3. Intervals between neighborhood streets should be a maximum of 600 feet
unless topographic or other irregular conditions demand a greater interval.
Local neighborhood streets should be designed to deter traffic from passing
through the neighborhood.
While at least two accesses to each residential development are required for
safety purposes, through traffic in residential areas should generally be
discouraged. Where existing access streets have been designated within
arterial streets, diversion devices can be installed at the intersections to
impede through traffic movement.
4. East-west flow of traffic between the residential areas and the
university should be a high priority for improvements by the city in the
near future.
Existing principal or minor arterial streets which are not constructed to
the city standards for these classifications should be improved to the
applicable standard. Efforts should be made through traffic regulation and
further street improvements to facilitate traffic flow on the existing
arterial streets.
Through east-west arterial streets should be created in the northern and
southern areas of the city. A Styner-White link should be constructed to
create an arterial connection along White, Styner, Lauder, and Taylor
Avenues. While there are alternatives available to the Styner-White
arterial system that might be further considered; topography, land
acquisition, and land use factors strongly favor this alignment.
An arterial could be developed on the line of Public Avenue connecting
between North Main and Mountain View, or following the Thatuna alignment
between Mountain View and Orchard. Another possibility is an arterial
running east from North Main, at a point just south of the wind power tower,
to North Polk. Such an arterial might then curve northeast and connect to
Orchard Avenue north of Highland.
5. Highway 95 and Highway 8 should be rerouted to bypass the city to the
west and south.
The alternative to a western bypass of Highway 95 is an eastern bypass.
However, several factors make the western alignment a more logical choice.
These reasons include the deterrents to city growth on the west, proximity
to the university, as well and the central business district and shopping
areas, proximity of Pullman, and the potential of city growth.
The rerouting of the highways in a bypass of the city would create the major
portions of a primary arterial loop system around the periphery of urban
development. This would leave only the eastern and northeastern segments of
the loop to be developed as separate projects.
6. An arterial loop system should be developed around the existing city
perimeter to move local traffic between traffic generators in a shorter
period of time.
7. All developments should be designed to minimize direct vehicular access
to and from arterial streets.
In preliminary discussions with developers and subdividers, the city staff
can work to minimize direct access from arterial streets in development
designs. In commercial developments, a single access to an arterial might
be permitted. Direct access from a side street feeding into the arterial
would be better. For interior lots, egress might be provided along a rear
alley while ingress would be permitted from the arterial street. While
frontage roads should be considered to serve developments along new primary
arterials, they would be difficult to implement in areas of existing
development. Curbing and driveway cuts should be required in all commercial
areas to limit and direct ingress and egress movement.
A provision for such minimum access design should be included within
development standards for the city adopted by the Council and within the
subdivision ordinance. When considering subdivisions, the P&Z and Council
should give high priority to minimizing direct access onto arterial streets,
consistent with the realities of topography and traffic intensity. Prior to
the issuance of a building permit, the Public Works Department should review
the site layout of the development for access and certify on the permit
application that the access provided is acceptable. Where direct lot
access cannot be avoided, vehicular turn-arounds should be required on lots
to eliminate the need for vehicles to back onto arterials.
8. The city should ensure that new residential developments are linked to
existing city streets by streets developed to city standards.
9. Policies for street naming within the city and area of impact should be
adopted to avoid confusion for residents, visitors, and emergency services.
Street naming can generally be controlled within the subdivision approval
process. Within the subdivision ordinance it should be specified that new
street names will not be permitted which (1) are essentially the same as any
existing name in the area or (2) sound similar to any existing street in the
area. Extensions of existing streets should be required to be named the
same as the street they are extended from. A single street name should be
applied to intermittent streets on a line with one another only if such a
street is designated in the city's master street plan to go through as a
collector or arterial street or if the potential right-of-way for the
undeveloped portions or the street are vacant and there is a good
probability that the street will be developed.
10. Adequate emergency vehicle access and maneuverability should be provided
to all areas.
The policies for integrating streets in new developments with the overall
circulation system and for the naming of streets should facilitate emergency
vehicle access to all parcels in the city. While it is desirable for
neighborhood access streets in residential areas to be designed to
discourage or even prevent through traffic, ingress and egress for emergency
vehicles must be provided. The only situation in which a true dead end
street should be permitted is in the case of a collector or arterial street
which is projected to continue through as such in the adopted city street
plans. For all neighborhood residential streets not going through, a
turning area at the terminus should be provided. Multiple accesses should
be provided to new developments, where possible, but this provision should
be evaluated on an individual basis.
