and industry standards. <br />The applicants engineer analyzed all intersections within the study area. All <br />intersections, with the exception of Hilyard @ 31st, are expected to operate within <br />acceptable PM adjacent street peak hour levels of service during the opening year and the <br />5 year planning horizon. Crash rates at all intersections were below industry standard <br />thresholds warranting no additional analysis. The applicant engineer identified a <br />substandard level of service at the intersection of Hilyard and 31st during the opening <br />year of the development. The applicants engineer proposed channelizing the right and <br />left turn at the east bound approach of 31st street as mitigation for substandard level of <br />service. The City agrees with the mitigation and proposes the following condition: "The <br />applicant shall channelize the east bound approach of 31st Ave to include dedicated right <br />and left turn lane. Improvements shall include striping and legends in conformance with <br />City Of Eugene PEPI standards" <br />To mitigate the substandard level of service predicted for the opening year and 2023, the <br />applicant's engineer proposes channelizing the right and left turns at the east bound <br />approach of East 31 st Avenue. The proposed mitigation is anticipated to bring level of <br />service standards to background levels, which his consistent with the TIA purpose <br />statement as the mitigation accommodates the traffic impact of the proposed <br />development. <br />The current and predicted level of service at East 31 st Avenue is a common occurrence in <br />developed areas where local streets intersect a higher order street with an established and <br />appropriately spaced signalized network. Traffic volumes and the close proximity to a <br />major signalized intersection (30th and Hilyard) create the low level of service at the <br />intersection of 31st and Hilyard (referred to as "the intersection" for remainder of this <br />discussion). Local intersections provide access to neighborhoods but are generally not <br />evaluated and managed for regional mobility. The present day level of service at the <br />intersection is below the adopted minimum level of service of "D". Annual traffic <br />growth is expected steadily increase and level of service is expected to steadily decrease <br />as a result. The development generated traffic will proportionally contribute to the <br />ongoing degradation of level of service at the intersection. <br />Industry practice and City standard is to provide mitigations for substandard level of <br />service. The intersection is already constructed to urban standards within a fixed right- <br />of-way. East 31 st Avenue is paved 34 feet in width with on street parking, sidewalks, <br />landscape strips and street trees. The right-of-way is appropriate for the existing street <br />improvements. The roadway is bounded by park lands, the Amazon Creek corridor and a <br />developed single-family neighborhood. Hilyard Street is also fully developed at this <br />intersection with four travel lanes, sidewalks, dedicated turn lanes and other urban <br />standard roadway treatments as described previously. <br />The volume of traffic on Hilyard Street and the proximity to the signal at 30th Avenue <br />makes Hilyard Street the major (dominant) street. Volumes approaching Hilyard on East <br />31st are substantially smaller than the volume of the vehicles on Hilyard. The intersection <br />