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Home My WebLink About1985 City of Lansing MI Eastside Transportation StudyCity of Lansing, Michigan EASTSIDE TRANSPORTATION STUDY MAY,1985 ACKNOWLEDGMENTS MAYOR Terry J. McKane CITY COUNCIL Charles Creamer, President James Blair Lucile Belen Patrick Lindemann Louis Adado Alfreda Schmidt Tony Benavides Sidney Worthington Emly Horne, Chairman Merle Barnhart Virgil Langworthy Charles Mitchner PLANNING BOARD James Nelson Edward Remick Alice Wieland Floyd Wright EAST SIDE TRANSPORTATION STUDY COMMITTEE - Eastside Neighborhood Organization Robert Hull - Committee Chairperson Richard Kibbey David Geiger Sue Christian - Northeast Area Comprehensive Plan, District #10 Jerry Lawler - East Michigan Business Association Dan Lindemann - Potter Park Neighborhood Association Dixie Pemberton - Citizens Dist-rict Council #2 Len Tombelli Heidi Grether - Eastside Commercial Club Janalee McClure Clare Simon - Northeast Area Comprehensive Plan District #11 Fran Sklapsky May 15, 1985 Dear Mrs. Horne: The East Side Transportation Study Committee takes great pleasure in transmitting the final report of the East Side Transportation Study. The report was completed with the representation and participation of several neighborhood and business organizations in the area such as Eastside Neighborhood Organization,. Potter Park Neighborhood Association, CDC #10, CDC #11 and Eastside Business Association. The primary support was provided by the Transportation Planning Staff of the Planning Division with the assistance of the Transportation Engineering Division. The Committee met eighteen times and spent numerous hours during the study to identify the problems and alternatives, discuss the impacts and prepare recommendations that are all included in this report. The Study fulfills a long felt need to resolve many of the transportation related problems on the east side. The Committee hopes that after approval by the Planning Board, the recommendation will be routed through the appro- priate process for implementation at an early date. We would like to thank the City for their cooperation and assistance provided by the staff in completion of this task. Sincerely, Robert Hull, Chairman' Eastside Transportation Study Committee Ms. Emly Horne, Chairman Lansing Planning Commission Dept. of Planning & Municipal Development Planning Division 119 N. Washington Square Lansing, MI 48933 EASTSIDE TRANSPORTATION STUDY Table of Contents Page Executive Summary 2 Introduction 6 Sec. 1. Main Street g Sec 2. Aurelius Road/Clemens Avenue 14 A. Aurelius Road between Mt. Hope Avenue 14 and Elizabeth Street B. Clemens Avenue at Kalamazoo Street 19 C. Clemens Avenue at Michigan Avenue 21 Sec. 3. Fairview.and Foster. Avenues 24 See. 4. Sparrow Hospital 28 Appendices 31 PAGE 1 EASTSIDE TRANSPORTATION STUDY EXECUTIVE SUMMARY The Eastside Transportation Study was conducted to identify transportation related issues and problems and propose solutions. The study, requested by City Council, was completed by a citi— zens' committee that included representatives from several neighborhood and business organizations. Committee was supported by the Transportation Planning staff in the Planning Division which coordinated the data collection, analysis, evaluation and writing of the report. Assistance was also frequently requested and received from Transportation Division and the City Engineer. The identification of problems and alternatives reflects the recommendations of the Committee. 1. Study Area: The study area included the portion of the City generally bounded on the north by Grand River Avenue, on the east by the City Limits, on the south by the Red Cedar River., and on the west by Pennsylvania Ave. 2. Scope of Study: The Committee decided to examine the problems of following categories: 1. Auto traffic, speed and volumes 2. Truck traffic 3. Parking on residential streets 4. Intersection design 5. Pedestrian/Bicycle safety 3. Major Areas of Concern: This study focuses on four of the major areas within the scope of the study. These are: 1. E. Main Street, 2. Aurelius Rd./Clemens Ave. (Mt. Hope to Saginaw St.), 3. Fairview Ave. and Foster Street (between Saginaw St. and Grand River Ave.), and 4. Parking for Sparrow Hospital. Following is a brief description of the problems, concerns and recommendations for each of the four areas listed above: PAGE 2 a. E. Main Street Since 1972 when the widening of Aurelius Rd. took place north of Mt. Hope Ave., Main St. has been serving as a link and collector for the downtown area. The area along this portion of Main St. from Aurelius Rd. to Pennsylvania is lined with commercial, industrial, resi- dential and railroad .right-of-way. On account of the amount of through traffic and also service to the local area, Main St. presents a number of issues discussed in this report. Problems and Concerns: i. Pedestrian Safety (Holmes at Main Street and Heald Place). ii. Visibility at the corner (Holmes at Main). iii. Speeding Traffic/Truck Traffic. iv. Roadway appearance. Recommendations: i. Install more visible stop lines at the intersections and pedestrian crosswalks at Holmes/Main and Heald Place/Main intersections. ii. Complete curb and gutter along Main Street. iii. Monitor the pedestrian crosswalk performance by conducting pedestrian surveys during summertime in cooper- ation with the Potter Park Neighbor- hood Association, and evaluate the situation if any remedial action is needed. iv. Do not .relocate the roadway. v. Retain Main Street's current street classification. b. Aurelius Road/Clemens Street Three locations were identified by the Committee for special study: i. Aurelius Road between Mt. Hope -Elizabeth Problems and Concerns The excessive width and a six lane cross section on Aurelius Road north of Mt. Hope for a length of almost one.mile to the bridge over I-496 leads into a narrow two- lane road and residential area. PAGE 3 ii. This section of roadway has no provision for pedestrian and bicycle traffic. The Committee believes that section of road encourages the people to drive at higher speeds into the residential area near Elizabeth