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HomeMy WebLinkAbout8.16.18 Bike and Ped /ia Oshkosh TO: Bicycle and Pedestrian Advisory Committee FROM: Alexa Naudziunas,Assistant Planner DATE: August 8,2018 SUBJECT: Meeting Notice and Agenda for August 16, 2018 A meeting of the Bicycle and Pedestrian Advisory Committee will be held on Thursday August 16, 2018 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 19,2018 Meeting Minutes 3. Roundabout Safety Day 4. Bicycle and Pedestrian Circulation Plan update-East Central Wisconsin Regional Planning Commission 5. Agenda Items for the Future Meeting(s) 6. Adjournment If 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 BICYCLE AND PEDESTRIAN ADVISORY COMMITTEE MINUTES -July 19,2018 PRESENT: Adam BellCorelli,Vicky Redlin,Jim Michelson, Brad Brown,Jay Stengel STAFF: Assistant Planner;Alexa Naudziunas;Assistant Director Public Works, Steve Gohde 1. Call to Order Mr. Michelson called the meeting to order at 4:01 p.m. The new Common Council representative Lori Palmeri was announced,but not present. 2. Approval of June 21,2018 Meeting Minutes Mr. BellCorelli moved to approve June 21, 2018 meeting minutes and Mr. Stengel seconded the motion. Motion carried unanimously. 3. County Road A-Bike facilities discussion-Murdock to City boundary Mr. Gohde was present to discuss this item. He explained that this section of road is not managed by the city of Oshkosh which is why there are no bike routes planned for this area. Winnebago County has jurisdiction over that section of roadway. The committee will wait for more information from the Winnebago County Bicycle and Pedestrian Plan Steering Committee. 4. Route Marketing The committee discussed the potential of branding a designated route within the city as a marketing tool to promote recreation in Oshkosh. The route they are researching generally follows the riverwalk and tribal heritage crossing, making a complete loop of just under 10 miles in distance. 5. Pedestrian Roundabout Safety Day-Discussion Ms. Naudziunas asked the committee if they would like to organize a second pedestrian safety day similar to one that was organized last September. The committee agreed to help organize another event this September. They will continue the plan at the August meeting. 6. Bike and Pedestrian Master Plan Update The committee reviewed the first draft chapter of the plan and provide comments and feedback. 7. Agenda Items for the Future Meeting(s) The committee expressed an interest in continuing to review chapters from the Bike and Pedestrian Master Plan. 8. Adjournment Mr. Brown moved to adjourn the meeting and Mr. Stengel seconded the motion. Motion carried unanimously at 5:22 p.m. Recorded by Alexa Naudziunas, Assistant Planner � IIIIU moi ullo IIIIII q' ,yip« y' ✓i y�a n � '��i, o y ',/' 1 y � P a, r r J gym, 9f a ri 40 , fRl ✓awl�`iJ/om 1, ,,., , I I 2 INTRODUCTION & PLANNING PROCESS The City of Oshkosh has prepared this master plan to develop sound strategies for improving bicycle and pedestrian transportation throughout the Oshkosh area for users of varying abilities. The planning area includes the Oshkosh metro area and is illustrated in Appendix B. This document incorporates recommendations from existing planning documents including the 2017 Winnebago County Bicycle and Pedestrian Plan, Comprehensive Plan 2005-2025, the Oshkosh Area Safe Routes to School Plan, the 2007 Oshkosh MPO Long-range Transportation/Land Use Plan and the 1998 and 2011 Pedestrian and Bicycle Circulation Plan. The recommendations are designed to increase transportation safety for pedestrians, bicyclists and motorists. Infrastructure improvements such as sidewalks, marked crosswalks, bike lanes, paved shoulders, multi-use trails and traffic and informational signs are among the type of facilities recommended to improve conditions for the non-motoring public. Opportunities to educate bicyclists about safety and promote bicycling as a viable mode of transportation are discussed. Additionally, recommendations to improve enforcement and education regarding traffic laws affecting bicyclists and walkers are also presented. 