HomeMy WebLinkAboutKnoll Crest_30_PA-T2-2024-00055 - WITHDRAWN
ROGUE PLANNING & DEVELOPMENT SERVICES, LLC
January 13, 2025
Re: 30 Knoll Crest
PA-T2-2024-00055
Please accept this letter as a request to withdraw the application for Outline Plan, Site Design Review
and Conditional Use Permitof the property at 30 Knoll Crest (PA-T2-2024-00055).
At this time the property owners, have determined that pursuing the site development plan required for
the application will not come to fruition as they are concerned that the site development costs and
requirements for public frontage improvements will far outweigh the proposed use of the site as 14 units
for short term accommodations.
Thank you,
Amy Gunter
Rogue Planning & Development Services, LLC
Amygunter@rougeplanning.com
541-951-4020
Rogue Planning & Development Services, LLC
1314-B Center Dr., PMB#457
Medford, OR 97501
PRELIMINARY
RENEWS: JUNE 30, 2025
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6 OBTAIN COPIES OF THE RULES BY CALLING THE CENTER
952-001-0010 THROUGH OAR 952-001-0090. YOU MAY
ADOPTED BY THE OREGON UTILITY NOTIFICATION
OREGON LAW REQUIRES YOU TO FOLLOW RULES
CENTER. THOSE RULES ARE SET FORTH IN OAR
2
8
AT 503-232-1987.
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12/27/2024
Rogue Planning & Development
Attn: Amy Gunter
33 Central Avenue, Suite #213
Medford, OR 97501
RE: 30 Knoll Crest, “The Hills,” PA-T2-2024-00055
Incomplete Application Notice
Ms. Gunter
After reviewing the application received on December 11, 2024, for inter alia, Outline Plan and
Site Design Review, planning staff has determined that the application is incomplete.
Incomplete applications are subject to delay in accordance with state law (ORS 227.178), and
cannot be further processed until the missing information listed below is turned in.
To continue review of your application, you must either:
1.Submit all of the missing information listed above;
2.Submit some of the requested information and give the City of Ashland written
notice that the remaining information will not be provided; or
3.Submit written notice to the City of Ashland indicating that no additional
information will be provided.
Please note that failure to complete one of the three options within 180 days of the original
application submittal date will result in your application being deemed void.
I summarize the issues that need to be addressed below.
An expansion of the existing Hotel Use?
Staff have always understood that the project is an expansion of the Ashland Hills Hotel. If the
project is viewed in the context of the larger hotel, it helps develop the case in support of
exceptions to FAR and other standards as the two can be considered together. Staff has
noticed that the Ashland Hills Hotels and the subject property are no longer in common
ownership. It would be helpful if the application would make clear if the project is still an
expansion of the existing hotel’s use, or if in the alternative this proposal ought to be viewed
as a standalone development.
Clarity on the scope of the requested approval
Staff want to be sure that we understand what is being requested to be approved. To clarify
what is explained on page 5 of the findings: at this time the application is only for the
construction of two of the ‘hotel units’ on Lots 11 and 12, and that it is the applicant’s intention
to seek separate site design review approvals for the construction of the other hotel units? If
this is the case, it potentially makes the argument for an exception from the FAR requirement
COMMUNITY DEVELOPMENT DEPARTMENT
51 Winburn Way Tel: 541.488.5305
Ashland Oregon 97520 Fax: 541.552.2050
www.ashlandoregon.gov TTY: 800.735.2900
that much more difficult if only two units are proposed to be built at this time. Please confirm
our understanding of the proposal.
TSP projects
Staff have reviewed and discussed the roundabout (TSP project R9), and the traffic study
submitted with Public Works Director. The Director is not concerned about a roundabout ever
happening; however, we do need to ensure that the other potential project (R8) to realign the
intersection is still possible. As discussed in the pre-application the application materials
need to include an exhibit showing the proposed site plan with the realignment to
demonstrate that project R8 is not being prevented in the future. A memo from Public Works
acknowledging that the exhibit meets their needs would be helpful.
Geotechnical report
The application includes a slope analysis and discussion of development in slopes that
exceed 35% slope and are therefore defined as severely constrained. As such, a complete
application will require an engineering geologic study as provided at AMC 18.3.10.110. The
application materials appear to indicate that it is the applicant’s intent to provide such a
report at Final Plan. The approval of the Physical and Environmental constraints review is
required for the approval of Outline Plan, as such the geotechnical report will be required at
this stage.
Quoting AMC 18.3.10.110. D “…approval for a planning action shall be allowed only when the
following study has been accomplished”.
Exception to street standards
Staff are concerned that there is not sufficient evidence in the record to support the exception
to not install any pedestrian facility along the length of Ashland Street. A letter from the
project engineer, ODOT or COA Public Works department supporting the exception would be
helpful in providing a base of evidence to support the request other than to simply cite the
topography. In staff’s view, approval of an exception will result in an equal or superior facilities
with a fully developed bike and pedestrian facility through the site.
Additionally, the preliminary civil plans show an extension of sidewalks along the adjacent
hotel property for approximately 300-feet to the main driveway and is illustrated as ‘curb-
tight.’ Staff see no reason a park-row could not be included along this section.
Exception to Site Design Review Standards
Staff are concerned that there is not sufficient evidence in the record to support the exception
to not have any of the buildings along East Main Street orient to the street. It appears that
buildings on Lots 5, and 11-14 could easily be oriented to the street with pedestrian connection
to the proposed sidewalk.
COMMUNITY DEVELOPMENT DEPARTMENT
51 Winburn Way Tel: 541.488.5305
Ashland Oregon 97520 Fax: 541.552.2050
www.ashlandoregon.gov TTY: 800.735.2900
Additionally, the application should address the prohibition on automobile circulation and
parking between the proposed buildings and Ashland St. An emphasis on how this will mostly
be hidden from view due to the topography would help bolster this exception request.
Preliminary grading plan
A review of the preliminary grading plan indicates that there are some areas with retaining
walls that may exceed five feet. Without a more detailed plan with a cut & fill analysis and
details on the proposed retaining walls staff is unable to determine compliance with the
retaining wall and grading standards of AMC 18.3.10.
Tree Protection
The application materials discuss the proposed removal of 10 oak trees and an arborist
evaluation, but staff are unable to locate these materials. A tree inventory / protection plan
showing the location of all trees greater than six inches and the locations of those trees
proposed for removal are required for Outline Plan.
Quoting: AMC 18.4.5.030.A: “A tree protection plan shall be approved by the Staff Advisor
concurrent with applications for Type I, Type II, and Type III planning actions.)
