(A) Description.
(1) These types of facilities provide for bicycle travel within an existing motor vehicle corridor without the added expense of constructing separate bike lanes. In general, corridors where bicycles share the roadway with motor vehicles can experience some reductions in capacity and concerns regarding safety due to the presence of the slower moving bicycles. However, on the corridors identified for such improvements in this plan, the current posted speeds are no higher than 25 mph and average daily traffic volumes are expected to be less than 1,000 vehicles, which should limit the impact of bicycle presence.
(2) The extent of the treatments applied to such corridors may vary from only signage to the implementation of traffic calming devices in the roadway. For this plan, a five-level system was presented to identify the range of treatments possible. Only Level 3 applications have been recommended as part of this plan, which include: intersection treatments (flipping stop signs at some locations, crosswalks, warning signing, wayfinding signing and directional pavement markings).
(3) Most treatments proposed would be compatible with the existing transportation system. However, the proposed marking and signing of uncontrolled crossings of major roadways may be of concern in some locations. Proposed marked crossings include:
(a) Main Street (OR 82) at Alder Street;
(b) Main Street (OR 82) at Fourth Street;
(c) Eighth Street (OR 82) at College Street;
(d) Imnaha Highway at Lake Street; and
(e) Wallowa Avenue at Mill Street.
(B) Impact.
(1) The crossing on Main Street at Alder Street is in the improved downtown corridor and already has curb extensions, marked crosswalks and illumination. No further improvements should be required.
(2) The crossing on Main Street (OR 82) at Fourth Street would facilitate the connection of the west side and east side bicycle boulevards between Mill Street and Lake Street.
(3) Key characteristics of the transportation system at this intersection include:
(a) Sight distance: good. 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. Main Street is relatively straight and flat in this area and sight distance easily exceeds these minimum lengths.
(b) Posted speed: Main Street is posted for 30 mph through this area.
(c) Traffic controls: there is stop-control on the westbound and eastbound Fourth Street approaches. Main Street is uncontrolled.
(d) Traffic volumes: Main Street serves approximately 3,900 vehicles per day in this area. Fourth Street is estimated to serve less than 500 vehicles per day.
(e) Crash History: There was one crash at this intersection over the last five years (2003 to 2007) related to a turning movement. In addition, there was another crash on Main Street just to the north involving a collision with a fixed object.
(f) Grade: relatively flat.
(4) 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. 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).
(a) 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.
(b) There is no reasonable alternative crossing location.
1. There are a number of reasonable alterative crossing locations in this area. The intersection on Main Street at Third Street is one block to the north (approximately 300 feet) and is illuminated with curb extensions and a marked crosswalk on the north approach. The intersection on Main Street at Third Street also marks the end of the improved downtown area.
2. To the south, crossings can also be made at the unmarked intersections on Main Street with Fifth and Sixth Streets.
3. 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).
a. 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 improved downtown corridor along Main Street, which begins one block to the north. The total crossings are not anticipated to meet the pedestrian volume thresholds referenced in § 6.6.2.11.
b. With average daily traffic volumes on Main Street of approximately 3,900, there are ample gaps for crossing.
c. The crossing location is proposed as part of a bicycle boulevard system connecting corridors that would run from north to south through the city, but it would serve general pedestrian traffic as well. The use of the proposed crossing is general in nature and would serve people of all ages. It would facilitate connections for pedestrians and bicycles between schools, parks and residences.
4. Posted speeds should be 35 mph or less. The posted speed on Main 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. Main Street serves approximately 3,900 vehicles per day in this area. Fourth 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. Main Street is a two-lane facility in the area.
