Chambers Node Reconsidered Operational and Pedestrian Safety Analysis Chambers at Broadway: Looking North May 27, 2005 Chambers at 7th: Looking East Prepared for: City of Eugene Eugene, OR Garfield at 13th: Looking North Chambers at 7th: Looking North Prepared by: PTV America, Inc. 1128 NW 2nd Street, Suite 204 Corvallis, OR 97330 (541) 754-6836 FAX (541) 754-6837 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon TABLE OF CONTENTS INTRODUCTION............................................................................................................. 1 STUDY AREA ................................................................................................................. 2 TRAFFIC OPERATIONS ANALYSIS .............................................................................. 3 Performance Measures ............................................................................................... 3 Base Scenario ............................................................................................................. 5 Lane Geometry ........................................................................................................ 5 Volumes ................................................................................................................... 6 Intersection Control .................................................................................................. 8 Analysis Results..................................................................................................... 10 Future No Build.......................................................................................................... 13 Lane Geometry ...................................................................................................... 13 Volumes ................................................................................................................. 13 Intersection Control ................................................................................................ 14 Analysis Results..................................................................................................... 14 PEDESTRIAN ANALYSIS............................................................................................. 18 Pedestrian Signal Control .......................................................................................... 18 Crosswalks ................................................................................................................ 18 Sidewalks .................................................................................................................. 19 Transit........................................................................................................................ 20 SAFETY ANALYSIS...................................................................................................... 21 RECOMMENDATIONS................................................................................................. 25 Policy vs. Context Sensitive Driven Design ............................................................... 25 Policy Driven Solution ............................................................................................ 25 Context Sensitive Driven Design............................................................................ 26 Traffic......................................................................................................................... 28 PTV America, Inc. Page i May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon 7th at Garfield.......................................................................................................... 28 7th at Chambers...................................................................................................... 31 11th at Garfield........................................................................................................ 34 11th at Chambers.................................................................................................... 35 13th at Garfield........................................................................................................ 37 11th – Garfield to Chambers ................................................................................... 37 Pedestrians................................................................................................................ 38 7th at Garfield.......................................................................................................... 38 11th at Garfield........................................................................................................ 38 13th at Garfield........................................................................................................ 39 Summary ................................................................................................................... 40 Appendix A – Scenario Data – BASE (2004) Appendix B – Scenario Data – FUTURE (2024) NO BUILD Appendix C – Obstacles in Sidewalk Width Appendix D – Transit Data Appendix E – Collision Data Appendix F – Scenario Data – FUTURE (2024) MITIGATION PTV America, Inc. Page ii May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon INTRODUCTION The Operational and Pedestrian Safety Analysis for the Chambers Node Reconsidered project analyzes both traffic and pedestrian aspects of the transportation system within the Chambers Node study area. The analysis addresses three primary elements: traffic operations, pedestrians and safety. The results of these analyses are then used to recommend improvements. A peak hour traffic operations analysis is performed for the following scenarios: 1. Base (2004) 2. Future (2024) No Build 3. Future (2024) Mitigation Level-of-service (LOS) and volume-to-capacity (v/c) ratio are the performance measures used to assess traffic operations. When intersections exceed performance thresholds established by the City of Eugene and the Oregon Department of Transportation (ODOT) mitigation measures are then considered. The mitigation measures are designed to enhance pedestrian movements, improve traffic flow and ultimately maintain the integrity of the neighborhood. Pedestrian enhancements are a major focus of this study. Specifically, the study investigates means to improve pedestrian crossings at the seven study area intersections. In addition, a sidewalk inventory is performed at the seven study intersection to identify missing sidewalk segments and any obstructions that restrict the sidewalk width. Transit it also a major generator of pedestrians. Therefore, transit stops in the immediate vicinity are surveyed to determine if any treatments can be implemented to improve the pedestrian experience at these stops. The safety analysis reviews the collision history involving pedestrians, bicyclists and traffic at the seven study area intersections during a five year period extending from 1998 through 2002. Collisions are summarized and potential solutions recommended where definitive patterns are observed and correctable by traffic control measures. Before delving into the analysis, it is important to mention that improvements for traffic can have a secondary benefit for pedestrians as well as the neighborhood as a whole. A number of traffic improvements are targeted at the signalized intersections in the study area. Improving traffic operations at these signals will make it less rewarding for motorists to cut through the neighborhood to avoid delays and congestion. The intention is to keep unnecessary traffic out of the neighborhood, but rather on roadways that are designed to carry higher volumes of traffic at higher speeds. As a result, the neighborhood streets will feel more like neighborhood streets (low traffic volumes and PTV America, Inc. Page 1 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon speeds). They will be much more conducive to walking, biking and many other activities that are not as compatible with high volume high speed streets. STUDY AREA The study area is located in west Eugene and includes seven intersections. These intersections are listed below and highlighted with a red circle in Figure 1. • West 7th Avenue/Highway 99 and Garfield Street • West 7th Avenue/Highway 99 and Chambers Street • West 7th Avenue/Highway 99 and Polk Street • West 11th Avenue/Highway 126 at Garfield Street/Highway 126 • West 11th Avenue at Chambers Street • West 13th Avenue at Garfield Street • West 13th Avenue at Chambers Street Figure 1. Study Area PTV America, Inc. Page 2 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon With the exception of 13th at Garfield, all intersections are signalized. 