MEMORANDUM. Future (2035) Study Area Traffic Operations. Future 2035 Study Intersection Operations [No Build] DATE: July 13, 2015

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1 MEMORANDUM DATE: July 3, 05 7 Commercial Street NE Suite 30 Salem, OR TO: FROM: Project Management Team Scott Mansur, P.E., PTOE Jordin Ketelsen, EIT SUBJECT: Commercial Vista Corridor Plan Tier Screening Assessment P This memorandum summarizes the traffic analysis comparisons of the alternatives advanced for the South Commercial Vista Corridor Plan. The traffic analysis results include a qualitative assessment of walking and biking along the corridor, discusses bicycle accommodations at the Commercial Liberty Split and enhanced pedestrian crossing locations, as well as future (035) study area traffic operations, signalized intersection treatments, safety analysis, planning level cost estimates, and Tier screening results. The configurations of travel lanes, bike lanes, sidewalks, and other roadway elements for each alternative are detailed in Technical Memorandum #5 (Facility Design and Land Use Alternatives). Future (035) Study Area Traffic Operations No build future (035) study intersection operations as well as a future traffic operations analysis with project recommendations in place including traffic signal progression analysis on Commercial Street SE are discussed in the sections below. Future 035 Study Intersection Operations [No Build] Future motor vehicle conditions including 035 a.m. and p.m. peak hour intersection performance and queuing analysis were evaluated for the study intersections based on future traffic forecasts prepared using the Salem Keizer Area Transportation Study (SKATS) travel demand model managed by the Mid Willamette Valley Council of Governments (MWVCOG). This model is a software program used to forecast travel patterns and traffic volumes on existing and proposed roadways and streets. The model output was post processed following National Highway Cooperative Research Program (NCHRP) 55 methodology. The preliminary forecasts and growth assumptions were reviewed and approved by the City Traffic Engineer. Figure shows the 035 a.m. and p.m. peak hour traffic volume forecasts for the study intersections and Table lists the expected 035 intersection performance for the a.m. and p.m. peak hour periods. The Commercial St SE /Ratcliff Dr SE unsignalized intersection is projected to have delays during both peak SKATS travel demand model information: model Meeting with Kevin Hottmann, October 3, 04.

2 Commercial Vista Corridor Plan Tier Screening Assessment July 3, 05 Page of 7 hours that exceed the City of Salem s standards as well as a minor street LOS of F which also does not meet the City of Salem s standards. This increase in delay is estimated because the major street (Commercial St SE) volumes are projected to increase in the future, reducing the amount of gaps in traffic for vehicles on the minor street to enter the intersection safely which causes greater delay on the side streets. Additionally, the Commercial St SE/Madrona Ave SE intersection is projected to have a V/C ratio greater than.0 during the p.m. peak hour which does not meet the maximum V/C ratio standard for the City of Salem of Recommendations for improvements for both of these intersections as well as the Commercial St/Alice Ave and Commercial St/view Ave intersections are outlined in the following sections. Table : Study Intersection Projected Performance (035) [No Build] Operating A.M. Peak Hour P.M. Peak Hour Intersection Standard LOS Delay V/C LOS Delay V/C LOS Delay V/C Signalized Commercial St/Alice Ave/view Ave E < 80s 0.90 A B Commercial St SE/Vista Ave SE E < 80s 0.90 C C Commercial St SE/Madrona Ave SE E < 80s 0.90 C E 68.6 >.0 Liberty Rd S/Vista Ave SE E < 80s 0.90 A A Liberty Road/Salem Heights Ave SE E < 80s 0.90 A B Unsignalized Commercial St SE/Salem Heights Ave S/ E < 50s A/F > 50s >.0 B/F > 50s >.0 Ratcliff Dr SE Commercial St SE/Triangle Dr SE E < 50s A/C C/E Liberty Rd S/Triangle Dr SE E < 50s A/C A/C Signalized intersection: Unsignalized intersection: Delay = Average Intersection Delay (sec.) Delay = Critical Movement Approach Delay (sec.) LOS = Level of Service LOS = Major Street LOS/Minor Street LOS V/C = Volume-to-Capacity Ratio V/C = Critical Movement Volume-to-Capacity Ratio Recommended Signalized Intersection Treatments The Transportation Operations and Safety Analysis Memorandum 3 previously completed for this project indicated that the Commercial Street/Ratcliff Drive intersection fails to meet the City s mobility standards due to the delays on Ratcliff Drive. Additionally, two intersections along Commercial Street, Ratcliff Drive and Madrona Avenue, will fail to meet the City of Salem s mobility standards in the year 035 as indicated in the Future 035 Study Intersection Operations section of this memorandum. Recommendations for intersection improvements for these two locations as well as for the Commercial Street/Alice Avenue/view Avenue intersection are documented in the sections below. 3 Transportation Operations and Safety Analysis Memorandum, Commercial Vista Corridor Plan, DKS Associates, December 3 rd, 04.

