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Main-McVay Transit Study: Phase 2 Options Definition and High Level Constraints Evaluation
APRIL 2016
A collaborative study between:
For Additional Information or to Comment
If you would like additional information about this study or would like to provide feedback, please
contact us.
Contact Method How to Contact Us
Website http://ourmainstreetspringfield.org
Use the link that says “ To submit a comment, click here”
Phone / email Emma Newman, Transportation Planner
City of Springfield
enewman@springfield-or.gov
541-726-4585
Sasha Luftig, Development Project Manager
Lane Transit District
Sasha.Luftig@ltd.org
541-682-6135
US Mail Emma Newman, Transportation Planner
City of Springfield Development and Public Works
Department
225 Fifth Street
Springfield, OR 97477
Sasha Luftig, Development Project Manager
Lane Transit District
PO Box 7070
Springfield, OR 97475-0470
Written Comments at
Meetings
Written and oral comments will be taken at Springfield City
Council and LTD Board regular meetings. Please note that oral
comments are not taken at Springfield City Council or Lane
Transit District Board work sessions. Refer to the website for
the dates and locations of meetings
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Lane Transit District Main-McVay Transit Study: Phase 2 April 2016
City of Springfield, Oregon Options Definition and High Level Evaluation i
Table of Contents
1. Introduction ...............................................................................................................................1
1.1. Report Purpose and Organization ................................................................................................. 1
1.2. Project Background ....................................................................................................................... 2
2. Definition of Options: McVay Highway ........................................................................................5
2.1. No-Change Option ........................................................................................................................ 5
2.2. Bus Rapid Transit Option .............................................................................................................. 5
3. Definition of Options: Main Street ..............................................................................................9
3.1. No-Change Option ........................................................................................................................ 9
3.2. Enhanced Corridor Option ............................................................................................................ 9
3.3. Bus Rapid Transit Option ............................................................................................................ 10
4. High-Level Assessment ............................................................................................................. 29
4.1. McVay Highway Segment to Nugget Way .................................................................................. 30
4.2. Main Street/South A Street Route Alignment (West of 20th Street) ......................................... 32
4.3. Main Street: West of 20th Street ................................................................................................ 34
4.4. South A Street ............................................................................................................................. 37
4.5. Main Street: East of 20th Street ................................................................................................. 40
5. Recommendations/Governance Team Direction ........................................................................ 47
5.1. Options Recommendations ........................................................................................................ 47
5.2. Governance Team Direction ....................................................................................................... 47
5.3. Next Steps ................................................................................................................................... 50
April 2016 Main-McVay Transit Study: Phase 2 Lane Transit District
ii Options Definition and High Level Evaluation City of Springfield, Oregon
List of Figures
Figure 1. Main-McVay Study Area .......................................................................................................................... 1
Figure 2. Main-McVay Transit Study Phase 1 Overview ......................................................................................... 2
Figure 3. Main-McVay Transit Study Phase 2 Overview ......................................................................................... 4
Figure 4. Existing McVay Highway Cross-Section ................................................................................................... 6
Figure 5. McVay Highway Option A: Mixed Traffic BRT Cross-Section ................................................................... 7
Figure 6. McVay Highway Option B: BAT Lanes Cross-Section ............................................................................... 8
Figure 7. Main Street/South A Street Routing Alignment Options ....................................................................... 12
Figure 8. Existing Cross Section for Main Street: West of 20th Street ................................................................. 15
Figure 9. Main Street West Option A: Cross Section for BRT in Mixed Traffic ..................................................... 15
Figure 10. Main Street West Option B: Cross Section for BAT Lane with Parking Removed .................................. 16
Figure 11. Main Street West Option C: Cross Section for BAT Lane with Parking Retained ................................... 17
Figure 12. Main Street West Option D: Cross Section for BAT Lane with Angle Parking ........................................ 17
Figure 13. Existing Cross Section for South A Street ............................................................................................... 18
Figure 14. South A Street Option E: Cross Section for Contraflow Lane................................................................. 19
Figure 15. South A Street option F: Cross Section for Eastbound BAT Lane ........................................................... 19
Figure 16. Existing Cross Section for Main Street East ........................................................................................... 20
Figure 17. Main Street East Option A1: Mixed Traffic-Right Lane with 10-foot Sidewalks and 12-foot Median ... 21
Figure 18. Main Street East Option A2: Mixed Traffic-Right Lane with 7-foot Sidewalks and 12-foot Median ..... 21
Figure 19. Main Street East Option A3: Mixed Traffic-Right Lane with 7-foot Sidewalks and 8-foot Median ....... 22
Figure 20. Main Street East Option B1: Mixed Traffic-Left Lane with 10-foot Sidewalks and 12-foot Median. ..... 23
Figure 21. Main Street East Option B2: Mixed Traffic-Left Lane with 7-foot Sidewalks and 12-foot Median ........ 23
Figure 22. Main Street East Option B3: Mixed Traffic-Left Lane with 7-foot Sidewalks and 8-foot Median .......... 24
Figure 23. Main Street East Option C1: BAT Lanes with 10-foot Sidewalks and 12-foot Median .......................... 24
Figure 24. Main Street East Option C2: BAT Lanes with 7-foot Sidewalks and 12-foot Median ............................ 25
Figure 25. Main Street East Option C3: BAT Lanes with 7-foot Sidewalks and 8-foot Median .............................. 25
Figure 26. Main Street East Option D1: Median Transit Lanes with 10-foot Sidewalks and 12-foot Median ........ 26
Figure 27. Main Street East Option D2: Median Transit Lanes with 7-foot Sidewalks and 12-foot Median .......... 26
Figure 28. Main Street East Option D3: Median Transit Lanes with 7-foot Sidewalks and 8-foot Median ............ 27
Figure 29. Main Street East Option D4: Median Transit Lanes without Multi-Modal Improvements .................... 27
Figure 30. High-Level Assessment of McVay Highway Segment Options ............................................................... 30
Figure 31. McVay Highway Estimated Property Impacts by BRT Option ................................................................ 32
Figure 32. High-Level Assessment of Main Street/South A Street Route Alignment Options ................................ 33
Figure 33. Travel Times for Main Street/South A Route Alignment Options: Westbound Travel .......................... 33
Figure 34. High-Level Assessment of Options for Main Street: West of 20th Street ............................................. 34
Figure 35. Estimated Property Impacts Options on Main Street: West of 20th Street .......................................... 36
Figure 36. High-Level Assessment of Options for South A Street ........................................................................... 37
Figure 37. Estimated Property Impacts Options on South A Street ....................................................................... 39
Figure 38. High-Level Assessment of Options for Main Street: East of 20th Street ............................................... 41
Figure 39. Analysis of transit travel times for Main Street Corridor (including all segments) ................................ 43
Figure 40. Estimated Property Impacts Options on Main Street: East of 20th Street ............................................ 44
Lane Transit District Main-McVay Transit Study: Phase 2 April 2016
City of Springfield, Oregon Options Definition and High Level Evaluation 1
1. Introduction
The Main-McVay Transit Study was conducted to identify and evaluate the most appropriate and
promising transit options for the Main Street -McVay Highway Corridor to be pursued by Lane Transit
District (LTD) and the City of Springfield. The study began in April 2014, with final recommendations on
the most promising transit options determined in February 2015.
The Main Street-McVay Highway Corridor and Project Study Area follows Main Street from Thurston to
Glenwood, and McVay Highway from Glenwood to the City’s Urban Growth Boundary (UGB) (see Figure
1).
1.1. Report Purpose and Organization
The purpose of this report is to provide a definition
of the transit options to be studied for the Main
Street and McVay Highway Corridor segments, the
high level screening evaluation of those options, and
the recommendations of the City of Springfield and
LTD staff working group and project management
team. These options are based on direction provided
by Phase 1 of the Main-McVay Transit Study, which
identified the most appropriate and promising
transit options for the Main Street-McVay Highway
Corridor.
Figure 1. Main-McVay Study Area
April 2016 Main-McVay Transit Study: Phase 2 Lane Transit District
2 Options Definition and High Level Evaluation City of Springfield, Oregon
1.2. Project Background 1.2.1. Public Engagement
In 2013, the City of Springfield and LTD conducted initial stakeholder and public outreach, including
small group meetings called “Community Conversations” and general public outreach at various
community events. Input from the initial stakeholder and public outreach was used to develop the range
of potential transit solutions for the Corridor. A Stakeholder Advisory Committee (SAC) was developed
for the Main-McVay Transit Study that represented a broad range of interests along the corridor. The
SAC met monthly throughout the study and developed recommendations on all key study decisions for
consideration by decision-makers. Information about the project was available at organized community
meetings and events and regular electronic updates were emailed to an Interested Parties List. In
February and March 2015, project team members walked the Main Street and McVay Highway
segments of the Corridor, meeting with business and property owners to answer any questions they
might have about the project. 1.2.2. Phase 1
The Phase 1 study process is summarized in Figure 2. The first step in the study was to define the study
area and develop a Problem Statement, Purpose and Need Statement, Project Goals and Objectives, and
Evaluation Criteria. The study then identified a broad range of possible transit solutions for the Corridor.
The options were narrowed by an iterative screening process against the Project Goals, Objectives, and
Evaluation Criteria to determine the recommended Most Promising Solutions. In May 2015, Springfield
City Council and the LTD Board of Directors, approved the range of transit solutions to advance to Phase
2 of the study. It was determined that there is not enough development at this time to consider bus
rapid transit (BRT) options for the McVay Highway corridor. There is the expectation that development
along the McVay Highway segment may increase significantly in the future and there are plans for more
intensive development in Glenwood and possible development in the Lane Community College basin.
When this development occurs, BRT service would be considered.
Figure 2. Main-McVay Transit Study Phase 1 Overview
Source: Wannamaker Consulting. 2016.
Lane Transit District Main-McVay Transit Study: Phase 2 April 2016
City of Springfield, Oregon Options Definition and High Level Evaluation 3
The Most Promising Transit Solutions advanced from Phase 1 are described below.
McVay Highway Segment Options
1. No-Change
2. Enhanced Corridor
Transit signal priority
Possible queue-jump lanes
Enhanced stops and stations
Possible service frequency improvements
Consider travel options on (1) Old Franklin and (2) McVay Highway
Main Street Segment Options
1. No-Change
2. Enhanced Corridor
Transit signal priority
Possible queue-jump lanes
Enhanced stops and stations
Possible service frequency improvements.
3. Bus Rapid Transit (BRT)
Eastward extension of the Franklin EmX, replacing existing regular bus service
Transit signal priority
Approximately 1/3 mile stop spacing
Eastern terminus at Thurston Station, with a few trips continuing to Thurston High School
Neighborhood connector service east of 58th Street
Downtown routing using the Main Street/South A couplet east of 10th Street for eastbound
travel and South A Street for both directions of travel west of 10th Street to / from the
Springfield Station. Further consideration should be given to use the length of South A Street for
both directions of travel.