Realignment of drive / easement locations
Both 10 and 16 Knoll crest are served by an existing drive that is shown to be significantly
realigned. It would be helpful to know that these property owners are on board. It is obvious
that a new easement will need to be dedicated to cover the modified drive area.
Additionally, there should be a comprehensive exhibit showing locations on all proposed
public pedestrian and vehicular access easements.
Addressing
Is it proposed that the entire new ‘street network’ proposed to also be named “Knoll Crest.”
Have there been any consultation with either the GIS department or the fire marshal to
discuss his preferred addressing / naming?
Other Site Design Standards
Landscaping plan is highly conceptual and does not provide sufficient detail to
determine if it meets the standards of AMC 18.4.4.030
All parking adjacent to residential buildings requires an 8’ landscaped buffer (see
AMC 18.4.4.030.F.2b).
There appears to be no information provided regarding Recycling and Refuse
Standards.
COMMUNITY DEVELOPMENT DEPARTMENT
51 Winburn Way Tel: 541.488.5305
Ashland Oregon 97520 Fax: 541.552.2050
www.ashlandoregon.gov TTY: 800.735.2900
Other Information requested
The application does not include any information regarding the relevant jurisdictions
regarding the proposed road improvements. As was discussed at the pre-application
a complete application should included memoranda from each agency indicating
that they have reviewed the proposed application and do not raise issues with access
locations and proposed street designs.
The application appears to be missing written responses to the required items at AMC
18.3.9.040.A.2.l addressing financing, ownership, and time schedule of the
development.
Finally, an invoice was sent on December 16 but payment is still outstanding. Quoting
th*
AMC 18.5.1.040.A.1 “The application shall not be considered complete unless the
appropriate application fee accompanies it.”
Attached to this letter is a form providing three options of how to move forward with regard to
these items. Your application cannot be further processed until the Applicant’s Statement of
Completeness form is completed and received by the City of Ashland Planning Division along
with any additional submittals addressing the completeness issues above.
If you have questions, please don’t hesitate to contact me at (541) 552-2052 or via e-mail at
aaron.anderson@ashland.or.us .
Regards,
/s/ Aaron Anderson
Aaron Anderson, Senior Planner
City of Ashland, Planning Division
(541) 552-2052 or aaron.anderson@ashland.or.us
Cc: File, Doug Newman (via email)
Note: As a matter of policy front office does not inform planning staff that an application is ready for
*
review until the fee has been received, however in this case we advanced this to review to expedite
processing.
COMMUNITY DEVELOPMENT DEPARTMENT
51 Winburn Way Tel: 541.488.5305
Ashland Oregon 97520 Fax: 541.552.2050
www.ashlandoregon.gov TTY: 800.735.2900
Applicant’s Statement of Completeness
(To be completed by the Applicant and returned to the City of Ashland Planning Division)
Re: PA-T2-2024-00055, 30 Knoll Crest
Date Application Expires: June 9, 2025
Pursuant to an incompleteness determination, I, the undersigned applicant or agent for the
applicant, elects one of the three options below by initialing:
(___) 1. Submit All of the Missing Information
(Initial if elected)
I am submitting all of the information requested in the Incompleteness Determination letter.
Unless checked below, I am requesting that the City of Ashland Planning Division review this
additional information within 30 days of submission to determine whether the application is
complete. I understand that this 30-day review for completeness period for the new
information preserves my opportunity to submit additional materials, should it be determined
that the application is still incomplete after the second review. (Note: The 120-day period for
the City of Ashland’s final determination of compliance with applicable criteria does not
commence until the additional review for completeness period is completed.)
Check if desired - I waive further review of the information submitted for completeness
and direct review of the information submitted for compliance with the Community
Development Code criteria, regardless of whether the application is, in fact, later determined by
the staff to be incomplete. I understand that by checking the above statement the application
will be evaluated based upon the material submitted and no notice of any missing information
will be given. If material information is missing from the application, the application will fail to
meet the burden of showing that all criteria are met, and the application will be denied.
(___) 2. Submit Some of the Requested Information:
(Initial if elected) Decline to Provide Other Information
I am submitting some of the information requested and declining to submit other information
requested in the Incompleteness Determination letter. I understand that by declining to
submit all information the City of Ashland believes necessary, the Ashland Planning Division
may conclude that the applicable criteria are not met and a Denial will be issued or
recommended.
(___)3.Decline to Provide any of the Requested Information
(Initial if elected)
I decline to provide any of the information requested. I understand that the Community
Development Department may conclude that the applicable criteria are not met and a
Denial will be issued or recommended.
_______________________ ________
Signed and Acknowledged Date
(Applicant or Applicant’s Agent)
COMMUNITY DEVELOPMENT DEPARTMENT
51 Winburn Way Tel: 541.488.5305
Ashland Oregon 97520 Fax: 541.552.2050
www.ashlandoregon.gov TTY: 800.735.2900
The Hills
Performance Standards Subdivision for 15 lots, Conditional Use Permit & Site
Design Review Request for new 14-unithotel at 30 Knoll Crest
ROGUE PLANNING & DEVELOPMENT SERVICES, LLC
Request for approval of a 15 lot Performance Standards Subdivision of Commercial zoned property to allow
for the Site Design Review and Conditional Use Permit for 14, detachedhotel units in the Commercial zone
within the Airport Overlay. Two of the 14 units are proposed with this application. An Exception to Street
Standards for the OR HWY 66 frontage of the property to not make changes to the ODOT Right of Way for
the highway. The proposal includes a tree removal permit to remove ten Oak trees greater than six-inches
DBH is requested. A Physical Constraints Review Permit to have a driveway crossing areas of 35 percent
slope is also requested.
Property Owner: Neuman Properties Development, LLC
953 Emigrant Creek Road
Ashland, OR 97520
Building Designer: James Cook Associates
Design Consulting
PO BOX 1348
Jacksonville, OR 97530
Surveyor: LJ Friar & Associates PC
James Hibbs
1585 Siskiyou Boulevard, Suite B
Medford, OR 97504
Engineering Services: Marquess and Associates
Jim Higday, P.E.
PO BOX 490
Medford, OR 97501
Planning Consultant: Rogue Planning & Development Services
Amy Gunter
1314-B Center Dr., PMB #457
Medford, OR 97501
Landscape Design: Tom Madera
2994 Well Fargo Road
Central Point, OR 97504
Subject Property: 30 Knoll Crest
Map & Tax Lot: 39S 1E 11D; 500
30 Knoll Crest
14 Unit Hotel / 15 Lot Subdivision Proposal
12.9.2024
Page 1 of 41
Comprehensive
Plan Designation: Commercial
Zoning: C-1
Adjacent Zones: C-1, E-1 and R-1-10: Jackson County Rural Residential zoning
Overlay Zones:Airport Overlay
Severe Constraints -Hillside
Detail Site Design Review
PROPERTY DESCRIPTION:
The subject property is a triangular shaped, 3.9-acre parcel located at the northwest intersection of East
Main Street and OR HWY 66/Ashland Street.
