HomeMy WebLinkAboutItem 02 Bob Straub Parkway Intersection Discussion
AGE~A ITEM
SUMMARY
Meeting Date:
Meeting Type:
Dep~rtment:
Staff Contact:
Staff Phone No:
Estimated Time:
July 21,2008
Work Session
Public Works~ ~:J
Brian Barnett ,:~
726-3681 '
30 minutes
SPRINGFIELD
CITY COUNCIL
ITEM TITLE:
ACTION REQUESTED:
BOB STRAUB PARKWAY INTERSECTION DISCUSSION
Determine what action to pursue with Lane County concerning intersection
controls at Bob Straub Parkway / Mt. Vernon Road.
Bob Straub Parkway is under construction at this time. Lane County plans to '
control the intersection with Mt. Vernon Road with two-way stop signs.
Attachment A: Intersection Traffic Management Choices
Attachment B: Advantages and Disadvantages of Traffic Signals
, Attachment C: Vicinity Map
DISCUSSION/ At the June 9, 2008 Council Meeting the Council asked for additional
FINANCIAL IMPACT: information in response to the staff presentation. Council questions
and the staff response follows. Please bear in mind that at present the Parkway is a county road and
accordingly Lane County has sole legal authority to make decisions concerning operation or'the road.
· Will the Bob Straub Parkway (BSP) be turned over to the State from the County for the continuation of
the expressway? If so, that could have an effect on whether or not a signal would be allowed through the
expressway management policy. Response: ODOT has determined that it is inconsistent with their policy
to accept BSP as a state highway. Lane County has acquired Jasper Road from South 42nd Street to
Jasper Bridge and ODOT wants to divest the remaining link southward to Creswell.
· If the City put in a stop, sign now and waited a year to, see if this intersection warranted a traffic signal, it
would then be the County's responsibility to pay for and put in a signal. Response: All operations
including traffic control on BSP are Lane County's decisions. Lane County opposes installation of a
traffic signal on technical merits. While it would be a County responsibility to construct a traffic signal,
Lane County staff believes that other intersections would be higher priority for limited County funds. If
the City accepted the transfer of road jurisdiction the decision would become the City's.
· More detail and definition on the projects that the funds for a traffic signal would be comingfrom.
Response: The signal will costfrom $210,000 to $260,000. City Participation in Private Projects--
$200,000 in City Participation funds pay the City's share of collector and arterial street improvements
done by developers that are beyond the developer needs. These funds are committed to development
projects through FY09 to avoid denying a Land Use Approval. Gray Jaqua Agreement -- $100,000 The
City has an obligation due in 201 o for transportation improvements on the Gray property. Slurry Seal
and overlay -- $300,000 preserves 12 to 17 miles of streets and prevents their deterioration. Pioneer
Parkway Lighting -- $250, 000 fulfills our obligation to LTD for illuminating the Parkway from Hayden
Bridge Rd. to Q Street in concert with LTD's illumination of the EmX lanes and Rosa Parks Path.
· Information on the trip counts and triggers. Response: Lane County did the warrant study based upon City
supplied projections for land development that were extracted from the Jasper Meadows Master Plan.
The warrant study is a complete view of the foreseeable conditions.
· Possibility to extend South 59th down to 57th to provide another egress for those residents. Response: The
north end of South 59th could be connected to the Weyhaeuser road providing a link to the traffic signal at
South 5ih/BSPIWeyhaeuser intersection. The Weyerhaeuser road is not, at present, public right of way, in
addition, a significant elevation difference must be addressed.
Broader options to alleviate this intersection. Response: Mount Vernon Rd. could be connected to the
Weyhaeuser road providing a link to the traffic signal at South 5ih/BSPIWeyhaeuser intersection. As noted
above the Weyerhaeuser road is not public right of way and a significant elevation difference must be
addressed.
ISSUE STATEMENT:
ATTACHMENTS:
S:WS\2008 - CouncillJuly 21, 2008\BSP Mt Vernon SignaJ\BSP MtV Alternatives AIS July 2l.DOC
Attaclunent A
Il1tersection Traffic Management Choices
Option Action Construction Advantages Disadvantages Comments and RecOlnlnendation
Cost ($)
1 Install two-way STOP 0 Low intersection Bob Straub Parkway Cost included in existing project. Crash potential similar
control delay, low cost. (BSP) speeds high and, , to STOP' controlled intersections on Main Street.
traffic not interrupted for Install.
pedestrians or side street. ,
2 Install traffic signal 210,000 P I ease see Please see Attachment B. Not warranted. Increased tort liability to Lane County
to 260,000 Attachment B. High cost. County and City of Springfield.
approval process. No action.