Street. Recommendations Reduce the roadway to two lanes after 500 feet north of Mt. Hope to connect with Clemens. Add bicycle path providing service to Potter Park consistent with Red Cedar Hiking —Biking Path and with the existing path south of Mt. Hope along Aurelius Road. Intersection of Clemens at Kalamazoo Problems and Concerns Difficulty in turning for eastbound—to— southbound vehicles due to narrow lane at intersection. Recommendations Improve the radius of the southwest corner and relocate curb to provide additional width. _ Intersection of Clemens at Michigan Problems and Concerns On account of vehicles waiting to turn left into the municipal parking lot south of Michigan Avenue, delays are caused for southbound vehicles at the intersection. Recommendations Of the two entrances to the parking lot on Clemens Avenue, the entry be restricted to the southern curb cut and prohibited at the northern curb cut during peak hours to keep the waiting vehicles away from the intersection. PAGE 4 c. d. Foster/Fairview Ave. between Saginaw and a an Problems and Concerns Excessive traffic and hence difficulty in getting in and out of driveways. Recommendations As the traffic survey indicated insignifi- cant -delays for very short periods of time, no action was recommended at this time; however, the Committee recommended to re-evaluate the traffic flow situation after the proposed signal at Fairview and Grand River Avenue is installed by MDOT this year. Parking on Residential Streets adjacent to the Spa.rr.ow Hospital Problems. and Concerns Sparrow Hospital over the past few years has had parking problems for its staff and visitors. The Sparrow complex is land- locked.and surrounded by commercial, educational, and residential uses. Approxi- mately 100-150 hospital -related vehicles per day park on the streets around the hospital. It is realized by the Committee that the parking problems around the medical complex are directly related to the present and future.development of the Michigan Ave./ Sparrow Medical Complex and the Boys Training School site and that the use/master plan process would be a more appropriate forum for addressing the problem. Recommendations i. No building permits for major additions be issued unless the parking needs of the hospital are met. ii. That representatatives of the hospital, Eastside Neighborhood Organization, and other interested parties as part of the land use study identify and develop acceptable and feasible methods to meet the present and long range needs of the hospital. iii. Amend the Zoning Ordinance's parking requirements to meet the needs of the modern day hospital. . PAGE 5 INTRODUCTION This report documents the results of study of the transpor- tation problems on the east side of the City of Lansing conducted by the Eastside Transportation Committee. The Committee con- sisted of the representatives of several neighborhood organiza- tion which included the following: - Eastside Neighborhood Organization Robert Hull - Committee Chairperson Richard Kibbey David Geiger Sue Christian - Northeast Area Comprehensive Plan, District #.10 Jerry Lawler - East Michigan Business Association Dan Lindemann - Potter Park Neighborhood Association Dixie Pemberton - Citizens District Council #2 Len Tombelli Heidi Grether - Eastside Commercial Club Janalee McClure Clare Simon - Northeast Area Comprehensive Plan District #11 Fran Sklapsky The Committee has had 18 meetings beginning in November of 1982. The dates of these meetings are listed in the appendix. This report is a culmination of these meetings and many hours of data collection, compilation and analysis. The Committee was chaired by Mr. Robert Hull from the Eastside Neighborhood Organization. The study was first requested by the Lansing City Council in 1978 but could not be initiated at least until the completion of the Master Plan for the area. PAGE 6 Study Area (Fig. 1) The study area included the portion of the City generally bounded on the north by E. Grand River Avenue, on the east by the City limits, on the south by the Red Cedar River and on'the west by Pennsylvania Avenue. STUDY AREA BOUNDARIES SPECIFIC AREAS OF STUDY EAST MAIN STREET A,B,C, AURELIUS RD BETWEEN MT HOPE AND MICHIGAN FOSTER, FAIRVIEW BETWEEN SAGINAW ANQ GRAND RIVER PARKING NEAR SPARROW HOSPITAL EASTSIDE TRANSPORTATION STUDY PAGE 7 Scope At the beginning of the study, the Committee agreed upon a list of issues that should be included in this project which are listed as follows: a. Auto traffic (quantity and speed) on residential streets b. Truck traffic on residential streets c. Parking on residential streets d. Functional/Design aspects of street -network e. Pedestrian/Bicycle safety Methodology The steps followed in the study included: a. Identification of the problems; b. Ide.ntification of possible alternatives to the problems; C. Collection of data needed for evaluation of the problems 'and alternatives; d. Evaluation of the alternatives; and e. Recommendations for resolution of the identified problems. The report after adoption by the Eastside Study Committee will be submitted to the Planning Board and the City Council for action. Major Issues As a result of these meetings and a review of the master plan for the area, four major areas of,,,poncern were recognized by the Committee: A. Main Street B. Aurelius Road/Clemens Avenue C. Fairview Avenue and Foster Street D. Sparrow Hospital: Parking in adjacent neighborhoods This report deals with each one of these issues which is described in detail in the following sections. PAGE 8 1. MAIN STREET (BETWEEN PENNSYLVANIA AVENUE AND AURELIUS ROAD) 1.1 Introduction Since 1972 when the widening of Aurelius Road took place north of Mt. Hope Avenue, Main Street has been serving as a link and collector for the downtown area. The area along this portion of Main Street from Aurelius Road to Pennsylvania is lined with commercial, industrial, residential and railroad right-of-way. On account of the amount of through traffic and also service to the local area, Main Street presents a number of issues discussed in the following paragraphs. Residents strongly oppose reloca- tion and/or reclassification of Main Street. 