Moderate level of lane exclusivity
The Springfield City Council and the Lane Transit District Board of Directors approved moving forward
with these options with the understanding that a BRT option for the McVay Highway segment could be
reconsidered should there be significant new development along that corridor segment. Subsequently,
direction was provided by the City of Springfield and Lane Transit District, in response to planned
development along McVay Highway, to consider a short-lined BRT option along McVay Highway that
would serve the Nugget Way and McVay Highway area. In addition, direction was given to not pursue an
Enhanced Corridor option on McVay Highway at this time.
As a result of these changes, the options advanced to Phase 2 of this study are as follows:
April 2016 Main-McVay Transit Study: Phase 2 Lane Transit District
4 Options Definition and High Level Evaluation City of Springfield, Oregon
McVay Highway Revised Segment Options
1. No-Change
2. Bus Rapid Transit (BRT): Short-Lined from Springfield Station to McVay Highway at Nugget Way.
Main Street Revised Segment Options
1. No-Change
2. Enhanced Corridor
3. Bus Rapid Transit (BRT) 1.2.3. Phase 2
The purpose of Phase 2, the current project phase, is to focus on design specifics to inform the decision-
making process and determine the community’s choice for a preferred solution (Figure 3).
Figure 3. Main-McVay Transit Study Phase 2 Overview
Source: Wannamaker Consulting. 2016.
During Phase 2, the range of most promising transit solutions will undergo another iterative process that
includes more design work, analysis and community review to identify a locally preferred solution for
each Corridor segment. The design team will work with property and business owners to develop
solutions to avoid and reduce potential property impacts. The broader public will have opportunities to
review and provide feedback on refined design options.
At the end of Phase 2, the City Council and LTD Board of Directors will determine if there are preferred
solutions to advance into a federal environmental review phase.
Lane Transit District Main-McVay Transit Study: Phase 2 April 2016
City of Springfield, Oregon Options Definition and High Level Evaluation 5
2. Definition of Options: McVay Highway
2.1. No-Change Option
The No-Change Option would, as the name implies, result in a continuation of existing service. 2.1.1. Service Span, Frequency, and Routing
The current service span, frequency and routing of the #85 LCC/Springfield would continue as it
currently exists. The #85 LCC/Springfield has service every 30 minutes Monday through Friday, with no
weekend or weekday evening service. Possible future service changes would be in response to an unmet
need, such as ridership overloads that would warrant service frequency improvements or new
development that would create a need for expanded service hours. 2.1.2. Stops/Stations
The current bus stop locations would remain as they are. Possible future changes would be in response
to new development that results in the addition of a new stop or relocation of an existing stop. In
addition, LTD could consider the installation of passenger shelters as part of systemwide passenger
boarding improvements if warranted by ridership demand at a particular stop location along the
corridor. 2.1.3. Other Transit Improvements
Under this option, other potential changes to the corridor, such as the use of different vehicles, or the
addition of queue-jump lanes, would be considered in the context of overall LTD system improvements,
with the McVay Highway corridor competing with other needs within the system. 2.1.4. Other Modal Improvements
Since the No-Change Option does not result in a corridor project, there would be no improvements to
bicycle or pedestrian facilities along the McVay Corridor, nor would there be landscaping or other
streetscape improvements. Any such corridor improvements would need to be pursued as a separate
unrelated project.
2.2. Bus Rapid Transit Option 2.2.1. Route Alignment
The short-lined EmX (BRT) option would operate as a continuation of the Gateway EmX from the
Springfield Station using the routing for the existing #85 LCC/Springfield. The southern terminus of the
route would be a bus turnaround located at or just south of the McVay Highway and Nugget Way
intersection. 2.2.2. Service Frequency
Since the short-line BRT service on McVay Highway would function as a southern extension of the
Gateway EmX, the service frequency should be matched with the Gateway service. Currently, that
service operates every 10 minutes during weekday daytimes, and every 20 minutes evenings and
weekends. As part of this project, consideration may be given to adjusting the frequency of the Gateway
EmX.
April 2016 Main-McVay Transit Study: Phase 2 Lane Transit District
6 Options Definition and High Level Evaluation City of Springfield, Oregon
2.2.3. Station Locations
After leaving Springfield Station, the short-line EmX to Nugget Way would serve the McVay and Franklin
station that is currently part of the Franklin EmX line and may be relocated as part of the
Franklin/Glenwood project. Leaving that stop heading south on McVay Highway, the BRT service would
make two at the following general locations:
McVay Highway at 19th Avenue
McVay Highway at Nugget Way
A bus turnaround would be located south of Nugget Way (if not co-located at the Nugget Way station) 2.2.4. Multi-Modal Improvements
There is a desire to improve pedestrian and bicycle facilities within the McVay Highway corridor. It is
assumed that corridor improvements listed under 2.2.5 would include the following:
An 8-foot median
Two 9-foot bicycle zones
A 5-foot landscape strip between the curb and the sidewalk
A 7-foot sidewalk on each side of the street.
While these corridor enhancements have been included in the BRT lane configuration options, there is a
question as to whether they would be eligible for FTA funding unless part of the implementation of
transit lanes. The FTA Small Starts Program may not fund extensive bicycle, pedestrian, landscaping, and
streetscape improvements along a corridor unless the project included the implementation of transit
lanes. 2.2.5. Lane Configuration
The typical existing cross-section for McVay Highway is shown in Figure 4 below. Note that while there
are some sidewalks at the northern end of McVay Highway, the majority of the road has unpaved
shoulders, as shown in Figure 4.
Figure 4. Existing McVay Highway Cross-Section
Lane Transit District Main-McVay Transit Study: Phase 2 April 2016
City of Springfield, Oregon Options Definition and High Level Evaluation 7
Two possible lane configurations were considered for the BRT service on McVay Highway:
Option A: Mixed Traffic BRT
Option B: Business Access Transit (BAT) lanes
These are described below. A typical cross-section of each option is shown.
Option A. Mixed traffic service with curbside stations
Although the transit lanes do not require additional right-of-way, the multi-modal improvements listed
in Section 2.2.4 would require that the right-of-way is widened from 60 feet to approximately 74 feet
(assuming 12-foot travel lanes)1. This section of McVay Highway does not have traffic signals and is
anticipated to eventually include roundabouts at major intersections. See Figure 4 for the existing
McVay Highway cross-section and Figure 5 for the cross section of this option.
Figure 5. McVay Highway Option A: Mixed Traffic BRT Cross-Section
1 The restricted portal opening under the train trestle limits the ability to achieve the desired street elements,
requiring a narrowing of the street at that point.
April 2016 Main-McVay Transit Study: Phase 2 Lane Transit District
8 Options Definition and High Level Evaluation City of Springfield, Oregon
Option B. Business Access Transit (BAT) lanes
The BAT lanes are in addition to the multi-modal improvements listed in 2.2.4, resulting in a street right-
of-way 96 feet, which is 36 feet wider than the current right-of-way. See Figure 6 for a cross section of
this option.
Figure 6. McVay Highway Option B: BAT Lanes Cross-Section
2.2.6. Other BRT Improvements
The following BRT elements, which are typical of the current EmX service, would be included in the
McVay Highway BRT:
Transit signal priority. Note that the only portion of the corridor that currently has traffic signals
is part of an existing EmX route. Thus, transit signal priority would only be applied to added
traffic signals, if any, on McVay Highway.
Stations similar in design and amenities to current EmX stations
Off-board fare collection
Real-time passenger information
Level boarding
Branded service using unique BRT vehicles.
Lane Transit District Main-McVay Transit Study: Phase 2 April 2016
City of Springfield, Oregon Options Definition and High Level Evaluation 9
3. Definition of Options: Main Street
3.1. No-Change Option
The No-Change Option would result in a continuation of existing service. 3.1.1. Service Span, Frequency, and Routing
The current service span, frequency, and routing of the #11 Thurston would continue as it currently
exists. The #11 Thurston operates every 10-15 minutes during weekday daytimes, with service every 15
or 30 minutes evenings and weekends. Possible future service changes would be in response to an
unmet need, such as ridership overloads that warrant service frequency improvements or new
development that would create a need for a routing change, such as service to other neighborhoods in
east Springfield. Since the #11 Thurston route currently operates for the full span of LTD service,
expansion of the service span in the corridor would be considered as part of an overall expansion of
LTD’s span of service. 3.1.2. Stops/Stations
The current bus stop locations would remain as they are. Adjustment to stop locations would be made
in response to new development, safety issues, or other factors. In addition, LTD could consider the
installation of additional passenger shelters as part of systemwide passenger boarding improvements if
warranted by ridership demand at a particular stop location along the corridor. 3.1.3. Other Improvements
Under this option, other potential changes to the corridor, such as use of different vehicles, installation
of transit signal priority, or the addition of queue-jump lanes, would be considered in the context of
overall system improvements, with the Main Street corridor competing with other needs within the
system. 3.1.4. Other Modal Improvements
Since the No-Change Option does not result in a corridor project, there would be no improvements to
bicycle or pedestrian facilities along the Main Street Corridor, nor would there be landscaping or other
streetscape improvements. Any such corridor improvements would need to be pursued as a separate
unrelated project.
3.2. Enhanced Corridor Option 3.2.1. Route Alignment
The Main Street Enhanced Corridor service would follow the routing used by the current #11 Thurston,
including the loop of 58th, Thurston Road, 69th and Main Street east of the Thurston Station. Future
changes in routing could be considered as part of LTD’s annual review of service. Changes to the routing
between Springfield Station and Thurston Station are unlikely; however, there could be changes in the
neighborhood loop east of Thurston Station in response to new development.
April 2016 Main-McVay Transit Study: Phase 2 Lane Transit District
10 Options Definition and High Level Evaluation City of Springfield, Oregon
3.2.2. Service Span and Frequency
An Enhanced Corridor would likely continue the service span and frequency of the #11 Thurston, which
is one of LTD’s higher frequency routes. Current service is every 10-15 minutes during weekday
daytimes, and every 15 or 30 minutes evenings and weekends. Possible future service changes would be
in response to an unmet need, such as ridership overloads that would warrant service frequency
improvements or new development that would create a need for a routing change, such as service to
other neighborhoods in east Springfield. Since the #11 Thurston route currently operates for the full
span of LTD service, expansion of the service span in the corridor would be considered as part of an
overall expansion of LTD’s span of service. 3.2.3. Stops/Stations
The current bus stop locations would generally remain as they are, though as part of an Enhanced
Corridor project there could be some consolidation of stops that are particularly close to one another.
