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HomeMy WebLinkAbout8.17.17 PacketIf unable to attend the meeting,please call the Planning Services Division at 236-5059 or email Alexa Naudziunas at anaudziunas@ci.oshkosh.wi.us and let her know, so we are assured a quorum will be present. City Hall, 215 Church Avenue P.O. Box 1130 Oshkosh, WI 54903-1130 http://www.ci.oshkosh.wi.us *REVISED 8/15/17* TO:Bicycle and Pedestrian Advisory Committee FROM:Alexa Naudziunas, Assistant Planner DATE:August 10,2017 SUBJECT:Meeting Notice and Agenda for August 17, 2017 A meeting of the Bicycle and Pedestrian Advisory Committee will be held on Thursday August 17,2017 at 4:00 p.m. in room 404, City Hall, 215 Church Avenue, Oshkosh, WI 54901. The following items will be considered: 1.Call to Order 2.Approval of July 20,2017 Meeting Minutes 3.Washington Avenue Reconstruction –Bike Lane –Discussion 4.Oregon Street Reconstruction –Previous Item report 5.*Wisconsin Avenue Bridge Bike Lanes –Discussion or Action* 6.Bicycle and Pedestrian Circulation Plan Update 7.Pedestrian Safety Month –September 8.Agenda Items for the Future Meeting(s) 9.Adjournment * Indicates Revision BICYCLE AND PEDESTRIAN ADVISORY COMMITTEE MINUTES – July 17, 2017 PRESENT: Tom Otto, Adam Bellcorelli, Jim Michelson, Jay Stengel, Vicky Redlin, James Rabe, Steve Gohde, Jim Collins, Michelle Bachaus STAFF: Assistant Planner; Alexa Naudziunas 1. Call to Order Mr. Michelson called the meeting to order at 4:01 p.m. 2. Approval of June 15, 2017 Meeting Minutes Mr. Otto moved to approve June 15, 2017 meeting minutes and Mr. BellCorelli seconded the motion. Motion carried unanimously. 3. Oregon Street Reconstruction Project – Action James Rabe and Steve Gohde from the Public Works Department gave a presentation of the proposed options for the Oregon Street reconstruction project from (8th Avenue to 16th Avenue). Two residents attended the meeting because they received a letter from the Community Development Department. The resident from 1522 Oregon Street spoke on the topic, the resident expressed negative views of the design of North Main Street. The resident expressed an interest in prioritizing amenities that will allow vehicles to travel quickly on Oregon Street. The resident explained that pedestrians do not use Oregon Street and pedestrians do not need more room to travel. Committee members explained that if pedestrians feel unsafe they tend to avoid certain areas. The committee explained that it is a priority of theirs to make sure that pedestrians feel safe and invited. Mr. Rabe and Mr. Gohde explained that a potential benefit of increasing the sidewalk width would be to reduce the cost of the project. They explained that there may be enough room for terrace trees which help improve our stormwater quality. Mr. BellCorelli explained that the speed that vehicles are traveling is directly related to the injury level of a pedestrian in the instance that there is a vehicle-pedestrian collision. Mr. BellCorelli explained that the way a street and travel area is designed impacts driver and pedestrian behavior. This committee hopes to help improve this behavior and potentially save lives. Ms. Bachaus explained that she represents the Wisconsin Bike Fed, if a vehicle it traveling at 20 mph there is a 10% chance of fatality, 30 mph there is a 50% chance of fatality, at 40 mph there is 90% chance of fatality. Mr. Otto explained that vehicles must slow down and follow the marked speeds. Mr. Michelson closed the period for resident comments and opened discussion back to the committee. Ms. Redlin expressed a desire to see more terrace trees. Mr. Gohde explained that the 40’ wide design is more economical for the construction side. Ms. Redlin explained that the design of North Main Street has greatly improved foot traffic for the businesses. Mr. BellCorelli made a motion to recommend the 40’ wide design for the entire length of the project and Ms. Redlin seconded the motions. Motion carried 5-0. 4. Pedestrian Safety Month – September Ms. Naudziunas explained that the Wisconsin Department of Transportation has established the month of September as Pedestrian Safety Month. In preparation to participate in the month of safety, staff is proposing that the committee plan an event day to practice safe transportation practices in the City of Oshkosh. Based on past discussions with the committee, this may be an opportunity to focus on roundabout safety. Ms. Naudziunas explained that the committee picked September 21st at the June meeting. a. North Main Street Crosswalks – Jim Collins Mr. Michelson explained that he nearly witnessed a pedestrian-vehicle collision last summer on the 400 block of North Main Street. The pedestrian was using the designated crosswalk and was found lying in the road after being struck. Mr. Collins explained that the police report stated that the driver was reaching down for something that had fallen in the car. Mr. Collins explained that the crosswalk is design correctly and this collision was due to driver error. b. September Event - Plan The committee selected September 21st 2017 as the day for the pedestrian safety event day. Ms. Naudziunas explained that she would help secure the location for the police truck to park. The committee agreed to attend the event in place of their September monthly meeting. Next steps include contacting the school district and surrounding businesses. 