3 FAIRVIEW FAIRVIE W AV AV SE SE (60 ) 9 (5) 0 45 NEEF AV SE GRACEMONT GRACEMONT (600 (5) 5 ) 4 (40) 0 45 RATCLIFF DR SE SE 4 MADRONA AV AV SE SE n m School Park RT LT TH RT TH LT TH LT (0) 5 T R (00) 65 5 Figure Figure 86 Legend Project Area (0) 30 LT (5) 5 TH (5) 85 RT RT 35 (80) TH 5 (0) LT 0 (35) 50) 505 ( ) 40 (85 RT LT TH 0) 70 ( 90) 445 ( ) 5 65 (6 (45) 75 LT (85) 60 TH (40) 65 RT RT 70 (00) TH 05 (360) LT 50 (45) LT RT TH 755 (800) 0 (30) 5 (0) (645) 40 (80) LT RT TH LIB ERT Y R D S 5 (8 40 5) ( 5 (0 005) ) I 8 3 CLARK CLARK CREEK CREEK ) 45 (55 30) 40 ( ) 5 30 (4 HEIGHT GHTSS AV AV SS (40) (75) 0 (50) LT T H RTEM SAL SSEE DRR EE D GGLL IAN TR (0) 55 LT (5) 35 TH (0) 0 RT RT 0 (0) TH 0 (85) LT 5 (65) SSTT SSEE ERCIAL COMM MISSOU RI AV SS LT TH RT (0) 0 (75) 360 (05) 75 VISTA AV SE 6 7 (495) 80 LT (55) 75 TH (5) 5 RT PIONEER DR S T RT 0 (30) TH 5 (30) LT 0 (90) RT TH LT HANSEN AV AV SS TH R RT T H LT 0 (45) 070 (00) ALICE AV S RT 40 LT 5 (0) (5) TH TLH T LT TH WALDO AV SE SE CANDALARIA IA AV AV SS Firelane (EB) (55) 5 (540) 75 CULVER LN SS (40) 55 LT (40) 40 RT 5 (0) 730 (550) 35 (5) 450 ( 75 ( 030) 5) MOUNTAIN (5 (80) ) 5 ( ) 975 LT T H RT HIG HIGH H ST SE BOICE ST SE ENTER (0) 5 LT (5) 5 TH (5) 5 RT RT 40 (75) LT 90 (465) RT TH OHMART AV SE SE DO NOT Driveway McKINLEY SCHOOL SCHOOL McKINLEY RT 0 (5) TH 5 (5) LT 5 (50) VIEW VIE W DR DR SS 5 (5) 460 ( 0 ( 065) 0) RT T H LT Street Classification Street Classification Major Arterial Major Arterial Minor Arterial Minor Arterial Collector Collector # Study Intersection Traffic Signal AM (PM) Peak Hour Traffic Volumes LT TH RT Left Thru Right FUTURE 035 MOTOR VEHICLE TRAFFIC TRAFFIC VOLUMES VOLUMES Volume Turn Movement Lane Configuration Feet Feet,000,000 DATE: /7/04 /3/04 PREPARED BY: DKS ASSOCIATES ASSOCIATES ±

