MULTI-MODAL TRANSPORTATION BOARD THURSDAY, April 21, 2016 6:00 PM CITY COMMISSION ROOM 151 MARTIN STREET, BIRMINGHAM

1. Roll Call

2. Introductions

3. Review of the Agenda

4. Approval of Minutes, Meeting of February 11, 2016

5. Hamilton Ave. & Park St. Intersection

6. Crosswalk Pavement Marking Standards

7. 2016 Asphalt Resurfacing Program Review

8. Meeting Open to the Public for items not on the Agenda

9. Miscellaneous Communications

10. Adjournment

Notice: Due to Building Security, public entrance during non-business hours is through the Police Department—Pierce St. Entrance only. Individuals with disabilities requiring assistance to enter the building should request aid via the intercom system at the parking lot entrance gate on Henrietta St.

Persons with disabilities that may require assistance for effective participation in this public meeting should contact the City Clerk’s Office at the number (248) 530-1880, or (248) 644-5115 (for the hearing impaired) at least one day before the meeting to request help in mobility, visual, hearing, or other assistance.

Las personas con incapacidad que requieren algún tipo de ayuda para la participación en esta sesión pública deben ponerse en contacto con la oficina del escribano de la ciudad en el número (248) 530-1800 o al (248) 644-5115 (para enos un dia antes de la reunión para solicitar ayuda a la movilidad, visual, auditiva, o de otras asistencias. (Title VI of the Civil Rights Act of 1964). CITY OF BIRMINGHAM MULTI-MODAL TRANSPORTATION BOARD THURSDAY, FEBRUARY 11, 2016 City Commission Room 151 Martin Street, Birmingham, Michigan

Minutes of the regular meeting of the City of Birmingham Multi-Modal Transportation Board held Thursday, February 11, 2015.

Chairperson Johanna Slanga convened the meeting at 6:03 p.m.

1. ROLL CALL

Present: Chairperson Johanna Slanga; Board Members Vionna Adams, Amy Folberg, Amanda Warner

Absent: Board Members Lara Edwards, Andy Lawson, Michael Surnow

Administration: Jana Ecker, Planning Director Austin Fletcher, Asst. City Engineer Mario Mendoza, Recording Secretary Paul O'Meara, City Engineer

Also Present: Mike Labadie & Julie Kroll from Fleis & Vandenbrink (“F&V”),Transportation Engineering Consultants

2. INTRODUCTIONS

The newest board member, Amy Folberg, Resident at Large Position, was welcomed.

3. REVIEW AGENDA (no change)

4. APPROVAL OF MINUTES, MEETING OF NOVEMBER 1, 2015

Chairperson Slanga: Page 3 - Fifth paragraph from the bottom, third line, replace "stop" with "yield."

Multi-Modal Transportation Board Proceedings February 11, 2015 Page 2

Moved and seconded to approve the Minutes of November 5, 2015 as amended.

Motion carried, 4-0.

5. NEIGHBORHOOD CONNECTOR ROUTE

Mr. O'Meara recalled that at their meeting November 23, 2016 the City Commission reviewed the Multi-Modal Transportation Board ("MMTB") recommendation for a Neighborhood Connector Route. At that time, the following suggestions were made:

1. There was a preference for installing signs only at each point where the route turns, using the bike symbol and an arrow, while keeping the signage to a minimum. Also, a visual was requested of the specific bike symbol sign and arrow suggested.

2. Extend the Oak St. bike lanes another block to the east to include the section between Lakepark Dr. and Lakeside Dr. (The existing pavement is wide enough to support this with new striping).

3. That all property owners along the newly impacted streets be notified about the meeting being held in front of the MMTB.

Considering the above modifications, the Commission asked for a final review and recommendation by the MMTB.

Mr. O'Meara provided a picture of the proposed signage that uses the symbol of a bike along with an arrow. He thought that extending the Oak St. bike lanes is a good idea. Lastly, about 500 letters went out to apprize all of the property owners along the bike route about what is happening and notify them about this meeting.

The chairperson opened discussion up to the public regarding the connector route.

Ms. Ann Rosenaugh, 579 Chesterfield, was concerned with adding the markings along Chesterfield because of the condition of the street. It is a very dangerous street for bikers to ride on. The edges are all potholes. The chairperson explained the markings indicate that bikes and vehicles will be sharing the same section of pavement. Bikes have to abide by the same laws as a car.

Ms. Julie Sutherland, 787 Oakland, received confirmation that parking will not change in the connecting areas. Further, she asked if widening the median on Multi-Modal Transportation Board Proceedings February 11, 2015 Page 3

Woodward Ave. by the Holiday Inn Express has been considered. Mr. O'Meara responded the City certainly could do that if it becomes a demonstrated issue.

Ms. Geri Sardi, 384 Chesterfield, received information that this route will be a facility for citizens of Birmingham to use if they want to ride around town.

Moved and Seconded to recommend to the City Commission the implementation of a Neighborhood Connector Route in accordance with the attached map, installing bike symbol signs and arrows at each turning point, sharrow pavement markings at the beginning of each segment, and extension of the bike lane on Oak St. between Lakepark Dr. and Lakeside Dr. Further, to include information about the route on the City’s website, and to notify all relevant websites that contain information relative to bike paths and routes.

The chairperson asked for comments on the motion from members of the public.

Ms. Pat Andrews, 235 Chesterfield, noted that in the fall people put out their leaves for pick-up along Oak St. Therefore the bike paths cannot be used during that time.

Motion carried, 4-0.

VOICE VOTE Yeas: Adams, Folberg, Slanga, Warner Nays: None Absent: Edwards, Lawson, Surnow

6. TORRY NEIGHBORHOOD SIDEYARD CROSSWALKS VILLA AVE. TO HAYNES AVE.

Mr. O'Meara recalled the City Commission reviewed the recommendation of the Multi-Modal Transportation Board ("MMTB") at their meeting of December 14, 2015. The following comments were raised at that time:

1. The City Commission asked that the entire sideyard easement system be reviewed for improvements, rather than just the Haynes Ave. and Torry St. intersection.

2. Comment was raised relative to the advisability of keeping the existing ramp on the north side of the Haynes Ave. intersection.

Based on the above, the following is now proposed, starting from the north, and moving south: Multi-Modal Transportation Board Proceedings February 11, 2015 Page 4

Villa Ave. – The City is currently planning to pave Villa Ave. later this summer, so improvements are required at this intersection as a part of that project. In order to update the Yankee Ave. intersection to current standards, handicap ramps and marked crosswalks are now proposed. It was discussed that the crosswalk will run right into a residential driveway. Due to the circumstances, this cannot be avoided.

Hazel Ave. – The existing pavement markings at the crosswalk will be removed and replaced with the more current design using straight lines parallel to traffic. This just updates the paint method. No changes will be made to the existing ramps.

Bowers Ave. – Updated pavement markings will be installed, similar to Hazel Ave.

Haynes Ave. – The plan presented previously has been updated to reflect the fact that a tree previously in front of 1591 Haynes Ave. has since been removed. Marked crosswalks are now planned on both sides of the intersection. Now that a crosswalk is planned on both sides, it is recommended that the existing ramp in the middle of the intersection be removed.

This will make all four streets consistent with each other, as well as making them safer for pedestrians and bicyclists.

In accordance with the Commission’s wishes, the property owners adjacent to these changes have been notified about this meeting.

Moved and Seconded that the MMTB recommends the following changes to the sideyard easement sidewalk system located within the Torry Neighborhood, as follows: - Villa Ave. – Install new handicap ramps at all four corners of the Yankee Ave. intersection and install marked crosswalks, as part of the Villa Ave. Paving Project. - Hazel Ave. – Remove and replace the existing crosswalk pavement markings with current City standard (continental style). - Bowers Ave. - Remove and replace the existing crosswalk pavement markings with current City standard (continental style). - Haynes Ave. - Install new handicap ramps at all four corners of the Torry St. intersection and install marked crosswalks, as part of the Webster Ave./Torry St. Paving Project.

Motion carried, 4-0.

Multi-Modal Transportation Board Proceedings February 11, 2015 Page 5

VOICE VOTE Yeas: Adams, Folberg, Slanga, Warner Nays: None Absent: Edwards, Lawson, Surnow

7. BUMPOUT (CURB EXTENSION) POLICY

Mr. O'Meara noted that at the City Commission review of the Multi-Modal Transportation Board ("MMTB") on January 11, 2016, the following comments were made relative to the policy submitted:

1. The MMTB should review their recommendation after having the opportunity to consider the additional information provided for the City Commission.

2. The policy should provide direction on when to install midblock bumpouts.

3. The policy should provide direction on what size radius the arced section of the corner should have.

4. The policy should clarify that every street project will be reviewed on an individual basis both by the MMTB and the City Commission.

Where specific guidelines are provided, they tend to agree with the AASHTO standards, as well as what was already recommended by the MMTB. City staff recommends that the Association of State Highway and Transportation Officials ("AASHTO") standards continue to be the guidelines that are prioritized, given that they represent standard accepted practices within the United States.

Ms. Ecker advised the guidelines the board recommended to the City Commission last time are not only consistent with AASHTO standards; but in fact they are also consistent with the following publications:

• Urban Street Design Guide, National Association of City Transportation Officials (“NACTO”); • Designing Walkable Urban Thoroughfares: A Context Sensitive Approach, Institute of Transportation Engineers (“ITE”); and • Best Design Practices for Walking and Bicycling in Michigan, Michigan Department of Transportation (“MDOT”).

The other big issue that the Commission talked about was curb bumpouts, not just at intersections but also for a mid-block crossing where there are significant Multi-Modal Transportation Board Proceedings February 11, 2015 Page 6 pedestrian generators that are situated relatively far from an intersection. They wanted something in the policy that specifically addresses mid-block crossings. A bumpout could also be installed as a traffic calming mechanism (no crosswalk) where there is a speeding problem as identified by the public.

'Designing Walkable Urban Thoroughfares' says that curb extension radii should be designed to allow street cleaning vehicles to reach and turn all inside and outside corners. Normally this requires a radius of 15 ft. Therefore, the curb extension policy recommendation is consistent with that.

Moved and Seconded that the MMTB after reviewing the additional resources and information provided by staff, recommends to the City Commission the approval of the modified bumpout policy as attached.

Motion carried, 4-0.

VOICE VOTE Yeas: Adams, Folberg, Slanga Warner Nays: None Absent: Edwards, Lawson, Surnow, Tatuch

8. HAMILTON AVE. BUMPOUT DESIGN

Mr. O'Meara said that in September the City Commission approved the Hamilton Ave. design the way the MMTB had recommended it but replacing the 4 ft. bumpouts with 6 ft. bumpouts, as the new policy mandates. The project has been designed and put out for bid. Construction is planned to start in late March. With respect to large truck turns, Mr. O'Meara summarized that neither the 4 ft. nor the 6 ft. bumpouts work that well at Park and Hamilton. This design will make it slightly worse. However, since these turns should not be made on a regular basis (given the normal route of trucks in the area), it should not be a big problem.

On the far east block, Mr. O'Meara suggested keeping the southern sidewalk improvement, but keeping it as a 4 ft. encroachment instead of the 6 ft. now shown on the plan. The design as shown would require southbound Woodward Ave. trucks turning right to have conflicts with both sides of the street to make the turn. Since this would be a common turn for trucks, and since speeds and the potential for crashes is greater where Woodward Ave. is involved, and finally since MDOT would also have to approve this, it is recommended that the 4 ft. encroachment design be left as is. The MMTB agreed.