1.2. Problem Identification Problems that are identified by arearesidents and the Com- mittee are (see Fig. 2). 1. Pedestrian Safety (Holmes at Main Street and Heald Place) 2. Visibility at the corner (Holmes at Heald Place) 3. Speeding' Traffic/Truck Traffic 4. Roadway appearance Fig. 2IT I HAIN STREET PROBLEM IDENTIFICATION 1. PEDESTRIAN SAFETY • 2. VISABILITY 3. SPEED AND TRUCE TRAFFIC 6 4. ROAD APPEARANCE HAR LIMAX HucnN BCO[k MECHAN co. HAZEL L a w INCO PARKVIEW PER INNS PAGE 9 1 .2.1 Pedestrian Safety Pedestrian safety concerns arise particularly during the summer when many neighborhood children walk or ride bikes to Hunter Park just north of I-496. The greatest generator of children traffic to and from the park is the public swimming pool. Since the park is located north of I-496, the children south of I-496 use Holmes Street, the only pedestrian link be- tween the two areas. Main Street and Heald Place are both westbound through traffic streets where they intersect Holmes. The unusual geometry of this intersection creates a hazardous situation for pedestrians. The only devices that warn motorists of the pedestrians crossing the streets are a warning sign and crosswalk lines which are not considered adequate by the area residents. Main Street carries approximately 4,400 vehicles per day according to a 1984 traffic volume survey. The speed of traffic represented by the 85th percentile on Main Street near Holmes is 31 mph. A pedestrian count is scheduled for the summer of 1985• Accident records for the years of 1981 through 1984 indicate no accidents involving pedestrians. Alternatives Possible alternatives for increasing the safety of,pedes- trians .at the crosswalks have been identified by the Committee as: A. Install the more visible "zebra" style painted crosswalks on the east side of Holmes at Heald Place and Main Street. B. Install pedestrian actuated signals if the first alternate is proven inadequate and/or the future surveys warrant such installation. Conclusions The current available data does not indicate the need for extensive pedestrian signal devices but the concern does illus- trate the need for more visible crosswalks. PAGE 10 1.2.2 Visibility at the Corner of Holmes/Main A visibility/sight distance problem has been identified for. southbound Holmes trafffic at Main. When stopping at Main Street intersection, the driver has to pull close to the traffic lane for Main Street to see around the office building on the north- east corner of the intersection. Alternatives The solution identified by the Committee is to relocate the stop bar and replace it with the more visible 24" wide cold plastic stop bar at the location where sight distance is the greatest. Conclusions The sight distance is restricted at the cor.ner and a stop bar at the appropriate place for•southbound Holmes traffic at this intersection is needed. 1.2.3 Speeding/Truck Traffic The speed of traffic and the number of trucks have been identified as problems on Main Street. Trucks which have no destination/origin on Main Street sometimes use Main Street. Main Street is not a truck route therefore making it an illegal route for through trucks. Axle count data indicate that the level of traffic with three axles or greater, fluctuates •from 1% to 3% depending upon the study location. Some of these vehicles have origins or des- tinations on Main Street and are -legally authorized to use the Street. A speed survey for Main Street which has a speed limit of 25 mph indicates the following: - 85th percentile - near Shepard 36 mph - 85th percentile - near Holmes 31 mph Note: The 85th percentile speed is.the speed which 85 percent of the vehicles surveyed did not exceed. PAGE 11 Alternative The alternative identified by the Commmittee is that of better enforcement of the speed limit and the truck route ordi— nance. Conclusions While some of the trucks do have origins/destinations' on Main Street, others do not, and may be violating the truck route ordinance. There are other routes for the drivers of these trucks to take and should be encouraged to do so. Also, the speed of the traffic is significantly above the speed limit. A greater amount of enforcement is necessary to eliminate these two problems. 1.2.4 Roadway Appearance/Public Safety/Maintenance Approximately 1,800 feet of Main Street does not have curb and gutter. This area runs from approximately Dakin Street to Regent Street, and Martin Block is located in the middle of this section of the roadway on the south side of Main Street. The unsurfaced gravel parking lot of Martin Block Company can be ac— cessed anywhere along its property frontage. The appearance of this area is poor with shoulders of the roadway merging at the same level with the parking lot of Martin Block Company. The lack of curb and gutter increases maintenance cost due to surface failure. The surface failure is compounded since heavy trucks enter and exit the street at sharp angles because of the lack of specific access points. Alternatives The alternative suggested. by the Committee is to,install curb and gutter and provide appropriate curb cuts. Conclusions Since this strip of roadway is the only portion of Main Street that does not have curb and gutter, curb and gutter should be installed by Council order, if necessary, and the roadway resurfaced. Also property owners would have well defined access points improving traffic and pedestrian safety while properly giving an edge to the roadway reducing road maintenance. PAGE 12 1.3 RECOMMENDATIONS The Committee recommends the following: 1. Pedestrian Safety (See Fig. 3): a. Install more visible "zebra" style painted crosswalks on the east side of Holmes Street and Heald Place and Main St. b. Monitor the pedestrian crosswalk performance by conductng pedestrian surveys during summertime in cooperation with Potter Park Neighborhood Association and evaluate the situation if any remedial action is needed. 2. Visibility/Sight Distance (See Pig. 3): Relocate the stop bar and install the more visible 24" wide cold plastic stop bar at the best location for southbound Holmes traffic at Heald Place to improve visibility at that corner. 