4 Commercial Vista Corridor Plan Tier Screening Assessment July 3, 05 Page 4 of 7 Commercial Street/Ratcliff Drive This unsignalized intersection fails to meet the City of Salem s mobility standards due to the minor street stopped delay. A signal at this location would ensure that motor vehicles on Ratcliff Drive would have a signal phase that gives them the right of way to safely access Commercial Street. The removal of the northbound right turn lane is recommended since it is not necessary for adequate intersection operations and would provide more space for the pedestrian environment. Additionally, this signal would provide a signalized pedestrian crossing that would help support pedestrian safety and mobility as well as support neighborhood access on the Commercial Street Corridor. A signal warrant analysis, traffic signal spacing and progression, as well as an intersection operations comparison are discussed in the following sections. Signal Warrant Analysis Traffic signal warrants were evaluated for the Commercial Street/Ratcliff Drive intersection based on the intersection and 4 hour tube count data taken on June 3 rd, 04. The Manual on Uniform Traffic Control Devices (MUTCD) 4 specifies that an engineering study of traffic conditions, pedestrian characteristics, and physical characteristics... shall be performed to determine whether installation of a traffic control signal is justified at a particular location. While traffic signal warrants are not the only consideration, they do play an important role of helping identify locations that are prime candidates for installing traffic signals. The following MUCTCD warrants were considered for the Commercial Street/Ratcliff Drive intersection: Warrant : Eight Hour Vehicular Volume Warrant : Four Hour Vehicular Volume Warrant 3: Peak Hour Warrants through 3 have threshold volumes for major and minor street approaches that must be met for the specified number of hours. Table lists the results of each of the warrants analyzed. As indicated, the eight hour, four hour and peak hour vehicular volume warrants are met for the proposed Commercial Street/Ratcliff Drive signal. Table : Commercial Street/Ratcliff Drive Traffic Signal Warrant Results MUTCD Warrant Hours Met Warrant Met. Eight Hour Vehicular Volume >8 (Condition B) Yes. Four Hour Vehicular Volume >4 Yes 3. Peak Hour AM and PM Yes 4 Chapter 4, Section C, Manual on Uniform Traffic Control Devices, 003 Edition.

5 Commercial Vista Corridor Plan Tier Screening Assessment July 3, 05 Page 5 of 7 Traffic Signal Spacing and Progression The Commercial Street/Ratcliff Drive intersection is located approximately,00 feet south of the signalized Commercial Street/Vista Avenue intersection and approximately,550 feet north of the signalized Commercial Street/Madrona Avenue intersection. Due to the proximity of the adjacent traffic signals and the important role these signals play in the Commercial Visa area transportation network, it is critical for the proposed Commercial Street/Ratcliff Drive traffic signal to provide sufficient progression bandwidth to serve both southbound and northbound Commercial Street traffic. Traffic signals along Commercial Street within the study area operate with a 30 second cycle length and operate with permissive phasing for the east/west movements. The new Ratcliff Drive traffic signal would require a minimum of 3.5 seconds to serve motor vehicle, bicycle, and pedestrian traffic. This includes 7 seconds of walk time, 0.5 seconds of flash don t walk time (based on a walking speed of 3.5 ft/second for a 70 ft crossing which includes the removal of the northbound right turn lane), and 4 seconds of yellow time. Based on the Ratcliff Drive traffic signal timing assumptions, traffic signal progression was evaluated on Commercial Street within the study area. Traffic signal bandwidth is defined as the theoretical amount of green time necessary to deliver traffic volumes through an intersection or corridor based on the roadway geometry and traffic signal parameters. When evaluating a new traffic signal, the necessary bandwidth is calculated to determine the green time needed to deliver the amount of traffic counted or estimated on Commercial Street. Table 3 shows the future 035 bandwidth to serve the southbound and northbound movements on Commercial Street for the AM and PM peak periods with and without the Ratcliff Drive Traffic Signal. As shown, the southbound bandwidth remains the same with and without the traffic signal for both the 035 AM and PM peak periods. The northbound bandwidth would stay the same during the 035 AM peak period and decrease by one second in the 035 PM peak period. Therefore, through traffic signal progression is not anticipated to be significantly impacted with the addition of the Ratcliff Drive Traffic Signal. Table 3: Necessary Progression Bandwidth Movement 035 AM 035 PM Without Ratcliff Drive Traffic Signal Southbound 45 seconds 54 seconds Northbound 4 seconds 46 seconds With Ratcliff Drive Traffic Signal Southbound 45 seconds 54 seconds Northbound 4 seconds 45 seconds Intersection Operations Comparison (With and Without Traffic Signal) The a.m. and p.m. peak hour intersection operations were evaluated for the study intersections. Rather than focusing on whether the intersections meet mobility standards, the purpose of the analysis was to evaluate the operational impacts of adding the traffic signal. The a.m. and p.m. peak hour intersection

