HomeMy WebLinkAboutItem 02 Main Street Facility PlanAGENDA ITEM SUMMARY Meeting Date: 6/13/2022
Meeting Type: Work Session
Staff Contact/Dept.: Molly Markarian/DPW
Staff Phone No: 541.726.4611
Estimated Time: 60 Minutes
SPRINGFIELD Council Goals: Maintain and Improve
CITY COUNCIL Infrastructure and
Facilities
ITEM TITLE:
MAIN STREET FACILITY PLAN
ACTION
REQUESTED: Review Main Street project process and solution development to inform developing
possible Plan modifications for Council consideration in the Fall.
ISSUE
STATEMENT: On April 19th, the Mayor announced that the City is extending the timeline for the
planning phase of the Main Street Safety Project to allow community members and
Councilors additional time to review, comment, and examine the draft Main Street
Facility Plan. The purpose of this Work Session is to: refamiliarize the Council with
the project process, including community input, solution development and
evaluation; answer questions; and seek feedback on key questions to inform
developing possible Plan modifications for Council consideration in the Fall.
ATTACHMENTS: Attachment 1: Project Process and Goals & Objectives (Chapter 1 Excerpt)
Attachment 2: Solutions Development and Evaluation Process (Chapter 3)
ODISCUSSION/ Background:
FINANCIAL • Since 2018, Springfield and the Oregon Department of Transportation have
IMPACT: been working with partner agencies and a broad range of community members
to develop the Main Street Facility Plan (Plan).
• At their December 6, 2021 Work Session, the City Council directed staff to
move the draft Plan into the adoption stage.
• On February 15, 2022, the Planning Commission held a duly noticed public
hearing on a package of legislative amendments associated with the draft Plan.
• On April 5, 2022, after review of the staff report, evidence in the record, and
public testimony, the Planning Commission ordered that a recommendation
for approval be forwarded for City Council consideration by a vote of 4-3.
• In consideration of the amount of public comment and the size of supporting
materials for the draft Plan, the Mayor and Council determined they need
more time to read and consume the material, including the recommendations,
before making such a significant decision for Springfield's Main Street.
Work Session: This is the second of four scheduled work sessions to dive more in-
depth into the draft Plan to increase Council's understanding of the draft
recommendations, and their benefits and costs. At each work session, staff will
review excerpts from the draft Plan and seek Council responses to discussion
questions to inform possible plan modifications.
MAIN STREET SAFETY PROJECT I 20th Street to 72nd Street
CHAPTER 1 SUMMARY
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Springfield's Main Street is consistently ranked as one of the most unsafe
city streets in Oregon based on the severity and frequency of traffic crashes.
The Oregon Department of Transportation (ODOT) and the City of Springfield
must address this problem to save lives, reduce injuries, and lessen property
damage due to crashes.
• Building upon prior community visioning and planning efforts for Main Street,
and input from the Main Street Governance Team and Springfield City
Council, the process to develop this Facility Plan was based on robust
community engagement. Community input and values shaped the goals,
objectives, evaluation criteria, analysis of potential solutions, and final
recommendations.
The community has reiterated that there really is a serious safety problem
on Main Street.
Based on feedback received, implementation of infrastructure solutions will
need to reflect a balanced approach to improve safety and support business
and economic development in the corridor. The recommended toolbox
responds to this with simplicity, flexibility, and phase ability.
• ODOT and the City will continue to listen to stakeholders and make
adjustments in future design phases to ensure the safety, business
community, mobility, transportation choices, vital community, and feasibility
goals and objectives are met.
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CHAPTER 1 - INTRODUCTION Attachment 1, Page 1 of 12
MAIN STREET SAFETY PROJECT I 20th Street to 72nd Street
PROJECT PROCESNE"
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The Main Street Safety Project planning phase that was the basis for this Facility Plan was
conducted over an approximately four-year period, as illustrated in Figure 3. It began by building
upon previous planning efforts along Main Street and engaging stakeholders to understand corridor
needs and the history of safety issues, followed by the development of goals, objectives, and
evaluation criteria that align with the project purpose and greater vision for Main Street. The goals
and objectives guided the development and refinement of a toolbox of solutions for the corridor to
improve safety and allow for flexible implementation as each phase advances to design and
construction. The project's Community Engagement Plan, adopted in September 2018, outlined
activities the City and ODOT would implement to assure that interested and affected parties had
adequate opportunities to provide meaningful input to the Facility Plan. Feedback from project
decision-making groups, advisory bodies, and other stakeholders guided project decisions
throughout the process, as described in the following sections.
Note that the timeframe for developing this plan overlapped with the COVID-19 pandemic. This
limited the ability of the project team to conduct public meetings and other outreach efforts.
Community feedback received during that time indicated that safety continues to be a key concern
in the community. Other feedback emphasized the need for a balanced approach that would
minimize the impact on businesses and support economic development.
Note also that the COVID-19 pandemic affected travel volumes and patterns. Traffic deaths surged
in 2020 even though there was a decline in driving. According to the National Highway Safety
Administration (NHTSA), 38,680 people were killed on U.S. roadways in 2020 — the highest number
since 2007 and an increase of 7.2% from the year before. In Oregon, 508 people were killed in
traffic crashes in 2020, which is the most since 2003. Therefore, despite the pandemic -related
decrease in traffic volumes, the need to improve safety on Main Street continued to be of
paramount importance.
FIGURE 4: MAIN STREET SAFETY PROJECT PLANNING PHASE PROCESS
Project
Existing
Adoption
Kickoff/
Conditions/
Goals and Develop
Community
lnventoryond
Objectives Solutions
Priorities
Analysis
Summer2018
Fn112018
Winter2019 Sprin92019
Evaluate
Recommend Draft Plan
Adoption
Solutions
Solutions and Policies
Winter2020
Fa112020 Fall 2022
2012
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CHAPTER 1 - INTRODUCTION Attachment 1, Page 2 of 12
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PROJECT ADVISORY AND DECISION-MAKING STRUCTURE
Figure 5 below illustrates the overall stakeholder and decision-making structure for the Main Street
Safety Project planning process. This structure was designed to ensure that community
stakeholders were regularly engaged and consulted, and that the Springfield City Council
and advisory groups had the benefit of that community input at each major milestone of the
planning phase.