The project would add additional shelters and potentially other amenities, such as real-time passenger
information at higher-use stops. 3.2.4. Other Improvements
An Enhanced Corridor project could add the following improvements to the Main Street corridor:
Transit signal priority
Queue-jump lanes at the following locations:
o Main Street at 21st Street: westbound
o Main Street at 28th Street: eastbound and westbound
o Main Street at 42nd: eastbound and westbound
o Main Street at Bob Straub Parkway: eastbound
o Bob Straub Parkway: northbound left turn 3.2.5. Other Modal Improvements
An Enhanced Corridor project, which is not branded as EmX and does not have typical BRT elements,
would not qualify for the Federal Transit Administration Small Starts Program and, thus would need to
be funded with local dollars or through some other grant program. Given the likely absence of a
discretionary funding source, it is unlikely that the project could afford to implement significant corridor
bicycle, pedestrian, or streetscape improvements.
3.3. Bus Rapid Transit Option
A Main Street EmX would operate as an eastward extension of the Franklin EmX corridor segment,
extending the current service from the Springfield Station to the Thurston Station. This would eliminate
the current interlining of the Franklin EmX corridor segment with the Gateway EmX corridor segment. 3.3.1. Route Alignment
A Main Street EmX would operate on Main Street for both eastbound and westbound service east of
20th Street. Between the Springfield Station and 20th Street, four routing options were considered, as
follows:
Lane Transit District Main-McVay Transit Study: Phase 2 April 2016
City of Springfield, Oregon Options Definition and High Level Evaluation 11
A. 5th Street Crossover: Eastbound service on South A Street. Westbound service on Main Street,
then south on 5th Street to the entrance of the Springfield Transit Station. Note that this option
was not included as part of the recommendations from the Phase 1 Study. However, subsequent
discussions led to reconsideration of this option as a means of providing an alternative to a
transit-only contraflow lane on South A Street.
B. 10th Street Crossover: Eastbound service on South A Street. Westbound service on Main Street,
south on 10th Street, and west on South A Street (in a transit-only contraflow lane) to the
Springfield Station entrance on 5th Street. This is the routing option that was recommended in
the Phase 1 study.
C. 14th Street Crossover: Eastbound service on South A Street. Westbound service on Main Street,
south on 14th Street, and west on South A Street (in a transit-only contraflow lane) to the
Springfield Station entrance on 5th Street. Note that this option was not included as part of the
recommendations from the Phase 1 Study.
D. Two-Way South A Street. Eastbound and westbound (in a transit-only contraflow lane) service
on South A Street between the Springfield Station and the two-way segment of Main Street. This
option was suggested as a means to create a westbound BRT route that is more direct and has
fewer turns.
These four routing options are illustrated in Figure 7.
April 2016 Main-McVay Transit Study: Phase 2 Lane Transit District
12 Options Definition and High Level Evaluation City of Springfield, Oregon
Figure 7. Main Street/South A Street Routing Alignment Options
Lane Transit District Main-McVay Transit Study: Phase 2 April 2016
City of Springfield, Oregon Options Definition and High Level Evaluation 13
The Phase 1 study recommended extending trips that meet Thurston High School start and end times
from the Thurston Station to the high school. The routing for that possible extension has not been
determined. Since that service would only operate only a few trips during each school service day and
would have limited transit priority or EmX improvements, it will not be studied as part of this planning
effort. 3.3.2. Service Frequency and Span
A Main Street EmX, as an extension of the current Franklin EmX segment, would operate with the same
service frequency as the current Franklin EmX service. That service operates every 10 minutes during
weekday daytimes, and every 20 minutes evenings and weekends. The span of service would be the
same as the existing EmX service. 3.3.3. Station Locations
Main Street BRT locations are listed below. These are generalized stop locations; actual locations will be
determined based on lane configuration and other factors. In addition, mid-block station options in the
vicinity of these intersections will be considered as a means to avoid operational and property impacts
at the intersections.
Springfield Station: Eastbound accessing a new EmX platform adjacent to the station on South A
Street; westbound using an existing EmX platform within the station.
10th Street: Eastbound at 10th and South A Street; westbound at 10th and Main Street or 10th
and South A Street, depending on alignment.
14th Street: Eastbound at 14th and South A Street; westbound at 14th and Main Street or 14th
and South A Street, depending on alignment.
Main Street at 21st Street
Main Street at 28th Street
Main Street at 32nd Street
Main Street at 36th Street
Main Street at 42nd Street
Main Street at 44th Street
Main Street at 48th Street
Main Street at 51st Street
Main Street at 54th Street
Thurston Station: Existing platform at the station would need to be reconfigured to
accommodate EmX
There is a possibility that the Thurston Station may be displaced by an improvement to the intersection
of Main Street and the Eugene-Springfield Highway. Should that project move forward, an alternate
location for the station would need to be identified. Given the uncertainty regarding the viability and
potential timing of the intersection project, optional locations for the Thurston Station are not
considered as part of this study.
April 2016 Main-McVay Transit Study: Phase 2 Lane Transit District
14 Options Definition and High Level Evaluation City of Springfield, Oregon
3.3.4. Multi-Modal Improvements
There is a desire to improve pedestrian and bicycle facilities along Main Street and South A Street. All
BRT corridor improvements, with the exception of the two-way segment of Main Street (BRT Median
Lanes without Multi-Modal Improvements shown as Figure 29), are assumed to include the following:
An 8 to 12-foot median along the two-way section of Main Street (east of 20th Street). The 12-
foot median would apply to options with signalized intersections to accommodate left turn
pockets. The 8-foot median would be combined with roundabouts at key intersections. For the
BRT options that have median stations, the median will need to be 12 feet wide at station
locations.
A 9-foot buffered bicycle zone in each travel direction (both directions Main Street east of 20th
Street; one direction on the one-way segment of Main Street and on South A Street)
A 5-foot landscape strip between the curb and the sidewalk
A 7- to 10-foot sidewalk on each side of Main Street
A 7-foot sidewalk on each side of South A Street
While these corridor enhancements have been included in all but one of the BRT lane configuration
options (Main Street East Option D-4), there is a question as to whether they would be eligible for FTA
funding unless part of the implementation of transit lanes. The FTA Small Starts Program may not fund
extensive bicycle, pedestrian, landscaping, and streetscape improvements along a corridor unless the
project included the implementation of transit lanes. 3.3.5. Lane Configuration
The Main Street corridor has been split at 20th Street for the consideration of lane configuration options.
In general, any of the lane configurations selected for each of the two shorter segments can be paired
together to form a corridor alignment
3.3.5.1. Main Street/South A Street (west of 20th Street)
The BRT lane configuration options for the corridor segment west of 20th Street are as follows:
Main Street West (west of 20th Street)
Option A: BRT in Mixed Traffic
Option B: BAT Lane; Parking Removed
Option C: BAT Lane; Parking Retained
Option D: BAT Lane; Angled Parking
South A Street
Option E: Contraflow Lane
Option F: Eastbound BAT Lane
The options on Main Street and South A Street can be mixed and matched (depending on routing
alignment), and any of the options west of 20th Street can work with the options listed later for the
eastern segment of Main Street.
Lane Transit District Main-McVay Transit Study: Phase 2 April 2016
City of Springfield, Oregon Options Definition and High Level Evaluation 15
The typical existing cross-section for Main Street west of 20th Street is shown on Figure 8. Please note
that existing sidewalk widths along this segment of Main Street vary from 5 to 12 feet. The cross-section
shows a 10-foot sidewalk.
Figure 8. Existing Cross Section for Main Street: West of 20th Street
Option A. Main Street West: BRT in Mixed Traffic
Service would likely be in the left lane, given the need to turn left to access the Springfield Station. This
option applies to the 5th Street Crossover, 10th Street Crossover, and the 14th Street Crossover
alignment options. While there would not be street widening required for the transit lanes, the multi-
modal enhancements listed in 3.3.4 would require an expansion of the current 60-foot right-of-way to
77 feet. Curbside stations would be incorporated into the existing sidewalk/parking area.
Figure 9. Main Street West Option A: Cross Section for BRT in Mixed Traffic
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16 Options Definition and High Level Evaluation City of Springfield, Oregon
Option B. BAT Lane on Main Street; On-street Parking Removed
The BAT lane would be in the left lane, given the need to turn left to access the Springfield Station. On-
street parking removal would be on the south side of Main Street and would only be considered east of
10th Street; west of 10th Street, under the 5th Street Crossover Option, the BRT service would be in
mixed traffic. This option would require a widening of the street right-of-way from 60 feet to 80 feet to
accommodate the BAT lane and the multi-modal improvements listed in 3.3.4.
Figure 10 provides a cross section for this option. It should be noted that removal of on-street parking in
this segment of the corridor would be contrary to the current Springfield Downtown Parking
Management Plan.
Figure 10. Main Street West Option B: Cross Section for BAT Lane with Parking Removed
Option C. BAT Lane on Main Street; On-street Parking Remains
The BAT lane would be in the left lane, given the need to turn left to access the Springfield Station, and
would be an added lane adjacent to the on-street parking. This option applies to the 5th Street
Crossover, 10th Street Crossover, and the 14th Street Crossover alignment options. Assuming the multi-
modal improvements listed in Section 3.3.4, the right-of-way required for this option would be
expanded from 60 feet to 88 feet. See Figure 11 for a cross-section of this option.
Lane Transit District Main-McVay Transit Study: Phase 2 April 2016
City of Springfield, Oregon Options Definition and High Level Evaluation 17
Figure 11. Main Street West Option C: Cross Section for BAT Lane with Parking Retained
Option D. BAT Lane on Main Street; Angle Parking Added.
The BAT lane would be in the left lane, given the need to turn left to access the Springfield Station.
Angled parking on the north side would replace approximately 70-80 percent of the current on-street
parking. This option applies to the 5th Street Crossover, 10th Street Crossover, and the 14th Street
Crossover alignment options. Assuming the multi-modal improvements listed in Section 3.3.4, the right-
of-way required for this option would be expanded from 60 feet to 90 feet. See Figure 12 for a cross-
section of this option.
Figure 12. Main Street West Option D: Cross Section for BAT Lane with Angle Parking
The typical existing cross-section of South A Street is shown in Figure 13 below. Please note that existing
sidewalk widths along South A Street vary from 7 to 10 feet. The cross-section shows a 10-foot sidewalk.
April 2016 Main-McVay Transit Study: Phase 2 Lane Transit District
18 Options Definition and High Level Evaluation City of Springfield, Oregon
Figure 13. Existing Cross Section for South A Street
Option E. South A Street: Transit-Only Contraflow Lane
The westbound transit-only contraflow lane would be on the north side of South A Street, while the
mixed traffic eastbound service would operate in the right lane. This option applies to the 10th Street
Crossover Option, the 14th Street Crossover Option, and the Two-Way South A Street Option. The
conversion of a traffic lane to a transit-only contraflow lane would not require widening the street.
