Mixed Used Development on 8 Mile Road & Van Dyke Avenue Jonathan Kay, Jeff Morden, Shun Cheung CE 7630 Urban Transportation Planning 12/10/12
Feb 22, 2016
Mixed Used Development on 8 Mile Road & Van Dyke Avenue
Jonathan Kay, Jeff Morden, Shun Cheung
CE 7630 Urban Transportation Planning
12/10/12
1
Table of Contents
Report
INTRODUCTION 3
EXISTING CONDITONS 4
CRITICAL INTERSECTIONS AND EXISTING OPERATIONS 5
SAFETY ANALYSIS 8
PROPOSED DEVELOPMENT 9
COMPARISON OF TRAFFIC OPERATIONS 11
BACKGROUND AND PROPOSED TRAFFIC 13
INTERNAL TRIPS 14
PROPOSED TRIPS 15
LEVEL OF SERVICE ANALYSIS 16
CONCLUSIONS 17
Appendix
EXISTING CONDITIONS A
Condition Diagrams – 8 Mile and Van Dyke A1
Condition Diagrams - Outer and Van Dyke A2
EXISTING TRAFFIC CONDITIONS B
24-Hour Volume Counts B1
A.M. Peak Hour Volume Diagram B2
P.M. Peak Hour Volume Diagram B3
A.M. Cardinal Direction Distribution B4
P.M. Cardinal Direction Distribution B5
A.M. Direction Distribution B6
P.M. Direction Distribution B7
SAFETY ANALYSIS C
8 Mile and Van Dyke Collision Diagram C1
Outer and Van Dyke Collision Diagram C2
8 Mile and Van Dyke Crash Data C3
Outer and Van Dyke Crash Data C4
TRIP GENERATION D
Existing Developments – A.M. D1
Existing Developments – P.M. D2
Proposed Developments – A.M. D3
Proposed Developments – P.M. D3
TRAFFIC VOLUMES E
2012 Level Traffic Volumes E1
2017 Level Traffic Volumes E2
SYNCHRO ANALYSIS F
Existing Synchro Analysis F1
Proposed Synchro Analysis F2
11 X 17 OF SITE PLAN G
2
INTRODUCTION
This project involved the design of a mixed-use development located in Detroit, Michigan. The
assigned parcel was located along Van Dyke Avenue, in between 8 Mile Road and Outer Drive.
The area for development, shown below in Figure 1, was bounded by Van Dyke Avenue on the
east side and Rogge Street on the west side. Van Dyke Avenue at this location is a five lane
undivided highway with parking on either side of the roadway. 8 Mile Road is an eight lane
boulevard that carriers an exceptionally high number of vehicles despite the current occupancy
of the surrounding area. Outer Drive is a four-lane boulevard along the southern end of this
development.
FIGURE 1 – Development Area
While, for the purposes of this project, the development area will be assumed “green”, it is worth
noting that this is in the heart of a very dilapidated area of the city. As such, many of the homes
and businesses are woefully underutilized, which will be reflected when considered the existing
traffic generation. One of the major goals of the re-development of this parcel will be to provide
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a design such that new individuals and families will consider living in this previously blighted
area.
EXISTING CONDITIONS
The existing area includes 410 single-family homes as well as 25 commercial developments. A
current zoning map of the development area is shown in Figure 2:
FIGURE 2 – Current Zoning Map of Development Area
The current commercial developments are primarily fast food restaurants, hair and beauty salons,
as well as other office-type businesses. A complete list of the existing homes and businesses can
be found in the existing details portion of the appendix. As previously mentioned many of these
businesses are under-utilized and are therefore drawing significantly less traffic than under
normal operating conditions. For the purposes of analyzing the current level of traffic, the 410
homes and the businesses that have available trip generation data available in the ITE Trip
Generation manual will be considered as fully occupied. The remainder of the businesses will be
assumed to be providing very little traffic to the current system (4 vehicles per hour in both the
A.M. and P.M. peaks, with 2 entering trips and 2 exiting trips). This assumption was made in
order to reduce the existing traffic to levels that were more indicative of the current traffic
conditions for analysis. Further details of the trip generation for the existing traffic can be found
in the appendix.
