City of Spooner Bike and PED Plan - Final Approved

CITY OF SPOONER, WI

BICYCLE & PEDESTRIAN PLAN

Bicycle & Pedestrian PlanCity of Spooner, WI

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City of Spooner Bicycle and Pedestrian Plan

Gary Cuskey, Mayor Bob Otto

James Dohm Carol Blizzard Dunn

Esa Everroad Daryl Gabriel

Christopher Thompson Fred Schluter Larry Stelter

William Marx, Administrator

Northwest Regional Planning Commission | Sheldon Johnson March 6, 2012


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Table of Contents

Introduction 3

Benefits of Walking and Bicycling 3

Previous Planning Work & Current Legislation 4 City of Spooner Comprehensive Plan 4

City of Spooner – St. Francis De Sales (SRTS) 4 State of Wisconsin 4 Federal 5 Our Community 6

Bicycle Facilities 7 On‐Street 8 Multi‐Use Pathways 8 Bicycle Lanes 8 City Bicycle Ordinance 9 Bicycle Routes 10 Highway 63 Rehabilitation 11 Bicycle Accidents 2006‐2011 11 Planning & Design Guidance 12

Bicycle Recommendations 12 Pedestrian Facilities 13 Complete Streets 13 Safe Routes To School 13 Existing Sidewalk Facilities 14 Hwy 63 & 70 16 Pedestrian Accidents 2006‐2011 16

Pedestrian Recommendations 17 Appendix 19


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Introduction This plan has been created to provide a local approach to meeting the unique pedestrian and bicycle transportation needs and desires of the City and its residents. The goal is to develop a bicycle and pedestrian plan that will identify a core set of bicycle and pedestrian routes that are existing or to be constructed. Additionally, the plan identifies measures to increase bicycling and pedestrian accommodations, safety, access and interconnectivity. Based on the background information and data collected in the field, this plan provides a course of action to achieve the City’s long range vision for walking and bicycling. The course of action is expressed in terms of a set of recommendations for achieving and/or improving biking and walking improvements as well as identifying potential funding sources for future improvements. Benefits of Walking and Bicycling The City of Spooner hopes to experience the many benefits of an improved environment for walking and bicycling by adopting and implementing this plan. Those benefits include:

* Transportation – Walking and bicycling are the most basic, efficient and inexpensive forms of transportation. Many trips in the city currently taken by motor vehicles are within walking or biking distance, and for a portion of the city population, these are the only forms of transportation available.

* Health and Fitness – Walking and bicycling provide health benefits, and concern over the health of students in particular can be addressed by increasing walking and bicycling to school.

* Recreation – Many people in the city walk and bike for fun or for sport.

* Environment – Bicycling and walking are non‐polluting forms of transportation, and where they reduce the need for motor vehicle trips, the environmental benefits are even greater.

* Traffic Congestion Mitigation – Increasing the width, speed and capacity of streets and highways can only go so far in reducing traffic congestion. As the city grows, traffic congestion can be more effectively reduced by decreasing the demand for motor vehicle trips. This is achieved by increasing the viability for walking and bicycling.


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* Quality of Life – Walking and bicycling have been found to be good indicators of overall community health. If the city is a safe place to walk and bike, then underlying law enforcement and safely problems have been addressed. Residents and businesses will continue to be drawn to such a community.

* Economic Development – The City’s ability to attract and retain businesses, support employment opportunities and maintain a stable tax base depends on its ability to adapt to the changing economic environment. Trends that the community is likely to face in the near future (e.g., increasing cost of fuel, increased emphasis on health and the environment, aging population, etc.) have connections to providing a complete transportation system that includes walking and biking.

The importance of an efficient pedestrian and bicycling network should not be underestimated or undervalued. U.S. Census figures from 2000 indicate that walking and biking accounted for 10% of Spooner’s means of travel to work. This does not take into account how many children walked or biked to school. It is estimated that this number has increased since 2000, and will continue to increase in the future, as a result of higher fuel costs, implementation of programs such as the Safe Routes to School Program, and facility improvements made to the City’s pedestrian and bicycling network system.

Previous Planning Work & Current Legislation City of Spooner Comprehensive Plan. Pedestrian and bicycle planning is a component of Spooner’s 2006 Comprehensive Plan. In addition to providing safer pedestrian/vehicular inter‐action, the Plan sets forth several pedestrian and bicycle‐related objectives and more specific action statements. City of Spooner – St. Francis De Sales – Spooner Area School District Safe Routes to School Plan (SRTS). The City of Spooner adopted their Safe Routes to School (SRTS) plan in 2010. SRTS programs encourage children ages K‐8 to walk and bike to school by creating safer walking and biking routes. SRTS programs are funded through SAFETEA‐LU. This legislation provides funding to state departments of transportation to create and administer SRTS programs. SRTS programs improve walking and biking travel options, promote healthier lifestyles in children at an early age and decrease auto‐related emissions near schools. State of Wisconsin. The State of Wisconsin also recognizes the importance of pedestrian and bicycle transportation and the development of appropriate plans and facilities for both bicycles and pedestrians. Statewide plans have been adopted to promote and increase bicycling and walking across the state.


