI 48912 Ralph E. Riddle 4th Ward H 485-3050 301 West St. 1992 Lansing, MI 48915 Geneva Smith At Large H 484-4108 769 W. Lenawee St. 1994 Lansing, MI 48915 William Tousley Jr. At Large H 887-1035 27241-C Trappers Cove 1993 W 694-3957 Lansing, MI 48910 TO: Council President James Crawford and City Councilmembers FROM: Terry J. McKane, Mayor DATE: September 24 , 1992 SUBJ: Traffic Board Meeting Schedule Change The attached notification is being forwarded for your information. TJM:rk Attachment QF LASS Public Service Department �, ♦ TRANSPORTATION DIVISION 219 N. Grand Ave. =, ( Lansing, Michigan 48933 (517)483-4240 September 21, 1992 Honorable Terry J. McKane City Hall Lansing, Michigan Re: Traffic Board Meeting Schedule Change Dear Mayor McKane: The regular Traffic Board meeting scheduled for October 14, 1992, is being rescheduled for October 28, 1992, at 7:00 p.m. A transportation issues sub-committee meeting is scheduled for October 2, 1992, at 7:30 a.m. in the Transportation Division office. If you have any questions, please feel free to contact me. Respectfully submitted, LANSING TRAFFIC BOARD David A. Berridge Secretary DAB/ce c:\wp\data\tb\tb92\oct.1tr F �.... Public Service Department TRANSPORTATION DIVISION 219 N. Grand Ave. 7 Lansing, Michigan 48933 (517)483-4240 July 7, 1992 Honorable Terry J. McKane City Hall Lansing, Michigan Re: Traffic Board Meeting Cancellation Dear Mayor McKane: The regular Traffic Board meeting for July 1992, is canceled due to the lack of a quorum. The next meeting is scheduled for August 12, 1992. A special meeting may be called during the interim to review critical items if required. If you have any questions, please feel free to contact me. Respectfully submitted, LANSING TRAFFIC BOARD David A. Berridge Q _ Secretary DAB/ce c:\wp\data\tb\tb92\cance14.1tr f CITY OF LANSING PUBLIC SERVICE DEPARTMENT TRANSPORTATION DIVISION TRAFFIC BOARD MEETING 7:00 PM July 8, 1992 AGENDA CALL TO ORDER 1 . Roll Call 2. Motions for Excused Absences 3. Items for Suspension of Rules APPROVAL OF MINUTES Minutes of the meeting held June 10, 1992. PUBLIC COMMENT ON AGENDA ITEMS The public may comment on any of the following items on the agenda: Communications and Petitions, Reports From the Secretary, Action Items and Informational Items. (Time limit: three (3) minutes per speaker. ) COMMUNICATIONS AND PETITIONS REPORTS FROM THE SECRETARY 1 . Parking Regulation Change Request: Grand Avenue (#92-18) 2. Parking Regulation Change Request: Lansing School District - Chestnut Street/Lenawee Street (#92-19) ACTION ITEMS TABLED ITEMS INFORMATIONAL ITEMS 1 Traffic Board Agenda - July 8, 1992 07/01/92 OLD BUSINESS NEW BUSINESS ITEMS FOR SUSPENSION OF THE RULES PUBLIC COMMENT ON NON-AGENDA ITEMS ADJOURNMENT Respectfully submitted, LANSING TRAFFIC BOARD c avid A. Berridge Secretary 2 June 30, 1992 REPORT FROM THE SECRETARY #92-18 PARKING REGULATION CHANGE REQUEST: GRAND AVENUE The Transportation Division has reviewed a request to remove the "No Parking This Side of Sign" sign on the northeast corner of Grand Avenue and Ionia Street. The request was received from Mr. Frederick Stackable of 300 North Grand Avenue. The "No Parking This Side of Sign" sign was placed at the corner to reinforce the existing City Ordinance which prohibits parking within 20 feet of a crosswalk. City Ordinance defines a crosswalk as: "That part of a roadway at an intersection that is included within the connections of the lateral lines of the sidewalks on opposite sides of the highway measured from the curbs or, in the absence of curbs, from the edges of the traversable highway." The north leg of the Grand Avenue and Ionia Street intersection does not have any of the normal improvements for pedestrian movement such as a painted crosswalk, pedestrian indication signals, or handicap sidewalk ramps. However, pedestrians can, and sometimes do, cross Grand Avenue on the north side of Ionia Street. The crosswalk on the north leg of the Grand Avenue and Ionia Street intersection is currently unimproved to discourage pedestrians from crossing Grand Avenue at this location. Pedestrians crossing Grand Avenue at this location always have a potential conflict with either Grand Avenue traffic or Ionia Street traffic. The crosswalk on Grand Avenue south of Ionia Street provides pedestrians