4
CRITICAL INTERSECTIONS AND EXISTING OPERATIONS
The intersections of 8 Mile Road and Van Dyke Avenue as well as Outer Drive and Van Dyke
Avenue will be considered the “critical” intersections for this analysis. It is these two
intersections that will be analyzed for level of service changes after the proposed developments
are considered to determine what improvements the hypothetical developers would be
responsible for.
Past traffic count data was gathered via the SEMCOG.org website, and these counts were
adjusted to 2012 levels based on a 0.5% growth rate. This growth rate was assumed based on the
consideration that the growth rate in this struggling area is likely negative and 0.5% represents a
conservative assumption. A summary of the counts used in this analysis can be found in the
appendix of this report. It should be noted that the majority of the counts were taken via
pneumatic tubes very near the critical intersections, and as such no factors were applied to
convert these to intersection counts – all of the counts taken from SEMCOG were considered as
intersection counts for the purposes of this report.
Once these volumes were brought to current day levels, the A.M. period peak and P.M. period
peak were determined based on the total traffic at the critical intersections for these periods.
After this analysis, it was determined that 8:00 to 9:00 A.M. would be the morning peak while
4:00 to 5:00 P.M. would be the afternoon peak. These volumes were tabulated in to Figures 3
and 4:
FIGURE 3 FIGURE 4
However, since traditional intersection counts complete with turning movement data was
unavailable, assumptions about the current distribution of turning movements had to be made to
convert these values to movement counts at the critical intersections for analysis. In order to
make that conversion, 85% of the counts provided by SEMCOG were considered as through,
with the remaining 15% being split to 10% right turning vehicles and 5% left turning vehicles.
5
An additional step had to be made for analysis purposes as both of these intersections have two
phase signals and do not allow direct left turns in any direction. Instead, left turners are required
to use the Michigan left turns nearby these intersections, and as such, an adjustment of volumes
had to be made for analysis in Synchro SimTraffic. The existing traffic volumes used for the
critical intersections in this analysis are shown in Table 1 below. It should be noted that the
“raw” counts include in the right hand turn column: both the vehicles that intend to turn right as
well as the vehicles that are turning right to utilize the Michigan left. These values are then added
to the through volumes for analysis.
TABLE 1 - Existing 2012 Traffic Volumes
8 Mile and Van Dyke - A.M. Peak
North South East West
Left Thru Right Left Thru Right Left Thru Right Left Thru Right
Raw 28 482 57 36 605 71 94 1604 189 143 2422 285
Synchro - 576 85 - 748 107 - 1640 283 - 2450 428
Outer and Van Dyke - A.M. Peak
North South East West
Left Thru Right Left Thru Right Left Thru Right Left Thru Right
Raw 21 355 42 40 681 80 19 321 38 27 450 53
Synchro - 374 63 - 708 120 - 361 57 - 471 80
8 Mile and Van Dyke - P.M. Peak
North South East West
Left Thru Right Left Thru Right Left Thru Right Left Thru Right
Raw 60 1011 119 40 667 80 115 2641 311 138 2341 278
Synchro - 1166 179 - 805 120 - 2681 466 - 2401 414
Outer and Van Dyke - P.M. Peak
North South East West
Left Thru Right Left Thru Right Left Thru Right Left Thru Right
Raw 47 803 95 40 684 80 30 510 60 36 616 72
Synchro - 833 142 - 720 120 - 550 90 - 663 108
These volumes were converted to intersection volume diagrams shown below in Figures 5-8
below:
6
It should be noted that when comparing these existing traffic volumes to the proposed traffic
volumes after development, a five year construction period will be used. As such, while these
volumes reflect the current traffic conditions at these intersections, these volumes will be
adjusted for this five year construction period later in the analysis. In this case, since all volumes
have been adjusted to a 2012 level, the volumes used in the level of service analysis will be
factored to 2017 levels to account for the construction period of this development. After this five
year period, it will be assumed that the development will be at relatively full occupancy.
