STANLEY STREET December 19, 2017

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1 STANLEY STREET December 19, 2017

2 Welcome Mike Wiza, Mayor Scott Beduhn, Director of Public Works

3 Agenda 1. Introduction 2. Existing Roadway Conditions 3. Current Alternative Improvements 4. Summary of Previous Comments 5. Input & Feedback 6. Adjourn

4 Agenda Item 1 Introduction

5 Stanley Street Project Schematic

6 Agenda Item 2 Existing Roadway Conditions

7 Stanley Street Existing Stanley Street (Wisconsin 66) 4-Lane Construction Average Daily Traffic (ADT) = 10,400 Projected ADT for 2013 = 17,000 The Wisconsin 66 designation was removed in 2009 A jurisdictional transfer in 2014 transferred the control and maintenance of the right-of-way of Stanley Street from Michigan Avenue to Wilshire Boulevard North to the City from WisDOT WisDOT retains control of the right-of-way from Wilshire Boulevard North to the I-39 Interchange with City Maintenance The functional classification of Stanley Street is Principle Arterial 2016 Actual ADT Counts (12 Hour Count 6AM-6PM) Stanley St. & Green Ave. = 11,367 ADT Stanley St. & Michigan Ave. = 7,460 ADT

8 Stanley Street

9 Stanley Street Existing Typical Fremont Street to Michigan Avenue

10 Stanley Street Existing Typical Michigan Avenue to Clayton Avenue

11 Stanley Street Existing Typical Clayton Avenue to North Court

12 Stanley Street Current Pavement Condition: Paser Rating: Fremont Street to Michigan Avenue-7 Michigan Avenue to Green Avenue-5 Current Pavement Maintenance Activities: Joint Sealing Full Depth Repair Restriping Anticipated remaining pavement life: Approximately years

13 Crash History

14 Crash History 5 Year Crash Statistics = 70 Vehicle vs Vehicle, 3 Vehicle vs Bicycle 36 Incidents when vehicle is trying to cross or enter onto Stanley Street 14 Incidents when vehicle is attempting a left turn maneuver off Stanley Street Statewide Average Crash Rate (KAB) per HMVMT: (39.76) Segment Average Crash Rate UCL (KAB) per HMVMT: (52.47) Existing Stanley Street Crash Rate (KAB) per HMVMT: (40.63) Incidents by Intersection

15 Crash History Road Conditions at Time of Incident Incidents by Time of Day Number of Incidents Dry Snow/Slush Wet Unknown Number of Incidents Dry Snow/Slush Wet Unknown Road Condition Total Number of Injuries Sustained 157 No Apparent Injury 22 Possible Injury 9 Non-incapacitating Injury 1 Incapacitating Injury Number of Incidents Time of Incident Stanley Street Incidents Year Vehicle on Vehicle Vehicle on Pedalcycle

16 Agenda Item 3 Current Alternative Improvements

17 Stanley Street Alternate Typical Fremont Street to Michigan Avenue

18 Stanley Street Alternate Typical Michigan Avenue to Clayton Avenue

19 Stanley Street Alternate Typical (1) Clayton Avenue to North Court

20 Stanley Street Alternate Typical (2) Clayton Avenue to North Court

21 Considerations of a Lane Reconfiguration ADT<17,500 1 ADT<10,000 Great candidate in most instances 2 ADT 10,000-15,000-Good candidate in many instances 2 ADT 15,000-20,000-Good candidate in some instances 2 <750 vehicles per hour per direction during peak hour-probably feasible vehicles per hour per direction during peak hour-consider cautiously 3 Posted Speed<45 mph 1 12-feet<TWLTL Width<16-feet 1 Supplemental uses of existing footprint The existing four-lane facility actually operates similar to a three-lane facility 1 1 FDM, Chapter 11 Design, Section 25 Intersections at Grade. Available at: 2 FHWA, Road Diet Myth Busters, Myth: Road Diets Make Traffic Worse. Available at: 3 FHWA, Road Diet Informational Guide, Section 3 Road Diet Feasibility Determination. Available at:

22 Positives of Lane Reconfigurations Allows easier and safer emergency vehicle movements 1 Reduces vehicle conflict points 3 Improves sight lines 3 Less difficult crossing maneuvers, fewer lanes to cross 2 Lower and more uniform speeds, considered a traffic calming technique 2 Provides potential on-street parking and/or bicycle lanes Relatively low cost of implementation Encourages a more community focused Complete Streets environment 2 Allows creation of exclusive left turn lanes at high volume intersections May reduce accident rates by 19-47% 2 1 FDM, Chapter 11 Design, Section 25 Intersections at Grade. Available at: 2 FHWA, Proven Safety Countermeasures, Road Diets (Roadway Reconfiguration). Available at: 3 FHWA, Road Diet Informational Guide, Section 3 Road Diet Feasibility Determination. Available at:

23 Negatives of Lane Reconfigurations The following vehicles can block or impede traffic when stopped: 1 Mail Trucks School Busses City Transit Garbage Collection Trucks No ability to Pass, Speed is dictated by the slowest driver 2 Peak Hour traffic may create delays Can be difficult for drivers to access the left turn lane if demand for left turns is too high 1 The delays for left turning vehicles may increase because a similar through volume is now using one through lane rather than two, Through vehicle delay and queuing along the mainline and minor street approaches may also increase 2 May increase traffic on adjacent streets 1 FHWA, Road Diet Information Guide, Section 2 Why Consider a Road Diet. Available at: 2 FHWA, Road Diet Informational Guide, Section 3 Road Diet Feasibility Determination. Available at:

24 Agenda Item 4 Summary of Previous Comments

25 Summary of General Issues and Concerns from Previous Meetings Lack of alternate modes of transportation along the corridor Lack of sidewalks for portion of corridor and bike accommodations School busses, City transit, and City garbage trucks all utilize the corridor for day to day operations Response times from emergency vehicles once the lane reduction is implemented Peak hour traffic and traffic in general is high as Stanley Street is a main thoroughfare into the City Lane reduction will cause delays as vehicles previously spread out will be condensed into one lane Cost to implement the lane conversion, especially when other streets around the City are in need of repair Frustrated with access to Stanley Street Would signals improve access by easier access at signalized intersections and platooning of vehicles through the rest of the corridor Bicycle traffic through the area would increase if dedicated bike lanes were installed, potential bicycles offered at airport as well Redefine criteria for broken streets

26 Summary of Safety Issues and Concerns from Previous Meetings High speed of traffic on the current Stanley Street layout When a highway looks like it should be 45 mph, people drive it like 45 mph Crossing Stanley Street poses dangerous situations to: Vehicles Bicyclists Pedestrians Deceiving which lane traffic is in when accessing Stanley Street, traffic on Stanley weaving from lane to lane Other traffic control devices such as signals could be implemented at perceivably dangerous intersections: Stanley Street and Minnesota Avenue Stanley Street and North Point Drive Bicycling on sidewalks are dangerous Evaluate other safety proposals for the corridor

27 Agenda Item 5 Input & Feedback

28 City Contact Scott Beduhn, PE Director of Public Works City of Stevens Point

29 Agenda Item 6 Adjourn

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