Transportation System Plan 2018-2038

ratio for this intersection, however, approaches 1.00. In the future, additional through m ovem ent capacity may be required on the northbound approach to im prove the level of service for this intersection. The Southeast Medford area is expected to experience considerable growth over the planning horizon. As discussed previously , North Phoenix Road is currently being realigned to connect to Hillcrest Road directly across from Foothill Road. The resulti ng intersection will be signalized. The current improvem ent project at this intersection does not include an exclusive right-turn lane on the eastbound approach. Year 2023 forecasts indicate a heavy right-turn volum e on this approach; the poor level of service in Year 2023 can be rectified through the inclus ion of an exclusive right-turn lane for eastbound to southbound traffic. Overlap signal phasing could be used for this m ovem ent to im prove the operation (a right-turn “overlap” allows the right-turn m ovem ent to be served concurrently with non-conflicting left- turn phases). The intersection of Barnett Road and North Phoenix Road will also require im provem ents to accom modate the planned growth in the Southeast Medford area. The intersection of Jackson Street and Crater La ke Avenue currently has split phasing for every intersection approach due to the shared through a nd left-turn lanes. Split phasing requires that each approach be served consecutively ; concurrent through or left-turn m ovem ents therefore cannot be served simultaneously . This ty pe of ope ration is generally needed when the left-turn volum e is high but exclusive lanes are not provided at the intersection for these m ovem ents; however the operation is very inefficient. In order to im prove the operation of this intersection, left-turn lanes will be required. The intersection of Main Street and Colum bus Avenue also has split phasing for the northbound and southbound approaches. These approaches will have to be widened to include exclusive left-turn lanes in order to im prove the operation of the intersection. In addition, the future-y ear analy sis considers that the lanes on the westbound approach will be m ore or less equally utilized. In reality Main Street dim inishes to one lane a short distance west of this intersection. As a result, the outside through lane is seldom used because of the m inimal merging distance provided downstream . In order to operate efficiently , the second through lane should be extende d to provide an adequate m erging distance for vehicles in the outside lane. An exclusive southbound right-turn lane would further im prove the intersection operation. The intersection of Highland Drive and Siskiy ou Boulevar d was considered to have a signal in the future- year SYNCHRO m odel. Given the existing geom etry and Year 2023 volum es, the intersection would still operate at LOS F with a signal. Additional capacity will be needed at this intersection in order to im prove the level of service. Capacity improvem ents are also needed at the intersection of Barnett Road at Black Oak Drive in order to im prove the projected LOS E at this location. 2023 PM Peak Hour Results – North of Jackson Street Of the 31 intersections listed in Table G-6, only two operate at LOS E or worse. The intersection of Biddle Road and McAndrews Road is expected to opera te at LOS E (the average vehicle delay for this intersection is approaching the LOS F threshold). Short of providing additional capacity for through traffic at this intersection, the eastbound approach c ould be widened to accom modate an exclusive right- turn lane. Such widening would require m odifica tion to the I-5 overpass abutm ent (a retaining wall would be needed in order to cut back the a butm ent to provide the extra width needed). The intersection of Crater Lake Avenue and Delta Wa ters Road is expected to operate at LOS F given Year 2023 traffic volum es. This intersection has split phasing for the eastbound and westbound approaches. In order to im prove the operation of this intersection, exclusive left-turn lanes will be needed on the eastbound and westbound approaches. It should be noted that the am ount of growth on Crater Lake Avenue is large due to capacity constraints on Highway 62 between I-5 and Delta Waters Road. As a result of the capacity constraint, the regional m odel assigns some traffic to Crater Lake Avenue that G-14