SAFETY ANALYSIS
Traffic crash data was gathered from SEMCOG.org for two years (2010 and 2011) and analyzed.
First, each crash report was reviewed to determine the true crash type (i.e. checking the officers
original crash type coding) as well as verifying that the crash actually happened at the
intersection of interest. Once this was completed, an analysis of the current level of safety at
these intersections was preformed.
7
8 Mile and Van Dyke
This intersection, at the northeast corner of the development, experienced 62 crashes during this
two year period for a yearly average of 31 crashes. From reviewing the collision diagrams, which
were prepared and are available for both intersections in the appendix of this report, several
trends were noticed in the crash history of this intersection. First, there have been several angle
crashes inside the intersection. While this would normally be a strong point of emphasis from an
engineering perspective, in this case many of these collisions were due to alcohol or police
related activity. As such, it is difficult to address these crashes from typical engineering means. It
could be asserted that after the development if socioeconomic conditions improve around this
intersection that perhaps these crashes may decrease. It is worth noting that despite the high
number of angle crashes no fatalities or A-level angle crashes occurred in the analysis period as
this intersection.
Further, the majority of crashes at this intersection were of the rear-end vareity. While these
crashes are relatively minor in nature, they do need to be addressed in the new design of this
parcel. One way in which this will be addressed is through the improvement of the clearance
intervals for this signal, with proper clearance intervals tending to reduce this inordinate number
of rear end crashes. Another issue that was prominent at this intersection was the fixed object
crashes that were seen during this two year period. The majority of these were due to collisions
with poles nearby the intersection, one of which resulted in an “A” level injury. It is
recommended that these objects be removed or relocated in order to allievate this safety issue.
Outer and Van Dyke
Similar issues are noticed at this intersection located at the southeastern corner of the parcel.
However, most likely due to the reduced volumes and therefore reduced exposure for crashes at
this intersection, the two year total was only 24 crashes for a yearly average of 12 crashes.
Roadside objects are again an issue with several of these crashes involving poles around the
intersection. Angle crashes inside the intersection were also present, however these issues were
similar to those in the previously considered 8 Mile and Van Dyke. Proper design of the
clearance intervals as well as removal of these hazardous roadside objects should improve the
safety performance at this intersection.
PROSPOSED DEVELOPMENT
As previously mentioned, for the purposes of this project the parcel was assumed to be “green”.
The current background traffic characteristics were considered as existing. The new development
can be seen in Figure 9 on the following page.
8
Commercial Developments
A primary goal of the new development was to include businesses that not only people who live
in the new mixed use development would utilize, but also people from the surrounding area.
Therefore, new businesses in this development were based on avoiding including similar existing
businesses in the surrounding area as well as businesses that would serve the new development
well.
Two fast food resturants with “drive-thrus” were included on Van Dyke Avenue in a convienent
location for pass-by-trips along Van Dyke as well as the new homes in the development.
Previously, the one Burger King location that previously existed was one of the few businesses
that was being heavily used and it is assumed that two would be fully supported in this area. In
addition, a more formal sit-down resturant was also provided near the two fast food resturants,
providing an option for those in the development as well as the surrounding area. A new bar will
also be added, which should help increase the foot traffic around the new development in the
evening.
A two-floor 50,00 square feet office building as included on the southeast corner of the
development. This new office building will house specialty medical services, and it is hoped that
a large majority of new residents in the mixed use development will be attracted there based on
employment at this facility. The state of Michigan has been encouraging the development of the
medical industry and this facility would continue that expansion.
