Additional PublicTestimony submitted 3-21-18

Attachment C Description of Road Network. From the beginning of Spring Boulevard at the northwest intersection with Fairmount Boulevard, up the hill to the northeast five-way intersection, Spring Boulevard is just ui pghMent B half of a mile. There are no dedicated city sidewalks, although there are concrete curbs. The roadway width, curb to curb, across from my house is 18 1/2 feet. This is the average width of this primary connector that carries almost all the traffic up and down, to and from, at least 112 residences along Spring Boulevard to the five-way intersection and all the roads above, including Capital Drive. It seems an ironic vestige of history that Spring is labeled a "Boulevard." A negligible amount of traffic might use the continuation of Spring Boulevard from that intersection to 271n Avenue. However, this approximately 450-foot segment has no curbs with pavement limited to 11- 12 feet wide at one blind curve, such that one of two vehicles approaching from opposite directions must pull off into private property to allow the other to pass. Consequently, large and oversized trucks and equipment would not be able to use this route to the proposed PUD. Thus, it is an undisputable fact that feeder function of Spring Boulevard will carry all commercial construction and maintenance vehicles, plus almost all personal traffic for Capital Drive, Malabar, Madrone, Cresta de Ruta, and the several dead ends and cul-de-sacs, plus all new traffic for construction and residents of the proposed PUD, which requests at least 31 -35 new dwellings. Spring Boulevard is the only direct, efficient route to/from the proposed PUD. Safety. The narrow roadway of Spring Boulevard, with four blind, sharp curves, makes it difficult for vehicles larger than ordinary cars and small trucks to pass easily as they approach each other. In addition, given the steep grade with a straight stretch, much vehicular traffic tends to move fast, especially down hill. Posted speeds of 10 and 20 mph are easily ignored. Since Spring Boulevard was repaved in summer 2016, traffic now moves smoothly, but faster. I'd say speeds commonly range from 25 to 35 mph. Yet this road must be shared by bikes, motorcycles, and pedestrians. Over the years, there has been an increase in people walking dogs, sightseers, runners, students walking to school - some escorted by adults. There has been an increase in commercial delivery and maintenance vehicles, which must park in one lane, since almost all the lots along Spring Boulevard do not have parking areas to accommodate such vehicles, for example landscapers with trucks and trailers. Pedestrians who are not familiar with the blind curves often walk in ways that obscure them from traffic that approaches from behind them. Most of the north side of Spring Boulevard is steep hillside that slopes directly to the curb. Thus there is no space for a walker to step off the roadway. The south side also has obstructions such as berms and hedges adjacent to the curb. Conclusions. One conclusion from observing and experiencing the transportation system involving Spring Boulevard and the proposed PUD is that safety and emergency response times would be further jeopardized if an additional 28 -31% of existing residents were added by the proposed PUD. There would be more than "minimal off-site impacts" on this single, essential, exclusive access for emergency services for the current 112 residences, and more than minimal for the 31-35 new residences in the proposed PUD. Plus, additional road blockage and congestion would result from heavy truck traffic for logging and removing almost half the mature trees on site, construction of infrastructure, and buildout of individual homes, which would not just be in the short run, but extend over many years, since lots will be sold separately. Specifically, in terms of EC 9.8320, the proposed PUD fails to meet these three criteria for the neighborhood: Page 113