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which was Amtrak service. There were nine UP freight trains, which varied in length from 48 cars to 94 cars with from two to nine engines, the longer combinations having engines at both the front and rear. While trains were present, the crossing was blocked, creating queues of up to 7 northbound vehicles (average of 3) and 12 southbound vehicles (average of 7) for between 2.5 minutes and 7 minutes (average of 4.5). Ingress to the proposed driveway would be hampered by such conditions and buses running on a schedule could suffer significant delays, particularly since such urban area crossings can be blocked for up to 10 minute periods. Our observation of traffic conditions confirmed that the total delay for a vehicle wishing to execute a left turn from northbound Pearl Street to the proposed driveway would include the train blockage and time for north and southbound queues to dissipate. This clearance interval can add one or two minutes to the actual gate closur tim . ~ r p ~~j 4. This segment of Pearl Street is classified Major Collector and carries approximately 3,500 average daily traffic (ADT). In this block, originally paved in 1913 there is 34 feet of curb to curb asphalt roadway within a 66 footRight-of--way. There are two travel lanes, designated for two-way traffic to provide one northbound and one southbound lane. The southbound lane is 14 feet wide for shared use (autos, buses, and bicycles), the northbound lane is 12 feet wide and there is an 8 foot wide parking strip along the east side with one 35 foot long space designated "Commercial Vehicles Only." This space is heavily used and our observations noted occupancy by 18 different vehicles ranging from cars to 3 axle freight trucks, averaging 12.78 minutes each for a total use of 230 minutes (3.8 hours) within our roughly 8 hour observation. . ~ • (y ~ ~..4~-~,~ 5. Existing parking would be negatively impacted by the proposed new roadway, particularly in "The Market District"lot north of the Steelhead/Retailcenter and East of the Buffalo Exchange. The existing 39 spaces, two of which are designated for handicapped use, two more that are marked 10 minute limit for loading, would be reduced to about 26 spaces under the Alternative IIA Option. Our observations indicated heavy usage of this parking/ delivery and service area. 287 total vehicles used the driveway in the 8 hours of observation, with 132 vehicles turning into the driveway from the left, 23 in from the right,108 vehicles out of the driveway to the right, and 24 cars out to the left. , • .,~y ; , I ~ ~ 6. Of perhaps greatest concern is the apparent lack of space (outside railroad R/W) for the proposed one lane westbound roadway north of the Buffalo Exchange Building. The railroad has a large electrical transformer situated just over 14 feet north of the building wall. A gas meter and other utilities on the wall narrow this space even further. The sketch provided by Kittelson & Associates suggests construction of the proposed roadway north of this electrical facility and straddling the wooden fence west of the Buffalo Exchange. The actual railroad right-of--way limits in this vicinity are not readily apparent and would need to be verified prior to such construction. „ ~ , a ~ ~ ~ ~ 7. Other parking north of 5th Avenue and south of the Depot would be impacted by the proposed use of space within the parking lot. Two parallel east/west circulation roadways currently provide some 115 free parking spaces signed for Oregon Electric Station Parking only, 4 of which are designated for handicapped and one of which is marked Reserved. An additional 23 free spaces, one of which is designated handicapped are provided for the ~ . _ _ _