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Home My WebLink AboutApplication Applicant 5/15/2024 May 14, 2024 City of Springfield Development Services Planning Division 225 Fifth Street Springfield, Oregon 97477 RE: 5230 High Banks Road (202213/1.3) Concurrent Metro Plan Amendment and Zoning Map Amendment Applications – Cover Letter Project Address: 5230 High Banks Road, Springfield, Oregon 97478 Assessor's Map: 17-02-28-00 Tax Lots: 402 and 405 Property Owner: Big Bass LLC PO Box 7867 Springfield, Oregon 97475 Contact: Shaun Hyland 541.726.8081 shaun@jhconst.com Owner's Representative: TBG Architects + Planners 132 East Broadway, Suite 200 Eugene, Oregon 97401 Kristen Taylor or Zach Galloway 541.687.1010 ktaylor@tbg-arch.com or zgalloway@tbg-arch.com On behalf of the applicant Big Bass LLC, enclosed is a concurrent Metro Plan Amendment and Zoning Map Amendment application for property located on High Banks Road. In accordance with the Metro Plan Amendment and Zoning Map Amendment submittal requirements, the following attachments are provided for review by the City staff, Planning Commission, and City Council: Metro Plan Amendment Application – 1 Copy Zoning Map Amendment Application – 1 Copy Concurrent Metro Plan and Zoning Map Amendment Written Statement – 1 Copy Metro Plan and Zoning Map Amendment Attachments – 1 Copy ATTACHMENT A Tax Assessor’s Map ATTACHMENT B Property Deed ATTACHMENT C FIRM 41039C1166F and 41039C1162F ATTACHMENT D Vicinity Map – Existing Plan Designations ATTACHMENT E Vicinity Map – Existing Zoning Districts City of Springfield – Concurrent Metro Plan Amendment and Zoning Map Amendment Applications May 14, 2024 Page 2 of 2 ATTACHMENT F Proposed Plan Diagram Amendment ATTACHMENT G Proposed Zoning Map Amendment ATTACHMENT H Transportation Planning Rule Analysis, prepared by Kelly Sandow, PE, Sandow Engineering If you have any questions, please do not hesitate to call me or Kristen Taylor at your convenience. Thank you for your time and consideration of this proposal. Sincerely, Zach Galloway, AICP Senior Planner ZG/kt cc: Shaun Hyland, Big Bass LLC Kelly Sandow, PE, Sandow Engineering Anna Backus, PE, KPFF Consulting Engineers Ryan Erickson, PLS, EGR & Associates, Inc. Z:\PROJ\202213 Hyland 5320 High Banks\Corresp\Agency\Zone Change+Plan Amendment\202213-MPA-ZC_CvrLtr.docx City of Springfield Development & Public Works 225 Fifth Street Springfield, OR 97477 Phone: (541) 726-3753 Fax: (541) 726-3689 Metro Plan Amendment Application, Type IV Type of Plan Amendment (Check One)  Type I: is a non-site specific amendment of the Plan.  Type II: changes the Plan diagram; or is a site-specific Plan text amendment. Property Subject to the Amendment (if applicable) Tax Assessor Map ________________________________________ Tax Lot(s)____________________________ Street Address_________________________________________________________Acres____________________ Metro Plan Designation_____________________________ Refinement Plan Designation_____________________ Description of Proposed Amendment (Attach additional sheets if needed) _____________________________________________________________________________________________ ______________________________________________________________________________________________ ______________________________________________________________________________________________ ______________________________________________________________________________________________ Applicant/Owner Information Printed Name of Applicant_____________________________________________ Phone:_____________________ Applicant Signature______________________________________________Date_____________________________ Mailing Address________________________________________________________________________________ Property Owner Signature _________________________________________ Date___________________________ Mailing Address_________________________________________________________________________________ For Office Use Only: Case No. ____________________________ Received By ____________________________ Date Accepted as Complete ________________________________________________________ 2-27-24 City of Springfield Development & Public Works 225 Fifth Street Springfield, OR 97477 Zoning Map Amendment, Type III Required Project Information (Applicant: complete this section) Applicant Name: Phone : Company: Fax: Address: Applicant Signature: Property Owner: Phone : Company: Fax: Address: Owner Signature: If the applicant is other than the owner, the owner hereby grants permission for the applicant to act in his or her behalf ASSESSOR'S MAP NO: TAX LOT NO(S): Property Address: Area of Request Square Feet: Acres: Existing Use(s) of Property: Description of The Proposal: Required Property Information (City Intake Staff: complete this section) Case No.: Date : Received by: (initials) Application Fee: Postage Fee: Total Fee: Edited 7/19/2007 bjones May 14, 2024 City of Springfield Development Services Planning Division 225 Fifth Street Springfield, Oregon 97477 RE: 5230 High Banks Road (202213/1.3) Concurrent Metro Plan Amendment and Zoning Map Amendment Applications – Written Statement Project Address: 5230 High Banks Road, Springfield, Oregon 97478 Assessor's Map: 17-02-28-00 Tax Lots: 402 and 405 Property Owner: Big Bass LLC PO Box 7867 Springfield, Oregon 97475 Contact: Shaun Hyland 541.726.8081 shaun@jhconst.com Owner's Representative: TBG Architects + Planners 132 East Broadway, Suite 200 Eugene, Oregon 97401 Kristen Taylor or Zach Galloway 541.687.1010 ktaylor@tbg-arch.com or zgalloway@tbg-arch.com WRITTEN STATEMENT In accordance with the Metro Plan Amendment application requirements, this written statement and the enclosed attachments describe the proposal and demonstrate compliance with the relevant Metro Plan Amendment approval criteria per Springfield Development Code (SDC) 5.14.135. The proposal is a Type 1 Amendment per SDC 5.14.115, which is subject to the Type IV procedures per SDC 5.1.600. Also, in accordance with the Zoning Map Amendment application requirements, this written statement and the enclosed attachments describe the proposed zone change and demonstrate compliance with the applicable approval criteria per SDC 5.22.115. As part of a concurrent application with a proposed Metro Plan Amendment, the proposed Zoning Map Amendment application is also subject to the Type IV procedures per SDC 5.1.600. City of Springfield Concurrent Metro Plan Amendment and Zoning Map Amendment Applications May 14, 2024 Page 2 of 22 I. Land Use Request The owners, Big Bass LLC (the “Applicant”), request approval of concurrent Metro Plan Amendment and Zoning Map Amendment applications for two properties located at 5230 High Banks Road and identified as Tax Lots 402 and 405 on Lane County Assessor’s Map 17-02-28-00 (the “site”). Both applications are made in accordance with the requirements of SDC 5.1.600, 5.14.135, and 5.22.115, as applicable. The proposed Metro Plan Amendment will change the current plan designation on Tax Lot 402 from Sand and Gravel to Light-Medium Industrial. The proposed Metro Plan Amendment will change the existing split designation on Tax Lot 405 from Sand and Gravel (approx. 0.89 acres) and Low Density Residential (approx. 1.59 acres) to Light Medium Industrial (LMI). The concurrent proposed Zoning Map Amendment will change the current zoning on the lots from Quarry and Mine Operations (QMO) and Low Density Residential (R-1) to the Light-Medium Industrial (LMI) zone. Currently, Tax Lot 402 is entirely in the QMO zoning district and it is proposed to be changed to the LMI zoning district. Tax Lot 405 is split-zoned between the QMO zoning district on the northern portion and the R-1 zoning district on the southern portion. It is proposed to be changed from QMO and R-1 to the LMI zoning district. See attached maps for existing and proposed changes to the plan designations and zones. As demonstrated in Section IV, below, both the Metro Plan Amendment and the Zoning Map Amendment applications meet all applicable criteria in effect at the time of filing, and the application should be approved as proposed. Project Team: Owner & Applicant Big Bass LLC PO Box 7867 Springfield, Oregon 97475 Contact: Shaun Hyland 541.726.8081 shaun@jhconst.com Planner & Applicant’s Representative TBG Architects + Planners 132 East Broadway, Suite 200 Eugene, Oregon 97401 Contact: Kristen Taylor/Zach Galloway 541.687.1010, ext. 115 ktaylor@tbg-arch.com/zgalloway@tbg-arch.com Transportation Engineer Sandow Engineering 160 Madison Street, Suite A Eugene, Oregon 97402 Contact: Kelly Sandow, PE 541.513.3376 kellysandow@sandowengineering.com Civil Engineer KPFF Consulting Engineers 800 Willamette Street, Suite 400 Eugene, Oregon 97401 Contact: Anna Backus, PE 541.684.4902 anna.backus@kpff.com Surveyor EGR & Associates, Inc. 2535 Prairie Road, Suite B Eugene, Oregon 97402 Contact: Ryan Erickson, PLS 541.914.0711 rerickson@egrassoc.com II. Site Description A. Location and Site Context The site is located on the north side of High Banks Road, approximately 1,700 feet north of the intersection of Highway 126 and High Banks Road. The site is identified as Tax Lots 402 and 405 on Lane County Assessor’s Map 17-02-28-00. The site is approximately 26.73 acres or 1,166,537 square feet. The site is located within the Urban Growth Boundary (UGB) per the Metro Plan and received City Council approval Annexation into the City of Springfield on January 2, 2024. As noted above, the Metro Plan diagram designates Tax Lot 402 as Sand and Gravel. Tax Lot 405 has a split designation of Sand and Gravel and Low Density Residential. Tax Lot 402 is currently zoned Quarry and Mine Operations (QMO). The northern portion of Tax Lot 405 is zoned QMO and the southern portion is zoned R-1. The site is not subject to a neighborhood refinement plan. The proposed changes to the plan diagram and zoning map are consistent with abutting properties. Abutting properties to the north and south of the site are currently designated and zoned LMI. Adjacent properties to the east and west are outside the Springfield UGB, designated Agriculture in the Metro Plan, and are in agricultural use. B. Existing Conditions and Site Access The site is currently undeveloped and has soil types Cloquato Silt Loam, as well as borrow pits and open water. Both lots are covered with compacted gravel and sparse vegetation. There are existing ponds on the site that are currently regulated by the State of Oregon DOGAMI. The resources are now depleted. The site is located in Zone AE and X5 per FIRM panel 41039C1166F. The site is not located in a wellhead facility protection area. The City of Springfield 2035 Transportation System Plan (TSP) classifies High Banks Road as a major collector street. The street is under City of Springfield ownership and maintenance jurisdiction. The primary access to the subject site is provided by an access easement over a shared private driveway that connects to the public 52nd Street right-of-way. There is one existing access connection to this shared private driveway on the western property boundary. This north/south shared private driveway is also shared by abutting properties north and south of the site. III. Relevant Land Use History The 26.73-acre site is not located within a recorded subdivision plat. According to RLID, the southern portion of Tax Lot 405 was annexed into the City of Springfield in 1973. More recently, the City Council approved annexation of Tax Lot 402 and the northern portion of Tax Lot 405 into the City of Springfield on January 2, 2024. Per available public records, there are no other prior City land use applications associated with the site. City of Springfield Concurrent Metro Plan Amendment and Zoning Map Amendment Applications May 14, 2024 Page 4 of 22 IV. Metro Plan Amendment Approval Criteria – Supporting Facts and Findings This section is organized by the applicable approval criteria per SDC. Applicable approval criteria are outlined in bold italics below and then followed by proposed findings in normal text. A. Metro Plan Amendment – Supporting Facts and Findings 5.14.105 Purpose. The Eugene-Springfield Metropolitan Area General Plan (Metro Plan) is the long-range public policy document that establishes the broad framework upon which Springfield, Eugene and Lane County make coordinated land use decisions. While the Metro Plan is Springfield’s acknowledged land use policy document, it may require update or amendment in response to changes in the law or circumstances of importance to the community. Additionally, the Metro Plan may be augmented and implemented by more detailed plans and regulatory measures. (6331) Findings: There is a change in circumstances that makes the requested change to the Metro Plan diagram plausible. Abutting properties to the north and south of the site are designated LMI and are in the LMI zone. Surrounding properties to the east and west are outside the UGB and appear to be in agricultural use. The site is currently vacant and is not in use as a gravel mine or active quarry, as was originally intended by the current Sand and Gravel plan designation. The mining resources at the site are now depleted. This lack of available resources demonstrates that circumstances have changed since the existing Sand and Gravel plan designation was applied. The current LDR plan designation on a portion of Tax Lot 405 is an isolated sliver applied to approximately 1.59-acres of the 2.53-acre lot. This remnant sliver of LDR designation is bounded on three sides by lots designated LMI and Sand and Gravel. (The eastern property boundary is the UGB line and areas to the east are outside the UGB.) The area conditions that informed the current LDR designation have changed. These adjacent lots are developed with a mix of light industrial land uses, including warehouse, storage, and food manufacturing. It is appropriate to redesignate this remnant portion from LDR to LMI to ensure land use compatibility. The proposed Metro Plan diagram amendment creates a cohesive LMI area and reflects recent changes in local context and land use policies in the area. 5.14.110 Review. (A) A Development Issues Meeting is encouraged for citizen-initiated amendment applications. (B) Metro Plan amendments are reviewed under Type 4 procedures as specified in SDC 5.1.140. City of Springfield Concurrent Metro Plan Amendment and Zoning Map Amendment Applications May 14, 2024 Page 5 of 22 (C) A special review, and if appropriate, Metro Plan amendment, shall be initiated if changes in the Metro Plan basic assumptions occur. An example would be a change in public demand for certain housing types that in turn may affect the overall inventory of residential land. Findings: A Development Issues Meeting (DIM) was held on September 8, 2022, to discuss potential development and code questions related to the site. The Applicant requests to amend the Metro Plan diagram and will adhere to the Type 4 application. The application is consistent with the review criteria. 5.14.115 Metro Plan Amendment Classifications. A proposed amendment to the Metro Plan shall be classified as Type 1, Type 2 or Type 3 depending upon the number of governing bodies (Springfield, Eugene, and Lane County) required to approve the decision. (A) A Type 1 amendment requires approval by Springfield only: (1) Type 1 Diagram amendments include amendments to the Metro Plan Diagram for land inside Springfield’s city limits. Findings: The proposed amendment is a Type 1 plan diagram amendment, which applies to land inside the Springfield City limits and only requires review by the Springfield City Council. There are no proposed text amendments. 5.14.120 Relationship to Refinement Plans, Special Area Studies, or Functional Plan Amendments. (A) In addition to a Metro Plan update, refinement studies may be undertaken for individual geographical areas and special purpose or functional elements, as determined appropriate by Springfield, Eugene, or Lane County. (B) All refinement and functional plans shall be consistent with the Metro Plan. Should inconsistencies occur, the Metro Plan is the prevailing policy document. (C) When a Metro Plan amendment also requires an amendment of a refinement plan or functional plan diagram map and/or text for consistency, the Metro Plan, refinement plan and/or functional plan amendments shall be processed concurrently. (D) When a Metro Plan amendment is enacted that requires an amendment to a refinement plan or functional plan map or diagram for consistency, the Metro Plan Diagram amendment automatically amends the diagram or map if no amendment to the refinement plan or functional plan text is involved. (E) An amendment of the Springfield Comprehensive Plan shall be processed as a Metro Plan amendment and comply with the approval criteria specified in SDC 5.14.135. (6331) City of Springfield Concurrent Metro Plan Amendment and Zoning Map Amendment Applications May 14, 2024 Page 6 of 22 Findings: The site is not within an area of Springfield that is subject to any known neighborhood refinement plans or special area studies. Further, the proposed amendment to the Metro Plan diagram does not necessitate a concurrent amendment to any special area study, functional plan, or the Springfield Comprehensive Plan to maintain consistency. Therefore, this section is not applicable. 5.14.125 Initiation. Metro Plan amendments shall be initiated as follows: (A) A Type 1 amendment may be initiated by Springfield at any time. A property owner may initiate an amendment for property they own at any time. Owner initiated amendments are subject to the limitations for such amendments set out in this code (see also subsection (E)). Findings: Consistent with SDC.5.14.125(A), the property owner Big Bass LLC has proposed a Type 1 amendment to the Metro Plan diagram. This criterion is met. 5.14.130 Approval Process. (A) The initiating government body of any Type 1, Type 2 or Type 3 amendment shall notify all governing bodies of the intended amendment and the Type of amendment proposed within 20 days. If any governing body disagrees with the Type of proposed amendment, that governing body may refer the matter to the process specified in subsection (E) or (F), as appropriate. (B) For any Type 1, Type 2 or Type 3 amendment, a public hearing date shall be set for the Springfield Planning Commission, and the Planning Commissions of Eugene and Lane County, as applicable, within 90 days. (C) For Type 1, Type 2 and Type 3 amendments, the Springfield Planning Commission and the Planning Commissions of Eugene and Lane County, shall conduct a single or joint public hearing, as appropriate, and forward that record and their recommendations to the Springfield City Council and to their respective elected officials. The Springfield City Council and the participating elected officials shall also conduct a public hearing, as appropriate, prior to making a final decision. Findings: The Applicant understands that the proposed Type 1 Amendment is subject to public hearings before the Springfield Planning Commission and the Springfield City Council. As a Type I Amendment for property within the Springfield City Limits, the Planning Commissions of the City of Eugene and Lane County do not have purview and public hearings are not required before these bodies. The Springfield City Council will render a final decision on the proposed amendment. These procedural requirements are met. City of Springfield Concurrent Metro Plan Amendment and Zoning Map Amendment Applications May 14, 2024 Page 7 of 22 5.14.135 Criteria. A Metro Plan amendment may be approved only if the Springfield City Council and other applicable governing body or bodies find that the proposal conforms to the following criteria: (A) The amendment shall be consistent with applicable Statewide Planning Goals Goal 1 - Citizen Involvement: To develop a citizen involvement program that insures the opportunity for citizens to be involved in all phases of the planning process. Findings: The City of Springfield has an acknowledged citizen involvement program that ensures the opportunity for residents to be involved in the planning process. Per SDC 5.14.100, public hearings are required before the Planning Commission and City Council for Metro Plan Amendments. Per SDC 5.2.115, the public notice standards include specifications for the content, timing, and dispersal of mailed notices. The proposal is processed in accordance with these cited standards and does not alter the citizen involvement process. The City’s process for adopting amendments complies with the State’s requirements for citizen involvement; therefore, the proposed amendment is consistent with Statewide Planning Goal 1. Goal 2 - Land Use Planning: To establish a land use planning process and policy framework as a basis for all decisions and actions related to use of land and to assure an adequate factual base for such decisions and actions. Findings: The Eugene-Springfield Metropolitan Area General Plan (Metro Plan) is the acknowledged comprehensive plan for guiding land use planning in the metropolitan area, including Springfield. The City of Springfield has also adopted the Springfield Comprehensive Plan. The site is not subject to a refinement plan. Both the Metro Plan and the Springfield Comprehensive Plan include policy frameworks that guide decision making around land use planning. The Springfield Comprehensive Plan provides supplemental residential lands and housing policies; it does not replace the applicable Metro Plan residential policies. Additionally, Chapter IV of the Metro Plan outlines the required public hearing process used for amendments. The proposed amendment does not affect the factual basis on which the current planning framework was based. It also adheres to the procedural standards in the plan. Lastly, Goal 2 requires that the City coordinate the review of the amendment with affected government agencies. The City handles referrals to other potentially affected agencies. Those referral comments are part of the public record associated with this proposed amendment application. Therefore, the amendment is consistent with Statewide Planning Goal 2. Goal 3 - Agricultural Lands: To preserve and maintain agricultural lands. Findings: The site is located within an acknowledged urban growth boundary and does not affect agricultural lands or lands designated for agricultural use. Therefore, Statewide Planning Goal 3 is not applicable. City of Springfield Concurrent Metro Plan Amendment and Zoning Map Amendment Applications May 14, 2024 Page 8 of 22 Goal 4 - Forest Lands: To conserve forest lands by maintaining the forest land base and to protect the state’s forest economy by making possible economically efficient forest practices that assure the continuous growing and harvesting of forest tree species as the leading use on forest land consistent with sound management of soil, air, water, and fish and wildlife resources and to provide for recreational opportunities and agriculture. Findings: The site is located within an acknowledged urban growth boundary and does not affect forest lands or lands designated for forestry use. Therefore, Statewide Planning Goal 4 is not applicable. Goal 5 - Natural Resources, Scenic and Historic Areas, and Open Spaces: To protect natural resources and conserve scenic and historic areas and open spaces. Findings: Goal 5 applies to more than a dozen natural and cultural resources such as riparian corridors, wetlands, wildlife habitat, and historic resources. There are no identified Goal 5 resources on the site. The existing ponds are not included on the City’s Goal 5 inventory. The Springfield Natural Resources Inventory does not list a Goal 5 natural resource on or near the site. The Local Wetlands Inventory categorizes the on-site ponds as “not significant”. Metro Plan Policy C.18 states that “Sand and gravel sites identified as significant by the Metro Plan shall be protected in accordance with the requirements of the Goal 5 Rule.” The site is not identified as significant. The site includes ponds that are currently regulated by the state of Oregon for use as a mining operation. The mining resources are now depleted. Furthermore, the Metro Plan acknowledges in its findings that sand and gravel extraction can conflict with other natural resources, and the plan states that “proper rehabilitation and reuse of abandoned sand and gravel sites results in the return of valuable land for urban uses” (pg. III-C-13). The proposed amendment and use of this site enables the rehabilitation of a former quarry. The proposed amendment neither amends a plan or code provision adopted to protect a Goal 5 resource, nor does it allow new uses that conflict with a Goal 5 resource or amend the acknowledged UGB. Therefore, the amendment is consistent with Statewide Planning Goal 5. Goal 6 - Air, Water and Land Resources Quality: To maintain and improve the quality of the air, water, and land resources of the state. Findings: Goal 6 addresses local implementation measures that are intended to be consistent with state and Federal policies or regulations. These are focused on clean air, clean water, and waste discharges from future and existing developments. The proposal does not amend the metropolitan area’s air or water quality policies, nor does it impact land resource policies. The City can reasonably expect that any future development of the site will comply with applicable local environmental regulations for water quality and stormwater management. For example, all stormwater must be treated on-site in vegetated facilities to improve water quality prior to discharging to waterbodies or waterways that are connected to off -site City of Springfield Concurrent Metro Plan Amendment and Zoning Map Amendment Applications May 14, 2024 Page 9 of 22 waters. Furthermore, the site abuts lots that are designated LMI, meaning that the City has previously determined this area is appropriate for the proposed plan designation. Therefore, the amendment is consistent with Statewide Planning Goal 6. Goal 7 - Areas Subject to Natural Hazards: To protect people and property from natural hazards. Findings: Goal 7 addresses natural hazards and requires that all local governments adopt comprehensive plans to reduce risk to people and property from natural hazards. The statewide areas that are subject to natural hazards include floodplains, potential landslide areas, tsunami zones, and coastal high hazard areas. The proposal does not amend the City’s natural hazard policies. The site is in a Special Flood Hazard Area within the 100-year floodplain – Zone AE per FIRM 41039C1162F; therefore, per SDC 3.3.400, all future land use and development of the site is subject to and will abide by the City’s adopted floodplain management regulations for development. The site is not subject to tsunamis or coastal erosion events. Furthermore, the site abuts lots that are designated LMI, meaning that the City has previously determined this area is appropriate for the proposed plan designation. Therefore, this amendment is consistent with Statewide Planning Goal 7. Goal 8 - Recreational Needs: To satisfy the recreational needs of the citizens of the state and visitors and, where appropriate, to provide for the siting of necessary recreational facilities including destination resorts. Findings: Goal 8 requires communities to evaluate their recreation areas and facilities and to develop plans to address current and projected demand. The proposed amendment will not affect Willamalane Parks and Recreation District’s adopted 20-year comprehensive plan for the provision of park, open space, and recreation services throughout the City of Springfield, nor will it affect access to existing or future public recreational facilities. Therefore, the proposed amendment has no effect on and is consistent with Statewide Planning Goal 8. Goal 9 - Economic Development: To provide adequate opportunities throughout the state for a variety of economic activities vital to the health, welfare, and prosperity of Oregon’s citizens. Findings: As described above, the proposed Metro Plan amendment will change the plan designation from Sand and Gravel to LMI, which is the same as and compatible with the adjacent properties. The Springfield 2030 Comprehensive Plan Economic Element, the prevailing local policy document, explicitly prioritizes expanding industrial land supply, particularly in Goal EG-1, Policy E.1, which prioritizes designating an adequate supply of land that is planned and zoned to provide sites to accommodate industrial and other employment uses, specifically targeting vacant undeveloped land. Additionally, the proposed plan amendment advances Policy E.4, which directs the expansion of “industrial site opportunities by evaluating and rezoning commercial, residential, and industrial land for the best economic return for the community through the process of City refinement planning, [and] review of owner-initiated land use proposals”. City of Springfield Concurrent Metro Plan Amendment and Zoning Map Amendment Applications May 14, 2024 Page 10 of 22 The proposed Metro Plan amendment to LMI will increase the supply of industrial lands within the UGB, thereby providing additional opportunities for economic activities. This is a timely and appropriate change that enables the current use of the site – a depleted and now vacant former quarry site – to transition to an economically viable light industrial use. The proposed amendment will support the policies of the Economic Element and does not alter the City’s acknowledged compliance with Goal 9. The proposed amendment is consistent with Statewide Planning Goal 9. Goal 10 - Housing: To provide for the housing needs of citizens of the state. Findings: Goal 10 requires that communities plan for and maintain an inventory of buildable residential land for needed housing units. As noted above, the site is designated both Sand and Gravel and LDR. Tax Lot 402 is designated Sand and Gravel, which does not permit residential land uses. The proposed redesignation of this lot is not relevant to the Goal 10 findings. Tax Lot 405 is 2.53 acres and approximately 1.59 acres of the lot is currently designated LDR. Abutting properties to the north, south, and west of the site are designated Light Medium Industrial (LMI). Properties to the east are outside the UGB. The Springfield 2030 Refinement Plan Residential Land Use and Housing Element (adopted by City Ordinance no. 6268) includes information relevant to Statewide Planning Goal 10. Per the findings of the Element, “the RLHNA [Springfield Residential Land and Housing Need Analysis] indicate that Springfield has an overall surplus of residential land,” and that there is “sufficient buildable land in Springfield’s UGB designated for low and medium density residential uses to meet the needs of the projected population.” Furthermore, the “Low Density Residential designation has a surplus of approximately 378 gross acres”. As of April 2019, the City’s surplus of LDR-designated land inventory had been reduced to 168 acres. The reduction in the surplus land inventory has been achieved through a series of Metro Plan amendments and efficiency measures. Adopted City Ordinance nos. 6364, 6374, 6375, 6378, 6395, 6400, 6407, and 6418, incorporated into the record by reference, redesignated and rezoned more than 228.71 net acres of LDR-designated land to nonresidential or higher density residential designations. Therefore, the amount of surplus of LDR-designated land in the City’s inventory is now approximately 149.19 acres. As stated previously, an approximately 1.59-acre portion of Tax Lot 405 is designated LDR. The proposed Metro Plan amendment reduces the LDR surplus from the current 149.19-acre surplus to 147.6 acres. Furthermore, the currently designated LDR 1.59-acre area abuts lots that are currently designated LMI or proposed in this application to be designated LMI, so a more compatible designation and zone for this small LDR designated and R-1 zoned land area is a LMI designation and LMI zone. The proposed amendment has minimal impact on the residential buildable land inventory and an LDR surplus remains, thereby maintaining consistency with both the Residential Land Use and Housing Element and the Metro Plan. The proposed amendment is consistent with Statewide Planning Goal 10. City of Springfield Concurrent Metro Plan Amendment and Zoning Map Amendment Applications May 14, 2024 Page 11 of 22 Goal 11 - Public Facilities and Services: To plan and develop a timely, orderly, and efficient arrangement of public facilities and services to serve as a framework for urban and rural development. Findings: These following factors demonstrate that the City of Springfield and partner agencies have planned for the necessary public facilities and services. Any future development will adhere to the applicable local requirements to extend public facilities and use public services, as summarized below. The subject site is located within the City limits and was annexed in January 2024. Per available public records, both overhead electricity and wastewater lines are in the 52nd Street right-of-way. There is an existing private drive with a 60-foot roadway easement, a 20-foot wide EWEB easement and a 10-foot PUE running the length of the private drive leading to the subject site, which can facilitate an orderly extension of services. There are no public stormwater lines in the adjacent 52nd Street right-of-way. According to City staff input during the September 8, 2022, Development Issues Meeting, on-site stormwater treatment and retention is acceptable. Extension of the public stormwater system to the site at the time of development is not necessary. The state-acknowledged Metro Plan defines minimum urban facilities as including the following: wastewater service, stormwater service, transportation, solid waste management, water service, fire and emergency medical services, police protection, citywide parks and recreation programs, electric service, land use controls, communication facilities, and public schools on a district-wide basis. Each of the minimum urban services is provided for the site on a City- or district-wide basis, as applicable. The City of Springfield, as a member of the Metropolitan Wastewater Management Commission, provides wastewater services. The City also provides public streets, police protection, and land use controls. The Willamalane Park and Recreation District provides parks and recreation programs citywide. Eugene- Springfield Fire provides fire and emergency medical services. The Springfield Utility Board provides water and electric services. The site is within Springfield School District boundary, and the neighborhood schools include Ridgeview Elementary School, Thurston Middle School, and Thurston High School. Numerous service providers have communication facilities available to the site. The amendment to the Metro Plan diagram does not significantly affect the planning or development of future public facilities or services. Therefore, the amendment is consistent with Statewide Planning Goal 11. Goal 12 - Transportation: To provide and encourage a safe, convenient, and economic transportation system. Findings: Goal 12 is implemented through the Transportation