6 Commercial Vista Corridor Plan Tier Screening Assessment July 3, 05 Page 6 of 7 operations are provided in Table 4 for the 035 horizon year. The new traffic signal is expected to meet the City of Salem s mobility standards for all scenarios. Intersection Commercial St SE/Salem Heights Ave S/ Ratcliff Dr SE Table 4: Intersection Operations Comparison Mobility Standard LOS = Level of Service of Intersection V/C = Volume-to-Capacity Ratio of Intersection Without Traffic Signal at Ratcliff Dr With Traffic Signal at Ratcliff Dr AM Peak Hr PM Peak Hr AM Peak Hr PM Peak Hr LOS V/C LOS V/C LOS V/C LOS V/C LOS E A/F >.0 B/F >.0 B 0.55 B 0.73 Shaded values do not meet standards. It is also important to note that a new traffic signal at this location may strengthen the desire for some motor vehicles to cut through local streets such as Neef Avenue and Triangle Drive to by pass potential delay at the Commercial Street/Madrona Avenue SE intersection. Traffic calming options will be analyzed and implemented on Neef Avenue if diversion takes place. Before/After studies on Neef Avenue that include 4 hour volume and speed information would be needed to document the change and effects of the traffic calming implementation. Commercial Street/Madrona Avenue In the year 035, operations at this intersection are projected to fail to meet the City s mobility standards. Recommendations at this location as a result of future 035 intersection operations analysis for this intersection includes widening the east and west intersection legs to provide dual left turn lanes and a right turn lane. As shown in Table 5, with these improvements, the Commercial Street/Madrona Avenue intersection would still fail to meet the City s mobility standards through the year 035 even with the substantial amount of widening on the Madrona Avenue legs. Other additional improvements to this intersection might include widening Commercial Street to seven lanes (six travel lanes and a left turn lane) or other system wide improvements such as increased capacity on parallel routes to reduce traffic volumes on Commercial Street SE would be needed. A near term improvement to extend the eastbound left turn pocket to provide more left turn storage is also recommended. Table 5: 035 PM Peak Hour Commercial Street/Madrona Avenue Build and No Build Intersection Operations Comparison Operating Standard 035 No-Build 035 Build Intersection LOS Delay V/C LOS Delay V/C LOS Delay V/C Commercial St SE/Madrona Ave SE E < 80s 0.90 E 68.6 >.0 D Delay = Average Intersection Delay (sec.) LOS = Level of Service V/C = Volume-to-Capacity Ratio

7 Commercial Vista Corridor Plan Tier Screening Assessment July 3, 05 Page 7 of 7 Commercial Street/Alice Avenue/view Avenue Although this intersection met mobility standards in the future, feedback from the public and the Fire Department requested possible intersection modifications including adding a protected/permissive northbound left turn phase for emergency vehicles and others that might benefit from a protected phase to enhance safety the northbound left turn movement. Based on intersection operational analysis, the addition of a northbound protected turn phase would not significantly degrade signal operations during the peak periods. A traffic signal modification would be required to swap out the permissive signal head with a new flashing yellow left turn signal head. Table 6 shows that the future intersection operations at this intersection would slightly improve intersection operations at this location. The public has expressed the issue of northbound motor vehicles on Commercial Street cutting through private development adjacent to the Commercial Street/view Avenue intersection to travel east on view Avenue. A potential option to alleviate this illegal cut through traffic is to allow the northbound right turn movement at the Commercial Street/view Avenue intersection. If the northbound right turn is allowed at this location, a portion of the northbound vehicles currently turning right to travel east at the Commercial Street/Vista Avenue intersection (approximately vehicles during the p.m. peak hour and during the a.m. peak hour) are likely to divert to the Commercial Street/view Avenue intersection. Opening the northbound right turn onto view Avenue from Commercial Street will not affect operations at the Commercial Street/view Avenue intersection. As shown in Table 6, re opening the northbound right turn at view Avenue will not affect operations at the Commercial Street/Alice Avenue/view Avenue study intersection during the PM Peak hour in the year 035. Table 6: 035 PM Peak Hour Commercial Street/Alice Avenue/view Avenue Build and No Build Intersection Operations Comparison Intersection Operating Standard 035 No Build 035 Build LOS Delay V/C LOS Delay V/C LOS Delay V/C Protected/Permissive Left Turn Phasing Commercial St/Alice Ave/view Ave E < 80s 0.90 B C Opening Northbound Right Turn Commercial St/Alice Ave/view Ave E < 80s 0.90 B B Both Improvements Together Commercial St/Alice Ave/view Ave E < 80s 0.90 B C Delay = Average Intersection Delay (sec.) LOS = Level of Service V/C = Volume-to-Capacity Ratio