The property is bound by East Main Street along the eastern property line, OR HWY 66/Ashland Street
along the southern property line. The western property line abuts the adjacent properties at 10 Knoll
Crest and 16 Knoll Crest. A vacant, commercially zoned property is on the north side of the property.
The subject property was Annexed (ORD# 1935), rezoned from Jackson County RR-5 to City of Ashland
Commercial-Retail District. ORD# 1937 was rezoned to Highway Commercial in August 1977.
The subject propertyis zoned Commercial (C-1). The propertiesto the north and west are also zoned city
of Ashland Commercial (C-1).
The properties to the
northeast, across East Main
Street are outside of the city
limits, within the Urban
Growth Boundary, and zoned
Jackson County Rural
Residential (RR-5).
Across East Main Street to the
east and southeast,the
properties are within the city
of Ashland and are zoned
Employment (E-1). The
properties to the south, across
Ashland Street are zoned
Single Family Residential (R-1-
10). The properties in the area
30 Knoll Crest
14 Unit Hotel / 15 Lot Subdivision Proposal
12.9.2024
Page 2 of 41
are developed with a variety of commercial and residential uses.
The uses include a residential subdivision, hotel uses, warehouse and manufacturing, fueling service
stations, restaurants, and storage. Ashland MunicipalAirportis further to the east.
The property is occupied by an approximately 900 square foot garage structure that was used as storage
area for the adjacent hotel use at 2525 Ashland Street.
The property is accessed via two driveways from East Main Street and from Knoll Crest. Knoll Crest is a
private driveway that has a 40-foot-wide access easement to provide the adjacent properties at 10 and
16 Knoll Crest vehicular access. Knoll Crest is a non-conforming in improved width and clearance. It is
improved with pavement with a varying improved width of between 10-12 feet of pavement.
The subject property has varying degrees of slope from the frontage along Ashland Street to the north
and east. A slope analysis during the Property Line Adjustment application that created the lot
demonstrates where there are areas of 35 percent slope. There are no steep slopes within the building
areas of the proposed development. There are significant grade changes along the private drive Knoll
Crest which provides access to the single-family residential structures located on land locked parcels at
10 and 16 Knoll Crest Drive.
East Main Street is a Jackson County jurisdiction. It is classified as a rural highway. East Main Street has
a 60-foot-wide right-of-way along the frontage of the parcel. East Main Street is improved to
approximately 32-feet with two six-foot bike lanes and two ten-foot travel lines. There is approximately
25 feet of unimproved right-of-way between the property line and the improved roadway. There are
two driveways accessing the property from East Main Street. One is approximatly 200-feet west of the
intersection of East Main Street and OR Hwy 66 and the other is
According to the 2012 City of Ashland Transportation System Plan (TSP) the East Main Street, Ashland
Street (Hwy 66), and Oak Knoll intersection are listed as in need of a roundabout or other intersection
improvements within 1 -5 years. The potential roundabout from the TSP encompasses the entire
development area.
There is a 20-foot-wide public utility easement for the overhead power lines that traverse the property
from east to west. Based on discussions with the City of Ashland electric department, this easement and
the associated utility can be relocated through changes to the location of the power line and how it
connects with the East Main Street primary lines. Large overhead electrical transmission lines extend
along the East Main Street and Highway frontages of the site. There are 10-foot-wide public utility
easements along Ashland Street and East Main Street. There are several other easements described on
the property deed. These easements are identified and located on the site survey.
30 Knoll Crest
14 Unit Hotel / 15 Lot Subdivision Proposal
12.9.2024
Page 3 of 41
There are a number of oak trees scattered throughout the property. Many of the trees are in a state of
decline and have substantial infestation of mistletoe. A tree survey and evaluation by the project
landscape architect / arborist has been conducted.
REQUEST:
Request for Outline Plan approval for a 15-lot subdivision. There are 14 pad sites for development and a
common area parcel. The common area parcel will provide for all common improvements including, the
vehicular accessing including emergency vehicle apparatus access, a public pedestrian access route,
bicycle improvements, the common parking areas, and the landscaped open space areafor the site
grounds. The subdivision is proposed to be named “Knowellcrest”.
Site Design Review and Conditional Use Permit approval to allow for the development of the site with
14, detached hotel units on Commercial Zoned land within the Detail Site Review Zone, and the Airport
Overlay Zone. Of those, two of the structures are proposed for vertical construction (Lots 13 & 14).
Exception to Site Design Standards 18.4.2.040.B.1.e that requires orientation to the intersection or
higher order street is requested. An exception to the Detail Site Design Review Standards including an
exception to the minimum Floor Area Ratio requirements is also requested.
An Exception to Street Standards to not install landscape park row and sidewalk along OR Hwy 66 due
to the physical constraints such as a narrow right of way, a guardrail, steep slopes in excess of 25 percent
and large stature trees behind the existing edge of asphalt is requested. These physical constraints
prevent installation of frontage improvements that is roughly proportional to 14 hotel units. As an
alternative, the proposed driveway extending through the site will provide public pedestrian and bicycle
access easement through the sloped site up to the parking area where a curbside sidewalk adjacent to
the public street is found north of the driveways into the hotel parking area.
A tree removal permit is requested to remove ten Oak trees greater than six-inches in diameter at breast
height that are within the proposed driveway and the improved Knoll Crest driveway easement will be
necessary.
A Physical Constraints Review Permit to have a driveway crossing areas of 35 percent slope is also
requested.
DETAILED PROPOSAL:
Request for Performance Standards Subdivision for Outline Plan approval of a 15-lot subdivision. There
are 14 pad sites for development, and a common area parcel. The common area parcel will provide for
all common improvements including, the vehicular accessing including emergency vehicle apparatus
30 Knoll Crest
14 Unit Hotel / 15 Lot Subdivision Proposal
12.9.2024
Page 4 of 41
access, a public pedestrian access route, bicycle improvements, the common parking areas, and the
landscaped open space area for the site grounds.
The Site Review proposal is for site pad development for all 14, detached, hotel units tucked into the
hillside that between East Main Street to Knoll Crest, a private driveway. The units will be upon their
own pad lots that extend four feet beyond the footprint of the structure, with a common area for the
remainder of the property.