FIGURE 5: MAIN STREET SAFETY PROJECT PLANNING PHASE DECISION-MAKING AND
STAKEHOLDER INVOLVEMENT STRUCTURE
Adopt/
Acknowledge
Decide
Recommend
Advise
■ Metropolitan Policy Committee
■ Oregon Transportation Commission
■ Department of Land Conservation
and Development
City Council
Governance Team
(Springfield, ODOT, LTD)
Planning Commission
Corridor Strategic
Advisory Committee
Adjacent: Residents/
Input Business Owners)
Property owners
General
Public
Project
Management
Team
(Springfield, ODOT,
Consultant Team)
Technical
Advisory
Committee
(Springfield, LTD,
Utilities, ODOT,
DLCD, WPRD, School
District #19) —4
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DECISION-MAKING GROUPS
The planning process for this Facility Plan was overseen by two decision-making groups, the Main
Street Governance Team and Springfield City Council. ODOT, as a partner in developing the plan,
provided input and also had a decision-making role.
Governance Team - Since 2013, Main Street projects have been coordinated through a
three -tiered management structure that includes project direction provided by the
Governance Team (GT). The mission of the GT is to provide informed direction and final
collaborative decision-making to support on-going projects on Main Street. The GT consists
of the following agencies and jurisdictions: City of Springfield (City), the Oregon
Department of Transportation (ODOT), and Lane Transit District (LTD).
Springfield City Council - The City Council had oversight and decision-making
responsibilities for the Facility Plan, within the context of their authority. 12 The project team
provided on-going briefings to City Council members throughout the project process and
solicited feedback and guidance at key milestones. Springfield City Council adopted the final
Facility Plan as an element of the City's comprehensive plan.
• Oregon Department of Transportation - After the City Council adopted the plan, it was
reviewed and adopted by the Oregon Transportation Commission as an amendment to the
Oregon Highway Plan (OHP). The plan was also acknowledged by the Department of Land
Conservation and Development, as required by DLCD administrative rules.13
ADVISORY BODIES
In addition to the governing bodies charged with decision-making and approval of the final Facility
Plan, the planning process engaged a variety of advisory bodies and committees, including: the
Springfield Planning Commission (PC), a Technical Advisory Committee (TAC), and a Strategic
Advisory Committee (SAC).
12 The City is required to adopt the facility plan as an element of their comprehensive plan (it is considered a
refinement plan to the City's Transportation System Plan). The Oregon Transportation Commission (OTC) is
also required to adopt the plan, as an amendment to the Oregon Highway Plan (OHP). ODOT staff
participated in developing the plan. If ODOT (on behalf of the OTC) had objected to any of the
recommendations included in the plan, City and ODOT staff would have negotiated a compromise that was
agreeable to both parties. The final plan presents the recommendations agreed to by both the City and
ODOT.
13 This plan is written in the past tense, for a future audience, after the plan has been adopted. The draft plan
was presented to the City Council and the OTC in this format (past tense), even though it had not yet been
adopted.
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The TAC & SAC provided input on the goals, objectives, and design solutions considered in the
planning phase of the Facility Plan and played a role in prioritization of feasible solutions. They
reviewed project deliverables and provided feedback in ten TAC meetings and six SAC meetings.
In its capacity as Springfield's Committee for Citizen Involvement (CCI), the Planning Commission
reviewed the community engagement strategies, as well as appointment of SAC members.
Additionally, since the Facility Plan will be adopted as a Refinement Plan of Springfield's
Transportation System Plan, the PC provided input on the evaluation of feasible solutions and
recommended a final package of solutions to the GT.
Technical Advisory Committee (TAC)
The TAC was comprised of staff from various agencies that have an interest in the Main Street
corridor and could provide technical expertise. In addition to providing ongoing project input, the
TAC ensured consistency with State and regional policy and plans as well as City policy priorities in
an advisory role. The TAC included members from the following departments, agencies, and
jurisdictions:
• City Development and Public Works
department
• City Police and Fire departments
• City Manager's Office
• Oregon Department of
Transportation 14
• Lane Transit District
• Oregon Department of Land
Conservation and Development
• Utility providers
• Willamalane Park & Recreation District
• Springfield School District #19
• Lane Council of Governments
The City Attorney's Office also provided project guidance, although they were not formally part of
the TAC.
Strategic Advisory Committee (SAC)
The SAC was comprised of key stakeholders representing various interests from within and along
the Main Street corridor and the broader Springfield community. The City of Springfield actively
reached out to potential stakeholders to invite them to the group with explicit considerations of
equity, diversity, and representation of key interests and concerns. Meetings were open to the
public with public comments allowed.
Membership on the SAC included representatives from the following groups:
• Corridor residents
• Corridor business and property owners
14 Various ODOT staff participated from (1) Region 2, (2) Policy, Data and Analysis Division (PDAD), and (3)
Statewide Project Delivery Branch (Mobility Services)
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• Corridor employees • Chamber of Commerce
• General public • Transit advocates
• Trucking industry, freight & delivery • Seniors
• Bike and ped interests • Persons with disabilities
Given the SAC was comprised of a diverse set of stakeholders representing various interests,
feedback was not unanimous from the SAC and there were varying viewpoints on the
recommendations included in this Facility Plan. Therefore, all viewpoints and considerations from
the SAC were shared with the decision-making groups.
COMMUNITY INPUT
Significant community input was considered in developing the plan. Outreach was conducted at
several key milestones, including the development of goals and objectives, and the evaluation of
solutions. Volume 2, Attachment C documents the outreach and engagements summaries and
materials. A variety of outreach and engagement strategies were employed, including:
Focus Groups and Community Group Meetings: The Main Street corridor contains a
higher concentration of Title VI Communities of Concern, which are defined by Central Lane
County MP015 as concentrations of one or more key socioeconomic factors including:
Minority Populations, Elderly Populations, People with Disabilities, and Households in
Poverty. Over the course of the project, eight Title VI focus group meetings were conducted
at key project milestones. Groups that were represented include:
Downtown Languages O Briarwood Senior Living
• LCOG Disability Services Advisory o Catholic Community Services
Council 0 Willamalane Two50 Club
• Timber Point Senior Living
Eleven additional community group meetings were held to discuss the project process and
recommendations with interested groups, including:
Chamber of Commerce
Government Issues Committee
Chamber of Commerce Economic
Development Committee
Springfield City Club
• Springfield Board of Realtors
• Springfield Rotary Club
• Twin Rivers Rotary
• City of Springfield's Bicycle and
Pedestrian Advisory Committee
Figure 6 shows images from various focus and community group events held both in-person
and virtually (during COVID-19 pandemic).
is Central Lane County MPO: Socio Economic Data http://thempo.org/958/Socio-Economic-Data
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FIGURE 6: EXAMPLES OF FOCUS GROUP AND COMMUNITY GROUP MEETINGS AND EVENTS
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Online open houses: Two online open houses with videos were held to allow people
throughout Springfield, as well as adjacent stakeholders, to learn about the planning phase
of the Main Street Safety Project and provide their input online. This online format and
content mirrored requests for feedback at the Local Access Forums and other community
events. The online meeting tool was available to allow the community to participate at their
convenience. 16
Local Access Forums & Stakeholder Issue Resolution: Engagement of stakeholders
directly adjacent to the corridor was a key focus of outreach activities. In addition to
supporting a notification and consultation process that follows the requirements of OAR 734-
051 for access management, small group and one-on-one conversations with residents and
business and property owners along Main Street were facilitated. Two collaborative
discussions were also conducted with adjacent business and property owners to further
discuss the key principles and methodology for guiding access management decisions.