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The vision of the Wisconsin Bicycle Transportation Plan 2020 is to, “Establish bicycling as a viable, convenient, and safe transportation choice throughout Wisconsin.” It also establishes two primary goals to strive for: • Increase levels of bicycling throughout Wisconsin, doubling the number of trips made by bicycles; and • Reduce crashes involving bicyclists and motor vehicles by at least 10%. The Wisconsin Pedestrian Policy Plan 2020 establishes a vision and set of goals regarding pedestrian accommodations. It serves as a blueprint for increasing public awareness of pedestrian issues and needs and promoting pedestrian safety. The plan sets forth policies for local units of government to better integrate pedestrian travel into local transportation systems and emphasizes that pedestrians with special needs, such as the elderly, children, and those with disabilities need to be accommodated. The plan’s vision is to, “Establish pedestrian travel as a viable, convenient, and safe transportation choice throughout Wisconsin.” The plan stresses that the streets throughout the state should be planned and constructed with all users in mind, noting that pedestrian travel is often overlooked, yet is a critically important mode of transportation. The plan also identifies the need to provide better pedestrian safety education and enforcement of pedestrian related laws. Federal. The importance of bicycling and pedestrian facility planning and development gained prominence in the 1990s with the creation of a number of federal laws and funding programs. These included such programs as the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA). ISTEA initiated a major policy shift in federal and state funding priorities for bicycling and walking facilities and programs. Another important program was the Transportation Equity Act for the 21st Century (TEA‐ 21), which carried forward the same directives and programs for bicycling and pedestrians as ISTEA, with several new initiatives. The third major transportation act signed into law on August 10, 2005 was the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA‐LU). SAFETEA‐LU incorporated expanded pedestrian and bicycle


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planning and infrastructure improvements to advance the design and construction of pedestrian and bicycle facilities. SAFETEA‐LU included the ability to use federal transportation funds for pedestrian and bicycle facility developments through Safe Routes to School funding, Transportation Enhancement funding or other state highway reconstruction project’s funding. However, changes to how federal funds may be used in the future for pedestrian and bicycle improvements are in jeopardy. Both the United State Senate Environment and Public Works Committee (EPW) and United States House Transportation and Infrastructure Committee (T&I) have explored the elimination of requiring states to allocate federal funding towards pedestrian and bicycle facilities, rather this would be optional for states to consider. As of February 2012, it is unknow how the Wisconsin Department of Transportation would implement use of federal funds for pedestrian and bicycle development if the federal law makes it optional. Several funding sources related to bicycling and pedestrian development and education are included in the appendix. Our Community With a population of 2,682 residents (2010 Census) the community is spread‐out over approximately 3.1 square miles and is boarded by four township, the Town of Spooner along its northwest corner, the Town of Beaverbrook to its south, the Town of Bashaw to its west, and the Town of Evergreen on the west and north, the community is the crossroads of the north. The reference to the City’s location as the "Crossroads of the North", refers to the fact that the city is at the junction of U.S. Highways 53 and 63, and State Highways 70 and 253. Approximately 25 percent of the terrain in Spooner is hilly; the remaining 75 percent is relatively flat, which is ideal for novice bicyclists and pedestrians. More challenging environments abound in the nearby hills and countryside for recreational bicyclists and mountain bikers. According to the City of Spooner’s 2006 Comprehensive Plan, the city has an abundance of vacant/open space or undeveloped lands (33%) with single‐family residential


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occupying the second largest land category at about 19 percent. Commercial and industrial land uses make up about 5 percent of the total area. The availability of recreational opportunities throughout the City and surrounding area provides residents with many options to experiencing the great outdoors, including but not limited to hiking through the woods, snowshoeing, or skiing. Within the City, recreational trail development provides opportunities for the community to experience walking, biking, running and other recreational activity. The High Priority Areas Map identifies major destinations and public facilities of interest to pedestrians and bicyclist. These destinations and facilities are an important consideration in the development of pedestrian improvements so as to create connectivity between residential neighborhoods and these high priority areas. Facilities and areas shown on the map include: parks and open space sites, public and private schools, health care facilities, public offices and facilities, commercial business districts and senior living facilities.

Bicycle Facilities For nearly every person, learning to ride a bicycle is a family experience encountered around the age of three to five. With a set of training wheels fastened to a bicycle and a family member holding the back of the bike, we learn how to pedal and balance our bicycle. In no time, the training wheels are removed and the riders are free to bike around the neighborhood or across town to friends and relatives homes or city parks. Within the City, two formal trail systems have been developed. The first was developed in the late 1990s along an abandoned railroad line. Know as the Wild Rivers Trail, this trail is a multi‐use recreational corridor. Motorized (snowmobile and ATV) and non‐motorized activities are allowed along the trail throughout the year. A gravel base supports user activity and is graded throughout the year by the local snowmobile and ATV clubs. The Wild Rivers Trail is primarily used by ATV and snowmobile users who access other trails throughout Washburn County. A portion of the Wild Rivers Trail corridor is shared by an active rail line, the Wisconsin Great Northern Railroad. In 2008, the Spooner Area School District was a recipient of a grant to develop a bicycle‐pedestrian trail connecting the elementary, middle and high schools. The trail is approximately one mile in length and has a paved asphalt surface measuring ten feet wide. While the trail enables students to walk and bicycle to school, area residents use the trail for leisure walks, running and bicycling. It is very common to see persons using the trail for leisure walks when at recreational functions held at the City Park baseball fields or at the high school soccer fields. The school trail provides an excellent link that allows residents a shortcut across the community

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High Priority AreasCommercialDNRParkPublic FacilitiesSchoolSpooner HospitalSenior Housing

Spooner, WisconsinBike & Pedestrian Plan - High Priority Areas

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instead of walking or bicycling along city streets. A sidewalk was also installed along College Street from Elm Street to City Park. Since the construction of the school bicycle and pedestrian trail system two additional physical fitness options have been added along the trial, a disc (frisbee) golf course and fitness workout stations. Development of fitness stations were coordinated by the Spooner Kiwanis Club and local sponsors and provide trail users with areas to workout, including, balance beams, pull‐up bars, and much more.

