05/10/1978 Meeting - Laserfiche WebLink

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. Mr. Delay wondered if the improvement at the Franklin/Hilyard/Patterson intersection would be projecting an increase in the arterial north of Hilyard/Patterson couplet. Mr. Farah responded he did not believe so. The kind of function of the street would be the same, that is, carrying through traffic. The primary problem is at the intersection. Dave Reinhard, Planning Engineer, said the volume of traffic on High Street is not projected to increase substantially between 19th and 30th. The proposal from 13th to Broadway comes about as a function of the University of Oregon and Sacred Heart traffic going northbound through those intersections. Regarding the increase of traffic on Hilyard north of 30th, Mr. Lieuallen wondered if the intersection at 30th and Hilyard is projected to carry an increased capacity. Mr. Farah said in work on the West University Plan, volume counts have shown some decrease in the arterials near the University of Oregon. This suggests alternative modes are being used. Mr. Lieuallen was curious about the intersection capacity at 30th and . Hilyard. Mr. Reinhard said the significant figures were the combined growth on Willamette/Hilyard south of 30th (an increase of 33,000 to 45,000). The figures are assuming a substantial modal split using those north/south streets. e Mr. Lieuallen questioned why there was projected 12,000 car increase south of that intersection, and only 3,000 increase north. Manager said many bypass the center of the city by turning at the intersection to go to Springfield, Interstate 5, and are going out 30th. Mr. Farah said there was a funneling effect being seen at that intersection with the traffic dispersing east from Willamette, west on 24th, etc. At 29th there are only two major arterials carrying traffic, and it is collected at those funnel points. Mr. Delay wondered if this was assuming use of the 30-30 Connector to add as an attracter to encourage use of 30th. Mr. Reinhard said the figures include the 30-30 Connector. However, figures had been collected without that facility, and they were not that much different (perhaps a few thousand). Regarding the nature of the modal split from the South Hills to the University or downtown area, Mr. Lieuallen wondered why people were riding the buses to their employment centers at a higher rate than other parts of the city. Ollie Snowden, L-COG, said specific calculations on the South Hills was not done, but rather on major corridors (i.e., Ferry Street Bridge, Franklin Boulevard). Traffic that goes through 30th and Hilyard mi ght carry a hi qher percentage of tri ps on buses than a city-wi de average. Mr. Farah noted that the other end of the trip (the downtown area) about 37 percent of the downtown work trips . would be on public transit. Mr. Lieuallen wondered what reasons were that that particular residential area used a higher rate of mass transit. Mr. Farah said the model is not saying people are taking the bus because, for instance, they live in a hi ghri se apartment. But the model is used as a tool to project traffic, not for making decisions for peof:Jlrei in the future. The kinds of trips taken and e 5/10/78--7 3 '-16