East Sibley Street Reconstruction Howell, Michigan
Birchler Arroyo Associates (now part of Giffels Webster)
Grissim Metz Andriese HRC Engineers
Background and Overview • The City of Howell is planning to reconstruct E. Sibley Street between Michigan Avenue and National Street. • The reconstruction project, planned for 2009, will include complete replacement of the road surface, new water main, sanitary sewer enhancement, new curb and gutter, and new storm sewer.
The Design Team
The City of Howell has hired the consultant team of Grissim Metz Andriese Associates, Birchler Arroyo Associates, Inc., and Hubbell, Roth & Clark, Inc. to assist with the E. Sibley Street Reconstruction project.
Public Input And Concept Design Schedule Public Input Workshop, May 12, 2008, 6:30-9:00 PM, City Council Chambers This program will feature a brief educational overview and group discussions related to the E. Sibley Street reconstruction project. Public Input Workshop & Presentation, May 22, 2008, 6:00-8:00 PM, City Council Chambers This program will begin with an informal open house from 6:00-7:00 PM, where participants may informally speak with City staff and members of the design team. At 7:00 PM, the design team will make a formal presentation and receive comments and answer questions from the audience. Presentation to City Council, June 9, 2008, 7:00 PM, City Council Chambers
S. Michigan Avenue
Background and Overview
E. Sibley Street
Background and Overview S. Barnard
Office E. Sibley Fowler
Downtown Mixed Use McCarthy
S. Michigan
S. Court
West Segment
Residential
Background and Overview Elm
E. Sibley
Commercial
Residential Bush
Office
South
East Segment
Copyright Aerodatainc
E a s t S ib l e y S t r e e t
Examples of Traffic Calming Techniques
Page 4
C i t y o f H owe l l
Tr a f f i c C a l m i n g There are many ways that the physical design of a roadway can serve to “calm” traffic. Without calming measures, a roadway can have a “wide-open” feel, which encourages motorists to travel at higher speeds. With effective traffic calming tools, the roadway design elements can impact driver behavior and announce that the roadway corridor is intended to serve other users, including pedestrians and bicyclists. Figure 4 (right) shows a local residential street with mature street trees along both sides of the roadway. In contrast, Figure 5 shows a residential street devoid of street trees. A motorist will adjust his or her speed to reflect the impact that features such as street trees have on the perceived safe speed to travel.
Figure 6. Traffic calming with on-street parking and street trees
Figure 7. Traffic calming with lane striping / bike lanes
The sidebar to the left shows just a few of the many techniques Figure 4. Tree-lined street that can be used for traffic calming. Figure 6 shows the use of on-street parking and street trees to calm traffic. Striping a roadway to narrow lanes and providing separate bike lines is shown in Figure 7. Intersections can be narrowed to shorten pedestrian cross times and provide a more “closed-in” feeling to approaching motorists (Figure 8). Mid-block crossings for pedestrians, with bulb-out treatments and other landscaping, can also be an effective method to provide safe crossing areas, notify motorists that pedestrians are in the area, and calm traffic via the bulb-out effect. The E. Sibley Street Design Team will be evaluating traffic calming measures as part of the road design process. Input from the public will be sought at the public workshops scheduled Figure 5. Local street without in May (see below). street trees
Public Input
N E W L O C A T I O N : Public input workshops and presentations to be held in the City Council Chambers, City Hall, 611 E. Grand River.
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Figure 8. Traffic calming with intersection bulb-outs and on-street parking
Public Input Workshop & Presentation, May 22, 2008, 6:00-8:00 PM, City Council Chambers This program will begin with an informal open house from 6:00-7:00 PM, where participants may informally speak with City staff and members of the design team and review design concepts for E. Sibley Street. At 7:00 PM, the design team will make a formal presentation and receive comments and answer questions from the audience. Presentation to City Council, June 9, 2008, 7:00 PM, City Council Chambers The design team will make a formal presentation of the recommended E. Sibley Street design concept before the Howell City Council.
Figure 9. Traffic calming with mid-block pedestrian bulb-out crossing locations and on-street parking
The City of Howell has hired the consultant team of Grissim Metz Andriese Associates, Birchler Arroyo Associates, Inc., and Hubbell, Roth & Clark, Inc. to assist with the E. Sibley Street Reconstruction project. The Design Team includes engineers, city planners, transportation planners, and landscape architects. All graphics and photographs (excluding aerial in Figure 3) were created by Birchler Arroyo Associates, Inc.