3. Speeding Traffic/Truck Traffic: Enforcement of the speed and truck route ordinance. 4. Roadway Appearance/Public Safety/Maintenance: Resurface and install curb and gutter on the remainder of Main Street without widening the road leaving appropriate and well defined access points to improve traffic safety. Eleven foot lanes are recommended. Curb and gutter shall be installed by petition, or if need be, ordered by City Council. 5. Do not relocate Main Street. 6. Do not reclassify the Main Street road classification. 24" WIDE STOP BAR FOR IMPROVED SIGHT DISTANCE FIG 3 RECOMMENDATIONS MAIN ST. AT HOLMES ST. ZEBRA STYLE PEDESTRIAN CROSS WALK PAGE 13 2.0 AURELIUS ROAD/CLEMENS STREET 1 2.1 Introduction As part of the 1958 City Master. Plan, a recommendation was made regarding the possible demand for a north -south route for regional travel, east of Pennsylvania and west of a proposed interstate, later constructed as US-127. Although no immediate action was taken on this route, planning and construction pro- ceeded on both'US-127 and I-496, an urban interceptor route that divided the east side. Regional north -south traffic moved through the east side on US-12.7, Pennsylvania Avenue, and along the Cedar -Larch corridor.. When in 1964 the then City Traffic Department proposed es- tablishment of a pair of one-way streets through the middle of the eastside in the vicinity of Clemens Street, the plan met considerable community opposition. Although a four -lane bridge over I-496 linking Aurelius Road to Clemens Street was completed, no further action on the route was taken. In February 1978, City Council passed a policy resolution opposing further consideration of the Aurelius -Clemens route for north -south through traffic. Additional origin -destination studies done as part of this report confirmed that there is not now -nor is there in the forseeable future sufficient demand to justify a north -south route connect- ing Aurelius -Clemens -Wood Street. Clemens Street remains a typ- ical east side residential street, 30 feet wide, from Elizabeth Street on the south to Saginaw Street on the north. Between Mt. Hope and Saginaw, three problem areas were identified by the Committee. They are: A. Aurelius between Mt. Hope and Elizabeth B. Clemens -Kalamazoo intersection C. Clemens -Michigan intersection These have been studied and evaluated with the results and recommendations presented for each one of these locations in the following paragraphs. PAGE 14 -" 71 2.2 AURELIUS BETWEEN MT. HOPE AND ELIZABETH 2.21 Problem Identification. (See Fig. 4) 1. Design of this roadway is inappropriate for its current and projected use. It is designed for freeway speeds and volumes but connects abruptly and directly onto a residential street (Clemens Ave.) in a densely populated neighborhood. 2. This section of roadway has no provision for pedestrian and bicycle traffic. Alternatives 1. Reduce the roadway to two lanes and add bicycle and pedestrian lanes. 2. Remove the connector by not rebuilding the bridge when structural needs so dictate. 3. Move the speed reduction transition zone farther. south to provide early warning and a more gradual transition. Analysis At the time the road was designed and built it was proposed to be part of a major north —south arterial connecting Wood Street with the result that the current roadway is four lanes wide with additional .right and left turn lanes at the Mt. Hope Avenue intersection. The roadway is wide and at a significantly higher elevation than the surrounding land. Typical of expressways and major arterial roads, there are no street trees to form a canopy over the roadway. Also, there being no access points (driveways, side roads, etc.) until Main Street, traffic speeds tend to be high. To northbound traffic, the Main Street exit resembles an expressway exit. PAGE 15 All of these separate elements suggest to motorists that they are entering an expressway. There is no warning of the residential neighborhood that lies north of I-496 until motorists get to the bridge over the expressway. A speed reduction sign warning of a change in the speed limit (from 40 mph to 25 mph) then becomes visible. Once over the crest of the bridge motor- ists suddenly encounter a totally different environment: Clemens Avenue is 30 feet wide, with one lane running in each direction. The roadway has a curb, and there are many access points, both driveways and streets. The houses which line both sides of the road are higher than and relatively close to the road; in addi- tion, there are mature trees which form a canopy overhead. In combination, the setting presents motorists a much more constricted scene than the roadway just south of I-496. The re- sult is that motorists typically travel into the neighborhood at higher than the appropriate rates of speed. A turning movement study and traffic analysis conducted for Aurelius Road and Mt. Hope Avenue revealed that .the traffic that is currently carried on the existing roadway could also be car- ried safely and efficiently on a new two lane roadway if provided to the north of the intersections at the current level of service if the intersection is maintained as it is. Without changing the intersection design, many things could be done to help alleviate the identified problems and visually present the driver with a truer representation of what follows to the north. These changes are: - Reduce the road to two lanes from 500 feet north of the Mt. Hope intersection - Add bicycle lanes and sidewalks for pedestrians such that bicycle and pedestrian access is provided into Potter Park, and linked if possible with the proposed Red Cedar Hiking -Biking Path. - Add street trees along the road and provide parking areas for motorists. The Committee also discussed the option of abandoning and not reconstructing the I-496 bridge thus disconnecting the north -south link. This alternative not only puts off the reso- lution of the design problem for several years as the bridge was only constructed in 1972 but also would force more through traf- fic onto Main Street. PAGE 16 EASTERN H.S. Q VINE ST. _ ✓EROME 4! CL /MAX M HA GR Sr HAZ L y y 4�i• WALSH h WALSH ST. PARKV/E Sg h y O h � PERK/NS ST. o W R POTTER PARK YCAMORE PARK �NOBF SUNNygGy PARKDA Toy ER INS Q PE NAG SHUBEL Q PARK Q `' E MT. HOPE VE p L R VE. o Z SYCAMORE MT. HOPE y J 4 i , I ` LA SAL! u GARD, V/N ST. 2 Z 2 2 J J y J J O EC ST.