However, the multi-modal improvements listed in Section 3.3.4 would require that the right-of-way be
widened from 60 feet to 67 feet. Widening would generally be to the south side of the street. Figure 14
shows a cross section for this option.
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City of Springfield, Oregon Options Definition and High Level Evaluation 19
Figure 14. South A Street Option E: Cross Section for Contraflow Lane
Option F. South A Street: Eastbound BAT Lane
The BAT lane would be on the north side (left lane) of South A Street. This option applies to the 5th
Street Crossover, 10th Street Crossover, and the 14th Street Crossover alignment options in segments
where there is not a need for a contraflow lane. The multi-modal improvements listed in Section 3.3.4
would require that the right-of-way be widened from 60 feet to 67 feet. Widening would generally be to
the south side of the street. See Figure 15 on the next page for a cross-section of this option.
Figure 15. South A Street option F: Cross Section for Eastbound BAT Lane
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20 Options Definition and High Level Evaluation City of Springfield, Oregon
3.3.5.2. Main Street: East of 20th Street
Main Street east of 20th Street is a two-way arterial street with a center turn lane. Options for this
segment are as follows:
Option A: BRT in Mixed Traffic-Right Lane (three variations of this option)
Option B: BRT in Mixed Traffic-Left Lane (three variations of this option)
Option C: BAT Lanes (three variations of this option)
Option D: Median Transit Lanes (four variations of this option)
A typical cross-section for this segment of Main Street is shown in Figure 16. The existing sidewalk width
varies: the cross-section shows a 6-foot sidewalk.
Figure 16. Existing Cross Section for Main Street East
Option A. Mixed Traffic-Right Lane
Similar to current service, buses would operate in mixed traffic accessing curbside stations. There would
be no street widening needed for transit since it operates in an existing traffic lane and curbside stations
would be incorporated into the existing sidewalk area. However, the multi-modal improvements listed
in Section 3.3.4 would require that the existing 80-foot right-of-way be widened to between 96 and 106
feet, depending on the sidewalk and median width.
Option A1: Figure 17 shows a cross section of this option with 10-foot sidewalks and a 12-foot median.
This variation, which would continue to use signalized intersections, results in a total width of 106 feet,
which is 26 feet wider than the existing right-of-way.
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City of Springfield, Oregon Options Definition and High Level Evaluation 21
Figure 17. Main Street East Option A1: Mixed Traffic-Right Lane with 10-foot Sidewalks and 12-
foot Median
Option A2: Figure 18 shows this lane configuration option with 7-foot sidewalks and a 12-foot median,
which results in a total right-of-way of 100 feet, which is 20 feet wider than the existing right-of-way.
This option would assume continued use of signalized intersections.
Figure 18. Main Street East Option A2: Mixed Traffic-Right Lane with 7-foot Sidewalks and 12-
foot Median
Option A3: Figure 19 shows this lane configuration with 7-foot sidewalks and an 8-foot median. The
option is assumed to be combined with the replacement of the signalized intersections with
roundabouts. Roundabouts provide for U-turn capabilities without the need for left turn lanes, and, thus,
allow for a narrower median. The 8-foot median is provided to allow for safer mid-block pedestrian
crossings. This option would require that the right-of-way be widened from 80 feet to 96 feet.
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22 Options Definition and High Level Evaluation City of Springfield, Oregon
Figure 19. Main Street East Option A3: Mixed Traffic-Right Lane with 7-foot Sidewalks and 8-foot
Median
Option B. Mixed Traffic-Left Lane
Under this option, BRT service would operate in the left lane. Stations would be in the median, with
buses pulling out of the travel lane when stopped. There would be no street widening for transit since it
operates in an existing traffic lane. However, the multi-modal improvements listed in Section 3.3.4
would require that the right-of-way be widened from 80 feet to between 96 and 106 feet, depending on
the sidewalk and median width (see Figures 21, 22, and 23 for specific right-of-way options). In the
vicinity of stations, the right-of-way would need to be widened by an additional 10-20 feet, depending
on the station design (one-sided versus two-sided platforms).
Lane Transit District Main-McVay Transit Study: Phase 2 April 2016
City of Springfield, Oregon Options Definition and High Level Evaluation 23
Option B1: Figure 20 shows a cross-section for this lane configuration with 10-foot sidewalks and a 12-
foot median, resulting in a total right-of-way requirement of 106 feet, which is 26 feet wider than the
existing right-of-way. This option is assumed to continue to use signalized intersections, which requires a
wider median since that median space must also serve as the left turn lane at intersections.
Figure 20. Main Street East Option B1: Mixed Traffic-Left Lane with 10-foot Sidewalks and 12-
foot Median.
Option B2: Figure 21 shows this lane configuration option with 7-foot sidewalks and a 12-foot median.
Total right-of-way for this option would need to be expanded from 80 feet to 100 feet. This option is
assumed to continue to use signalized intersections, which requires a wider median since that median
space must also serve as the left turn lane at intersections.
Figure 21. Main Street East Option B2: Mixed Traffic-Left Lane with 7-foot Sidewalks and 12-foot
Median
April 2016 Main-McVay Transit Study: Phase 2 Lane Transit District
24 Options Definition and High Level Evaluation City of Springfield, Oregon
Option B3: Figure 22 shows this lane configuration option with 7-foot sidewalks and 8-foot median.
Total right-of-way requirement is 96 feet, which is 16 feet wider than the current right-of-way. The
option is assumed to be combined with the replacement of the signalized intersections with
roundabouts. Roundabouts provide for U-turn capabilities without the need for left turn lanes, and, thus,
allow for a narrower median. The 8-foot median is provided to allow for safer mid-block pedestrian
crossings.
Figure 22. Main Street East Option B3: Mixed Traffic-Left Lane with 7-foot Sidewalks and 8-foot
Median
Option C. BAT Lane
This option would add Curbside BAT lanes in both the eastbound and westbound directions. With the
desired widths for the bicycle lane, landscaping, and sidewalk as indicated in Section 3.3.4, the right-of-
way for this option would be expanded between 118 and 128 feet, depending on the sidewalk and
median width.
Option C1: Figure 23 shows a cross-section of this lane configuration option with 10-foot sidewalks and
12-foot median, for a total right-of-way of 128 feet, which is 48 feet wider than the existing right-of-way.
This option is assumed to continue to use signalized intersections, which requires a wider median since
that median space must also serve as the left turn lane at intersections.
Figure 23. Main Street East Option C1: BAT Lanes with 10-foot Sidewalks and 12-foot Median
Lane Transit District Main-McVay Transit Study: Phase 2 April 2016
City of Springfield, Oregon Options Definition and High Level Evaluation 25
Option C2: Figure 24 shows this lane configuration option with 7-foot sidewalks and a 12-foot median.
Total right-of-way requirement for this option is 122 feet, which is 42 feet wider than the existing right-
of-way. This option is assumed to continue to use signalized intersections, which requires a wider
median since that median space must also serve as the left turn lane at intersections.
Figure 24. Main Street East Option C2: BAT Lanes with 7-foot Sidewalks and 12-foot Median
Option C3: Figure 25 shows this lane configuration option with 7-foot sidewalks and 8-foot median.
Total right-of-way requirement is 118 feet, an increase of 38 feet to the existing right-of-way. The option
is assumed to be combined with the replacement of the signalized intersections with roundabouts.
Roundabouts provide for U-turn capabilities without the need for left turn lanes, and, thus, allow for a
narrower median. The 8-foot median is provided to allow for safer mid-block pedestrian crossings.
Figure 25. Main Street East Option C3: BAT Lanes with 7-foot Sidewalks and 8-foot Median
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26 Options Definition and High Level Evaluation City of Springfield, Oregon
Option D. Median Transit Lanes
This option assumes that transit lanes adjacent to the median are added in both the eastbound and
westbound direction. With the desired widths for the bicycle lane, landscaping, and sidewalk as
indicated in Section 3.3.4, the right-of-way for this option would be expanded from 80 feet to between
116 and 126 feet, depending on the sidewalk and median width.
Option D1: Figure 26 shows a cross-section of this option assuming 10-foot sidewalks and a 12-foot
median. This results in a total right-of-way requirements of 126 feet, which would require an increase of
46 feet to the existing right-of-way. This option is assumed to continue to use signalized intersections,
which requires a wider median since that median space must also serve as the left turn lane at
intersections.
Figure 26. Main Street East Option D1: Median Transit Lanes with 10-foot Sidewalks and 12-foot
Median
Option D2: Figure 27 shows the option with 7-foot sidewalks and a 12-foot median. Total right-of-way
requirements for this option is 120 feet, which is 40 feet wider than the existing right-of-way. This
option is assumed to continue to use signalized intersections, which requires a wider median since that
median space must also serve as the left turn lane at intersections.
Figure 27. Main Street East Option D2: Median Transit Lanes with 7-foot Sidewalks and 12-foot
Median
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City of Springfield, Oregon Options Definition and High Level Evaluation 27
Option D3: Figure 28 shows this lane configuration option with 7-foot sidewalks and 8-foot median.
Total right-of-way requirement is 116 feet, which is 36 feet wider than the existing right-of-way. The
option is assumed to be combined with the replacement of the signalized intersections with
roundabouts. Roundabouts provide for U-turn capabilities without the need for left turn lanes, and, thus,
allow for a narrower median. The 8-foot median is provided to allow for safer mid-block pedestrian
crossings. The median in BRT station areas would need to be increased to 12 feet to accommodate a
station platform
Figure 28. Main Street East Option D3: Median Transit Lanes with 7-foot Sidewalks and 8-foot
Median
Option D4: Figure 29 shows a cross-section of the Median Transit Lane Option without the expanded
sidewalks, landscaping, or median. This option retains the existing sidewalks, which vary in width (6-foot
sidewalk is shown). The right-of-way for this option would be expanded from 80 feet to 92 feet.
Figure 29. Main Street East Option D4: Median Transit Lanes without Multi-Modal Improvements
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28 Options Definition and High Level Evaluation City of Springfield, Oregon
3.3.6. Queue-jumps
Queue-jumps could be used if EmX is operating in mixed traffic as a means to address the locations with
the greatest traffic congestion. Possible queue-jump locations:
Main Street at 21st Street: westbound
Main Street at 28th Street: eastbound and westbound
Main Street at 42nd: eastbound and westbound
Main Street at Bob Straub Parkway: eastbound (extension of right-turn lane)
Bob Straub Parkway: northbound left turn
Analysis later in this study will evaluate in more detail the needed locations and lengths of queue-jump
lanes. 3.3.7. Other BRT Improvements
The following BRT elements, which are typical of the current EmX service, would be included in the Main
Street BRT:
Transit signal priority
Stations similar in design and amenities to current EmX stations
Off-board fare collection
Real-time passenger information
Level boarding
Branded service using unique BRT vehicles. 3.3.8. Roundabouts
Currently, major intersections on Main Street are signalized. As part of this project, roundabouts will be
considered for the currently signalized intersections of Main Street with 21st Street, 28th Street, 32nd
Street, 42nd Street, and 54th Street. All the BRT options, whether BRT in mixed traffic, BAT Lanes, or
Median Transit Lanes, can be designed with either signalized intersections or roundabouts.