Two small convience stores were also included in the parcel, one near the medical office
building as well as another near an entrance to the single family and multi-family homes on the
west side of the development along Rogge Street. These convience stores will provide services to
both the new residents as well as the large staff required at the medical office facility. Similarly,
a new supermarket is included on the northeast corner of the development to service the new
residents as well as those from the nearby homes. This supermarket would be unique to the
surrounding area and therefore it is expected that it would be heavility utilized. Adjacent to the
supermarket is a tire superstore, which would provide valuable auto services to the new residents
and again those in the surrounding area.
Multi-Family Homes
A new feature to this area is the multi-family homes located along 8 mile on the north end of the
new development. These low-rise apartment buildings involve eight medium sized buildings
with 16 units in each building for a total of 128 dwelling units. It is assumed that many of the
new residents in these low-rise apartments would be employed by the new businesses, speficially
the new medical facility.
9
Single Family Homes
In addition to the multi-family homes, 94 new single family homes will be constructed within the
development. While this is down significantly from the 410 existing homes, that number was
previously unsustainable as evidenced by the fact that many of these were unoccupied. This
difference is also offset by the 128 new multi-family units included in the low-rise apartments on
the north end of the development. It is assumed that these single family homes would be utilized
by new residents that work in the surrounding new businesses – again specifically the medical
facility. It should be noted that the new lots are significantly larger than those of the previously
existing homes and it is assumed this would encourage a higher occupancy rate of these homes,
even in this depressed area.
Other Factors
The single family homes are accessed by three driveways, one on Rogge Street, one on Outer
Drive, and one on Van Dyke Avenue. These internal roadways are designed such that speeds
would be relatively low and the number of vehicles using the subdivision “cut-through” would
be minimal. There is also a new pinic or park area located in between the multi-family homes
and the single family homes. There will be no direct access parking to this park, as it is hoped
that this facility will be used by primarily the homeowners and residents of the low-rise
apartments, as opposed to incurring outside traffic. This park is part of the overall increased
green space within this new development, encouraging a less urban feel than what was
previously existing.
COMPARISON OF TRAFFIC OPERATIONS
As a result of this new development, it is imparative to perform a traffic impact study. While the
traffic analysis available in this report is indicative of the two critical intersections at 8 Mile and
Outer Drive, in a more detailed analysis it would be required to consider additional intersections
in the surrounding network that would also be effected. Similarly, traffic volumes were obtained
via SEMCOG.org for the existing traffic, however, actual existing turning movement counts
would be required to perform a more precise analysis.
Existing intersection volumes were shown earlier in the analysis. However, these volumes for
comparision purposes must be brought to the end of the five year construction period based on a
0.5% growth rate for the design area. This will be done by multiplying the existing volumes by
(1.005)5 or 1.025251. The following Table 2 shows the existing traffic that will be used for
comparison purposes:
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TABLE 2 - Existing 2017 Traffic Volumes
8 Mile and Van Dyke - A.M. Peak
North South East West
Left Thru Right Left Thru Right Left Thru Right Left Thru Right
Synchro - 591 87 - 767 110 - 1681 290 - 2512 439
Outer and Van Dyke - A.M. Peak
North South East West
Left Thru Right Left Thru Right Left Thru Right Left Thru Right
Synchro - 383 65 - 726 123 - 370 58 - 483 82
8 Mile and Van Dyke - P.M. Peak
North South East West
Left Thru Right Left Thru Right Left Thru Right Left Thru Right
Synchro - 1195 184 - 825 123 - 2749 478 - 2462 424
Outer and Van Dyke - P.M. Peak
North South East West
Left Thru Right Left Thru Right Left Thru Right Left Thru Right
Synchro - 0 0 - 0 0 - 0 0 - 0 0
BACKGROUND AND PROPOSED TRAFFIC
In order to compare the new development traffic, the traffic generated by the current
developments must be subtracted as these trips will no longer be attracted or produced once the
new developments are in place. A detailed calculation of the existing trips can be found in the
appendix. These trips were distributed first based on the cardinal direction of trips leaving the
system, then by the current distribution of traffic at the current intersections.