with a safer crossing because they can cross during the Ionia Street green indication with no vehicle conflicts. The crosswalk on the north leg of the Allegan Street and Grand Avenue intersection is currently closed for the same reasons. The Transportation Division recommends officially closing the crosswalk on the north leg of the Grand Avenue and Ionia Street intersection. The crosswalk would be closed by installing a chain and a hanging sign at the east and west curb lines of Grand Avenue at the crosswalk. The chain and sign arrangement would be similar to what is in place on the northwest corner of Allegan Street and Grand Avenue. In conjunction with officially closing the crosswalk on the north leg of the Grand Avenue and Ionia Street intersection, the Transportation Division recommends removing the "No Parking This Side of Sign" sign and installing one two hour meter. Two hour meters are in place on Grand Avenue, north of the sign. 1 June 30, 1992 REPORT FROM THE SECRETARY #92-18 PARKING REGULATION CHANGE REQUEST: GRAND AVENUE LOCATION DIAGRAM 27J 56 Ld tf55 : 54 ' It �-. 2 22 117 1 ' 59 60 61 62, 63 64 3c ooL 1t c r 66 65 ,r l; t n•se a� C.A 74 73 72. 71 70 69 246 247 tit 68 77 78 79 80 81 L �h LCc 82 N `!1 1 SSGE IaN C• rrr. 66 88 87 86 85 84 ' 1831 a Q /)A ! tr 245 244 W w Via TaJ 31 92 93 94 95 98 97 98 �=t' ut V o TTAk 7TA—WA 04 103 102 101 a ,C CAPITOL COMPLEX . Nor {� 100 99 .C 249 le A I S BI.cNro C 07 108 109 CAPITOL I10 . 111 II JAY Y- E Al ° CIVIC CENTEF 239 240 24 :O 119 118 117 116 Ilb °� „•114 113 J 0 r W 3 V/ Ufa 124 125 126 127 12B i 129 130 131 I I 1 I 136' 2 June 30, 1992 REPORT FROM THE SECRETARY #92-18 PARKING REGULATION CHANGE REQUEST: GRAND AVENUE DETAILED LOCATION DIAGRAM -Y' aJ � z J . d U 3s N or sign r I'A.�l in4 Mcl(r IL Crah�/ roc-+ uric Pnvalc. Drive �a SWL and 30D M. Cfronj „= 27/ . c/w in o rld nal�yi'7j St�r) 3 •� July 2, 1992 REPORT FROM THE SECRETARY #92-19 PARKING REGULATION CHANGE REQUEST: LANSING SCHOOL DISTRICT CHESTNUT STREET LENAWEE STREET The Transportation Division received a request from Dr. Melvin Villarreal, Director of Continuing Education, concerning student parking around the Partington Center, located at Pine and Kalamazoo streets. Dr. Villarreal addressed two main concerns: 1. Parking time limits around the center are restricted to two hours from 8:00 a.m. to 6:00 p.m. , however student classes average three hours and; 2. Student classes do not start until 8:30 a.m. , however most of the available spaces are occupied by other downtown parkers before the students arrive. Therefore, to increase parking opportunities for students around the center staff proposed the following: 1 . Increase the parking time limit from two to three hours on Lenawee and Chestnut Streets. 2. Prohibit parking from 7:00 a.m. to 8:30 a.m. on Lenawee and Chestnut streets. Dr. Villarreal requested that staff work with Mr. John Grant of the school district concerning our recommendation. Mr. Grant agreed to a trial period. The trial period was implemented and monitored by Mr. Grant. He believes the changes suggested have increased the opportunities for students to park around the Continuing Education Center. The Transportation Division staff recommends the following parking regulation changes: On the east side of Chestnut Street between Lenawee and Kalamazoo Streets; change the current two hour parking time limit 8:00 a.m. to 6:00 p.m. to no parking 7:00 a.m. to 8:30 a.m. and three hour parking time limit 8:30 a.m. to 6:00 p.m. 1 July 2, 1992 REPORT FROM THE SECRETARY #92-19 PARKING REGULATION CHANGE REQUEST: LANSING SCHOOL DISTRICT CHESTNUT STREET LENAWEE STREET On the north side of Lenawee Street between Chestnut and Pine Streets; change the current two hour parking limit 8:00 a.m. to 6:00 p.m. to no parking 7:00 a.m. to 8:30 a.m. and three hour parking time limit 8:30 a.m. to 6:00 p.m. 2 July 2, 1992 REPORT FROM THE SECRETARY #92-19 PARKING REGULATION CHANGE REQUEST: LANSING SCHOOL DISTRICT CHESTNUT STREET LENAWEE STREET LOCATION DIAGRAM 105 I04 103 / 102 Din CAPIT( L COMPLEX 249 10E 107 106 109 CAPITOL IALLEGAN N CIVIC CEN 1-EI 121 120 119 116 117 116 WASI ItENAW 122 123 124 125 126 12T 12 KALAMAZOO / 142 w r 141 139 1380 13T LENAWEE w 146 U `n sv �� a 144 p_ 14 5 A, � � 3 14 7 � 148 Q. I I IILLSDALE 143 U "' rep 3 3