L. A TRAFFIC CONTROL PLAN FOR EAST LANSING. MlCHIGAN Thesis {or the Degree cf B, St MICHIGAN STATE COLLEGE John Muihollmd 194,7 ‘ t ‘1 119 208 1 fiTHSC THESIS PLACE IN RETURN BOX to remove this checkout from your record. To AVOID FINES return on or before date due. MAY BE RECALLED with earlier due date if requested. DATE DUE DATE DUE DATE DUE 2105 p:lClRC/DatoDuo.indd-p.1 A was control. nan to: nut Lansing, moment: A mu. album to m bonny of mm mm com ‘ or mnmm AND m cm I John Luella“ candidate for tho mgr» at Bachelor of Ilium. m 1H? a. 9» _ ‘1 . t .74(\ -J t'. .__ It. A..- L.I< In ’ W1 loot Lansing io not a particularly large city and ocro it not for exceptional oircmstancco than would be no traffic problem: to speak or. Originally. tho tract that U. 8. 16 (Gram fiver m) paaood through tho contor of tho city; in addition to a limited local traffic; wan all that needed to be provided for. However; the city and itc owirono have unflcrgone; and are otill undergoing; an abnomall: rapid. inorcaao in population which; naturally; means an inoroaao in both nhioular and podoctrian traffic. m. inoroaco bringo with it a moat undesirable traffic oitnation and it mph:- oinoo tho railnroo ohich tho present highway cyaten ropu rounto. f _ Boot Lancing, thorororo, finds iteolr in the position or moot Alorican oitioo, nanny, an mrerovdod condition duo to tho inaloquacies or facilities which in turn are duo to a moot remottablo lack of foresight on the part of m city planner: in tho past. to trunondouo pooWar bean trouglt tho oituation to a head much sooner than expectoli but this was merely an acooloration or nomal growth an! no oigniricant recession in orpooted. A problem deco oxiot at tho present and, to all indications, will continuo to got verso. luring match of tho dc in general there in a very bad trarrio onarl in tho business district further complicatod by a mom). lack of parking opaco and ‘horoioe of inpatient podootrinno. (1) mo population of East Lansing is Just under 6,000 and mchigan state Gollogo contributed approximately 16,000 students and faculty. the skyrocketing attendance at tho college is still soaring and, it is generally believed, has ’ not reached its postwar peak yet. In addition the fomorly vacant areas Just outisdo of the city limits have become residential districts and their pepulation may, for our pur- poses, be included with that or the city proper. mess * papulation requirements pm the through traffic on u. s. is present a formidable problem indeed. In general, the proposed solution is not designed to tmr either vehicles or pedestrians but“ to provide the greatest margin of safety, convenience, and efficiency tor all concerned with special emphasis on future needs. he proposed plan, I believe, in them practical and ' applicable and represents a K cannon sense solution to this eity'o traffic problem. (I) ' -u d Amie. I! [trinuln‘ . Cd 1.‘ lltllr II‘ITII IJII J? mew/.32...) #441“ 1:5,: u.” —-._ — WI! A else: and comprehensive picture of the present traffic flow may be obtained by referring to figure 2. his carefully constructed flow diagram represents the 84 hour volume of traffic in the city during an ordinary week day. 1 wish to thank the mchigan State Highway Department for pennission to rcproduce the diagram in this thesis. this chart gives visible proof of the large volume of vehicles which m be expected during an ordinary day. At present, not included in the flow diagram, there is a eensiderable amount of detoured traffic from a highway in the vicinity undergoing repairs. his traffic is not per» nanent, to be sure, but it does give a preview of what con- ditions will be like when the normal volume reaches this total W the medium of anticipated future growth. lilo figures show that approximately 40$ of the traffic which enters the city also leaves, this will be referred to as through traffic and the remainder will be called local traffie. he requirements of through traffic are simple am may be amused up by the phrase 'swift, uninterrupted passage." Unfortunately, even such simple needs cannot nomally be realized at the present time. Parking facilities are the most urgent need of local traffic. Parking is too important a part of merchandising and of the convenience and pleasure of shepping and recreation (5) to be left to chance. Present facilities are lindted to . parallel parking along the outside lanes on both sides of ' Grand River Aroma cm sindlar parking along adjacent and intersecting side streets. it is a well-known fact that parallel parking is the most Wool means of using available space besides presenting a dangerous situation to crossing pedestrians. to Marleen utmobile Associ- ation states that 45.95 of pedestrians were struck stepping from a spot where the motorist's view was obstructed by a parked car. In addition, it is very difficult for inexpe- rienced drivers to park their vehicles within a reasonable length of time; all of which leads to dome, obstructions, and worn nerves. Iran the eliunaticn cf cruising cars looking for a space would be a great step forward. Drivers of such ears are notoriously slew, which impedes traffic, H and their preoccupied nature is a defiant menace to motorist and pedestrians alike. . . Aside from consideration of the problem from the motor- ist’o viewpoint it must a. meme that all motorists at some time become pedestrians, besides those peeple who are always on foot. to authorities of the college recently enacted a measure prohibiting motor vehicles to be operated by students. his, of course, was done to alleviate the strain on their corpus parking facilities. 