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Transportation
Master Land Use Plan
INTRODUCTION south and east-west directions. Streets
considered (for the purpose of this study)
Purpose have been designated as either
arterial/major streets or collectors.
The Transportation Section of the
Muskegon Master Plan provides an The major east-west streets in the City of
inventory of existing street and Muskegon are:
transportation factors, a determination of
existing and future traffic generators, a Sherman;
determination of road capacities, a Lakeshore;
discussion of other recent traffic studies, an Laketon;
inventory and discussion of major accident Apple; and
intersections, and a recommendation Marquette.
discussion. The purpose of these subunits
is to determine existing traffic conditions The major north-south streets in the City of
within the City of Muskegon, to accurately Muskegon are:
project future conditions and to provide
proper and studied recommendations both Quarterline;
for physical improvements and planning Getty;
and land use control guidance. Wood;
Peck;
Road Transportation System Overview Sanford;
Seaway Drive;
The City of Muskegon is well served by a Henry; and
series of freeways, state highways, major McCracken.
roads and local roads. Muskegon's primary
link to other metropolitan areas in southern Collectors include:
Michigan is by Interstate 96 which
terminates just south of the City. Access to Lakeshore (west of McCracken);
Downtown Muskegon from I-96 is provided Lincoln;
by Seaway Drive (BR-31). I-96 empties McGraft Park;
onto Seaway which provides the most Glenside; and
direct route to the Downtown. Other Creston.
regional access is provided by four lane
limited access (U.S. 31) which is the Refer to the Traffic Volume map for a
primary north-south road for communities depiction of these streets.
along the coast of Lake Michigan and by
Apple Avenue (M-46), a state highway Arterial/Major Streets
providing access to townships and
communities to the east.
Internally, the City is served by a series of
streets that move traffic in general north-
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Master Land Use Plan
Arterial/major streets are those which serve access to neighborhoods, individual home
longer trips within an urban area, sites, and other such properties. Local
sometimes extending beyond municipal streets generally accommodate the lowest
boundaries to connect adjacent population traffic volumes and typically utilize a 25
centers, or more heavily traveled major mph speed limit. Access spacings are on a
streets. Arterial/major streets are designed parcel basis, via driveways, and side streets
for moderate to large traffic volumes tend to be located on a block-by-block
traveling at speeds of 35 to 45 mph. Speed basis. Except for winter months, on-street
limits on major streets outside of the City's parking is the norm. During winter, on-
boundaries may be higher. Conversely, street parking may be limited to a
lower speed limits may be found near designated area or during select hours in
schools and as one enters core Downtown order to accommodate municipal snow
locations. removal.
Some access to
adjacent Commercial
development Corridors
may be
permitted from Many of the
streets of this City's principal
type, but on- arterial/major
street parking streets function
and curb cuts as commercial
are usually corridors. Of
regulated to note are Apple
preserve capacity for vehicle traffic. Avenue, Laketon Avenue, Sherman
Avenue, Getty Street, Peck Street, and
Collector Streets Henry Street. In all cases these systems, and
commercial development, extend into
Collector streets are those which provide Muskegon's neighboring municipalities.
access and mobility within and between Table 5.1 provides a categorical breakdown
smaller residential, commercial, or of the business mix per corridor. The table
industrial areas. Collector streets also includes the absolute number of
accommodate lower traffic volumes and businesses per corridor within the City, as
utilize speeds of 25 to 35 mph. Access well as the number for the associated Metro
spacings and side streets may be closer Area.
together than on major streets, and on-street
parking is often permitted. Of the six corridors, Apple, Sherman , and
Peck experience relatively high
Local Streets concentrations of individual, or focused,
uses.
Local streets include the bulk of the City's
roadway network. Local streets generally Apple Avenue
link to collector streets and provide direct
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Master Land Use Plan
Business Apple Laketon Sherman Getty Peck Henry
Industrial 3.4 6.0 10.0 17.6 --- 6.4
Institutional/Churches 3.4 6.0 --- 3.7 --- ---
Office/Service 63.8a 37.0 64.5b 18.4 88.5b 4.3
Restaurant/Lounge/Bar 5.2 15.0 6.4 5.1 --- 10.6
Retail 17.2 21.0 10.9 16.9 9.8 53.2
Vehicular Repair 6.9 11.0 2.7 18.4 --- 10.6
Vehicular Sales --- 3.0 --- 14.7 --- 10.6
Other --- 1.0 5.5 5.2 1.7 4.3
Number of Businesses per 58 100 110 59 61 47
Corridor - City Portion
Number of Businesses per 231 11 108 77 58 91
Corridor outside City
Portion
Notes: aConcentration of legal offices/attorneys, at eastern end.
bConcentration of medical services. In certain instances, more than one business may be located at the
same address. For instance, a group of (independent) physicians may share a single building complex.
For purposes of the above chart, each physician has been counted as a business.
