East of I-5, Highway 62, which passes through the No rth Medford interchange, is extrem ely congested during the ty pical PM peak hour at the intersections with Poplar Drive/Hilton Road, Delta Waters Road, Cardinal Avenue and West Vilas Road. Existing (2002) PM Peak Hour Intersection Levels of Service As part of the City ’s study of alternative level of service (LOS) thresholds, existing (2002) PM peak hour operations were analy zed at 107 signalized inter sections throughout the City . Tables 3-5 through 3-8 summarize existing operations at these intersections , showing LOS, average delay and volum e-to- capacity (v/c) ratios. The v/c ratio is another intersection m easure of effectiveness that relates the magnitude of traffic traveling through an intersection with its theoretical capacity . Ratios above 1.0 often accom pany LOS E and LOS F conditions indicating inadequate capacity for one or m ore m ajor movem ents. At intersections operating at LOS D or better, v/c ratios above 1.0 are useful indicators of potential concerns such as sub-optim al signal tim ing or inadequate turn lane storage. Bold font highlights the intersections in the Medford UGB that are operating at LOS E with existing traffic volum es or where state volum e-to-capacity thresholds in the Oregon Highway Plan are exceeded. No intersections operate at LOS F with existing PM peak hour traffic. Table 3-5 sum marizes existing operations at 31 intersections in downtown Medford in the area bounded by 12th Street on the south, Jackson Street on the north, Newton Street on the west and Hawthorne Street on the east. Analy sis shows that all signalized intersections within the downtown area operate within LOS D given existing PM peak hour volum es. In add ition, all the downtown signals operate at PM peak hour v/c ratios of less than 0.95, exceeding 0.70 at just one intersection (the intersection of 4th Street at Riverside Avenue operates with a v/c ratio of 0.92) . These results indicate that, under ty pical conditions, adequate roadway capacity presently exists throughout the downtown to accom modate existing traffic and some level of future growth Future traffic vol ume growth and capacity constraints are discussed in Chapter 5. Table 3-5 Existing (2002) PM Peak Hour Levels of Service: Dow ntown Medford 2002 PM Peak Hour Intersection LOS Avg. Delay (seconds) Volume/ Capacity 10th Street & Oakdale Avenue B 17.2 0.38 10th Street & Holly Street B 15.9 0.30 10th Street & Front Street B 11.7 0.27 10th Street & Central Avenue B 14.9 0.70 10th Street & Riverside Avenue C 20.6 0.62 9th Street & Central Avenue A 4.8 0.55 8th Street & Oakdale Avenue B 12.5 0.31 8th Street & Ivy Street A 12.7 0.35 8th Street & Holly Street A 10.5 0.39 8th Street & Grape Street A 8.4 0.35 8th Street & Front Street B 10.6 0.40 8th Street & Central Avenue B 12.6 0.74 8th Street & Riverside Avenue A 7.2 0.51 Main Street & Oakdale Avenue A 9.9 0.33 Main Street & Holly Street A 8.0 0.24 Main Street & Grape Street A 8.6 0.24 Medford Transportatio n System Plan 3-13 Existing Conditions

Transportation System Plan 2018-2038