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Home My WebLink About2014-09-04 Normal Neighborhood Plan_PACKET Normal Neighborhood Working Group , September 4,2014 4:30-5:50 Community Development Building Siskiyou Room 51 Winburn Way I.CALL TO ORDER: 4:30Community Development Building, 51 Winburn Way II. CONSENT AGENDA Approval of Minutes o Aug 21,2014 Meeting. III. DISCUSSION ITEMS o Housing and Land Use o Concept Land Use and Transportation Map o Housing concentrations – locationsand zoning o Projected number of units o Mixed use o Transportation/land use integration IV. PUBLIC FORUM 10 minutes V.NEXTMEETING September 18, 2014 4:30-6:30 o Meeting organization Panel representatives o Quorum Check VI. ADJOURNMENT Minutes for the Normal Working Group August 21, 2014 Page 1 of 3 MINUTES FOR THE NORMAL NEIGHBORHOOD WORKING GROUP Thursday, August 21, 2014 Siskiyou Room, 51 Winburn Way Chair Pam Marshcalled the meeting to order at 4:35 p.m. in the Siskiyou Room, 51 Winburn Way. Mayor Stromberg, Michael Morris, Michael Dawkins, Rich Kaplan, Bill Molnar, Brandon Goldman, Mike Faught, and Scott Fluery were present. Marsh gave overview of the previous meeting topics and what is on today’s agenda. Stromberg explained that Dave Chapman had been invited to tell the group about the Transportation Systems Plan but was unable to attend due to family obligations. 1.Discussion items Goldman introduced the traffic plan as originally proposed. Explained that the streets were established based on the densities in the plan, 300-400 foot blocks, and modifications around the wetland areas.Molnar noted that the “concept” plan in the packet reflects density changes previously discussed by the group and that with any additional density discussions the plan would need to be altered. Marsh stated that the discussions today would surround three topics: Improvements on East Main Street Internal circulation, including the possible extension of Normal Avenue to East Main Street Railroad crossing Railroad Crossing and East Main Street Improvements Group discussed the railroad crossing and the Planning Commission’s intention that annexation only be approved when/if the State give approval to change the crossing from private to public and the City has a financing plan in place to make the required improvements. Dawkins did note that this was a conflict with the Transportation Commission recommendation. Group discussed financing strategies for both the railroadcrossing and East Main Street improvements. Fifty percent of the cost for the railroad crossing could be covered by SDC funds, while only fifteen percent could be covered by SDCs for the East Main Street improvements. The rest of the costs could be borne by the developer with the new Advanced Financing option the Council recently approved. Faught explained some of the discussions he’s had with ODOT Rail regarding the change from a private crossing to a public one. He will try to get the requirements for that change in writing. Faught also discussed Advanced Financing and how it has a time limit (with Council projects it’s 10 years plus a 10-year extension). Because of this time limit, the City should time the project so that we have the best chance of seeing those reimbursements. He also reminded the group that the location of the crossing cannot change. Group discussed challenge of deciding what the City should take on for the public good versus what a developer could/should take on. The group expressed concern that requiring a developer to take Minutes for the Normal Working Group August 21, 2014 Page 2 of 3 on both the railroad crossing and East Main Street as that would likely eliminate small developers from developing in this area. Internal Circulation The current plan, which does not have Normal Avenue connect up to East Main Street was approved by the Planning Commission because it wanted as much traffic calming as possible. A straight Normal Avenue would lack calming influences and would change the current character of nearby neighborhoods. Group discussed how older neighborhoods in town are frequently the most desirable and they are all built on a grid system. This is probably something to emulate. Group discussed preferring four connections into the neighborhood from East Main Street, as well as the additional East-West connections shown in the concept plan. Group discussed possible traffic calming measures (traffic circles, no left turn, a wider collector street nearby, etc.) which could be used on Normal Avenue. Faught explained that the traffic engineer was highly concerned that, no matter what traffic calming measures are put in place,if Normal Avenue connects to East Main Street it will become a main collector street taking on lots of extra traffic beyond just those who live in the neighborhood. The group requested time to review the engineer’s opinion. 2.PublicInput Debbie Miller: is concerned with how the traffic on Normal is calmed. Also concerned that there are no Clay Street improvements required. Wondered if anyone had talked to the Later Day Saints church to see how they felt about a road running through their ball fields. Was concerned about changes caused by the new streets effecting the safety of school bus travel and turnarounds. Howdy Miller: Was concerned that the exits onto E. Main Street from the neighborhood are all on a curve and a hill, and therefore difficult and dangerous. Barry Vitcov: Believes the density discussion needed to take place before this traffic discussion. Randy Jones: Is in favor of the 20 year plan for financing, as it would help them develop and be reimbursed. Recognizes that there has to be enough logical, developable land to make this work financially. Nancy Boyer: Like she stated in her e-mail, only talking to the Normal Avenue neighbors is too limiting. Why aren’t we calling it the “Urban Growth Boundary” group to interest residentsfrom around town to participate? Also wants all documents submitted available for everyone to read. Bryce Anderson: With new changes, extra density, etc. we need public transportation in this area. Wondered if East Main Street at its present size would be able to accommodate the changes planned on Clay Street. With the current plan of only having sidewalk and bike lane on one side of East Main Street, entrances will need to have lights for the safety of bike riders going the wrong direction in the bike lane. Julie Matthews: Wants the street shown as currently cutting through the Latter Day Saints church lot to be removed from the plan as it will never exist, so you can see the real lack of connection. Is concerned with whether stop signs will be located in certain areas of the plan. Wondered why the railroad isn’t in use, would like to see light rail in operation. Minutes for the Normal Working Group August 21, 2014 Page 3 of 3 Dale Swire:Traffic circles and curvilinear streets have been used effectively for traffic calming in other places, wants them considered here. 3. Next Meeting September 4, 4:30 – 6:00. Topic for discussion will be density September 18, 4:30 – 6:30. Marsh would like to have a “panel of experts” share their views and interact with the Group to help mold the plan. This is a balance between keeping the discussions only within the Group, and allowing everyone from the public to have longer discussions. Reminded everyone they always read whatever is submitted in writing. On the panel she would like to have: 1 Neighborhood representative from within the Normal Neighborhood 1 Neighborhood representative from the nearby neighborhoods 1 developer 2 “good observers” from the community The group agreed to this plan and to allow Marsh to work with staff to determine the participants. Meeting adjourned at 6:01 p.m. Respectfully submitted, Diana Shiplet Executive Secretary Memo Normal Neighborhood Plan Working Group 9/04/2014 TO: Normal Neighborhood Plan Working Group FROM:Brandon Goldman, Senior Planner Brandon.Goldman@ashland.or.us RE: Normal Neighborhood Plan Housing Concentration Discussion. Summary On July 10, 2014, the Normal Neighborhood Plan working group began a discussion regarding the housing concentrations proposed within the plan and each member individually developed a map to identify potential plan alterations. The group requested that staff assemble a “joint” map, using these maps provided by the group. This joint map will allow the group to examine the impacts of such changes on properties within, and adjacent to,the plan area, evaluate changes in the number of housing units that could be accommodated, and further discuss the integration of transportation, land use, and open space within the neighborhood. Staff has created a Working Group Alternative Discussion Draft map (dated 9/04/2014 -attached ) which addresses the items of common interest as reflected in the July 10 working group minutes: Transition from south to north in density (i.e. higher densities closer to Ashland Street and amenities) The plan’s highest density area initially designated as NN-03 (15 units per acre) has been reclassified as NN-2 which would be comparable to the City’sexisting R-2 zoning (low-density multifamily at 13.5 units per acre) and has been relocated to be adjacent to the railroad tracks in the southern plan area. The southwest corner of the plan area, the 13 acre -7-lot Greene Subdivision, has been retained as a single family residential zone given the prior development of the area as large lot single family homes. An evaluation of the future re-development potential of the Greene Subdivision area indicates that a density of 4.5 units per acre in this area could accommodate up to 35 additional lots without necessitating removal of existing residences, provided access issues were addressed through the installation of new local streets. Maintaining the East Main Street view plain (i.e. lower densities along East Main Street) The originally proposed NN-03 (15 units per acre) for the East Main Street frontage of the Baptist Church property has been reduced to a 7.2 units per acre NN-1-3.5 zone in the Working Page 1 of 4 Group Alternative discussion draft map. This “suburban residential” zone, assigned to both this property and the Latter Day Saints church property to the east, is consistent with the property’s existing comprehensive plan designation. All other properties fronting on East Main Street have been classified as NN-1-5, which would be a single family zone consistent with the City’s existing R-1-5 zone. Moderate density levels in the interior of the plan The Working Group Alternative discussion draft map shows the interior of the plan area zoned as NN-1-3.5, which would be comparable to the City’s R-1-3.5 zone with 7.2 units per acre as a base density. The draft Normal Plan’sNN-02 zone was established with a base density of 10 units per acre, therefore this density change would constitute a reduction in the number and type of housing units that could be achieved. More grid-like streets for better connectivity The street network reflected in the joint discussion map establish a more rectilinear grid that the original “modified grid” shown in the original proposed map. The street grid presented is largely consistent with the map presented to the working group on August 21 for discussion purposes. Some key elements include: o A reduction in meandering street paths