Item B: West 11th Transportation Corridor Study

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1. 90 Second Cycle Length all signals between City View Street and Terry Street operate with a 90 second cycle length. 2. 80/90 Second Cycle Length signals between City View Street and Bailey Hill Road operate with an 80 second cycle length and the signals between Bertelsen Road and Terry Street operate with a 90 second cycle length. th Based on the Synchro analysis, a common cycle length of 90 seconds for all of the signals along West 11 Avenue shows the greatest improvement, most notably in the number of stops. The optimized timings would result in reductions of 4 to14% in the delay, stops and fuel consumed. Field implementation may find that 90 seconds is too long for the signals east of Bailey Hill Road. In that case, Option 2 can be implemented. Field implementation may also find that the platoon falls apart between Bailey Hill Road and Bertelsen Road and that the offsets need to be adjusted to take this into account. Table 7-4 shows a comparison of the performance measures from Synchro for each of the scenarios. TABLE 7-4 AM Peak Performance Comparison with Existing Left Turn Phasing Scenario Travel Total Stops Average Fuel Time (hr) Delay (#) Speed Consumed (hr) (mph) (gal) Existing Signal Operation 286 108 12,045 24 440 1. 90 Second Cycle Length 279 101 10,355 24 422 2. 80/90 Second Cycle Length 279 100 10,720 24 424 Note: Performance Measures Determined from Synchro 6.0 Measures of Effectiveness AM Peak (Modified left-turn phasing) One scenario that modified the left turn phasing was developed in order to determine the impact of providing lead-lag left/turn phasing at a majority of the signals. 1. 90 Second Cycle Length all signals between City View Street and Terry Street operate with a 90 th second cycle length. At the West 11 Avenue intersections at Fred Meyer access, Seneca Road, Tyinn Street, Oak Patch Road, Conger Street, McKinley Street and City View Street existing east/west left turn signal heads were modified to 4-section flashing left turn yellow arrow. Based on the Synchro analysis, modifying the left-turn phasing has minimal impact on the operation of the corridor. Replacing the doghouse head with the four-section flashing yellow head does allow greater flexibility of the left-turn phasing, resulting in improved performance. Table 7-5 shows the operational improvement if protected/permitted left-turn phasing is used. th West 11 Avenue Corridor Study September 4, 2009 City of Eugene P07265-003-000 55