2.1 WHY IS THIS PLAN IMPORTANT? As part of the federal initiative to encourage Before the 1900's, bicycling and walking were multi-modal transportation in general and bicycle common modes of transportation in the United transportation in particular, the Safe, Accountable, States. Transportation infrastructure and land use Flexible, Efficient Transportation Equity Act: A Legacy patterns reflected the need to accommodate these for Users (SAFETEA-LU) requires that long range travel modes. Compact communities allowed people planning of transportation systems include provisions to walk to most destinations. Interestingly, early for bicycling and walking. This legislation builds on American urban roads were originally paved to help the Intermodal Surface Transportation Efficiency bicyclists reach their destinations. As the pace of the Act of 1991 (ISTEA) and the Transportation Equity American lifestyle quickened and automobiles were Act for the 21st Century (TEA-21) to supply funds made affordable to the population, bicycling and and a programmatic framework for investments walking gradually dropped in priority as modes of in transportation infrastructure. SAFETEA-LU also transportation. Since the late 1940's, motor vehicles provided funding for all fifty states to initiate a Safe have been the dominant influence on transportation Routes to School program to enable and encourage and land use patterns and subsequently, these land school children (K-8) to walk and bicycle to school. use patterns have changed behavior patterns. The convenience and flexibility of the automobile are In Wisconsin, bicycling and walking have been easily recognized; however, automobiles are not the promoted through WisDOT's TransLinks 21 Plan. most efficient mode of travel for many types of trips. This transportation initiative is a twenty-five year The benefits of alternative modes of travel such as transportation plan that was developed through bicycling and walking are particularly significant for two years of planning and public involvement. The short urban trips. Arguments for encouraging these TransLinks plan calls for bicycle and pedestrian modes of travel are both functional and philosophical: provisions on state highway projects, inclusion in - Bicycling and walking are two of the most cost Metropolitan Planning Organization's (MPO) plans efficient modes of transportation with regard to and recommends the development of a State Bicycle operation, development and maintenance of facilities. Plan and Pedestrian Plan. While nearly eight million Americans enjoy bicycling and all are pedestrians, - Bicycling and walking are two of the best forms only 5.5% of all urban trips in the United States are of physical exercise and therefore can effectively by walking and 0.9% by bicycling. Safety, distance enhance the health of the citizens of Oshkosh. and traffic conditions are reasons often cited for the infrequent use of these travel modes. A 1990 Harris - Bike and pedestrian facilities developed for Poll suggests that twice as many people would walk transportation purposes can simultaneously enhance or bicycle as a primary means of transportation if recreation and tourism opportunities within Oshkosh. better facilities were available. In this fast-paced society, time and distance are perhaps the greatest - Bicycling and walking do not contribute to noise or impediments to non-motorized travel. Yet nearly 40% air pollution and thus contribute to the health of our of trips made in the U.S. are less than two miles. Trips community. Off-road facilities developed for bicycling of this length are very easily accomplished by average and walking can protect and enhance our natural bicyclists, and when compared to driving, require little resources. additional time. - Bicycling and walking promote social interaction of Walking and bicycling are underutilized modes of families and community members. transportation in the Oshkosh area. While mean travel time to work in Oshkosh was under 16.5 minutes in The premise of"multi-modalism" is simple: to create 2006-2008, very few choose to commute by bicycle a transportation system that offers not only choices (0.2%) or by walking (3.8%) (US Census 2006-2008). among travel modes for specific trips, but more The relatively small number of walking and bicycling importantly, presents these options so that they are trips can be attributed to impediments such as viable choices that meet the needs of individuals and traffic conditions, safety concerns, transportation the Oshkosh community as a whole. infrastructure and topography. This plan is designed to increase levels of bicycle Bulbout/Bumpout (also known as curb extensions, use by making recommendations to reduce these chokers or neckdowns)— Extensions of the sidewalk impediments, and to change the prevailing attitude or curb line out that reduce curb-to-curb effective that using an automobile is easier and more roadway lane widths. convenient than bicycling or walking. Chevron-A double directional arrow used with a 2.2 HOW WAS THE PLAN DEVELOPED? bicycle symbol as pavement marking painted on the Development of this plan was administered by city roadway to designate a sharrow and remind motorists planning staff with oversight from the Pedestrian and cyclists that they are sharing the roadway. and Bicycle Stakeholder/Steering Group. It was initially prepared by Schreiber/Anderson Associates, Chicane- Curb extensions that alternate from one side a consulting firm out of Madison, Wisconsin and of the roadway to the other, forming