3 met my the simplicity of such a solution, if only it were universally . adaptable! Mover, it also serves to throw an additional burdonon those attemting to provide safety for the pedes- trian and an additional increase of responsibility on the (4) city. It can readily be seen, then, that pedestrians traffic is so intense as to warrant more than superficial attention. histing conditions may therefore be described simply as a great overcrowding of present facilities. (8" MR!!! Many other cities, as stated previously, are in the same predicament as hast Lansing, however, theirproblen usually resolves itself into how to provide nearly exclu- sive routes for the largest contributors to traffic and how to keep them away from the business sections. It is fortu- nate in one respect and unfortunate in an other that such is not the case in East Lansing. more is not a manufacturing concern worth of note, notch less worthy of particular attention, within the city limits. It is fortunate that this is true considering present road capacity but unfortunate in the respect that traffic is more difficult to account for and also more diffic- cult to dispose of. we not therefore asmmn that every house is a source and destination and plan according. this not be borne in mind and tends to complicate the design of an adequate system. the city of Lansing, however, is host of new mangoe- turing establishments whose shipments by motor freight use this route and constitute a factor to be reckoned with. one business of state Government is also a provider of sea.- siderablo traffic both for pleasure and necessity. nose, in addition to tourists and those who live beyond last inning and drive through each day, make up the bulk of the ' semi W traffic. new subdivisions are being developed east of this city am it may be assumed that a goodly portion of Lansing's (e) increase in pepulation will reside there. mtcr freight is being used more and more each year as it becomes more efficient and less expensive so an increase in the volmno of trucks may reasonably be expected for the future. We then see that, with the exception ofstato Government, each factor contributing to througl traffic has increased and will continue to do so. his development is precisely what has happened in the past to add to the causes that precipitated this condition today. In the past years, East Lansing has come to provide a residential district for Lansing business men besides pro. viding homes for the faculty of the college. In such a commity one would expect to find a high car per capita ratio and this is precisely the case. are greater staff of faculty members also increases the munber of cars com- ing from the college. more is no necessity for differen- tiating between college and city” traffic, for my purposes, so in the future I shall refer to them as a whole. are present system of traffic manipulation is also a chief cause of trouble. It has previously been pointed out how the parkim system contributes to the general confusion and the same thing is true of the remainder of the present plan. Despite its wide right of way (nearly 100 fact) it is simply not designed to handle the voltme of traffic it does. the stop and go type of intersections were quite ade- quate for the horse and bugg days but the need for a new system is well illustrated in this case. No doubt, when (7) the present road was built the incorporation of islands in the plan was thought to be the last word in beauty and efficiency. However, when they are used in their present capacity they are of little or no value in increasing efe ficicncy, rather they tend to increase confusion by not con- fining ears to special lanes. Unfortunately this old system will be very difficult to dispose of because it is so firmly ingrained in the mind but for these who have the faculty for vision without pro}- udiee the inadequacies of the old system are not hard to point out and the superiority of the new system will be easy to see. Notice the development of the automobile. In a relatively short space of time it has chewed from a thing of inefficiency and ridiculous appearance to a mchinc of beauty, comfort, and phencmnal preformance. these improvements certainly are not ended although nobody can accurately predict what a car will look like ten years from . now. In contrast, let us look at the development of road systems; it is amazing how something can remain so unchanged through the years. he fact remains: there has been no corresponding increase in efficiency in roadways to match the development of the automobile. Let us incorporate the vitues of the