Multi-Modal Transportation Board Proceedings February 11, 2015 Page 7

Moved and Seconded to accept all curb extensions from 4 ft. to 6 ft. except at the northwest corner of Woodward Ave. and Hamilton Ave. where the 4 ft. extension will be maintained.

Motion carried, 4-0.

VOICE VOTE Yeas: Adams, Folberg, Slanga Warner Nays: None Absent: Edwards, Lawson, Surnow, Tatuch

9. AD HOC RAIL DISTRICT COMMITTEE

Ms Ecker reported the City Commission considered the Multi-Modal Transportation Board’s ("MMTB") S. Eton Rd. recommendations at their meeting of November 23, 2015. After hearing comment from the public, they were not ready to approve the package as presented. With that in mind, the City Commission endorsed creating an ad hoc seven member board. They felt that considerations for on-street and off-street parking, not just for S. Eton Rd., but for the Rail District in general, was something that needed further study. Also road design initiatives, multi-modal uses, neighborhood input, and existing plans and findings should be considered. The committee's findings and recommendations would be compiled into a single report to be presented to the City Commission by December, 2016.

In order to obtain expertise from various stakeholders, it is requested that a volunteer from the MMTB be named to represent the MMTB interests at this committee. Ms. Edwards has indicated she is interested in serving on the Ad Hoc Rail District Committee.

Motion by Ms. Warner Seconded by Ms. Adams that the MMTB recommends that Lara Edwards be named as the MMTB representative for the AD Hoc Rail District Committee.

Motion carried, 4-0.

VOICE VOTE Yeas: Warner, Adams, Folberg, Slanga Nays: None Absent: Edwards, Lawson, Surnow

10. MEETING OPEN TO THE PUBLIC FOR ITEMS NOT ON THE AGENDA (no one spoke) Multi-Modal Transportation Board Proceedings February 11, 2015 Page 8

11. MISCELLANEOUS COMMUNICATIONS (items in the packet)

12. ADJOURNMENT

No further business being evident, the chairperson adjourned the meeting at 7:20 p.m.

Jana Ecker, Planning Director

Paul O'Meara, City Engineer

MEMORANDUM

Engineering Dept. DATE: April 14, 2016

TO: Multi-Modal Transportation Board

FROM: Paul T. O’Meara, City Engineer

SUBJECT: Hamilton Ave. & Park St. Intersection

As you know, Hamilton Ave. and one block of Park St. are currently being reconstructed. During the approval stage, the design of the project was reviewed by the City Commission. A member of the Commission commented on the unique traffic controls at this intersection, and asked that we consider having northbound Park St. stop as a part of the reconstruction of this road. The following memo discusses this question.

Background for Park St. – Hamilton Ave. to Maple Rd.

In the late 1960’s, the City made the creation of a Ring Road around the Central Business District a priority. Through traffic on Maple Rd. was higher then, and it was built to provide through vehicles and trucks an alternate, hopefully quicker way to travel through this area. The first block of Park St. north of Maple Rd. did not exist until 1970, and was formed through the bisection of a City owned parking lot and right-of-way condemnation. This block has several unique features:

• The road is signed for one way traffic, with three northbound lanes and no parking. • The left lane must turn left on to Hamilton Ave. so that Park St. can become two-way north of Hamilton Ave. • The only way to enter this block is from westbound Maple Rd.

These features were designed to make it more desirable for vehicles to use Ring Road, and make Maple Rd. more of a local destination. The City was never satisfied that the Ring Road was used as much as hoped. In 1990, a federally funded project was constructed to enhance Ring Road at several points. Even so, usage of Ring Road fell short of expectations.

In 1996, the 2016 Downtown Birmingham Master Plan was prepared by a planning firm headed by Andres Duany. One of the more significant recommendations of the plan was to dismantle the Ring Road system so that the various streets that were used for it could become more retail and pedestrian oriented. Most of the recommendations of the Master Plan have now been implemented. In 2007, there was serious discussion that a Hilton Inn would be constructed at the northwest corner of Maple Rd. and Woodward Ave. The five story hotel was designed such that the main entrance to the hotel would be on Park St. Through the planning process, the developer agreed that they would reconstruct the Maple Rd. & Park St. intersection to allow this block of Park St. to operate as a two-way street, with southbound Park St. being forced to turn right on Maple Rd. using STOP sign control. (The existing signal at Maple Rd. and Park St.

cannot be altered without causing safety issues due to its close proximity to Woodward Ave.). The Hilton Inn project got cancelled, and the property remains vacant.

The City has received federal funds to reconstruct Maple Rd. from Bates St. to Woodward Ave. in 2018. Due to local funding issues, the City is hoping to have these funds reprogrammed to allow this to be a 2019 project, but for now this timing is unclear. Either way, the City is fully committed to having the Maple Rd. corridor reconstructed no later than 2019. Since Maple Rd. traffic will be disrupted at that time, we plan to reconstruct the Maple Rd. and Park St. intersection as a part of that project such that Park St. can accommodate two-way traffic from that point on. (The 2016 project will reconstruct the pavement on Park St. from Hamilton Ave. to a point just north of the intersection, so that Maple Rd. traffic does not have to be disrupted this year as well.)

The Engineering Dept. acknowledges that the current traffic pattern at Hamilton Ave. and Park St. is unique, and seems to appear that it could encourage traffic crashes. It also makes crossing Park St. on the south side of the Hamilton Ave. intersection less desirable, since northbound traffic does not stop. Nevertheless, changing a long-standing traffic pattern to solve one issue can sometimes create other unintended problems. With that in mind, we did not propose to make any changes to the traffic pattern at this intersection as a part of this project, which is primarily a pavement maintenance project. Rather, it is recommended that we look closer at making this a four-way stop controlled intersection once this block operates as a two-way street, which will come in two to three years.

Analysis of Hamilton Ave. and Park St.

Due to the request received, F&V was asked to study the intersection as it currently operates, and make recommendations relative to the advisability of making this a four-way stop controlled intersection at this time. Their analysis is attached. Of particular interest is the following:

• Current crash patterns suggest that some of the vehicle crashes could be corrected by the addition of a STOP sign, but not enough to conclude that the STOP sign is warranted. • Over the most recent four years where data is available, there have been zero pedestrian conflicts reported at this intersection. • Due to the short distance from the right turn that all vehicles must make to enter this block (causing the need to see and react to a STOP sign quickly), and since it has not been there historically, installing a STOP sign that is not warranted may in fact cause more harm than good.

Conclusion

As noted above, this block of Park St. is planned for significant changes in its traffic pattern once the Maple Rd. intersection is reconstructed in two to three years. The current project is being implemented to address the poor condition of the pavement. Secondly, an analysis opf the current traffic counts and crash history reveals that the current traffic controls for the Hamilton Ave. intersection are appropriate. Once we are redesigning the Maple Rd. intersection, we plan to have the entire block’s traffic design to be reviewed and confirmed prior

to recommending a final design. The traffic controls at both intersections will have to be changed at that time anyway.

It is our recommendation that no changes be made to the existing traffic controls at the Hamilton Ave. & Park St. intersection. A suggested resolution follows.

SUGGESTED RESOLUTION:

The Multi-Modal Transportation Board recommends that the Hamilton Ave. & Park St. traffic controls remain as is at this time. In the future, when the City is prepared to introduce a southbound lane on Park St. south of Hamilton Ave., the entire block’s traffic controls should be reviewed at that time.

4/14/2016 Google Maps

Hamilton Ave. & Park St.

https://www.google.com/maps/@42.5472522,83.2128883,19z?hl=en 1/1 4/14/2016 Hamilton Row Google Maps

Hamilton Row Hamilton Ave. Eastbound at Park St.

Street View - Aug 2015

Google Maps

https://www.google.com/maps/@42.5475476,83.213001,3a,15y,97.27h,84.95t/data=!3m6!1e1!3m4!1si5Des5y2RK_Osa7BsxxHeA!2e0!7i13312!8i6656?hl=en 1/1

MEMO VIA EMAIL Mr. Paul O’Meara To: City Engineer City of Birmingham

Michael J. Labadie, P.E. From: Julie M. Kroll, P.E., PTOE Fleis & VandenBrink

Date: March 21, 2016

Hamilton Row and Park Street Re: City of Birmingham, Michigan Multi-Way Stop Warrant Analysis

Introduction This memorandum presents the methodologies, analyses, and results of the Multi-Way Stop Warrant Analysis at the intersection of Hamilton Row & Park St. in the City of Birmingham, Michigan. Hamilton Row is an east / west roadway that runs between Old Woodward Ave. and Woodward Avenue (M-1). Park Street is north /south roadway that operates with a one-way northbound approach and a two-way street to the north of Hamilton Row. The Hamilton Row & Park Street intersection is currently stop-controlled on all approaches except the northbound approach, which is a free-flow movement. The City of Birmingham has requested a Multi-Way Stop Warrant Analysis to determine if stop control is warranted and recommended on the northbound Park Street approach at the Hamilton Row intersection. This memo summarizes the results and recommendations of the Multi-Way Stop Warrant Analysis conducted using the methodologies published by in the Michigan Manual on Uniform Traffic Control Devices (MMUTCD). Data Collection The existing weekday directional approach volumes were provided by the City of Birmingham. The data was collected at the Hamilton Row & Park St. intersection by Traffic Data Collection, Inc. (TDC) on Tuesday, February 23, 2016 and Thursday, March 3, 2016. The traffic volume data are attached. Multi-Way Stop Warrant Analysis The applicable multi-way stop warrants, published in the MMUTCD, were evaluated per Section 2B.07: Multi- Way Stop Applications. This analysis evaluated the existing hourly approach traffic volumes and the crash history at this intersection. The existing approach volumes summarized in Table 1 are the highest eight hours for an average day. The average major street approach volume did not meet the volume warrant threshold of 300 vehicles per hour, nor did the average minor street approach volume meet the volume warrant threshold of 200 vehicles per hour. A crash review was completed for the Hamilton Row & Park Street intersection. Historical crash data for the most recent available four years (January 2012-March 2016) were obtained from the Michigan Traffic Crash Facts (MTCF) website and the Michigan Traffic Crash Reporting System (TCRS) website. The results of the crash analysis indicate that there were 19 crashes associated with the intersection and none of the crashes involved a pedestrian. There were six crashes identified as preventable with stop control on the northbound approach. However, there was not a continuous 12-month period during which five or more

27725 Stansbury Boulevard, Suite 150 Farmington Hills, MI 48334 P: 248.536.0080 F: 248.536.0079 823800 Hamilton & Park Muti-Way Stop Warrant FINAL Memo 3-21-2016 www.fveng.com Hamilton Row & Park Street | Multi-Way Stop Warrant Analysis March 21, 2016 │ Page 2 of 2 reported crashes were susceptible to correction by the addition of stop sign on the northbound approach; therefore, the warrant is not satisfied. In addition, the installation of a stop sign on the northbound Park Street approach may cause confusion for the intersection user group who has familiarity with the existing free flow northbound approach operations. Changing the northbound approach to stop control may increase the number of rear-end crashes, and potentially pedestrian crashes as drivers are not expecting to stop at this approach and pedestrians may misjudge the intended operations of the northbound drivers. Table 1: Major and Minor Approach Volume for Highest Eight Hours Park Street Hamilton Row Rank Time NB/SB (Major) EB/WB (Minor) Approach Volumes (vph) Approach Volumes (vph) 1 05:00 PM 247 89 2 12:00 PM 202 128 3 11:00 AM 195 148 4 06:00 PM 169 73 5 04:00 PM 143 121 6 01:00 PM 126 99 7 08:00 AM 123 164 8 02:00 PM 118 128 Average 166 119 Warrant Threshold 300 200 Meets Volume Warrants No No

Conclusions The conclusions of this Multi-Way Stop Warrant Analysis are as follows: • The multi-way stop warrant does not meet the volume criteria. • The multi-way stop warrant does not meet the crash experience criteria. The intersection should be monitored for increases in traffic volumes and/or crashes. At that time, the intersection should be re-evaluated to determine if a stop sign is warranted and recommended on the northbound Park Street approach.