� MA 00�s� Q � R Q O DAB Z O HA ON 5rz nn y FIG 4 AURELIUS/CLEMENS MT HOPE TO MICHIGAN PROBLEM IDENTIFICATION FENNER AURELIUS - MT HOPE TO ELIZABETH CLEMENS AT KALAMAZOO CLEMENS AT MICHIGAN EVERGREEN h PAGE 17 The third alternative included no design change but only installing warning signs to prepare motorists for entering a residential area. If, through signs only, motorists were warned, expecting them to slow down, strict enforcement would be required for. compliance. The Committee believed that the rate of compli— ance will be low in such case. 2.22 Recommendation (See Pig. 5) After evaluation and consideration of all factors, the Committee recommended the following: 1. Reduce the -roadway to two lanes from approximately 500 feet north of the Mt. Hope intersection. 2. Add bicycle lanes and pedestrian walks with access into Potter Park and linkage with Red Cedar Hiking —Biking Path if possible. 3. Plant street trees along the road in the median and the newly created parkway area. This recommendation also is consistent with recommendations made in the North East Area -Comprehensive Plan, 1990. FIG 5 RECOMMENDATIONS AURELIUS RD. - MT HOPE TO ELIZABETH 'ROPOSED SECTION ;TARTING APPROX. 500' INCLUDES BICYCLE PATH, NORTH OF MT HOPE TREES, AND TWO LANE ROADWAY EXISTING SECTION FOR AURELIUS NORTH OF MT HOPE (TO BE MAINTAINED FOR APPROX. 500') PAGE 18 2.3 CLEMENS AVENUE AT KALAMAZOO 2.31 Problem Identification (See Fig. 4) Clemens Avenue south of Kalamazoo has an approach width of thirty (30) feet with one (1) 10-foot wide southbound lane and one extra wide twenty (20) foot lane for northbound traffic. The 10-foot wide southbound lane receives heavy traffic from Kalamazoo St. There is undue difficulty in movement of traffic on this narrow lane. Alternatives Possible alternatives that have been identified by the Com- mittee are: 1. Move eastward the centerline of the southerly leg of South Clemens Avenue. Currently, the pavement is 30 feet wide and the centerline is 10 feet from the westerly curb line and 20 feet from the easterly curb line. 2. Reduce the turning radius of the southwest corner. 3. Remove parking on east curb. 4. Remove curb cuts close to the intersections. Analysis The 20 foot wide approach width for -the northbound lane is to allow for parking along the east curb. When there are no cars parked along the east curb the turning movements data show that approximately 25% of the vehicles using the northbound lane use that extra space for turning right or avoiding left turning traffic. If the centerline were moved east, the parking lane, which is currently a convenience for the local residents, would have to be removed. On the other hand, if the 10 foot wide southbound lane is improved by reducing the radius of the curb and tapering it into the 10 foot lane width, the traffic can ma- neuver the turn relatively more easily than at present. PAGE 19 The existing curb radius is 15 feet. If a curb radius of ten (10) feet is utilized, the southbound lane would effectively gain 5 feet in width at the corner. This could be accomplished without moving the utility pole on the corner. It is also possible to modify the 45 foot wide curb cut into the dry cleaners business which is just south of the intersection on the west side. The curb cut begins only g feet from the intersection. 2.32 Recommendations The Committee recommends the following improvements to be made on the southerly leg of Clemens Avenue off Kalamazoo (See Sketch in Fig. 6)s 1. Reduce the turning radius at the southwest corner. from 15 feet to 10 feet, thereby increasing the width of the southbound lane to 15 feet at the intersection. 2. -Reduce the width of the curb cut into the dry cleaners lo— cated on the southwest corner on Clemens Avenue by a minimum of five (5) feet.' 3. Eliminate the on —street parking on the east side of Clemens south of Kalamazoo, within fifty (50) feet of the intersec— tion. MOVE EXISTING CURB - BACK FIVE FEET N KAGgN1AZ00 a a FIG 6 RECOMMENDATIONS CLEMENS AT KALAMAZOO PAGE 20 0 2.4 CLEMENS AVENUE AT MICHIGAN AVENUE 2.41 Problem Identification (See Fig. 4) The Committee identified four problem areas: 1. Safe and efficient movement of traffic is hampered due to a 15—foot offset in the alignment of Clemens Avenue north and south of Michigan Avenue. 2. Access to the municipal parking lot south of Michigan Avenue conflicts with the Clemens Avenue traffic'causing delays. 3. The CATA bus stop location is too close east of the intersection on Michigan Avenue which interferes with the right turning traffic from northbound Clemens Avenue and backs eastbound traffic on Michigan Avenue into the intersection. 4. Access to the gas station north of Michigan Avenue from nor.thbound.Clemens conflicts with the Clemens Avenue traffic resulting in delays. Analysis The necessary information gathered to study this problem consisted of two separate sets of data. 1. Accident History While there have been accidents at this inter— section, a review of the accident history indicates no recorded left turn accidents on Clemens Ave. at Michigan during the Your year period from 1981 through 1984. 