A series of two local access forums were held online (due to COVID-19) in February of 2021,
to discuss the recommended toolbox of solutions and any potential impacts to adjacent
business and property owners. In addition, the City created an online comment map to
document concerns related to site usage and access for specific locations received from
adjacent business and property owners during Main -McVay Transit Study and the Main
Street Safety Project.
COMMUNITY ENGAGEMENT FACTS
2 ONLINE OPEN HOUSES WITH
240 PEOPLE
SUBMITTING COMMENTS
(543 UNIQUE VISITORS)
■ COMMITTEE AND DECISION
■ MAKER MEETINGS
S FOCUS GROUPS EVENTS WITH
157 PARTICIPANTS
1 D 11 COMMUNITY GROUP MEETINGS WITH
`o 434
PARTICIPANTS
OVER 3,000 LETTERS
181 ADDITIONAL PHONE
AND POSTCARDS
OR EMAIL COMMENTS
SENT TO ADJACENT BUSINESS
ADDRESSED BY CITY STAFF
AND PROPERTY OWNERS
16 The first online open house was available for approximately four weeks. The timeframe of the second online
open house overlapped with the 2020 COVID-19 pandemic which may have affected participation, including
how participants responded and the number of participants in the online open house. The second online
open house was initially planned for four weeks but was extended and the project team did additional
promotion in order to gain feedback in light of the COVID-19 pandemic.
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Mobility Advisory Committee (MAC) and freight engagement: The ODOT Mobility
Advisory Committee (MAC) provides a platform for stakeholders to inform balanced and
transparent decision-making by ODOT on designs in planning, project development and
construction that impact permanent or temporary height, width, length, or weight
restrictions, or impose traffic delays. The committee also focuses on upholding the agency's
work zone safety goal of zero fatalities and injuries while efficiently moving people and
goods. The project team presented the recommendations from the facility plan to the MAC
for review. Overall, the MAC was supportive of the recommendations included in the facility
plan with the understanding that they will have additional opportunities for input during
future design phases. In addition, members of the project team met with large freight
distributors on Main Street (such as Rosboro) to discuss freight needs on the corridor. ODOT
Motor Carrier staff was also engaged throughout the project as members of the TAC.
Social media, podcast, news releases, and email
blasts: Social media posts and news releases were created
to help inform the community about major engagement
and key decision points throughout the public process. The
Main Street Safety Project was also the subject of Episode
#143 of the Spent the Rent podcast with Patty Rose. To
find episode #143, go to strpod.com. To date, 23 email
updates have been sent the interested parties list. Email
announcements were distributed to interested parties
included in the stakeholder database to provide project
updates and notification of in-person and virtual public
meetings. Additionally, email updates will be sent about
public hearing process.
Source: https://www.strpod.com/
Project website: Two pages dedicated to the Main Street Safety Project planning phase
were created on the City's existing website at ourmainstreetspringfield.org. The pages
included project information, schedule, upcoming meeting dates and events, project
materials completed to date, opportunities to provide input, opportunities to send comments
to the Project Team, and a sign-up form to receive project email updates. A key competent
of the project information was the creation and dissemination of six fact sheets and one
FAQ. The following is a list of those, which can be found in Volume 2, Attachment B-1:
. Main Street Safety Fact Sheet #1 - General Overview
. Main Street Safety Frequently Asked Questions
• Main Street Safety Fact Sheet #2 - Business and Property Owner Impact Literature
Review
• Main Street Safety Fact Sheet #3 - Possible Infrastructure Elements
. Main Street Safety Fact Sheet #4 - Recommendation and Solution Toolbox
. Main Street Safety Fact Sheet #5 - Misconceptions About the Project
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Main Street Safety Fact Sheet #6 — Draft Facility Plan
Mailed notification of project updates and engagement opportunities: In addition to
the general notifications outlined above, additional notification as a part of the planning
phase of this project was completed to satisfy OAR 734-051 requirements. This included
an introductory mailer sent to adjacent property/business owners and property owners
within 300 feet of Main Street; a secondary mailer sent to adjacent business/property
owners to inform them of key principles; a postcard sent to adjacent business/property
owners to invite them to local access forums; a postcard sent to adjacent property/business
owners and property owners within 300 feet of Main Street to notify them that the draft
Plan is available for comment. Additionally, mailed notice will be sent as part of the public
hearing process.
Masthead: A project masthead was created and placed on all community outreach pieces
for a consistent and identifiable visual for the project. The masthead is pictured on the cover
page of this document.
The project team developed a set of goals and objectives for the Facility Plan through consideration
of community input on a set of six values derived from the City's TSP and prior corridor studies (as
documented in Technical Memorandum #10 in Volume 2). These goals and objectives guided the
development and evaluation of a toolbox of solutions to address the safety problem on Main Street
and were used throughout the decision-making process. In addition, the goals and objectives were
used as the access management key principles to ensure decisions regarding changes to property
access are consistent with the overall corridor vision. The goals and objectives include:
Safety — Increase the safety of Main Street for all users
Objectives: Identify infrastructure solutions that:
✓ Have been demonstrated to result in reducing fatalities and serious injury crashes so
that Main Street is not on the statewide high crash list
✓ Have been demonstrated to result in reducing the frequency of all crashes so that
Main Street is not on the statewide high crash list
Note: The primary purpose of the Main Street Safety Project is to improve safety. For a
design solution to advance, it must demonstrate an improvement to safety above all
other goals.
Business Community - Support the viability of existing and future businesses
Objectives: Identify infrastructure solutions that:
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✓ Provide viable ways for customers and deliveries to patronize/serve businesses along
Main Street corridor
✓ Support the visibility and economic viability of Main Street businesses
✓ Support the potential for future businesses to locate on Main Street
Mobility - Ensure people and goods travel efficiently and reliably through the corridor
Objectives: Identify infrastructure solutions that:
✓ Maintain or improve the efficiency and reliability of passenger vehicle operations
through the corridor
✓ Maintain or improve the efficiency and reliability of transit operations through the
corridor
✓ Maintain or improve emergency response times for police, fire and life safety
operations
✓ Meet ODOT's freight vehicle mobility standards along Main Street
Transportation Choices - Create a multimodal environment that connects people and
destinations
Objectives: Identify infrastructure solutions that:
✓ Ensure access to services and destinations along Main Street for all members of the
community.