First, based on the A.M. and P.M. peak hourly diagrams, available in the appendix, the relative
percentages of vehicles leaving the analysis area in each cardinal direction was calculated. These
diagrams are also available in the appendix. Once this was completed, the percentage of traffic
using each turning movement at both critical intersections was also calculated, and can be found
in the appendix. Based on this data, the entering and exiting trips of each development were
applied to each roadway in the analysis (Van Dyke, 8 Mile and Outer Drive), and these direction
of these trips was based on the existing volumes. Once it was determined the number and
direction of the trips entering and exiting each facility, these trips were assigned to the
intersections based on the previously calculated percentages of traffic using each turning
movement. These turning movement volumes were then used to subtract from the existing
movement volumes to determine the background traffic levels. The following Table 3 shows the
background traffic turning movements for the critical intersections in 2017 levels.
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TABLE 3 - Background 2017 Traffic Volumes
8 Mile and Van Dyke - A.M. Peak
North South East West
Left Thru Right Left Thru Right Left Thru Right Left Thru Right
Synchro - 523 76 - 668 110 - 1654 278 - 2484 420
Outer and Van Dyke - A.M. Peak
North South East West
Left Thru Right Left Thru Right Left Thru Right Left Thru Right
Synchro - 335 65 - 629 106 - 269 57 - 393 75
8 Mile and Van Dyke - P.M. Peak
North South East West
Left Thru Right Left Thru Right Left Thru Right Left Thru Right
Synchro - 1009 158 - 711 123 - 2649 415 - 2370 408
Outer and Van Dyke - P.M. Peak
North South East West
Left Thru Right Left Thru Right Left Thru Right Left Thru Right
Synchro - 734 146 - 641 106 - 527 87 - 635 100
It is these volumes that the proposed new traffic will be applied to in order to calculate the
proposed level of service which the developer will be responsible for if it is significalty different
from the existing level of service.
INTERNAL TRIPS
Once the results for the trip generation of the land uses are established using the ITE Trip
Generation, the results would be used to decide on the internal capture rate for the multi-use
development. Since some of the trips are made internally, the capture rate is a factor for
estimating the percentage reduction of the actual trip generation for the forecast. For this project,
two scenarios during the weekday have been chosen for the calculations of the internal capture
rate, the A.M. peak hour and the P.M. peak hour. With the types of development identified from
the initial stage of the project, the internal and external trips within the multi-use site could be
determined using the given percentages from Table 7.1 and Table 7.2 of the ITE Trip Generation
Handbook with the results of the raw data. Once the total external trips of the land uses have
been computed, the next step would be to calculate the net external volume. In order to do that,
all the external trips of the land uses will be combined to form the sum. Then the division of net
external volume by the total single-use trip generation estimate with the subtraction from 100
percent would be the internal capture rate. From the calculations, the internal capture rates for
A.M. and P.M. peak hour are 12% and 13%. Table 7.1 and Table 7.2 for this analysis can be
found in the appendix.