Roundabouts can be particularly helpful if a median is added to the street that restricts left turn access.
While U-turns for passenger vehicles can be provided at signalized intersections, large trucks cannot
make a U-turn at those intersections, unless the intersection is widened considerably. Roundabouts can
provide U-turn capability for passenger vehicles and freight trucks of all sizes. Roundabouts, as shown
on the cross-sections, also allow for a narrower median since the median space does not also need to
accommodate a left turn pocket at intersections. Finally, roundabouts have been shown to be safer,
particularly in avoiding the more serious injury and fatality producing crashes involving left-turn turning
vehicles, crossing collisions, and head-on collisions that can occur at signalized intersections.
This intersection design question is not to be decided as part of this initial high-level assessment of
options. It will be considered later in the process, as part of more detailed design of the most promising
options. Analysis will be conducted to determine the impact of intersection design on transit and car
travel time, safety, construction cost, and right-of-way impacts.
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City of Springfield, Oregon Options Definition and High Level Evaluation 29
4. High-Level Assessment
A preliminary evaluation of the design options based on high-level data was conducted. Each design
option was evaluated against the other options and ranked as high, medium, or low. Thus, these are
relative assessments comparing the various options, and not absolute assessments relative to some set
objective standard. The purpose of this high level evaluation is to provide the staff working group,
Project Management Team (PMT), and Governance Team (GT) with a general understanding of the
relative merits of each option, which can assist in determining which options should be carried forward
to community review and further design refinement.
High-level data considered in this evaluation are:
Estimated capital cost
Estimated transit operating cost
Estimated bus travel time
Estimated impact on car travel time
Estimated right-of-way impact
Qualitative assessment of pedestrian, bicycle, and vehicle safety
Initially, “Other potentially significant environmental impacts” were to be considered in this high-level
assessment; however, initial results showed that this data did not vary sufficiently to differentiate
between the options. It was determined by the PMT that “other potentially significant environmental
impacts” will be considered in the next level of evaluation for the design options advanced by the GT.
The assessment ranks the five evaluation criteria with a green, yellow, or red designation for each
option. This is a relative ranking, with the colors signifying the following:
Lower capital cost
Moderate capital cost
Higher capital cost
Lower operating cost
Moderate operating cost
Higher operating cost
Faster bus travel time
Moderate bus travel time
Slower bus travel time
Faster car travel time
Moderate car travel time
Slower car travel time
Less property impact
Moderate property impact
Greater property impact
Safer for pedestrians,
bicyclists, and vehicles
Moderately safe for
pedestrians, bicyclists, and
vehicles
Less safe for pedestrians,
bicyclists, and vehicles
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30 Options Definition and High Level Evaluation City of Springfield, Oregon
4.1. McVay Highway Segment to Nugget Way
Three options were considered for the McVay Highway Segment: No-Change; Mixed Traffic BRT, and
BRT with BAT lanes. Figure 30 summarizes the high-level assessment of these options.
Figure 30. High-Level Assessment of McVay Highway Segment Options
4.1.1. Capital Cost
Capital Cost was assessed as follows:
The No-Change option does not include a capital project, so has no capital cost.
The BRT Mixed Traffic option would require purchase of approximately 14 feet of right-of-way
for the length of the corridor between Franklin Boulevard and Nugget Way, and include
construction of bicycle lanes, sidewalks, a median, landscaping, BRT stations, and a bus
turnaround. Relative to the other two options, the Mixed Traffic option has a moderate capital
cost.
The BAT Lanes option would require purchase of approximately 36 feet of right-of-way for the
length of the corridor and include construction of two BAT lanes, bicycle lanes, sidewalks, a
median, landscaping, BRT stations, and a bus turnaround. Relative to the other two options, the
BAT Lanes option has a high capital cost. 4.1.2. Operating Cost
Operating Cost was assessed as follows:
The No-Change option would not add the BRT service. Service would continue to be provided by
the #85 LCC/Springfield route. Relative to the other two options, the No-Change option has a
low operating cost.
The BRT Mixed Traffic and BAT Lane options would require the addition of high-frequency BRT
service on the segment between the Springfield Station and Nugget Way, in addition to the
continuation of the current #85 LCC/Springfield route, which is needed to serve Lane
Right-of-
Way
Capital
Cost
Operating
Cost
Transit
Travel
Time
Car
Travel
Time
Property
Impacts Safety
60 feet
74 feet
96 feet
BRT Mixed Traffic
High-Level Assessment
Option
No-Change
(Existing)
BAT Lanes
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City of Springfield, Oregon Options Definition and High Level Evaluation 31
Community College. Relative to the No-Change option, these two BRT options have a high
operating cost. 4.1.3. Transit Travel Time
Transit Travel time was assessed as follows:
The No-Change option would not impact current transit travel time, which is relatively fast given
the low level of current traffic congestion and absence of traffic signals along this stretch of
McVay Highway. However, travel time would be expected to slow in the future as Glenwood
develops and traffic congestion worsens. Relative to the other two options, the No-Change
option has moderate transit travel time.
The BRT Mixed Traffic option would improve travel time by reducing stop spacing and reducing
the dwell time at stops. There are no traffic signals on the portion of the route south of the
Franklin Boulevard and McVay Highway intersection, which is the only part of the route affected
by this project (the portion of the route between the Springfield Station and Franklin Boulevard
and McVay Highway intersection is part of the existing Franklin EmX). Relative to the No-Change
option, this BRT option has a relatively fast transit travel time.
The BAT Lanes option would improve travel time by reducing stop spacing, reducing the dwell
time at stops, and adding BAT lanes on McVay Highway. There are no traffic signals on the
portion of the route south of the Franklin Boulevard and McVay Highway intersection, which is
the only part of the route affected by this project (the portion of the route between the
Springfield Station and Franklin Boulevard and McVay Highway intersection is part of the
existing Franklin EmX). Given the low level of traffic congestion, the BAT lanes are not expected
to significantly impact transit travel time. Relative to the No-Change option, this BRT option has
a relatively fast transit travel time. 4.1.4. Car Travel Time
Car Travel time was assessed as follows:
The No-Change and BRT Mixed-Traffic options would not significantly impact current car travel
time. Relative to the BAT Lanes option, these two options have a moderate car travel time.
The BAT Lanes option would improve car time by adding BAT lanes that take the bus out of the
travel lane and add a lane for right-turning car traffic. Relative to the No-Change and Mixed-
Traffic options, this option has a relatively fast car travel time. 4.1.5. Property Impacts
Property impacts are estimated as shown in Figure 31.
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32 Options Definition and High Level Evaluation City of Springfield, Oregon
Figure 31. McVay Highway Estimated Property Impacts by BRT Option
Lane Configuration Option
Right-of-Way
Required
Total
Acquisition
(sq. feet)
Number of Properties Impacted
Total
Parking
Impacts
Building
Impacts
No-Change (Existing) 60 feet 0 0 0 0
BRT Mixed Traffic 74 feet 42,000 30-40 2-3 4-6
BAT Lane 96 feet 108,000 30-40 4-6 25-30
The No-Change option does not include a capital project, so has no street widening and no
property impacts.
The BRT Mixed Traffic option would require purchase of approximately 14 feet of right-of-way
for the length of the corridor, which is expected to impact between 30 and 40 properties and
require the acquisition of approximately 42,000 square feet of new right-of-way. Relative to the
other two options, the BRT Mixed Traffic option has moderate property impacts.
The BAT Lanes option would require purchase of approximately 36 feet of right-of-way for the
length of the corridor, which is expected to impact between 30 and 40 properties and require
the acquisition of approximately 108,000 square feet of new right-of-way. Relative to the other
two options, the BRT BAT Lanes option has high property impacts. 4.1.6. Safety Impacts
McVay Highway does not currently have sidewalks or bicycle lanes along most of its length. The
No-Change option would not add these facilities, so is less safe than the other two options
which include sidewalks and bike lanes. In addition, the other options create a median which
enhances pedestrian safety and reduces crashes involving left-turning vehicles.
The BRT Mixed Traffic and the BAT Lane options add setback sidewalks, a buffered bicycle lane,
and a median, and provide for a safer street for pedestrians, bicyclists, and vehicles.
4.2. Main Street/South A Street Route Alignment (West of 20th Street)
As noted in Section 3.3.1, four route alignment options were considered for the portion of the Main
Street Corridor west of 20th Street. These are:
5th Street Crossover: Eastbound service on South A Street; Westbound service on Main Street,
then south on 5th Street to the entrance of the Springfield Transit Station.
10th Street Crossover: Eastbound service on South A Street; Westbound service on Main Street,
south on 10th Street, and west on South A Street (in a transit-only contraflow lane) to the
Springfield Station entrance on 5th Street.
14th Street Crossover: Eastbound service on South A Street; Westbound service on Main Street,
south on 14th Street, and west on South A Street (in a transit-only contraflow lane) to the
Springfield Station entrance on 5th Street.
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City of Springfield, Oregon Options Definition and High Level Evaluation 33
Two-Way South A Street: Eastbound and westbound (in a transit-only contraflow lane) service
on South A Street between the Springfield Station and the two-way segment of Main Street.
The assessment of the alignment options is considered differently than the lane configuration options.
Since capital cost, car travel time, and property impacts are related to the lane configuration and not
directly impacted by the route alignment, the route alignment options are assessed based on operating
cost, transit travel time, and safety.
Figure 32. High-Level Assessment of Main Street/South A Street Route Alignment Options
Option
High-Level Assessment
Operating
Cost
Transit
Travel
Time
Safety
5th Street Crossover
10th Street Crossover
14th Street Crossover
Two-Way South A Street
Figure 33. Travel Times for Main Street/South A Route Alignment Options: Westbound Travel
Option Travel Time
5th Street Crossover Base Condition
10th Street Crossover ~15 - 20 seconds faster
14th Street Crossover ~20 - 25 seconds faster
Two-Way South A Street ~75 - 85 seconds faster
Assumptions:
20 mph travel on Main Street
30 mph travel on South A Street
Operating cost and transit travel time are related measures. Given the same service frequency, a faster
transit travel time will result in a lower operating cost. While the differences in travel time may seem
minor, the transit travel time savings of seconds accrue into about 100 trips per day, or more than
April 2016 Main-McVay Transit Study: Phase 2 Lane Transit District
34 Options Definition and High Level Evaluation City of Springfield, Oregon
30,000 trips per year. Thus, a 1 minute savings per trip saves more than 500 hours of service cost per
year.