✓ Create safe, comfortable, efficient, and continuous pedestrian and bicycle travel and
access along Main Street.
✓ Support existing transit service and provide flexibility to accommodate Enhanced
Corridor transit service in the future
Vital Community - Support the vitality of the community and its vision for Main Street
Objectives: Identify infrastructure solutions that:
✓ Enhance the built and natural environment and stimulate implementation of the Main
Street Vision Plan to make it a vibrant place for those who live, work, shop and
travel through the corridor
✓ Connect neighborhood residents to Main Street destinations and services; and
transportation options to access the broader region
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Feasibility - Develop a plan with a clear and achievable approach to implementation
Objectives: Identify infrastructure solutions that:
✓ Can be implemented starting within five years and maintained with foreseeable
resources
✓ Can be implemented incrementally as funding is secured
✓ Ensure the cost-effective use of resources
Note: For a solution to advance, it must be feasible to implement along Main Street.
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CHAPTER 3 SUMMARY
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• ODOT and the City evaluated a range of infrastructure solutions to address the
safety problem on Main Street and support the project's goals and objectives,
which were shaped based on community values.
Intersection control, raised medians, and street cross section upgrades were
evaluated based on the goals and objectives. Technical analysis found that:
Roundabouts have been shown to reduce all crashes by approximately 50
percent and fatal and injury crashes by up to 78 percent.
Roundabouts provide better U-turn opportunities and enhance the
functionality of raised medians.
Raised medians are specifically intended to reduce turning movement
related crashes, which make up approximately 32 percent of all crashes and
42 percent of all fatal and serious injury crashes on Main Street.
Raised medians support enhanced pedestrian and bicycle crossings of Main
Street.
An upgraded street cross section incorporating raised medians and greater
separation between motor vehicles and people walking and biking can help
achieve many of the community's goals.
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CHAPTER 3. SOLUTIONS DEVELOPMENT AND
EVALUATION PROCESS
The process for developing, evaluating, and refining alternatives for the Main Street Safety
Project included the following stages:
Develop and evaluate alternatives: Develop four alternatives with various combination of
safety and streetscape elements and evaluate the four alternatives to identify which safety
and streetscape elements perform well against the project goals and objectives (as
documented in Technical Memorandum #13 and #14 in Volume 2).
Refine elements for toolbox: Refine the major elements of alternatives considered for
potential inclusion in a toolbox of solutions using the evaluation criteria and feedback from
project advisory committees, community members and decision makers (as documented
in Technical Memorandum #15 in Volume 2).
• Select elements for toolbox: Select the best performing elements to include in the
recommended toolbox of solutions while still allowing for flexibility and phase ability
during future design phases.
After identifying the existing and future needs on Main Street, four alternatives were developed
to compare against a No -Build condition. Each of the four alternatives consisted of a combination
of three major safety and streetscape elements, including:
Intersection control: Considering roundabouts or traffic signals for major intersections on Main
Street (Figure 14).
U, i is
FIGURE 14: MULTI -LANE
ROUNDABOUT AT FRANKLIN
BOULEVARD (LEFT);
SIGNALIZED INTERSECTION
AT 42ND STREET (RIGHT)
Raised median framework: Considering options that allow for greater or fewer opportunities
for left turn and U-turn movements through breaks in raised medians (Figure 15).
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FIGURE 15: EXAMPLE RAISED MEDIAN WITH LEFT TURN OPENING
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Street cross sections: Considering variations in widths and types of key components of Main
Street that accommodate multimodal travel (Figure 16).
FIGURE 16: EXAMPLE VARIATIONS IN WIDTHS AND TYPES OF MULTIMODAL
FACILITIES
a) Conventional Bike Lane (6')
b) Buffered Bike Lane (7-10') c) At -grade Separated
Bike Lane (9-12')
d) Raised Cycle Track (11-15')
e) Curb -tight sidewalk with no
obstructions (6-8')
f) Landscaped buffer between
roadway and sidewalk
The four alternatives and the No -Build condition were evaluated against the project goals and
objectives utilizing evaluation criteria to support discussions about opportunity and constraint
trade-offs of various elements. The findings from this evaluation were applied to the refinement
of the safety and streetscape elements, which is discussed in the following section. The project
goals and objectives are provided in Chapter 1 and the complete list of associated evaluation
criteria can be found in Technical Memorandum #11 in the appendix.
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After evaluating the initial alternatives, specific elements (intersection control, raised median
framework, and street cross sections) were refined using the same evaluation criteria and further
discussions with the technical team, advisory and governance committees, and broader
community. The following discusses the scoring for each of those refined elements.
INTERSECTION CONTROL
The major intersections on Main Street are currently controlled by traffic signals. However,
Springfield's Transportation System Plan (TSP) policies directs the City to evaluate all intersection
control types when analyzing the appropriate treatment for a new or reconstructed intersection.
As such, both roundabouts and traffic signals were evaluated as potential solutions on Main
Street, consistent with TSP Policy 3.1023 and ODOT's Intersection Control Evaluation24
requirements.
Table 5 summarizes the general performance of roundabouts and traffic signals relative to the
project goals and objectives .25 Roundabouts performed better for nearly every goal, and
significantly better for the goals of safety, business community, and mobility of all users.
Although the evaluation criteria are qualitative, it is important to remember the significance of
the safety benefits of roundabouts. In general, roundabouts have been shown to reduce all
crashes by approximately 50 percent26 and fatal and injury crashes by up to 78 percent .27
23 Springfield TSP Policy 3.10 states: When a project includes planning, reconstructing, or constructing new
intersections, all intersection control types are to be evaluated including statutory control, sign control,
geometric control, and signal control. The City's recommended alternative will be selected primarily on
safety and operational efficiency in the context of mobility needs for all users, adjacent existing and
planned land uses, access considerations, site constraints, availability of right-of-way, environmental
factors, phasing, future needs, safety, construction, and operational costs.
24 Traffic Manual, Part 400 Intersection Control Evaluation, Oregon Department of Transportation, January
2021
25 Technical Memorandum #11: Solutions Evaluation Criteria (Tech Memo #11) Volume 2
26 Crash Modification Factors (CMF) Clearinghouse (CMF 10088). Federal Highway Administration. Last
updated August 2020.
27 Crash Modification Factors (CMF) Clearinghouse (CMF 226). Federal Highway Administration. Last updated
August 2020.
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TABLE 5: INTERSECTION CONTROL SCORING SUMMARY
GOALS. EXAMPLE EVALUATIONROUNDABOUTS
SAFETY
POTENTIAL TO REDUCE CRASHES AND
VEHICLE SPEEDS.
