Attachment F <br />improved with travel lanes, curbs and stormwater controls. The paving width was designed to 18 feet <br />from curb face to curb face. No sidewalks are present on either side. Parking is restricted on both sides of <br />the roadway. No parking signs are present but intermittently spaced. The spacing does not meet current <br />no-parking sign spacing standards but the presence of signage legally establishes the restriction <br />throughout its length. Horizontal alignment, warning and advisory speed signs are present where site <br />distance is limited at the statutory speed (25 mph). A speed sign is present on the downhill portion of the <br />roadways. The posted speed is equal to the statutory speed. <br />Capital Drive begins at the intersection of Spring Blvd (along with Woodlawn and Madrona). The <br />intersection is fully controlled due to the awkward geometry and site distance. Capital Drive is a local <br />street improved with travel lanes, curbs and stormwater controls. The paving width was designed to 18 <br />feet from curb face to curb face. A 2 foot wide sidewalk exists on the downhill side of the roadway ending <br />at the intersection of Alta Vista Ct. Parking is restricted on the uphill side of the roadway. Signage is <br />present at what appears to be standard spacing. Both curbs are painted yellow restricting parking on <br />Capital Drive from the intersection of Alta Vista Court through the 180 degree turn near the top of Capital <br />Dr. approximately 200 feet from the intersection of Cresta De Ruta. The 200 foot section from the end of <br />the 180 degree curve to Cresta De Ruta appears to have a faded yellow curb painted on the downhill side <br />of the road. Parking patterns in this section are less pronounced. Capital Drive from Cresta De Ruta <br />through the development site does not allow parking on either side of the roadway. This is established by <br />no parking signs on both sides of the road. Horizontal alignment, warning and advisory speed signs are <br />present where site distance is limited at the statutory speed (25 mph). <br />Review & Recommendation <br />The applicant's engineer performed a comprehensive traffic safety and street connectivity study. The <br />applicant collected data and analyzed a number of safety and performance parameters and made <br />recommendation based upon evidence, engineering analyses and professional judgement. The study goes <br />above and beyond what is typically expected to justify an existing local roadway. The engineer prepared <br />volume and speed study calculations in additional to a number of other geomatres and operational <br />calculations. Volumes and speed were well within expected standards for local streets. The engineer <br />properly estimated trips impacts from the development site per ITE standards. The applicant estimated <br />construction traffic from the development site even thought is not considered best practice to do so. The <br />engineer analyzed intersections for safety and operations. The applicant's engineer demonstrated that <br />no crash reducing measures are necessary, recorded traffic speeds are within acceptable percentages for <br />the posted and statutory speed, Capital Drive & Spring Blvd have adequate capacity to serve the <br />development site and no measureable congestion from an engineering standpoint will result from the <br />proposed development. <br />The City of Eugene re-paved Spring Blvd and Capital Drive in 2014. The pavement structural sections <br />were designed to City standards and City Engineering staff has confirmed the new pavements have the <br />capacity to serve the existing neighborhood and the proposed development site. The pavement design <br />factored in heavy vehicles in daily operations. The pavement section is adequate to accommodate <br />construction traffic from the development site. City Engineering, Traffic Engineering and Transportation <br />Planning staff perform a comprehensive review of the roadway operation at the time of rehabilitation <br />projects. It should be noted that no parking, geometric, safety or operational changes were made to the <br />roadway at the time of the pavement project. The roadways were reconstructed to existing historical <br />lines, grades, widths, traffic controls and parking patterns. The City of Eugene would not have knowingly <br />reconstructed an unsafe condition. <br />The narrow roadway and topography create a self-regulating condition consistent with the City of Eugene <br />queuing street design standards and appropriate for the topography, speeds and volumes in the surround <br />neighborhoods. Spring Blvd and Capital Drive do not have a crash history. This further justifies the <br />Page 387 <br />