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PROPOSED TRAFFIC
In order to determine the load the proposed developments will put on the surrounding traffic
network, a similar process to the calculation of background traffic was applied (In this case,
traffic was added as opposed to being subtracted). Based on the existing traffic distribution, it
was first determined which roadway the generated traffic would utilize. Once this was
completed, the traffic was applied to the critical intersections based on the current distribution in
the same manner as the background traffic application. It should be noted that not only do the
volumes change for the morning and afternoon peaks, but also the current distribution of traffic
changes as well. As such, the analysis for these two periods is completely sperate. Diagrams of
both the current distribution of traffic and the cardinal direction of traffic leaving the analysis
system are available in the appendix. These values were adjusted to 2017 levels for use in the
level of service analysis based on a 0.5% growth rate, similar to the previous calculations. Table
4 below shows the proposed volumes at the 2017 level:
TABLE 4 - Proposed 2017 Traffic Volumes
8 Mile and Van Dyke - A.M. Peak
North South East West
Left Thru Right Left Thru Right Left Thru Right Left Thru Right
Synchro - 617 92 - 841 110 - 1698 299 - 2551 453
Outer and Van Dyke - A.M. Peak
North South East West
Left Thru Right Left Thru Right Left Thru Right Left Thru Right
Synchro - 420 65 - 764 130 - 389 60 - 622 87
8 Mile and Van Dyke - P.M. Peak
North South East West
Left Thru Right Left Thru Right Left Thru Right Left Thru Right
Synchro - 1112 176 - 824 123 - 2751 437 - 2488 426
Outer and Van Dyke - P.M. Peak
North South East West
Left Thru Right Left Thru Right Left Thru Right Left Thru Right
Synchro - 853 146 - 710 118 - 712 92 - 738 111
It is these volumes that will be compared to the 2017 level existing development volumes to
determine the difference in the level of service that the developer would be responsible for. It
should be noted that based on simple inspection of these volumes they are slightly higher than
the existing volumes. This will be a result of a much higher occupancy rate of businesses and
higher generation then the previously existing developments. Conversely, the single family home
traffic is significantly reduced in the proposed development, however this is outweighed by the
increase in the commercial traffic. Diagrams of all analysis levels of critical intersection volumes
are available in the appendix.
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LEVEL OF SERVICE ANALYSIS
The next step was to determine the relative change in the level of service provided by the two
critical intersections near this development. Again, in a more expansive traffic impact study, the
effect these new developments have not only on these two intersections but also surrounding
intersections would have to be considered. In addition, it will be assumed that the access points
to the new developments will be two-way stop controled as the exiting volumes are relatively
low. This again differs from a larger scale traffic impact study were a full signal warrant analysis
would have to be completed to determine if a signal was necessary at any of these driveways.
One note is that existing signal timings were available for Outer Drive and Van Dyke Avenue.
However, no existing signal timings were available for 8 Mile Road and Van Dyke Avenue.
Therefore, in order to perform the analysis, it was assumed these signals were on equal cycle
lengths (Outer Drive and Van Dyke Avenue currently has an 80 second cycle length), and then
Synchro was used to optimize the splits for 8 Mile and Van Dyke. This assumption was made in
order to maintain a relatively equal comparison between the existing volumes and the proposed
volumes, as it will again be assumed that the two crtical intersections employ an equal cycle
length.
Four synchro models of the two critical intersections were then created, including a design for
the A.M. and P.M. peaks for both the existing 2017 level traffic volumes as well as the proposed
2017 level traffic volumes. Synchro reports and output are available in the appendix that give
more explicit details of this analysis. For the proposed level of service analysis, the two critical
intersections were set to have equal cycle lengths and then were optimized, resulting in 70
second cycle lengths in the morning and 90 second cycle lengths in the afternoon. The following
Tables 5 and 6 show the changes in level of service from the existing to the proposed traffic
levels:
TABLE 5- Existing vs. Proposed - 2017 Level of Service Analysis - A.M. Peak
8 Mile and Van Dyke
Comparison North South East West
Existing L.O.S. C C B C
Delay 25.4 29.8 12.7 20.9
Proposed L.O.S. B C B C
Delay 18.9 30.2 12.5 25.7
Outer Drive and Van Dyke
Comparison North South East West
Existing L.O.S. A C C C
Delay 8.2 23.4 22.2 22.7
Proposed L.O.S. A A B B
Delay 9.1 4.6 18.4 20.0
TABLE 6- Existing vs. Proposed - 2017 Level of Service Analysis - P.M. Peak
8 Mile and Van Dyke
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Comparison North South East West
Existing L.O.S. D C E D
Delay 54.5 24.9 73.8 35.1
Proposed L.O.S. D C D C
Delay 38.3 28.6 49.9 29.2
Outer Drive and Van Dyke
Comparison North South East West
Existing L.O.S. B B C C
Delay 11.5 18.5 23.4 24.5
Proposed L.O.S. B A C C
Delay 14.1 5.5 25.1 24.9
CONCLUSION
As can be seen from Tables 5 and 6, the level of service for the proposed development traffic
levels is not significantly worse than the level of service for the current existing developments
traffic levels. While the signal optimization done in Synchro for these two intersections ignores
the negative effect, coordinating these signals with other cooridors may have and therefore may
overestimate the level of service provided, this comparision is still appropriate as a similar
method was used for both the existing and proposed developments.
