This analy sis offers a “best guess” of potential im provem ent needs through the planning horizon. Through the years, the RTP and TSP will be revised to rem ove projects that have already been constructed, reassess planned im provem ents, and dete rmine other candidate projects that were not included in the previously adopted RTP or TSP. Pr ior to inclusion in the Capital Im provem ent Program , additional study will be perform ed to determ ine th e specific requirem ents and need for the project. Further study is perform ed during the engineering st age when final plans are developed for the actual improvem ent project. 2023 Level of Service Analy sis Results for Signalized Intersections This section includes a m ore detailed discussion of the level of service analy sis results than is presented in the body of the TSP, including: • Results of the analy sis on the one-hour level of service strategies including a sum mary of the levels of PM peak hour delay expected at each study area intersection by 2023; and • Results of the analy sis of the m ulti-hour level of service strategy . Single Hour Level of Service Strategy Analysis In order to assess candidate projects for each level of service standard (or v/c ratio) scenario, the level of operation of each intersection in the 2023 PM peak hour SYNCHRO m odel was determ ined. Tables G-3 through G-6 sum marize the results of the 2023 SYNCHRO an alysis and include data that is organized by geographic area within the City . State highway inte rsections are listed in a separate table. Values provided in bold type in Tables G-3 through G-6 represent facilities that either exceed LOS D or are predicted to have volum es that approach or exceed the capacity of the facility . As shown in the Existing Conditions chapter of the TSP, ODOT applies a separ ate threshold for determ ining congested traffic conditions to State highway intersections that is b ased on intersection volum e-to-capacity (v/c) ratios. The following m obility standards apply to the three ODOT facilities within the City of Medford (other than Interstate 5, which was not analy zed as part of this study ). The City ’s LOS threshold would not apply to these intersections. • Highway 62 - volum e-to-capacity ratio less than or equal to 0.80 (0.85 for non-Expressway sections) • Highway 99 - volum e-to-capacity ratio less than or equal to 0.90 • Highway 238 - volum e-to-capacity ratio less than or equal to 0.90 2023 PM peak hour SYNCHRO output is provided in Appendix E of the LOS Study report. Existing and 2023 future y ear street sy stem deficiencies (including intersections operating or expected to operate at LOS E or LOS F and those that exceed the state’ s v/c standards) are depicted in Figure 5-1. In som e cases the delay and v/c ratio for 2023 conditions is shown as better than under existing conditions (see Chapter 3). In the Existing Conditions SYNCHRO run signal phase lengths were set such that signal “force-off” tim es were not exceeded, unless the ped estrian signal tim ing for that phase exceeded the force-off point. In the 2023 m odel, m inimum green tim es were set such that pedestrian signal tim ing was accom modated, however the existing force-offs were not retained. Rather, optim ized signal tim ing plans were developed irrespective of existing force-off tim es. G-9

Transportation System Plan 2018-2038