Safety on the Fessenden / St Louis Corridor This presentation put together by Donna Cohen 1
The Fessenden / St Louis corridor is a high-volume, unusually wide, dangerous road running through the center of St Johns. It has the potential to be a safe, attractive corridor and will help, especially, those living north of the street who are not currently in the 20-minute walk zone to local retail services. Did you know that half of St Johns lives above Fessenden / St Louis?! 2
Here are the facts 17 months of negotiation with PBOT in 2011-2013 to create the St Johns Truck Strategy, Phase II, Plan Community members on the Stakeholder Committee: Donna Cohen, Barbara Quinn, Curt Schneider, Shamus Lynsky, Lisa Erenyi, CJ Doxsee 3
FESSENDEN ST LOUIS CHANGES APPROVED FALL 2013 1 red pedestrian-activated crossing beacon [at Charleston] 3 yellow pedestrian-activated crossing beacons [at Seneca, Burr, Midway] We are waiting on approval from ODOT to lower the speed limit to 30 on the straightaway; 25 at the curve Wide median islands with trees! at some intersections - slows traffic and adds attractiveness Curb extensions at some intersections - keeps cars from passing on left when one is making a right turn onto a street Car lanes will be narrower to slow traffic Bike lane will be wider, with a buffer between it and the car lane an empty lane to separate the bikes and cars Bike lanes will have pavement markings at treated intersections which say Bikes Stop for Peds 2 speed reader boards tells you the speed limit and what speed you are going before the blind curve on either side Warning signs at each end of the blind curve Possible specially designed speed cushions at the bind curve if needed to slow cars to 25 mph [over 1,000 children live above the curve, and tons of kids cross at the curve during the summer, coming to the pool; the curve is our most vulnerable location.] 4
Here are the facts Approval of plan by Metro in 2013 due to: Needed safety improvements A plan created with community involvement and having tremendous community support Financial estimates ranked at the top among all the projects competing for approval [Plan budget $3.3M] 5
Has anything changed in regard to our needs or qualifications for the planned safety improvements? No! But, this June PBOT wanted to eliminate all the pedestrian signals written into the plan [RRFBs and HAWK]. There was no need for PBOT to change or eliminate any part of the plan related to the Fess/St Louis corridor. 6
Because of community advocacy because of YOU and five of the six community Stakeholder members working together again - the treatments are now back in the plan but we don t have a definite time frame for construction 7
We are told funding is the issue for timing? But, why?! The budget for this plan has gone from $3.3 million to over $7 million! 8
The argument is that the RRFBs and the HAWK signals may not be federally warranted and, if so, ineligible for federal funding. Thus, PBOT would have to use local funds and that might hold up the installation of these signals. But, not only is this the first time [in 6 years!] this has been brought up by PBOT, we feel it is not a valid argument. Research and communication with the feds lead us to believe there shouldn t be a problem getting federal funds. 9
PBOT should honor the St Johns Truck Strategy, Phase II, Plan as approved by Metro in 2013, with no delays. 10
WE NEED YOU to let Portland City Council know this is what the community wants COME! Be a community advocate: August 23 rd 9:15 AM at Portland City Council More info: Citizens for a Safe and Attractive Fessenden / St Louis https://www.facebook.com/groups/30962251458/ 11
Info on key safety treatments Why we need. Wide median islands [16 ] 12
Wide median islands slow traffic Trucks don t like wide median islands will deter them Wide median islands with trees will impact the feel of the whole environment 13
But Median islands rely on gaps in traffic for crossing, NOT on stopping traffic. Children have poor crossing judgement. A median island is inappropriate for the curve and for a school crossing [George]! http://pdxscholar.library.pdx.edu/cgi/viewcontent.cgi?article=1353&context=cengin_fac 14
Signalized treatments are far better than median island treatments for getting cars to stop So, at some intersections we need.
Info on key safety treatments Why we need. RRFB Rectangular Rapid Flashing Beacon pedestrian signal [Seneca and Midway] Vulnerable citizens need a more certain way to stop traffic compliance is 82% The locations chosen are especially used by children. Deters trucks from the street. One location is a blind curve. 16
RRFB Rectangular Rapid Flashing Beacon There is no federal warrant for an RRFB! According the Federal Highway Administration: Designed to be flexible There are not a lot of constraints on its use It s up to PBOT to decide 17
Info on key safety treatments Why we need. HAWK Pedestrian Hybrid Beacon pedestrian signal [Charleston] Vulnerable citizens need a more certain way to stop traffic compliance is 97% The location chosen will be especially used by children The location chosen is a popular on/off route for cars Deters trucks from the street. The location chosen is a blind curve. 18
HAWK Signal PBOT has not factored into their analysis: On/off traffic at the curve That the intersection is so dangerous people avoid it and thus pedestrian counts aren t valid Correct walking speeds Demographics Crossing bicycle lanes 19