2. Delay Study A delay study was conducted to determine if there were excessive delays in movement of traffic at the intersection. This study, which compared traffic demand (i.e., number of vehicles which cleared the intersection during that green/ amber phase) is summarized in the following chart. PAGE 21 CLEMENS AT MICHIGAN Number. Of Cycles When Demand Exceeded Discharge Time Northbound Southbound Total ----------------- ----------------------------------------- AM (7:30-8:30) 2 0 .2 PM (4:30-5:30) 6 5 11* Off-peak (Noon-1 :00 PM) 0 0 0 Source: Transportation Division * Note: Nine (9) of the eleven (11) p.m. peak hour cycles where discharge was' less than demand occurred during a 15-minute period 5:10 and 5:25 p.m. None of the vehicles which failed to clear the intersection on the first cycle failed to clear the intersection on the next green phase. Sometimes it has been observed that the delays in southbound traffic result due to*dr.iver.s' attempting to turn onto the Municipal Parking lot (located just south of Michigan off Clemens) at the northern entrance. This entrance, being closer to the intersection is sometimes blocked by'northbound traffic thereby making it difficult for a southbound vehicle to turn and enter, r.esuiting in backed up traffic. Conclusions Based upon the data obtained, the existing delay, which oc- curs primarily during a 15-minute period in the evening peak hour, was found to to be insignificant and is therefore not an adequate reason for reconstruction of the intersection or moving the CATA bus stop. This insignificant level of delay is typical of many intersections in the City. PAGE 22 Additionally, as the intersection is performing at an ex- tremely safe level, there is not sufficient cause for the widen- ing or other major improvement of this intersection. Any widen- ing of intersections at this location would require acquisition of property. 2.42 Recommendation (See Fig. 7) Based upon the above information, it is recommended that no improvements or changes at this intersection of East Michigan Avenue and Clemens Avenue. It is recommended that signage be installed to direct southbound traffic on Clemens to the southern entrance of the Municipal Parking Lot south of Michigan Avenue, ONE WAY OUT ONLY DURING PEAK HOURS INITIALLY . V - I iC//V /V FCITYNG LOT FIG 7 RECOMMEENDATIONS CLEMENS AT MICHIGAN PAGE 23 3.0 FAIRVIEW AND FOSTER AVENUES (Between Grand River Avenue and Saginaw Street) 3.1 Intr.oduction Concern about Fairview and Foster. Avenues between Grand River Avenue and Saginaw Street has centered around the preser- vation of the residential character of the neighborhood and the need to move traffic safely through those streets. Fairview and Foster Avenues are residential streets, part of a distinct and identifiable neighborhood of primarily detached single family dwellings. On the north, these streets are the main entrances leading into the Groesbeck residential area and the office/retail district at Grand River.. They are traversed to reach other residential areas located directly to the south. They also serve as connectors crossing a one-way pair of.major arterial roads which are state trunk lines and portions of M-43. At present, Foster. Avenue has traffic lights at the two ma- jor arterial streets (Grand River. and Saginaw), and Fairview Avenue is controlled only by stop signs at both Grand River -and Saginaw. However, in the near future, the State of Michigan in- tends to install a traffic light at Fairview and Grand River in response to the high incidence of right angle accidents at that intersection. 3.2 Problem Identification (See Fig. 8) The Committee and staff studied in detail two recurring problems consistently voiced by residents of the Fairview and Foster Avenues study area over the past few years. They are.. 1. Excessive traffic on Foster and Fairview Avenues for residential area. 2. Excessive delays for vehicles waiting to.cross Grand River and Saginaw on Fairview and Foster Avenues. Analysis To consider these alternatives, the following information was collected and reviewed: PAGE 24 The traffic volumes on these streets are (1983): Foster: 3444 vehicles per day, Fairview: 2617 vehicles per. day Users A 1985 peak hour (7:30-8:30 a.m./4:30-5:30 p.m.) license plate survey shows that approximately 500 of the vehicles on Foster. and Fairview belong to the residents in the immediate vi- cinity of these two north and south streets. The other. 50% of the vehicles belong to .residents outside the Lake Lansing Road, Wood Street -Clemens, Michigan Avenue and US-127 boundaries. Of these 50%, a significant portion, it is estimated, have destina- tions in the vicinity requiring use of the segments of Foster and Fairview under. consideration. - Intersection Delays To measure the delays on Foster. at Grand River and Saginaw, the demand was compared to the discharge at the intersection. The demand equals the number of vehicles which clear the inter- section during that same green/amber phase. A delay is defined as the condition when the vehicles have to wait beyond the first green/amber cycle to clear the intersection; i.e., demand exceeds the discharge. The following chart is a summary of the number of delays at the•Foster. and Grand River/Saginaw intersections pre- pared from a survey conducted in April 1985 by staff: Number of Cycles When Demand Exceeded Discharge FOSTER AT GRAND RIVER Time Northbound Southbound Total -------------------------------------------------------- AM (7:30-8:30) 0 0 0 PM (4:30-5:30) 1 0 1 PAGE 25 FOSTER AT SAGINAW Time Northbound Southbound Total -------------------------------------------------------- AM 0- 0 0 PM 0 4 -4 Fairview at Grand River and Saginaw requires• a different procedure for measuring delay. The last vehicle waiting at the stop sign (if such was the case) was timed to measure the time for that vehicle to clear the intersection. Samples were taken every three minutes during the morning and evening peak traffic hours. The average delay on Fairview at Grand River was twenty two (22) seconds during the AM peak and seventeen (17) seconds in the PM peak. On only one (1) occasion was the delay on Fairview re- corded as being greater than one (1) minute duration. That oc- curred on the northbound approach during the PM peak at 5:15 p.m. The average delay on Fairview at Saginaw was ten (10) sec- onds during the AM peak and thirty seven (37) seconds in the PM. During the AM peak hour the longest recorded delay on Fairview was only twenty eight (28) seconds. During the PM peak there were five (5) instances of delay spanning from one (1) minute to two and one-half minutes. This delay occurred between 5:10 and 5:25 p.m. which represents the peak 15 minutes. These delays were evidently insignificant. Conclusio-ns 1. The traffic volumes on Foster and Fairview are typical of several other residential streets within the City of Lansing. The high volume is due to the setting of these streets as short and attractive connectors between the two legs of state trunk lines which are one- way streets. 