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1~~~ ~ ~ <br />West 11`h Avenue Garfield Street to Green Hill Road <br />(West l lth between Garfield and Beltline is the signed ORE 126 route) <br />(West l lth west of Beltline is State Highway 69 (Beltline) ORE 126) <br />The eastern half of this 4.3 mile segment of highway routed over city streets has been <br />improved from a four lane (48' curb to curb) roadway in 1967 to a five lane (54'-56' curb <br />to curb) urban arterial with continuous two-way left turn median (the eastern segment <br />was widened in 1993, sidewalks completed in 1994). West 11`h Avenue is classified as a <br />Major Arterial in the Eugene Arterial & Collector Street Plan (ACSP). Recent existing <br />and projected future traffic volumes at three key locations on West 1 lth Avenue are <br />shown in Table 1. <br />Table 1 <br />Average Daily Traffic (all lanes, both directions) <br />Location 2002 2025 w/WEP 2025 No Build <br />West of Garfield 31,500 33,150 39,200 <br />East of Beltline 21,700 19,650 33,000 <br />East~of Green Hill 16,350 11,300 25,150 <br />Posted speeds on West 11'h Avenue are 35 mph between Garfield and Beltline, 45 mph <br />between Beltline and Terry, 55 mph west of Terry. Several conditions along West 11 tn <br />contribute to traffic congestion, including the number and density of driveway/curb cuts, <br />further aggravated by the number of them serving high volume generators; adjacent land <br />use development that is typically characterized as "strip commercial", with several "big <br />box" commercial anchors; the operation of nine traffic signals within 1-1/4 miles, further <br />exacerbated by poor (random) spacing, varied cycle rotations and the need for long cycle <br />lengths and excessive side-street splits to facilitate pedestrian crossing time; and <br />numerous curbside bus stops without pull-outs. <br />Between Garfield Street and Bailey Hill Road, there are only two bridges across the <br />Amazon channel, which runs roughly parallel and south of West l lt" Avenue. This <br />feature contributed to a development of roadways that form tee intersections with West <br />11 `" and are often poorly offset from other tees. As traffic volumes have increased, the <br />demand and subsequent satisfaction of warrants for signalization of these intersections <br />has resulted in the current configuration of offset, poorly spaced signalized intersections. <br />The phasing of these signals varies from as few as three to the full eight phase rotations <br />and combined with the inconsistent spacing yields a group of traffic signals that cannot <br />be coordinated to provide traffic progression in either direction. Operating the signals in <br />"free" mode (uncoordinated) with overly generous splits (to ensure minimum pedestrian <br />clearance) results in what should be a more traffic responsive operation (tempered by <br />minimum green times and loop extension times) that occasionally achieves some <br />platooning (queuing) of traffic, but cannot establish or maintain a functional green band <br />