Bicycles riders fall into three general categories. The first category are the skilled riders who will ride on any street, in most weather, and will find the quickest, most direct route to their destination. The second category is less comfortable among automobiles and may take a longer route if it appears safer. These cyclists have a lower distance and inconvenience threshold. The third category is the novice bikers, children and those riding primarily for recreation. Several types of bicycle facilities can accommodate individual experience levels. On‐Street: Within the City, most biking takes place on city streets. Across the city, no formal designated bicycle routes exist. All on‐street bicyclists must follow rules of the road for using bicycles on local city streets. Multi‐use Pathways: In the City of Spooner, multiple‐use pathways consist of the Wild Rivers Trail consisting of a gravel base; a paved trail connecting the Spooner Area School District buildings (high, middle and elementary schools) and a short paved and gravel trail within the Tommy Thompson State Fish Hatchery.


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Bicycle Lanes. There are no streets or highways with on‐street bicycle lane facilities. The minimum width for a bike lane is four feet to the left of parked motor vehicles, or five feet from the curb face. In some cases, where bicycle lanes are not painted on the roadway, a bicycle symbol, or SHARROW is painted to alert motorist that bicyclist share the road.

City Bicycle Ordinances City ordinance Article IV: Bicycle and Play Vehicles and provisions of Wisconsin Statutes Chapters 346 and 347 regulate bicycling within the City of Spooner. Generally speaking bicyclists are allowed operation within the roadway following Section 74‐165 of the city ordinances. Within Section 74‐165 unless preparing to make a left turn, every person operating a bicycle upon a roadway carrying two‐way traffic shall ride as near as possible to the right edge of the unobstructed traveled roadway. When operating a bicycle upon a roadway a bicyclist shall ride single file and shall not operate a bicycle at a speed greater than is reasonable and prudent under existing conditions or in excess of any posted speed limit. No person over the age of 12 years shall ride or propel any bicycle upon any public sidewalk or thoroughfare of the city set apart for pedestrians, except bicycles having wheels sized 20 inches or under. Bicycle parking is not allowed on any sidewalk located along Walnut Street between Front Street and Summit Street. Additionally, no person shall leave a bicycle at such a place or in such a way as to create a hazard to pedestrians, automobile operators or to anyone else. According to Section 74‐162 “no person shall ride or use a bicycle upon any public street, highway, alley or sidewalk in the city unless the same shall have been registered and licensed as provided in this section.” Bicycles shall be re‐registered every two years on or before August 1, along with the registration fee at the time re‐registration. Registration assists the police department and bicycle owner in the recovery of lost or stolen bicycles. Registration of bicycles is done through the City Police Department. Alternatively, persons can register their bicycle at the National Bike Registry, where bicycles can be registered for as little as ten dollars per


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bicycle and the data will be maintained for up to 10 years. If a bicycle is found with the National Bike Registry identification sticker on the bicycle, law enforcement can access the registry data base to have the owner alerted to its recovery. Bicycle Routes A recommended bicycle route system has been developed to enable bicycles to traverse the city along a clearly marked route providing directional signage (Bicycle RouteMap). These routes were selected for their low level of traffic, low posted speed limits, wide streets and connectivity to other streets accessing schools, parks, shopping, existing bicycle trails and other points of interest. Bicyclist living in proximity to the designated bicycle route should travel along city streets in order to intersect with the bicycle route network.

In order to implement the bicycle route system, signage along the recommended routes must be placed. This signage will serve the bicyclist with directional information and provide motorists with knowledge that bicyclists may be present along the road. It is important that bicyclists follow the rules of the road and travel with traffic as close as possible to the curb in a single file line, when traveling in a group. A recommended list of signs at designated locations throughout the city is included in the Appendix. Guidance for bicycle path/street crossings has been developed by the Wisconsin Department of Transportation. According to the guidance, “When a driver is approaching any legal crosswalk, according to state law, they must yield to a pedestrian, or to a person riding a bicycle in a manner which is consistent with the safe use of the crosswalk by pedestrians.” Bicyclists should not make a “sudden movement” into a crosswalk, meaning the bicyclist should not abruptly leave the curb or other place of safety directly into the path of a motor vehicle that is so close that it is difficult of the operator of the vehicle to yield. The Wisconsin Department of Transportation maintains a web page listing each county and the best highways (county and state) suitable for bicycling. Around Spooner, the best conditions for bicycling outside the city are found along county highways A, K, H and state highway 253 as

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Trail NetworkSurfaceDirt & Grass Trail

