Item B: Willamette Street Study - Laserfiche WebLink

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Findings Our group spent much time hearing the experiences and concerns of the members. We also read statements from the original open house, from emails, from our various constituent groups and from the second open house. Several of us carried out informal observations of intersections and spot check interviews with pedestrians and businesses. We asked for technical advice, for diagrams of possible ways to make the two blocks accommodate two-way traffic, and for traffic data. This resulted in the DKS Associates study. Their report shows that “[a]ll three of the proposed alternatives degrade operations at the Willamette Street/18th Avenue intersection as compared to the current intersection thth all configuration.” If Willamette is converted to two-way traffic between 18 & 20, alternatives studied will result in fewer and shorter gaps and longer traffic lines waiting at lights. The committee felt the traffic data, although taken at peak times, was on the light side due to its collection during the spring term final exam week for UO and LCC. After concluding that the various conversion options we studied had failed to meet our expectations of minimum quality of service (although they meet city-adopted minimum standards) we discussed various other options, all of which were rejected as inferior. We took all of the information and applied it to each of the constituent groups and issues. We considered whether the proposed change would have a predominately positive or a negative effect. We then looked at the cumulative effects before making our recommendations. Conclusions and Recommendations It is the conclusion of the Willamette Street Stakeholders Group that converting Willamette thth Street from one-way to two-way from 18 to 20 avenues would negatively impact the majority of local businesses, area residents, people with disabilities, and students. In regard to our original charge, we recommend: thth 1. Willamette Street between 18 and 20 avenues remain one-way southbound at least until a large amount of commuter and cut-through traffic has been provided with a better alternative route determined by a major study of the southeast Eugene corridor. (This study is already recommended by the Congestion Management System Baseline Report of September 2004 by the Central Lane Metropolitan Planning Organization.) In addition we recommend: thth 2. Adding a southbound bicycle lane on Willamette from 18 to 20 if it can operate safely with ththth no net loss of parking between 18 and 19, and a minimum loss of parking between 19 and th 20. We also recommend this bicycle lane connect to the existing bicycle lane that currently thth ends mid-block between 17 and 18, if this can be safely done. thth 3. Adding bump outs (sidewalk extensions) at 18 and 19 for safer pedestrian crossing while retaining parking. th 4. Maintaining the traffic diverter and island refuge for pedestrian crossing at 20. ATTACHMENT A Willamette Street Study Stakeholder Summary and Recommendation 7