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ACME TOWNSHIP, GRAND TRAVERSE COUNTY, MICHIGAN BOARD OF TRUSTEES RESOLUTION #R-2011-
SUPPORTING THE MICHIGAN DEPARTMENT OF TRANSPORTATION (MDOT) COMPLETE STREETS INITIATIVE AS OUTLINED IN PUBLIC ACT 134,
AND PUBLIC ACT 135, OF 2010.
June 7, 2011
At a regular meeting of the ACME TOWNSHIP BOARD OF TRUSTEES held on June 7, 2011, the ACME TOWNSHIP BOARD OF TRUSTEES, on a Motion made by and seconded by , passed the following Resolution by a vote of in favor and opposed: WHEREAS, increasing walking and bicycling offers improved health benefits for the population and more livable communities; and WHEREAS, a Complete Street is safe, comfortable, and convenient for travel by automobile, foot, bicycle, and transit regardless of age or ability, and WHEREAS, the Michigan Legislature has passed Complete Streets legislation that requires the Michigan Department of Transportation and local governments to consider all users in transportation related projects; and WHEREAS, Complete Streets support economic growth and community stability by providing accessible and efficient connections between home, school, work, recreation, and retail destinations by improving pedestrian and vehicular environments throughout communities; and WHEREAS, Complete Streets enhance safe walking and bicycling options for school-age children, in recognition of the national Safe Routes to School program; and WHEREAS, the Township of Acme recognizes the importance of street infrastructure and modifications such as sidewalks, crosswalks, shared use paths, bicycle lanes, signage, and accessible curb ramps, that enable safe, convenient, and comfortable travel for all users; and NOW THEREFORE BE IT RESOLVED, by the Township of Acme, Grand Traverse County, Michigan that: FIRST: to the extent feasible, the Township of Acme will incorporate Complete Streets design considerations and practices as a routine part of infrastructure planning and implementation; and SECOND: the Township of Acme supports the continued development of the Township’s Master Plan, and Parks and Recreation Plan that supports the ease of use, safety, and accessibility for all users within the Township of Acme. I, Dorothy Dunville, Acme Township Clerk, do hereby certify that the foregoing is a true and original copy of a resolution adopted by the Acme Township Board of Trustees at a Regular Meeting thereof held on, 2011. Dorothy Dunville, Acme Township Clerk
1
Sharon Vreeland
From: Virginia Tegel [[email protected]]Sent: Tuesday, May 03, 2011 12:16 PMTo: Sharon Vreeland; Robert Carstens; Jay ZollingerSubject: Re: Complete Streets Resolution
Hello Sharon and Jay, After reviewing these documents and discussing with Bob, I would like to suggest the following course of action for agenda item on May 23 pc meeting: Include the following documents for reference: 1. Acme Township draft resolution 2. Atlas Township resolution 3. Michigan Complete Streets coalition policy center - features map and lists Michigan complete streets examples
http://michigancompletestreets.wordpress.com/resource/policy-center/
4. National Complete Streets Coalition - Elements of an Ideal Complete Streets Policy
http://www.completestreets.org/webdocs/policy/cs-policyelements.pdf
Discuss further revisions of Acme Township draft to consider passing on to Board: I would like to suggest that the Atlas township resolution and other documents listed above be used as resources when in the next revision of the Master Plan to include provisions for complete streets as required by law.
I have requested an electronic copy of the presentation made by Kurt Schindler on complete streets. Selecting a few key slides to show would be very helpful to convey critical information to implementation of Complete Streets in Acme Township. I will let you know if I receive it!
Thank you and please contact me with further questions.
Virginia
392-2502
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Michigan's Complete Streets Actions BringNational Acclaim
May 3, 2011 10:45 by Luke Forrest
Since the Michigan Legislature, with the League's support, adoptedComplete Streets legislation in 2010, there has been a flurry of activity incommunities across the state to take advantage of this approach totransportation and economic development. Nearly 40 local governmentshave adopted policies and that number keeps growing. Now Michigan'sComplete Streets efforts have started receiving national recognition. TheLeague of Michigan Bicyclists was recognized as "Winning Campaign ofthe Year" by the Alliance for Biking and Walking for its Complete Streetsleadership. Last week, the National Complete Streets Coalition releaseda report analyzing and ranking Complete Streets policies in state andlocal governments across the country. Michigan's state policy ranks in thetop five nationally. Three Michigan cities, Dexter, Ferndale and Taylor,rank in the top 10 for their ordinances. Congratulations to thosecommunities and to all of our partners in the Michigan Complete StreetsCoalition.