superhighway as mch as possible into the control of city traffic and this will be the first step forward. (8) MRI? In the previous chapters 1 have discussed the problem, its causes, and the necessity for a solution. In this chapter I will offer a solution in accordance with the needs I have previously expressed. this is not the only solution nor perhaps the best but it does present an an» seer to the problem while attempting to please everybody eoneerned. V m problem resolves itself into three separate phases, two distinct and one perhaps not so evident. the first is to design the road for the benefit, safety, and convenience 'of the motorist. we will undoubtedly prove to be the most expensive and it displays the most radical features. As erplained before, the motorists will be amen into two classes, the through. and local traffic, each with very different requirements. W. traffic is often disposed of by means of a special route by-passing the center of town. mic pro- eedure is inadvisable in this case for the following rea- sons. n1. total length of the portion of road under consideration and the fact that the present site is the shortest route do. not warrant the construction of a by. pass. In addition the businessmen and merchants always feel that they are losing revenue when that is done. these factors coupled with the tremndous cost of such an undertaking led me to design a system whereby ' both local and through traffic would be incorporated on the same plan. In such a case, however, the demands of (0) safety require complete separation but this is the ideal and unfortunately cannot be accomplished under existing conditions. me next best thing is to supply two lanes going each way for through traffic with the understanding that precautions be taken to heap them reasonably clear and unobstructed. file problem of keeping the lanes clear will be taken up later. figure 3 represents the general laning technique which will be used in this plan, the 1. refers to local lanes and the '2 denotes throng: lanes. It is necessary to provide two lanes for through traffic «on though it constitutes only 40$ of the total 70111111.. because the road met be clear smug: for a car to make an oblique crossing fracas local lane to the other within a reasonable distance. under these ciremnstanees volume shouldbe about the saminboth localem throng: lanes. Parking facilities will be increased by employing present parking space more econondcally and by construc- ting bavs in the islands. A large portion of the south side of Gram River will contain boys for 45 degree park-- ing following the general scheme illustrated in figure 3. Forty-five degree parking is used because it is the happy medium between accessibility and econonv and has proved to be the most successful type in modern cities. It would indeed be far better to have parking space M from the street altogether but once again the ideal must be sacrificed for the practical. the lack of suitable planning in the past is responsible for this necessity, of (1°) course, but the city is fortunate in the fact that the south side is not built up, except in a few cases of college build. ings fairly close to the pavement but not close enough to interfere. It would appear to be a drawback for mtorists who have parked their cars to be forced to cross the street in order to chap, but why should mtorists be better off than pedestrians in this respect. walkways are provided so mat they may safely walk to a point recommended for pedestrian crossing. Blather feature which must be included in any design for convenience is the temporary stopping zone which need . only be constructed on the north side, once again because of the unusual layout of the city. his lane is to be used only for the loading and unloading of trucks and for quick stops to pick up pedestrians. It mat be emphasized that this lane is proveded for the convenience of concer- cial vehicles particularly and met not be used for panning under on circumstances. the city is also equipped with munerous alleys behind the business establishments which, if properly supervised, may serve the same purpose. It will be noted that the proposed system is not in- oongruous with the present layout although it will be nec- essary to reduce the island width by nine feet and widening strips mat be taken from each side. several combinations are possible and the most economical one mat be chosen. A detailed analysis of the two worst intersections in the city will now be presented and I shall attempt to point out how the system works and why it will be advantageous. (ll) 1 4) , s ' l -e L. ‘-' a ; l \\ ‘ ‘ ‘ [ \ 1 p .- ‘. \\ \ ‘ . t 4 \. , . ‘ - ' _‘ ‘ ,- .. , 5-. “Witficnfl . 7/" i ‘ ’ A‘ ‘ f (I ' 1.) v ‘1 _E r T a \ ‘\ \ ‘\\ \ t n ‘ ‘ \‘ ‘ .. ‘ ) 5—. l . "\‘\ 7) ‘T'r‘liq ;.-.--. r ' - “a " - v . .— 1 s ’ \ _ .‘ ' B 31!! .- ’ \ ' _. , 5": r- Lax.“ ’1 ! “VA..