o Greater alignment of east-west local streets. o Elimination of one shared street adjacent to the center wetlands o Normal Ave to extend only to the Tempe Emek Shalom parking area, and would not connect to East Main St. A multi-use path for pedestrians and bicyclists is proposed to connect this street terminus to East Main Street. o A newly proposed East/West connection from the existing Normal Ave. to the middle school in the south west corner of the plan area is included. Additionally north south road running along the eastern boundary of the middle school property has been presented for consideration. These newly proposed roads would enable the future development of the large lot single facility homes (Greene Subdivision) at single family densities consistent with the City’s existing R-1-5 zone. o Members of the working group voiced concerns regarding an off-set presented in the street grid in the vicinity of this new east west connection. In further evaluating these potential intersections there is a distance of 125’ between the centerlines of the two streets. An off-set of this distance is consistent with Ashland’s existing Page 2 of 4 minimum standards regarding street alignment (18.80.020.B2). o At the time of annexation and development of a property the relocation of streets and paths to accommodate physical constraints, design efficiency, access management, and engineering recommendations isanticipated and permittedin the draft Normal Neighborhood Plan land use code. Refininga road’s location by less than 50’ in any direction requires no amendment to the plan, however if the relocation is greater than 50’ then a minor amendment would be necessary. The removal of a multi-use path or street would trigger a major amendment to the plan so the issues of access and connectivity could be examined fully. Use of zoning language more typical of the rest of the city’s zoning labels As noted in the sections above the joint discussion map presents zoning classifications that have densities comparable to existing City zones (NN-1-5 = R-1-5; NN-1-3.5 = R-1-3.5; NN-2 = R-2). However, Staff suggests retention og the “NN” preface designation to explicitely identify properties within the district. The draft Normal Neighborhood Plan overlay district land use code coordinates the land uses, street framework, conservation areas, building types, and general design standards for the area. Staff believes that recognition of the district within the zoning labels is essential to ensure development occursinaccordance with the Normal Neighborhood Plan which sets clear expectations for housing types, storm water management, and existing policy objectives. Neighborhood Serving commercial uses. A market analysis of the plan area completed by Leland Consulting Group showedthat it is a weak location for retail. Traffic volumes in the area are currently low and the projections based upon the plan indicate that traffic volumes will continue to be low – even when the neighborhood is fully developed. The draft plan shows the potential for approximately 500 dwelling units so small scale retail and commercial space, such as a coffee shop, corner store, daycare center, or growers market will eventually be feasible. Such neighborhood serving businesses would be located within a limited commercial overlay area. In the event neighborhood serving commercial usesare to be incorporated into the district staff believes an overlay zone adjacent to East Main Street and the new Normal Collector is preferred to provide the visibility, traffic volumes, and ready access needed for such mixed- use development. For consideration the Working Group Alternative map includes such an overlay for discussion purposes. Page 3 of 4 Maintaining of open space th This item was discussed by the working group on July 24. The discussion map presented has retained the Open space/Conservation Areas originally identified in the proposed plan based upon the 2007 Local Wetland Inventory (LWI), FEMA 100 year floodplain, Ashland Floodplain, and associated riparian and wetland protection buffer areas. o Following the development of the original plan, in the last month the City has received two wetland delineation reports that indicate the extent of wetlands on the covered properties is not as extensive as was identified in the 2007 LWI. These full technical reports are available online at www.ashland.or.us/normalplan, and the summary information provided in these reports is provided as an attachment. Plan Alternatives, housing unit comparisons The gross estimates of potential housing units in the table below are intended to provide an “apples to apples” comparison to help the Working Group evaluate differences between thealternatives. These estimates are calculated using the “base density” of the underlying zone only, and do not factor in reductions due to pre-existing developments, or added density potential through application of eligible density bonuses. Existing Comprehensive Plan Proposed Normal Plan Working Group Alternative 1989 3/11/2014 9/04/2014 Gross Base Gross Base Gross Base Zone Zone Zone acreage units acreage units acreage units Single Family R-1-5 NN-01 NN-1-5 51.5 231 31.2 156 26 117 (4.5 du/acre) (5 du/acre) (4.5 du/acre) Residential Suburban R-1-3.5 NN-02 NN-1-3.5 42.4 305 31 310 36 259 (7.2 du/acre) (10 du/acre) (7.2 du/acre) Residential Multi-family NN-03 NN-2 NA NA NA 5.3 80 5.5 74 (15 du/acre) (13.5 du/acre) Residential Openspace NA NA NA various 26.4 0 various 26.4 0 Areas Gross housing 536 546 450 unit potential ATTACHMENTS: o Working Group Alternative Discussion Draft map dated 9/4/2014 o Working Group Members individual concept maps(presented 7/04/2014) o Wetland Reportsummary – Mahar Homes o Wetland Report summary –Magnolia Homes o Future Traffic Report summary(SJC Alliance dated 11/19/2013) Page 4 of 4 Ashland Middle School Walker Elementary School 0200400800Feet Normal Neighborhood Plan Working Group Alternaitive Discussion Draft Zone Street Types Openspace Areacollector NN-1-5 significant wetlands path NN-1-3.5 (2007 LWI) \[ street NN-1-3.5-C shared street 9/04/2014 NN-2 TECHNICAL MEMORANDUM TO: Brandon Goldman, City of Ashland FROM: Anne Sylvester, PTE DATE: November 19, 2013 PROJECT #: 0722.01 SUBJECT: Final CǒƷǒƩĻ /ƚƓķźƼƚƓƭ wĻƦƚƩƷ ŅƚƩ bƚƩƒğƌ !ǝĻƓǒĻ bĻźŭŷĬƚƩŷƚƚķ tƌğƓ 1.INTRODUCTION ŷĻ ƦǒƩƦƚƭĻ ƚŅ Ʒŷźƭ ƒĻƒƚ źƭ Ʒƚ ƭǒƒƒğƩźǩĻ ƷŷĻ ğƓğƌǤƭźƭ ƚŅ ŅǒƷǒƩĻ ЋЉЌБ ƷƩğŕĭ ĭƚƓķźƼƚƓƭ źƓ ƷŷĻ bƚƩƒğƌ !ǝĻƓǒĻ bĻźŭŷĬƚƩŷƚƚķ tƌğƓ ƭƷǒķǤ ğƩĻğ͵ ŷĻ ƌƚĭğƼƚƓ ƚŅ Ʒŷźƭ ƭƷǒķǤ ğƩĻğ ğƓķ źƷƭ ƭǒƩƩƚǒƓķźƓŭ ƭƷƩĻĻƷ ƭǤƭƷĻƒ źƭ źƌƌǒƭƷƩğƷĻķ źƓ CźŭǒƩĻ Њ͵ !ƓğƌǤƭźƭ źƭ ĬğƭĻķ ƚƓ ƷŷĻ ķƩğũ bĻźŭŷĬƚƩŷƚƚķ tƌğƓ ΛķğƷĻķ WǒƓĻ ЋЎͲ ЋЉЊЌΜ źƓĭƌǒķźƓŭ ĬƚƷŷ ƩĻĭƚƒƒĻƓķĻķ ƌğƓķ ǒƭĻƭͲ ķĻƓƭźƼĻƭ ğƓķ ƌƚĭğƼƚƓƭͲ ğƭ ǞĻƌƌ ğƭ ƦƩƚƦƚƭĻķ ƒǒƌƼƒƚķğƌ ƩğƓƭƦƚƩƷğƼƚƓ {ǤƭƷĻƒ tƌğƓ Λ{tΜ ƦķğƷĻ źƓĭƌǒķźƓŭ ƷŷĻ ĻǣƷĻƓƭźƚƓ ƚŅ bƚƩƒğƌ !ǝĻƓǒĻ ŅƩƚƒ ƷŷĻ ĻǣźƭƼƓŭ ğƷΏ grade rail crossing north and east to intersect East Main Street. The TSP also recommends źƒƦƩƚǝĻƒĻƓƷƭ Ʒƚ ğĭƼǝĻ ΛĬźĭǤĭƌĻ ğƓķ ƦĻķĻƭƷƩźğƓΜ ƷƩğƓƭƦƚƩƷğƼƚƓ ŅğĭźƌźƼĻƭ͵ ŷźƭ ƒĻƒƚƩğƓķǒƒ źƭ ĬǒźƌƷ ƚƓ ƷŷĻ ğƓğƌǤƭźƭ ƚŅ ĻǣźƭƼƓŭ ƷƩğƓƭƦƚƩƷğƼƚƓ ŅğĭźƌźƼĻƭ ğƓķ ƚƦĻƩğƼƓŭ ĭƚƓķźƼƚƓƭ that was prepared by myself and documented in a Technical Memorandum dated September 5, 2012. tƌĻğƭĻ ƩĻŅĻƩ Ʒƚ ƷŷğƷ ƩĻƦƚƩƷ ŅƚƩ ğ ķźƭĭǒƭƭźƚƓ ƚŅ ĻǣźƭƼƓŭ ƷƩğŕĭ ǝƚƌǒƒĻƭͲ ƚƦĻƩğƼƓŭ ƦĻƩŅƚƩƒğƓĭĻ ŅƚƩ ĻǣźƭƼƓŭ ƭƷƩĻĻƷƭͲ źƓƷĻƩƭĻĭƼƚƓƭͲ ƷƩğƓƭźƷͲ ĬźĭǤĭƌĻ ğƓķ ƦĻķĻƭƷƩźğƓ ŅğĭźƌźƼĻƭͲ ğƓķ ƩĻĭĻƓƷ ƒǒƌƼƒƚķğƌ ƭğŅĻƷǤ ĻǣƦĻƩźĻƓĭĻ ğƓķ ĭƚƓƭźķĻƩğƼƚƓƭ͵ ŷźƭ ƒĻƒƚ źƓĭƌǒķĻƭ ƭźǣ ƒğƆƚƩ ƭĻĭƼƚƓƭͲ ğƭ ķĻƭĭƩźĬĻķ ĬĻƌƚǞʹ {ĻĭƼƚƓ Њ źƭ Ʒŷźƭ źƓƷƩƚķǒĭƼƚƓ͵ {ĻĭƼƚƓ Ћ ƦƩĻƭĻƓƷƭ ğƓ 9ǣĻĭǒƼǝĻ {ǒƒƒğƩǤ ƚŅ ƷŷĻ ƉĻǤ ŋƓķźƓŭƭͲ ĭƚƓĭƌǒƭźƚƓƭ ğƓķ ƩĻĭƚƒƒĻƓķğƼƚƓƭ of the study {ĻĭƼƚƓ Ќ ķĻƭĭƩźĬĻƭ ƷŷĻ ĻǣźƭƼƓŭ bƚƩƒğƌ !ǝĻƓǒĻ bĻźŭŷĬƚƩŷƚƚķ tƌğƓ ƭƷǒķǤ ğƩĻğ͵ {ĻĭƼƚƓ Ѝ ŷźŭŷƌźŭŷƷƭ ĭŷğƩğĭƷĻƩźƭƼĭƭ ƚŅ ƷŷĻ ğƓƼĭźƦğƷĻķ ЋЉЌБ ĬğƭĻƌźƓĻ ƷƩğƓƭƦƚƩƷğƼƚƓ ƭǤƭƷĻƒ͵ ŷźƭ ĬğƭĻƌźƓĻ ƷƩğƓƭƦƚƩƷğƼƚƓ ƭǤƭƷĻƒ źƓĭƌǒķĻƭ ķĻǝĻƌƚƦƒĻƓƷ ǞźƷŷźƓ ƷŷĻ bĻźŭŷĬƚƩŷƚƚķ tƌğƓ ğƩĻğ ğƭ ğƓƼĭźƦğƷĻķ ǒƓķĻƩ ĻǣźƭƼƓŭ /ƚƒƦƩĻŷĻƓƭźǝĻ tƌğƓ ķĻƭźŭƓğƼƚƓƭ ğƓķ źƓĭƌǒķĻƭ ğƓ ĻǣƷĻƓƭźƚƓ ƚŅ bƚƩƒğƌ !ǝĻƓǒĻ ŅƩƚƒ źƷƭ ĭǒƩƩĻƓƷ ƓƚƩƷŷĻƩƓ ƷĻƩƒźƓǒƭ Ʒƚ ğ ƓĻǞ źƓƷĻƩƭĻĭƼƚƓ ǞźƷŷ 9͵ ağźƓ {ƷƩĻĻƷ͵ ŷĻ ƭĻĭƼƚƓ ğƌƭƚ źƓĭƌǒķĻƭ ğ ĬƩźĻŅ ƭǒƒƒğƩǤ ƚŅ ĻǣźƭƼƓŭ ĭƚƓķźƼƚƓƭ ğƷ źƓƷĻƩƭĻĭƼƚƓƭ ƷŷğƷ ǞĻƩĻ ğķķĻķ Ʒƚ ƷŷĻ ƭƷǒķǤ ğƩĻğ ğũĻƩ ĭƚƒƦƌĻƼƚƓ ƚŅ ƷŷĻ 9ǣźƭƼƓŭ /ƚƓķźƼƚƓƭ !ƓğƌǤƭźƭ ķƚĭǒƒĻƓƷĻķ źƓ ƷŷĻ September, 2012 memorandum. 315 W Mill Plain Blvd Vancouver, WA 98660 Oﬃce 503.341.6248 www.scjalliance.com November 20, 2013 Page 2 of 27 {ĻĭƼƚƓ Ў ŅƚĭǒƭĻƭ ƚƓ ƷŷĻ ŅǒƷǒƩĻ ƷƩğŕĭ ĭƚƓķźƼƚƓƭ ğƭƭƚĭźğƷĻķ ǞźƷŷ bĻźŭŷĬƚƩŷƚƚķ tƌğƓ ķĻǝĻƌƚƦƒĻƓƷ źƓ ƷŷĻ ƭƷǒķǤ ğƩĻğ źƓĭƌǒķźƓŭ ƦƩƚƦƚƭĻķ ƌğƓķ ǒƭĻƭ ğƓķ ķĻƓƭźƼĻƭͲ ğƌƚƓŭ ǞźƷŷ ƷŷĻ ƦƩƚƦƚƭĻķ ƷƩğƓƭƦƚƩƷğƼƚƓ ƓĻƷǞƚƩƉƭ ŅƚƩ ǝĻŷźĭƌĻƭͲ ĬźĭǤĭƌĻƭ ğƓķ ƦĻķĻƭƷƩźğƓƭ͵ ŷĻ ƭĻĭƼƚƓ źƓĭƌǒķĻƭ ƉĻǤ ŋƓķźƓŭƭ ğƓķ ĭƚƓĭƌǒƭźƚƓƭͲ ğƓķ ƦƩĻƭĻƓƷƭ ƩĻĭƚƒƒĻƓķğƼƚƓƭ ŅƚƩ ƷƩğƓƭƦƚƩƷğƼƚƓ źƒƦƩƚǝĻƒĻƓƷ Ʒƚ ƒğǣźƒźǩĻ ƚƦĻƩğƼƚƓƭ ğƓķ ĻƓŷğƓĭĻ ƭğŅĻƷǤ͵ {ĻĭƼƚƓ Џ ķƚĭǒƒĻƓƷƭ ƷŷĻ ğƓğƌǤƭźƭ ƚŅ aǒƌƼƒƚķğƌ \[ĻǝĻƌƭ ƚŅ {ĻƩǝźĭĻ Λaa\[h{Μ 2.EXECUTIVE SUMMARY 2.1Key Findings and Conclusions YĻǤ ŋƓķźƓŭƭ ğƓķ ĭƚƓĭƌǒƭźƚƓƭ ŅƩƚƒ ƷŷĻ ğƓğƌǤƭźƭ ƚŅ ƷŷĻ ƒǒƌƼƒƚķğƌ ƷƩğƓƭƦƚƩƷğƼƚƓ ƭǤƭƷĻƒ ǞźƷŷźƓ ğƓķ aﬀected by development of the Normal Avenue Neighborhood Plan are as follows: Drawing on the conclusions in the 9ǣźƭƼƓŭ ƩğƓƭƦƚƩƷğƼƚƓ /ƚƓķźƼƚƓƭ ĻĭŷƓźĭğƌ aĻƒƚƩğƓķǒƒ ΛķğƷĻķ {ĻƦƷĻƒĬĻƩ ЎͲ ЋЉЊЋΜ ğƭ ğǒŭƒĻƓƷĻķ ĬǤ ğķķźƼƚƓğƌ ĭǒƩƩĻƓƷ ƷƩğŕĭ ķğƷğͲ ğƌƌ ĻźŭŷƷ ƭƷǒķǤ ğƩĻğ źƓƷĻƩƭĻĭƼƚƓƭ ğƩĻ ĭǒƩƩĻƓƷƌǤ ƦĻƩŅƚƩƒźƓŭ ǞźƷŷźƓ ƷŷĻźƩ ğƦƦƌźĭğĬƌĻ ƒƚĬźƌźƷǤ ƭƷğƓķğƩķƭ ķǒƩźƓŭ ƷŷĻ ta ƦĻğƉ ŷƚǒƩ ΛƷŷĻ ƦƩźƒğƩǤ ğƓğƌǤƭźƭ ƼƒĻ ƦĻƩźƚķΜ͵ ŷĻ ğƭƭĻƭƭƒĻƓƷ ƚŅ ЋЉЌБ ta ƦĻğƉ ŷƚǒƩ ƷƩğŕĭ ƚƦĻƩğƼƚƓƭ ğƷ ƭƷǒķǤ ğƩĻğ źƓƷĻƩƭĻĭƼƚƓƭ źƓķźĭğƷĻƭ ƷŷğƷ ǞŷźƌĻ ĭƚƒƒǒƓźƷǤ ŭƩƚǞƷŷ Ǟźƌƌ źƓĭƩĻğƭĻ ƷŷĻ ƌĻǝĻƌ ƚŅ ķĻƌğǤ ĻǣƦĻƩźĻƓĭĻķ ğƷ Ļğĭŷ ƌƚĭğƼƚƓͲ ğƌƌ źƓƷĻƩƭĻĭƼƚƓƭ Ǟźƌƌ ƒĻĻƷ ƷŷĻźƩ ğƦƦƌźĭğĬƌĻ ƒƚĬźƌźƷǤ ƭƷğƓķğƩķƭ͵ LƓ ĭĻƩƷğźƓ ƌƚĭğƼƚƓƭͲ ĻǣƦĻĭƷĻķ ƷƩğŕĭ ƨǒĻǒĻƭ Ǟźƌƌ ĻǣĭĻĻķ ğǝğźƌğĬƌĻ ǝĻŷźĭƌĻ ƭƷƚƩğŭĻ ĭƩĻğƼƓŭ ƌźƒźƷĻķ źƒƦğĭƷƭ ƚƓ ƷŷƩƚǒŭŷ ƷƩğŕĭ ƒƚǝĻƒĻƓƷ͵ ŷĻ ƒƚƭƷ ƭźŭƓźŋĭğƓƷ źƒƦğĭƷ źƭ ĻǣƦĻĭƷĻķ Ʒƚ ƚĭĭǒƩ źƓ ƷŷĻ ǞĻƭƷĬƚǒƓķ ƌĻũ ƷǒƩƓ ƌğƓĻ ğƷ ƷŷĻ źƓƷĻƩƭĻĭƼƚƓ ƚŅ !ƭŷƌğƓķ {ƷƩĻĻƷ ǞźƷŷ ƚƌƒğƓ /ƩĻĻƉ wƚğķ͵ Development of the Normal Avenue Neighborhood Plan is expected to generate the following magnitude of trips (total inbound and outbound): Phase Daily AM Peak PM Peak Phase 1 1,946 139 172 Phase 2 1,156 87 112 Total 3,102 226 284 With development of either Phase 1 or 2 of the Neighborhood Plan, in the 2038 PM peak hour ğƌƌ ƭƷǒķǤ ğƩĻğ źƓƷĻƩƭĻĭƼƚƓƭ ğƩĻ ĻǣƦĻĭƷĻķ Ʒƚ ƒĻĻƷ ƷŷĻźƩ ğƦƦƌźĭğĬƌĻ ƒƚĬźƌźƷǤ ƭƷğƓķğƩķƭ͵ Ʃğŕĭ ƨǒĻǒźƓŭ źƒƦğĭƷƭ ğƩĻ ĻǣƦĻĭƷĻķ Ʒƚ ĬĻ ƭźƒźƌğƩ Ʒƚ ƷŷƚƭĻ ķĻƭĭƩźĬĻķ ŅƚƩ ЋЉЌБ ĬğƭĻ ĭƚƓķźƼƚƓƭͲ ǞźƷŷ ğ ƌĻƭƭĻƩ źƒƦğĭƷ ğƭƭƚĭźğƷĻķ ǞźƷŷ ǞĻƭƷĬƚǒƓķ ƌĻũ ƷǒƩƓƭ ğƷ ƷŷĻ źƓƷĻƩƭĻĭƼƚƓ ƚŅ !ƭŷƌğƓķ {ƷƩĻĻƷ ğƓķ Tolman Creek Road. With Phase 1 development, approximately 1,000 vehicles per day are expected to use Normal Avenue, and approximately 1,200 vehicles per day with Phase 2 development. This is ƭźŭƓźŋĭğƓƷƌǤ ƌƚǞĻƩ ƷŷğƓ ƷŷĻ ǝƚƌǒƒĻ ƩğƓŭĻ ƩĻĭƚƒƒĻƓķĻķ ŅƚƩ ğƓ !ǝĻƓǒĻ ƭƷƩĻĻƷ ĭƌğƭƭźŋĭğƼƚƓ͵ Access spacing for internal streets shown on the current Normal Avenue Neighborhood plan ƒĻĻƷƭ ĬƚƷŷ ĭǒƩƩĻƓƷ ĭźƷǤ ƭƷğƓķğƩķƭ ğƓķ ƷŷĻ ƭƦğĭźƓŭ ƩĻĭƚƒƒĻƓķğƼƚƓƭ ƚŅ ƷŷĻ ƩĻĭĻƓƷƌǤ ğķƚƦƷĻķ ƩğƓƭƦƚƩƷğƼƚƓ {ǤƭƷĻƒ tƌğƓ͵ Ʃğŕĭ ƚƦĻƩğƼƚƓƭ ğƓğƌǤƭźƭ ŅƚƩ tŷğƭĻƭ Њ ğƓķ Ћ Ǟğƭ ĬğƭĻķ ƚƓ ƷŷĻ ğƭƭǒƒƦƼƚƓ ƷŷğƷ ğ ƦǒĬƌźĭ crossing would not be provided on Normal Avenue where it currently intersects the CORP rail November 20, 2013 Page 3 of 27 line. Thus, all traﬃc was assumed to use either E. Main or Clay Streets to enter or leave the ƓĻźŭŷĬƚƩŷƚƚķ͵ ŷźƭ ƩĻƭƷƩźĭƼƚƓ ķźķ ƓƚƷ ƩĻƭǒƌƷ źƓ ƭźŭƓźŋĭğƓƷ ğķǝĻƩƭĻ źƒƦğĭƷƭ Ʒƚ ƭǒƩƩƚǒƓķźƓŭ ƭƷƩĻĻƷƭ ƚƩ źƓƷĻƩƭĻĭƼƚƓƭ͵ 9ǣźƭƼƓŭ ƦĻķĻƭƷƩźğƓ ŅğĭźƌźƼĻƭ ǝğƩǤ ĭƚƓƭźķĻƩğĬƌǤ ƷŷƩƚǒŭŷƚǒƷ ƷŷĻ ƭƷǒķǤ ğƩĻğ ƩğƓŭźƓŭ ŅƩƚƒ ĻǣĭĻƌƌĻƓƷ ğƌƚƓŭ ğƌƉĻƩ !