S-shaped curves. had multiple portions rewritten using their draft as a base. The stakeholder/steering group included Choke (also known as Bulbout/Bumpout, curb representatives from various organizations and extensions, or neckdowns) - Extensions of the reflected a broad cross-section of biking and walking sidewalk or curb line out that reduce curb-to-curb interests. They provided guidance and met regularly effective roadway lane widths. over an 24 month time period to review the work to date. There were also two public informational Complete Streets- Roadways designed and operated meetings held during the planning process. to enable safe, attractive, and comfortable access and travel for all users, including pedestrians, bicyclists, 2.3 DEFINITION OF TERMS motorists and public transport users of all ages and The language used within this plan document is abilities. meant to be easy to read and understandable, however many of the terms used are not common Crosswalk-Any portion of a roadway at an place and are specific terms used primarily by intersection or elsewhere distinctly indicated as a engineers, planners, bicycle enthusiasts and pedestrian crossing by pavement marking lines on the pedestrian advocates. Although all the concepts surface, which might be supplemented by contrasting within this plan are described and defined within the pavement texture, style, or color. body of the text, below is an alphabetical list of terms with the definitions that may not be clearly or fully Cul-de-sac-A dead end, closed, no through road/ understood by the general public. court. Street with only one inlet/outlet. Bicycle Facility-A general term denoting Curb Extension (also known as bump-outs/bulb-outs improvements and provisions that accommodate or neckdowns) - Extensions of the sidewalk or curb and encourage bicycling, including but not limited to line out that reduce curb-to-curb effective roadway parking and storage facilities, and shared roadways lane widths. not specifically defined for bicycle use. Designated Bicycle Route—A system of bikeways Bike Box (Also known as an Advanced Stop Line)- officially designated and including appropriate Road markings at signalized road junctions allowing directional and informational route signs. bikes a "head start" when the traffic signal changes from red to green. Diverter- Barriers placed diagonally across an intersection, blocking certain movements. Bike Lane -A portion of a roadway that has been designated for preferential or exclusive use by Easement-A certain right to use the real property of bicyclists by pavement markings and signs. another without possessing it. Easements are helpful for providing pathways across two or more pieces of property. Gutter Pan-A depression which runs alongside a city Nonmotorized Vehicle-A vehicle whose propulsion street, usually at the curb and diverts rain and street- is provided by means other than an engine or cleaning water away from the street and into a storm motor. These include but are not limited to bicycles, drain. skateboards, and animals. Intermodel-The use of more than one mode Park-and-ride-A car park that allow drivers to leave of transportation, including but not limited to their vehicles and transfer to other transportation automobile, mass transit, bicycling, walking. choices such as walking, bicycling, mass transit, or carpooling. The vehicle is stored in the car park and Manual of Uniform Traffic Control Devices (MUTCD)- retrieved when the owner returns A document that defines the standards used by road managers nationwide to install and maintain Pedestrian-A person on foot, in a wheelchair, on traffic control devices on all public streets, highways, skates or on a skateboard. bikeways, and private roads open to public traffic. The MUTCD is published by the Federal Highway Pedestrian Facilities-A general term denoting im- Administration (FHWA). provements and provisions made to accommodate and encourage walking. Median-Area between two roadways measured from the edge of the travel way to the edge of the travel Right-of-way-A portion of land that is granted, way. through dedication, easement or other mechanism, for public purposes including transportation purposes, Median Barrier- Raised islands located along the such as for a trail, driveway, rail line or street. A centerline of a roadway and continuing through an public right of way is not restricted by land ownership intersection to block cross traffic. and grants travel access to all. Motor vehicle-A vehicle whose propulsion is Road Diet- A technique in transportation planning provided by an engine or motor. The internal whereby a road is reduced in number of travel lanes combustion engine is the most common motor and/or effective width in order to achieve systemic choice, although an electric motor, a combination of improvements. A