Trail Intersection Improvements
Portland, Oregon
Source: Pedestrian and Bicycle Information Center (PBIC)
Problem
Safe intersection crossings were needed for a trail that intersects with several roads.
Background
A typical major intersection treatment.
The Springwater Corridor is a 16.8 mi former rail corridor converted into a recreational non-motorized commuter trail in 1996. Located in southeast Portland, OR, the corridor extends eastward to the City of Gresham and links to the small, unincorporated community of Boring. The route it travels features a variety of landscapes and includes industrial, commercial and residential areas.
Master planning for the project began in 1992 after the Intermodal Surface Transportation Efficiency Act was passed in 1991. Based upon 1990 census data, surrounding population densities, and a recent City of Portland Parks and Recreation Department park user survey, use levels were projected for the corridor at an annual rate of approximately 400,000 people per year. Anticipated uses included bicycling (56 percent), walking (36 percent), jogging (9 percent) and equestrian (3 percent). The trail would be multiuse, and include a 12 ft wide paved surface with 2 ft wide soft shoulders and a separated equestrian trail wherever feasible.
The Springwater Corridor is unusual because it does not fall into a road right-of-way. This eliminates the conflicts between trail users and automobiles found on most roadway bicycle lanes. The corridor, however, does intersect with several roads. Addressing these intersections was essential to ensure trail user safety and to minimize automobile and trail user conflicts. With growth in the Portland metropolitan region projected to increase automobile traffic, the situation would only become more aggravated.
Solution
A typical minor intersection treatment.
The intersections were broken into three categories -- major intersections, minor intersections and private driveway crossings -- based upon type of use, roadway width, traffic gaps available for pedestrian crossings, automobile volume and automobile speed.
Minimal improvements at all intersections included:
- Vehicle control bollards to prevent vehicles from accessing the trail.
- Center removal bollard to allow for maintenance and emergency service vehicle access to the trail.
- Removal or thinning of vegetation to increase visibility at the intersection.
- Use of natural stone basalt boulders as needed to prohibit vehicle access into the trail right-of-way.
- Stop signs.
- Striping.
- Crossing warning signs.
Major Intersections
A bicycle-activated Signal Loop Detector.
Due to high automobile traffic volume resulting in a high degree of crossing difficulty, six major intersections were identified along the Springwater Corridor at Johnson Creek Boulevard -- SE 45th Street, 82nd Avenue, 92nd Avenue, Foster Road, 122nd Avenue, and Eastman Parkway in the City of Gresham. Eighty-second Avenue is a State-owned route. The Oregon Department of Transportation required meeting traffic signal warrants to justify the installation of a signal at the trail and roadway intersection at 82nd Avenue. User counts of a minimum of 100 trail users per hour for any four hours within a day had to be met. Trail user counts were carried out on an existing improved segment of the trail within the City of Gresham. Warrants were met and the state approved a signal installation.
Improvements installed at major intersections included traffic signals with pedestrian- and bicyclist-activated push buttons as well as in-pavement sensors to detect the presence of pedestrians and bicyclists, median refuge islands with a signal-activating button, signage forewarning both the trail users and motorists of the approaching intersection, and crosswalk markings. In addition, curb extensions and a realignment of the trail to minimize crossing distance were incorporated into the intersection design.
Minor Intersections
A pedestrian-activated signal button in a refuge island.
Defined as crossings at public roadways that present a low to moderate degree of difficulty in crossing, 28 minor intersections along the Springwater Corridor were identified due to their low traffic volume and minimal width. Minor intersections were treated similar to major intersections with the deletion of the pedestrian-activated signals. A few intersections deemed challenging to cross received overhead flashing yellow pedestrian warning signs.
Private Driveways
Private driveways were defined as vehicle crossings providing access to private property and businesses adjacent to the trail, which serve a private citizen or a group of citizens. Improvements installed to prevent a private property from being land locked included fixed and removal bollards, stop signs for automobile traffic, a raised trail surface with warning striping to act as a speed table for motorists and placement of locally found basalt boulders to restrict vehicle access to the corridor. The City decided to restrict future additions of private driveway crossings and to combine private driveway crossings wherever feasible.
Results
Private driveways were defined as vehicle crossings providing access to private property and businesses adjacent to the trail, which serve a private citizen or a group of citizens. Improvements installed to prevent a private property from being land locked included fixed and removal bollards, stop signs for automobile traffic, a raised trail surface with warning striping to act as a speed table for motorists and placement of locally found basalt boulders to restrict vehicle access to the corridor. The City decided to restrict future additions of private driveway crossings and to combine private driveway crossings wherever feasible.
Contact
George Hudson, Senior Associate
Alta Transportation Consulting
144 NE 28th
Portland, OR 97232
Phone: (503) 230-9862
Fax: (503) 230-9864
Email: georgehudson@altaplanning.com