Map 3-1 depicts recommended pedestrian system improvements, while the sections below describe the facility types and projects in greater detail.
(A) Sidewalks.
(1) Map 3-1 illustrates the existing and proposed sidewalk system. The existing inventory is largely based on the latest available data provided by the city as well as follow-up site visits in various locations. While the map depicts proposed sidewalks on a limited number of roadways, the city should work to provide sidewalks or other pedestrian accommodations on all streets to maximize connectivity.
(2) If physical constraints, limited funding or other issues preclude sidewalk construction on both sides of a street simultaneously, the city should implement projects in multiple phases (e.g., by first constructing a sidewalk on one side of the street as an interim measure).
(3) Maintaining and improving the existing system holds equal importance. The city should thoroughly inventory the existing sidewalk network to identify needed improvements (e.g., cracked or heaving pavement, intersections lacking curb ramps and the like) and dedicate resources on a continual basis to address these problem areas.
(4) Alpine House Subarea.
(a) The Alpine House Assisted Living Facility is located on N Park Street between W Wallowa and W McCully avenues. Residents and staff have consistently expressed a desire for improved pedestrian connections between the facility and downtown Joseph. Despite the Alpine House’s relatively close proximity to Main Street and Downtown businesses, pedestrians face numerous challenges, most notably an absence of sidewalks and other pedestrian infrastructure. Between the Alpine House and Downtown, pedestrians currently follow two main routes:
1. N Park Street to W Wallowa Avenue; or
2. N Park Street to W McCully Avenue.
(b) The project team, at community open houses and citywide walking tour events, discussed existing conditions and potential improvement ideas with Alpine House residents and staff. Map 3-2 depicts potential pedestrian infrastructure improvement options on the two main routes linking the facility with Main Street and downtown Joseph, and also describes opportunities and constraints associated with each route. The following sections describe the two routing options in greater detail.
(5) (a) The N Park Street and W Wallowa Avenue route link Alpine House residents with a commercial business hub at the N Main Street/Wallowa Avenue intersection, including a popular restaurant and grocery store.
(b) The following table summarizes opportunities and constraints associated with pedestrian infrastructure improvements on this route.
(c) Major opportunities include the route’s direct connections with N Main Street, and potential to connect pedestrians with other nearby destinations (e.g., rodeo grounds).
(d) Major constraints include potentially-costly sidewalk or path retrofit projects on two W Wallowa Avenue bridges.
(e) Wallowa County owns and maintains the bridge over Wrenn Dobbin Ditch while the city owns and maintains the bridge over Big Bend Ditch.
N Park Street/W Wallowa Avenue Opportunities and Constraints | |
Opportunities | Constraints |
• Provides the most direct routing between Alpine House and Main Street | • Higher vehicle volumes compared with W McCully Avenue route |
• Sidewalk and/or other pedestrian improvements on W Wallowa Avenue would also improve connections to the nearby rodeo grounds | • Potentially costly sidewalk retrofit projects to two existing bridges on W Wallowa Avenue |
• Sufficient room exists to construct a sidewalk on the east side of N Park Street adjacent to Alpine House | • Existing right-of-way encroachment (parking lot) on north side of W Wallowa Avenue near N Main Street |
(6) The N Park Street and W McCully Avenue route link Alpine House residents with the U.S. Post Office and other nearby destinations at the Main Street/McCully Avenue intersection. The Post Office serves as a major pedestrian destination, as Joseph currently lacks mail delivery service. The following table summarizes opportunities and constraints associated with pedestrian infrastructure improvements on this route. Major opportunities include the route’s relatively low auto traffic (compared with W Wallowa Avenue), and the presence of a sidewalk on the W McCully Avenue bridge over Wrenn Dobbin Ditch. Alpine residents expressed a preference for this route particularly due to these characteristics. Major constraints include private property encroachment in the public right-of-way (e.g., near the W McCully Avenue/Mill Street intersection) and potential sidewalk obstructions such as existing mailboxes and utility poles.