-EL. I ,--_‘_ . L— ‘1“ N‘” . V.» i m ' k \ ._ pf...» so “ . " fx 2’); ‘ i V A A detailed drawing of the island and its approaches at the intersection of Grand River and Abbot food is shown in figure 4. m. oblong type of island is the correct. way of handling traffic which favors vehicles along one of the streets, as is indicated in this case. It will be noted that the island at this point is of greater width than an of those to the east. Sills is so for several reasons. the ten foot turning radius employed on the other islands cannot be considered ideal because many vehicles require more room and only two can be out of the moving lanes at one time. A twenty foot radius, however, will accomodate any size vehicle and will shelter four from the moving lanes. It is therefore desirable to have the. larger radius at much traveled intersections. w enlarging the island the two inside lanes are eliminated, this, coupled with the fact that the small triangular islands on Abbot Road occupy the two outside lanes, limits the roadway to twenty feet or smug: for two cars. his is necessary in view of the rule that cars approaching from the side street should not have to cross am sure lanes of traffic moving in one way than the total munber of lanes discharging on to the min thoroughfare from the side street. n1. length of the island is also well over the milli- mum distance required for successful completion of the oblique crossing. As a matter of general interest the rule of thumb governing this will also be stated here. Roughly, the distance between centers of turning radii on the side street and the center island should not be (12) less than three times the width of street that must be crossed, which is twenty feet at this point. A larger distance was used here to compensate for the inexperience of drivers in accomplishing this sort of turn. me shape of both the large and the triangular islands illustrates the attempt to automotically control the direc— tion of the car. his, it is hoped, will guide motorists into doing things correctly and will eliminate, insofar as humanly possible, committing such blunders as turning in the wrong direction and finding himself facing traffic. It is doubtful if motorists can be totally restrained from executing such maneuvers as this but they can be made very difficult to accomplish. constricting flow at intersections not only auto- matically forces cars into the desired lanes but it pro- vides a brake for the inevitable speeders, eliminates lagging local lanes at a crucial time, and provides a different set of eiremstances which tends to alert drio vers. the value of this type of intersection to the pedestrian will be described later in the chapter. . Figure 5 graphically illustrates how the oblique cussing is accomplished. the white cars represent the thoroughfare traffic while the black ones are crossing on Abbot need. If a driver fails to make his turn at the proper place he will have an other opportunity a short distance away and will merely sacrifice a small amount of time for his lack of driving ability. Exact dimensions are purposely avoided in this 13,) 9min .00.... - wallow . I . , . , - t . . \\ . \x m . . .. \\ \\...-.Ir .. \\\./.\\.\: \\/\\\\ // . .tx .. // I‘ll ' ‘0.i..-l|ll' i. "cnl‘ v i :>\ .-~'. ,4) . I — — \|‘--I‘\1 I- t . ‘III‘IUJ \lll'l' 'I ‘1‘ 1-14 . . x . i!!! v .9! -11.. 1‘31}! “ . . .. \ 9m: Al I . . I ".Il'1 I! 1| .' 1"! I I t A {II-v. w ill. ‘IIIU Ill' III-I. ' ‘| IL analysis to eliminate a great deal of superfluous detail and in order that the main principles and issues remain clear. However, basic minim dimensions which can not be violated will be given for completeness, as I have done in the past. fuming roadways should have a minim width of twelve feet for one lane, of twenty-two fe et tog- two lanes and an outside curve based on a radius of at least thirty feet. 3” favorim; this intersection with a special island system I am deliberately attempting to force more traffic to use Abbot bad, thereby relieving the more inadequate streets of much of the present traffic. In this way control need be established only on Grand Mver and Abbot Road but actually these two will, in effect, control the whole city. an only other intersection which need be given special attention is the Joining of U. 8. id and 35-43. An enlargement may be seen by referring to figure 6 and the irt‘portance of control here may be seen by once again referring to the flow diagram. 0n the basis of these figures preference must be given to cars on one street, in this ease traffic bearing left going toward. lensing. It might be said that the only control present at this intersection now is one step sign which, needless to say, is ridiculomly inadequate. A relatively sharp turn is nod to enter themerging traffic lane to effect a braking device on vehicles and to prevent ”road hog" tactics. It is also seen that a preper place is provided for making all conceivable turns without the danger of encountering somebody coming the other way. '14) n1. flow principle is the same as that described earlier, oblique crossing and merging traffic, it is merely present under different circumstances. me some mum design requirements are used and all the principles still hold, they are merely applied to a different shape. ibis illustrates one of the: primary