Planning Rule (TPR), as defined in Oregon Administrative Rule (OAR) 660-012-0000, et seq. The TPR is implemented at a local level through the City of Springfield Transportation System Plan (TSP). OAR 660-012-0060 states that when land use changes, including amendments to acknowledged comprehensive plans, significantly affecting an existing or planned transportation facility, the local government shall put in place measures to ensure that the allowed land uses are consistent with identified function, capacity, and performance standards of the facility. City of Springfield Concurrent Metro Plan Amendment and Zoning Map Amendment Applications May 14, 2024 Page 12 of 22 The applicant has conducted a transportation planning rule analysis (TPRA), prepared by Sandow Engineering. The attached TPRA considered the reasonable “worst-case” development for both the current zones and the proposed LMI zone. The analysis found that the additional trips generated by the future development does not cause any area intersections to not meet the applicable jurisdictional standards. See the attached TPRA for details on the analysis and findings for the applicable OARs, which are summarized below. Two intersections are particularly relevant in this area of eastern Springfield. First, the Highway 126/Main Street intersection is currently projected to not meet the V/C standards in 2035 background conditions. Additional trips associated with this proposal will not worsen the V/C condition. Next, the Highway 126/52nd Street intersection operation currently fails to meet the ODOT mobility standards, and it will continue to not meet the standard through 2035. Additional trips associated with this proposal will worsen the V/C condition, thereby causing the intersection to further degrade. In lieu of physical mitigation, the applicant can elect to mitigate the traffic impacts with other transportation management options, including a trip cap applied to future development on the subject site. The Applicant proposes a trip cap of 487 PM peak hour trips be applied to the site. Future development will be subject to the cap, such that trips generated from future development will be debited from the overall trip cap amount available at the time of permitting. Additionally, the Applicant proposes that the trip cap is effectively repealed when physical improvements to the constrained Highway 126/52nd Street intersection are completed meeting the City and ODOT mobility standards through either a publicly funded capital project or a privately funded project, so that this proposed trip cap is no longer applicable to redevelopment of the subject property. The Applicant proposes the following condition of approval: • Future development of Tax Lots 402 and 405 of Lane County Assessor’s Map 17-02-28-00 shall be subject to a trip cap of 487 PM peak hour trips. Trips generated from future development shall be debited from the overall trip cap amount available at the time of permitting. When public physical improvements to the constrained Highway 126/52nd Street intersection are complete, the trip cap shall be repealed because the trip cap is no longer applicable to either the subject property or proposed redevelopment. Any new proposed development shall be subject to current applicable standards. The Applicant is not required to make public improvements to the Highway 126/52nd Street intersection. Based on the findings herein and the attached TPRA as well as the Applicant’s proposed condition of approval to include the above trip cap, the proposal is consistent with Statewide Planning Goal 12. City of Springfield Concurrent Metro Plan Amendment and Zoning Map Amendment Applications May 14, 2024 Page 13 of 22 Goal 13 - Energy Conservation: To conserve energy. Findings: Goal 13 requires communities to maximize the conservation of all forms of energy for land and uses developed on the land. The proposed amendment does not affect the City’s relevant adopted conservation policies, plans, or studies. Future development of the site remains subject to any adopted land development regulations and the Oregon building codes that regulate energy resources. Therefore, the proposal is consistent with Statewide Planning Goal 13. Goal 14 - Urbanization: To provide for an orderly and efficient transition from rural to urban land use, to accommodate urban population and urban employment inside urban growth boundaries, to ensure efficient use of land, and to provide for livable communities. Findings: The proposed amendment does not affect the transition from rural to urban land use, as the site has been inside the UGB for decades and was annexed to the City in January 2024. The proposed redesignation and zone change will not affect compliance with Statewide Planning Goal 14. Goal 15 - Willamette River Greenway: To protect, conserve, enhance and maintain the natural, scenic, historical, agricultural, economic, and recreational qualities of lands along the Willamette River as the Willamette River Greenway. Findings: The site is not within the boundaries of the Willamette River Greenway. Therefore, Statewide Planning Goal 15 is not applicable. Goal 16 - Estuarine Resources: To recognize and protect the unique environmental, economic, and social values of each estuary and associated wetlands; and To protect, maintain, where appropriate develop, and where appropriate restore the long-term environmental, economic, and social values, diversity, and benefits of Oregon’s estuaries. Findings: There are no estuarine resources on or adjacent to the subject site. Therefore, Statewide Planning Goal 16 is not applicable. Goal 17 - Coastal Shorelines: To conserve, protect, where appropriate, develop and where appropriate restore the resources and benefits of all coastal shorelands, recognizing their value for protection and maintenance of water quality, fish and wildlife habitat, water dependent uses, economic resources and recreation and aesthetics. The management of these shoreland areas shall be compatible with the characteristics of the adjacent coastal waters; and To reduce the hazard to human life and property, and the adverse effects upon water quality and fish and wildlife habitat, resulting from the use and enjoyment of Oregon’s coastal shorelands. Findings: There are no coastal resources on or adjacent to the subject site. Therefore, Statewide Planning Goal 17 is not applicable. City of Springfield Concurrent Metro Plan Amendment and Zoning Map Amendment Applications May 14, 2024 Page 14 of 22 Goal 18 - Beaches and Dunes: To conserve, protect, where appropriate develop, and where appropriate restore the resources and benefits of coastal beach and dune areas; and To reduce the hazard to human life and property from natural or human-induced actions associated with these areas. Findings: There are no beaches or dunes on or adjacent to the subject site. Therefore, Statewide Planning Goal 18 is not applicable. Goal 19 - Ocean Resources: To conserve marine resources and ecological functions for the purpose of providing long-term ecological, economic, and social value and benefits to future generations. Findings: There are no ocean resources on or adjacent to the subject site. Therefore, Statewide Planning Goal 19 is not applicable. Based on the findings above, the proposed Metro Plan Amendment is consistent with the applicable Statewide Planning Goals. This criterion is met. (B) Plan inconsistency: (1) In those cases where the Metro Plan applies, adoption of the amendment shall not make the Metro Plan internally inconsistent. Findings: The adopted Metro Plan is the principal document that creates a framework for land use policy within the City of Springfield. The site is not subject to any refinement plans. The proposed Metro Plan amendment does not make the Metro Plan internally inconsistent. It does not affect any Metro Plan policies or text. There is no conflict created by the proposed amendment to the residential, mining and quarry, or Light Medium Industrial inventory, nor any other land use elements of the Metro Plan. (2) In cases where Springfield Comprehensive Plan applies, the amendment shall be consistent with the Springfield Comprehensive Plan. (6331) Findings: The Comprehensive Plan Economic Element and the Residential Land Use and Housing Element, and Springfield 2030 Refinement Plan Residential Land Use and Housing Element, apply to the amendment. There are specific goals, policies, and findings in the Comprehensive Plan that apply to the proposed amendment, including the following: Goal EG-1, Policy E.1: Designate an adequate supply of land that is planned and zoned to provide sites of varying locations, configurations, size, and characteristics as identified and described in the Economic Opportunity Analysis to accommodate industrial and other employment over the planning period. These sites may include vacant undeveloped land; partially developed sites with potential for additional development through infill development; and sites with redevelopment potential (pg. 5). City of Springfield Concurrent Metro Plan Amendment and Zoning Map Amendment Applications May 14, 2024 Page 15 of 22 Implementation Strategy 1.1: Amend the UGB, Metro Plan diagram and text to add 223 acres of suitable employment land to accommodate employers requiring sites larger than 20 acres. Preserve suitable sites for future development by creating and applying the “Urban Holding Area - Employment” (UHA – E) plan designation and the “Agriculture – Urban Holding Area” zone to the sites as described in the Urbanization Element and Springfield Development Code (pg. 5). Economic Element Finding 7: Buildable Lands Inventory. Springfield’s Commercial and Industrial Buildable Lands Inventory identifies 3,415 acres that are designated for industrial and other employment use. About two thirds of the land designated for employment within Springfield’s UGB is considered developed and is not expected to be redeveloped over the 20 year planning period. Less than 15% of this land is buildable, unconstrained land. The majority of buildable, unconstrained employment land in Springfield has existing development on it that is expected to redevelop over the planning period. Springfield has one buildable site 20 acres and larger and 23 buildable sites in the five to 20 acre size range (pg. 20). Economic Element Finding 16: Need for large sites. The employment land needs that may not be met within the UGB are for sites five acres and larger. The City has only one buildable site 20 acres or larger (pg. 22). The site is in total approximately 26.73 acres of undeveloped land of currently vacant use. The proposed Metro Plan Amendment, as well as the concurrent zone change, to LMI would subsequently create an industrial site 20 acres or larger, addressing an acknowledged existing need of industrial sites over 20 acres in size within Springfield’s UGB. The proposed use fills an existing need, is an allowed use for an LMI site, and leaves the possibility of future development on the site. The proposed Metro Plan amendment is consistent with this Comprehensive Plan goal, policy, and findings of the Economic Element. Goal EG-1, Policy E.7: Where possible, concentrate development on sites with existing infrastructure or on sites where infrastructure can be provided relatively easily and at a comparatively low cost (pg. 7). As mentioned above, the site has existing infrastructure that is necessary for site development, which means that future development can occur at comparatively low cost and without large facility extensions. The site is within the UGB and contiguous to the City limits. The abutting development to the south and north currently has urban services. Per available public records, both overhead electricity and wastewater lines are in the 52nd Street right-of-way. There is an existing private drive with a 60-foot roadway easement, a 20-foot wide EWEB easement and a 10-foot PUE running the length of the private drive leading to the subject site, which can facilitate an orderly extension of services. There are no public stormwater lines in the adjacent 52nd Street right-of-way. According to City staff input during the September 8, 2022, Development Issues Meeting, on-site stormwater treatment and retention is City of Springfield Concurrent Metro Plan Amendment and Zoning Map Amendment Applications May 14, 2024 Page 16 of 22 acceptable. Extension of the public stormwater system to the site at the time of development is not necessary. The Metro Plan defines minimum urban facilities as including the following: wastewater service, stormwater service, transportation, solid waste management, water service, fire and emergency medical services, police protection, citywide parks and recreation programs, electric service, land use controls, communication facilities, and public schools on a district-wide basis. Each of the minimum urban services is provided near the site on a City- or district-wide basis, as applicable. The City of Springfield, as a member of the Metropolitan Wastewater Management Commission, provides wastewater services. The City also provides police protection, land use controls, and public streets. (The Applicant is aware of public street projects in the vicinity that are identified in the City-adopted Transportation System Plan. Any potential impacts to the local street network or the TSP projects will be addressed at the time of development.) The Willamalane Park and Recreation District provides parks and recreation programs citywide. Eugene-Springfield Fire provides fire and emergency medical services. The Springfield Utility Board provides water and electric services. The site is within Springfield School District boundary and neighborhood schools include Ridgeview Elementary School, Thurston Middle School, and Thurston High School. Numerous service providers have communication facilities available to the site. The proposed Metro Plan amendment is consistent with this Comprehensive Plan policy of the Economic Element. Residential Land Use and Housing Element Finding 10: The results of the RLHNA indicate that Springfield has an overall surplus of residential land, but has deficits in the High Density Residential and Parks and Open Space categories. The Springfield UGB has enough land for 9,018 new dwelling units. There is sufficient buildable land in Springfield’s UGB designated for low and medium density residential uses to meet the future housing needs of the projected population. ▪ The Low Density Residential designation has a surplus of approximately 378 gross acres (pg. 39). The Springfield 2030 Refinement Plan Residential Land Use and Housing Element (Ordinance 6268) states that the “results of the RLHNA [Springfield Residential Land and Housing Need Analysis] indicate that Springfield has an overall surplus of residential land,” and that there is “sufficient buildable land in Springfield’s UBG designated for low and medium density residential uses to meet the needs of the projected population.” Furthermore, the “Low Density Residential designation has a surplus of approximately 378 gross acres” (pg. 11). As of April 2019, the City’s surplus of LDR-designated land inventory was 168 acres. The reduction in the surplus land inventory has been achieved through a series of Metro Plan amendments and zone changes. Adopted Ordinances 6364, 6374, 6375, 6378, 6395, 6400, 6407, and 6418 redesignated and rezoned more than 228.71 net acres of LDR-designated land to nonresidential or higher density residential uses. Therefore, the amount of surplus of LDR-designated land in the City’s inventory is now approximately 149.19 acres. As stated previously, an approximately 1.59-acre portion of Tax Lot 405 is designated LDR. The proposed Metro Plan amendment reduces the LDR surplus from the current 149.19-acre surplus to 147.6 acres. City of Springfield Concurrent Metro Plan Amendment and Zoning Map Amendment Applications May 14, 2024 Page 17 of 22 The proposed amendment, which would include redesignating the 1.59-acre portion of the 2.53-acre lot from Low Density Residential to LMI has minimal impact on the buildable residential land inventory, and therefore, the proposed amendment maintains consistency with the local Comprehensive Plan’s Residential Land Use and Housing Element, as well as statewide planning goals that require local jurisdictions to maintain a sufficient supply of residential lands. Based on the findings above, the proposed Metro Plan Amendment is consistent with the applicable Springfield Comprehensive Plan goals and policies. This criterion is met. City of Springfield Concurrent Metro Plan Amendment and Zoning Map Amendment Applications May 14, 2024 Page 18 of 22 V. Zoning Map Amendment Approval Criteria – Supporting Facts and Findings 5.22.115 Criteria. (C) Zoning Map Amendment Criteria of Approval. (1) Consistency with applicable Metro Plan policies and the Metro Plan diagram; Findings: As described in the preceding section, Tax Lots 402 and 405 are currently zoned Quarry and Mine Operations, and the southern portion of Tax Lot 405 is currently zoned R-1. The Metro Plan designates these lots Sand and Gravel and Low Density Residential. The concurrent proposed Metro Plan Amendment application (see Section IV., above) redesignates the lots LMI, which is compatible with the adjacent uses and consistent with the abutting parcels inside the UGB that are within the LMI zone. Contingent upon the preceding plan amendment, the proposed zoning map amendment is consistent with the Metro Plan diagram. As described above, the concurrent proposed Zoning Map Amendment will change the current zoning on the lots from QMO and R-1 to the LMI zone. Currently, Tax Lot 402 is entirely in the QMO zoning district. It is proposed to be changed to LMI. Tax Lot 405 is split-zoned between the QMO zoning district on the northern portion and the R-1 zoning district on the southern portion. It is proposed to be changed from QMO and R-1 to the LMI zoning district. See attached maps for existing and proposed changes to the plan designations and zones. The proposed changes are not inconsistent with the Metro Plan policies. Of particular relevance and incorporated herein by reference, the zoning map amendment results in a minimal reduction on the buildable residential land inventory (1.59-acres of Tax Lot 405), and as discussed above, an adequate supply of residential lands remain available. Therefore, the proposed amendment maintains consistency with the local Comprehensive Plan’s Residential Land Use and Housing Element, as well as statewide planning goals that require local jurisdictions to maintain a sufficient supply of residential lands. This criterion is met. (2) Consistency with applicable Refinement Plans, Plan District maps, Conceptual Development Plans, and functional plans; Findings: There are no applicable refinement plans, plan district maps, conceptual development plans or functional plans to this specific site. This criterion is not applicable. (3) The property is presently provided with adequate public facilities, services, and transportation networks to support the use, or these facilities, services and transportation networks are planned to be provided concurrently with the development of the property; City of Springfield Concurrent Metro Plan Amendment and Zoning Map Amendment Applications May 14, 2024 Page 19 of 22 Findings: The site was annexed into the City of Springfield in January 2024 and is within the UGB. The site is served by a complete range of urban services. Specifically, per available public records, both overhead electricity and wastewater lines are in the 52nd Street right-of-way. There is an existing private drive with a 60-foot roadway easement, a 20-foot wide EWEB easement and a 10-foot PUE running the length of the private drive leading to the subject site, which can facilitate an orderly extension of services. There are no public stormwater lines in the adjacent 52nd Street right-of-way. According to City staff input during the September 8, 2022, Development Issues Meeting, on-site stormwater treatment and retention is acceptable. Extension of the public stormwater system to the site at the time of development is not necessary. The Metro Plan defines minimum urban facilities as including the following: wastewater service, stormwater service, transportation, solid waste management, water service, fire and emergency medical services, police protection, citywide parks and recreation programs, electric service, land use controls, communication facilities, and public schools on a district-wide basis. Each of the minimum urban services is provided near the site on a City- or district-wide basis, as applicable. The City of Springfield, as a member of the Metropolitan Wastewater Management Commission, provides wastewater services. The City also provides police protection, land use controls, and public streets. (The Applicant is aware of public street projects in the vicinity that are identified in the City-adopted Transportation System Plan. Any potential impacts to the local street network or the TSP projects will be addressed at the time of development.) The Willamalane Park and Recreation District provides parks and recreation programs citywide. Eugene-Springfield Fire provides fire and emergency medical services. The Springfield Utility Board provides water and electric services. The site is within Springfield School District boundary and neighborhood schools include Ridgeview Elementary School, Thurston Middle School, and Thurston High School. Numerous service providers have communication facilities available to the site. The proposed Metro Plan amendment is consistent with this Comprehensive Plan policy of the Economic Element. The site is within the urban growth boundary and has been annexed into the City of Springfield. The proposed zoning map amendment does not affect the service providers listed above. The majority of key urban services will continue to be provided. The zoning map amendment allows use of the site consistent with the local Comprehensive Plan’s definition of urban facilities, and orderly extension of the required urban facilities and services to the site can be executed consistent with the Springfield Development Code. Therefore, this criterion is met. (4) Meet the approval criteria specified in SDC 5.14.100 when involving a Metro Plan Diagram amendment; and Findings: The zone change application involves a Metro Plan Amendment. As demonstrated above in Section IV, the proposed plan amendment meets the approval of criteria specified in SDC 5.14.100. Therefore, this criterion is met. City of Springfield Concurrent Metro Plan Amendment and Zoning Map Amendment Applications May 14, 2024 Page 20 of 22 (5) Compliance with Oregon Administrative Rule (OAR) 660-012-0060, where applicable. Findings: The Oregon Transportation Planning Rule (TPR), which is also known as Oregon Administrative Rule (OAR) 660-012-0060, implements Statewide Planning Goal 12, Transportation. The TPR requires that local governments account for transportation impacts as part of any process that proposes amendments to the comprehensive plan or the official zoning map. The following findings and the attached transportation planning rule analysis (TPRA), prepared by Sandow Engineering, demonstrates that the proposed amendments to the Metro Plan (local comprehensive plan) and the Springfield official zoning map comply with the TPR. (OAR) 660-012-0060 (1) If an amendment to a functional plan, an acknowledged comprehensive plan, or a land use regulation (including a zoning map) would significantly affect an existing or planned transportation facility, then the local government must put in place measures as provided in section (2) of this rule, unless the amendment is allowed under section (3), (9) or (10) of this rule. A plan or land use regulation amendment significantly affects a transportation facility if it would: (a) Change the functional classification of an existing or planned transportation facility (exclusive of correction of map errors in an adopted plan); (b) Change standards implementing a functional classification system, or (c) Result in any of the effects listed in paragraphs (A) through (C) of this subsection. If a local government is evaluating a performance standard based on projected levels of motor vehicle traffic, then the results must be based on projected conditions measured at the end of the planning period identified in the adopted TSP. As part of evaluating projected conditions, the amount of traffic projected to be generated within the area of the amendment may be reduced if the amendment includes an enforceable, ongoing requirement that would demonstrably limit traffic generation, including, but not limited to, transportation demand management. This reduction may diminish or completely eliminate the significant effect of the amendment. (A) Types or levels of travel or access that are inconsistent with the functional classification of an existing or planned transportation facility; (B) Degrade the performance of an existing or planned transportation facility such that it would not meet the performance standards identified in the TSP or comprehensive plan; or (C) Degrade the performance of an existing or planned transportation facility that is otherwise projected to not meet the performance standards identified in the TSP or comprehensive plan. (2) If a local government determines that there would be significant effect, then the local government must ensure that the allowed land uses are consistent with the performance standards of the facility measured or projected at the end of the planning period identified in the adopted TSP through one or a combination of the remedies listed in the subsections (a) City of Springfield Concurrent Metro Plan Amendment and Zoning Map Amendment Applications May 14, 2024 Page 21 of 22 through (e) below, unless the amendment meets the balancing test in subsection (e) or qualifies for partial mitigation in section (11) of this rule. A local government using subsection (e), section (3), section (10) or section (11) to approve an amendment recognizes that additional motor vehicle traffic congestion may result an that other facility providers would not be expected to provide additional capacity for motor vehicle in response to this congestion. (a) Adopting measures that demonstrate allowed land uses are consistent with the performance standards of the transportation facility. (b) Amending the TSP or comprehensive plan to provide transportation facilities, improvements, or services adequate to support the proposed land uses consistent with the requirements of this division. Such amendments shall include a funding plan or mechanism consistent with section (4) or include an amendment to the transportation finance plan so that the facility, improvement, or service will be provided by the end of the planning period. (c) Amending the TSP to modify the performance standards of the transportation facility. (d) Providing other measures as a condition of development or through a development agreement or similar funding method, including, but not limited to, transportation system management measures or minor transportation improvements. Local governments shall, as part of the amendment, specify when measures or improvements provided pursuant to this subsection will be provided. (e) Providing improvements that would benefit modes other than the significantly affected mode, improvements to facilities other than the significantly affected facility, or improvements at other locations, if: (A) The provider of the significantly affected facility provides a written statement that the system-wide benefits are sufficient to balance the significant effect, even though the improvements would not result in consistency for all performance standards; (B) The providers of facilities being improved at other locations provide written statements of approval; and (C) The local jurisdictions where facilities are being improved provide written statements of approval. Findings: The City has an acknowledged TSP (Springfield 2035 Transportation System Plan). The land was not previously exempted from the TPR during the annexation. The applicant has conducted a transportation planning rule analysis (TPRA), prepared by Sandow Engineering. As addressed in the attached TPRA, the analysis considered the reasonable “worst-case” development for both the current zones and the proposed LMI zone. The analysis found that the additional trips generated by the future development does not cause any area intersections to not meet the applicable jurisdictional standards. See the attached TPRA for details on the analysis and findings for the applicable OARs, which are summarized below. City of Springfield Concurrent Metro Plan Amendment and Zoning Map Amendment Applications May 14, 2024 Page 22 of 22 Two intersections are particularly relevant in this area of eastern Springfield. First, the Highway 126/Main Street intersection is currently projected to not meet the V/C standards in 2035 background conditions. Additional trips associated with this proposal will not worsen the V/C condition. Next, the Highway 126/52nd Street intersection operation currently fails to meet the ODOT mobility standards, and it will continue to not meet the standard through 2035. Additional trips associated with this proposal will worsen the V/C condition, thereby causing the intersection to further degrade. In lieu of physical mitigation, the applicant can elect to mitigate the traffic impacts with other transportation management options, including a trip cap applied to future development on the subject site. The Applicant proposes a trip cap of 487 PM peak hour trips be applied to the site. Future development will be subject to the cap, such that trips generated from future development will be debited from the overall trip cap amount available at the time of permitting. Additionally, the Applicant proposes that the trip cap is effectively repealed when physical improvements to the constrained Highway 126/52nd Street intersection are completed meeting the City and ODOT mobility standards through either a publicly funded capital project or a privately funded project, so that this proposed trip cap is no longer applicable to redevelopment of the subject property. Based on the findings herein and the attached TPRA as well as the Applicant’s proposed condition of approval to include the above trip cap, this criterion is met. VI. Conclusion Based on the information and findings contained in this written statement, associated attachments, maps, and with the Applicant’s proposed condition of approval to include a trip cap, the proposed Metro Plan Amendment application meets the criteria of approval contained in the Springfield Development Code, as does the concurrent Zoning Map Amendment application. Therefore, the Applicant requests that the City Council approve the proposed Metro Plan Amendment and Zoning Map Amendment as presented. Both the Applicant and the Applicant's representative are available for questions, as necessary. If you have any questions about the above application, please contact Zach Galloway or Kristen Taylor at TBG Architects + Planners (541.687.1010). ZG/KT cc: Shaun Hyland, Big Bass LLC Kelly Sandow, PE, Sandow Engineering Anna Backus, PE, KPFF Consulting Engineers Ryan Erickson, PLS, EGR & Associates, Inc Z:\PROJ\202213 Hyland 5320 High Banks\Corresp\Agency\Zone Change+Plan Amendment\202213-MPA-ZC_WritStat.docx City of Springfield Concurrent Metro Plan and Zoning Map Amendments Application Attachments Attachment Contents ATTACHMENT A Tax Assessor’s Map ATTACHMENT B Property Deeds ATTACHMENT C FIRM 41039C1166F and 41039C1162F ATTACHMENT D Vicinity Map – Existing Plan Designations ATTACHMENT E Vicinity Map – Existing Zoning Districts ATTACHMENT F Proposed Plan Diagram Amendment ATTACHMENT G Proposed Zoning Map Amendment ATTACHMENT H Transportation Planning Rule Analysis, prepared by Kelly Sandow, PE, Sandow Engineering City of Springfield Concurrent Metro Plan and Zoning Map Amendments Application Attachments ATTACHMENT A Tax Assessor’s Map +++++ ++*********************** ************************************+************ ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( ( (((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((( (((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((( ((((((((((((((((((((((((((((((((((((((((((((((((((((((((((( ( ( ( (( ((((((((((((((((((((((((((((((((((((((((((((( (( ((((((((((((((((((((((((((((((( ((((((((((((( ((((((((( ( ((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((( (((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((( (((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((( ( ( ( ( ( ( ( ( ( ( ( ( ((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((((R R R R RR R R R RR R R ) ) ) ) R R ( ( ( ( ( ( ( ( ( ( ( R R 29 33 28 32 21 2728 28 33 34 22 28 20 CO SURVEY #1503 APR 1906APPROX141.24' N 7 8 °4 8 'E 2 9 .5 0 C H = 1 9 4 7 'S89°25'W (S88°50'W)939'SOUTH232'56.66 CH = 3739.56'N0°2'12"E 2528.52'N76°56'W 621.63'126.04'INITIAL205.48'392.64' 140.85' NW COR DLC 62522.05'361.30' 208.71' S89°49'2"W 500.28'1000.65' 15.84 CH = 1045.44' 286.34'100'N69°54'W 806.51'100'30'D=1° CR 1° CR R=5729.58' N72°41'WNORTH 343'2.5 CH LOT 4 NO 440 RIVER 1 16 82.82' 1/4 COR MC 293'9.64 CHN1°17'E (N0°10'E)11 1 7 .9 ' & E A S T 1 3 5 3 .7 '287.40'151.61'2.34 CHN12°24'E194.54'30'60'N89°50'58"E 934.53 & S89°55'14"W J M MANN DLC 49 ESE COR POWERS S56°30'E 20.25 CH =1864.5' 100 APPROX 15.16 CH = S8 3°3'4 0"W S89°50'45"E 1431.53' N76°13'W 303 N86°30'W 136.36 CH=881.76'8.4 CHGAP WEST 630± 683.76'S8°30'E57.76 CHNORTH 2834'EAST64.11' 1/4 COR S68°30'W 2.14 CH= MC G O V T M E A N D E R L IN E 1/4 COR 1/4 COR S60°W 2.77CH= S82°5'E 15.15 CH = 999.9' APPROX CO SURVEY #1503 APRIL 1906 30' 29 9.7 1 ' O F N E C O R D L C #4 9 9.64 CH JESSE M MANN 0.78 CH = 51.48' MC MC 283.63'171.94'59.62 CH M/LSOUTH 91 RODS = 1501.5'30'S77°0'10"E 829.09'202.52'203.63'POINTINITIALN6°27'EN7 ° 2'5 0 " E20.15'N83°3'15"W 877.68' 567.59'417.42'N0°4'46"W 2166.85'NE CORN JOHNSON 50'SOUTH 4.16 CH197.82' 5.82 CH N3°16'30"E27 CH = 1782' NE COR LEBANON - GOSHEN LINE205.48'S77°06'55"E 533.15' 176'30'MC (WEST) 10.36 CH N87°53'W 864'±S8 1 °39 '30 "W P O I N T I S S O U T H POINT 413.88' N77°0'10"W S 0°4'40"W S89°55'14"W 647.38'417.42'139.3'NW COR A S POWERS DLC 49 19.94 CH = 920.44'S0°4'46"ES8 3°3'4 0"W 71.11'N0°4'46"W 707.25'CH=S59°3'E 40'80' DLC 74DLC 62A S POWERSSSE COR 631.71'S8 3°3'4 0"W 136 2.91 '155'50.03 CH S76°56'E 578.78' S89°30'06"ES12°24'W40'N0°4'46"WDLC 49N JOHNSON DLC 61 1363.46 ' 60'34.6 CH = 2254.56'13.39 CHDLC 49 LOT 1 COUNTY I-105 493.57'S0°9'17"E 661.35' FROM 208.71' INT ELL COR 21.52 CH = 1420.24'574.87'321.90'N0°4'46"W 983.68'90'435'NE CORDANIEL HARKINS S0°10'30"E 321.83'14 43.20 ' A S POWERSNE COR N70°45'W175.09'100'440'85.34' DLC 49 100.16'125'100'29 CH = 1914'5.68 CH N89°0'20"W CH=S65°23'E100'30'546.49'Tc=273.53' 378.27'Tc=189.19'S5°8'E139.88'41.50 CHLC=S71°28'E (GRID) N67°26'W 193.94' WEST ALBERT S POWERS R=5729.58'R=5729.58' Δ=3°47' 264' N82°30'W 28.52 CH34.16 CHTs=583.97' N75°W 264'2.5 CH 18.92 CH = 1248.72'N0°6'ELOT 3 LOT 5 3 1.6 8'L=378.33' LC=S72°18'30"E (GRID)S5°8'E102.45'9.59 CH SW COR NW COR PCL 2 INTERSTATE 105 ROADEASEMENTRIVERDLC 