(A) Improvements made at intersections have the potential to have some of the greatest impacts on operations and safety, as intersections often represent the bottlenecks in travel corridors and are typically the locations where conflicts between travelers are the most frequent. Each intersection improvement recommended was examined, with the results described below.
(1) Intersections in the vicinity of Joseph Elementary School.
(a) Description. Install high-visibility crosswalks and advanced warning signs.
(b) Impact. The local streets surrounding the elementary school experience low volumes of motor vehicle traffic at low speeds. The installation of crosswalks and signing should be compatible with the existing transportation system and surrounding area. However, given the pavement conditions on many local streets and the short life span of pavement markings in the city due to the weather, painted crosswalks may not be possible prior to street resurfacing and may not last long if implemented.
(2) E Eighth Street (OR 82) at College Street.
(a) Description. Install crosswalks and advanced warning signs on E Eighth Street.
(b) Impact. Eighth Street (OR 82) acts as a barrier for bicyclists and pedestrians traveling to and from the south end of the city, as well as for those destined for Wallowa Lake. Through discussions with citizens and field observations, the intersection on Eighth Street at College Street was selected as a preferred crossing location. The primary reasons for selecting this location was the availability of better sight distance than at Lake Street or East Street and the non-standard geometry at Main Street, which can make it difficult to predict where motor vehicles will turn.
(c) Key characteristics. Key characteristics of the transportation system at this location include:
1. Sight distance: fair.
a. According to A Policy of Geometric Design of Highways and Streets (A Policy on Geometric Design of Highways and Streets, fifth edition, American Association of State Highway and Transportation Officials, Washington, D.C., 2004), assuming a highway design speed of 35 mph (it is currently posted at 30 mph), the minimum intersection sight distance should be 390 feet, with the minimum stopping sight distance being 250 feet. In the most constrained direction (from the south College Street approach to the east along OR 82), the available sight distance is approximately 375 feet.
b. The crossing of Eighth Street at College Street provides the best sight distance of the four intersections from Main Street to East Street that provide crossing opportunities, with the possible exception of the Main Street intersection. However, the nonstandard geometry of the Main Street intersection makes vehicle turns unpredictable and is often avoided by pedestrians.
2. Posted speed: Eighth Street is posted for 30 mph through this area.
3. Traffic controls: there is stop-control on the northbound and southbound College Street approaches. Eighth Street is uncontrolled.
4. Traffic volumes: Eighth Street serves approximately 2,000 vehicles per day. College Street is estimated to serve less than 500 vehicles per day.
5. Crash history: there have been no crashes at this intersection over the last five years (2003 to 2007). There was one turning crash at the intersection on Eighth Street at Lake Street one block to the west.
6. Grade: relatively flat.
(d) Requests for marked crosswalks. Requests for marked crosswalks at uncontrolled locations on state highways must be approved by ODOT’s Region and State Traffic Engineers. ODOT maintains guidance for the application of marked crosswalks at uncontrolled locations in the ODOT Traffic Manual (ODOT Traffic Manual, Oregon Department of Transportation, March 2008, p. 6-9). As part of the consideration for a marked crosswalk, an engineering investigation must be provided that includes an assessment of the following criteria (from § 6.6.2.2 of the ODOT Traffic Manual).
1. There is good visibility of the crosswalk from all directions, or it can be obtained. Stopping sight distance is a minimum. As noted previously, sight distance in all directions is greater than the minimum required stopping sight distance of 250 feet. Visibility in all directions is good.
2. There is no reasonable alternative crossing location.
a. There are a total of four locations to cross Eighth Street (OR 82), including Main Street, Lake Street, College Street and East Street. All locations are relatively evenly spaced within a 1,200-foot segment of Eighth Street. However, due to the horizontal alignment of OR 82 through this area, sight distance is significantly less at the other three locations. In addition, the intersection at Main Street has a non-standard geometry that makes vehicle movements unpredictable.
b. Through discussions with residents it was revealed that College Street is the preferred crossing location of the four, with some people claiming to avoid the other locations altogether due to concerns regarding safety.
c. In summary, there are other crossing locations available. However, the crossing at College Street is the best from a safety perspective and is preferred by residents interviewed.
3. a. There is established pedestrian usage. Considerations include: volume of pedestrians, opportunity for safe crossing (i.e., sufficient gaps in traffic), percentage of elderly or young children and the nature of the attraction (see ITE suggested pedestrian volume thresholds in § 6.6.2.11). Lower pedestrian volumes would be acceptable for areas where there is greater proportion of less experienced and less agile pedestrians (e.g., near schools and/or elderly housing areas).
b. Pedestrian volumes in the area are generally low. The population of the city is approximately 1,000 people. Tourism adds a significant amount of pedestrian activity, but most of that is experienced in the downtown, several blocks to the northwest. The total crossings are not anticipated to meet the pedestrian volume thresholds referenced in § 6.6.2.11.
c. With average daily traffic volumes on Eighth Street of approximately 2,000, there are ample gaps for crossing.
d. The use of the proposed crossing is general in nature and would serve people of all ages. It would facilitate the connection for pedestrians and bicycles between schools, parks, residences and the amenities/ services in the downtown to the north with residences and recreational opportunities at Wallowa Lake (approximately one mile to the south) to the south. The crossing location would also be used as part of a proposed bicycle boulevard running from north to south through the city.