ǝĻƓǒĻ źƓ ƷŷĻ ǝźĭźƓźƷǤ ƚŅ ƷŷĻ ĻǣźƭƼƓŭ ƭĭŷƚƚƌƭ Ʒƚ ǝĻƩǤ ƦƚƚƩ ğƌƚƓŭ 9͵ ağźƓ {ƷƩĻĻƷ ǞŷĻƩĻ źƭ ƷŷĻƩĻ źƭ ƌźƒźƷĻķ ƭŷƚǒƌķĻƩ ƭƦğĭĻ ğƓķ ƩĻƌğƼǝĻƌǤ ŷźŭŷ ƭƦĻĻķƭ͵ .źĭǤĭƌĻ ŅğĭźƌźƼĻƭ ğƌƭƚ ǝğƩǤ ĭƚƓƭźķĻƩğĬƌǤ ƷŷƩƚǒŭŷƚǒƷ ƷŷĻ ƭƷǒķǤ ğƩĻğ ƩğƓŭźƓŭ ŅƩƚƒ ƦƚƚƩ ƚƓ 9͵ ağźƓ ğƓķ /ƌğǤ {ƷƩĻĻƷƭ ǞŷĻƩĻ Ɠƚ ŅğĭźƌźƼĻƭ ğƩĻ ƦƩĻƭĻƓƷ ğƓķ ƭŷƚǒƌķĻƩ ǞźķƷŷƭ ğƩĻ ƓğƩƩƚǞͲ Ʒƚ ĻǣĭĻƌƌĻƓƷ ğƌƚƓŭ ƷŷĻ ƓƚƩƷŷĻƩƓ ƦğƩƷ ƚŅ ğƌƉĻƩ !ǝĻƓǒĻ ǞŷĻƩĻ ƷŷĻƩĻ ğƩĻ ĻǣźƭƼƓŭ ĬźĭǤĭƌĻ ƌğƓĻƭ͵ Transit service is currently provided only along Ashland Street and Tolman Creek Road (RVTD wƚǒƷĻ ЊЉΜ͵ {ĻƩǝźĭĻ źƭ ƦƩƚǝźķĻķ ƚƓ ğ ŷğƌŅΏŷƚǒƩƌǤ Ĭğƭźƭ ğƓķ ƷƩğƓƭźƷ ğƒĻƓźƼĻƭ ğƩĻ ƒźƓźƒğƌ͵ źƷŷ ķĻǝĻƌƚƦƒĻƓƷ ƚŅ ƷŷĻ bƚƩƒğƌ !ǝĻƓǒĻ bĻźŭŷĬƚƩŷƚƚķ tƌğƓͲ źƷ źƭ ğƓƼĭźƦğƷĻķ ƷŷğƷ ǒƩĬğƓ ƭĭğƌĻ źƒƦƩƚǝĻƒĻƓƷƭ Ǟƚǒƌķ ĬĻ ƒğķĻ Ʒƚ 9͵ ağźƓ {ƷƩĻĻƷ͵ ŷĻƭĻ ĭŷğƓŭĻƭ Ǟƚǒƌķ źƒƦƩƚǝĻ ƷŷĻ ƒǒƌƼƒƚķğƌ \[h{ ğƓğƌǤƭźƭ ƩĻƭǒƌƷƭ ŅƚƩ 9͵ ağźƓ {ƷƩĻĻƷ ŅƚƩ ĬźĭǤĭƌĻ ğƓķ ƦĻķĻƭƷƩźğƓ ŅğĭźƌźƼĻƭ Ʒƚ ĻǣĭĻƌƌĻƓƷ͵ 2.2wĻĭƚƒƒĻƓķğƼƚƓƭ 9͵ ağźƓ {ƷƩĻĻƷ ĭƩƚƭƭΏƭĻĭƼƚƓ at a minimum this street should be constructed to include: two 11-foot travel lanes, two 6-foot bike lanes (or a 6-foot shoulder along the north side of the ƭƷƩĻĻƷΜͲ ğ Ў Ʒƚ БΏŅƚƚƷ ƦƌğƓƼƓŭ ƭƷƩźƦ ƚƓ ƷŷĻ ƭƚǒƷŷ ƭźķĻ ƚŅ ƷŷĻ ƭƷƩĻĻƷ Ʒƚ ĬǒňĻƩ ƷŷĻ ƭźķĻǞğƌƉ ŅƩƚƒ vehicular traﬃc, and a 6 to 10-foot sidewalk, also along the south side of the street. The ƭŷƚǒƌķĻƩ ğƌƚƓŭ ƷŷĻ ƓƚƩƷŷ ƭźķĻ ƚŅ 9͵ ağźƓ {ƷƩĻĻƷ źƭ ƩĻĭƚƒƒĻƓķĻķ ǒƓƼƌ ƭǒĭŷ ƼƒĻ ğƭ ƷŷĻ ğķƆğĭĻƓƷ property is included within the UGB and developed. A 12-foot center turn lane should be considered as a safety enhancement and/or to meet longer-term travel needs as future ĭƚƓķźƼƚƓƭ ǞğƩƩğƓƷ͵ !ĭĭĻƭƭ ƌƚĭğƼƚƓƭ ƚƓƷƚ 9͵ ağźƓ {ƷƩĻĻƷ ƭŷƚǒƌķ ĬĻ ƌźƒźƷĻķͲ ǞŷĻƩĻ ƦƚƭƭźĬƌĻ Ʒƚ ƌƚĭğƌ ƚƩ ĭƚƌƌĻĭƷƚƩ !ķķźƼƚƓğƌƌǤͲ ğƌƌ ğĭĭĻƭƭ ƌƚĭğƼƚƓƭ ƚƓƷƚ 9͵ ağźƓ {ƷƩĻĻƷ ƭŷƚǒƌķ ƒĻĻƷ ƷŷĻ źƓƷĻƩƭĻĭƼƚƓ ğƓķ ƭƷƚƦƦźƓŭ ƭźŭŷƷ ķźƭƷğƓĭĻ ƩĻƨǒźƩĻƒĻƓƷƭ ğƭƭƚĭźğƷĻķ ǞźƷŷ źƷƭ ĻǣźƭƼƓŭ ƭƦĻĻķ͵ As the property along E. Main Street is urbanized, the City should request that ODOT perform a ƭƦĻĻķ ǩƚƓźƓŭ ƭƷǒķǤ ǞźƷŷ ƷŷĻ ŭƚğƌ ƚŅ ƩĻķǒĭźƓŭ ƷŷĻ ĻǣźƭƼƓŭ ЍЉ ƒƦŷ ƦƚƭƷĻķ ƭƦĻĻķ Ʒƚ ğ ƌƚǞĻƩ ƌźƒźƷ͵ /ƚƓƭźķĻƩğƼƚƓ ƭŷƚǒƌķ ĬĻ ŭźǝĻƓ Ʒƚ ƭƦĻĻķƭ źƓ ƷŷĻ ƩğƓŭĻ ƚŅ ЋЎ Ʒƚ ЌЉ ƒƦŷ͵ bƚƩƒğƌ !ǝĻƓǒĻ ƭŷƚǒƌķ ĬĻ ƩĻĭƌğƭƭźŋĻķ ŅƩƚƒ źƷƭ ĭǒƩƩĻƓƷ {t ķĻƭźŭƓğƼƚƓ ğƭ ğƓ !ǝĻƓǒĻ Ʒƚ ğ bĻźŭŷĬƚƩŷƚƚķ /ƚƌƌĻĭƷƚƩ ǞźƷŷ ƷŷĻ ƩĻĭƚƒƒĻƓķĻķ ĭƩƚƭƭΏƭĻĭƼƚƓ ğƓķ ƒǒƌƼƒƚķğƌ źƒƦƩƚǝĻƒĻƓƷƭ ƷŷğƷ ğĭĭƚƒƦğƓǤ Ʒŷźƭ ķĻƭźŭƓğƼƚƓ͵ {ƷƚƦ ƭźŭƓƭ ƭŷƚǒƌķ ĬĻ źƓƭƷğƌƌĻķ ƚƓ ƭźķĻ ƭƷƩĻĻƷƭ ğƷ ğƌƌ źƓƷĻƩƭĻĭƼƚƓƭ ğƌƚƓŭ 9͵ ağźƓ {ƷƩĻĻƷͲ ĻǣĭĻƦƷ źŅ ğƓķ ǞŷĻƩĻ ƩƚǒƓķğĬƚǒƷƭ ğƩĻ ĭŷƚƭĻƓ ğƭ ƷŷĻ ƦƩĻŅĻƩƩĻķ ƒĻğƓƭ ƚŅ źƓƷĻƩƭĻĭƼƚƓ ƷƩğŕĭ ĭƚƓƷƩƚƌ͵ A decision on appropriate traﬃc control should be made as street improvements are developed. Stop sign warrant analysis should be conducted along the New Normal Avenue through the ŷĻğƩƷ ƚŅ ƷŷĻ ƦƩƚƆĻĭƷ Ʒƚ źķĻƓƼŅǤ ğƓǤ ƌƚĭğƼƚƓƭ ğƦƦƩƚƦƩźğƷĻ ŅƚƩ ƭźķĻ ƭƷƩĻĻƷ ƭƷƚƦ ƭźŭƓ ĭƚƓƷƩƚƌ͵ /ƚƓƭźķĻƩğƼƚƓ ƭŷƚǒƌķ ğƌƭƚ ĬĻ ŭźǝĻƓ Ʒƚ ĻźƷŷĻƩ ƭƷƚƦ ƚƩ ǤźĻƌķ ƭźŭƓƭ ǞŷĻƩĻ ƭźŭŷƷ ķźƭƷğƓĭĻ źƭ ƌźƒźƷĻķ͵ November 20, 2013 Page 4 of 27 ŷźƌĻ ƓƚƷ ƓĻĭĻƭƭğƩǤ ğƭ ğ ƷƩğŕĭ ƒźƼŭğƼƚƓ ƒĻğƭǒƩĻ ŅƚƩ ƦƚƷĻƓƼğƌ ƦƩƚƆĻĭƷ źƒƦğĭƷƭ ğƌƚƓŭ 9͵ ağźƓ Street or elsewhere, provision of a public crossing of the CORP rail line would beneﬁt the ƓĻźŭŷĬƚƩŷƚƚķ ĬǤ ƦƩƚǝźķźƓŭ ğƓ ğƌƷĻƩƓğƼǝĻ ƒǒƌƼƒƚķğƌ ƩƚǒƷĻ Ʒƚ ğ ǝğƩźĻƷǤ ƚŅ ķĻƭƼƓğƼƚƓƭ throughout the City and should be considered over the long-term. When such a crossing is źƓƭƷğƌƌĻķͲ ƷƩğŕĭ ǝƚƌǒƒĻƭ ğƷ ƷŷĻ źƓƷĻƩƭĻĭƼƚƓ ƚŅ bƚƩƒğƌ ğƓķ !ƭŷƌğƓķ {ƷƩĻĻƷƭ ƭŷƚǒƌķ ĬĻ ƒƚƓźƷƚƩĻķ Ʒƚ ķĻƷĻƩƒźƓĻ ǞŷĻƓ ƭźŭƓğƌźǩğƼƚƓ ƚŅ Ʒŷźƭ ƌƚĭğƼƚƓ źƭ ǞğƩƩğƓƷĻķ͵ LƷ źƭ ƩĻĭƚƒƒĻƓķĻķ ƷŷğƷ ƷŷĻ /źƷǤ ĭƚƓƭźķĻƩ ĻǣƷĻƓķźƓŭ ƓƚƩƷŷΉƭƚǒƷŷ ƌĻũ ƷǒƩƓ ĭŷğƓƓĻƌźǩğƼƚƓ ƚƓ ƚƌƒğƓ /ƩĻĻƉ wƚğķ ğƷ !ƭŷƌğƓķ {ƷƩĻĻƷ źƓ ƷŷĻ ŅǒƷǒƩĻ źŅ ğƓķ ǞŷĻƓ ƷŷĻ ƓĻĻķ ŅƚƩ ğķķźƼƚƓğƌ ǝĻŷźĭƌĻ storage becomes apparent. 3.STUDY AREA ŷĻ ƭƷǒķǤ ğƩĻğ ŅƚƩ ĻǝğƌǒğƼƓŭ ŅǒƷǒƩĻ ƷƩğƓƭƦƚƩƷğƼƚƓ ĭƚƓķźƼƚƓƭ ŅƚƩ ƷŷĻ bƚƩƒğƌ !ǝĻƓǒĻ bĻźŭŷĬƚƩŷƚƚķ Plan includes two primary areas of focus. The ﬁrst is the Normal Avenue Plan area itself, referred to in this report as the project area. This area includes both the alignment of Normal Avenue between the Central Oregon and Paciﬁc Railroad right-of-way and E. Main Street, and all other local streets within the tƌğƓ ğƩĻğ ƷŷğƷ ƦƩƚǝźķĻ ğĭĭĻƭƭ Ʒƚ źƓķźǝźķǒğƌ ƦƩƚƦĻƩƼĻƭ͵ ŷĻ ƦƩƚƦƚƭĻķ ƭƷƩĻĻƷ ƭǤƭƷĻƒ ŅƚƩ ƷŷĻ ƦƩƚƆĻĭƷ ğƩĻğ źƭ illustrated in Figure 2. This report documents the analysis of this internal street system focusing on ƭĻǝĻƩğƌ ƉĻǤ ƨǒĻƭƼƚƓƭʹ ŷĻƷŷĻƩ ƷŷĻ ƦƩƚƦƚƭĻķ ƭƷƩĻĻƷ ĭƌğƭƭźŋĭğƼƚƓ ğƓķ ĭƩƚƭƭΏƭĻĭƼƚƓ źƭ ĭƚƓƭźƭƷĻƓƷ ǞźƷŷ ğƓƼĭźƦğƷĻķ travel demand as the project area builds out. ŷĻƓ ğƓ ĻƓŷğƓĭĻķ ƦǒĬƌźĭ ĭƩƚƭƭźƓŭ ƚŅ ƷŷĻ ĻǣźƭƼƓŭ ƌźƒźƷĻķ ĭƩƚƭƭźƓŭ ƚŅ ƷŷĻ /ĻƓƷƩğƌ hƩĻŭƚƓ ğƓķ tğĭźŋĭ wğźƌƩƚğķ ğƷ bƚƩƒğƌ !ǝĻƓǒĻ Ǟźƌƌ ƓĻĻķ Ʒƚ ĬĻ źƒƦƩƚǝĻķ͵ ƓƼƌ ƭǒĭŷ ƼƒĻ ğƭ Ʒŷźƭ źƒƦƩƚǝĻƒĻƓƷ źƭ ƒğķĻ ƷƩğŕĭ ĭźƩĭǒƌğƼƚƓ ƷƚΉŅƩƚƒ ƷŷĻ ƦƌğƓ ğƩĻğ Ǟźƌƌ ƌğƩŭĻƌǤ Ņƚĭǒƭ ƚƓ 9͵ ağźƓ ğƓķ Clay Streets. ŷĻ ƭĻĭƚƓķ Ņƚĭǒƭ ğƩĻğ źƓĭƌǒķĻƭ ĻźŭŷƷ ƉĻǤ źƓƷĻƩƭĻĭƼƚƓƭ ƌƚĭğƷĻķ ƚƓ ƷŷĻ ƭƷƩĻĻƷƭ ƭǒƩƩƚǒƓķźƓŭ ƷŷĻ ƦƩƚƆĻĭƷ ğƩĻğ͵ 9ǣźƭƼƓŭ ƷƩğŕĭ ĭƚƓƷƩƚƌ ğƓķ ƌğƓĻ ĭŷğƓƓĻƌźǩğƼƚƓ ğƷ ƷŷĻƭĻ źƓƷĻƩƭĻĭƼƚƓƭ źƭ ķƚĭǒƒĻƓƷĻķ źƓ CźŭǒƩĻ Ќ. !ƓğƌǤƭźƭ ƚŅ ƷŷĻƭĻ źƓƷĻƩƭĻĭƼƚƓƭ Ǟğƭ ĭƚƓķǒĭƷĻķ Ʒƚ źķĻƓƼŅǤ ğƓǤ ƦƚƷĻƓƼğƌ ŅǒƷǒƩĻ ЋЉЌБ źƒƦğĭƷƭ ğƭƭƚĭźğƷĻķ ǞźƷŷ ƷŷĻ tƌğƓ͵ ŷĻƭĻ źƓƷĻƩƭĻĭƼƚƓƭ źƓĭƌǒķĻʹ Ashland Street at Walker Avenue (included in TSP Update) Ashland Street at Normal Avenue Ashland Street at Clay Street Ashland Street (Oregon Highway 66) at Tolman Creek Road (included in TSP Update) East Main Street at Walker Avenue (included in TSP Update) 9ğƭƷ ağźƓ {ƷƩĻĻƷ ğƷ 9ǣźƭƼƓŭ {ĭŷƚƚƌ .ǒƭ !ĭĭĻƭƭ wƚğķ East Main Street at Clay Street East Main Street at Tolman Creek Road 4.TRANSPORTATION ANALYSIS FOR BASELINE CONDITIONS ŷźƭ ƭĻĭƼƚƓ źķĻƓƼŋĻƭ ƷŷĻ ƩĻƌĻǝğƓƷ ƷƩğŕĭ ƚƦĻƩğƼƚƓğƌ ƦĻƩŅƚƩƒğƓĭĻ ƭƷğƓķğƩķƭ ƷŷğƷ ğƦƦƌǤ Ʒƚ ƭƷǒķǤ ğƩĻğ źƓƷĻƩƭĻĭƼƚƓƭ ǒƓķĻƩ ƷŷĻ ƆǒƩźƭķźĭƼƚƓ ƚŅ ĻźƷŷĻƩ ƷŷĻ hƩĻŭƚƓ 5ĻƦğƩƷƒĻƓƷ ƚŅ ƩğƓƭƦƚƩƷğƼƚƓ ƚƩ ƷŷĻ /źƷǤ ƚŅ Ashland. These standards form the basis for determining the quality of traﬃc performance on the local November 20, 2013 Page 5 of 27 ƭƷƩĻĻƷ ƭǤƭƷĻƒ ğƓķ ŅƚƩ ƨǒğƓƼƷğƼǝĻƌǤ ƒĻğƭǒƩźƓŭ ƷŷĻ źƒƦğĭƷ ƚŅ ķĻǝĻƌƚƦźƓŭ ƷŷĻ ƭƷǒķǤ ğƩĻğ źƓ ğ ƒğƓƓĻƩ consistent with the Normal Avenue Neighborhood Plan. 4.1LƓƷĻƩƭĻĭƼƚƓ hƦĻƩğƼƚƓğƌ {ƷğƓķğƩķƭ 4.1.1 h5h CğĭźƌźƼĻƭ hƓĻ źƓƷĻƩƭĻĭƼƚƓ źƓ ƷŷĻ bƚƩƒğƌ !ǝĻƓǒĻ ƭƷǒķǤ ğƩĻğ źƭ ǒƓķĻƩ ƷŷĻ ƆǒƩźƭķźĭƼƚƓ ƚŅ h5h OR 66 (Ashland {ƷƩĻĻƷΜ ğƷ ƚƌƒğƓ /ƩĻĻƉ wƚğķ͵ hw ЏЏ źƭ ķĻƭźŭƓğƷĻķ ğƭ ğ 5źƭƷƩźĭƷ IźŭŷǞğǤ ŅƩƚƒ źƷƭ źƓƷĻƩƭĻĭƼƚƓ ǞźƷŷ Tolman Creek Road eastward through the I-5 interchange. ODOT uses volume-toΏĭğƦğĭźƷǤ ΛǝΉĭΜ ƩğƼƚ ƭƷğƓķğƩķƭ Ʒƚ ğƭƭĻƭƭ ƷƩğŕĭ ƚƦĻƩğƼƚƓƭ ğƷ źƓƷĻƩƭĻĭƼƚƓƭ ƚƓ ƭƷğƷĻ ŷźŭŷǞğǤ ŅğĭźƌźƼĻƭ͵ ğĬƌĻ Џ ƚŅ ƷŷĻ hƩĻŭƚƓ IźŭŷǞğǤ tƌğƓ ΛhItΜ ğƓķ ğĬƌĻ ЊЉΏЊ ƚŅ ƷŷĻ hƩĻŭƚƓ IźŭŷǞğǤ 5ĻƭźŭƓ ağƓǒğƌ ΛI5aΜ ƦƩƚǝźķĻ ƷŷĻ ƒğǣźƒǒƒ ǝΉĭ ƩğƼƚƭ ŅƚƩ ğƌƌ ƭźŭƓğƌźǩĻķ ğƓķ ǒƓƭźŭƓğƌźǩĻķ źƓƷĻƩƭĻĭƼƚƓƭ ƚǒƷƭźķĻ ƚŅ ƷŷĻ tƚƩƷƌğƓķ aĻƷƩƚ ğƩĻğ͵ ŷĻ hIt ƩğƼƚƭ ğƩĻ ǒƭĻķ Ʒƚ ĻǝğƌǒğƷĻ ĻǣźƭƼƓŭ ğƓķ ŅǒƷǒƩĻ Ɠƚ Ĭǒźƌķ ĭƚƓķźƼƚƓƭͲ ǞŷźƌĻ ƷŷĻ I5a ƩğƼƚƭ ğƩĻ ǒƭĻķ Ʒƚ ĻǝğƌǒğƷĻ ƷƩğƓƭƦƚƩƷğƼƚƓ ƭǤƭƷĻƒ źƒƦƩƚǝĻƒĻƓƷƭ ƚƓ ƭƷğƷĻ ŷźŭŷǞğǤƭ͵ .ğƭĻķ ƚƓ źƷƭ ĭƌğƭƭźŋĭğƼƚƓ ğƭ ğ 5źƭƷƩźĭƷ IźŭŷǞğǤͲ ƷŷĻ ƭźŭƓğƌźǩĻķ źƓƷĻƩƭĻĭƼƚƓ ƚŅ hw ЏЏ ğƷ Tolman Creek Road has an OHP v/c standard of 0.95 (based on revisions to the OHP adopted by the 1 hƩĻŭƚƓ ƩğƓƭƦƚƩƷğƼƚƓ /ƚƒƒźƭƭźƚƓ źƓ 5ĻĭĻƒĬĻƩ ƚŅ ЋЉЊЊ Ǟŷźĭŷ ĬĻĭğƒĻ ĻňĻĭƼǝĻ ƚƓ WğƓǒğƩǤ ЊͲ ЋЉЊЋΜ. LƷƭ ƩĻƌĻǝğƓƷ I5a ǝΉĭ ƩğƼƚ źƭ Љ͵БЉ͵ 4.1.2/źƷǤ ƚŅ !ƭŷƌğƓķ CğĭźƌźƼĻƭ ŷĻ ƩĻƒğźƓźƓŭ ƭĻǝĻƓ źƓƷĻƩƭĻĭƼƚƓƭ źƓ ƷŷĻ ƭƷǒķǤ ğƩĻğ ğƩĻ ğƌƌ ǒƓķĻƩ ƷŷĻ ƆǒƩźƭķźĭƼƚƓ ƚŅ ƷŷĻ /źƷǤ ƚŅ !ƭŷƌğƓķ͵ .ğƭĻķ ƚƓ ķźƭĭǒƭƭźƚƓ źƓĭƌǒķĻķ źƓ ƷŷĻ {tͲ ƷŷĻ ŅƚƌƌƚǞźƓŭ ƚƦĻƩğƼƚƓğƌ ƭƷğƓķğƩķƭ ǞĻƩĻ ǒƭĻķʹ \[ĻǝĻƌ ƚŅ ƭĻƩǝźĭĻ Λ\[h{Μ 5 ğƷ ƭźŭƓğƌźǩĻķ ğƓķ ğƌƌΏǞğǤ ƭƷƚƦΏĭƚƓƷƩƚƌƌĻķ źƓƷĻƩƭĻĭƼƚƓƭ źŅ ƷŷĻ ǝΉĭ ƩğƼƚ źƭ ƓƚƷ ŷźŭŷĻƩ ƷŷğƓ Њ͵ЉЉ ŅƚƩ ƷŷĻ ƭǒƒ ƚŅ ĭƩźƼĭğƌ ƒƚǝĻƒĻƓƷƭ͵ \[h{ 9 ŅƚƩ ƷŷĻ ƦƚƚƩĻƭƷ ƚƦĻƩğƼƓŭ ğƦƦƩƚğĭŷ ğƷ ƷǞƚΏǞğǤ ƭƷƚƦΏĭƚƓƷƩƚƌƌĻķ źƓƷĻƩƭĻĭƼƚƓƭ͵ !ƦƦƩƚğĭŷĻƭ ƚƦĻƩğƼƓŭ ğƷ ğ \[h{ C ǞŷĻƩĻ ğ ƷƩğŕĭ ƭźŭƓğƌ źƭ ƓƚƷ ǞğƩƩğƓƷĻķ ǞĻƩĻ ğƌƭƚ źķĻƓƼŋĻķ źƓ ƷŷĻ {t͵ ! ƭǒƒƒğƩǤ ƚŅ ƷŷĻ ƩĻƌĻǝğƓƷ ƚƦĻƩğƼƚƓğƌ ƭƷğƓķğƩķƭ ŅƚƩ ƷŷĻ ƭĻǝĻƓ /źƷǤ źƓƷĻƩƭĻĭƼƚƓƭ źƓ ƷŷĻ bƚƩƒğƌ !ǝĻƓǒĻ study area is presented in Table 1 below. 1 December of 2011. Consequently the v/c threshold cited in the TSP is 0.90. November 20, 2013 Page 6 of 27 ğĬƌĻ Њ͵ hƦĻƩğƼƚƓğƌ ŷƩĻƭŷƚƌķ ŅƚƩ /źƷǤ LƓƷĻƩƭĻĭƼƚƓƭ Traﬃc Traﬃc LƓƷĻƩƭĻĭƼƚƓ Threshold LƓƷĻƩƭĻĭƼƚƓ Threshold Control Control E. Main Street @ Walker TWSC E .Main Street @ Clay Street TWSC Avenue * Ashland Street @ Walker Signal E. Main Street @ Tolman TWSC Avenue * Creek Road Ashland Street @ Normal TWSC Avenue * 4.2{ǤƓƚƦƭźƭ ƚŅ 9ǣźƭƼƓŭ Ʃğŕĭ ƚƌǒƒĻƭ ğƓķ hƦĻƩğƼƚƓğƌ !ƓğƌǤƭźƭ ŷĻ {ĻƦƷĻƒĬĻƩ ЋЎͲ ЋЉЊЋ 9ǣźƭƼƓŭ /ƚƓķźƼƚƓƭ ĻĭŷƓźĭğƌ aĻƒƚƩğƓķǒƒ ķƚĭǒƒĻƓƷƭ ƒǒĭŷ ƚŅ ƷŷĻ ĻǣźƭƼƓŭ ƒǒƌƼƒƚķğƌ ƷƩğƓƭƦƚƩƷğƼƚƓ ƭǤƭƷĻƒ źƓ ƷŷĻ ƭƷǒķǤ ğƩĻğ͵ IƚǞĻǝĻƩͲ ķǒƩźƓŭ ķĻǝĻƌƚƦƒĻƓƷ ƚŅ ƷŷĻ ŅǒƷǒƩĻ ĭƚƓķźƼƚƓƭ ğƓğƌǤƭźƭ ƷǞƚ ğķķźƼƚƓğƌ źƓƷĻƩƭĻĭƼƚƓƭ ǞĻƩĻ źķĻƓƼŋĻķ ŅƚƩ źƓĭƌǒƭźƚƓ Ʒƚ ĻǝğƌǒğƷĻ ĬƚƷŷ ƷŷĻ ƦƚƷĻƓƼğƌ źƒƦğĭƷƭ ƚŅ ŭƩƚǞƷŷ ğƓķ ƷŷĻ ƦƚƭƭźĬƌĻ ƓĻĻķ ŅƚƩ źƒƦƩƚǝĻƒĻƓƷƭ͵ ŷĻƭĻ źƓƷĻƩƭĻĭƼƚƓƭ źƓĭƌǒķĻķʹ Ashland Street at Clay Street 9ğƭƷ ağźƓ {ƷƩĻĻƷ ğƷ 9ǣźƭƼƓŭ {ĭŷƚƚƌ .ǒƭ !ĭĭĻƭƭ wƚğķ ΛĻğƭƷ ƚŅ ğƌƉĻƩ !ǝĻƓǒĻΜ !ķķźƼƚƓğƌƌǤͲ ƓĻǞ ƷǒƩƓźƓŭ ƒƚǝĻƒĻƓƷ ƷƩğŕĭ ĭƚǒƓƷ ķğƷğ ĬĻĭğƒĻ ğǝğźƌğĬƌĻ ŅƚƩ ƷŷĻ źƓƷĻƩƭĻĭƼƚƓ ƚŅ !ƭŷƌğƓķ {ƷƩĻĻƷ ğƷ ƚƌƒğƓ /ƩĻĻƉ wƚğķ͵ Ʃğŕĭ ĭƚǒƓƷ ķğƷğ ğƷ ğƌƌ ƷŷƩĻĻ ƌƚĭğƼƚƓƭ Ǟğƭ ƭĻğƭƚƓğƌƌǤ ğķƆǒƭƷĻķ ƦƩźƚƩ Ʒƚ ƚƦĻƩğƼƚƓƭ ğƓğƌǤƭźƭ !ƭƭǒƒƦƼƚƓƭ ĻĭŷƓźĭğƌ aĻƒƚƩğƓķǒƒ ΛķğƷĻķ WǒƓĻ ЋАͲ ЋЉЊЌΜ͵ ŷĻƭĻ ƦƩƚĭĻķǒƩĻƭ ğƩĻ ĭƚƓƭźƭƷĻƓƷ ǞźƷŷ ƷŷĻ (APM). hƦĻƩğƼƚƓğƌ ğƓğƌǤƭźƭ ğƷ ƷŷĻƭĻ ƷŷƩĻĻ ƌƚĭğƼƚƓƭ ŅƚĭǒƭĻķ ƚƓ ƷŷĻ ta ƦĻğƉ ŷƚǒƩ͵ !ķķźƼƚƓğƌƌǤͲ ƷŷĻ ğũĻƩƓƚƚƓ ƭĭŷƚƚƌ ƦĻğƉ ŷƚǒƩ ΛЌ Ʒƚ Ѝ taΜ Ǟğƭ ğƌƭƚ ĻǝğƌǒğƷĻķ ğƷ ƷŷĻ źƓƷĻƩƭĻĭƼƚƓ ƚŅ 9͵ ağźƓ {ƷƩĻĻƷ ǞźƷŷ ƷŷĻ .ǒƭ !ĭĭĻƭƭ wƚğķ͵ Ʃğŕĭ ĭƚǒƓƷ ķğƷğ ğƓķ ƚƦĻƩğƼƚƓƭ ğƓğƌǤƭźƭ ǞƚƩƉƭŷĻĻƷƭ ğƩĻ źƓĭƌǒķĻķ źƓ !ƦƦĻƓķźǣ !͵ YĻǤ ŋƓķźƓŭƭ ğƓķ ĭƚƓĭƌǒƭźƚƓƭ ŅƩƚƒ Ʒŷźƭ ğƓğƌǤƭźƭ ğƩĻ ƭǒƒƒğƩźǩĻķ ĬĻƌƚǞ Ǟŷźĭŷ źƓķźĭğƷĻƭ ƷŷğƷ ĻǣźƭƼƓŭ ƦĻƩŅƚƩƒğƓĭĻ ƭƷğƓķğƩķƭ ğƩĻ ĭǒƩƩĻƓƷƌǤ ĬĻźƓŭ ƒĻƷ ğƷ ğƌƌ ƌƚĭğƼƚƓƭ͵ ğĬƌĻ Ћ͵ ЋЉЊЋ ta tĻğƉ IƚǒƩ hƦĻƩğƼƚƓƭ !ƓğƌǤƭźƭ {ǒƒƒğƩǤ PM Peak Hour hƦĻƩğƼƓŭ Traﬃc Worst 123 LƓƷĻƩƭĻĭƼƚƓ Standard Control Movement V/C Delay LOS Ashland Street at Clay Street LOS D Stop SBL 0.10 14.0 B OR 66/Ashland Street at Tolman Creek Road V/C= 0.95 Signal 0.56 19.4 B E. Main Street at Bus Access LOS E Stop NB 0.02 12.3 B E. Main Street at Bus Access School PM LOS E Stop NB 0.08 14.7 B 4.32038 Baseline Traﬃc Volumes Traﬃc forecasts for the Normal Avenue study area were developed for 2038 at the eight study area źƓƷĻƩƭĻĭƼƚƓƭ ğƓķ ğƌƚƓŭ ƉĻǤ ƭƷƩĻĻƷƭ ǞźƷŷźƓ ƷŷĻ ƭƷǒķǤ ğƩĻğ͵ ŷĻ ƦǒƩƦƚƭĻ ƚŅ ƷŷĻƭĻ ŅƚƩĻĭğƭƷƭ Ǟğƭ Ʒƚ ğƭƭĻƭƭ ƩƚğķǞğǤ źƒƦƩƚǝĻƒĻƓƷ ƓĻĻķƭ ğƓķ ŅǒƓĭƼƚƓğƌ ĭƌğƭƭźŋĭğƼƚƓ ķĻƭźŭƓğƼƚƓƭ ŅƚƩ ĭƚƓķźƼƚƓƭ ǞźƷŷ ğƓķ ǞźƷŷƚǒƷ November 20, 2013 Page 7 of 27 the Neighborhood Plan. Future year traﬃc volume forecasts were prepared using the following steps and are presented in Figure 4. RVCOG and ODOT provided RVMPOv3.1 travel model output for 2038 including daily and PM ƦĻğƉ ŷƚǒƩ ƷƩźƦƭ͵ ŷźƭ ƒƚķĻƌ ƚǒƷƦǒƷ ƩĻƦƩĻƭĻƓƷƭ ƷŷĻ ƌğƷĻƭƷ ŭƩƚǞƷŷ ğƓķ ƓĻƷǞƚƩƉ ğƭƭǒƒƦƼƚƓƭ available for the Ashland area. Both 2006 and future 2038 model runs were obtained to assess ƷŷĻ ƷƩğŕĭ ǝƚƌǒƒĻ ŭƩƚǞƷŷ ƦƚƷĻƓƼğƌ ƚƓ ƭƷǒķǤ ğƩĻğ ƭƷƩĻĻƷƭ͵ ŷĻ ĻǣƦĻĭƷĻķ ƷƩğŕĭ ŭƩƚǞƷŷ Ǟğƭ ƦƚƭƷΏƦƩƚĭĻƭƭĻķ ǒƭźƓŭ ƷŷĻ ƦƩƚĭĻķǒƩĻƭ źķĻƓƼŋĻķ źƓ ƷŷĻ !ta Ʒƚ ķĻǝĻƌƚƦ źƓƷĻƩƭĻĭƼƚƓ ƌĻǝĻƌ ƷǒƩƓźƓŭ ƒƚǝĻƒĻƓƷ ƦƩƚƆĻĭƼƚƓƭ͵ ŷźƭ ƒĻƷŷƚķ ǒƭĻƭ ƷŷĻ ĻǣźƭƼƓŭ ƷƩğŕĭ th ǝƚƌǒƒĻƭ ğƭ ğ ƭƷğƩƼƓŭ ƦƚźƓƷ ƭźƓĭĻ ƷŷĻƭĻ ŷğǝĻ ğƌƩĻğķǤ ĬĻĻƓ ğķƆǒƭƷĻķ Ʒƚ ƩĻŤĻĭƷ ƷŷĻ ЌЉ highest 2 hour͵ /ƚƓƭźƭƷĻƓƷ ǞźƷŷ ƷŷĻ ğƓğƌǤƭźƭ ĭƚƓķǒĭƷĻķ ŅƚƩ ĻǣźƭƼƓŭ ĭƚƓķźƼƚƓƭͲ źƓƷĻƩƭĻĭƼƚƓ ƌĻǝĻƌ ƷǒƩƓźƓŭ ƒƚǝĻƒĻƓƷƭ ğƓķ ƚƦĻƩğƼƚƓƭ ğƓğƌǤƭźƭ ğƷ ƒƚƭƷ ƌƚĭğƼƚƓƭ ŷğǝĻ ĬĻĻƓ ĭƚƓķǒĭƷĻķ ƚƓƌǤ ŅƚƩ ƷŷĻ ЋЉЌ8 PM ƦĻğƉ ŷƚǒƩ ΛЍʹЊЎ Ʒƚ ЎʹЊЎ taΜ͵ CƚƩ ƷŷĻ źƓƷĻƩƭĻĭƼƚƓ ƚŅ 9͵ ağźƓ {ƷƩĻĻƷ ǞźƷŷ ƷŷĻ .ǒƭ !ĭĭĻƭƭ wƚğķͲ ğƓğƌǤƭźƭ Ǟğƭ ğƌƭƚ ĭƚƓķǒĭƷĻķ ŅƚƩ ƷŷĻ ğũĻƩƓƚƚƓ ƭĭŷƚƚƌ ƦĻğƉ ŷƚǒƩ ΛЌʹЉЉ Ʒƚ ЍʹЉЉ taΜ͵ !Ɠ ğƭƭĻƭƭƒĻƓƷ ƚŅ ƦƚƷĻƓƼğƌ ƷƩğŕĭ ǝƚƌǒƒĻ ŭƩƚǞƷŷ ğƌƚƓŭ bƚƩƒğƌ !