Table 5.1 Business Type as a Percent of
Total Businesses per Corridor
The westerly portion of Apple Avenue, near along the remainder of the system are
the Muskegon City Hall and Muskegon generally mixed throughout, except for the
county Building, has a concentration of most westerly stretch where residential
professional offices devoted to legal development is found. With the exception
services. This is to be expected given the of Apple Avenue, Sherman possesses the
proximity of the governmental centers and highest number of businesses within the
courts. The second highest category is Metro area. The recent construction of a
retail development. Much of that large retail shopping complex on Sherman,
development is located within close east of U.S. 31, resulted in increased traffic
proximity to the eastern end of Apple, near volumes for Sherman. As development
the U.S. 31 highway. Business around that complex continues, Sherman is
development within these two extremes is likely to experience additional traffic.
relatively modest. The corridor continues
to maintain a large percentage of single Peck Street
family residential development.
Due to the presence of Hackley Hospital,
Sherman Boulevard Peck Street experiences heavy
concentrations of medical service uses.
Sherman Boulevard possesses a high These include physician offices and various
concentration of medical service uses, health agencies. Other corridor uses
generally in close proximity to Mercy include legal services, mortuary services,
Hospital. These include physician offices and small pockets of retail. Although 61
centered about the hospital campus. Uses businesses exist along the corridor, many
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Master Land Use Plan
are housed in larger, well-maintained, older several bikeway construction phases. The
homes. As such, the corridor exhibits a project is being funded, in part, by the State
residential character. of Michigan.
Getty Street Henry Street
Once a street comprised of many homes, Henry Street has a rather large retail
Getty Street has become a collection of component, however, over the past decade
industrial, automotive, and retail uses. this system has experienced some
Throughout its length (including those areas modification in use and demand. Once
beyond Muskegon's borders), Getty has considered the prime commercial corridor,
approximately 25 vehicular repair/body Henry Street has not been able to maintain
shops, 20 used car dealerships, and 29 pace with some of the newer retail areas
industrial establishments. Interspersed occurring along Harvey Street (Norton
among these are retail and service uses and Shores/Fruitport Township) and U.S.
a declining number of homes. Much of the 31/Sherman (City of Muskegon and
corridor has developed in full strip Fruitport Township). Notwithstanding the
commercial fashion. Modifying that is not above, Henry Street does possess a strong
practical at this time, nor in the foreseeable retail base. We recommend that the
future. existing base be strengthened by orienting
future development to retail, restaurant, and
Laketon Avenue consumer service (e.g., banks, credit
unions, hair salons, etc.) uses. Wholesale
With the exception of those areas lacking operations, manufacturing, vehicular repair,
sufficient lot depth to construct modern assembly halls, storage, and other such uses
commercial facilities (e.g., former Grand should be discouraged.
Trunk Railroad/CSX right-of-way) and the
large enclaves of active industrial property, As future development occurs along the
Laketon Avenue has also developed in strip above road systems, we recommend that
commercial fashion. As with Getty, greater attention be given to streetscape and
reversing that trend would be difficult. overall site design efforts. To ensure that
this happens, the City Zoning Ordinance
Several Laketon Avenue business and should include detailed standards for site
property owners have recently voiced a landscaping, signage, lighting, access, and
desire to form a task force to investigate buffering protection for residential home
ways to beautify Laketon and strengthen its sites lying contiguous to commercial and
image as a prime, and highly attractive industrial development. One of the major
corridor. Efforts are underway to initiate problems with development occurring
that effort. In addition to possible task force along each of the corridors is a failure to
improvements, the City is currently require adequate buffering between
implementing a bikeway/trail beautification commercial uses and adjoining residential
project along the north side of Laketon, homes.
between Getty and Hoyt. This is the first of
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Master Land Use Plan
Existing Traffic Counts An inventory of the major and selected
collector streets has been prepared using
Shown on the Traffic Volume map are the AADT data and identifying the year from
most recent traffic counts taken within the which the data originates. Projections to
City for major streets. Traffic counts were AADT were then performed based on
taken between the years 1988 and 1995 by varied non-compounded growth factors per
either the Michigan Department of year and compiled in five-year increments
Transportation or the City of Muskegon. to the year 2020.
The data identifies primary travel patterns
within the City, using comparable In reviewing the AADT data, the year 1988
benchmarks. provided a good deal of measurements, that
were often repeated in the year 1993 or
Traffic counts are reported using the Annual 1995. The year 1995 is used to project
Average Daily Traffic (AADT) count. The growth rates, verses earlier periods. Recent
AADT is a derived number in that it is a census data supports that Muskegon County
computation obtained from a sample count. is just starting to grow, and it is anticipated
that traffic data adjusted from 1995 counts
For a true annual daily average, a count of will give supportable volumes.
vehicles would have to be taken for 365
days and the total divided by 365. Since Growth Areas
this is relatively difficult, costly, and time
consuming, the AADT is usually based on Growth factors were applied based on the
counts of 24, 48, or 72 hours and up to a likelihood that the following major
week with the result factored, or multiplied, developments will occur during the time
by the known variations between the days period of the present to the year 2020.
in the week and the months in the year.
The result then is a close approximation to Continued commercial developments
the real number. along Sherman east of U.S. 31, the
Westshore Plaza.
Traffic count patterns obtained over several
years when utilized with land use and other Commercial developments along
data, can be effective tools in determining a Sherman west of U.S. 31 and Getty.
roadway corridor's suitability for
development. In addition, traffic counts are Proposed industrial park south of
useful for determining priority of needs in Laketon between Getty and U.S. 31.
funding highway improvements, measuring
the adequacy of existing roadways, Growth of Muskegon Charter
evaluating accident data, judging the Township, Egelston Township, and
necessity for traffic control devices, and other communities east of U.S. 31
planning operational improvements. affecting Apple, Marquette, and
Laketon.