49 LOT 2 NORTH 52ND STA S POWERS PCL 1 EUGENE SPRINGFIELD 6789 3 101456th St.15 512 27 LEFT BANK CIRCA 2008 2002-P1634P14792001-29 21 INITIAL S.37831 52NDST.N.RIGHT BANK OF RIVER BY APPROX 80.27 CH S89°53'18"ES86°43'30"E DLC 74 42.08 CH = 2777.28'EWEB ROADR 383\17472 (3-14-63)299'202.52'173' 1 0 .0 6 '30'20'870.49'462.20'60' NNW COR DLC 62 15.84 CH = 1045.44'29 CH = 1914'S0°10'13"E 805.45'N71°36'55"W CH=S62°13'E90'Δ=5°28'L=546.67' D=1° CL S74°12'E (GRID) 1328.77'11.26 CH9.59 CH 19.26 CHMCKENZIE MCKENZIE2411LEFT BANK C IRCA 2008N07°32'34"W N19°28'57"W212.37'S86°36'02"E S 8 6 °2 2 '4 8 "E 42.08'PCL. 2 N4°36'27"W344.35'92.86'S6°45'24"E54.30' N30°43'36"WN7°07'21" ES88°17'16"E S57°05'05"E 702.48' 773.69' 902 PCL. 2 116.50'2 3 5.2 2' 147.50'222.20'N 62°35'27"EN 17°25'34" W 163.82'S12°46'45"E 93.26'N45°07'06"E295.45'166.20'N89°06'37"E 53.90'N1°13'01"WS24°04'40"E N89°59'33"W S.44191 373.73'426.04'1246.16'I.P.2017-P2783159.84'PCL. 1 328.06' N89°52'20"W P28582019-354.31'S89°09'58"E 257.25'N00°08'44"W165.07' PARCEL 1 PARCEL 2 368.73'458.40'N89°55'44"E S. 44688 N89°09'58"W 327.01' IP406 POINT PCL. 2 N 33°2 2'4 4"W68.57'N0°53'22"E 501'S42°53'21"E 656.13' 1201.76'S0°01'20"WR=113.23'N00°05'09"WS83°02'03"E 876.45'250'S82°28'45"E 1042.86' S77°06'55"E142.99' 967.44' 1468'N89°50'04"E S00°10'02"E 1980.83'N88°36'39"E 685.91'988.15'1108.51'S82°28'45"E 1042.86'350'SOUTH1053.34'WEST 1120.28' 3.85 AC 3.41 AC 0.44 AC 0.23 AC0.36 AC 1.88 AC 0.34 AC 2.48 AC 2 AC 24.5 AC 1.95 AC 1.34 AC 48 AC 46.87 AC 1.75 AC 0.85 AC 4.37 AC 0.14 AC 2.8 AC 0.22 AC 4.4 AC 7.79 AC 194.9 AC 40.57 AC29.6 AC 2.77 AC 5.8 AC 146.27 AC 2.75 AC. S 93.41 AC. S 7.16 AC .15 AC .S 7.01 AC .S 30.15 AC 160 5000490048004700 100046004500 110024001200230013001400150016002100 1700180019002000 102 901 700800802 600 404 405 403 402 101 304 103 401 302 301 2600 2200 2500 2700 408 400 500 904903 407 305 300 307 306 019-00 019-00 019-01 019-02019-09 SEE MAP17022900 SEE MAP17023311 SEE MAP17023321 SEE MAP17022200 SEE MAP17023312 SEE MAP17022100 SEE MAP17022834 SEE MAP17022700 SEE MAP17022843 SEE MAP17023422 SEE MAP17022912 SEE MAP17023323 SEE MAP17022133SEE MAP17022000 SEE MAP17023324 SEE MAP17023200 SEE MAP17023313 SEE MAP17022913 FOR ASSESSMENT ANDTAXATION ONLY SECTION 28 T.17S. R.2W. W.M.Lane County1" = 400' CANCELLED1003039003022600220025002700400902406 17022800SPRINGFIELD SPRINGFIELD17022800 LCATSKP - 2019-11-18 10:27 REVISIONS11/16/2010 - LCAT155 - CONVERT MAP TO GIS10/10/2013 - LCAT142 - PTN 401 OUT TO NORTH 52ND STREET03/07/2018 - LCAT174 - CANC TL 902 IN TO 2017-P278305/13/2019 - LCAT148 - CANC TL 406 INTO 2019-P285809/25/2019 - LCAT148 - CORRECT TAX CODE LABELS TO MATCH TCA11/18/2019 - LCAT148 - NTL 305, 306, 307 OUT OF TL 30011/18/2019 - LCAT148 - LLA BETWEEN TL 300 & TL 306 City of Springfield Concurrent Metro Plan and Zoning Map Amendments Application Attachments ATTACHMENT B Property Deed Produced using RLID (www.rlid.org) on 01/10/2024 at 11:26 AM Produced using RLID (www.rlid.org) on 01/10/2024 at 11:26 AM City of Springfield Concurrent Metro Plan and Zoning Map Amendments Application Attachments ATTACHMENT C FIRM panels 41039C1166F and 41039C1162F City of Springfield Concurrent Metro Plan and Zoning Map Amendments Application Attachments ATTACHMENT D Vicinity Map – Existing Plan Designations K i z e rSlough City of Springfield: Existing Zoning Map Esri Community Maps Contributors, Oregon State Parks, State of Oregon GEO, © OpenStreetMap, Microsoft, Esri, TomTom, Garmin, SafeGraph, GeoTechnologies, Inc, METI/NASA, USGS, Bureau of Land Management, EPA, NPS, US Census Bureau, USDA, USFWS Taxlots (RLID) Urban Growth Boundary Springfield UGB Only Zoning R-1 Residential Light Medium Industrial Heavy Industrial Quarry & Mine Operations 1/10/2024, 11:47:35 AM 0 0.06 0.110.03 mi 0 0.09 0.170.04 km 1:4,514 City of Springfield MapSpring Application Requester assumes all responsibility for the use of this product and agrees to hold harmless the City of Springfield against any loss or damage arising from any error, omission or positional inaccuracy City of Springfield Concurrent Metro Plan and Zoning Map Amendments Application Attachments ATTACHMENT E Vicinity Map – Existing Zoning Districts K i z e rSlough City of Springfield: Existing Zoning Map Esri Community Maps Contributors, Oregon State Parks, State of Oregon GEO, © OpenStreetMap, Microsoft, Esri, TomTom, Garmin, SafeGraph, GeoTechnologies, Inc, METI/NASA, USGS, Bureau of Land Management, EPA, NPS, US Census Bureau, USDA, USFWS Taxlots (RLID) Urban Growth Boundary Springfield UGB Only Zoning R-1 Residential Light Medium Industrial Heavy Industrial Quarry & Mine Operations 1/10/2024, 11:47:35 AM 0 0.06 0.110.03 mi 0 0.09 0.170.04 km 1:4,514 City of Springfield MapSpring Application Requester assumes all responsibility for the use of this product and agrees to hold harmless the City of Springfield against any loss or damage arising from any error, omission or positional inaccuracy City of Springfield Concurrent Metro Plan and Zoning Map Amendments Application Attachments ATTACHMENT F Proposed Plan Diagram Amendment K i z e rSlough City of Springfield: Existing Zoning Map Esri Community Maps Contributors, Oregon State Parks, State of Oregon GEO, © OpenStreetMap, Microsoft, Esri, TomTom, Garmin, SafeGraph, GeoTechnologies, Inc, METI/NASA, USGS, Bureau of Land Management, EPA, NPS, US Census Bureau, USDA, USFWS Taxlots (RLID) Urban Growth Boundary Springfield UGB Only Zoning R-1 Residential Light Medium Industrial Heavy Industrial Quarry & Mine Operations 1/10/2024, 11:47:35 AM 0 0.06 0.110.03 mi 0 0.09 0.170.04 km 1:4,514 City of Springfield MapSpring Application Requester assumes all responsibility for the use of this product and agrees to hold harmless the City of Springfield against any loss or damage arising from any error, omission or positional inaccuracy City of Springfield Concurrent Metro Plan and Zoning Map Amendments Application Attachments ATTACHMENT G Proposed Zoning Map Amendment K i z e rSlough City of Springfield: Proposed Zoning Map Esri Community Maps Contributors, Oregon State Parks, State of Oregon GEO, © OpenStreetMap, Microsoft, Esri, TomTom, Garmin, SafeGraph, GeoTechnologies, Inc, METI/NASA, USGS, Bureau of Land Management, EPA, NPS, US Census Bureau, USDA, USFWS Taxlots (RLID) Urban Growth Boundary Springfield UGB Only Zoning R-1 Residential Light Medium Industrial Heavy Industrial Quarry & Mine Operations 1/10/2024, 11:51:14 AM 0 0.06 0.110.03 mi 0 0.09 0.170.04 km 1:4,514 City of Springfield MapSpring Application Requester assumes all responsibility for the use of this product and agrees to hold harmless the City of Springfield against any loss or damage arising from any error, omission or positional inaccuracy City of Springfield Concurrent Metro Plan and Zoning Map Amendments Application Attachments ATTACHMENT H Transportation Planning Rule Analysis Prepared by Kelly Sandow, PE, Sandow Engineering 160 Madison Street, Suite A Eugene, Oregon 97402 541.513.3376 HYLAND- HIGH BANKS TRANSPORTATION PLANNING RULE ANALYSIS SPRINGFIELD, OR May 9, 2024 SANDOW ENGINEERING TRAFFIC IMPACT ANALYS Springfield May 9, 2024 # ! ## !## # # "# #6101 1 High Banks TPR 5.9.24 SANDOW ENGINEERING EXECUTIVE SUMMARY This report provides the Transportation Planning Rule Analysis prepared for the proposed Metro Plan Amendment and Zone Change for Tax Lots 402 and 405 of Assessor’s Map 17-02- 28-00 in Springfield, Oregon. The site is approximately 25.4 acres and is currently vacant. The existing zoning is Quarry and Mine Operations (QMO) and Low Density Residential. The proposal is a Metro Plan Amendment and rezone to Light Medium Residential (LMI). The proposed zone change triggers an evaluation as per Oregon Administrative Rule, OAR 660-012- 0060, the Transportation Planning Rule (TPR). The development proposal is an RV Storage facility with 302 RV spaces. The development proposal does not trigger a Traffic Impact Analysis as per SDC 4.2.105(B)(2). Therefore, the study is limited to TPR Analysis. The following report recommendations are based on the information and analysis documented in this report. FINDINGS • The addition of development trips does not trigger any intersections to not meet the applicable standards. • Highway 126 at Main Street: This intersection is projected to not meet the v/c standards in the year 2035 background conditions. The added trips from the proposed zone change will not worsen the v/c. • Highway 126 at 52nd Street: This intersection is currently not meeting ODOT’s mobility standards (year 2024 operations) and will continue to not meet the standard through the year 2035. The addition of trips from the worst-case development potential within the proposed zoning will worsen the v/c. Therefore, causing further degradation. The City has identified improvements in the form of an interchange as priority project R-40 within the TSP. This project is currently not funded. Therefore, is not reasonably assumed to be completed within the TSP horizon year. As described in Section 7.0 of this report, the capacity improvements necessary to improve the v/c are not proportional to the impact the proposed one change will have at this intersection. As per the TPR, in lieu of a physical mitigation the applicant can elect to mitigate the impacts with other transportation management options. This includes a trip cap on the subject site. Highway 126 at 52nd Street is within the jurisdiction of ODOT. As defined in the Oregon Highway Plan Action 1F.5, at ODOT intersections where the v/c is currently not meeting the standards, a plan amendment that would constitute a “small 2 High Banks TPR 5.9.24 SANDOW ENGINEERING increase” in traffic is automatically considered to not cause further degradation. The small increase is defined as fewer than 400 additional daily trips. The existing zoning would generate 87 daily trips. Therefore, the site can generate up to 487 daily trips before any physical mitigation is triggered. The applicant would like to request a trip cap of 487 PM peak hour trips. 3 High Banks TPR 5.9.24 SANDOW ENGINEERING CONTENTS BACKGROUND ..................................................................................................................... 5 1.1 SITE INFORMATION .............................................................................................................. 5 1.2 DEVELOPMENT PROPOSAL ................................................................................................... 5 1.3 ANALYSIS SCOPE ................................................................................................................... 5 FIGURE 1- VICINITY MAP AND SITE LOCATION ................................................................................................... 7 TPR TRIP GENERATION AND DISTRIBUTION ....................................................................... 8 2.1 EXISTING ZONING TRIP GENERATION .................................................................................. 8 TABLE 1: PM PEAK HOUR TRIP GENERATION- EXISTING ZONING ....................................................................... 8 2.2 POTENTIAL ZONING .............................................................................................................. 8 TABLE 2: PM PEAK HOUR TRIP GENERATION-PROPOSED LMI ZONING .............................................................. 9 TABLE 3: PM PEAK HOUR TRIP COMPARISON .................................................................................................. 10 FIGURE 2 –PM PEAK HOUR DEVELOPMENT TRIPS ............................................................................................ 11 EXISTING ROADWAY CONDITIONS ................................................................................... 12 3.1 STREET NETWORK .............................................................................................................. 12 TABLE 4: ROADWAY CHARACTERISTICS WITHIN STUDY AREA ......................................................................... 12 3.2 STUDY INTERSECTIONS ....................................................................................................... 12 FIGURE 3- INTERSECTION CONTROL AND LANE CONFIGURATION ................................................................... 14 CRASH ANALYSIS ............................................................................................................... 15 TABLE 5: INTERSECTION CRASH RATE ............................................................................................................... 15 TABLE 6: INTERSECTION CRASH PATTERNS ...................................................................................................... 15 BACKGROUND TRAFFIC VOLUMES ................................................................................... 17 5.1 INTERSECTION COUNTS ..................................................................................................... 17 5.2 FUTURE YEAR BACKGROUND VOLUMES ............................................................................ 17 5.3 FINAL TRAFFIC VOLUMES ................................................................................................... 17 FIGURE 4- YEAR 2024 PM PEAK HOUR EXISTING TRAFFIC VOLUMES ............................................................... 18 FIGURE 5- YEAR 2035 PM PEAK HOUR BACKGROUND TRAFFIC VOLUMES ...................................................... 19 FIGURE 6- YEAR 2035 PM PEAK HOUR TRAFFIC VOLUMES WITH ZONE CHANGE ............................................ 20 INTERSECTION ANALYSIS .................................................................................................. 21 6.1 PERFORMANCE MEASURES ................................................................................................ 21 TABLE 7: HCM LEVEL OF SERVICE FOR INTERSECTIONS .................................................................................... 21 6.2 INTERSECTION ANALYSIS RESULTS ..................................................................................... 22 TABLE 8: INTERSECTION PERFORMANCE: WEEKDAY PM PEAK HOUR ............................................................. 22 6.3 QUEUE ANALYSIS ................................................................................................................ 22 4 High Banks TPR 5.9.24 SANDOW ENGINEERING TABLE 9: INTERSECTION QUEUING: WEEKDAY PM PEAK HOUR ....................................................................... 23 INTERSECTION IMPROVEMENTS ....................................................................................... 24 TABLE 10: INTERSECTION QUEUING: WITH MITIGATION ................................................................................. 25 TRANSPORTATION PLANNING RULE FINDINGS ................................................................ 25 TABLE 11: EXISTING STREET CLASSIFICATION ................................................................................................... 26 CONCLUSION ..................................................................................................................... 28 FINDINGS........................................................................................................................................................... 28 LIST OF APPENDICES APPENDIX A: SCOPE OF WORK APPENDIX B: CRASH DATA APPENDIX C: TRAFFIC VOLUMES APPENDIX D: SYNCHRO OUTPUTS APPENDIX E: QUEUING OUTPUTS APPENDIX F: MITIGATION OUTPUTS 5 High Banks TPR 5.9.24 SANDOW ENGINEERING BACKGROUND 1.1 SITE INFORMATION The site is located north of High Banks Road, approximately 1,300 feet north of the intersection with 52nd St, at Tax Lots 402 and 405 of Assessor’s Map 17-02-28-00 in Springfield, Oregon. The site is approximately 25.4 acres and is currently vacant. Figure 1 illustrates the site plan. Access to the site is via a private drive connecting to the High Banks Road/52nd Street intersection. 1.2 DEVELOPMENT PROPOSAL The site is currently zoned both Quarry and Mine Operations and Low-Density Residential (R-1) with a Sand and Gravel and Low-Density Residential Plan Designation. The applicant is proposing to rezone both lots to Light-Medium Industrial (LMI) with a Metro Plan Designation of Light Medium Industrial. The applicant is proposing to develop the site as an RV Storage Facility with 302 RV Spaces. 1.3 ANALYSIS SCOPE The development proposal of an RV Storage facility does not trigger an evaluation of impacts as per the City’s TIA criteria for developments. Therefore, a Traffic Impact Analysis is not triggered. The proposed zone change and Metro Plan Amendment trigger an evaluation consistent with the Transportation Planning Rule criteria (TPR), Oregon Administrative Rule (OAR) 660-012- 0060. This evaluation considers the impacts from the “reasonable worst-case” development potential within the proposed zoning consistent with the City’s Transportation System Plan. The traffic study is performed in accordance with the City of Springfield standards and criteria. Appendix A contains the Scope of Work. An intersection analysis was performed for the adjacent intersections at the following locations: • High Banks Rd at Site Access • High Banks Road at 52nd Street • 52nd St at Highway 126 • 58th St at Thurston Road • Highway 126 at Main Street 6 High Banks TPR 5.9.24 SANDOW ENGINEERING The operational analysis was performed at the study area intersections for the weekday PM peak period (4:00-6:00 PM). Consistent with the City’s Transportation System Plan, the operational analysis is performed for the following conditions: • Existing conditions, year 2024 • End of TSP Planning Horizon, year 2035, with and without proposed zone change impacts ENGINEERING Figure 1: Site Location and Vicinity MapHigh Banks TPR Springfield, ORSANDOW 160 Madison Ave Suite A Eugene, Oregon 97402 - 541.513.3376 - sandowengineering.com 32nd StMain St42nd StFStHighBanks Rd52nd StThurston RdHwy126MarcolaRdCa mp Creek R d Hayden Bridge RdNSiteLEGEND48th St 42nd St58th St 28th St Daisy St 8 High Banks TPR 5.9.24 SANDOW ENGINEERING TPR TRIP GENERATION AND DISTRIBUTION To be consistent with TPR findings, the traffic generated by the proposed zoning needs to be found to not have a significant effect on the adjacent transportation system. This is achieved by first determining if the proposed zoning will have a higher impact on the surrounding transportation system than the existing zoning. This is done by evaluating a reasonable “worst-case” development scenario for the existing and the proposed land use. If the proposed zoning has a higher trip generation, then an evaluation of the impacts to the transportation system is required. 2.1 EXISTING ZONING TRIP GENERATION The existing zoning of Tax Lot 402 is Quarry and Mine Operations with Organizable Fringe Overlay (QMO/UF-10). Uses allowed in the QMO zoning are: • Extraction, storage, and processing of rocks and minerals. Tax Lot 405 is split zoning of approximately 0.36 acres QMO and approximately 0.53 acres of Low-Density Residential (R-1). Uses allowed in the R-1 zoning are: • Residential uses: Single family, duplex, triplex, townhomes, and cluster housing. The worst-case development potential of the QMO zone is quarry/rock processing. The ITE Trip Generation manuals do not have trip rates for quarry/rock processing use. However, this site is a former quarry site, and extraction has already occurred. Therefore, the trips from this parcel will be minimal to none under the existing zoning. The maximum density of R-1 is 14 units for Single Family. At approximately 0.53 acres, the max density for the site would be 7 single-family units. Table 1 below provides the trip generation estimate for the existing zoning. TABLE 1: PM PEAK HOUR TRIP GENERATION- EXISTING ZONING ITE Code Rate Trips 210- Single Family Detached Ln(t)=0.94ln(x)+0.27 8 The existing zoning could reasonably be developed with up to 6 single family units generating 7 PM peak hour trips. 2.2 POTENTIAL ZONING The proposed zoning is Light-Medium Industrial (LMI). The allowed uses within LMI that would be likely for this size of the lot and the uses with the higher trip generators are:  Manufacturing  Office/Headquarters 9 High Banks TPR 5.9.24 SANDOW ENGINEERING  Industrial Park Specific development standards for LMI zoning include a 10’ setback and no maximum building height. MANUFACTURING Based on other manufacturing facilities within the Springfield/Eugene area, the total building footprint is calculated as per the following: • 25.39 acres= 1,105,988 sf • Minimum landscaping 20%= 221,198 sf landscaping areas include stormwater facilities • Parking, drive aisle, loading docks, etc. 55%= 608,294 sf • Building footprint= 276,497 sf • Assume 25% building footprint contains 2 stories similar to the other uses = 337,326 total square footage. The trips to the site are estimated using ITE Trip Generation Manual Land Use 140- Manufacturing. Table 2 below provides the PM peak hour trip generation estimates for this scenario. OFFICE/HEADQUARTERS Single office buildings are not allowed to exceed 2,000 square feet unless abutting an arterial or collector street. As this site does not abut an arterial or collector street, the site could not be developed as exclusively office or office headquarters. INDUSTRIAL PARK Tax Lot 400, directly south of this site, is zoned LMI and is constructed in an industrial park type layout. These buildings are a mix of 1 and 2 stories and contain a variety of tenants. The development in Tax lot 400 contains approximately 160,000 sf of building space over 7.79 acres. The layout appears to have a reasonable maximum building square footage when compared to the parking, landscaping, etc. Tax Lot 400 has a ratio of building square footage to acre of 20,550 sf/acre. Applying the 20,550-sf building area per acre, the subject site, at 25.4 acres, would have approximately 522,000 sf of building area. The ITE Land Use category that most closely matches this use is 130-Industrial Park. Table 2 provides the trip generation estimates for this scenario. TABLE 2: PM PEAK HOUR TRIP GENERATION-PROPOSED LMI ZONING ITE Code Rate Trips 140-Manufacturing T=0.87(x)-17.5 276 130- Industrial Park 0.34 177 10 High Banks TPR 5.9.24 SANDOW ENGINEERING The reasonable worst-case development scenario would generate 284 PM peak hour trips. The entering and exiting splits are illustrated in Table 3 below. As demonstrated, the increase in trips from the zone change will increase the total trips by 276. Therefore, an intersection evaluation is required for this zone change proposal. TABLE 3: PM PEAK HOUR TRIP COMPARISON Total In Out Existing Zoning 8 5 3 Proposed Zoning 276 86 190 Increase 268 81 187 As the site is vacant, the total trips (276) are to be distributed to the study area for an evaluation of the impacts. The trips are distributed on the system based on the existing travel patterns in the area and the reasonable origins and destinations. Figure 2 illustrates the trip distribution during the PM peak hour. ENGINEERING Figure 2: PM Peak HourDevelopment Trip DistributionHigh Banks TPR Springfield, ORSANDOW 160 Madison Ave Suite A Eugene, Oregon 97402 - 541.513.3376 - sandowengineering.com Main St42nd StHighBanksRd52nd StThurston Rd58th StHwy126Daisy St123541. High Banks @Private Dr2. 52nd @High Banks3. 52nd @Hwy 1264. 58th @Thurston Road5. Main @Hwy 1261351285811217201398812444193716. 52nd @Site Access71193NSiteLEGEND6164297148th St 12 High Banks TPR 5.9.24 SANDOW ENGINEERING EXISTING ROADWAY CONDITIONS 3.1 STREET NETWORK Streets included within the study are Highway 126, High Banks Road, 52nd Street, 58th Street, and Main Street. The roadway characteristics within the study area are included in Table 4. Figure 3 illustrates the street classifications and the study area intersection geometry and access control. TABLE 4: ROADWAY CHARACTERISTICS WITHIN STUDY AREA Characteris�c Highway 126 High Banks Rd 52nd St 58th St Main St Jurisdic�on ODOT City City City ODOT Func�onal Classifica�on Statewide Freight Route Major Collector Major Collector Major Arterial Statewide Speed 55 mph 35 mph 40 mph 35 mph 35 mph Lanes per Direc�on 2 1 1 1 2 Center Le� Turn lane None Yes None South of E St TWLTL Restric�ons in the Median Divided Highway None None None None Bikes Lanes Present None Yes None Yes Yes Sidewalks Present None Yes None Yes Yes Transit Route Yes No Stops None None South of Thurston Yes On-Street Parking None None None Yes None 3.2 STUDY INTERSECTIONS Intersections included in the study are: • High Banks Rd at Site Access • High Banks Road at 52nd Street • Highway 126 at 52nd Street 13 High Banks TPR 5.9.24 SANDOW ENGINEERING • 58th St at Thurston Road • Highway 126 at Main Street Figure 2 provides the study area geometry and access control. High Banks Road at 52nd Street: This intersection is a nonconventional “T”-Intersection. 52nd St/High Banks Road constitutes the free movement, and the local street/north section of High Banks is the stopped approach. Highway 126 at 52nd Street: This is a 4-way signalized intersection. The Highway 126 approaches have separate left turn movements with protected-only phasing. Southbound 52nd Street has a separate right turn pocket controlled by the signal. Northbound 52nd Street has a separate right turn pocket that is stop-controlled. There are crosswalks along the north, south, and east approaches. 58th Street at Thurston Road: This is a 4-way intersection controlled by a single-lane roundabout. There are crosswalks on all four approaches. Highway 126 at Main Street: This is a 4-way signalized intersection. The southbound and westbound right turns are yield movements that occur outside the traffic signal. All four approaches have separate left and right turn pockets. All left turn movements have protected phasing. There are marked crosswalks on the north, south, and west approaches. ENGINEERING Figure 3: Lane Configuration and Street ClassificationHigh Banks TPR Springfield, ORSANDOW 160 Madison Ave Suite A Eugene, Oregon 97402 - 541.513.3376 - sandowengineering.com Main St42nd StHighBanks Rd52nd StThurston Rd58th StHwy126Daisy St12354NStreet Classification Local RoadMinor ArterialMajor CollectorMajor ArterialMinor CollectorLEGENDSite1. High Banks @Private Dr3. 52nd @Hwy 1264. 52nd @Hwy 126 RoadYIELDYIELDYIELDYIELD5. Main @Hwy 126YIELD 2. 52nd @High BanksSTOP48th St 15 High Banks TPR 5.9.24 SANDOW ENGINEERING CRASH ANALYSIS A crash evaluation was performed for the study area intersection. The analysis investigates crash data available for the most recent 5 years, 1/1/2017-12/31/2021, to determine the crash rate in crashes per million entering vehicles and the type of crashes that occurred. The year 2022 data is not complete. Therefore, the data was reviewed for patterns but not included in the crash rate calculation. The crash analysis follows the Critical Crash Rate methodology outlined in ODOT’s Analysis Procedures Manual. The intersection crash rates are compared to the calculated Critical Crash Rates. If the crash rate exceeds the Critical Crash Rate, the intersection is further evaluated for possible mitigation measures. The crash data is provided in Appendix B. The crash rates are provided in Table 5. Table 6 summarizes the crash data. TABLE 5: INTERSECTION CRASH RATE Loca�on Intersec�on Type Number of Crashes AADT MEV Crash Rate Cri�cal Crash Rate 52nd at High Banks Stop Control 5 7,830 14.29 0.35 0.59 Under 52nd at Hwy 126 Signal 39 31,390 57.29 0.68 0.61 Over 58th at Thurston Stop Control 4 8,098 14.76 0.27 0.58 Under Hwy 126 at Main St Signal 18 36,810 67.18 0.27 0.60 Under *(crashes/million entering vehicles) 52nd Street at Hwy 126 has a crash rate higher than the Critical Crash Rate for the study area. All other intersections have crash rates under the Critical Crash Rate. TABLE 6: INTERSECTION CRASH PATTERNS Loca�on Number of Crashes Types of Crashes Head Rear Side Turn Other Pedestrian/ Bike 52nd at High Banks 5 1 0 0 1 3 0 52nd at Hwy 126 39 0 31 1 8 6 0 58th at Thurston 4 0 2 0 1 1 0 Hwy 126 at Main St 18 0 10 1 5 2 0 *(crashes/million entering vehicles) The intersection of 52nd at Highway 126 has a crash rate that is over the Critical Crash Rate. A majority of the crashes (31) are classified as rear-end or turn crashes. Of the 31 rear-end collisions, 3 involved southbound vehicles, 2 involved westbound vehicles, and the remaining 26 crashes were on Highway 126 with a pretty even split between east and west directions. 16 High Banks TPR 5.9.24 SANDOW ENGINEERING The patterns are consistent with the higher volume/higher congested approaches. Of the 8 turning movement crashes, 3 were from eastbound vehicles making a right turn onto 52nd Street, colliding with a northbound vehicle waiting at the stop bar, and 5 of the crashes involved northbound left-turning vehicles colliding with a conflicting movement. A majority of these types of crashes had the error assigned to the left-turning vehicle. There is no apparent crash pattern with the remainder of the crashes. No crash mitigation is recommended. 17 High Banks TPR 5.9.24 SANDOW ENGINEERING BACKGROUND TRAFFIC VOLUMES 5.1 INTERSECTION COUNTS Recent traffic counts were collected in March of 2024 at the study intersections from 4:00- 6:00 PM. The peak hour of the system is 4:45-5:45 PM. The traffic volumes are included in Appendix C. 5.2 FUTURE YEAR BACKGROUND VOLUMES Consistent with the TPR criteria, the intersections were evaluated for the year of the City of Springfield’s TSP planning horizon, year 2035. An annual growth rate was applied to account for naturally occurring traffic increases between the count year and the future analysis year. The City standard growth rate of 2% per year was used for this study. The 2.0% per year rate was applied to the 2024 counts to estimate year 2035 volumes. 5.3 FINAL TRAFFIC VOLUMES The existing traffic volumes were adjusted according to the methodology described above. Appendix C provides the traffic volume calculations. The development trips are added to the background traffic to volume to represent the build conditions. The traffic volumes are provided in the following figures: • Figure 4- Year 2024 PM Peak Hour • Figure 5- Year 2035 PM Background • Figure 6- Year 2035 PM with Zone Change ENGINEERING Figure 4: Year 2024 PM Peak Hour Traffic VolumesHigh Banks TPR Springfield, ORSANDOW 160 Madison Ave Suite A Eugene, Oregon 97402 - 541.513.3376 - sandowengineering.com Main St42nd StHighBanksRd52nd StThurston Rd58th StHwy126Daisy St123541. High Banks Rd@Private Dr3. 52nd @Hwy 1264. 58th @Thurston Road 5. Main@Hwy 126206216514123811670276139121019228021220267110014595111406833108745127932494357844048306916NSiteLEGEND48th St 2. 52nd @High Banks3061951748th St 6205 ENGINEERING Figure 5: Year 2035 PM Peak Hour Traffic VolumesHigh Banks TPR Springfield, ORSANDOW 160 Madison Ave Suite A Eugene, Oregon 97402 - 541.513.3376 - sandowengineering.com Main St42nd StHighBanks Rd52nd StThurston Rd58th StHwy126Daisy St123541. High Banks Rd @Private Dr3. 52nd @Hwy 1264. 58th @Thurston Road5. Main@Hwy 126251267627151014285337161113121112342215243287122177116213495101613290915511330452705537593771120NSiteLEGEND2. 52nd @High Banks37723631725048th St ENGINEERING Figure 6: Year 2035 PM Peak Hour Traffic Volumes With Zone ChangeHigh Banks TPR Springfield, ORSANDOW 160 Madison Ave Suite A Eugene, Oregon 97402 - 541.513.3376 - sandowengineering.com Main St42nd StHighBanksRd52nd StThurston Rd58th StHwy126Daisy St123541. High Banks Rd @Private Dr3. 52nd @Hwy 1264. 58th @Thurston Road5. Main @Hwy 126386273568515101428534728111312211936231524329012218611622150310281369091551133085270953759230711916. 52nd @Site Access71193NSiteLEGEND48th St 62. 52nd @High Banks20136946317250 21 High Banks TPR 5.9.24 SANDOW ENGINEERING INTERSECTION ANALYSIS 6.1 PERFORMANCE MEASURES The City of Springfield uses a Level of Service (LOS) standard for intersections under the City’s jurisdiction. The LOS standard is based on the Highway Capacity Manual (HCM) defined level of service (LOS). LOS is a concept developed to quantify the degree of comfort (including such elements as travel time, number of stops, total amount of stopped delay, and impediments caused by other vehicles) afforded to drivers as they travel through an intersection or along a roadway segment. It was developed to quantify the quality of service of transportation facilities. LOS is based on average delay, defined as the average total elapsed time from when a vehicle stops at the end of a queue until the vehicle departs from the stop line. Average delay is measured in seconds per vehicle per hour and is then translated into a grade or “level of service” for each intersection. LOS ranges from A to F, with A indicating the most desirable condition and F indicating the most unsatisfactory condition. Springfield has a standard of LOS D. The LOS criteria, as defined by the Highway Capacity Manual (HCM 6) for signalized intersections, are provided in Table 7. TABLE 7: HCM LEVEL OF SERVICE FOR INTERSECTIONS Stopped Delay Per Vehicle (Seconds per Vehicle) Unsignalized Intersec�ons Signalized Intersec�ons A ≤ 10.0 ≤ 10 B > 10.0 and ≤ 15.0 > 10 and ≤ 20 C > 15.0 and ≤ 25.0 > 20 and ≤ 35 D > 25.0 and ≤ 35.0 > 35 and ≤ 55 E > 35.0 and ≤ 50.0 > 55 and ≤ 80 F > 50.0 > 80 Oregon Department of Transportation uses a volume-to-capacity ratio (v/c) for intersections within their jurisdiction. Volume-to-capacity ratio describes the capability of an intersection to meet volume demand based on the maximum number of vehicles that could be served in an hour. As defined in the Oregon Highway Plan, the V/C thresholds are based on roadway classification and speed. Highway 126 is a Freight Route and Expressway on a Statewide 22 High Banks TPR 5.9.24 SANDOW ENGINEERING Highway within an MPO, with a posted speed of 55 mph. The maximum v/c threshold for the traffic signals on Highway 126 is 0.85. 