13th at Garfield is controlled by stop signs on the eastbound and northbound approaches. The southbound approach is uncontrolled and thus traffic flows freely through the intersection TRAFFIC OPERATIONS ANALYSIS Performance Measures Each intersection was analyzed in terms of LOS (delay), v/c-ratio and number of stops. Highway Capacity Manual (HCM) procedures available in SYNCHRO were used for the signalized intersections. HCM procedures available in the Highway Capacity Software were used for the unsignalized intersection. The City of Eugene and ODOT have established performance measures that are used to determine if mitigation measures are necessary. The ODOT’s criteria is based on the intersection’s v/c-ratio (Oregon Highway Plan, Table 6) while the City’s is based on LOS. ODOT’s criteria requires first identifying the highway category of the roadway. Study area roadways that would fall under ODOT’s criteria are shown in Table 1 along with their Highway Category designation. All other roadway sections would fall only under the City of Eugene criteria. Table 1. Study Area Roadways Under ODOT Performance Criteria Roadway Section ODOT Highway Category (MPO) 7th/Hwy. 99 Garfield – Polk Statewide NHS Freight Route 11th/Bus. 126/ORE 126 West leg at Garfield Regional Highway Segment Garfield/Bus. 126/ORE 126 7th – 11th Regional Highway Segment Based on Table 1, mitigation measures would need to be studied at intersections along these roadways that exceed a v/c-ratio of 0.80. The City of Eugene’s LOS criteria requires investigating mitigation measures when signals operate above a LOS D and unsignalized intersections above LOS E. A summary of the criteria that triggers the need to investigate mitigation measures is provided in Table 2. Table 3 provides the HCM relationship between LOS and delay. PTV America, Inc. Page 3 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon Table 2. Performance Criteria – Need for Mitigation Criteria Triggering Need for Mitigation Intersection ODOT v/c-ratio City of Eugene LOS 7th at Garfield 0.80 D 7th at Chambers 0.80 D 7th at Polk 0.80 D 11th at Garfield not applicable D 11th at Chambers not applicable D 13th at Garfield1 not applicable E 13th at Chambers not applicable D 1. Unsignalized intersection Table 3. LOS Criteria Intersection Control Delay (seconds/vehicle) LOS Signalized Unsignalized A ≤ 10 < 10 B > 10 and ≤ 20 > 10 and ≤ 15 C > 20 and ≤ 35 > 15 and ≤ 25 D > 35 and ≤ 55 > 25 and ≤ 35 E > 55 and ≤ 80 > 35 and ≤ 50 F > 80 > 50 Once the need for mitigation is determined, strategies are investigated to bring the intersections performance into compliance. The ODOT compliance criteria, however, differs from the criteria in Table 2. Based on the ODOT Highway Design Manual (Table 10-1), 7th/Highway 99 would have to be mitigated to a 0.75 v/c-ratio. The City of Eugene criteria is LOS D for signalized intersections and LOS E for unsignalized intersections. A summary of the minimum performance standards after mitigation are shown in Table 4. PTV America, Inc. Page 4 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon Table 4. Performance Criteria – Minimum After Mitigation Criteria To Mitigate To Intersection ODOT v/c-ratio City of Eugene LOS 7th at Garfield 0.75 D 7th at Chambers 0.75 D 7th at Polk 0.75 D 11th at Garfield not applicable D 11th at Chambers not applicable D 13th at Garfield1 not applicable E 13th at Chambers not applicable D 1. Unsignalized intersection Base Scenario The Base scenario reflects 2004 conditions in the study area. Data used for the Base analysis are presented in the following sections followed by the analysis results. Lane Geometry Lane configurations at the study area intersections are shown in Figure 2 with details shown in Appendix A. Speeds were 30 mph on all approaches to the study area intersections. Each roadway is briefly described below. All references to the functional classification of the roadways are based on the 2004 Regional Transportation Plan. West 7th Avenue/Highway 99 is a 4-lane major arterial. It forms a 1-way couplet with West 6th Avenue. West 7th Avenue services traffic traveling in the eastbound direction. West 11th Avenue is a minor arterial that varies in the number of lanes through the study area. From Polk Street to a point 100 feet west of Fillmore Street, West 11th is 1-way westbound with two lanes. From 100 feet west of Fillmore to Garfield, it remains a 1- way westbound street, but with three lanes. West of Garfield, 11th carries 2-way traffic with a 5-lane cross section. Eastbound traffic is forced to make either a right or left turn at Garfield. West 13th Avenue is a 2-lane minor arterial. It is primarily 1-way eastbound through the study area. It becomes a 2-way local street west of Garfield. PTV America, Inc. Page 5 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon Figure 2. Existing Intersection Lane Configurations and Control Garfield Street is classified as a major arterial north of 11th Avenue and a minor arterial south of 11th Avenue. The number of lanes along Garfield varies through the study area. North of 11th Avenue it is a 4-lane facility carrying 2-way traffic. Traveling southbound from 11th Avenue, Garfield has two lanes with the inside lane becoming an exclusive left-turn lane at 13th Avenue. Traveling southbound from 11th Avenue to 13th Avenue, Garfield widens from one lane northbound to two lanes. South of 13th Avenue, Garfield is a 2-lane, 2-way major collector. Chambers Street is classified as a major arterial north of 7th Avenue and a minor arterial to the south. Throughout the study area it is a 3-lane facility with the center lane serving as a 2-way left turn lane. Bike lanes are provided on both sides of the street. Polk Street is classified as a major collector. It is a 2-lane facility carrying 2-way traffic. Volumes Base scenario volumes were collected in 2004. The PM-Peak hour volumes for the study area intersections are shown in Figure 3 and Table 5. PTV America, Inc. Page 6 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon Figure 3. Base (2004) Scenario PM-Peak Hour Volumes Table 5. Base (2004) PM-Peak Hour Pedestrian and Bicycle Volumes Pedestrians Bicyclists Leg Being Crossed Leg Being Crossed Intersection N E S W Total N E S W Total 7th at Garfield 2 1 2 0 5 1 1 3 2 7 7th at Chambers 2 3 3 1 9 0 5 6 8 19 7th at Polk 3 1 9 5 18 8 0 8 2 18 11th at Garfield 3 0 4 2 9 4 2 4 5 15 11th at Chambers 4 3 4 6 17 7 3 6 7 23 13th at Garfield1 Data Unavailable Data Unavailable 13th at Chambers 5 2 4 3 14 6 9 2 7 24 Total 72 Total 106 Note: N = north, E = east, S = south, W = west PTV America, Inc. Page 7 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon Lane utilization data was collected and reduced for the following intersections and movements: • Garfield at 11th o Eastbound lefts o Northbound through o Westbound through • Chambers at 11th o Westbound through Lane utilization data provides information about the unequal distribution of volume across multiple lanes within a lane group. For example, an eastbound dual left turn lane exists at a signal. Downstream of the left turn movement is a shopping mall on the east side of the roadway. The shopping mall attracts a substantial number of trips. In this case, motorists choose to be in the right most lane of the dual left turn to make it easier to access the mall. This choice results in the right most lane of the dual left turn lanes carrying a greater percentage of traffic than the left most lane. This unequal distribution of traffic across al lane group has an impact on traffic operations, capacity and signal timing. The resulting lane utilization factors (refer to Appendix A) are then used to provide a more accurate analysis of field conditions. Intersection Control Six of the seven study intersections are signalized while the remaining one is unsignalized. A summary of the control for these intersections is provided in Table 6. The signal timing plans provided by the City of Eugene were entered into SYNCHRO and provided in Appendix A. PTV America, Inc. Page 8 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon Table 6. Base (2004) PM-Peak Hour Intersection Control Intersection Control Type of Operation Cycle Length Left Turn Phasing Overlap Phases Pedestrian Signal Heads Pedestrian Push Buttons Marked Crosswalks 7th at Garfield Signalized Actuated Coordinated 72 All Permissive None Yes Yes Yes 7th at Chambers Signalized Actuated Coordinated 72 SB: permissive followed by lagging protected None Yes Yes Yes 7th at Polk Signalized Actuated Coordinated 72 All Permissive None Yes Yes Yes 11th at Garfield Signalized Actuated Uncoordinated 97 All Permissive SB right turn overlap with EB movements Yes Yes Yes 11th at Chambers Signalized Semi-Actuated Uncoordinated 65 NB: Protected/Permissive None Yes NB+SB only Yes 13th at Garfield1 Unsignalized -SB flows free -EB+NB stop Not applicable Not applicable Not applicable Not applicable Not applicable Not applicable No 13th at Chambers Signalized Pre-timed Uncoordinated 60 All Permissive None Yes No Yes PTV America, Inc. Page 9 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon Analysis Results Performance results for the Base scenario are shown in Table 7. Details on the analysis results are provided in Appendix A. Table 7. Base (2004) Performance Results Intersection Delay (sec/veh) LOS v/c Ratio Stops (stops/hr) 7th at Garfield 20.0 B 0.78 2714 7th at Chambers 27.5 C 0.90 3156 7th at Polk 7.7 A 0.59 966 11th at Garfield 42.3 D 0.90 2181 11th at Chambers 55.8 E 1.06 2913 13th at Garfield1 219.3 F 0.64 199 13th at Chambers 14.3 B 0.64 1371 1. Unsignalized intersection, delay reported for worst performing movement - Eastbound Four of the seven study intersections do not satisfy the delay and/or v/c-ratio criteria: • 7th at Chambers • 11th at Garfield • 11th at Chambers • 13th at Garfield 7th at Chambers operates at a 0.90 v/c-ratio which exceeds the 0.85 criteria. The northbound and eastbound through movements are the primary movements that result in the intersections exceeding the v/c-ratio criteria. 11th at Garfield operates at a LOS D which satisfies the City’s criteria. Critical movements at this intersection are: eastbound right and westbound through. 11th at Chambers exceeds both the delay and v/c-ratio criteria. It operates at a LOS E and a v/c-ratio of 1.06. The movement contributing to this performance is the southbound through. It operates at LOS F and a v/c-ratio of 1.25. 