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<br />TABLE 7-2: PM Peak Performance Comparison with Existing Left Turn Phasing <br /> <br />Total Average Fuel <br />Travel <br />Scenario Delay Stops (#) Speed Consumed <br />Time (hr) <br />(hr) (mph) (gal) <br />Existing Signal Operation 466 214 21,655 20 696 <br />100/110 Second Cycle Length 462 210 19,509 21 673 <br />Note: Performance Measures Determined from Synchro 6.0 Measures of Effectiveness <br />PM Peak (Modified left-turn phasing) <br />The signal system was evaluated to determine the impacts of modifying the existing protected/permissive <br />th <br />(doghouse head) phasing to the flashing yellow arrow. At the West 11 Avenue intersections at Fred <br />Meyer access, Seneca Road, Tyinn Street, Oak Patch Road, Conger Street, McKinley Street and City View <br />Street existing east/west left turn signal heads were assumed to have 4-section flashing left turn yellow <br />arrow left turn indications, which allows lead/lag left-turn phasing. <br />Based on the Synchro analysis, modifying the left-turn phasing slightly improves the operation of the <br />corridor. Replacing the doghouse head with the four-section flashing yellow head allows greater flexibility <br />of the left-turn phasing, resulting in improved performance. Table 7-3 shows the operational improvement <br />if modified left-turn phasing/signal heads are used. <br />TABLE 7-3: PM Peak Performance Comparison of Left Turn Phasing Types <br />Total Average Fuel <br />Travel Stops <br />Scenario Delay Speed Consumed <br />Time (hr) (#) <br />(hr) (mph) (gal) <br />Existing Signal Operation 466 214 21,655 20 696 <br />1. 100/110 Second Cycle Length 462 210 19,509 21 673 <br />(Existing left-turn phasing) <br />2. 100/110 Second Cycle Length 459 2075 19,142 21 668 <br />(Modified left-turn phasing) <br />Note: Performance Measures Determined from Synchro 6.0 Measures of Effectiveness <br />Modified left-turn phasing includes changing protected/permittea protected/permitted 4-section <br />flashing yellow left turn signal head. <br />Modifying the existing protected-only left turn phasing to protected/permissive phasing would result in <br />additional performance improvements, by reducing the delay at the intersection, especially for the left <br />turning vehicles. The 4-section flashing yellow left-turn head has flexibility to be operated as protected- <br />only or protected/permitted, depending on the time of day (or other factors). Based on comments received <br />th <br />from the City of Eugene and the high collision rate at the intersection of West 11 and Bailey Hill Road, it <br />was decided to continue to operate the traffic signals west of Bailey Hill Road using protected-only left- <br /> <br />turn phasing. <br />(Existing left-turn phasing) <br />AM Peak <br />Two scenarios were developed for the AM Peak that show improvement over the existing conditions. <br /> <br /> <br />th <br />West 11 Avenue Corridor Study September 4, 2009 <br />City of Eugene P07265-003-000 <br />54 <br />