For more information about Complete Streets and sample ordinancelanguage, visit the League's Complete Streets resource page.
Luke Forrest is Project Coordinator for the Center for 21st CenturyCommunities. Contact him at [email protected] or 734-669-6323.
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Complete Streets Myths Debunked by Giffels WebsterBy Scott T. Clein, P.E., LEED AP
Pedestrian-friendly … walkable … You’vemost likely heard, and used, these termswhen describing the future vision of yourcommunity. You’ve also likely heard aboutComplete Streets and assumed it was thesame thing.
Technically you’re right…and wrong. WhileComplete Streets initiatives do improve thewalkability of roadways, the concept includesso much more. Before your community takesa dive into the Complete Streets waters, youneed to understand whether or not you’llneed a life vest.
In 2010, Michigan joined a growing list of states that enacted legislation related toComplete Streets. Two bills passed that added the phrase to the legislative vernacular andrequires the Michigan Department of Transportation to create a Complete Streets policythat serves as a model for communities.
But what is the concept really all about? Below are common definitions that should beconsidered during Complete Streets planning and discussions.
COMPLETE STREETS is a movement that designs and operates roadway corridorspromoting safe access for all users. Roadways, therefore, should accommodate vehicles,transit, bicyclists, and pedestrians of all ages and abilities.
UNIVERSAL ACCESSIBILITY emerged as an offshoot of barrier-free design. It’s the ideathat good design must take into account the age and ability of all users from the beginning,even if it means exceeding minimum standards to allow for a better use of space.
GREEN STREETS encouragessustainability in the design andconstruction of roadways by using thelatest best management practices, suchas rain gardens for improving stormwaterquality.
LIVING STREETS states pedestrians mustbe properly included in transportationdesigns. It goes beyond simply addingsidewalks to include active use of thecorridor, such as outdoor dining andsales, and neighborhood festivals.
With a clearer understanding of Complete Streets improvements, here are five commonmyths that may get in the way of planning and implementation.
Myth 1: It’s expensive.Designs in line with Complete Streets philosophies don’t have to cost a lot, especiallywhen included in annual capital improvement projects. Most communities have existingfunding for road maintenance and related upgrades. When resurfacing a roadway, forexample, implement bike lanes for little to no added cost.
This piece-by-piece approach may seem out of place when attempting to promoteconnectivity, but it mimics road maintenance approaches and allows the largest benefitsfrom shrinking budgets.
Myth 2: On-street bike lanes are unsafe.On the contrary, studies show that on-street bike lanes, when properly marked and signed,are safer for bicyclists and pedestrians than sidewalks.
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The Transportation Research Boardpublished a study by William Moritz at theUniversity of Washington referencing theRelative Danger Index, which measuresbicycle-accident frequency to distancetraveled. A higher number represents agreater danger. Sidewalks have an RDI of5.30 while streets with dedicated bikelanes have an RDI of 0.50.
Clearly, it’s a misperception that bicyclistsare at greater risk on roadway bike lanes.This on-street myth is also perpetuated bythe notions that drivers won’t change their driving habits in the presence of a bicyclist andthat roadways are only built for vehicles.
Myth 3: It’s only for urban communities.Urban areas will undoubtedly benefit the most from Complete Streets improvementsbecause of dense pedestrian activity. However, let’s imagine a rural suburban communitythat has, during the last 30 years, shifted from primarily agricultural land uses to single-family residential developments.
Typically, these developments are islands surrounded by farmland with intermittent accessto an open-shoulder country road. They are not truly connected with other neighborhoodsand do not allow residents to safely walk or bicycle outside of their subdivision.
Now imagine the same two-lane country road with a paved bike lane along the shoulder.Then add a large shared-use pathway beside the right-of-way line for pedestrians andless-accomplished bicyclists. The result is safely linked subdivisions and a communitythat is making a dynamic statement about its values.