BUSINESS COMMUNITY
CHANGE IN TRAVEL TIME TO ACCESS
BUSINESSES, AVAILABILITY OF TRUCK
ROUTES, AND POTENTIAL IMPACTS ON
BUSINESS SIGNING.
MOBILITY
DELAY AT INTERSECTIONS, TRAVEL TIME
THROUGH MAIN STREET, AND POTENTIAL
IMPACTS TO FREIGHT REDUCTION REVIEW
ROUTE.
TRANSPORTATION CHOICES
FREQUENCY OF CROSSINGS FOR PEOPLE 0
0
WALKING AND BIKING, AND THE COMFORT OF
THE WALKING AND BIKING INFRASTRUCTURE.
VITAL COMMUNITY
POTENTIAL FOR STREETSCAPE
IMPROVEMENTS, SUCH AS LANDSCAPING, AND
THE DIRECTNESS OF ROUTES BETWEEN
NEIGHBORHOODS AND MAIN STREET
DESTINATIONS AND SERVICES.
FEASIBILITY
DEGREE TO WHICH RECOMMENDATIONS CAN
BE IMPLEMENTED DUE TO COST AND RIGHT-
OF-WAY IMPACTS, AND THE BENEFIT OF
SAFETY -FOCUSED IMPROVEMENTS.
Note: The safety elements above were scored using the criteria described in Technical Memorandum #11:
Solutions Evaluation Criteria. Scores were not intended to determine a single option, but rather help inform
the conversation about which safety solutions work best for Main Street. Options might score differently if
used together with other elements but are shown here without consideration for how they may be
combined.
ID Strongly supports; Moderately supports; No significant changes; Moderately conflicts;
ID Strongly conflicts
By encouraging drivers to slow down and also reducing the number of conflict points at an
intersection, roundabouts significantly reduce fatal and severe injury crashes, such as head-on
and right-angle crashes. Based on specific safety analysis of Main Street, where roundabouts are
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installed at major intersections, all crashes will be reduced by approximately 48 percent (which
closely matches results achieved in other cities). Roundabouts will also lessen traffic congestion
on Main Street. When roundabouts are implemented, educational outreach will be important to
help drivers understand how to safely maneuver through a multilane roundabout, yield to
emergency vehicles, and clear the intersection during minor property damage only crashes. While
they may cost more to construct, roundabouts can decrease public and private costs by lowering
crash and maintenance costs over time. Conceptual roundabout layouts were created to assess
the potential magnitude of right-of-way impacts, which could greatly impact the cost of
construction. These approximate right-of-way roundabout footprints for study intersections can
be found in the appendix, though they only represent one way these roundabouts could be
designed. The roundabout footprint concepts will be further refined during future design efforts to
further mitigate impacts to adjacent properties and businesses for each specific intersection
location. The refined design will support the established goals and objectives that were developed
based on community input.
By comparison, retaining signalized intersections would not significantly improve safety and
therefore not address the problem on Main Street that ODOT and the City have the responsibility
to solve. Signalized intersections would likely require and include modifications, such as more
lanes added in specific locations to accommodate increased traffic over the next 20 years,
widening near the corners to accommodate U-turns and transit bus queue jump lanes, and signal
timing changes. Even with modifications, signalized intersections would create more traffic delay
than roundabouts. The construction cost for signals may be lower than building a roundabout but
maintenance costs would be higher and right-of-way impacts from widening could greatly impact
the cost of construction.
Another significant difference between roundabouts and signalized intersections on Main Street is
the ability for freight vehicles to make a U-turn. Roundabouts will be designed to allow freight
vehicles (such as small box trucks or large interstate semitrailer trucks) to make a U-turn using
the inside lane with some tracking over the concrete apron around the inside island. However,
freight vehicles would be unable to make U-turns at signalized intersections without significant
widening. Such widening would have substantial impacts to adjacent properties and would make
pedestrian crossings less safe by significantly increasing crossing distances and exposure time.
Furthermore, large trucks would likely need to drive very slowly while making these U-turns and
pedestrian crossing times would increase, which would increase the amount of delay all drivers
would experience at these intersections.
Roundabouts also provide two-stage crossings for people walking and biking, shortening the
crossing distance. People biking will have the option to utilize the travel lane or the multiuse path
at a roundabout to safely cross the intersection and all multilane roundabout approaches will
have rapid flashing beacons (RRFB) to enhance crossing safety.
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RAISED MEDIAN FRAMEWORK
A raised median provides a physical barrier that moves left turns and crossings to safer locations.
These changes reduce the number of potential conflict points (as shown in Figure 17) and, as a
result, streets become safer and less stressful to travel on. Raised medians will be the greatest
contributor to improved safety on Main Street, potentially reducing crashes by up to 60 percent
on the entire study corridor. Raised medians are specifically intended to reduce turning -related
crashes, which make up approximately 32 percent of all crashes and 42 percent of all fatal and
serious injury crashes on Main Street.
FIGURE 17: TURNING MOVEMENT CONFLICT POINTS
.4 ..........................
*.................... s-0....
r�
yy �
T
a) Example of eleven conflict points
without median access control
.4 --------------------------
b) Example of six conflict points with
median controlled access
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Medians on Main Street will have breaks for turning options to provide access along Main Street,
though some raised medians will require drivers to travel a short distance to make safer left turns
or U-turns at intersections. Installing raised medians along Main Street requires a balance
between providing access to the surrounding land uses and street network while still providing a
significant safety benefit, as shown in Figure 18.
FIGURE 18: THE RELATIONSHIP BETWEEN RAISED MEDIAN DESIGN, SAFETY, AND
ACCESS
a
h
0
LU
U-
LESS ACCESS
•""' Maximizing Safety
Balancing Safety
and Access
Limited
.... • ••.,Z Medians
•
i f
• f
■
•
ACCESS
MORE ACCESS
The three raised median treatment categories shown above provide examples for how raised
medians could be implemented on Main Street and are described as follows:
Maximizing Safety (Figure 19):
Adding raised medians with openings at
major intersections only. More median
coverage along Main Street would have
the greatest impact on improving safety
but would also decrease the
accessibility to and from local streets,
requiring some out -of -direction travel
compared to existing conditions (taking
approximately 60-120 seconds more to
reach a destination, on average).
FIGURE 19: EXAMPLE OF MAXIMIZING
SAFETY, MORE OUT OF DIRECTION
TRAVEL
..................
'
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Balancing Safety and Access
(Figure 20): Adding raised medians
with openings at major intersections
and some local streets. This would
better balance the need to improve
safety with accessibility on Main
Street, reducing the amount of out -of -
direction travel while still providing
significant safety benefits (taking
approximately 30-60 seconds more to
reach a destination, on average).