BICYCLE CIRCULATION
The City of Moscow is in an ideal position to lead the State of Idaho into
the modern age of inter-modal transportation systems. The progressive
nature of its citizens, combined with its relatively small size and compact
design are conditions that favor Moscow's potential to become an exemplary
multi-modal transportation community.
Forms of transportation such as bicycles should no longer be considered as
alternate. The needs of bicyclists and pedestrians should be taken into
account during all aspects of city planning along with the needs of
motorists. Moscow desires a city-wide system of bike routes, bike lanes,
bike/pedestrian path system, and a continuous pedestrian sidewalk system
that will connect all areas of the city.
Bicycle Circulation
Transportation improvements intended to accommodate bicycle use must address
the needs of both experienced and less experienced riders. One solution is
to develop the concept of a "design bicyclist" and adopt a classification
system for bicycle users which includes the following:
Advanced Bicyclists: Experienced riders who can operate under most traffic
conditions, these bicyclists comprise the majority of the current users of
shoulder bikeways and shared lanes on arterial streets and are best served by:
- Direct access to destinations, usually via the existing street and
highway system.
- The opportunity to operate at maximum speed with minimum delays.
- Sufficient operating space on the roadway or shoulder to reduce the need
for either the bicyclist or the motor vehicle operator to change position
when passing.
Basic Bicyclists: These bicyclists are less confident of their ability to
operate in traffic without special provisions for bicycles. They include
casual or new adult and teenage riders as well as serious riders who are
uncomfortable cycling in traffic. These bicyclists require:
- Comfortable access to destinations, preferably by a direct route, and
either low-speed, low-traffic volume streets or designated bicycle facilities.
- Well-defined separation of bicycles or motor vehicles on arterial and
collector streets (bike lanes or wide shoulders) or on separated,
multiple-use pathway.
Children: Preteen riders whose roadway use is initially monitored by
parents, eventually these riders are accorded independent access to the
system. They and their parents require provisions of separated,
multiple-use paths and:
- Access to key destinations surrounding residential areas, including
schools, recreational facilities, shopping, or other residential areas.
- Residential streets with low motor vehicle speed limits and volumes.
- Physical separation (multi-use pathways) of bicycles and motor vehicles
on arterial and collector streets.
Generally, Advanced Bicyclists will be best served by designing all roadways
to accommodate shared use by bicycles and motor vehicles. Basic Bicyclists
and children will be best served by a network of neighborhood streets and
separated, multi-use pathways.
Full implementation of this approach will result in a condition where every
street will incorporate at least the design treatments recommended for
Advanced Bicyclists. In addition, a network of routes will be enhanced by
incorporating the bicycle facilities recommended for Basic Bicyclists and
children.
Definitions of Bicycle Facilities
Bike Path: A pathway designed for non-motorized vehicles and pedestrians,
physically separated from automobile traffic. Bike paths should be designed
and constructed to standards promulgated by the American Association of
State Highway and Transportation Officials (AASHTO) in its publication Guide
for the Development of Bicycle Facilities.
Often, on bike paths bicycles are unable to operate safely at optimum
speeds, so some cyclists, especially Advanced Bicyclists, choose the street.
Waterways, railroad rights of way, and utility corridors have good potential
for separated pathways in developed areas of the city.
Bike Lanes: A section of roadway designated for bicycles, with pavement
striping and signs. Bike lanes should also be designed and constructed to
AASHTO standards.
Bike Routes: A roadway designated with signs as a preferred bike route, and
shared with autos. Designated bike routes should follow logical patterns of
bicycle traffic, and connect meaningful destinations.
Signed Bike Routes are often appropriate for linking segments of Bike Paths
and Bike Lanes, and as an alternative to narrow arterials. They may also be
used where traffic calming devices are used to discourage through auto
traffic and create pleasant routes for bicycling. Destinations should be
posted on Bike Routes.
Common Streets: As every street is a bikeway and all streets are used by
bicycles, every street should be designed with bicycle use in mind.
Another transportation facility that some cyclists depend on is sidewalks.
