SUPPLEMENTAL MATERIALS (6-19-17)

Capital Hill PUD Traffic Safety Analysis (Revised) May 17, 2017 parking lane. This queuing effect has been found to be an effective and safe method to reduce speeds and non-local traffic." The list below includes a summary of the benefits of the narrow local residential streets as discussed and documented on page 47 of the Eugene Local Street Plan (August 1996): • Narrow streets cost less to build and maintain. • Narrow Streets reduce the negative impacts of stormwater runoff. • Narrow streets reduce negative environmental impacts of street construction. • Narrow Streets encourage more efficient land use. • Narrow streets increase traffic safety. • Narrow Streets improve neighborhood character. Pages from the Design Standards and Guidelines For Eugene Streets, Sidewalks, Bikeways and Accessways (November 1999) and the Eugene Local Street Plan (August 1996) are included as Appendix A. From the intersection of Spring Blvd to Cresta De Ruta Street, Capital Drive is improved with curbs constructed on both sides of the street and a 2.0-foot wide (nominal) sidewalk constructed on the south/west side of the street to Alta Vista Court. Capital Drive is not currently improved with curbing or sidewalks on either side of the roadway and on street parking is not permitted from the Cresta De Ruta Street intersection to the end of the street at Hendricks Park. Curb is provided on the west side of the road from Cresta De Ruta Street to the top of the hill. Capital Drive provides access to three existing single family residences north of the site's north driveway and is currently unimproved from the north driveway location to the southern boundary of Hendricks Park at the end of the road. Striping is not provided on Capital Drive to delineate travel lanes or curbside parking spaces, although the curb from Alta Vista Ct uphill to Cresta De Ruta Street has recently been painted/repainted yellow to prohibit parking on this section of the road around the vertical and horizontal alignments. Curb to curb measurements indicate that the existing paved surface width varies from roughly 18 feet to roughly 20 feet between Spring Boulevard and Cresta De Ruta Street, and is reduced to 12 to 14 feet in width from Cresta De Ruta Street and north. Figure 1 shows the location of existing sidewalk and the approximate alignment within the studied area and is included in Appendix B. As constructed, Capital Drive does not meet the current City of Eugene standards for paving width and sidewalk construction for a low volume local residential street that would be applicable if a new street were proposed for development, however, the existing roadway has topographical constraints that significantly prohibit feasibility of construction/reconstruction to meet the standard cross section elements and facility widths identified for construction of a new street per low volume local residential street standards. The previously described City of Eugene publications (1996 Local Street Plan, 1999 Design Standards and Guidelines for Eugene Streets, Sidewalks, Bikeways and Accessways, and the current Public Improvements Design Standards Manual) discuss the benefits of a narrow street and allow a reduced street width for a single 14-foot travel lane considered as a "queuing street" for up to 750 vehicles per day. The existing sidewalk, where constructed fronting neighboring developments, does not and cannot meet ADA standards due to existing longitudinal slopes on the roadway. The existing roadway construction on cut and fill slopes and the location of existing residences and residential driveways prohibit the reasonableness of widening the roadway to meet the City's minimum standards without encroaching upon existing private © Branch Engineering, Inc. Page 1 4