ǝĻƓǒĻ Ǟğƭ ğƌƭƚ ĭƚƓķǒĭƷĻķ Ʒƚ ŅƚƩƒ ƷŷĻ Ĭğƭźƭ ƚŅ ĭƚƒƦğƩźƭƚƓ ǞźƷŷ ĬǒźƌķΏƚǒƷ ƚŅ ƷŷĻ bĻźŭŷĬƚƩŷƚƚķ tƌğƓ ΛķźƭĭǒƭƭĻķ źƓ ƷŷĻ ƓĻǣƷ ƭĻĭƼƚƓΜ͵ LƓ ƷŷĻ ЋЉЌБ RVMPO travel model, Normal Avenue is expected to be extended to E. Main Street. However, the model also assumes that Normal Avenue would be a lower order facility than Walker or Clay Streets. Projected traﬃc volumes along Normal Avenue are expected largely to consist of locally-generated traﬃc. No signiﬁcant volume of through traﬃc was projected. 4.4Findings and Conclusions 4.4.1 LƓƷĻƩƭĻĭƼƚƓ hƦĻƩğƼƚƓƭ !ƓğƌǤƭźƭ wĻƭǒƌƷƭ {ǤƓĭŷƩƚ Б ƭƚũǞğƩĻ Ǟğƭ ǒƭĻķ Ʒƚ ĻǝğƌǒğƷĻ ƷŷĻ ƦĻƩŅƚƩƒğƓĭĻ ƚŅ ĬƚƷŷ ƭźŭƓğƌźǩĻķ ğƓķ ǒƓƭźŭƓğƌźǩĻķ źƓƷĻƩƭĻĭƼƚƓƭ źƓ ƷŷĻ ƭƷǒķǤ ğƩĻğ͵ ğĬƌĻ Ќ ƭǒƒƒğƩźǩĻƭ ЋЉЌБ ta ƦĻğƉ ŷƚǒƩ ƚƦĻƩğƼƚƓğƌ ƦĻƩŅƚƩƒğƓĭĻ ŅƚƩ ƭƷǒķǤ ğƩĻğ źƓƷĻƩƭĻĭƼƚƓƭ ğƭƭǒƒźƓŭ /ƚƒƦƩĻŷĻƓƭźǝĻ tƌğƓ ƌğƓķ ǒƭĻ ķĻƭźŭƓğƼƚƓƭ͵ ŷĻƭĻ ƩĻƭǒƌƷƭ źƓĭƚƩƦƚƩğƷĻ ƷŷĻ źƓƷĻƩƭĻĭƼƚƓ ŭĻƚƒĻƷƩǤ ğƓķ ƷƩğŕĭ ĭƚƓƷƩƚƌ ŅĻğƷǒƩĻƭ źƌƌǒƭƷƩğƷĻķ źƓ CźŭǒƩĻ Ќ ğƓķ ƷŷĻ ƦƩƚƆĻĭƷĻķ ЋЉЌБ ta peak hour traﬃc volumes in Figure 4. !ƭ źƓķźĭğƷĻķ źƓ ğĬƌĻ ЌͲ ğƌƌ ƭƷǒķǤ ğƩĻğ źƓƷĻƩƭĻĭƼƚƓƭ ğƩĻ ĻǣƦĻĭƷĻķ Ʒƚ ƒĻĻƷ ƷŷĻźƩ ğƦƦƌźĭğĬƌĻ ƒƚĬźƌźƷǤ ƭƷğƓķğƩķ͵ 5ĻƷğźƌĻķ ƷƩğŕĭ ƚƦĻƩğƼƚƓğƌ ǞƚƩƉƭŷĻĻƷƭ ĭğƓ ĬĻ ŅƚǒƓķ źƓ !ƦƦĻƓķźǣ .͵ 2 See , Parametrix, September 5, 2012. November 20, 2013 Page 8 of 27 Table 3. 2038 Baseline ta tĻğƉ IƚǒƩ hƦĻƩğƼƚƓƭ !ƓğƌǤƭźƭ {ǒƒƒğƩǤ PM Peak Hour hƦĻƩğƼƓŭ Traﬃc Worst 123 LƓƷĻƩƭĻĭƼƚƓ Standard Control Movement V/C Delay LOS Ashland Street at Walker Avenue LOS D Signal 0.59 15.1 B Ashland Street at Normal Avenue LOS E Stop SB 0.44 30.5 D Ashland Street at Clay Street LOS E Stop SBL 0.24 18.6 C OR 66/Ashland Street at Tolman Creek Road V/C= 0.95 Signal 0.84 37.9 D E. Main Street at Walker Avenue LOS E Stop NB 0.34 22.1 C E. Main Street at Bus Access Road LOS E Stop NB 0.03 15.0 C E. Main Street at Bus Access Road School PM LOS E Stop NB 0.10 17.8 C E. Main Street at Clay Street LOS E Stop NB 0.31 20.6 C E. Main Street at Tolman Creek Road LOS E Stop NB 0.36 13.0 B 4.4.2 Traﬃc Queuing Analysis Results Table 4 summarizes 2038 baseline PM peak hour traﬃc queuing analysis results at the two signalized ƭƷǒķǤ ğƩĻğ źƓƷĻƩƭĻĭƼƚƓƭ͵ ƚƩƉƭŷĻĻƷƭ ğƩĻ źƓĭƌǒķĻķ źƓ !ƦƦĻƓķźǣ /͵ vǒĻǒźƓŭ ƩĻƭǒƌƷƭ ŅƚƩ ƷŷĻ ƭźŭƓğƌźǩĻķ źƓƷĻƩƭĻĭƼƚƓ ƚŅ !ƭŷƌğƓķ {ƷƩĻĻƷ ğƷ ğƌƉĻƩ !ǝĻƓǒĻ ƭŷƚǞ ƷŷğƷ ŅƚƩ ĬƚƷŷ ƌĻũ ƷǒƩƓ ƒƚǝĻƒĻƓƷƭ ΛĻğƭƷĬƚǒƓķ ğƓķ ǞĻƭƷĬƚǒƓķΜ ğƌƚƓŭ !ƭŷƌğƓķ {ƷƩĻĻƷ ƷŷĻƩĻ źƭ ƭǒŕĭźĻƓƷ ƭƦğĭĻ Ʒƚ ƒĻĻƷ ĻǣƦĻĭƷĻķ ǝĻŷźĭƌĻ ƨǒĻǒźƓŭ ķĻƒğƓķ͵ !Ʒ ƷŷĻ źƓƷĻƩƭĻĭƼƚƓ ƚŅ hw ЏЏΉ!ƭŷƌğƓķ {ƷƩĻĻƷ ǞźƷŷ ƚƌƒğƓ /ƩĻĻƉ wƚğķ ƷŷƩĻĻ ƚŅ ƷŷĻ ĻǣźƭƼƓŭ ƌĻũ ƷǒƩƓ ƌğƓĻƭ ķƚ ƓƚƷ ŷğǝĻ ƭǒŕĭźĻƓƷ ƭƦğĭĻ Ʒƚ ğĭĭƚƒƒƚķğƷĻ ĻǣƦĻĭƷĻķ ƷƩğŕĭ ƨǒĻǒĻƭ ķǒƩźƓŭ ƷŷĻ ЋЉЌБ ta ƦĻğƉ ŷƚǒƩ ǞźƷŷƚǒƷ źƒƦğĭƼƓŭ ƚƷŷĻƩ ƷƩğŕĭ͵ LƓ ƷŷĻ ƓƚƩƷŷ ğƓķ ƭƚǒƷŷĬƚǒƓķ ķźƩĻĭƼƚƓƭͲ ğ ƷǞƚ Ʒƚ ƷŷƩĻĻ ǝĻŷźĭƌĻ ƭƦźƌƌƚǝĻƩ źƓƷƚ ƷŷĻ ƷŷƩƚǒŭŷ ƌğƓĻ źƭ ĻǣƦĻĭƷĻķ ŅƚƩ ĭĻƩƷğźƓ ƭźŭƓğƌ ĭǤĭƌĻƭ ķǒƩźƓŭ ƷŷĻ ta ƦĻğƉ ŷƚǒƩ͵ ! ƒƚƩĻ ƭźŭƓźŋĭğƓƷ ƨǒĻǒźƓŭ ƦƩƚĬƌĻƒ Ǟƚǒƌķ ƚĭĭǒƩ ǞźƷŷ ƷŷĻ ǞĻƭƷĬƚǒƓķ ƌĻũ ƷǒƩƓ ƌğƓĻ ǞŷĻƩĻ ƨǒĻǒźƓŭ ķĻƒğƓķ ĻǣƷĻƓķƭ ĬĻǤƚƓķ ğǝğźƌğĬƌĻ ƭƦğĭĻ źƓ ƷŷĻ ķĻƭźŭƓğƷĻķ ƌĻũ ƷǒƩƓ ƌğƓĻͲ ƭƦźƌƌźƓŭ ĬğĭƉ źƓƷƚ ğ ƷǞƚΏǞğǤ ƌĻũ ƷǒƩƓ ƌğƓĻ ğƓķ źƒƦğĭƼƓŭ ğĭĭĻƭƭ ƷƚΉŅƩƚƒ ĻǣźƭƼƓŭ ķƩźǝĻǞğǤƭͲ ƦğƩƼĭǒƌğƩƌǤ ğƌƚƓŭ the south side of the street east of Tolman Creek Road. ğĬƌĻ Ѝ͵ ЋЉЌБ .ğƭĻƌźƓĻ ta tĻğƉ IƚǒƩ LƓƷĻƩƭĻĭƼƚƓ Ʃğŕĭ vǒĻǒźƓŭ 9ǣźƭƼƓŭ ĻŷźĭƌĻ PM Peak Hour LƓƷĻƩƭĻĭƼƚƓ Movement Storage Vehicle Queue 1 Ashland Street at Walker Avenue 9. \[Ļũ ЊЉЉ ũ 75 ũ . \[Ļũ ЊЉЉ ũ 72 ũ 1 OR 66/Ashland Street at Tolman Creek Road b. \[Ļũ ЊЉЉ ũ 129 ũ {. \[Ļũ ЊЉЉ ũ 153 ũ 2 9. \[Ļũ 185 ũ 161 ũ 3 . \[Ļũ 225 ũ ЌЉЏ ũ . . . November 20, 2013 Page 9 of 27 5.FUTURE TRANSPORTATION ANALYSIS WITH NORMAL AVENUE NEIGHBORHOOD PLAN 5.1 2038 Build Traﬃc Volumes Traﬃc forecasts for the Normal Avenue study area were developed for 2038 ƭğƒĻ ĻźŭŷƷ ƭƷǒķǤ ğƩĻğ źƓƷĻƩƭĻĭƼƚƓƭ ğƓķ ğƌƚƓŭ ƉĻǤ ƭƷƩĻĻƷƭ ǞźƷŷźƓ ƷŷĻ ƭƷǒķǤ ğƩĻğ͵ CǒƷǒƩĻ ǤĻğƩ ƷƩğŕĭ volume forecasts were prepared using the following steps: {źƒźƌğƩ Ʒƚ ƷŷĻ ķĻǝĻƌƚƦƒĻƓƷ ƚŅ ƷƩğŕĭ ŅƚƩĻĭğƭƷƭ ŅƚƩ ƷŷĻ ЋЉЌБ ĬğƭĻƌźƓĻ ĭƚƓķźƼƚƓƭͲ w/hD ğƓķ ODOT provided RVMPOv3.1 travel model output for daily and PM peak hour trips. This model ƩǒƓ ĻǣĭƌǒķĻķ ŭƩƚǞƷŷ źƓ ƷŷĻ ƩğƓƭƦƚƩƷğƼƚƓ !ƓğƌǤƭźƭ ƚƓĻƭ Λ!ƭΜ ƷŷğƷ ƩĻƦƩĻƭĻƓƷ ƷŷĻ bƚƩƒğƌ !ǝĻƓǒĻ tƌğƓ ğƩĻğ͵ ŷźƭ ğƌƌƚǞĻķ ĭƩĻğƼƚ- ŭĻƓĻƩğƷĻķ ƷƩğŕĭ ĭƚǒƌķ ĬĻ ƒğƓǒğƌƌǤ ğƭƭźŭƓĻķ ŅƚƩ ŭƩĻğƷĻƩ ķĻƷğźƌ ğƓķ ƭĻƓƭźƼǝźƷǤ͵ ŷĻ ĻǣƦĻĭƷĻķ ƷƩğŕĭ ŭƩƚǞƷŷ ŅƩƚƒ ƷŷĻ .ǒźƌķ ĭƚƓķźƼƚƓƭ ƒƚķĻƌ Ǟğƭ ƦƚƭƷΏƦƩƚĭĻƭƭĻķ ǒƭźƓŭ ƷŷĻ ƦƩƚĭĻķǒƩĻƭ źķĻƓƼŋĻķ źƓ !ta Ʒƚ ķĻǝĻƌƚƦ ƓƚƓΏƦƩƚƆĻĭƷ źƓƷĻƩƭĻĭƼƚƓ ƌĻǝĻƌ ƷǒƩƓźƓŭ ƒƚǝĻƒĻƓƷ ƦƩƚƆĻĭƼƚƓƭ͵ bƚƩƒğƌ !ǝĻƓǒĻ tƌğƓ ƷƩźƦ ŭĻƓĻƩğƼƚƓ ĻƭƼƒğƷĻƭ ǞĻƩĻ ƦƩĻƦğƩĻķ ŅƚƩ !a ğƓķ ta ƦĻğƉ ŷƚǒƩƭ ğƓķ ķğźƌǤ ĭƚƓķźƼƚƓƭ ǒƭźƓŭ ƷŷĻ ƒƚƭƷ ƩĻĭĻƓƷ ƩğƷĻƭ ƦǒĬƌźƭŷĻķ ĬǤ ƷŷĻ LƓƭƼƷǒƷĻ ƚŅ ƩğƓƭƦƚƩƷğƼƚƓ th 9ķźƼƚƓͲ ğƭ ğƦƦƩƚƦƩźğƷĻ ŅƚƩ ƷŷĻ ğƭƭǒƒĻķ ƌğƓķ ǒƭĻ ƷǤƦĻƭ͵ Ǟƚ ƦŷğƭĻƭ ƚŅ ķĻǝĻƌƚƦƒĻƓƷ ǞĻƩĻ ĻǝğƌǒğƷĻķ͵ !Ɠ źƓƷĻƩƓğƌ ƷƩźƦ ĭğƦƷǒƩĻ ƩĻķǒĭƼƚƓ ƚŅ Ў percent was assumed and applied to all trips. Select zone loads were obtained from the regional model for the two TAZs (#745 and 750) that cover the Normal Avenue study area. These were used to ķĻǝĻƌƚƦ ƷƩźƦ ķźƭƷƩźĬǒƼƚƓ ğƭƭǒƒƦƼƚƓƭ to manually assign project traﬃc to the surrounding street system. AM, PM peak hour and daily project traﬃc for the two phases were assigned to the internal and ƭǒƩƩƚǒƓķźƓŭ ƭƷƩĻĻƷ ƭǤƭƷĻƒ Ʒƚ źƌƌǒƭƷƩğƷĻ ƷŷĻ ƦƚƷĻƓƼğƌ ŭƩƚǞƷŷ źƓ ǝƚƌǒƒĻƭ ƷŷğƷ ĭƚǒƌķ ƚĭĭǒƩ ƚƓ ğƓǤ ŭźǝĻ ƭƷƩĻĻƷ ƭĻŭƒĻƓƷ ķǒƩźƓŭ ƷŷĻƭĻ ƼƒĻ ƦĻƩźƚķƭ͵ ŷĻƭe assignments were used in two ways. First Ʒƚ ğƭƭĻƭƭ ƷŷĻ ƌĻǝĻƌ ƚŅ ƷƩğŕĭ ĻǣƦĻĭƷĻķ ƚƓ źƓƷĻƩƓğƌ Ʃƚğķƭ Ʒƚ ĭŷĻĭƉ ĭƚƓƭźƭƷĻƓĭǤ ǞźƷŷ ĭƌğƭƭźŋĭğƼƚƓƭ ğƓķ ƦƩƚƦƚƭĻķ ƭƷƩĻĻƷ ĭƩƚƭƭΏƭĻĭƼƚƓƭ͵ {ĻĭƚƓķͲ Ʒƚ ŅƚƩƒ ƷŷĻ ĬğƭĻ ŅƚƩ ķĻǝĻƌƚƦźƓŭ ŅǒƷǒƩĻ ƷǒƩƓźƓŭ ƒƚǝĻƒĻƓƷ ƦƩƚƆĻĭƼƚƓƭ ğƷ ƷŷĻ ĻźŭŷƷ ƭƷǒķǤ ğƩĻğ źƓƷĻƩƭĻĭƼƚƓƭ ĻǣƷĻƩƓğƌ Ʒƚ ƷŷĻ ƭźƷĻ͵ CƚƩ ƷŷĻ ƌğǆĻƩͲ only PM peak hour volumes were used. ŷĻ ŅƚƌƌƚǞźƓŭ ƭĻĭƼƚƓƭ ķĻƭĭƩźĬĻ ƷŷĻ ķĻǝĻƌƚƦƒĻƓƷ ƚŅ ƷƩźƦ ŭĻƓĻƩğƼƚƓ ğƓğƌǤƭźƭͲ ķƚĭǒƒĻƓƷ ƷŷĻ ķźƭƷƩźĬǒƼƚƓ ğƭƭǒƒƦƼƚƓƭ ŅƚƩ ƦƩƚƆĻĭƷ ğƩĻğ ƷƩźƦƭͲ ğƓķ ƦƩĻƭĻƓƷ ŅǒƷǒƩĻ ƷƩğŕĭ ǝƚƌǒƒĻƭ ğƓķ ğƓğƌǤƭźƭ ƩĻƭǒƌƷƭ ŅƚƩ tŷğƭĻƭ Њ and 2. 5.1.1 bƚƩƒğƌ !ǝĻƓǒĻ bĻźŭŷĬƚƩŷƚƚķ tƌğƓ ƩźƦ DĻƓĻƩğƼƚƓ ŷźƭ ƭĻĭƼƚƓ ƭǒƒƒğƩźǩĻƭ ƷŷĻ ƦƩƚĭĻƭƭ ǒƭĻķ Ʒƚ ĻƭƼƒğƷĻ ŅǒƷǒƩĻ ğǒƷƚ ƷƩźƦƭ ƷŷğƷ Ǟƚǒƌķ ǒƭĻ ƷŷĻ źƓƷĻƩƓğƌ Ʃƚğķ ƭǤƭƷĻƒ źƓ ƷŷĻ ƦƩƚƆĻĭƷ ğƩĻğ ğƓķ Ǟƚǒƌķ źƒƦğĭƷ ƷŷĻ ƭǒƩƩƚǒƓķźƓŭ ĻźŭŷƷ ƉĻǤ ƭƷǒķǤ ğƩĻğ źƓƷĻƩƭĻĭƼƚƓƭ͵ ƩźƦ ŭĻƓĻƩğƼƚƓ ĻƭƼƒğƷĻƭ ǞĻƩĻ ķĻǝĻƌƚƦĻķ ǒƭźƓŭ ƩğƷĻƭ ŅƚƩ ĭƚƒƦğƩğĬƌĻ ƌğƓķ ǒƭĻƭ ğƭ ƦǒĬƌźƭŷĻķ źƓ ƷŷĻ L9 ƒğƓǒğƌͲ ğƓ ğǒƷŷƚƩźƷğƼǝĻ ƩĻŅĻƩĻƓĭĻ Ʒƚ ƷŷĻ ƷƩğǝĻƌΏƒğƉźƓŭ ĭŷğƩğĭƷĻƩźƭƼĭƭ ƚŅ ğ ǞźķĻ ǝğƩźĻƷǤ ƚŅ ƌğƓķ ǒƭĻ types throughout the United States. ŷĻ ƷƩźƦ ŭĻƓĻƩğƼƚƓ ƩğƷĻƭ ƭŷƚǞƓ ĬĻƌƚǞ źƓ ğĬƌĻ Ў ǞĻƩĻ ĭŷƚƭĻƓ ğƭ they represented the best ﬁt for the types of land uses that are envisioned in the project area. November 20, 2013 Page 10 of 27 ğĬƌĻ Ў͵ bƚƩƒğƌ !ǝĻƓǒĻ ƩźƦ DĻƓĻƩğƼƚƓ wğƷĻƭ Daily AM Peak PM Peak Plan 5ĻƭĭƩźƦƼƚƓ ITE Code Land Use Units In Out In Out In Out NA-01 210 {źƓŭƌĻ CğƒźƌǤ wĻƭźķĻƓƼğƌ dus 4.76 4.76 0.19 0.56 0.63 0.37 NA-02/03 221 \[ƚǞ 5ĻƓƭźƷǤ aǒƌƼ-Family dus 3.3 3.3 0.12 0.35 0.34 0.24 ŷĻ ƷƩźƦ ŭĻƓĻƩğƼƚƓ ƩğƷĻƭ źƌƌǒƭƷƩğƷĻķ źƓ Ʒŷźƭ ƷğĬƌĻ ğƩĻ ĻǣƦƩĻƭƭĻķ ƦĻƩ źƓķźǝźķǒğƌ ķǞĻƌƌźƓŭ ǒƓźƷ͵ ŷĻƭĻ ƩğƷĻƭ ğƩĻ ƷŷĻƓ ƒǒƌƼƦƌźĻķ ĬǤ ƷŷĻ ƷƚƷğƌ ƓǒƒĬĻƩ ƚŅ ķǞĻƌƌźƓŭ ǒƓźƷƭ ŅƚƩ Ļğĭŷ ƌğƓķ ǒƭĻ ƷǤƦĻ ğƓķ ğķƆǒƭƷĻķ Ʒƚ ƩĻŤĻĭƷ ƷŷĻ ƦƚƷĻƓƼğƌ ƷŷğƷ ƭƚƒĻ ƚŅ ƷŷĻ ŭĻƓĻƩğƷĻķ ƷƩźƦƭ Ǟźƌƌ ƩĻƒğźƓ ǞźƷŷźƓ ƷŷĻ ƓĻźŭŷĬƚƩŷƚƚķ ğƓķ ƓƚƷ ǒƭĻ ƷŷĻ ƭǒƩƩƚǒƓķźƓŭ ƭƷƩĻĻƷ ƭǤƭƷĻƒ͵ ğĬƌĻ Џ źƌƌǒƭƷƩğƷĻƭ ƷŷĻ ƷƚƷğƌ ĻƭƼƒğƷĻķ ƷƩźƦƭ ŅƚƩ ƷŷĻ bƚƩƒğƌ !ǝĻƓǒĻ Neighborhood study area. A total of 973 daily trips (one-way) could be expected with build-out of Phase 1, with a further 578 daily trips (one-way) with build-out of Phase 2. A total of 1,551 one-way trips per ķğǤ źƭ ĻƭƼƒğƷĻķ ǞźƷŷ ĬǒźƌķΏƚǒƷ ƚŅ ƷŷĻ ĻƓƼƩĻ ƓĻźŭŷĬƚƩŷƚƚķ ƦƌğƓ ŅƚƩ ğ ƷƚƷğƌ ƚŅ ЌͲЊЉЉ ķğźƌǤ ƷƩźƦƭ͵ ğĬƌĻ Џ͵ bƚƩƒğƌ !ǝĻƓǒĻ ƩźƦ DĻƓĻƩğƼƚƓ 9ƭƼƒğƷĻƭ Units Daily AM Peak PM Peak Plan Net per Dwelling 5ĻƭĭƩźƦƼƚƓ Land Use Acres Acre Units In Out In Out In Out Phase 1 NA-01 {źƓŭƌĻ CğƒźƌǤ wĻƭźķĻƓƼğƌ 1.47 5 7 35 35 1 4 5 3 NA-02 \[ƚǞ 5ĻƓƭźƷǤ aǒƌƼ-Family 14.65 10 147 482 482 17 52 48 35 NA-03 Iźŭŷ 5ĻƓƭźƷǤ aǒƌƼ-Family 10.28 15 154 508 508 19 54 51 37 Sub-Totals 26.40 308 1,025 1,025 37 110 104 75 Less Internal (5%) (5 2) ( 5 2) (2) ( 6) (4) (3) Net Trip Ends 973 973 35 104 100 72 Phase 2 NA-01 {źƓŭƌĻ CğƒźƌǤ wĻƭźķĻƓƼğƌ 11.73 5 59 280 280 10 33 37 21 NA-02 \[ƚǞ 5ĻƓƭźƷǤ aǒƌƼ-Family 5.89 10 59 193 193 7 20 20 15 NA-03 Iźŭŷ 5ĻƓƭźƷǤ aǒƌƼ-Family 2.73 15 41 135 135 5 14 14 10 Sub-Totals 20.35 159 608 608 22 67 71 46 Less Internal (5%) (30) ( 30) ( 0) (2) (3) (2) Net Trip Ends 578 578 22 65 68 44 The generated trips in Table 5 were further disaggregated into speciﬁc geographic sub-areas for use in ķĻǝĻƌƚƦźƓŭ ğ ƩĻŋƓĻķ ĻƭƼƒğƷĻ ƚŅ ŷƚǞ ƷƩğŕĭ źƓ ƷŷĻ ƓĻźŭŷĬƚƩŷƚƚķ Ǟƚǒƌķ ǒƭĻ ƷŷĻ ğǝğźƌğĬƌĻ ƭƷƩĻĻƷ ƭǤƭƷĻƒ͵ ŷĻƭĻ ƭǒĬΏğƩĻğƭ ƚƩ ƩğƓƭƦƚƩƷğƼƚƓ !ƓğƌǤƭźƭ ƚƓĻƭ Λ!ƭΜ ğƩĻ źƌƌǒƭƷƩğƷĻķ źƓ CźŭǒƩĻ Ў͵ ƩźƦ ŭĻƓĻƩğƼƚƓ ĻƭƼƒğƷĻƭ ŅƚƩ Ļğĭŷ ƚŅ ƷŷĻ ƦƩƚƆĻĭƷ ğƩĻğ !ƭ źƭ ƦƩĻƭĻƓƷĻķ źƓ !ƦƦĻƓķźǣ 5͵ LƷ ƭŷƚǒƌķ ĬĻ ƓƚƷĻķ ƷŷğƷ ƷŷĻ ƦƩƚƆĻĭƷΏƩĻƌğƷĻķ ƷƩźƦƭ źƓ ğĬƌĻ Ў ƩĻŤĻĭƷ ƚƓƌǤ ǝĻŷźĭƌĻ ƷƩźƦƭ͵ ƩźƦ ŭĻƓĻƩğƼƚƓ ğƓğƌǤƭźƭ ĭƚƓķǒĭƷĻķ ǒƭźƓŭ L9 ƩğƷĻƭ ķƚĻƭ ƓƚƷ ƩĻƨǒźƩĻ ķĻǝĻƌƚƦƒĻƓƷ ƚƩ ğƦƦƌźĭğƼƚƓ ƚŅ ƒƚķĻ ƭƦƌźƷ ğƭƭǒƒƦƼƚƓƭ ğƭ źƭ ĭƚƒƒƚƓ ǞźƷŷ areawide travel demand modeling. Accordingly, no bicycle, pedestrian or transit trips are included in numbers presented in Table 6. 5.1.2 bƚƩƒğƌ !ǝĻƓǒĻ bĻźŭŷĬƚƩŷƚƚķ tƌğƓ ƩźƦ 5źƭƷƩźĬǒƼƚƓ The next step in the analysis process was to distribute project-related traﬃc for the two development phases to the internal and surrounding street system. ŷźƭ ƦƩƚĭĻƭƭ Ǟğƭ ĬğƭĻķ ƚƓ ƷŷĻ ķźƩĻĭƼƚƓğƌ November 20, 2013 Page 11 of 27 ķźƭƷƩźĬǒƼƚƓ ƚŅ ƷƩğŕĭ ƚĬƭĻƩǝĻķ źƓ ƷŷĻ wath ƷƩğǝĻƌ ķĻƒğƓķ ƒƚķĻƌ ŅƚƩ ƷŷĻ ƷǞƚ ğƓğƌǤƭźƭ ǩƚƓĻƭ ΛϔАЍЎ ğƓķ ϔАЎЉΜ ƷŷğƷ ĭƚƓƭƼƷǒƷĻ ƷŷĻ bƚƩƒğƌ !ǝĻƓǒĻ ƦƩƚƆĻĭƷ ğƩĻğ͵ ƩźƦ ķźƭƷƩźĬǒƼƚƓ ĭğƌĭǒƌğƼƚƓƭ ǞĻƩĻ ĭƚƓķǒĭƷĻķ ŅƚƩ Ļğĭŷ ƦƩƚƆĻĭƷ ğƩĻğ ! ǒƭźƓŭ ƷŷĻ ğƭƭǒƒƦƼƚƓƭ źƌƌǒƭƷƩğƷĻķ źƓ CźŭǒƩĻ Џ͵ ƭźƓŭ ƷŷĻ ƷƩźƦ ĻƭƼƒğƷĻƭ źƓ ğĬƌĻ Ў ğƓķ ƷŷĻ ƷƩźƦ ķźƭƷƩźĬǒƼƚƓ ğƭƭǒƒƦƼƚƓƭ źƓ CźŭǒƩĻ ЏͲ ƷŷĻ ƦƚƷĻƓƼğƌ ŭƩƚǞƷŷ źƓ ƷƩğŕĭ ǝƚƌǒƒĻƭ ƷŷğƷ ĭƚǒƌķ ƚĭĭǒƩ ƚƓ ğƓǤ ŭźǝĻƓ ƭƷƩĻĻƷ ƭĻŭƒĻƓƷ ĭğƓ ĬĻ ķĻƷĻƩƒźƓĻķ͵ ŷźƭ źƓŅƚƩƒğƼƚƓ Ǟźƌƌ be used in two ways. First, to assess the level of traﬃc expected on internal roads to check consistency ǞźƷŷ ƭƷƩĻĻƷ ĭƌğƭƭźŋĭğƼƚƓƭ ğƓķ ƦƩƚƦƚƭĻķ ƭƷƩĻĻƷ ĭƩƚƭƭΏƭĻĭƼƚƓƭ͵ {ĻĭƚƓķͲ Ʒƚ ŅƚƩƒ ƷŷĻ ĬğƭĻ ŅƚƩ ķĻǝĻƌƚƦźƓŭ ŅǒƷǒƩĻ ƷǒƩƓźƓŭ ƒƚǝĻƒĻƓƷ ƦƩƚƆĻĭƼƚƓƭ ğƷ ƷŷĻ ĻźŭŷƷ ƭƷǒķǤ ğƩĻğ źƓƷĻƩƭĻĭƼƚƓƭ ĻǣƷĻƩƓğƌ Ʒƚ ƷŷĻ ƭźƷĻ͵ ŷźƭ źƓŅƚƩƒğƼƚƓ Ǟźƌƌ ƷŷĻƓ ĬĻ ǒƭĻķ ΏƷĻƩƒ źƒƦğĭƷ ğƓķ ƷŷĻ ƦƚƷĻƓƼğƌ ƓĻĻķ ŅƚƩ ƒźƼŭğƼƚƓ͵ 5.2Phase 1 Findings and Conclusions 5.2.1 Phase 1 Traﬃc Volumes ŷĻ ĻƭƼƒğƷĻƭ ƚŅ ŭƩƚǞƷŷ źƓ ƷƩğŕĭ ǝƚƌǒƒĻ ŅƚƩ ǝğƩźƚǒƭ ƭƷƩĻĻƷ ƭĻŭƒĻƓƷƭ źƓ ƷŷĻ ƦƩƚƆĻĭƷ ğƩĻğ ǞĻƩĻ ǒƭĻķ Ʒƚ ƦƩĻƦğƩĻ ŅǒƷǒƩĻ ΛЋЉЌБΜ ta ƦĻğƉ ŷƚǒƩ ƷǒƩƓźƓŭ ƒƚǝĻƒĻƓƷ ƦƩƚƆĻĭƼƚƓƭ ğƷ ƷŷĻ ĻźŭŷƷ ƭƷǒķǤ ğƩĻğ źƓƷĻƩƭĻĭƼƚƓƭ͵ CźŭǒƩĻ А źƌƌǒƭƷƩğƷĻƭ ĬƚƷŷ ƷŷĻ ğƭƭǒƒĻķ ƌğƓķ ǒƭĻƭ ŅƚƩ tŷğƭĻ Њ ƚŅ ķĻǝĻƌƚƦƒĻƓƷ ğƓķ ƷŷĻ internal street system expected to be in place (based on the June 25, 2013 plan). Generally, it is ğƓƼĭźƦğƷĻķ ƷŷğƷ ƷŷĻ źƓźƼğƌ ķĻǝĻƌƚƦƒĻƓƷ źƓ ƷŷĻ bƚƩƒğƌ !ǝĻƓǒĻ ƓĻźŭŷĬƚƩŷƚƚķ Ǟźƌƌ ƚĭĭǒƩ ǞźƷŷźƓ ƷŷĻ ĻğƭƷĻƩƓ ƦƚƩƼƚƓƭ ƚŅ ƷŷĻ ƦƩƚƦĻƩƷǤ͵ !ƭ źƌƌǒƭƷƩğƷĻķ źƓ CźŭǒƩĻ АͲ ƷŷĻ źƓźƼğƌ ƦƌğƓ ƭŷƚǞĻķ ğĭĭĻƭƭ to be available both from Clay Street (via two east/west Neighborhood Streets) and from E. Main Street (via two north/south Neighborhood Streets and the northerly extension of Normal Avenue, a designated city ğǝĻƓǒĻΜ͵ ŷĻ ƒƚƭƷ ƩĻĭĻƓƷ ƦƌğƓ Λğƭ ƩĻŤĻĭƷĻķ źƓ CźŭǒƩĻ ЋΜ Ǟƚǒƌķ ƚƓƌǤ źƓĭƌǒķĻ ƷǞƚ ƓƚƩƷŷΉƭƚǒƷŷ ĭƚƓƓĻĭƼƚƓƭ Ʒƚ 9͵ ağźƓ {ƷƩĻĻƷ͵ ŷźƭ ĭŷğƓŭĻ Ǟƚǒƌķ ƓƚƷ ğňĻĭƷ ƷǒƩƓźƓŭ ƒƚǝĻƒĻƓƷ ƦƩƚƆĻĭƼƚƓƭ ğƷ ƭƷǒķǤ ğƩĻğ źƓƷĻƩƭĻĭƼƚƓƭ͵ CźŭǒƩĻ Б ƦƩĻƭĻƓƷƭ ЋЉЌБ źƓƷĻƩƭĻĭƼƚƓ ƷǒƩƓźƓŭ ƒƚǝĻƒĻƓƷ ƦƩƚƆĻĭƼƚƓƭ ŅƚƩ ƷŷĻ ta ƦĻğƉ ŷƚǒƩ źƓĭƌǒķźƓŭ ĬƚƷŷ 2038 background traﬃc growth and Phase 1 of development in the Normal Avenue project area. Figure 11 illustrates projected PM peak hour Phase 1 traﬃc volumes on the streets accessing the Normal Avenue neighborhood. 5.2.2 LƓƷĻƩƭĻĭƼƚƓ hƦĻƩğƼƚƓƭ !