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identified on the Washburn County ‐ South Bicycle Map. No paved shoulders are noted for any of the county highways designated on the bicycle map. Highway 63 Rehabilitation – STH 253 to Poplar Street Bicycling along state highways in or near Spooner is not illegal, but is not recommended unless the bicyclist is an experienced rider. Within the city, state highway 63 (River Street) has an average annual daily traffic (AADT) count of 10,900 vehicles on the southern city boundary and an AADT of 5,200 vehicles on north city boundary. State highway 70 has an AADT of 5,500 vehicles on the western city boundary and 5,100 vehicles on the eastern city boundary. County highway K between Rusk Street and Hazel Street has an AADT of 2,500 vehicles, county highway H near the county highway shop has and AADT of 850 vehicles and county highway A near the Spooner High School has an AADT of 1,200 vehicles. While these traffic volumes can impose a concern to crossing pedestrian and bicycle users, the City has proactively implemented measures in which to make crossing highways easier. The City has installed painted crosswalks and places portable in‐street yield to pedestrian crosswalk signs with the intent to alert motorist that pedestrians may be crossing the roadway. A Road Safety Audit of highway 63 from highway 253 to Poplar Street was completed for the Wisconsin Department of Transportation in 2009. This study identified various safety issues along the segment, many dealing with pedestrian and bicycle concerns. The Wisconsin Department of Transportation has had several conversations with the City regarding the report and its future plans to rehabilitate the roadway from highway 253 to Poplar Street. Bicycle improvements are important features that must be considered in any future highway rehabilitation, particularly along the southern segment of the highway near the grocery/retail developments. The Wisconsin Department of Transportation 2011‐2016 6‐year highway plan does not include any rehabilitation measures for highway 63 within the Spooner city limits. However, the Wisconsin Department of Transportation is working internally on the potential programming for improvements along the corridor. According to WisDOT representatives, rehabilitation of the roadway is anticipated to occur in 2018. To date, no preferred configuration of roadway design or improvement has been identified. Rather, it is anticipated the City and WisDOT will review several design alternatives that would best fit current and projected roadway use. Whatever alternative is selected, the design must include accommodations for pedestrians and preferably accommodations for bicycle use. Bicycle Accidents 2006‐2011 Reported bicycle accidents through the Wisconsin Department of Transportation identify one vehicle/bicycle crash between 2006‐2011 (2011 data is preliminary). The reported vehicle / bicycle crash occurred during the month of September 2006. One person was reported injured in the accident with no fatalities reported.

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ChippanazieL.

BrinkmanL.

BeaverL.

BassL.

L.

L.

Bean

Mud

King

DevilsL.

L.Spring

L.

GreenL.

WhalenL.

L.

Spooner

L.

Lit.Spooner

L.

EvergreenL.

L.

Spring L.

CrystalL.

L.Potato

DuganL.

StoneL.

SpringL.

Sport L.

HolmesL.

Schullenberger

Alder

L.

L. LeesomeL.

RipleyL.

LutzL.

MillerL.

Stone BigDevil

L.

L.L.

Twin

PavlasL.

YechoutL.

ElizabethL.

BerryL.

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Nice

SugarbushL.

L.

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SputeL.

LostL.

SpiderL.

Nick L.

LoonL.

BassL.

Lit. MatsonL.

MudL.

SeymourL.

L.

WatsonL.

HarmonL.

LoyheadL.

SlimCr.Flowage

Hay L.

Sugar BushMatthews L.Hointville L.

Dunn L.

Mc-Kinley

Tomahawk L.

Creek

Little

Ellsworth L.

Casper L.

Oak L.

Deep L.

Baker L.

Peters L.

Red L.Mud L.

Chain L.

LazyIsland

GlendennonL.

TonyL.

Eliza L.

StanberryL.

McKenzie

Dilley

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L.

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m

L.Long

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Shell

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Mid.McKenzie

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LindyL.

LipsettL.

BassL.

McKenzieL.

LostL.

GruenhagenBay

RUSTIC

RUSTIC

RUSTIC

Scale0 1 2 3 4 5 Miles

6 7 80 1 2 3 4 5 Kilometers

Bicycle MapBicycle MapWisconsin Wisconsin

4-lanehighway

Pavedshoulder

Pavedshoulder

Best Condition

Moderate Condition

Higher Volume,Wider Paved Shoulders

High Volume,Undesirable

Bicycle Trail

Town roads

Prohibited

Bridge

Interchange

MountainBike Trail

See full legend for complete descriptions of road classifications

Unpaved Paved

Higher

Volume

Washburn County (South)

North


12

Planning and Design Guidance The Wisconsin Department of Transportation has prepared three documents useful during bicycle facility planning and design: the Wisconsin Bicycle Planning Guidance, Wisconsin Rural Bicycle Planning Guide, and the Wisconsin Bicycle Facility Design Handbook. These documents review some of the critical concepts for bicycle trail and route development.

Bicycling Recommendations

Approve the recommended bicycle route network and install appropriate signage.

Ensure proper bicycle parking facilities are located at key locations to ensure bicyclists have a place to properly park their bicycles so as to not violate the city ordinance of parking bikes on sidewalks. Provide or update bicycle racks at location such as, but not limited to, City Park, Spooner City Hall, Eastland Addition Park, and the Spooner Library.

Encourage businesses to install bicycle racks so patrons can safely park their bicycles.

Work with the Washburn County Forestry Department and Wisconsin Department of Natural Resources to pave the segment of the Wild Rivers Trail from Northland Drive to W. Beaverbrook Avenue.

Work with the Wisconsin Department of Transportation to ensure bicycling facilities are incorporated into any rehabilitation work along highway 63 from highway 253 to Poplar Street and further north to county highway H.

Continue to hold the Bicycle Rodeo which teaches bicyclist the importance of the rules of the road and use of proper safety equipment.

Update Article IV, Section 74‐162 of the Bicycles and Play Vehicles Ordinance to revise the bicycle registration section.

Continue to implement recommendations found within the Safe Routes to School Plan and the City’s comprehensive plan that will further bicycle facility development and safety within the city.

Develop a bicycle trail linking Spooner to the City of Shell Lake, potentially along the old railroad grade or other route.