A Site Design Review for the actual vertical construction of two of the units is proposed with this
application. All units will be of similar size, design, aesthetic and architectural compatibility as the two
units proposed within this application (Units 11 & 12/Lots 11 & 12).
The development ofnew structures in the C-1 zone are subject to the Site Design and Review Standards
from AMC 18.4. The use of the structures as hotel units requires a Conditional Use Permit.
The are four different unit types proposed. The exterior elevations for those units are shown on the
attached drawing sheets. Those drawings have a list of proposed exterior materials keyed into the
elevations. The units are proposed to be low pitched roofs taking inspiration from the Eichler Design
style. The units are below the grade of the highway and Knollcrest. The site development is oriented
towards East Main Street the primary ‘frontage’ of the property.
The building entrances have well-lit sidewalks leading to the units, and the units nearest to East Main
Street and are clearly visible from street frontage and the proposed site driveway and internal sidewalk.
The proposed spacing between units is typically ten feet. The mix of four different unit types, garages,
and carports will provide variation in the unit facades. The unit entrances would be visible and functional
with low sidewalk lighting, sconce lighting adjacent to the front door, and clear building and unit
identification signage.
The proposed units have low pitch roofs, and non-reflective surfaces to limit adverse impacts to the
Airport Overlay Zone.
Small exterior heat pump condensers are proposed with mini-splits or similar HVAC systems for each
unit.
The proposal includes a request to remove ten Oak trees greater than six inches in diameter at breast
height (DBH). These trees are directly within the path of the widened driveway which uses the same path
as the existing site driveways, and due to the widening of Knoll Crest to the property line of 30 Knollcrest
and 6 Knollcrest. The Oak trees removed will be mitigated with the landscape plan.
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East Main Street is a Jackson County Road. Frontage improvements in excess of Jackson County Roads
requirements, and to the city of Ashland Standards along East Main Street are proposed. The
topography, access, and property orientation direct the development to being oriented toward East
Main Street. Due to the slope of the road bank of OR Hwy 66, the highway that is substantially above the
development site, there is no orientation to that frontage.
The development of the driveway circulation through the site and improvements to Knoll Crest require
Physical Constraints Review for the disturbance of areas that are 35 percent slopes and considered by
land development ordinance as severe constraints. There are no structures within the areas of 35
percent or greater.
On the following pages, findings of fact addressing the Ashland Municipal Code, Land Use Ordinance are
provided. We believe it can be found that the development of the property brings a unique hotel offering
to Ashland providing needed travelers accommodations as sought in the Comprehensive Plan and the
Economic Opportunities Analysis.
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FINDINGS OF FACT
SITE DESIGN REVIEW
18.5.2.020 Applicability
A. Commercial, Industrial, Non-Residential, and Mixed Uses. Site Design Review applies to the
following types of non-residential uses and project proposals, including proposals for commercial,
industrial, and mixed-use projects, pursuant to section 18.5.2.030
, Review Procedures.
1. New structures, additions, or expansions in C-1, E-1, HC, CM, and M-1 zones.
Finding
The proposal is for new structures in the C-1 zone.
Site Development Design Standards Approval Criteria:
18.5.2.050 Approval Criteria
An application for Site Design Review shall be approved if the proposal meets the criteria in
subsections A, B, C, and D below.
A. Underlying Zone. The proposal complies with all of the applicable provisions of the underlying zone
(part 18.2), including but not limited to: building and yard setbacks, lot area and dimensions, density and
floor area, lot coverage, building height, building orientation, architecture, and other applicable standards.
Finding:
The proposed area of development complies with the standards from the underlying Commercial zone
found in 18.2.
The property is zoned Commercial (C-1).
The unit’s most adjacent to the street are proposed to have a minimum of five feet along the improved
street frontage of East Main Street. There is a 10-foot setback to OR Hwy 66.
The setbacks are the minimum to allow for adequate clearance to provide frontage improvements along
East Main Street.
The automobile circulation and off-street parking are located to the side and the rear of the buildings
utilizing the existing driveway locations.
The coverage of the 3.9-acresiteby the proposed development is less than the allowed 85 percent in
the zone. The property area has substantial areas of landscaping and open spaces.
The proposed buildings are low profile with low pitchroofs providing a lower building heightin the
Airport Overlay. The proposed structures are setback substantially from the adjacent residential zone to
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the south. The building heights of less than 30-feet within the conical surface of the airport overlay and
are substantially lower than the maximum height of 40 feetallowed in the zone.
Each unit is upon its own pad lot to allow for individual ownership of the hotel units by other parties.
Exception to the required .5 Floor Area Ratio is necessary due to the type of development and the slope
and the shape of the commercial property. The proposed floor area of the buildings is 14,325 SF.
B. Overlay Zones. The proposal complies with applicable overlay zone requirements (part 18.3).
Finding:
The property is within the Airport Overlay Zone. The property also has slopes that exceed 35 percent
and is within the severe constraints overlay zone. No areas of 35 percent are proposed to be developed
with structures.
18.3.7.030 – Airport Overlay Regulations
A. Residential uses are not permitted, unless approved pursuant to chapter 18.5.4 Conditional
Use Permits.
Finding:
Post construction, all commercial structures are allowed to be converted to residential uses.
B.The maximum height of structures, trees or other airspace obstructions shall comply with the
FAR 77 Height Restrictions, which limit height as a conic section in relation to the runway and
its approach as detailed in the adopted Ashland Municipal Airport Master Plan’s “Airspace
Plan”, and shall not exceed the height allowed in the underlying zoning.
Finding:
The proposed single story and single story with basement structures have low pitch, skillion
style roofs that do not exceed the maximum height in the zone, and does not exceed the
maximum height of the Conical Surface Overlay.
C. All planning actions will require, as a condition of approval that the applicant sign an
agreement with the City agreeing that airport noise is likely to increase in the future and that they
waive all rights to complain about airport noise.
Finding:
An avigation agreement acknowledging that there is likely noise associated with the airport and
that property owners waive all rights to complain about airport noise
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D. Activities associated with tree trimming or removal are exempt from tree removal permit
requirements as provided in AMC 18.5.7.020.C.10. The City may top any tree that is in excess of
those maximum heights listed in section 18.3.7.030.B, or locate appropriate lights or markers on
those trees as a warning to the operators of aircraft.
Finding:
The proposed street trees are low stature and will not impede maximum heights listed in
18.3.7.030.B. The trees onsite both existing and proposed comply with the standards and will not
require topping or removal.