Attached: Traffic Volume Data

823800 Hamilton & Park Muti-Way Stop Warrant FINAL Memo 3-21-2016 Page 1 Traffic Data Collection (TDC) Project: Birmingham Traffic Study tdccounts.com ATR_1 EB Count Type: 24 Hr. ATR Approach Count Phone: 586 786.5407 Hamilton Row Weather: Fair, 30 Degs. (150' West of Park Street) Count By: M.Matich Pav't : Asphalt 1 Lane Traffic Study Performed For: Station ID: Eastbound Site Code: ATR 1 EB City of Birmingham, Engineering Dept. Date Start: 02-Mar-16

Start Mon Tue Wed Thu Fri Average Sat Sun Week Time 29-Feb-16 Day Average 12:00 AM * * * 1 6 4 * * 4 01:00 * * * 1 1 1 * * 1 02:00 * * * 2 1 2 * * 2 03:00 * * * 7 3 5 * * 5 04:00 * * * 8 0 4 * * 4 05:00 * * * 15 5 10 * * 10 06:00 * * * 4 7 6 * * 6 07:00 * * * 17 13 15 * * 15 08:00 * * * 41 56 48 * * 48 09:00 * * * 44 52 48 * * 48 10:00 * * * 48 68 58 * * 58 11:00 * * * 78 89 84 * * 84 12:00 PM * * * 86 * 86 * * 86 01:00 * * 122 67 * 94 * * 94 02:00 * * 66 47 * 56 * * 56 03:00 * * 50 62 * 56 * * 56 04:00 * * 53 54 * 54 * * 54 05:00 * * 72 84 * 78 * * 78 06:00 * * 71 49 * 60 * * 60 07:00 * * 70 54 * 62 * * 62 08:00 * * 23 43 * 33 * * 33 09:00 * * 30 24 * 27 * * 27 10:00 * * 9 10 * 10 * * 10 11:00 * * 6 4 * 5 * * 5 Total 0 0 572 850 301 906 0 0 906

% Avg. 0.0% 0.0% 63.1% 93.8% 33.2% 100.0% WkDay % Avg. 0.0% 0.0% 63.1% 93.8% 33.2% 100.0% 0.0% 0.0% Week AM Peak - - - 11:00 11:00 - 11:00 - - - - 11:00 - - Vol. - - - 78 89 - 84 - - - - 84 - - PM Peak - - 13:00 12:00 - - 13:00 - - - - 13:00 - - Vol. - - 122 86 - - 94 - - - - 94 - - Total 0 0 572 850 301 906 0 0 906

ADT ADT 905 AADT 905 Page 1 Traffic Data Collection (TDC) Project: Birmingham Traffic Study tdccounts.com ATR_1 NB Count Type: 24 Hr. ATR Approach Count Phone: 586 786.5407 Park Street Weather: Fair, 30 Degs. (100' South of Hamilton Row) Count By: M.Matich Pav't : Asphalt 3 Lanes Traffic Study Performed For: Station ID: Northbound Site Code: ATR 1 NB City of Birmingham, Engineering Dept. Date Start: 22-Feb-16

Start Mon Tue Wed Thu Fri Average Sat Sun Week Time 22-Feb-16 Day Average 12:00 AM * 1 0 * * 0 * * 0 01:00 * 0 0 * * 0 * * 0 02:00 * 0 0 * * 0 * * 0 03:00 * 0 1 * * 0 * * 0 04:00 * 2 1 * * 2 * * 2 05:00 * 6 7 * * 6 * * 6 06:00 * 10 13 * * 12 * * 12 07:00 * 47 53 * * 50 * * 50 08:00 * 98 84 * * 91 * * 91 09:00 * 87 93 * * 90 * * 90 10:00 * 68 55 * * 62 * * 62 11:00 * 90 68 * * 79 * * 79 12:00 PM 81 86 * * * 84 * * 84 01:00 72 77 * * * 74 * * 74 02:00 68 66 * * * 67 * * 67 03:00 75 65 * * * 70 * * 70 04:00 59 55 * * * 57 * * 57 05:00 63 84 * * * 74 * * 74 06:00 68 75 * * * 72 * * 72 07:00 34 39 * * * 36 * * 36 08:00 25 21 * * * 23 * * 23 09:00 19 18 * * * 18 * * 18 10:00 5 6 * * * 6 * * 6 11:00 4 6 * * * 5 * * 5 Total 573 1007 375 0 0 978 0 0 978

% Avg. 58.6% 103.0% 38.3% 0.0% 0.0% 100.0% WkDay % Avg. 58.6% 103.0% 38.3% 0.0% 0.0% 100.0% 0.0% 0.0% Week AM Peak - 08:00 09:00 - - - 08:00 - - - - 08:00 - - Vol. - 98 93 - - - 91 - - - - 91 - - PM Peak 12:00 12:00 - - - - 12:00 - - - - 12:00 - - Vol. 81 86 - - - - 84 - - - - 84 - - Total 573 1007 375 0 0 978 0 0 978

ADT ADT 976 AADT 976 Page 1 Traffic Data Collection (TDC) Project: Birmingham Traffic Study tdccounts.com ATR_1 SB Count Type: 24 Hr. ATR Approach Count Phone: 586 786.5407 Park Street Weather: Fair, 30 Degs. (100' North of Hamiton Row) Count By: M.Matich Pav't : Asphalt 1 Lane Traffic Study Performed For: Station ID: Southbound Site Code: ATR 1 SB City of Birmingham, Engineering Dept. Date Start: 22-Feb-16

Start Mon Tue Wed Thu Fri Average Sat Sun Week Time 22-Feb-16 Day Average 12:00 AM * 3 2 * * 2 * * 2 01:00 * 1 2 * * 2 * * 2 02:00 * 0 0 * * 0 * * 0 03:00 * 0 0 * * 0 * * 0 04:00 * 0 2 * * 1 * * 1 05:00 * 2 2 * * 2 * * 2 06:00 * 8 4 * * 6 * * 6 07:00 * 9 15 * * 12 * * 12 08:00 * 25 19 * * 22 * * 22 09:00 * 25 20 * * 22 * * 22 10:00 * 33 40 * * 36 * * 36 11:00 * 105 59 * * 82 * * 82 12:00 PM 68 116 * * * 92 * * 92 01:00 54 49 * * * 52 * * 52 02:00 44 52 * * * 48 * * 48 03:00 56 49 * * * 52 * * 52 04:00 82 88 * * * 85 * * 85 05:00 159 163 * * * 161 * * 161 06:00 89 94 * * * 92 * * 92 07:00 40 55 * * * 48 * * 48 08:00 22 28 * * * 25 * * 25 09:00 37 44 * * * 40 * * 40 10:00 22 17 * * * 20 * * 20 11:00 5 10 * * * 8 * * 8 Total 678 976 165 0 0 910 0 0 910

% Avg. 74.5% 107.3% 18.1% 0.0% 0.0% 100.0% WkDay % Avg. 74.5% 107.3% 18.1% 0.0% 0.0% 100.0% 0.0% 0.0% Week AM Peak - 11:00 11:00 - - - 11:00 - - - - 11:00 - - Vol. - 105 59 - - - 82 - - - - 82 - - PM Peak 17:00 17:00 - - - - 17:00 - - - - 17:00 - - Vol. 159 163 - - - - 161 - - - - 161 - - Total 678 976 165 0 0 910 0 0 910

ADT ADT 909 AADT 909 Page 1 Traffic Data Collection (TDC) Project: Birmingham Traffic Study tdccounts.com ATR_1 WB Count Type: 24 Hr. ATR Approach Count Phone: 586 786.5407 Hamilton Row Weather: Fair, 30 Degs. (80' East of Park Street) Count By: M.Matich Pav't : Asphalt 2 Lanes Traffic Study Performed For: Station ID: Westbound Site Code: ATR 1 WB City of Birmingham, Engineering Dept. Date Start: 22-Feb-16

Start Mon Tue Wed Thu Fri Average Sat Sun Week Time 22-Feb-16 Day Average 12:00 AM * 1 0 * * 0 * * 0 01:00 * 1 1 * * 1 * * 1 02:00 * 2 1 * * 2 * * 2 03:00 * 1 2 * * 2 * * 2 04:00 * 0 0 * * 0 * * 0 05:00 * 8 8 * * 8 * * 8 06:00 * 7 9 * * 8 * * 8 07:00 * 62 49 * * 56 * * 56 08:00 * 120 97 * * 108 * * 108 09:00 * 88 91 * * 90 * * 90 10:00 * 48 48 * * 48 * * 48 11:00 * 62 56 * * 59 * * 59 12:00 PM 49 61 * * * 55 * * 55 01:00 51 52 * * * 52 * * 52 02:00 48 66 * * * 57 * * 57 03:00 39 37 * * * 38 * * 38 04:00 41 37 * * * 39 * * 39 05:00 33 40 * * * 36 * * 36 06:00 30 19 * * * 24 * * 24 07:00 26 37 * * * 32 * * 32 08:00 16 14 * * * 15 * * 15 09:00 10 8 * * * 9 * * 9 10:00 3 4 * * * 4 * * 4 11:00 0 1 * * * 0 * * 0 Total 346 776 362 0 0 743 0 0 743

% Avg. 46.6% 104.4% 48.7% 0.0% 0.0% 100.0% WkDay % Avg. 46.6% 104.4% 48.7% 0.0% 0.0% 100.0% 0.0% 0.0% Week AM Peak - 08:00 08:00 - - - 08:00 - - - - 08:00 - - Vol. - 120 97 - - - 108 - - - - 108 - - PM Peak 13:00 14:00 - - - - 14:00 - - - - 14:00 - - Vol. 51 66 - - - - 57 - - - - 57 - - Total 346 776 362 0 0 743 0 0 743

ADT ADT 740 AADT 740 MEMORANDUM

Engineering Dept. DATE: April 14, 2016

TO: Multi-Modal Transportation Board

FROM: Paul T. O’Meara, City Engineer

SUBJECT: Crosswalk Pavement Markings Standards

Historically, the City had no standard on the design of the pavement markings used for pedestrian crosswalks. In 2009, we were involved in designing the streets that were planned for reconstruction around the recently redeveloped Shain Park. Staff met with current Mayor Pro-Tem Mark Nickita on this topic. The end result of the meeting is that staff agreed to standardize the pavement markings to a set of straight one foot wide bars that are parallel to the path of vehicular traffic, often referred to as “continental” style. We have continued with that approach, allowing the pavement marking contractor help determine the appropriate spacing between the 12 inch wide painted bars. The removal of all of the older style pavement markings will continue to take several years, as it is preferable to change the pavement markings when the road is being repaved or resurfaced. Attempting to do so absent a paving project results in grinding marks in the pavement where the old markings were, topped with a different design in the same immediate area, which generally makes the crosswalk look worse instead of better. In the meantime, like all pavement markings, the crosswalks are repainted each year to make sure that they are visible and effective.

