A presentation to the Harrisonburg Transportation and Safety Commission
July 5, 2000
Professor Leonard A. VanWyk

Introduction

Below are some weaknesses, in my opinion, of Harrisonburg's transportation system, especially relating to pedestrians, together with some suggestions for improvement. In light of the Federal Highway Administration's policy statement on integrating bicycling and walking into transportation infrastructure, none of these suggestions is unreasonable. (In fact, the new paradigm for transportation planning accommodates pedestrians and bicyclists much more than past (post-WWII) transportation models, and seriously considers "livability" criterion for communities.) I conclude with the recommendation of hiring a transportation and urban design consulting firm to provide Harrisonburg with a modern transportation plan.

The intersection at South Main Street and Grace Street

Problem. This intersection is unfriendly to the large number of pedestrians that use it. In particular, the light has no "default" walk cycle, the crosswalks on Main Street aren't adequately visible, the "walk" signal doesn't allow enough time for pedestrians to cross Main Street, and pedestrians conflict with motorized traffic turning right on red.

Suggestions. Program the light so that each light cycle has a walk signal of a duration sufficiently long to enable pedestrians to make it across the street. (The light can be programmed so that this does not occur during "off" hours.) Place a timer below the walk/don't walk signal indicating how long the "walk" signal will remain (like they have in Charlottesville near the UVa campus). Paint the crosswalks on Main Street with thick white lines parallel to the direction of traffic (like they are on Grace Street). Either don't allow right turns on red at that intersection, or make it very clear to motorists that pedestrians have the right of way there.

South Main Street in front of JMU

Problem. A large number of pedestrians need to cross South Main Street on a regular basis, and the only crosswalks are on either edge of campus. The 25 mph speed limit on that section of Main Street is rarely followed or enforced. Jaywalking is common. A serious accident is imminent.

Suggestions. In order to educate the motoring public, "speed zone" (or, better, "school zone") signs with flashing yellow lights should be placed where the speed limit becomes 25 mph. A crosswalk should be installed in a sensible location somewhere between Warsaw/Bluestone Drive and Grace Street; the traffic light for this crosswalk could be (a) timed with the traffic lights at Warsaw and Grace to minimize traffic problems, (b) activated by a pedestrian push button, or (c) flashing yellow and manned by JMU crossing guards.

In addition, the center left-turn lane should be replaced by an island containing trees or thick bushes. This typical "traffic calming" device would also assist in keeping traffic speeds closer to the posted speed limit, and could be used to direct pedestrians to the crosswalks. (Additional thick bushes or vine-covered fences could be used on the grassy areas between the sidewalks and road to prevent jaywalking as well.) Furthermore, since the left-turn lane is wider than the island would need to be, the additional space could be used to create either bicycle lanes or wide curb lanes on either side of Main Street, consistent with the Harrisonburg Bicycle Plan. I believe TEA-21 funding would be available for this project. For these improvements, as well as all improvements relevant to JMU students and employees, JMU should bear its share of the cost.

The Police Department's policy on speeding tickets

Problem. Currently, it is an unwritten policy of the HPD to issue speeding tickets only if the offender is traveling 10 mph over the speed limit, regardless of the posted speed limit. In particular, in residential areas with a posted speed limit of 25 mph, motorized traffic is allowed to travel up to 35 mph without penalty; since many of these residential areas have no sidewalks, this policy further increases the danger to pedestrians, and discourages some residents from walking.

Suggestions. The HPD could institute a progressive speeding policy, where the allowed speed over the speed limit is proportional to the posted speed limit. (While traveling 75 mph in a 65 mph zone is only 15% increase over the speed limit, traveling 35 mph in a 25 mph zone is a whopping 40% increase over the speed limit.) In particular, tickets should be issued to motorists who travel 30 mph or faster in residential, 25 mph zones.

The lack of crosswalks on South High Street

Problem. There is no crosswalk on South High Street between Maryland Avenue and Erickson Avenue. Since South High Street divides two large residential areas, this lack of crosswalks discourages pedestrians traveling from one side of South High Street to the other. In particular, pedestrians on the east side of South High Street have no safe passage by foot to Hillandale Park.

Suggestions. A crosswalk should be placed at the intersection of South Avenue and South High Street; the "walk" signal could be activated only when a pedestrian presses a button. In addition, a crosswalk and "pedestrian activated light" should be installed on South High Street at the entrance of the Harrisonburg Mennonite Church, if possible.

The speed limit on South High Street

Problem. The 45 mph speed limit on High Street between South Avenue and Erickson Avenue is too fast, given the hilly terrain, number of business entrances, the entrance to Hillandale Park, and the fact that this section of road is a primary route of the Harrisonburg Bicycle Plan.