E.No use shall be made of land or water within any of this zone in such a manner as to create
electrical interference with navigational signals or radio communication between airport and
aircraft, make it difficult for pilots to distinguish between airport lights and others, result in glare
in the eyes of pilots using the airport, impair visibility in the vicinity of the airport, or otherwise
create a hazard which may in any way endanger the landing, takeoff, or maneuvering of aircraft
using the airport.
Finding:
There is no proposal to use the land within the zone in a manner that creates interference with
navigation signals or radio communication between the airport and aircraft, or lights that would
cause confusion over the airport lighting, nor any proposal which would result in a glare or impair
the visibility in the vicinity of the airport. Nothing within the proposal endangersthe landing,
takeoff or maneuvering of aircraft using the airport.
F.Construction or assembly of an aircraft hangar is exempt from Site Design Review
18.5.2.020, but requires approval of a Ministerial Action/Permit. The permit is to verify that the
proposed hangar is within a pre-determined location identified in the adopted Ashland Municipal
Airport Master Plan for conventional, executive or T-hangars, and is constructed in compliance
with Ashland Municipal Airport design and material standards.
Finding:
Not applicable
PHYSICAL CONSTRAINTS REVIEW
18.3.10.050 Approval Criteria
An application for a Physical Constraints Review Permit is subject to the Type I procedure in
section 18.5.1.050 and shall be approved if the proposal meets all of the following criteria.
A. Through the application of the development standards of this chapter, the potential impacts to
the property and nearby areas have been considered, and adverse impacts have been minimized.
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Finding:
The areas of ‘severe constraints’ are to the
west of the existing Knoll Crest driveway
and there are minimal impacts from the
proposed realigned and redeveloped
section of Knoll Crest and the private
driveway adjacnet to the OR Hwy 66 right
of way. The areas of severe constraints
identified on the city of Ashland map are
not proposed for the development of
structures.
The areas of severe constraints have been
evaluated by Rick Swanson, P.E, G.E., and
the property has been found to be stable
and no areas of instability or seepage
were observed. The soil types in the
development area consists largely of
Brader-Debenger loam and a smaller area
of Kubli loam. According to the USDA Soil Survey data, the Brader-Debenger loam is a shallow,
well-drained, soil found on knolls and ridges. The areas of the hillside slopes that will be
disturbed will be redeveloped and retained with structural retaining walls necessary to
accomplish the proposed site development. The retaining walls will be designed by the Structural
Engineer with review by the Geotechnical Expert. The retaining walls will provide stability for
the proposed driveway and structure development on the property. The proposed development
will not increase erosion or slope failure.
B. That the applicant has considered the potential hazards that the development may create and
implemented measures to mitigate the potential hazards caused by the development.
Finding:
The property though sloped is not a dangerous hillside of loose soil subject to erosion. The steep
slopes on the site are a direct result of modifications to the topography to install East Main Street,
Ashland Street, the driveways traversing the property and Knoll Crest Drive. The disturbed hillside
areas will be revegetated to provide slope stability and landscape areas for ornamental plantings.
The majority of the project area is not subject to the hillside development standards and there
are only minor portions of the property that are considered severe constraints. The property is
undevelopable as a commercial development, let alone the proposed smaller footprints with
slope responsive driveways, orientation and scale more similar to a residential development.
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C.That the applicant has taken all reasonable steps to reduce the adverse impact on the
environment. Irreversible actions shall be considered more seriously than reversible actions. The
Staff Advisor or Planning Commission shall consider the existing development of the surrounding
area, and the maximum development permitted by this ordinance.
Finding:
The code does not appear to have contemplated the impacts of the extreme oversight and
regulation on the development of hillsides and the hillside design standards impacts on
commercial development when considering the code is also seeking nearly 60,000 square feet of
commercial floor area ratio. Most typical commercial developments require vast areas of parking
and pavement. The proposed project is the most considerate type of commercial development
which is small footprint detached structures.
18.3.10.060 Land Classifications
D. Severe Constraint Lands. The following lands are classified as Severe Constraint Lands, which
have characteristics that severely limit normal development.
2. All lands with a slope greater than 35 percent.
Finding:
There are small areas, of the developable portion of the 3.9 acres that will be impacted by the
redevelopment of Knoll Crest and the creation of the driveway adjacent to the OR Hwy 66 right
of way. The areas of 30 Knoll Crest that are 35 percent and greater will remain undisturbed.
The applicant finds that due to previous site developments, adverse impacts to the environment
will not occur as a result of the proposed development. The site development is proposed in
accordance with the Site Design Review Standards for commercial development and it can be
found that the impacts from the proposed development will not have negative environmental
impacts.
18.3.10.110 Development Standards for Severe Constraint Lands
Finding:
There are areas of road cuts from the property driveway and the private street, Knoll Crest. These
are small areas of more than 35 percent slopes. The slopeshave been reviewed by Rick Swanson,
P.E., G.E. from Marquess and Associates, LLC has reviewed the steep slopes.
The soil types are stable, well drained and not subject to erosion. There is no evidence of slope
failure or ground water seepage. AMC 18.3.10.110 states the severe constraints lands are
extremely sensitive to development, grading, filling or vegetation removal. That is not the
finding of the Geotechnical Expert, as he found the soils to be stable and not highly subject to
erosion and slope failure. The area of proposed development includes retaining walls and
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structures. These retaining walls, driveway and structures provide post construction slope
stability.
The intent of the application of the hillside design standards to lands designated as severe
constraints was not to prevent the development of Commercially zoned lands that
happen to have road cuts and other steep slopes that are a result of physical manipulation of
the landscape. The proposal will not create soil erosion or sedimentation of lower slopes. It can
be found that the proposed hotel development will not cause landslide damage, nor will it result
in severe cutting an scarring of the hillside. The proposed hotel development steps up the hill in
a sensitive form that complements the natural and visual character of the city.
The applicability of this section, intent on prevention of development, is questionable as the
intent of Commercially Zoned lands is to develop the site to the highest and best commercial
uses. It would appear from the code and the 1990s discussions leading up to the adoption of the
hillside development standards that the intent of the ordinance was to regulate the residentially
zoned, hillside lots above town and to prevent the further division of those lots without
identification of a buildable area. The design standards speak to structure elements and heights
that are residential terms and not commercial development terms.
Not allowing development of the steep slope would reduce the functionality of the property and
reduce the developable area of the Commercially zoned land substantially. The city of Ashland
has a floor area ratio minimum in the detail site review zone which seeks to have nearly 87,200
SF of structure on the property. Though there are large area buildings for the hotel, the FAR is
below the minimum required.
There are no unstable or hazardous areas of the site.