typical road diet technique is to the two (hybrid electric vehicle), or other types are reduce the number of lanes on a roadway cross- also included. section. One of the most common applications of a road diet is to improve safety or provide space for Multi-use trail-A travelway separated from facilities other users in the context of two-way streets with in the right-of-way which are physically separated 2 lanes in each direction. The road diet reduces from motorized vehicle traffic by an open space or this to 1 travel lane in each direction. The freed-up barrier either within the right-of-way or within an space is then used to provide sidewalks, landscaping independent area. Multi-Use paths are typically strips, bicycle lanes, wider lane widths on remaining used exclusively by pedestrians, bicyclists, and other traffic lanes, two-way turn lane or centre turn lane. nonmotorized users. Additional information is located in Appendix G. Neckdown (also known as Bulbout/Bumpout, Right-of-way-A portion of land that is granted, chokers or curb extensions) - Extensions of the through dedication, easement or other mechanism, sidewalk or curb line out that reduce curb-to-curb for public purposes including transportation purposes, effective roadway lane widths. such as for a trail, driveway, rail line or street. A public right of way is not restricted by land ownership Neighborhood Traffic Circles - Barriers placed in the and grants travel access to all. middle of an intersection, directing all traffic in the same direction. Road Diet- A technique in transportation planning whereby a road is reduced in number of travel lanes and/or effective width in order to achieve systemic improvements. A typical road diet technique is to Sidepath-Segregated travel facilities located next to reduce the number of lanes on a roadway cross- or alongside a roadway that are separated from the section. One of the most common applications of a roadway and divided from motor vehicle traffic by a road diet is to improve safety or provide space for physical barrier and/or increased greenspace. other users in the context of two-way streets with 2 lanes in each direction. The road diet reduces this Sidewalk-That portion of the street between the curb to 1 travel lane in each direction. The freed-up line or lateral line of the roadway, and the adjacent space is then used to provide sidewalks, landscaping property line or on easements of private property strips, bicycle lanes, wider lane widths on remaining that is paved or otherwise improved and intended for traffic lanes, two-way turn lane or centre turn lane. use by pedestrians. Additional information is located in Appendix G. Speed Hump/Speed Bump- Rounded raised Roundabout- A circular intersection with yield control pavement devices placed across roadways to slow at entry, which permits a vehicle on the circulatory and/or discourage traffic. roadway to proceed, and with deflection of the approaching vehicle counter-clockwise around a Speed table- Flat topped speed humps often central island. constructed with a brick or other textured material to slow traffic. Rumblestrip- a series of intermittent, traverse areas of rough textured, slightly raised, or depressed road Traffic calming- a way to design streets, using physical surface typically located across travel lanes, on a measures, to encourage people to drive more slowly roadway shoulder or centerline/islands to alert road and is self-enforcing. users of unusual or special road conditions. Trailhead-A point at which a trail begins, where the Safe Routes To School (SRTS)-The SRTS Program trail is often intended for hiking, biking, horseback empowers communities to make walking and riding, or off-road vehicles. Modern trailheads often bicycling to school a safe and routine activity once contain rest rooms, maps, sign posts and distribution again. The Program makes funding available for a centers for informational brochures about the trail wide variety of programs and projects, from building and its features, as well as parking areas for vehicles safer street crossings to establishing programs that and trailers encourage children and their parents to walk and bicycle safely to school. Transit (Public)-A shared passenger transportation service which is available for use by the general Shared Roadway-A roadway that is officially public, as distinct from modes such as Taxicab, car designated and marked as a bicycle route, but which pooling or hired busses which are not shared without is open to motor vehicle travel and upon which no private arrangement bicycle lane is designated. Wisconsin Department of Transportation (WisDOT)- Sharrow-An arrow-like design painted on a roadway State Agency responsible for planning, building and to mark a bicycling route. Sharrows are placed in the maintaining Wisconsin's network of