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E . S i b l e y S t r e e t t o b e Re c o n s t r u c t e d The City of Howell is planning to reconstruct E. Sibley Street between Michigan Avenue and National Street. The reconstruction project planned for 2009 will include complete replacement of the road surface, installation of a new water main, improvements to the sanitary sewer, replacement of the curb and gutter, and installation of a new storm sewer. The project is also expected to implement traffic calming measures and improve pedestrian circulation. Street lighting may also be upgraded as part of the reconstruction project. The City of Howell is seeking input from residents and business owners along the E. Sibley Street corridor. Several opportunities are available to participate in public input sessions throughout the month of May 2008. For more information on the public input process, see page 4.
As part of the reconstruction design process, the City of Howell is seeking input from residents and business owners along the E. Sibley Street corridor. Interested residents, property owners, and business owners are encouraged to attend the following events: Public Input Workshop, May 12, 2008, 6:30-9:00 PM, City Council Chambers This program will feature a brief educational overview that will focus on issues such as walkability, benefits of grid street systems, traffic calming, factors that influence speed, etc. After the educational program, participants will break into small groups and discuss design issues related to the E. Sibley Street reconstruction project.
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Existing conditions along E. Sibley Street, near Bush Street
Important Dates May 12 - Scheduled appointments with stakeholders May 12 - Public Input Workshop 6:30-9:00 PM May 22 - Public Input Workshop and Presentation 6:00-8:00 PM June 9 - Presentation to City Council 7:00 PM NEW LOCATION: Public input workshops and presentations to be held in the City Council Chambers, City Hall, 611 E. Grand River.
Key Factors T hat Inf luence Roadway Character The function and design of a roadway have significant impacts on vehicular traffic, pedestrian traffic, and the nearby built environment.
connectivity and 2) road design and adjacent development have on quality of life, traffic circulation, and placemaking.
Some roads, such as freeways, are designed with moving traffic as the number one priority, with no consideration given to pedestrians. Others, such as local neighborhood streets, are designed to primarily provide access to adjacent properties and provide low-speed connections to other more intensive roadways These local streets often place a high priority on the pedestrian environment through both design and function.
Function and Connectivity Sibley Street is situated in downtown Howell, running parallel to Grand River Avenue, east of S. Michigan Avenue. It is part of a connected road network, where there are many links to other roads, much like a historic grid pattern of streets (see Figure 1). In contrast, many areas developed throughout Michigan in the 1960s through the 1990s were built using a hierarchy of roads, with many dead-end streets
The following provides a brief overview of the impact that 1) road function and
(Continued on page 2)
Key Factors T hat Inf luence Roadway Character (continued)
Increased roadway connectivity can reduce the number of vehicle miles traveled, reduce congestion, improve walking and bicycling, and provide a framework for transit. For example: A denser connected network provides choices to travelers: when one route is too slow, other nearby routes are available. A denser network at a small town scale spreads out traffic so that most streets in the network can be limited to just two lanes wide, which is more pedestrian friendly. Multiple travel choices in a connected network can mean that most traffic signals operate with just two phases (e.g., north-south traffic moves, then east-west traffic). When traffic is concentrated on certain roads in a sprawling network, multiple signal phases are necessary for left-turning traffic, which is much less efficient and takes away through traffic capacity. A connected network with shorter blocks sets the framework for lower travel speeds. Ironically, traffic studies have shown that a roadway has its greatest capacity to carry traffic when travel speeds are 25-30 mph. A network of dense, connected streets has more capacity that the same street area arranged in a sprawling hierarchy of streets (Kulash, 1990).