Traffic Count Projections
Proposed commercial development at
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City of Muskegon 4 5
Transportation
Master Land Use Plan
Sherman and Getty.
Potential development south of
Sherman at Lake Michigan.
Continued development of Harbour
Towne and undeveloped property to
the west on Sand Products land.
Large potential to significantly develop
the Downtown area, lakeshore, and
properties to the north of Downtown.
Potential to develop large for industrial
properties along Lakeshore and Seaway
Drives, north and south of Downtown.
Projections of AADT are contained in Table
5.2.
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City of Muskegon 4 6
Table 5.2 Existing AADT Along Major and Collector Streets
Projections of Growth to the Year 2020
Existing Projected AADT
Street From - To Growth
Factor AADT Year 2000 2005 2010 2015 2020
Sherman East of U.S. 31 1 12,025 93 12,815-13,425 13,456-14,768 14,129-16,244 14,835-17,869 15,577-19,656
31 to Getty 1 17,826 93 18,717-19,609 19,653-21,569 20,636-23,726 21,668-26,099 22,751-28,709
Seaway to Henry 1 22,211 92 23,322-24,432 24,487-26,875 25,712-29,562 26,998-32,519 28,347-35,771
Henry to Glenside 2 11,033 93 11,033-11,585 11,033-12,164 11,033-12,772 11,033-13,411 11,033-14,081
Glenside to McCracken 2 19,618 93 19,618-20,599 19,618-21,629 19,618-22,710 19,618-23,846 19,618-25,038
McCracken to Lincoln 2 9,602 91 9,602-10,082 9,602-10,586 9,602-11,116 9,602-11,671 9,602-12,254
Lincoln to Westerly 2 8,890 93 8,890-9,335 8,890-9,801 8,890-10,291 8,890-10,806 8,890-11,346
Laketon Sheridan to U.S. 31 1 15,207 - 14,028 92-95 15,967-16,728 16,766-18,400 17,604-20,241 18,484-22,265 19,408-24,491
U.S. 31 to Getty 2 23,468 93 23,468-24,641 23,468-25,873 23,468-27,167 23,468-28,525 23,468-29,952
Getty to Wood 2 24,111 93 24,111-25,317 24,111-26,582 24,111-27,911 24,111-29,307 24,111-30,772
Wood to Peck 2 25,428 94 25,428-26,699 25,428-28,034 25,428-29,436 25,428-30,908 25,428-32,453
Peck to Seaway 2 20,835 93 20,835-21,879 20,835-22,970 20,835-24,119 20,835-25,325 20,835-26,591
Seaway to Henry 2 18,798 93 18,798-19,738 18,798-20,725 18,798-21,761 18,798-22,849 18,798-23,911
Henry to Lakeshore 2 14,835 89 14,835-15,577 14,835-16,356 14,835-17,173 14,835-18,032 14,835-18,934
Apple Quarterline to U.S. 31 2 32,780 88 32,780-34,419 32,780-36,140 32,780-37,947 32,780-39,844 32,780-41,837
U.S. 31 to Creston 2 24,700 88 24,700-25,935 24,700-27,232 24,700-28,593 24,700-30,023 24,700-31,524
Creston to Getty 2 16,600 - 16,000 88-95 16,600-17,430 16,600-18,302 16,600-19,217 16,600-20,177 16,600-21,186
Getty to Wood 2 14,000 88 14,000-14,700 14,000-15,435 14,000-16,207 14,000-17,017 14,000-17,868
Wood to Muskegon 2 12,600 88 12,600-13,230 12,600-13,892 12,600-14,586 12,600-15,315 12,600-16,081
Marquette Quarterline to U.S. 31 1 6,555 93 6,883-7,571 7,227-8,328 7,588-9,161 7,968-10,077 8,366-11,085
Master Land Use Plan
City of Muskegon 4 7
Table 5.2 Existing AADT Along Major and Collector Streets
Projections of Growth to the Year 2020
Existing Projected AADT
Street From - To Growth
Factor AADT Year 2000 2005 2010 2015 2020
Getty to Wood 1 3,850 93 4,043-4,447 4,245-4,892 4,457-5,381 4,680-5,919 4914-6,511
Wood to Seaway 1 5,601 92 5,881-6,61 6,175-6,777 6,484-7,455 6,808-8,200 7,148-9,020
Lakeshore Northeasterly of Laketon 1 2,978 92 3,127-3,276 3,283-3,604 3,447-3,964 3,620-4,360 3,801-4,796
Laketon to McCracken 1 10,456 92 10,979-11,502 11,528-12,652 12,104-13,917 12,709-15,309 13,345-16,839
McCracken to Cottage
Grove 1 9,800 88 10,290-10,780 10,805-11,858 11,345-13,044 11,912-14,348 12,508-15,783
Cottage Grove to
Edgewater 1 7,723 93 8,109-8,495 8,515-9,345 8,940-10,279 9,387-11,307 9,857-12,438
Quarterline North of Marquette 1 5,194 93 5,454-5,713 5,726-6,285 6,013-6,913 6,313-7,605 6,629-8,365
South of Marquette 1 7,437 92 7,809-8,181 8,199-8,999 8,609-9,899 9,070-10,889 9,492-11,977
Creston Apple to Laketon 2 7,765 93 7,765-8,153 7,765-8561 7,765-8,989 7,765-9,438 7,765-9,910
Getty Access Highway to