Limited Medians (Figure 21):
Adding raised medians only at
locations with the most severe safety
concerns. This provides the most
accessibility on Main Street with
limited out -of -direction travel (taking
approximately 10-30 seconds more to
reach a destination, on average).
However, the amount of safety
benefits that limited medians would
have on Main Street may be minor, as
crashes occur along the entire corridor.
SPRINGFIELD
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FIGURE 20: EXAMPLE OF BALANCING
SAFETY AND ACCESS
FIGURE 21: EXAMPLE OF LIMITED MEDIANS
A
..........�
Table 6 summarizes how the three median treatment categories perform relative to the project
goals and objectives. Some of the major differentiators in the scoring include:
Safety: Raised medians have the greatest potential to improve safety along Main Street.
Maximizing the raised median coverage on Main Street would substantially reduce the
number of conflict points for people driving, biking, and walking along Main Street.
• Business Community: As the raised median coverage increases, the amount of out -of -
direction travel required to access businesses and properties along Main Street also
increases from 10-30 seconds for the Limited Median category and up to 60-120 seconds
for the Maximizing Safety category. For freight and delivery vehicles, this out -of -direction
travel would be even more significant if roundabouts are not installed in coordination with
raised medians, as freight vehicles would be unable to make U-turns at signalized
intersections and would have to reroute using the city street network to access businesses
and properties along Main Street.
• Mobility: Maximizing Safety has the potential to introduce more U-turns at intersections,
slightly increasing the delay at those intersections. This impact is more noticeable at
signalized intersections than at roundabouts.
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FIGURE 21: EXAMPLE OF LIMITED MEDIANS
A
..........�
Table 6 summarizes how the three median treatment categories perform relative to the project
goals and objectives. Some of the major differentiators in the scoring include:
Safety: Raised medians have the greatest potential to improve safety along Main Street.
Maximizing the raised median coverage on Main Street would substantially reduce the
number of conflict points for people driving, biking, and walking along Main Street.
• Business Community: As the raised median coverage increases, the amount of out -of -
direction travel required to access businesses and properties along Main Street also
increases from 10-30 seconds for the Limited Median category and up to 60-120 seconds
for the Maximizing Safety category. For freight and delivery vehicles, this out -of -direction
travel would be even more significant if roundabouts are not installed in coordination with
raised medians, as freight vehicles would be unable to make U-turns at signalized
intersections and would have to reroute using the city street network to access businesses
and properties along Main Street.
• Mobility: Maximizing Safety has the potential to introduce more U-turns at intersections,
slightly increasing the delay at those intersections. This impact is more noticeable at
signalized intersections than at roundabouts.
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• Transportation Choices: More raised median coverage would increase the ability to
provide midblock crossing opportunities for people walking and biking on Main Street, also
potentially improving access to transit.
• Vital Community: Raised medians provide space for potential streetscape improvements.
• Feasibility: While Limited Medians would have lower construction costs, it would also
provide limited safety benefits, which might not achieve the primary purpose of the Main
Street Safety Project and potentially make it more difficult to secure funding. Balancing
Safety and Access could still help reduce construction and maintenance costs while
providing a safety benefit, achieving the project purpose and improving the likelihood of
funding. While the Maximize Safety approach would have the largest safety benefit, it
would also have the greatest impact on nearby intersections on Main Street, increasing
the cost of intersection improvements.
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TABLE 6: RAISED MEDIAN TREATMENT SCORING SUMMARY
SAFETY
POTENTIAL TO REDUCE CRASHES AND 0
VEHICLE SPEEDS.
BUSINESS COMMUNITY
CHANGE IN TRAVEL TIME TO ACCESS
BUSINESSES, AVAILABILITY OF TRUCK ROUTES,
AND POTENTIAL IMPACTS ON BUSINESS
SIGNING.
MOBILITY
DELAY AT INTERSECTIONS, TRAVEL TIME
THROUGH MAIN STREET, AND POTENTIAL
IMPACTS TO FREIGHT REDUCTION REVIEW
ROUTE.
TRANSPORTATION CHOICES
FREQUENCY OF CROSSINGS FOR PEOPLE 0
WALKING AND BIKING, AND THE COMFORT OF
THE WALKING AND BIKING INFRASTRUCTURE.
VITAL COMMUNITY
POTENTIAL FOR STREETSCAPE IMPROVEMENTS,
SUCH AS LANDSCAPING, AND THE DIRECTNESS
OF ROUTES BETWEEN NEIGHBORHOODS AND
MAIN STREET DESTINATIONS AND SERVICES.
FEASIBILITY
DEGREE TO ICH
IMPLEMENTED H UE TO RECOMMENDATIONS
AND RIGHT OF- BE
WAY IMPACTS, AND THE BENEFIT OF SAFETY -
FOCUSED IMPROVEMENTS.
Note: The safety elements above were scored using the criteria described in Technical Memorandum #11:
Solutions Evaluation Criteria. Scores were not intended to determine a single option, but rather help inform
the conversation about which safety solutions work best for Main Street. Options might score differently if
used together with other elements but are shown here without consideration for how they may be
combined.
Strongly supports; Moderately supports; No significant changes; Moderately conflicts;
Strongly conflicts
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STREET CROSS SECTIONS
Currently, the typical cross section on Main Street is approximately 80 feet wide, as shown in
Figure 22.
FIGURE 22: EXISTING MAIN STREET TYPICAL CROSS SECTION
6" 1 5' 1 12' 1 11' 1 12'
Sidewalk Bike Travel Lane Travel Lane Center
Turn Lane
$Q'
11' 12' 5' 1 6'
Travel Lane Travel Lane Bike Sidewalk
I
The key elements of the Main Street cross section are discussed in detail in Technical Memos #13
and #14 (see the appendix). Based on discussion and feedback from the technical team, advisory
and governance committees, and broader community, various elements were included in the
toolbox of solutions for Main Street with the following potential variations:
• Travel lanes: Given that Main Street is a freight and Frequent Transit Network corridor,
travel lanes should range from 11 to 12 feet wide. 11 -foot travel lanes are preferred to
help reduce travel speeds and limit the right-of-way footprint of the cross section.
• Raised medians: Raised medians on Main Street could range from 8-10 feet wide (to
allow for sufficient width for pedestrian crossings and turn lanes, where needed) with an
additional four feet of total shy distance28, with some flexibility for modifications during
design. Where left turn lanes with raised traffic separators are included, the center turn
lane needs to be a minimum of 13 feet wide (west of Bob Straub Parkway) or 14 feet wide
(east of Bob Straub Parkway) as the surrounding land use changes29 and to accommodate
ODOT's Freight Reduction Review Route east of Bob Straub Parkway.