While sidewalks are designed for walking speeds, and should continue to be
pedestrian priority zones, planners need to recognize that sidewalks do
service as essential transportation links for bicyclists, especially young,
unskilled riders, and in hazardous conditions, like Third Street downtown.
Sidewalks should be not designated as bike routes except under extraordinary
circumstances. Cyclists need to be educated about the risks and
responsibilities of using sidewalks. If necessary, pedestrian only zones
properly signed, could be established on some downtown sidewalks.
Bicycle Goal
To increase the safety and convenience of those already using bicycles; to
encourage the use of bicycles by those who would like to cycle but are
concerned about hazards; and to consider the need for safe, convenient,
direct bicycle access in transportation decisions for Moscow.
Not only is the increased use of bicycles beneficial to the bicyclist in
forms such as increased health, and monetary savings from less use of a
motor vehicle, but it also benefits all citizens of Moscow. By increasing
bicycle use, the city will cut down on air and noise pollution and will help
alleviate driving and parking congestion, which are especially problems
downtown and at UI.
Bicycle Objectives
1. Recognize in the planning process that all streets are used by bicyclists.
2. Develop an effective education program for bicyclists and all those who
share the roadways and walkways with bicyclists.
3. Encourage the construction and maintenance of bikeways.
4. Promote adequate and secure bicycle parking.
Bicyclists use all Moscow streets. Both recreational riders and bicycle
commuters will automatically search out safe and efficient routes to and
from their destinations. However, unless there is a markedly superior route
nearby, most riders will take the most direct route just as will drivers of
automobiles. Therefore, streets which are heavily traveled by motorists
will also tend to be heavily traveled by bicyclists. These streets need to
safely accommodate bicyclists.
A survey of bicyclists conducted by the Planning and Zoning Commission in
1992 asked what was preventing or discouraging respondents from using their
bicycles for commuting and errands. Safety was the factor most frequently
mentioned by survey respondents. When asked what local government could do
to encourage commuter cycling, "more bike paths and lanes," was cited more
than twice as many times as any other request.
Bicycle Implementation Policies
1. Arterial and collector streets should accommodate bicycles.
a. Bike lanes should be considered on new arterials and collectors where
feasible, retrofitting existing arterials and collectors with bicycle lanes
should be considered.
b. The gradients of streets should be minimized when possible to facilitate
bicycle traffic, especially on arterial and collector streets.
2. Linear parks and pathways:
a. A linear parkway plan with paths and access for Paradise Creek and
South Fork Palouse River should be developed.
b. Methods to preserve the Moscow-Arrow rail right-of-way for future rail
service and interim use as pathway should be explored.
3. The development of biking and walking links between the neighborhoods and
schools, parks, employment and shopping centers should be considered.
Consider requiring non-motorized links in new subdivisions, connecting
neighborhoods, parks and schools.
4. Conflicts among cyclists, pedestrians and motorists should be reduced
downtown to improve conditions for each of these groups.
5. Safety education programs for all transportation system users and all age
levels should be developed.
6. Due to the high level of potential conflicts among motor vehicles,
bicycles and pedestrians in the central business district, appropriate laws
dealing with safety issues should be established and enforced in downtown
Moscow.
7. A Bicycle and Pedestrian Advisory Committee should be created to carry
out the goals of this plan and to institute a mechanism representing the
bicycle transportation needs of Moscow.
8. The following is a list of potential bicycle projects that should be
considered for future implementation:
1. Create a bicycle lane along both sides of Mountain View Road.
2. Create a bicycle lane along both sides of 3rd Street/Pullman Highway
from the state line to East City Park.
3. Create bicycle lanes along both sides of the Troy Highway (State Highway 8).
4. Create a bicycle and pedestrian pathway along Paradise Creek.
5. Install sheltered bicycle racks in the downtown area, and encourage
employers to provide bicycle parking.
6. Designate Eighth Street from Logan to Deakin as bicycle priority
streets, diverting through auto traffic to other streets when the south
couplet is rebuilt.
7. Include bike lanes on Styner Avenue reconstruction.
8. Include bike lanes on new section of "A" Street, from Peterson to Farm Road.
Current roadway bicycle hazards which need to be considered:
1. Main Street downtown can be dangerous for bicyclists because of the
diagonal on-street parking. A motorist backing out of a space finds it
difficult to see approaching motor vehicles, and much more difficult to see
an approaching cyclist.