Marquette 2 4,202 93 4,202--4,412 4,202- 4,633 4,202- 4,864 4,202- 5,108 4,202- 5,363
Marquette to Apple 2 8,108 95 8,108-8,513 8,108-8,939 8,108-9386 8,108-9,855 8,108-10,348
Apple to Laketon 1 11,709 - 11,629 91-93 12,294-12,880 12,909-14,168 13,555-15,585 14,232-17,143 14,944-18,857
Laketon to Sherman 2 20,893 93 20,893-21,938 20,893-23,034 20,893-24,106 20,893-25,396 20,893-26,665
Wood Apple to Laketon 1 3,981 93 4,180-4,379 4,389-4,817 4,609-5,299 4,839-5,229 5,081-6,411
Laketon to South 2 6,083 93 6,083-6,387 6,083-6,707 6,083-7,042 6,083-7,394 6,083-7,764
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City of Muskegon 4 8
Table 5.2 Existing AADT Along Major and Collector Streets
Projections of Growth to the Year 2020
Existing Projected AADT
Street From - To Growth
Factor AADT Year 2000 2005 2010 2015 2020
Peck North of Laketon 2 6,865 94 6,865-7,208 6,865-7,569 6,865-7,947 6,865-8,344 6,865-8,762
South of Laketon 2 6,243 92 6,243-6,555 6,243-6,883 6,243-7,227 6,243-7,588 6,243-7,968
Sanford North of Laketon 2 5,048 94 5,048-5,300 5,048-5,565 5,048-5,844 5,048-6,136 5,048-6,443
South of Laketon 2 6,028 93 6,028-6,329 6,028-6,646 6,028-6,978 6,028-7,327 6,028-7,693
Seaway Marquette to Eastern 1 Both Ways 22,700 88 23,835-24,970 25,027-27,467 26,279-30,214 27,592-33,235 28,970-36,559
Webster - Terrace to
Washington 3 One Way 13,903 95 8,650 9,083 9,537 10,013 10,514
Muskegon - Terrace to
Washington 3 One Way 13,606 95 8,250 8,663 9,096 9,550 10,028
Washington to Laketon 1 Both Ways 28,800 88 30,240-31,680 31,752-34848 33,370-38,333 35,007-42,166 36,757-46,383
Laketon to Sherman 1 Both Ways 32,800 88 34,440-36,080 36,162-39,688 37,970-43,657 39,867-48,022 41,862-52,824
Henry Laketon to Sherman 2 11,557 92-93 11,557-12,135 11,557-12,742 11,557-13,379 11,557-14,048 11,557-14,750
Barclay Laketon to Sherman 2 5,706 93 5,706-5,991 5,706-6,291 5,706-6,605 5,706-6,936 5,706--7,282
Glenside McGraft Park to Sherman 2 3,401 93 3,401-3,571 3,401--3,750 3,401-3,937 3,401-4,134 3,401--4,341
McGraft Park Lakeside to Glenside 2 6,012 93 6,012-6,313 6,012--6,628 6,012-6,960 6,012-7,308 6,012-7,673
McCracken Lakeshore to Sherman 2 3,105 93 3,105-3,260 3,105-3,423 3,105-3,594 3,105-3,774 3,105-3,963
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City of Muskegon 4 9
Table 5.2 Existing AADT Along Major and Collector Streets
Projections of Growth to the Year 2020
Existing Projected AADT
Street From - To Growth
Factor AADT Year 2000 2005 2010 2015 2020
Lincoln Lakeshore to Sherman 2 4,165 93 4,165-4,373 4,165--4,592 4,165-4,822 4,165-5,063 4,165-5,316
Growth Factors:
1: 1% - 2% non-compounded growth per year
2: 0% - 1% non-compounded growth per year
3: Readjusted based on Shoreline Drive Traffic Impact Analysis then grown at a rate of 1% per year after 2000
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In general, traffic moving east and west were then completed assuming a Level of
travels Apple, Laketon, and Sherman roads, Service (LOS) of no worse than C with
using Henry, Getty and Seaway Drive to appropriate generalized signal attributes
travel north and south. The east-west roads corresponding with LOS C. Level of
are heavily traveled, at or near their design Service may be ranked from A to F with A
capacity (see below), and future potential representing the highest level of efficiency
developments are expected to have major pursuant to movement, safety, and the like.
effects on these roads, as they are adjacent Level F represents a high degree of
to or directly downstream of future inefficiency resulting from congestion, high
development. accident rates, and the like. Level of
Service C represents an acceptable level of
Capacity roadway efficiency and is generally used for
planning purposes. In some instances,
To understand the effects of increased Level of Service D is used when
traffic, using the growth assumptions determining acceptable levels of efficiency.
previously defined, roadway volumes were For purposes of this analysis, the higher
compared to existing capacity. efficiencies supported by LOS C were used.