18.3.10.090 Development Standards for Hillside Lands
B. Hillside Grading and Erosion Control.
Finding:
The grading, retaining wall design, drainage and erosion control plans are designed by
Structural and Civil Engineers with review by a geotechnical expert (geo-techs don’t typically
design). All cuts, grading and if any fill proposed will conform to the applicable building code.
The proposed driveway connecting from Knoll Crest to East Main Street, and the East Main Street
frontage improvements, including retaining walls, utilities, and other infrastructure as identified
by the project civil engineer.
No exposed cut slopes are proposed.
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The buildings are low in height due to the location of the property within the airport overlay. The
proposed structures meet the intent of cutting the structures into the hillside with below grade
areas and the low height reduces the massing.
Following site development, all areas of proposed landscaping will be revegetated as required by
the City of Ashland codes. With the final landscaping plan, it can be shown that vegetation can
be substantially established within one year of installation. All landscaping and erosion control
will be maintained in perpetuity.
The property has existed long before January 1, 1998, and the erosion control security bond is
not applicable.
The geotechnical expert will inspect the site and provide a final report to the city of Ashland as
requested. The report will indicate that the approved grading, drainage, and erosion control
measures were installed as per the approved plans and the scheduled inspections periodically
throughout the project.
It can be found on the proposed preliminary Civil Engineering plans, and will be shown on the
building permit submittals that, collection and treatment of new impervious surface runoff from
the development complies with the standards for surface, ground water and storm water
treatment. As proposed, storm water facilities for the new driveways, parking areas and roof
drain systems can be accommodated on the site and released into the City of Ashland approved
destination point in accordance with the Storm Water Facility Design Requirements. Storm
drainage detention swales as shown on the preliminary site plans will be installed as part
subsurface site preparation and therefore, one of the first improvements constructed on the
site.
The surface parking areas and driveway are proposed to drain first to bio-swales for treatment
of the surface generated storm water as a result of the site development. This flow retarding
system is intended to minimize increases in run-off volume and peak flow rate.
All storm water drainage has been designed by a Civil Engineer with the consultation of the Geo-
Technical Expert and the project Structural Engineer.
Driveways are allowed to cross slopes of 35 percent an greater when not in excess of 100-feet in
length. The three areas where the driveway will be constructed that encroaches into the areas
of 35 percent slopes does not exceed 100-feet in length.
C. Site Development and Design Standards. The proposal complies with the applicable Site
Development and Design Standards of part 18.4, except as provided by subsection E, below.
Finding:
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The proposed use of the property as stand alone, hotel units complies with the applicable Site
Development and Design Standards.
The proposal seeks an exception to the Site Design Review Standards for orientation to the higher order
street or intersection, exception to the Detail Site Design Review Standards including the Floor Area Ratio
Requirements. The request also includes an exception to the Street Standards to not modify the right of
way along OR HWY 66/Ashland Street.
SITE DESIGN REVIEW
18.4.2.040. Non-Residential Development
B. Basic Site Review Standards.
1. Orientation and Scale.
a. Buildings shall have their primary orientation toward the street and not a parking area.
Automobile circulation or off-street parking is not allowed between the building and the
street. Parking areas shall be located behind buildings, or to one side. See
Figure 18.4.2.040.B.1.
Finding:
The primary orientation of the units that front upon East Main Street is towards the
street. There are two existing driveway entrances to the property which determine the
location of the automobile circulation through the site. The units directly adjacent to East
Main Street do not have automobile circulation or off-street parking between the building
and the street. The northern most driveway location is determined by the existing
driveway access to East Main Street and the topography of the right of way and the slope
and sweeps into the property and is between the interior building and the street.
b. A building façade or multiple building facades shall occupy a large majority of a
project’s street frontage as illustrated in Figure18.4.2.040.B.6, and avoid site design that
incorporates extensive gaps between building frontages created through a combination of
driveway aprons, parking areas, or vehicle aisles. This can be addressed by, but not limited
to, positioning the wider side of the building rather than the narrow side of the building
toward the street. In the case of a corner lot, this standard applies to both street frontages.
Spaces between buildings shall consist of landscaping and hard durable surface materials
to highlight pedestrian areas.
Finding:
The proposed development consists of small, detached hotel units and not a large
commercial structure. The proposed use is not a typical commercial structure as
envisioned in 18.4.2.040.B.6. but are detached hotel units with multiple building facades
that are separated by ten feet. The gaps between the buildings are not for the purpose of
driveway aprons, parking area or vehicle aisles but are for the purpose of outdoor space
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between the structures and compliance with building code to allow for unrestricted
openings on all facades of each building. The space between the buildings is proposed to
consist of landscaping.
c. Building entrances shall be oriented toward the street and shall be accessed from a
public sidewalk. The entrance shall be designed to be clearly visible, functional, and shall
be open to the public during all business hours. See Figure 18.4.2.040.B.1.
Finding:
Of the 14 detached buildings proposed, four have been oriented towards East Main Street
and are accessible from the public sidewalk. An exception to the standard requirement
for “open to the public during all business hours” is necessary as the developmentis for
hotel uses and the public are not welcome into the hotel units.
d. Building entrances shall be located within 20 feet of the public right-of-way to which
they are required to be oriented. Exceptions may be granted for topographic constraints,
lot configuration, designs where a greater setback results in an improved accessor for sites
with multiple buildings, such as shopping centers, where other buildings meet this standard.
Finding:
The four buildings that are facing East Main Street are within 20-feet of the public right
of way to which they are oriented. There is a 10-foot public utility easement along the
East Main Street. There are substantial topographical constraints that prevent orientation
to Hwy. 66. The configuration of the lot and the topographical constraints of the site
prevent direct orientation to East Main Street. An exception to this standard is necessary.
e. Where a building is located on a corner lot, its entrance shall be oriented toward the
higher order street or to the lot corner at the intersection of the streets. The building shall
be located as close to the intersection corner as practicable.
Finding:
There are substantial topographical constraints that prevent orientation to Hwy. 66. The
area of development is between 10 – 30 feet below the grade of the highway thus
preventing orientation to the higher order street and due to the triangular configuration
of the corner lot, the structures are oriented to East Main Street and not the intersection.
An exception to this standard is necessary.
f. Public sidewalks shall be provided adjacent to a public street along the street frontage.
Finding:
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The proposal includes 860liner feet of public sidewalk and landscape parkrow along a
public street, East Main Street. This the street to which the proposed development is
oriented and the physical constraints of the Hwy. 66 frontage including the topography
as discussed previously and the lack of right of way for additional improvements the
proposal meets this standard which requires public sidewalk provided adjacent to a public
street along the street frontage.
g. The standards in subsections 18.4.2.040.B.1.a through d, above, may be waived if the
building is not accessed by pedestrians, such as warehouses and industrial buildings
without attached offices, and automotive service stations.