The other key factor in the route alignment decision is access to transit. As noted in Figure 5, the 5th
Street Crossover and 10th Street Crossover options have two westbound stations on Main Street, which
may be considered better transit access given that the primary population and employment areas in
downtown Springfield are toward the north. 4.2.1. Safety Impacts
The 10th Avenue Crossover, 14th Avenue Crossover, and Two-Way South A Street route alignment
require the use of a contraflow lane, which is less safe than the existing one-way traffic flow. The
contraflow lane can lead to more crashes involving left-turning vehicles and also can create pedestrian
safety problems since pedestrians will need to look for traffic coming from both directions when
crossing South A Street.
4.3. Main Street: West of 20th Street
Six options were considered for Main Street west of 20th Street (the one-way segment of Main Street).
These are:
No-Change
Enhanced Corridor
BRT Mixed Traffic
BRT BAT Lane: Parking Removed
BRT BAT Lane: Parking Retained
BRT BAT Lane: Angle Parking
Figure 34. High-Level Assessment of Options for Main Street: West of 20th Street
Right-of-
Way Capital Cost Operating
Cost
Transit
Travel Time
Car Travel
Time
Property
Impacts
Safety
Impacts
60 feet
60 feet
77 feet
80 feet
88 feet
90 feet
High-Level Assessment
BAT Lane: Angle
Parking
BAT Lane: Parking
Retained
BRT Mixed Traffic
BAT Lane: Parking
Removed
Enhanced Corridor
Option
No-Change
(Existing)
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City of Springfield, Oregon Options Definition and High Level Evaluation 35
4.3.1. Capital Cost
Capital Cost was assessed as follows:
The No-Change option does not include a capital project, so has no capital cost.
The Enhanced Corridor option would not require street widening, but would include some costs
for station enhancements. Relative to the other options, the Enhanced Corridor has a low capital
cost.
The BRT Mixed Traffic option would require purchase of approximately 17 feet of right-of-way
and include construction of wider bicycle lanes and sidewalks, landscaping, BRT stations, and
related BRT improvements. Relative to the other options, the Mixed Traffic option has a
moderate capital cost.
The BAT Lane: Parking Removed option would require purchase of approximately 20 feet of
right-of-way and include construction of wider bicycle lanes and sidewalks, landscaping, a
concrete BAT lane, BRT stations, and related BRT improvements. Relative to the other options,
this BRT option has a moderate capital cost.
The BAT Lane: Parking Retained option would require purchase of approximately 28 feet of
right-of-way and include construction of wider bicycle lanes and sidewalks, landscaping, a
concrete BAT lane, BRT stations, and related BRT improvements. Relative to the other options,
this BRT option has a high capital cost.
The BAT Lane: Angle Parking option would require purchase of approximately 30 feet of right-of-
way and include construction of wider bicycle lanes and sidewalks, landscaping, a concrete BAT
lane, BRT stations, and related BRT improvements. Relative to the other options, this BRT option
has a high capital cost. 4.3.2. Operating Cost
Operating Cost was assessed as follows:
The No-Change and Enhanced Corridor options would have minimal impact on current operating
cost. Relative to the other options, these options have a moderate operating cost.
The four BRT options would speed transit travel, reducing operating cost. This is may be
somewhat offset as a result of a greater number of trips. Relative to the other options, these
options have a low operating cost. 4.3.3. Transit Travel Time
Transit Travel time was assessed as follows:
The No-Change and Enhanced Corridor options would have minimal impact on current transit
travel time. Over time, transit travel time for these two options would increase as development
occurs and traffic congestion worsens. Relative to the other options, these options have slower
transit travel time.
April 2016 Main-McVay Transit Study: Phase 2 Lane Transit District
36 Options Definition and High Level Evaluation City of Springfield, Oregon
The BRT Mixed Traffic option would enable faster transit travel time due to wider stop spacing
and reduced dwell time at stops. Relative to the other options, this option has a moderately
faster transit travel time.
The three BRT options with a BAT lane would speed transit travel further as a result of the
exclusive lane. Relative to the other options, these options have a faster transit travel time. 4.3.4. Car Travel Time
Car Travel time was assessed as follows:
The No-Change, Enhanced Corridor, and Mixed-Traffic BRT options would not impact current car
travel time significantly. Relative to the BRT BAT Lanes option, these three options have a
moderate car travel time.
The three BAT Lanes options would improve car travel time by adding BAT lanes that take the
bus out of the travel lane and add a lane for left-turning car traffic. Relative to the No-Change,
Enhanced Corridor, and Mixed-Traffic options, the BRT BAT Lanes options have a relatively fast
car travel time. 4.3.5. Property Impacts
Property impacts are estimated as shown in Figure 35.
Figure 35. Estimated Property Impacts Options on Main Street: West of 20th Street
Lane Configuration Option
Right-of-Way
Required
Total Acquisition
(sq. feet)
Number of Properties Impacted
Total
Parking
Impacts
Building
Impacts
No-Change (Existing) 60 feet 0 0 0 0
Enhanced Corridor 60 feet 0 0 0 0
BRT Mixed Traffic 77 feet 108,000 200-250 2-3 4-6
BAT Lane: Parking Removed 80 feet 121,000 200-250 2-3 4-6
BAT Lane: Parking Retained 88 feet 177,000 200-250 4-6 25-30
BAT Lane: Angle Parking 90 feet 190,000 200-250 4-6 25-30
Notes: 1) On-street parking west of 10th Street would not be removed. 2) Assumed 5th Street Crossover option
The No-Change and Enhanced Corridor options do not include a capital project, so have no
street widening and no property impacts.
The BRT Mixed Traffic and the BAT Lane: Parking Removed options have similar right-of-way
impacts. They would require the purchase of 17 to 20 feet of right-of-way for the length of this
segment of Main Street, which impacts between 200-250 properties. Relative to the other
options, these two BRT options have moderate property impacts.
The BAT Lane: Parking Retained and BAT Lane: Angle Parking options have similar right-of-way
impacts. They would require the purchase of 28 to 30 feet of right-of-way for the length of this
Main Street segment. Both options impact the same total number of properties as would the
narrower widening for the other two BRT options, but the impacts are potentially more
significant due to the additional 8 to 10 feet or right-of-way width required for these options
Lane Transit District Main-McVay Transit Study: Phase 2 April 2016
City of Springfield, Oregon Options Definition and High Level Evaluation 37
relative to the BRT Mixed Traffic and BAT Lane: Parking Removed options. Relative to the other
options, these two BRT options have high property impacts. 4.3.6. Safety Impacts
The No-Change and Enhanced Corridor options do not include a capital project, so would not
widen sidewalks or create a wider, buffered bicycle lane. Relative to the other options that have
these improvements, the No-Change and Enhanced Corridor options are rated as less safe.
The BRT Mixed Traffic and the BAT Lane: Parking Removed options would widen sidewalks and
create a wider, buffered bicycle lane. In addition, these options do not significantly increase the
curb-to-curb distance, so do not add to significantly wider pedestrian crossing distances. These
options are rated safer than the other options.
The BAT Lane: Parking Retained and BAT Lane: Angle Parking options improve safety by creating
wider sidewalks and a wider, buffered bike lane. However, they widen the roadway and so
increase the pedestrian crossing distance, which increases exposure for pedestrians. In addition,
these two options create additional conflicts between parking and vehicles (cars and buses)
when compared to the BRT Mixed Traffic and the BAT Lane: Parking Removed options. These
two options are rated as moderate for safety.
4.4. South A Street
Four options were considered for South A Street. These are:
No-Change
Enhanced Corridor
BRT Contraflow Lane (westbound)
BRT BAT Lane (eastbound)
Figure 36. High-Level Assessment of Options for South A Street
Right-of-
Way Capital Cost Operating
Cost
Transit
Travel Time
Car Travel
Time
Property
Impacts
Safety
Impacts
60 feet
60 feet
67 feet
67 feet
High-Level Assessment
Option
No-Change
(Existing)
Enhanced Corridor
Transit-Only
Contraflow Lane
BAT Lane
Eastbound
April 2016 Main-McVay Transit Study: Phase 2 Lane Transit District
38 Options Definition and High Level Evaluation City of Springfield, Oregon
4.4.1. Capital Cost
Capital Cost was assessed as follows:
The No-Change option does not include a capital project, so has no capital cost.
The Enhanced Corridor option would not require street widening, but would include some costs
for station enhancements. Relative to the other options, the Enhanced Corridor has a low capital
cost
The BRT Transit-Only Contraflow Lane and BAT Lane Eastbound options would require purchase
of approximately 7 feet of right-of-way and include construction of wider bicycle lanes and
sidewalks, landscaping, BRT stations, and related BRT improvements. Widening would be to the
south side of South A Street to take advantage of the lower level of existing development to the
south. These BRT options have a moderate capital cost. 4.4.2. Operating Cost
Operating Cost was assessed as follows:
The No-Change and Enhanced Corridor options would have minimal impact on current operating
costs. Relative to the other options, these options have a moderate operating cost.
The BRT Transit-Only Contraflow Lane and BAT Lane Eastbound options would speed transit
travel, reducing operating cost. This may be somewhat offset as a result of a greater number of
trips. Relative to the other options, these BRT options have a low operating cost. 4.4.3. Transit Travel Time
Transit Travel time was assessed as follows:
The No-Change and Enhanced Corridor options would have minimal impact on current transit
travel time. Over time, transit travel time for these two options would increase as development
occurs and traffic congestion worsens. Relative to the other options, these options have slower
transit travel time.
The BRT Transit-Only Contraflow Lane and BAT Lane Eastbound options would enable faster
travel time due to wider stop spacing and reduced dwell time at stops. Relative to the other
options, these BRT options have a faster transit travel time. 4.4.4. Car Travel Time
Car Travel time was assessed as follows:
The No-Change and Enhanced Corridor options retain the current three eastbound travel lanes,
and so would result in a relatively faster car travel time.
The BRT Transit-Only Contraflow Lane and BAT Lane Eastbound options would convert a through
travel lane to either a contraflow transit lane or a BAT lane. While this would reduce car capacity
in this segment, preliminary analysis indicates that two through travel lanes can accommodate
current and projected travel capacity. Relative to the other options, these BRT options have a
moderate impact on car travel time.
Lane Transit District Main-McVay Transit Study: Phase 2 April 2016
City of Springfield, Oregon Options Definition and High Level Evaluation 39
4.4.5. Property Impacts
Property impacts are estimated as shown in Figure 37.