advantages of this system, its adaptability under such varied circumstances. It is fortunate from the standpoint of this thesis that East Lansing presents so many different problems. It does indeed put this plan to the acid test and gives ample opportunity to demonstrate its versatility. ‘ihe second phase which I shall now take into con-’- sideration concerns protection of the pedestrian. ihe Abbot Road crossing will, no doubt, have the greatest volume of pedestrian traffic. In spite of this, however, I will provide no specific protection because the construction for vehicular control, as pro- vicusly set forth, allows a considerable margin of pedi- estrian safety. It is quite true that detours are in order to cross safely but the benefits far outnumber the inconveniences. By referring to the legend in figure 7 the reader my see the approved crossing routes. note that in the process of ”island hopping" it will not be necessary to cross more than two lanes of moving traffic- at one time and at no time will it be necessary to watch for cars from two directions. 'me proper place to cross should be prominently designated and replacement of the curbs with ramps at these places will insure the rapid passage of baby carriages and the like. ten At H.540" however, the situation is more complicated and many dangers confront a pedestrian attempting to cross on the surface. It need not be said that the only way of absolutely insuring safe passage for a pedestrian would be to have some plan whereby all contact between persons and cars is avoided. 1, therefore, advise the construction of an underpass at this point, with entrances aid exits a each side of mum. on the 1.1m, and on the south side of Grand aver. Wei-passes at intersections to the east of mud. .ny or may not be necessary. Econcndcally speaking, no additional under-passes should be constructed until its is evident that there exists a real need. it frequent inter- vals places of clear view should be provided, however, to accomdate the occasional pedestrian. m... provisions, including usemsnded bus stop sites, were «titted from previous drawings for clarity but their locations may be seen on figure 7. ltmtural details of the underpasses will not be undertaken here but general requirements will be described. If at all possible, underpassas should be enterable by . ramps rather than staimays but special attention should be given to keeping the rains free from ice during the winter. Emphasis must be placed on a well-lighted into- rior, waterproz‘s: construction, ventilation, spacicusness, and accessability. To make, the underpass unpleasant to use, for one reason or another, would defeat its purpose, so care in design and construction is essential. All interesting fact which should encourage the use . or pedestrian-vehicle separation is that 959: of the pod- estrian fatalities were people unlicensed to drive. It is evident that now-drivers do not realize the limitations of automobiles. would it not be better in that case to eliminate all contact entirem figures also show that 75% of all pedestrian acci- dents occur between the hours of 5 and 12 1535., the per- iods of dual: and dark. This indicates a'grave necessity for adequate street lighting at night, somthing which is non-existent in East Lansing at the present time. this does not mean that huge glaring lights should be dangling all over, there are many systems of lighfing which are pleasant, efficient, an! ccntributetobeauty as well as safety. ' . more are several more items I would like to mention at this time pertaining to the prepcr application of this plan. , A lane marking device of a type easily seen and dif- ficult to unconsciously violate should be employed. Pos- sibly a slightly elevated row of reflectors or well pro- tested lights could be used. If painted markings cannot be avoided, however, they should be very wide, very brigt, and very conspicuous. It is equally important that they are seen as easily at right as in the day. Bpecial con- sideration must once again be given to the formation of ice or snow which will obliterate markings. Perhaps the best solution would be rapid and effective removal. ins slight elevations previously preposed should not create a skidding hasard under these conditions because the in-. ereased height will not be that noticable and if ligits are used they will probably create enough heat to prevent ice from fencing. ~ n1. temporary stepping and parking areas should be conspicuously designated and elevated, by means of a slight grade, to about three or four inches above the adjacent lane. 'ihis will discourage drivers from enter- ing too fast and also prevent weaving in and out of the bays. special direction signals will be necessary to guide cars into the correct places because of the novelty of a system such as this. Illuminated arrows and large print signs with the emphasis on quick and easy readability . should be used. A long winded messge on a direction sign is of negative value because it detracts attention from the road and says nothing. 