13

Pedestrian Facilities Pedestrian facilities must accommodate all segments of a community’s population, including children and the elderly as well as those with mobility restrictions. Planning and designing facilities for all persons must be a priority to enable a safe and convenient pedestrian environment. Sidewalks, paved non‐motorized trails and a gravel motorized and non‐motorized use recreation trail make‐up the pedestrian facility system. Complete Streets Complete Streets are roadways designed and operated to enable safe, convenient, and comfortable access and travel for all users. Along a complete street, pedestrians, bicyclists, motorists and public transportation users of all ages and abilities are able to safely and comfortably move along and across streets. Wisconsin’s Pedestrian and Bicycle Accommodations law addressing Complete Streets on State Highway’s was codified in 2009 as Wisconsin State Statute SS 84.01(35) and later written into administrative rule as Trans 75. Complete streets play an important role in livable communities, where all people feel safe and welcome on the roadways. Pedestrians, bicyclists, motorists, and public transportation users of all ages and abilities are able to safely move along and across a complete street. Today, in communities across the country, people are asking their transportation planners and engineers to build streets that allow kids to walk to school, allow people in wheel chairs to move independently, and encourage non‐motorized commuting. Highways crossing the City of Spooner do not provide full access to pedestrians and bicyclists as these highways were primarily designed to move vehicles efficiently through a community with little or no concern for pedestrians. Under Trans 75, future modifications to state highways 63 and 70 will include considerations relating to the movement of pedestrian and bicycling. Safe Routes to School As previously mentioned, a Safe Routes to School Plan was completed in 2010. This plan integrates health, fitness, traffic relief, environmental awareness and safety in developing routes for school age children to travel to and from their respective schools. It provides the opportunity for schools to work closely with parents, children, neighborhoods, and local government to promote a healthy lifestyle for children and a safer environment. Several pedestrian related recommendations were included in this plan, with some recommendations already having been implemented by the city, including several painted crosswalks that provide a safer measure for pedestrians to cross local streets.


14

Existing Sidewalk Facilities According to the Wisconsin Department of Transportation (WisDOT), a sidewalk is defined as a firm, stable surface constructed of non‐penetrable material for use by pedestrians that runs continuous from one property to another; usually located parallel to a vehicular thoroughfare between the curb line of a roadway and the adjacent property line. Sidewalks are not limited to use by walkers as they are also devoted for other non‐motorized transportation users such as joggers and individuals traveling via wheelchairs. Sidewalks throughout the city are made of concrete measuring five feet in width with sidewalks in the downtown district along Walnut Street measuring up to eight feet in width. Overall the majority of sidewalks show no or little distress or narrow cracking (Sidewalk Conditions Map). Although different from their physical attributes, some of the sidewalks were determined to have hazards associated with them. Hazards included one or more of the following: trees, cross‐slopes, mailboxes, poles, protruding tree roots, sidewalk heaves, lip/gap on transition from sidewalk to ramp, fire hydrants, vegetation, steps and miscellaneous debris. The Sidewalk Hazards Map displays sidewalks with some type of hazard present.

The development pattern of sidewalks has tended to be in or near the downtown area to provide pedestrians access to local businesses and schools. As the community has developed outward from the central core, fewer, if any, sidewalks have been installed. Residential developments outside the central core still have pedestrian needs. The lack of sidewalks in residential areas requires residents to walk within local streets to get to their end destination or simply drive instead of walking.

Throughout the city, there are several areas where sidewalks will stop mid block, as shown in the photo above. While pedestrians will continue to walk along the foot path created over the ground where the concrete sidewalk is not present, the unevenness of the ground surface could be a hazard and persons with mobility challenges may not be able to continue along their desired route. Additional pedestrian impediments include steps from one sidewalk to another.

Hu ro n S t

Well Rd

E Linn St

Service Rd

Harmo n S t

Harr ison St

Su peri or S t

Mavis St

Badger St

Aspen Way

Miller Rd

Miller St

Summit St

Oak St

Hatchery St

Dale

St

Indianhead Trl

3rd St

2nd St

Bashaw St

Prospect St

Front St S

Oseewee St

Norway Dr

Lampert Dr

Paulson DrElm

St

1st St

Northwestern Dr

Spruce St

High St

Poplar StTimberlane Rd

Trails End

Myra St

Rusk St

Benson Dr

Woodland St

Grant StFranklin St

McLeod St

Mi ch iga n St

Eri e St

Walter St

Hazel St

Peck St

Thompson Dr

La folle tte St

Round House Rd

Balsam St

Woodlawn St

Jon Ct

Lin col n StVale St

Fleming St

Toge Pl

Smith St

Park Dr

Front St

College St

Cedar St

Pine St

Ash St

Vine St

Walnut St

Maple Ct

Northland Dr

Elm Ct

KJ K

?@ 70

IJ 63

¯3/06/2012

Sidewalk ConditionNo DistressNarrow CracksWide CracksSmall Vertical DisplacementLarge Vertical DisplacementAsphalt Sidewalk2012 Construction