ƓğƌǤƭźƭ wĻƭǒƌƷƭ ğĬƌĻ А ƭǒƒƒğƩźǩĻƭ ЋЉЌБ ta ƦĻğƉ ŷƚǒƩ ƚƦĻƩğƼƚƓğƌ ƦĻƩŅƚƩƒğƓĭĻ ŅƚƩ ƭƷǒķǤ ğƩĻğ źƓƷĻƩƭĻĭƼƚƓƭ ğƭƭǒƒźƓŭ ĬǒźƌķΏƚǒƷ ƚŅ tŷğƭĻ Њ ƚŅ ƷŷĻ bƚƩƒğƌ !ǝĻƓǒĻ tƌğƓ͵ ŷĻƭĻ ƩĻƭǒƌƷƭ źƓĭƚƩƦƚƩğƷĻ ƷŷĻ źƓƷĻƩƭĻĭƼƚƓ ŭĻƚƒĻƷƩǤ and traﬃc control features illustrated in Figure 3 and the projected 2038 PM peak hour traﬃc volumes in Figure 8. !ƭ źƓķźĭğƷĻķ źƓ ğĬƌĻ АͲ ğƌƌ ƭƷǒķǤ ğƩĻğ źƓƷĻƩƭĻĭƼƚƓƭ ğƩĻ ĻǣƦĻĭƷĻķ Ʒƚ ƒĻĻƷ ƷŷĻźƩ ğƦƦƌźĭğĬƌĻ ƒƚĬźƌźƷǤ ƭƷğƓķğƩķ͵ 5ĻƷğźƌĻķ ƷƩğŕĭ ƚƦĻƩğƼƚƓğƌ ǞƚƩƉƭŷĻĻƷƭ ĭğƓ ĬĻ ŅƚǒƓķ źƓ !ƦƦĻƓķźǣ 9͵ November 20, 2013 Page 12 of 27 Table 7. 2038 Normal Avenue Plan Phase 1, PM PeğƉ IƚǒƩ hƦĻƩğƼƚƓƭ !ƓğƌǤƭźƭ {ǒƒƒğƩǤ PM Peak Hour hƦĻƩğƼƓŭ Traﬃc Worst 123 LƓƷĻƩƭĻĭƼƚƓ Standard Control Movement V/C Delay LOS Ashland Street at Walker Avenue LOS D Signal 0.61 16.0 B Ashland Street at Normal Avenue LOS E Stop SB 0.55 38.2 E Ashland Street at Clay Street LOS E Stop SBL 0.20 17.8 C OR 66/Ashland Street at Tolman Creek Road V/C= 0.95 Signal 0.87 42.6 D E. Main Street at Walker Avenue LOS E Stop NB 0.38 24.1 C E. Main Street at Bus Access Road LOS E Stop NB 0.03 16.4 C E. Main Street at New Normal Avenue LOS E Stop NB 0.14 20.0 C E. Main Street at Clay Street LOS E Stop NB 0.36 23.2 C E. Main Street at Tolman Creek Road LOS E Stop NB 0.42 13.5 B 5.2.3 Traﬃc Queuing Analysis Results Table 8 summarizes 2038 PM peak hour traﬃc queuing analysis results for Phase 1 of the Normal !ǝĻƓǒĻ tƌğƓ ğƷ ƷŷĻ ƷǞƚ ƭźŭƓğƌźǩĻķ ƭƷǒķǤ ğƩĻğ źƓƷĻƩƭĻĭƼƚƓƭ͵ ƚƩƉƭŷĻĻƷƭ ğƩĻ źƓĭƌǒķĻķ źƓ !ƦƦĻƓķźǣ C͵ {źƒźƌğƩ Ʒƚ ƷŷĻ ƩĻƭǒƌƷƭ ŅƩƚƒ ğƓğƌǤƭźƭ ƚŅ ƷŷĻ ЋЉЌБ ta ƦĻğƉ ĬğƭĻƌźƓĻ ĭƚƓķźƼƚƓͲ ƨǒĻǒźƓŭ ƩĻƭǒƌƷƭ ŅƚƩ ƷŷĻ ƭźŭƓğƌźǩĻķ źƓƷĻƩƭĻĭƼƚƓ ƚŅ !ƭŷƌğƓķ {ƷƩĻĻƷ ğƷ ğƌƉĻƩ !ǝĻƓǒĻ ƭŷƚǞ ƷŷğƷ ŅƚƩ ĬƚƷŷ ƌĻũ ƷǒƩƓ ƒƚǝĻƒĻƓƷƭ (eastbound and westbound) along Ashland Street there is suﬃcient space to meet expected vehicle ƨǒĻǒźƓŭ ķĻƒğƓķ͵ !Ʒ ƷŷĻ źƓƷĻƩƭĻĭƼƚƓ ƚŅ hw ЏЏΉ!ƭŷƌğƓķ {ƷƩĻĻƷ ǞźƷŷ ƚƌƒğƓ /ƩĻĻƉ wƚğķ ƷŷƩĻĻ ƚŅ ƷŷĻ ĻǣźƭƼƓŭ ƌĻũ ƷǒƩƓ ƌğƓĻƭ ķƚ ƓƚƷ ŷğǝĻ ƭǒŕĭźĻƓƷ ƭƦğĭĻ Ʒƚ ğĭĭƚƒƒƚķğƷĻ ĻǣƦĻĭƷĻķ ƷƩğŕĭ ƨǒĻǒĻƭ ǞźƷŷ tŷğƭĻ Њ ƷƩğŕĭ ķǒƩźƓŭ ƷŷĻ ЋЉЌБ ta ƦĻğƉ ŷƚǒƩ ǞźƷŷƚǒƷ źƒƦğĭƼƓŭ ƚƷŷĻƩ ƷƩğŕĭ͵ LƓ ƷŷĻ ƓƚƩƷŷ ğƓķ ƭƚǒƷŷĬƚǒƓķ ķźƩĻĭƼƚƓƭͲ ğ ƷǞƚ Ʒƚ ƷŷƩĻĻ ǝĻŷźĭƌĻ ƭƦźƌƌƚǝĻƩ źƓƷƚ ƷŷĻ ƷŷƩƚǒŭŷ ƌğƓĻ źƭ ĻǣƦĻĭƷĻķ ŅƚƩ ĭĻƩƷğźƓ ƭźŭƓğƌ ĭǤĭƌĻƭ ķǒƩźƓŭ ƷŷĻ ta ƦĻğƉ ŷƚǒƩ͵ LƓ ƷŷĻ ǞĻƭƷĬƚǒƓķ ƌĻũ ƷǒƩƓ ƌğƓĻ ƨǒĻǒźƓŭ ķĻƒğƓķ źƭ ĻǣƦĻĭƷĻķ Ʒƚ ĻǣƷĻƓķ ĬĻǤƚƓķ ğǝğźƌğĬƌĻ ƭƦğĭĻ źƓ ƷŷĻ ķĻƭźŭƓğƷĻķ ƌĻũ ƷǒƩƓ ƌğƓĻͲ ƭƦźƌƌźƓŭ ĬğĭƉ źƓƷƚ ğ ƷǞƚΏǞğǤ ƌĻũ ƷǒƩƓ ƌğƓĻ ğƓķ ƦƚƷĻƓƼğƌƌǤ źƒƦğĭƼƓŭ ğĭĭĻƭƭ ƷƚΉŅƩƚƒ ĻǣźƭƼƓŭ ķƩźǝĻǞğǤƭ͵ ğĬƌĻ Б͵ ЋЉЌБ bƚƩƒğƌ !ǝĻƓǒĻ tƌğƓ tŷğƭĻ ЊͲ ta tĻğƉ IƚǒƩ LƓƷĻƩƭĻĭƼƚƓ Ʃğŕĭ vǒĻǒźƓŭ 9ǣźƭƼƓŭ ĻŷźĭƌĻ PM Peak Hour LƓƷĻƩƭĻĭƼƚƓ Movement Storage Vehicle Queue 1 БЋ ũ͵ Ashland Street at Walker Avenue 9. \[Ļũ ЊЉЉ ũ АБ ũ͵ . \[Ļũ ЊЉЉ ũ 1 155 ũ͵ OR 66/Ashland Street at Tolman Creek Road b. \[Ļũ ЊЉЉ ũ 187 ũ͵ {. \[Ļũ ЊЉЉ ũ 2 168 ũ͵ 9. \[Ļũ 185 ũ 3 247 ũ͵ . \[Ļũ 225 ũ . . November 20, 2013 Page 13 of 27 5.2.4 9ǝğƌǒğƼƚƓ ƚŅ LƓƷĻƩƓğƌ {ƷƩĻĻƷƭ Figures 2 and 12 illustrate the internal street, bicycle and pedestrian systems for the Normal Avenue Neighborhood Plan. As indicated in Figure 2, the internal street system follows an hierarchical structure Ǟŷźĭŷ ǒƭĻƭ bƚƩƒğƌ !ǝĻƓǒĻ ğƭ źƷƭ ƦƩźƒğƩǤ ĬğĭƉĬƚƓĻ͵ bƚƩƒğƌ !ǝĻƓǒĻ Ǟƚǒƌķ ǒƌƼƒğƷĻƌǤ ƩǒƓ ƓƚƩƷŷΉƭƚǒƷŷͲ ĭƚƓƓĻĭƼƓŭ 9͵ ağźƓ {ƷƩĻĻƷ ƚƓ ƷŷĻ ƓƚƩƷŷ ǞźƷŷ !ƭŷƌğƓķ {ƷƩĻĻƷ ƚƓ ƷŷĻ ƭƚǒƷŷ͵ ŷźƭ ĭƚƓƓĻĭƼƚƓ Ǟƚǒƌķ ƩĻƨǒźƩĻ ğƦƦƩƚǝğƌ ƚŅ ğ ƦǒĬƌźĭ ƩğźƌƩƚğķ ĭƩƚƭƭźƓŭ ƚŅ ƷŷĻ ĻǣźƭƼƓŭ /hwt Ʃğźƌ ƌźƓĻ͵ Normal Avenue is supported by a system of Neighborhood Streets, running both north/south (generally ƦğƩğƌƌĻƌ Ʒƚ bƚƩƒğƌ !ǝĻƓǒĻΜ ğƓķ ĻğƭƷΉǞĻƭƷ ΛĭƚƓƓĻĭƼƓŭ bƚƩƒğƌ !ǝĻƓǒĻ Ʒƚ ǝğƩźƚǒƭ ƭǒĬğƩĻğƭ źƓ ƷŷĻ ķĻǝĻƌƚƦƒĻƓƷ ğƓķ Ʒƚ źƓķźǝźķǒğƌ ƦƩƚƦĻƩƼĻƭΜ͵ LƓ ğķķźƼƚƓ Ʒƚ ƓĻźŭŷĬƚƩŷƚƚķ ƭƷƩĻĻƷƭͲ ƷŷĻƩĻ źƭ ğƌƭƚ ğ ƭǤƭƷĻƒ ƚŅ allshared ƭƦğĭĻ ƭƷƩĻĻƷƭ ƷŷğƷ ƦƩƚǝźķĻ ŅƚƩ ƒźǣĻķ ƒƚķĻ ƷƩğǝĻƌ ǞźƷŷ Ɠƚ ƭĻƦğƩğƼƚƓ ĬĻƷǞĻĻƓ ĭğƩƭͲ ƦĻķĻƭƷƩźğƓƭ ğƓķ bicyclists. The idea of shared space streets originated in The Netherlands where these are referred to as . On shared space streets pedestrians and cyclists would have legal priority over motorists with a goal of calming and reducing speeds. As shown in Figure 12, the bicycle network in the Plan area includes streets with bike lanes (primarily E. Main Street adjacent to the project), streets without bike lanes (including Normal Avenue and the ƓĻźŭŷĬƚƩŷƚƚķ ƭƷƩĻĻƷ ƭǤƭƷĻƒΜͲ ƭŷğƩĻķ ƭƦğĭĻ ƭƷƩĻĻƷƭͲ ƒǒƌƼΏǒƭĻ ƦğƷŷƭͲ ğƓķ ƷŷĻ !ƭŷƌğƓķ /ĻƓƷƩğƌ .źƉĻ tğƷŷ͵ The pedestrian system also shown in Figure 12 includes an extensive system of streets with adjacent ƭźķĻǞğƌƉƭͲ ƭŷğƩĻķ ǒƭĻ ƭƷƩĻĻƷƭͲ ƒǒƌƼΏǒƭĻ ƦğƷŷƭ ğƓķ ƷŷĻ !ƭŷƌğƓķ /ĻƓƷƩğƌ .źƉĻ tğƷŷ͵ LƷ ƭŷƚǒƌķ ĬĻ ƓƚƷĻķ ƷŷğƷ these two ﬁgures show the bicycle and pedestrian systems at full build-out. With Phase 1 development, źƒƦƩƚǝĻƒĻƓƷƭ Ǟƚǒƌķ ĬĻ ƌğƩŭĻƌǤ ĭƚƓŋƓĻķ Ʒƚ ƷŷĻ ĻğƭƷĻƩƓ ƦƚƩƼƚƓ ƚŅ ƷŷĻ tƌğƓ ğƩĻğ ΛƭĻĻ CźŭǒƩĻ АΜ͵ ŷĻ !ƭŷƌğƓķ ƩğƓƭƦƚƩƷğƼƚƓ {ǤƭƷĻƒ tƌğƓ ķĻƭźŭƓğƷĻƭ bƚƩƒğƌ !ǝĻƓǒĻ ğƭ ğ /źƷǤ !ǝĻƓǒĻ źƓ źƷƭ ŅǒƓĭƼƚƓğƌƌy deﬁnes an Avenue as a street that provides ƓĻźŭŷĬƚƩŷƚƚķƭ Ʒƚ ƓĻźŭŷĬƚƩŷƚƚķ ğĭƼǝźƷǤ ĭĻƓƷĻƩƭ ğƓķ ĬƚǒƌĻǝğƩķƭ͵ !ǝĻƓǒĻƭ ğƩĻ ƭźƒźƌğƩ Ʒƚ ĬƚǒƌĻǝğƩķƭͲ ĬǒƷ ΏƌğƓĻ ƚƩ ЌΏƌğƓĻ ĭƚƓŋŭǒƩğƼƚƓ ĭğƓ ĬĻ ǒƭĻķ ķĻƦĻƓķźƓŭ ƚƓ ƷŷĻ ƓǒƒĬĻƩ Avenues are expected to carry between 3,000 and 10,000 daily vehicle trips, speeds would be controlled to 20-25 mph, and bike lanes, on-street ƦğƩƉźƓŭͲ ƦƌğƓƼƓŭ ƭƷƩźƦƭ ğƓķ ƭźķĻǞğƌƉƭ Ǟƚǒƌķ ğƌƌ ĬĻ ƦƩƚǝźķĻķ͵ Ʃğŕĭ ǝƚƌǒƒĻƭ ŅƚƩ ķğźƌǤ ğƓķ ta ƦĻğƉ ŷƚǒƩƌǤ ĭƚƓķźƼƚƓƭ ǞźƷŷ tŷğƭĻ Њ ķĻǝĻƌƚƦƒĻƓƷ ǞĻƩĻ ĻƭƼƒğƷĻķ ŅƚƩ Normal Avenue a short way south of E. Main Street, where the maximum traﬃc volume on this facility is ĻǣƦĻĭƷĻķ Ʒƚ ƚĭĭǒƩ͵ Ʃğŕĭ ǝƚƌǒƒĻ ĻƭƼƒğƷĻƭ ǞĻƩĻ ĬğƭĻķ ƚƓ ƷŷĻ ƷƩźƦ ŭĻƓĻƩğƼƚƓ ğƓķ ƷƩźƦ ğƭƭźŭƓƒĻƓƷ process described above, ƩĻƭǒƌƼƓŭ źƓ ğƓ ĻƭƼƒğƷĻ ƚŅ ğƦƦƩƚǣźƒğƷĻƌǤ ВЉ ǝĻŷźĭƌĻƭ ķǒƩźƓŭ ƷŷĻ ta ƦĻğƉ ŷƚǒƩ͵ wĻǝźĻǞ ƚŅ ƷƩğǝĻƌ ƒƚķĻƌ ƚǒƷƦǒƷ źƓķźĭğƷĻƭ ƷŷğƷ ƷŷĻƩĻ Ǟƚǒƌķ ĬĻ ƌźǆƌĻ ķĻƒğƓķ ŅƚƩ ĭǒƷΏƷŷƩƚǒŭŷ ƷƩğŕĭ movement on Normal Avenue between Ashland and E. Main Streets, thus minimizing non-project traﬃc ƚƓ ƷŷĻ ƦƌğƓ ğƩĻğ ƭƷƩĻĻƷ ƭǤƭƷĻƒ źŅ ğƓķ ǞŷĻƓ ğ ĭƚƓƼƓǒƚǒƭ bƚƩƒğƌ !ǝĻƓǒĻ ĭƚƓƓĻĭƼƚƓ ƒźŭŷƷ ĬĻ ƒğķĻ͵ !ƦƦƩƚǣźƒğƷĻƌǤ ЊͲЉЉЉ ǝĻŷźĭƌĻƭ ǞĻƩĻ ĻƭƼƒğƷĻķ ƚƓ ğ ķğźƌǤ Ĭğƭźƭ ğƷ Ʒŷźƭ ƭğƒĻ ƌƚĭğƼƚƓͲ ƩĻƦƩĻƭĻƓƼƓŭ ğ ƌƚǞ ĻƓķ ŅƚƩ ƷŷĻ !ǝĻƓǒĻ ƭƷƩĻĻƷ ĭƌğƭƭźŋĭğƼƚƓ͵ LƷ źƭ ƩĻĭƚƒƒĻƓķĻķ ƷŷğƷ Ʒŷźƭ ƭƷƩĻĻƷ ĬĻ ƩĻĭƌğƭƭźŋĻķ ğƭ ğ bĻźŭŷĬƚƩŷƚƚķ /ƚƌƌĻĭƷƚƩ ĬĻƷǞĻĻƓ !ƭŷƌğƓķ ğƓķ 9͵ ağźƓ {ƷƩĻĻƷƭ͵ ŷźƭ ĭƌğƭƭźŋĭğƼƚƓ ŷğƭ ğ ƩĻĭƚƒƒĻƓķĻķ service volume of 1,500 to 5,000 vehicles per day. It should be noted that the Plan does not propose that bike lanes be included on Normal Avenue which źƭ źƓĭƚƓƭźƭƷĻƓƷ ǞźƷŷ źƷƭ ĻǣźƭƼƓŭ ŅǒƓĭƼƚƓğƌ ķĻƭźŭƓğƼƚƓͲ ĬǒƷ ŭĻƓĻƩğƌƌǤ ğĭĭĻƦƷğĬƌĻ ŭźǝĻƓ ƷŷĻ ƌƚǞ ƷƩğŕĭ ǝƚƌǒƒĻƭ ƷŷğƷ Ʒŷźƭ ƭƷƩĻĻƷ źƭ ĻǣƦĻĭƷĻķ Ʒƚ ĭğƩƩǤ͵ ! ƩĻĭƌğƭƭźŋĭğƼƚƓ ƚŅ ƷŷĻ ƭƷƩĻĻƷ ŅƩƚƒ !ǝĻƓǒĻ Ʒƚ bicycle Lanes November 20, 2013 Page 14 of 27 should be provided on streets designated as neighborhood collectors when the average daily traﬃc is Since Phase 1 (and full build-out volumes as described later in this report) would generate less than 3,000 vehicles per day along Normal Avenue, ĭƚƓƭźƭƷĻƓĭǤ ǞźƷŷ ƷŷĻ bĻźŭŷĬƚƩŷƚƚķ /ƚƌƌĻĭƷƚƩ ĭƌğƭƭźŋĭğƼƚƓ ĭƚǒƌķ ĬĻ ğĭŷźĻǝĻķ͵ {ƷƩĻĻƷ ķĻƭźŭƓ ƭŷƚǒƌķ encourage travel speeds of 25 mph or less. ŷĻ ƦƩƚƦƚƭĻķ ƒǒƌƼΏǒƭĻ ƦğƷŷ ĭƚƓƓĻĭƼƚƓ ğƌƚƓŭ ƷŷĻ ĻğƭƷ ƭźķĻ ƚŅ ğƓ ĻǣźƭƼƓŭ ƭƷƩĻĻƷ ŅƩƚƒ bƚƩƒğƌ !ǝĻƓǒĻ Ʒƚ ƷŷĻ ƓƚƩƷŷ ĻķŭĻ ƚŅ ƷŷĻ ƦƩƚƆĻĭƷ ğƩĻğ Ǟźƌƌ ǒƌƼƒğƷĻƌǤ ƦƩƚǝźķĻ ğĭĭĻƭƭ Ʒƚ ƷŷĻ .ĻğƩ /ƩĻĻƉ DƩĻĻƓǞğǤ͵ ŷĻƓ ĭƚƒƦƌĻƷĻͲ ƷŷĻ DƩĻĻƓǞğǤ Ǟźƌƌ ĭƚƓƓĻĭƷ Ʒƚ ƒğƓǤ ķĻƭƼƓğƼƚƓƭ źƓ ĭĻƓƷƩğƌ WğĭƉƭƚƓ /ƚǒƓƷǤ͵ ŷĻ ƦƩĻƭĻƓĭĻ ƚŅ sidewalks and trails throughout the development provide for convenient and safe pedestrian ƒƚǝĻƒĻƓƷͲ ƌźƓƉźƓŭ Ʒƚ ķĻƭƼƓğƼƚƓƭ ǞźƷŷźƓ ƷŷĻ tƌğƓ ğƩĻğͲ ğƭ ǞĻƌƌ ğƭ ƚǒƷƭźķĻ͵ 5.2.5!ĭĭĻƭƭ ağƓğŭĻƒĻƓƷ /ƚƓƭźķĻƩğƼƚƓƭ As noted in the TSP, spacing requirements for public roadways and private driveways can have a ƦƩƚŅƚǒƓķ źƒƦğĭƷ ƚƓ ƷƩğƓƭƦƚƩƷğƼƚƓ ƭǤƭƷĻƒ ƚƦĻƩğƼƚƓƭͲ ƭğŅĻƷǤ ğƓķ ƌğƓķ ķĻǝĻƌƚƦƒĻƓƷ͵ !ĭĭĻƭƭ ƒğƓğŭĻƒĻƓƷ ƭƷƩğƷĻŭźĻƭ ğƓķ źƒƦƌĻƒĻƓƷğƼƚƓ ƩĻƨǒźƩĻ ĭğƩĻŅǒƌ ĭƚƓƭźķĻƩğƼƚƓ Ʒƚ ĬğƌğƓĭĻ ƷŷĻ ƓĻĻķ ŅƚƩ access to developed land with the need to ensure movement of traﬃc in a safe and eﬃcient manner. !ĭĭĻƭƭ ƒğƓğŭĻƒĻƓƷ ŭĻƓĻƩğƌƌǤ ĬĻĭƚƒĻƭ ƒƚƩĻ ƭƷƩźƓŭĻƓƷ ğƭ ƷŷĻ ŅǒƓĭƼƚƓğƌ ĭƌğƭƭźŋĭğƼƚƓ ƌĻǝĻƌ ƚŅ ƩƚğķǞğǤƭ and the corresponding importance of mobility increase. ŷĻ !ƭŷƌğƓķ {t źķĻƓƼŋĻƭ ğ ƒźƓźƒǒƒ ķƩźǝĻǞğǤ ğĭĭĻƭƭ ƭƦğĭźƓŭ ƚŅ ЌЉЉ ŅĻĻƷ ŅƚƩ ĬƚǒƌĻǝğƩķƭ ƌźƉĻ !ƭŷƌğƓķ and E. Main Streets, 100 feet for avenues like Walker Avenue, Clay Street and Tolman Creek Road, and 75 feet for lower order streets such as those that could be developed internal to the Normal Avenue Neighborhood Plan area. However, these spacing standards have not yet been codiﬁed. Current ƭƷğƓķğƩķƭͲ ğƭ ğķƚƦƷĻķ źƓ ƷŷĻ aǒƓźĭźƦğƌ /ƚķĻ ΛЊБ͵ВЋ͵ЉБЉ tğƩƉźƓŭͲ !ĭĭĻƭƭ ğƓķ /źƩĭǒƌğƼƚƓ 5ĻƭźŭƓΜ ğƩĻ ğƭ follows: Distance between driveways: o On arterial streets 100 feet o On collector streets 75 feet o hƓ ƩĻƭźķĻƓƼğƌ ƭƷƩĻĻƷƭ 50 feet 5źƭƷğƓĭĻ ŅƩƚƒ źƓƷĻƩƭĻĭƼƚƓƭʹ o On arterial streets 100 feet o On collector streets 50 feet o hƓ ƩĻƭźķĻƓƼğƌ ƭƷƩĻĻƷƭ 35 feet hw ЏЏ ĻğƭƷ ƚŅ ƚƌƒğƓ /ƩĻĻƉ wƚğķ źƭ ǒƓķĻƩ h5h ƆǒƩźƭķźĭƼƚƓ ğƓķ ƭƷğƷĻ ŷźŭŷǞğǤ ğĭĭĻƭƭ ƭƦğĭźƓŭ ƭƷğƓķğƩķƭ apply. ODOT and the City of Ashland have an agreement that OR 66 within the city limits is subject to the minimum spacing standards typically applied to District Highways. OR 66 within the City is subject to a minimum access spacing standard of 300 feet. The public roadway spacing standards is 1 mile for boulevards and ¼ mile for avenues. The City currently does not have minimum public roadway spacing standards for neighborhood collectors or neighborhood streets. The proposed alignment of Normal Avenue through the Plan area is largely consistent with the ¼ mile ΛЊͲЌЋЉ ŅĻĻƷΜ ƭƦğĭźƓŭ ƭƷğƓķğƩķ ŅƚƩ ğǝĻƓǒĻƭ źƓ ƩĻƌğƼƚƓ Ʒƚ ƷŷĻ ĻǣźƭƼƓŭ ğƌźŭƓƒĻƓƷ ƚŅ /ƌğǤ {ƷƩĻĻƷ Ǟŷźĭŷ źƭ ğƌƭƚ ğ ķĻƭźŭƓğƷĻķ ğǝĻƓǒĻ͵ ŷĻ ĻǣĭĻƦƼƚƓ Ǟƚǒƌķ ĬĻ ğƷ ƷŷĻ ƓƚƩƷŷ ĻƓķ ƓĻğƩ 9͵ ağźƓ {ƷƩĻĻƷ ǞŷĻƩĻ bƚƩƒğƌ !ǝĻƓǒĻ ƒğƉĻƭ ğ ƷƩğƓƭźƼƚƓ ĻğƭƷǞğƩķ ğƭ źƷ ğƦƦƩƚğĭŷĻƭ 9͵ ağźƓ {ƷƩĻĻƷ Ʒƚ ğǝƚźķ ǞĻƷƌğƓķƭ ğƓķ ƒźƓźƒźǩĻ źƒƦğĭƷ Ʒƚ ğƓ ĻǣźƭƼƓŭ ƭƷƩĻğƒ͵ !Ʒ źƷƭ ƦƩƚƦƚƭĻķ ağźƓ {ƷƩĻĻƷ źƓƷĻƩƭĻĭƼƚƓͲ bƚƩƒğƌ !ǝĻƓǒĻ Ǟƚǒƌķ ĬĻ November 20, 2013 Page 15 of 27 approximately 1,000 feet west of Clay Street. Neighborhood streets are located roughly 300 to 500 feet ğƦğƩƷ ğƓķ ğƩĻ ƭǒƦƦƚƩƷĻķ ĬǤ ƭŷğƩĻķ ƭƦğĭĻ ƭƷƩĻĻƷƭ ğƓķ ƩĻğƩ ƌğƓĻƭ͵ wĻķĻƭźŭƓğƼƚƓ ƚŅ bƚƩƒğƌ !ǝĻƓǒĻ ğƭ ğ Neighborhood Collector would meet this spacing standard. As development plans for the project area become more reﬁned it will be important to ensure that ƷŷĻƩĻ źƭ ğķĻƨǒğƷĻ ƭƦğĭźƓŭ ĬĻƷǞĻĻƓ ƷŷĻ ƦƩƚƦƚƭĻķ bƚƩƒğƌ !ǝĻƓǒĻ źƓƷĻƩƭĻĭƼƚƓ ǞźƷŷ 9͵ ağźƓ {ƷƩĻĻƷ ğƓķ ƷŷĻ ƓĻźŭŷĬƚƩŷƚƚķ ƭƷƩĻĻƷ źƓƷĻƩƭĻĭƼƚƓ ƦƩƚƦƚƭĻķ źƒƒĻķźğƷĻƌǤ Ʒƚ ƷŷĻ ĻğƭƷ͵ !ƭ ƭŷƚǞƓ ĭǒƩƩĻƓƷƌǤ źƓ CźŭǒƩĻ ЋͲ ƷŷĻƩĻ źƭ ğƷ ƌĻğƭƷ ЌЉЉ ŅĻĻƷ ĬĻƷǞĻĻƓ ƷŷĻƭĻ ƷǞƚ źƓƷĻƩƭĻĭƼƚƓƭ Ǟŷźĭŷ źƭ ĭƚƓƭźƭƷĻƓƷ ǞźƷŷ {t ƩĻĭƚƒƒĻƓķğƼƚƓƭ ğƓķ ĻǣĭĻĻķƭ ĭǒƩƩĻƓƷ ĭźƷǤ ĭƚķĻ͵ !ķķźƼƚƓğƌƌǤ źƷ Ǟźƌƌ ĬĻ źƒƦƚƩƷğƓƷ ƷŷğƷ ğķĻƨǒğƷĻ źƓƷĻƩƭĻĭƼƚƓ ğƓķ ƭƷƚƦƦźƓŭ ƭźŭŷƷ ķźƭƷğƓĭĻ źƭ ƦƩƚǝźķĻķ ğƷ Ļğĭŷ źƓƷĻƩƭĻĭƼƚƓ ƚƓƷƚ 9͵ ağźƓ {ƷƩĻĻƷ͵ /ƚƓƭźķĻƩğƼƚƓ ƭŷƚǒƌķ ĬĻ ŭźǝĻƓ Ʒƚ ƩĻǝźĻǞźƓŭ ĻǣźƭƼƓŭ ƭźŭŷƷ ķźƭƷğƓĭĻ ğƷ ƷŷĻ źƓƷĻƩƭĻĭƼƚƓ ƚŅ E. Main Street with Clay Street to ensure that appropriate distance is available to maximize safety. 5.2.6 Railroad Crossing ŷĻ ĻǣźƭƼƓŭ Ʃƚğķ ĭƩƚƭƭźƓŭ ƚŅ ƷŷĻ /hwt ƷƩğĭƉƭ ğƷ bƚƩƒğƌ !ǝĻƓǒĻ źƭ ğ ƭƷƚƦΏĭƚƓƷƩƚƌƌĻķͲ ƦƩźǝğƷĻ ĭƩƚƭƭźƓŭ intended to serve a limited number of single family homes on large lots. In order to connect Normal Avenue as a public street between the Plan area and Ashland Street, a formal rail crossing ƦĻƩƒźƷ ğƦƦƌźĭğƼƚƓ ƒǒƭƷ ĬĻ ƭǒĬƒźǆĻķ ğƓķ approved. If approved, then it is likely that ĻƓŷğƓĭĻķ Ʃğźƌ ĭƩƚƭƭźƓŭ ƦƩƚƷĻĭƼƚƓ ķĻǝźĭĻƭ Ǟźƌƌ be required and must be installed as a part of the public street improvement project. This is an expensive undertaking as it is likely that crossing gates with ﬂashers and warning devices would be required. As a part of the bƚƩƒğƌ !