6.2 INTERSECTION ANALYSIS RESULTS A performance analysis was conducted for the studied intersections for the Years 2024 and 2035 conditions during the PM peak hour. The intersection evaluation was performed using Synchro 10, utilizing the HCM 6 methodology, for the signalized and stop-controlled intersections. ODOT Roundabout Methodology was used to calculate the LOS for the roundabout. The results are shown in Table 8. The SYNCHRO and roundabout calculation outputs are provided in Appendix D. TABLE 8: INTERSECTION PERFORMANCE: WEEKDAY PM PEAK HOUR Intersec�on Mobility Standard LOS/ v/c 2024 Background 2035 Background 2035 Build 52nd at High Banks D B B C 52nd at Hwy 126 0.85 0.92 0.94 1.01 58 at Thurston D A A A Hwy 126 at Main St 0.85 0.75 0.88 0.88 High Banks at Access D A A A 52nd at Private Dr D A A A The intersection of Highway 126 at 52nd Street is currently not meeting ODOT’s mobility standards and will continue to not meet the standard through the year 2035. The addition of trips from this site will worsen the v/c. The intersection of Highway 126 at Main Street is projected to not meet the v/c standards in the year 2035 background conditions. The added trips from the proposed zone change will not worsen the v/c. 6.3 QUEUE ANALYSIS A queuing analysis was conducted for the studied intersections. The signalized and stop- controlled queuing analysis was performed using SimTraffic, a microsimulation software tool that uses the HCM-defined criteria to estimate the queuing of vehicles within the study area. ODOT’s Roundabout Methodology was used to calculate the roundabout queues. The average and 95th percentile queuing results are illustrated in Table 9. All results are rounded to 25 feet to represent the total number of vehicles in the queue, as one vehicle typically occupies 25 feet of space. The SimTraffic and roundabout calculation outputs are provided in Appendix E. 23 High Banks TPR 5.9.24 SANDOW ENGINEERING TABLE 9: INTERSECTION QUEUING: WEEKDAY PM PEAK HOUR As demonstrated in Table 9, the addition of development traffic does not substantially increase the queuing conditions at the studied intersections, with the exception of the 95th percentile queue for the eastbound left turn at the intersection of Highway 126 at 52nd Street. Intersec�on Available Storage (Feet) 2024 Background (Feet) 2035 Background (Feet) 2035 Build (Feet) 95th Average 95th Average 95th Average Bob Straub Pkwy @ Main St EB L 690 125 75 200 100 225 125 EB T 950 250 175 350 200 400 250 EB R 225 100 50 200 75 250 100 WB L 200 75 25 125 50 100 50 WB T 925 175 125 200 150 200 125 NB L 260 125 75 150 75 175 100 NB T 1375 150 100 175 125 175 125 NB TR 1375 100 75 175 100 150 100 SB L 2000+ 550 350 1125 675 1200 700 SB T 2000+ 275 150 1000 425 1125 475 52nd @ Private Dr EB LR 500+ 25 25 50 25 25 25 NB LT 25 25 0 0 0 25 25 Hwy 126 @ 52nd EB L 800 450 225 675 400 875 525 EB T 1750+ 250 50 250 100 250 100 EB TR 1750+ 200 50 225 100 250 100 WB L 250 25 25 150 25 175 25 WB T 1750+ 300 175 650 400 775 500 WB TR 1750+ 275 150 625 400 750 475 NB LT 970 100 50 175 100 175 100 NB R 35 0 0 25 25 25 25 SB LT 300 50 25 100 50 300 125 SB R 130 100 75 150 100 200 125 58th @ Thurston EB LTR 200 25 - 25 - 25 - WB LTR 1000+ 25 - 25 - 25 - NB LTR 225 25 - 50 - 50 - SB LTR 460 50 - 75 - 75 - 52nd @ High banks SB LR 75 50 25 50 25 125 75 NB LT 250 75 25 50 25 150 50 WB TR 530 0 0 0 0 25 25 52nd @ Site Access WB LR 100 N/A N/A N/A N/A 75 50 24 High Banks TPR 5.9.24 SANDOW ENGINEERING Additionally, the southbound queue at the intersection of Highway 126 at 52nd Street is projected to extend to the road curvature at 52nd/High banks. The queue length has the potential to block and restrict the movements into and out of the private drive. INTERSECTION IMPROVEMENTS Highway 126 at Main Street: The intersection of Highway 126 at Main Street is projected to not meet the v/c standards in the year 2035 background conditions. The added trips from the proposed zone change will not worsen the v/c. Therefore, no improvements are triggered for this intersection. Highway 126 at 52nd Street: The intersection of Highway 126 at 52nd Street is currently not meeting ODOT’s mobility standards and will continue to not meet the standard through the year 2035. The addition of trips from this site will worsen the v/c. The v/c is worsened due to the addition of development trips to the critical movement of the eastbound left turn. Additionally, the 95th percentile queue for the eastbound left turn is anticipated at 875 feet for the year 2035. The available storage for this left turn movement is 800 feet. Additionally, the southbound queue at the intersection of Highway 126 at 52nd Street is projected to extend to the road curvature at 52nd/High banks. The queue length has the potential to block and restrict the movements into and out of the private drive. The City of Springfield Transportation System Plan has identified, as a high-priority project, improvements at this intersection. This intersection is project R-43 and includes the construction of an at-grade separated interchange with ramps and traffic control consistent with the IAMP (not adopted). The cost for this project is estimated at $50,000,000. An interim improvement option would be the installation of a permissive overlap phase for the southbound right turn. This phasing would allow the southbound right turn movement, which is the largest movement at this approach, to have a green phase when the eastbound left turn has a green phase. The overlap will clear out the southbound movement, reducing the queuing and the queue conflict at the 52nd Street/High Banks Road intersection. Additionally, the total green time for the southbound phases would be reduced, allowing more green time to be allocated to the eastbound left turn movement. The additional green time to the eastbound left turn movement reduces the queue for this movement to 725 feet, which is entirely within the existing storage length. Table 10 below provides the queuing results with this phase change. Appendix F contains the outputs. This phasing change, however, does not improve the v/c ratio. The only mitigation that would improve the v/c ratio to be at or better than the 2035 Background conditions is either the construction of a second eastbound left 25 High Banks TPR 5.9.24 SANDOW ENGINEERING turn lane or the construction of a separate northbound left turn lane. The construction of a second eastbound left turn lane improves the v/c to 0.76, meeting the standard of v/c 0.85. The construction of a separate northbound left turn lane improves the v/c to 0.94 meeting the year 2035 background v/c of 0.94. The cost for these improvements is substantially higher than the impact that this proposed zone change has on the surrounding system. The HCM outputs are included in Appendix F. TABLE 10: INTERSECTION QUEUING: WITH MITIGATION Intersec�on Available Storage (Feet) 2035 Background (Feet) 2035 Build (Feet) 2035 Build with Mi�ga�on * (feet) 95th Average 95th Average 95th Average Hwy 126 @ 52nd EB L 800 675 400 875 525 725 450 EB T 1750+ 250 100 250 100 250 100 EB TR 1750+ 225 100 250 100 200 100 WB L 250 150 25 175 25 175 50 WB T 1750+ 650 400 775 500 675 450 WB TR 1750+ 625 400 750 475 650 425 NB LT 970 175 100 175 100 175 100 NB R 35 25 25 25 25 20 25 SB LT 300 100 50 300 125 225 100 SB R 130 150 100 200 125 200 125 *Mitigation of SB right turn overlap phasing. In lieu of a physical mitigation, the applicant can elect to mitigate the impacts with other transportation management options. This includes a trip cap on the site. As defined in the Oregon Highway Plan Action 1F.5, at ODOT intersections where the v/c is currently not meeting the standards, a plan amendment that would constitute a “small increase” in traffic is automatically considered to not cause further degradation. The small increase is defined as fewer than 400 additional daily trips. The existing zoning would generate 87 daily trips. Therefore, the site can generate up to 487 daily trips before any physical mitigation is triggered. TRANSPORTATION PLANNING RULE FINDINGS Consistent with the Transportations Rule (TPR), the following elaborates on how this development meets the TPR requirements. Goal 12, (OAR) 660-12-0060 (1) requires that a local government ensures that an amendment to a functional plan, an acknowledged comprehensive plan, or a land-use regulation (including 26 High Banks TPR 5.9.24 SANDOW ENGINEERING a zoning map) does not significantly affect an existing or planned transportation facility. A plan or land use amendment significantly affects a transportation facility if it would: (a) Change the functional classification of an existing or planned transportation facility (exclusive of correction of map errors in an adopted plan); The existing street classification of the study area roadways is illustrated in Table 11. TABLE 11: EXISTING STREET CLASSIFICATION Street Classifica�on High Banks Rd Major Collector 52nd St Major Collector Hwy 126 Major Arterial 58th St Major Collector Main St Major/Minor Arterial The City of Springfield Transportation System Plan identifies the factors considered in street classifications. These are land use patterns, roadway volumes, density of accesses, traffic mix and volumes, safety trends, traffic speeds, intersection spacing, and right-of-way availability and constraints. The traffic mix is anticipated to be a majority as passenger vehicles with infrequent larger truck deliveries. The mix and levels of traffic are consistent with what is typically found within the types of streets in the study area. The proposed zone change and use will not require a change in street classification. As demonstrated, the levels of traffic added from the proposed zone change will not change the functional classification of any of the adjacent streets where development traffic will be added. (b) Change standards implementing a functional classification system; or The standards for implementing a functional classification system are found within the City of Springfield’s Transportation System Plan. The standards are based on street connectivity, spacing of streets, mix and amounts of travel modes, and mobility. The proposed zone change does not need to modify the standards for the street functional classification system. (c) Result in any of the effects listed in paragraphs (A) through (C) of this subsection based on projected conditions measured at the end of the planning period identified 27 High Banks TPR 5.9.24 SANDOW ENGINEERING in the adopted TSP. As part of evaluating projected conditions, the amount of traffic projected to be generated within the area of the amendment may be reduced if the amendment includes an enforceable, ongoing requirement that would demonstrably limit traffic generation, including, but not limited to, transportation demand management. This reduction may diminish or completely eliminate the significant effect of the amendment. (A) Types or levels of travel or access that are inconsistent with the functional classification of an existing or planned transportation facility; Development on the property with the proposed zone change will mostly consist of passenger cars, pedestrians, and bicycles, with occasional use by delivery vehicles, etc. This type of use is consistent with the types of uses expected on urban streets, especially local and collector streets. The proposed zone change will not cause traffic levels, patterns, or access that are inconsistent with the functional classification of an existing or planned transportation facility. (B) Degrade the performance of an existing or planned transportation facility such that it would not meet the performance standards identified in the TSP or comprehensive plan; or As demonstrated in Section 6.0 the proposed zone change does not degrade the performance of an existing or planned transportation facility such that it would not meet the performance standards. (C) Degrade the performance of an existing or planned transportation facility that is otherwise projected to not meet the performance standards identified in the TSP or comprehensive plan.” OAR 660-12-0060(1) Highway 126 at Main Street: The intersection of Highway 126 at Main Street is projected to not meet the v/c standards in the year 2035 background conditions. The added trips from the proposed zone change will not worsen the v/c. Highway 126 at 52nd Street: The intersection of Highway 126 at 52nd Street is currently not meeting ODOT’s mobility standards and will continue to not meet the standard through the year 2035. The addition of trips from this site will worsen the v/c. The City has identified improvements in the form of an interchange as priority project R-40 within the TSP. As described in Section 7.0, the capacity improvements necessary to improve the v/c are not proportional to the impact this site will have at the intersection. A modification to the signal timing/phasing to create a separate southbound right turn overlap phase will improve the queuing. However, the v/c would not be improved. 28 High Banks TPR 5.9.24 SANDOW ENGINEERING In lieu of a physical mitigation, the applicant can elect to mitigate the impacts with other transportation management options. This includes a trip cap on the site. As defined in the Oregon Highway Plan Action 1F.5, at ODOT intersections where the v/c is currently not meeting the standards, a plan amendment that would constitute a “small increase” in traffic is automatically considered to not cause further degradation. The small increase is defined as fewer than 400 additional daily trips. The existing zoning would generate 87 daily trips. Therefore, the site can generate up to 487 daily trips before any physical mitigation is triggered. CONCLUSION This report provides the Traffic Impact Analysis and findings prepared for the proposed zone change for 25.4 acres located at Tax Lots 402 and 405 of Assessors Map 17-02-28-00 in Springfield, Oregon. The analysis evaluates the transportation impacts as per the City of Springfield and TPR requirements, evaluating the impacts through the TSP 20-year planning horizon. FINDINGS • The addition of development trips does not trigger any intersections to not meet the applicable standards. • Highway 126 at Main Street: This intersection is projected to not meet the v/c standards in the year 2035 background conditions. The added trips from the proposed zone change will not worsen the v/c. • Highway 126 at 52nd Street: This intersection is currently not meeting ODOT’s mobility standards (year 2024 operations) and will continue to not meet the standard through the year 2035. The addition of trips from the worst-case development potential within the proposed zoning will worsen the v/c. Therefore, causing further degradation. The City has identified improvements in the form of an interchange as priority project R-40 within the TSP. This project is currently not funded. Therefore, is not reasonably assumed to be completed within the TSP horizon year. As described in Section 7.0 of this report, the capacity improvements necessary to improve the v/c are not proportional to the impact the proposed one change will have at this intersection. As per the TPR, in lieu of a physical mitigation the applicant can elect to mitigate the impacts with other transportation management options. This includes a trip cap on the subject site. Highway 126 at 52nd Street is within the jurisdiction of ODOT. As defined in the Oregon Highway Plan Action 1F.5, at ODOT intersections where the v/c is 29 High Banks TPR 5.9.24 SANDOW ENGINEERING currently not meeting the standards, a plan amendment that would constitute a “small increase” in traffic is automatically considered to not cause further degradation. The small increase is defined as fewer than 400 additional daily trips. The existing zoning would generate 87 daily trips. Therefore, the site can generate up to 487 daily trips before any physical mitigation is triggered. The applicant would like to request a trip cap of 487 PM peak hour trips. SANDOW ENGINEERING Hyland High Banks APPENDIX A: SCOPE OF WORK SANDOWENGINEERING 160 MADISON STREET, SUITE A EUGENE, OREGON 97402 541.513.3376 TECH MEMO DATE: March 19, 2024 TO: Michael Liebler, PE City of Springfield FROM: Kelly Sandow P.E. Sandow Engineering RE: Scope of Work- TPR High Banks Road The following provides the proposed Scope of Work and relevant information for the proposed zone change and development of Tax Lots 402 and 405 of Assessor’s Map 17-02-28-00, at approximately 25.4 acres. Development Proposal Tax Lot 402 is approximately 24.5 acres and is currently zoned Quarry and Mine Operations with Organizable Fringe Overlay (QMO/UF-10). Tax Lot 405 is approximately 0.89 acres and is split-zoned QMO/UF-10 and Low-Density Residential (R-1). The applicant is proposing to rezone both tax lots to Light Medium Industrial (LMI). The development proposal is an RV storage facility with 302 RV spaces. Access to the site will be via High Banks Road Site Information The development site is comprised of Tax Lots 402 and 405. The site is located north of High Banks Road/52nd Street. The site is approximately 25.4 acres and is currently vacant. High Banks Road and 52nd Street are classified as major collectors. Re: TPR and TIA Scope of Work Date: 3.19.24 Page 1 SANDOW ENGINEERING Site Location Re: TPR and TIA Scope of Work Date: 3.19.24 Page 2 SANDOW ENGINEERING Street Classification TRANSPORTATION PLANNING RULE ANALYSIS Existing Zoning Trip Generation The existing zoning of Tax Lot 402 is Quarry and Mine Operations with Organizable Fringe Overlay (QMO/UF-10). Uses allowed in the QMO zoning are: • Extraction, storage, and processing of rocks and minerals. Tax Lot 405 is split zoning of approximately 0.36 acres QMO and approximately 0.53 acres of Low-Density Residential (R-1). Uses allowed in the R-1 zoning are: • Residential uses: Single family, duplex, triplex, townhomes, and cluster housing. The worst-case development potential of the QMO zone is quarry/rock processing. The ITE Trip Generation manuals do not have trip rates for quarry/rock processing use. However, this site is a former quarry site, and extraction has already occurred. Therefore, the trips from this parcel will be minimal to none under the existing zoning. Re: TPR and TIA Scope of Work Date: 3.19.24 Page 3 SANDOW ENGINEERING The maximum density of R-1 is 14 units for Single Family and up to 25 units for Townhome. At approximately 0.53 acres, the max density for the site is 7 single-family units or 13 townhomes. Table 1 below provides the trip generation estimate for the existing zoning. TABLE 1: PM PEAK HOUR TRIP GENERATION COMPARISON-EXISTING ZONING ITE Code Rate Trips 210- Single Family Detached Ln(t)=0.94ln(x)+0.27 8 215- Single Family Atached T=0.60(x)-3.93 4 The highest PM peak hour generator is 210- Single Family Detached at 8 PM peak hour trips. Potential Zoning The proposed zoning is Light-Medium Industrial (LMI). The allowed uses within LMI that would be likely for this size of the lot and the uses with the higher trip generators are: • Manufacturing • Office/Headquarters • Industrial Park Specific development standards for LMI zoning include a 10’ setback and no maximum building height. MANUFACTURING Based on other manufacturing facilities within the Springfield/Eugene area, the total building footprint is calculated as per the following: • 24.5 acres= 432,986 sf • Minimum landscaping 20%= 86,597 sf landscaping areas include stormwater facilities • Parking, drive aisle, loading docks, etc. 54%= 576,299 sf • Building footprint= 277,477 sf • Assume 25% building footprint contains 2 stories similar to the other uses = 346,850 total square footage. The trips to the site are estimated using ITE Trip Generation Manual Land Use 140- Manufacturing. Table 2 below provides the PM peak hour trip generation estimates for this scenario. OFFICE/HEADQUARTERS Single office buildings are not allowed to exceed 2,000 square feet unless abutting an arterial or collector street. As this site does not abut an arterial or collector street, the site could not be developed as exclusively office or office headquarters. Re: TPR and TIA Scope of Work Date: 3.19.24 Page 4 SANDOW ENGINEERING INDUSTRIAL PARK Tax Lot 400, directly south of this site, is zoned LMI and is constructed in an industrial park type layout. These buildings are a mix of 1 and 2 stories and contain a variety of tenants. The development in Tax lot 400 contains approximately 160,000 sf of building space over 7.79 acres. The layout appears to have a reasonable maximum building square footage when compared to the parking, landscaping, etc. Tax Lot 400 has a ratio of building square footage to acre of 20,550 sf/acre. Applying the 20,550-sf building area per acre, the subject site, at 25.4 acres, would have approximately 522,000 sf of building area. The ITE Land Use category that most closely matches this use is 130- industrial Park. Table 2 provides the trip generation estimates for this scenario. TABLE 2: PM PEAK HOUR TRIP GENERATION-PROPOSED LMI ZONING ITE Code Rate Trips 140-Manufacturing T=0.87(x)-17.5 284 130- Industrial Park 0.34 177 The reasonable worst-case development scenario would generate 284 PM peak hour trips. The entering and exiting splits are illustrated in Table 3 below. As demonstrated, the increase in trips from the zone change will increase the total trips by 616. Total In Out Existing Zoning 8 5 3 Proposed Zoning 284 88 196 Increase 276 83 193 The trip distribution follows the existing travel patterns based on reasonable origins/destinations within the area. The distribution is: • 70% to/from the west • 15% to/from the east • 15% to/from the south The trip distribution is shown in the image below. Re: TPR and TIA Scope of Work Date: 3.19.24 Page 5 SANDOW ENGINEERING Trip Distribution TPR Analysis (Trip Differential) The following intersections have 20 or more trips added: • High Banks at Site Access Road • High Banks at 52nd Street • 52nd at Highway 126 • 58th at Thurston Road • Highway 126 at Main Street TRAFFIC IMPACT ANALYSIS The current development proposal is an RV storage facility with 302 spaces. The most closely related ITE Land Use is 151- Mini-Warehouse. The independent variable for land use 151 is the number of storage units. For this study, each RV space would be considered a storage unit. Table 4 provides the trip generation. Re: TPR and TIA Scope of Work Date: 3.19.24 Page 6 SANDOW ENGINEERING TABLE 4: TRIP GENERATION-DEVELOPMENT PROPOSAL Time Period Size (Beds) Rate Trips 151- Mini Warehouse Daily 302 17.96 53 AM Peak Hour 302 1.21 4 PM Peak Hour 302 1.37 6 The site will not generate more than 1,000 ADT or 100 peak hour trips. Therefore, a TIA is not triggered. ANALYSIS PARAMETERS TPR Analysis • Years ⋅ 2023- Existing ⋅ 2035- TSP Horizon • PM Peak Period 4-6 PM • Intersections to be studied ⋅ High Banks at Site Access Road ⋅ High Banks at 52nd Street ⋅ 52nd Street at Highway 126 ⋅ 58th at Thurston Road ⋅ Highway 126 at Main Street SANDOW ENGINEERING Hyland High Banks APPENDIX B:CRASH DATA CRASH DATA SUMMARY783 5 7830 2857950.000 1000000.0 0.35CHECK2017111OKHEADS-N / N-S2018111OKTURNS-NW / N-S2019111OK2020111OKOTHER3 E-W 2021111OK20220OKBIKE2017 - 2021 T320100130053139 5 31390 11457350.000 7800000.0 0.68CHECK201747 8 12 11 OKREAR2 N-S / N-S 6 E-W / E-W 4 SE-NW / SE-NW 8 W-E / W-E NW-SE / NW-N / SE-NW 201858 7141 13 OKN-S / N-S / N-S 2 NW-SE / NW-SE 2 S-N / S-N W-E / W-E / W-E / W-E 201925 5 2 7 OKTURNW-S / S-N / S-N / S-N2 NW-SE / S-NW 2 S-W / N-S E-W / S-W SE-NW / NW-N 202021 2 1 3 OK S-NW / N-S202123415OKOTHERN-S / S-N N-S / NW-SE NW-SE W-E202235 51 2 8 OKSIDE SE-NW / SE-NW 2017 - 2021 T152900311860039 BIKESIDEE-W / E-W 3 W-E / W-E 809 5 8090 2952850.000 800000.0 0.27CHECK20170OKREARN-S / N-S E-W / E-W 20180OKTURNE-N / S-N 201911 22OK2020111OKOTHERS-N 2021111OK202233 3 OK BIKE2017 - 2021 T220020110043681 5 36810 13435650.000 1000000.0 0.07CHECK201731 2 11 4 OKREAR3 E-W / E-W 3 W-E / W-E S-N / S-N 2 N-S / N-S / N-S 4 N-S / N-S 20183213OKTURNN-E / N-E S-E / S-N 5 E-W / W-N E-W / N-E W-N / E-W 2019111OKN-E / W-E 20200OKSIDE N-E / N-S 202164 514 10 OKOTHERE-S E-W / S-N W-E / S-N 2 W-N N-S / E-W 20225 9 3 5 5 1 14 OK E-W / S-N / N-S / N-S / N-S 2017 - 2021 T101700101520018 BIKE N-E / E-W AVG. YEARLY CRASHESCRASH RATE/ MILLION MILESYEAR PDO INJURY FATAL HEADBIKE TOTAL52nd @ High Banks Rd P.M. PEAK HOURREAR SIDE TURN OTHER PEDNumber of Years, n ADTAVG. ANNUAL MILES (MILLIONS)AVG. YEARLY CRASHESCRASH RATE/ MILLION MILESYEAR PDO INJURY FATAL HEAD REAR SIDE TURN OTHER PED BIKE TOTAL52nd @ Hwy 126 P.M. PEAK HOURNumber of Years, n ADTAVG. ANNUAL MILES (MILLIONS)AVG. YEARLY CRASHESCRASH RATE/ MILLION MILESYEAR PDO INJURY FATAL HEAD REAR SIDE TURN OTHER PED BIKE TOTAL58th @ Thruston P.M. PEAK HOURNumber of Years, n ADTAVG. ANNUAL MILES (MILLIONS)Main @ Bob Straub P.M. PEAK HOURNumber of Years, n ADTAVG. ANNUAL MILES (MILLIONS)AVG. YEARLY CRASHESCRASH RATE/ MILLION MILESYEAR PDO INJURY FATAL HEAD REAR SIDE TURN OTHER PED BIKE TOTAL # Crashes ADT MEV Crash Rate Critical Crash Rate1 52nd @ High Banks Rd Stop 5 7830 14.29 0.35 0.59 under2 52nd @ Hwy 126 Signal 39 31390 57.29 0.68 0.61 over3 58th @ Thruston Stop 4 8090 14.76 0.27 0.58 under4 Main @ Bob Straub Signal 18 36810 67.18 0.27 0.60 under567Weighted AverageSignal 57 124.47 0.457960069Stop 9 29.05 0.309768018 S D M SER#P R J S W DATE CLASS CITY STREET INT-TYPE SPCL USE INVEST E A U I C O DAY DIST FIRST STREET RD CHAR (MEDIAN)INT-REL OFFRD WTHR CRASH TRLR QTY MOVE A S RD DPT E L G N H R TIME FROM SECOND STREET DIRECT LEGS TRAF-RNDBT SURF COLL OWNER FROM PRTC INJ G E LICNS PED UNLOC?D C S V L K LAT LONG LRS LOCTN (#LANES)CONTL DRVWY LIGHT SVRTY V#TYPE TO P#TYPE SVRTY E X RES LOC ERROR ACT EVENT CAUSE 01198 Y N N N 04/29/2018 17 HIGH BANKS RD INTER CROSS N N CLD O-STRGHT 01 NONE 0 STRGHT 01,05 CITY SU 0 52ND ST CN STOP SIGN N WET HEAD PRVTE S -N 000 00 N 8P 02 0 N DARK INJ PSNGR CAR 01 DRVR INJC 16 M OR-Y 047,044 000 01,05 N 44 3 26.05 -122 56 24.72 OR<25 02 NONE 0 STRGHT PRVTE N -S 000 00 PSNGR CAR 01 DRVR INJC 62 F OR-Y 000 000 00 OR<25 00418 Y N N N N N 02/07/2020 17 HIGH BANKS RD INTER 3-LEG N Y FOG FIX OBJ 01 NONE STRGHT 079,128 01 CITY FR 0 52ND ST CN NONE N ICE FIX PRVTE E -W 000 079 00 N 5A 03 0 N DARK INJ PSNGR CAR 01 DRVR INJC 35 F OR-Y 047,079,081 000 01 N 44 3 26.03 -122 56 24.72 OR<25 00492 N N N N N N 03/01/2021 17 HIGH BANKS RD INTER 3-LEG N N CLR O-1 L-TURN 01 NONE 9 TURN-L 02 CITY MO 0 52ND ST CN NONE N DRY TURN N/A S -NW 000 00 N 4P 02 0 N DAY PDO PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 3 26.05 -122 56 24.72 UNK 02 NONE 9 STRGHT N/A N -S 000 00 PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 01137 N N N N N N 04/16/2019 17 HIGH BANKS RD STRGHT N Y CLR FIX OBJ 01 NONE 9 STRGHT 040,095 10 CITY TU 290 52ND ST E (NONE)NONE N DRY FIX N/A E -W 000 00 Y 9A 08 N DAY PDO PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 3 25.8 -122 56 20.85 (02)UNK 00276 N N N N N N 01/20/2017 19 HIGH BANKS RD CURVE N Y CLD FIX OBJ 01 NONE 9 STRGHT 095 16 CITY FR 1895 52ND ST NW (NONE)NONE N WET FIX N/A E -W 000 00 Y 10A 07 N DAY PDO PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 3 31.16 -122 56 49.67 (02)UNK Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING 52ND ST and HIGH BANKS RD, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 01/09/2024 CDS380 Page: 1 CITY OF SPRINGFIELD, LANE COUNTY 1 - 5 of 5 Crash records shown. Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING 52ND ST and HIGH BANKS RD, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 01/09/2024 CDS380 Page: 2 CITY OF SPRINGFIELD, LANE COUNTY NON-PROPERTY INTER- FATAL FATAL DAMAGE TOTAL PEOPLE PEOPLE DRY WET INTER-SECTION OFF- COLLISION TYPE CRASHES CRASHES ONLY CRASHES KILLED INJURED TRUCKS SURF SURF DAY DARK SECTION RELATED ROAD YEAR: 2021 TURNING MOVEMENTS 0 0 1 1 0 0 0 1 0 1 0 1 0 0 YEAR 2021 TOTAL 0 0 1 1 0 0 0 1 0 1 0 1 0 0 YEAR: 2020 FIXED / OTHER OBJECT 0 1 0 1 0 1 0 0 1 0 1 1 0 1 YEAR 2020 TOTAL 0 1 0 1 0 1 0 0 1 0 1 1 0 1 YEAR: 2019 FIXED / OTHER OBJECT 0 0 1 1 0 0 0 1 0 1 0 0 0 1 YEAR 2019 TOTAL 0 0 1 1 0 0 0 1 0 1 0 0 0 1 YEAR: 2018 HEAD-ON 0 1 0 1 0 2 0 0 1 0 1 1 0 0 YEAR 2018 TOTAL 0 1 0 1 0 2 0 0 1 0 1 1 0 0 YEAR: 2017 FIXED / OTHER OBJECT 0 0 1 1 0 0 0 0 1 1 0 0 0 1 YEAR 2017 TOTAL 0 0 1 1 0 0 0 0 1 1 0 0 0 1 FINAL TOTAL 0 2 3 5 0 3 0 2 3 3 2 3 0 3 Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirements, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. CDS150 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION 01/09/2024 52ND ST and HIGH BANKS RD, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 CRASH SUMMARIES BY YEAR BY COLLISION TYPE TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT Page: 1 S D M SER#P R J S W DATE CLASS CITY STREET INT-TYPE SPCL USE INVEST E A U I C O DAY DIST FIRST STREET RD CHAR (MEDIAN)INT-REL OFFRD WTHR CRASH TRLR QTY MOVE A S RD DPT E L G N H R TIME FROM SECOND STREET DIRECT LEGS TRAF-RNDBT SURF COLL OWNER FROM PRTC INJ G E LICNS PED UNLOC?D C S V L K LAT LONG LRS LOCTN (#LANES)CONTL DRVWY LIGHT SVRTY V#TYPE TO P#TYPE SVRTY E X RES LOC ERROR ACT EVENT CAUSE 03186 N N N N 10/14/2019 12 EUGENE-SPFLD HY INTER CROSS N N CLR S-1STOP 01 NONE STRGHT 29 NONE MO 52ND ST N TRF SIGNAL N DRY REAR PRVTE N -S 000 00 N 2P 06 1 N DAY INJ PSNGR CAR 01 DRVR NONE 65 M OR-Y 026 000 29 N 44 3 22.34 -122 56 24.94 022700200S00 OR<25 02 NONE STOP PRVTE N -S 011 00 PSNGR CAR 01 DRVR INJC 44 F OR-Y 000 000 00 OR>25 00871 N N N N 03/19/2020 17 EUGENE-SPFLD HY INTER CROSS N N CLR S-1STOP 01 NONE 9 STRGHT 29 NONE TH 0 52ND ST N UNKNOWN N DRY REAR N/A N -S 000 00 N 5A 06 0 N DARK PDO PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 3 22.36 -122 56 24.99 UNK 02 NONE 9 STOP N/A N -S 011 00 PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 01237 N N N N N N 04/13/2017 12 EUGENE-SPFLD HY INTER CROSS N N CLD S-1STOP 01 NONE 9 STRGHT 29,32 CITY TH 52ND ST E TRF SIGNAL N DRY REAR N/A E -W 000 00 N 9A 06 1 N DAY PDO PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 3 22.34 -122 56 24.94 022700200S00 UNK 02 NONE 9 STOP N/A E -W 011 00 PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 01692 N N N N 06/25/2021 12 EUGENE-SPFLD HY INTER CROSS N N CLR S-1STOP 01 NONE 0 STRGHT 29 NONE FR 52ND ST E TRF SIGNAL N DRY REAR UNKN E -W 000 00 N 7P 06 2 N DAY INJ PSNGR CAR 01 DRVR NONE 00 M UNK 026 000 29 N 44 3 22.34 -122 56 24.94 022700200S00 UNK 02 NONE 0 STOP PRVTE E -W 011 00 PSNGR CAR 01 DRVR INJC 33 M OR-Y 000 000 00 OR>25 03447 N N N N 11/17/2022 12 EUGENE-SPFLD HY INTER CROSS N N CLR S-1STOP 01 NONE 9 STRGHT 22,29 NO RPT TH 52ND ST E TRF SIGNAL N DRY REAR N/A E -W 000 00 N 9A 06 0 N DAY PDO PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 3 22.34 -122 56 24.94 022700200S00 UNK 02 NONE 9 STOP N/A E -W 011 00 PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING 52ND ST and EUGENE-SPFLD HY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 01/09/2024 CDS380 Page: 1 CITY OF SPRINGFIELD, LANE COUNTY 1 - 5 of 47 Crash records shown. Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING 52ND ST and EUGENE-SPFLD HY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 01/09/2024 CDS380 Page: 2 CITY OF SPRINGFIELD, LANE COUNTY S D M SER#P R J S W DATE CLASS CITY STREET INT-TYPE SPCL USE INVEST E A U I C O DAY DIST FIRST STREET RD CHAR (MEDIAN)INT-REL OFFRD WTHR CRASH TRLR QTY MOVE A S RD DPT E L G N H R TIME FROM SECOND STREET DIRECT LEGS TRAF-RNDBT SURF COLL OWNER FROM PRTC INJ G E LICNS PED UNLOC?D C S V L K LAT LONG LRS LOCTN (#LANES)CONTL DRVWY LIGHT SVRTY V#TYPE TO P#TYPE SVRTY E X RES LOC ERROR ACT EVENT CAUSE 00750 N N N N 03/16/2018 12 EUGENE-SPFLD HY INTER N N CLR S-1STOP 01 NONE 9 STRGHT 29 NONE FR 52ND ST SE TRF SIGNAL N DRY REAR N/A SE-NW 000 00 N 12P 02 1 N DAY PDO PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 3 22.35 -122 56 24.95 022700200S00 UNK 02 NONE 9 STOP N/A SE-NW 011 00 PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 01959 N N N N 06/29/2019 12 EUGENE-SPFLD HY INTER CROSS N N CLR S-STRGHT 01 NONE STRGHT 093 07,27 CITY SA 52ND ST SE TRF SIGNAL N DRY REAR PRVTE E -W 000 00 N 2P 06 1 N DAY INJ PSNGR CAR 01 DRVR INJC 28 F OR-Y 043,016 038 093 07,27 N 44 3 22.34 -122 56 24.94 022700200S00 OR<25 02 NONE STRGHT PRVTE E -W 006 00 PSNGR CAR 01 DRVR NONE 18 F OR-Y 000 000 00 OR<25 02164 N N N N 08/05/2021 12 EUGENE-SPFLD HY INTER CROSS N N CLR S-1STOP 01 NONE 9 STRGHT 29 NONE TH 52ND ST SE TRF SIGNAL N DRY REAR N/A SE-NW 006 00 N 3P 06 1 N DAY PDO PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 3 22.34 -122 56 24.94 022700200S00 UNK 02 NONE 9 STOP N/A SE-NW 011 00 PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 00028 N N N N N N 01/04/2022 12 EUGENE-SPFLD HY INTER CROSS N N CLD S-1STOP 01 NONE 0 STRGHT 32,16,29 CITY TU 52ND ST SE TRF SIGNAL N WET REAR PRVTE SE-NW 006 00 N 1A 06 2 N DLIT INJ PSNGR CAR 01 DRVR NONE 31 M OR-Y 052,026 025 32,16,29 N 44 3 22.34 -122 56 24.94 022700200S00 OR<25 02 NONE 0 STOP PRVTE SE-NW 011 00 PSNGR CAR 01 DRVR INJC 20 F OR-Y 000 000 00 OR<25 03912 Y N N N N N 12/02/2018 12 EUGENE-SPFLD HY INTER CROSS N N CLR ANGL-STP 01 NONE 0 TURN-R 01,08,32 CITY SU 52ND ST S TRF SIGNAL N DRY TURN PRVTE W -S 000 00 N 11A 06 1 N DAY INJ PSNGR CAR 01 DRVR NONE 39 M OR-Y 047,001,052 017 01,08,32 N 44 3 21.56 -122 56 24.96 022700100S00 OR<25 02 NONE 0 STOP PRVTE S -N 012 013 00 PSNGR CAR 01 DRVR NONE 30 F OR-Y 000 000 00 OR<25 Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING 52ND ST and EUGENE-SPFLD HY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 01/09/2024 CDS380 Page: 3 CITY OF SPRINGFIELD, LANE COUNTY 6 - 9 of 47 Crash records shown. Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING 52ND ST and EUGENE-SPFLD HY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 01/09/2024 CDS380 Page: 4 CITY OF SPRINGFIELD, LANE COUNTY S D M SER#P R J S W DATE CLASS CITY STREET INT-TYPE SPCL USE INVEST E A U I C O DAY DIST FIRST STREET RD CHAR (MEDIAN)INT-REL OFFRD WTHR CRASH TRLR QTY MOVE A S RD DPT E L G N H R TIME FROM SECOND STREET DIRECT LEGS TRAF-RNDBT SURF COLL OWNER FROM PRTC INJ G E LICNS PED UNLOC?D C S V L K LAT LONG LRS LOCTN (#LANES)CONTL DRVWY LIGHT SVRTY V#TYPE TO P#TYPE SVRTY E X RES LOC ERROR ACT EVENT CAUSE 03 NONE 0 STOP PRVTE S -N 022 013 00 PSNGR CAR 01 DRVR INJB 45 F OR-Y 000 000 00 OR<25 04 NONE 0 STOP PRVTE S -N 022 00 PSNGR CAR 01 DRVR NONE 35 M OR-Y 000 000 00 OR<25 00555 N N N N 02/22/2018 17 52ND ST INTER CROSS N N SNOW O-1STOP 01 NONE 9 BACK 10 NONE TH 15 EUGENE-SPFLD HY S TRF SIGNAL N SNO BACK N/A N -S 000 00 N 9A 06 1 N DAY PDO PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 3 21.56 -122 56 24.96 UNK 02 NONE 9 STOP N/A S -N 011 00 PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 00720 N N N N 03/14/2018 12 EUGENE-SPFLD HY INTER CROSS N N CLR S-1STOP 01 NONE 0 STRGHT 07 CITY WE 52ND ST W TRF SIGNAL N DRY REAR PRVTE W -E 000 00 N 8A 06 1 N DAY INJ PSNGR CAR 01 DRVR INJC 21 F OR-Y 043 000 07 N 44 3 21.56 -122 56 24.96 022700100S00 OR>25 02 NONE 0 STOP PRVTE W -E 011 00 PSNGR CAR 01 DRVR INJC 49 F OR-Y 000 000 00 OR<25 03309 N N N N 10/15/2018 12 EUGENE-SPFLD HY INTER CROSS N N RAIN S-1STOP 01 NONE 0 STRGHT 29 NONE MO 52ND ST W TRF SIGNAL N WET REAR PRVTE W -E 000 00 N 8A 06 1 N DAY INJ PSNGR CAR 01 DRVR NONE 43 F OR-Y 026 000 29 N 44 3 21.56 -122 56 24.96 022700100S00 OR<25 02 NONE 0 STOP PRVTE W -E 011 00 PSNGR CAR 01 DRVR INJC 45 F UNK 000 000 00 OR<25 04264 N N N N N N 12/20/2018 12 EUGENE-SPFLD HY INTER CROSS N N RAIN S-STRGHT 01 NONE 0 STRGHT 29 CITY TH 52ND ST W TRF SIGNAL N WET REAR PRVTE W -E 000 00 N 5P 06 1 N DUSK INJ PSNGR CAR 01 DRVR NONE 31 M OR-Y 042 000 29 N 44 3 21.56 -122 56 24.96 022700100S00 OR<25 02 NONE 0 STRGHT PRVTE W -E 006 00 PSNGR CAR 01 DRVR INJC 44 M OR-Y 000 000 00 OR<25 Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING 52ND ST and EUGENE-SPFLD HY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 01/09/2024 CDS380 Page: 5 CITY OF SPRINGFIELD, LANE COUNTY 10 - 13 of 47 Crash records shown. Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING 52ND ST and EUGENE-SPFLD HY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 01/09/2024 CDS380 Page: 6 CITY OF SPRINGFIELD, LANE COUNTY S D M SER#P R J S W DATE CLASS CITY STREET INT-TYPE SPCL USE INVEST E A U I C O DAY DIST FIRST STREET RD CHAR (MEDIAN)INT-REL OFFRD WTHR CRASH TRLR QTY MOVE A S RD DPT E L G N H R TIME FROM SECOND STREET DIRECT LEGS TRAF-RNDBT SURF COLL OWNER FROM PRTC INJ G E LICNS PED UNLOC?D C S V L K LAT LONG LRS LOCTN (#LANES)CONTL DRVWY LIGHT SVRTY V#TYPE TO P#TYPE SVRTY E X RES LOC ERROR ACT EVENT CAUSE 02 NONE 0 STRGHT PRVTE W -E 006 00 PSNGR CAR 02 PSNG INJC 38 F 000 000 00 02907 N N N N N N 10/03/2022 12 EUGENE-SPFLD HY INTER CROSS N N FOG S-STRGHT 01 NONE 0 STRGHT 07,27 CITY MO 52ND ST W TRF SIGNAL N DRY REAR PRVTE W -E 000 00 N 10A 06 0 N DAY INJ PSNGR CAR 01 DRVR NONE 18 F OR-Y 043,042,016 038 07,27 N 44 3 21.56 -122 56 24.96 022700100S00 OR<25 02 NONE 0 STRGHT PRVTE W -E 006 00 PSNGR CAR 01 DRVR INJC 57 F OR-Y 000 000 00 OR<25 01896 N N N N N N 06/01/2017 12 EUGENE-SPFLD HY INTER CROSS N N CLD S-STRGHT 01 NONE 0 STRGHT 013 32,29 CITY TH 52ND ST NW TRF SIGNAL N WET REAR PRVTE NW-SE 000 00 N 8A 06 0 N DAY INJ PSNGR CAR 01 DRVR INJC 30 M OR-Y 052,042 000 32,29 N 44 3 22.34 -122 56 24.94 022700200S00 OR<25 02 NONE 0 TURN-L PRVTE NW-N 000 00 PSNGR CAR 01 DRVR NONE 44 F OR-Y 000 000 00 OR<25 02 NONE 0 TURN-L PRVTE NW-N 000 00 PSNGR CAR 02 PSNG NO<5 02 F 000 000 00 03 NONE 0 STRGHT PRVTE SE-NW 022 00 PSNGR CAR 01 DRVR NONE 31 F OR-Y 000 000 00 OR<25 00621 N N N N N N 02/21/2017 12 EUGENE-SPFLD HY INTER CROSS N N RAIN ANGL-OTH 01 NONE 0 STRGHT 04 CITY TU 52ND ST CN TRF SIGNAL N WET ANGL PRVTE N -S 000 00 N 8A 03 0 N DAY INJ PSNGR CAR 01 DRVR INJB 20 F OR-Y 020 000 04 N 44 3 22.34 -122 56 24.94 022700200S00 OR<25 02 NONE 0 STRGHT PRVTE NW-SE 000 00 PSNGR CAR 01 DRVR NONE 50 F OR-Y 000 000 00 OR>25 01511 N N N N N N 05/03/2017 12 EUGENE-SPFLD HY INTER CROSS N N CLR ANGL-OTH 01 NONE 0 STRGHT 04 NO RPT WE 52ND ST CN TRF SIGNAL N DRY TURN PRVTE NW-SE 000 00 N 4P 04 0 N DAY INJ PSNGR CAR 01 DRVR NONE 76 F OR-Y 097 000 00 N 44 3 21.56 -122 56 24.96 022700100S00 OR<25 Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING 52ND ST and EUGENE-SPFLD HY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 01/09/2024 CDS380 Page: 7 CITY OF SPRINGFIELD, LANE COUNTY 14 - 17 of 47 Crash records shown. Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING 52ND ST and EUGENE-SPFLD HY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 01/09/2024 CDS380 Page: 8 CITY OF SPRINGFIELD, LANE COUNTY S D M SER#P R J S W DATE CLASS CITY STREET INT-TYPE SPCL USE INVEST E A U I C O DAY DIST FIRST STREET RD CHAR (MEDIAN)INT-REL OFFRD WTHR CRASH TRLR QTY MOVE A S RD DPT E L G N H R TIME FROM SECOND STREET DIRECT LEGS TRAF-RNDBT SURF COLL OWNER FROM PRTC INJ G E LICNS PED UNLOC?D C S V L K LAT LONG LRS LOCTN (#LANES)CONTL DRVWY LIGHT SVRTY V#TYPE TO P#TYPE SVRTY E X RES LOC ERROR ACT EVENT CAUSE 02 NONE 0 TURN-L PRVTE S -NW 000 00 PSNGR CAR 01 DRVR INJC 61 M OR-Y 097 000 00 OR<25 02896 N N N N N N 09/17/2018 12 EUGENE-SPFLD HY INTER CROSS N N CLR O-1 L-TURN 01 NONE 0 TURN-L 04 CITY MO 52ND ST CN TRF SIGNAL N DRY TURN PRVTE S -W 000 00 N 11A 01 1 N DAY INJ PSNGR CAR 01 DRVR INJC 40 M NONE 020 000 04 N 44 3 22.34 -122 56 24.94 022700200S00 OR<25 02 NONE 0 STRGHT PRVTE N -S 000 00 PSNGR CAR 01 DRVR INJC 63 F OR-Y 000 000 00 OR<25 03860 N N N N N N 11/27/2018 12 EUGENE-SPFLD HY INTER CROSS N N RAIN ANGL-OTH 01 NONE 0 STRGHT 04 CITY TU 52ND ST CN TRF SIGNAL N WET TURN PRVTE E -W 000 00 N 4A 02 1 N DARK INJ PSNGR CAR 01 DRVR INJC 48 F OR-Y 000 000 00 N 44 3 22.34 -122 56 24.94 022700200S00 OR<25 01 NONE 0 STRGHT PRVTE E -W 000 00 PSNGR CAR 02 PSNG INJC 54 F 000 000 00 02 NONE 0 TURN-L PRVTE S -W 000 00 PSNGR CAR 01 DRVR INJC 22 F OR-Y 020 000 04 OR<25 01582 N N N N 06/01/2018 12 EUGENE-SPFLD HY INTER CROSS N N CLR O-1 L-TURN 01 NONE 9 TURN-L 02 NO RPT FR 52ND ST CN TRF SIGNAL N DRY TURN N/A S -W 000 00 N 4P 01 1 N DAY PDO PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 3 22.34 -122 56 24.94 022700200S00 UNK 02 NONE 9 STRGHT N/A N -S 000 00 PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 02391 N N N N 08/08/2019 12 EUGENE-SPFLD HY INTER CROSS N N RAIN O-1 L-TURN 01 NONE STRGHT 04 NONE TH 52ND ST CN TRF SIGNAL N WET TURN PRVTE SE-NW 000 00 N 11P 02 1 N DARK INJ PSNGR CAR 01 DRVR INJC 60 F OR-Y 000 000 00 N 44 3 22.34 -122 56 24.94 022700200S00 OR>25 01 NONE STRGHT PRVTE SE-NW 000 00 PSNGR CAR 02 PSNG INJC 00 Unk 000 000 00 Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING 52ND ST and EUGENE-SPFLD HY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 01/09/2024 CDS380 Page: 9 CITY OF SPRINGFIELD, LANE COUNTY 18 - 21 of 47 Crash records shown. Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING 52ND ST and EUGENE-SPFLD HY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 01/09/2024 CDS380 Page: 10 CITY OF SPRINGFIELD, LANE COUNTY S D M SER#P R J S W DATE CLASS CITY STREET INT-TYPE SPCL USE INVEST E A U I C O DAY DIST FIRST STREET RD CHAR (MEDIAN)INT-REL OFFRD WTHR CRASH TRLR QTY MOVE A S RD DPT E L G N H R TIME FROM SECOND STREET DIRECT LEGS TRAF-RNDBT SURF COLL OWNER FROM PRTC INJ G E LICNS PED UNLOC?D C S V L K LAT LONG LRS LOCTN (#LANES)CONTL DRVWY LIGHT SVRTY V#TYPE TO P#TYPE SVRTY E X RES LOC ERROR ACT EVENT CAUSE 02 NONE TURN-L PRVTE NW-N 000 00 PSNGR CAR 01 DRVR NONE 19 M OR-Y 020,004 000 04 OR<25 03943 N N N N N N 12/14/2019 12 EUGENE-SPFLD HY INTER CROSS N N CLR ANGL-OTH 01 NONE STRGHT 32,04 CITY SA 52ND ST CN TRF SIGNAL N DRY TURN PRVTE NW-SE 000 00 N 8A 04 0 N DAY INJ PSNGR CAR 01 DRVR NONE 29 M OR-Y 052,020 000 32,04 N 44 3 21.57 -122 56 24.96 022700100S00 OR<25 01 NONE STRGHT PRVTE NW-SE 000 00 PSNGR CAR 02 PSNG INJB 25 F 000 000 00 01 NONE STRGHT PRVTE NW-SE 000 00 PSNGR CAR 03 PSNG INJB 03 M 000 000 00 02 NONE TURN-L PRVTE S -NW 000 00 PSNGR CAR 01 DRVR INJC 40 M OR-Y 000 000 00 OR<25 02822 N N N N N N 11/15/2020 12 EUGENE-SPFLD HY INTER CROSS N N CLD O-1 L-TURN 01 NONE TURN-L 02 CITY SU 52ND ST CN TRF SIGNAL N WET TURN UNKN S -NW 000 00 N 4P 01 2 N DAY INJ PSNGR CAR 01 DRVR NONE 00 M UNK 028,004 000 02 N 44 3 22.34 -122 56 24.94 022700200S00 UNK 02 NONE STRGHT PRVTE N -S 000 00 PSNGR CAR 01 DRVR INJB 23 F OR-Y 000 000 00 OR<25 03510 N N N N 10/02/2017 17 52ND ST STRGHT N N CLD S-1STOP 01 NONE 0 STRGHT 013 27,07 CITY MO 150 EUGENE-SPFLD HY N (NONE)UNKNOWN N DRY REAR PRVTE N -S 000 00 N 7A 08 N DAY INJ PSNGR CAR 01 DRVR NONE 24 M OR-Y 026 000 29 N 44 3 24.28 -122 56 25.06 (02)OR<25 02 NONE 0 STOP PRVTE N -S 011 013 00 PSNGR CAR 01 DRVR INJB 39 F OR-Y 000 000 00 OR<25 03 NONE 0 STOP PRVTE N -S 022 00 PSNGR CAR 01 DRVR NONE 45 M OR-Y 000 000 00 OR<25 Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING 52ND ST and EUGENE-SPFLD HY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 01/09/2024 CDS380 Page: 11 CITY OF SPRINGFIELD, LANE COUNTY 22 - 25 of 47 Crash records shown. Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING 52ND ST and EUGENE-SPFLD HY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 01/09/2024 CDS380 Page: 12 CITY OF SPRINGFIELD, LANE COUNTY S D M SER#P R J S W DATE CLASS CITY STREET INT-TYPE SPCL USE INVEST E A U I C O DAY DIST FIRST STREET RD CHAR (MEDIAN)INT-REL OFFRD WTHR CRASH TRLR QTY MOVE A S RD DPT E L G N H R TIME FROM SECOND STREET DIRECT LEGS TRAF-RNDBT SURF COLL OWNER FROM PRTC INJ G E LICNS PED UNLOC?D C S V L K LAT LONG LRS LOCTN (#LANES)CONTL DRVWY LIGHT SVRTY V#TYPE TO P#TYPE SVRTY E X RES LOC ERROR ACT EVENT CAUSE 02808 N N N N 08/07/2017 12 EUGENE-SPFLD HY STRGHT N N CLR S-1STOP 01 NONE 0 STRGHT 29 NONE MO 52ND ST E (DIVMD)UNKNOWN N DRY REAR PRVTE E -W 000 00 N 6P 04 N DAY INJ PSNGR CAR 01 DRVR NONE 30 M OR-Y 026 000 29 N 44 3 21.55 -122 56 23.07 022700200S00 (04)OR<25 02 NONE 0 STOP PRVTE E -W 011 00 PSNGR CAR 01 DRVR INJC 56 F OR-Y 000 000 00 OR<25 03270 Y N N N N N 09/13/2017 12 EUGENE-SPFLD HY STRGHT N N CLR S-1STOP 01 NONE 0 STRGHT 07,01 CITY WE 52ND ST E (DIVMD)UNKNOWN N DRY REAR PRVTE E -W 000 00 N 7A 03 N DAY INJ PSNGR CAR 01 DRVR NONE 56 F OR-Y 043,047 000 07,01 N 44 3 19.48 -122 56 18.07 022700200S00 (04)OR<25 02 NONE 0 STOP PRVTE E -W 011 00 PSNGR CAR 01 DRVR INJC 41 M OR-Y 000 000 00 OR<25 03505 N N N N 12/06/2021 12 EUGENE-SPFLD HY STRGHT N N RAIN S-1STOP 01 NONE 0 STRGHT 29 NO RPT MO 52ND ST E (DIVMD)UNKNOWN N WET REAR PRVTE NW-SE 000 00 N 3P 03 N DAY INJ PSNGR CAR 01 DRVR NONE 62 M OR-Y 026 000 29 N 44 3 18.97 -122 56 18.58 022700100S00 (04)OR<25 02 NONE 0 STOP PRVTE NW-SE 011 00 PSNGR CAR 01 DRVR INJC 49 F OR-Y 000 000 00 OR<25 02114 N Y Y N N N 07/17/2022 12 EUGENE-SPFLD HY STRGHT N N CLR S-STRGHT 01 NONE 0 STRGHT 29 CITY SU 52ND ST E (NONE)UNKNOWN N DRY REAR PRVTE E -W 000 00 N 9P 06 N DUSK INJ PSNGR CAR 01 DRVR NONE 32 M OR-Y 042 000 29 N 44 3 21.03 -122 56 21.82 022700200S00 (04)OR>25 02 NONE 0 STRGHT PRVTE E -W 000 00 PSNGR CAR 01 DRVR INJB 25 F OR-Y 000 000 00 OR<25 02490 N N N N 08/15/2018 12 EUGENE-SPFLD HY STRGHT N N CLR S-STRGHT 01 NONE 9 STRGHT 13 CITY WE 52ND ST SE (RSDMD)TRF SIGNAL N DRY SS-O N/A SE-NW 000 00 N 11P 05 N DLIT PDO SEMI TOW 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 3 21.55 -122 56 23.06 022700200S00 (02)UNK 02 NONE 9 STRGHT N/A SE-NW 000 00 PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING 52ND ST and EUGENE-SPFLD HY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 01/09/2024 CDS380 Page: 13 CITY OF SPRINGFIELD, LANE COUNTY 26 - 30 of 47 Crash records shown. Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING 52ND ST and EUGENE-SPFLD HY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 01/09/2024 CDS380 Page: 14 CITY OF SPRINGFIELD, LANE COUNTY S D M SER#P R J S W DATE CLASS CITY STREET INT-TYPE SPCL USE INVEST E A U I C O DAY DIST FIRST STREET RD CHAR (MEDIAN)INT-REL OFFRD WTHR CRASH TRLR QTY MOVE A S RD DPT E L G N H R TIME FROM SECOND STREET DIRECT LEGS TRAF-RNDBT SURF COLL OWNER FROM PRTC INJ G E LICNS PED UNLOC?D C S V L K LAT LONG LRS LOCTN (#LANES)CONTL DRVWY LIGHT SVRTY V#TYPE TO P#TYPE SVRTY E X RES LOC ERROR ACT EVENT CAUSE 01935 N N N N N N 07/14/2021 12 EUGENE-SPFLD HY STRGHT N Y CLR FIX OBJ 01 NONE 9 STRGHT 120,044 17 CITY WE 52ND ST SE (DIVMD)NONE N DRY FIX N/A NW-SE 000 00 Y 11A 05 N DAY PDO PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 3 17.42 -122 56 14.77 022700100S00 (04)UNK 03167 N N N N 10/12/2019 12 52ND ST STRGHT Y N CLR S-1STOP 01 NONE 9 STRGHT 013 29 NONE SA 30 EUGENE-SPFLD HY S (NONE)TRF SIGNAL N DRY REAR N/A S -N 000 00 N 11A 06 N DAY PDO PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 3 21.56 -122 56 24.96 (02)UNK 02 NONE 9 STOP N/A S -N 011 00 PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 00120 N N N N N N 01/12/2018 17 52ND ST STRGHT N N CLR S-1STOP 01 NONE 0 STRGHT 22,29 CITY FR 60 EUGENE-SPFLD HY S (NONE)UNKNOWN N WET REAR PRVTE S -N 000 22 N 6P 08 N DLIT INJ PSNGR CAR 01 DRVR NONE 49 F OR-Y 026 000 29 N 44 3 20.69 -122 56 24.98 (02)OR<25 02 NONE 0 STOP PRVTE S -N 011 00 PSNGR CAR 01 DRVR INJC 27 M OR-Y 000 000 00 OR<25 02832 N N N N 08/08/2017 12 EUGENE-SPFLD HY STRGHT N N CLR S-STRGHT 01 NONE 9 STRGHT 22,29 NONE TU 52ND ST W (DIVMD)UNKNOWN N DRY REAR N/A W -E 000 00 N 4P 03 N DAY PDO PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 3 23.39 -122 56 29.36 022700100S00 (04)UNK 02 NONE 9 STRGHT N/A W -E 006 00 PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 03373 N N N N N N 09/21/2017 12 EUGENE-SPFLD HY STRGHT N N CLD S-STRGHT 01 NONE 9 STRGHT 07 CITY TH 52ND ST W (DIVMD)NONE N DRY REAR N/A W -E 000 00 N 5P 04 N DAY PDO PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 3 27.25 -122 56 41.26 022700100S00 (04)UNK 02 NONE 9 STRGHT N/A W -E 006 00 PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING 52ND ST and EUGENE-SPFLD HY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 01/09/2024 CDS380 Page: 15 CITY OF SPRINGFIELD, LANE COUNTY 31 - 35 of 47 Crash records shown. Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING 52ND ST and EUGENE-SPFLD HY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 01/09/2024 CDS380 Page: 16 CITY OF SPRINGFIELD, LANE COUNTY S D M SER#P R J S W DATE CLASS CITY STREET INT-TYPE SPCL USE INVEST E A U I C O DAY DIST FIRST STREET RD CHAR (MEDIAN)INT-REL OFFRD WTHR CRASH TRLR QTY MOVE A S RD DPT E L G N H R TIME FROM SECOND STREET DIRECT LEGS TRAF-RNDBT SURF COLL OWNER FROM PRTC INJ G E LICNS PED UNLOC?D C S V L K LAT LONG LRS LOCTN (#LANES)CONTL DRVWY LIGHT SVRTY V#TYPE TO P#TYPE SVRTY E X RES LOC ERROR ACT EVENT CAUSE 02912 N N N N N N 09/19/2018 12 EUGENE-SPFLD HY STRGHT N N CLR S-1STOP 01 NONE 0 STRGHT 013 27,29 CITY WE 52ND ST W (DIVMD)UNKNOWN N DRY REAR PRVTE W -E 000 00 N 4P 04 N DAY INJ PSNGR CAR 01 DRVR INJB 46 M OR-Y 016,026 038 27,29 N 44 3 30.27 -122 56 51.35 022700100S00 (04)OR<25 01 NONE 0 STRGHT PRVTE W -E 000 00 PSNGR CAR 02 PSNG INJB 43 F 000 000 00 01 NONE 0 STRGHT PRVTE W -E 000 00 PSNGR CAR 03 PSNG INJC 73 M 000 000 00 02 NONE 0 STOP PRVTE W -E 011 013 00 PSNGR CAR 01 DRVR INJC 52 F OR-Y 000 000 00 OR<25 03 NONE 0 STOP PRVTE W -E 022 00 PSNGR CAR 01 DRVR NONE 76 M OR-Y 000 000 00 OR<25 03 NONE 0 STOP PRVTE W -E 022 00 PSNGR CAR 02 PSNG INJB 71 F 000 000 00 04 NONE 0 STOP PRVTE W -E 022 00 PSNGR CAR 01 DRVR INJB 49 F OR-Y 000 000 00 OR<25 02385 Y N N N N N 08/01/2019 12 EUGENE-SPFLD HY STRGHT Y N CLR S-STRGHT 01 NONE STRGHT 32,16,30 CITY TH 52ND ST W (DIVMD)TRF SIGNAL N DRY REAR PRVTE W -E 000 00 N 8A 03 N DAY INJ PSNGR CAR 01 DRVR NONE 29 M OR-Y 052,050,026 025 32,16,30 N 44 3 22.32 -122 56 26.85 022700100S00 (04)OR<25 02 NONE STRGHT PRVTE W -E 006 00 PSNGR CAR 01 DRVR INJC 27 F OR-Y 000 000 00 OR<25 02272 N N N N 09/19/2020 12 EUGENE-SPFLD HY STRGHT Y N CLR S-1STOP 01 NONE 9 STRGHT 29 NONE SA 52ND ST W (RSDMD)L-GRN-SIG N DRY REAR N/A W -E 000 00 N 2P 05 N DAY PDO PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 3 22.32 -122 56 26.88 022700100S00 (05)UNK 02 NONE 9 STOP N/A W -E 012 00 PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING 52ND ST and EUGENE-SPFLD HY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 01/09/2024 CDS380 Page: 17 CITY OF SPRINGFIELD, LANE COUNTY 36 - 38 of 47 Crash records shown. Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING 52ND ST and EUGENE-SPFLD HY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 01/09/2024 CDS380 Page: 18 CITY OF SPRINGFIELD, LANE COUNTY S D M SER#P R J S W DATE CLASS CITY STREET INT-TYPE SPCL USE INVEST E A U I C O DAY DIST FIRST STREET RD CHAR (MEDIAN)INT-REL OFFRD WTHR CRASH TRLR QTY MOVE A S RD DPT E L G N H R TIME FROM SECOND STREET DIRECT LEGS TRAF-RNDBT SURF COLL OWNER FROM PRTC INJ G E LICNS PED UNLOC?D C S V L K LAT LONG LRS LOCTN (#LANES)CONTL DRVWY LIGHT SVRTY V#TYPE TO P#TYPE SVRTY E X RES LOC ERROR ACT EVENT CAUSE 03482 Y N N N N N 12/03/2021 12 EUGENE-SPFLD HY STRGHT N N CLD S-1STOP 01 NONE 0 STRGHT 01 CITY FR 52ND ST W (DIVMD)NONE N DRY REAR PRVTE W -E 000 00 N 5P 04 N DARK INJ PSNGR CAR 01 DRVR NONE 19 M OR-Y 047,026 000 01 N 44 3 22.07 -122 56 26.22 022700100S00 (04)OR<25 02 NONE 0 STOP PRVTE W -E 011 00 PSNGR CAR 01 DRVR INJC 63 M OR-Y 000 000 00 OR<25 00833 Y N N N N N 03/10/2017 12 EUGENE-SPFLD HY STRGHT Y N CLR S-STRGHT 01 NONE 9 STRGHT 092 13,01 NO RPT FR 52ND ST NW (DIVMD)NONE N DRY REAR N/A SE-NW 088 00 N 5A 06 N DLIT PDO PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 3 22.85 -122 56 26.2 022700200S00 (04)UNK 02 NONE 9 STRGHT N/A SE-NW 000 00 PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 02035 N N N N N N 07/12/2018 12 EUGENE-SPFLD HY STRGHT N N CLR S-STRGHT 01 NONE 9 STRGHT 07 STATE TH 52ND ST NW (DIVMD)RUMBLE STR N DRY REAR N/A SE-NW 000 00 N 6A 03 N DAY PDO PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 3 23.62 -122 56 28.1 022700200S00 (04)UNK 02 NONE 9 STRGHT N/A SE-NW 006 00 PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 03727 N N N N N N 11/27/2019 12 EUGENE-SPFLD HY STRGHT N N CLR S-1STOP 01 NONE 9 STRGHT 29 CITY WE 52ND ST NW (DIVMD)TRF SIGNAL N WET REAR N/A NW-SE 000 00 N 6P 04 N DARK PDO PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 3 32.26 -122 56 58.06 022700100S00 (04)UNK 02 NONE 9 STOP N/A NW-SE 011 00 PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 02322 Y N N N 08/05/2022 12 EUGENE-SPFLD HY CURVE N Y CLR FIX OBJ 01 NONE 0 STRGHT 120,010,001 30,27 CITY FR 52ND ST UN (DIVMD)UNKNOWN N DRY FIX PRVTE W -E 000 120,010 00 Y 8P 06 N DAY INJ MTRCYCLE 01 DRVR INJA 61 M OR-Y 050,016 017 001 30,27 N 44 3 35.76 -122 57 13.91 022700100S00 (04)OR<25 Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING 52ND ST and EUGENE-SPFLD HY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 01/09/2024 CDS380 Page: 19 CITY OF SPRINGFIELD, LANE COUNTY 39 - 43 of 47 Crash records shown. Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING 52ND ST and EUGENE-SPFLD HY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 01/09/2024 CDS380 Page: 20 CITY OF SPRINGFIELD, LANE COUNTY S D M SER#P R J S W DATE CLASS CITY STREET INT-TYPE SPCL USE INVEST E A U I C O DAY DIST FIRST STREET RD CHAR (MEDIAN)INT-REL OFFRD WTHR CRASH TRLR QTY MOVE A S RD DPT E L G N H R TIME FROM SECOND STREET DIRECT LEGS TRAF-RNDBT SURF COLL OWNER FROM PRTC INJ G E LICNS PED UNLOC?D C S V L K LAT LONG LRS LOCTN (#LANES)CONTL DRVWY LIGHT SVRTY V#TYPE TO P#TYPE SVRTY E X RES LOC ERROR ACT EVENT CAUSE 02014 Y N N N N N 06/10/2017 12 EUGENE-SPFLD HY CURVE N Y SLT FIX OBJ 01 NONE 0 STRGHT 001,043 01 CITY SA 52ND ST W (DIVMD)NONE N ICE FIX PRVTE W -E 001 043 00 Y 6P 08 N DAY INJ PSNGR CAR 01 DRVR INJB 38 F OR-Y 080,081 047 01 N 44 3 35.12 -122 57 8.18 022700100S00 (04)OR<25 02689 Y N N N N N 09/12/2022 12 EUGENE-SPFLD HY CURVE N Y CLR FIX OBJ 01 NONE 9 STRGHT 079,120 30,26 CITY MO 52ND ST W (DIVMD)UNKNOWN N DRY FIX N/A W -E 000 00 Y 9A 06 N DAY PDO PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 3 35.76 -122 57 15.35 022700100S00 (04)UNK 03397 N N N N N N 11/12/2022 12 EUGENE-SPFLD HY CURVE N N CLR S-STRGHT 01 NONE 9 STRGHT 02,13 CITY SA 52ND ST W (DIVMD)UNKNOWN N DRY SS-O N/A W -E 000 00 N 12P 04 N DAY PDO PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 3 24.15 -122 56 31.26 022700100S00 (05)UNK 02 NONE 9 STRGHT N/A W -E 000 00 PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 00107 Y N N N N N 01/12/2022 12 EUGENE-SPFLD HY CURVE Y N CLR S-1STOP 01 NONE STRGHT 29,07 CITY WE 52ND ST NW (DIVMD)TRF SIGNAL N DRY REAR PRVTE NW-SE 000 00 N 12P 04 N DAY INJ PSNGR CAR 01 DRVR INJB 39 F OR-Y 026,043,050 000 29,07 N 44 3 22.84 -122 56 28.13 022700100S00 (04)OR<25 02 NONE 0 STOP PRVTE NW-SE 011 00 PSNGR CAR 01 DRVR INJB 49 F OR-Y 000 000 00 OR<25 02 NONE 0 STOP PRVTE NW-SE 011 00 PSNGR CAR 02 PSNG INJB 31 F 000 000 00 Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING 52ND ST and EUGENE-SPFLD HY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 01/09/2024 CDS380 Page: 21 CITY OF SPRINGFIELD, LANE COUNTY 44 - 47 of 47 Crash records shown. Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING 52ND ST and EUGENE-SPFLD HY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 01/09/2024 CDS380 Page: 22 CITY OF SPRINGFIELD, LANE COUNTY NON-PROPERTY INTER- FATAL FATAL DAMAGE TOTAL PEOPLE PEOPLE DRY WET INTER-SECTION OFF- COLLISION TYPE CRASHES CRASHES ONLY CRASHES KILLED INJURED TRUCKS SURF SURF DAY DARK SECTION RELATED ROAD YEAR: 2022 FIXED / OTHER OBJECT 0 1 1 2 0 1 0 2 0 2 0 0 0 2 REAR-END 0 4 1 5 0 6 0 4 1 3 2 3 1 0 SIDESWIPE - OVERTAKING 0 0 1 1 0 0 0 1 0 1 0 0 0 0 YEAR 2022 TOTAL 0 5 3 8 0 7 0 7 1 6 2 3 1 2 YEAR: 2021 FIXED / OTHER OBJECT 0 0 1 1 0 0 0 1 0 1 0 0 0 1 REAR-END 0 3 1 4 0 3 0 3 1 3 1 2 0 0 YEAR 2021 TOTAL 0 3 2 5 0 3 0 4 1 4 1 2 0 1 YEAR: 2020 REAR-END 0 0 2 2 0 0 0 2 0 1 1 1 1 0 TURNING MOVEMENTS 0 1 0 1 0 1 0 0 1 1 0 1 0 0 YEAR 2020 TOTAL 0 1 2 3 0 1 0 2 1 2 1 2 1 0 YEAR: 2019 REAR-END 0 3 2 5 0 3 0 4 1 4 1 2 2 0 TURNING MOVEMENTS 0 2 0 2 0 5 0 1 1 1 1 2 0 0 YEAR 2019 TOTAL 0 5 2 7 0 8 0 5 2 5 2 4 2 0 YEAR: 2018 BACKING 0 0 1 1 0 0 0 0 1 1 0 1 0 0 REAR-END 0 5 2 7 0 12 0 4 3 5 2 4 0 0 SIDESWIPE - OVERTAKING 0 0 1 1 0 0 1 1 0 0 1 0 0 0 CDS150 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION 01/09/2024 52ND ST and EUGENE-SPFLD HY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 CRASH SUMMARIES BY YEAR BY COLLISION TYPE TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT Page: 1 NON-PROPERTY INTER- FATAL FATAL DAMAGE TOTAL PEOPLE PEOPLE DRY WET INTER-SECTION OFF- COLLISION TYPE CRASHES CRASHES ONLY CRASHES KILLED INJURED TRUCKS SURF SURF DAY DARK SECTION RELATED ROAD TURNING MOVEMENTS 0 3 1 4 0 6 0 3 1 3 1 4 0 0 YEAR 2018 TOTAL 0 8 5 13 0 18 1 8 5 9 4 9 0 0 YEAR: 2017 ANGLE 0 1 0 1 0 1 0 0 1 1 0 1 0 0 FIXED / OTHER OBJECT 0 1 0 1 0 1 0 0 1 1 0 0 0 1 REAR-END 0 4 4 8 0 4 0 7 1 7 1 2 1 0 TURNING MOVEMENTS 0 1 0 1 0 1 0 1 0 1 0 1 0 0 YEAR 2017 TOTAL 0 7 4 11 0 7 0 8 3 10 1 4 1 1 FINAL TOTAL 0 29 18 47 0 44 1 34 13 36 11 24 5 4 Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirements, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. CDS150 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION 01/09/2024 52ND ST and EUGENE-SPFLD HY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 CRASH SUMMARIES BY YEAR BY COLLISION TYPE TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT Page: 2 S D M SER#P R J S W DATE CLASS CITY STREET INT-TYPE SPCL USE INVEST E A U I C O DAY DIST FIRST STREET RD CHAR (MEDIAN)INT-REL OFFRD WTHR CRASH TRLR QTY MOVE A S RD DPT E L G N H R TIME FROM SECOND STREET DIRECT LEGS TRAF-RNDBT SURF COLL OWNER FROM PRTC INJ G E LICNS PED UNLOC?D C S V L K LAT LONG LRS LOCTN (#LANES)CONTL DRVWY LIGHT SVRTY V#TYPE TO P#TYPE SVRTY E X RES LOC ERROR ACT EVENT CAUSE 01148 N N N N 04/19/2019 17 THURSTON RD INTER CROSS N N CLR S-1STOP 01 NONE 9 STRGHT 29 NONE FR 0 58TH ST N YIELD Y DRY REAR N/A N -S 000 00 N 10A 06 0 N DAY PDO UNKNOWN 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 3 12.02 -122 55 34.51 UNK 02 NONE 9 STOP N/A N -S 011 00 PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 01866 N Y N N N N 07/09/2021 17 THURSTON RD INTER CROSS N Y CLR FIX OBJ 01 NONE 9 STRGHT 044,040 33 CITY FR 0 58TH ST N YIELD Y DRY FIX N/A S -N 029 00 N 8A 05 0 N DAY PDO PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 3 12.02 -122 55 34.51 UNK 00405 N N N N 02/06/2020 17 THURSTON RD INTER 3-LEG N N CLR ANGL-OTH 01 NONE TURN-R 02 NO RPT TH 0 58TH ST CN YIELD Y DRY TURN PRVTE E -N 000 00 N 2P 02 0 N DAY INJ PSNGR CAR 01 DRVR NONE 16 F OR-Y 028 000 02 N 44 3 11.6 -122 55 33.94 OR<25 02 NONE STRGHT PRVTE S -N 000 00 MTRCYCLE 01 DRVR INJC 51 M OR-Y 000 000 00 OR<25 01657 Y N N N N N 06/04/2022 17 THURSTON RD INTER CROSS N Y RAIN FIX OBJ 01 NONE 9 STRGHT 050,121 01 CITY SA 0 58TH ST CN YIELD Y WET FIX N/A S -N 000 00 N 1P 02 0 N DAY PDO PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 3 12.02 -122 55 34.51 UNK 02865 Y Y N N N N 07/14/2022 17 THURSTON RD INTER CROSS N Y CLR FIX OBJ 01 NONE 9 STRGHT 040,062 33,30 CITY TH 0 58TH ST CN YIELD Y DRY FIX N/A N -S 000 00 N 1A 01 0 N DLIT PDO PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 3 12.02 -122 55 34.51 UNK 03472 N N N N 11/05/2019 17 THURSTON RD STRGHT Y N CLR S-STRGHT 01 NONE STRGHT 29 NONE TU 15 58TH ST E (NONE)YIELD N DRY REAR UNKN E -W 000 00 N 8A 06 N DAY INJ UNKNOWN 01 DRVR NONE 00 Unk UNK 042 000 29 N 44 3 11.61 -122 55 33.94 (02)UNK 02 NONE STRGHT PRVTE E -W 006 00 PSNGR CAR 01 DRVR INJB 17 F OR-Y 000 000 00 OR<25 Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING 58TH ST and THURSTON RD, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 01/09/2024 CDS380 Page: 1 CITY OF SPRINGFIELD, LANE COUNTY 1 - 6 of 7 Crash records shown. Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING 58TH ST and THURSTON RD, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 01/09/2024 CDS380 Page: 2 CITY OF SPRINGFIELD, LANE COUNTY S D M SER#P R J S W DATE CLASS CITY STREET INT-TYPE SPCL USE INVEST E A U I C O DAY DIST FIRST STREET RD CHAR (MEDIAN)INT-REL OFFRD WTHR CRASH TRLR QTY MOVE A S RD DPT E L G N H R TIME FROM SECOND STREET DIRECT LEGS TRAF-RNDBT SURF COLL OWNER FROM PRTC INJ G E LICNS PED UNLOC?D C S V L K LAT LONG LRS LOCTN (#LANES)CONTL DRVWY LIGHT SVRTY V#TYPE TO P#TYPE SVRTY E X RES LOC ERROR ACT EVENT CAUSE 02832 N N N N N N 09/27/2022 17 THURSTON RD STRGHT N Y CLR PRKD MV 01 NONE 9 STRGHT 21 CITY TU 485 58TH ST E (NONE)UNKNOWN N DRY SS-O N/A W -E 000 00 Y 3A 07 N DARK PDO PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 3 11.55 -122 55 27.29 (02)UNK 02 NONE 9 PRKD-P N/A W -E 008 00 PSNGR CAR Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING 58TH ST and THURSTON RD, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 01/09/2024 CDS380 Page: 3 CITY OF SPRINGFIELD, LANE COUNTY 7 - 7 of 7 Crash records shown. Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING 58TH ST and THURSTON RD, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 01/09/2024 CDS380 Page: 4 CITY OF SPRINGFIELD, LANE COUNTY NON-PROPERTY INTER- FATAL FATAL DAMAGE TOTAL PEOPLE PEOPLE DRY WET INTER-SECTION OFF- COLLISION TYPE CRASHES CRASHES ONLY CRASHES KILLED INJURED TRUCKS SURF SURF DAY DARK SECTION RELATED ROAD YEAR: 2022 FIXED / OTHER OBJECT 0 0 2 2 0 0 0 1 1 1 1 2 0 2 SIDESWIPE - OVERTAKING 0 0 1 1 0 0 0 1 0 0 1 0 0 1 YEAR 2022 TOTAL 0 0 3 3 0 0 0 2 1 1 2 2 0 3 YEAR: 2021 FIXED / OTHER OBJECT 0 0 1 1 0 0 0 1 0 1 0 1 0 1 YEAR 2021 TOTAL 0 0 1 1 0 0 0 1 0 1 0 1 0 1 YEAR: 2020 TURNING MOVEMENTS 0 1 0 1 0 1 0 1 0 1 0 1 0 0 YEAR 2020 TOTAL 0 1 0 1 0 1 0 1 0 1 0 1 0 0 YEAR: 2019 REAR-END 0 1 1 2 0 1 0 2 0 2 0 1 1 0 YEAR 2019 TOTAL 0 1 1 2 0 1 0 2 0 2 0 1 1 0 FINAL TOTAL 0 2 5 7 0 2 0 6 1 5 2 5 1 4 Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirements, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. CDS150 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION 01/09/2024 58TH ST and THURSTON RD, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 CRASH SUMMARIES BY YEAR BY COLLISION TYPE TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT Page: 1 S D M SER#P R J S W DATE CLASS CITY STREET INT-TYPE SPCL USE INVEST E A U I C O DAY DIST FIRST STREET RD CHAR (MEDIAN)INT-REL OFFRD WTHR CRASH TRLR QTY MOVE A S RD DPT E L G N H R TIME FROM SECOND STREET DIRECT LEGS TRAF-RNDBT SURF COLL OWNER FROM PRTC INJ G E LICNS PED UNLOC?D C S V L K LAT LONG LRS LOCTN (#LANES)CONTL DRVWY LIGHT SVRTY V#TYPE TO P#TYPE SVRTY E X RES LOC ERROR ACT EVENT CAUSE 00082 N N N N 01/09/2018 12 EUGENE-SPFLD HY INTER CROSS N N RAIN S-1STOP 01 NONE 0 STRGHT 013 29 NONE TU MAIN ST N TRF SIGNAL N WET REAR PRVTE N -S 000 00 N 5P 06 0 N DUSK INJ PSNGR CAR 01 DRVR NONE 42 M OR-Y 026 000 29 N 44 2 44.39 -122 55 51.05 022700100S00 OR<25 02 NONE 0 STOP PRVTE N -S 011 013 00 PSNGR CAR 01 DRVR INJC 24 M OR-Y 000 000 00 OR<25 03 NONE 0 STOP PRVTE N -S 022 00 PSNGR CAR 01 DRVR INJB 59 F OR-Y 000 000 00 OR<25 01099 N N N N 04/19/2018 12 EUGENE-SPFLD HY INTER CROSS N N CLR S-1STOP 01 NONE 0 STRGHT 29 NONE TH MAIN ST N TRF SIGNAL N DRY REAR PRVTE N -S 000 00 N 5P 06 0 N DAY INJ PSNGR CAR 01 DRVR NONE 20 M OR-Y 026 000 29 N 44 2 44.42 -122 55 50.42 022700200S00 OR<25 02 NONE 0 STOP PRVTE N -S 011 00 PSNGR CAR 01 DRVR INJC 40 F OR-Y 000 000 00 OR<25 01397 N N N N N N 05/17/2018 12 EUGENE-SPFLD HY INTER CROSS N N CLR S-1STOP 01 NONE 9 STRGHT 003 27 CITY TH MAIN ST N TRF SIGNAL N DRY REAR N/A N -S 000 00 N 3P 06 0 N DAY PDO PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 2 44.39 -122 55 51.05 022700100S00 UNK 02 NONE 9 STOP N/A N -S 011 00 PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 90785 N N N N 03/13/2019 12 EUGENE-SPFLD HY INTER CROSS N N CLR S-1STOP 01 NONE 9 STRGHT 29 NO RPT WE MAIN ST N TRF SIGNAL N DRY REAR N/A N -S 000 00 N 7P 06 0 N DLIT PDO PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 2 44.37 -122 55 51.01 022700100S00 UNK 02 NONE 9 STOP N/A N -S 012 00 PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 02161 N N N N N N 08/05/2021 12 EUGENE-SPFLD HY INTER CROSS N N CLD S-1STOP 01 NONE 0 STRGHT 013 07 CITY TH MAIN ST N TRF SIGNAL N DRY REAR PRVTE N -S 000 00 N 4P 06 0 N DAY INJ TRUCK 01 DRVR NONE 88 M OR-Y 043 000 07 N 44 2 44.39 -122 55 51.05 022700100S00 OR<25 Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING MAIN ST at EUGENE-SPFLD HY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 03/25/2024 CDS380 Page: 1 CITY OF SPRINGFIELD, LANE COUNTY 1 - 4 of 25 Crash records shown. Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING MAIN ST at EUGENE-SPFLD HY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 03/25/2024 CDS380 Page: 2 CITY OF SPRINGFIELD, LANE COUNTY S D M SER#P R J S W DATE CLASS CITY STREET INT-TYPE SPCL USE INVEST E A U I C O DAY DIST FIRST STREET RD CHAR (MEDIAN)INT-REL OFFRD WTHR CRASH TRLR QTY MOVE A S RD DPT E L G N H R TIME FROM SECOND STREET DIRECT LEGS TRAF-RNDBT SURF COLL OWNER FROM PRTC INJ G E LICNS PED UNLOC?D C S V L K LAT LONG LRS LOCTN (#LANES)CONTL DRVWY LIGHT SVRTY V#TYPE TO P#TYPE SVRTY E X RES LOC ERROR ACT EVENT CAUSE 02 NONE 0 STOP PRVTE N -S 011 013 00 PSNGR CAR 01 DRVR INJC 72 F OR-Y 000 000 00 OR<25 03 NONE 0 STOP PRVTE N -S 022 00 PSNGR CAR 01 DRVR INJC 62 M OR-Y 000 000 00 OR<25 01762 N Y N N N N 06/12/2021 12 EUGENE-SPFLD HY INTER CROSS N N CLR S-1STOP 01 NONE 9 TURN-L 33,04,08 CITY SA MAIN ST N TRF SIGNAL N DRY SS-O N/A N -E 000 00 N 7P 06 0 N DAY PDO MTRCYCLE 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 2 44.39 -122 55 51.05 022700100S00 UNK 02 NONE 9 STOP N/A N -S 012 00 PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 03041 N N N N N N 10/25/2021 12 EUGENE-SPFLD HY INTER CROSS N N RAIN S-1STOP 01 NONE 9 STRGHT 29 CITY MO MAIN ST N TRF SIGNAL N WET REAR N/A N -S 000 00 N 10A 06 0 N DAY PDO PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 2 44.39 -122 55 51.05 022700100S00 UNK 02 NONE 9 STOP N/A N -S 011 00 PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 00992 N N N N 04/05/2022 12 EUGENE-SPFLD HY INTER CROSS N N CLR S-1STOP 01 NONE 0 STRGHT 29 NONE TU MAIN ST N TRF SIGNAL N DRY REAR PRVTE N -S 000 00 N 4P 06 0 N DAY INJ PSNGR CAR 01 DRVR NONE 18 F OR-Y 026 000 29 N 44 2 44.39 -122 55 51.05 022700100S00 OR<25 02 NONE 0 STOP PRVTE N -S 012 00 PSNGR CAR 01 DRVR INJB 35 F OR-Y 000 000 00 OR<25 02 NONE 0 STOP PRVTE N -S 012 00 PSNGR CAR 02 PSNG INJB 12 M 000 000 00 02107 N N Y N N N 07/16/2022 12 EUGENE-SPFLD HY INTER CROSS N N CLR BIKE 01 NONE 0 TURN-L 110 04 CITY SA MAIN ST N TRF SIGNAL N DRY TURN PRVTE N -E 000 00 N 3P 06 0 N DAY INJ PSNGR CAR 01 DRVR NONE 53 M OR-Y 000 000 00 N 44 2 44.39 -122 55 51.05 022700100S00 OR<25 Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING MAIN ST at EUGENE-SPFLD HY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 03/25/2024 CDS380 Page: 3 CITY OF SPRINGFIELD, LANE COUNTY 5 - 8 of 25 Crash records shown. Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING MAIN ST at EUGENE-SPFLD HY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 03/25/2024 CDS380 Page: 4 CITY OF SPRINGFIELD, LANE COUNTY S D M SER#P R J S W DATE CLASS CITY STREET INT-TYPE SPCL USE INVEST E A U I C O DAY DIST FIRST STREET RD CHAR (MEDIAN)INT-REL OFFRD WTHR CRASH TRLR QTY MOVE A S RD DPT E L G N H R TIME FROM SECOND STREET DIRECT LEGS TRAF-RNDBT SURF COLL OWNER FROM PRTC INJ G E LICNS PED UNLOC?D C S V L K LAT LONG LRS LOCTN (#LANES)CONTL DRVWY LIGHT SVRTY V#TYPE TO P#TYPE SVRTY E X RES LOC ERROR ACT EVENT CAUSE - STRGHT 01 BIKE INJC 22 M I XWLK 020 035 04 E W 01394 N N N N N N 05/12/2022 14 EUGENE-SPFLD HY INTER CROSS N Y CLR FIX OBJ 01 NONE 9 TURN-L 040,058 27,08 CITY TH MAIN ST N L-GRN-SIG N DRY FIX N/A W -N 000 00 N 1P 05 2 N DAY PDO PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 2 44.42 -122 55 50.42 001500100S00 UNK 01717 N N N N N N 06/10/2022 14 EUGENE-SPFLD HY INTER CROSS N Y RAIN FIX OBJ 01 NONE 9 TURN-L 040 08 CITY FR MAIN ST N TRF SIGNAL N WET FIX N/A W -N 000 00 N 11P 05 0 N DLIT PDO PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 2 44.42 -122 55 50.42 001500100S00 UNK 02469 N N N N N N 07/05/2017 14 EUGENE-SPFLD HY INTER CROSS N N CLR S-1STOP 01 NONE 9 STRGHT 29 NONE WE MAIN ST E TRF SIGNAL N DRY REAR N/A E -W 000 00 N 4P 06 2 N DAY PDO PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 2 44.42 -122 55 50.42 001500100S00 UNK 02 NONE 9 STOP N/A E -W 011 00 PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 01293 N N N N 05/05/2022 14 EUGENE-SPFLD HY INTER CROSS N N RAIN S-1STOP 01 NONE 0 STRGHT 013 29 NO RPT TH MAIN ST E TRF SIGNAL N WET REAR PRVTE E -W 000 00 N 6P 06 0 N DAY INJ PSNGR CAR 01 DRVR NONE 38 F OR-Y 026 000 29 N 44 2 44.43 -122 55 49.71 001500100S00 OR<25 02 NONE 0 STOP PRVTE E -W 011 013 00 PSNGR CAR 01 DRVR NONE 00 M UNK 000 000 00 UNK 03 NONE 0 STOP PRVTE E -W 022 00 PSNGR CAR 01 DRVR INJC 34 F OR-Y 000 000 00 OR<25 02576 N N N N 09/14/2021 12 EUGENE-SPFLD HY INTER CROSS N N CLR S-1STOP 01 NONE 9 STRGHT 29 NONE TU MAIN ST W TRF SIGNAL N DRY REAR N/A W -E 000 00 N 5P 06 0 N DAY PDO PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 2 44.39 -122 55 51.04 022700100S00 UNK 02 NONE 9 STOP N/A W -E 011 00 PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING MAIN ST at EUGENE-SPFLD HY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 03/25/2024 CDS380 Page: 5 CITY OF SPRINGFIELD, LANE COUNTY 9 - 14 of 25 Crash records shown. Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING MAIN ST at EUGENE-SPFLD HY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 03/25/2024 CDS380 Page: 6 CITY OF SPRINGFIELD, LANE COUNTY S D M SER#P R J S W DATE CLASS CITY STREET INT-TYPE SPCL USE INVEST E A U I C O DAY DIST FIRST STREET RD CHAR (MEDIAN)INT-REL OFFRD WTHR CRASH TRLR QTY MOVE A S RD DPT E L G N H R TIME FROM SECOND STREET DIRECT LEGS TRAF-RNDBT SURF COLL OWNER FROM PRTC INJ G E LICNS PED UNLOC?D C S V L K LAT LONG LRS LOCTN (#LANES)CONTL DRVWY LIGHT SVRTY V#TYPE TO P#TYPE SVRTY E X RES LOC ERROR ACT EVENT CAUSE 01042 N N N N N N 04/08/2022 14 EUGENE-SPFLD HY INTER CROSS N N CLR S-1STOP 01 NONE 0 STRGHT 07 CITY FR MAIN ST W TRF SIGNAL N DRY REAR PRVTE W -E 000 00 N 2P 06 0 N DAY INJ PSNGR CAR 01 DRVR INJB 65 F OR-Y 043,026 000 07 N 44 2 44.42 -122 55 50.42 001500100S00 OR<25 01 NONE 0 STRGHT PRVTE W -E 000 00 PSNGR CAR 02 PSNG INJB 66 F 000 000 00 01 NONE 0 STRGHT PRVTE W -E 000 00 PSNGR CAR 03 PSNG INJB 39 F 000 000 00 02 NONE 1 STOP PRVTE W -E 012 00 PSNGR CAR 01 DRVR INJC 41 M OR-Y 000 000 00 OR>25 02 NONE 1 STOP PRVTE W -E 012 00 PSNGR CAR 02 PSNG INJC 42 F 000 000 00 02792 N N N N 09/08/2018 14 EUGENE-SPFLD HY INTER CROSS N N CLR ANGL-OTH 01 NONE 0 STRGHT 04 CITY SA MAIN ST CN TRF SIGNAL N DRY ANGL PRVTE N -S 000 00 N 6P 01 0 N DAY INJ PSNGR CAR 01 DRVR INJC 47 F OR-Y 000 000 00 N 44 2 44.39 -122 55 51.05 001500100S00 OR<25 02 NONE 0 STRGHT UNKN E -W 000 00 PSNGR CAR 01 DRVR NONE 00 F UNK 020 000 04 UNK 00768 N N N N N N 03/30/2021 12 EUGENE-SPFLD HY INTER CROSS N N CLR O-1 L-TURN 01 NONE 0 STRGHT 33,02 CITY TU MAIN ST CN TRF SIGNAL N DRY TURN PRVTE E -W 000 00 N 10A 02 0 N DAY INJ PSNGR CAR 01 DRVR INJB 23 M OR-Y 000 000 00 N 44 2 44.42 -122 55 50.43 001500100S00 OR<25 02 NONE 0 TURN-L PRVTE W -N 000 00 PSNGR CAR 01 DRVR INJB 39 M SUSP 051,028,004 000 33,02 OR<25 02217 N N N N 08/09/2021 14 EUGENE-SPFLD HY INTER CROSS N N CLR O-1 L-TURN 01 NONE 0 TURN-L 02 CITY MO MAIN ST CN TRF SIGNAL N DRY TURN PRVTE W -N 000 00 N 9P 02 0 N DLIT INJ PSNGR CAR 01 DRVR NONE 32 F SUSP 004,028 000 02 N 44 2 44.42 -122 55 50.42 001500100S00 OR<25 Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING MAIN ST at EUGENE-SPFLD HY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 03/25/2024 CDS380 Page: 7 CITY OF SPRINGFIELD, LANE COUNTY 15 - 17 of 25 Crash records shown. Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING MAIN ST at EUGENE-SPFLD HY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 03/25/2024 CDS380 Page: 8 CITY OF SPRINGFIELD, LANE COUNTY S D M SER#P R J S W DATE CLASS CITY STREET INT-TYPE SPCL USE INVEST E A U I C O DAY DIST FIRST STREET RD CHAR (MEDIAN)INT-REL OFFRD WTHR CRASH TRLR QTY MOVE A S RD DPT E L G N H R TIME FROM SECOND STREET DIRECT LEGS TRAF-RNDBT SURF COLL OWNER FROM PRTC INJ G E LICNS PED UNLOC?D C S V L K LAT LONG LRS LOCTN (#LANES)CONTL DRVWY LIGHT SVRTY V#TYPE TO P#TYPE SVRTY E X RES LOC ERROR ACT EVENT CAUSE 02 NONE 0 STRGHT PRVTE E -W 000 00 PSNGR CAR 01 DRVR INJC 30 M OR-Y 000 000 00 OR<25 03390 N N N N 11/24/2021 14 EUGENE-SPFLD HY INTER CROSS N N FOG O-1 L-TURN 01 NONE 9 TURN-L 02 NONE WE MAIN ST CN TRF SIGNAL N WET TURN N/A W -N 000 00 N 3A 02 0 N DLIT PDO PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 2 44.42 -122 55 50.42 001500100S00 UNK 02 NONE 9 STRGHT N/A E -W 000 00 PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 00109 Y N N N N N 01/12/2022 12 EUGENE-SPFLD HY INTER CROSS N N CLR ANGL-OTH 01 NONE 0 STRGHT 013 32,04,01 CITY WE MAIN ST CN TRF SIGNAL N DRY ANGL PRVTE E -W 000 013 00 N 11A 02 0 N DAY INJ PSNGR CAR 01 DRVR INJC 35 F SUSP 052,020,016 000 32,04,01 N 44 2 44.42 -122 55 50.42 022700200S00 OR<25 02 NONE 0 STRGHT PRVTE S -N 000 00 PSNGR CAR 01 DRVR INJB 58 F OR-Y 000 000 00 OR<25 03 NONE 0 STOP RENTL N -S 022 00 PSNGR CAR 01 DRVR INJC 22 F OR-Y 000 000 00 OR<25 04 NONE 0 STOP PRVTE N -S 022 013 00 PSNGR CAR 01 DRVR INJB 37 M OR-Y 000 000 00 OR>25 05 NONE 0 STOP PRVTE N -S 022 00 PSNGR CAR 01 DRVR NONE 39 F OR-Y 000 000 00 OR<25 00557 N N N N N N 02/24/2022 14 EUGENE-SPFLD HY INTER CROSS N N CLD ANGL-OTH 01 NONE 0 STRGHT 15,04 CITY TH MAIN ST CN TRF SIGNAL N DRY TURN PRVTE E -W 000 00 N 9P 03 0 N DLIT INJ PSNGR CAR 01 DRVR NONE 68 M OR-Y 046,020 000 15,04 N 44 2 44.39 -122 55 51.05 001500100S00 OR<25 02 NONE 0 TURN-L PRVTE N -E 000 00 PSNGR CAR 01 DRVR INJC 44 M OR-Y 000 000 00 OR<25 Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING MAIN ST at EUGENE-SPFLD HY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 03/25/2024 CDS380 Page: 9 CITY OF SPRINGFIELD, LANE COUNTY 18 - 21 of 25 Crash records shown. Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING MAIN ST at EUGENE-SPFLD HY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 03/25/2024 CDS380 Page: 10 CITY OF SPRINGFIELD, LANE COUNTY S D M SER#P R J S W DATE CLASS CITY STREET INT-TYPE SPCL USE INVEST E A U I C O DAY DIST FIRST STREET RD CHAR (MEDIAN)INT-REL OFFRD WTHR CRASH TRLR QTY MOVE A S RD DPT E L G N H R TIME FROM SECOND STREET DIRECT LEGS TRAF-RNDBT SURF COLL OWNER FROM PRTC INJ G E LICNS PED UNLOC?D C S V L K LAT LONG LRS LOCTN (#LANES)CONTL DRVWY LIGHT SVRTY V#TYPE TO P#TYPE SVRTY E X RES LOC ERROR ACT EVENT CAUSE 00240 N N N N N N 01/26/2022 14 EUGENE-SPFLD HY INTER CROSS N N CLD O-1 L-TURN 01 NONE 9 TURN-L 02 CITY WE MAIN ST CN TRF SIGNAL N DRY TURN N/A W -N 000 00 N 6A 02 0 N DLIT PDO PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 2 44.42 -122 55 50.42 001500100S00 UNK 02 NONE 9 STRGHT N/A E -W 000 00 PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 00778 N N N N N N 03/15/2022 14 EUGENE-SPFLD HY INTER CROSS N N CLR ANGL-OTH 01 NONE 9 TURN-L 082 40,07,04 CITY TU MAIN ST CN TRF SIGNAL N DRY TURN N/A N -E 000 00 N 12P 03 0 N DAY PDO PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 2 44.39 -122 55 51.05 001500100S00 UNK 02 NONE 9 STRGHT N/A W -E 000 00 PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 02795 N N N N N N 09/23/2022 14 EUGENE-SPFLD HY INTER CROSS N N CLR O-1 L-TURN 01 NONE 9 STRGHT 04 CITY FR MAIN ST CN TRF SIGNAL N DRY TURN N/A E -W 000 00 N 10P 02 0 N DLIT PDO PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 2 44.39 -122 55 51.05 001500100S00 UNK 02 NONE 9 TURN-L N/A W -N 000 00 PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 03806 N N N N 12/19/2022 14 EUGENE-SPFLD HY INTER CROSS N N CLR O-1 L-TURN 01 NONE 0 STRGHT 27,02 CITY MO MAIN ST CN TRF SIGNAL N DRY TURN PRVTE E -W 000 00 N 6P 02 0 N DARK INJ PSNGR CAR 01 DRVR NONE 36 M OR-Y 000 000 00 N 44 2 44.42 -122 55 50.42 001500100S00 OR<25 02 NONE 0 TURN-L PRVTE W -N 000 00 PSNGR CAR 01 DRVR NONE 36 M OR-Y 016,028,004 038 27,02 OR<25 02 NONE 0 TURN-L PRVTE W -N 000 00 PSNGR CAR 02 PSNG INJC 44 F 000 000 00 Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING MAIN ST at EUGENE-SPFLD HY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 03/25/2024 CDS380 Page: 11 CITY OF SPRINGFIELD, LANE COUNTY 22 - 25 of 25 Crash records shown. Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING MAIN ST at EUGENE-SPFLD HY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 03/25/2024 CDS380 Page: 12 CITY OF SPRINGFIELD, LANE COUNTY NON-PROPERTY INTER- FATAL FATAL DAMAGE TOTAL PEOPLE PEOPLE DRY WET INTER-SECTION OFF- COLLISION TYPE CRASHES CRASHES ONLY CRASHES KILLED INJURED TRUCKS SURF SURF DAY DARK SECTION RELATED ROAD YEAR: 2022 ANGLE 0 1 0 1 0 4 0 1 0 1 0 1 0 0 FIXED / OTHER OBJECT 0 0 2 2 0 0 0 1 1 1 1 2 0 2 REAR-END 0 3 0 3 0 8 0 2 1 3 0 3 0 0 TURNING MOVEMENTS 0 3 3 6 0 3 0 6 0 2 4 6 0 0 YEAR 2022 TOTAL 0 7 5 12 0 15 0 10 2 7 5 12 0 2 YEAR: 2021 REAR-END 0 1 2 3 0 2 1 2 1 3 0 3 0 0 SIDESWIPE - OVERTAKING 0 0 1 1 0 0 0 1 0 1 0 1 0 0 TURNING MOVEMENTS 0 2 1 3 0 3 0 2 1 1 2 3 0 0 YEAR 2021 TOTAL 0 3 4 7 0 5 1 5 2 5 2 7 0 0 YEAR: 2019 REAR-END 0 0 1 1 0 0 0 1 0 0 1 1 0 0 YEAR 2019 TOTAL 0 0 1 1 0 0 0 1 0 0 1 1 0 0 YEAR: 2018 ANGLE 0 1 0 1 0 1 0 1 0 1 0 1 0 0 REAR-END 0 2 1 3 0 3 0 2 1 2 1 3 0 0 YEAR 2018 TOTAL 0 3 1 4 0 4 0 3 1 3 1 4 0 0 CDS150 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION 03/25/2024 MAIN ST at EUGENE-SPFLD HY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 CRASH SUMMARIES BY YEAR BY COLLISION TYPE TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT Page: 1 NON-PROPERTY INTER- FATAL FATAL DAMAGE TOTAL PEOPLE PEOPLE DRY WET INTER-SECTION OFF- COLLISION TYPE CRASHES CRASHES ONLY CRASHES KILLED INJURED TRUCKS SURF SURF DAY DARK SECTION RELATED ROAD YEAR: 2017 REAR-END 0 0 1 1 0 0 0 1 0 1 0 1 0 0 YEAR 2017 TOTAL 0 0 1 1 0 0 0 1 0 1 0 1 0 0 FINAL TOTAL 0 13 12 25 0 24 1 20 5 16 9 25 0 2 Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirements, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. CDS150 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION 03/25/2024 MAIN ST at EUGENE-SPFLD HY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 CRASH SUMMARIES BY YEAR BY COLLISION TYPE TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT Page: 2 S D M SER#P R J S W DATE CLASS CITY STREET INT-TYPE SPCL USE INVEST E A U I C O DAY DIST FIRST STREET RD CHAR (MEDIAN)INT-REL OFFRD WTHR CRASH TRLR QTY MOVE A S RD DPT E L G N H R TIME FROM SECOND STREET DIRECT LEGS TRAF-RNDBT SURF COLL OWNER FROM PRTC INJ G E LICNS PED UNLOC?D C S V L K LAT LONG LRS LOCTN (#LANES)CONTL DRVWY LIGHT SVRTY V#TYPE TO P#TYPE SVRTY E X RES LOC ERROR ACT EVENT CAUSE 04406 N N N N 11/28/2017 14 BOB STRAUB PKY INTER CROSS N N RAIN S-OTHER 01 NONE 0 TURN-L 08 NONE TU MAIN ST E TRF SIGNAL N WET TURN PRVTE N -E 000 00 N 3P 05 0 N DAY INJ PSNGR CAR 01 DRVR NONE 62 M OR-Y 007 000 08 N 44 2 44.42 -122 55 50.42 001500100S00 OR<25 02 NONE 0 TURN-L PRVTE N -E 000 00 PSNGR CAR 01 DRVR INJC 62 M OR-Y 000 000 00 OR<25 02840 N N N N 08/10/2017 14 BOB STRAUB PKY INTER CROSS N N CLR S-1STOP 01 NONE 9 STRGHT 29 NO RPT TH MAIN ST E TRF SIGNAL N DRY REAR N/A E -W 000 00 N 2P 06 0 N DAY PDO PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 2 44.42 -122 55 50.42 001500100S00 UNK 02 NONE 9 STOP N/A E -W 011 00 PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 00750 Y N N N N N 03/03/2017 14 BOB STRAUB PKY INTER CROSS N Y RAIN FIX OBJ 01 NONE 9 TURN-L 040,055,062 01 NONE FR MAIN ST S TRF SIGNAL N WET FIX N/A E -S 001 00 N 10P 05 0 N DLIT PDO PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 2 44.42 -122 55 50.42 001500100S00 UNK 01379 N Y N N N N 05/31/2021 14 BOB STRAUB PKY INTER CROSS N N CLR S-1STOP 01 NONE 0 STRGHT 33,29 CITY MO MAIN ST W TRF SIGNAL N DRY REAR PRVTE W -E 000 00 N 10P 06 0 N DLIT INJ PSNGR CAR 01 DRVR NONE 24 M OR-Y 051,026 000 33,29 N 44 2 44.39 -122 55 51.05 001500100S00 OR>25 02 NONE 0 STOP PRVTE W -E 011 00 PSNGR CAR 01 DRVR INJC 28 F OR-Y 000 000 00 OR<25 00265 Y N N N N N 02/03/2021 14 BOB STRAUB PKY INTER CROSS N N CLR S-1TURN 01 NONE 9 TURN-R 27,08,01 CITY WE MAIN ST CN TRF SIGNAL N DRY TURN N/A S -E 000 00 N 5P 04 0 N DUSK PDO PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 2 44.42 -122 55 50.42 001500100S00 UNK 02 NONE 9 STRGHT N/A S -N 000 00 PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING MAIN ST at BOB STRAUB PKY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 03/25/2024 CDS380 Page: 1 CITY OF SPRINGFIELD, LANE COUNTY 1 - 5 of 8 Crash records shown. Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING MAIN ST at BOB STRAUB PKY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 03/25/2024 CDS380 Page: 2 CITY OF SPRINGFIELD, LANE COUNTY S D M SER#P R J S W DATE CLASS CITY STREET INT-TYPE SPCL USE INVEST E A U I C O DAY DIST FIRST STREET RD CHAR (MEDIAN)INT-REL OFFRD WTHR CRASH TRLR QTY MOVE A S RD DPT E L G N H R TIME FROM SECOND STREET DIRECT LEGS TRAF-RNDBT SURF COLL OWNER FROM PRTC INJ G E LICNS PED UNLOC?D C S V L K LAT LONG LRS LOCTN (#LANES)CONTL DRVWY LIGHT SVRTY V#TYPE TO P#TYPE SVRTY E X RES LOC ERROR ACT EVENT CAUSE 01923 N N N N N N 06/29/2022 14 BOB STRAUB PKY INTER CROSS N N CLR ANGL-OTH 01 NONE 0 STRGHT 27,04 CITY WE MAIN ST CN TRF SIGNAL N DRY ANGL PRVTE E -W 000 00 N 7P 02 0 N DAY INJ PSNGR CAR 01 DRVR INJB 23 M OR-Y 016,020 038 27,04 N 44 2 44.42 -122 55 50.42 001500100S00 OR<25 02 NONE 0 STRGHT PRVTE S -N 000 00 PSNGR CAR 01 DRVR INJB 27 F OR-Y 000 000 00 OR<25 02 NONE 0 STRGHT PRVTE S -N 000 00 PSNGR CAR 02 PSNG INJB 03 M 000 000 00 00901 N N N N N N 03/26/2022 14 BOB STRAUB PKY INTER CROSS N N CLR ANGL-OTH 01 NONE 9 STRGHT 04 CITY SA MAIN ST CN TRF SIGNAL N DRY ANGL N/A W -E 000 00 N 10A 04 0 N DAY PDO PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 2 44.42 -122 55 50.42 001500100S00 UNK 02 NONE 9 STRGHT N/A S -N 000 00 PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK 01188 N N N N 05/12/2021 16 BOB STRAUB PKY INTER CROSS N N CLR S-1STOP 01 NONE 9 STRGHT 29 NONE WE 0 MAIN ST CN TRF SIGNAL N DRY REAR N/A S -N 000 00 N 9A 06 2 N DAY PDO PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 N 44 2 44.42 -122 55 50.42 UNK 02 NONE 9 STOP N/A S -N 011 00 PSNGR CAR 01 DRVR NONE 00 Unk UNK 000 000 00 UNK Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING MAIN ST at BOB STRAUB PKY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 03/25/2024 CDS380 Page: 3 CITY OF SPRINGFIELD, LANE COUNTY 6 - 8 of 8 Crash records shown. Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirement, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. OREGON.. DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION TRANSPORTATION DATA SECTION - CRASH ANAYLYSIS AND REPORTING UNIT URBAN NON-SYSTEM CRASH LISTING MAIN ST at BOB STRAUB PKY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 03/25/2024 CDS380 Page: 4 CITY OF SPRINGFIELD, LANE COUNTY NON-PROPERTY INTER- FATAL FATAL DAMAGE TOTAL PEOPLE PEOPLE DRY WET INTER-SECTION OFF- COLLISION TYPE CRASHES CRASHES ONLY CRASHES KILLED INJURED TRUCKS SURF SURF DAY DARK SECTION RELATED ROAD YEAR: 2022 ANGLE 0 1 1 2 0 3 0 2 0 2 0 2 0 0 YEAR 2022 TOTAL 0 1 1 2 0 3 0 2 0 2 0 2 0 0 YEAR: 2021 REAR-END 0 1 1 2 0 1 0 2 0 1 1 2 0 0 TURNING MOVEMENTS 0 0 1 1 0 0 0 1 0 0 1 1 0 0 YEAR 2021 TOTAL 0 1 2 3 0 1 0 3 0 1 2 3 0 0 YEAR: 2017 FIXED / OTHER OBJECT 0 0 1 1 0 0 0 0 1 0 1 1 0 1 REAR-END 0 0 1 1 0 0 0 1 0 1 0 1 0 0 TURNING MOVEMENTS 0 1 0 1 0 1 0 0 1 1 0 1 0 0 YEAR 2017 TOTAL 0 1 2 3 0 1 0 1 2 2 1 3 0 1 FINAL TOTAL 0 3 5 8 0 5 0 6 2 5 3 8 0 1 Disclaimer: The information contained in this report is compiled from individual driver and police crash reports submitted to the Oregon Department of Transportation as required in ORS 811.720. The Crash Analysis and Reporting Unit is committed to providing the highest quality crash data to customers. However, because submittal of crash report forms is the responsibility of the individual driver, the Crash Analysis and Reporting Unit can not guarantee that all qualifying crashes are represented nor can assurances be made that all details pertaining to a single crash are accurate. Note: Legislative changes to DMV's vehicle crash reporting requirements, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the Statewide Crash Data File. CDS150 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION 03/25/2024 MAIN ST at BOB STRAUB PKY, City of Springfield, Lane County, 01/01/2017 to 12/31/2022 CRASH SUMMARIES BY YEAR BY COLLISION TYPE TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT Page: 1 SANDOW ENGINEERING Hyland High Banks APPENDIX C:TRAFFIC VOLUMES 1City:Date:Total of All VehiclesRight Thru LeftApproach TotalRight Thru LeftApproach TotalRight Thru LeftApproach TotalRight Thru LeftApproach TotalSB WB NB EB16:00 16:15 18 28 23 69 3 147 21 171 36 14 30 80 6 254 31 291 611 1 0 2 016:15 16:30 22 26 19 67 1 155 23 179 44 37 37 118 9 202 9 220 584 0 0 0 016:30 16:45 24 23 18 65 1 186 29 216 38 25 40 103 14 233 17 264 648 0 0 2 016:45 17:00 16 20 18 54 3 146 45 194 35 35 20 90 15 265 41 321 659 2502 0 0 2 117:00 17:15 19 27 25 71 4 155 29 188 40 35 40 115 2 213 29 244 618 2509 1 0 0 317:15 17:30 29 27 11 67 5 162 24 191 39 27 26 92 8 256 25 289 639 2564 3 0 4 117:30 17:45 30 18 20 68 8 170 28 206 34 22 27 83 8 205 42 255 612 2528 1 0 3 117:45 18:00 18 29 13 60 6 171 20 197 36 22 32 90 9 141 29 179 526 2395 3 0 2 018:00 18:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1777 0 0 0 018:15 18:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1138 0 0 0 018:30 18:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 526 0 0 0 018:45 19:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0176 198 147 31 1292 219 302 217 252 71 1769 223 4897 9 0 15 6Right Thru LeftApproach TotalRight Thru LeftApproach TotalRight Thru LeftApproach TotalRight Thru LeftApproach TotalSB WB NB EB94 92 74 260 20 633 126 779 148 119 113 380 33 939 137 1109 2528 5 0 9 60.78 0.85 0.74 0.92 0.63 0.93 0.70 0.95 0.93 0.85 0.71 0.83 0.55 0.89 0.82 0.860.96002 1204 1 01 0 14 30% 0% 3% 5% 3% 3% 1% 0% 1% 0% 1% 2%Count Period Total% TrucksTrucksPM Peak Hour Count SummarySouthbound Westbound Northbound Eastbound PedestriansPeak VolumesPHFHourly VolumePedestrians15 Minute VolumeIntersection: 1: 58th @ Main St Springfield Counter: Sandow Engieering Wednesday, February 21, 2024Time PeriodSouthbound Westbound Northbound Eastbound 36.15% 35.38% 28.46% %RTL PED194 92 74 5%Ped620R2.57%12.35%L137 633T81.26%84.67%T939 126L16.17%2.98%R33 0Ped%9 113 119 148Ped LTRAdjustment Factor%29.7% 31.3% 38.9%SAF 1.0002528631Northbound251 380194011091161779536260 276Seasonally Adjusted Peak HourSouthbound840Eastbound1: 58th @ Main StWestbound 1949 1: 58th @ Main StPedestrians and CarsPeds Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Right Thru Left4:00 PM1 18 28 23 3 142 21 2 36 14 30 6 252 316044:15 PM22 26 19 1 146 23 43 36 37 9 197 75664:30 PM23 23 18 1 180 28 1 38 25 40 13 227 166324:45 PM16 20 18 3 141 45 1 35 35 20 1 15 260 40648 24505:00 PM1 19 27 24 3 146 28 40 35 40 3 2 212 28604 24505:15 PM3 29 27 10 5 159 21 2 39 27 25 1 8 252 24626 25105:30 PM1 30 18 20 8 167 28 3 33 22 27 1 8 201 42604 24825:45 PM3 18 29 13 6 168 20 1 36 22 32 9 141 27521 23556:00 PM0 17516:15 PM0 11256:30 PM0 5216:45 PM00Total9 175 198 145 0 30 1249 214 10 300 216 251 6 70 1742 215Peak Hour 5 94 92 72 0 0 19 613 122 0 6 147 119 112 0 6 33 925 134 0 2482 7410TrucksRight Thru Left Right Thru Left Right Thru Left Right Thru Left4:00 PM5274:15 PM911 52184:30 PM161161164:45 PM55111 525:00 PM11911114 595:15 PM13314113 545:30 PM31 48465:45 PM325406:00 PM0266:15 PM0136:30 PM056:45 PM00Total102 1435 2 1 1 1278Peak Hour0 0 2 0 1 20 4 0 1 0 1 0 0 14 3 0 46 165BikesRight Thru Left Right Thru Left Right Thru Left Right Thru Left4:00 PM00004:15 PM00004:30 PM1 00104:45 PM1 00105:00 PM00005:15 PM2 00205:30 PM00005:45 PM1 00106:00 PM00006:15 PM00006:30 PM00006:45 PM0000Total000000 050000Peak Hour 0 0 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 3 0Left Right Total Left Right Total Left Right Total Left Right Total4:00 PM 0 0 0 0 00004:15 PM 0 0 0 0 00004:30 PM 0 0 0 0 00004:45 PM 0 0 0 0 00005:00 PM 0 0 0 0 00005:15 PM 0 0 0 0 00005:30 PM 0 0 0 0 00005:45 PM 0 0 0 0 00006:00 PM 0 0 0 0 00006:15 PM 0 0 0 0 00006:30 PM 0 0 0 0 00006:45 PM 0 0 0 0 0000Total000 0 00 0 0000 0 0000Peak Hour0 000 0 0 00 0 0 00 0 0 0 0 0 00EBHourly VolumeTime PeriodSouthbound Westbound Northbound EastboundSB WB NBTime PeriodSouthbound Westbound Northbound Eastbound15 Minute VolumeTime PeriodSouthbound Westbound Northbound Eastbound 15 Minute VolumeHourly VolumePedestriansTime PeriodNE NW SW SESB WB NB EB City:Date:Total of All VehiclesRight Thru LeftApproach TotalRight Thru LeftApproach TotalRight Thru LeftApproach TotalRight Thru LeftApproach TotalSB WB NB EB16:00 16:15 58 6 1 65 6 204 1 211 3 5 36 44 38 309 108 455 775 0 0 0 016:15 16:30 62 3 4 69 0 223 2 225 5 5 18 28 39 366 107 512 834 0 0 0 016:30 16:45 50 3 4 57 3 198 1 202 0 6 23 29 29 247 105 381 669 0 0 0 016:45 17:00 43 5 0 48 5 192 6 203 1 8 16 25 25 261 103 389 665 2943 0 0 0 017:00 17:15 56 6 4 66 4 383 0 387 2 9 19 30 23 304 125 452 935 3103 0 0 0 017:15 17:30 55 6 1 62 0 157 1 158 2 6 20 28 34 380 122 536 784 3053 0 0 0 017:30 17:45 52 4 1 57 4 180 3 187 1 4 15 20 34 293 164 491 755 3139 0 0 0 017:45 18:00 48 2 3 53 4 169 3 176 1 2 17 20 37 190 123 350 599 3073 0 0 0 018:00 18:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2138 0 0 0 018:15 18:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1354 0 0 0 018:30 18:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 599 0 0 0 018:45 19:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0424 35 18 26 1706 17 15 45 164 259 2350 957 6016 0 0 0 0Right Thru Left Approach Right Thru Left Approach Right Thru Left Approach Right Thru Left Approach SB WB NB EB206 21 6 233 13 912 10 935 6 27 70 103 116 1238 514 1868 3139 0 0 0 00.92 0.88 0.38 0.88 0.65 0.60 0.42 0.60 0.75 0.75 0.88 0.86 0.85 0.81 0.78 0.870.84400 1210 0 11 4 15 32% 0% 0% 8% 2% 0% 0% 4% 1% 3% 1% 1%Trucks% TrucksPeak VolumesPHFCount Period TotalPM Peak Hour Count SummarySouthbound Westbound Northbound Eastbound PedestriansHourly VolumePedestrians15 Minute VolumeIntersection: 2: 52nd @ Hwy 126 Springfield Counter: Sandow Engieering Tuesday, February 20, 2024Time PeriodSouthbound Westbound Northbound Eastbound 0088.41% 9.01% 2.58% %RTLPED2206 21 6 00%Ped013R1.39%027.52%L514 912T97.54%66.27%T1238 10L1.07%16.21%R116 0Ped%0070276PedLTRAdjustment Factor%68.0% 26.2% 5.8%SAF 1.000313900147 10330562185250Northbound18681250554Seasonally Adjusted Peak HourSouthbound1188Eastbound2: 52nd @ Hwy 126Westbound935 787233 2: 52nd @ Hwy 126Pedestrians and CarsPeds Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Right Thru Left4:00 PM58 6 1 6 191 1 3 5 35 38 303 1077544:15 PM61 3 4 215 2 5 5 16 39 363 1078204:30 PM49 3 4 3 194 1 6 23 29 242 986524:45 PM43 5 4 185 6 1 8 16 24 255 101648 28745:00 PM55 6 4 4 377 2 8 18 22 301 125922 30425:15 PM54 6 1 152 1 2 6 20 34 376 121773 29955:30 PM50 4 1 4 177 3 1 4 15 32 291 164746 30895:45 PM48 2 2 4 168 3 1 2 17 37 187 122593 30346:00 PM0 21126:15 PM0 13396:30 PM0 5936:45 PM00Total0 418 35 17 0 25 1659 17 0 15 44 160 0 255 2318 945Peak Hour 0 202 21 6 0 0 12 891 10 0 0 6 26 69 0 0 112 1223 511 0 3089 8911TrucksRight Thru Left Right Thru Left Right Thru Left Right Thru Left4:00 PM13161214:15 PM1823144:30 PM1457174:45 PM1716217 695:00 PM16111313 615:15 PM154111 585:30 PM23229505:45 PM11316396:00 PM0266:15 PM0156:30 PM066:45 PM00Total6 0 1 1 47 0 0 1 4 4 32 12Peak Hour4 0 0 0 1 21 0 0 0 1 1 0 4 15 3 0 50 188BikesRight Thru Left Right Thru Left Right Thru Left Right Thru Left4:00 PM00004:15 PM00004:30 PM00004:45 PM00005:00 PM00005:15 PM00005:30 PM00005:45 PM00006:00 PM00006:15 PM00006:30 PM00006:45 PM0000Total000000 000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0Pedestrians0000 04:15 PM 00 0 00 0000004:30 PM 0 0 0 0 0 0 0 0 04:45 PM 0 0 0 0 0 0 0 0 05:00 PM 0 0 0 0 0 0 0 0 0 05:15 PM 0 0 0 0 0 0 0 0 05:30 PM 0 0 0 0 0 0 0 05:45 PM 0 0 0 0 0 0 0 0 0 06:00 PM 0 0 0 0 0 0 0 06:15 PM 0 0 0 0 0 0 0 06:30 PM 0 0 0 0 0 0 0 06:45 PM 0 0 0 0 0 0 0 0Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0Peak Hour0000000000000000000Time PeriodSouthbound Westbound Northbound EastboundSBEastbound 15 Minute VolumeWB NB EBHourly VolumeTime PeriodSouthbound Westbound Northbound Eastbound15 Minute VolumeHourly VolumeNorthbound Time PeriodSouthbound Westbound Time PeriodLeft Left Left Left City:Date:Total of All VehiclesRight Thru LeftApproach TotalRight Thru LeftApproach TotalRight Thru LeftApproach TotalRight Thru LeftApproach TotalSB WB NB EB16:00 16:15 0 26 53 79 30 2 13 45 15 19 6 40 5 1 0 6 170 0 0 0 116:15 16:30 1 20 70 91 11 5 13 29 30 18 4 52 2 1 0 3 175 0 0 0 016:30 16:45 0 17 42 59 29 1 14 44 19 19 3 41 0 0 0 0 144 0 0 0 016:45 17:00 0 22 60 82 30 3 9 42 27 17 7 51 6 5 0 11 186 675 0 0 0 017:00 17:15 1 27 68 96 34 2 8 44 23 18 5 46 5 2 1 8 194 699 0 0 0 017:15 17:30 0 20 92 112 37 1 20 58 27 23 7 57 4 4 0 8 235 759 0 0 0 017:30 17:45 0 23 60 83 44 3 14 61 23 13 7 43 5 1 1 7 194 809 0 0 0 017:45 18:00 0 25 49 74 22 1 8 31 25 20 5 50 6 0 1 7 162 785 0 0 0 018:00 18:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 591 0 0 0 018:15 18:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 356 0 0 0 018:30 18:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 162 0 0 0 018:45 19:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02 180 494 237 18 99 189 147 44 33 14 3 1460 0 0 0 1Right Thru Left Approach Right Thru Left Approach Right Thru Left Approach Right Thru Left Approach SB WB NB EB1 92 280 373 145 9 51 205 100 71 26 197 20 12 2 34 809 0 0 0 00.25 0.85 0.76 0.83 0.82 0.75 0.64 0.84 0.93 0.77 0.93 0.86 0.83 0.60 0.50 0.770.86001 000 100 0000% 0% 0% 0% 0% 0% 1% 0% 0% 0% 0% 0%Trucks% TrucksPeak VolumesPHFCount Period TotalPM Peak Hour Count SummarySouthbound Westbound Northbound Eastbound PedestriansHourly VolumePedestrians15 Minute VolumeIntersection: 3: 58th @ Thurston Springfield Counter: Sandow Engieering Wednesday, February 21, 2024Time PeriodSouthbound Westbound Northbound Eastbound 000.27% 24.66% 75.07% %RTLPED31 92 280 00%Ped0 145R70.73%05.88%L29T4.39%35.29%T12 51L24.88%058.82%R20 0Ped%00 26 71 100PedLTRAdjustment Factor%13.2% 36.0% 50.8%SAF 1.00080900163 19770597360Northbound34392218Seasonally Adjusted Peak HourSouthbound36Eastbound3: 58th @ Thurston Westbound205 591373 3: 58th @ Thurston Pedestrians and CarsPeds Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Right Thru Left4:00 PM26 53 30 2 13 15 19 6 1 5 11704:15 PM1 20 70 10 5 13 29 18 4 2 11734:30 PM17 42 29 1 13 19 19 31434:45 PM22 60 30 3 9 26 17 7 6 5185 6715:00 PM12768 342 8 2318 5 5 2 1194 6955:15 PM20 91 37 1 20 27 23 7 4 4234 7565:30 PM23 60 44 3 14 23 13 7 5 1 1194 8075:45 PM25 49 22 1 8 25 20 5 6 1162 7846:00 PM0 5906:15 PM0 3566:30 PM0 1626:45 PM00Total0 2 180 493 0 236 18 98 0 187 147 44 1 33 14 3Peak Hour 0 1 92 279 0 0 145 9 51 0 0 99 71 26 0 0 20 12 2 0 807 2122TrucksRight Thru Left Right Thru Left Right Thru Left Right Thru Left4:00 PM04:15 PM1124:30 PM114:45 PM1145:00 PM045:15 PM1135:30 PM025:45 PM016:00 PM016:15 PM006:30 PM006:45 PM00Total001101 200000Peak Hour0 010 0 0 00 1 0 00 0 0 0 0 2 11BikesRight Thru Left Right Thru Left Right Thru Left Right Thru Left4:00 PM00004:15 PM00004:30 PM00004:45 PM00005:00 PM00005:15 PM00005:30 PM00005:45 PM00006:00 PM00006:15 PM00006:30 PM00006:45 PM0000Total000000 000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0Pedestrians0000 04:15 PM 00 0 00 0000004:30 PM 0 0 0 0 0 0 0 0 04:45 PM 0 0 0 0 0 0 0 0 05:00 PM 0 0 0 0 0 0 0 0 0 05:15 PM 0 0 0 0 0 0 0 0 05:30 PM 0 0 0 0 0 0 0 05:45 PM 0 0 0 0 0 0 0 0 0 06:00 PM 0 0 0 0 0 0 0 06:15 PM 0 0 0 0 0 0 0 06:30 PM 0 0 0 0 0 0 0 06:45 PM 0 0 0 0 0 0 0 0Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0Peak Hour0000000000000000000Time PeriodSouthbound Westbound Northbound EastboundSBEastbound 15 Minute VolumeWB NB EBHourly VolumeTime PeriodSouthbound Westbound Northbound Eastbound15 Minute VolumeHourly VolumeNorthbound Time PeriodSouthbound Westbound Time PeriodLeft Left Left Left City:Date:Total of All VehiclesRight Thru LeftApproach TotalRight Thru LeftApproach TotalRight Thru LeftApproach TotalRight Thru LeftApproach TotalSB WB NB EB16:00 16:15 1 5 1 7 0 0 73 73 100 6 3 109 1 0 0 1 190 0 0 0 016:15 16:30 0 6 0 6 1 0 55 56 89 2 2 93 5 0 0 5 160 0 0 0 016:30 16:45 0 8 0 8 0 0 50 50 93 3 3 99 0 0 0 0 157 0 0 0 016:45 17:00 0 7 0 7 1 0 40 41 97 7 3 107 2 0 0 2 157 664 0 0 0 017:00 17:15 0 13 5 18 1 0 49 50 141 1 0 142 1 0 0 1 211 685 0 0 0 017:15 17:30 0 3 0 3 1 3 60 64 136 2 1 139 1 0 0 1 207 732 0 0 0 017:30 17:45 0 1 1 2 0 0 56 56 143 3 2 148 2 0 0 2 208 783 0 0 0 017:45 18:00 1 6 1 8 0 0 44 44 103 7 0 110 2 0 0 2 164 790 0 0 0 018:00 18:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 579 0 0 0 018:15 18:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 372 0 0 0 018:30 18:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 164 0 0 0 018:45 19:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02 49 8 4 3 427 902 31 14 14 0 0 1454 0 0 0 0Right Thru Left Approach Right Thru Left Approach Right Thru Left Approach Right Thru Left Approach SB WB NB EB0 24 6 30 3 3 205 211 517 13 6 536 6 0 0 6 783 0 0 0 00.00 0.46 0.30 0.42 0.75 0.25 0.85 0.82 0.90 0.46 0.50 0.91 0.75 0.00 0.00 0.750.93020 002 140 0000% 8% 0% 0% 0% 1% 0% 31% 0% 0% 0% 0%Trucks% TrucksPeak VolumesPHFCount Period TotalPM Peak Hour Count SummarySouthbound Westbound Northbound Eastbound PedestriansHourly VolumePedestrians15 Minute VolumeIntersection: 7: 52nd @ Highbanks Springfield Counter: Sandow Engineering Tuesday, February 20, 2024Time PeriodSouthbound Westbound Northbound Eastbound 000.00% 80.00% 20.00% %RTLPED70246 00%Ped03R1.42%00.00%L03T1.42%0.00%T0 205L97.16%0100.00%R60Ped%10 6 13 517PedLTRAdjustment Factor%1.1% 2.4% 96.5%SAF 1.00078301235 53615734771Northbound652316Seasonally Adjusted Peak HourSouthbound9Eastbound7: 52nd @ HighbanksWestbound211 4630 7: 52nd @ HighbanksPedestrians and CarsPeds Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Right Thru Left4:00 PM1 5 1 0 0 73 100 5 3 11894:15 PM060 10 54 892 2 51594:30 PM070 00 49 922 3 01534:45 PM070 10 40 965 3 2154 6555:00 PM0 12 5 1 0 49 141 1 0 1210 6765:15 PM0 2 0 1 3 60 136 1 1 1205 7225:30 PM0 1 1 0 0 54 143 2 2 2205 7745:45 PM1 5 1 0 0 44 102 6 0 2161 7816:00 PM0 5716:15 PM0 3666:30 PM0 1616:45 PM00Total0 2 45 8 0 4 3 423 0 899 24 14 0 14 0 0Peak Hour 0 0 22 6 0 0 3 3 203 0 0 516 9 6 0 0 6 0 0 0 774 2053TrucksRight Thru Left Right Thru Left Right Thru Left Right Thru Left4:00 PM000114:15 PM010014:30 PM111144:45 PM0012395:00 PM1000195:15 PM10012105:30 PM0201395:45 PM1011396:00 PM086:15 PM066:30 PM036:45 PM00Total040004 370000Peak Hour0 200 0 0 20 1 4 00 0 0 0 0 9 28BikesRight Thru Left Right Thru Left Right Thru Left Right Thru Left4:00 PM00004:15 PM00004:30 PM00004:45 PM00005:00 PM00005:15 PM00005:30 PM00005:45 PM00006:00 PM00006:15 PM00006:30 PM00006:45 PM0000Total000000 000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0Pedestrians0000 04:15 PM 00 0 00 0000004:30 PM 0 0 0 0 0 0 0 0 04:45 PM 0 0 0 0 0 0 0 0 05:00 PM 0 0 0 0 0 0 0 0 0 05:15 PM 0 0 0 0 0 0 0 0 05:30 PM 0 0 0 0 0 0 0 05:45 PM 0 0 0 0 0 0 0 0 0 06:00 PM 0 0 0 0 0 0 0 06:15 PM 0 0 0 0 0 0 0 06:30 PM 0 0 0 0 0 0 0 06:45 PM 0 0 0 0 0 0 0 0Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0Peak Hour0000000000000000000Time PeriodSouthbound Westbound Northbound EastboundSBEastbound 15 Minute VolumeWB NB EBHourly VolumeTime PeriodSouthbound Westbound Northbound Eastbound15 Minute VolumeHourly VolumeNorthbound Time PeriodSouthbound Westbound Time PeriodLeft Left Left Left City:Date:Total of All VehiclesRight Thru LeftApproach TotalRight Thru LeftApproach TotalRight Thru LeftApproach TotalRight Thru LeftApproach TotalSB WB NB EB16:00 16:15 4 44 206 254 0 101 15 116 9 65 34 108 21 167 37 225 703 0 0 0 016:15 16:30 3 55 224 282 0 102 15 117 6 62 34 102 30 149 28 207 708 0 0 0 016:30 16:45 4 71 192 267 0 124 16 140 10 58 34 102 32 174 26 232 741 0 0 0 016:45 17:00 2 107 210 319 0 107 11 118 7 47 22 76 28 187 23 238 751 2903 0 0 0 017:00 17:15 5 105 235 345 0 105 14 119 12 86 26 124 34 173 25 232 820 3020 0 0 0 017:15 17:30 2 99 233 334 0 108 12 120 16 74 26 116 27 192 27 246 816 3128 0 0 0 017:30 17:45 2 95 166 263 0 120 11 131 8 42 19 69 38 193 33 264 727 3114 0 0 0 017:45 18:00 2 94 172 268 0 105 15 120 5 59 23 87 19 161 22 202 677 3040 0 0 0 018:00 18:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2220 0 0 0 018:15 18:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1404 0 0 0 018:30 18:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 677 0 0 0 018:45 19:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 024 670 1638 0 872 109 73 493 218 229 1396 221 5943 0 0 0 0Right Thru Left Approach Right Thru Left Approach Right Thru Left Approach Right Thru Left Approach SB WB NB EB11 406 844 1261 0 440 48 488 43 249 93 385 127 745 108 980 311400000.55 0.95 0.90 0.91 0.00 0.92 0.86 0.93 0.67 0.72 0.89 0.78 0.84 0.97 0.82 0.93 0.950510 0 91 1 60 1 12 00% 1% 1% 0% 2% 2% 2% 2% 0% 1% 2% 0%Trucks% TrucksPeak VolumesPHFCount Period TotalPM Peak Hour Count SummarySouthbound Westbound Northbound Eastbound PedestriansHourly VolumePedestrians15 Minute VolumeIntersection: 8: Hwy 126 @ Main St Springfield Counter: Sandow Engineering Thursday, March 14, 2024Time PeriodSouthbound Westbound Northbound Eastbound 40% 11%0.87% 32.20% 66.93% %RTLPED811 406 844 017%%Ped00R0.00%16%11.02%L108 440T90.16%76.02%T745 48L9.84%31%12.96%R127 0Ped%52%0 93 249 43PedLTRAdjustment Factor%24.2% 64.7% 11.2%SAF 1.000311419% 12%581 38515242120966Northbound9801632357Seasonally Adjusted Peak HourSouthbound544Eastbound8: Hwy 126 @ Main StWestbound488 16181261 8: Hwy 126 @ Main StPedestrians and CarsPeds Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Right Thru Left4:00 PM4 43 206 99 15 9 62 33 20 164 376924:15 PM3 55 220 98 13 6 61 34 29 144 286914:30 PM4 70 190 122 14 10 55 34 32 167 267244:45 PM2 106 207 105 11 7 46 22 27 184 23740 28475:00 PM5 105 230 103 13 12 85 26 34 172 25810 29655:15 PM2 97 231 106 12 16 70 26 27 190 27804 30785:30 PM2 93 166 117 11 7 42 19 38 187 33715 30695:45 PM2 94 167 103 13 5 57 23 19 160 22665 29946:00 PM0 21846:15 PM0 13806:30 PM0 6656:45 PM00Total0 24 663 1617 0 0 853 102 0 72 478 217 0 226 1368 221Peak Hour 0 11 401 834 0 0 0 431 47 0 0 42 243 93 0 0 126 733 108 0 3069 8890TrucksRight Thru Left Right Thru Left Right Thru Left Right Thru Left4:00 PM1 2 31 13114:15 PM442 115174:30 PM12 22 3 7174:45 PM13 2 1 1311 565:00 PM521 1 110 555:15 PM22 2 4 212 505:30 PM231 612 455:45 PM522 2 112 466:00 PM0366:15 PM0246:30 PM0126:45 PM00Total0721 0197 1 151 3280Peak Hour0 5 10 0 0 9 1 0 1 6 0 0 1 12 0 0 45 161BikesRight Thru Left Right Thru Left Right Thru Left Right Thru Left4:00 PM00004:15 PM00004:30 PM00004:45 PM00005:00 PM00005:15 PM00005:30 PM00005:45 PM00006:00 PM00006:15 PM00006:30 PM00006:45 PM0000Total000000 000000Peak Hour 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0Left Right Total Left Right Total Left Right Total Left Right Total4:00 PM 0 0 0 0 0 0 0 0 04:15 PM 00 0 00 0000004:30 PM 0 0 0 0 0 0 0 0 04:45 PM 0 0 0 0 0 0 0 0 05:00 PM 0 0 0 0 0 0 0 0 0 05:15 PM 0 0 0 0 0 0 0 0 05:30 PM 0 0 0 0 0 0 0 05:45 PM 0 0 0 0 0 0 0 0 0 06:00 PM 0 0 0 0 0 0 0 06:15 PM 0 0 0 0 0 0 0 06:30 PM 0 0 0 0 0 0 0 06:45 PM 0 0 0 0 0 0 0 0Total000000 0000000000Peak Hour0 000 0 0 00 0 0 00 0 0 0 0 0 00WB NB EBWB NB EBPedestriansTime PeriodNE NW SW SESBTime PeriodSouthbound Westbound Northbound EastboundSBEastbound 15 Minute VolumeHourly VolumeTime PeriodSouthbound Westbound Northbound Eastbound15 Minute VolumeHourly VolumeNorthbound Time PeriodSouthbound Westbound Global Peak Hour 1: 58th @ Main St 2: 52nd @ Hwy 126 3: 58th @ Thurston 7: 52nd @ Highbanks 8: Hwy 126 @ Main St 4:00 PM 5:00 PM 2,502 2,943 675 664 2,903 9687 4:15 PM 5:15 PM 2,509 3,103 699 685 3,020 10016 4:30 PM 5:30 PM 2,564 3,053 759 732 3,128 10236 4:45 PM 5:45 PM 2,528 3,139 809 783 3,114 10373 5:00 PM 6:00 PM 2,395 3,073 785 790 3,040 10083 2564 3139 809 790 3128 10373 Peak Hour 4:45 PM 5:00 PM 5:15 PM 5:30 PM Intersections VolumeTime Period Total VolumeVolume 2023 Base 30 16 R T L PED 103000 37 20 Ped 0 0 R 0 R T L PED 9L 0 0T 103700 T0 0L0 Ped 0 0 R 0 6 R 6 0 Ped 11 L 0 0 T 0 9 16 0 T0 0L0 Ped L T R 7.32 R 7 0 Ped 36 25 61 01120 0 211 523 Ped L T R R T L PED EDIT Highlighted 44 31 1 6 205 0 0 257 638 Ped 0 0 R 0 Base Year 2024 R T L PED 25 L 6 0 T Target Year 2035 1 7 250 0 0 T0 0L0 Years of Growth 11 Ped 0 0 R 0 36 R 30 0 Ped Growth Rate Per Year 0.020 30.5 L 7 0 T0 19 517 0 Growth Factor 1.22 T0 0L0 Ped L T R 43.9 R 37 0 Ped 235 536 783 0 23 631 0 233 554 Ped L T R 250 R T L PED 0.884 0.09 0.026 287 654 1 206 21 6 0 284 676 Ped 0 13 R 935 R T L PED 0.88 1188 L 514 912 T 1 251 26 7 0 T 1238 10 L 1250 Ped 0 16 R 1141 1868 R 116 0 Ped 1449 L 627 1113 T 07027 6 T 1510 12 L 1525 0.003 0.25 0.75 Ped L T R 2279 R 142 0 Ped 147 103 3139 08533 7 373 218 Ped L T R R T L PED 179 126 1 1 92 280 0 455 266 Ped 0 145 R 205 R T L PED 36 L 2 9 T 1 1 112 342 0 T 12 51 L 392 Ped 0 177 R 250 34 R 20 0 Ped 43.9 L 2 11 T 0 26 71 100 T 15 62 L 478 Ped L T R 41.5 R 24 0 Ped 163 197 809 03287122 1250 935 260 276 Ped L T R R T L PED R T L PED 199 240 1 11 406 833 0 1 94 92 74 5 1525 1141 317 337 Ped 0 578 R 1066 Ped 6 20 R 779 R T L PED R T L PED 544 L 108 440 T 840 L 137 633 T 1 13 495 1016 0 1 115 112 90 6 T 745 48 L 1621 T 939 126 L 1161 Ped 0 705 R 1300 Ped 7 24 R 950 980 R 127 0 Ped 1109 R 33 0 Ped 664 L 132 537 T 1025 L 167 772 T 0 93 249 43 9 113 119 148 T 909 59 L 1977 T 1146 154 L 1416 Ped L T R Ped L T R 1196 R 155 0 Ped 1353 R 40 0 Ped 581 385 3681 251 380 2528 0 113 304 52 11 138 145 181 Ped L T R Ped L T R 709 470 306 464 8: Hwy 126 @ Main St 7: 52nd @ Highbanks 2: 52nd @ Hwy 126 1: 58th @ Main St 3: 58th @ Thurston 7: 52nd @ Highbanks 2: 52nd @ Hwy 126 3: 58th @ Thurston 1: 58th @ Main St 52nd @ Private Dr 8: Hwy 126 @ Main St 52nd @ Private Dr SANDOW ENGINEERING Hyland High Banks APPENDIX D:SYNCHRO OUTPUTS HCM Signalized Intersection Capacity Analysis 3: Bob Straub pkwy & Main St /main 04/02/2024 6101 Hyland High Banks TPR 01/04/2024 2024 Background Synchro 10 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 108 745 127 48 440 578 93 249 43 833 406 11 Future Volume (vph) 108 745 127 48 440 578 93 249 43 833 406 11 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 0.97 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.98 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1805 3539 1599 1787 3539 1615 1805 3461 3467 1881 1583 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1805 3539 1599 1787 3539 1615 1805 3461 3467 1881 1583 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 114 784 134 51 463 608 98 262 45 877 427 12 RTOR Reduction (vph) 0 0 100 0 0 434 0 18 0008 Lane Group Flow (vph) 114 784 34 51 463 174 98 289 0 877 427 4 Heavy Vehicles (%) 0% 2% 1% 1% 2% 0% 0% 2% 2% 1% 1% 2% Turn Type Prot NA Perm Prot NA Perm Prot NA Prot NA Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 6 Actuated Green, G (s) 6.4 18.2 18.2 4.4 16.2 16.2 5.8 12.0 18.0 24.2 24.2 Effective Green, g (s) 6.9 18.7 18.7 4.9 16.7 16.7 7.2 13.4 20.0 26.2 26.2 Actuated g/C Ratio 0.09 0.26 0.26 0.07 0.23 0.23 0.10 0.18 0.27 0.36 0.36 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 5.4 5.4 6.0 6.0 6.0 Vehicle Extension (s) 2.5 2.5 2.5 2.5 2.5 2.5 2.5 4.0 2.5 4.0 4.0 Lane Grp Cap (vph) 170 906 409 119 809 369 178 635 949 675 568 v/s Ratio Prot c0.06 c0.22 0.03 0.13 0.05 0.08 c0.25 c0.23 v/s Ratio Perm 0.02 0.11 0.00 v/c Ratio 0.67 0.87 0.08 0.43 0.57 0.47 0.55 0.46 0.92 0.63 0.01 Uniform Delay, d1 32.0 25.9 20.6 32.7 25.0 24.3 31.4 26.5 25.8 19.4 15.