Spooner, WisconsinBike & Pedestrian Plan - Sidewalk Condition

00.25

0.50.125

Miles

Hu ro n S t

Well Rd

E Linn St

Service Rd

Harmo n S t

Harr ison St

Su peri or S t

Mavis St

Badger St

Aspen Way

Miller Rd

Miller St

Summit St

Oak St

Hatchery St

Dale

St

Indianhead Trl

3rd St

2nd St

Bashaw St

Prospect St

Front St S

Oseewee St

Norway Dr

Lampert Dr

Paulson DrElm

St

1st St

Northwestern Dr

Spruce St

High St


Trails End

Myra St

Rusk St

Benson Dr

Woodland St

Grant StFranklin St

McLeod St

Mi ch iga n St

Eri e St

Walter St

Hazel St

Peck St

Thompson Dr

La folle tte St

Round House Rd

Balsam St

Woodlawn St

Jon Ct

Lin col n StVale St

Fleming St

Toge Pl

Smith St

Park Dr

Front St

College St

Cedar St

Pine St

Ash St

Vine St

Walnut St

Maple Ct

Northland Dr

Elm Ct

KJ K

?@ 70

IJ 63

¯03/06/2012

Sidewalk HazardsHazard PresentNo Hazard

Spooner, WisconsinBike & Pedestrian Plan - Sidewalk Hazards

00.25

0.50.125

Miles


15

Crosswalks are an important feature placed upon the local roadway designating an area for pedestrians to cross. The Manual on Uniform Traffic Control Devices (MUTCD) states that “Crosswalk markings provide guidance for pedestrians who are crossing roadways by defining and delineating paths on approaches to and within signalized intersections, and on approaches to other intersections where traffic stops. Crosswalk markings also serve to alert road users of a pedestrian crossing point across roadways not controlled by traffic signals or STOP signs. At intersection locations, crosswalk markings legally establish the crosswalk." The Crosswalks Map represents the location and type of crosswalk, either vertical or horizontal, that has been installed in the city. Vertical crosswalks consist of only two lines while horizontal crosswalks consist of two lines with lines painted horizontally within the crosswalk. A number of portable yield to pedestrian signs are placed at several key intersections along the transportation network, including highway 63. Beginning in 2012, a portable yield to pedestrian cross walk sign will be placed along highway 70 at the intersection of Front Street South. These portable signs act as a reminder to motorists that pedestrians have the right of way when present within the crosswalks. Additionally, these portable signs act as a traffic calming devise.

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Service Rd

Ha rm on St

Harr ison St

Mavis St

Superior St

Badger St

Aspen Way

Miller Rd

Summit St

Hatchery St

Oseewee St

Dale St

Indianhead Trl

3rd St

2nd St

Bashaw St

Prospect St

Norway Dr

Front St S

Lampert Dr

Paulson DrElm

St

1st St

Northwestern Dr

Spruce St

High St


Trails End

Myra St

Rusk St

Benson Dr

Woodland St

Grant St

Franklin St

McLeod St

Mi ch iga n St

Er ie S t

Walter St

Hazel St

Peck St

Thompson Dr

La foll ette St

Round House Rd

Oak St

Balsam St

L inc oln StVale St

Fleming St

Toge Pl

Smith St

Park Dr

Northland Dr

Front St

College St

Cedar St

Pine St

Ash St

Vine St

Walnut St

Maple Ct

Elm Ct

KJ K

?@ 70

IJ 63

¯3/06/2012

Crosswalk Type

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Vertical StripeCity Limits

Spooner, WisconsinBike & Pedestrian Plan - Crosswalks

00.25

0.50.125

Miles


16

Highway 63 & 70 Highway 63 from its intersection with highway 70 to Poplar Street is a four‐lane roadway with no shoulders. This segment sees the majority of pedestrian traffic as this corridor contains the core business community and has sidewalks along both sides of the roadway for nearly the entire segment. Each street crossing highway 63 has a designated crosswalk with the segment having a posted speed limit at 25 mph. The downtown central business district has a traffic light at the intersection of highway 63 and Walnut Street with the traffic light holding green unless a pedestrian activates crosswalk signal is activated. Highway 63, south of the intersection of highway 70, has a mix of traffic lanes from 2 to 4 lanes, with a mix of retail development. Limited pedestrian improvements are present along this southern segment of highway 63. Pedestrian traffic along this segment is common even with limited sidewalks along the roadway. A short segment roadway just south of highway 70 is posted at 25 mph with the remaining segment posted at 35 mph. Highway 70 west of its intersection with highway 63 is two lanes. Posted speed limits are 35 mph entering the city boundary and then reducing to 25 mph near the stop light. Shoulders are limited along this segment as are pedestrian improvements. A two block area west of highway 63 has sidewalks. Highway 70 east of its intersection with highway 63 has no sidewalks and limited shoulders. Posted speed limits traveling east on highway 70 east of its intersection with highway 63 go from 25 mph to 35 mph then to 45 mph before leaving the city limits when the speed limit is 55 mph. As mentioned in the bicycle section, the Road Safety Audit identified several issues relating to pedestrian and vehicular traffic. During all times of the year, pedestrians walk along highway 63 to travel to the shopping area near W. Beaverbrook Road. While the majority of pedestrians simply walk along the corridor, one can often see someone pushing strollers or pulling a wagon along the gravel shoulder of the roadway. While pedestrian traffic is more likely to occur on highway 63 that is not to say pedestrian activity does not occur along highway 70. Sidewalks along highway 70 within the city are very limited. What does exist is west of the highway 63 and 70 intersection encompassing approximately 2 blocks. No sidewalks are present to the east of the highway 63 and 70 intersection. Developments east of the intersection, including a fast food store, hotel, recreational trail, and residential developments require pedestrians that desire to access businesses along the route to walk in the roadway or walk along dirt paths along the curb line. Pedestrian Accidents 2006‐2011 A total of 5 accidents involving pedestrians and motor vehicles occurred between 2006 and 2011 (2011 data is preliminary). In 2008, two pedestrian accidents were reported involving a


17

pedestrian walking not facing traffic and another facing traffic, in 2010 two pedestrian accidents involved one unknown pedestrian action and in the other the pedestrian darted onto the road, and in 2011 one pedestrian accident was reported. Four of the five pedestrian accident occurred within the roadway while one was reported on a sidewalk. The reported vehicle/pedestrian accidents occurred during the month of June, July, September and December. Four persons were reported injured in the accidents with no fatalities identified.

Pedestrian Recommendations

Work with the Wisconsin Department of Transportation and property owners to ensure pedestrian facilities are incorporated into any rehabilitation work along highway 63 from highway 253 to Poplar Street.

Work with the Washburn County Forestry Department and Wisconsin Department of Natural Resources to pave the segment of the Wild Rivers Trail from Northland Drive to W. Beaverbrook Avenue.

Work with the Wisconsin Department of Transportation and local businesses along highway 70 to provide pedestrian sidewalks from the intersection of highways 70 and 63 to Northwestern Drive.