Myth 4: It negatively impacts traffic flow.Well…yes, it might. Accommodations for pedestrians and bicyclists may increase driverdelay or reduce vehicle speeds. But this is not always a bad thing.
Pedestrian spaces and dedicated bike lanes can create an inviting atmosphere. Inaddition to promoting a healthier lifestyle, this can help foster the spirit that coolcommunities seem to have. This so-called “it” factor entices people to live in aneighborhood or city center and directly translates into positive community economicdevelopment and financial sustainability.
While there can be repercussions, such as altered traffic patterns that negatively impactsurrounding streets, transportation engineers must look at their network holistically andreconsider pavement geometry to encourage safe driving.
Myth 5: “We ARE a walkable community, so this won’t change our plans.”Some communities have embraced the Complete Streets concept. Still, disagreementsbetween planning and engineering staffs continue largely because of these myths. Simplybeing walkable does not make a Complete Street. What about ADA compliance and otherstreet amenities? Significant opportunities spring from combining the power of theplanning, engineering, and economic development areas of local government.
Consider an engineering department that actively promotes the construction of smallerroadways to incorporate bike lanes, wide sidewalks, and universal design principles. Whatif the planning department aligns these improvements with zoning ordinances toencourage mixed-use developments with outdoor dining and pedestrian-scale amenities?Now, the economic development director has added firepower to actively recruitbusinesses and developments. Uniting these groups can unleash the powerful potentialto positively impact a community.
This last point is the overarching benefit that must be understood about Complete Streets.When properly infused into a community, a Complete Streets mentality can help uniteeconomic development, land planning, and transportation engineering for bettering theoverall quality of life. All community leaders would benefit from understanding thedefinitions and implications, but also keeping in mind the myths discussed. With theproper perspective and conviction, Complete Streets can make every Michigan communitya better place to live.
Giffels-WebsterGiffels-Webster Engineers, Inc. is a civil engineering, surveying, planning, and landscapearchitecture firm with a 55-year history of serving municipalities and governmentalagencies throughout Michigan.
For more on Giffels-Webster, visit www.giffelswebster.com
Scott T. Clein, P.E., LEED AP is an associate at Giffels-Webster. You may reach him at 313-962-4442 or [email protected].
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Tool MatrixTool(check which ones apply to your community)
Already AddressesComplete Streets
Partially Addresses CompleteStreets, or Some Elements,but Could Be Strengthened
Does Not Address CompleteStreets
RESOLUTIONSANDPOLICY STATEMENTS
Intergovernmental Agreements
City Charter
Street and Sidewalk policy
ORDINANCES
General Code
Zoning ordinance
Street design standards
PLANS
Comprehensive plan
Transit or Non motorized plans
DDA plan
Capital Improvement Plan
ONGOING PRACTICES
Street and Sidewalk maintenance procedure
Development Design Guidelines
Project Review Procedures
Assess Local Commitment
The degree of local commitment (1 to 5) will determine the policy choice…
Typical Status:
In progressComplete
Where do you want to be?
Township Law E-Letter
What are “Complete Streets?”
Complete streets are usable by all: the young, the old, the motorist, cyclist, walker, wheelchair user, bus rider, or shopper and shopkeeper. A Complete Street Policy therefore directs trans‐portation planners and engineers to design streets for all these users.
Complete Streets can encourage economic growth and stability by providing safe, accessi‐ble, and efficient connections between home, public transportation, work, and shopping desti‐nations; improving safety; promoting healthy liv‐ing by encouraging more walking and biking in persons of all ages, backgrounds, and fitness lev‐els; and reducing stress on automobile transpor‐tation networks.
Complete Streets commonly include: sidewalks, bike lanes, wide shoulders, multitude of crossing opportunities, refuge medians, bus shelters and crossings, special bus lanes, raised crosswalks, curb ramps, audible or tactile pedestrian signals, longer crossing times, and sidewalk bulb‐outs. In this way, the Complete Street concept goes be‐yond aesthetics, bike trails, and walkability, be‐cause it requires consideration of things like ADA compliance and other potential street amenities.