Computations were carried out in
The capacity of a roadway includes several conformance with reference materials as
considerations. A field survey was per H.C.M. (Highway Capacity Manual)
accomplished to identify number of traffic 1994, and results indicated as "Existing
lanes available, posted speed limits, and Capacity" in Table 5.3.
general street classifications. Capacities
Table 5.3 Projected Traffic Volume and Capacity
Street From - To Year 2020 Existing
Volumes Capacity Deficiency
Sherman East of U.S. 31 15,577-19,656 23,740
31 to Getty 22,271-28,709 23,740 4,969
Seaway to Henry 28,347-35,771 20,950 7,397-14,821
Henry to Glenside 11,033-14,081 22,350
Glenside to McCracken 19,618-25,038 22,350
McCracken to Lincoln 9,602-12,254 22,350
Lincoln to Westerly 8,890-11,346 10,415
Laketon Sheridan to U.S. 31 19,408-24,491 22,344 2,936-7,147
U.S. 31 to Getty 23,468-29,952 23,344 128-7,608
Getty to Wood 24,111-30,772 20,950 3,161-9,822
Wood to Peck 25,428-32,453 20,950 4,478-11,503
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Table 5.3 Projected Traffic Volume and Capacity
Street From - To Year 2020 Existing
Volumes Capacity Deficiency
Peck to Seaway 20,835-26,591 20,950 5,641
Seaway to Henry 18,798-23,911 20,950 2,961
Henry to Lakeshore 14,835-18,934 20,950
Apple Quarterline to U.S. 31 32,780-41,837 23,740 9,040-18,097
U.S. 31 to Creston 24,700-31,524 20,950 3,750-10,574
Creston to Getty 16,600-21,186 20,950
Getty to Wood 14,000-17,868 20,950
Wood to Muskegon 12,600-16,081 20,950
Marquette Quarterline to U.S. 31 8,366-11,085 18,820
Getty to Wood 4,914-6,511 18,820
Wood to Seaway 7,148-9,020 18,820
Lakeshore Northeasterly of Laketon 3,801-4,796 10,470
Laketon to McCracken 13,345-16,839 10,470 2,875-6,369
McCracken to Cottage Grove 12,508-15,783 10,470 2,038-5,313
Cottage Grove to Edgewater 9,857-12,438 10,470 1,968
Quarterline North of Marquette 6,629-8,365 11,170
South of Marquette 9,492-11,977 22,350
U.S. 31 Between Marquette and Apple 55,000
North of Sherman 55,000
Creston Apple to Laketon 7,765-9,910 10,475
Getty Access Highway to Marquette 4,202-5,363 11,170
Marquette to Apple 8,108-10,348 10,475
Apple to Laketon 11,709-18,857 20,954
Laketon to Sherman 20,893-26,665 20,954 5,711
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Table 5.3 Projected Traffic Volume and Capacity
Street From - To Year 2020 Existing
Volumes Capacity Deficiency
Wood Apple to Laketon 5,081-6,411 10,475
Laketon to South 6,083-7,764 11,025
Peck North of Laketon 6,865-8,762 11,025
South of Laketon 6,243-7,968 11,025
Sanford North of Laketon 5,048-6,443 11,025
South of Laketon 6,028-7,693 11,025
Seaway Marquette to Eastern 28,972-36,559 49,980
Webster - Terrace to Washington 10,514 23,520
Muskegon - Terrace to Washington 10,028 23,520
Washington to Laketon 36,757-46-383 47,040
Laketon to Sherman 41,862-52,824 47,040 5,784
Henry Laketon to Sherman 11,557-14,750 20,950
Barclay Laketon to Sherman 5,706-7,282 10,475
Glenside McGraft Park to Sherman 3,401-4,341 8,820
McGraft Park Lakeside to Glenside 6,012-7,673 8,820
McCracken Lakeshore to Sherman 3,105-3,963 8,820
Lincoln Lakeshore to Sherman 4,165-5,316 8,820
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Frequency of Accidents the attached map. Also reported was
Property Damage Only (PDO) accidents
Accidents at intersections have been and Injury Accidents. The top
compiled for the five-year period between intersection/accident locations by number
June of 1990 through December of 1995. were ranked. Table 5.4 indicates the
The results are through the Michigan number of accidents during the five-year
Accident Locations Index (MALI) system study period, the combined AADT of the
and were provided by the Muskegon two intersection streets, the intensity rate of
County Road Commission. Intersections accidents per 1,000,000 vehicles and the
that experienced 40 or more accidents rank based on the intensity of accidents.
during the five-year period were plotted on
1990-1995 Location Combined Rate Accidents/ Rank Accidents/
Number of AADT 1,000,000 1,000,000
Accidents
120 Henry-Sherman 33,768 1.960 4
92 Getty-Laketon 45,004 1.120 13
76 Northbound Seaway-Laketon 36,935 1.127 12
72 Getty-Apple 28,309 1.389 9
69 Peck-Laketon 31,671 1.193 10
66 Henry-Laketon 30,355 1.191 11
64 Third-Muskegon 15,903 2.222 2
62 First-Muskegon 22,242 1.538 6
61 Third-Webster 16,200 2.08 3
60 Fourth-Muskegon * * *
58 Creston-Apple 32,465 0.980 15
57 Southbound Seaway-Sherman 38,311 0.810 17
54 Marquette-Muskegon 16,951 1.500 7
52 Quarterline-Marquette 11,749 2.330 1
50 Wood-Laketon 31,511 0.869 16
48 Southbound Seaway-Laketon 33,198 0.792 18
46 McCracken-Sherman 22,723 1.110 14
46 Wood-Apple 17,981 1.402 8
45 Sanford-Laketon 31,456 0.783 19
40 Sherman-Lincoln 13,767 1.592 5
Table 5.4 Ranked Intersection Accidents
* AADT data not available for Fourth Street.