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 9.1 8.6 0.1 1.8 0.8 0.7 2.9 0.7 14.2 2.2 0.0 Delay (s) 41.0 34.5 20.7 34.5 25.8 25.0 34.3 27.3 40.0 21.6 15.0 Level of Service DCCCCCCC DCB Approach Delay (s) 33.5 25.8 29.0 33.8 Approach LOS CCCC Intersection Summary HCM 2000 Control Delay 30.9 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.86 Actuated Cycle Length (s) 73.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 69.4% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group HCM 6th Signalized Intersection Summary 3: Bob Straub pkwy & Main St /main 04/02/2024 6101 Hyland High Banks TPR 01/04/2024 2024 Background Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 108 745 127 48 440 578 93 249 43 833 406 11 Future Volume (veh/h) 108 745 127 48 440 578 93 249 43 833 406 11 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1900 1870 1885 1885 1870 1900 1900 1870 1870 1885 1885 1870 Adj Flow Rate, veh/h 114 784 134 51 463 0 98 262 45 877 427 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %021120022112 Cap, veh/h 160 888 399 79 729 163 510 86 1025 719 Arrive On Green 0.09 0.25 0.25 0.04 0.21 0.00 0.09 0.17 0.17 0.29 0.38 0.00 Sat Flow, veh/h 1810 3554 1598 1795 3554 1610 1810 3040 515 3483 1885 1585 Grp Volume(v), veh/h 114 784 134 51 463 0 98 152 155 877 427 0 Grp Sat Flow(s),veh/h/ln 1810 1777 1598 1795 1777 1610 1810 1777 1778 1742 1885 1585 Q Serve(g_s), s 4.2 14.4 4.7 1.9 8.1 0.0 3.5 5.3 5.4 16.1 12.3 0.0 Cycle Q Clear(g_c), s 4.2 14.4 4.7 1.9 8.1 0.0 3.5 5.3 5.4 16.1 12.3 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.29 1.00 1.00 Lane Grp Cap(c), veh/h 160 888 399 79 729 163 298 298 1025 719 V/C Ratio(X) 0.71 0.88 0.34 0.65 0.64 0.60 0.51 0.52 0.86 0.59 Avail Cap(c_a), veh/h 240 889 400 238 889 240 340 340 1025 719 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 30.1 24.5 20.9 32.0 24.7 0.0 29.7 25.7 25.8 22.6 16.8 0.0 Incr Delay (d2), s/veh 4.3 10.3 0.4 6.5 0.8 0.0 2.7 1.9 2.0 7.1 1.6 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.9 6.8 1.7 0.9 3.3 0.0 1.5 2.2 2.2 6.5 4.6 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 34.5 34.8 21.2 38.5 25.5 0.0 32.4 27.6 27.8 29.7 18.4 0.0 LnGrp LOS CCCDC CCCCB Approach Vol, veh/h 1032 514 A 405 1304 A Approach Delay, s/veh 33.0 26.8 28.8 26.0 Approach LOS CCCC Timer - Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 24.0 16.0 7.0 21.0 10.1 29.9 10.0 17.9 Change Period (Y+Rc), s 6.0 * 6 4.5 4.5 * 5.4 6.0 4.5 4.5 Max Green Setting (Gmax), s 18.0 * 12 8.5 16.5 * 7.6 22.0 8.5 16.5 Max Q Clear Time (g_c+I1), s 18.1 7.4 3.9 16.4 5.5 14.3 6.2 10.1 Green Ext Time (p_c), s 0.0 1.5 0.0 0.0 0.0 4.2 0.1 1.2 Intersection Summary HCM 6th Ctrl Delay 28.7 HCM 6th LOS C Notes User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [WBR, SBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th TWSC 24: 52nd & Private Drive 04/02/2024 6101 Hyland High Banks TPR 01/04/2024 2024 Background Synchro 10 Report Page 3 Intersection Int Delay, s/veh 1.9 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 6 9 16 30 0 Future Vol, veh/h 0 6 9 16 30 0 Conflicting Peds, #/hr 0 00000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 93 93 93 93 93 93 Heavy Vehicles, % 0 0 0 25 6 0 Mvmt Flow 0 6 10 17 32 0 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 69 32 32 0 - 0 Stage 1 32 ----- Stage 2 37 ----- Critical Hdwy 6.4 6.2 4.1 - - - Critical Hdwy Stg 1 5.4 ----- Critical Hdwy Stg 2 5.4 ----- Follow-up Hdwy 3.5 3.3 2.2 - - - Pot Cap-1 Maneuver 941 1048 1593 - - - Stage 1 996 ----- Stage 2 991 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 935 1048 1593 - - - Mov Cap-2 Maneuver 935 ----- Stage 1 990 ----- Stage 2 991 ----- Approach EB NB SB HCM Control Delay, s 8.5 2.6 0 HCM LOS A Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h) 1593 - 1048 - - HCM Lane V/C Ratio 0.006 - 0.006 - - HCM Control Delay (s) 7.3 0 8.5 - - HCM Lane LOS A A A - - HCM 95th %tile Q(veh) 0 - 0 - - HCM Signalized Intersection Capacity Analysis 25: Hwy 126 & 52nd St 04/02/2024 6101 Hyland High Banks TPR 01/04/2024 2024 Background Synchro 10 Report Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 514 1238 116 10 912 13 70 27 6 6 21 206 Future Volume (vph) 514 1238 116 10 912 13 70 27 6 6 21 206 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.5 4.5 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.97 1.00 0.99 1.00 Satd. Flow (prot) 1787 3522 1805 3529 1801 1615 1879 1583 Flt Permitted 0.95 1.00 0.95 1.00 0.77 1.00 0.93 1.00 Satd. Flow (perm) 1787 3522 1805 3529 1429 1615 1760 1583 Peak-hour factor, PHF 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 Adj. Flow (vph) 612 1474 138 12 1086 15 83 32 7 7 25 245 RTOR Reduction (vph)07001000600216 Lane Group Flow (vph) 612 1605 0 12 1100 0 0 115 1 0 32 29 Heavy Vehicles (%) 1% 1% 3% 0% 2% 8% 1% 4% 0% 0% 0% 2% Turn Type Prot NA Prot NA Perm NA Perm Perm NA Perm Protected Phases 7 4 3 8 2 6 Permitted Phases 2 2 6 6 Actuated Green, G (s) 27.5 55.1 1.3 28.9 8.6 8.6 9.4 9.4 Effective Green, g (s) 29.5 57.1 3.3 30.9 9.4 9.4 9.9 9.9 Actuated g/C Ratio 0.36 0.69 0.04 0.38 0.11 0.11 0.12 0.12 Clearance Time (s) 6.0 6.0 6.0 6.0 5.3 5.3 4.5 4.5 Vehicle Extension (s) 2.5 4.0 2.5 4.0 2.5 2.5 2.5 2.5 Lane Grp Cap (vph) 640 2443 72 1324 163 184 211 190 v/s Ratio Prot c0.34 0.46 0.01 c0.31 v/s Ratio Perm c0.08 0.00 0.02 0.02 v/c Ratio 0.96 0.66 0.17 0.83 0.71 0.00 0.15 0.16 Uniform Delay, d1 25.8 7.1 38.2 23.3 35.1 32.3 32.4 32.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 24.9 0.7 0.8 4.8 12.1 0.0 0.2 0.3 Delay (s) 50.7 7.8 39.0 28.1 47.2 32.3 32.7 32.7 Level of Service D A D C D C C C Approach Delay (s) 19.6 28.2 46.4 32.7 Approach LOS B C D C Intersection Summary HCM 2000 Control Delay 24.0 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.87 Actuated Cycle Length (s) 82.3 Sum of lost time (s) 12.5 Intersection Capacity Utilization 76.5% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group HCM 6th Signalized Intersection Summary 25: Hwy 126 & 52nd St 04/02/2024 6101 Hyland High Banks TPR 01/04/2024 2024 Background Synchro 10 Report Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 514 1238 116 10 912 13 70 27 6 6 21 206 Future Volume (veh/h) 514 1238 116 10 912 13 70 27 6 6 21 206 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1885 1885 1856 1900 1870 1781 1885 1841 1900 1900 1900 1870 Adj Flow Rate, veh/h 612 1474 138 12 1086 15 83 32 0 7 25 245 Peak Hour Factor 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 0.84 Percent Heavy Veh, %113028140002 Cap, veh/h 677 2204 205 66 1167 16 189 60 82 228 218 Arrive On Green 0.38 0.67 0.67 0.04 0.33 0.33 0.13 0.14 0.00 0.13 0.14 0.14 Sat Flow, veh/h 1795 3313 308 1810 3589 50 788 422 1610 200 1654 1585 Grp Volume(v), veh/h 612 792 820 12 538 563 115 0 0 32 0 245 Grp Sat Flow(s),veh/h/ln 1795 1791 1830 1810 1777 1861 1211 0 1610 1854 0 1585 Q Serve(g_s), s 25.8 21.2 21.7 0.5 23.4 23.4 6.2 0.0 0.0 0.0 0.0 11.0 Cycle Q Clear(g_c), s 25.8 21.2 21.7 0.5 23.4 23.4 7.3 0.0 0.0 1.2 0.0 11.0 Prop In Lane 1.00 0.17 1.00 0.03 0.72 1.00 0.22 1.00 Lane Grp Cap(c), veh/h 677 1192 1218 66 578 606 237 0 299 0 218 V/C Ratio(X) 0.90 0.66 0.67 0.18 0.93 0.93 0.49 0.00 0.11 0.00 1.12 Avail Cap(c_a), veh/h 696 1192 1218 204 578 606 237 0 299 0 218 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 23.5 8.0 8.1 37.3 26.1 26.1 32.9 0.0 0.0 30.3 0.0 34.5 Incr Delay (d2), s/veh 14.9 1.6 1.6 1.0 22.0 21.3 1.1 0.0 0.0 0.1 0.0 97.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 11.9 5.4 5.6 0.2 12.0 12.4 2.1 0.0 0.0 0.5 0.0 9.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 38.4 9.6 9.8 38.3 48.1 47.4 34.1 0.0 0.0 30.4 0.0 132.4 LnGrp LOS D A A DDDCA CAF Approach Vol, veh/h 2224 1113 115 A 277 Approach Delay, s/veh 17.6 47.6 34.1 120.6 Approach LOS B D C F Timer - Assigned Phs 2 3 4 6 7 8 Phs Duration (G+Y+Rc), s 15.8 6.9 57.2 15.8 34.1 30.0 Change Period (Y+Rc), s 5.3 6.0 6.0 * 5.3 6.0 6.0 Max Green Setting (Gmax), s 9.7 7.0 46.0 * 11 29.0 24.0 Max Q Clear Time (g_c+I1), s 9.3 2.5 23.7 13.0 27.8 25.4 Green Ext Time (p_c), s 0.0 0.0 21.8 0.0 0.4 0.0 Intersection Summary HCM 6th Ctrl Delay 34.7 HCM 6th LOS C Notes User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [NBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th TWSC 45: 52nd /Highbanks & 52nd 04/02/2024 6101 Hyland High Banks TPR 01/04/2024 2024 Background Synchro 10 Report Page 6 Intersection Int Delay, s/veh 0.7 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 6 30 19 517 205 6 Future Vol, veh/h 6 30 19 517 205 6 Conflicting Peds, #/hr 0 00000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 93 93 93 93 93 93 Heavy Vehicles, % 0 0 0 31 2 2 Mvmt Flow 6 32 20 556 220 6 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 819 223 226 0 - 0 Stage 1 223 ----- Stage 2 596 ----- Critical Hdwy 6.4 6.2 4.1 - - - Critical Hdwy Stg 1 5.4 ----- Critical Hdwy Stg 2 5.4 ----- Follow-up Hdwy 3.5 3.3 2.2 - - - Pot Cap-1 Maneuver 348 822 1354 - - - Stage 1 819 ----- Stage 2 554 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 341 822 1354 - - - Mov Cap-2 Maneuver 341 ----- Stage 1 802 ----- Stage 2 554 ----- Approach EB NB SB HCM Control Delay, s 10.7 0.3 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h) 1354 - 666 - - HCM Lane V/C Ratio 0.015 - 0.058 - - HCM Control Delay (s) 7.7 0 10.7 - - HCM Lane LOS A A B - - HCM 95th %tile Q(veh) 0 - 0.2 - - HCM 6th TWSC 47: 52nd & Site Access 04/02/2024 6101 Hyland High Banks TPR 01/04/2024 2024 Background Synchro 10 Report Page 7 Intersection Int Delay, s/veh 0 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 00000 Future Vol, veh/h 0 00000 Conflicting Peds, #/hr 0 00000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 22222 Mvmt Flow 0 00000 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1 00000 Stage 1 0 ----- Stage 2 1 ----- Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 ----- Critical Hdwy Stg 2 5.42 ----- Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 1022 ----- Stage 1 ------ Stage 2 1022 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 1022 ----- Mov Cap-2 Maneuver 1022 ----- Stage 1 ------ Stage 2 1022 ----- Approach WB NB SB HCM Control Delay, s 0 0 0 HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h)----- HCM Lane V/C Ratio ----- HCM Control Delay (s) - - 0 0 - HCM Lane LOS - - A A - HCM 95th %tile Q(veh)----- HCM Signalized Intersection Capacity Analysis 3: Bob Straub pkwy & Main St /main 04/03/2024 6101 Hyland High Banks TPR 01/04/2024 2035 Background Synchro 10 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 132 909 155 59 537 705 113 304 52 1016 495 13 Future Volume (vph) 132 909 155 59 537 705 113 304 52 1016 495 13 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 0.97 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.98 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1805 3539 1599 1787 3539 1615 1805 3461 3467 1881 1583 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1805 3539 1599 1787 3539 1615 1805 3461 3467 1881 1583 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 139 957 163 62 565 742 119 320 55 1069 521 14 RTOR Reduction (vph) 0 0 116 0 0 461 0 16 0009 Lane Group Flow (vph) 139 957 47 62 565 281 119 359 0 1069 521 5 Heavy Vehicles (%) 0% 2% 1% 1% 2% 0% 0% 2% 2% 1% 1% 2% Turn Type Prot NA Perm Prot NA Perm Prot NA Prot NA Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 6 Actuated Green, G (s) 8.3 24.6 24.6 6.2 22.5 22.5 7.4 10.5 26.1 29.2 29.2 Effective Green, g (s) 8.8 25.1 25.1 6.7 23.0 23.0 8.8 11.9 28.1 31.2 31.2 Actuated g/C Ratio 0.10 0.29 0.29 0.08 0.26 0.26 0.10 0.14 0.32 0.36 0.36 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 5.4 5.4 6.0 6.0 6.0 Vehicle Extension (s) 2.5 2.5 2.5 2.5 2.5 2.5 2.5 4.0 2.5 4.0 4.0 Lane Grp Cap (vph) 180 1011 457 136 927 423 180 469 1109 668 562 v/s Ratio Prot c0.08 c0.27 0.03 0.16 0.07 0.10 c0.31 c0.28 v/s Ratio Perm 0.03 0.17 0.00 v/c Ratio 0.77 0.95 0.10 0.46 0.61 0.67 0.66 0.77 0.96 0.78 0.01 Uniform Delay, d1 38.5 30.7 23.1 38.8 28.5 29.0 38.1 36.6 29.4 25.2 18.3 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 17.7 16.8 0.1 1.8 1.0 3.5 7.9 7.8 18.8 6.1 0.0 Delay (s) 56.2 47.5 23.1 40.6 29.4 32.5 46.0 44.4 48.2 31.3 18.3 Level of Service E DCDCCDD DCB Approach Delay (s) 45.3 31.6 44.8 42.4 Approach LOS DCDD Intersection Summary HCM 2000 Control Delay 40.3 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.95 Actuated Cycle Length (s) 87.8 Sum of lost time (s) 16.0 Intersection Capacity Utilization 80.8% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group HCM 6th Signalized Intersection Summary 3: Bob Straub pkwy & Main St /main 04/03/2024 6101 Hyland High Banks TPR 01/04/2024 2035 Background Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 132 909 155 59 537 705 113 304 52 1016 495 13 Future Volume (veh/h) 132 909 155 59 537 705 113 304 52 1016 495 13 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1900 1870 1885 1885 1870 1900 1900 1870 1870 1885 1885 1870 Adj Flow Rate, veh/h 139 957 163 62 565 0 119 320 55 1069 521 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %021120022112 Cap, veh/h 182 1033 465 90 856 177 424 72 1135 706 Arrive On Green 0.10 0.29 0.29 0.05 0.24 0.00 0.10 0.14 0.14 0.33 0.37 0.00 Sat Flow, veh/h 1810 3554 1598 1795 3554 1610 1810 3038 516 3483 1885 1585 Grp Volume(v), veh/h 139 957 163 62 565 0 119 186 189 1069 521 0 Grp Sat Flow(s),veh/h/ln 1810 1777 1598 1795 1777 1610 1810 1777 1777 1742 1885 1585 Q Serve(g_s), s 6.4 22.5 6.9 2.9 12.3 0.0 5.5 8.6 8.8 25.6 20.5 0.0 Cycle Q Clear(g_c), s 6.4 22.5 6.9 2.9 12.3 0.0 5.5 8.6 8.8 25.6 20.5 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.29 1.00 1.00 Lane Grp Cap(c), veh/h 182 1033 465 90 856 177 248 248 1135 706 V/C Ratio(X) 0.76 0.93 0.35 0.69 0.66 0.67 0.75 0.76 0.94 0.74 Avail Cap(c_a), veh/h 190 1034 465 188 1034 190 248 248 1135 706 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 37.7 29.6 24.1 40.1 29.4 0.0 37.4 35.5 35.6 28.2 23.2 0.0 Incr Delay (d2), s/veh 15.5 13.6 0.3 6.6 1.0 0.0 7.4 12.6 13.8 14.8 4.4 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.5 11.0 0.0 1.4 5.2 0.0 2.6 4.4 4.5 11.7 8.7 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 53.2 43.1 24.4 46.8 30.4 0.0 44.8 48.1 49.4 42.9 27.6 0.0 LnGrp LOS DDCDC DDDDC Approach Vol, veh/h 1259 627 A 494 1590 A Approach Delay, s/veh 41.8 32.0 47.8 37.9 Approach LOS DCDD Timer - Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 32.0 16.6 8.3 29.0 12.4 36.2 12.6 24.7 Change Period (Y+Rc), s 6.0 * 6 4.5 4.5 * 5.4 6.0 4.5 4.5 Max Green Setting (Gmax), s 26.0 * 11 8.5 24.5 * 7.6 29.0 8.5 24.5 Max Q Clear Time (g_c+I1), s 27.6 10.8 4.9 24.5 7.5 22.5 8.4 14.3 Green Ext Time (p_c), s 0.0 0.0 0.0 0.0 0.0 4.3 0.0 1.9 Intersection Summary HCM 6th Ctrl Delay 39.5 HCM 6th LOS D Notes User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [WBR, SBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th TWSC 24: 52nd & Private Drive 04/03/2024 6101 Hyland High Banks TPR 01/04/2024 2035 Background Synchro 10 Report Page 3 Intersection Int Delay, s/veh 1.9 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 7 11 20 37 0 Future Vol, veh/h 0 7 11 20 37 0 Conflicting Peds, #/hr 0 00000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 93 93 93 93 93 93 Heavy Vehicles, % 0 0 0 25 6 0 Mvmt Flow 0 8 12 22 40 0 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 86 40 40 0 - 0 Stage 1 40 ----- Stage 2 46 ----- Critical Hdwy 6.4 6.2 4.1 - - - Critical Hdwy Stg 1 5.4 ----- Critical Hdwy Stg 2 5.4 ----- Follow-up Hdwy 3.5 3.3 2.2 - - - Pot Cap-1 Maneuver 920 1037 1583 - - - Stage 1 988 ----- Stage 2 982 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 913 1037 1583 - - - Mov Cap-2 Maneuver 913 ----- Stage 1 980 ----- Stage 2 982 ----- Approach EB NB SB HCM Control Delay, s 8.5 2.6 0 HCM LOS A Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h) 1583 - 1037 - - HCM Lane V/C Ratio 0.007 - 0.007 - - HCM Control Delay (s) 7.3 0 8.5 - - HCM Lane LOS A A A - - HCM 95th %tile Q(veh) 0 - 0 - - HCM Signalized Intersection Capacity Analysis 25: Hwy 126 & 52nd St 04/03/2024 6101 Hyland High Banks TPR 01/04/2024 2035 Background Synchro 10 Report Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 627 1510 142 12 1113 16 85 33 7 7 26 251 Future Volume (vph) 627 1510 142 12 1113 16 85 33 7 7 26 251 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.5 4.5 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.97 1.00 0.99 1.00 Satd. Flow (prot) 1787 3522 1805 3529 1801 1615 1881 1583 Flt Permitted 0.95 1.00 0.95 1.00 0.77 1.00 0.94 1.00 Satd. Flow (perm) 1787 3522 1805 3529 1429 1615 1778 1583 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 660 1589 149 13 1172 17 89 35 7 7 27 264 RTOR Reduction (vph)05001000600233 Lane Group Flow (vph) 660 1733 0 13 1188 0 0 124 1 0 34 31 Heavy Vehicles (%) 1% 1% 3% 0% 2% 8% 1% 4% 0% 0% 0% 2% Turn Type Prot NA Prot NA Perm NA Perm Perm NA Perm Protected Phases 7 4 3 8 2 6 Permitted Phases 2 2 6 6 Actuated Green, G (s) 40.0 77.2 2.5 39.7 11.6 11.6 12.4 12.4 Effective Green, g (s) 42.0 79.2 4.5 41.7 12.4 12.4 12.9 12.9 Actuated g/C Ratio 0.39 0.73 0.04 0.38 0.11 0.11 0.12 0.12 Clearance Time (s) 6.0 6.0 6.0 6.0 5.3 5.3 4.5 4.5 Vehicle Extension (s) 2.5 4.0 2.5 4.0 2.5 2.5 2.5 2.5 Lane Grp Cap (vph) 691 2568 74 1355 163 184 211 188 v/s Ratio Prot c0.37 0.49 0.01 c0.34 v/s Ratio Perm c0.09 0.00 0.02 0.02 v/c Ratio 0.96 0.67 0.18 0.88 0.76 0.00 0.16 0.17 Uniform Delay, d1 32.4 7.8 50.3 31.1 46.7 42.6 43.0 43.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 23.6 0.8 0.8 6.9 17.9 0.0 0.3 0.3 Delay (s) 55.9 8.6 51.1 38.0 64.6 42.6 43.3 43.3 Level of Service E A D D E D D D Approach Delay (s) 21.6 38.1 63.4 43.3 Approach LOS C D E D Intersection Summary HCM 2000 Control Delay 29.5 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.90 Actuated Cycle Length (s) 108.6 Sum of lost time (s) 12.5 Intersection Capacity Utilization 89.5% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group HCM 6th Signalized Intersection Summary 25: Hwy 126 & 52nd St 04/03/2024 6101 Hyland High Banks TPR 01/04/2024 2035 Background Synchro 10 Report Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 627 1510 142 12 1113 16 85 33 7 7 26 251 Future Volume (veh/h) 627 1510 142 12 1113 16 85 33 7 7 26 251 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1885 1885 1856 1900 1870 1781 1885 1841 1900 1900 1900 1870 Adj Flow Rate, veh/h 660 1589 149 13 1172 17 89 35 0 7 27 264 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %113028140002 Cap, veh/h 710 2367 220 55 1252 18 165 50 69 225 218 Arrive On Green 0.40 0.71 0.71 0.03 0.35 0.35 0.13 0.14 0.00 0.13 0.14 0.14 Sat Flow, veh/h 1795 3313 308 1810 3586 52 769 355 1610 211 1636 1585 Grp Volume(v), veh/h 660 852 886 13 581 608 124 0 0 34 0 264 Grp Sat Flow(s),veh/h/ln 1795 1791 1830 1810 1777 1861 1123 0 1610 1847 0 1585 Q Serve(g_s), s 38.2 28.2 29.2 0.8 34.4 34.4 10.2 0.0 0.0 0.0 0.0 15.0 Cycle Q Clear(g_c), s 38.2 28.2 29.2 0.8 34.4 34.4 11.9 0.0 0.0 1.7 0.0 15.0 Prop In Lane 1.00 0.17 1.00 0.03 0.72 1.00 0.21 1.00 Lane Grp Cap(c), veh/h 710 1279 1307 55 620 650 206 0 286 0 218 V/C Ratio(X) 0.93 0.67 0.68 0.24 0.94 0.94 0.60 0.00 0.12 0.00 1.21 Avail Cap(c_a), veh/h 742 1279 1307 150 620 650 206 0 286 0 218 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 31.4 8.5 8.6 51.6 34.3 34.3 46.1 0.0 0.0 41.2 0.0 46.9 Incr Delay (d2), s/veh 17.5 1.5 1.6 1.6 22.0 21.3 4.2 0.0 0.0 0.1 0.0 128.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 18.3 8.1 8.6 0.4 17.3 18.0 3.5 0.0 0.0 0.8 0.0 13.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 48.9 10.0 10.2 53.2 56.3 55.6 50.3 0.0 0.0 41.4 0.0 175.7 LnGrp LOS D A B D E E D A D A F Approach Vol, veh/h 2398 1202 124 A 298 Approach Delay, s/veh 20.8 55.9 50.3 160.4 Approach LOS C E D F Timer - Assigned Phs 2 3 4 6 7 8 Phs Duration (G+Y+Rc), s 19.8 7.3 81.8 19.8 47.1 42.0 Change Period (Y+Rc), s 5.3 6.0 6.0 * 5.3 6.0 6.0 Max Green Setting (Gmax), s 13.7 7.0 72.0 * 15 43.0 36.0 Max Q Clear Time (g_c+I1), s 13.9 2.8 31.2 17.0 40.2 36.4 Green Ext Time (p_c), s 0.0 0.0 39.9 0.0 0.8 0.0 Intersection Summary HCM 6th Ctrl Delay 42.5 HCM 6th LOS D Notes User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [NBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th TWSC 45: 52nd /Highbanks & 52nd 04/03/2024 6101 Hyland High Banks TPR 01/04/2024 2035 Background Synchro 10 Report Page 6 Intersection Int Delay, s/veh 0.7 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 7 37 23 631 250 7 Future Vol, veh/h 7 37 23 631 250 7 Conflicting Peds, #/hr 0 00000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 93 93 93 93 93 93 Heavy Vehicles, % 0 0 0 31 2 2 Mvmt Flow 8 40 25 678 269 8 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1001 273 277 0 - 0 Stage 1 273 ----- Stage 2 728 ----- Critical Hdwy 6.4 6.2 4.1 - - - Critical Hdwy Stg 1 5.4 ----- Critical Hdwy Stg 2 5.4 ----- Follow-up Hdwy 3.5 3.3 2.2 - - - Pot Cap-1 Maneuver 271 771 1298 - - - Stage 1 778 ----- Stage 2 482 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 263 771 1298 - - - Mov Cap-2 Maneuver 263 ----- Stage 1 754 ----- Stage 2 482 ----- Approach EB NB SB HCM Control Delay, s 11.6 0.3 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h) 1298 - 590 - - HCM Lane V/C Ratio 0.019 - 0.08 - - HCM Control Delay (s) 7.8 0 11.6 - - HCM Lane LOS A A B - - HCM 95th %tile Q(veh) 0.1 - 0.3 - - HCM 6th TWSC 47: 52nd & Site Access 04/03/2024 6101 Hyland High Banks TPR 01/04/2024 2035 Background Synchro 10 Report Page 7 Intersection Int Delay, s/veh 0 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 00000 Future Vol, veh/h 0 00000 Conflicting Peds, #/hr 0 00000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 22222 Mvmt Flow 0 00000 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1 00000 Stage 1 0 ----- Stage 2 1 ----- Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 ----- Critical Hdwy Stg 2 5.42 ----- Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 1022 ----- Stage 1 ------ Stage 2 1022 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 1022 ----- Mov Cap-2 Maneuver 1022 ----- Stage 1 ------ Stage 2 1022 ----- Approach WB NB SB HCM Control Delay, s 0 0 0 HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h)----- HCM Lane V/C Ratio ----- HCM Control Delay (s) - - 0 0 - HCM Lane LOS - - A A - HCM 95th %tile Q(veh)----- HCM Signalized Intersection Capacity Analysis 3: Bob Straub pkwy & Main St /main 04/03/2024 6101 Hyland High Banks TPR 01/04/2024 2035 Build Synchro 10 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 136 909 155 59 537 709 113 308 52 1028 503 21 Future Volume (vph) 136 909 155 59 537 709 113 308 52 1028 503 21 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 0.97 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.98 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1805 3539 1599 1787 3539 1615 1805 3462 3467 1881 1583 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1805 3539 1599 1787 3539 1615 1805 3462 3467 1881 1583 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 143 957 163 62 565 746 119 324 55 1082 529 22 RTOR Reduction (vph) 0 0 118 0 0 456 0 15 0 0 0 14 Lane Group Flow (vph) 143 957 45 62 565 290 119 364 0 1082 529 8 Heavy Vehicles (%) 0% 2% 1% 1% 2% 0% 0% 2% 2% 1% 1% 2% Turn Type Prot NA Perm Prot NA Perm Prot NA Prot NA Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 6 Actuated Green, G (s) 8.4 23.9 23.9 6.2 21.7 21.7 7.4 11.3 26.1 30.0 30.0 Effective Green, g (s) 8.9 24.4 24.4 6.7 22.2 22.2 8.8 12.7 28.1 32.0 32.0 Actuated g/C Ratio 0.10 0.28 0.28 0.08 0.25 0.25 0.10 0.14 0.32 0.36 0.36 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 5.4 5.4 6.0 6.0 6.0 Vehicle Extension (s) 2.5 2.5 2.5 2.5 2.5 2.5 2.5 4.0 2.5 4.0 4.0 Lane Grp Cap (vph) 182 982 443 136 893 407 180 500 1108 684 576 v/s Ratio Prot c0.08 c0.27 0.03 0.16 0.07 0.11 c0.31 c0.28 v/s Ratio Perm 0.03 0.18 0.01 v/c Ratio 0.79 0.97 0.10 0.46 0.63 0.71 0.66 0.73 0.98 0.77 0.01 Uniform Delay, d1 38.6 31.4 23.6 38.9 29.2 29.9 38.1 35.9 29.6 24.7 17.9 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 19.0 22.5 0.1 1.8 1.3 5.4 7.9 5.6 21.3 5.8 0.0 Delay (s) 57.6 54.0 23.7 40.6 30.5 35.4 46.0 41.5 50.9 30.5 17.9 Level of Service E DCDCDDD DCB Approach Delay (s) 50.5 33.6 42.6 43.8 Approach LOS DCDD Intersection Summary HCM 2000 Control Delay 42.5 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.96 Actuated Cycle Length (s) 87.9 Sum of lost time (s) 16.0 Intersection Capacity Utilization 81.3% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group HCM 6th Signalized Intersection Summary 3: Bob Straub pkwy & Main St /main 04/03/2024 6101 Hyland High Banks TPR 01/04/2024 2035 Build Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 136 909 155 59 537 709 113 308 52 1028 503 21 Future Volume (veh/h) 136 909 155 59 537 709 113 308 52 1028 503 21 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1900 1870 1885 1885 1870 1900 1900 1870 1870 1885 1885 1870 Adj Flow Rate, veh/h 143 957 163 62 565 0 119 324 55 1082 529 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %021120022112 Cap, veh/h 186 998 449 90 811 178 448 75 1141 723 Arrive On Green 0.10 0.28 0.28 0.05 0.23 0.00 0.10 0.15 0.15 0.33 0.38 0.00 Sat Flow, veh/h 1810 3554 1598 1795 3554 1610 1810 3044 511 3483 1885 1585 Grp Volume(v), veh/h 143 957 163 62 565 0 119 188 191 1082 529 0 Grp Sat Flow(s),veh/h/ln 1810 1777 1598 1795 1777 1610 1810 1777 1778 1742 1885 1585 Q Serve(g_s), s 6.6 22.7 7.0 2.9 12.5 0.0 5.4 8.6 8.8 25.9 20.6 0.0 Cycle Q Clear(g_c), s 6.6 22.7 7.0 2.9 12.5 0.0 5.4 8.6 8.8 25.9 20.6 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.29 1.00 1.00 Lane Grp Cap(c), veh/h 186 998 449 90 811 178 261 262 1141 723 V/C Ratio(X) 0.77 0.96 0.36 0.69 0.70 0.67 0.72 0.73 0.95 0.73 Avail Cap(c_a), veh/h 191 998 449 189 998 191 270 270 1141 723 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 37.4 30.3 24.6 39.9 30.3 0.0 37.2 34.8 34.8 28.0 22.6 0.0 Incr Delay (d2), s/veh 16.1 19.3 0.4 6.6 1.4 0.0 7.2 9.4 10.3 15.8 4.1 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.7 11.8 2.6 1.4 5.3 0.0 2.6 4.2 4.3 11.9 8.6 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 53.5 49.5 25.0 46.6 31.6 0.0 44.5 44.2 45.1 43.8 26.7 0.0 LnGrp LOS DDCDC DDDDC Approach Vol, veh/h 1263 627 A 498 1611 A Approach Delay, s/veh 46.8 33.1 44.6 38.2 Approach LOS DCDD Timer - Assigned Phs 12345678 Phs Duration (G+Y+Rc), s 32.0 17.2 8.3 28.0 12.4 36.8 12.8 23.5 Change Period (Y+Rc), s 6.0 * 6 4.5 4.5 * 5.4 6.0 4.5 4.5 Max Green Setting (Gmax), s 26.0 * 12 8.5 23.5 * 7.6 30.0 8.5 23.5 Max Q Clear Time (g_c+I1), s 27.9 10.8 4.9 24.7 7.4 22.6 8.6 14.5 Green Ext Time (p_c), s 0.0 0.4 0.0 0.0 0.0 4.9 0.0 1.8 Intersection Summary HCM 6th Ctrl Delay 40.9 HCM 6th LOS D Notes User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [WBR, SBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th TWSC 24: 52nd & Private Drive 04/03/2024 6101 Hyland High Banks TPR 01/04/2024 2035 Build Synchro 10 Report Page 3 Intersection Int Delay, s/veh 0.4 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 7 11 91 230 0 Future Vol, veh/h 0 7 11 91 230 0 Conflicting Peds, #/hr 0 00000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 93 93 93 93 93 93 Heavy Vehicles, % 0 0 0 25 6 0 Mvmt Flow 0 8 12 98 247 0 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 369 247 247 0 - 0 Stage 1 247 ----- Stage 2 122 ----- Critical Hdwy 6.4 6.2 4.1 - - - Critical Hdwy Stg 1 5.4 ----- Critical Hdwy Stg 2 5.4 ----- Follow-up Hdwy 3.5 3.3 2.2 - - - Pot Cap-1 Maneuver 635 797 1331 - - - Stage 1 799 ----- Stage 2 908 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 629 797 1331 - - - Mov Cap-2 Maneuver 629 ----- Stage 1 791 ----- Stage 2 908 ----- Approach EB NB SB HCM Control Delay, s 9.6 0.8 0 HCM LOS A Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h) 1331 - 797 - - HCM Lane V/C Ratio 0.009 - 0.009 - - HCM Control Delay (s) 7.7 0 9.6 - - HCM Lane LOS A A A - - HCM 95th %tile Q(veh) 0 - 0 - - HCM Signalized Intersection Capacity Analysis 25: Hwy 126 & 52nd St 04/03/2024 6101 Hyland High Banks TPR 01/04/2024 2035 Build Synchro 10 Report Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 685 1510 142 12 1113 28 85 34 7 35 27 386 Future Volume (vph) 685 1510 142 12 1113 28 85 34 7 35 27 386 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.5 4.5 4.0 4.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.97 1.00 0.97 1.00 Satd. Flow (prot) 1787 3522 1805 3521 1801 1615 1847 1583 Flt Permitted 0.95 1.00 0.95 1.00 0.73 1.00 0.64 1.00 Satd. Flow (perm) 1787 3522 1805 3521 1369 1615 1211 1583 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 721 1589 149 13 1172 29 89 36 7 37 28 406 RTOR Reduction (vph)04001000600358 Lane Group Flow (vph) 721 1734 0 13 1200 0 0 125 1 0 65 48 Heavy Vehicles (%) 1% 1% 3% 0% 2% 8% 1% 4% 0% 0% 0% 2% Turn Type Prot NA Prot NA Perm NA Perm Perm NA Perm Protected Phases 7 4 3 8 2 6 Permitted Phases 2 2 6 6 Actuated Green, G (s) 51.1 95.3 2.6 46.8 13.9 13.9 14.7 14.7 Effective Green, g (s) 53.1 97.3 4.6 48.8 14.7 14.7 15.2 15.2 Actuated g/C Ratio 0.41 0.75 0.04 0.38 0.11 0.11 0.12 0.12 Clearance Time (s) 6.0 6.0 6.0 6.0 5.3 5.3 4.5 4.5 Vehicle Extension (s) 2.5 4.0 2.5 4.0 2.5 2.5 2.5 2.5 Lane Grp Cap (vph) 735 2654 64 1330 155 183 142 186 v/s Ratio Prot c0.40 0.49 0.01 c0.34 v/s Ratio Perm c0.09 0.00 0.05 0.03 v/c Ratio 0.98 0.65 0.20 0.90 0.81 0.00 0.46 0.26 Uniform Delay, d1 37.5 7.7 60.5 37.9 55.8 50.7 53.1 51.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 28.3 0.6 1.1 8.9 24.8 0.0 1.7 0.5 Delay (s) 65.8 8.4 61.6 46.8 80.7 50.7 54.8 52.3 Level of Service E A E D F D D D Approach Delay (s) 25.2 47.0 79.1 52.7 Approach LOS C D E D Intersection Summary HCM 2000 Control Delay 36.1 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.93 Actuated Cycle Length (s) 129.1 Sum of lost time (s) 12.5 Intersection Capacity Utilization 93.2% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group HCM 6th Signalized Intersection Summary 25: Hwy 126 & 52nd St 04/03/2024 6101 Hyland High Banks TPR 01/04/2024 2035 Build Synchro 10 Report Page 5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 685 1510 142 12 1113 28 85 34 7 35 27 386 Future Volume (veh/h) 685 1510 142 12 1113 28 85 34 7 35 27 386 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1885 1885 1856 1900 1870 1781 1885 1841 1900 1900 1900 1870 Adj Flow Rate, veh/h 721 1589 149 13 1172 29 89 36 0 37 28 406 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %113028140002 Cap, veh/h 754 2444 227 49 1220 30 128 36 154 107 218 Arrive On Green 0.42 0.74 0.74 0.03 0.34 0.34 0.13 0.14 0.00 0.13 0.14 0.14 Sat Flow, veh/h 1795 3313 308 1810 3544 88 574 260 1610 805 774 1585 Grp Volume(v), veh/h 721 852 886 13 588 613 125 0 0 65 0 406 Grp Sat Flow(s),veh/h/ln 1795 1791 1830 1810 1777 1855 834 0 1610 1579 0 1585 Q Serve(g_s), s 50.9 31.1 32.2 0.9 42.3 42.4 12.9 0.0 0.0 0.0 0.0 18.0 Cycle Q Clear(g_c), s 50.9 31.1 32.2 0.9 42.3 42.4 17.5 0.0 0.0 4.6 0.0 18.0 Prop In Lane 1.00 0.17 1.00 0.05 0.71 1.00 0.57 1.00 Lane Grp Cap(c), veh/h 754 1321 1350 49 612 638 159 0 255 0 218 V/C Ratio(X) 0.96 0.64 0.66 0.27 0.96 0.96 0.79 0.00 0.26 0.00 1.86 Avail Cap(c_a), veh/h 755 1321 1350 125 612 638 159 0 255 0 218 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 36.7 8.6 8.7 62.3 42.0 42.0 58.8 0.0 0.0 50.6 0.0 56.4 Incr Delay (d2), s/veh 22.4 1.2 1.3 2.2 26.9 26.3 21.9 0.0 0.0 0.4 0.0 404.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 25.2 9.4 10.0 0.4 22.0 22.8 5.1 0.0 0.0 1.9 0.0 31.