Finding:
The proposed detached unit hotel development is part of a Performance Standards
Subdivision within the C-1 zoneseeks waiver to the standards found in AMC
18.4.2.040.B.1.a – d because the proposed use is not accessed by the general public from
the pedestrian corridor and there are is not an office for a hotel manager.The uses listed
are not an exhaustive list and the type of hotel proposed does not have a lobby or other
type of entrance area that warrants a large-scale building that is consistent with a ‘typical’
hotel/motel building structure. The triangular shape of the property, the topography of
the property and the limited access are contributing factors to the proposed layout and
building design.
2. Streetscape. One street tree chosen from the street tree list shall be placed for each 30 feet of
frontage for that portion of the development fronting the street pursuant to
subsection 18.4.4.030.E.
Finding:
One street tree from the street tree list is proposed to be planted for each 30-feet of frontage
along East Main Street within the proposed landscape park row.
3. Landscaping.
a. Landscape areas at least ten feet in width shall buffer buildings adjacent to streets,
except the buffer is not required in the Detail Site Review, Historic District, and Pedestrian
Place overlays.
Finding:
The property is within the Detail Site Review Overlay. A ten foot public utility easement
will be planted with a landscape that buffers the units from East Main Street.
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b. Landscaping and recycle/refuse disposal areas shall be provided pursuant to
chapter 18.4.4.
Finding:
Areas adjacent to the units and the areas of development will be landscaped in
accordance with a detailed landscape plan that includes grass/lawn areas and a variety of
deciduous and evergreen trees, shrubs, and ground covers. The plant choices will be low
water use and the final landscape plan will demonstrate water conserving landscaping.
The storm water facility areas will use water tolerant species.
Street trees, one per 30-feet of frontage along East Main Street frontage and along the
internal driveway per the street planting standards. Street trees will not be less than two-
inch caliper and 1.5 caliper for all other trees. Shrubs will be planted not less than one
gallon containers. Trees will be selected that are not tall as the airport overlay limits the
height of the trees.
As many of the existing healthy oak trees on site that are outside of the development
areas will be retained. Ten are proposed for removal. These trees are within the pathway
of the proposed driveway, are in poor condition or are within the developable areas.
The existing trash compactor building will be the trash/recycle area. The trash/recycle
areas will be screened from view.
4. Designated Creek Protection. Where a project is proposed adjacent to a designated creek
protection area, the project shall incorporate the creek into the design while maintaining required
setbacks and buffering, and complying with water quality protection standards. The developer
shall plant native riparian plants in and adjacent to the creek protection zone.
Finding:
The portion of the property that is proposed for development is not adjacent to a designated
creek protection area.
5. Noise and Glare. Artificial lighting shall meet the requirements of section 18.4.4.050.
Compliance with AMC 9.08.170.C related to noise is required.
Finding:
All artificial lighting, roofing materials and sound attenuation will comply with the standards from
18.4.4.050 and AMC 9.08.170.C. The proposed use will not generate light, noise, glare or similar
that would not be expected in a commercial zone and will not interfere with airport operations.
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6. Expansion of Existing Sites and Buildings. For sites that do not conform to the standards of
section 18.4.2.040 (i.e., nonconforming developments), an equal percentage of the site must be
made to comply with the standards of this section as the percentage of building expansion. For
example, if a building area is expanded by 25 percent, then 25 percent of the site must be brought
up to the standards required by this document.
Finding:
Not applicable. Though associated with the Ashland Hills Inn, the site is a separate parcel of land.
C. Detailed Site Review Standards. Development that is within the Detail Site Review overlay shall, in
addition to complying with the standards for Basic Site Review in subsection 18.4.2.040.B, above,
conform to the following standards. See conceptual site plan of detail site review development in Figure
18.4.2.040.C.1 and maps of the Detail Site Review overlay in Figures 18.4.2.040.C.2 through 5.
Finding:
The property is within the Detailed Site Review overlay. Due to the proposed use, the scale of the
buildings, the site configuration, the site topography, exception to most of the Detailed Site Review
Standards are necessary.
1. Orientation and Scale.
a. Developments shall have a minimum Floor Area Ratio (FAR) of 0.50. Where a site is
one-half an acre or greater in size, the FAR requirement may be met through a phased
development plan or a shadow plan that demonstrates how development may be intensified
over time to meet the minimum FAR. See shadow plan example in Figure 18.4.2.040.C.1.a.
Plazas and pedestrian areas shall count as floor area for the purposes of meeting the
minimum FAR.
Finding:
The proposed development of the commercially zoned land with detached hotel units will
have a positive impact upon the streetscape of East Main Street. Due to topography, the
proposed structures are generally at or below the grade of Ashland Street/Hwy. 66 but
inaccessible from the highway due to the guardrail and slope adjacent to the right-of-way.
The proposed Floor Area Ratio of the development at 14,325 square feet is substantially
below .50 and an exception to this requirement is necessary. The area of the property is
3.9 acres (169,884 SF). Of that, 1.27 acres (55,500 SF) has slopes of more than 30 percent
leaving 2.6 acres (114.384 SF) of developable area. The city’s FAR standard seeks to have
approximately 57,192 SF of building area. The ability to have multiple stories on the site
is impeded by the Airport Overlay.
The areas between the buildings consists of a landscaped common area that includes a
stormwater detention facility with concrete walkways connecting the buildings to the
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public sidewalk and the internal sidewalks. All sidewalks will be a minimum of five feet in
width.
b. Building frontages greater than 100 feet in length shall have offsets, jogs, or have other
distinctive changes in the building façade.
Finding:
Not applicable. No building facades are greater than 100 feet in length.
c. Any wall that is within 30 feet of the street, plaza, or other public or common open space
shall contain at least 20 percent of the wall area facing the street in display areas, windows,
or doorways. Windows must allow view into working areas, lobbies, pedestrian entrances,
or display areas. Blank walls within 30 feet of the street are prohibited. Up to 40 percent
of the length of the building perimeter can be exempted for this standard if oriented toward
loading or service areas.
Finding:
Each of the future buildings includes substantial windows and doors facing the public
street. More than 20 percent of the wall area of the buildings includes windows and
doorways which face either East Main Street or the common area. Due to the proposed
use as a hotel unit, there are no display areas, working areas, lobbies, or pedestrian
entrances.
d. Buildings shall incorporate lighting and changes in mass, surface or finish to give
emphasis to entrances.
Finding:
The buildings incorporate changes in mass, surface and finish materials that give emphasis
to the facades. The entrances to the building are recessed, are of a differing material and
are covered.
e. Infill or buildings, adjacent to public sidewalks, in existing parking lots is encouraged
and desirable.
