Transportation System Plan 2018-2038

Table 3-5 Continued Existing (2002) PM Peak Hour Levels of Service: Dow ntown Medford 2002 PM Peak Hour Intersection LOS Avg. Delay (seconds) Volume/ Capacity Main Street & Fir Street A 7.2 0.24 Main Street & Front Street A 7.6 0.24 Main Street & Central Avenue B 14.0 0.49 Main Street & Bartlett Avenue A 6.2 0.21 Main Street & Riverside Avenue B 12.9 0.57 6th Street & Front Street B 12.4 0.20 6th Street & Central Avenue B 11.6 0.37 6th Street & Riverside Avenue A 7.5 0.54 4th Street & Front Street B 8.6 0.36 4th Street & Central Avenue B 19.6 0.58 4th Street & Bartlett Street A 7.3 0.32 4th Street & Riverside Avenue C 33.6 0.92 Jackson Street & Central Avenue B 17.4 0.55 Jackson Street & Riverside Avenue B 13.0 0.69 Jackson Street & 4th Avenue/Biddle Road D 37.2 0.67 Note: LOS means level of service and average del ay is expressed as seconds per vehicle. Source: LOS Study , JRH and Associates, 2002. Table 3-6 sum marizes existing (2002) operations at 18 signalized intersections on the three state highway s passing through the Medford UGB: Highway 62, Highway 99 (including only those portions of the highway under state operations and m aintenance) , and Highway 238. Signalized ram p term inal intersections at the I-5 interchanges with Barnett Ro ad, Highway 62 and Biddle Road are also listed. As noted earlier in this chapter, traffic operations on state highway s are m easured by volum e-to-capacity (v/c) ratios and not levels of service. Thus, the v/c results in Table 3-6 will be used to identify the locations of deficiencies at existing inter sections rather than levels of service. Based on existing PM peak hour traffic and with som e exceptions, signalized intersections on state highway s within the UGB or at I-5 interchange ram ps generally operate acceptably within the v/c standards for each highway type as proscribed by the Oregon Highway Plan. The intersections of Highway 62 at Poplar Drive/Hilton Road, Highway 62 at Delta Waters Road, and the I-5 northbound ramps at Biddle Road all operate with v/c ratios that exceed 1.00 indicating capacity constraints. The intersection of the I-5 southbound ram ps at Barnett Road/Stewart Avenue operates with a v/c ratio of 0.99. Finally , the intersection of Highw ay 62 with Vilas Road operates with a v/c ratio of 0.86 that also exceeds ODOT’ s mobility standard for this ty pe of state highway Medford Transportatio n System Plan 3-14 Existing Conditions