4. Posted speeds should be 35 mph or less. The posted speed on Eighth Street is 30 mph.
5. Traffic volumes should be less than 10,000 ADT or if above 10,000 ADT raised median islands should be included. Eighth Street serves approximately 2,000 vehicles per day. College Street is estimated to serve less than 500 vehicles per day.
6. On multi-lane highways, pedestrian crossing enhancements (curb extensions and/or pedestrian refuges) should be considered. Eighth Street (OR 82) is a two-lane facility in the area.
(e) Recommendations.
1. In addition, § 6.6.2.10 of the ODOT Traffic Manual recommends that engineering studies for proposed marked crossings include:
a. Marked crosswalks at other than signalized intersections or stop-controlled approaches should be used selectively. Allowing a proliferation of marked crosswalks may reduce the overall effectiveness of marking crosswalks. There are other marked crossings over OR 82 at uncontrolled intersections approximately eight blocks to the north in the downtown. The downtown is designated as a Special Transportation Area and has curb extensions to aid crossings. There are no marked crossings to the south. No other marked crossings of OR 82 are requested at this time (the crossing at OR 82 and Fourth Street discussed later is not recommended). To avoid the proliferation of marked crossings on OR 82 through the city, it is recommended that no other crossings be marked between College Street and the Special Transportation Area in the downtown.
b. Consideration must be given to concerned citizens, civic groups and neighborhood organizations; balancing engineering judgment with perceived public need. The establishment of College Street as a preferred and marked crossing location was, in part, encouraged by public comments received at an open house and through other stakeholder group meetings. The general feeling from the public is that other crossing opportunities along Eighth Street are uncomfortable or unsafe. While it is possible to cross Eighth Street at other locations, College Street does represent the best opportunity from a safety perspective, with other locations either having limited sight distance or awkward geometry.
c. The roadway design features that influence the pedestrians’ ability to cross the street (e.g., street width, presence of a median, one-way versus two-way operation and geometries of the highway or intersection being crossed), all need to be included in the planning of the crosswalk. Other pedestrian design improvements such as curb extensions and pedestrian refuges should be encouraged to increase the safety of the crossing.
d. Under existing conditions, Eighth Street (OR 82) is a two-lane highway with no curb or sidewalk. While curb and sidewalk are proposed as a future improvement, the widening of Eighth Street beyond two lanes is not anticipated. As the complimenting sidewalk improvements are being designed at some time in the future, curb extensions could be considered.
2. A three to five-year pedestrian crash history should be obtained. There have been no crashes at this intersection over the last five years (2003 to 2007). There was one turning crash at the intersection on Eighth Street at Lake Street one block to the west.
3. a. The walking path of the pedestrian. Will marking crosswalks encourage pedestrians to use a single point of crossing rather than choosing random crossing points? Pedestrians could still cross Eighth Street at the intersections with Main Street, Lake Street and East Street. However, College Street provides a direct path to the elementary school six blocks to the north and a near direct path to the middle and high schools nine blocks to the north. Parents could be encouraged to instruct children to use the College Street crossing as part of a Safe Routes to School Plan.
b. College Street would also provide a crossing that would be in the natural path for most people destined for Wallowa Lake and would be part of a proposed bicycle boulevard connecting the north and south ends of the city.
4. There should be opportunities for crossing (sufficient gaps in traffic) With average daily traffic volumes on Eighth Street of approximately 2,000, there are ample gaps for crossing.
5. Uncontrolled marked crosswalks may be continental crosswalk marking and should be accompanied by other enhancements such as pedestrian refuge islands, bulb-outs, pedestrian signs and the like.
6. Under existing conditions, Eighth Street (OR 82) is a two-lane highway with no curb or sidewalk. While curb and sidewalk are proposed as a future improvement, the widening of Eighth Street beyond two lanes is not anticipated. As the complimenting sidewalk improvements are being designed at some time in the future, curb extensions could be considered. Pedestrian crossing warning signs are proposed as part of this improvement.
7. There should be adequate sight distance for the motorist and the pedestrian, or it can be obtained. This includes examination of on-street parking, street furniture (e.g., mailboxes, utility poles, newspaper stands) and landscaping. Corrective measures should be taken wherever possible. As noted previously, the available sight distance of 375 feet is greater than the minimum required stopping sight distance of 250 feet and nearly meets the minimum intersection sight distance of 390 feet. Visibility in all directions is good. It could be improved further, but that would require vegetation removal/ maintenance on private property.
8. All crosswalk locations should be investigated for adequate illumination where there is prevalent nighttime pedestrian activity. Nighttime pedestrian activity is anticipated to be low. The intersection is currently illuminated.
9. Mid-block and school crossings must be supplemented with crosswalk signs. This would not create a mid-block or school crossing.
10. Mid-block crosswalks should not be located immediately down-stream from bus stops. This would not be a mid-block crossing.
11. For mid-block crosswalks: are there more reasonable locations pedestrians could cross (i.e., no more than a block (300 feet)) from a location being considered? This would not be a mid-block crossing.
(B) In consideration of the above criteria, the installation of a marked crosswalk at the Eighth Street/College Street intersection is recommended.
(Ord. passed 6- -2009)