'rerse, clear, understand- able directions are the rule, printed on signs suspended. from overhead. ‘ ' he Ins Angeles Regional Planning Omission con- ducted tests to detemine the speed atwhich the greatest I number of cars would pass a given point, taking into con- sideration that the interval between cars increases as speed increases. Their results show that a speed of 83.5 man. at an interval of 33 feet produced the best results. On the basis of their findings 1 will require a speed limit of 85 ELLE. with rigid control exercised. his, I think, takes care of the larger elements of design and control, the rest of that which is necessary for successful operation of this plan is up to the indiv- idual driver and pedestrian, which brings me to the third and final phase of the discussion. A motorist or pedestrian need only go to the nearest busy corner to see um I consider a reeducation necessary for the people before they participate in this plan. In W Opinion, the lack of courtesy, insistence upon right of way, and general selfish attitude of driver is mainly attributable to the evils of the stop and go system. As long as a person is in a car he is dependent on a traffic light, who wouldn't develop a limited vision when it is necessary to keep his eyes glued to a certain spot, wer penalty of the last. me motorist will have to develop a more relaxed position at the wheel, constantly relating himself to surrounding vehicles, and making a note of the requirements of his fellow drivers. Be developing the drivers sense of sportsmanship, I fair play, and regard for the natural laws of traffic he shall be taught to show consideration for pedestrians and fellow motorists. no 'fear of penalty” device which is now used to control people is an insufficient means to get sceperation. An intelligent appeal to the experimental nature of humans should be made. Give the person the feeling of being a part of a fast mble experiment but, by all means, do not antagonize him with threats and warnings or he will instinctively banc. some prepaganda in the newspapers, distribution of pamphlets and general ballyhoo will give rise to an expectant, eager attituie which together With “1" m1 means of control already explained, should make the whole thing successful. m‘ Traffic schools should be organized for incapable drivers under the police departments helpful guidance and not bullying tactics. One day a week should be set aside for the police to apprehend wrong-doing pedestrians and explain quietly and sensibly why they are doing wrong and why it is dangerous. A plan such as this was initiated in South Carolina and pedestrian accidents were reduced . 85% in the first month. lot is be the goal of every policeman to be known and welcomed to everybody and peoples cooperation will than be obtained through the spirit of service to a friend rather than punishment by a bully. his concludes the presentation of this three phase plan for improvement, the next chapter will be devoted to a brief recapitulation. . A GHAPTERV In conclusion I will briefly enumerate the features and expected improvements of the plan. . ‘ mrough traffic is provided with rapid, effcrtless, unobstructed transit through the city while shepping _ traffic has protection and better parking facilities. It lliQt be stated at this point that, at the time this is being written, parking raters for parallel parking are being installed and two more traffic lights are being considered for the city. his shows the firm entrench- nent of the present system of traffic control and rather than improve the situation it 'will mutually further substantiate the necessity for somthing radically dif- ferent. A change could be accomplished easily new but as the city sinks further and further into the depths of convention and the inadequacies become more and more apparent, the transition will because as. difficult. I expect that this plan, if installed now, would increase traffic efficiency "by 800% and would increase available parking space by at least 100$. In addition, accidents should be reduced at least 90$, keeping in mind that the future will hold a great new nore hazards as coniesticn gets worse. It goes without saying that the use of this plan in East Lansing alone would not correct the nations traf- fie 1113 but it would be a beginning, and the full effect would not be felt until it is a part of a couplets net- work. his type of system has found many friends an! all wide uses in the eastern part of the country and has proven very successful, it is not, therefore, unknown and untried. the larger cities such as New York feel the need of better traffic control more and more as the pinch of traffic gets worse. cities in the lad-West are grow- ing rapidly and they too will find revisions necessary . in the near future. East Lansing may have the distinc- tion of being the first city in this section of the country to be tmiy m. commity for the Motor Age.” 00‘ “pa..." .- BIKINI-I‘m Pedestrian Protection .. American mtounobilc Association story efmglmly Traffic Controlnwiliicnl’. Inc A Omprchcncivc city Plan for Flint Michigan . 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