The Law that Wasn’t Adopted
Legislation initially proposed in May 2010 would have required a significant amount of immediate
action on the part of local road agencies and land‐use planners. As originally drafted, the bills would have required local road agencies to adopt Complete Streets policies within two years; re‐quired sidewalks in all construction and preserva‐tion projects, unless the cost would be exces‐sively disproportionate; required local land‐use plans to consider or incorporate a “complete streets interconnected transportation system,” as
Introduction to Michigan’s “Complete Streets” Legislation
May 2011
4151 Okemos Road
Okemos MI 48864
517.381.0100
http://www.fsblawyers.com
Local and state governments across the country are joining a “Complete Streets” movement to make their communities more livable. Two laws amended last year brought the “Complete Streets” movement to Michigan. Here is what you need to know about the new laws.
Page 2
Township Law E-Letter Fahey Schultz Burzych Rhodes PLC well as issues like traffic congestion and noise, traffic impacts of large developments, traffic safety, commercial driveways, traffic calming techniques or devices (such as speed bumps), etc. But those proposals were left on the “cutting room floor,” and somewhat more modest laws were eventually passed last year.
Public Act 135 of 2010
As finally adopted, Act 135 amended Act 51 to require local road agencies to adopt “Complete Streets" policies in their land use "master‐plans." The law defines “Complete Streets” as those that “promote safe and efficient movement of people and goods whether by car, truck, transit, assistive device, foot, or bicycle.”
The new law also created a government “complete streets” advisory council including representatives of various pro‐sidewalk interest groups. The Complete Streets Advisory Council held its first meeting on April 27, 2011 and will meet quarterly in the future. More information about the Council is available at MDOT’s website: http://www.michigan.gov/mdot/0,1607,7‐151‐9623_31969_57564‐‐‐,00.html. The new law also requires certain consultations between state, county and local governments regarding their respective "complete streets" policies. The law specifically requires “consultation,” but not “agreements,” between units of government .
Public Act 134 of 2010
Act 134 amended the Michigan Planning Enabling Act to require local land‐use plans to “provide for safe and efficient movement of people and goods by motor vehicles, bicycles, pedestrians, and other legal users" (rather than just automobiles) and other provisions relating to the interconnec‐tivity of various elements of the transportation system.
What Is Required of Townships?
The easy answer to this question is nothing—yet. But the amendments to the Michigan Planning
Enabling Act will eventually affect your Town‐ship, because the legislation:
• Modifies the definition of “streets” to spe‐cifically include all legal users.
• Expands the elements that may be included in a master plan to encompass all transpor‐tation systems that move people and goods.
• Specifies that transportation improvements identified in a plan are appropriate to the context of the community and considers all legal users of the public right of way.
• Identifies the means for implementing transportation elements of the master plan in cooperation with the county road com‐mission or MDOT.
The amendments to Act 51 also change state law governing expenditures of state transporta‐tion funding, which largely affect MDOT and road agencies, including the following notewor‐thy provisions:
• Requires counties, cities, villages, and MDOT to consult with one another when planning non‐motorized projects affecting a transportation facility that belongs to the other.
• Requires non‐motorized improvements to meet accepted practices or established best practices.
• Requires road agencies to notify one an‐other when their five‐year non‐motorized programs are finalized.
• Requires the State Transportation Commis‐sion (STC), within two years, to adopt a Complete Streets policy for MDOT, and to develop model Complete Streets policies for use by local agencies.
• Requires state and local agencies to consult and agree on how to address Complete Streets before submitting the Five‐Year Pro‐gram to the STC (exempts anything in an
Page 3
Township Law E-Letter Fahey Schultz Burzych Rhodes PLC approved multi‐year capital plan approved before July 1, 2011).
• Allows MDOT to provide technical assistance and coordination to local agencies in the de‐velopment and implementation of their poli‐cies.
• Requires MDOT to share expertise in non‐motorized and multi‐modal planning in the development of projects within municipal boundaries.
• Allows agencies to enter into agreements with one another to provide maintenance for projects constructed to implement a Com‐plete Streets policy.
Drafting a Complete Streets Policy or Amending Master Plans Townships now have the option of drafting their own Complete Streets Policy, but certainly must consider the legislative goals when amending any master plans as they become due for renewal. There are a number of things to consider when you begin to grapple with incorporating Com‐plete Streets goals into your own local needs and objectives.