Increased connectivity, shorter blocks, and lower speeds all work to provide an environment that is more pedestrian friendly. A two-lane roadway within Arterial Roadway a grid pattern provides a stark contrast with a fivelane roadway with a 45 – 50 mph speed limit. Traffic modeling has shown that a connected road network reduces vehicle miles traveled Figure 1. A traditional connected grid system, such as Howell’s (VMT) by 57 percent downtown, provides the opportunity for motorists to have multiple compared with routes, and it connects various land uses without requiring travel on conventional hierarchyan arterial street. based designs (Kulash, Anglin, & Marks, 1990). A grid pattern from 50 feet to 70 feet wide, the typical is typically associated with a mix of choices are as follows: land uses, and with more shopping choices and schools located within Three-lane section, with one through walking distance from neighborhoods. lane in each direction plus center turn The ability to park once and achieve lane and no on-street parking several goals (e.g., eat, shop, bank, Two-lane section with no on-street etc.) is realized. parking, widening to a three-lane Road Design and Development Form section at major intersections When a street is constructed, a Two-lane section with on-street parking municipality has many choices within the on one or both sides of the road road right-of-way that will influence is appeal, capacity, and safety to both Other alternatives include a boulevard motorists and pedestrians. In addition, section, with one lane in each direction the regulatory framework governing separated by a narrow median, with no private development abutting the road on-street parking, or the same boulevard right-of-way, typically reflected in the section, with lanes wide enough to accommodate on-street parking. The zoning code, will also impact the area. incorporation of bike lanes directly For most local or collector streets that are abutting the two through lanes is another constructed within a right-of-way ranging alternative. (Continued on page 3)
E . S i b l e y S t r e e t Tr a f f i c
Over 98 percent of vehicles on E. Sibley Street are passenger cars. Large trucks
Figure 3. Aerial View with 2008 Traffic Data
Key Factors T hat Inf luence Roadway Character (continued) Big Box Commercial
Benefits, Specific Applications,” by Dan Burden (www.walkable.org):
Reduced and more appropriate traffic speeds– Urban street Parking trees create vertical walls Comm that frame streets and ercial Arteria provide a defined edge. l Ro a d wa y Safer walking environment – The visual walls and defined edges help to announce that the road right-of-way is a Figure 2. A hierarchal road network provides a system of roads ranging from extremely low volume (cul-de-sacs) to high volume shared space with people (arterials). It often requires travel on an arterial road to access a and landscaping, not a different land use. freeway. Better placemaking – Trees define a From the perspective of greatest space for pedestrians that is separated functionality for all users of the road from moving vehicles by landscaping. right-of-way, the options that provide for Less drainage infrastructure – Trees on-street parking are highly desirable absorb the first 30% of most because 1) parked cars buffer moving precipitation through their leaf system, traffic from pedestrians, 2) on-street allowing evaporation back into the parking serves abutting land uses, and 3) atmosphere. An addition percentage is parked cars serve to “calm” through held by the root system. traffic, typically resulting in lower speeds. When on-street parking is not provided, Protection from rain, heat and sun – the street appears to be more open and For light rains, pedestrians find less motorists tend to feel more comfortable need for rain protection under trees. traveling at higher speeds. Temperature differentials of 5 – 15 degrees are found when walking under Roadside friction is a term that applies to tree canopied streets. A properly many of the various elements that can shaded neighborhood can reduce impact driver speed and behavior. energy bills for a household from 15-35 Landscaping is another key factor that percent. influences driver behavior. Increase value – Realtor-based estimates of street tree versus non The following benefits of trees are street tree comparable streets reflect a excerpted from “Urban Street Trees, 22 Parking
$15-25,000 increase in home or business value when street trees are present. Longer pavement life – Studies show that urban street trees can add from 40–60 percent more life to costly asphalt. This is due to reduced heating (less expansion/contraction of asphalt). Development impacts and roadside friction are also influenced by building placement and building height. When reduced front setbacks are provided and structures exceed one story in height, it frames the roadway and further defines the edge, often leading to additional traffic calming. This is particularly evident in the heart of the urban core, where there is no front setback and multiplestory buildings are common. References Burden, Dan, “Urban Street Trees: 22 Benefits, Specific Applications, Walkable Communities, Inc. Summer 2006. Kulash, Walter, Joe Anglin, and David Marks (1990), “Traditional Neighborhood Development: Will the Traffic Work?” Development, July / August 1990, pp. 21-24. Kulash, Walter, “Traditional Neighborhood Development: Will the Traffic Work?”, presentation at the 11th Annual Pedestrian Conference, Bellevue, WA, October 1990.
