Transportation System Plan 2018-2038

Table 3-6 Existing (2002) PM Peak Hour Levels of Service: State Highw ay Intersections 2002 PM Peak Hour Intersection LOS Avg. Delay (seconds) Volume/ Capacity Highway 99 & South Stage Rd C 21.8 0.81 Highway 99 & Garfield Road B 19.9 0.57 Highway 99/Riverside Avenue & Stewart Avenue D 52.1 0.85 Highway 99/Highway 62/Highway 238 D 36.0 0.77 Highway 99 & West Table Rock Road C 28.6 0.73 Highway 62 & Rogue Valley Mall Access B 10.7 0.62 Highway 62 WB Off/S Withams & Biddle Road C 23.7 0.62 Highway 62 & Fred Meyer Access C 25.9 0.65 Highw ay 62 & Poplar Driv e/Hilton Road F 112.1 1.23 Highw ay 62 & Delta Waters Road F 85.2 1.10 Highway 62 & Cardinal Avenue C 26.2 0.79 Highw ay 62 & East Vilas Road D 38.1 0.86 Hwy 238/Rossanley Drive & Central Avenue B 19.8 0.64 Hwy 238/Rossanley Drive & Sage Road D 48.3 0.86 I-5 SB Off-Ram p/Stew art Av e. & Barnett Rd. E 78.5 0.99 I-5 NB Off-Ramp/Alba Drive & Barnett Road C 20.4 0.75 I-5 NB On/Off-Ram p & Biddle Road F 81.2 1.02 I-5 SB Off/On-Ramp & Highway 62 B 11.1 0.64 Note: LOS means level of service and average del ay is expressed as seconds per vehicle. Source: LOS Study , JRH and Associates, 2002. Tables 3-7 and 3-8 sum marize existing (2002) PM p eak hour operations at the rem aining signalized intersections outside of downtown a nd not within the jurisdiction of ODOT. Table 3-7 lists 32 signalized intersections from Jackson Street to the south, with the rem aining 31 intersections north of Jackson Street listed in Table 3-8. Of the 32 intersections listed in Table 3-7, all but six intersections operate at LOS C or better with existing PM peak hour volum es. The intersections of Barnett Road at Riverside Avenue and Jackson Street at Crater Lake Avenue each operate at LOS E based on 2002 traffic volum es. The v/c ratios at these two locations are 0.93 and 0.92 respectively . Both of these intersections operate with split phasing on at least two approaches. Split phasing requires that each approach be served separately ; therefore non- opposing through m ovem ents of left-turn m ovem ents ca nnot enter the intersection sim ultaneously . Split phasing is generally very inefficient since the si gnal phase length for a given signal phase must be long enough to service the worst case movem ent on the split- phased approach. The intersection of Barnett Road at Riverside Avenue is slated for reconstruc tion in the near future to elim inate the split-phase operations for the northbound and southbound approaches. Medford Transportatio n System Plan 3-15 Existing Conditions