3 Install advance 500 Alerts driver to the None Install
intersection warning approaching
SJgns intersection, low
cost. ,
4 Alter intersection stop Unknown Improved sight None Excellent visibility is available in the existing
lines and make other distance adds time to intersection.
changes to improve make decisions and No action needed.
intersection sight judge gaps.
distance
5 Install measures to Unknown Reduces stopping Requires enforcement to The roadway is open and straight near to and within the
reduce speeds on the distance aiding crash be effective. intersection. Reducing operating speed will be difficult
approaches to the avoidance, reduces without geometric control, i.e. horizontal curves or
intersection gap size needed to enforcement.
enter interse'ction. No action.
6 Install a flashing 30,000 _ Alerts driver to the Ongoing power and Primarily effective for increasing stop sign compliance
beacon at the approaching maintenance expense. of the side street. Good compliance is expected without
intersection to intersection, modest flashing beacon due to low approach speed and excellent
supplelnent the stop cost. visibility from side street.
sign control No action needed.
Attaclunent A
Page 1 of3
7 InstaH flashing beacons .5,000 Alerts side street Ongoing power and Primarily effective for increasing stop sign compliance
on warning signs in driver to the STOP maintenatlce expense. of the side street. Good compliance is expected without'
advance of a STOP sign at the flashing beacon due to low approach speed and excellent
sign controlled intersection, low visibility from side street.
intersection on major cost. No action needed.
and/or minor-street
approaches
8 Add one or more lanes Unknown Reduces delay to Expensive. Driver delay at the intersection is expected to be low.
on a minor-street side street No action needed.
approach to reduce the
number of vehicles per
lane on the approach
9 Revise the geometries 15,000 Reduces pedestrian May complicate drainage. Revision accomplished with extruded curb to narrow
at the intersection to crossing distance Bob Straub Parkway frOlTI approximately 78 feet to
channelize vehicular and exposure, approximately 48 feet at the pedestrian crossing.
movements and reduce reduces gap in traffic Additional signs and markings as needed.
the time required for a needed to cross from Install.
vehicle to complete a side street or left
movement, which could turn from BSP.
also assist pedestrians I
10 Jnstall roadway lighting N/A N/A N/A Good lighting is included in the project.
if a disproportionate No action needed.
number of crashes -
occur at night
II Restrict one or more N/A N/A No alternate route is No action.
turning movements, available to service the
perhaps on a time-of- neighborhood east of -
day basis, if alternate BSP.
routes are available
12 If the warrant is 1,500 Controls vehicles Unexpected controls for All w.ay STOP sign control is most effective when
satisfied, install multi- and reduces speeds this setting. High approach speeds are modest and traffic volumes on all
way STOP sign control near intersection. violation rate expected. approach streets are approximately equal.
Potential for high speed No action.
crash is high.
Attacmnent A
Page 2 of3
13 Install pedestrian 20,000 Alerts drivers to the Ongoing power and Uses pedestrian push button or passive pedestrian
activated warning presence of maintenance cost, only detection equipment. Relies upon pedestrian to decide if
beacon pedestrians crossing assists pedestrians vehicle will yield.
or about to cross Instail at a later date if curb extensions are inadequate to
Bob Straub Parkway provide pedestrians comfortable crossing of Bob Straub
Parkwav.
14 Install HAWK signal 100,000 Controls Bob Straub High cost, ongoing power STOP signs control side street traffic. Left turns from
to 150,000 Parkway traffic to and maintenance cost, BSP are uncontrolled and lTIUst yield to oncoming
give pedestrians only pedestrians receive traffic. Preferred use is at mid-block location.
crossing BSP right right of way No action.
. of way
15 Install a roundabout 300,000 Controls speeds, High cost. County Safest form of intersection control available. Increased
intersection to 350,000 reduces conflicts, approval process. delay vs. two-way STOP control. Reduces delay vs. All-
simplifies decision way STOP and signal controls.
making~ Install if two-way STOP. curb extensions and pedestrian
warninQ: beacons are ineffective.
Note: all options can be accomplished within the existing Rights of Way of Bob Straub Parkway and Mt.Vernon Road.
Options 3 through 13 l11ay be used independently or in conlbination.