2. Diagonal railroad tracks, especially at Main and Troy Highway, are
extremely hazardous to cyclists.
3. The 'D' Street 'path' is not an optimal design to accommodate pedestrians
and bicycles, particularly considering the location of an elementary school
on the street. As with all arterials, sidewalks on both sides as well as
bike lanes should be considered.
4. Electromagnetic loops used to activate traffic signals should be of a
type that will be activated by bicycles and motorcycles. Hazardous
situations can occur when signals cannot be activated.
PEDESTRIAN CIRCULATION
Pedestrian Goal
To increase the safety and convenience of pedestrians, and to encourage
those who would like to walk more but do not do so because of a lack of
safety, scenic opportunities, or convenience.
Pedestrian Policies
1. All roads should be built and maintained with sidewalks. Local
residential streets should have a sidewalk on at least one side, while
arterial and collector streets should have sidewalks on both sides.
2. A program to improve existing sidewalks and to install additional
sidewalks where they do not exist should be implemented.
When roads have no sidewalks or interrupted sidewalks, pedestrians are
forced to walk in the street. This is a safety hazard, especially when
children are involved.
3. Walkways should be built directly connecting residential areas with the
neighborhood park and with the local collector street. Subdivisions should
be required to provide pedestrian paths where blocks, particularly where
cul-de-sacs are utilized, are long.
Because extended distances are more inhibiting to pedestrians than motor
vehicles, pedestrians cannot as easily maneuver through and around long
cul-de-sacs and other barriers. Therefore, direct and frequent paths should
be built and maintained for pedestrians.
4. Sidewalks and paths should be built and maintained with consideration for
wheelchairs, parents with strollers, and children on tricycles.
5. Install more crosswalks where pedestrian traffic warrants; for example,
Rayburn at Pullman Highway, and Joseph at Mountain View.
6. Strengthen education about sidewalks and crosswalks, including pedestrian
rights-of-way over bicycles.
7. Strengthen enforcement of pedestrian-oriented laws.
8. Increase recreation and pedestrian opportunities through development of
linear parks.
BUS SYSTEM
Currently, interstate bus service is available from downtown Moscow. Moscow
is also served by an inter-community bus connecting Pullman and Moscow. As
Moscow grows, a inter-city bus system is becoming more economically feasible
and more needed. The community commuter bus between Pullman and Moscow is
becoming more heavily used during commute hours. A local bus connecting
Moscow residential areas with the inter-community bus would serve both the
commuters as well as locals traveling to Moscow's central areas such as
downtown and UI. A limited public transportation system is currently
available to all members of the public, including senior citizens and people
with disabilities, on a "Call ahead" basis. Operations are supported with a
mixture of local and federal funds; however, increased support is necessary,
if it is to expand to include a significant number of new riders.
Bus Policy
When economically feasible, the City of Moscow should implement a city bus
system which connects residential areas with core areas such as Palouse
Empire Mall, UI, and downtown. It should also connect with the
inter-community commuter bus.
AIR AND RAIL SYSTEM
Efficient transportation connections within Moscow, with surrounding areas,
and ultimately with the rest of the world, is crucial for the vitality of
our community. Long distance travel between Moscow and other points is
hampered by the lack of transportation alternatives. With distances between
Moscow and the southern part of the state and other major urban centers
being considerable, transportation other than the motor vehicle is often sought.
The limited air transportation from the Pullman-Moscow airport often fails
to provide a workable transport option and has serious economic
implications. For example, it limits Moscow's potential as a conference
center and limits access to the university from other parts of the state and
nation. Businesses that frequently use air transportation for their
employees are discouraged from locating in Moscow because of the lack of
direct air access to their suppliers as well as to the major marketing areas
in the nation.
Freight transport to and from Moscow also encounters certain limitations.
The railroads have considered dropping local railroad service while
maintenance of the service is seen by merchants to be essential. Freight
service at the Pullman-Moscow airport has improved, but is still limited.
Air and Rail Policies
1. The City of Moscow should continue to work for improved air travel in and
out of this area.
2. Railroad service should be maintained for local business purposes as well
as for agricultural shippers.
3. In the event of rail abandonment, the city should work for the
preservation of rail corridors through rail banking agreements.
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