At 8 Mile Road and Van Dyke Avenue, during the morning peak period, the level of service
values are very similar, with the north bound traffic seeing an improvement from “C” to “B”.
The delays for each approach are very similar for both the existing and the proposed traffic,
despite the proposed traffic being slightly higher for each approach. The optimized 70 second
cycle lengths for this period contributed to this improvement despite the higher loading. In the
afternoon peak, delays went down for each approach at 8 Mile and Van Dyke. This is due to the
fact that while the proposed traffic levels were increased throughout the system, this intersection
during this peak actually saw lighter loading. This is due to the large reduction in single family
home traffic as a result of the new development.
Outer Drive and Van Dyke Avenue saw similar differences in both the morning and peak
periods, despite seeing incremental increases in traffic volumes on each approach. This again is
due to the optimization of the signal timing to 70 seconds in the A.M. peak and 90 seconds in the
P.M. peak. It should be once again noted that these levels of service may be overpredicted as it is
likely in a full scale traffic impact study that additional intersections would also be considered, as
well as optimizing an entire cooridor of intersections as opposed to these two alone. However,
since a similar process was completed for both existing and proposed, this comparision should
still be appropriate despite likely differences in real world implementation.
As a result of this analysis, it is shown that the hypothetical developer of this parcel would not
likely be responsible for large scale infrastructure improvements. Appropriate retiming of the
signals, coordinated with others in the coordior would provide acceptable levels of service for
15
both of the critical intersections. It is worth noting that no level’s of service below “D” were
seen in the proposed levels of service, despite this occuring with the existing traffic. In fact, only
in the morning peak at 8 Mile and Van Dyke Avenue does level of service “D” occur, as the east
and westbound traffic very high compared to the north and southbound traffic.
However, several small scale changes would be recommended to be considered while
construction of this new development is taking place. First, it was apparent from the collision
diagrams that there were several poles and small objects near the roadway that resulted in an
overabundance of fixed object crashes. It is recommended that not only are these poles removed,
but an engineering walkthrough to remove all hazardous roadside objects from this area as this
appears to be a significant problem. Another issue is the pavement markings have deterioriated
to an unsafe point at both critical intersections as well as some other areas around the
development. It is recommended that these markings be updated and compliant with the
MUTCD in order to improve safety. These recommended changes would provide a large benefit
to some of the repeated safety issues displayed in the crash history near this development at a
relatively minor cost that could be completed concurrent with the construction of the new
development.
The details available both in this report and the appendix show a mixed-use development ready
for implementation at the parcel located just west of Van Dyke Avenue in between 8 Mile Road
and Outer Drive. This new development, located in Detroit, MI., would provide an area for new
residents to live in both a renovated single family home subdivision as well as a new 128
dwelling unit, multi-family, low-rise apartment. In addition, a new set of commercial
developments located along Van Dyke Avenue within this development should provide
employment for not only some of these new residents, but also some in the surrounding areas.
These new commercial developments should see substantial traffic from the residents within the
parcel, as well as outside its borders. As a result of this analysis, it has been shown that the
developer would be responsible for very little infrastructure improvements as the nearby traffic
system is ready to carry the relatively small increases these new facilities would place on that
system.