8 Commercial Vista Corridor Plan Tier Screening Assessment July 3, 05 Page 8 of 7 Multimodal Analysis This section includes an analysis of bicycle accommodations at the Commercial Liberty Split, discussion on the enhanced pedestrian crossings, and qualitative assessment of multimodal travel. Bicycle Accommodations at the Commercial Liberty Split While the options previously identified in the Tier Screening Memorandum would improve the bicycle functionality at the Commercial Street Liberty Road Split, the City of Salem requested that another option be considered. This option would include southbound bicyclists traveling along Liberty Road through the Commercial Street/Alice Avenue/view Avenue intersection for a short distance until reaching a bicycle signal that directs bicyclists across Liberty Road just north of the island between the Split. Bicyclists would activate this signal and cross during the newly added protected northbound left turning phase at the Commercial Street/Alice Avenue/view Avenue intersection (see the Signalized Intersection Treatments section of this memorandum). Once the bicyclists are given the right of way to cross, they can continue traveling south onto Commercial Street as shown in Figure. To maximize traffic signal operations, the bicycle crossing will operate on the same controller as the Commercial Street/Alice Avenue/view Avenue intersection. The bicycle phase will be served at the same time as the new northbound protected left turn phase that was requested by the Fire Department. Additionally, no eastbound right turns on red would be allowed at the Commercial Street/Alice Avenue/view Avenue intersection with the installation of a part time restriction sign. Additional signal poles on southbound Liberty Road at the bike crossing location would be implemented to protect the bicycle phase. The recommendations for intersection operations were coordinated with City staff. 5 Table 7 displays the signal operations with and without the bike crossing under the assumption that a northbound protected/permissive left turn phase is implemented at the Commercial Street/Alice Avenue/view Avenue intersection. As shown, the signal operations do not meet the City of Salem s operating standards, however, this bicycle improvement is not anticipated to significantly degrade the operations of this intersection. Table 7: 035 Operations for the Signalized Bike Crossing at the Commercial Liberty Split Intersection Commercial Street/Alice Avenue/view Avenue Operating Standard 035 No-Build 035 Build LOS Delay V/C LOS Delay V/C LOS Delay V/C E < 80s 0.90 C C Delay = Average Intersection Delay (sec.) LOS = Level of Service V/C = Volume-to-Capacity Ratio 5 Meeting with Kevin Hottmann, Eric Destival, and Judy Johnduff from the City of Salem on June 5 th, 05.

9 Commercial Vista Corridor Plan Tier Screening Assessment July 3, 05 Page 9 of 7 Figure : Bicycle Phase at the Commercial Street Liberty Road "Split" Enhanced Pedestrian Crossings As previously documented in the Facility Design and Land Use Memorandum for this project, enhanced pedestrian crossings are recommended at the following locations and displayed in Figure 3: Commercial Street/Waldo Avenue Commercial Street between Vista Avenue and Ratcliff Drive Commercial Street/Triangle Drive Commercial Street near Fred Meyer Liberty Road/Missouri Avenue

10 5 3 4 # Recommended Pedestrian Crossing Location (Approximate) Existing Bus Stop Location Proposed Bus Stop Relocation Signalized Intersection Proposed Signalized Intersection Figure 3 PEDESTRIAN CROSSING & TRANSIT IMPROVEMENTS

11 Commercial Vista Corridor Plan Tier Screening Assessment July 3, 05 Page of 7 : Commercial Street/Waldo Avenue An enhanced pedestrian crossing is recommended on the south leg of the unsignalized Waldo Avenue/Commercial Street intersection since a midblock southbound transit stop is present as well as residential and commercial land uses that generate pedestrian movements between Alice Avenue and Boice Street (north of the project study area) with approximately 450 feet to the nearest signalized crossing in both directions along Commercial Street. It is unlikely that pedestrians coming from residential land uses or McKinley Elementary School and city park to the east of Commercial Street that are destined for the Candalaria Terrace commercial development would travel out of direction to existing traffic signals north and south of Waldo Avenue. This pedestrian crossing recommendation includes a raised median in the existing center left turn lane of Commercial Street that would restrict the two stage southbound left turn from Waldo Avenue. Additionally, the southbound transit stop north of Candalaria Boulevard is recommended to relocate to the proposed pedestrian crossing location. : Commercial Street between Vista Avenue and Ratcliff Drive The distance along Commercial Street between signalized crossings at Vista Avenue and Ratcliff Drive (assuming the previously mentioned traffic signal at Ratcliff Drive is implemented) is over,000 feet. Therefore, a mid block, enhanced pedestrian crossing is recommended at this location. This crossing would involve a raised pedestrian refuge median. 3: Commercial Street/Triangle Drive Commercial Street has a very wide cross section at this location and there is a long distance to a signalized crossing making it difficult for pedestrians coming from Triangle Drive to get to the other side of Commercial Street. An enhanced pedestrian crossing with a median refuge island is recommended at this location. 4: Commercial Street near Fred Meyer This location encompasses a southbound transit stop and various commercial and office land uses on the west side as well as a northbound transit stop and Fred Meyer on the east. Due to the wide cross section of Commercial Street and the lengthy distance to the nearest signalized crossing, it is difficult for pedestrians to travel from transit stops to destinations on the opposite side of Commercial Street. Enhanced pedestrian crossing treatments at this location include a raised refuge median in the center turn lane as well as a Rectangular Rapid Flashing Beacon (RRFB). 5: Liberty Road/Missouri Avenue Liberty Road has a vast mid block expanse between the signalized crossings at Vista Avenue and Salem Heights Avenue which creates a barrier for pedestrians to get from land uses on one side of Liberty Road to those on the opposite side. An enhanced pedestrian crossing recommended on the south leg of the unsignalized Liberty Road/Missouri Avenue intersection. Unlike the other locations, this crossing will not involve a median refuge due to the lack of a center left turn lane along Liberty Road but it will include an RRFB.