One size does not fit all! Use the various Com‐plete Street policies available as a guide—not rules. There is no one way to complete a street, because each street, intersection, and neighbor‐hood has its own needs. Local government poli‐cies or plans need not mirror one another. That means common sense and safety should guide road plans and street design. For example, mod‐ernized crosswalks are unnecessary where it is unlikely your citizens will cross a road, such as in an industrial zone or a remote area.
Why here? Review why your township should embrace a Complete Streets Policy—what statis‐tics or information spurs you to do so?
• Safety?
• Local obesity and chronic disease rates?
• Public health care costs that could benefit from a neighborhood that is more walkable and livable?
• Rates of walking and biking to schools?
What can you gain? Collect and understand personal stories of problems with traditional “incomplete streets” and positive experiences with well‐designed “complete streets”
Not just for automobiles anymore! How will you shift the focus of road design from moving cars quickly to providing safe mobility for all users?
• Example 1: Are there underutilized multi‐lane roads that could be converted to a complete street by removing one lane and using the extra space for bike lanes or side‐walks?
• Example 2: Reevaluate standard lane widths. Narrower lanes can help reduce speeding, save money, and provide space for sidewalks where none was available be‐fore.
Open Invitation to Good Ideas: Include a vari‐ety of personnel in policy/plan amendment project: elected officials, planning officials, pub‐lic works personnel, public health staff, com‐munity leaders, and the public. Perhaps start with a small task force and seek broader input at different stages.
Starting the Clock: When and how will policy/plan affect local projects? For example, will it immediately affect planning and all construc‐tion taking place in one year or more? What sorts of projects must comply with the policy? New construction only, or all repair and main‐tenance projects?
Money, money, money: How will you obtain or direct funding?
• Special funding sources to assist in retrofit‐ting projects or undertaking maintenance projects?
Fahey Schultz Burzych Rhodes PLC, Your Township Attorneys, is a Michigan law firm specializing in the representation of Michigan townships. Our lawyers have more than 130 years of combined experience in township law, and have represented more than 130 townships across the state of Michigan. This publica‐tion is intended for our clients and friends. This communication highlights specific areas of law, and is not legal advice. The reader should consult an attorney to determine how the information applies to any spe‐cific situation.
4151 Okemos Road Okemos MI 48864 517.381.0100 main tel 517.381.5151 main fax www.fsblawyers.com
Township Law E-Letter Fahey Schultz Burzych Rhodes PLC
Copyright © 2011 Fahey Schultz Burzych Rhodes PLC
• Incentives to those who undertake the complete streets strategy before a policy is in place?
• Funds designated for projects that are already in the pipeline that may require revisions?
• Funding for complete streets through the usual manner for street construction and transporta‐tion matters? This requires redirecting funding concerns from the question of “how much is it going to cost,” to “how we better allocate the funds we already have?”
Working together: How will your community coop‐erate with neighboring communities and road agen‐cies to promote the ends of Michigan’s Complete Streets legislation?
How are we doing? How will you evaluate your community’s progress—reports to elected officials and the public? And how, if at all, will that affect the policy/plan?
For More Information
http://www.completestreets.org/ (in‐depth intro‐duction to the Complete Streets concept and links to research and training tools).
http://www.micompletestreets.org/ (fact sheets, documents, links to draft policies).
http://mihealthtools.org/mihc/CompleteStreets.asp (sample policies and toolkits). — Lizzie Mills
The Author Helen E. R. (“Lizzie”) Mills is a lawyer with Fahey Schultz Burzych Rhodes PLC, spe‐cializing in representing townships and other municipal governments. She distinguished herself at the Thomas M. Cooley Law School, graduating second in her law school class, magna cum laude. While in law school, Lizzie earned 11 Certificates of Merit—the highest honor for academic performance. In 2010, she was awarded one of the inaugural "book award" scholarships by the Real Property Law Section of the State Bar for excellence in advanced property law courses. Lizzie handles general municipal law, labor and employ‐ment, real property, and Freedom of Information issues. She can be reached at 517.381.3209 (direct line) or [email protected]