N Park Street/W McCully Avenue Opportunities and Constraints | |
Opportunities | Constraints |
• Lower vehicle volumes compared with W Wallowa Avenue route | • Provides less direct routing between Alpine House and Main Street |
• Alpine House residents expressed a stronger preference for this route compared with W Wallowa Avenue | • Existing utility poles on north side of W McCully Avenue (west of Mill Street) could complicate sidewalk construction |
• Sufficient room exists to construct a sidewalk on the east side of N Park Street adjacent to Alpine House | • Existing right-of-way encroachment (vegetation) on north side of W McCully Avenue at Mill Street |
• Existing sidewalk on bridge over Wrenn Dobbin Ditch | • Existing utility poles and mailboxes in sidewalk area on north side of W McCully Avenue between Mill and Main streets |
(7) Although the opportunities and constraints discussion above is intended to guide the city in project prioritization, this plan strongly recommends improvements on both routes to better connect the Alpine House with surrounding areas.
(B) Intersection improvements.
(1) Although some intersections in the city create challenging pedestrian crossing conditions, improvement opportunities exist. This plan proposes an overall strategy to improve intersections and other pedestrian crossings citywide through a variety of treatments. Most intersections that could benefit from improvements are located on streets with higher vehicle speeds and volumes, higher pedestrian volumes, limited sight distance and/or other conditions complicating pedestrian crossing movements. Potential improvements include:
(a) Adding marked crosswalks and warning signs in vicinity of Joseph Elementary School;
(b) Adding warning signage on tight roadway curves to warn motorists of bicycle/ pedestrian traffic on cross-streets;
(c) Removing overgrown vegetation impeding intersection sight distance; and
(d) Intersection upgrades as part of several proposed bicycle boulevard corridors (a later section in this chapter discusses bicycle boulevards in greater detail).
(2) Among intersections identified by city staff and residents as needing improvements, intersections along E Eighth Street were consistently noted for their challenging crossing conditions. Non-motorized users attempting to cross E Eighth Street encounter higher vehicle speeds and limited sight distance due to tight roadway curves and overgrown vegetation in some locations. E Eighth Street also accommodates higher vehicle volumes, particularly heavy recreational traffic during summer months. Joseph residents, including children who cross E Eighth Street en route to school, expressed a desire for treatments to alert motorists to the presence of bicycle and pedestrian crossings. Crossing improvements would also reduce E Eighth Street’s “barrier effect” between the city’s southern neighborhood and other community areas.
(3) The following figure depicts recommended crossing enhancements at the E Eighth Street at S College Street intersection. Among the three intersections along E Eighth Street, this location offers the greatest sight distance for approaching motorists. Suggested improvements include a high-visibility crosswalk and supplemental warning signage to alert motorists to bicycle/pedestrian crossings in this area. This project would tie in with several other proposed enhancements including sidewalks and bike lanes on E Eighth Street west of S College Street, and shoulder bikeways on E Eighth Street east of S College Street. The project also serves as a key element of a proposed bicycle boulevard on S College Street (described later in this subchapter). It should be noted that E Eighth Street’s status as a state highway would require ODOT approval for improvements at this location.
(C) Shared use paths.
(1) General.
(a) Although the city currently lacks a sha red use path system, tremendous path development opportunities exist. Previous planning efforts have identified numerous potential paths in and around the community and the city should take the next step of evaluating these opportunities in greater detail.
(b) Path feasibility studies devote detailed attention to specific trail projects. These studies examine a particular path corridor in-depth, and include opportunities-and-constraints analyses, development of potential path alignment options, selection of a preferred alignment and development of cost estimates. Feasibility studies are particularly useful for agencies exploring potential path corridors in areas faced with topographic, environmental, political or other challenges. City residents and other bicycle/pedestrian advocacy groups have consistently expressed a desire for shared use paths in potentially-challenging areas, particularly along the Wallowa Union Railroad and Wallowa River. The following sections describe specific areas where the city should devote extra path development evaluation.