2. Almost 50% of the traffic using these streets are from adja- cent residential zones to the north of Grand River Avenue and to the south of Saginaw Street. 3. The delay in traffic movement is insignificant. PAGE 26 4• As a result of the new signal to be installed at Fairview, it is anticipated that equalizations of traffic may be reached between Foster and Fairview --slight increase in traffic Fairview and corresponding .reduction on Foster. 3.3 Recommendations It appeared to the Committee that there were minimal delays on Fairview and Foster Avenues at the two major arterial roads, and presently do not require any action.. Since it is anticipated that the installation of the new traffic signal at Fairview and Grand River will influence traffic volumes on Foster and Fairview Avenues, it is recommended that: 1. Following the installation of the signal at Fairview and Grand River, any changes in accident rates and traffic vol— umes be carefully monitored requiring any remedial action. 2. Not more than two years after the installation of the signal at Fairview and Grand River (or earlier if warranted) an evaluation should be conducted to determine its impact upon existing situation and to recommend any -improvements needed. 3. As previously stated, a north —south route connecting Aurelius with Wood Street is not .recommended. PROPOSED TRAFFIC SIGNAL FIG 8 PROBLEK IDENTIFICATION FOSTER ST., FAIRVIEW AVE. SIGNAL SIGNAL U, I U0[ n n F7 F-`c- 1 u PAGE 27 4.0 SPARROW HOSPITAL 4.1 Introduction and Problem Indentification Sparrow Hospital over the past few years has had parking problems for its staff and visitors. The Sparrow complex is land -locked and surrounded by commercial, educational and resi- dential uses (Fig. 9). Approximately 100-150 hospital related vehicles per day park on the streets around the hospital. This has led to complaints by the area residents while simultaneously being an administrative problem for the hospital. Over the past years there have been requests from various public and private sector organizations and agencies for the de- velopment of a plan to solve the Sparrow complex long term park- ing needs. During the past, various proposals have been advanced to address the parking problems in the area (e.g., construction of parking ramps, establishment of a medical parking district, and creation of additional parking lots adjacent to the hospi- tal). However, as of this date, the Committee is aware of no plan" that has been developed, let alone implemented, that ad- dresses the medical complex's present and long term parking needs. In 1982, prior to,the construction of a new wing and exten- sive remodeling of other sections of the hospital, Sparrow re- quested, and the City Council granted, a Special Use Permit for two years to establish a temporary hospital parking lot on the State of Michigan Boys Training School property north of the hospital and Eastern-Pattengill complexes. The property contains 2.2 acres and is estimated to accommodate 189 parking spaces. The gravel parking lot was installed but the hospital, except during the construction period, has seldom used the lot. The Special Use Permit expired on -April 1, 1984 and is.currently be.40're the City Administration again for renewal. The major is- sues that have been raised during this process are: 1. In order to relieve the residential streets of the hospital related parking, at least in the short range, what assurances will be made that the parking lot will be used by the hospi- tal staff, and once made, how they will be monitored; and 2. the long range expansion program of the hospital and local requirements need to be understood by all concerned in order to identify the future parking needs,* and ways to meet them. PAGE 28 Currently, as part of the action by the City of Lansing on the petition for the Special Use Permit, meetings have been held between the representatives of the residents, hospital adminis- tration and Planning Division to set up an on -going mechanism to address the issues and concerns raised. Since this topic is of major concern, the area residents and the Planning Division have had direct input into both the process and the conditions under which the Special Land Use is approved. A major condition is the joint monitoring of the usage of the parking lot by the hospital and City personnel and a review of its use every six months. If, upon review, it is found that the parking lot is underutilized by the hospital staff, the hospital would lose its Special Use Permit, be required to remove the parking area and return the property to its pre -construction condition. It is realized by the Committee that the parking problems around the medical complex are directly related to the present and future land use needs of the Sparrrow medical complex and future development of the Boys Training School site and that the use/master plan process would be a more appropriate follow-up for addressing the problem. 4.'2 Recommendations It is the recommendation of this Committee that: 1. No building permits for major additions or expansions to the Hospital complex be issued unless the parking needs of the hospital are met. 2: That representatives of the hospital, Eastside Neighborhood Organization, City of Lansing Planning Division, and other interested parties as part of the land use study identify and develop acceptable and feasible methods to meet the present and long range needs of the Hospital. 