Staff recolnmends the project be cOlnpleted as designed by Lane County with the addition of Option 3 - advance intersection warning
signs, and Option 9 - extruded curbs and modifications to the stripes to reduce the pedestrian crossing distance across Bob Straub
Parkway. Once the road is opened to traffic, the operational and safety characteristics should be monitored. After one year, actual
traffic volumes Inay be used to conduct a reevaluation of the intersection.
, If Council desires lnore active control of the intersection than the actions recolnmended above the second tier staff recolnnlendation is
Option 13, the installation of a pedestrian activated warning beacon. The third tier staff recomlnendation is Option 15, the installation
of a roundabout due to its superior safety perfonnance and good capacity.
Attachment A
Page 3 of3
, .
Attachment B
Manual on Uniform Traffic Control Devices
The Manual on Uniform Traffic Control Devices (MUTCD) is approved by the Federal Highway
Administrafor as the National Standard in accordance with Title 23 U.S. Code, Sections 1 09( d),
114(a), 217,315, and 402(a), 23 CFR 655, and 49 CFR 1.48(b)(8), 1.48(b)(33), and 1.48(c)(2).
The State of Oregon through its Highway Commission adopts MUTCD with Oregon specific
supplements for use throughout Oregon.
The following is an excerpt from the MUTCD concerning traffic signals.
Section 4B.03 Advantages and Disadvantages of Traffic Control Signals
Support:
When properly used, traffic control signals are valuable devices for the control of vehicular and
pedestrian traffic. They assign the right-of-way to the various traffic movements and thereby
profoundly influence traffic flow.
Traffic control signals that are properly designed, located, operated, and maintained will have
one or more of the following advantages:
A. They provide for the orderly movement of traffic.
B. They increase the traffic-handling capacity of the intersection if:
1. Proper physical layouts and control measures are used, and
2. The signal operational parameters are reviewed and updated (if needed) on a regular
basis (as engineering judgment determines that significant traffic flow and/or land use
changes have occurred) to maximize the ability of the traffic control signal to satisfy
current traffic demands.
C. They reduce the frequency and severity of certain types of crashes, especially right-angle
collisions.
D. They are coordinated to provide for continuous or nearly continuous movement of traffic at a
definite speed along a given route under favorable conditions.
E. They are used to interrupt heavy traffic at intervals to permit other traffic, vehicular or
pedestrian, to cross.
Traffic control signals are often considered a panacea for all traffic problems at intersections.
This belief has led to traffic control signals being installed at many locations where they are not
needed, adversely affecting the safety and efficiency of vehicular, bicycle, and pedestrian traffic.
Traffic control signals, even when justified by traffic and roadway conditions, can be ill-
designed, ineffectively placed, improperly operated, or poorly maintained. Improper or
unjustified traffic control signals can result in one or more of the following disadvantages:
A. Excessive delay;
B. Excessive disobedience of the signal indications;
C. Increased use of less adequate routes as road users attempt to avoid the traffic control signals;
and
D. Significant increases in the frequency of collisions (especially rear-end collisions).
Attachment B
Page 1 of2
~i
Section 4B.04 Alternatives to-Traffic Control Signals
Guidance:
Since vehicular delay and the frequency of some types of crashes are sometime? greater under
traffic signal control than under STOP sign control, consideration should l?e given to providing
alternatives to traffic control signals even if one or more of the signal warrants has been satisfied.
Option:
These alternatives may include, but are not limited to, the following:
A. Installing signs along the major street to warn road users approaching the intersection;
B. Relocating the stop line( s) and making other changes to improve the sight distance at the
intersection; .
C. Installing measures designed to reduce speeds. on the approaches;
D. Installing a flashing beacon at the intersection to supplement STOP sign control;
E. Installing flashing beacons on warning signs in advance of a STOP sign controlled
intersection on major and/or minor-street approaches;
F. Adding one or more lanes on a minor-street approach to reduce the number of vehicles per
lane on the approach;
G. Revising the geometries at the intersection to channelize vehicular movements and reduce the
time required for a vehicle to complete a movement, which could also assist pedestrians;
H. Installing roadway lighting if a disproportionate number of crashes occur at night;
1. Restricting one or more turning movements, perhaps on a time-of-day basis, if alternate routes
are available;
J. lfthe warrant is satisfied, installing multiway STOP sign control;
K. Installing a roundabout intersection; ~d
L. Employing other alternatives, depending on conditions at the intersection.
Attachment B
Page 2 of2
Vicinity Map
N
SCALE 1 : 6,000
~ ~ ~ I .1
500 0 500 1,000
FEET
I
1,500
A
Attachment C
Page 1 of 1