For more information, visit: www.walkable.org www.walkablestreets.com www.vtpi.org/tdm
and busses comprise 0.5 percent or less of total traffic. See Figure 3 below for additional 2008 traffic data. E. Sibley Street Approaching Bush Average Daily Traffic = 5,579 vehicles 85th Percentile Speed = 27.2 mph westbound, 29.3 mph eastbound
tion al
South
Na
S. Barnard
E. Sibley Street Approaching Fowler Average Daily Traffic = 4,490 vehicles 85th Percentile Speed = 24.2 mph westbound, 20.1 mph eastbound
S. Court
Page 3
Elm
(cul-de-sacs) with low volumes of traffic and other streets (collectors and arterials) burdened with high volumes of traffic at relatively high speeds.
E a s t S ib l e y S t r e e t
Co lle c to r
E a s t S ib l e y S t r e e t
Park ing C om me rcia l
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Bush
Fowler
r
McCarthy
Fai
S. Michigan
E. Sibley
Copyright Aerodatainc
Key Factors T hat Inf luence Roadway Character (continued)
Increased roadway connectivity can reduce the number of vehicle miles traveled, reduce congestion, improve walking and bicycling, and provide a framework for transit. For example: A denser connected network provides choices to travelers: when one route is too slow, other nearby routes are available. A denser network at a small town scale spreads out traffic so that most streets in the network can be limited to just two lanes wide, which is more pedestrian friendly. Multiple travel choices in a connected network can mean that most traffic signals operate with just two phases (e.g., north-south traffic moves, then east-west traffic). When traffic is concentrated on certain roads in a sprawling network, multiple signal phases are necessary for left-turning traffic, which is much less efficient and takes away through traffic capacity. A connected network with shorter blocks sets the framework for lower travel speeds. Ironically, traffic studies have shown that a roadway has its greatest capacity to carry traffic when travel speeds are 25-30 mph. A network of dense, connected streets has more capacity that the same street area arranged in a sprawling hierarchy of streets (Kulash, 1990).
Increased connectivity, shorter blocks, and lower speeds all work to provide an environment that is more pedestrian friendly. A two-lane roadway within Arterial Roadway a grid pattern provides a stark contrast with a fivelane roadway with a 45 – 50 mph speed limit. Traffic modeling has shown that a connected road network reduces vehicle miles traveled Figure 1. A traditional connected grid system, such as Howell’s (VMT) by 57 percent downtown, provides the opportunity for motorists to have multiple compared with routes, and it connects various land uses without requiring travel on conventional hierarchyan arterial street. based designs (Kulash, Anglin, & Marks, 1990). A grid pattern from 50 feet to 70 feet wide, the typical is typically associated with a mix of choices are as follows: land uses, and with more shopping choices and schools located within Three-lane section, with one through walking distance from neighborhoods. lane in each direction plus center turn The ability to park once and achieve lane and no on-street parking several goals (e.g., eat, shop, bank, Two-lane section with no on-street etc.) is realized. parking, widening to a three-lane Road Design and Development Form section at major intersections When a street is constructed, a Two-lane section with on-street parking municipality has many choices within the on one or both sides of the road road right-of-way that will influence is appeal, capacity, and safety to both Other alternatives include a boulevard motorists and pedestrians. In addition, section, with one lane in each direction the regulatory framework governing separated by a narrow median, with no private development abutting the road on-street parking, or the same boulevard right-of-way, typically reflected in the section, with lanes wide enough to accommodate on-street parking. The zoning code, will also impact the area. incorporation of bike lanes directly For most local or collector streets that are abutting the two through lanes is another constructed within a right-of-way ranging alternative. (Continued on page 3)
E . S i b l e y S t r e e t Tr a f f i c
Over 98 percent of vehicles on E. Sibley Street are passenger cars. Large trucks
Figure 3. Aerial View with 2008 Traffic Data
Key Factors T hat Inf luence Roadway Character (continued) Big Box Commercial
Benefits, Specific Applications,” by Dan Burden (www.walkable.org):