12 Commercial Vista Corridor Plan Tier Screening Assessment July 3, 05 Page of 7 Qualitative Assessment of Walkability and Bikeability A qualitative assessment of the walkability and bikeability of study area intersections and roadway segments was performed for each Alternative based upon the process outlined in Chapter 4 (Addendum G) of ODOT s Analysis Procedure Manual. The assessment assigns an overall rating of Excellent,, or based upon key walking and bicycling factors. The criteria used in the assessment includes traffic control, crossing distance, presence of cross walks, lighting, volume of traffic in adjacent vehicle lanes, speed, width of the outside travel lane, and presence of bike lanes, sidewalks and buffers. The Qualitative Assessment Tables for Walkability and Bikeability at key project area intersections and roadway segments following implementation of the recommended alternatives are located in the appendix. Table 8 provides a summary of the walkability and bikeability of study area intersections before and after implementation of the recommended improvements. Conditions improve throughout the study area. In particular, the installation of a signal at Ratcliff Drive SE significantly improves walkability, not only at the intersection itself which improves from a rating of to but along this section of the Commercial Street Corridor. Currently, the distance between the signal at Vista Avenue and Madrona is approximately ½ mile. The new signal at Ratcliff will shorten crossing distances to approximately ¼ mile in this area. Table 8: Qualitative Grading of Walkability and Bikeability at Study Intersections Study Intersection Commercial St SE/Alice Ave S/view Ave SE Commercial St SE/Vista Ave SE Commercial St SE/Salem Heights Ave S/Ratcliff Dr SE Commercial St SE/Triangle Dr SE Commercial St SE/Madrona Ave SE Liberty Rd S/Vista Ave SE Liberty Rd S/Triangle Dr SE Liberty Rd S/Salem Heights Ave S Walking (No Build) Walking (Build) Biking (No Build) Biking (Build)

13 ܧ Commercial Vista Corridor Plan Tier Screening Assessment July 3, 05 Page 3 of 7 Table 9 summarizes the scoring of each roadway segment within the study area. The scorings improve for all study area segments. Commercial Street, Salem Heights and Triangle Drive improved from a ranking of or to following the construction of the recommended improvements. Liberty road received a score in both categories for the multiuse path alternative (Alternative 3A) and a score for the TSP major arterial standard alternative (Alternative 4). Study Segment Commercial St SE Liberty Road S Table 9: Qualitative Grading of Walkability and Bikeability at Key Segments Salem Heights Ave S/Ratcliff Dr. SE Triangle Drive S Neef Avenue SE Walking (No Build) Walking (Build) / Biking (No Build) Biking (Build) / Safety Analysis Safety analysis was performed for the study area earlier in this project process. The Commercial Vista Corridor Plan Transportation Operations and Safety Analysis Memorandum 6 documents the existing conditions segment collision analysis and intersection collision analysis. The sections below discuss how the proposed localized treatments improve study area safety in both of these categories. Segment Critical Crash Rates Collision analysis was performed for the study area based on the past five years (009 03) of raw collision data, which was obtained from the ODOT Crash and Analysis Reporting Unit. Table 0 shows details of the analysis for each of the study corridors including the corridor critical crash rate 7 found when compared to the published rates for similar facilities in ODOT s Crash Rate Table II. There were no fatal collisions along either corridor from 009 to 03, but about half of the collisions resulted in injuries. 6 Corridor Plan Transportation Operations and Safety Analysis Memorandum, DKS Associates, December The formula for intersection critical crash rate as outlined in ODOT s APM Chapter 4 is outlined below where: R c is the critical crash rate, R a is the weighted average crash rate for reference population, and MEV n is million entering vehicles for the number of years of data. ݒ ܮ ܥ ඨ ܯ ܧܯ