ǝĻƓǒĻ tƌğƓ ŅǒƷǒƩĻ ƷƩğŕĭ ĭƚƓķźƼƚƓƭ analysis, the need for a Normal Avenue extension including upgraded rail crossing was evaluated. ŷĻ ƦƩźƒğƩǤ ŅğĭƷƚƩƭ ĭƚƓƭźķĻƩĻķ źƓ Ʒŷźƭ ĻǝğƌǒğƼƚƓ ŅƚĭǒƭĻķ ƚƓ ǞŷĻƷŷĻƩ ƷŷĻƩĻ Ǟƚǒƌķ ĬĻ ğ ƭźŭƓźŋĭğƓƷ ķĻŭƩğķğƼƚƓ ƚŅ ƷƩğŕĭ ƚƦĻƩğƼƚƓƭ ğƌƚƓŭ 9͵ ağźƓ ƚƩ /ƌğǤ {ƷƩĻĻƷƭͲ ƚƩ ğƷ ğƓǤ ƚŅ ƷŷĻ ƭƷǒķǤ ğƩĻğ źƓƷĻƩƭĻĭƼƚƓƭ thğƷ ĭƚǒƌķ ĬĻ ğǝƚźķĻķ ĬǤ ƒğƉźƓŭ ƷŷĻ ƦƩƚƦƚƭĻķ Ʃƚğķ ĻǣƷĻƓƭźƚƓ͵ ŷĻ ƩĻƭǒƌƷƭ ƚŅ ta ƦĻğƉ ŷƚǒƩ źƓƷĻƩƭĻĭƼƚƓ ƷƩğŕĭ ƚƦĻƩğƼƚƓƭ ğƓğƌǤƭźƭ źƓķźĭğƷĻƭ ƷŷğƷͲ ǞźƷŷ ƚƓĻ ĻǣĭĻƦƼƚƓͲ ğƌƌ ƭƷǒķǤ ğƩĻğ źƓƷĻƩƭĻĭƼƚƓƭ Ǟƚǒƌķ ƚƦĻƩğƷĻ ğĭĭĻƦƷğĬƌǤ ǞźƷŷƚǒƷ ƷŷĻ źƒƦƩƚǝĻķ Ʃğźƌ ĭƩƚƭƭźƓŭ ğƓķ bƚƩƒğƌ !ǝĻƓǒĻ ƭƷƩĻĻƷ ĭƚƓƓĻĭƼƚƓ źƓ ƦƌğĭĻ͵ !ĭĭƚƩķźƓŭƌǤͲ ķĻǝĻƌƚƦźƓŭ ğ ƦǒĬƌźĭ Ʃğźƌ ĭƩƚƭƭźƓŭ ğƭ ğ ƷƩğŕĭ źƒƦğĭƷ ƒźƼŭğƼƚƓ ƒĻğƭǒƩĻ źƭ ƓƚƷ ƓĻĭĻƭƭğƩǤ͵ However, it is ķĻƭźƩğĬƌĻ Ʒƚ ǒƌƼƒğƷĻƌǤ źƒƦƩƚǝĻ Ʒŷźƭ ĭƩƚƭƭźƓŭ ğƓķ ĭƚƓƓĻĭƷ bƚƩƒğƌ !ǝĻƓǒĻ Ʒƚ ƷŷĻ ƭƚǒƷŷ Ʒƚ ƦƩƚǝźķĻ ŅƚƩ ğķķźƼƚƓğƌ ĭƚƓƓĻĭƼǝźƷǤ ğƓķ ĭźƩĭǒƌğƼƚƓ͵ LƓ ƷŷĻ źƓƷĻƩźƒͲ ƷŷĻ ǝźğĬźƌźƷǤ ƚŅ ğķķźƓŭ ğ ĬźĭǤĭƌĻ ğƓķ ƦĻķĻƭƷƩźğƓ ĭƚƓƓĻĭƼƚƓ ğĭƩƚƭƭ ƷŷĻ ƩğźƌƩƚğķ ğƷ Ʒŷźƭ ƌƚĭğƼƚƓ ƭŷƚǒƌķ ĬĻ ĻǣƦƌƚƩĻķ͵ 5.3Phase 2 Findings and Conclusions Figure 9 illustrates both the assumed land uses for Phase 2 of development and the internal street ƭǤƭƷĻƒ ĻǣƦĻĭƷĻķ Ʒƚ ĬĻ źƓ ƦƌğĭĻ͵ DĻƓĻƩğƌƌǤͲ źƷ źƭ ğƓƼĭźƦğƷĻķ ƷŷğƷ ĬǒźƌķΏƚǒƷ ƚŅ ƷŷĻ bƚƩƒğƌ !ǝĻƓǒĻ ƓĻźŭŷĬƚƩŷƚƚķ Ǟźƌƌ ƚĭĭǒƩ ǞźƷŷźƓ ƷŷĻ ǞĻƭƷĻƩƓ ğƓķ ƭƚǒƷŷĻƩƓ ƦƚƩƼƚƓƭ ƚŅ ƷŷĻ ƦƩƚƦĻƩƷǤ͵ !ƭ źƌƌǒƭƷƩğƷĻķ źƓ Figure 9, access will be available both from Clay Street (via two east/west Neighborhood Streets) and from E. Main Street (via two north/south Neighborhood Streets and the northerly extension of Normal November 20, 2013 Page 16 of 27 !ǝĻƓǒĻΜ͵ LŅ ğ ƦǒĬƌźĭ ĭƩƚƭƭźƓŭ ƚŅ ƷŷĻ ĻǣźƭƼƓŭ /hwt Ʃğźƌ ƌźƓĻ źƭ ƦĻƩƒźǆĻķ ğƓķ ĭƚƓƭƷƩǒĭƷĻķͲ ğĭĭĻƭƭ Ǟƚǒƌķ ğƌƭƚ ĬĻ ğǝğźƌğĬƌĻ ƷƚΉŅƩƚƒ ƷŷĻ ƭƚǒƷŷ ǝźğ ğƓ źƒƦƩƚǝĻķ bƚƩƒğƌ !ǝĻƓǒĻ ĭƚƓƓĻĭƼƚƓ͵ CźŭǒƩĻ ЊЉ ƦƩĻƭĻƓƷƭ ЋЉЌБ źƓƷĻƩƭĻĭƼƚƓ ƷǒƩƓźƓŭ ƒƚǝĻƒĻƓƷ ƦƩƚƆĻĭƼƚƓƭ ŅƚƩ ƷŷĻ ta ƦĻğƉ ŷƚǒƩ źƓĭƌǒķźƓg 2038 background traﬃc growth and both phases of development in the Normal Avenue project area. Figure 11 illustrates projected PM peak hour Phase 2 traﬃc volumes on the streets accessing the Normal Avenue neighborhood. 5.3.1 LƓƷĻƩƭĻĭƼƚƓ hƦĻƩğƼƚƓƭ !ƓğƌǤƭźƭ wĻƭǒƌƷƭ {ǤƓĭŷƩƚ Б ƭƚũǞğƩĻ Ǟğƭ ǒƭĻķ Ʒƚ ĻǝğƌǒğƷĻ ƷŷĻ ƦĻƩŅƚƩƒğƓĭĻ ƚŅ ĬƚƷŷ ƭźŭƓğƌźǩĻķ ğƓķ ǒƓƭźŭƓğƌźǩĻķ źƓƷĻƩƭĻĭƼƚƓƭ źƓ ƷŷĻ ƭƷǒķǤ ğƩĻğ͵ ğĬƌĻ В ƭǒƒƒğƩźǩĻƭ ЋЉЌБ ta ƦĻğƉ ŷƚǒƩ ƚƦĻƩğƼƚƓğƌ ƦĻƩŅƚƩƒğƓĭĻ ŅƚƩ ƭƷǒķǤ ğƩĻğ źƓƷĻƩƭĻĭƼƚƓƭ ğƭƭǒƒźƓŭ ĬǒźƌķΏƚǒƷ ƚŅ ĬƚƷŷ tŷğƭĻƭ Њ ğƓķ Ћ ƚŅ ƷŷĻ bƚƩƒğƌ !ǝĻƓǒĻ tƌğƓ͵ ŷĻƭĻ ƩĻƭǒƌƷƭ źƓĭƚƩƦƚƩğƷĻ ƷŷĻ źƓƷĻƩƭĻĭƼƚƓ ŭĻƚƒĻƷƩǤ ğƓķ ƷƩğŕĭ ĭƚƓƷƩƚƌ ŅĻğƷǒƩĻƭ źƌƌǒƭƷƩğƷĻķ źƓ CźŭǒƩĻ Ћ ΛǞźƷŷ ƷŷĻ ğķķźƼƚƓ bƚƩƒğƌ !ǝĻƓǒĻ ğƓķ ƚƷŷĻƩ ƌƚĭğƌ ƭƷƩĻĻƷ ĭƚƓƓĻĭƼƚƓƭ Ʒƚ 9͵ ağźƓ {ƷƩĻĻƷΜ ğƓķ ƷŷĻ ƦƩƚƆĻĭƷĻķ ЋЉЌБ PM peak hour traﬃc volumes in Figure 10. !ƭ źƓķźĭğƷĻķ źƓ ğĬƌĻ ВͲ ğƌƌ ƭƷǒķǤ ğƩĻğ źƓƷĻƩƭĻĭƼƚƓƭ ğƩĻ ĻǣƦĻĭƷĻķ Ʒƚ ƒĻĻƷ ƷŷĻźƩ ğƦƦƌźĭğĬƌĻ ƒƚĬźƌźƷǤ ƭƷğƓķğƩķ͵ 5ĻƷğźƌĻķ ƷƩğŕĭ ƚƦĻƩğƼƚƓğƌ ǞƚƩƉƭŷĻĻƷƭ ĭğƓ ĬĻ ŅƚǒƓķ źƓ !ƦƦĻƓķźǣ D͵ Table 9. 2038 Normal Avenue Plan tŷğƭĻ ЋͲ ta tĻğƉ IƚǒƩ hƦĻƩğƼƚƓƭ !ƓğƌǤƭźƭ {ǒƒƒğƩǤ PM Peak Hour hƦĻƩğƼƓŭ Traﬃc Worst 123 LƓƷĻƩƭĻĭƼƚƓ Standard Control Movement V/C Delay LOS Ashland Street at Walker Avenue LOS D Signal 0.63 17.0 B Ashland Street at Normal Avenue LOS E Stop SB 0.55 38.3 E Ashland Street at Clay Street LOS E Stop SBL 0.20 17.8 C OR 66/Ashland Street at Tolman Creek Road V/C= 0.95 Signal 0.88 45.3 D E. Main Street at Walker Avenue LOS E Stop NB 0.41 25.3 D E. Main Street at Bus Access Road LOS E Stop NB 0.18 21.2 C E. Main Street at Bus Access Road School PM LOS E Stop NB 0.27 23.9 C E. Main Street at New Normal Avenue LOS E Stop NB 0.17 20.0 C E. Main Street at Clay Street LOS E Stop NB 0.39 25.1 D E. Main Street at Tolman Creek Road LOS E Stop NB 0.46 14.2 B 5.3.2 Traﬃc Queuing Analysis Results Table 10 summarizes 2038 PM peak hour traﬃc queuing analysis results for Phase 2 of the Normal !ǝĻƓǒĻ tƌğƓ ğƷ ƷŷĻ ƷǞƚ ƭźŭƓğƌźǩĻķ ƭƷǒķǤ ğƩĻğ źƓƷĻƩƭĻĭƼƚƓƭ͵ ƚƩƉƭŷĻĻƷƭ ğƩĻ źƓĭƌǒķĻķ źƓ !ƦƦĻƓķźǣ I͵ {źƒźƌğƩ Ʒƚ ƷŷĻ ƩĻƭǒƌƷƭ ŅƩƚƒ ğƓğƌǤƭźƭ ƚŅ ƷŷĻ ЋЉЌБ ta ƦĻğƉ ĬğƭĻƌźƓĻ ĭƚƓķźƼƚƓͲ ƨǒĻǒźƓŭ ƩĻƭǒƌƷƭ ŅƚƩ ƷŷĻ ƭźŭƓğƌźǩĻķ źƓƷĻƩƭĻĭƼƚƓ ƚŅ !ƭŷƌğƓķ {ƷƩĻĻƷ ğƷ ğƌƉĻƩ !ǝĻƓǒĻ ƭŷƚǞ ƷŷğƷ ŅƚƩ ĬƚƷŷ ƌĻũ ƷǒƩƓ ƒƚǝĻƒĻƓƷƭ (eastbound and westbound) along Ashland Street there is suﬃcient space to meet expected vehicle ƨǒĻǒźƓŭ ķĻƒğƓķ͵ !Ʒ ƷŷĻ źƓƷĻƩƭĻĭƼƚƓ ƚŅ hw ЏЏΉ!ƭŷƌğƓķ {ƷƩĻĻƷ ǞźƷŷ ƚƌƒğƓ /ƩĻĻƉ wƚğķ ƷŷƩĻĻ ƚŅ ƷŷĻ ĻǣźƭƼƓŭ ƌĻũ ƷǒƩƓ ƌğƓĻƭ ķƚ ƓƚƷ ŷğǝĻ ƭǒŕĭźĻƓƷ ƭƦğĭĻ Ʒƚ ğĭĭƚƒƒƚķğƷĻ ĻǣƦĻĭƷĻķ ƷƩğŕĭ ƨǒĻǒĻƭ ķǒƩźƓŭ ƷŷĻ ЋЉЌБ ta ƦĻğƉ ŷƚǒƩ ǞźƷŷƚǒƷ źƒƦğĭƼƓŭ ƚƷŷĻƩ ƷƩğŕĭ͵ LƓ ƷŷĻ ƓƚƩƷŷ ğnd ƭƚǒƷŷĬƚǒƓķ ķźƩĻĭƼƚƓƭͲ ğ ƷǞƚ Ʒƚ November 20, 2013 Page 17 of 27 three vehicle spillover into the through lane is expected for certain signal cycles during the PM peak ŷƚǒƩ͵ LƓ ƷŷĻ ǞĻƭƷĬƚǒƓķ ƌĻũ ƷǒƩƓ ƌğƓĻ ƨǒĻǒźƓŭ ķĻƒğƓķ źƭ ĻǣƦĻĭƷĻķ Ʒƚ ĻǣƷĻƓķ ĬĻǤƚƓķ ğǝğźƌğĬƌĻ ƭƦğĭĻ źƓ ƷŷĻ ķĻƭźŭƓğƷĻķ ƌĻũ ƷǒƩƓ ƌğƓĻͲ ƭƦźƌƌźƓŭ ĬğĭƉ źƓƷƚ ğ ƷǞƚΏǞğǤ ƌĻũ ƷǒƩƓ ƌğƓĻ ğƓķ ƦƚƷĻƓƼğƌƌǤ źƒƦğĭƼƓŭ ğĭĭĻƭƭ ƷƚΉŅƩƚƒ ĻǣźƭƼƓŭ ķƩźǝĻǞğǤƭ͵ Table 10͵ ЋЉЌБ bƚƩƒğƌ !ǝĻƓǒĻ tƌğƓ tŷğƭĻ ЋͲ ta tĻğƉ IƚǒƩ LƓƷĻƩƭĻĭƼƚƓ Ʃğŕĭ vǒĻǒźƓŭ 9ǣźƭƼƓŭ ĻŷźĭƌĻ PM Peak Hour LƓƷĻƩƭĻĭƼƚƓ Movement Storage Vehicle Queue 1 ВЉ ũ͵ Ashland Street at Walker Avenue 9. \[Ļũ ЊЉЉ ũ АБ ũ͵ . \[Ļũ ЊЉЉ ũ 1 155 ũ͵ OR 66/Ashland Street at Tolman Creek Road b. \[Ļũ ЊЉЉ ũ 203 ũ͵ {. \[Ļũ ЊЉЉ ũ 2 168 ũ͵ 9. \[Ļũ ЊБЎ ũ 3 247 ũ͵ . \[Ļũ ЋЋЎ ũ . . 5.3.3 9ǝğƌǒğƼƚƓ ƚŅ LƓƷĻƩƓğƌ {ƷƩĻĻƷƭ Full build-out of the Plan area would occur with Phase 2 development. This development is largely ŅƚĭǒƭĻķ ƚƓ ƷŷĻ ǞĻƭƷĻƩƓ ƦƚƩƼƚƓ ƚŅ ƷŷĻ ƭƷǒķǤ ğƩĻğ ΛƭĻĻ CźŭǒƩĻ В ŅƚƩ ƷŷĻ ğķķźƼƚƓğƌ ƭƷƩĻĻƷƭ ƷŷğƷ Ǟƚǒƌķ serve Phase 2 land development). Ʃğŕĭ ǝƚƌǒƒĻƭ ŅƚƩ ķğźƌǤ ğƓķ ta ƦĻğƉ ŷƚǒƩƌǤ ĭƚƓķźƼƚƓƭ ǞźƷŷ ĬƚƷŷ tŷğƭĻƭ Њ ğƓķ Ћ ǞĻƩĻ ĻƭƼƒğƷĻķ ŅƚƩ bĻǞ bƚƩƒğƌ !ǝĻƓǒĻ ƭƚǒƷŷ ƚŅ 9͵ ağźƓ {ƷƩĻĻƷ͵ .ğƭĻķ ƚƓ ƷŷĻ ĻƭƼƒğƷĻ ƚŅ ƷƩźƦΏƒğƉźƓŭ ǞźƷŷ Ʒŷźƭ ğķķźƼƚƓğƌ ķĻǝĻƌƚƦƒĻƓƷͲ ğƓ ĻƭƼƒğƷĻ ƚŅ ğƦƦƩƚǣźƒğƷĻƌǤ ЊЊЉ ǝĻŷźĭƌĻƭ ķǒƩźƓŭ ƷŷĻ ta ƦĻğƉ ŷƚǒƩ Ǟƚǒƌķ ǒƭĻ bƚƩƒğƌ Avenue somewhat south of E. Main Street. This equates to approximately 1,200 daily vehicles at the ƭğƒĻ ƌƚĭğƼƚƓͲ ƩĻƦƩĻƭĻƓƼƓŭ ğ ƌƚǞ ĻƓķ ŅƚƩ ƷŷĻ !ǝĻƓǒĻ ƭƷƩĻĻƷ ĭƌğƭƭźŋĭğƼƚƓ͵ LƷ ƭŷƚǒƌķ ğƌƭƚ ĬĻ ƓƚƷĻķ ƷŷğƷ the Normal Avenue Neighborhood Plan does not propose that bike lanes be included on Normal Avenue Ǟŷźĭŷ źƭ źƓĭƚƓƭźƭƷĻƓƷ ǞźƷŷ źƷƭ ŅǒƓĭƼƚƓğƌ ķĻƭźŭƓğƼƚƓͲ ĬǒƷ ŭĻƓĻƩğƌƌǤ ğĭĭĻƦƷğĬƌĻ ŭźǝĻƓ ƷŷĻ ƌƚǞ ƷƩğŕĭ ǝƚƌǒƒĻƭ ƷŷğƷ Ʒŷźƭ ƭƷƩĻĻƷ źƭ ĻǣƦĻĭƷĻķ Ʒƚ ĭğƩƩǤ͵ IƚǞĻǝĻƩͲ ğƭ ķźƭĭǒƭƭĻķ ǒƓķĻƩ ƷŷĻ ĻǝğƌǒğƼƚƓ ƚŅ tŷğƭĻ Њ ƷƩğŕĭͲ ƩĻĭƌğƭƭźŋĭğƼƚƓ ƚŅ bƚƩƒğƌ !ǝĻƓǒĻ ğƭ ğ bĻźŭŷĬƚƩŷƚƚķ /ƚƌƌĻĭƷƚƩ źƭ ƩĻĭƚƒƒĻƓķĻķ͵ ŷźƭ ƩĻĭƌğƭƭźŋĭğƼƚƓ Ǟƚǒƌķ ĬĻ ĭƚƓƭźƭƷĻƓƷ ǞźƷŷ ƷŷĻ ķğźƌǤ ƷƩğŕĭ ǝƚƌǒƒĻƭ ƦƩƚƆĻĭƷĻķ ŅƚƩ ƷŷĻ ƭƷƩĻĻƷ ğƓķ Ǟƚǒƌķ ƓƚƷ require bicycle lanes. ! ƦƩƚƦƚƭĻķ ƒǒƌƼΏǒƭĻ ƦğƷŷ ƦƩƚǝźķĻƭ ƓĻĭĻƭƭğƩǤ ĭƚƓƓĻĭƼƚƓƭ ƷƚΉŅƩƚƒ ƷŷĻ ƭĭŷƚƚƌƭ ƌƚĭğƷĻķ ǞĻƭƷ ƚŅ ƷŷĻ project area along Walker Avenue, oﬀering a safer and more pleasant travel route for young people than using the proposed E. Main Street bike lanes. The presence of sidewalks and trails throughout the ķĻǝĻƌƚƦƒĻƓƷ ƦƩƚǝźķĻ ŅƚƩ ĭƚƓǝĻƓźĻƓƷ ğƓķ ƭğŅĻ ƦĻķĻƭƷƩźğƓ ƒƚǝĻƒĻƓƷͲ ƌźƓƉźƓŭ Ʒƚ ķĻƭƼƓğƼƚƓƭ ǞźƷŷźƓ ƷŷĻ Plan area, as well as outside. 5.3.4 Access Management źƷŷ ķĻǝĻƌƚƦƒĻƓƷ ƚŅ ƷŷĻ tŷğƭĻ Ћ ƭƷƩĻĻƷ ƭǤƭƷĻƒ ğƓƚƷŷĻƩ ƓĻźŭŷĬƚƩŷƚƚķ ƭƷƩĻĻƷ ĭƚƓƓĻĭƼƚƓ Ʒƚ 9͵ ağźƓ Street is proposed at the western edge of the project area. Based on the street alignment illustrated in CźŭǒƩĻ ЋͲ ƷŷĻƩĻ ķƚĻƭ ƓƚƷ ğƦƦĻğƩ Ʒƚ ĬĻ ğƓǤ ƭƦğĭźƓŭ ĭƚƓŤźĭƷƭ ǞźƷŷ ƚƷŷĻƩ ƓĻğƩĬǤ ƭƷƩĻĻƷ ĭƚƓƓĻĭƼƚƓƭ including both Walker Avenue to the west and New Normal Avenue to the east. As development plans November 20, 2013 Page 18 of 27 ŅƚƩ Ʒŷźƭ ğƩĻğ ĬĻĭƚƒĻ ƒƚƩĻ ƩĻŋƓĻķ źƷ Ǟźƌƌ ĬĻ źƒƦƚƩƷğƓƷ Ʒƚ ĻƓƭǒƩĻ ƷŷğƷ ğķĻƨǒğƷĻ źƓƷĻƩƭĻĭƼƚƓ ğƓķ stopping sight distance is provided at E. Main Street. 5.3.5 Railroad Crossing ŷĻ ŋƓķźƓŭƭͲ ĭƚƓĭƌǒƭźƚƓƭ ğƓķ ƩĻĭƚƒƒĻƓķğƼƚƓƭ ƦƩĻƭĻƓƷĻķ ǒƓķĻƩ ƷŷĻ tŷğƭĻ Њ ķźƭĭǒƭƭźƚƓ Ǟƚǒƌķ ƓƚƷ ĭŷğƓŭĻ ǞźƷŷ ƷŷĻ ğķķźƼƚƓ ƚŅ tŷğƭĻ Ћ ƷƩğŕĭ͵ 5.3.6 9ǝğƌǒğƼƚƓ ƚŅ LƒƦƩƚǝĻƒĻƓƷ !ƌƷĻƩƓğƼǝĻƭ ƚ ŅǒƩƷŷĻƩ ĻǣƦƌƚƩĻ ƷŷĻ ƒƚǝĻƒĻƓƷ ƚŅ ƓĻźŭŷĬƚƩŷƚƚķ ƷƩğŕĭ ƷƚΉŅƩƚƒ ƷŷĻ ƦƩƚƆĻĭƷ ğƩĻğͲ ƭĻǝĻƩğƌ ğƌƷĻƩƓğƼǝĻƭ Ʒƚ ƷŷĻ ƦƩƚƦƚƭĻķ bĻźŭŷĬƚƩŷƚƚķ tƌğƓ ƷƩğƓƭƦƚƩƷğƼƚƓ ƭǤƭƷĻƒ ǞĻƩĻ ĻǝğƌǒğƷĻķ͵ {ƦĻĭźŋĭğƌƌǤͲ ƷŷĻƭĻ ğƌƷĻƩƓğƼǝĻƭ ǞĻƩĻ źƓƷĻƓķĻķ Ʒƚ ƩĻƭƦƚƓķ Ʒƚ ƷŷĻ ŅƚƌƌƚǞźƓŭ ƨǒĻƭƼƚƓƭʹ LŅ ƷƩğŕĭ ƷƚΉŅƩƚƒ ƷŷĻ ƦƩƚƆĻĭƷ ğƩĻğ ǞĻƩĻ Ʒƚ ğķǝĻƩƭĻƌǤ źƒƦğĭƷ ƷŷĻ .ǒƭ !ĭĭĻƭƭ wƚğķ źƓƷĻƩƭĻĭƼƚƓ ƚƓ 9͵ ağźƓ {ƷƩĻĻƷͲ ǞŷğƷ Ǟƚǒƌķ ĬĻ ƷŷĻ źƒƦğĭƷ ƚŅ ƒƚǝźƓŭ Ʒŷźƭ ƷƩğŕĭ Ʒƚ ğƓƚƷŷĻƩ ƌƚĭğƼƚƓͪ The a ƓƚƩƷŷĻƩƌǤ ĻǣƷĻƓƭźƚƓ ƚŅ ĻǣźƭƼƓŭ bƚƩƒğƌ !ǝĻƓǒĻ͵ LƓ ĻǝğƌǒğƼƓŭ Ʒŷźƭ źƒƦƩƚǝĻƒĻƓƷ ƚƦƼƚƓͲ źƷ Ǟğƭ assumed that project-related traﬃc that would have used the Bus Access Road would be ƩĻğƭƭźŭƓĻķ Ʒƚ ƷŷĻ 9ǣźƭƼƓŭ bƚƩƒğƌ !ǝĻƓǒĻ 9ǣƷĻƓƭźƚƓ͵ Ʃğŕĭ ƚƦĻƩğƼƚƓƭ ğƓğƌǤƭźƭ ĭƚƓķǒĭƷĻķ ŅƚƩ Ʒŷźƭ ƭĭĻƓğƩźƚ źƓķźĭğƷĻƭ ƷŷğƷ ĬƚƷŷ źƓƷĻƩƭĻĭƼƚƓƭ Ǟƚǒƌķ ƚƦĻƩğƷĻ adopted mobility standards. ŷğƷ Ǟƚǒƌķ ĬĻ ƷŷĻ ƷƩğŕĭ źƒƦğĭƷƭ ƚŅ ƦƩƚǝźķźƓŭ ğ ƒǒƌƼƒƚķğƌ ƭƷƩĻĻƷ ĭƚƓƓĻĭƼƚƓ ğĭƩƚƭƭ ƷŷĻ /hwt rail line? ƚ ğƓƭǞĻƩ Ʒŷźƭ ƨǒĻƭƼƚƓ ğ ƩĻķźƭƷƩźĬǒƼƚƓ ƚŅ ƷŷĻ ƷƩğŕĭ ǝƚƌǒƒĻƭ ğƭƭǒƒĻķ Ʒƚ ǒƭĻ 9͵ ağźƓ Street and Tolman Creek Road was made to place this traﬃc on Normal Avenue just north of !ƭŷƌğƓķ {ƷƩĻĻƷ͵ Ʃğŕĭ ƚƦĻƩğƼƚƓƭ ğƓğƌǤƭźƭ Ǟğƭ ƷŷĻƓ ĭƚƓķǒĭƷĻķ ŅƚƩ ƷŷĻ źƓƷĻƩƭĻĭƼƚƓƭ ƚŅ !ƭŷƌğƓķ Street with Normal Avenue, Clay Street and Tolman Creek Road. Based on this analysis, all źƓƷĻƩƭĻĭƼƚƓƭ ğƩĻ ĻǣƦĻĭƷĻķ Ʒƚ ƚƦĻƩğƷĻ ǞźƷŷźƓ ƷŷĻ ƩĻƌĻǝğƓƷ ƒƚĬźƌźƷǤ ƭƷğƓķğƩķƭ͵ IƚǞĻǝĻƩͲ ƷŷĻ ƭƚǒƷŷĬƚǒƓķ ƌĻũ ƷǒƩƓ ƚƓƷƚ !ƭŷƌğƓķ {ƷƩĻĻƷ ŅƩƚƒ bƚƩƒğƌ !ǝĻƓǒĻ źƭ ĻǣƦĻĭƷĻķ Ʒƚ ƚƦĻƩğƷĻ ğƷ \[h{ 9͵ LŅ ğƓǤ ƭźŭƓźŋĭğƓƷ ǝƚƌǒƒĻ ƚŅ ğķķźƼƚƓğƌ ƷƩğŕĭ ǞĻƩĻ Ʒƚ ķźǝĻƩƷ Ʒƚ Ʒŷźƭ ƌƚĭğƼƚƓͲ \[h{ C ŅƚƩ Ʒŷźƭ movement may be experienced. Traﬃc signal warrant analysis was also conducted and it is ĻǣƦĻĭƷĻķ ƷŷğƷ ǞğƩƩğƓƷƭ ŅƚƩ ƭźŭƓğƌźǩğƼƚƓ Ǟƚǒƌķ ĬĻ ƒĻƷ͵ ŷǒƭͲ źŅ ğ ƦǒĬƌźĭ Ʃğźƌ ĭƩƚƭƭźƓŭ źƭ ķĻǝĻƌƚƦĻķ ƚƓ bƚƩƒğƌ !ǝĻƓǒĻͲ ĭƚƓƭźķĻƩğƼƚƓ ƭŷƚǒƌķ ĬĻ ŭźǝĻƓ Ʒƚ ƭźŭƓğƌźǩźƓŭ ƷŷĻ źƓƷĻƩƭĻĭƼƚƓ ƚŅ Normal Avenue with Ashland Street. !ƩĻ ƷŷĻƩĻ ƚƷŷĻƩ źƓƷĻƩƭĻĭƼƚƓ źƒƦƩƚǝĻƒĻƓƷ ƚƦƼƚƓƭ Ʒƚ ƷŷĻ ƷƩğķźƼƚƓğƌ ƭƷƚƦ ƭźŭƓΏĭƚƓƷƩƚƌƌĻķ źƓƷĻƩƭĻĭƼƚƓƭ ĻźƷŷĻƩ ĻǣźƭƼƓŭ ƚƩ ƦƩƚƦƚƭĻķ ğƌƚƓŭ 9͵ ağźƓ {ƷƩĻĻƷͪ ŷĻ ƷƩğŕĭ ƚƦĻƩğƼƚƓƭ ğƓğƌǤƭźƭ ĭƚƓķǒĭƷĻķ źƓ Ʒŷźƭ ƩĻƦƚƩƷ ğƭƭǒƒĻƭ ƷŷğƷ ĻǣźƭƼƓŭ ƌğƓĻ ĭŷğƓƓĻƌźǩğƼƚƓ Ǟƚǒƌķ ĬĻ ƒğźƓƷğźƓĻķ ğƌƚƓŭ 9͵ ağźƓ {ƷƩĻĻƷ ΛĻ͵ŭ͵Ͳ ƚƓĻ ƷƩğǝĻƌ ƌğƓĻ źƓ Ļğĭŷ ķźƩĻĭƼƚƓ ǞźƷŷ Ɠƚ ƌĻũ ƷǒƩƓ ƌğƓĻƭΜ͵ !ƓğƌǤƭźƭ Ǟğƭ ĭƚƓķǒĭƷĻķ ƚŅ ƷŷĻ ƦƚƷĻƓƼğƌ ŅƚƩ ķĻǝĻƌƚƦźƓŭ ƭźƓŭƌĻ ƌğƓĻ ƩƚǒƓķğĬƚǒƷƭ ğƌƚƓŭ Ʒŷźƭ ƭƷƩĻĻƷ źƓĭƌǒķźƓŭ ƷŷĻ źƓƷĻƩƭĻĭƼƚƓƭ ƚŅ 9͵ ağźƓ ǞźƷŷ ƷŷĻ .ǒƭ !ĭĭĻƭƭ wƚğķͲ bĻǞ bƚƩƒğƌ !ǝĻƓǒĻ ğƓķ /ƌğǤ {ƷƩĻĻƷ͵ !ƓğƌǤƭźƭ ƩĻƭǒƌƷƭ źƓķźĭğƷĻƭ ƷŷğƷ ğƌƌ ƌƚĭğƼƚƓƭ Ǟƚǒƌķ ƚƦĻƩğƷĻ ğƷ \[h{ ! ķǒƩźƓŭ ƷŷĻ ЋЉЌБ ta ƦĻğƉ ŷƚǒƩ źƓĭƌǒķźƓŭ Ņǒƌƌ ƓĻźŭŷĬƚƩŷƚƚķ ĬǒźƌƷΏƚǒƷ͵ ŷźƭ ƚƦĻƩğƼƚƓğƌ ƦĻƩŅƚƩƒğƓĭĻ źƭ ĬĻǆĻƩ ƷŷğƓ ƷŷĻ ƦĻƩŅƚƩƒğƓĭĻ ǞźƷŷ ƭƷƚƦ ƭźŭƓƭͲ ƭźƓĭĻ ƩƚǒƓķğĬƚǒƷƭ ǒƼƌźǩĻ ƷŷĻ Ņǒƌƌ ĭğƦğĭźƷǤ ƚŅ ğƓ źƓƷĻƩƭĻĭƼƚƓ ƒƚƩĻ ĻŕĭźĻƓƷƌǤ͵ wƚǒƓķğĬƚǒƷƭ ƩĻƨǒźƩĻ ƷŷğƷ ƷƩğŕĭ ƭƌƚǞ ķƚǞƓͲ ƷǤƦźĭğƌƌǤ Ʒƚ ЊБ ƚƩ ЋЉ ƒƦŷͲ Ʒƚ ƓĻŭƚƼğƷĻ ƷŷĻ źƓƷĻƩƭĻĭƼƚƓ͵ ŷźƭ ĭğƓ ŷğǝĻ ğ ƷƩğŕĭ ĭğƌƒźƓŭ ĻňĻĭƷ ƚƓ ƚǝĻƩğƌƌ ƷƩğŕĭ ƒƚǝĻƒĻƓƷ ğƌƚƓŭ ƷŷĻ ƭƷƩĻĻƷ͵ wƚǒƓķğĬƚǒƷƭ ŷğǝĻ ğ ƭǒĬƭƷğƓƼğƌ ĬĻƓĻŋƷ źƓ ƷĻƩƒƭ ƚŅ ƭğŅĻƷǤ ǞźƷŷ ƌƚǞĻƩ ĭƩğƭŷ ƩğƷĻƭ ğƓķ ƩĻķǒĭĻķ ĭƩğƭŷ ƭĻǝĻƩźƷǤ͵ !ķķźƼƚƓğƌƌǤͲ ƩƚǒƓķğĬƚǒƷƭ ƷǤƦźĭğƌƌǤ ƩĻƨǒźƩĻ ƌĻƭƭ ƌźƓĻğƩ ƩźŭŷƷΏof-way than ƭƷƩĻĻƷƭ ǞźƷŷ ƚƷŷĻƩ ƷǤƦĻƭ ƚŅ ƷƩğŕĭ ĭƚƓƷƩƚƌ źƓ ƌƚĭğƼƚƓƭ ǞŷĻƩĻ ƌĻũΏƷǒƩƓ ĭŷğƓƓĻƌźǩğƼƚƓ źƭ ƦƩƚǝźķĻķ͵ November 20, 2013 Page 19 of 27 The table below summarizes a comparison between expected future PM peak hour traﬃc performance with a side street stop sign and with a single lane roundabout. 2038 PM Peak with Side 2038 PM Peak with Street Stops Roundabouts \[ƚĭğƼƚƓ V/C Delay LOS V/C Delay LOS E. Main Street @ Bus Access Road 0.03 16.4 C 0.44 6.8 A E. Main Street @ New Normal Avenue 0.14 20.0 C 0.41 6.7 A E. Main Street @ Clay Street 0.36 23.2 C 0.55 8.0 A Note: V/C means volume-to-ĭğƦğĭźƷǤ ƩğƼƚͲ \[h{ ƒĻğƓƭ ƌĻǝĻƌ ƚŅ ƭĻƩǝźĭĻ͵ !