(5) 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. With the improved downtown corridor beginning only one block to the north, there are several marked crosswalks in succession in the immediate vicinity (nine intersections in total). In addition, another marked crossing has been proposed along OR 82 (Eighth Street) at the unsignalized intersection with College Street. As part of that investigation, it has been recommended that no other marked crossings be installed between College Street and Third Street to avoid the proliferation of marked crossings. Installing another marked crosswalk at Fourth Street may reduce the overall effectiveness of all crossing locations, as drivers could become less attentive if marked crosswalks become too common;
(b) Consideration must be given to concerned citizens, civic groups and neighborhood organizations; balancing engineering judgment with perceived public need. There has been do direct request for such a crossing;
(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. Under existing conditions, Main Street is a two-lane highway. There is no curb, but sidewalks are present along both sides of Main Street. The widening of the highway beyond two lanes is not anticipated. Curb extensions could be considered in the future;
(d) A three to five-year pedestrian crash history should be obtained. There was one crash at this intersection over the last five years (2003 to 2007) related to a turning movement. In addition, there was another crash on Main Street just to the north involving a collision with a fixed object;
(e) The walking path of the pedestrian. Will marking crosswalks encourage pedestrians to use a single point of crossing rather than choosing random crossing points? With several reasonable crossing locations nearby and relatively low traffic volumes on Main Street, it is unlikely that the proposed marked crossing at Fourth Street would encourage pedestrians to use a single point of crossing;
(f) There should be opportunities for crossing (sufficient gaps in traffic) With average daily traffic volumes on Main Street of approximately 3,900, there are ample gaps for crossing;
(g) 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. Under existing conditions, Main Street is a two-lane highway. There is no curb, but sidewalks are present along both sides of Main Street. The widening of the highway beyond two lanes is not anticipated. Curb extensions could be considered in the future. Pedestrian crossing warning signs are proposed as part of this improvement;
(h) 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 is far greater than the minimum required stopping sight distance of 250 feet and exceeds the minimum intersection sight distance of 390 feet as well. Visibility in all directions is very good;
(i) 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;
(j) Mid-block and school crossings must be supplemented with crosswalk signs This would not create a mid-block or school crossing;
(k) Mid-block crosswalks should not be located immediately down-stream from bus stops. This would not be a mid-block crossing; and
(l) 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.
(C) (1) In consideration of the above criteria, the installation of a marked crosswalk at the intersection on Main Street at Fourth Street is not recommended. The primary reasons being the availability of other reasonable crossing locations and the need to not over-stripe the corridor with crosswalks, which could reduce the overall effectiveness of all crossing locations. However, other treatments, such as warning signing and curb extensions, could still be considered.
(2) The crossing on Eighth Street at College Street was previously discussed under “intersection improvements” and has been proposed as a pedestrian system enhancement as well.
(3) The crossing on Imnaha Highway at Lake Street is already improved with a marked crosswalk on the west approach and illumination. Other than warning signing, no further improvements should be required.
(4) The crossing on Wallowa Avenue at Mill Street is under Wallowa County jurisdiction. This crossing would be part of the west side bicycle boulevard and would facilitate the connection between the north and south sides of the city.
(5) Key characteristics of the transportation system at this intersection include:
(a) Sight distance: good. 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 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. Wallowa Avenue is relatively straight and flat in this area and sight distance easily exceeds these minimum lengths;
(b) Posted speed: Wallowa Avenue is posted for 30 mph through this area;
(c) Traffic controls: there is stop-control on the northbound and southbound approaches of Mill Street. Wallowa Avenue is uncontrolled;
(d) Traffic volumes: Wallowa Avenue serves approximately 2,200 vehicles per day in this area. Mill Street is estimated to serve less than 700 vehicles per day;
(e) Crash history: there were no crashes at this intersection over the last five years (2003-2007). There was one crash on Wallowa Avenue just to the east involving a turning collision; and
(f) Grade: relatively flat.
(6) The installation of a marked crosswalk at this intersection must be approved by Wallowa County. Key factors in that decision should include:
(a) Sight distance: as shown above, sight distance is good;
(b) Crash history: as shown above, there were no crashes at this intersection over the last five years (2003 to 2007);
(c) Traffic volumes: ample gaps in traffic for crossing should be available, as volumes are moderately low. Wallowa Avenue serves approximately 2,200 vehicles per day in this area. Mill Street is estimated to serve less than 700 vehicles per day;
(d) Posted speed: the posted speed is relatively low at 30 mph. The presence of the stop sign on Wallowa Avenue one block to the east will also slow traffic down;
(e) Availability of other crossing opportunities: Main Street is one block to the east and has marked crosswalks, curb extensions and illumination. However, to the west, the closest intersections are at Park Avenue (approximately 700 feet away) and Russell Street (approximately 950 feet away). Neither of these intersections have crossing treatments; and
(f) Proliferation of marked crosswalks: there are no other marked crosswalks on Wallowa Avenue west of Main Street.
1. The installation of a crosswalk one block from Main Street would be consistent with the existing treatments east of Main Street, where a crosswalk has been installed at Lake Street.
2. However, if installed, it is recommended that no other crosswalks be striped on Wallowa Avenue west of Main Street.
(Ord. passed 6- -2009)