• Bike infrastructure: On Main Street, bike infrastructure could include standard bike
lanes (6 feet each), buffered bike lanes (7-10 feet each) or raised cycle tracks (11-15 feet
28 The lateral distance from the edge of the travel way to the curb face.
29 ODOT has created a set of six urban land use contexts to describe the variety of urban areas and
unincorporated communities in Oregon. Utilizing the new ODOT Blueprint for Urban Design, the existing
Urban Context for Main Street is Urban Mix from 20th Street to Bob Straub Parkway, Commercial Corridor
from Bob Straub Parkway to 61st Street, and Residential Corridor from 61st Street to 72nd Street.
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each). A raised cycle track could be implemented in areas with fewer driveways that
create conflicts between people biking and motor vehicles turning onto or off of
Main Street.
• Pedestrian facilities: Sidewalks on Main Street could range from 6.5 to 8 feet and
could include landscaped buffers, ranging from 5 to 6 feet. All construction projects on
the corridor will bring ramps up to current ADA standards and make the corridor
more accessible.
BASE STREET CROSS SECTIONS
The elements listed above can be combined to create different cross sections along Main Street.
Below are three base street cross sections that show how these elements can be combined on
Main Street and when certain deviations from these base street cross sections should be
considered. These base street cross sections provide a framework that will allow a future design
team to implement location -specific modifications while still maintaining a relatively consistent
cross section along Main Street. Different street cross sections are provided for east of Bob
Straub Parkway and west of Bob Straub Parkway where applicable, as the surrounding land use
contexts change.
Note that any street cross section that widens the existing footprint could have an impact on
adjacent properties and businesses, such as:
Impacts to buildings close to the existing right-of-way;
• Site-specific impacts to parking or signage; and
. Site circulation changes impacting business operations.
Property -specific impacts will be determined during a future design phase and the design
team will consider concerns related to site usage and access for specific locations received
from adjacent business and property owners documented during the Main -McVay Transit Study
and the Main Street Safety Project.30 During implementation, adjustments to balance safety
and impacts to businesses can be made, as discussed in in the Project Development section
in Chapter 5.
Constrained Width Cross Section
The base Constrained Width cross section provides a reasonable, affordable and safety -oriented
approach to implement near-term safety improvements on Main Street. It maintains the existing
curb -to -curb width for most of the corridor (Figure 23) but widens the sidewalk by one-half foot
on each side to update to current ODOT standards. This cross section will be used in constrained
areas where there would be major impacts to businesses with any widening of the roadway
30 https://bit.ly/SpfIdORMainStreetCommentsMap
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footprint. The primary change from the existing cross section is the reallocation of one foot from
each of the outside travel lanes to the bike lanes. The sidewalk may need to be widened further
than shown in areas with obstructions not allowing for adequate clear widths to meet ADA
requirements. The median space provides enough width to install a midblock pedestrian crossing.
Where openings occur in the raised medians to accommodate left turn lanes, the center median
area will need to be widened to 13 or 14 feet to accommodate a left turn lane and raised traffic
separator. Where U-turns are allowed, the intersection corners will need widening to
accommodate passenger car U-turns.
FIGURE 23: CONSTRAINED WIDTH CROSS SECTION
6.5' , 6 , 11' 11' L'
Sidewalk I Bike I Travel Lane I Travel Large
I II
J.j,
4 vl B
Existing Cross Section
8' 12,' 11' 1 11' 1 6' 6.5'
Rased Travel Lane Travel Lane Bike Sidewalk
Median
81'
The following modifications, described in more detail in Chapter 4, could be considered to the
Constrained Width cross section as the concept is refined during future design efforts:
• Adding roadway landscaped strips
• Widening sidewalks
Balanced Street Width Cross Section
Another base cross section is the Balanced Street Width cross section, shown in Figure 24. This
example balances the overall width of the road with safety improvements to the bike
infrastructure by including buffered bike lanes. This cross section is approximately eight to nine
feet wider (four feet on each side) than the existing typical cross section.
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FIGURE 24: BALANCED STREET WIDTH CROSS SECTION
a) West of Bob Straub Parkway
... ` 11
6.5' 1 6' 1 Tj 11' 1 11' 12,' 9' 2' 11' t 11' j 3' 6' 1 6.5'
Sidewalk Bike Travel Lane Travel Lane Raised Travel Lane Travel Lane Bike Sidewalk
Median
�+ �.
Existing Cross Sertion
b) East of Bob Straub Parkway
6.5' 1 6' 1 Tj 11' 11' 12,' 10' 2' 11' 1 111 1 T j 6' 1 6.5'
a
Sidewalk Bike m Travel Lane Travel Lane Raised Median Travel Lane Travel Lane P m Bike jSidewall
89'
Existing Goss Section
The following modifications, described in more detail in Chapter 4, could be considered to the
Balanced Street Width cross section as the concept is refined during future design efforts:
• Narrowing the bike lane buffer
• Adding vertical separation in the bike lane buffer
• Adding landscaped strips
• Widening sidewalks
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Active Transportation Enhanced Cross Section
The Active Transportation Enhanced base cross section is shown in Figure 25. This base cross
section includes a raised cycle track with landscaped buffer between the roadway and raised cycle
track and would requiring widening the roadway to approximately 96 feet. The Active
Transportation Enhanced cross section would be difficult to implement for long stretches of Main
Street east of Bob Straub Parkway, which is a Freight Reduction Review Route, due to the
narrower curb -to -curb distance31. The raised cycle track will be implemented only in areas where
there are few driveways (or as driveway consolidation occurs through redevelopment) to limit the
number of conflicts between people biking on the cycle track and vehicles turning onto and off of
Main Street. This cross section is approximately 16 feet wider (eight feet on each side) than the
existing typical cross section but will be more easily implemented in areas of Main Street where
the existing right-of-way is larger than the typical existing cross section of 80 feet.
FIGURE 25: ACTIVE TRANSPORTATION ENHANCED CROSS SECTION
A
6' 1 7' 1 5' 1' 12' 11' 2' 8' 2' 11' 12' 1' 5' 7' 6'
idewalk Bike Land- Travel Lane Travel Lane Raised Travel Lane Travel Lane Land- Bike Sidewalk
nape Median nape
Strip LBuffer 96' Buffer, Strip
= Xting Cross sec['wra
The following modifications, described in more detail in Chapter 4, could be considered to the
Active Transportation Enhanced cross section as the concept is refined during future design efforts:
. Converting to a buffered bike lane at U-turns
. Converting to a shared use path (if safety conditions described in Chapter 4 are met)
Table 7 shows the benefits and tradeoffs of the three base cross sections. Note that all three base
cross sections include the same raised median treatment assumptions. Some of the major
differentiators in the scoring among the base cross sections include:
31 The existing narrowest point on Main Street is 29 feet curb -to -curb, while the Active Transportation
Enhanced cross section would be 26 feet curb -to -curb.