ƦƦĻƓķźǣ L źƓĭƌǒķĻƭ źƓƷĻƩƭĻĭƼƚƓ ğƓğƌǤƭźƭ ǞƚƩƉƭŷĻĻƷƭ ŅƚƩ Ļğĭŷ ƚŅ ƷŷĻƭĻ źƒƦƩƚǝĻƒĻƓƷ ğƌƷĻƩƓğƼǝĻƭ͵ 5.4Recommended Street Improvements and Traﬃc Control 5.4.1 9͵ ağźƓ {ƷƩĻĻƷ wĻĭƚƒƒĻƓķĻķ /ƩƚƭƭΏƭĻĭƼƚƓ E. Main Street is currently designated as a city Boulevard. Ashland Handbook for Planning and Designing Streets źķĻƓƼŅǤ ğ ƩğƓŭĻ ƚŅ ĭƩƚƭƭΏƭĻĭƼƚƓğƌ źƒƦƩƚǝĻƒĻƓƷƭ ŅƚƩ ĬƚǒƌĻǝğƩķƭͲ ƌğƩŭĻƌǤ ķĻƦĻƓķźƓŭ ƚƓ ğƓƼĭźƦğƷĻķ ƷƩğŕĭ ǝƚƌǒƒĻƭ͵ ŷĻ ƩĻĭƚƒƒĻƓķĻķ ĭƩƚƭƭΏƭĻĭƼƚƓ ŅƚƩ 9͵ ağźƓ {ƷƩĻĻƷ ĬĻƷǞĻĻƓ ğƌƉĻƩ Avenue and Tolman Creek Road is as follows: ЋЉЌБ ta ƦĻğƉ ŷƚǒƩ ƷƩğŕĭ ğƓğƌǤƭźƭ źƓķźĭğƷĻƭ ƷŷğƷ Ļğĭŷ ĻǣźƭƼƓŭ ƚƩ ƦƩƚƦƚƭĻķ źƓƷĻƩƭĻĭƼƚƓ ğƌƚƓŭ Ʒŷźƭ ƭƷƩĻĻƷ Ǟźƌƌ ƚƦĻƩğƷĻ ğĭĭĻƦƷğĬƌǤ ǞźƷŷ ğ ƭźƓŭƌĻ ƌğƓĻ źƓ Ļğĭŷ ķźƩĻĭƼƚƓ͵ \[Ļũ ƷǒƩƓ ĭŷğƓƓĻƌźǩğƼƚƓ should be considered for its safety beneﬁts, but is not necessary to ensure that mobility standards are met. At a minimum E. Main Street would be constructed to include: two 11-foot travel lanes, two 6-foot bike lanes (or a 6-foot shoulder along the north side of the street), a 5 to БΏŅƚƚƷ ƦƌğƓƼƓŭ ƭƷƩźƦ ƚƓ ƷŷĻ ƭƚǒƷŷ ƭźķĻ ƚŅ ƷŷĻ ƭƷƩĻĻƷ Ʒƚ ĬǒňĻƩ ƷŷĻ ƭźķĻǞğƌƉ ŅƩƚƒ ǝĻŷźĭǒƌğƩ ƷƩğŕĭͲ and a 6 to 10-foot sidewalk, also along the south side of the street. The shoulder along the ƓƚƩƷŷ ƭźķĻ ƚŅ 9͵ ağźƓ {ƷƩĻĻƷ źƭ ƩĻĭƚƒƒĻƓķĻķ ǒƓƼƌ ƭǒĭŷ ƼƒĻ ğƭ ƷŷĻ ğķƆğĭĻƓƷ ƦƩƚƦĻƩƷǤ źƭ źƓĭƌǒķĻķ within the UGB and developed. A 12-foot center turn lane should be considered as a safety ĻƓŷğƓĭĻƒĻƓƷ ğƓķΉƚƩ Ʒƚ ƒĻĻƷ ƌƚƓŭĻƩΏƷĻƩƒ ƷƩğǝĻƌ ƓĻĻķƭ ğƭ ŅǒƷǒƩĻ ĭƚƓķźƼƚƓƭ ǞğƩƩğƓƷ͵ !ĭĭĻƭƭ ƌƚĭğƼƚƓƭ ƚƓƷƚ 9͵ ağźƓ {ƷƩĻĻƷ ƭŷƚǒƌķ ĬĻ ƌźƒźƷĻķͲ ǞŷĻƩĻ ƦƚƭƭźĬƌĻͲ Ʒƚ ƌƚĭğƌ ƚƩ ĭƚƌƌĻĭƷƚƩ street intersect !ƌƌ ğĭĭĻƭƭ ƌƚĭğƼƚƓƭ ƚƓƷƚ 9͵ ağźƓ {ƷƩĻĻƷ ƭŷƚǒƌķ ƒĻĻƷ ƷŷĻ źƓƷĻƩƭĻĭƼƚƓ ğƓķ ƭƷƚƦƦźƓŭ ƭźŭŷƷ ķźƭƷğƓĭĻ requirements associated with its speed. As the property along E. Main Street is urbanized, the City should request that ODOT perform a ƭƦĻĻķ ǩƚƓźƓŭ ƭƷǒķǤ ǞźƷŷ ƷŷĻ ŭƚğƌ ƚŅ ƩĻķǒĭźƓŭ ƷŷĻ ĻǣźƭƼƓŭ ЍЉ ƒƦŷ ƦƚƭƷĻķ ƭƦĻĻķ Ʒƚ ğ ƌƚǞĻƩ ƌźƒźƷ͵ /ƚƓƭźķĻƩğƼƚƓ ƭŷƚǒƌķ ĬĻ ŭźǝĻƓ Ʒƚ ƭƦĻĻķƭ źƓ ƷŷĻ ƩğƓŭĻ ƚŅ ЋЎ Ʒƚ ЌЉ ƒƦŷ͵ 5.4.2 bƚƩƒğƌ !ǝĻƓǒĻ wĻĭƌğƭƭźŋĭğƼƚƓ 5ǒĻ Ʒƚ ƷŷĻ ƩĻƌğƼǝĻƌǤ ƌƚǞ ƌĻǝĻƌ ƚŅ ƷƩğŕĭ ĻǣƦĻĭƷĻķ Ʒƚ ǒƭĻ bƚƩƒğƌ !ǝĻƓǒĻ ƷŷƩƚǒŭŷ ƷŷĻ ƦƩƚƆĻĭƷ ğƩĻğͲ źƷ źƭ ƩĻĭƚƒƒĻƓķĻķ ƷŷğƷ ƷŷĻ ƭƷƩĻĻƷ ĬĻ ƩĻĭƌğƭƭźŋĻķ ŅƩƚƒ źƷƭ ĭǒƩƩĻƓƷ {t ķĻƭźŭƓğƼƚƓ ğƭ ğƓ !ǝĻƓǒĻ Ʒƚ ğ bĻźŭŷĬƚƩŷƚƚķ /ƚƌƌĻĭƷƚƩ ǞźƷŷ ƷŷĻ ƩĻĭƚƒƒĻƓķĻķ ĭƩƚƭƭΏƭĻĭƼƚƓ ğƓķ ƒǒƌƼƒƚķğƌ źƒƦƩƚǝĻƒĻƓƷƭ ƷŷğƷ ğĭĭƚƒƦğƓǤ Ʒŷźƭ ķĻƭźŭƓğƼƚƓ͵ November 20, 2013 Page 20 of 27 5.4.3 Traﬃc Control Ʃğŕĭ ĭƚƓƷƩƚƌ ƩĻĭƚƒƒĻƓķğƼƚƓƭ ğƩĻ ƭĻŭƩĻŭğƷĻķ źƓƷƚ ƷŷƩĻĻ ŭƩƚǒƦƭʹ ƷŷƚƭĻ ğňĻĭƼƓŭ 9͵ ağźƓ {ƷƩĻĻƷͲ ƷŷƚƭĻ ƷŷğƷ ğƩĻ źƓƷĻƩƓğƌ Ʒƚ ƷŷĻ ƦƩƚƆĻĭƷ ğƩĻğͲ ğƓķ ƚƷŷĻƩ ƌƚĭğƼƚƓƭ͵ E. Main Street Traﬃc Control !ƌƌ ƭźķĻ ƭƷƩĻĻƷƭ ğƦƦƩƚğĭŷźƓŭ 9͵ ağźƓ {ƷƩĻĻƷ ğƩĻ ƌƚǞĻƩ ƚƩķĻƩ ŅğĭźƌźƼĻƭ ΛĻ͵ŭ͵Ͳ !ǝĻƓǒĻƭͲ bĻźŭŷĬƚƩŷƚƚķ Collectors or local streets). Consequently each of these streets should be stop sign-controlled at its źƓƷĻƩƭĻĭƼƚƓ ǞźƷŷ 9͵ ağźƓ {ƷƩĻĻƷ͵ ŷĻ ĻǣĭĻƦƼƚƓ Ǟƚǒƌķ ĬĻ ŅƚƩ ğƓǤ ƌƚĭğƼƚƓ ǞŷĻƩĻ ğ ƩƚǒƓķğĬƚǒƷ źƭ ķĻǝĻƌƚƦĻķ Ʒƚ ƭĻƩǝĻ źƓƷĻƩƭĻĭƼƓŭ ƷƩğŕĭ͵ A decision on appropriate traﬃc control should be made as street improvements are developed. Internal Streets Stop sign warrant analysis should be conducted along the New Normal Avenue through the heart of the ƦƩƚƆĻĭƷ Ʒƚ źķĻƓƼŅǤ ğƓǤ ƌƚĭğƼƚƓƭ ğƦƦƩƚƦƩźğƷĻ ŅƚƩ ƭźķĻ ƭƷƩĻĻƷ ƭƷƚƦ ƭźŭƓ ĭƚƓƷƩƚƌ͵ /ƚƓƭźķĻƩğƼƚƓ ƭŷƚǒƌķ ğƌƭƚ be given to either stop or yield signs where sight distance is limited. hƷŷĻƩ \[ƚĭğƼƚƓƭ If and when a public crossing of the CORP rail line is provided along Normal Avenue, traﬃc volumes ƭŷƚǒƌķ ĬĻ ƒƚƓźƷƚƩĻķ Ʒƚ ķĻƷĻƩƒźƓĻ ǞŷĻƓ ƭźŭƓğƌźǩğƼƚƓ at Ashland Street is warranted. 5.4.4 Public Railroad Crossing on Normal Avenue ŷźƌĻ ƓƚƷ ƓĻĭĻƭƭğƩǤ ğƭ ğ ƷƩğŕĭ ƒźƼŭğƼƚƓ ƒĻğƭǒƩĻ ŅƚƩ ƦƚƷĻƓƼğƌ ƦƩƚƆĻĭƷ źƒƦğĭƷƭ ğƌƚƓŭ 9͵ ağźƓ {ƷƩĻĻƷ ƚƩ elsewhere, provision of a public crossing of the CORP rail line would beneﬁt the neighborhood by ƦƩƚǝźķźƓŭ ğƓ ğƌƷĻƩƓğƼǝĻ ƩƚǒƷĻ Ʒƚ ğ ǝğƩźĻƷǤ ƚŅ ķĻƭƼƓğƼƚƓƭ ƷŷƩƚǒŭŷƚǒƷ ƷŷĻ /źƷǤ͵ hŅ ƦğƩƼĭǒƌğƩ źƒƦƚƩƷğƓĭĻ Ǟƚǒƌķ ĬĻ ƷŷĻ ĭƚƓƓĻĭƼƚƓ Ʒƚ ğĭƼǝĻ ƷƩğƓƭƦƚƩƷğƼƚƓ ŅğĭźƌźƼĻƭ ƭǒĭŷ ğƭ ƷŷĻ /ĻƓƷƩğƌ .źƉĻ tğƷŷ ğƓķ ƷŷĻ ĬźĭǤĭƌĻ ğƓķ ƦĻķĻƭƷƩźğƓ źƓŅƩğƭƷƩǒĭƷǒƩĻ ğƌƚƓŭ !ƭŷƌğƓķ {ƷƩĻĻƷ͵ ! ƦǒĬƌźĭ ĭƩƚƭƭźƓŭ ğƷ Ʒŷźƭ ƌƚĭğƼƚƓ Ǟƚǒƌķ ğƌƭƚ ŷğǝĻ ƭğŅĻƷǤ ğƓķ ĭƚƓǝĻƓźĻƓĭĻ ĬĻƓĻŋƷƭ ĬǤ ƦƩƚǝźķźƓŭ ğƓ ğƌƷĻƩƓğƼǝĻ ƒĻğƓƭ ƚŅ ğĭĭĻƭƭ Ʒƚ ƷŷĻ ƓĻźŭŷĬƚƩŷƚƚķͲ ƦğƩƼĭǒƌğƩƌǤ źŅ ğƓ źƓĭźķĻƓƷ ƭŷƚǒƌķ ƩĻķǒĭĻ ƚƩ ƌźƒźƷ ğĭĭĻƭƭźĬźƌźƷǤ ğƌƚƓŭ 9͵ ağźƓ ƚƩ /ƌğǤ {ƷƩĻĻƷƭ͵ 5.4.5 Other LƷ źƭ ƩĻĭƚƒƒĻƓķĻķ ƷŷğƷ ƷŷĻ /źƷǤ ĭƚƓƭźķĻƩ ĻǣƷĻƓķźƓŭ ƓƚƩƷŷΉƭƚǒƷŷ ƌĻũ ƷǒƩƓ ĭŷğƓƓĻƌźǩğƼƚƓ ƚƓ ƚƌƒğƓ /ƩĻĻƉ wƚğķ ğƷ !ƭŷƌğƓķ {ƷƩĻĻƷ źƓ ƷŷĻ ŅǒƷǒƩĻ źŅ ğƓķ ǞŷĻƓ ƷŷĻ ƓĻĻķ ŅƚƩ ğķķźƼƚƓğƌ ǝĻŷźĭƌĻ ƭƷƚƩğŭĻ ĬĻĭƚƒĻƭ apparent. 6.MULTIMODAL LEVEL OF SERVICE ANALYSIS ŷźƭ ƭĻĭƼƚƓ ƭǒƒƒğƩźǩĻƭ ğ ƨǒğƌźƷğƼǝĻ ƒǒƌƼƒƚķğƌ ƌĻǝĻƌ ƚŅ ƭĻƩǝźĭĻ ğƓğƌǤƭźƭ ƷŷğƷ Ǟğƭ ĭƚƓķǒĭƷĻķ ŅƚƩ ƷŷĻ 3 streets in the study area based on procedures recently developed by ODOT. This analysis diﬀers from bƚƩƒğƌ !ǝĻƓǒĻ tƌğƓ ĻǣźƭƼƓŭ ĭƚƓķźƼƚƓƭ ğƓğƌǤƭźƭ͵ CƚƩ ƷŷĻ ƨǒğƌźƷğƼǝĻ ğƓğƌǤƭźƭ ķğƷğ Ǟğƭ ĭƚƌƌĻĭƷĻķ Ʒƚ ŭğźƓ ğƓ ǒƓķĻƩƭƷğƓķźƓŭ ƚŅ ĬƚƷŷ ƷŷĻ ĻǣźƭƼƓŭ ğƓķ ƦƩƚƦƚƭĻķ ƒǒƌƼƒƚķğƌ ƷƩğƓƭƦƚƩƷğƼƚƓ ƭǤƭƷĻƒ ğƓķ źƷƭ performance for pedestrians, bicyclists, transit users and motorists. 3 hƩĻŭƚƓ 5ĻƦğƩƷƒĻƓƷ ƚŅ ƩğƓƭƦƚƩƷğƼƚƓͲ , January 2013. November 20, 2013 Page 21 of 27 ŷĻ ƩĻƭǒƌƷƭ ƚŅ ƒǒƌƼƒƚķğƌ ƌĻǝĻƌ ƚŅ ƭĻƩǝźĭĻ ğƓğƌǤƭźƭ ŅƚƩ ƩƚğķǞğǤ ƭĻŭƒĻƓƷƭ źƭ ƭŷƚǞƓ źƓ ğĬƌĻ ЊЊ ğƓķ ƭǒƒƒğƩźǩĻķ ĬĻƌƚǞ͵ !ƓğƌǤƭźƭ ƩĻƭǒƌƷƭ ŅƚƩ źƓƷĻƩƭĻĭƼƚƓƭ ğƩĻ ƭŷƚǞƓ źƓ ğĬƌĻ ЊЋͲ ğƓķ ĬğĭƉΏǒƦ ķƚĭǒƒĻƓƷğƼƚƓ ƚŅ ķğƷğ ǒƭĻķ źƓ ĬƚƷŷ ğƭƭĻƭƭƒĻƓƷƭ źƭ źƓĭƌǒķĻķ źƓ !ƦƦĻƓķźǣ W͵ LƓ ğķķźƼƚƓ Ʒƚ Ʒŷźƭ ğƓğƌǤƭźƭͲ źƷ ƭŷƚǒƌķ ĬĻ ƷŷĻ ĻǣźƭƼƓŭ /hwt Ʃğźƌ ƷƩğĭƉƭ ĬĻƷǞĻĻƓ ƚƌƒğƓ /ƩĻĻƉ wƚğķ ğƓķ ! {ƷƩĻĻƷ͵ ŷźƭ ƦğƷŷ źƭ ğ ƭźŭƓźŋĭğƓƷ component oΏƒƚƷƚƩźǩĻķ ƷƩğƓƭƦƚƩƷğƼƚƓ ƭǤƭƷĻƒͲ ĭƚƓƓĻĭƼƓŭ ƷŷĻ bƚƩƒğƌ !ǝĻƓǒĻ bĻźŭŷĬƚƩŷƚƚķ Ʒƚ ƷŷĻ ĬƩƚğķĻƩ ĭƚƒƒǒƓźƷǤ ğƓķ ƭźŭƓźŋĭğƓƷƌǤ ĻƓŷğƓĭźƓŭ ƚƦƦƚƩƷǒƓźƼĻƭ ŅƚƩ ƷŷĻ ǒƭĻ ƚŅ ğĭƼǝĻ ƷƩğƓƭƦƚƩƷğƼƚƓ ƒƚķĻƭ źƓ ƷŷĻ ƭƷǒķǤ ğƩĻğ͵ Table 11͵ {ǒƒƒğƩǤ ƚŅ vǒğƌźƷğƼǝĻ aǒƌƼƒƚķğƌ \[ĻǝĻƌ ƚŅ {ĻƩǝźĭĻ !ƓğƌǤƭźƭ ŅƚƩ {ƷƩĻĻƷ {ĻŭƒĻƓƷƭ Travel Mode Street Segments Pedestrian Bicycle Transit Auto 9ǣźƭƼƓŭ ğƓķ ЋЉЌБ .ğƭĻƌźƓĻ Ashland Street (1) Walker Avenue to Tolman Ck Road Fair Good Fair Good E. Main Street Walker Avenue to Tolman Ck Road Very Poor Poor N/A Excellent Walker Avenue E. Main Street to Iowa Street Excellent Excellent N/A Excellent Iowa Street to Ashland Street Good Good N/A Excellent Clay Street (2) E. Main Street to Ashland Street Fair Poor N/A Good Tolman Creek Road (1) E. Main Street to Ashland Street Good Good N/A Good 2038 with Neighborhood Plan Ashland Street (1) Walker Avenue to Tolman Ck Road Fair Good Fair Good E. Main Street Walker Avenue to Tolman Ck Road Excellent Excellent N/A Excellent Walker Avenue E. Main Street to Iowa Street Excellent Excellent N/A Excellent Iowa Street to Ashland Street Good Good N/A Excellent Clay Street (2) E. Main Street to Ashland Street Fair Poor N/A Good Tolman Creek Road (1) E. Main Street to Ashland Street Good Good N/A Good (1) (2) !ƭ źƓķźĭğƷĻķ źƓ ğĬƌĻ ЊЊͲ ĻǣźƭƼƓŭ ƦĻķĻƭƷƩźğƓ ŅğĭźƌźƼĻƭ ǝğƩǤ ĭƚƓƭźķĻƩğĬƌǤ ƷŷƩƚǒŭŷƚǒƷ ƷŷĻ ƭƷǒķǤ ğƩĻğ ƩğƓŭźƓŭ ŅƩƚƒ ĻǣĭĻƌƌĻƓƷ ğƌƚƓŭ ğƌƉĻƩ !ǝĻƓǒĻ źƓ ƷŷĻ ǝźĭźƓźƷǤ ƚŅ ƷŷĻ ĻǣźƭƼƓŭ ƭĭŷƚƚƌƭ Ʒƚ ǝĻƩǤ ƦƚƚƩ ğƌƚƓŭ 9͵ ağźƓ {ƷƩĻĻƷ ǞŷĻƩĻ źƭ ƷŷĻƩĻ źƭ ƌźƒźƷĻķ ƭŷƚǒƌķĻƩ ƭƦğĭĻ ğƓķ ƩĻƌğƼǝĻƌǤ ŷźŭŷ ƭƦĻĻķƭ͵ .źĭǤĭƌĻ ŅğĭźƌźƼĻƭ ğƌƭƚ vary considerably throughout the study area ranging from poor on E. Main and Clay Streets where no ŅğĭźƌźƼĻƭ ğƩĻ ƦƩĻƭĻƓƷ ğƓķ ƭŷƚǒƌķĻƩ ǞźķƷŷƭ ğƩĻ ƓğƩƩƚǞͲ Ʒƚ ĻǣĭĻƌƌĻƓƷ ğƌƚƓŭ ƷŷĻ ƓƚƩƷŷĻƩƓ ƦğƩƷ ƚŅ ğƌƉĻƩ !ǝĻƓǒĻ ǞŷĻƩĻ ƷŷĻƩĻ ğƩĻ ĻǣźƭƼƓŭ ĬźĭǤĭƌĻ ƌğƓĻƭ͵ ƩğƓƭźƷ ƭĻƩǝźĭĻ źƭ ĭǒƩƩĻƓƷƌǤ ƦƩƚǝźķĻķ ƚƓƌǤ ğƌƚƓŭ !ƭŷƌğƓķ Street and Tolman Creek Road (RVTD Route 10). Service is provided on a half-hourly basis and transit ğƒĻƓźƼĻƭ ğƩĻ ƒźƓźƒğƌ͵ tĻķĻƭƷƩźğƓ ğĭĭĻƭƭ ğƌƚƓŭ !ƭŷƌğƓķ {ƷƩĻĻƷ źƭ ǝĻƩǤ ŭƚƚķͲ ĬǒƷ ƌźƒźƷĻķ ğƌƚƓŭ ƚƌƒğƓ November 20, 2013 Page 22 of 27 Creek Road. Overall the transit level of service was rated as fair. Auto levels of service are largely derived ŅƩƚƒ ƷŷĻ źƓƷĻƩƭĻĭƼƚƓ ƷƩğŕĭ ƚƦĻƩğƼƚƓƭ ğƓğƌǤƭźƭ ƷŷğƷ źƭ ķƚĭǒƒĻƓƷĻķ ĻğƩƌźĻƩ źƓ Ʒŷźƭ ƩĻƦƚƩƷ͵ DĻƓĻƩğƌƌǤͲ ƚƦĻƩğƼƚƓƭ ğƩĻ ŭƚƚķ ĻǣĭĻƦƷ ŅƚƩ ƷŷĻ źƓƷĻƩƭĻĭƼƚƓ ƚŅ !ƭŷƌğƓķ {ƷƩĻĻƷ ǞźƷŷ ƚƌƒğƓ /ƩĻĻƉ wƚğķ ǞŷĻƩĻ ŭƩƚǞźƓŭ ƷƩğŕĭ ǝƚƌǒƒĻƭ Ǟźƌƌ ĭğǒƭĻ \[h{ Ʒƚ ƭźŭƓźŋĭğƓƷƌǤ ķĻŭƩğķĻ ƚǝĻƩ ƼƒĻ͵ źƷŷ ķĻǝĻƌƚƦƒĻƓƷ ƚŅ ƷŷĻ bƚƩƒğƌ !ǝĻƓǒĻ bĻźŭŷĬƚƩŷƚƚķ tƌğƓͲ źƷ źƭ ğƓƼĭźƦğƷĻķ ƷŷğƷ ǒƩĬğƓ ƭĭğƌĻ improvements would be made to E. źƷ źƭ ğƓƼĭźƦğƷĻķ ƷŷğƷ 9͵ ağźƓ {ƷƩĻĻƷ Ǟƚǒƌķ ǒƌƼƒğƷĻƌǤ ĬĻ constructed to include: two 11-foot travel lanes, one 12-foot median, two 6-foot bike lanes, two 5 to 8- ŅƚƚƷ ƦƌğƓƼƓŭ ƭƷƩźƦƭ ƚƓ ĻźƷŷĻƩ ƭźķĻ ƚŅ ƷŷĻ ƭƷƩĻĻƷ Ʒƚ ĬǒňĻƩ ƷŷĻ ƭźķĻǞğƌƉ ŅƩƚƒ ǝĻŷźĭǒƌğƩ ƷƩğŕĭͲ ğƓķ ƷǞƚ Џ Ʒƚ 10ΏŅƚƚƷ ƭźķĻǞğƌƉƭ͵ LƷ źƭ ğƌƭƚ ğƓƼĭźƦğƷĻķ ƷŷğƷ ƷŷĻ /źƷǤ Ǟźƌƌ ƭĻĻƉ ğ ƭƦĻĻķ ƩĻķǒĭƼƚƓ ŅƩƚƒ ƷŷĻ ĻǣźƭƼƓŭ ЍЉ Ǟƚǒƌķ źƒƦƩƚǝĻ ƷŷĻ ƒǒƌƼƒƚķğƌ \[h{ ğƓğƌǤƭźƭ ƩĻƭǒƌƷƭ ŅƚƩ 9͵ ağźƓ {ƷƩĻĻƷ ŅƚƩ ĬźĭǤĭƌĻ ğƓķ ƦĻķĻƭƷƩźğƓ ŅğĭźƌźƼĻƭ Ʒƚ ĻǣĭĻƌƌĻƓƷ͵ ! ƒƚƩĻ ķĻƷğźƌĻķ ķźƭĭǒƭƭźƚƓ ƚŅ ƷŷĻ ƩğƼƓŭ ƦƩƚĭĻƭƭ ğƓķ ƩĻƭǒƌƷƭ źƭ ƦƩĻƭĻƓƷĻķ ĬĻƌƚǞ͵ ğĬƌĻ ЊЋ ƦƩĻƭĻƓƷƭ ğ ƭǒƒƒğƩǤ ƚŅ ƷŷĻ ƩĻƭǒƌƷƭ ƚŅ ƨǒğƌźƷğƼǝĻ ƒǒƌƼƒƚķğƌ ƌĻǝĻƌ ƚŅ ƭĻƩǝźĭĻ ğƓğƌǤƭźƭ ŅƚƩ źƓƷĻƩƭĻĭƼƚƓƭ͵ !ƭ źƓķźĭğƷĻķ źƓ ƷŷĻ ƷğĬƌĻͲ ĻǣźƭƼƓŭ ƦĻķĻƭƷƩźğƓ ğƓķ ĬźĭǤĭƌĻ ĭƩƚƭƭźƓŭƭ ƚŅ ƭźķĻ ƭƷƩĻĻƷƭ ğƌƚng !ƭŷƌğƓķ {ƷƩĻĻƷ ğƩĻ ƩğƷĻķ ğƭ Dƚƚķ ķǒĻ Ʒƚ ĻǣźƭƼƓŭ ƷƩğŕĭ ĭƚƓƷƩƚƌ ğƓķ ƷŷĻ ƦƩĻƭĻƓĭĻ ƚŅ ĭƩƚƭƭǞğƌƉƭ͵ 9ǣźƭƼƓŭ crossings of side streets along E. Main Street are rated as Good at Walker Avenue and the future Normal Avenue due to the presence (or likely future presence) of stop-sign traﬃc control and crosswalks. The źƓƷĻƩƭĻĭƼƚƓƭ ǞźƷŷ /ƌğǤ {ƷƩĻĻƷ ğƓķ ƚƌƒğƓ /ƩĻĻƉ wƚğķ ǞĻƩĻ ƩğƷĻķ ğƭ CğźƩ ķǒĻ Ʒƚ ƷŷĻ ƌğĭƉ ƚŅ ĭƩƚƭƭǞğƌƉƭ͵ Table 12͵ {ǒƒƒğƩǤ ƚŅ vǒğƌźƷğƼǝĻ aǒƌƼƒƚķğƌ \[ĻǝĻƌ ƚŅ {ĻƩǝźĭĻ !ƓğƌǤƭźƭ ŅƚƩ LƓƷĻƩƭĻĭƼƚƓƭ Along Ashland Street at Side Street Crossings of: Walker Normal Clay Tolman Creek Travel Mode 9ǣźƭƼƓŭ ğƓķ ЋЉЌБ .ğƭĻƌźƓĻ tĻķĻƭƷƩźğƓ CğĭźƌźƼĻƭ Good Good Good Good .źĭǤĭƌĻ CğĭźƌźƼĻƭ Good Good Good Good 2038 with Neighborhood Plan tĻķĻƭƷƩźğƓ CğĭźƌźƼĻƭ Good Good Good Good .źĭǤĭƌĻ CğĭźƌźƼĻƭ Good Good Good Good Along East Main Street at Side Street Crossings of: Walker Normal Clay Tolman Creek 9ǣźƭƼƓŭ and 2038 Baseline tĻķĻƭƷƩźğƓ CğĭźƌźƼĻƭ Good N/A Fair Fair .źĭǤĭƌĻ CğĭźƌźƼĻƭ Good N/A Fair Fair 2038 with Neighborhood Plan Good Good Fair Fair tĻķĻƭƷƩźğƓ CğĭźƌźƼĻƭ Good Good Fair Fair .źĭǤĭƌĻ CğĭźƌźƼĻƭ Crossings of Ashland Street at: Walker Normal Clay Tolman Creek 9ǣźƭƼƓŭ ğƓķ ЋЉЌБ .ğƭĻƌźƓĻ tĻķĻƭƷƩźğƓ CğĭźƌźƼĻƭ Fair Poor Poor Fair .źĭǤĭƌĻ CğĭźƌźƼĻƭ Fair Poor Poor Fair 2038 with Neighborhood Plan tĻķĻƭƷƩźğƓ CğĭźƌźƼĻƭ Fair Poor Poor Fair .źĭǤĭƌĻ CğĭźƌźƼĻƭ Fair Poor Poor Fair November 20, 2013 Page 23 of 27 Crossings of Ashland Street were rated as Fair at Walker Avenue and Tolman Creek Road due to the ƦƩĻƭĻƓĭĻ ƚŅ ƷƩğŕĭ ƭźŭƓğƌ ĭƚƓƷƩƚƌ ǞźƷŷ ƦĻķĻƭƷƩźğƓ ĬǒǆƚƓƭ ğƓķ ƭźŭƓğƌ ŷĻğķƭ ΛǞŷźĭŷ źƭ ƦƚƭźƼǝĻΜ ğƓķ ƷŷĻ ƌƚƓŭ ĭƩƚƭƭźƓŭ ķźƭƷğƓĭĻ ΛǞŷźĭŷ źƭ ƓĻŭğƼǝĻΜ͵ /ƩƚƭƭźƓŭƭ ƚŅ !ƭŷƌğƓķ {ƷƩĻĻƷ ğƷ bƚƩƒğƌ !ǝĻƓǒĻ ğƓķ /ƌğǤ {ƷƩĻĻƷ were rated as Poor since there are no traﬃc control devices, crosswalks or median refuges. 6.1Data Sources For the Ashland Street, E. Main Street and Tolman Creek Road segments, the data was taken exclusively ğƦƦĻƓķźĭĻƭ ğƓķ ƭǒƦƦƚƩƷ ƒĻƒƚƩğƓķğ ƦƩĻƦğƩĻķ ŅƚƩ ƷŷĻ ƩĻĭĻƓƷƌǤ ğķƚƦƷĻķ ƩğƓƭƦƚƩƷğƼƚƓ {ǤƭƷĻƒ tƌğƓ (TSP). This data was spot checked on Google Earth to ensure that it was both current and accurate. Data was updated where necessary. For the Clay Street and Walker Avenue segments, Google Earth and other resources were used to determine the values needed to populate the tables. The TSP indicated that there is no transit on these Ʃƚğķƭ ğƓķ Ʒŷźƭ Ǟğƭ ĭƚƓŋƩƒĻķ Ĭ ğ ĭŷĻĭƉ ƚƓ ƷŷĻ w5 ǞĻĬƭźƷĻ͵ ƚ ķĻƷĻƩƒźƓĻ ƦğǝĻƒĻƓƷ ĭƚƓķźƼƚns, the pavement as viewed on Google Earth supplemented by photos of roadway segments earlier in the ƦƩƚƆĻĭƷͲ Ǟğƭ ĭƚƒƦğƩĻķ Ʒƚ ƌƚĭğƼƚƓƭ ǞŷĻƩĻ ğ ƦğǝĻƒĻƓƷ ƩğƼƓŭ Ǟğƭ ƦƩƚǝźķĻķ͵ ŷĻƩĻ ƦğǝĻƒĻƓƷ ĭƚƓķźƼƚƓ seemed siƒźƌğƩ ĬğƭĻķ ƚƓ ǝźƭǒğƌ źƓƭƦĻĭƼƚƓͲ ğ ƌƚĭğƼƚƓ Ǟğƭ ƭĭƚƩĻķ ƷŷĻ ƭğƒĻ ğƭ ƷŷĻ ƚƷŷĻƩ ƩƚğķǞğǤƭ͵ LƷ ƭŷƚǒƌķ ĬĻ ƓƚƷĻķ ƷŷğƷ ğƌƌ ƚŅ ƷŷĻ ƩƚğķǞğǤƭ ǞźƷŷ ğ ƦğǝĻƒĻƓƷ ƩğƼƓŭ źƓ ƷŷĻ {t ŷğķ ƷŷĻ ƭğƒĻ ƭĭƚƩĻ͵ CƚƩ ƷŷĻ źƓƷĻƩƭĻĭƼƚƓ ƷğĬƌĻͲ ĭƩƚƭƭźƓŭ ǞźķƷŷ Ǟğƭ ğƭƭǒƒĻķ Ʒƚ ĬĻ ƷŷĻ ƓǒƒĬĻƩ ƚŅ ƌğƓĻƭ ƚƓ ƷŷĻ ĭƩƚƭƭ ƭƷƩĻĻƷ͵ The analysis addresses both travel along Ashland and E. Main Streets, as well as crossings of Ashland Street. 