(c) City residents strongly desire a safe, attractive and comfortable bikeway and walkway linking the city with Enterprise and other Wallowa County communities. In addition to potential on-street bikeway/walkway improvements (described later), potential shared use path opportunities exist along the Wallowa Union Railroad corridor. With its eastern terminus in the city, the railroad roughly follows Oregon 82 and the Wallowa and Grande Ronde rivers to La Grande. Between June and October, the Eagle Cap Excursion Train offers tourism rides between Elgin and Wallowa.
( d) Previous plans, including the Wallowa County and Joseph Transportation System Plans (TSPs), identify the Wallowa Union Railroad as a potential shared use path corridor. Depending on the railroad’s future status (e.g., active or inactive), a path could either be constructed directly on the existing rail alignment (in place of the existing tracks) or adjacent to the railroad. Opportunities also exist to redevelop the former station area near W Alder Street in the city.
( e) The city should partner with the City of Enterprise, Wallowa County, and the Railroad to conduct a feasibility study evaluating potential “rail-to-trail” or “rail-with-trail” options between the city and Enterprise. This segment could serve as the first piece of a potentially longer path corridor. The feasibility study should specifically examine railroad right-of-way widths, railroad setback requirements and property ownership adjacent to the railroad corridor.
(2) Wallowa river path. The Wallowa Land Trust recently prepared a feasibility study examining potential path corridors along the Wallowa River between Joseph City Park and Wallowa Lake. The study includes an “Upper Wallowa River Canyon Trail System” map depicting several potential path corridors on both sides of the river including several trails on the nearby Marr Ranch property, city residents have consistently expressed interest in a Wallowa River Path corridor. The city should further examine path development opportunities on both sides of the river between Joseph City Park and Wallowa Lake. A feasibility study would identify potential path development issues (e.g., proximity of private- and publicly-owned properties to the river).
(3) Irrigation ditch paths. The city benefits from an extensive irrigation ditch system passing through several neighborhoods. Most adjacent properties along ditch corridors are privately-owned, with development abutting waterway edges. Other potential issues include liability concerns of ditch maintenance companies. Shared use paths or soft surface trails along ditches would represent a longer-term bikeway/walkway expansion strategy. As a first step, the city should identify and preserve path development along drainage ditches.
(4) Utility corridor paths. Path development opportunities also exist along utility corridors, such as the city’s existing north-south utility easement near Joseph City Park. Approximately 30 feet wide, the easement is located west of the S Mill Street and Engleside Avenue alignments between Fourth Street and Ski Run Road. A path along this corridor would greatly enhance pedestrian/bicycle system connectivity in this area.
(D) Soft surface trails.
(1) General.
(a) Tremendous opportunities exist to improve the city’s existing soft surface trails, and establish connections to other planned and proposed trails. As a first step, the city could partner with the Joseph School District to reconstruct the perimeter trail circling the Joseph Middle/High School campus. This project would re-establish a popular walking, jogging and cross-country facility, serving both transportation and recreation users.
(b) Described earlier, new trail development opportunities exist along the Wallowa Union Railroad, Wallowa River, irrigation ditches and utility corridors. Soft surface trails typically occupy less physical space compared with paved shared use paths, lending the city opportunities to establish trails and paths in a phased approach (e.g., constructing a soft surface trail first, and upgrading the facility to a paved shared use path in the future).
(2) Marr Ranch Trails.
(a) Oregon State Parks recently prepared a Draft Master Plan for the Marr Ranch property, a future state scenic area in southern Joseph. Native American tribes view the property as sacred ground, representing a key place in their rich cultural history. Consequently, the property will likely remain in its largely undeveloped state, potentially including a series of soft surface trails following existing maintenance roads.
(b) The city’s Bicycle and Pedestrian Plan acknowledges this separate planning process and its associated trail development recommendations.
(E) Accessways. The city should explore accessway development opportunities in existing neighborhoods where limited street connectivity exists and require accessways in future residential subdivisions (where necessary) to maximize bicycle and pedestrian connectivity.
(Ord. passed 6- -2009)