13th at Garfield is an unsignalized intersection. The southbound movements flow freely while northbound and eastbound movements must stop. For unsignalized intersections, PTV America, Inc. Page 10 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon the worst operating movement is used to report intersection performance. The eastbound through and left movements are the worst performing movements at LOS F which exceeds the LOS E delay criteria. These two movements have a total of approximately 30 vehicles/hour during the PM-peak hour. Therefore, the volume is extremely low. These vehicles, which most are likely to originate in the residential area west of the intersection, however, can take an alternate route along Arthur to West 11th to travel in the eastbound direction. The land use along this route is mix-use commercial, industrial and residential. The number of stops at an intersection can be compared between alternatives to provide an indirect measure of safety performance. Reducing the number of stops reduces the potential for rear-end collisions. The number of stops per hour is reported in Table 7 and will be used to compare other scenarios. Queue lengths and the available storage for each movement are shown in Table 8. The available storage equals either the upstream distance to the next signal or the length of the storage bay for a turning movement. Queue lengths represent the 95th percentile queue. In other words, the queue length is expected to be less than this measurement 95 percent of the time. None of the reported queue lengths exceed the available storage. PTV America, Inc. Page 11 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon Table 8. Base (2004) Queue Lengths Intersection Storage (feet) Queue Length (feet) Intersection Storage (feet) Queue Length (feet) 7th at Garfield 11th at Chambers2 EB Thru 350 262 WB LT 1000+ 112 NB Thru 1500 407 WB Thru 1000+ 451 NB RT 1500 293 WB RT 120 34 SB Thru1 350 149 NB LT 750 63 7th at Chambers NB Thru 750 243 EB Thru 1100 438 SB Thru 1150 572 NB Thru 400 316 13th at Garfield SB LT 300 82 EB Thru 350 91 SB Thru 300 292 NB Thru 1000+ 60 7th at Polk NB RT 200 3 EB Thru 1500 135 13th at Chambers NB Thru 400 62 EB Thru 1300 118 NB RT 250 68 EB RT 250 35 SB LT 150 33 NB Thru 1000+ 253 SB Thru 300 86 NB RT 250 41 11th at Garfield SB LT 750 26 EB LT 1000+ 321 SB Thru 750 311 EB RT 310 143 W B LT 1250 106 WB Thru 1250 537 NB Thru 800 82 SB Thru 1500 126 SB RT 1500 244 1. Unequal lane distribution results in the queue occupying the entire right lane between 6th and 7th. 2. 11th at Chambers was modeled as two westbound through lanes with an exclusive right turn bay and exclusive left turn bay. This approach best reflected through vehicles avoiding the third through lane due to left turn queues. PTV America, Inc. Page 12 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon Future No Build The Future No Build scenario reflects anticipated 2024 conditions in the study area. The data and analysis results for this scenario are presented in the following sections. Lane Geometry For the 2024 Future No Build scenario, the lane geometry remained the same as 2004. Therefore, Figure 2 is used here as the reference for 2024 lane geometry. Currently, there is a safety improvement project on Garfield extending from 6th Avenue to 7th Avenue that is underway. A number of preliminary geometric changes have been proposed for this section (refer to Appendix B). At the time of this study, a set of improvements had not been selected for implementation. The analysis of the Future No Build Scenario does not include any of these proposed improvements in the analysis. Volumes Future No Build volumes (refer to Figure 4) were estimated by applying a growth rate to the 2004 Base volumes. To arrive at a growth rate, 2002 and 2025 PM-peak hour turning movement volumes were provided by Lane Council of Governments. These volumes were used to estimate an annual growth rate for each movement. The growth rates were then applied to the 2004 Base volumes to arrive at 2024 No Build volumes. Figure 4. Future (2024) No Build PM-Peak Hour Volumes PTV America, Inc. Page 13 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon Intersection Control Signal timings were optimized for the Future No Build scenario. Results from the optimization are provided in Appendix B with primary changes listed below: • Cycle length on 7th Avenue increased from 72 seconds to 100 seconds • Garfield and Chambers along 11th were coordinated • Cycle length for 11th at Garfield increased from 97 seconds to 100 seconds • Cycle length for 11th at Chambers increased from 65 seconds to 100 seconds • Cycle length for 13th at Chambers increased from 60 seconds to 100 seconds Analysis Results Analysis results for the Future No Build scenario are provided in Table 9. Additional details from the analysis are provided in Appendix B. Table 9. Future (2024) No Build Performance Results Delay (sec/veh ) LOS v/c-ratio Stops (stops/hr ) Intersection 2004 2024 No Build 2004 2024 No Build 2004 2024 No Build 2004 2024 No Build 7th at Garfield 20.0 23.0 B C 0.78 0.89 2714 2745 7th at Chambers 27.5 46.5 C D 0.90 1.01 3156 4722 7th at Polk 7.7 5.7 A A 0.59 0.69 966 713 11th at Garfield 42.3 105.4 D F 0.90 1.15 2181 4613 11th at Chambers 55.8 86.8 E F 1.06 1.15 2913 3454 13th at Garfield1 219.3 Not available F F 0.64 2.07 199 209 13th at Chambers 14.3 17.4 B B 0.64 0.70 1371 1527 Total 13500 17983 1. Unsignalized intersection, delay reported for worst performing movement - Eastbound PTV America, Inc. Page 14 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon The LOS increases for three intersections between 2004 and 2024: 7th at Garfield, 7th at Chambers and Garfield at 11th. The v/c-ratios increased at every intersection. Five of the seven study intersections exceeded the delay and/or v/c-ratio criteria: • 7th at Garfield • 7th at Chambers • 11th at Garfield • 11th at Chambers • 13th at Garfield 7th at Garfield operates at a 0.89 v/c-ratio which exceeds the 0.80 criteria. The eastbound through and northbound through are the movements that cause the intersection to exceed the v/c-ratio criteria. 7th at Chambers operates at a demand v/c-ratio of 1.01. All movements at this intersection operate above a 0.80 v/c-ratio. These movements include the northbound though, eastbound through, southbound left and southbound through. 11th at Garfield operates at a demand v/c-ratio of 1.15 which exceeds the 0.80 criteria. The critical movements contributing to this performance include: eastbound left, eastbound right and westbound through. 11th at Chambers exceeds the delay threshold. It operates at a LOS F and a demand v/c- ratio of 1.15. The movements contributing to this performance are: westbound through, northbound left and southbound through. 13th at Garfield continues to exhibit poor performance on the eastbound approach. The eastbound demand v/c-ratio exceeds 2.0. In reality, this v/c-ratio will not be observed in the field. Instead of enduring the associated delays, eastbound left and through vehicles will take an alternate path (e.g., 11th via Arthur) to their destination and avoid this intersection. The eastbound left and through volume remains low at 30 vph. The number of stops per hour increased by approximately 33 percent between 2004 and 2024. This entire increase in stops was primarily attributed to the increase in stops at two signals: 7th at Chambers and 11th at Garfield. Queue lengths are reported in Table 10 for the Future No Build scenario. In a number of instances, the queue length is reported as being metered by an upstream signal. If an upstream intersection is operating at a v/c-ratio equal to or greater than 1.0, it will limit the number of vehicles that arrive at the downstream intersection where queues are being reported. This situation is referred to as metering and is labeled as such in Table PTV America, Inc. Page 15 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon 10. The “Metered” queues are not expected to exceed the storage capacity. Movements where the queues exceed storage capacity are highlighted with a bold box. These movements include: • 7th at Garfield o Eastbound through • 7th at Chambers o Northbound through o Southbound through PTV America, Inc. Page 16 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon Table 10. Future (2024) No Build Queue Lengths Queue Length (feet) Intersection Storage (feet) Base (2004) Future No Build (2024) 7th at Garfield EB Thru 350 262 504 NB Thru 1500 407 Metered NB RT 1500 293 Metered SB Thru1 350 149 141 7th at Chambers EB Thru 1100 438 674 NB Thru 400 316 501 SB LT 300 82 208 SB Thru 300 292 666 7th at Polk EB Thru 1500 135 Metered NB Thru 400 62 125 NB RT 250 68 105 SB LT 150 33 58 SB Thru 300 86 156 11th at Garfield EB LT 1000+ 321 796 EB RT 310 143 212 WB LT 1250 106 Metered WB Thru 1250 537 Metered NB Thru 800 82 85 SB Thru 1500 126 Metered SB RT 1500 244 Metered 11th at Chambers WB LT 1000+ 112 184 WB Thru 1000+ 451 936 W B RT 120 34 79 NB LT 750 63 Metered NB Thru 750 243 529 SB Thru 1150 572 Metered 13th at Garfield EB Thru 350 91 298 NB Thru 1000+ 60 134 NB RT 200 3 8 13th at Chambers EB Thru 1300 118 282 EB RT 250 35 95 NB Thru 1000+ 253 432 NB RT 250 41 73 SB LT 750 26 Metered SB Thru 750 311 Metered 1. Current unequal lane distribution in 2004 will likely result in the queue occupying the entire right lane between 6th and 7th in 2024. PTV America, Inc. Page 17 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon PEDESTRIAN ANALYSIS The pedestrian analysis involved a thorough review of pedestrian facilities in the immediate vicinity of the seven study area intersections. At each intersection, the pedestrian signal control was reviewed, crosswalks inventoried and sidewalks evaluated for width and obstructions that would impede the movement of people. Pedestrian Signal Control Pedestrian signal heads were present at all signals. Pedestrians also were allowed to cross every leg of each signalized and unsignalized intersection. Pedestrian push- buttons were available at each signal with two exceptions. At 11th and Chambers, pedestrian push-buttons were only installed for northbound and southbound pedestrians. The eastbound and westbound pedestrian phases are active each cycle, thus push-buttons are not needed. For similar reasons, pedestrian push-buttons are not provided at 13th and Chambers since this signal operates on a fixed