14 Commercial Vista Corridor Plan Tier Screening Assessment July 3, 05 Page 4 of 7 Corridor Table 0: Study Corridor Collision Analysis (009 03) Approx. Length Collisions (by Severity) Fatal Injury PDO a Total Col. per Year Critical Crash Rate b Avg. Crash Rate Commercial St SE (Ohmart 0.85 mi Ave SE to Madrona Ave SE) Liberty Rd (Commercial St 0.64 mi SE to Madrona Ave SE) a PDO = Property Damage Only. b Bolded critical crash rate values indicate segment crash rates higher than the average for similar facilities statewide. The following sections discuss how each of the advanced alternatives for Commercial Street and Liberty Road will improve corridor safety. Commercial Street The Commercial Street preferred alternative maintains the center two way left turn lane (TWLTL) which allows for the implementation of refuge median islands that aid pedestrians in making a two stage crossing across the wide corridor cross section. Additionally, the buffered bike lanes would increase bicycle safety by providing a to 3 foot buffer between the bicycle lane and motor vehicles. Bicycle improvements at the Commercial Liberty Split will also help improve bicycle safety. The Commercial Street preferred alternative also narrows travel lanes that would reduce travel speeds on Commercial Street. Currently, the east side of Commercial Street has no lighting and the Madrona Avenue intersection also does not meet the City of Salem s lighting standards. Supplementary lighting on standalone or existing wood poles is recommended along the Commercial Street study corridor and at the Commercial Street/Madrona Avenue intersection. Localized improvements (traffic signal, enhanced pedestrian crossings, bicycle accommodations, street lighting, streetscape, sidewalk infill, etc) along Commercial Street will also help improve safety. The addition of a traffic signal at Commercial Street/Ratcliff Avenue will provide signalized pedestrian crossings along with increased intersection capacity. Furthermore completing the sidewalk gap north of Ratcliff Drive will improve pedestrian safety and comfort along the corridor. The Commercial Street preferred Alternative and the recommended localized improvements along this corridor are anticipated to make it a safer corridor for all modes of travel. Liberty Road Alternatives Two of the three alternatives were advanced for Liberty Road; Alternative 3A: Multiuse Path (short term recommendation) and Alternative 4: Major Arterial TSP Standard (long term recommendation). Alternative 3A provides a multi use pathway that would improve safety by providing additional space to both pedestrians and bicycles. Significant safety benefits would accompany Alternative 4 due to the addition of bike lanes and a center turn lane that would reduce rear end and turning crashes.

15 Commercial Vista Corridor Plan Tier Screening Assessment July 3, 05 Page 5 of 7 Intersection Critical Crash Rates Collision analysis was also performed for the study intersections to better understand intersection related trends. This analysis considered the same data from the past five years (009 03) and was used to calculate the intersection critical crash rate, which consists of a comparison with the published 90 th percentile rates in ODOT s Analysis Procedure Manual Table 4. The Commercial St SE/Madrona Ave SE study intersection has a crash rate higher than the 90 th percentile rates. The previously identified capacity related improvements at this location will also improve safety. In addition to intersection widening on the minor legs (Madrona Avenue), modifying the east west phasing to protected left turns only and modifying the north south (Commercial Street) doghouse signal head configuration to a flashing yellow arrow configuration is also recommended to reduce the number of left turning crashes. Planning-Level Cost Estimates for Localized Treatments Planning level cost estimates were developed for the localized improvements specified in this memorandum. Costs for the Conceptual Design Alternatives along Commercial Street, Liberty Road, Salem Heights Avenue, and Triangle Drive are located in the Facility Design and Landuse Alternatives Memorandum. 8 The cost estimates are shown in Table. All costs shown are planning level estimates in 05 dollars and are subject to change. Table : Planning Level Cost Estimates (Thousand Dollars, in 05 $) Improvement Total Signalized Intersection Treatments Commercial Street/Ratcliff Drive Signal $675,000 Commercial Street/Madrona Improvements* $350,000 Commercial Street/Alice Avenue/view Avenue Protected/Permissive Phasing $5,000 Enhanced Pedestrian Crossings Median Refuge with Marked Crosswalk $45,000 Median Refuge with RRFB $55,000 RRFB without Median Refuge $85,000 * The cost for this location only reflects the recommended short term improvements since long term improvements are not yet identified. 8 Facility Design and Landuse Alternatives Memorandum, Commercial Vista Corridor Plan, DKS Associates, June 05.

