(A) General.
(1) Several design and operational treatments could be implemented to improve the pedestrian environment at intersections. Attributes of good intersection design include the following:
(a) Clarity: it should be obvious to motorists that there will be pedestrians present; it should be obvious to pedestrians where to cross;
(b) Predictability: the placement of crosswalks should be predictable. Additionally, the frequency of crossings should increase where pedestrian volumes are higher;
(c) Visibility: the location and illumination of the crosswalk allows pedestrians to see and be seen by approaching traffic while crossing;
(d) Short wait: the pedestrian does not have to wait unreasonably long for an opportunity to cross;
(e) Limited exposure: conflict points with traffic are few, and the distance to cross is short or is divided into shorter segments with crossing islands; and
(f) Clear crossing: the crosswalk is free of barriers, obstacles and hazards and is accessible to all users. Pedestrian crossing information is available in accessible locations.
(2) These factors should be considered whenever bicyclists or pedestrians cross a street. Strategies and treatments for improving intersections and other bicycle/pedestrian crossings in the city include:
(a) Enhanced crosswalks and warning signage: longitudinal (“ladder-style”) crosswalks, raised crosswalks and crosswalks with pavement or color texturing provide visual cues to oncoming motorists;
(b) Curb extensions: reduce the pedestrian crossing distance on the roadway, and also increase motorists’ visibility of pedestrians crossing the street;
(c) Medians and refuge island: separate the pedestrian crossing into multiple segments, allowing pedestrians to focus on one direction of traffic at a time; and
(d) ADA-accessible curb ramps with detectable warning strips: facilitate safe and convenient crossings for wheelchairs and mobility-impaired users; also convenient for pedestrians with strollers.
(B) Crosswalks.
(1) The city currently uses a variety of crosswalk treatments, including “transverse” (also called “parallel bar”) markings consisting of two bars crossing an intersection; “longitudinal” (also called “ladder style”) markings; and combinations of these marking styles. The MUTCD indicates that transverse crosswalks should include solid white lines six to 24 inches wide (extending across the full pavement width), with a minimum of six feet between the lines. Longitudinal crosswalk bars should be 12 to 24 inches wide, at least six feet long, with one- to five-foot spacing between each bar (the space between bars should not exceed two and a half times the bar width). To minimize maintenance costs, the bars should not be placed directly within vehicle wheelpaths (where possible). Also, the city currently applies paint to mark and re-mark crosswalks, but has expressed an interest in using thermoplastic to reduce maintenance needs.
(2) ODOT prescribes additional standards for the placement of crosswalks on state highways. Longitudinal crosswalks may only be placed in designated school zones, at mid-block crossing locations, and at intersection slip lanes. ODOT’s longitudinal crosswalk bars typically measure nine feet in length. Transverse markings on state highways consist of 12-inch wide bars spaced ten feet apart. The placement of all crosswalks on state highways is subject to the State Traffic Engineer’s approval.
(C) Curb ramps.
(1) Curb ramps are a fundamental element of an accessible public realm. A sidewalk without a curb ramp can be useless to someone in a wheelchair, forcing them back to a driveway and out into the street for access. Likewise, street crossings must be aligned and properly designed to accommodate the needs and desires of all people. Many of the single access ramps built in previous decades direct users diagonally into the street intersection (rather than straight into the crosswalk area). This can be problematic for visually-impaired pedestrians as they could experience difficulty orienting themselves toward the crosswalk.
(2) Where possible, all intersection corners should provide dual curb ramps oriented directly across the street. Curb ramps should also have detectable warning strips to accommodate the visually-impaired. AASHTO’s Guide for the Planning, Design and Operation of Pedestrian Facilities and the ODOT Highway Design Manual provide further guidance on curb ramp design.
(3) Curb extension installations should include a vertical element to alert snowplow operators to their location. Reducing the width of the curb extension to fall just inside the edge of the parking lane will allow the plow to remove snow from the entire travel lane in a single pass.
(Ord. passed 6- -2009)