Ensure property owners/or the occupants of any lot or parcel of land to remove, or cause to be removed the snow from any and all sidewalks within 24 hours after each snowfall following Article I, Section 62‐6 of the City Code of Ordinances.

Eliminate hazards present along identified hazardous sidewalk segments by having portions of sidewalks replaced, shrubs and tree branches pruned, and other hazards eliminated.

Complete missing sidewalk segments where their installation will connect to existing sidewalks or street pedestrian crossings.

Encourage the installation of sidewalks along city streets during the time of major road rehabilitation efforts.

Ensure a sidewalk is constructed in 2012 along Bashaw Street between Walnut Street and Oak Street, repairs are completed to the sidewalk along Bashaw Street from Elm Street to Walnut Street and crosswalks are painted along Bashaw Street at Elm, Vale and Oak Streets after the new pavement surface has been installed.

Continue to implement recommendations found within the Safe Routes to School Plan and the City’s comprehensive plan that will further pedestrian movement.


18

Install sidewalks along portions of Lafollette Street, Smith Street, College Street between Oak and Ash Streets, Ash Street between College and High Streets, Poplar Street between Scribner and River Streets, Myra Street between Lafollette and Elm Streets, Hazel Street between Scribner and Summit Streets, and Walnut Street West between College Street and the sidewalk at Lioness Park, to provide connectivity to neighborhoods and community points of interest.

Install sidewalks along Northland Drive and throughout the Eastland Subdivision. This segment will connect with a recommended installation of sidewalks along the west side of Round House Road or the paved surface of the Wild Rivers Trail.

Continue to install new crosswalks and maintain existing crosswalks throughout the city. Along highway 63, install crosswalk markings at each street crossing (all four crossings) between Poplar Street and highway 70.


19

Appendix

Located on At Intersection of Post

Bike Route Guide

Arrow Sign Panel

Way-finding Panel

Arrow Direction TOP MIDDLE BOTTOM

24"x12" 2-line

wayfinding

24"x18" 3-line

wayfinding

1 Spooner Harmon St Elm St NW 1 1 1 END D11-1 M4-6

2 Spooner Harmon St Elm St SE 1 1 D11-1

3 Spooner Harmon St 1st Street E 1 1 1 D11-1 M6-4

4 Spooner 1st Street Harmon St S 1 1 1 D11-1 M6-4

5 Spooner Oak St 1st Street W 1 1 1 D11-1 M6-4

6 Spooner 1st Street Michigan St N 1 1 1 D11-1 M6-1

7 Spooner Michigan St 1st Street E 1 1 1 D11-1 M6-1

8 Spooner Michigan St 2nd Street W 1 1 1 END D11-1 M4-6

9 Spooner Michigan St 2nd Street E 1 1 1 BEGIN D11-1 M4-14

10 Spooner 1st Street N DNR Court S 1 1 1 D11-1 M6-1

11 Spooner N DNR Court 1st Street W 1 1 1 D11-1 M6-1

12 Spooner N DNR Court DNR Ave E 1 1 1 D11-1 M6-1

13 Spooner DNR Ave N DNR Court N 1 1 1 D11-1 M6-1

14 Spooner DNR Ave Hwy 70 S 1 1 1 D11-1 M6-3

15 Spooner DNR Ave Hwy 70 N 1 1 Caution DNR Vehicles 1 D11-1

16 Spooner Linn St Hwy 70 N 1 1 1 D11-1 M6-3

17 Spooner Linn St S. Summitt St SE 1 1 1 D11-1 M6-4

18 Spooner S. Summitt St Linn St NE 1 1 1 D11-1 M6-6

19 Spooner Linn St S. Summitt St SW 1 1 1 D11-1 M6-6

20 Spooner S. Summitt St DNR Property SW 1 1 1 WF FISH HATCHERY 1 D11-1 D1-1

21 Spooner DNR Property S. Summitt St NE 1 1 1 D11-1 M6-3

22 Spooner S. Summitt St Hwy 70 NE 1 1 1 D11-1 M6-3

23 Spooner S. Summitt St Hwy 70 SW 1 1 1 D11-1 M6-3

24 Spooner Summitt St Vine St NE 1 1 1 D11-1 M6-1

25 Spooner Vine St Summitt St SE 1 1 1 D11-1 M6-1

26 Spooner Vine St High St NW 1 1 1 D11-1 M6-1

27 Spooner High St Vine St SW 1 1 1 D11-1 M6-1

28 Spooner High St Oak St NE 1 1 1 D11-1 M6-4

29 Spooner Oak St High St E 1 1 1 D11-1 M6-4

30 Spooner High St Oak St SW 1 1 1 D11-1 M6-4

31 Spooner High St Elm St N 1 1 1 D11-1 M6-3

32 Spooner Peck St Elm St S 1 1 1 D11-1 M6-1

33 Spooner Peck St Walter St E 1 1 1 D11-1 M6-3

34 Spooner Walter St Peck St S 1 1 1 D11-1 M6-1

Spooner Bike Signage

City/ County

Sign Location

No. Facing

Quantity of itemsRoad Wayfinding Text, Arrow Direction & Placement of Text on Sign Panel Sign Panel SizeSign Panel