Recently, Mayor Pro-Tem Nickita has made observations of crosswalks in large cities that he feels should be reviewed and possibly implemented here. As shown in the attached photos, the crosswalks are painted with wider painted bars, and in some cases, the bars are much longer than our current standard of six to eight feet long. Fleis & Vandenbrink was asked to review this issue, and help make recommendations toward a common standard that can then be used on all future paving projects where marked crosswalks are proposed.

Size and Spacing of Painted Crosswalk Markings Standard

Attached is a letter from F&V that helps summarize guidelines developed both in the Michigan Manual of Uniform Traffic Control Devices (MMUTCD), and by the MI Dept. of Transportation (MDOT). The details drawn out by MDOT suggest that usually the 12 inch wide painted bar should be spaced with a 24 inch gap. However, it is important for the contractor laying out the markings to consider the typical path for tires driving over the markings. If the painted bar is installed in the path of the majority of the tires, it will wear out much sooner, leaving the pavement markings looking incomplete and in need of maintenance. With that in mind, the standards allow for a deviation in the spacing up to 2.5 times the width of the painted bar (in this case, 30 inches). It is also important for the contractor laying out the markings to have some ability to deviate from the set 24 inch spacing to fit the actual length of the crosswalk, as each location varies somewhat.

With respect to the width of the crosswalk, the MMUTCD suggests that the painted crosswalk bar should be between 12 and 24 inches wide. Mayor Pro-Tem Nickita is encouraging the wider painted bars with the idea that they are more noticeable to drivers. The examples of extra wide painted bars in crosswalks provided by Mayor Pro-Tem Nickita are from very urbanized areas where the numbers of pedestrians crossing at a given location is much greater than anywhere seen in Birmingham. It is suggested that the wider 24 inch bars be saved for those areas where pedestrian activity is the greatest, such as the Central Business District. Such pavement markings could be implemented in the Central Business District both on Old Woodward Ave. and Maple Rd. in the CBD in upcoming years as these corridors are reconstructed. By installing the wider markings at the most significant locations, they will help call attention to areas where the potential for pedestrian /vehicular conflict would be the greatest.

If 24 inch wide painted bars are used in crosswalks, the chance of parts of them being worn down by falling within the vehicle tire path is greater. Fortunately, the spacing of the bars can also be increased, per the MMUTCD, up to 60 inches. Given the examples taken from other cities, we are recommending that the suggested gap remain at 24 inches wide. In order to achieve the benefit of the wider bars, the gap should not be too extreme. Therefore, we recommend that the gap be limited to no more than 36 inches on the crosswalks used within the CBD.

A summary of the suggested standard can be found below at the end of this memo.

Width of Painted Crosswalks Standard

Historically, painted crosswalks have been installed at the typical six feet wide, with crosswalks in the Central Business District installed at eight feet wide. As noted in the F&V memo, the width of the crosswalk must match the width of the curb drop built at the handicap ramps located at each end of the crosswalk. It is important that the edge of the painted crosswalk direct people to a point in the ramp at each end that can accept them. People with marginal eyesight can sometimes only see a few feet away from their feet, and rely on the edge of the crosswalk markings to guide them to the ramp.

With that in mind, crosswalk widths can only be changed when the ramps are being reconstructed on each end of the crosswalk. In the majority of the City, sidewalks are only four to five feet wide. In these areas, six foot wide crosswalks should be sufficient. However, in the downtown area, where sidewalks can be wider and pedestrian demand can be much greater, a wider crosswalk width is appropriate. The existing crosswalks are painted at 9 to 10 feet wide at the intersection of Maple Rd. and Old Woodward Ave. Based on observations made during a warm Friday lunch hour on April 15, it was observed that when groups of pedestrians are crossing from opposite directions at the same time, the current width is almost wide enough to handle the majority of situations, but not always. Since the clear space to walk on the sidewalks on these streets varies from about five feet (Maple Rd.) to 12 ft. (Old Woodward Ave.), it is recommended that crosswalks in the Central Business District be widened to 12 ft. when the proposed paving projects in this area are implemented.

To summarize, we recommend that the six foot wide standard width crosswalk remain in use in areas outside of the Central Business District. In those areas where pedestrian demand is

higher, and the 24 inch wide markings referenced above are going to be used, a 12 foot wide crosswalk is recommended as outlined below:

CITY OF BIRMINGHAM STANDARDS FOR PAVEMENT MARKINGS AT PEDESTRIAN CROSSWALKS

All new painted crosswalks installed shall be of the continental style, as outlined on MDOT Detail Sheet PAVE-945-C, Sheet 3 of 3. Pavement markings shall be installed as follows:

Central Business District Pedestrian Crossings on Maple Rd. between Chester St. and Woodward Ave., and on Old Woodward Ave. between Oak St. and Haynes St.:

Painted bars shall be 24 inches wide, spaced at 24 to 36 inches apart. Total width of the crosswalk shall be 12 feet wide.

All Other Locations:

Painted bars shall be 12 inches wide, spaced at 24 to 30 inches apart. Total width of the crosswalk shall be 6 feet wide.

SUGGESTED RECOMMENDATION:

The Multi-Modal Transportation Board recommends to the City Commission that the following standards be adopted for the design and installation of painted crosswalk pavement markings on all future projects:

All new painted crosswalks installed shall be of the continental style, as outlined on MDOT Detail Sheet PAVE-945-C, Sheet 3 of 3. Pavement markings shall be installed as follows:

Central Business District Pedestrian Crossings on Maple Rd. between Chester St. and Woodward Ave., and on Old Woodward Ave. between Oak St. and Haynes St.:

Painted bars shall be 24 inches wide, spaced at 24 to 36 inches apart. Total width of the crosswalk shall be 12 feet wide.

All Other Locations:

Painted bars shall be 12 inches wide, spaced at 24 to 30 inches apart. Total width of the crosswalk shall be 6 feet wide.

April 14, 2016 VIA EMAIL Mr. Paul O’Meara City Engineer City of Birmingham 151 Martin Street Birmingham, MI 48012

RE: Continental Crosswalk Design Requirements

Dear Mr. O’Meara, The purpose of this letter is to provide an overview of permissible continental crosswalk design in response to a request from the City of Birmingham. The following guidance regarding continental crosswalk design is provided in the Michigan Manual of Uniform Traffic Control Devices (MMUTCD) Section 3B.18: • Longitudinal lines (continental style) may be used at locations where substantial numbers of pedestrians cross without any other traffic control device, at locations where physical conditions are such that added visibility of the crosswalk is desired, or at places where a pedestrian crosswalk might not be expected. • Longitudinal lines should be 12 to 24 inches wide and separated by gaps of 12 to 60 inches. The design of the lines and gaps should avoid the wheel paths if possible, and the gap between the lines should not exceed 2.5 times the width of the longitudinal lines. • The crosswalk should be not less than 6 feet wide and crosswalk markings should be located so that the curb ramps are within the extension of the crosswalk markings. The Michigan Department of Transportation (MDOT) provides additional guidance regarding the use of continental style crosswalks in the MDOT Pavement Marking Standards PAVE-945-C. The following guidance is provided: • Special emphasis crosswalk is 12 inch white longitudinal lines. • Width of the crosswalk should equal the width of the adjacent sidewalk, but shall not be less than 6 feet. When determining the appropriate longitudinal line widths the installation and maintenance costs should also be considered. Increasing the line widths from the 12 inch standard will also increase the costs associated with additional paint. In addition, the wider pavement markings may also encroach upon the wheel paths, which will increase associated maintenance costs.

If you have any questions, please feel free to contact us.

Sincerely,

FLEIS & VANDENBRINK

Michael J. Labadie, PE Group Manager

Attached: PAVE-945C 27725 Stansbury Boulevard, Suite 150 Farmington Hills, MI 48334 P: 248.536.0080 F: 248.536.0079 www.fveng.com

3/7/2016 City of Birmingham MI Mail San Francisco Serious crosswalks

Jana Ecker

San Francisco Serious crosswalks 1 message

Mark For Birmingham Sat, Mar 5, 2016 at 4:55 PM To: Joe Valentine , Paul O'Meara , Jana Ecker , [email protected], Chief Don Studt

Now this is pedestrianization!!

These guys are serious about their crosswalks. Note how wide the zone is as well as the width of the actual band/stripe. Must be about two feet wide. This is a great precedent! A girl to shoot for old Woodward?

https://mail.google.com/mail/u/0/?ui=2&ik=4033b3ab11&view=pt&search=inbox&th=15348c71d4c29d85&siml=15348c71d4c29d85 1/9 3/7/2016 City of Birmingham MI Mail San Francisco Serious crosswalks

https://mail.google.com/mail/u/0/?ui=2&ik=4033b3ab11&view=pt&search=inbox&th=15348c71d4c29d85&siml=15348c71d4c29d85 2/9 3/7/2016 City of Birmingham MI Mail San Francisco Serious crosswalks

https://mail.google.com/mail/u/0/?ui=2&ik=4033b3ab11&view=pt&search=inbox&th=15348c71d4c29d85&siml=15348c71d4c29d85 3/9 3/7/2016 City of Birmingham MI Mail San Francisco Serious crosswalks

https://mail.google.com/mail/u/0/?ui=2&ik=4033b3ab11&view=pt&search=inbox&th=15348c71d4c29d85&siml=15348c71d4c29d85 4/9 3/7/2016 City of Birmingham MI Mail San Francisco Serious crosswalks

https://mail.google.com/mail/u/0/?ui=2&ik=4033b3ab11&view=pt&search=inbox&th=15348c71d4c29d85&siml=15348c71d4c29d85 5/9 3/7/2016 City of Birmingham MI Mail San Francisco Serious crosswalks

https://mail.google.com/mail/u/0/?ui=2&ik=4033b3ab11&view=pt&search=inbox&th=15348c71d4c29d85&siml=15348c71d4c29d85 6/9 3/7/2016 City of Birmingham MI Mail San Francisco Serious crosswalks

https://mail.google.com/mail/u/0/?ui=2&ik=4033b3ab11&view=pt&search=inbox&th=15348c71d4c29d85&siml=15348c71d4c29d85 7/9 3/7/2016 City of Birmingham MI Mail San Francisco Serious crosswalks

https://mail.google.com/mail/u/0/?ui=2&ik=4033b3ab11&view=pt&search=inbox&th=15348c71d4c29d85&siml=15348c71d4c29d85 8/9 3/7/2016 City of Birmingham MI Mail San Francisco Serious crosswalks

Mark Nickita Mayor ProTem City of Birmingham, MI

"never worry about action only about inaction" Winston Churchill

@MarkNickita on Twitter Mark Nickita on FB

https://mail.google.com/mail/u/0/?ui=2&ik=4033b3ab11&view=pt&search=inbox&th=15348c71d4c29d85&siml=15348c71d4c29d85 9/9 4/11/2016 City of Birmingham MI Mail Fwd: More continental 2' wide bars in Toronto....everywhere!