state highways center of a travel lane to indicate that a bicyclist may and Interstate highway system. The department use the full lane. The name "sharrow" is a contraction shares the costs of building and operating county and of"shared roadway marking. local transportation systems -from highways to public transit and other modes. WisDOT plans, promotes Shoulder-The edge or border running on either side and financially supports statewide air, rail and water of a roadway. It can be dirt, grass, gravel or pavement transportation, as well as bicycle and pedestrian typically intended for emergency stops. In most places facilities. there is a solid white line separating the shoulder and the road. 2.1 PLANNING PROCESS Planning Department's website. Notification of the The planning process began with the formation of a survey was provided via word of mouth, the Tour- vision, goals and objectives that were the basis for de-Titan ride, the University of Wisconsin-Oshkosh evaluating and guiding the overall plan. Plan goals website and various media outlets. Results from the were refined through the planning process to suit the survey are included in Appendix A. local conditions as determined by an inventory and analysis of existing data. Inventories of conditions 3.3 PUBLIC MEETINGS included historical data, field observations (conducted There are two public information meetings by traveling the planning area), research of local and held during the planning process positioned to county planning documents and meetings with the "bookend" the plan creation prior to review and public and municipal staff. recommendation by the interested/affected city boards/commissions and the City Council. The first Planning and design criteria derived from Wisconsin public information meeting is an introductory Kick-Off Bicycle Planning Guidelines, Wisconsin Bicycle Facility meeting to outline the process and solicit input; the Design Handbook, AASHTO Guidelines for Developing second is an unveiling of the draft plan to the public Bicycle Facilities, AASHTO Guidelines for the Planning, as an open house. Following the public information Design, and Operation Pedestrian Facilities, and The open house, the draft plan is brought before multiple National Bicycling and Walking Study were used as city boards and commissions for formal review and general analysis criteria. Following the analysis of recommendations. Once reviewed by individual planning considerations, city staff, the Bicycle and commissions and boards, a workshop before the Pedestrian Stakeholder/Steering Group and the public Common Council takes place for presentation of the reviewed the interim plan. plan in-depth discussion on its elements. Formal public hearing and adoption of the draft plan by the The following sections describe the public process and Common Council takes place following the Council summarize the results of these efforts. workshop. The schedule of public meetings and workshops as well as description of each are as 3.1 BICYCLE AND PEDESTRIAN STAKEHOLDER/ follows: STEERING GROUP MEETINGS The genesis for the development of this plan began Public Informational Meeting: Kick-Off with the formation of the City of Oshkosh Bicycle and This meeting was held August 30, 2009 at City Hall, Pedestrian Stakeholder/Steering group. Membership 215 Church Avenue, Oshkosh WI. It was attended includes advocates, municipal representatives, by approximately 35-40 people. The purpose of this recreation groups, and other members of the Oshkosh "open house" was to display maps (bicycle audit, etc.), community. The steering group was the direct draft goals and objectives, and to allow participants to oversight authority over creation of this plan and discuss their preferences about biking and walking in shaped its vision, content and recommendations. the Oshkosh area. The meeting provided an informal They met approximately 18 times over a 24 month opportunity for community members to discuss issues period and created the draft plan from beginning to and aspirations with members of the Stakeholder/ finalization. It is recommended that a form of this Steering group and the consultant. Some of the body become formalized as an official City of Oshkosh discussions included: commission/board and remain intact after adoption of this plan to act as a clearinghouse and resource - Highway 41 as a barrier to safe access around and for the City of Oshkosh to help grow bicycle and out of the city. pedestrian mobility within the Oshkosh metro area. - Significant origin and destinations. - Preferred routes (east/west and north/south 3.2 SURVEY connections). The public process used for the preparation of - Safety of existing routes as major areas of concern. this plan includes multiple opportunities to gather - Connections to the WIOUWASH Trail. stakeholder feedback. One