SINGLE-FAMILYHOUSING
COMMERCIAL
TRAFFIC IMPACT STUDY - STUDY AREA FIGURE 1
OUTER DRIVE
8 MILE ROAD
ROGG
E ST
REET
VAN
DYK
E AV
ENU
E
SUPERMARKET
TIRESUPERSTORE
FASTFOOD
RESTAURANT
FASTFOOD
RESTAURANT
SIT-DOWNRESTAURANT
MEDICALOFFICE
BUILDING
CONVENIENCESTORE
CONVENIENCESTORE
PICNIC AREA
SAVAGE AVENUE
DRINKINGPLACE
MULTI-FAMILYHOMES
N
1613
107
510
651
74
272
410
2423
26255
73383
103
614
32663
2584
120
985
693
154
405
398
2312
51485
98619
103
626
716142
1656
107
602
820
90
292
4412488
380
85607
127
746
40963
58
2683
120
1084
804
172
426
416
2426
69490
108720
115
692
832142
59187
1681290
110
767
4392512
1195184
2749478
123
825
4242462
52376
1654278
110
668
4202484
1009158
2649415
123
711
4082370
61792
1698299
110
841
453
2551
1112176
2751437
123
824
426
2488
58370
82483
123
726
38365
92564
111680
123
738
854146
57269
75393
106
629
33565
87527
100635
106
641
734146
60389
87622
130
764
42065
92712
111738
118
710
853146
TRAFFIC IMPACT STUDY - PROPOSED DEVELOPMENT
SINGLE FAMILY HOUSING MULTI-FAMILY HOUSING GREEN SPACECOMMERCIAL
FIGURE 2
OU
TER DRIVE
8 MILE RO
AD
ROGGE STREET
VAN DYKE AVENUE
SUPERMARKET
TIRESUPERSTORE
FASTFOOD
RESTAURANT
FASTFOOD
RESTAURANT
SIT-DOWNRESTAURANT
MEDICALOFFICE
BUILDING
CONVENIENCESTORE
CONVENIENCESTORE
PICNICAREA
SAVAGE AVENUE
DRINKINGPLACE
MULTI-FAMILYHOMES
N
TRAFFIC IMPACT STUDY - PROPOSED DEVELOPMENT
SINGLE FAMILY HOUSING MULTI-FAMILY HOUSING COMMERCIAL GREEN SPACE
DESIGNED & DRAWN BY: JON K., JEFF M., SHUN C.DATE: DEC. 10, 2012
N
IntelligentComm.
CheckCashing
L.A.Insurance/
LeeBeautySupply
8 MilePawn
Brokers
ParkingLot
ParkingLot
ParkingLot
ParkingLot
VAN DYKE AVENUE
8 MILE ROAD
LIGHT POLE
TRAFFIC SIGNAL POLE
POWER POLE
OVERHEAD SIGN
TRAFFIC SIGNAL HEAD
PED SIGNAL HEAD
SIGN
SYMBOLS
RIGHT OF WAY
FENCE LINEBUILDING
CROSSWALK
TREE
ROAD LANE
CONDITION DIAGRAM OF 8 MILE & VAN DYKE FIGURE 27
OUTER DRIVE
McDonald'sRestaurant
DJ QuickLube #2
BurgerKing
ParkingLot
ParkingLot
ParkingLot
ParkingLot
NVAN DYKE AVENUE
LIGHT POLE
TRAFFIC SIGNAL POLE
POWER POLE
OVERHEAD SIGN
TRAFFIC SIGNAL HEAD
PED SIGNAL HEAD
SIGN
SYMBOLS
RIGHT OF WAY
FENCE LINEBUILDING
CROSSWALK
TREE
ROAD LANE
CONDITION DIAGRAM OF OUTER DRIVE & VAN DYKE FIGURE 28