Paul O'Meara

Fwd: More continental 2' wide bars in Toronto....everywhere! 1 message

Joe Valentine To: Jana Ecker , Paul O'Meara , Mark Clemence Cc: Mark Nickita

Please share with the MMTB when they review this.

Forwarded message From: Mark Nickita Date: Fri, Apr 8, 2016 at 10:42 PM Subject: More continental 2' wide bars in Toronto....everywhere! To: Joe Valentine , Jana Ecker , Paul O'Meara , [email protected]

https://mail.google.com/mail/u/0/?ui=2&ik=4607cf6df1&view=pt&search=inbox&th=154056a79b2e4d03&siml=154056a79b2e4d03 1/9 4/11/2016 City of Birmingham MI Mail Fwd: More continental 2' wide bars in Toronto....everywhere!

https://mail.google.com/mail/u/0/?ui=2&ik=4607cf6df1&view=pt&search=inbox&th=154056a79b2e4d03&siml=154056a79b2e4d03 2/9 4/11/2016 City of Birmingham MI Mail Fwd: More continental 2' wide bars in Toronto....everywhere!

https://mail.google.com/mail/u/0/?ui=2&ik=4607cf6df1&view=pt&search=inbox&th=154056a79b2e4d03&siml=154056a79b2e4d03 3/9 4/11/2016 City of Birmingham MI Mail Fwd: More continental 2' wide bars in Toronto....everywhere!

https://mail.google.com/mail/u/0/?ui=2&ik=4607cf6df1&view=pt&search=inbox&th=154056a79b2e4d03&siml=154056a79b2e4d03 4/9 4/11/2016 City of Birmingham MI Mail Fwd: More continental 2' wide bars in Toronto....everywhere!

https://mail.google.com/mail/u/0/?ui=2&ik=4607cf6df1&view=pt&search=inbox&th=154056a79b2e4d03&siml=154056a79b2e4d03 5/9 4/11/2016 City of Birmingham MI Mail Fwd: More continental 2' wide bars in Toronto....everywhere!

https://mail.google.com/mail/u/0/?ui=2&ik=4607cf6df1&view=pt&search=inbox&th=154056a79b2e4d03&siml=154056a79b2e4d03 6/9 4/11/2016 City of Birmingham MI Mail Fwd: More continental 2' wide bars in Toronto....everywhere!

https://mail.google.com/mail/u/0/?ui=2&ik=4607cf6df1&view=pt&search=inbox&th=154056a79b2e4d03&siml=154056a79b2e4d03 7/9 4/11/2016 City of Birmingham MI Mail Fwd: More continental 2' wide bars in Toronto....everywhere!

Mark Nickita Mayor ProTem City of Birmingham, MI

"never worry about action only about inaction" Winston Churchill

@MarkNickita on Twitter Mark Nickita on FB

Joseph A. Valentine https://mail.google.com/mail/u/0/?ui=2&ik=4607cf6df1&view=pt&search=inbox&th=154056a79b2e4d03&siml=154056a79b2e4d03 8/9 MEMORANDUM

Engineering Dept. DATE: April 14, 2016

TO: Multi-Modal Transportation Board

FROM: Paul T. O’Meara, City Engineer

SUBJECT: 2016 Asphalt Resurfacing Program Multi-Modal Analysis and Review

As we have done with other street projects since the creation of the Multi-Modal Transportation Board (MMTB), a review of the project plans with respect to the Multi-Modal Master Plan has been conducted. The following describes the project, and how it is impacted by the Master Plan:

Project Scope

Each year, the City budgets funds to resurface some asphalt streets that are still structurally sound, but have a poor or marginal asphalt surface. This year, funding is available to address several local streets located in the southeast corner of the City, as well as a portion of Brown St. Maps of the project areas are attached. Generally speaking, each street will be reconditioned where necessary, with minor concrete or asphalt repairs. Old asphalt resurfacing materials will be removed. New asphalt surfaces will be installed. In the case of Brown St., where the pavement is not structurally sound, all old asphalt will be removed and replaced, but the curbs will remain. Since the pavement is being removed, two new parallel sewers will be installed as well to improve a sewer capacity issue on this street. In accordance with federal requirements, new sidewalk handicap ramps will be installed wherever the current ones located within the project limits do not meet current standards.

While the ramps can be considered a multi-modal improvement, the basis for how this work is included, and how it is done, is specified under the Americans with Disabilities Act, as well as clarified through the MI Dept. of Transportation (MDOT). The City does not have the ability to alter the construction of the ramps other than what is prescribed by these standards. Funds to include this element of the job, similar to any other street improvement project, are already included in the budget.

Master Plan – Brown St.

The segment of Brown St. proposed for rehabilitation has been identified in the plan as part of a neighborhood connector route in Phase 3 (map attached). As has been discussed before, the connector routes will consist of signs and pavement markings (the first connector route recently approved will be installed in the coming months). The connector route in question is planned to help connect bicyclists from Southfield Rd., through the south side of the Central Business District, and east eventually to Eton Rd. The scope of the route is much more extensive than what is planned with this project. Further, signs and pavement markings can easily be added at 1

a later date if and when the City determines that this Brown St. connector route is a priority, and should be installed. We do not recommend any changes to this project as a result of the Master Plan.

Master Plan – Southeast Area Streets

After a review of the Master Plan, it appears that no specific recommended changes are suggested on any of the subject streets. As shown on the attached map of Phase 3 improvements, a park pathway is recommended, connecting into the two ends of Cheltenham Rd. The pathway would connect these two street connections to Kenning Park, and provide a surfaced path from these points north to Lincoln Ave. (on Kenning Park property). Such accommodations have been considered in the Kenning Park master plan. However, the City has not set aside funds or a timetable for potential improvements to Kenning Park. If a pathway is constructed to connect to Cheltenham Rd., the construction of ramps connecting to the existing street and sidewalks can easily be done at that time, rather than in conjunction with this project. Attempting to construct elements of this pathway at this time when it has not been identified as a priority would be premature. No additional work related to this potential future pathway is recommended at this time.

Cheltenham Rd./Dunstable Rd./Hanley Ct. Intersection

The above intersection is being resurfaced as a part of this project. Due to the odd angles at which these three streets intersect, all three directions are required to stop at the posted STOP signs. Painted stop bars have been installed in the past, and are recommended again due to this odd configuration. Sidewalks exist on both sides of Cheltenham Rd. and the north side of Dunstable Rd., while none exist on Hanley Ct. Currently, there is no designated path for pedestrians that wish to cross from one side of Cheltenham Rd. to the other. It is assumed that there is some pedestrian activity here, given the density of the neighborhood, and the proximity to an entrance to Kenning Park (the far right home in the attached photo is 1599 Cheltenham Rd., and Kenning Park is just to the right of the house).

Given the fact that the intersection is controlled by stop signs, a designated crosswalk for pedestrians would be an improvement over the current condition. On the north side of the intersection, a ramp from the Cheltenham Rd. north side sidewalk is proposed just east of the existing drive approach for 1599 Cheltenham Rd. The stop bar for eastbound Cheltenham Rd. traffic would be moved northwest about four feet to make room for a ramp and sidewalk connection at that point up to the south side Cheltenham Rd. sidewalk. Since there are no sidewalks on the east side of the intersection, no other ramps are suggested at this time.

SUGGESTED RECOMMENDATION:

To recommend to the City Commission that the Engineering Dept. proceed with the design of the 2016 Asphalt Resurfacing Program. All handicap ramps requiring replacement shall be included in the project. Further, new ramps and a crosswalk shall be installed at the Cheltenham Rd./Duntable Rd./Hanley Ct. intersection to improve pedestrian accessibility and safety at this location.

Legend 2016 Asphalt Resurfacing Program 5-16 (P) " Proposed ADA Ramp Locations

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FOURTEENMILE 127

CITY OF BIRMINGHAM MULTIMODAL TRANSPORTATION PLAN NETWORK IMPLEMENTATION PLAN 4.4 PHASE 3

PHASE 3: OVERVIEW This phase focuses on completing the multi-modal network and includes the remaining network improvements. Due to the length of time it is going to take to complete the first two phases, the remaining improvements have been grouped into Phase 3. When the first two phases are near completion, a more thorough evaluation should be done to determine what new opportunities are available and what the costs may be.

The following pages outline the remaining infrastructure improvements to complete the multi- modal network.

FIGURE 4.3A. PHASE 3

Page 104

128 DRAFT- October 14, 2013

PHASE 3: RECOMMENDED PATHWAYS & SIDEWALKS Phase 1 and Phase 2 focus on addressing some of the more critical gaps in the sidewalk system. Phase 3 should focus on completing the remaining gaps in the system. Completing sidewalk gaps can be costly so it is important to utilize opportunities, especially when a road is reconstructed or a property is developed.

The remaining sidewalks and pathways are on City property, school property or in the road right-of-way.

In the future, whenever a site is redeveloped, non-motorized connections should be provided either as a sidewalk along a roadway with bike lanes or a shared-use pathway.

Page 105

4/14/2016 Dunstable Rd Google Maps

Dunstable Rd

Street View - Jul 2012

Google Maps

https://www.google.com/maps/@42.5359448,83.1917298,3a,75y,17.06h,71.19t/data=!3m6!1e1!3m4!1stY0O07o0D9fQdkmBdmjw!2e0!7i13312!8i6656?hl=en 1/1 3/28/2016 After father's death, Jeff Surnow's sons build a family plan in real estate Crain's Detroit Business

March 27, 2016 8:00 a.m. UPDATED 2 HOURS AGO After father's death, Jeff Surnow's sons build a family plan in real estate

  By KIRK PINHO  

Metro Detroit Real Estate More +

Photo by Jacob Lewkow Surnow brothers Max (left) and Sam are working to finish this renovation of Birmingham's Wachler Building and start a proposed new city hall complex for Royal Oak.

 http://www.crainsdetroit.com/article/20160327/NEWS/303279992/afterfathersdeathsurnowssonsbuildafamilyplaninrealestate#utm_medium=email&ut... 1/13 3/28/2016 After father's death, Jeff Surnow's sons build a family plan in real estate Crain's Detroit Business

 0:00 / 0:42   

Look inside the future Woodward Building in Birmingham.