Suggestions. Reduce the speed limit to 35 mph at the City limits. This is consistent with the current speed limit north of South Avenue.

The lack of sidewalks in residential areas

Problem. A number of residential areas have no sidewalks. This is particularly alarming to parents, whose children are then forced to walk/ride on unmarked streets (or not walk/ride at all).

Suggestions. This is a difficult problem to solve in general, but for those wide residential streets with a relatively high traffic volume and off-street parking, such as Central Avenue between South Avenue and Pleasant Hill Road, I suggest the following: (1) limit on-street parking to one side of the street, (2) install a 5 foot pedestrian lane on one side of the street, separated from traffic by strategically placed cement barricades (such as those used in parking lots), (3) paint dashed lines to indicate bicycle lanes (5 feet wide adjacent to the parking lane and 4 feet wide adjacent to the other curb). This relatively inexpensive improvement would greatly increase pedestrian/bicyclist confidence and safety, and help bring motorized traffic speeds closer to the posted speed limit of 25 mph.

Country Club Road

Problem. The possible development near Country Club Road and Linda Lane could result in infrastructure changes that will make the area less safe for bicyclists, even though Country Club Road is targeted for improvements in the Harrisonburg Bicycle Plan.

Suggestions. Consider the bicycle in any improvement to that section of Country Club Road, and insist that developers do the same to any improvements they fund.

The intersection of South Main and Pleasant Hill Road

Problem. Due to the configuration of lanes and the long signal, cars back up on Pleasant Hill during peak hours and many cars who want to turn right onto South Main Street from Pleasant Hill use the access road to sneak behind the Sheets gas station.

Suggestions. Either change the left lane on Pleasant Hill to "left turn or straight" and the right lane to "right turn only," or time the lights on Pleasant Hill and Stone Spring Road simultaneously (i.e., both left turn arrows and green lights occur at the same time).

Incongruous speed limits

Problem. On certain roads (e.g., Cantrell Avenue, Reservoir Street, University Avenue), different sections have different speed limits and the change isn't always easy to notice. As a result, cars often speed on sections with the lower speed limit.

Suggestions. Make the locations of decreasing speed limits more obvious (with bright or flashing "speed zone" signs, for example). Another alternative is to have a single speed limit for a given road.

The lack of coordination among traffic signals

Problem. In various locations throughout the city, the timing between traffic signals seems to lack coordination. This results in clogged traffic, frustrated and angry drivers, speeding, and drivers taking "short cuts" through residential neighborhoods to avoid lights.

Suggestions. Hire a consulting firm (see below) to determine, among other things, the optimal timing of traffic lights. On major roads such as High Street, Market Street, and Main Street, lights could be timed to reward those who drive the speed limit; this design would help law enforcement. In order to stretch the Department of Public Works' budget to enable it to maintain optimal timing of lights, the city could start internship programs with Virginia Tech, the University of Virginia, and possibly JMU.

Need for a comprehensive traffic plan for Harrisonburg

Problem. The Department of Public Works is stretched too thin already, and the city is out of VDOT's jurisdiction (on top of which VDOT is not known for alternative transportation planning). Consequently, although Harrisonburg needs a comprehensive (automobile, bicycle, pedestrian, mass transit) transportation plan, it doesn't have the internal resources to create one.

Suggestions. Hire an experienced transportation and urban planning consulting firm to study all transportation aspects of Harrisonburg. The cost should be shared in part by JMU and other major employers in the area, since an increase in "livability" will enable those companies to attract better employees.

I have spoken with Troy Russ (Truss@Glatting.com) of Glatting, Jackson, Kercher, Anglin, Lopez and Reinhart of Orlando, FL (www.glatting.com, 407-843-6552), and his firm provides the full scope of services Harrisonburg could use. In addition, they have done some work in Charlottesville, so they are familiar with this area. Some smaller specialty firms include Walkable Communities of Hot Springs, FL (www.walkable.org, 904-454-3304), Ourston and Doctors of Santa Barbara, CA (805-564-2434), Alternate Street Design of Jacksonville, FL (904-692-1851), White Mountain Survey Company of Ossipee, NH (603-539-7912), Pat Noyes & Associates of Boulder, CO (303-440-8171), KJS Associates of Bellevue, WA (425-746-6600), and New Alternatives of Oak Park, IL (708-386-6480). Another useful resource the Institute of Transportation Engineers (www.ite.org).

I strongly recommend that the City of Harrisonburg contact one or more transportation planning and engineering firms with expertise in bike-ped planning, traffic calming, etc. There is much room for improvement in Harrisonburg's transportation system, and having experienced professionals provide the city with a comprehensive tranportation blueprint for the future would be extremely valuable for Harrisonburg.