MUTCD Codes

Sign Panel MUTCD Codes

35 Spooner Walter St Rusk St N 1 1 1 D11-1 M6-6

36 Spooner Rusk St Walter St W 1 1 1 1 DOWNTOWN CITY PARK 1 D11-1 D1-2B

37 Spooner Walter St Smith St N 1 1 1 D11-1 M6-1

38 Spooner Smith St Walter St E 1 1 1 D11-1 M6-1

39 Spooner Smith St Myra St W 1 1 1 D11-1 M6-1

40 Spooner Myra St Smith St S 1 1 1 D11-1 M6-1

41 Spooner Myra St Lafollette St N 1 1 1 D11-1 M6-1

42 Spooner Lafollette St College St W 1 1 1 D11-1 M6-4

43 Spooner Lafollette St Myra St E 1 1 1 D11-1 M6-1

44 Spooner College St Lafollette St N 1 1 1 D11-1 M6-6

45 Spooner College St Lafollette St S 1 1 1 D11-1 M6-6

46 Spooner College St Elm St S 1 1 1 D11-1 M6-1

47 Spooner College St Elm St N 1 1 1 D11-1 M6-1

48 Spooner College St Oak St S 1 1 1 D11-1 M6-4

49 Spooner Oak St College St E 1 1 1 D11-1 M6-6

50 Spooner Oak St College St W 1 1 1 D11-1 M6-6

51 Spooner Rusk St Schribner St E 1 1 1 D11-1 M6-1

52 Spooner Summitt St Schribner St S 1 1 1 D11-1 M6-1

53 Spooner Summitt St Hazel St N 1 1 D11-1 M6-6

54 Spooner Hazel St Summitt St W 1 1 1 D11-1 M6-4

55 Spooner Summitt St Hazel St S 1 1 1 D11-1 M6-6

56 Spooner Summitt St Poplar St N 1 1 1 D11-1 M6-4

57 Spooner Poplar St Summitt St W 1 1 1 D11-1 M6-1

58 Spooner Poplar St Summitt St E 1 1 1 D11-1 M6-6

59 Spooner Poplar St High St W 1 1 1 D11-1 M6-1

60 Spooner High St Poplar St S 1 1 1 D11-1 M6-1

61 Spooner Division St Schribner St W 1 1 1 D11-1 M6-1

62 Spooner Division St Schribner St E 1 1 1 D11-1 M6-1

63 Spooner Poplar St Front St E 1 1 1 D11-1 M6-1

64 Spooner Front St Poplar St S 1 1 1 D11-1 M6-1

65 Spooner Front St Northland Dr N 1 1 1 D11-1 M6-1

66 Spooner Northland Dr Front St W 1 1 1 D11-1 M6-1

67 Spooner Northland Dr Round House Rd E 1 1 1 D11-1 M6-6

68 Spooner Round House Rd Northland Dr N 1 1 1 D11-1 M6-4

69 Spooner Northland Dr Round House Rd W 1 1 1 D11-1 M6-6

70 Spooner Round House Rd Hazel St S 1 1 1 D11-1 M6-4

71 Spooner Hazel St Round House Rd E 1 1 1 D11-1 M6-4

72 Spooner Round House Rd Hazel St N 1 1 1 D11-1 M6-4

73 Spooner Hazel St Round House Rd W 1 1 1 D11-1 M6-4

74 Spooner Round House Rd Benson Rd S 1 1 1 D11-1 M6-1

75 Spooner Benson Rd Round House Rd W 1 1 1 D11-1 M6-1

76 Spooner Benson Rd Northwestern Rd E 1 1 1 D11-1 M6-1

77 Spooner Northwestern Rd Benson Rd N 1 1 1 D11-1 M6-1

78 Spooner Northwestern Rd Service Rd N 1 1 1 BEGIN D11-1 M4-14

79 Spooner Northwestern Rd Service Rd S 1 1 1 END D11-1 M4-6

80 Spooner Paulson Dr Northwestern Rd E 1 1 1 D11-1 M6-1

81 Spooner Paulson Dr Northwestern Rd W 1 1 1 D11-1 M6-1

82 Spooner Paulson Dr Gibs Way E 1 1 1 D11-1 M6-1

83 Spooner Gibs Way Paulson Dr S 1 1 1 D11-1 M6-1

84 Spooner Gibs Way Northland Dr N 1 1 1 D11-1 M6-1

85 Spooner Northland Dr Gibs Way E 1 1 1 D11-1 M6-1

86 Spooner Oak St Front St E 1 1 1 D11-1 M6-2

87 Spooner Oak St Front St W 1 1 1 D11-1 M6-1

88 Spooner WRT Access Rd Front St E 1 1 1 D11-1 M6-1

89 Spooner WRT Access Rd Front St W 1 1 1 D11-1 M6-2

90 Spooner Wild Rivers Trail WRT Access Rd N 1 1 1 D11-1 M6-1

91 Spooner WRT Access Rd Wild Riverst Trail E 1 1 1 D11-1 M6-1

92 Spooner Wild Rivers Trail Hwy 70 S 1 1 1 D11-1 M6-1

93 Spooner Hwy 70 Front St S. E 1 1 1 D11-1 M6-1

94 Spooner Front St S. Hwy 70 N 1 1 1 D11-1 M6-1

95 Spooner Front St S. Hwy 70 S 1 1 D11-1

96 Spooner Front St S. Beaver St S 1 1 1 D11-1 M6-1

97 Spooner Beaver St Front St S. E 1 1 1 D11-1 M6-1

98 Spooner Beaver St Pioneer Dr W 1 1 1 D11-1 M6-1

99 Spooner Pioneer Dr Bay Ave N 1 1 1 D11-1 M6-1

100 Spooner Pioneer Dr W Beaverbrook Rd N 1 1 1 BEGIN D11-1 M4-14

101 Spooner Pioneer Dr W Beaverbrook Rd S 1 1 1 END D11-1 M4-6

101 101 89 9 3 0TOTALS TOTALS

Documents

City of Spooner Bike and PED Plan - Final Approved