Sam Surnow has his hands in $107 million worth of new development projects in Royal Oak and Birmingham and a real estate ownership and management company with a portfolio valued at $275 million. But about a year ago, it was about $3,000 that was bothering him. "What the hell is this?" the 29-year-old president of The Surnow Co. remembered thinking when he received a bill shortly after his dad, Jeff Surnow, the founder and owner of the company, was struck and killed by an on-duty police officer on March 1, 2015, while bicycling in Hawaii. The bill wasn't for funeral expenses. Nor was it for repairs to one of his Birmingham-based company's tenant spaces or anything else real estate-related. The charge: A replica of a 180-pound, 7.5-foot sailfish that Jeff, 63, had caught while vacationing with friends in Costa Rica in December 2014. A year after Sam opened the bill in the same Martin Street office downtown in which his father worked, he and his 26-year-old brother, Max, are putting the finishing touches on a pair of key projects. Those are a new $100 million mixed-use development with city hall space for Royal Oak to be ready for occupancy in the first quarter of 2018, and a $7 million redevelopment in Birmingham of the David Wachler & Sons jeweler building, expected to open with tenants including athletic retailer Gazelle Sports, in the third quarter. Those projects — started by Jeff but reeled back into the boat with Sam and Max's help following the family patriarch's death, which is still under investigation in Hawaii — were adrift when he died. But now the sons seemed to have worked out a number of kinks following the change in the family — and the family business. Bumps along the way

http://www.crainsdetroit.com/article/20160327/NEWS/303279992/afterfathersdeathsurnowssonsbuildafamilyplaninrealestate#utm_medium=email&ut... 2/13 3/28/2016 After father's death, Jeff Surnow's sons build a family plan in real estate Crain's Detroit Business It wasn't a foregone conclusion that Sam would take over The Surnow Co., or that he and his brother would transition into new roles as relatively smoothly as they seem to have done. There were plenty of bumps along the way, he says. Development projects in the works when Jeff died — including the Royal Oak City Center development and the 18,000-square-foot Wachler building project — were in peril. Sam, who spent four years in New York City with PricewaterhouseCoopers LLP, most recently as a senior associate, handled some finance-related items and other work for the company after returning home a couple of years ago before his father's death, but when it came to the nitty-gritty of being a landlord and developer, he knew he was still green. Among the challenges: Maintaining and Jeff Surnow: Was killed riding his bike in Hawaii a year ago. strengthening relationships with longtime tenants across the Surnow portfolio, which is about 2 million square feet in some 60 or so buildings; asserting that he was, in fact, the new Surnow in charge; and fending off those looking to buy properties his father had put under contract before his death, for example. "While I had been working with my father day to day, I had only been exposed to certain areas of the business. I started to get very, very immersed, but I didn't know the depth and the magnitude of the portfolio until I was actually able to come in and see the picture," said Sam, a graduate of the University of Colorado, about 200 miles northeast of Aspen, where his family has a home on Cooper Street. Sam is the first to say that he has had help and guidance along the way, including from his younger brother. Max, who started Birmingham-based Cooper Street Cookies LLC while in college at Michigan State University with a family recipe, has started taking on more responsibility in real estate, including property management, accounting and tenant relations for The Surnow Co., which employs about 30 people. "He doesn't care what the task is," Sam said of his brother. "It's always all hands on deck with him." Lisa, their 23-year-old sister, handles social media for the cookie company, which had $80,000 in sales its first year in 2010 and has since grown into the "multimillions," Max said. She does not currently do any work for The Surnow Co. http://www.crainsdetroit.com/article/20160327/NEWS/303279992/afterfathersdeathsurnowssonsbuildafamilyplaninrealestate#utm_medium=email&ut... 3/13 3/28/2016 After father's death, Jeff Surnow's sons build a family plan in real estate Crain's Detroit Business Michael Surnow, Jeff's brother and a longtime partner in real estate deals, has been "vital to our organization and is always there to offer help or guidance and support in any way possible," Sam said.

Unlikely teaming

Photo by Jacob Lewkow From left to right: Max Surnow, Ron Boji, Sam Surnow.

When Ron Boji walks into a room, the atmosphere changes. Boji, the animated and passionate real estate developer who makes a daily commute from Orchard Lake to Lansing, where his Boji Group is headquartered, commands attention without asking for it through sheer force of personality. The Surnow brothers, by contrast, are assertive and gaining confidence in their real estate acumen, but largely quiet, reserved. So how did this unlikely group get together? Call it success arising from tragedy. Boji's cousin, Randall Denha, is a Birmingham-based estate attorney whose firm is Denha & Associates PLLC. Also, the owner of RAD Development Group, Denha had both Boji and Jeff Surnow on his client roster. When Jeff died, the Surnow brothers were considering backing away from Jeff's plan to build a new mixed-use development with Royal Oak city government as a key tenant, Boji said. That's when Denha stepped in, introducing the Surnow brothers to Boji, whose company specializes in public-private partnership developments, Boji said. http://www.crainsdetroit.com/article/20160327/NEWS/303279992/afterfathersdeathsurnowssonsbuildafamilyplaninrealestate#utm_medium=email&ut... 4/13 3/28/2016 After father's death, Jeff Surnow's sons build a family plan in real estate Crain's Detroit Business Central Park Development Group LLC, of which Boji is majority owner, was born, and a year later its project that would reshape the landscape of 11 Mile Road east of Main Street is speeding toward starting construction this year, Boji said. "Jeff approached us a couple years ago with some great ideas," said Mayor Jim Ellison, who campaigned on the need to address the aging City Hall in 2003. "He passed and we were disappointed, but his sons picked up the ball and came back with a great plan." Details of the plan

Photo by Courtesy of The Surnow Co. The Wachler jewelry building, which is expected to be rebranded as the Woodward Building when complete, is as much of an institution in Birmingham as Jeff Surnow was.

NEWS ▶ It's still just a plan. The city could opt not to proceed with the deveLlogpimn ent and instead rehabilitate the existing building. An April 18 meeting is scheduled for 7 p.m. to present the plan to the public as U )   AprWopAoRsDeSd by Central Park Develop▶ment Group, the entity formed for the development. Subscribe The 190,000-square-foot building would include 30,000 square feet for city government operations EanXdTR aAbSout 130,000 square feet of ▶leasable office space with 20,000-square-foot floor plates. It would be completed in time for the city and other tenants to occupy thCeo bnnueilcdting by the early part of 2018, Boji said. DATA ▶ The building would also include a rooftop garden terrace and event center, along with leasable space for a specialty grocery store and a restaurant with a liquor license, Boji said. BLOGS / OPINION ▶ Also included in the project plans are a 533-space, six-story above-ground parking deck, a park with an amphitheatre and playground, and new Royal Oak Police Department headquarters on the eEaVsEtNerTnS edge of the site north of t▶he existing 44th District Court building. It is expected to be financed with about $50 million from the city raised through the sale of bonds, aMnUdL aTnIMotEhDeIrA $50 million from Cen▶tral Park Development Group, including a construction loan secured by the development entity. Twelve-year property tax abatements are expected as part of the project financing, the overall package of which is expected to close Sept. 19, which would have been Jeff and his widow Elaine's 32nd wedding anniversary. Forging ahead It wasn't until months after their father's death that Sam and Max had time to absorb what http://www.crainsdetroit.com/article/20160327/NEWS/303279992/afterfathersdeathsurnowssonsbuildafamilyplaninrealestate#utm_medium=email&ut... 5/13 3/28/2016 After father's death, Jeff Surnow's sons build a family plan in real estate Crain's Detroit Business happened. Real estate experts who have worked with the Surnows said the brothers rebounded admirably and, although there was a learning curve, have slipped into the family business as guiding forces for the 38-year-old company. The Surnow Co. is perhaps best known for its redevelopment of the 19,000-square-foot former post office building at 320 Martin St. in downtown Birmingham; and the redevelopment of the 31,000- square-foot former Birmingham Public Schools Board of Education building at 550 W. Merrill St. into office space. After Jeff died, "you'd think to put all the business on hold, but that's not the way we were raised, and we were really focused on making sure our family was going to be OK," Max said. Dave MacDonald, executive vice president in the Royal Oak office of Jones Lang LaSalle who has been tapped to lease out space in the Royal Oak City Center and Wachler building projects, said the two sons have taken over the family business with the same determination that Jeff had. "Their dad was a very seasoned real estate guy," said MacDonald. "They are both very hard-working — there are different personalities, but there is the same drive to get these done."

Things could have gone far differently for the Surnow sons, said Pat O'Keefe, CEO of Bloomfield Hills- based turnaround firm O'Keefe LLC, which has worked with a number of real estate companies in the past.

"The family is lucky that they had someone within it to step in, pick up the ball and run with it," he said. "Not all siblings have an interest in doing that."

Matt Farrell is a real estate executive and friend of Jeff's. "They both have done a very, very nice job of getting control of the organization," said Farrell, who is CEO and co-founder of Bingham Farms- based Core Partners LLC, which was a tenant in the former post office building. Finding a new home The Wachler jewelry building, which is expected to be rebranded as the Woodward Building when complete, is as much of an institution in Birmingham as Jeff Surnow was. David Wachler & Sons was founded nearly a century ago in 1922 and the third-generation business has called Birmingham, and that location, its home for 33 years. But after Jeff died and Sam took over The Surnow Co., what would happen with the jeweler was up in the air. Would owner Buzz Wachler be allowed to stay in his location at Maple Road and South Old Woodward? Or would he have to set up shop elsewhere due to the extensive reconstruction? The answer was two stores down, where Sam helped Wachler find and build out new space while construction was taking place. http://www.crainsdetroit.com/article/20160327/NEWS/303279992/afterfathersdeathsurnowssonsbuildafamilyplaninrealestate#utm_medium=email&ut... 6/13 3/28/2016 After father's death, Jeff Surnow's sons build a family plan in real estate Crain's Detroit Business It's in its new location at 112 S. Old Woodward Ave. that the jeweler will remain, Wachler said. "We like it here," Wachler said of the site owned by Gwynn Building LLC. He knew of Jeff's plans to remodel that Wachler building, but he thought there was a chance the construction would allow him to remain open in that space during it. "As I see what had to be done and the extensiveness of the construction, obviously there was no way," Wachler said. "I accepted and understood that. I had a great relationship with Jeff, and I have a great relationship with Sam and Max. ... I'm fortunate in that regard." A father's presence The grief remains palpable with Sam and Max. Sam, who married his longtime girlfriend just a few months before Jeff died, recalls an overjoyed father at his oldest son's wedding. His eyes watered briefly when describing it, but no tears were shed; he choked them back. "We were all getting ready and drinking Scotch together, and his speech was incredible and my brother's speech was incredible," Sam said. Last week, Sam looked at photos throughout the office, now his. They paint a picture of a father who was loving and adventurous (he was an avid cyclist and climbed Mount McKinley), philanthropic and devoted to community. But most of all, he was devoted to them, his sons said. "I sit here," Sam says, looking around his father's former office, "and Max sits there," looking out and pointing to the office area connected to his, separated from the rest of The Surnow Co. space by a door. Jeff's name is still on it. Kirk Pinho: (313) 446-0412. Twitter: @kirkpinhoCDB

RELATED LINKS

$100 million plan for new Royal Oak city hall complex includes retail, offices, new park

Remembering those the Michigan business community lost in 2015

Jeff Surnow, founder and owner of Surnow Co., killed in Hawaii vehicle-bicycle crash

MICHIGAN MORNING NEWSLETTER

Get a roundup of important news that happens each day. http://www.crainsdetroit.com/article/20160327/NEWS/303279992/afterfathersdeathsurnowssonsbuildafamilyplaninrealestate#utm_medium=email&ut... 7/13 And the city with the worst traffic in the U.S. is...

USA TODAY NETWORK Mary Bowerman, USA TODAY Network 10:41 a.m. EDT March 22, 2016

Rush hour traffic is the worst, am I right?

For the second year in a row, Los Angeles topped the list for the worst gridlock in the country, according to an annual traffic index by navigation system maker, TomTom (http://www.tomtom.com/en_gb/trafficindex/?