timing plan. This type of timing plan automatically activates the pedestrian signal for each phase which eliminates the need for push-buttons. During a field visit to 7th at Garfield, an issue regarding pedestrian safety was mentioned for northbound pedestrians crossing the east leg. The dual right movement can result in the vehicle in the inside lane obstructing the driver’s view in the outside lane. Thus, the visibility of pedestrians in the crosswalk is reduced. One potential solution is to provide an early WALK signal for the pedestrians that allows them to get further into the intersection before the right turns receive a green signal. The WALK signal for a pedestrian crossing can begin when all conflicting through movements and protected turning movements across the crossing have ended. The signal operations at 11th and Garfield operate slightly different. Pedestrians crossing the east leg only receive the WALK signal when the northbound and southbound throughs receive a green signal. An opportunity exists to reduce the delay for these pedestrians. All eastbound movements are forced to turn either left or right. Therefore, neither movement conflicts with the pedestrians. A WALK signal could be displayed when the eastbound movements initially receive a green. Crosswalks Crosswalks are marked at all six signalized intersections. During a field study, however, it was noted that crosswalks are not marked at the unsignalized intersection of 13th and Garfield. Since the southbound throughs and lefts flow freely, marking the crosswalk on the north leg has the potential to create an unsafe situation for pedestrians. In locations where two lanes flow freely in the same direction, a situation could result where a vehicle in one lane stops for a pedestrian in the crosswalk. The PTV America, Inc. Page 18 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon pedestrian begins to cross in front of the stopped vehicle. A vehicle in the adjacent lane approaches and does not see the pedestrians since the motorist’s visibility is obstructed by the stopped vehicle. This scenario can result in a collision between a vehicle and pedestrian. Therefore, marking a crosswalk on the legs with free flow movements should be avoided. Marking crosswalks on the west leg of the intersection does not create the situation described above. (a) West + North Leg (b) South Leg (c) East Leg Figure 5. Pedestrian Crossings at 13th and Garfield Sidewalks Sidewalks were inventoried in the vicinity of the seven study area intersections. Missing linkages in the sidewalk system and any obstructions that would restrict the sidewalk width were documented. The ODOT Highway Design Manual (2003, Chapter 11) identifies the following requirements for sidewalk widths: • Standard and curb-side sidewalk width – 6 feet • Minimum sidewalk width – 5 feet • Minimum passage width – 3 feet (very constrained areas, such as around obstacles that cannot be moved) All sidewalk widths were at least five feet wide where planting strips existed between the roadway and sidewalk. All curb-side sidewalks were at least six feet wide. Signal and utility poles were the primary obstacles that either encroached or were completely within the sidewalk width. None of these physical obstacles reduced the passage width below three feet (refer to Appendix C for more details on obstacles and available passage distances). The only roadway segment without sidewalks was 7th west of Garfield. Both sides of 7th had a missing sidewalk segment. PTV America, Inc. Page 19 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon Vegetation reduced the clear width of the sidewalk at 11th and Garfield to approximately two feet (refer to Figure 6). The sidewalk is located on the west side of Garfield south of 11th. Vegetation from overhanging limbs also encroached on the vertical clear space above the sidewalk. This scenario was observed at 13th and Garfield on the south side of 13th west of the intersection. The overhanging limbs are shown in Figure 7. The limbs are roughly six feet above the sidewalk. Transit Only one bus stop was located in the vicinity of the seven study area intersections. The stop was located on the north side of 11th west of Chambers (refer to Figure 8). The American with Disabilities Act requires a 8.5 foot landing for passengers entering and exiting a bus (ODOT Highway Design Manual, 2003, Chapter 11). The sidewalk at the transit stop is nine feet wide, which satisfies the ADA requirement. Additional transit data is provided in Appendix D. Figure 6. Vegetation Encroaching on Sidewalk Figure 7. Vegetation Restricting Vertical Clear Distance Figure 8. Transit Stop PTV America, Inc. Page 20 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon SAFETY ANALYSIS The traffic safety analysis is based on DMV reported collision data for the study area from 1998 through 2002 that the City of Eugene provided to the consultant team. Additional details regarding collision statistics can be found in Appendix E. An annual average of 55 collisions per year was observed at the seven study area intersections between 1998 and 2002. This corresponds to an annual intersection average of 7.8 collisions per intersection. Figure 9 depicts the annual collision frequency within the study area. While the number of collisions declined over the time period of 1998 through 2000, it increased again in 2001 before dropping back to the 1999 level in 2002. 59 53 47 67 47 0 10 20 30 40 50 60 70 80 1998 1999 2000 2001 2002 C ol lis io ns /Y ea r Figure 9. Annual Collision Frequency When taking into account the traffic volumes at the seven study intersections, the 5-year average collision rate computes to a value between 0.30 and 1.10, with two intersections (7th at Garfield and 11th at Chambers) slightly above the commonly accepted standard of 1.0 collisions per million entering vehicles. Figure 10 below depicts the 5-year collision summary and collision rate for each study intersection. Collision severity for all seven study intersections is reported in Figure 11 from 1998 to 2002. During this period, no fatalities were reported. Eighty-six injury collisions were report while the remaining 187 collisions were property damage only. PTV America, Inc. Page 21 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon 18 62 67 45 7 53 21 1.05 1.10 0 10 20 30 40 50 60 70 80 7t h at P ol k 7t h at C ha m be rs 7t h at G ar fie ld 11 th a t G ar fie ld 13 th a t G ar fie ld 11 th a t C ha m be rs 13 th a t C ha m be rs N o. o f C ol lis io ns 0.0 0.2 0.4 0.6 0.8 1.0 1.2 C ol lis io n R at e (p er m ev ) Collision Totals Collision Rate Figure 10. Intersection Collisions and Collision Rates (1998 – 2002) Fatality, 0, 0% Injury, 86, 32% Property Damage Only, 187, 68% Figure 11. Collision Severity (1998-2002) PTV America, Inc. Page 22 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon A collision classification from 1998 to 2002 reveals that 261 of the 273 reported collisions involved vehicles. Two of the 273 collisions involved pedestrians and 10 involved bicyclists. Figure 12 classifies collisions by mode during this 5-year period. Vehicles 261 Collisions 95% Pedestrians 2 Collsions 1% Bicyclists 10 Collisions 4% Figure 12. Collisions by Mode of Travel (1998-2002) Evaluating the past collision history for collision types reveals that rear-end collisions are the predominant collision type at the study intersections. The main reason for rear- end collisions is traffic congestion. The only exception to this finding is the intersection of 13th and Garfield, which also exhibits a significantly lower peak flow than all other studied intersections. Furthermore, the analysis shows that side-swipe collisions are very common at the intersection of 7th and Garfield. Many of those collisions appear to have occurred at the eastbound exit of the actual intersection and thus are most likely the result of weaving maneuvers for downstream intersection lane utilization. At the intersection of 7th and Chambers, right angle collisions show a significant frequency which could be the result of red light running associated with the intersection operating at a high degree of saturation. Figure 13 below depicts the number of collisions by collision type for each of the study intersections. PTV America, Inc. Page 23 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon 0 5 10 15 20 25 30 Right Angle Left Turn Rear-End Sideswipe Other N o. o f C ol lis io ns 7th at Polk 7th at Chambers 7th at Garfield 11th at Garfield 13th at Garfield 11th at Chambers 13th at Chambers Figure 13. 