Reduced and more appropriate traffic speeds– Urban street Parking trees create vertical walls Comm that frame streets and ercial Arteria provide a defined edge. l Ro a d wa y Safer walking environment – The visual walls and defined edges help to announce that the road right-of-way is a Figure 2. A hierarchal road network provides a system of roads ranging from extremely low volume (cul-de-sacs) to high volume shared space with people (arterials). It often requires travel on an arterial road to access a and landscaping, not a different land use. freeway. Better placemaking – Trees define a From the perspective of greatest space for pedestrians that is separated functionality for all users of the road from moving vehicles by landscaping. right-of-way, the options that provide for Less drainage infrastructure – Trees on-street parking are highly desirable absorb the first 30% of most because 1) parked cars buffer moving precipitation through their leaf system, traffic from pedestrians, 2) on-street allowing evaporation back into the parking serves abutting land uses, and 3) atmosphere. An addition percentage is parked cars serve to “calm” through held by the root system. traffic, typically resulting in lower speeds. When on-street parking is not provided, Protection from rain, heat and sun – the street appears to be more open and For light rains, pedestrians find less motorists tend to feel more comfortable need for rain protection under trees. traveling at higher speeds. Temperature differentials of 5 – 15 degrees are found when walking under Roadside friction is a term that applies to tree canopied streets. A properly many of the various elements that can shaded neighborhood can reduce impact driver speed and behavior. energy bills for a household from 15-35 Landscaping is another key factor that percent. influences driver behavior. Increase value – Realtor-based estimates of street tree versus non The following benefits of trees are street tree comparable streets reflect a excerpted from “Urban Street Trees, 22 Parking
$15-25,000 increase in home or business value when street trees are present. Longer pavement life – Studies show that urban street trees can add from 40–60 percent more life to costly asphalt. This is due to reduced heating (less expansion/contraction of asphalt). Development impacts and roadside friction are also influenced by building placement and building height. When reduced front setbacks are provided and structures exceed one story in height, it frames the roadway and further defines the edge, often leading to additional traffic calming. This is particularly evident in the heart of the urban core, where there is no front setback and multiplestory buildings are common. References Burden, Dan, “Urban Street Trees: 22 Benefits, Specific Applications, Walkable Communities, Inc. Summer 2006. Kulash, Walter, Joe Anglin, and David Marks (1990), “Traditional Neighborhood Development: Will the Traffic Work?” Development, July / August 1990, pp. 21-24. Kulash, Walter, “Traditional Neighborhood Development: Will the Traffic Work?”, presentation at the 11th Annual Pedestrian Conference, Bellevue, WA, October 1990.
For more information, visit: www.walkable.org www.walkablestreets.com www.vtpi.org/tdm
and busses comprise 0.5 percent or less of total traffic. See Figure 3 below for additional 2008 traffic data. E. Sibley Street Approaching Bush Average Daily Traffic = 5,579 vehicles 85th Percentile Speed = 27.2 mph westbound, 29.3 mph eastbound
tion al
South
Na
S. Barnard
E. Sibley Street Approaching Fowler Average Daily Traffic = 4,490 vehicles 85th Percentile Speed = 24.2 mph westbound, 20.1 mph eastbound
S. Court
Page 3
Elm
(cul-de-sacs) with low volumes of traffic and other streets (collectors and arterials) burdened with high volumes of traffic at relatively high speeds.
E a s t S ib l e y S t r e e t
Co lle c to r
E a s t S ib l e y S t r e e t
Park ing C om me rcia l
Page 2
Bush
Fowler
r
McCarthy
Fai
S. Michigan
E. Sibley
Copyright Aerodatainc
E a s t S ib l e y S t r e e t
Examples of Traffic Calming Techniques
Page 4
C i t y o f H owe l l
Tr a f f i c C a l m i n g There are many ways that the physical design of a roadway can serve to “calm” traffic. Without calming measures, a roadway can have a “wide-open” feel, which encourages motorists to travel at higher speeds. With effective traffic calming tools, the roadway design elements can impact driver behavior and announce that the roadway corridor is intended to serve other users, including pedestrians and bicyclists. Figure 4 (right) shows a local residential street with mature street trees along both sides of the roadway. In contrast, Figure 5 shows a residential street devoid of street trees. A motorist will adjust his or her speed to reflect the impact that features such as street trees have on the perceived safe speed to travel.