(Photo: Pablo Martinez Monsivais, AP) utm_source=press_release&utm_medium=pr&utm_campaign=2016_03_local_traffic_index_launch&utm_content=). Drivers in the city of angels see overall congestion at about 40%. That number doubles during evening rush hour.

The index looks at traffic in 295 cities around the world and ranks them by overall congestion level and by evening rush hour.

Los Angeles, San Francisco, Seattle and New York City each went up from last year, according to Nick Cohn, a senior traffic expert at TomTom.

“We noticed that cities that went up significantly are also employment hot spots,” Cohn said.

He notes that the economic recovery hasn’t been uniform across the United States, with areas seeing the biggest increases in traffic predominately falling on the East and West Coast.

And while your evening commute may seem like it's getting worse, if you're in the top 10 cities in the U.S., average congestion remained about the same as last year, at 31%, according to the report. Drivers in Las Vegas, Denver, Tucson, St. Louis, Detroit, Minneapolis and Milwaukee also saw a reduction in traffic congestion from last year's report. (http://www.businesswire.com/news/home/20160322005149/en/TomTomTrafficIndexFinds LosAngelesSan)

Here's a look at the top 10 worst cities for traffic in the U.S.:

Los Angeles San Francisco New York City Seattle San Jose Honolulu Miami Washington, D.C. Portland, Ore. Chicago.

Good luck out there.

Follow @MaryBowerman (https://twitter.com/MaryBowerman) on Twitter.

Read or Share this story: http://usat.ly/1RhUqky Bicyclists in Birmingham to enjoy neighborhood connector route

Jay Grossman 4:02 p.m. EDT March 22, 2016

The city of Birmingham is putting the final touches on designing a neighborhood connector route for bicyclists.

The project is a recommendation of the MultiModal Transportation Plan, which was created in 2013 to redesign public roads so they’re accessible to different modes of transportation. The biggest project to date has been the improvements along Lincoln Avenue.

The plan went before the City Commission for a few “tweaks” last Monday, but otherwise is ready to go. City Engineer Paul O’Meara said the goal is to have the neighborhood connector route up and running this summer.

“We have a master plan and this is one of the best representative examples that we’re trying to welcome (Photo: Jay Grossman) other modes of transportation,” O’Meara said Tuesday.

The route uses existing streets, with two exceptions along Oak Street and North Eton Avenue where halfmile long bike lanes were installed. Otherwise, the system relies on a series of directional signs, as well as “sharrows,” or pavement marking containing a bike symbol and arrow to encourage drivers to share the road with bicyclists.

The route is approximately six miles long and extends from Lincoln east to Eton and north to Derby. It then turns west on Derby and continues along Poppleton, Willits, Harmon, Lakeside, and Oak Street. From Oak, cyclists will take Chesterfield and Larchlea Drive to connect back to Lincoln.

O’Meara said the entire project is budgeted for $25,000 and that most of the cost is for the purchase and installation of marker signs. The city has reached out to neighborhoods where the route runs, and so far has received positive feedback.

A sixmile neighborhood connector route in Birmingham is expected to open to bicyclists this summer. (Photo: City of Birmingham)

The only tricky part of the route is crossing Woodward north of Maple. In particular, eastbound bicyclists are being encouraged to navigate a block or two north so they’ll cross at the Oakland intersection.

“The rest will be pretty easy,” O’Meara said. “It’s mostly a matter of following the signs.” 3/31/2016 CarPooling Helps Uber Go the Extra Mile The New York Times

http://nyti.ms/1qiwDuc

TECHNOLOGY CarPooling Helps Uber Go the Extra Mile Farhad Manjoo

STATE OF THE ART MARCH 30, 2016

One day not long ago, an Uber driver picked up a passenger in San Francisco’s gritty Tenderloin district. Let’s call our passenger Abby, because her real name has been lost to database anonymization, an effort to keep her identity private.

Abby needed to go to Noe Valley, a 25minute drive that might ordinarily have cost about $15. But she had chosen UberPool, the ridehailing company’s 18monthold carpooling program. In the process she had unwittingly initiated one of the service’s more epic recent trips.

Unlike a standard Uber ride, in which a single rider starts a onetime trip, UberPool works like a party line for cars. Travis Kalanick, Uber’s cofounder and chief executive, describes it as the future of his company — and thus the future of transportation in America.

Call up the app, specify your destination, and in exchange for a significant discount, UberPool matches you with other riders going the same way. The service might create a ride just for you, but just as often, it puts you in a ride that began long ago — one that has spanned several dropoffs and pickups, a kind of instant bus line created from collective urban demand.

http://www.nytimes.com/2016/03/31/technology/carpoolinghelpsubergotheextramile.html?mwrsm=Email&_r=0 1/8 3/31/2016 CarPooling Helps Uber Go the Extra Mile The New York Times

The trip Abby started would last nearly an hour and meander over 10 miles across San Francisco, stopping nine times to pick up and drop off passengers. After Abby got in, the driver collected his second passenger — let’s call him Ben — a few blocks away. Ben got out after about a mile. A couple of blocks later, Carrie got in. By this time Abby might have been getting annoyed; fortunately, about six minutes later, the car reached Noe Valley. Abby got out, but Carrie was still in the car, so the trip went on. Danny got in after about a mile, then Carrie got out, then Edward got in, then Danny got out. Finally, after about 55 minutes of driving, the car reached Edward’s destination, and the trip was done.

In total, Uber collected about $48 for the ride, of which the driver kept $35. The company had collapsed five separate rides into a single trip, saving about six miles of travel and removing several cars from the road. For riders, the discounts amounted to savings of at least half of a standard Uber trip. For the driver, an hourlong trip with no idle time resulted in steady earnings (Uber drivers make money only when riders are in the car). And though Uber made less from the single ride than it would have from multiple rides, the company benefited by installing itself as a fixture in people’s lives.

“When rides get cheaper, it means that for more people in more cities, Uber is cheaper than owning a car,” Mr. Kalanick said in a recent interview. “And when Uber is cheaper than owning a car, we can become a mainstay of transportation in that city.”

Here’s another way to put it: UberPool may push us to reevaluate how we think about Uber and its impact on the world.

The car service has long been polarizing. Though Uber is beloved by many riders, the way it has muscled into cities and the public consciousness, and the manner in which it has altered labor relations and urban planning, have rattled lawmakers, activists and even its drivers.

UberPool raises the stakes. Because it reduces price and increases volume,

http://www.nytimes.com/2016/03/31/technology/carpoolinghelpsubergotheextramile.html?mwrsm=Email&_r=0 2/8 3/31/2016 CarPooling Helps Uber Go the Extra Mile The New York Times

it suggests that if Uber ultimately succeeds, the company could have a much bigger impact on urban mobility, labor, the environment, local economies and the national transportation infrastructure than we’ve all supposed — and its effects could confound the expectations of its harshest critics.

Like most initiatives at Uber, Pool began as an experiment. Now 100 million pooled trips have been taken since the program began, and tens of millions more are occurring each month. The company once spurred demand for Pool with heavy discounts, but the service has grown beyond that — today, in many of the 29 cities where it operates, UberPool is profitable, Mr. Kalanick said.

“We had to lose millions of dollars in individual cities to make it work,” he said. “But at this point it’s no longer a bet in terms of financial investment — the only question is how much more efficient we can make it.”

In many cities, UberPool now accounts for more than half of Uber trips taken. In Los Angeles, New York, Chicago and San Francisco, more than 100,000 people take UberPool every week. In China, Uber is running 20 million UberPool trips a month.

A representative for Lyft, Uber’s primary American competitor, said its carpooling service, Lyft Line, has also become a sustainable business. About 30 percent of Lyft rides are now pooled. In San Francisco and New York, Lyft’s biggest cities, the proportion is now more than half. On Tuesday, Lyft introduced a separate car pool service called Lyft Carpool, aimed at daily commuters.

Mr. Kalanick said it was likely that soon, in big cities and even in many suburbs, most Uber rides will be pooled, meaning each Uber car will be serving more than one rider most of the time.

If that occurs, and if Uber continues growing at its breakneck pace, it would represent a momentous transformation in how Americans get around.

http://www.nytimes.com/2016/03/31/technology/carpoolinghelpsubergotheextramile.html?mwrsm=Email&_r=0 3/8 3/31/2016 CarPooling Helps Uber Go the Extra Mile The New York Times

Carpooling was popular in the earliest days of the automobile, but for much of the last 100 years, the numbers have been going in the opposite direction. Today most Americans drive to work alone.

Transportation scholars are now looking into whether carpooling by ride companies could reverse these dismal numbers. Susan Shaheen, codirector of the Transportation Sustainability Research Center at the University of California, Berkeley, has begun a study with the Natural Resources Defense Council to determine the environmental impact of Uber and Lyft’s carpooling systems.

Ms. Shaheen said her study, the results of which are due this year, will seek to answer several questions: How many cars are pooled services getting off the roads? Are people using UberPool and Lyft Line instead of public transportation, or are people supplementing public transit instead — for instance, using cars when buses and trains aren’t running? Do cheap Uber rides push people to consider abandoning their own cars? Or if Uber rides are so cheap, are people now more likely to travel when otherwise they might have stayed home?

While that study is in progress, the early data suggests that by getting “more butts in seats” — a phrase that has become a mantra at Uber’s San Francisco headquarters — carpooled services may already be reducing traffic, gas use and automobile emissions.

Uber has calculated the environmental impact of UberPool rides. In the first three months of 2016, the service has eliminated 21 million automobile miles; that’s about 400,000 gallons of gas and 3,800 metric tons of carbon dioxide emissions, it says. The company says that by reducing prices, the program has also expanded access to Uber.

Critics of Uber’s rise have long feared that cheaper rides could undercut support for public transportation, but a new study by the American Public Transportation Association, a trade group of transit organizations, found the

http://www.nytimes.com/2016/03/31/technology/carpoolinghelpsubergotheextramile.html?mwrsm=Email&_r=0 4/8 3/31/2016 CarPooling Helps Uber Go the Extra Mile The New York Times

opposite.

“The more likely someone is to use Uber and Lyft, the more likely they are to take public transportation, and for our industry that is very heartening,” said Darnell Grisby, the group’s director of policy development and research. People who use these services tend to own fewer cars, Mr. Grisby said. As a result, they become more interested in all forms of transportation — trains, buses, taxis, bikes — and see Uber and Lyft as a complement to other transit, not a replacement for it.

Uber’s data bears this out. In Los Angeles, 14 percent of UberPool trips start or end near a Metro station. In San Francisco during the morning commute, 10 percent of UberPool trips are to or from the Bay Area Rapid Transit train.

Uber and Lyft are expanding their carpooling operations and their partnerships with transit systems. In Seattle, Toronto and Manila, Uber is testing highoccupancy sport utility vehicles that run along fixed routes during commuter hours. In Chicago, Uber has an option for commuters to pick up casual carpoolers, and Lyft is starting a similar program in San Francisco this week.

Mr. Kalanick said these experiments would continue, because reducing traffic was part of Uber’s mission.

“I grew up in L.A., and I spent almost 30 years of my life there, and I spent years of my life stuck behind the wheel, thinking about how to make this better,” he said. “So there’s going to be a big smile on my face if Uber can have any impact on reducing traffic on freeways. It would feel like a big deal.”