6.25ĻƷĻƩƒźƓźƓŭ ƷŷĻ aǒƌƼƒƚķğƌ !ƭƭĻƭƭƒĻƓƷ ŅƚƩ {ĻŭƒĻƓƷƭ 6.2.1 Pedestrian System CğĭƷƚƩƭ źƓĭƚƩƦƚƩğƷĻķ źƓƷƚ ƷŷĻ ĻǝğƌǒğƼƚƓ ǞĻƩĻ ğĬƭƷƩğĭƷĻķ ŅƩƚƒ h5h ƨǒğƌźƷğƼǝĻ ƒǒƌƼƒƚķğƌ ƌĻǝĻƌ ƚŅ service guidance and include the following: Outside travel lane widthʹ źķĻƩ ƷƩğǝĻƌ ƌğƓĻƭ ğƩĻ ƩğƷĻķ ĬĻǆĻƩ ƷŷğƓ ƓğƩƩƚǞĻƩ ƷƩğǝĻƌ ƌğƓĻƭ ĬĻĭğǒƭĻ ƚŅ ƷŷĻ źƓĭƩĻğƭĻķ ƭĻƦğƩğƼƚƓ ĬĻƷǞĻĻƓ ƦĻķĻƭƷƩźğƓƭ ğƓķ ƒƚƷƚƩźǩĻķ ǝĻŷźĭƌĻƭ͵ Bicycle lane/shoulder width: The presence of bicycle lanes or shoulders creates a buﬀer between ƷƩğŕĭ ğƓķ ǞźķĻƩ ŅğĭźƌźƼĻƭ ğƩĻ ƩğƷĻķ ĬĻǆĻƩ ƷŷğƓ ƓğƩƩƚǞĻƩ ƚƩ ƓƚƓĻǣźƭƷĻƓƷ ŅğĭźƌźƼĻƭ͵ Presence of buﬀers (landscape or other): The presence of buﬀers that separate pedestrians from ƷƩğŕĭ ƩĻƭǒƌƷ źƓ ğƓ źƒƦƩƚǝĻķ ƩğƼƓŭ͵ źķĻƩ ĬǒňĻƩƭ ğƩĻ ƩğƷĻķ ĬĻǆĻƩ ƷŷğƓ ƓğƩƩƚǞĻƩ ƚƩ ƓƚƓĻǣźƭƷĻƓƷ buﬀers. {źķĻǞğƌƉΉƦğƷŷ ƦƩĻƭĻƓĭĻ ğƓķ ĻňĻĭƼǝĻ ǞźķƷŷ: The presence of sidewalks/paths versus shoulders ƚƩ Ɠƚ ŅğĭźƌźƼĻƭ źƭ ğ ƭźŭƓźŋĭğƓƷ ĭƚƓƭźķĻƩğƼƚƓ ǞźƷŷ ǞźķĻƩ ŅğĭźƌźƼĻƭ ƩğƷĻķ ĬĻǆĻƩ ƷŷğƓ ƓğƩƩƚǞ ƚƩ ƓƚƓĻǣźƭƷĻƓƷ ŅğĭźƌźƼĻƭ͵ Volume and speed of motorized traﬃc in the adjacent travel lane: The speed and volume of motorized traﬃc in the adjacent travel lane aﬀect the pedestrian experience with lower volumes ğƓķ ƭƌƚǞĻƩ ƷƩğǝĻƌ ƭƦĻĻķƭ ƩğƷĻķ ĬĻǆĻƩ ƷŷğƓ ŷźŭŷĻƩ ǝƚƌǒƒĻƭ ğƓķ ŅğƭƷĻƩ ƷƩğǝĻƌ ƭƦĻĻķƭ͵ 9ǝğƌǒğƼƚƓ ŋƓķźƓŭƭ ğƓķ ĭƚƓĭƌǒƭźƚƓƭʹ Ashland Street was given a score of Fair because it has sidewalks with bike lane/shoulder to serve as a buﬀer but no planter buﬀer and fairly high vehicle volumes and speeds in the outside lane. November 20, 2013 Page 24 of 27 E. Main Street Ǟğƭ ŭźǝĻƓ ğ ƭĭƚƩĻ ƚŅ ĻƩǤ tƚƚƩ ĬĻĭğǒƭĻ źƷ ŷğƭ Ɠƚ ƭźķĻǞğƌƉƭ ğƓķ ǝĻƩǤ ƌźǆƌĻ shoulder space with high speeds and volumes. With the Normal Avenue Neighborhood Plan, ƦĻķĻƭƷƩźğƓ ğƒĻƓźƼĻƭ Ǟƚǒƌķ ĬĻ ƭźŭƓźŋĭğƓƷƌǤ źƒƦƩƚǝĻķ ğƌƚƓŭ 9͵ ağźƓ {ƷƩĻĻƷ ƩĻƭǒƌƼƓŭ źƓ ğƓ ĻǣĭĻƌƌĻƓƷ ƩğƼƓŭ͵ Walker Avenue (E. Main to Iowa) Ǟğƭ ŭźǝĻƓ ğ ǝğƌǒğƼƚƓ ƚŅ 9ǣĭĻƌƌĻƓƷ ĬĻĭğǒƭĻ źƷ ŷğƭ ƭźķĻǞğƌƉƭͲ bike/shoulder space and some areas with planter buﬀers. It also has low speeds. Walker Avenue (Iowa to Ashland) was given a score of Good because it has sidewalks with bike /shoulder space and low speeds. It did not receive an excellent because the southbound sidewalk/path is an unimproved area that has been turned into a trail by common usage. Clay Street Ǟğƭ ŭźǝĻƓ ğƓ ğƭƭĻƭƭƒĻƓƷ ƚŅ CğźƩ ĬĻĭğǒƭĻ źƷ ŷğƭ ƦğƩƼğƌ ƭźķĻǞğƌƉƭ ǞźƷŷ ƦƌğƓƷĻƩ ĬǒňĻƩ ğƓķ ƌƚǞ ƭƦĻĻķƭͲ ĬǒƷ źƷ ğƌƭƚ ŷğƭ ğƩĻğƭ ǞźƷŷƚǒƷ ƭźķĻǞğƌƉƭ ğƓķ ŷğƭ ƚƓƌǤ ƦğƩƼğƌ ΛğƓķ ƓğƩƩƚǞΜ bike/shoulder width. Tolman Creek Road Ǟğƭ ŭźǝĻƓ ğ ǝğƌǒğƼƚƓ ƚŅ Dƚƚķ ĬĻĭğǒƭĻ źƷ ŷğƭ ğ ƭƚǒƷŷĬƚǒƓķ ƭźķĻǞğƌƉ ğƓķ ķĻĭĻƓƷ ĬźĭǤĭƌĻΉƭŷƚǒƌķĻƩ ƭƦğĭĻ źƓ ĬƚƷŷ ķźƩĻĭƼƚƓƭ ğƌƚƓŭ ǞźƷŷ ƩĻƌğƼǝĻƌǤ ƌƚǞ ƭƦĻĻķƭ͵ IƚǞĻǝĻƩͲ źƷ does not provide a northbound sidewalk or path area along much of the length of this roadway. IƚǞĻǝĻƩͲ ƷŷĻ ƦƚƩƼƚƓƭ ƚŅ ƷŷĻ Ʃƚğķ ǞźƷŷƚǒƷ ƭźķĻǞğƌƉƭ ğƩĻ ĭǒƩƩĻƓƷƌǤ ǒƓķĻǝĻƌƚƦĻķ Ǟŷźĭŷ ƒźƼŭğƷĻķ ƷŷĻ ƚǝĻƩğƌƌ ƩğƼƓŭ ŭźǝĻƓ Ʒƚ ƷŷĻ Ʃƚğķ͵ 6.2.2 Bicycle System CğĭƷƚƩƭ źƓĭƚƩƦƚƩğƷĻķ źƓƷƚ ƷŷĻ ĻǝğƌǒğƼƚƓ źƓĭƌǒķĻķʹ .źĭǤĭƌĻ ƌğƓĻ ƦƩĻƭĻƓĭĻ ğƓķ ĻňĻĭƼǝĻ ǞźķƷŷ: The presence of bike lanes is a signiﬁcant ĭƚƓƭźķĻƩğƼƚƓͲ ǞźƷŷ ǞźķĻƩ ŅğĭźƌźƼĻƭ ƩğƷĻķ ĬĻǆĻƩ ƷŷğƓ ƓğƩƩƚǞ ƚƩ ƓƚƓĻǣźƭƷĻƓƷ ŅğĭźƌźƼĻƭ͵ Shoulder presence and width: Shoulders serve bicyclists in the absence of bike lanes, and wider ŅğĭźƌźƼĻƭ ğƩĻ ƩğƷĻķ ĬĻǆĻƩ ƷŷğƓ ƓğƩƩƚǞĻƩ ƚƩ ƓƚƓĻǣźƭƷĻƓƷ ŅğĭźƌźƼĻƭ͵ Outside travel lane widthʹ źķĻƩ ƚǒƷƭźķĻ ƷƩğǝĻƌ ƌğƓĻƭ ğƩĻ ƩğƷĻķ ĬĻǆĻƩ ƷŷğƓ ƓğƩƩƚǞĻƩ ƷƩğǝĻƌ ƌğƓĻƭ ĬĻĭğǒƭĻ ƚŅ ƷŷĻ źƓĭƩĻğƭĻķ ƭĻƦğƩğƼƚƓ ĬĻƷǞĻĻƓ ĬźĭǤĭƌźƭƷƭ ğƓķ ƒƚƷƚƩźǩĻķ ǝĻŷźĭƌĻs. tğǝĻƒĻƓƷ /ƚƓķźƼƚƓʹ tƚƚƩ ƦğǝĻƒĻƓƷ ĭƚƓķźƼƚƓƭ ƚƩ ƚĬƭƷğĭƌĻƭ ƭǒĭŷ ğƭ ƭĻǞĻƩ ŭƩğƷĻƭ ğňĻĭƷ ƷŷĻ ĬźĭǤĭƌźƓŭ ĻǣƦĻƩźĻƓĭĻ ǞźƷŷ ŭƚƚķ ƨǒğƌźƷǤ ƦğǝĻƒĻƓƷ ƩğƷĻķ ĬĻǆĻƩ ƷŷğƓ ƦƚƚƩ ƦğǝĻƒĻƓƷ ĭƚƓķźƼƚƓƭ͵ On Street Parkingʹ ŷĻ ƦƩĻƭĻƓĭĻ ğƓķ ǒƼƌźǩğƼƚƓ ƚŅ ƚƓΏƭƷƩĻĻƷ ƦğƩƉźƓŭ ğňĻĭƷƭ ƷŷĻ ĬźĭǤĭƌźƭƷ ĻǣƦĻƩźĻƓĭĻͲ ǞźƷŷ Ɠƚ ƦğƩƉźƓŭ ƚƩ ƌƚǞ ǒƼƌźǩğƼƚƓ ƩğƷĻķ ĬĻǆĻƩ ƷŷğƓ ŷźŭŷ ǒƼƌźǩğƼƚƓ ğƓķ ƷǒƩƓƚǝĻƩ rates. Volume, type, and speed of motorized traﬃc in the adjacent travel lane: The volume and type of motorized vehicles (i.e., more or less large trucks) in the adjacent travel lane aﬀect the bicycling ĻǣƦĻƩźĻƓĭĻ ğƭ ķƚ ƷƩğǝĻƌ ƭƦĻĻķƭ͵ /ƚƓķźƼƚƓƭ ǞźƷŷ ƌƚǞĻƩ ǝƚƌǒƒĻƭͲ ŅĻǞĻƩ ƷƩǒĭƉƭͲ ğƓķ ƭƌƚǞĻƩ ƷƩğǝĻƌ ƭƦĻĻķƭ ğƩĻ ƩğƷĻķ ĬĻǆĻƩ ƷŷğƓ ŷźŭŷĻƩ ǝƚƌǒƒĻƭͲ ƒƚƩĻ ƷƩǒĭƉƭͲ ğƓķ ŅğƭƷĻƩ ƷƩğǝĻƌ ƭƦĻĻķƭ͵ 9ǝğƌǒğƼƚƓ ŋƓķźƓŭƭ ğƓķ ĭƚƓĭƌǒƭźƚƓƭʹ Ashland Street received a score of Good because it had 6-foot bike lanes with wide outside travel lanes, a good pavement score and very low truck percentage. It does not score as excellent because it has fairly high vehicle volumes and speeds. E. Main Street ƩĻĭĻźǝĻķ ğ ƭĭƚƩĻ ƚŅ tƚƚƩ ĬĻĭğǒƭĻ źƷ ŷğƭ Ɠƚ ƚŕĭźğƌ ĬźƉĻ ƌğƓĻƭ ΛƚƓƌǤ ğ ƩĻƌğƼǝĻƌǤ ƓğƩƩƚǞ ƭŷƚǒƌķĻƩΜͲ ƒƚķĻƩğƷĻ ǝĻŷźĭƌĻ ǝƚƌǒƒĻƭ ğƓķ ƩĻƌğƼǝĻƌǤ ŷźŭŷ ƭƦĻĻķƭ͵ LƷ ğƌƭƚ ŷğƭ ğ ŷźŭŷ ƷƩǒĭƉ ƦĻƩĭĻƓƷğŭĻ ΛА ƦĻƩĭĻƓƷΜ͵ LƷ ķźķ ƓƚƷ ǞğƩƩğƓƷ ğ ĻƩǤ tƚƚƩ ķĻƭźŭƓğƼƚƓ ĬĻĭğǒƭĻ ƷŷĻƩĻ ğƩĻ ЍΏŅƚƚƷ ƭŷƚǒƌķĻƩƭ ğƓķ ŅğźƩƌǤ ǞźķĻ ƷƩğǝĻƌ ƌğƓĻƭͲ ǞźƷŷ ğ ŭƚƚķ ƦğǝĻƒĻƓƷ ĭƚƓķźƼƚƓƭ͵ źƷŷ ƷŷĻ bƚƩƒğƌ November 20, 2013 Page 25 of 27 !ǝĻƓǒĻ bĻźŭŷĬƚƩŷƚƚķ tƌğƓͲ ĬźĭǤĭƌĻ ğƒĻƓźƼĻƭ Ǟƚǒƌķ ĬĻ ƭźŭƓźŋĭğƓƷƌǤ źƒƦƩƚǝĻķ ğƌƚƓŭ 9͵ ağźƓ {ƷƩĻĻƷ ƩĻƭǒƌƼƓŭ źƓ ğƓ ĻǣĭĻƌƌĻƓƷ ƩğƼƓŭ͵ Walker Avenue (E. Main to Iowa) was given an assessment of Excellent because it has bike ƌğƓĻƭͲ ƌƚǞ ƷƩğǝĻƌ ƭƦĻĻķƭͲ ğƓķ ŭƚƚķ ƦğǝĻƒĻƓƷ ĭƚƓķźƼƚƓƭ͵ Walker Avenue (Iowa to Ashland) was given a score of Good because it has bike lanes, low ƷƩğǝĻƌ ƭƦĻĻķƭ ğƓķ ŭƚƚķ ƦğǝĻƒĻƓƷ ĭƚƓķźƼƚƓͲ ĬǒƷ ŷğƭ ŷĻğǝźƌǤ ǒƼƌźǩĻķ ƚƓΏƭƷƩĻĻƷ ƦğƩƉźƓŭ ğƌƚƓŭ ƷŷĻ west side of the street. Clay Street this received an assessment of Poor because it has no bike lanes and does have ğƩĻğƭ ƚŅ ƚƓ ƭƷƩĻĻƷ ƦğƩƉźƓŭ ƷŷğƷ ĭƚƓŤźĭƷ ǞźƷŷ ĬźƉĻ ƒƚǝĻƒĻƓƷͲ ğƭ ǞĻƌƌ ğƭ ğƩĻğƭ ǞźƷŷ ƌźǆƌĻ ƚƩ Ɠƚ paved shoulder space. However, it does have low travel speeds and some areas with shoulders. Tolman Creek Road was given a score of Good because it has 6-foot bike lanes with low travel speeds and a ƌƚǞ ƷƩǒĭƉ ƦĻƩĭĻƓƷğŭĻ ǞźƷŷ ğ ŭƚƚķ ƦğǝĻƒĻƓƷ ĭƚƓķźƼƚƓ͵ ŷĻ ǝƚƌǒƒĻ źƭ ŅğźƩƌǤ ŷźŭŷͲ which kept it from being assessed as excellent. 6.2.3 Transit System CğĭƷƚƩƭ źƓĭƚƩƦƚƩğƷĻķ źƓƷƚ ƷŷĻ ĻǝğƌǒğƼƚƓ źƓĭƌǒķĻķʹ Service frequency and reliability: {ŷƚƩƷĻƩ ŷĻğķǞğǤƭ ğƓķ ğƩƩźǝğƌ ƩĻƌźğĬźƌźƷǤ ğƩĻ ƩğƷĻķ ĬĻǆĻƩ ƷŷğƓ ƌƚƓŭĻƩ ŷĻğķǞğǤƭ ğƓķ ǒƓƩĻƌźğĬƌĻ ğƩƩźǝğƌ ƼƒĻƭ͵ .ǒƭ ƭƦĻĻķΉƷƩğǝĻƌ ƼƒĻƭʹ CğƭƷĻƩ ğǝĻƩğŭĻ ƭƦĻĻķƭ ğƓķ ƭŷƚƩƷĻƩ ƷƩğǝĻƌ ƼƒĻƭ ğƩĻ ƩğƷĻķ ĬĻǆĻƩ ƷŷğƓ ƭƌƚǞĻƩ ƭƦĻĻķƭ ğƓķ ƌƚƓŭĻƩ ƷƩğǝĻƌ ƼƒĻƭ͵ Bus stop featuresʹ ŷĻ ƦƩĻƭĻƓĭĻ ƚŅ ƭŷĻƌƷĻƩƭͲ ĬĻƓĭŷĻƭͲ ğƓķ ƌźŭŷƼƓŭ źƭ ƩğƷĻķ ĬĻǆĻƩ ƷŷğƓ ƭƷƚƦƭ ǞźƷŷ Ɠƚ ğƒĻƓźƼĻƭ͵ Pedestrian networkʹ ŷĻ ƨǒğƌźƷǤ ƚŅ ƷŷĻ ƦĻķĻƭƷƩźğƓ ŅğĭźƌźƼĻƭ ƭĻƩǝźƓŭ ƷƩğƓƭźƷ ƭƷƚƦƭ ğňĻĭƷƭ ƷŷĻ f streets with sidewalks are rated ĬĻǆĻƩ ƷŷğƓ ƷŷƚƭĻ ǞźƷŷ Ɠƚ ƦĻķĻƭƷƩźğƓ ŅğĭźƌźƼĻƭ͵ Within the study area only Ashland Street and Tolman Creek Road currently have transit service. Based on the data from the , the transit service on each street appears ĻƭƭĻƓƼğƌƌǤ ƷŷĻ ƭğƒĻ ğƓķ źƭ ƦƩƚǝźķĻķ ƚƓ ŷğƌŅΏŷƚǒƩƌǤ ŷĻğķǞğǤƭ͵ aƚƭƷ ƭƷƚƦƭ ğƩĻ ķĻƭźŭƓğƷĻķ ĬǤ ƭźŭƓƭ ƚƓƌǤͲ ğƌƷŷƚǒŭŷ ƷŷĻƩĻ źƭ ğ ƭŷĻƌƷĻƩ ǞźƷŷ ĬĻƓĭŷ ƚƓ ƷŷĻ ĻğƭƷ ΛƓƚƩƷŷĬƚǒƓķΜ ƭźķĻ ƚŅ ƚƌƒğƓ /ƩĻĻƉ wƚğķ ğƷ !ĬĬƚǆ {ƷƩĻĻƷ ǞźƷŷ ğ ĭƩƚƭƭǞğƌƉ Ʒƚ ĭƚƓƓĻĭƷ źƷ ǞźƷŷ ƷŷĻ ƩĻƭźķĻƓƼğƌ ķĻǝĻƌƚƦƒĻƓƷ ƚƓ ƷŷĻ ǞĻƭƷ ƭźķĻ ƚŅ ƷŷĻ ƭƷƩĻĻƷ͵ {ĻƩǝźĭĻ źƭ ƦƩƚǝźķĻķ ƚƓ ğ ŷğƌŅΏŷƚǒƩƌǤ Ĭğƭźƭ͵ 9ǣźƭƼƓŭ ƷƩğƓƭźƷ ƭĻƩǝźĭĻ Ǟğƭ ƩğƷĻķ ğƭ CğźƩ͵ E. Main, Walker and Clay have no transit service and, accordingly, were not evaluated. 6.2.4 Auto System CğĭƷƚƩƭ źƓĭƚƩƦƚƩğƷĻķ źƓƷƚ ƷŷĻ ĻǝğƌǒğƼƚƓ źƓĭƌǒķĻķʹ Volume-toΏĭğƦğĭźƷǤ ΛǝΉĭΜ ƩğƼƚƭʹ ŷĻ ƦƩźƒĻ ĭƚƓƭźķĻƩğƼƚƓ ŅƚƩ ƷŷĻ ğǒƷƚ ƒƚķĻ źƭ ĬğƭĻķ ƚƓ ƷŷĻ ƨǒğƓƼƷğƼǝĻ ĻǝğƌǒğƼƚƓ ƚŅ ķĻƒğƓķ ΛǝƚƌǒƒĻΜ ǝĻƩƭǒƭ ƩƚğķǞğǤ ĭğƦğĭźƷǤ ǞźƷŷ ƌƚǞĻƩ ǝΉĭ ƩğƼƚƭ ƩğƷĻķ ĬĻǆĻƩ ƷŷğƓ ŷźŭŷĻƩ ǝΉĭ ƩğƼƚƭ͵ Delayʹ tƩźƒğƩźƌǤ ĭƚƓƭźķĻƩĻķ ğƷ ǒƓƭźŭƓğƌźǩĻķ ƌƚĭğƼƚƓƭ ǞźƷŷ ŷźŭŷ ƭźķĻΏƭƷƩĻĻƷ ķĻƌğǤƭͲ ƭŷƚƩƷĻƩ ķĻƌğǤƭ ğƩĻ ƩğƷĻķ ĬĻǆĻƩ ƷŷğƓ ƌƚƓŭĻƩ ķĻƌğǤƭ͵ Safetyʹ wƚğķǞğǤ ĭƚƓķźƼƚƓƭ ƷŷğƷ ƦƩƚǝźķĻ ŅƚƩ ğ ķĻĭƩĻğƭĻķ ƌźƉĻƌźŷƚƚķ ƚŅ ĭƩğƭŷĻƭ ǞĻƩĻ ƩğƷĻķ ĬĻǆĻƩ ƷŷğƓ ĭƚƓķźƼƚƓƭ ǞźƷŷ ğƓ źƓĭƩĻğƭĻķ ƌźƉĻƌźŷƚƚķ ƚŅ ĭƩğƭŷĻƭ͵ DĻƓĻƩğƌƌǤͲ ƷƩğŕĭ ƚƦĻƩğƼƚƓƭ ǞźƷŷźƓ ƷŷĻ ƭƷǒķǤ ğƩĻğ ƩğƓŭĻ ŅƩƚƒ ŭƚƚķ Ʒƚ ĻǣĭĻƌƌĻƓƷ ǞźƷŷ ƒźƓźƒğƌ ķĻƌğǤƭ ğƓķ Ɠƚ ƭźŭƓźŋĭğƓƷ ƭğŅĻƷǤ ƦƩƚĬƌĻƒƭ͵ hƓĻ ĻǣĭĻƦƼƚƓ źƭ ƷŷĻ źƓƷĻƩƭĻĭƼƚƓ ƚŅ !ƭŷƌğƓķ {ƷƩĻĻƷ ǞźƷŷ ƚƌƒğƓ /ƩĻĻƉ November 20, 2013 Page 26 of 27 wƚğķ Ǟŷźĭŷ ĭǒƩƩĻƓƷƌǤ ĻǣĭĻĻķƭ ƷŷĻ ĭźƷǤǞźķĻ ĭƩźƼĭğƌ ĭƩğƭŷ ƩğƷĻ ŅƚƩ ƭźŭƓğƌźǩĻķ źƓƷĻƩƭĻĭƼƚƓƭ͵ ŷźƌĻ ĻǣźƭƼƓŭ traﬃc levels of service (expressed as volume-toΏĭğƦğĭźƷǤ ƩğƼƚƭ ğƓķ ğǝĻƩğŭĻ ǝĻŷźĭƌĻ ķĻƌğǤΜ ğƩĻ ŭƚƚķͲ ƷŷĻ !ƭŷƌğƓķΉƚƌƒğƓ źƓƷĻƩƭĻĭƼƚƓ Ǟźƌƌ ǞƚƩƭĻƓ ƭǒĬƭƷğƓƼğƌƌǤ źƓ ƷŷĻ ŅǒƷǒƩĻ ğƓķ ĻǣĭĻĻķ ƷŷĻ h5h ƚƦĻƩğƼƚƓğƌ standard. 6.35ĻƷĻƩƒźƓźƓŭ ƷŷĻ aǒƌƼƒƚķğƌ !ƭƭĻƭƭƒĻƓƷ ŅƚƩ LƓƷĻƩƭĻĭƼƚƓƭ aǒƌƼƒƚķğƌ ƌĻǝĻƌ ƚŅ ƭĻƩǝźĭĻ ĻǝğƌǒğƼƚƓ ğƷ źƓƷĻƩƭĻĭƼƚƓƭ ŅƚĭǒƭĻķ ƌğƩŭĻƌǤ ƚƓ ƦĻķĻƭƷƩźğƓ ğƓķ ĬźĭǤĭƌĻ ƒƚǝĻƒĻƓƷ͵ YĻǤ ŅğĭƷƚƩƭ ƷŷğƷ ǞĻƩĻ źƓĭƚƩƦƚƩğƷĻķ źƓƷƚ ƷŷĻ ĻǝğƌǒğƼƚƓ źƓĭƌǒķĻʹ ƷŷĻ ƦƩĻƭĻƓĭĻ ğƓķ ƷǤƦĻ ƚŅ traﬃc control, crossing width and whether a median island was present to serve as a refuge. Each of these criteria was assessed as follows: 6.3.1 tĻķĻƭƷƩźğƓ CğĭźƌźƼĻƭ CğĭƷƚƩƭ źƓĭƚƩƦƚƩğƷĻķ źƓƷƚ ƷŷĻ ĻǝğƌǒğƼƚƓ źƓĭƌǒķĻķʹ Traﬃc control: The presence of a traﬃc signal or all-way STOP control stops pedestrians by ƭƷƚƦƦźƓŭ ƷƩğŕĭ͵ LƓƷĻƩƭĻĭƼƚƓƭ ǞźƷŷ ğ ƷƩğŕĭ ƭźŭƓğƌ ƚƩ ğƌƌΏǞğǤ {ht ĭƚƓƷƩƚƌ ǞźƷŷ ĭƩƚƭƭǞğƌƉƭ ğƩĻ ƩğƷĻķ ĬĻǆĻƩ ƷŷğƓ ƌƚĭğƼƚƓƭ ǞźƷŷ ƚƓƌǤ ƷǞƚΏǞğǤ {ht ĭƚƓƷƩƚƌͲ ğƓķΉƚƩ ƌƚĭğƼƚƓƭ ǞźƷŷƚǒƷ crosswalks. Crossing widthʹ ŷĻ ƓǒƒĬĻƩ ƚŅ ğƦƦƩƚğĭŷ ƌğƓĻƭ ğƷ ğƓ źƓƷĻƩƭĻĭƼƚƓ ķĻƷĻƩƒźƓĻƭ ƷŷĻ ğƒƚǒƓƷ ƚŅ ƦĻķĻƭƷƩźğƓ ĻǣƦƚƭǒƩĻ ğƓķ ƷŷĻ źƓƷĻƩƭĻĭƼƚƓ ĭƩƚƭƭźƓŭ ƼƒĻ͵ CĻǞĻƩ ƷƩğǝĻƌ ƌğƓĻƭ Ʒƚ ĬĻ ĭƩƚƭƭĻķ źƭ ƩğƷĻķ ĬĻǆĻƩ ƷŷğƓ ƒƚƩĻ ƷƩğǝĻƌ ƌğƓĻƭ ĬĻĭğǒƭĻ źƷ ƩĻķǒĭĻƭ ƦĻķĻƭƷƩźğƓ ĻǣƦƚƭǒƩĻ ğƓķ ĭƩƚƭƭźƓŭ ƼƒĻ͵ Median islandsʹ ŷĻ ƦƩĻƭĻƓĭĻ ƚŅ ğ ƒĻķźğƓ źƭƌğƓķ źƭ ƩğƷĻķ ĬĻǆĻƩ ƷŷğƓ Ɠƚ źƭƌğƓķƭ ĬĻĭğǒƭĻ źƷ ƩĻķǒĭĻƭ ĭƩƚƭƭźƓŭ ƼƒĻ ğƓķ ğƌƌƚǞƭ ƷǞƚΏƭƷğŭĻ ĭƩƚƭƭźƓŭƭ ğƷ ǒƓƭźŭƓğƌźǩĻķ ƌƚĭğƼƚƓƭ͵ 9ǝğƌǒğƼƚƓ ŋƓķźƓŭƭ ğƓķ ĭƚƓĭƌǒƭźƚƓƭʹ Crossings of Side Streets along Ashland Street DĻƓĻƩğƌƌǤ ƩğƷĻķ ğƭ Dƚƚķ ğƭ ğƌƌ ƌƚĭğƼƚƓƭ źƓĭƌǒķĻ either signals or side-street stop signs which require traﬃc to stop before proceeding. Both ƷǤƦĻƭ ƚŅ ƷƩğŕĭ ĭƚƓƷƩƚƌ ķĻǝźĭĻƭ ƦƩƚǝźķĻ ƦƩƚƷĻĭƼƚƓ ŅƚƩ ƦĻķĻƭƷƩźğƓ ĭƩƚƭƭźƓŭƭ͵ !ķķźƼƚƓğƌƌǤͲ ğƌƌ źƓƷĻƩƭĻĭƼƚƓƭ ğƌƚƓŭ !ƭŷƌğƓķ {ƷƩĻĻƷ ƦƩĻƭĻƓƷƌǤ źƓĭƌǒķĻ ĭƩƚƭƭǞğƌƉƭ͵ Crossings of Side Streets along E. Main Street Generally rated as Good at Walker Avenue which includes a side-street stop sign and a crosswalk. Generally Fair at Clay and Tolman Creek Road ƭźƓĭĻ ƷŷĻƩĻ ğƩĻ ƭƷƚƦ ƭźŭƓƭ ĬǒƷ ƷŷĻƩĻ ğƩĻ Ɠƚ ĻǣźƭƼƓŭ ĭƩƚƭƭǞğƌƉƭ͵ LƓ ƷŷĻ ŅǒƷǒƩĻ ǞŷĻƓ bƚƩƒğƌ !ǝĻƓǒĻ źƭ ĻǣƷĻƓķĻķ Ʒƚ źƓƷĻƩƭĻĭƷ ǞźƷŷ 9͵ ağźƓ {ƷƩĻĻƷͲ źƷ źƭ ğƭƭǒƒĻķ ƷŷğƷ Ʒŷźƭ ƌƚĭğƼƚƓ Ǟźƌƌ ĬĻ ƭƷƚƦ ĭƚƓƷƩƚƌƌĻķ ǞźƷŷ ğ ĭƩƚƭƭǞğƌƉ͵ !ĭĭƚƩķźƓŭƌǤͲ źƷ źƭ ŭźǝĻƓ ğ Dƚƚķ ƩğƼƓŭ͵ Crossings of Ashland Street The crossings of Ashland Street at both Walker Avenue and ƚƌƒğƓ /ƩĻĻƉ wƚğķ ğƩĻ ĭƚƓƷƩƚƌƌĻķ ĬǤ ƷƩğŕĭ ƭźŭƓğƌƭ Ǟŷźĭŷ ƦƩƚǝźķĻ ğ ƩĻƌğƼǝĻƌǤ ƭğŅĻ ƦĻķĻƭƷƩźğƓ environment. However the crossing distance is long (ﬁve vehicular travel lanes plus bicycle lanes Ǟŷźĭŷ ƩĻƭǒƌƷĻķ źƓ ğƓ ƚǝĻƩğƌƌ ƩğƼƓŭ ƚŅ CğźƩ͵ ŷĻ ĭƩƚƭƭźƓŭƭ ğƷ bƚƩƒğƌ !ǝĻƓǒĻ ğƓķ /ƌğǤ {ƷƩĻĻƷƭ ŷğǝĻ Ɠƚ ƦƩƚƷĻĭƼƚƓ ƚƩ ƦĻķĻƭƷƩźğƓ ƩĻŅǒŭĻ͵ !ĭĭƚƩķźƓŭƌǤͲ ƷŷĻǤ ğƩĻ ƩğƷĻķ ğƭ tƚƚƩ͵ 6.3.2.źĭǤĭƌĻ CğĭźƌźƼĻƭ CğĭƷƚƩƭ źƓĭƚƩƦƚƩğƷĻķ źƓƷƚ ƷŷĻ ĻǝğƌǒğƼƚƓ źƓĭƌǒķĻķʹ : The presence of a traﬃc signal or all-way STOP control beneﬁts bicyclists trying to cross the major roadway by stopping traﬃc. Signalized or all-way STOP traﬃc control is rated ĬĻǆĻƩ ƷŷğƓ ĭƩƚƭƭźƓŭƭ ǞźƷŷ ƚƓƌǤ ƷǞƚΏǞğǤ {ht ĭƚƓƷƩƚƌ͵ November 20, 2013 Page 27 of 27 Crossing width: CĻǞĻƩ ƷƩğǝĻƌ ƌğƓĻƭ Ʒƚ ĬĻ ĭƩƚƭƭĻķ źƭ ƩğƷĻķ ĬĻǆĻƩ ƷŷğƓ ƒƚƩĻ ƷƩğǝĻƌ ƌğƓĻƭ ĬĻĭğǒƭĻ źƷ {źƓĭĻ ƷŷĻ ĻǝğƌǒğƼƚƓ ŅğĭƷƚƩƭ ŅƚƩ ĬźĭǤĭƌĻ ĭƩƚƭƭźƓŭƭ ğƩĻ ǝźƩƷǒğƌƌǤ ƷŷĻ ƭğƒĻ ğƭ ŅƚƩ ƦĻķĻƭƷƩźğƓƭͲ ƷŷĻ ƩĻƭǒƌƷƭ ğƩĻ also the same.