opportunity was the creation of an online survey posted on the City Additional information gathering took place Sustainability Advisory Board through a Pedestrian and Bicycle Plan informational A formal review of the plan was held by the Oshkosh kiosk/display manned at the Tour De Titan, UWO Sustainability Advisory Board on August 1, 2011 Transportation Day, multiple running-walking events, during their regularly scheduled meeting at City Hall, special interest group presentations to groups such 215 Church Avenue, Oshkosh WI. Questions were as the League of Women Voters, Winnebago County addressed and comments/suggestions provided with Healthy Recreational Opportunity Committee and the the result being a recommendation for approval State of the City. being made by the Sustainability Advisory Board to the Common Council. This meeting can be viewed Government Body Workshop online at: http://www.oshkoshcommunitymedia.org/ A workshop/presentation to City of Oshkosh sustainability_advisory_board_stream.htm Boards and Commissions including a joint board/ commission presentation and discussion sponsored Advisory Parks Board by the Traffic Review Advisory Board and including A formal review of the plan was held by the Oshkosh members from the Sustainability Advisory Board, Advisory Parks Board on August 8, 2011 during their Advisory Parks Board, the Plan Commission and regularly scheduled meeting at City Hall, 215 Church the Common Council on July 12, 2011 at City Hall, Avenue, Oshkosh WI. Questions were addressed and 215 Church Avenue, Oshkosh WI. It was attended comments/suggestions provided with the result being by a majority of individuals serving on the specific a recommendation for approval being made by the boards/commissions as well as six of the seven Advisory Parks Board to the Common Council. Common Council members. The primary purpose of the workshop was to introduce the key concepts Traffic Review Advisory Board and recommendations included in the draft plan A formal review of the plan was held by the Oshkosh well before it went to a public open house or the Traffic Review Advisory Board on August 9, 2011 individual boards/commissions for formal review and during their regularly scheduled meeting at City Hall, recommendation. This meeting can be viewed online 215 Church Avenue, Oshkosh WI. Questions were at: http://www.oshkoshcommunitymedia.org/traffic_ addressed and comments/suggestions provided with review_stream.htm the result being a recommendation for approval being made by the Traffic Review Advisory Board to the Public Informational Meeting: Open House Common Council. This meeting can be viewed online A second public meeting was held on August 11, at: http://www.oshkoshcommunitymedia.org/traffic_ 2011 at the Oshkosh Seniors Center, 200 North review_stream.htm Campbell Road, Oshkosh, WI. It was attended by 80-90 people, many of whom have followed the Plan Commission progress of the plans creation. The open house A formal review of the plan was held by the Oshkosh included a presentation of the plan to the general Plan Commission on August 16, 2011 during their public, discussion and opportunity for community regularly scheduled meeting at City Hall, 215 Church comment. Presentation materials included multiple Avenue, Oshkosh WI. Questions were addressed sets of display boards detailing the Vision, Goals and and comments/suggestions provided with the result Objectives, and Best Facility Practices for Pedestrians being a recommendation for approval being made by and Bicycles as well as maps depicting the proposed the Plan Commission to the Common Council. This Bicycle Route System, the Five-Year Priority Facility meeting can be viewed online at: Improvements and Pedestrian Hazard Areas. http://www.oshkoshcommunitymedia.org/planning_ Questions were fielded by city staff and Stakeholder/ stream.htm Steering group members and comments and suggestions were provided by attendees. Common Council Workshop A workshop/presentation of the plan was held by the Oshkosh Common Council on August 23, 2011 prior to their regularly scheduled meeting at City Hall, 215 Church Avenue, Oshkosh WI. All recommendations, comments and suggestions received by the general public and the individual boards/commissions were provided including the staff response to them. They are included in Appendix H. The workshop can be viewed online at: http://www.oshkoshcommunitymedia.org/council_ stream.htm Common Council Public Hearing and final Common Council review was held at the City of Oshkosh Common Council meeting on September 27, 2011 at City Hall, 215 Church Avenue, Oshkosh, WI. The Common Council approved the draft plan amending it to include the comments and suggestions received as a new appendix item. This meeting can be viewed online at: http://www.oshkoshcommunitymedia.org/council_ stream.htm