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The results of ranking the intensity of The Shoreline Drive project while
accidents indicates a high rate of accidents presenting opportunities for enhanced
at the Quarterline-Marquette intersection development of the Downtown waterfront,
and at the First, Third, and Fourth street also may present challenges if it becomes
intersections with Muskegon and Webster the preferred "through" route for
streets. As might be expected, the busy Downtown. Part of the strategy for
east-west streets (Sherman, Laketon, and revitalizing and redeveloping Muskegon's
Apple) and their intersections with the Downtown involves creating a synergy
north-south streets (Seaway, Getty, and between existing Downtown anchors such
Henry) provided 38 percent of the as the mall and new development or
accidents reported in Table 5.4. A large redevelopment along the waterfront. This
number of accidents is indicative of, among synergy or "cross traffic" is expected in
other factors, congested roadways. large part to be of a pedestrian nature. If
Shoreline Drive is to have high traffic
Shoreline Drive volumes it may frustrate easy and safe
access between uses on both sides of the
The City of Muskegon has initiated the street. If high volumes do occur on new
Shoreline Drive street project in Downtown Shoreline Drive, design alternatives for
Muskegon. This project involves taking a creating safe pedestrian crossings may
part of Terrace Street along the lakeshore become more complex and result in higher
and creating a new extension which would costs.
efficiently connect with Seaway Drive north
and south of the Downtown. This project is The City through physical design, one or
designed to open up the Downtown two-way designation, and traffic control
waterfront area for more development devices has the opportunity to influence
opportunity through improved access. This which street becomes the preferred route
project also improves access routes through through Downtown. Until the Shoreline
the Downtown in general. The Shoreline Drive project was initiated the one-way pair
Drive project due to its efficient connection of Muskegon and Webster Streets has
with Seaway provides a continuous access served as the primary through route. Due
route along the Muskegon Lake shoreline to years of operation as the primary route
from the west end of the City all the way to and as a one-way system many design and
U.S. 31. This project also offers access business locations decisions have been
options to Seaway Drive traffic entering made. Design issues may involve driveway
Downtown from the south. With the design and on-site circulation. Business
completion of Shoreline Drive such traffic location decisions may have been made
wishing to pass through Downtown will based on past and current traffic volumes.
have the option to use Muskegon Street Any decision relating to changes in the
which is a one-way street passing through one-way system or changes to traffic control
the heart of Downtown, or pick up devices to create a preferred route should
Shoreline Drive which will provide an take into account the impact to current
alternative route through Downtown along businesses as well as planned future uses.
the lakeshore.
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As a part of design of the second and final decisions regarding the routing of traffic, it
phase of Shoreline Drive, a traffic impact will along with other activities as
analysis was prepared by the traffic recommended in the
consulting firm of Ed Swanson & Associates "Downtown/Lakeshore Redevelopment
to determine Shoreline's impact on Plan" increase opportunity for opening up
Muskegon and Webster streets. Currently, the Downtown waterfront for new
these two one-way streets carry between development and redevelopment efforts.
13,900 to 13,600 vehicles per day. The As proposed in the Downtown/Lakeshore
Swanson impact study attached as Figure Redevelopment Plan there are proposed
4.1 indicates that Webster would carry five new project focus areas including:
8,650 AADT and Muskegon would carry Public Recreation District; Maritime Market
8,250 AADT. This volume of traffic was Place; Marina/Restaurant/Office District;
then projected to the year 2020 and it is Lakeshore PUD; and Enterprise Center.
seen that these volumes are handled by a Each of these districts are proposed for
two or three lane roadway configuration. intensive uses in the areas of recreation
(public and private), commercial business,
We recommend that the status of Muskegon residential development, and industry.
and Webster Streets not be changed until Details on the uses being proposed are
one to two years after the opening of included in the Downtown Plan, however,
Shoreline Drive. This time frame would it is important to note in this plan the
allow for a reasonable period to assess the significance of the Shoreline Drive project
change in travel patterns produced by in increasing the likelihood that these
Shoreline Drive, and we recommend that proposed projects will become a reality.
