provide connectivity and/or shorter travel distances should be im plem ented wherever possible consistent with Medford’s existing Land Development Code . Identify Opportunities for Multi-Use Paths Previous Medford Bicy cle Plans, the Bear Creek Greenway Plan , the 1997 Medford Parks, Recreation and Leisure Services Plan , and the Southeast Plan identify several im portant corridors for future m ulti- use paths. Those in the proposed Bicy cle Plan include the extension of the Bear Creek Greenway , the several corridors adopted in the Southeast Plan, th e Larson Creek corridor connection between the Bear Creek Greenway and the Southeast Plan area, and shorter corridors on Lone Pine Creek near Kennedy School and near the future Table Rock Park. The upda te of the Medford Parks Plan will inventory other corridors and greenway s that are su itable for future m ulti-use paths. The Bear Creek Path is an exam ple of a successful non-m otorized facility , although some consideration should be given to bringing up to standard the existing segm ents of this facility that are less than the City ’s standard 10-foot wide path. Upon identify ing these corridors, the City should work to preserve them for future paths, which will serve both utilitarian and recreational purposes. However, while multi-use paths function well in greenway s, creek corridors and along som e limited access roadway s; they should not take the place of bicycle lanes on arterial and major collector streets. Multi-use paths that parallel m ajor roadway s typically cross num erous intersecting driveway s and streets that often generate high m otor vehicle volum es. Because these paths are usually separated from the roadway , visibility by bicy clists and motorists is reduced. The com bination of less visibility and the longer reaction distance needed for a bicyclist to y ield to a vehicle crossing the path increases collision potential. Motorists often fail to l ook for a bicy clist in an unconventional location. Additionally , confusion m ay arise as to whether m otorists or bicy clists have the right-of-way at the intersections of paths and driveway s, while dedicated bicy cle lanes clearly have the right-of-way in these areas. Consideration should be given to establishi ng an interconnected sy stem of multi-use paths where multiple street and driveway crossings are unlikely and where such facilities can be constructed without causing significant environm ental degradation. Safety and Operational Improvements Medford’s bicy cle sy stem can also be im proved with Transportation Sy stem Managem ent (TSM) techniques often used to im prove vehicular traffic fl ow. As shown in Table 10-2, m ost bicy cle-related accidents occur at intersecting streets. The city should evaluate contributing causes to existing bicy cle accidents to identify street or intersection im provem ents that would address potential safety problem s affecting bicy clists (this could include sight distance, lack of clear right-of-way , or other factors). Additionally , to facilitate bicy cle m ovem ent along arteri al and collector streets, consideration should be given to installing bicy cle loop detectors at signali zed intersections where bicy cle lanes are present. These detectors will allow bicy clist to activate the tra ffic signal in a m anner sim ilar to an autom obile. This capability is particularly important on side streets where, unless the presence of a vehicle or bicycle is detected, no green signal is given for the side street traffic m ovem ent. These detectors should be spaced to extend a signal cy cle based on the average speed of a bicy clist, not the average speed of an autom obile. Signalized intersections without l oop detectors should have activation buttons at a comfortable reaching distance. Medford Transportatio n System Plan 10-12 Non-M otorized Transportation Plan

Transportation System Plan 2018-2038