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Technical Memorandum #5 Technical Memorandum #5 DATE: June 30, 2009 TO: South US 97 Corridor Plan PMT FROM: John Bosket, PE Paul Pawlowski, AIA, ASLA SUBJECT: Redmond South US 97 Corridor Plan Needs, Opportunities and Constraints, and Design Toolbox P08262-000-003 Transportation system deficiencies noted in the analysis of existing and future no-build conditions are summarized in this technical memorandum and evaluated to identify associated opportunities and constraints related to the potential for improvement. In addition, a toolbox of potential improvement options has been included for consideration and will be referenced in later stages of this project to address deficiencies. Transportation System Needs, Opportunities, and Constraints Through field investigations and a review of Technical Memoranda #2 and #3, addressing existing access conditions and existing and future no-build traffic conditions, respectively, the following transportation system characteristics were identified. Access . The spacing between approaches to US 97 are much shorter than ODOT‟s access management spacing standards require, which is largely due to the number of private approaches. Several parcels have multiple private approaches, with the greatest density of driveways from Veterans Way to Odem Medo Road. In addition, there are several approaches within the Yew Avenue interchange area, including the public approaches of Xero Avenue, Wickiup Avenue, and Odem Medo Road. There are many small, landlocked lots in the northern end of the study corridor, which may make approach consolidation difficult. Many of the US 97-adjacent properties are bound by either the canal to the west or the Burlington Northern Santa Fe railroad to the east, which limit opportunities to establish alternate access. There are a number of approaches within the study corridor where turn restrictions have already been applied. Applications range from raised concrete islands to signing only. Through field observations, it appears that violation rates are higher at locations without positive enforcement applications (i.e., physical barriers as opposed to only signing). There are many lots abutting US 97 that are under common ownership, potentially creating opportunities to consolidate access points. Redmond South US 97 Corridor Plan Tech. Memo #5 June 30, 2009 Page 2 of 24 . Existing and planned public streets intersecting or running parallel to US 97 may provide opportunities to provide alternate access. Roadway Design & Capacity . Nearly the entire US 97 study corridor has two-way left turn lanes in the median. Given the high travel speeds, high access density, and the need for pedestrian crossing enhancements, treatments to reduce conflicts in the median should be investigated. The median between Veterans Way and Pumice Avenue is only 12 feet wide. The ODOT Highway Design Manual requires a minimum 14-foot median for continuous left turn lanes. The median between the Yew Avenue ramps is only eight feet wide. The segment south of Yew Avenue is classified as an expressway and the ODOT Highway Design Manual requires a minimum 10-foot median for expressways. All new urban expressways are required to have a non-traversable median, according to the ODOT Highway Design Manual. The segment of US 97 south of Yew Avenue is classified as an expressway and has a traversable median. A non-traversable median should be considered for this segment to enhance safety. All study intersections on US 97 currently perform poorly during the peak travel periods, resulting in long delays and vehicle queues. In the future, this congestion will improve slightly with the study intersection improvements, although mobility standards will not be met at Veterans Way, Pumice Avenue, Quartz Avenue, and Odem Medo Road. The recommended highway cross-section from the ODOT Highway Design Manual for the segment of US 97 from Veterans Way to Yew Avenue was reviewed for feasibility of implementation given area constraints. The recommended cross-section for Urban Fringe/ Suburban areas would require at least 90 feet of right of way, with 78 feet of paved surface between the curbs. Individual elements include (assumed 45 to 55 mph posted speeds and minimum 55 mph design speed): o 14‟ median if used as continuous left turn lane – 19‟ median if raised curb is used o 12‟ travel lanes o 8‟ right side shoulder/bike lanes o 6‟ sidewalks with a 4‟ to 8‟ landscape buffer if a separated sidewalk Right of way along this segment of US 97 is approximately 100 feet from Veterans Way to Wickiup Avenue and around 180 feet from Wickiup Avenue to Yew Avenue. Under the standards, the typical cross-section would be as great as 111 feet wide, which would not fit within the available right of way from Veterans Way to Wickiup Avenue. The recommended highway cross-section from the ODOT Highway Design Manual for the segment of US 97 from Yew Avenue to the southern Redmond Urban Growth Boundary (UGB) was reviewed for feasibility of implementation