Shoreline Drive be designated the business The Shoreline Drive project adds the asset
route at the earliest opportunity. If a two of "easy accessibility" to the already
lane cross section is used later on existing assets of Muskegon Lake frontage
Muskegon and Wester Streets, the unused and adjacent activity centers such as the
width (20-22 feet) can be used for either Muskegon Mall, Holiday Inn, Frauenthal
parking, greenspace, or enhanced Theater, and Walker Arena.
pedestrian travel, depending on
neighborhood priorities. From a safety The Shoreline Drive project can be
standpoint it would be better to not have considered successful to the degree that it
on-street parking, although such parking will improve traffic accessibility to the point
might result in reduced speeds. Whatever at which Downtown waterfront property is
safety benefit is derived from the lower perceived to be marketable for the uses
speeds would be outweighed by the lack of proposed. If the City chooses to make
clear vision for drivers to see other vehicles improvements to promote Shoreline Drive
and especially pedestrians. It is anticipated as the primary "through" route (i.e.
that short turning lanes could be provided minimizing traffic signals, and maximizing
at intersections as appropriate. the progression of traffic), that would not be
objectionable as long as safe and easy
Although the Shoreline Drive Project pedestrian crossings can be designed into
presents some new challenges and the project.
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We recommend that for a period of one somewhat of an isolated environment, and
year the City open Shoreline Drive with the reduce synergy between uses as discussed
signals and timing set to establish a above. MDOT has worked with other
somewhat equal traffic distribution between communities to accomplish access to
the one-way pair and Shoreline. This will Downtown destinations and we believe that
provide a period of time in which the City the loop system will unify the Downtown,
can assess both the positive and negative not only to vehicular traffic but to
impacts to business and traffic along both pedestrians as well.
routes. Then following such an assessment,
the decision can be made to undertake Public Transit
further improvements to promote the routes
based on an existing database. Public transit within the Muskegon
Metropolitan Area is provided primarily by
Shoreline Drive and Pedestrian Access. Muskegon Area Transits System (MATS),
which has been operated by Muskegon
The planned realignment of Terrace at County since 1974. MATS provides regular
Shoreline, as discussed in the Downtown fixed route service on six routes, six days a
Plan, may be the best opportunity for week and on three trolley routes operating
developing a good visual and functional only in the summer. MATS also operates a
connection for pedestrians between the demand-responsive "Go Bus" service for
Downtown and the waterfront. The design seniors and handicapped persons. The
of this realignment should include strong fixed route service operates Monday
pedestrian connections consistent with a through Friday between 7:00 a.m. and 6:00
pedestrian activity pathway. A strong p.m. and on Saturday between 10:00 a.m.
connection would include a wide walk, and 6:00 p.m. Four of the six routes operate
preferably 10-12 feet, and located so heavy on a 30 minute headway and the remaining
pedestrian usage does not significantly two have one hour headways. All routes
interfere with the operation of the have a one hour headway on Saturday.
Downtown vehicular loop or unnecessarily There are two buses on each of the routes
with Shoreline Drive. having a 30 minute headway and one bus
on each of the routes having a one hour
If the Shoreline pedestrian/bicycle crossing headway. All routes but one meet
at Third and Terrace are not Downtown for transfers. It is believed that
constructed/reconstructed to be more user MATS is currently meeting public transit
friendly, isolation may be a problem. This needs and has the ability to respond to
may especially be a concern if MDOT takes increased or changes in demand.
over Shoreline as the business route after
fixing Muskegon/Webster and turning them The City of Muskegon provides
back over to the City. MDOT will likely be demand-responsive "Senior Taxi" service to
much more concerned with a smooth City residents who are 65 years old or
vehicular operation than accommodating older. The service operates Monday
pedestrian needs. Overhead crossings may through Saturday from 8:00 a.m. to 4:00
be a solution but would still result in p.m.
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RECOMMENDATIONS Study with MDOT the feasibility of an
additional ramp at Marquette to serve
Specifics the growing area around Muskegon
Community College.
Designate Laketon as the principal east
and west route. Construct to five lanes Implement the Downtown loop to
wide with right turn lanes, install state- provide for a unifying effect for the
of-the-art signals, timed to route traffic Downtown area - widen Houston to
on Laketon, and implement access three lanes.
controls. Preserve the ability to utilize
the abandoned railroad right-of-way to Access Management
expand Laketon to a six lane road with
boulevard. Establish setbacks for new Definition and Importance of Access
construction to anticipate a six lane Management
road - see proposed recommended
cross-section (see Figure 7.2) Access management is defined as "a
process that provides or manages access to
Extend Henry north of Laketon as a land development (driveways and street
commercial corridor and as a direct intersections) while simultaneously
connection to Downtown, through preserving the flow of the traffic on the
Western. surrounding road system in terms of safety,
capacity and speed." Achieving this goal
Designate Muskegon and Webster as requires a careful balancing act in the
three lanes wide Downtown and two application of access design standards and
lanes wide with left turn lanes in the regulations.
historic district, south of Downtown.
Streetscape the historic district in a turn Access management is most important
of the century mode. along collector streets, major streets, and
highway/freeway systems. In particular it is
Implement access control on Apple, important for commercial areas found along
Henry, Getty, and Sherman. these types of streets. Too many driveways
can confuse drivers, who become uncertain
Encourage access to the Downtown as to when turns into or out of driveways
through the north and south will be made. Too many driveways result
connections with Seaway at U.S. 31 in a large number of turning movements
and I-96. and conflict points, increasing the potential
for traffic accidents. In addition when there
Encourage Shoreline as the principal are no turn lanes, each turning vehicle
route to Downtown with strong access slows traffic and reduces the carrying
controls, collector routes, timed signals, capacity of the road.
and year round landscape. The principal design techniques used in
access management focus on the control
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and regulation of the spacing and design of: Locate traffic signals to facilitate traffic
driveways and streets; medians and median movement
openings; traffic signals; and freeway
interchanges. Maintain a hierarchy of roadways by
function
Benefits of Access Management.
