Item C: I-5 Franklin Proposed Interchange Project Update

Home Browse Search

I-5/Willamette River Crossing Project #: 7068 October 14, 2005 Page 5 In addition, a northbound on-ramp at Franklin could cause a fairly significant decrease in northbound on-ramp volumes at Glenwood as compared to the no build condition. This is likely reflective of the reduction in out-of-direction travel that is created under the existing configuration to access I-5 from Franklin. Finally, as expected, a split interchange configuration would significantly increase volumes on the northbound off-ramp and southbound on-ramp at Glenwood Boulevard. Changes in System Traffic Patterns In addition to the traffic volume analysis, the travel pattern changes associated with each of the scenarios were compared to the no build condition. The results of this travel pattern analysis are discussed below. With the addition of ramps to/from the north on I-5 at Franklin, the Ferry Street Bridge could experience a slight decline in traffic volumes (approximately 1,500 – 3,000 vehicles per day, depending on the configuration considered). Some of the traffic using the Ferry Street Bridge to access downtown Eugene and the neighborhoods west of Agate in the no build condition would reroute to I-5 and the new ramps at Franklin Boulevard. This rerouting could create a slight increase in traffic volumes on the north-south streets south of Franklin between Agate and Walnut. On the Springfield-side of I-5, Franklin may experience an approximately 5,000 vehicles per day decrease in traffic volumes with new ramps to/from the north at Franklin. With these new ramps, traffic that was routed from destinations west of I-5 to ORE 126 and destinations to the east via Springfield’s surface streets would be rerouted to connect to ORE 126 via I-5 instead. This rerouting would result in slight decreases on surface streets in Springfield, such as Pioneer Parkway and Main Street. SUMMARY OF FINDINGS A new interchange at Franklin Boulevard that increases accessibility to both Springfield and Eugene would not alter the number of travel lanes needed on any of the adjacent facilities evaluated as part of our analysis as compared to an existing interchange configuration. Further, there is little fluctuation in traffic volumes between the categories to change the number of lanes required on any new ramp considered. In all the concepts, volumes east of I-5 on Franklin would decrease, and volumes on the Ferry Street Bridge would slightly decrease. Traffic on I-5 north of Franklin would increase. Volumes on individual I-5 ramps would vary depending on the concept and associated ramp configuration. It is expected that more detailed information on traffic and transportation issues associated with a new interchange would be addressed as part of a subsequent refinement planning effort. Kittelson & Associates, Inc. Portland, Oregon