Correction: March 30, 2016 An earlier version of this article misstated the use of UberPool in Los Angeles, New York, Chicago and San Francisco. The number 100,000 represents people who take UberPool every week, not the number of UberPool trips

http://www.nytimes.com/2016/03/31/technology/carpoolinghelpsubergotheextramile.html?mwrsm=Email&_r=0 5/8 3/31/2016 CarPooling Helps Uber Go the Extra Mile The New York Times

taken every week. [email protected];Twitter: @fmanjoo

A version of this article appears in print on March 31, 2016, on page B1 of the New York edition with the headline: CarPooling Helps Uber Go Extra Mile.

2. STATE OF THE ART

3. BITS SPECIAL SECTION

http://www.nytimes.com/2016/03/31/technology/carpoolinghelpsubergotheextramile.html?mwrsm=Email&_r=0 6/8 3/28/2016 Cities should abandon vehicles, carfree guru says | Citiscope

Cities should abandon vehicles, carfree guru says

March 14, 2016

Imagine your city without any cars.

J. H. Crawford writes for the Washington Post that vehicles were never necessary for urban environs and most are better off without them. Cars and the infrastructure they require work against the main purpose of cities: to create public space that brings people together.

Crawford is an evangelist for autofree metropolitan living. He’s authored two books on the topic, Carfree Cities and Carfree Design Manual, and runs the website Carfree.com.

Cities that never accommodated vehicles, such as Venice and Fez, Morocco, feature vibrant urban cores built on a human scale. And if you think a big developed city can’t pivot away from the automobile, think again. Crawford points to Oslo’s plan to banish cars from its center and Quebec City’s sizeable carfree quarter as examples to emulate.

Without cars, how would we get around? Public transit, walking and cycling. Plus, removing wide roads and parking spots would enable denser development, shortening travel distances. The inconvenience of not having cars would be offset by fresher air, healthier lifestyles and less noise. Crawford offers creative ideas for transporting freight: using streetcars overnight when passengers aren’t occupying them, or even harnessing canals (think Amsterdam).

Source: Washington Post

http://citiscope.org/citisignals/2016/citiesshouldabandonvehiclescarfreegurusays?utm_source=Citiscope&utm_campaign=074b653b28Mailchimp_2016_0… 1/1 3/7/2016 City of Birmingham MI Mail Bike path example

Jana Ecker

Bike path example 1 message

Mark For Birmingham Sat, Mar 5, 2016 at 4:47 PM To: Joe Valentine , Jana Ecker , Paul O'Meara

Joe,

FYI I studied A number of urban development elements on my recent tour of San Francisco. Thought I'd share them with you for general info

https://mail.google.com/mail/u/0/?ui=2&ik=4033b3ab11&view=pt&search=inbox&th=15348bfa846271a4&siml=15348bfa846271a4 1/6 3/7/2016 City of Birmingham MI Mail Bike path example

https://mail.google.com/mail/u/0/?ui=2&ik=4033b3ab11&view=pt&search=inbox&th=15348bfa846271a4&siml=15348bfa846271a4 2/6 3/7/2016 City of Birmingham MI Mail Bike path example

https://mail.google.com/mail/u/0/?ui=2&ik=4033b3ab11&view=pt&search=inbox&th=15348bfa846271a4&siml=15348bfa846271a4 4/6 3/7/2016 City of Birmingham MI Mail Bike path example

https://mail.google.com/mail/u/0/?ui=2&ik=4033b3ab11&view=pt&search=inbox&th=15348bfa846271a4&siml=15348bfa846271a4 5/6 3/7/2016 City of Birmingham MI Mail Bike path example

Mark Nickita Mayor ProTem City of Birmingham, MI

"never worry about action only about inaction" Winston Churchill

@MarkNickita on Twitter Mark Nickita on FB

https://mail.google.com/mail/u/0/?ui=2&ik=4033b3ab11&view=pt&search=inbox&th=15348bfa846271a4&siml=15348bfa846271a4 6/6 3/11/2016 City of Birmingham MI Mail Re: Maple Road Election Results

Paul O'Meara

Re: Maple Road Election Results 1 message

Joe Valentine Fri, Mar 11, 2016 at 2:40 PM To: "Andrew M. Harris" , Carroll DeWeese , Mark Nickita , Pat Bordman , Pierre Boutros , Racky Hoff , Stuart Sherman , Tim Currier Cc: Paul O'Meara , Jana Ecker , Mark Clemence , Laura Pierce

fyi

Forwarded message From: jmirro Date: Wed, Mar 9, 2016 at 11:24 PM Subject: FW: Maple Road Election Results To: [email protected]

Hello Neighbors,

This is the final communication regarding the Maple Road ballot issue in view of Tuesday’s election outcome. Shown below is the email I sent to the Detroit and local newspapers about the Charter Amendment proposal. The journalists asked me for this commentary and I wanted to share it with you.

Thanks to everyone who provided assistance during the process. I enjoyed working with all of you on this very worthwhile effort. If the research and analysis completed over the past two years is of use to a specific neighborhood or person, please contact me and I will forward it to you. In the meantime, enjoy the spring weather.

Jim Mirro

2484205113

From: jmirro [mailto:[email protected]] Sent: Wednesday, March 09, 2016 11:33 AM To: 'Laitner, Bill'; '[email protected]'; 'Ruehlen, Larry L.'; 'Grossman, Jay'; 'Lisa Brody'; 'Tiffany Esshaki'; '[email protected]' Subject: Maple Road Election Results

Hello Journalists, https://mail.google.com/mail/u/0/?ui=2&ik=4607cf6df1&view=pt&search=inbox&th=15367322f72ef6ae&siml=15367322f72ef6ae 1/2 3/11/2016 City of Birmingham MI Mail Re: Maple Road Election Results

Thank you for coverage of the Maple Road lane issue leading up to the March 8 election. It was a pleasure working with you. The following is based on requests for commentary received from some of you last evening.

Based on Oakland County election results published on its website, about twice the number of Birmingham residents voted “Yes” on the charter amendment than the number of residents who signed the petition to get the issue on the ballot in the first place. The Neighborhood Organization appreciates this support.

Despite this favorable turnout by supporters, the charter amendment issue was defeated by a margin of 61% to 39% (4,447 “No” votes and 2,820 “Yes” votes). This may have been the result of more “No” votes from residents living farther from Maple Road than the “Yes” votes from those living nearer to it based on our surveys. The recommendation by City Officials and two local publications to vote “NO” on the issue may also have been a factor influencing the vote. While we are disappointed on the election outcome, our goal of giving all Birmingham residents the chance to vote on this issue was achieved and we support the majority decision by the electorate.

The Neighborhood Organization continues to have concerns regarding ongoing traffic congestion and the risk of a fatality accident we believe is inherent with a 3lane configuration. But we plan on NO further charter amendment efforts to maintain 4 lanes for this road. It is now the responsibility of the Birmingham City Commission to analyze the 3lane test results and make the right, longterm decision for the benefit and safety of everyone using Maple Road. Time will tell.

Jim Mirro

Neighborhood Representative

Joseph A. Valentine City Manager City of Birmingham 151 Martin Street Birmingham, MI 48009 (248) 5301809 Office Direct (248) 5301109 Fax [email protected]

Get the latest news from the City of Birmingham delivered to your inbox. Visit www.bhamgov.org/aroundtown to sign up.

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This Ossington Ave. and Foxley Pl. intersection is a prime example of the most common downtown sneckdown, he says. “I’ve lost count of the number of sneckdowns I’ve seen when 30% of babies born at this hospital are affected oneway residential streets, typically with a seven metre right of way, intersect with major streets.” by drugs their moms used NEW Boxer Cody Nixon among two Canadians By: SarahJoyce Battersby Staff Reporter, Published on Fri Mar 04 2016 killed in Dubai after Ferrari hits pole Too young for the toddler room? Ontario Too young for the toddler room? Ontario Old man winter may have missed his calling. doesn't think so doesn't think so Piles of snow can work like city planners, revealing the path to better road design, say Most young students in Ontario have no one to advocates. In the white space that sticks in intersections, untouched by cars after a guide them snowfall, they see bike lanes, wider sidewalks, and treefilled traffic islands. Man shot dead by Toronto police identified as Ottawa’s Devon LaFleur The snow piles are dubbed “sneckdowns,” a combination of “snow” and “neckdown,” a Hospital admits error after being confronted by Most young students technical term for trafficcalming curb extensions. parents of dead baby in Ontario have no one to guide them He may be our final Jeopardy! contestant. Who “What the sneckdowns provide is a really clear visual picture that’s almost literally black is Victor Ferreira? and white, snow being white, of what’s possible,” said Adam Popper, project manager 60 Minutes mixes up Margaret Trudeau and for the city’s Complete Streets initiative, which aims to design streets catering to all road Kim Cattrall users. “It’s an easy way to convey what a skilled street designer would see anyway.”

Though Popper says the city doesn’t use sneckdown data in any official capacity, 60 Minutes mixes up advocates maintain the white spots help train the eyes of everyday road users. Margaret Trudeau and Kim Cattrall “They are really a tool for amateurs — they're a phenomenon that can involve people outside transportation planning in designing our streets,” said Iain Campbell, founder of the Toronto Sneckdown Blog, in an email.

“It involves subjective decisions about the priority of different activities. Is the ability to drive fast more important than the ability to walk safely?”

For Gil Penalosa, founder of 880 Cities, a nonprofit group dedicated in part to promoting walking and cycling, sneckdowns cut to the chase. http://www.thestar.com/news/gta/2016/03/04/aworldofpossibilitiesunderpilesofsnow.html 1/4 3/7/2016 How piles of snow paint a picture of what’s possible for city streets | Toronto Star

Access Blocked Content Alert “It’s magnificent because people keep saying: we have to do a study, we have to invest, we have to do a plan. With this, we don’t have to do any study; we just have to go out and The URL: take some pictures,” he said. http://tpc.googlesyndication.com/safeframe/1 02/html/container.html was blocked Penalosa adds such photos can quiet one of the loudest criticisms about cutting into car dominance: the lack of space for other road users. The link you are accessing has been blocked by the Barracuda One big storm and “all of a sudden you realize there is plenty of space,” he said. Web Filter because it matches a For Campbell, the only trouble is the fickle medium. With so little snow this winter, the blocked category. The name of submissions to his blog have slowed down. the category is: "advertisementspopups" “I’m certainly enjoying the warmer winter, but it has been a bit disappointing as far as sneckdowns are concerned,” he said.

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“It’s a bit of a wonky intersection, with St. George St./Beverley St. coming in at a bit of an angle, so there’s a lot of extra space at the corners,” says Campbell of the streets’ intersection with College St. From around the web

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IAIN CAMPBELL Recommended by The biggest sneckdown Campbell ever saw was at Dundas St. W. and Casimir St., just east of Bathurst St. “It’s a strange intersection: Casimir meets Dundas right as it curves, and the corners are really wide for a small street,” he says.

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IAIN CAMPBELL

“Vehicle movement is really limited through this intersection of two oneway streets, so there’s a ton of wasted pavement,” says Campbell of Bellevue Ave. and Nassau St. “This space could be reclaimed to make the street more livable for people without compromising emergency vehicle access.”

IAIN CAMPBELL

“New street trees, rainwaterchanneling parklets with relaxing benches, highcapacity bike parking racks, you name it,” Campbell says, citing some possible uses for this spot at College and Ross Sts. “The fun of sneckdowns comes from imagining what a pile of snow could become!”