5. Agenda Items for the Future Meeting(s) The committee expressed an interest in keeping the Bicycle and Pedestrian Circulation Plan on the agenda. 6. Adjournment Ms. Redlin moved to adjourn the meeting and Mr. Stengel seconded the motion. Motion carried unanimously at 5:34 p.m. Recorded by Alexa Naudziunas, Assistant Planner CITY OF OSHKOSH BICYCLE AND PEDESTRIAN PLAN 4- 5 4.2.3 LAND USE The importance between land use and transportation should also not be underestimated. Land use patterns and development decisions are often seen as controlled solely by market forces, leaving public agencies to respond to the transportation demand created in their wake. However, public land use policies directly affect private land use decisions such as zoning regulations and minimum parking requirements. Therefore, land use policies need to be considered in relation to the impact of transportation just as transportation policies need to be considered in relation to land use. Transportation systems and land use patterns have a well-documented reciprocal relationship. As communities have grown, the demands for transportation system improvements have also grown. However, these transportation improvements have also provided more convenient access to undeveloped land farther out, thus spurring further growth. More than any other transportation system, it has been the road network and the prevalence of the automobile that has impacted land use patterns over the past half- century. Notable land use patterns or issues for the City of Oshkosh include:  Water divides the urbanized area significantly.  The majority of city arterials are four lane with no on-street parking and immediately adjacent sidewalks.  Development as it exists today directly corresponds to the freeway system. 4.3 INVENTORY AND ASSESSMENT OF EXISTING FACILITIES 4.3.1 BIKING CONDITIONS An analysis of the walking and bicycling conditions within the Oshkosh planning area was performed by SAA staff. The analysis included a review and confirmation of the conditions recorded by the information solicited at the Public Informational Meeting on August 20th, 2009. The assessment was performed with special attention toward identifying key destinations within the community as well as key links, or “urban escape routes”, between the country and the urbanized area. Often, the conditions in these critical areas determine the usability of the entire route. Limitations include volume and type of traffic (cars, trucks), high speeds, and limited roadway space for accommodation. Minor arterials and collectors were evaluated throughout the planning area. Local urban roads were thought to be bikeable unless otherwise identified. The listing below separates observations into north and south of the Fox River. Observations/inventory was based on logical east/west and north/south routes and suggestions/comments solicited at the public informational meetings. Existing conditions of note for bicyclists (esp. minor arterials and collectors, local roads where identified): CITY OF OSHKOSH BICYCLE AND PEDESTRIAN PLAN 4- 6 North/West of the Fox River North of W. Snell Road between Lake Butte des Morts and Lake Winnebago • County Road A: no bicycle or pedestrian accommodations – 4 travel lanes, no shoulder • Jackson Street: no bicycle accommodations – 4 travel lanes with an intermittent TWLTL; sidewalks on portions of the road South of Snell Road, north of W. Nevada Avenue • Bowen Street: no bicycle accommodations, 2 travel lanes, parking lane; sidewalks on both sides of street • Harrison Street: wide street with parking lane, suitable as is for cycling; sidewalk on one side of street • East Murdock Street: no bicycle accommodations, 4 narrow travel lanes, TWLTL on one stretch of street, pedestrian refuges separate from crosswalks; sidewalks on both sides of street • West Smith Avenue: wide with parking lane; sidewalks on both sides • Vinland Street: wide with parking lane; sidewalks on both sides • West Bent Avenue: two travel lanes; room to accommodate bikes; sidewalks on both sides • Algoma Boulevard (45): four narrow travel lanes, no accommodations north of campus; on campus 4’ bike lane; sidewalks on both sides North of W. 14th Avenue and south of W. Bent Avenue • Bowen Street: two travel lanes and parking lane; sidewalks on both sides • East/West Irving Street: two travel lanes; sidewalks on both sides • Washington Avenue: two travel lanes; sidewalks on both sides • Broad Street: two travel lanes separated by railroad tracks; sidewalks on both sides • Wisconsin Street: two travel lanes with parking; sidewalks on both sides • Algoma Boulevard: two travel lanes; bike lane only through campus; intermittent parking lane; sidewalks on both sides • High Avenue: two travel lanes; bike lane only through campus; intermittent parking lane; sidewalks on both sides South/East of the Fox River South of STH 21 and north of West 20th Avenue • Omro Road: north of 21, paved, striped shoulder, no sidewalk • 21 to Omro Road: no accommodations, no sidewalks • N. Westhaven Road: wide travel lanes, intersection at 21 needs improvement, sidewalks both sides • Witzel Avenue: transitions from rural: paved 2’ striped shoulder to urban: 4 narrow travel lanes, no bicycle accommodations, sidewalks on both sides • Havenwood Drive: wide travel lanes; sidewalks on both sides CITY OF OSHKOSH PEDESTRIAN AND BICYCLE PLAN 4- 7 South of Lake Butte des Morts, north of Omro Road • Leonard Point Rd: gravel shoulder, no stripe; no sidewalks • Oakwood Road: gravel shoulder; no sidewalk 4.3.2 WALKING CONDITIONS Walking as Transportation Walking is often overlooked and undervalued as a transportation mode. Yet, in the Oshkosh planning area, 2.3 percent of commuters reported regularly walking to work. Pedestrian commuting percentages are even higher within the City of Oshkosh’s older neighborhoods near downtown. These percentages do not include other pedestrian activity, such as walking trips to school, to shopping, or for recreation. Many of these pedestrians are children and seniors who require special consideration regarding facility design. Pedestrians also include persons using wheelchairs or mobility devices. Everyone is a pedestrian at some point in his or her trip, whether it is walking to the parking lot, a bus stop, or to work from home. The most common pedestrian facilities people think of are sidewalks. Other facilities include pedestrian ramps, pedestrian islands (i.e. road medians), crosswalks and pedestrian signals. Where sidewalks are not available, roads and/or road shoulders provide the public right- of-way for pedestrians. However, what constitutes a “pedestrian-friendly” or “walkable” neighborhood or business district is much more than merely having the aforementioned facilities in place. A “walkable” or pedestrian-friendly community is one that provides a comfortable and safe environment for pedestrians. Having sidewalks certainly is one major part of the equation; however, other amenities such as street trees, pedestrian- scale lighting, street furniture and terrace space separating vehicle traffic lanes from sidewalks are also important. In the Oshkosh area snow and its effective removal are another important considerations. The quick and effective removal of snow on sidewalks and multi-use trails has a major effect on the usability of those facilities. In Oshkosh, all sidewalks are required to be cleared within a certain timeframe from the incidence snowfall (24 hours), however the maintenance of many of these facilities is the responsibility of the homeowner and work schedules, vacations, and the physical abilities of the resident can make for inconsistent snow removal. Multi-use facilities are maintained in selected areas as budgets dictate. Another important element of “walkable” communities is having something to walk to. Destinations, such as commercial areas, parks, churches, and schools need to be within walking distance and accessible if walking is going to be a serious transportation alternative. The scale and interest of buildings can add or detract from the pedestrian experience. Studies have also found that pedestrians like company and seeing other pedestrians increases one’s comfort level and sense of safety and security. Requirements for pedestrian facilities within the Oshkosh planning area include those for crosswalks and sidewalks. Specifically, for new subdivisions: CITY OF OSHKOSH PEDESTRIAN AND BICYCLE PLAN 4- 8  Sidewalks shall be required on both sides of the street.  Sidewalks are not required on cul-de-sacs or dead end streets less than one hundred fifty (150) feet in length, unless it is required by the Common Council.  Sidewalks shall be a minimum of five (5) feet wide  Construction of said sidewalks to be in conformance with requirements set forth in Chapter 25 of the City of Oshkosh Municipal Code.  