5-Year Collision Type Summary PTV America, Inc. Page 24 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon RECOMMENDATIONS A summary of the operational and safety issues is shown in Table 11. A section is dedicated to traffic and pedestrian mitigation measures. All mitigation analysis results related to traffic operations are located in Appendix F. Policy vs. Context Sensitive Driven Design Prior to discussing the results, it is important to present the approach used to develop the recommendations presented in the following sections. An initial set of recommendations were developed for each intersection that warranted improvements. This initial set is referred to as the Policy Driven Solution since it strives to satisfy traffic operations standards outlined in policy documents (e.g., Oregon Highway Plan). Realizing that the resulting Policy Driven Solutions are not compatible with the desires of the neighborhood, a second analysis is performed that considers the desires of the neighborhood and the environment they want to maintain. This second set is referred to as the Context Sensitive Solution. It is also the solution that is recommended for implementation at each intersection. Some additional background on the differences between a Policy and Context Sensitive Driven design are presented prior to presenting the recommendations. Policy Driven Design Recommendations to improve mobility within an area such as Chambers need to consider the multi-modal nature of the transportation system. Today, however, the Policy driven analysis requirements and resulting design recommendations do not consider the context of the area being studied. Instead, they primarily focus on vehicular traffic. The result is less traffic congestion (commonly through the addition of more lanes), but typically at the expense of a pedestrian friendly environment (refer to Figure 14). Improving traffic operations also makes it less rewarding for motorists to cut through the neighborhood to avoid delays and congestion. Figure 14. Policy Driven Design – Weighted Toward Vehicular Traffic PTV America, Inc. Page 25 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon Context Sensitive Driven Design A Context Sensitive analysis and design are aimed at providing a greater balance between the needs of pedestrians and vehicular traffic (refer to Figure 15). The result leads to a more pedestrian friendly set of recommendations than the Policy driven approach. Consequently, the trade-offs are usually a greater degree of traffic congestion and an increased potential for neighborhood cut through traffic. Disincentives on the local street network may be required to make it less rewarding to cut through the neighborhood. Figure 15. Context Sensitive Driven Design – Balanced Between Pedestrians and Vehicular Traffic PTV America, Inc. Page 26 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon Table 11. Summary of Operational and Safety Issues OPERATIONAL ISSUES Delay > LOS D v/c-Ratio > 0.85 Queue Lengths > Storage Intersection 1 2004 2024 2004 2024 2004 2024 SAFETY ISSUES 7th at Garfield X EB Thru X - Right angle - Side-swipe-NB, EB 7th at Chambers X X EB Thru NB Thru X SB LT SB Thru X - Right angle 11th at Garfield X X X EB LT EB RT WB Thru 11th at Chambers X X X X WB Thru NB LT SB Thru - Right angle - Side-swipe-WB 13th at Garfield X X X EB Thru 1. Movements contributing to the operational issues at the intersection are listed in the first column. PTV America, Inc. Page 27 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon Traffic 7th at Garfield The eastbound through and northbound through are the primary movements contributing to the operational issues at this intersection in 2024. By operating at a v/c- ratio of 0.89, the intersection as a whole exceeds the 0.80 v/c-ratio criteria. One method to reduce the v/c-ratio at an intersection, and the potential for cut-through traffic, is to increase geometric capacity. Increasing the geometric capacity (e.g., adding turn lanes) for a given movement can simultaneously result in a reduction in green time while still reducing the v/c-ratio. Expanding the northbound approach to an exclusive through lane and two exclusive right turn lanes was analyzed as a potential Policy mitigation strategy (refer to Figure 16). This strategy reduced the intersection v/c-ratio to 0.79 (refer to Appendix F). It also allowed the green time for the eastbound through to be increased by five seconds which reduced its v/c-ratio to 0.83. The five seconds came from the northbound and southbound phases. Even with the 5-second reduction in green time, the v/c-ratios for these movements were reduced due to the increased capacity added by the change in lane configurations. This strategy, however, did not reduce the eastbound queue to a point where it would not extend into the West 7th Place intersection on occasion. Realizing the importance of pedestrian mobility within the Chambers study area, a more pedestrian friendly approach was considered for the south and east legs of the intersection. It is shown in Figure 16 and was originally conceived in Proposal 1 of the Safety Improvement Project illustrated in Appendix B. The design would physically remove the issues that restrict the visibility of pedestrians for motorists in the northbound dual right turn lanes. It would also reduce the pedestrian crossing distance on the south leg. Right-angle and side-swipe collisions were also frequent at 7th and Garfield. Twelve right angle collisions occurred at this intersection during the five year review period. Providing an all red clearance interval is a proven strategy to reduce right angle collisions. Therefore, a ½-second all red clearance interval following the amber for each phase is recommended. Side-swipe overtaking collisions were also prevalent on the eastbound and northbound approaches. The eastbound collisions are possibly due to weaving from traffic entering from West 7th Place which is approximately 350 east of Garfield on 7th. West 7th Place is a three lane facility where it enters West 7th Avenue at an angle. A potential solution is to guide the three lanes of traffic entering from West 7th Place by using dashed lines as they transition onto West 7th Avenue. The dashed lines are intended to keep the motorists in their lane during this transition. PTV America, Inc. Page 28 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon The northbound side-swipe collisions are likely due to the right turn trap lane. Once northbound through motorists realize they are in the right turn trap lane, they attempt to change lanes. This maneuver when done with a sense of urgency in close proximity to the intersection can result in side-swipe collisions. A potential solution is to extend and to modify the solid white lane line delineating the right turn lane further to the south. To further increase awareness of the trap lane the four inch solid white line could be replaced with lane drop markings (“elephant tracks”) that are eight inches wide and three feet long with a nine foot gap. Right turn lane markings and signing already exist on the approach. As summarized in Table 12, the proposed mitigation measures achieve the delay and v/c-ratio criteria. In addition, the number of stops at the intersection are reduced which has the potential to reduce rear-end collisions. Table 12. 7th at Garfield Performance Summary with Mitigation Measures of Effectiveness 2004 2024 No Build 2024 Context Sensitive Delay (sec/veh) 20.0 23.0 18.8 LOS B C B v/c-ratio 0.78 0.89 0.79 Stops (stops/hr) 2714 2745 2589 PTV America, Inc. Page 29 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon G ar fie ld • Op• Ad (12 • Re on (16 sideswipe collisions) • Extend NB right turn solid lane line (7 sideswipe collisions) N 7th (a) Policy Driven Solution 7th SIDEWALK N G ar fie ldSIDEWALK • Op • Ad (12 • Re on (16 • Ex (7 (b) Context Sensitive Solution – R Figure 16. Lane Configurations – PTV America, Inc. Page 30 timize timings d ½ second all red right angle collisions) stripe EB markings from 7th Pl. to 7th Ave. timize timings d ½ second all red right angle collisions) stripe EB markings from 7th Pl. to 7th Ave. sideswipe collisions) tend NB right turn solid lane line sideswipe collisions) ecommended 7th at Garfield May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon 7th at Chambers This intersection operates at a LOS D and a v/c-ratio of 1.01 in 2024. All movements operate above a 0.90 v/ c-ratio. The Policy strategy (refer to Figure 17) requires a rather substantial increase in right-of- way at the intersection in order to approach a v/c-ratio of 0.80. Even with the following geometric improvements (in order of preference), the intersection remained above the v/c-ratio criteria of 0.80: • Southbound through lane • Northbound right turn bay • Eastbound right turn bay • Eastbound left turn bay The Context Sensitive solution which does not involve any widening of 7th, reduces the intersection v/c-ratio to 0.90. These mitigation measures also result in the southbound queue not exceeding the storage area. The northbound queue is also reduced. However, since this movement is at capacity, the queue may still extend into West 8th Avenue. Adding an additional southbound through lane on Chambers would likely be the most challenging improvement. Currently, northbound Chambers flares to two northbound lanes (though, through and right) at West 7th. Adding the southbound through lane would balance the lanes at this intersection. However, continuing the lane further south would require at a minimum restriping Chambers between 7th and 8th. A concrete and painted median exist on the south leg (refer to Figure 18) that could be removed to provide a second through lane. The additional through lane could be terminated (1) at 8th as either a left turn or right turn trap lane or (2) prior to 8th by merging the two lanes to one. 7th at Chambers had the highest number of right-angle collisions of the seven study area intersections with 19. Providing a ½-second all red clearance interval following the amber for each phase is recommended. Table 13 summarizes the improvements resulting from the mitigation measures. Figure 18. 7th at Chambers – South Leg Looking South PTV America, Inc. Page 31 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon Intersection operations satisfy both the LOS and v/c-ratio criteria. The number of stops at the intersection are also reduced which reduces the potential for rear-end collisions. Table 13. 