(A) The history of crashes within the city suggests there is a relatively low crash potential, with most crashes being of low severity. There have been no significant patterns or locations experiencing reoccurring crashes requiring mitigation. Because of the higher traffic volumes, bicycles and pedestrians are more likely to be involved in crashes with motor vehicles along Oregon 82, suggesting that the provision of separate walking and biking facilities should be a priority along this route.
(B) Furthermore, bicyclists traveling along Oregon 82 through the downtown are frequently in conflict with vehicles backing out of angled parking stalls, where the driver’s sight distance is limited by adjacent parked cars. This condition makes biking through the downtown on Oregon 82 undesirable by many bicyclists.
(C) Traffic volumes in the city are typically higher during the PM peak period than during the AM peak period, but traffic tends to increase gradually throughout the day without the presence of significant peak hours.
(D) Most traffic activity, including motor vehicle, bicycle and pedestrian modes of travel, is focused on the Oregon 82 corridor.
(E) With the exception of Oregon 82, Imnaha Highway and Wallowa Avenue, traffic volumes on city streets are low enough that they would typically be considered adequate for allowing shared bicycle and motor vehicle use of travel lanes and are consistent with the character of neighborhood residential streets. Field observations and feedback from residents also indicate that walking on these streets, even without the presence of sidewalks, is generally a comfortable experience.
(F) The three study intersections of Oregon 82 at Imnaha Highway, Oregon 82 at McCully Avenue and Imnaha Highway at College Street all operate adequately, complying with ODOT mobility standards under both existing (2008) and future (2030) conditions. However, by the year 2030, the delays experienced on the stop-controlled side-streets of the Oregon 82 at Imnaha Highway intersection during the PM peak hour will average nearly a minute per vehicle. Should mitigation of this condition be desired, it is recommended that installation of all-way stop-control (potentially paired with advanced warning signing), which would also benefit bicycle and pedestrian movement, be considered. While the intersection will continue to meet ODOT mobility standards under this scenario, the added stop signs will significantly increase delays for north-south highway traffic. Therefore, before such improvements are implemented, the needs of statewide, regional and local travel should be considered, with prioritization of traffic movement established accordingly.
(Ord. passed 6- -2009)