Figure 37. Estimated Property Impacts Options on South A Street
Lane Configuration Option
Right-of-
Way
Required
Total Acquisition (sq.
feet)
Number of Properties Impacted
Total
Parking
Impacts
Building
Impacts
No-Change 60 feet 0 0 0 0
Enhanced Corridor 60 feet 0 0 0 0
Transit-Only Contraflow Lane 67 feet 44,000 25-30 1-2 1-2
BAT Lane Eastbound 67 feet 44,000 25-30 1-2 1-2
The No-Change and Enhanced Corridor options do not include a capital project, so have no
street widening and no property impacts.
The Transit-Only Contraflow option and BAT Lane Eastbound option would require purchase of
approximately 7 feet of right-of-way for the length of the corridor segment. The options are
designed so there is either a contraflow lane or a BAT Lane for the length of the corridor
segment, but not both together along any section of the corridor. Figure 37 above shows the
impact assuming each option is implemented for the full corridor segment. The combined
impact, should South A Street be part contraflow lane and part BAT lane, would be the same as
the individual options. Relative to the other two options, these options have moderate property
impacts. 4.4.6. Safety
Safety was assessed as follows:
The No-Change and Enhanced Corridor options would not widen sidewalks or create wider,
buffered bicycle lanes. These options are rated as less safe compared to the other two options.
The Contraflow Lane option would widen sidewalks and create a wider, buffered bicycle lane.
However, a contraflow lane can lead to more crashes involving left-turning vehicles and also can
create pedestrian safety problems since pedestrians will need to look for traffic coming from
both directions when crossing South A Street. This option is rated as moderate compared to the
other options.
The BAT Lane Eastbound option would widen sidewalks and create a wider, buffered bicycle
lane. This option is rated as the safest for pedestrians, bicyclists, and vehicles when compared to
the other three options.
April 2016 Main-McVay Transit Study: Phase 2 Lane Transit District
40 Options Definition and High Level Evaluation City of Springfield, Oregon
4.5. Main Street: East of 20th Street
The following options were considered for the segment of Main Street east of 20th Street (the two-way
portion of Main Street):
No-Change
Enhanced Corridor
BRT Mixed Traffic-Right Lane with 10-foot Sidewalks and 12-foot Median
BRT Mixed Traffic-Right Lane with 7-foot Sidewalks and 12-foot Median
BRT Mixed Traffic-Right Lane with 7-foot Sidewalks and 8-foot Median (with roundabouts)
BRT Mixed Traffic-Left Lane with 10-foot Sidewalks and 12-foot Median
BRT Mixed Traffic-Left Lane with 7-foot Sidewalks and 12-foot Median
BRT Mixed Traffic:-Left Lane with 7-foot Sidewalks and 8-foot Median (with roundabouts)
BRT BAT Lanes with 10-foot Sidewalks and 12-foot Median
BRT BAT Lanes with 7-foot Sidewalks and 12-foot Median
BRT BAT Lanes with 7-foot Sidewalks and 8-foot Median (with roundabouts)
BRT Median Lanes with 10-foot Sidewalks and 12-foot Median
BRT Median Lanes with 7-foot Sidewalks and 12-foot Median
BRT Median Lanes with 7-foot Sidewalks and 8-foot Median (with roundabouts)
BRT Median Transit Lanes without Multi-Modal Improvements
Lane Transit District Main-McVay Transit Study: Phase 2 April 2016
City of Springfield, Oregon Options Definition and High Level Evaluation 41
Figure 38. High-Level Assessment of Options for Main Street: East of 20th Street
Note: Existing sidewalks widths vary. The options that do not change the existing sidewalk width show a
6-foot sidewalk. 4.5.1. Capital Cost
Capital Cost was assessed as follows:
The No-Change option does not include a capital project, so has no capital cost.
The Enhanced Corridor option would not require street widening, but would include some costs
for station enhancements. Relative to the other options, the Enhanced Corridor option has a low
capital cost
Sidewalk
Width
Median
Width
Total
Right-of-
Way Intersection
Type
Capital Cost
Transit
Operating
Cost
Transit Travel
Time
Car Travel
Time
Property
Impacts
Safety
Impacts
6'None 80 feet Signalized
6'None 80 feet Signalized
10'12'106 feet Signalized
7'12'100 feet Signalized
7'8'96 feet Roundabout
10'12'106 feet Signalized
7'12'100 feet Signalized
7'8'96 feet Roundabout
10'12'128 feet Signalized
7'12'122 feet Signalized
7'8'118 feet Roundabout
10'12'126 feet Signalized
7'12'120 feet Signalized
7'8'116 feet Roundabout
6'None 92 feet Signalized
BAT Lanes
Median Transit Lanes
Median Transit Lanes
BRT Mixed Traffic:
Right Lane
BRT Mixed Traffic:
Right Lane
BRT Mixed Traffic:
Left Lane
BRT Mixed Traffic:
Left Lane
BAT Lanes
Option
Median Transit Lanes
High-Level Assessment
Median Transit Lanes
No-Change (Existing)
Enhanced Corridor
BRT Mixed Traffic:
Right Lane
BRT Mixed Traffic:
Left Lane
BAT Lanes
April 2016 Main-McVay Transit Study: Phase 2 Lane Transit District
42 Options Definition and High Level Evaluation City of Springfield, Oregon
The six BRT Mixed Traffic: Right Lane and Mixed Traffic: Left Lane options would require
purchase of between 16 and 26 feet of right-of-way and include construction of wider bicycle
lanes and sidewalks, landscaping, a median, BRT stations, and related BRT improvements. These
BRT options have a moderate capital cost.
The six BRT BAT Lanes and Median Lanes options would require purchase of between 36 and 48
feet of right-of-way and include construction of wider bicycle lanes and sidewalks, landscaping,
a median, BRT stations, and related BRT improvements. These BRT options have a relatively high
capital cost.
The Median Transit Lanes without Multi-Modal Improvements option would require purchase of
approximately 12 feet of right-of-way and include construction of transit lanes, BRT stations,
and related BRT improvements. This option has a moderate capital cost 4.5.2. Operating Cost
Operating Cost was assessed as follows:
The No-Change and Enhanced Corridor options would have minimal impact on current operating
cost. Relative to the other options, these options have a moderate operating cost.
All the BRT options would speed transit travel, reducing operating cost. This is may be
somewhat offset as a result of a greater number of trips. Relative to the No-Change and
Enhanced Corridor options, the BRT options have a low operating cost. 4.5.3. Transit Travel Time
Transit Travel time was assessed as follows:
The No-Change and Enhanced Corridor options would have minimal impact on current transit
travel time. Over time, transit travel time would worsen as there is more development and
traffic congestion increases. Relative to the other options which reduce transit travel time, these
options have relatively slower transit travel times.
The Mixed Traffic, BAT Lane, and Median Transit Lanes options with signalized intersections
would improve transit travel time relative to the No-Change and Enhanced Corridor options as a
result of transit signal priority, wider stop spacing, and reduced dwell time at stops. It is
estimated that, by the Year 2040, these features will reduce travel time by approximately 20-25
percent (see Figure 39). The addition of the BAT lanes or the median transit lanes would
improve transit travel time by about one minute in each direction. All these BRT options are
rated as moderate to best for transit travel time improvement. Further analysis will be
conducted to refine transit travel time estimates.
The BRT options with roundabouts would further reduce transit delay at intersections and are
rated as best for transit travel time.
Lane Transit District Main-McVay Transit Study: Phase 2 April 2016
City of Springfield, Oregon Options Definition and High Level Evaluation 43
Figure 39. Analysis of transit travel times for Main Street Corridor (including all segments)
Outbound/Eastbound Inbound/Westbound
Scenario Existing Future (2035) Existing Future (2035)
Bus Route 11 ~17 - 18
minutes
~24 - 26
minutes
~17 - 18
minutes
~24 - 26
minutes
Enhanced Corridor ~0-1/2
minute faster
~1/2 – 1 1/2
minutes faster
~0-1/2
minute faster
~1/2 – 1 1/2
minutes faster
BRT Mixed Traffic (vs.
Route 11)
~1/2 - 1
minute faster
~5 – 7
minutes faster
~0 - 1/2 minute
faster
~4 - 6
minutes faster
BRT BAT or Median
Lanes (vs. Route 11)
~1/2 - 1 ½
minutes faster
~6 - 8
minutes faster
~0 - 1
minute faster
~ 5 - 7
minutes faster
Travel time analysis assumptions:
This analysis assumes signalized intersections. Additional analysis, including an evaluation of
transit travel time impacts of roundabout intersections, will be conducted in later phases of this
study.
Bus Route 11
o Existing – assumes existing service (travel times provided by LTD, October 2015 data)
o Future – assumes slower speeds on Main Street due to congestion/friction (e.g. right-
turn conflicts), increased ridership, stops, delay at signalized intersections, and
pedestrian crossings
BRT Mixed Traffic
o Existing – assumes 10 percent reduction in signal delay due to transit signal priority (TSP)
and queue jumps at selected locations (28th Street, 42nd Street, 21st Street (westbound
only)), an extended eastbound right-turn lane and a dedicated transit-only northbound
left-turn lane at Bob Straub Parkway).
o Future – same as existing assumptions with slower speeds on Main Street and increased
traffic signal and pedestrian crossing delay (allowing for greater potential savings from
TSP and queue jumps)
BRT BAT Lanes or Median Lanes
o Existing – similar to BRT Mixed Traffic, but assumes slightly faster speeds on Main Street
(not a significant gain since existing speeds are fairly high)
o Future – similar to BRT Mixed Traffic, but assumes faster speeds on Main Street with
increased traffic signal and pedestrian crossing delay (allowing for greater potential
savings from TSP and queue jumps)
Westbound BRT BAT Lanes or Median Lanes benefits are less significant than eastbound due to
the following:
o BRT still has to stop at every stop vs. Route 11 Bus, which does not stop as frequently
westbound during the PM peak hour
o Speeds west of 21st do not benefit from exclusivity because speeds are slower
Assumed 5th Street Crossover option
April 2016 Main-McVay Transit Study: Phase 2 Lane Transit District
44 Options Definition and High Level Evaluation City of Springfield, Oregon
4.5.4. Car Travel Time
Car Travel time was assessed as follows:
The No-Change, Enhanced Corridor, two BRT Mixed Traffic, and the two BRT Median Lane
options with signalized intersections retain the current travel lanes, and so would result in
relatively minimal change to existing car travel times, which are considered moderately fast car
travel times.
The BAT Lanes options with signalized intersections add a lane that can be used for right-turning
traffic, so would result in moderate to faster car travel times.
The options with roundabouts would result in reduced delay for car traffic and are rated as
having faster car travel time. 4.5.5. Property Impacts
Property impacts are estimated as shown in Figure 40.