7th at Chambers Performance Summary with Mitigation Measures of Effectiveness 2004 2024 No Build 2024 Context Sensitive Delay (sec/veh) 27.5 46.5 28.1 LOS C D C v/c-ratio 0.90 1.01 0.90 Stops (stops/hr) 3156 4722 3275 PTV America, Inc. Page 32 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon (a) Policy Driven Solution (b) Context Sensitive Solution – Recomme 7th N 7th Island to be removed Lane alignment will facilitate traffic flow through intersection Island to be removed Lane alignment will facilitate traffic flow through intersection C ha m be rs C ha m be rs N • Optimize timings • Add ½ second all red (19 right angle collisions) • Op • Ad (19 Figure 17. Lane Configurations – 7th at Ch PTV America, Inc. Page 33 nded timize timings d ½ second all red right angle collisions) ambers May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon 11th at Garfield 11th at Garfield currently operates LOS D and a v/c-ratio of 0.94, which already exceeds the v/c-ratio criteria. The intersection operates at LOS F and a demand v/c-ratio of 1.15 in 2024. The primary movements contributing to this performance are the eastbound lefts and westbound throughs. A number of strategies were considered to improve intersection operations. These strategies included: • Adding eastbound through lanes and converting 11th between Garfield and Chambers to 2-way • Rerouting portions of the eastbound lefts and rights at Garfield to eastbound lefts and rights at Chambers • Increasing the cycle length • Rearranging the phasing • Adding a westbound right turn bay None of these strategies resulted in the intersection operating below capacity. Additional discussions with the City of Eugene regarding this intersection are recommended. Since the potential strategies above did not produce meaningful benefits, improvements are not recommended at this time. PTV America, Inc. Page 34 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon 11th at Chambers 11th at Chambers operates at LOS E in 2004 and Los F in 2024. The v/c-ratio increases from 1.06 in 2004 to 1.15 in 2024. The main movements responsible for this operation are the westbound through, southbound through and northbound left. Adding a westbound left turn bay (refer to Figure 19) improved the intersection to LOS D and a v/c-ratio to 0.96. Even though the intersection as a whole satisfies the City’s LOS criteria, SB motorists will experience roughly 1 minute of delay on average. The queues will also back up and block motorists who live on 10th and 9th from getting onto and off of Chambers. Therefore, the context sensitive solution also recommends converting the center 2-way left turn lane to a southbound through lane to improve mobility within the vicinity of 11th and Chambers and improve access to businesses. This improvement also requires removing northbound left turns from the intersection. Combined, these improvements reduce southbound delay to less than 10 seconds per vehicle and queues are consistently shorter than the distance to 10th. Eleven right angle collisions were reported at this intersection during the 5-year review period. An all-red clearance of a ½-second is recommended after the amber of each phase to address this collision type. The other reported collision pattern was eight westbound sideswipe collisions. There were three sideswipes in 1998 and 1999. This collision pattern tapered off to one in 2000 and one in 2002. A field investigation did not reveal any potential reason for these collisions. Due to the reduction in this collision pattern, mitigation measures are not recommended at this time. Table 14 summarizes the improved performance resulting from the mitigation measures. The mitigation measures satisfy the LOS and v/c-ratio criteria and reduce the number of stops. Table 14. 11th at Chambers Performance Summary with Mitigation Measures of Effectiveness 2004 2024 No Build 2024 Context Sensitive Delay (sec/veh) 55.8 86.8 21.8 LOS E F C v/c-ratio 1.06 1.15 0.81 Stops (stops/hr) 2913 3454 1985 PTV America, Inc. Page 35 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon C ha m be rs N • Optimize timings • Add ½ second all red (11 right angle collisions) 11th (a) Policy Driven Solution C ha m be rs N 11th • Op • Ad (11 (b) Context Sensitive Solution – R Figure 19. Lane Configurations – 11 PTV America, Inc. Page 36 timize timings d ½ second all red right angle collisions) ecommended th at Chambers May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon 13th at Garfield The eastbound through and left turn movements cause 13th at Garfield to operate at LOS F and above capacity in 2004 and 2024. The total volume for the eastbound lefts and throughs is below 30 vph in PM-peak hour. Given the relatively low volume and alternate route along Arthur to West 11th for these movements, no traffic improvements are recommended at this time. 11th – Garfield to Chambers The Draft Chambers Nodal Development Plan (June, 1999) included a recommendation to convert West 11th Avenue from one-way to two-way traffic between Chambers and Garfield. The recommended conversion was part of a strategy to revitalize the commercial area by improving pedestrian conditions along the street by introducing on-street parking within parking bays, street tree plantings, pedestrian islands at intersections, and curb extensions where possible to reduce the length of crosswalks. Because the plan was abandoned before it went to public hearing, the recommendation was never brought forward. The pedestrian crossing improvement at Garfield and West 11th suggested above would be negated and, frankly, would be made unnecessary by a two-way conversion of 11th. The two-way conversion proposal should be reintroduced at some point to stimulate further discussion and allow continued analysis of the impacts of that improvement. The traffic analysis, which typically focuses on capacity and level of service aspects of the roadway network, did not indicate any perceptible benefits to the conversion of West 11th between Garfield and Chambers to two-way operation. However, while benefits may be difficult to quantify from a level of service standpoint, there are advantages to reducing turning movements, simplifying circuitous routing and providing additional circulation for traffic particularly when adjacent land uses are commercial or mixed use in nature. For instance, eastbound traffic destined for Chambers Street south of 13th Avenue must currently turn right from West 11th to Garfield, weave one lane over to turn left at West 13th Avenue, weave one lane over to turn right at Chambers Street. The three block conversion of West 11th to two-way operation would replace this movement with a single right turn and no subsequent weaving maneuvers or additional turns. PTV America, Inc. Page 37 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon Pedestrians 7th at Garfield During a field visit, an issue regarding pedestrian safety was mentioned for northbound pedestrians crossing the east leg of the intersection. The dual right movement can result in the vehicle in the inside lane obstructing the driver’s view in the outside lane. Thus, the visibility of pedestrians in the crosswalk is reduced. One solution is to provide an early WALK signal for the pedestrians that allows them to get further into the intersection before the right turns receive a green signal. An early green of five seconds would allow the pedestrians adequate time to establish themselves in the crosswalk prior to the right turns receiving a green signal. If the above strategy does not produce the desired safety improvement for pedestrians, a more substantial improvement would be implementing Proposal 1 of the Safety Improvement Project illustrated in Appendix B. The design would remove the issues that restrict the visibility of pedestrians for the dual right. Sidewalks should be added to the north and south side of 7th west of Garfield. These sidewalk sections would complete the linkage between the existing sidewalks to the east and further to west at 7th Place. 11th at Garfield The firmware used at 11th and Garfield to control the signal timing should be investigated to determine if it can provide a pedestrian overlap phase on the east leg. The pedestrians on this leg currently only receive a WALK signal when the northbound and southbound traffic movements receive a green signal. If possible with the controller firmware, these pedestrians could receive a substantially longer WALK signal by allowing them to cross when the eastbound movements receive a green signal. This operation would reduce pedestrian delay on this leg of the intersection. Vegetation reduces the clear width of the sidewalk to roughly two feet on the west side of Garfield south of 11th. This vegetation should be cut back to provide the full 5-foot sidewalk width. PTV America, Inc. Page 38 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon 13th at Garfield Sidewalk bulbs are recommended to shorten the pedestrian crossing distances. These bulbs are recommended in the northwest and southwest corners (refer to Figure 20). A bulb is not recommended for the southeast corners since the resulting turning radius would be too short for a bus to make a northbound right turn. In addition, to enhance the awareness of pedestrians, a crosswalk should be painted on the west leg. Painting crosswalks on the other legs that service free flow movements could potentially reduce the safety for pedestrians. Currently, limbs overhang into the space above the sidewalk on the south side of 13th west of Garfield. Although these limbs are not a major hindrance to pedestrians using the sidewalk, they should be trimmed and maintained to provide at least seven feet of clear distance. • Add sidewalk bulbs • Stripe crosswalk on west leg • Trim vegetation above sidewalk in the southwest corner 13th TRIM G ar fie ld N Figure 20. Context Sensitive Design – 13th at Garfield PTV America, Inc. Page 39 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon Summary Recommendations to improve operations and pedestrian safety are summarized in Table 15 and illustrated in Figure 21. It is important to mention that many of the recommendations that reduce traffic congestion and delays also have the benefit of reducing the potential for neighborhood cut-through traffic. Any recommendations aimed at improving operations, and especially safety, should be reviewed after implementation to monitor their success in achieving the desired