Attachment C <br />1A. Please see the Design Standards and Guidelines for For Eugene Streets, Sidewalks, Bikeways and Accessways <br />(AKA Exhibit A - November 1999, adopted by Council Resolution 4806). They are the City's adopted street dYqVAbhment B <br />standards. The queuing street standard is set in this document for streets with a local designation. 2016 PIDS manual <br />adopts this document as the design standards for all public improvements (By Administrative Order of the City Engineer <br />15-16-01). Please note that EC 9 dos not governs existing public street but rather governs "development" as defined <br />therein. Capital Hill PUD's proposed and abutting street are designed consistent with the standards in Exhibit A <br />referenced above. EC 6505(3) requires improvements to proposed and abutting streets is also refers to EC 9.6870 and <br />Exhibit A for consistency. EC 9.6870 requires street width, ROW and Paving width. EC 9.6870 refers to Exhibit A for <br />consistency with those standards. Table 9.6870 is consistent with the tables for local, collector and arterial streets as <br />adopted in Exhibit A. <br />The City of Eugene has been using a queuing street standard for design since 1999. That was ahead of its time for <br />Oregon and more City's are adopting this practice as they grow and desire to meet multi -modal/safety <br />expectations. Queuing streets are the state of practice for transportation planning on local streets. We are currently <br />updating our street standards and have received praise from consultants regarding the City's vision to adopt this in <br />1999. 1 would encourage Brent and Paul to research queuing and multi-modal street design practice. FHWA, NCHRP, <br />NACTO, AASHTO, ITE, DOT's, Planning associations, Bike/ped groups, etc all have publication that discuss an tout the <br />benefits of queuing street from built in traffic calming and accommodating multimodal & vision 0 goals. <br />1 B. I am uncertain about what access street they are talking about? Many streets of various character access the Capital <br />drive area. I would encourage Brent and Paul to research queuing streets and other design concepts for traffic calming <br />and multi modal street design. Generally speaking, introducing more conflict into a low speed and low volume <br />environment has a positive effect on traffic calming, safety, livability and reducing fatality injuries. The ideal scenario is a <br />low speed environment where all users acknowledge each other's place on the roadway and coexist safely. Wider streets <br />(or channelization of lanes) and removing bike/peds creates an environment that facilitates higher speeds and prioritized <br />vehicular based mobility. The City adopted plans and polices to counter to that. The queuing street accomplishes this <br />without regulation and enforcement. It meets the communities goals/standards except the desire for some motorists to <br />drive faster. <br />Thanks, <br />Scott Gillespie, PE <br />Public Works Engineering <br />99 East Broadway, Suite 400 <br />Eugene, OR 97401 <br />541-682-2706 <br />Page 268 <br />