University and Chevrolet Avenue
The intersection of University Avenue and Chevrolet Avenue was included in the early preliminary engineering phase with support from of the City of Flint due to intersection operations. This intersection is a secondary analysis Tier Three intersection.
During the skim analysis, it was observed that there was one angle crash and one head on left turn crash over the 5-year period. These crashes resulted in zero fatalities, one type A injury, zero type B injuries, and five type C injuries at the intersection.
During the skim analysis, it was observed that there was one angle crash and one head on left turn crash over the 5-year period. These crashes resulted in zero fatalities, one type A injury, zero type B injuries, and five type C injuries at the intersection.
The intersection of University Avenue and Chevrolet Avenue is a signalized intersection. University Avenue is an east/west road with a three-lane cross section (one lane in each direction and a center left-turn lane/median). Chevrolet Avenue is a north/south road also with a three-lane cross section (one lane in each direction and a center left-turn lane/median). All approaches have a left-turn only lane and a shared through/right-turn lane. All approaches also have shared bike lanes. There are pedestrian crossing all legs of the intersection. There is an increasing elevation traveling west to east on University Avenue and traveling south to north on Chevrolet Avenue.
In the northwest quadrant is the Kettering University Library. In the southwest quadrant is the Kettering University Bookstore. In the southeast quadrant is Flint Police Service Center and an Einstein Brothers Bagel Restaurant. The northwest quadrant has a fenced-in space from the Flint Children’s Museum. There are overhead utilities present on the south and east legs of the intersection. An aerial of the existing intersection can be seen in the photo above.
An operational analysis of the no-build condition was completed for the intersection using the 2045 forecast traffic volumes. The results of the analysis for the future no-build conditions reveals all approaches and movements of the intersection operate at LOS C or better during the AM and PM peak hours.
The 95th percentile queue lengths were reviewed at the intersection and the results showed all approaches experienced a maximum queue length of 140 feet (9 vehicles) during the AM peak hour and 150 feet (9 vehicles) during the PM peak hour.
The operational results for future no-build conditions are presented in the table below.
In the northwest quadrant is the Kettering University Library. In the southwest quadrant is the Kettering University Bookstore. In the southeast quadrant is Flint Police Service Center and an Einstein Brothers Bagel Restaurant. The northwest quadrant has a fenced-in space from the Flint Children’s Museum. There are overhead utilities present on the south and east legs of the intersection. An aerial of the existing intersection can be seen in the photo above.
An operational analysis of the no-build condition was completed for the intersection using the 2045 forecast traffic volumes. The results of the analysis for the future no-build conditions reveals all approaches and movements of the intersection operate at LOS C or better during the AM and PM peak hours.
The 95th percentile queue lengths were reviewed at the intersection and the results showed all approaches experienced a maximum queue length of 140 feet (9 vehicles) during the AM peak hour and 150 feet (9 vehicles) during the PM peak hour.
The operational results for future no-build conditions are presented in the table below.
The proposed roundabout configuration for the intersection of University Avenue and Chevrolet Avenue is a single lane circulating. The proposed single-lane roundabout configuration will not fit inside the existing right-of-way. Based on the concept design, additional right-of-way may be required in the northwest, southeast, and southwest. The proposed inscribed diameter for the concept roundabout is 100 feet. With pedestrian crossings on all legs, additional equipment/signage should be included to warn drivers. A concept plan for the single-lane roundabout is in the slide above.
An operational analysis for the single-lane roundabout (build) condition was completed for the intersection using 2045 forecast traffic volumes. The results of the analysis for the roundabout (build) condition reveals all approaches and movements of the intersection operate at LOS A during the AM and PM peak hours.
The 95th percentile queue lengths were reviewed at the intersection and the results showed all approaches experienced a maximum queue length of one (1) vehicle during the AM peak hour and two (2) vehicles during the PM peak hour.
The operational results for future roundabout (build) conditions are shown in the table below.
An operational analysis for the single-lane roundabout (build) condition was completed for the intersection using 2045 forecast traffic volumes. The results of the analysis for the roundabout (build) condition reveals all approaches and movements of the intersection operate at LOS A during the AM and PM peak hours.
The 95th percentile queue lengths were reviewed at the intersection and the results showed all approaches experienced a maximum queue length of one (1) vehicle during the AM peak hour and two (2) vehicles during the PM peak hour.
The operational results for future roundabout (build) conditions are shown in the table below.
A roundabout would be feasible at this location.
Opinion of probable cost were developed for a single-lane roundabout. The total probable cost is $942,000 in year 2025 dollars. The probable cost includes a 20 percent contingency and 3 percent inflation. Not included in this fee are the potential costs to relocate any utilities to accommodate the proposed layout.
Potential funding for this improvement could be made possible by regular road improvement funding or an earmark. There are no significant crashes of the type that would make the intersections eligible for safety funds and the intersection does not experience enough delay to make it eligible for CMAQ funding.
For a complete breakdown of the estimate please review the full report below.
Potential funding for this improvement could be made possible by regular road improvement funding or an earmark. There are no significant crashes of the type that would make the intersections eligible for safety funds and the intersection does not experience enough delay to make it eligible for CMAQ funding.
For a complete breakdown of the estimate please review the full report below.