performance and safety. PTV America, Inc. Page 40 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon Table 15. Operations and Pedestrian Safety Recommendations Intersection Traffic Pedestrians 7th at Garfield 1. Expand northbound approach from a shared through and right and exclusive right to an exclusive through lane and dual right turn lanes with island 2. Optimize signal timings 3. Add ½-second all red clearance for each phase 4. Add markings to guide eastbound traffic from West 7th Place onto West 7th Avenue 5. Extend and modify (“elephant tracks”) northbound solid white lane line to the south 1. Shorten pedestrian crossing distance by adding an island to channelize dual northbound right turn 2. Control northbound right turn with a signal 3. Add sidewalks on north and south sides of 7th west of Garfield 7th at Chambers 1. Add northbound right turn bay 2. Add southbound through lane 3. Optimize signal timing 4. Add ½-second all red clearance for each phase 7th at Polk 1. Intersection operates satisfactorily – optimize timings 11th at Garfield 1. Although intersection operates below LOS and v/c-ratio criteria, all analyzed strategies did not improve operations. Other than optimizing timings, no other traffic improvements are recommended at this time. 1. Provide pedestrian overlap phase for pedestrians crossing east leg 2. Remove vegetation overgrowing on sidewalk on the west side of Garfield south of 11th 11th at Chambers 1. Add westbound left turn bay 2. Add southbound through lane carried through intersection 3. Remove northbound left turn movement 4. Optimize timings 5. Add ½-second all red clearance for each phase 13th at Garfield1 1. Add sidewalk bulbs in northwest and southwest corners 2. Stripe crosswalk on west leg 3. Cut back limbs overgrowing above sidewalk on the south side of 13th west of Garfield 13th at Chambers 1. Intersection operates satisfactorily – optimize timings 11th: Garfield to Chambers 1. Further investigate converting 11th to 2-way between Garfield and Chambers 1. Unsignalized intersection. PTV America, Inc. Page 41 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon N 7th C ha m be rs Lane alignment will facilitate traffic flow through intersection Island to be removed Median Island – Pedestrian/Bike Refuge Intersection- Traffic Improvement LEGEND Sidewalk Improvement Study Intersection Intersection- Pedestrian Improvement Study Area Boundary W. 11th Ave. W. 13th Ave. P o l k S t . W. 11th Ave./ ORE 126/ Bus. 126 G a r f i e l d S t . / O R E 1 2 6 / B u s . 1 2 6 W. 7th Ave./Hwy. 99 C h a m b e r s S t . Figure 21. Operations and Pedestrian Safety Recommendations 13th TRIM G a r f i e l d 11th at Garfield • Geometry – no change • Add pedestrian overlap phase • Trim vegetation encroaching on sidewalk 7th at Chambers • Add ½ second all red (19 right angle collisions) 7th at Garfield • Add ½ second all red (12 right angle collisions) • Restripe EB markings from 7th Pl. onto 7th Ave. (16 sideswipe collisions) • Extend NB right turn solid lane line (7 sideswipe collisions) 11th C h a m b e r s 11th at Chambers • Add ½ second all red (11 right angle collisions) All Study Area Signals • Optimize timings 11th and 13th between Garfield and Chambers • Future 1-way to 2-way conversion study 13th at Garfield • Add sidewalk bulbs northwest and southwest corners • Stripe crosswalk on west leg • Trim vegetation above sidewalk southwest corner 7th G ar fie ld SIDEWALK SIDEWALK PTV America, Inc. Page 42 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon APPENDIX A BASE (2004) Scenario Data PTV America, Inc. Page 43 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon 7th G ar fie ld N 7thC ha m be rs C ha m be rs N 7th at Garfield – Existing (2004) Geometry 7th at Chambers – Existing (2004) Geometry PTV America, Inc. Page 44 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon N 7th Po lk 7th at Polk – Existing (2004) Geometry 11th G ar fie ld G ar fie ld N 11th at Garfield – Existing (2004) Geometry PTV America, Inc. Page 45 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon 11th C ha m be rs C ha m be rs N 11th at Chambers – Existing (2004) Geometry 13th G ar fie ld G ar fie ld N 13th at Garfield – Existing (2004) Geometry PTV America, Inc. Page 46 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon N 13th C ha m be rs C ha m be rs 13th at Chambers – Existing (2004) Geometry PTV America, Inc. Page 47 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon Lane Utilization Factors1 11th at Garfield 11th at Chambers EB Left NB Thru WB Thru WB Thru Measure Left Lane Right Lane Left Lane Right Lane Left Lane Right Lane Left Lane Center Lane Right Lane Volume 406 264 31 65 570 441 70 419 457 Proportion 61% 39% 32% 68% 56% 44% 7% 44% 48% Lane Utilization Factor (fL U ) 2 0.83 0.74 0.89 0.69 1. PM-peak hour 2. Lane utilization factor is equal to the total volume divided by the highest volume lane multiplied by the number of lanes. PTV America, Inc. Page 48 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon BASE (2004) Scenario PM-Peak Hour – Signal Timing Plans PTV America, Inc. Page 49 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon BASE (2004) Scenario PM-Peak Hour – Signal Timing Plans PTV America, Inc. Page 50 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon BASE (2004) Scenario PM-Peak Hour – Signal Timing Plans PTV America, Inc. Page 51 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon BASE (2004) Scenario PM-Peak Hour – Signal Timing Plans PTV America, Inc. Page 52 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon BASE (2004) Scenario PM-Peak Hour – Signal Timing Plans PTV America, Inc. Page 53 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon BASE (2004) Scenario PM-Peak Hour – Signal Timing Plans PTV America, Inc. Page 54 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon BASE (2004) Scenario PM-Peak Hour – Signal Timing Plans PTV America, Inc. Page 55 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon BASE (2004) Scenario PM-Peak Hour – Signal Timing Plans PTV America, Inc. Page 56 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon BASE (2004) Scenario PM-Peak Hour – Signal Timing Plans PTV America, Inc. Page 57 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon BASE (2004) Scenario PM-Peak Hour – Signal Timing Plans PTV America, Inc. Page 58 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon BASE (2004) Scenario PM-Peak Hour – Signal Timing Plans PTV America, Inc. Page 59 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon BASE (2004) Scenario PM-Peak Hour – Signal Timing Plans PTV America, Inc. Page 60 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon BASE (2004) Scenario PM-Peak Hour – Signal Timing Plans PTV America, Inc. Page 61 May 27, 2005 _______________________TWO-WAY STOP CONTROL SUMMARY___________________________ Intersection Orientation: NS Study period (hrs): 1.00 ______________________Vehicle Volumes and Adjustments_________________________ Major Street: Approach Northbound Southbound Movement 1 2 3 | 4 5 6 L T R | L T R ______________________________________________________________________________ Volume 661 320 80 Peak-Hour Factor, PHF 0.92 0.92 0.92 Hourly Flow Rate, HFR 718 347 86 Percent Heavy Vehicles -- -- 2 -- -- Median Type Undivided RT Channelized? Lanes 1 1 0 Configuration L TR Upstream Signal? No No ______________________________________________________________________________ Minor Street: Approach Westbound Eastbound Movement 7 8 9 | 10 11 12 L T R | L T R ______________________________________________________________________________ Volume 147 3 23 3 Peak Hour Factor, PHF 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 159 3 24 3 Percent Heavy Vehicles 2 2 2 2 Percent Grade (%) 0 0 Median Storage Flared Approach: Exists? Storage RT Channelized? No Lanes 1 0 1 1 Configuration L LT R ______________________________________________________________________________ __________________Delay, Queue Length, and Level of Service___________________ Approach NB SB Westbound Eastbound Movement 1 4 | 7 8 9 | 10 11 12 Lane Config L | L | LT R ______________________________________________________________________________ v (vph) 718 159 27 3 C(m) (vph) 1617 21 42 653 v/c 0.64 0.00 95% queue length 3.64 0.01 Control Delay 219.3 10.5 LOS F B Approach Delay 198.4 Approach LOS F ______________________________________________________________________________ Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon BASE (2004) Scenario PM-Peak Hour – Signal Timing Plans HCS2000: Unsignalized Intersections Release 4.1 _______________________TWO-WAY STOP CONTROL SUMMARY___________________________ Intersection Orientation: EW Study period (hrs): 1.00 ______________________Vehicle Volumes and Adjustments_________________________ Major Street: Approach Eastbound Westbound Movement 1 2 3 | 4 5 6 L T R | L T R ______________________________________________________________________________ Volume 661 Peak-Hour Factor, PHF 0.92 Hourly Flow Rate, HFR 718 Percent Heavy Vehicles -- -- -- -- Median Type Undivided RT Channelized? Lanes 1 Configuration T Upstream Signal? No No ______________________________________________________________________________ Minor Street: Approach Northbound Southbound Movement 7 8 9 | 10 11 12 L T R | L T R ______________________________________________________________________________ Volume 147 17 26 Peak Hour Factor, PHF 0.92 0.92 0.92 Hourly Flow Rate, HFR 159 18 28 Percent Heavy Vehicles 2 2 2 Percent Grade (%) 0 0 Median Storage Flared Approach: Exists? Storage RT Channelized? No Lanes 1 1 1 Configuration T R L ______________________________________________________________________________ __________________Delay, Queue Length, and Level of Service___________________ Approach EB WB Northbound Southbound Movement 1 4 | 7 8 9 | 10 11 12 Lane Config | T R | L ______________________________________________________________________________ v (vph) 159 18 C(m) (vph) 352 426 v/c 0.45 0.04 95% queue length 2.41 0.13 Control Delay 23.6 13.8 LOS C B Approach Delay 22.6 Approach LOS C ______________________________________________________________________________ PTV America, Inc. Page 62 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon APPENDIX D Transit Data PTV America, Inc. Page 63 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon Chambers Node Transit Summary PTV America, Inc. Page 64 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon APPENDIX B FUTURE (2024) NO BUILD Scenario Data PTV America, Inc. Page 65 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon America, Inc. Page 66 May 27, 2005 PROPOSED 2 Safety Improvement Project Garfield: West 6th to West 7th Proposed Configurations Source: City of Eugene PTV Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon FUTURE (2024) NO BUILD Scenario PM-Peak Hour – Signal Timing Plans PTV America, Inc. Page 67 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon FUTURE (2024) NO BUILD Scenario PM-Peak Hour – Signal Timing Plans PTV America, Inc. Page 68 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon FUTURE (2024) NO BUILD Scenario PM-Peak Hour – Signal Timing Plans PTV America, Inc. Page 69 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon FUTURE (2024) NO BUILD Scenario PM-Peak Hour – Signal Timing Plans PTV America, Inc. Page 70 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon FUTURE (2024) NO BUILD Scenario PM-Peak Hour – Signal Timing Plans PTV America, Inc. Page 71 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon FUTURE (2024) NO BUILD Scenario PM-Peak Hour – Signal Timing Plans PTV America, Inc. Page 72 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon FUTURE (2024) NO BUILD Scenario PM-Peak Hour – Signal Timing Plans PTV America, Inc. Page 73 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon FUTURE (2024) NO BUILD Scenario PM-Peak Hour – Signal Timing Plans PTV America, Inc. Page 74 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon FUTURE (2024) NO BUILD Scenario PM-Peak Hour – Signal Timing Plans PTV America, Inc. Page 75 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon FUTURE (2024) NO BUILD Scenario PM-Peak Hour – Signal Timing Plans PTV America, Inc. Page 76 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon FUTURE (2024) NO BUILD Scenario PM-Peak Hour – Signal Timing Plans PTV America, Inc. Page 77 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon FUTURE (2024) NO BUILD Scenario PM-Peak Hour – Signal Timing Plans PTV America, Inc. Page 78 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon FUTURE (2024) NO BUILD Scenario PM-Peak Hour – Signal Timing Plans PTV America, Inc. Page 79 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon FUTURE (2024) NO BUILD Scenario PM-Peak Hour – Signal Timing Plans PTV America, Inc. Page 80 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon FUTURE (2024) NO BUILD Scenario PM-Peak Hour – Signal Timing Plans HCS2000: Unsignalized Intersections Release 4.1 _______________________TWO-WAY STOP CONTROL SUMMARY___________________________ Intersection Orientation: NS Study period (hrs): 1.00 ______________________Vehicle Volumes and Adjustments_________________________ Major Street: Approach Northbound Southbound Movement 1 2 3 | 4 5 6 L T R | L T R ______________________________________________________________________________ Volume 903 264 85 Peak-Hour Factor, PHF 0.92 0.92 0.92 Hourly Flow Rate, HFR 981 286 92 Percent Heavy Vehicles -- -- 2 -- -- Median Type Undivided RT Channelized? Lanes 1 1 0 Configuration L TR Upstream Signal? No No ______________________________________________________________________________ Minor Street: Approach Westbound Eastbound Movement 7 8 9 | 10 11 12 L T R | L T R ______________________________________________________________________________ Volume 152 3 26 3 Peak Hour Factor, PHF 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 165 3 28 3 Percent Heavy Vehicles 2 2 2 2 Percent Grade (%) 0 0 Median Storage Flared Approach: Exists? Storage RT Channelized? No Lanes 1 0 1 Configuration L LT R ______________________________________________________________________________ __________________Delay, Queue Length, and Level of Service___________________ Approach NB SB Westbound Eastbound Movement 1 4 | 7 8 9 | 10 11 12 Lane Config L | L | LT R ______________________________________________________________________________ v (vph) 981 165 31 3 C(m) (vph) 1617 0 15 704 v/c 0.61 2.07 0.00 95% queue length 4.56 11.91 0.01 Control Delay 10.6 10.1 LOS B F F B Approach Delay Approach LOS F ______________________________________________________________________________ PTV America, Inc. Page 81 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon FUTURE (2024) NO BUILD Scenario PM-Peak Hour – Signal Timing Plans _______________________TWO-WAY STOP CONTROL SUMMARY___________________________ Intersection Orientation: EW Study period (hrs): 1.00 ______________________Vehicle Volumes and Adjustments_________________________ Major Street: Approach Eastbound Westbound Movement 1 2 3 | 4 5 6 L T R | L T R ______________________________________________________________________________ Volume 903 Peak-Hour Factor, PHF 0.92 Hourly Flow Rate, HFR 981 Percent Heavy Vehicles -- -- -- -- Median Type Undivided RT Channelized? Lanes 1 Configuration T Upstream Signal? No No ______________________________________________________________________________ Minor Street: Approach Northbound Southbound Movement 7 8 9 | 10 11 12 L T R | L T R ______________________________________________________________________________ Volume 152 25 29 Peak Hour Factor, PHF 0.92 0.92 0.92 Hourly Flow Rate, HFR 165 27 31 Percent Heavy Vehicles 2 2 2 Percent Grade (%) 0 0 Median Storage Flared Approach: Exists? Storage RT Channelized? No Lanes 1 1 1 Configuration T R L ______________________________________________________________________________ __________________Delay, Queue Length, and Level of Service___________________ Approach EB WB Northbound Southbound Movement 1 4 | 7 8 9 | 10 11 12 Lane Config | T R | L ______________________________________________________________________________ v (vph) 165 27 31 C(m) (vph) 247 300 82 v/c 0.67 0.09 0.38 95% queue length 5.34 0.30 1.71 Control Delay 47.6 18.2 75.0 LOS E C F Approach Delay 43.5 75.0 Approach LOS E F ______________________________________________________________________________ PTV America, Inc. Page 82 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon APPENDIX C Obstacles in Sidewalk Width PTV America, Inc. Page 83 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon Obstacles Located in Sidewalk in Vicinity of Study Intersections Corner Intersection Northwest Northeast Southeast Southwest 7th at Garfield Pedestrian push-button pole 7th at Chambers Signal shaft Signal shaft 7th at Polk Controller cabinet Signal shaft Signal shaft Signal shaft Pedestrian push-button pole Pedestrian push- button pole Pedestrian push- button pole Sign post 11th at Garfield Signal shaft Signal shaft Signal shaft Signal shaft Pedestrian push-button pole 2 Pedestrian push- button poles Sign post Utility pole Signal cabinet 11th at Chambers Signal shaft Signal shaft Pedestrian push-button pole Utility pole Fire hydrant Controller cabinet 13th at Garfield Utility pole Sign Post Sign post 13th at Chambers Signal shaft Signal shaft Signal shaft PTV America, Inc. Page 84 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon Appendix D Transit Data PTV America, Inc. Page 85 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon Chambers Node Transit Summary PTV America, Inc. Page 86 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon APPENDIX E COLLISION DATA 1998 – 2002 PTV America, Inc. Page 87 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon COLLISION SUMMARY: 1998 - 2002 PTV America, Inc. Page 88 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon APPENDIX F FUTURE (2024) MITIGATION Scenario Data PTV America, Inc. Page 89 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon FUTURE (2024) POLICY and CONTEXT SENSITIVE Scenarios PM-Peak Hour – Signal Timing Plans PTV America, Inc. Page 90 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon FUTURE (2024) POLICY and CONTEXT SENSITIVE Scenarios PM-Peak Hour – Signal Timing Plans PTV America, Inc. Page 91 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon FUTURE (2024) POLICY and CONTEXT SENSITIVE Scenarios PM-Peak Hour – Signal Timing Plans PTV America, Inc. Page 92 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon FUTURE (2024) POLICY and CONTEXT SENSITIVE Scenarios PM-Peak Hour – Signal Timing Plans PTV America, Inc. Page 93 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon FUTURE (2024) POLICY and CONTEXT SENSITIVE Scenarios PM-Peak Hour – Signal Timing Plans PTV America, Inc. Page 94 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon FUTURE (2024) POLICY and CONTEXT SENSITIVE Scenarios PM-Peak Hour – Signal Timing Plans PTV America, Inc. Page 95 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon FUTURE (2024) POLICY and CONTEXT SENSITIVE Scenarios PM-Peak Hour – Signal Timing Plans PTV America, Inc. Page 96 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon FUTURE (2024) POLICY and CONTEXT SENSITIVE Scenarios PM-Peak Hour – Signal Timing Plans PTV America, Inc. Page 97 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon FUTURE (2024) POLICY and CONTEXT SENSITIVE Scenarios PM-Peak Hour – Signal Timing Plans PTV America, Inc. Page 98 May 27, 2005 Chambers Node Reconsidered – Operational and Pedestrian Safety Analysis DRAFT 5 City of Eugene, Oregon FUTURE (2024) POLICY and CONTEXT SENSITIVE Scenarios PM-Peak Hour – Signal Timing Plans PTV America, Inc. Page 99 May 27, 2005