STANLEY STREET December 19, 2017
Welcome Mike Wiza, Mayor Scott Beduhn, Director of Public Works
Agenda 1. Introduction 2. Existing Roadway Conditions 3. Current Alternative Improvements 4. Summary of Previous Comments 5. Input & Feedback 6. Adjourn
Agenda Item 1 Introduction
Stanley Street Project Schematic
Agenda Item 2 Existing Roadway Conditions
Stanley Street Existing Stanley Street (Wisconsin 66) 4-Lane Construction 1993 1993 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
Stanley Street
Stanley Street Existing Typical Fremont Street to Michigan Avenue
Stanley Street Existing Typical Michigan Avenue to Clayton Avenue
Stanley Street Existing Typical Clayton Avenue to North Court
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 20-30 years
Crash History
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: 356.54 (39.76) Segment Average Crash Rate UCL (KAB) per HMVMT: 394.60 (52.47) Existing Stanley Street Crash Rate (KAB) per HMVMT: 349.38 (40.63) 20 18 16 14 12 10 8 6 4 2 0 Incidents by Intersection
Crash History Road Conditions at Time of Incident Incidents by Time of Day Number of Incidents 50 45 40 35 30 25 20 15 10 Dry Snow/Slush Wet Unknown Number of Incidents 18 16 14 12 10 8 6 4 2 0 5 180 160 140 120 100 80 60 40 20 0 0 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 20 18 16 14 12 10 8 6 4 2 0 Time of Incident Stanley Street Incidents 2012 2013 2014 2015 2016 Year Vehicle on Vehicle Vehicle on Pedalcycle
Agenda Item 3 Current Alternative Improvements
Stanley Street Alternate Typical Fremont Street to Michigan Avenue
Stanley Street Alternate Typical Michigan Avenue to Clayton Avenue
Stanley Street Alternate Typical (1) Clayton Avenue to North Court
Stanley Street Alternate Typical (2) Clayton Avenue to North Court
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 3 750-875 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: http://roadwaystandards.dot.wi.gov/standards/fdm/fd-11-25.pdf 2 FHWA, Road Diet Myth Busters, Myth: Road Diets Make Traffic Worse. Available at: https://safety.fhwa.dot.gov/road_diets/resources/pdf/roaddiet_mythbuster.pdf 3 FHWA, Road Diet Informational Guide, Section 3 Road Diet Feasibility Determination. Available at: https://safety.fhwa.dot.gov/road_diets/guidance/info_guide/ch3.cfm
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: http://roadwaystandards.dot.wi.gov/standards/fdm/fd-11-25.pdf 2 FHWA, Proven Safety Countermeasures, Road Diets (Roadway Reconfiguration). Available at: https://safety.fhwa.dot.gov/provencountermeasures/road_diets/ 3 FHWA, Road Diet Informational Guide, Section 3 Road Diet Feasibility Determination. Available at: https://safety.fhwa.dot.gov/road_diets/guidance/info_guide/ch3.cfm
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: https://safety.fhwa.dot.gov/road_diets/guidance/info_guide/ch2.cfm 2 FHWA, Road Diet Informational Guide, Section 3 Road Diet Feasibility Determination. Available at: https://safety.fhwa.dot.gov/road_diets/guidance/info_guide/ch3.cfm
Agenda Item 4 Summary of Previous Comments
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
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
Agenda Item 5 Input & Feedback
City Contact Scott Beduhn, PE Director of Public Works City of Stevens Point Email: sbeduhn@stevenspoint.com 715-346-1561
Agenda Item 6 Adjourn