16 Commercial Vista Corridor Plan Tier Screening Assessment July 3, 05 Page 6 of 7 Tier Screening The following section provides Tier screening evaluation of the proposed alternatives for Commercial Street SE, Liberty Street S and Salem Heights Avenue S. The alternatives were scored using the Evaluation Criteria established in Revised Technical Memorandum # and additional Tier criteria: Planning Level Cost Estimates Traffic Operations Supports Economic Findings Enhanced Pedestrian Crossings The additional Tier evaluation criteria were combined with the previously scored Tier evaluation criteria to form the final scoring of each alternative. The criteria were scored as,, 0, or, representing improvement, no change, or degradation, respectively. The scoring weighs all criteria equally, with the total evaluation score representing the sum of the individual criteria scores. The summary matrix on the following page documents the results of the evaluation process which resulted in the highest average scores for an enhanced sidewalk corridor for Commercial Street SE and a buffered bike lane for Commercial Street SE. The detailed Evaluation Criteria have been included in the appendix.

17 Access and Mobility Economic Benefit Provides Achievable Solutions Tier Screening : Enhanced Bicycle Facilities Improves pedestrian acess, circulation, and safety Improves bicycle access, circulation and safety Maintain/enhances motor vehicle/frieght and emer gency vehicle access, circulation and safety Improves the ability of tr ansit to ser v e residences, business, and employer s in the corridor Section Average Creates a welcoming environment Maximizes the symbiotic relationship betw een the public and private realm Creates viable activ ity centers Section Average Asset Management Cost Effectiv eness Sustainability Fundability Section Average Ti e r Section Average Score Planning Level Cost Estimates Traffic Operations Supports Economic Findings Enhanced Pedestrian Cr ossings.5 Ti e r Average Score Total Section Average Score 3A: Multi Use Path Commercial St.5 Buffer Narrowed Lanes 0 Enhanced.00 Imp. Ped. Env. 0.5 Impr. s/w 0.00 Moves Curbs 3/ Similar Costs Adequate operations through Improves ped and bike, not degrading vehicles 0.5 Provides Median.3.5 4: Major Arterial TSP Standard Liberty Rd Not Perfect but better Shared Same as Ex. Multiuse Path adjacent to stops 0.88 Minor Imp. Minor Imp. Minor Imp Min. ROW Min. ROW Much lower cost No change in operations Somewhat orients activity centers off Commercial No Median Liberty Rd Both Facilities 5: Collector "B" TSP Standard Salem Heights Av Max Sidewalks 6: Parallel Parking on Both Sides Salem Heights Av Some Ped Area 7: Local TSP Standard Separated.5 Wide Lanes, bike lanes "Door Zone" Adds Capacity and Left Turn Lane Widened Lanes 0.5 Adds max space for parking Bike lanes and widened s/w's Adds Sidewalks Adds Sidewalks Max Imp. Max Opportunity Max Parking for Businesses Max Imp. Max Opportunity Max Parking 0.5 Max Imp. Impr. s/w Impr. s/w Max ROW Max ROW Much higher cost Similar Costs Similar Costs 0.5 Significant operation improvements Adequate operations through 035 Adequate operations through 035 Helps orient activity centers off Commercial Allows parking on sidestreet ( side) Allows parking on sidestreet 0 Provides Median Curb extensions on one side.5 Curb extensions on both sides Traingle Drive Enhanced 8A: Angled Parking Wide Lanes/Sharrows 0 5' TL, SW & Landscape 0.5 5' TL, SW & Landscape.00 Landscaped w/ no Parking Max Sidewalks No Parking, Max Sidewalks.5.7 Max ROW Enhanced Ped Slightly higher cost Adequate operations through 035 Doesn't support reiorienting businesses, no parking.5 No option for curb extensions Traingle Drive Adds Sidewalks Narrow Lanes ' TL, SW Both Sides ' TL, SW Both Sides 0.63 Parking and sidewalks Parking and sidewalks Side Angled Parking.50 Med. ROW Slightly lower cost Adequate operations through 035 Supports reorienting businesses with adjacant angled parking Option for curb extensions