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 59.1 9.8 10.1 64.5 68.9 68.3 80.7 0.0 0.0 51.0 0.0 460.5 LnGrp LOS EABEEEFA DAF Approach Vol, veh/h 2459 1214 125 A 471 Approach Delay, s/veh 24.4 68.5 80.7 404.0 Approach LOS C E F F Timer - Assigned Phs 2 3 4 6 7 8 Phs Duration (G+Y+Rc), s 22.8 7.5 100.4 22.8 58.9 49.0 Change Period (Y+Rc), s 5.3 6.0 6.0 * 5.3 6.0 6.0 Max Green Setting (Gmax), s 16.7 7.0 89.0 * 18 53.0 43.0 Max Q Clear Time (g_c+I1), s 19.5 2.9 34.2 20.0 52.9 44.4 Green Ext Time (p_c), s 0.0 0.0 53.2 0.0 0.1 0.0 Intersection Summary HCM 6th Ctrl Delay 80.5 HCM 6th LOS F Notes User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [NBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th TWSC 45: 52nd /Highbanks & 52nd 04/03/2024 6101 Hyland High Banks TPR 01/04/2024 2035 Build Synchro 10 Report Page 6 Intersection Int Delay, s/veh 4.1 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 36 201 94 631 250 7 Future Vol, veh/h 36 201 94 631 250 7 Conflicting Peds, #/hr 0 00000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 93 93 93 93 93 93 Heavy Vehicles, % 0 0 0 31 2 2 Mvmt Flow 39 216 101 678 269 8 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1153 273 277 0 - 0 Stage 1 273 ----- Stage 2 880 ----- Critical Hdwy 6.4 6.2 4.1 - - - Critical Hdwy Stg 1 5.4 ----- Critical Hdwy Stg 2 5.4 ----- Follow-up Hdwy 3.5 3.3 2.2 - - - Pot Cap-1 Maneuver 220 771 1298 - - - Stage 1 778 ----- Stage 2 409 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 193 771 1298 - - - Mov Cap-2 Maneuver 193 ----- Stage 1 681 ----- Stage 2 409 ----- Approach EB NB SB HCM Control Delay, s 17.9 1 0 HCM LOS C Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h) 1298 - 530 - - HCM Lane V/C Ratio 0.078 - 0.481 - - HCM Control Delay (s) 8 0 17.9 - - HCM Lane LOS A A C - - HCM 95th %tile Q(veh) 0.3 - 2.6 - - HCM 6th TWSC 47: 52nd & Site Access 04/03/2024 6101 Hyland High Banks TPR 01/04/2024 2035 Build Synchro 10 Report Page 7 Intersection Int Delay, s/veh 7.1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 193 0 0 71 0 0 Future Vol, veh/h 193 0 0 71 0 0 Conflicting Peds, #/hr 0 00000 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 22222 Mvmt Flow 210 0 0 77 0 0 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 40 39 0 0 77 0 Stage 1 39 ----- Stage 2 1 ----- Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 ----- Critical Hdwy Stg 2 5.42 ----- Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 972 1033 - - 1522 - Stage 1 983 ----- Stage 2 1022 ----- Platoon blocked, % - - - Mov Cap-1 Maneuver 972 1033 - - 1522 - Mov Cap-2 Maneuver 972 ----- Stage 1 983 ----- Stage 2 1022 ----- Approach WB NB SB HCM Control Delay, s 9.7 0 0 HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 972 1522 - HCM Lane V/C Ratio - - 0.216 - - HCM Control Delay (s) - - 9.7 0 - HCM Lane LOS - - A A - HCM 95th %tile Q(veh) - - 0.8 0 - 2024 Background PMIntersection Left Through Right Left Through Right Left Through Right Left Through RightVolume 2 12 20 51 9 145 26 71 100 280 92 1PHF 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86Adj Volumes 2 14 23 59 10 169 30 83 116 326 107 1% HV 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.01 0.00 0.00 0.00Fhv 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 1.00Demand Volume (PCE) 2 14 23 59 10 169 30 83 117 326 107 1Entry Volume 34 205 197 373Entry Lane Volume (adj) 40 238 230 434Exiting Flow Rates 42 457 190 253Conflicting Flow/Circulating 492 115 342 100Entry Capacity 836 1227 974 1246v/c ratio 0.05 0.17 0.24 0.35Delay 4.8 4.4 6.0 6.2LOS A A A A95th Percentile Queue (veh) 0.1 0.6 0.9 1.6Intersection Delay 5.3Time 0.25Intersection v/c 0.26Eastbound Westbound Northbound SouthboundThurston @ 58th 2035 Background PMIntersection Left Through Right Left Through Right Left Through Right Left Through RightVolume 2 15 24 62 11 177 32 87 122 342 112 1PHF 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86Adj Volumes 2 17 28 72 13 206 37 101 142 398 130 1% HV 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.01 0.00 0.00 0.00Fhv 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 1.00Demand Volume (PCE) 2 17 28 72 13 206 37 101 143 398 130 1Entry Volume 41 250 241 455Entry Lane Volume (adj) 48 291 282 529Exiting Flow Rates 51 558 230 309Conflicting Flow/Circulating 600 141 417 122Entry Capacity 748 1196 901 1218v/c ratio 0.06 0.21 0.31 0.43Delay 5.5 4.9 7.4 7.4LOS A A A A95th Percentile Queue (veh) 0.2 0.8 1.3 2.2Intersection Delay 6.3Time 0.25Intersection v/c 0.33Eastbound Westbound Northbound SouthboundThurston @ 58th 2035 Build PMIntersection Left Through Right Left Through Right Left Through Right Left Through RightVolume 3 15 24 62 11 186 32 90 122 362 119 2PHF 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86 0.86Adj Volumes 3 17 28 72 13 216 37 105 142 421 138 2% HV 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.01 0.00 0.00 0.00Fhv 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 1.00Demand Volume (PCE) 3 17 28 72 13 216 37 105 143 421 138 2Entry Volume 42 259 244 483Entry Lane Volume (adj) 49 301 285 562Exiting Flow Rates 52 582 238 324Conflicting Flow/Circulating 631 145 442 122Entry Capacity 725 1190 879 1218v/c ratio 0.07 0.22 0.32 0.46Delay 5.7 5.0 7.7 7.8LOS A A A A95th Percentile Queue (veh) 0.2 0.8 1.4 2.5Intersection Delay 6.5Time 0.25Intersection v/c 0.35Eastbound Westbound Northbound SouthboundThurston @ 58th SANDOW ENGINEERING Hyland High Banks APPENDIX E:QUEUING OUTPUTS Queuing and Blocking Report 2024 Background 04/02/2024 6101 Hyland High Banks TPR SimTraffic Report Page 1 Intersection: 3: Bob Straub pkwy & Main St /main, Interval #1 Movement EB EB EB EB WB WB WB NB NB NB SB SB Directions Served L T T R L T T L T TR L L Maximum Queue (ft) 122 263 252 97 68 159 128 105 123 98 451 468 Average Queue (ft) 70 186 166 44 33 104 73 58 93 60 299 339 95th Queue (ft) 120 279 276 138 67 161 132 105 139 106 460 494 Link Distance (ft) 1000 1000 1148 1148 1848 1848 1082 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 270 230 185 460 810 Storage Blk Time (%) 1 1 0 Queuing Penalty (veh) 1 1 0 Intersection: 3: Bob Straub pkwy & Main St /main, Interval #1 Movement SB Directions Served T Maximum Queue (ft) 216 Average Queue (ft) 150 95th Queue (ft) 239 Link Distance (ft) 1082 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Queuing and Blocking Report 2024 Background 04/02/2024 6101 Hyland High Banks TPR SimTraffic Report Page 2 Intersection: 3: Bob Straub pkwy & Main St /main, Interval #2 Movement EB EB EB EB WB WB WB NB NB NB SB SB Directions Served L T T R L T T L T TR L L Maximum Queue (ft) 122 247 224 84 126 191 177 141 141 115 477 531 Average Queue (ft) 63 166 138 36 28 106 72 59 81 54 283 329 95th Queue (ft) 114 235 214 70 79 168 141 116 132 99 517 558 Link Distance (ft) 1000 1000 1148 1148 1848 1848 1082 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 270 230 185 460 810 Storage Blk Time (%) 0 0 0 0 Queuing Penalty (veh) 0 0 0 0 Intersection: 3: Bob Straub pkwy & Main St /main, Interval #2 Movement SB Directions Served T Maximum Queue (ft) 354 Average Queue (ft) 137 95th Queue (ft) 286 Link Distance (ft) 1082 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Queuing and Blocking Report 2024 Background 04/02/2024 6101 Hyland High Banks TPR SimTraffic Report Page 3 Intersection: 3: Bob Straub pkwy & Main St /main, All Intervals Movement EB EB EB EB WB WB WB NB NB NB SB SB Directions Served L T T R L T T L T TR L L Maximum Queue (ft) 132 270 256 121 131 199 178 145 145 128 511 551 Average Queue (ft) 64 171 145 38 29 106 72 59 84 56 287 331 95th Queue (ft) 115 247 232 93 77 166 139 113 135 101 506 545 Link Distance (ft) 1000 1000 1148 1148 1848 1848 1082 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 270 230 185 460 810 Storage Blk Time (%) 0 0 0 0 Queuing Penalty (veh) 0 0 0 0 Intersection: 3: Bob Straub pkwy & Main St /main, All Intervals Movement SB Directions Served T Maximum Queue (ft) 354 Average Queue (ft) 140 95th Queue (ft) 277 Link Distance (ft) 1082 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 24: 52nd & Private Drive, Interval #1 Movement EB Directions Served LR Maximum Queue (ft) 25 Average Queue (ft) 6 95th Queue (ft) 26 Link Distance (ft) 435 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Queuing and Blocking Report 2024 Background 04/02/2024 6101 Hyland High Banks TPR SimTraffic Report Page 4 Intersection: 24: 52nd & Private Drive, Interval #2 Movement EB NB Directions Served LR LT Maximum Queue (ft) 35 6 Average Queue (ft) 6 0 95th Queue (ft) 27 5 Link Distance (ft) 435 462 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 24: 52nd & Private Drive, All Intervals Movement EB NB Directions Served LR LT Maximum Queue (ft) 36 6 Average Queue (ft) 6 0 95th Queue (ft) 27 5 Link Distance (ft) 435 462 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 25: Hwy 126 & 52nd St , Interval #1 Movement EB EB EB WB WB WB NB SB SB Directions Served L T TR L T TR LT LT R Maximum Queue (ft) 492 309 305 24 326 310 103 63 112 Average Queue (ft) 310 126 117 7 232 209 61 21 76 95th Queue (ft) 610 471 359 25 352 338 101 63 128 Link Distance (ft) 933 933 1630 1630 591 364 Upstream Blk Time (%) 1 Queuing Penalty (veh) 0 Storage Bay Dist (ft) 780 300 130 Storage Blk Time (%) 2 5 4 1 Queuing Penalty (veh) 12 1 0 0 Queuing and Blocking Report 2024 Background 04/02/2024 6101 Hyland High Banks TPR SimTraffic Report Page 5 Intersection: 25: Hwy 126 & 52nd St , Interval #2 Movement EB EB EB WB WB WB NB SB SB Directions Served L T TR L T TR LT LT R Maximum Queue (ft) 437 116 122 21 294 263 106 43 98 Average Queue (ft) 192 30 34 4 162 131 52 11 53 95th Queue (ft) 366 82 94 17 250 222 94 33 91 Link Distance (ft) 933 933 1630 1630 591 364 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 780 300 130 Storage Blk Time (%) 0 2 0 Queuing Penalty (veh) 0 0 0 Intersection: 25: Hwy 126 & 52nd St , All Intervals Movement EB EB EB WB WB WB NB SB SB Directions Served L T TR L T TR LT LT R Maximum Queue (ft) 504 322 309 25 332 316 116 67 120 Average Queue (ft) 220 53 54 5 179 150 54 13 58 95th Queue (ft) 448 241 196 19 288 266 96 42 103 Link Distance (ft) 933 933 1630 1630 591 364 Upstream Blk Time (%) 0 Queuing Penalty (veh) 0 Storage Bay Dist (ft) 780 300 130 Storage Blk Time (%) 0 1 3 0 Queuing Penalty (veh) 3 0 0 0 Intersection: 33: 58th St & Thurston Rd , Interval #1 Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft) 25 34 49 59 Average Queue (ft) 10 11 29 31 95th Queue (ft) 34 36 62 61 Link Distance (ft) 616 1012 808 659 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Queuing and Blocking Report 2024 Background 04/02/2024 6101 Hyland High Banks TPR SimTraffic Report Page 6 Intersection: 33: 58th St & Thurston Rd , Interval #2 Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft) 31 41 56 65 Average Queue (ft) 5 7 22 22 95th Queue (ft) 25 31 54 55 Link Distance (ft) 616 1012 808 659 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 33: 58th St & Thurston Rd , All Intervals Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft) 31 41 60 65 Average Queue (ft) 7 8 23 24 95th Queue (ft) 27 32 56 57 Link Distance (ft) 616 1012 808 659 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 45: 52nd /Highbanks & 52nd, Interval #1 Movement EB NB Directions Served LR LT Maximum Queue (ft) 23 64 Average Queue (ft) 16 15 95th Queue (ft) 32 70 Link Distance (ft) 543 364 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Queuing and Blocking Report 2024 Background 04/02/2024 6101 Hyland High Banks TPR SimTraffic Report Page 7 Intersection: 45: 52nd /Highbanks & 52nd, Interval #2 Movement EB NB Directions Served LR LT Maximum Queue (ft) 32 108 Average Queue (ft) 15 8 95th Queue (ft) 34 59 Link Distance (ft) 543 364 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 45: 52nd /Highbanks & 52nd, All Intervals Movement EB NB Directions Served LR LT Maximum Queue (ft) 32 142 Average Queue (ft) 15 9 95th Queue (ft) 34 62 Link Distance (ft) 543 364 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 47: 52nd & Site Access, Interval #1 Movement Directions Served Maximum Queue (ft) Average Queue (ft) 95th Queue (ft) Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Queuing and Blocking Report 2024 Background 04/02/2024 6101 Hyland High Banks TPR SimTraffic Report Page 8 Intersection: 47: 52nd & Site Access, Interval #2 Movement Directions Served Maximum Queue (ft) Average Queue (ft) 95th Queue (ft) Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 47: 52nd & Site Access, All Intervals Movement Directions Served Maximum Queue (ft) Average Queue (ft) 95th Queue (ft) Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty, Interval #1: 16 Network wide Queuing Penalty, Interval #2: 0 Network wide Queuing Penalty, All Intervals: 4 Queuing and Blocking Report 2035 Background 04/03/2024 6101 Hyland High Banks TPR SimTraffic Report Page 1 Intersection: 3: Bob Straub pkwy & Main St /main, Interval #1 Movement EB EB EB EB WB WB WB WB NB NB NB SB Directions Served L T T R L T T R L T TR L Maximum Queue (ft) 226 347 318 217 102 212 182 48 118 169 152 674 Average Queue (ft) 129 243 220 95 47 138 117 7 79 126 90 543 95th Queue (ft) 263 367 331 223 105 206 196 73 129 181 158 869 Link Distance (ft) 1000 1000 1245 1245 1848 1848 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 270 230 185 175 460 810 Storage Blk Time (%)0770 210 1 Queuing Penalty (veh) 0 9 12 0 1 6 0 4 Intersection: 3: Bob Straub pkwy & Main St /main, Interval #1 Movement SB SB Directions Served L T Maximum Queue (ft) 754 569 Average Queue (ft) 612 389 95th Queue (ft) 1019 848 Link Distance (ft) 1082 1082 Upstream Blk Time (%) 3 2 Queuing Penalty (veh) 0 0 Storage Bay Dist (ft) Storage Blk Time (%) 7 7 Queuing Penalty (veh) 37 1 Queuing and Blocking Report 2035 Background 04/03/2024 6101 Hyland High Banks TPR SimTraffic Report Page 2 Intersection: 3: Bob Straub pkwy & Main St /main, Interval #2 Movement EB EB EB EB WB WB WB WB NB NB NB SB Directions Served L T T R L T T R L T TR L Maximum Queue (ft) 218 296 415 222 167 230 202 102 156 182 183 741 Average Queue (ft) 92 205 192 68 41 130 100 5 76 118 89 598 95th Queue (ft) 171 279 345 172 104 193 171 61 137 175 159 940 Link Distance (ft) 1000 1000 1245 1245 1848 1848 Upstream Blk Time (%) 0 Queuing Penalty (veh) 0 Storage Bay Dist (ft) 270 230 185 175 460 810 Storage Blk Time (%)0120 100 2 Queuing Penalty (veh)0130 120 12 Intersection: 3: Bob Straub pkwy & Main St /main, Interval #2 Movement SB SB Directions Served L T Maximum Queue (ft) 884 724 Average Queue (ft) 695 427 95th Queue (ft) 1142 1046 Link Distance (ft) 1082 1082 Upstream Blk Time (%) 12 9 Queuing Penalty (veh) 0 0 Storage Bay Dist (ft) Storage Blk Time (%) 15 2 Queuing Penalty (veh) 74 0 Queuing and Blocking Report 2035 Background 04/03/2024 6101 Hyland High Banks TPR SimTraffic Report Page 3 Intersection: 3: Bob Straub pkwy & Main St /main, All Intervals Movement EB EB EB EB WB WB WB WB NB NB NB SB Directions Served L T T R L T T R L T TR L Maximum Queue (ft) 248 347 472 252 168 230 202 150 156 185 183 741 Average Queue (ft) 101 214 199 74 43 132 104 5 77 120 89 585 95th Queue (ft) 199 307 344 187 105 197 178 64 135 177 159 925 Link Distance (ft) 1000 1000 1245 1245 1848 1848 Upstream Blk Time (%) 0 Queuing Penalty (veh) 0 Storage Bay Dist (ft) 270 230 185 175 460 810 Storage Blk Time (%)0230 100 2 Queuing Penalty (veh)0350 130 10 Intersection: 3: Bob Straub pkwy & Main St /main, All Intervals Movement SB SB Directions Served L T Maximum Queue (ft) 884 763 Average Queue (ft) 675 418 95th Queue (ft) 1116 1003 Link Distance (ft) 1082 1082 Upstream Blk Time (%) 10 8 Queuing Penalty (veh) 0 0 Storage Bay Dist (ft) Storage Blk Time (%) 13 3 Queuing Penalty (veh) 65 0 Intersection: 24: 52nd & Private Drive, Interval #1 Movement EB Directions Served LR Maximum Queue (ft) 25 Average Queue (ft) 7 95th Queue (ft) 28 Link Distance (ft) 435 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Queuing and Blocking Report 2035 Background 04/03/2024 6101 Hyland High Banks TPR SimTraffic Report Page 4 Intersection: 24: 52nd & Private Drive, Interval #2 Movement EB Directions Served LR Maximum Queue (ft) 31 Average Queue (ft) 8 95th Queue (ft) 31 Link Distance (ft) 435 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 24: 52nd & Private Drive, All Intervals Movement EB Directions Served LR Maximum Queue (ft) 31 Average Queue (ft) 8 95th Queue (ft) 30 Link Distance (ft) 435 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 25: Hwy 126 & 52nd St , Interval #1 Movement EB EB EB WB WB WB NB NB SB SB Directions Served L T TR L T TR LT R LT R Maximum Queue (ft) 521 142 143 86 611 600 146 22 141 139 Average Queue (ft) 360 74 75 15 454 434 97 3 43 91 95th Queue (ft) 532 144 142 104 642 629 151 33 140 150 Link Distance (ft) 2564 2564 2564 1630 1630 591 370 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 300 85 130 Storage Blk Time (%) 47 18 4 Queuing Penalty (veh) 6 1 1 Queuing and Blocking Report 2035 Background 04/03/2024 6101 Hyland High Banks TPR SimTraffic Report Page 5 Intersection: 25: Hwy 126 & 52nd St , Interval #2 Movement EB EB EB WB WB WB NB SB SB Directions Served L T TR L T TR LT LT R Maximum Queue (ft) 660 306 311 268 689 690 188 121 146 Average Queue (ft) 393 93 86 28 388 371 86 25 91 95th Queue (ft) 701 263 242 157 628 620 164 76 147 Link Distance (ft) 2564 2564 2564 1630 1630 591 370 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 300 130 Storage Blk Time (%) 28 14 3 Queuing Penalty (veh) 3 1 1 Intersection: 25: Hwy 126 & 52nd St , All Intervals Movement EB EB EB WB WB WB NB NB SB SB Directions Served L T TR L T TR LT R LT R Maximum Queue (ft) 660 307 318 268 698 693 191 22 160 149 Average Queue (ft) 385 88 83 25 404 386 89 1 30 91 95th Queue (ft) 668 241 223 146 637 628 162 16 96 148 Link Distance (ft) 2564 2564 2564 1630 1630 591 370 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 300 85 130 Storage Blk Time (%) 33 15 0 3 Queuing Penalty (veh) 4 1 0 1 Intersection: 33: 58th St & Thurston Rd , Interval #1 Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft) 31 40 59 102 Average Queue (ft) 12 16 35 49 95th Queue (ft) 36 44 67 98 Link Distance (ft) 616 1012 808 659 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Queuing and Blocking Report 2035 Background 04/03/2024 6101 Hyland High Banks TPR SimTraffic Report Page 6 Intersection: 33: 58th St & Thurston Rd , Interval #2 Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft) 41 40 74 82 Average Queue (ft) 10 10 32 32 95th Queue (ft) 36 35 65 71 Link Distance (ft) 616 1012 808 659 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 33: 58th St & Thurston Rd , All Intervals Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft) 41 49 74 102 Average Queue (ft) 11 11 33 36 95th Queue (ft) 36 38 66 80 Link Distance (ft) 616 1012 808 659 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 45: 52nd /Highbanks & 52nd, Interval #1 Movement EB NB Directions Served LR LT Maximum Queue (ft) 31 57 Average Queue (ft) 21 13 95th Queue (ft) 36 67 Link Distance (ft) 543 370 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Queuing and Blocking Report 2035 Background 04/03/2024 6101 Hyland High Banks TPR SimTraffic Report Page 7 Intersection: 45: 52nd /Highbanks & 52nd, Interval #2 Movement EB NB Directions Served LR LT Maximum Queue (ft) 36 76 Average Queue (ft) 17 10 95th Queue (ft) 35 44 Link Distance (ft) 543 370 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 45: 52nd /Highbanks & 52nd, All Intervals Movement EB NB Directions Served LR LT Maximum Queue (ft) 41 96 Average Queue (ft) 18 11 95th Queue (ft) 35 51 Link Distance (ft) 543 370 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 47: 52nd & Site Access, Interval #1 Movement Directions Served Maximum Queue (ft) Average Queue (ft) 95th Queue (ft) Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Queuing and Blocking Report 2035 Background 04/03/2024 6101 Hyland High Banks TPR SimTraffic Report Page 8 Intersection: 47: 52nd & Site Access, Interval #2 Movement Directions Served Maximum Queue (ft) Average Queue (ft) 95th Queue (ft) Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 47: 52nd & Site Access, All Intervals Movement Directions Served Maximum Queue (ft) Average Queue (ft) 95th Queue (ft) Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty, Interval #1: 79 Network wide Queuing Penalty, Interval #2: 99 Network wide Queuing Penalty, All Intervals: 94 Queuing and Blocking Report 2035 Build 04/03/2024 6101 Hyland High Banks TPR SimTraffic Report Page 1 Intersection: 3: Bob Straub pkwy & Main St /main, Interval #1 Movement EB EB EB EB WB WB WB WB NB NB NB SB Directions Served L T T R L T T R L T TR L Maximum Queue (ft) 219 395 367 254 60 194 182 105 127 180 151 609 Average Queue (ft) 122 278 256 126 32 137 119 21 73 127 92 442 95th Queue (ft) 237 433 396 293 64 205 194 135 131 182 157 717 Link Distance (ft) 1000 1000 1670 1670 1848 1848 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 270 230 185 175 460 810 Storage Blk Time (%) 9 9 0 1 1 0 0 Queuing Penalty (veh) 13 14 0 1 5 1 0 Intersection: 3: Bob Straub pkwy & Main St /main, Interval #1 Movement SB SB Directions Served L T Maximum Queue (ft) 663 408 Average Queue (ft) 497 207 95th Queue (ft) 762 395 Link Distance (ft) 1082 1082 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) 1 0 Queuing Penalty (veh) 5 0 Queuing and Blocking Report 2035 Build 04/03/2024 6101 Hyland High Banks TPR SimTraffic Report Page 2 Intersection: 3: Bob Straub pkwy & Main St /main, Interval #2 Movement EB EB EB EB WB WB WB WB NB NB NB SB Directions Served L T T R L T T R L T TR L Maximum Queue (ft) 264 395 361 225 115 202 192 145 165 187 166 773 Average Queue (ft) 110 242 217 86 44 119 102 7 88 115 82 620 95th Queue (ft) 224 381 351 220 94 182 174 72 163 170 147 970 Link Distance (ft) 1000 1000 1670 1670 1848 1848 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 270 230 185 175 460 810 Storage Blk Time (%)0770 100 3 Queuing Penalty (veh) 0 10 11 0 0 1 0 14 Intersection: 3: Bob Straub pkwy & Main St /main, Interval #2 Movement SB SB Directions Served L T Maximum Queue (ft) 1023 913 Average Queue (ft) 755 544 95th Queue (ft) 1255 1225 Link Distance (ft) 1082 1082 Upstream Blk Time (%) 19 14 Queuing Penalty (veh) 0 0 Storage Bay Dist (ft) Storage Blk Time (%) 23 2 Queuing Penalty (veh) 114 0 Queuing and Blocking Report 2035 Build 04/03/2024 6101 Hyland High Banks TPR SimTraffic Report Page 3 Intersection: 3: Bob Straub pkwy & Main St /main, All Intervals Movement EB EB EB EB WB WB WB WB NB NB NB SB Directions Served L T T R L T T R L T TR L Maximum Queue (ft) 291 444 409 255 115 210 221 203 166 196 173 773 Average Queue (ft) 113 250 226 96 41 123 106 10 85 118 85 577 95th Queue (ft) 228 396 365 241 88 189 180 90 157 174 150 933 Link Distance (ft) 1000 1000 1670 1670 1848 1848 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 270 230 185 175 460 810 Storage Blk Time (%)0880 100 2 Queuing Penalty (veh) 0 11 12 0 0 2 0 10 Intersection: 3: Bob Straub pkwy & Main St /main, All Intervals Movement SB SB Directions Served L T Maximum Queue (ft) 1023 956 Average Queue (ft) 693 463 95th Queue (ft) 1182 1108 Link Distance (ft) 1082 1082 Upstream Blk Time (%) 14 11 Queuing Penalty (veh) 0 0 Storage Bay Dist (ft) Storage Blk Time (%) 17 1 Queuing Penalty (veh) 87 0 Intersection: 24: 52nd & Private Drive, Interval #1 Movement EB NB Directions Served LR LT Maximum Queue (ft) 31 18 Average Queue (ft) 8 3 95th Queue (ft) 30 17 Link Distance (ft) 435 462 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Queuing and Blocking Report 2035 Build 04/03/2024 6101 Hyland High Banks TPR SimTraffic Report Page 4 Intersection: 24: 52nd & Private Drive, Interval #2 Movement EB NB Directions Served LR LT Maximum Queue (ft) 31 36 Average Queue (ft) 7 3 95th Queue (ft) 27 19 Link Distance (ft) 435 462 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 24: 52nd & Private Drive, All Intervals Movement EB NB Directions Served LR LT Maximum Queue (ft) 31 36 Average Queue (ft) 7 3 95th Queue (ft) 28 19 Link Distance (ft) 435 462 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 25: Hwy 126 & 52nd St , Interval #1 Movement EB EB EB WB WB WB NB SB SB Directions Served L T TR L T TR LT LT R Maximum Queue (ft) 707 178 192 145 632 620 151 302 155 Average Queue (ft) 500 96 105 19 455 444 91 140 137 95th Queue (ft) 861 185 207 107 665 638 154 342 178 Link Distance (ft) 2747 2747 2747 1630 1630 591 370 Upstream Blk Time (%) 0 Queuing Penalty (veh) 0 Storage Bay Dist (ft) 300 130 Storage Blk Time (%) 41 15 21 Queuing Penalty (veh) 5 1 14 Queuing and Blocking Report 2035 Build 04/03/2024 6101 Hyland High Banks TPR SimTraffic Report Page 5 Intersection: 25: Hwy 126 & 52nd St , Interval #2 Movement EB EB EB WB WB WB NB NB SB SB Directions Served L T TR L T TR LT R LT R Maximum Queue (ft) 906 453 437 324 777 753 190 22 311 155 Average Queue (ft) 530 102 99 33 498 478 92 1 111 127 95th Queue (ft) 869 269 262 170 785 761 171 18 267 179 Link Distance (ft) 2747 2747 2747 1630 1630 591 370 Upstream Blk Time (%) 0 Queuing Penalty (veh) 0 Storage Bay Dist (ft) 300 85 130 Storage Blk Time (%) 42 18 0 0 13 Queuing Penalty (veh) 5 1018 Intersection: 25: Hwy 126 & 52nd St , All Intervals Movement EB EB EB WB WB WB NB NB SB SB Directions Served L T TR L T TR LT R LT R Maximum Queue (ft) 935 458 452 324 777 762 195 22 348 155 Average Queue (ft) 522 101 100 29 488 470 92 1 118 129 95th Queue (ft) 868 252 251 157 760 735 168 16 287 180 Link Distance (ft) 2747 2747 2747 1630 1630 591 370 Upstream Blk Time (%) 0 Queuing Penalty (veh) 0 Storage Bay Dist (ft) 300 85 130 Storage Blk Time (%) 42 17 0 0 15 Queuing Penalty (veh) 5 1 0 1 10 Intersection: 33: 58th St & Thurston Rd , Interval #1 Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft) 35 54 60 105 Average Queue (ft) 8 17 34 55 95th Queue (ft) 34 48 63 111 Link Distance (ft) 616 1012 808 659 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Queuing and Blocking Report 2035 Build 04/03/2024 6101 Hyland High Banks TPR SimTraffic Report Page 6 Intersection: 33: 58th St & Thurston Rd , Interval #2 Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft) 31 55 67 95 Average Queue (ft) 6 10 29 36 95th Queue (ft) 26 38 62 82 Link Distance (ft) 616 1012 808 659 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 33: 58th St & Thurston Rd , All Intervals Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft) 36 60 67 108 Average Queue (ft) 7 11 31 41 95th Queue (ft) 28 41 63 91 Link Distance (ft) 616 1012 808 659 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 45: 52nd /Highbanks & 52nd, Interval #1 Movement EB NB SB Directions Served LR LT TR Maximum Queue (ft) 138 181 10 Average Queue (ft) 68 68 2 95th Queue (ft) 130 205 16 Link Distance (ft) 543 370 389 Upstream Blk Time (%) 0 Queuing Penalty (veh) 1 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Queuing and Blocking Report 2035 Build 04/03/2024 6101 Hyland High Banks TPR SimTraffic Report Page 7 Intersection: 45: 52nd /Highbanks & 52nd, Interval #2 Movement EB NB SB Directions Served LR LT TR Maximum Queue (ft) 129 166 11 Average Queue (ft) 58 36 0 95th Queue (ft) 107 119 9 Link Distance (ft) 543 370 389 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 45: 52nd /Highbanks & 52nd, All Intervals Movement EB NB SB Directions Served LR LT TR Maximum Queue (ft) 153 216 22 Average Queue (ft) 61 44 1 95th Queue (ft) 113 145 11 Link Distance (ft) 543 370 389 Upstream Blk Time (%) 0 Queuing Penalty (veh) 0 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 47: 52nd & Site Access, Interval #1 Movement WB Directions Served LR Maximum Queue (ft) 65 Average Queue (ft) 44 95th Queue (ft) 69 Link Distance (ft) 1492 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Queuing and Blocking Report 2035 Build 04/03/2024 6101 Hyland High Banks TPR SimTraffic Report Page 8 Intersection: 47: 52nd & Site Access, Interval #2 Movement WB Directions Served LR Maximum Queue (ft) 85 Average Queue (ft) 47 95th Queue (ft) 73 Link Distance (ft) 1492 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 47: 52nd & Site Access, All Intervals Movement WB Directions Served LR Maximum Queue (ft) 88 Average Queue (ft) 46 95th Queue (ft) 72 Link Distance (ft) 1492 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty, Interval #1: 61 Network wide Queuing Penalty, Interval #2: 167 Network wide Queuing Penalty, All Intervals: 140 SANDOW ENGINEERING Hyland High Banks APPENDIX F:MITIGATION OUTPUTS 2035 Build Mitigation Dual EB Left los F Phase Adj flow Sat Flow 1,2 0.127 2 NBLT 125 982 0.127 5,6 0.041 3 WBL 13 1810 0.007 Cycle Length 129 4 EBT 1589 3313 0.480 Lost Time/phase 4 # phases 4 6 SBLT 65 1586 0.041 0.127 Total Lost Time 16 7 EBL 721 3483 0.207 3,4 0.487 8 WBT 1172 3544 0.331 7,8 0.538 0.538 Critical v/c 0.76 Critical Pairs 0.665 2035 Build Mitigation Separate NBL los F Phase Adj flow Sat Flow 1,2 0.093 2 NBLT 89 962 0.093 5,6 0.043 3 WBL 13 1810 0.007 Cycle Length 129 4 EBT 1589 3313 0.480 Lost Time/phase 4 # phases 4 6 SBLT 65 1528 0.043 0.093 Total Lost Time 16 7 EBL 721 1795 0.402 3,4 0.487 8 WBT 1172 3544 0.331 7,8 0.732 0.732 Critical v/c 0.94 Critical Pairs 0.825 HCM Signalized Intersection Capacity Analysis 25: Hwy 126 & 52nd St 04/05/2024 6101 Hyland High Banks TPR 01/04/2024 2035 Build with Mitigation Dual EB Left Synchro 10 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 685 1510 142 12 1113 28 85 34 7 35 27 386 Future Volume (vph) 685 1510 142 12 1113 28 85 34 7 35 27 386 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.5 4.5 4.0 5.5 Lane Util. Factor 0.97 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.97 1.00 0.97 1.00 Satd. Flow (prot) 3467 3522 1805 3521 1801 1615 1847 1583 Flt Permitted 0.95 1.00 0.95 1.00 0.75 1.00 0.77 1.00 Satd. Flow (perm) 3467 3522 1805 3521 1394 1615 1464 1583 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 721 1589 149 13 1172 29 89 36 7 37 28 406 RTOR Reduction (vph)0400100060016 Lane Group Flow (vph) 721 1734 0 13 1200 0 0 125 1 0 65 390 Heavy Vehicles (%) 1% 1% 3% 0% 2% 8% 1% 4% 0% 0% 0% 2% Turn Type Prot NA Prot NA Perm NA Perm Perm NA pm+ov Protected Phases 7 4 3 8 2 6 7 Permitted Phases 2 2 6 6 Actuated Green, G (s) 25.7 71.2 2.2 47.7 13.7 13.7 14.5 40.2 Effective Green, g (s) 27.7 73.2 4.2 49.7 14.5 14.5 15.0 41.2 Actuated g/C Ratio 0.27 0.70 0.04 0.48 0.14 0.14 0.14 0.39 Clearance Time (s) 6.0 6.0 6.0 6.0 5.3 5.3 4.5 6.0 Vehicle Extension (s) 2.5 4.0 2.5 4.0 2.5 2.5 2.5 2.5 Lane Grp Cap (vph) 919 2469 72 1676 193 224 210 624 v/s Ratio Prot c0.21 c0.49 0.01 0.34 0.16 v/s Ratio Perm c0.09 0.00 0.04 0.09 v/c Ratio 0.78 0.70 0.18 0.72 0.65 0.00 0.31 0.62 Uniform Delay, d1 35.6 9.2 48.4 21.7 42.5 38.7 40.1 25.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 4.3 1.0 0.9 1.6 6.5 0.0 0.6 1.7 Delay (s) 39.9 10.2 49.3 23.3 49.0 38.7 40.7 27.1 Level of Service D B D C D D D C Approach Delay (s) 18.9 23.6 48.4 29.0 Approach LOS B C D C Intersection Summary HCM 2000 Control Delay 22.2 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.75 Actuated Cycle Length (s) 104.4 Sum of lost time (s) 14.0 Intersection Capacity Utilization 74.8% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group HCM 6th Signalized Intersection Summary 25: Hwy 126 & 52nd St 04/05/2024 6101 Hyland High Banks TPR 01/04/2024 2035 Build with Mitigation Dual EB Left Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 685 1510 142 12 1113 28 85 34 7 35 27 386 Future Volume (veh/h) 685 1510 142 12 1113 28 85 34 7 35 27 386 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1885 1885 1856 1900 1870 1781 1885 1841 1900 1900 1900 1870 Adj Flow Rate, veh/h 721 1589 149 13 1172 29 89 36 0 37 28 406 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %113028140002 Cap, veh/h 853 2188 203 50 1570 39 189 69 220 156 701 Arrive On Green 0.24 0.66 0.66 0.03 0.44 0.44 0.21 0.21 0.00 0.21 0.21 0.21 Sat Flow, veh/h 3483 3313 308 1810 3544 88 658 324 1610 836 745 1585 Grp Volume(v), veh/h 721 852 886 13 588 613 125 0 0 65 0 406 Grp Sat Flow(s),veh/h/ln 1742 1791 1830 1810 1777 1855 982 0 1610 1581 0 1585 Q Serve(g_s), s 24.5 38.3 39.7 0.9 34.2 34.2 11.7 0.0 0.0 0.0 0.0 23.9 Cycle Q Clear(g_c), s 24.5 38.3 39.7 0.9 34.2 34.2 15.7 0.0 0.0 4.0 0.0 23.9 Prop In Lane 1.00 0.17 1.00 0.05 0.71 1.00 0.57 1.00 Lane Grp Cap(c), veh/h 853 1183 1208 50 787 822 251 0 370 0 701 V/C Ratio(X) 0.84 0.72 0.73 0.26 0.75 0.75 0.50 0.00 0.18 0.00 0.58 Avail Cap(c_a), veh/h 1008 1195 1221 131 800 835 251 0 370 0 701 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 44.7 13.7 13.9 59.2 28.8 28.8 46.0 0.0 0.0 40.5 0.0 26.0 Incr Delay (d2), s/veh 5.6 2.3 2.5 2.0 4.1 3.9 1.1 0.0 0.0 0.2 0.0 1.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 10.7 13.3 14.1 0.4 14.3 14.9 3.6 0.0 0.0 1.7 0.0 8.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 50.3 16.0 16.4 61.2 32.9 32.8 47.2 0.0 0.0 40.7 0.0 27.1 LnGrp LOS D B B E C C D A D A C Approach Vol, veh/h 2459 1214 125 A 471 Approach Delay, s/veh 26.2 33.2 47.2 28.9 Approach LOS CCDC Timer - Assigned Phs 2 3 4 6 7 8 Phs Duration (G+Y+Rc), s 30.8 7.4 86.1 30.8 34.5 59.1 Change Period (Y+Rc), s 5.3 6.0 6.0 * 5.3 6.0 6.0 Max Green Setting (Gmax), s 24.7 7.0 81.0 * 26 34.0 54.0 Max Q Clear Time (g_c+I1), s 17.7 2.9 41.7 25.9 26.5 36.2 Green Ext Time (p_c), s 0.3 0.0 38.4 0.0 2.0 16.2 Intersection Summary HCM 6th Ctrl Delay 29.1 HCM 6th LOS C Notes User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [NBR] is excluded from calculations of the approach delay and intersection delay. HCM Signalized Intersection Capacity Analysis 25: Hwy 126 & 52nd St 04/05/2024 6101 Hyland High Banks TPR 01/04/2024 2035 Build with Mitigation Separate NBL Synchro 10 Report Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 685 1510 142 12 1113 28 85 34 7 35 27 386 Future Volume (vph) 685 1510 142 12 1113 28 85 34 7 35 27 386 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 5.3 4.5 4.5 4.0 5.5 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.97 1.00 Satd. Flow (prot) 1787 3522 1805 3521 1787 1827 1615 1847 1583 Flt Permitted 0.95 1.00 0.95 1.00 0.70 1.00 1.00 0.81 1.00 Satd. Flow (perm) 1787 3522 1805 3521 1314 1827 1615 1538 1583 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 721 1589 149 13 1172 29 89 36 7 37 28 406 RTOR Reduction (vph)0400100060012 Lane Group Flow (vph) 721 1734 0 13 1200 0 89 36 1 0 65 394 Heavy Vehicles (%) 1% 1% 3% 0% 2% 8% 1% 4% 0% 0% 0% 2% Turn Type Prot NA Prot NA Perm NA Perm Perm NA pm+ov Protected Phases 7 4 3 8 2 6 7 Permitted Phases 2 2 6 6 Actuated Green, G (s) 50.6 95.1 2.5 47.0 11.2 11.2 11.2 12.0 62.6 Effective Green, g (s) 52.6 97.1 4.5 49.0 11.2 12.0 12.0 12.5 63.6 Actuated g/C Ratio 0.42 0.77 0.04 0.39 0.09 0.10 0.10 0.10 0.50 Clearance Time (s) 6.0 6.0 6.0 6.0 5.3 5.3 5.3 4.5 6.0 Vehicle Extension (s) 2.5 4.0 2.5 4.0 2.5 2.5 2.5 2.5 2.5 Lane Grp Cap (vph) 745 2712 64 1368 116 173 153 152 798 v/s Ratio Prot c0.40 0.49 0.01 c0.34 0.02 0.20 v/s Ratio Perm c0.07 0.00 0.04 0.05 v/c Ratio 0.97 0.64 0.20 0.88 0.77 0.21 0.00 0.43 0.49 Uniform Delay, d1 35.9 6.6 59.1 35.8 56.2 52.7 51.6 53.4 20.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 25.0 0.6 1.1 6.8 24.7 0.4 0.0 1.4 0.4 Delay (s) 60.9 7.1 60.2 42.6 80.8 53.1 51.7 54.8 21.0 Level of Service E A E D F D D D C Approach Delay (s) 22.9 42.8 71.7 25.6 Approach LOS C D E C Intersection Summary HCM 2000 Control Delay 30.3 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.91 Actuated Cycle Length (s) 126.1 Sum of lost time (s) 14.0 Intersection Capacity Utilization 91.4% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group HCM 6th Signalized Intersection Summary 25: Hwy 126 & 52nd St 04/05/2024 6101 Hyland High Banks TPR 01/04/2024 2035 Build with Mitigation Separate NBL Synchro 10 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 685 1510 142 12 1113 28 85 34 7 35 27 386 Future Volume (veh/h) 685 1510 142 12 1113 28 85 34 7 35 27 386 Initial Q (Qb), veh 000000000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1885 1885 1856 1900 1870 1781 1885 1841 1900 1900 1900 1870 Adj Flow Rate, veh/h 721 1589 149 13 1172 29 89 36 0 37 28 406 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, %113028140002 Cap, veh/h 764 2506 233 49 1269 31 125 219 132 90 841 Arrive On Green 0.43 0.76 0.76 0.03 0.36 0.36 0.11 0.12 0.00 0.11 0.12 0.12 Sat Flow, veh/h 1795 3313 308 1810 3544 88 962 1841 1610 757 771 1585 Grp Volume(v), veh/h 721 852 886 13 588 613 89 36 0 65 0 406 Grp Sat Flow(s),veh/h/ln 1795 1791 1830 1810 1777 1855 962 1841 1610 1528 0 1585 Q Serve(g_s), s 49.5 28.4 29.4 0.9 40.7 40.7 9.2 2.3 0.0 3.1 0.0 15.0 Cycle Q Clear(g_c), s 49.5 28.4 29.4 0.9 40.7 40.7 14.5 2.3 0.0 5.3 0.0 15.0 Prop In Lane 1.00 0.17 1.00 0.05 1.00 1.00 0.57 1.00 Lane Grp Cap(c), veh/h 764 1354 1384 49 636 664 125 219 217 0 841 V/C Ratio(X) 0.94 0.63 0.64 0.26 0.92 0.92 0.71 0.16 0.30 0.00 0.48 Avail Cap(c_a), veh/h 797 1354 1384 127 637 665 125 219 217 0 841 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 35.4 7.3 7.4 61.2 39.5 39.5 60.7 50.8 0.0 52.6 0.0 19.0 Incr Delay (d2), s/veh 19.0 1.1 1.2 2.1 19.5 18.9 16.6 0.3 0.0 0.6 0.0 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 23.9 8.0 8.5 0.4 20.0 20.8 3.4 1.0 0.0 2.0 0.0 7.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 54.4 8.4 8.5 63.3 59.0 58.5 77.2 51.0 0.0 53.1 0.0 19.3 LnGrp LOS D AAEEEED DAB Approach Vol, veh/h 2459 1214 125 A 471 Approach Delay, s/veh 21.9 58.8 69.7 24.0 Approach LOS C E E C Timer - Assigned Phs 2 3 4 6 7 8 Phs Duration (G+Y+Rc), s 19.8 7.5 101.1 19.8 58.6 50.0 Change Period (Y+Rc), s 5.3 6.0 6.0 * 5.3 6.0 6.0 Max Green Setting (Gmax), s 13.7 7.0 92.0 * 15 55.0 44.0 Max Q Clear Time (g_c+I1), s 16.5 2.9 31.4 17.0 51.5 42.7 Green Ext Time (p_c), s 0.0 0.0 58.7 0.0 1.1 1.2 Intersection Summary HCM 6th Ctrl Delay 34.0 HCM 6th LOS C Notes User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [NBR] is excluded from calculations of the approach delay and intersection delay. Queuing and Blocking Report 2035 Build with Mitigation 04/05/2024 6101 Hyland High Banks TPR SimTraffic Report Page 1 Intersection: 25: Hwy 126 & 52nd St , Interval #1 Movement EB EB EB WB WB WB NB NB SB SB Directions Served L T TR L T TR LT R LT R Maximum Queue (ft) 640 157 176 85 570 542 134 20 217 153 Average Queue (ft) 438 75 81 27 451 435 89 3 96 127 95th Queue (ft) 681 161 179 149 636 610 157 30 236 182 Link Distance (ft) 2747 2747 2747 1630 1630 591 370 Upstream Blk Time (%) 0 Queuing Penalty (veh) 1 Storage Bay Dist (ft) 300 85 130 Storage Blk Time (%) 40 18 0 10 Queuing Penalty (veh) 5 1 0 6 Intersection: 25: Hwy 126 & 52nd St , Interval #2 Movement EB EB EB WB WB WB NB NB SB SB Directions Served L T TR L T TR LT R LT R Maximum Queue (ft) 697 380 253 324 625 600 173 62 273 155 Average Queue (ft) 452 99 86 33 435 416 94 3 91 117 95th Queue (ft) 724 270 192 178 676 650 163 31 229 179 Link Distance (ft) 2747 2747 2747 1630 1630 591 370 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 300 85 130 Storage Blk Time (%) 35 19 0 0 10 Queuing Penalty (veh) 4 1006 Intersection: 25: Hwy 126 & 52nd St , All Intervals Movement EB EB EB WB WB WB NB NB SB SB Directions Served L T TR L T TR LT R LT R Maximum Queue (ft) 722 387 269 324 629 600 173 82 283 155 Average Queue (ft) 449 93 85 32 439 421 93 3 92 120 95th Queue (ft) 714 249 189 171 668 642 161 31 230 181 Link Distance (ft) 2747 2747 2747 1630 1630 591 370 Upstream Blk Time (%) 0 Queuing Penalty (veh) 0 Storage Bay Dist (ft) 300 85 130 Storage Blk Time (%) 36 19 0 0 10 Queuing Penalty (veh) 4 1006 SANDOW ENGINEERING 160 Madison Street, Suite A Eugene, Oregon 97402 541.513.3376 sandowengineering.com