Limit direct access on higher speed
The benefits of a good access management roads
program include:
A discussion of each of these principles is
Reduce Crashes and Crash Potential given below:
Preserve Roadway Capacity and the Limit the number of conflict points:
Useful Life of Roads When the number of potential conflict
points between turning vehicles
Decrease Travel Time and Congestion increases, so do the opportunities for
traffic crashes. Intersections typically
Improve Access to Properties have the most points of potential
conflict. This is certainly confirmed by
Coordinate Land Use and the accident data contained earlier in
Transportation Decisions this section.
Improve Air Quality Good access management can reduce
conflict points. Medians eliminate
Maintain Travel Efficiency many conflict points by limiting
opportunities for left turns. Directional
Increased Economic Development median openings can also safely
Potential provide for controlled access with few
conflict points. When medians are
Basic Principles of Access Management. used, nearly every driveway becomes
right-in and right-out only with just two
Six basic principles are used to achieve the conflict points.
benefits of access management. They
include: Separate Conflict Points: Traffic
conflicts can also be reduced by
Limit the number of conflict points separating conflict points. Effective
ways include establishing minimum
Separate conflict points distances between intersections,
intersections and driveways, and
Separate turning volumes from through between driveways. These minimum
movements distances give motorists longer reaction
time and improve safety.
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Street intersections should be spaced a acceptable or even desirable when
minimum of 300 feet apart, closest weighing safety considerations against
right-of-way line to closest right-of-way site constraints. We do not recommend
line. incorporating these standards into a
regulatory document without a final
Restricted access driveways (right-in, review and recommendation by a traffic
right-out) should be maintained a engineer.
minimum of 100 feet from any street
intersection (closest right-of-way line to Other separation strategies include use
centerline of driveway). of a frontage road whereby one access
point can serve several businesses, and
Posted Speed Distance Between Driveways use of joint access driveways whereby
25 mph 145 feet two businesses use the same driveway.
30 mph 185 feet Separate Turning Volumes From
35 mph 245 feet Through Movements
40 mph 300 feet
45 mph 350 feet Vehicles typically slow before turning.
When turning vehicles are removed
Table 5.5 Speed and Recommended from the main flow of traffic, traffic
Driveway Distances speed is better maintained. In addition
Full movement driveways should be to maintaining speed, roadway
maintained a minimum of 125 feet from capacity is preserved and accident potential
a local or collector street intersection, is reduced. The differences in speed
and 250 feet if adjacent to a major between through vehicles and turning
street intersection (closest right-of-way vehicles is also reduced, which also creates
line to centerline of driveway). safer driving conditions. Separate right and
left turn lanes, carefully spaced median
Distance between driveways (measured openings, and frontage roads are access
centerline to centerline) should be management design tools that serve this
based on the posted speed for the street purpose.
involved. The following distances are
recommended: Locate Traffic Signals To Facilitate Traffic
Movement
Driveways which are on opposite sides
of the street should be directly aligned When a major street has poorly spaced and
when feasible, and offset a minimum of uncoordinated signals, traffic safety, road
150 feet when not possible. capacity and traffic speed can be severely
hampered. Distances of one-half mile or
The above standards should be more between signals are desirable. Good
considered general guidelines. Slight access management includes evaluating
increases or decreases to these signal spacing and developing a program to
standards may be found to be maintain or change spacing or signal
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progression to achieve safety, travel speed appropriate access controls should be put
and capacity objectives. into effect for all City streets.
Establish a Street Classifications System Limit Direct Access on Higher Speed Streets
It is important for a City to establish a street The greatest benefit of access management
classification system which establishes a is preserving the functional integrity of high
function for each street. For the City of speed, high capacity streets. This benefit is
Muskegon we have assigned each of the achieved by limiting direct access to these
City's streets into the categories of local, streets. By permitting access only at
collector, and major streets. Each of these signalized intersections or other public
classifications has a function as described streets along the street (rather than at each
above. Access management standards abutting property) the public investment in
consistent with street function protects the street is best preserved. Fewer street
investments in existing streets, businesses, widenings will be needed in the future,
and residential areas. More access control traffic speeds will be maintained, and
measures are needed as one moves up crashes will be reduced.
through the classification system from local
street to major street.
For Muskegon, access controls are most
important for major streets, and particularly
for commercial areas along major streets.
Focus areas for access management in
Muskegon include:
Sherman Boulevard (Black Creek to
Getty)
Sherman Boulevard (Seaway Drive to
McCracken)
Laketon Avenue (U.S. 31 to Getty)
Laketon Avenue (Seaway Drive to
Barclay)
Apple Avenue (East City limit to Getty)
Getty Street (South City limit to Apple
Avenue)
Peck (South City limit to Downtown)
Seaway Drive (in its entirety)
Henry (South City limit to Laketon)
While the access control along the above
street segments will be the most effective,
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