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• Safety: All of the cross sections include raised medians, which have significant potential
to reduce crashes on Main Street (see the raised median discussion above) and as such,
the safety score is based on the influence of other elements. Each of the cross sections
have different bike facilities. With a buffered bike lane or raised cycle track, safety
improves for people biking. Landscaping between people walking or biking and people
driving has the potential to reduce vehicle speeds based on traffic calming principles.
• Business Community: As all of the cross sections include raised medians, there is not a
significant difference between change in travel time to access businesses or the
availability of truck routes.
• Mobility: The Active Transportation Enhanced cross section has a narrower curb -to -curb
distance, which could potentially reduce the 'hole -in -the -air" vehicle carrying capacity of
Main Street east of Bob Straub Parkway, which is designated as a Freight Reduction
Review Route (meaning there cannot be significant horizontal or vertical constraints32 that
limit the size of freight vehicles beyond what can currently travel on the street).
• Transportation Choices: Both a buffered bike lane (Balanced Street Width cross section)
and a raised cycle track (Active Transportation Enhanced cross section) would improve the
comfort of people biking on Main Street. A landscaped buffer (Active Transportation
Enhanced cross section) would also improve the comfort of people walking on Main Street.
Modifications to the Balanced Street Width and Constrained Width cross sections, such as
adding a landscaped buffer where space allows, could improve the Transportation Choices
goal scoring from what is shown below.
• Vital Community: A landscaped buffer (Active Transportation Enhanced cross section)
would increase the potential for streetscape improvements and have the potential to
reduce vehicle speeds. Modifications to the Balanced Street Width and Constrained Width
cross sections such as adding a landscaped buffer where space allows could improve the
Vital Community goal scoring from what is shown below.
Feasibility: The Constrained Width cross section is the most feasible for the majority of
Main Street. It maintains the existing curb -to -curb distance for most of the corridor,
minimizing construction costs and right-of-way impacts (total cost approx. $8-10 million
per mile).33 Note that even a pavement preservation project would trigger the need for
ADA upgrades along Main Street and would likely cost $3-5 million per mile. The Active
Transportation Enhanced cross section would significantly widen Main Street, having a
greater right-of-way impact and increasing the construction cost (total cost approx. $15-
20 million per mile) and maintenance cost. The Balanced Street Width cross section would
balance cost and right-of-way impact (total cost approx. $10-15 million per mile). Both
the Balanced Street Width and Active Transportation Enhanced cross sections are more
32 Horizontal or vertical constraints may include curbs, medians, trees, or roadway signs that create a
chokepoint on the roadway and limit the size of freight vehicles that can safely pass through.
33 Cost estimates are discussed in Tech Memo #14, with details included in Tech Memo #14 Appendix F.
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consistent with the long-term vision for Main Street as articulated in the 2015 Main Street
Vision Plan and meet the current multimodal ODOT guidance.
TABLE 7: STREET CROSS SECTION SCORING SUMMARY (RAISED MEDIANS SCORED
SEPARATELY IN TABLE 6 ABOVE)
SAFETY
POTENTIAL TO REDUCE CRASHES AND VEHICLE
SPEEDS.
BUSINESS COMMUNITY
CHANGE IN AVEL TIME TO ACCESS
RAVAILABILITYY
0
0
OF TRUCK ROUTES,
BUSINESSES,
AND POTENTIAL IMPACTS ON BUSINESS
SIGNING.
MOBILITY
DELAY AT INTERSECTIONS, TRAVEL TIME
0
0
THROUGH MAIN STREET, AND POTENTIAL
IMPACTS TO FREIGHT REDUCTION REVIEW
ROUTE.
TRANSPORTATION CHOICES
FREQUENCY OF CROSSINGS FOR PEOPLE
0
0
WALKING AND BIKING, AND THE COMFORT OF
THE WALKING AND BIKING INFRASTRUCTURE.
VITAL COMMUNITY
POTENTIAL FOR STREETSCAPE IMPROVEMENTS,
SUCH AS LANDSCAPING, AND THE DIRECTNESS OF
ROUTES BETWEEN NEIGHBORHOODS AND MAIN
STREET DESTINATIONS AND SERVICES.
FEASIBILITY
DEGREE TO WHICH RECOMMENDATIONS CAN BE
IMPLEMENTED DUE TO COST AND RIGHT-OF-WAY
IMPACTS, AND THE BENEFIT OF SAFETY -FOCUSED
IMPROVEMENTS.
Note: The safety elements above were scored using the criteria described in Technical Memorandum #11:
Solutions Evaluation Criteria. Scores were not intended to determine a single option, but rather help inform
the conversation about which safety solutions work best for Main Street. Options might score differently if
used together with other elements but are shown here without consideration for how they may be
combined.
ID Strongly supports; Moderately supports; No significant changes; Moderately conflicts;
0 Strongly conflicts
SPRINGFIELD MAIN STREET (OR 126) FACILITY PLAN • DRAFT • JANUARY 2022 66
CHAPTER 3 - SOLUTIONS DEVELOPMEA{t a"l�liffAQg Y800b Eff
SPRINGFIELD
regon
8; 7][7.8e partment
MAIN STREET SAFETY PROJECT I 20th Street to 72nd Street OREGON f Transportation
SELECT ELEMENTS FOR TOOL132"
During this stage, input was collected from the Technical Advisory Committee, Strategic Advisory
Committee, Planning Commission, City Council, Governance Team, and the broader community
through an online open house, focus groups and community groups. Based on the evaluation,
community input and direction from the Governance Team and City Council, the following
elements were selected for inclusion in a toolbox of solutions to be created for Main Street that
allows for flexibility in implementation.
• Intersection control: Roundabouts were selected as the preferred method of
intersection control over traffic signals.
• Raised median framework: Constructing raised medians along Main Street using the
Balancing Safety and Access approach that will provide openings at major intersections
and some local streets. The goal is to reduce the amount of out -of -direction travel while
still providing significant safety benefits (taking approximately 30-60 seconds more to
reach a destination, on average). A set of access management guiding principles, shown
in Chapter 4, were also developed to inform future design phases.
• Street cross sections: The Constrained Width, Balanced Street Width, and Active
Transportation Enhanced cross sections were all selected for use on Main Street to provide
design options and flexibility for phasing and to accommodate areas with constrained
right-of-way. Guidance for how to apply these cross sections is provided in the following
chapters.
The resulting toolbox of solutions is described in more detail in Chapter 4.
SPRINGFIELD MAIN STREET (OR 126) FACILITY PLAN • DRAFT • JANUARY 2022 67
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