Figure 6. Traffic calming with on-street parking and street trees
Figure 7. Traffic calming with lane striping / bike lanes
The sidebar to the left shows just a few of the many techniques Figure 4. Tree-lined street that can be used for traffic calming. Figure 6 shows the use of on-street parking and street trees to calm traffic. Striping a roadway to narrow lanes and providing separate bike lines is shown in Figure 7. Intersections can be narrowed to shorten pedestrian cross times and provide a more “closed-in” feeling to approaching motorists (Figure 8). Mid-block crossings for pedestrians, with bulb-out treatments and other landscaping, can also be an effective method to provide safe crossing areas, notify motorists that pedestrians are in the area, and calm traffic via the bulb-out effect. The E. Sibley Street Design Team will be evaluating traffic calming measures as part of the road design process. Input from the public will be sought at the public workshops scheduled Figure 5. Local street without in May (see below). street trees
Public Input
N E W L O C A T I O N : Public input workshops and presentations to be held in the City Council Chambers, City Hall, 611 E. Grand River.
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Figure 8. Traffic calming with intersection bulb-outs and on-street parking
Public Input Workshop & Presentation, May 22, 2008, 6:00-8:00 PM, City Council Chambers This program will begin with an informal open house from 6:00-7:00 PM, where participants may informally speak with City staff and members of the design team and review design concepts for E. Sibley Street. At 7:00 PM, the design team will make a formal presentation and receive comments and answer questions from the audience. Presentation to City Council, June 9, 2008, 7:00 PM, City Council Chambers The design team will make a formal presentation of the recommended E. Sibley Street design concept before the Howell City Council.
Figure 9. Traffic calming with mid-block pedestrian bulb-out crossing locations and on-street parking
The City of Howell has hired the consultant team of Grissim Metz Andriese Associates, Birchler Arroyo Associates, Inc., and Hubbell, Roth & Clark, Inc. to assist with the E. Sibley Street Reconstruction project. The Design Team includes engineers, city planners, transportation planners, and landscape architects. All graphics and photographs (excluding aerial in Figure 3) were created by Birchler Arroyo Associates, Inc.
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E . S i b l e y S t r e e t t o b e Re c o n s t r u c t e d The City of Howell is planning to reconstruct E. Sibley Street between Michigan Avenue and National Street. The reconstruction project planned for 2009 will include complete replacement of the road surface, installation of a new water main, improvements to the sanitary sewer, replacement of the curb and gutter, and installation of a new storm sewer. The project is also expected to implement traffic calming measures and improve pedestrian circulation. Street lighting may also be upgraded as part of the reconstruction project. The City of Howell is seeking input from residents and business owners along the E. Sibley Street corridor. Several opportunities are available to participate in public input sessions throughout the month of May 2008. For more information on the public input process, see page 4.
As part of the reconstruction design process, the City of Howell is seeking input from residents and business owners along the E. Sibley Street corridor. Interested residents, property owners, and business owners are encouraged to attend the following events: Public Input Workshop, May 12, 2008, 6:30-9:00 PM, City Council Chambers This program will feature a brief educational overview that will focus on issues such as walkability, benefits of grid street systems, traffic calming, factors that influence speed, etc. After the educational program, participants will break into small groups and discuss design issues related to the E. Sibley Street reconstruction project.
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Existing conditions along E. Sibley Street, near Bush Street
Important Dates May 12 - Scheduled appointments with stakeholders May 12 - Public Input Workshop 6:30-9:00 PM May 22 - Public Input Workshop and Presentation 6:00-8:00 PM June 9 - Presentation to City Council 7:00 PM NEW LOCATION: Public input workshops and presentations to be held in the City Council Chambers, City Hall, 611 E. Grand River.
Key Factors T hat Inf luence Roadway Character The function and design of a roadway have significant impacts on vehicular traffic, pedestrian traffic, and the nearby built environment.
connectivity and 2) road design and adjacent development have on quality of life, traffic circulation, and placemaking.
Some roads, such as freeways, are designed with moving traffic as the number one priority, with no consideration given to pedestrians. Others, such as local neighborhood streets, are designed to primarily provide access to adjacent properties and provide low-speed connections to other more intensive roadways These local streets often place a high priority on the pedestrian environment through both design and function.
Function and Connectivity Sibley Street is situated in downtown Howell, running parallel to Grand River Avenue, east of S. Michigan Avenue. It is part of a connected road network, where there are many links to other roads, much like a historic grid pattern of streets (see Figure 1). In contrast, many areas developed throughout Michigan in the 1960s through the 1990s were built using a hierarchy of roads, with many dead-end streets
The following provides a brief overview of the impact that 1) road function and
(Continued on page 2)