Figure 40. Estimated Property Impacts Options on Main Street: East of 20th Street
Lane Configuration Option
Right-of-Way
Required
Total Acquisition
(sq. feet)
Number of Properties Impacted
Total
Parking
Impacts
Building
Impacts
No-Change (Existing) 80 feet 0 0 0 0
Enhanced Corridor 80 feet 0 0 0 0
Mixed Traffic: Right Lane 96-106 feet 380,000-420,000 400-450 20-40 6-12
Mixed Traffic: Left Lane 96-106 feet 400,000-440,000 400-450 20-40 6-13
BAT Lane 118-128 feet 750,000-815,000 400-450 35-50 30-45
Median Transit lanes 116-126 feet 720,000-780,000 400-450 35-50 30-46
Median Transit lanes w/o
Multi-Modal Improvements 92 feet 365,000 400-450 10-20 4-6
The No-Change and Enhanced Corridor options do not include a capital project, so have no
street widening and no property impacts.
The six BRT Mixed Traffic options would require purchase of approximately 16 to 26 feet of
right-of-way for the length of the corridor, which is expected to impact between 20 and 40
properties and require the acquisition of approximately 400,000 square feet of new right-of-way.
The BRT Mixed Traffic: Left Lane option requires slightly more square feet of acquisition due to
Lane Transit District Main-McVay Transit Study: Phase 2 April 2016
City of Springfield, Oregon Options Definition and High Level Evaluation 45
required additional widening in station areas. Relative to the other options, the BRT Mixed
Traffic options have moderate property impacts.
The BAT Lanes and Median Transit Lanes options would require purchase of 36 to 48 feet of
right-of-way for the length of the corridor, which is expected to require the acquisition of
700,000 to 800,000 square feet of property for new right-of-way. A total of 35 to 50 properties
would have parking or direct building impacts. Relative to the other two options, these two BRT
options have high property impacts.
The Median Transit Lanes without Multi-Modal Improvements option would require purchase of 12 feet
of right-of-way, with some additional widening required in station areas. Relative to the other options,
this option has moderate property impacts. 4.5.6. Safety Impacts
Safety was assessed as follows:
The No-Change, Enhanced Corridor, and Median Transit Lanes: No Multi-Modal Improvements
options do not create a median pedestrian refuge, widen sidewalks or create wider, buffered
bike lanes, so are rated as less safe than the other options.
The four BRT options with roundabouts, whether BRT Mixed Traffic, BAT Lanes, or Median Lanes,
are rated as safer than the other options. These options include wider sidewalks, wider and
buffered bike lanes, and medians to assist street crossings. In addition, roundabouts have been
shown to reduce vehicle accidents, particularly the more severe crashes involving head-on or “T-
bone” crashes that can occur at signalized intersections.
The remaining BRT options that do not use roundabouts are rated as moderate for safety. These
options include wider sidewalks, wider and buffered bike lanes, and medians to assist street
crossings.
April 2016 Main-McVay Transit Study: Phase 2 Lane Transit District
46 Options Definition and High Level Evaluation City of Springfield, Oregon
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Lane Transit District Main-McVay Transit Study: Phase 2 April 2016
City of Springfield, Oregon Options Definition and High Level Evaluation 47
5. Recommendations/Governance Team Direction
5.1. Options Recommendations
The Staff Working Group made the following recommendations:
Segment Option Recommendation
McVay Highway
to Nugget Way
No-Change Advance
BRT: Mixed-Traffic Advance
BRT: BAT Lanes Advance
Main
Street/South A
Street Route
Alignment
5th Street Crossover Do not advance
10th Street Crossover Do not advance
14th Street Crossover Advance
Two-Way South A Street Advance
Main Street:
West of 20th
Street
No-Change Advance
Enhanced Corridor Advance
BRT: Mixed Traffic Advance
BRT: BAT Lane/Parking Removed Advance
BRT: BAT Lane/Parking Retained Do not advance
BRT: BAT Lane/Angle Parking Do not advance
South A Street
No-Change Advance
Enhanced Corridor Advance
BRT: Contraflow Lane Advance
BRT: Eastbound BAT Lane Advance
Main Street: East
of 20th Street
No-Change Advance
Enhanced Corridor Advance
BRT: Mixed Traffic-Right Lane Advance
BRT: Mixed Traffic-Left Lane Advance
BRT: BAT Lanes Do not advance
BRT: Median Transit Lanes Do not advance
BRT: Median Lanes-no Multi-Modal Imp. Do not advance
5.2. Governance Team Direction 5.2.1. March 15, 2016 Meeting
The Governance Team met on March 15, 2016 to review the design options, high-level assessment, and
project team recommendations. The GT directed staff to advance design concepts as summarized below.
April 2016 Main-McVay Transit Study: Phase 2 Lane Transit District
48 Options Definition and High Level Evaluation City of Springfield, Oregon
Segment Option GT Direction
McVay Highway to
Nugget Way
No-Change Advance
BRT: Mixed-Traffic Advance
BRT: BAT Lanes Advance
Main Street/South A
Street Route
Alignment
5th Street Crossover Do not advance
10th Street Crossover Do not advance
14th Street Crossover Advance
Two-Way South A Street Advance
Main Street: West of
20th Street
No-Change Advance
Enhanced Corridor Do not advance
BRT: Mixed Traffic Advance
BRT: BAT Lane/Parking Removed Advance
BRT: BAT Lane/Parking Retained Do not advance
BRT: BAT Lane/Angle Parking Do not advance
South A Street
No-Change Advance
Enhanced Corridor Do not advance
BRT: Contraflow Lane Advance
BRT: Eastbound BAT Lane Advance
Main Street: East of
20th Street
No-Change Advance
Enhanced Corridor Do not advance
BRT: Mixed Traffic-Right Lane Advance (option with 96’ ROW)
BRT: Mixed Traffic-Left Lane Advance (option with 96’ ROW)
BRT: BAT Lanes Do not advance
BRT: Median Transit Lanes Advance (option with 116’ ROW)
BRT: Median Lanes-no other Imp. Do not advance
The No-Change option was advanced in all Corridor segments. It provides the option to not move
forward with the project, forms the basis of comparison for the various build options, and is required as
part of the federal environmental process. The Enhanced Corridor option for the Main Street segment
was not advanced as it would not provide for significant transit operational benefits and would not
deliver important safety enhancements.
Decision factors and comments regarding the BRT design options are provided below. 5.2.2. McVay Highway
The train trestle may not allow for continuous corridor improvement.
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City of Springfield, Oregon Options Definition and High Level Evaluation 49
While the BAT Lane option does not result in significant transit travel time improvement, it takes
advantage of the opportunity to obtain right-of-way prior to significant development.
Both BRT options were advanced. 5.2.3. Main Street/South A Street Route Alignment
The 5th Street Crossover alignment option is the slowest option and results in BRT travel
through the heart of downtown. This option was not advanced.
The 10th Street Crossover alignment option creates some problematic operational issues at the
10th Street and South A Street intersection and would travel on 10th Street. It is also the second
slowest option. This option was not advanced.
The 14th Street Crossover option would allow for an easier bus maneuver and avoids impacts to
the heart of downtown. It would also allow a station to be located on Main Street at 14th Street,
which could be linked to possible new development in that area. This option was advanced.
The Two-Way South A Street option provides the most direct transit route with the fewest turns,
has the fastest transit travel time, serves developable property downtown, and would have
relatively low property impact. This option was advanced. 5.2.4. Main Street: West of 20th Street
Given the decision to not advance the 5th Street Crossover and 10th Street Crossover options,
the Main Street options apply only to the portion of Main Street between 14th Street and 20th
Street.
The BRT BAT Lane: Parking Retained and BRT BAT Lane: Angle Parking options would result in a
right-of-way expansion of approximately 30 feet, which would have a significant impact on
property. Those options were not advanced.
The BRT Mixed Traffic and BAT Lane: Parking Removed options were advanced since they have
less property impact and create safety and multi-modal improvements. 5.2.5. South A Street
All options have no or minimal right-of-way impact.
Two travel lanes are sufficient to accommodate current and projected traffic volumes.
Both BRT options were advanced. The need for these options will be affected by the routing
alignment decision. With the Two-Way South A Street routing alignment, the Eastbound BAT
Lane options would not be used. 5.2.6. Main Street: East of 20th Street
The BRT Mixed Traffic: Right Lane option with the smaller 96-foot right-of-way footprint was
advanced. This option has 7-foot sidewalks and an 8-foot median, and would be combined with
the conversion of signalized intersections to roundabouts. The two wider design options using
this lane configuration were not advanced.
The BRT Mixed Traffic: Left Lane option with the smaller 96-foot right-of-way footprint was
advanced. This option has 7-foot sidewalks and an 8-foot median, and would be combined with
April 2016 Main-McVay Transit Study: Phase 2 Lane Transit District
50 Options Definition and High Level Evaluation City of Springfield, Oregon
the conversion of signalized intersections to roundabouts. The two wider design options using
this lane configuration were not advanced.
The Median Transit Lanes options with the smaller 116-foot right-of-way footprint were
advanced. This option has 7-foot sidewalks and an 8-foot median, and would be combined with
the conversion of signalized intersections to roundabouts. The two wider design options using
this lane configuration were not advanced.
The various BAT Lanes options with Multi-Modal Improvements were not advanced. They result
in significant right-of-way expansion and property impacts without a commensurate benefit in
transit travel time and bus operations.
The Median Transit Lanes without Multi-Modal Improvements option expands the pedestrian
street crossing distance without providing a median pedestrian refuge. It also does not include
wider bike lanes and expanded sidewalks. As a result of these safety issues and because this
option is inconsistent with the City’s long-range vision for Main Street, this option was not
advanced. 5.2.7. April 4, 2016 Meeting
On April 4, 2016, the Governance Team held a special meeting to discuss the McVay Highway segment
of the corridor. Subsequent to the GT’s March 15, 2016 meeting, additional information regarding
federal funding and near term development in the McVay Highway segment was considered by the
project team and provided to the GT. At their April 4, 2016 meeting the GT directed staff to eliminate
the McVay Highway short-line BRT options from the Springfield Station to the Nugget Way area and
instead advance the previously eliminated Enhanced Corridor option from the Springfield Station to the
Lane Community College Campus.
Segment Option GT Direction
McVay Highway
No-Change Advance
Enhanced Corridor (Springfield Station to LCC) Advance
BRT: Mixed-Traffic (to Nugget Way) Do not advance
BRT: BAT Lanes (to Nugget Way) Do not advance
5.3. Next Steps
Design options advanced by the GT will be reviewed by the community, business and property owners,
City Council and the LTD Board. Based on feedback, the design options will be refined and evaluated
further then sent back to the GT for further review and direction.