given area constraints. The recommended cross-section for Expressways with posted speeds of 55 mph (60 to 70 mph design speed) would require at least 74 feet of right of way (with no separate pedestrian facilities). Individual elements include: Redmond South US 97 Corridor Plan Tech. Memo #5 June 30, 2009 Page 3 of 24 o 10‟ median if striped or constructed with concrete barrier – 20‟ median if raised curb is used o 12‟ travel lanes o 8‟ right side shoulder/bike lanes o Optional 6‟ separated sidewalks with a 8‟ landscape buffer Right of way along this segment of US 97 varies between 170 feet and 190 feet. Under the standards, the typical cross-section would be as great as 112 feet wide, which would fit within the available right of way. Pedestrian . There are gaps in the existing sidewalk system within the study corridor. Areas where sidewalk infill is needed include: West side of US 97 o From about 270 feet south of Veterans Way to about 740 feet north of Pumice Avenue o Several gaps between the future Quartz Avenue extension and Odem Medo Road o From Odem Medo Road to approximately 180 feet south o From about 1,290 feet south of Odem Medo Road to about 1,000 feet north of Xero Avenue o From about 475 feet south of Xero Avenue to about 540 feet north of Yew Avenue East side of US 97 o From about 390 feet south of Veterans Way to approximately 135 feet south of the future Quartz Avenue extension o Several gaps between the future Quartz Avenue extension and Odem Medo Road o From approximately 120 feet south of Odem Medo Road to about 920 feet north of Wickiup Avenue o From Wickiup Avenue to Yew Avenue Yew Avenue o From 25th Place to South Canal Boulevard South Canal Boulevard o From Obsidian Avenue to Yew Avenue . The distances between pedestrian crossing opportunities along US 97 are very long. This encourages unprotected mid-block crossings and use of the continuous two-way left turn lane as a refuge, and acts as a barrier by discouraging crossings altogether. Redmond South US 97 Corridor Plan Tech. Memo #5 June 30, 2009 Page 4 of 24 . Pedestrian access between the US 97 corridor and the surrounding transportation system is limited by the canal to the west and the Burlington Northern Santa Fe railroad to the east. Safe canal and railroad crossings are limited and spaced at distances that are typically too great to encourage pedestrian travel. This can result in potentially hazardous conditions where pedestrians prefer to cross at more convenient, but uncontrolled, mid-block locations. Fixed objects are frequently located in the middle of the sidewalks along US 97, obstructing the walkway and leaving it difficult to traverse by wheelchair or to guide a carriage. There is a general lack of pedestrian access to businesses along US 97 from the sidewalk, which forces pedestrians to walk through landscaping, in driveways, and across parking lots to reach buildings. Bicycle . The bike lanes and shoulders along US 97 were noted as being covered with rocks and other debris. This makes the bike lanes inaccessible and creates safety issues with bicyclists avoiding the debris by entering the motor vehicle lanes and riding on sidewalks. The long distances between the signalized intersections on US 97 within the study corridor make it difficult for bicyclists to cross the highway. This creates safety concerns with bicyclists crossing at unprotected mid-block locations. Bicyclist access between the US 97 corridor and the surrounding transportation system is limited by the canal to the west and the Burlington Northern Santa Fe railroad to the east. Safe canal and railroad crossings are limited and spaced long distances apart, requiring significant out of direction travel to cross safely. Transit . Providing a scheduled, fixed-route transit system would improve access to the study corridor by people that cannot or prefer not to drive. As there is no such service today, those trips are likely being made by walking, biking, or carpooling. Enhancing pedestrian connectivity along US 97, improving crossing opportunities, and providing better access between the sidewalks and businesses would all encourage and facilitate transit usage in the corridor. Signage . The great variety in signage types, sizes, and supporting structures suggests the need for seeking a common agreement on guidelines for future new and/or replacement signage considering visibility, size, height, materials, lighting, and placement. The goal should be to minimize visual clutter along the corridor while maximizing identification for each business without obscuring that of neighboring properties. This may involve a further analysis of use, plat frontage, building size, and type of enterprise (local or national) as well as posted speeds. Multiuse Trail . The proposed trail along the COID irrigation canal presents opportunities to provide a variety of conditions considering both sides of the canal as a major north-south pedestrian Redmond South US 97 Corridor Plan Tech.
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