The requirement for sidewalks may be waived or modified by the Common Council if the subdivider submits an alternative plan to effectively serve pedestrian needs. An alternative plan may involve the development of a trail system serving all lots within the subdivision, linking the trail system to other trails or sidewalks in adjacent areas. Neighborhoods constructed prior to World War II generally included sidewalks. Post war era neighborhoods tended to be built without sidewalks. Retrofitting areas with sidewalks is often controversial given cost and funding issues (i.e. who should pay) but is the common procedure within Oshkosh and should continue in order to have complete and comprehensive pedestrian infrastructure. Safe Routes to School Safe Routes to School planning is necessitated by a number of factors. Chief among them are health and safety concerns for children. The National Highway Traffic Safety Administration (NHTSA) determined in 1998 that motor vehicle injury is the leading cause of death for children aged two to eighteen. Recent studies also report the incidence of childhood asthma continue to escalate due in part to exacerbated air pollutants caused by a number of sources including automobile emissions. Childhood obesity rates are also increasing and today one in four kids are over weight and at higher risk for chronic conditions such as diabetes. In response to these and other health conditions and statistics, the Safe Routes To School model has been developed to increase the number of kids walking and biking to school safely. Doing so also provides noteworthy ancillary benefits. For one, increasing the number of children who walk or ride bikes to school lessens the amount of traffic congestion placed on local roadways. A recent NHTSA statistic reports between 20-25 percent of morning rush-hour traffic may be parents driving kids to school. At the same time, school districts are facing decreased budgets and rising gas prices. In fact, the National Center for Education Statistics reports school bus transportation is frequently the second largest budget item for school districts after salaries. In light of these and other conditions, Safe Routes To School planning makes good sense in any community working to increase the livability and sustainability of their neighborhoods. The Safe Routes To School initiative is comprised of five core areas, called “The Five E’s”. They include Engineering, Enforcement, Education, Encouragement, and Evaluation. • Engineering is a broad concept used to describe the design, implementation, operation, and maintenance of traffic control devices or physical measures. It is one of the complementary strategies of SRTS, because engineering alone cannot produce safer routes to school. CITY OF OSHKOSH PEDESTRIAN AND BICYCLE PLAN 4- 9 • Enforcement includes policies that address safety issues such as speeding or illegal turning, but also includes getting community members to work together to promote safe walking, bicycling, and driving. • Education includes identifying safe routes, teaching students to look both ways at intersections, and how to handle potentially dangerous situations. This strategy is closely tied to Encouragement strategies. • Encouragement combines the results of the other “E’s” to improve knowledge, facilities and enforcement to encourage more students to walk or ride safely to school. Most importantly, encouragement activities build interest and enthusiasm. Programs may include “Walk to School Days” or “Mileage Clubs and Contests” with awards to motivate students. • Evaluation involves monitoring outcomes and documenting trends through data collection before and after SRTS activities. Surveys and audits can help provide quantitative support for improvements brought about through SRTS programming. The Wisconsin Department of Transportation administers a federal grant program (SAFETEA-LU) to qualified communities that demonstrate a need for funding and have developed bicycle and pedestrian safety improvement plans. The Oshkosh Area Safe Routes to School Plan was prepared by the East Central Wisconsin Regional Planning Commission in November 2008 and includes twelve area schools. A PDF of the document can be found at: http://www.eastcentralrpc.org/OshkoshSRTS/docs/plan/Oshkosh_Area_Safe_Rou tes_Final.pdf Engineering recommendations listed in the plan are school specific but directly relate to bicycling and walking conditions in the Oshkosh area. Where feasible, those recommendations should be implemented. 4.4 BICYCLE AND PEDESTRIAN STATUTES AND ORDINANCES In the 1960's, the national Institute of Transportation Engineers produced a publication titled -- Recommended Practice for Subdivision Streets. This publication contained a set of recommended standards for residential street design. These included: a 60 foot ROW; 32-34 feet of pavement; a 6-7 foot planting strip; and a 5 foot sidewalk on both sides of the street. Typical front yard setbacks were set at 40-60 feet. These standards have been widely used as the basis for many of today's subdivision regulations and are reflected in some of the local codes. Many modern subdivisions continue to build the right-of-way for motorized transportation at the expense of walking or biking. Wide, curvilinear streets are thought to be appealing by many developers engaged in designing new housing projects and sidewalks are included as an afterthought, if at all. Unfortunately, it isn’t until after these neighborhoods are built that residents begin to question street width and speeding that comes wide lanes, and the lack of pedestrian facilities such as sidewalks.