sidewalk along the east side of the road. A private road (Cupola Drive) will connect to Capital <br />Drive at the southern and northern portions of the development allowing an access loop <br />through the development. Cupola Drive will also include curb and gutter and sidewalk on the <br />west side of the road. The improvements to Capital Drive, and the addition of Cupola Drive, will <br />improve the vehicular, pedestrian and bicycle transit circulation within the development, while <br />providing the ability to drive through the development in a continuous manner without <br />negotiating a three-point turnaround or the use of a private driveway, which is currently the <br />only way to enter and then exit that portion of Capital Drive north of the intersection with <br />Cresta De Ruta Street. <br />As discussed later in this report at EC 9.6505(3), Public Works Engineering staff further confirm <br />that with the recommended condition of approval to widen the proposed sidewalk along <br />Capital Drive to 5-feet in width, the sidewalks along all proposed streets will be sufficient to <br />comply with the above standard in this instance. <br />Nearby facilities include Hendricks Park, the Ribbon Trail and neighboring developed residential <br />areas. There are no other facilities within a X mile accessible to pedestrians. Laurelwood Golf <br />Course is within 3/ mile of the site and accessible by bicycle. The nearest commercial area is <br />19th Avenue and Agate Street with retail and restaurant uses, located within 1 X miles from the <br />site and accessible by bicycle. The nearest LTD bus line (route 27) is also located within 1 <br />miles on 24th Avenue between Agate Street and Nixon Street. <br />Based on the available information and the findings above, staff concludes that the proposed <br />PUD will comply with the applicable criterion. <br />(c) The provisions of the Traffic Impact Analysis Review of EC 9.8650 through <br />9.8680 where applicable. <br />The anticipated traffic generated by the proposed development does not meet any of the <br />thresholds established in EC 9.8650 through 9.8680. As outlined in the applicant's Traffic Safety <br />and Street Connectivity Study, the anticipated peak hour trips of the proposed development <br />will be 27 AM peak hour trips and 35 PM peak hour trips, which do not reach the threshold of <br />100 or more peak hour trips. There are no documented concerns to warrant further review <br />under these standards, nor will the proposed residential development generate or receive <br />vehicles of heavy weight in routine daily operations. As outlined in the applicant's Traffic Safety <br />and Street Connectivity Study, there have been no reported crashes between January 1, 2010 <br />and December 31, 2014, which is the most recent five-year period of available crash data from <br />the Oregon Department of Transportation's Crash Analysis and Reporting Unit. <br />A memorandum from Scott Gillespie P. E., Public Works Development Review Manager (see <br />Attachment F), which is discussed in greater detail at EC 9.8320(7), indicates that Spring <br />Boulevard and Capital Drive, which provides access to the site, are adequate to serve the <br />proposed development and no off-site mitigation by the applicant is required. The <br />memorandum concludes there is no evidence to suggest the existing roadways are unsafe or <br />incapable of serving the development site. <br />Capital Hill PUD (PDT 17-1) February 2018 31 <br />Page 31 <br />