3. Amend the Zoning Ordinance's parking requirements to meet the needs of the modern day hospital. PAGE - 29 SPARROW HOSPITAL FIG 9 MD SPARROW HOSPITAL PARKING PAGE 30 APPENDICES A. Meeting Dates B. Council Resolution C. Potter Park Neighborhood Association Recommendation Re: Main Street PAGE 31 EASTSIDE TRANSPORTATION STUDY COMMITTEE Dates the meetings of the Committee were held: November 19, 1982 March 18, 1983 May 12, 1983 May 25, 1983 September 22, 1983 September 28, 1983 November 1, 1983 November 15, 1983 February 9, 1984 February 23, 1984 March 8, 1984 March 29, 1984, February 12, 1985 February 26, 1985 March 26, 1985 April 9, 1985 April 30, 1985 May 14, 1985 PAGE 32 6 q.. By Counciflma„_HULL MCKane. Bakers Adado, Blair and Belen` Rewlyed by the City Cnuncil of the City of Laneinq WHEREAS, the City Council on October 28, 1974, passed a resolution stating in part: "Whereas, the City Council wishes to establish its record of being more concerned about people than 'roads, especially if the construction of roads causes massive displacement of citizens and/or splitting of residential communities; Now, Therefore Be It Resolved that the Lansing City Council reaffirms its position of being opposed to the Aurelius Road extension north of Kalamazoo Street to Wood Street"; and WHEREAS, the City Council in 1975 as a condition of removing the "recreation reverter clause" on the Marshall Park site of the new fire station pledged to the Legislature that the City would not construct the Aurelius -Wood Corridor from Kalamazoo Street to Grand River Avenue; and WHEREAS, Mayor Graves, in his January 9, 1978, State of the City Message proposed the extension of Wood Street from Grand River through the Fairview School playground to Saginaw, commonly referred to as the north end of the Aurelius -Wood Corridor; and. WHEREAS, the Lansing Board of Education, Eastside Neighborhood Organization, Fairview and others including numerous citizens residing in the proposed Aurelius -Wood Corridor have expressed strong opposition to the proposal; and WHEREAS, Mayor Graves, on February 6, 1978, withdrew his January 9, 1978 recommendation; and WHEREAS, -truck and other extraneous vehicular cross -through traffic are using residential streets between Kalamazoo and Saginaw/Grand River which, coupled with conflicting parking and traffic restrictions have adverse effects upon the established residential neighborhood; and WHEREAS, individual citizens and citizen groups from 1974 to the present have requested City assistance in correcting the situation; and WHEREAS, growth has been experienced in the southern section of this City and proposed developments to the northeast of Lansing will affect traffic patterns, and the Planning Department has on several occasions requested that traffic transportation studies be conducted in the area; , NOW, THEREFORE, BE IT RESOLVED that the Lansing City Council reaffirms its positions of opposition to the development of the Aurelius -Wood Corridor as stated in its resolution of October 28, 1974; and BE IT FURTHER RESOLVED that the Lansing City Council is opposed to making any of the residential streets through -ways from Aurelius Road to Wood Street; and BE IT FURTHER RESOLVED that the Lansing City Council deems it necessary to take immediate measures to reduce and eliminate truck and cross -through traffic and conflicting parking/ traffic restrictions between Kalamazoo/Michigan and Saginaw/Grand River by: 1. Directing the Mayor to submit to the Council recommendations for the elimination of truck traffic, cross -through vehicular traffic, and conflicting parking/traffic restrictions and a time schedule for implementation of such recommendations; 2. Directing all City departments to provide such information and support as may be necessary on a top priority basis;and BE IT FINALLY RESOLVED that the Council's Committee on Public Safety is authorized to act as Council liaison to give such direction as may be requested by the Mayor until such time as the Mayor's recommendations come before the Council or the Council deems otherwise. By Councilman Hull: That the resolution be amended as follows: That in the fourth paragraph - 1st line after the word "Fairview" insert the following "School Family -Teachers Association" Carried: The resolution as amended was Adopted by the folbwing me: Unanirnously. YEAS NAYS i Councilmen 4DADO BAKER BELEN I B.LAIR BRENKE CUNTHER HULL I MCKANE MAYOR-� K RECOMMENDATIONS FROM POTTER PARK NEIGHBORHOOD ASSOCIATION Eastside Traffic Study PPNA 4-10-85 RE: Main Street Neighborhood perception of Main Main street is viewed as the main entrance and. exit to the surrounding residential area. 'There is no desire"to close the east of west sections of Main that would be needed for it to function strictly as a residential street. Main serves as a collector. Due to the current traffic volumes it poses a number of other problems (speeding, pedestrian safety, visibiity etc) that are a concern to area residents. Recommendations are: l.. That Main street NOT. BE REM O=D, and that for this report and in all future references the difference between relocation and redesign be clear and well defined. 2. That the current road classification on Main be maintained and no upgrading is advocated or desired. 3. That secondary problems and concerns (speeding, pedestrian safety, visibility etc) be reviewed for short and long term remedies. Possibile remedies to secondary problems we support are: 1. The area. of Main street between aurelius and Holmes be cubed, guttered and resurfaced with restricted ingress/egress points to Martin block. 2. Main street remain two lanes WITHOUT widening. 3. More visible crosswalks an the east side of Main, east of Main at Main & Heald. Main/Holmes/Heald intersections The PPNA would like to request that staff provide the following information for' review with written explanation as to why/how they do and do not apply before making any final recommendations on the various sign -and signal options. A. Provide numbers and criteria staff has gathered for the various options. B. If not included in the above, a review warrents 1, 2, 5, 7&8, Part IV Section C signals and Section D pedestrian signals in Mich Manual of Uniform. Traffic Control Devices. C. Also a review of Part II Signs Section 2B of the manual; for application of any and/or the above at. the Main/Holmes/Heald intersections. STAFF DEPARTMENT OF PLANNING AND MUNICIPAL DEVELOPMENT Alan E. Tubbs, Director Planning Division James N. Foulds, Director Don Hanna, Graphics Kunwar Rajendra, Coordinator Transportation Coordinator Louise Christian, Steno James Ruff,. Senior Planner. DEPARTMENT OF PUBLIC SERVICE David Berridge, Transportation Engineer Dennis Randolph, City Engineer fo