Finding:
Not applicable.
f. Buildings shall incorporate arcades, roofs, alcoves, porticoes, and awnings that protect
pedestrians from the rain and sun.
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Finding:
The buildings incorporate roofs, alcoves and awnings to give emphasis and changes in
massing and scale to the buildings to provide interest. The buildings are not directly
adjacent to the pedestrian corridor nor the public street. This is due to the type of use,
the topography of the property and the individual building layout vs. a large commercial
structure abutting the sidewalk.
2. Streetscape.
a. Hardscape (paving material) shall be utilized to designate “people” areas. Sample
materials could be unit masonry, scored and colored concrete, grasscrete, or combinations
of the above.
Finding:
Colored and scored concrete are proposed to designate “people areas” or the patios of
the units. There is not a pedestrian plaza area to gather customers, or create outdoor
eating areas as hotels are not a typical business for walkup customers or where non-
guests are encouraged to enter the ‘business’. There are people areas with outdoor
seating and an inviting atmosphere at the front entrance of the hotel.
b. A building shall be set back not more than five feet from a public sidewalk unless the
area is used for pedestrian activities such as plazas or outside eating areas, or for a
required public utility easement. This standard shall apply to both street frontages on
corner lots. If more than one structure is proposed for a site, at least 65 percent of the
aggregate building frontage shall be within five feet of the sidewalk.
Finding:
The proposed buildings are setback more than five feet from the public sidewalk.
The building uses are not pedestrian oriented as individual hotel units without a public
entrance. The buildings are below the grade of OR Hwy 66 and cannot be oriented to the
highway due to the substantial grade change.
3. Buffering and Screening.
a. Landscape buffers and screening shall be located between incompatible uses on an
adjacent lot. Those buffers can consist of either plant material or building materials and
must be compatible with proposed buildings.
Finding:
There are no incompatible uses on the adjacent lot. The proposed buildings are more than
50-feet from the adjacent commercial properties that are occupied by residential uses.
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There is residential land to the south. The proposed hotel units are more similar to
residential than to the Employment zoned lands and uses to the north across East Main
Street. The uses in the employment zone are not incompatible with a hotel use. The
proposed redeveloped parking area for the hotel and the individual parking spaces for
the proposed new hotel units are adequately screened and ample landscape area is
proposed throughout the site.
b. Parking lots shall be buffered from the main street, cross streets, and screened from
residentially zoned land.
Finding:
There is not a parking lot proposed. There are two surface parking areas, each for not
more than five surface parking spaces. These spaces are substantially more than 200-feet
from the main street (East Main Street) and not visible from any residentially zoned land.
4. Building Materials.
a. Buildings shall include changes in relief such as cornices, bases, fenestration, and
fluted masonry, for at least 15 percent of the exterior wall area.
Finding:
There are substantial changes in relief on the façade of the exterior walls of the
proposed structures. More than 15 percent of the exterior wall area has differing
materials that create a strong base and horizontal materials to provide fenestrations.
There are recessed entries, bases, changes in material such as brick, tile, horizontal and
vertical wood siding, stucco, metal and wood.
b. Bright or neon paint colors used extensively to attract attention to the building or use
are prohibited. Buildings may not incorporate glass as a majority of the building skin.
Findings:
Bright or neon paint colors will not be used extensively to attract attention to the building.
The building skin is not primarily glass.
3. Build-to Line. Where a new building is proposed in a zone that requires a build-to line or
maximum front setback yard, except as otherwise required for clear vision at intersections, the
building shall comply with the build-to line standard.
Findings:
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The zone has limited front setbacks, as little as five feet. The proposal has the structures nearest
East Main Street at the 10-foot Public Utility Easement along the frontage of the property line.
That is the build to line standard in the zone.
D. Additional Standards for Large Scale Projects.
Finding:
Not applicable
.
ADDITIONAL SITE REVIEW STANDARDS
18.4.3 Parking Access and Circulation:
Finding:
The proposed development requires no additional parking. There are vehicle parking spaces
within the garage/carports for the new hotel units.
There are garagesor carports for the hotel units that provide a secure bicycle parking area.
The proposed development has both covered parking within garages and surface parking areas
adjacent too or clustered in areas with groups of three spaces. The proposal does not provide a
consolidated parking area to landscape with seven percent as there is not a parking lot.
18.4.3.060 Parking Management Strategies
A. On-Street Parking Credit. Credit for on-street parking spaces may reduce the required off-
street parking spaces up to 50 percent, as follows.
Finding:
No on-street parking is available as there are no areas where on-street parking is permissible.
B. Alternative Vehicle Parking. Alternative vehicle parking facilities may reduce the required
off street parking spaces up to 25 percent, as follows.
Finding:
No alternative vehicle parking is proposed.
C. Mixed Uses.
Finding:
There are no mixed uses proposed.
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18.4.3.080 Vehicle Area Design
A. Parking Location
Finding:
The proposed areas of new parking is located primarily to the side and rear of the proposed
buildings. There is no parking between the five units that front on East Main Street. The majority
of the parking proposed is directly adjacent to the unit that the space is for.
B. Parking Area Design.
Finding:
There are 20 surface parking spaces adjacent to the site driveway. The parking areas are in
groups of five.
There are not 50 new parking spaces, and a sidewalk system is proposed along the entire
driveway to provide a safe and convenient walkway to throughout the development. The
proposal does not have new parking areas, just surface spaces of two to five vehicle spaces
adjacent to the units.
C. Vehicular Access and Circulation.
Finding:
The proposed development has a circulation system that accommodates expected traffic on the
site. The site circulation has street like features including raised sidewalks which connect to the
proposed public sidewalk on East Main Street and to the units. There are shade trees and benches
in pocket park like areas adjacent to the driveway.
The existing driveway accesses from East Main Street are proposed to be retained. These
driveways exceed City of Ashland minimum spacing standard of 100-feet to intersection and 100-
feet between driveways on Avenues.
The driveway is wider than standard to relieve grades and assure they are not more than 20
percent. The driveway is more than 50-feet in length. Excepting the screening standards, the
driveway is improved to a greater degree than required in the flag driveway standards for width
and clearances.
A public sidewalk is proposed along the East Main Street frontage. Pedestrian walkways are
provided from the street to along the driveways and leading to the proposed dwelling units.
The proposal is to install a landscape park row on East Main Street instead of a hardscape park
row. This is due to the lack of on-street parking adjacent to the curb line, and to provide a physical
barrier between East Main and pedestrians.
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The bicycle lane along East Main Street will remain or be reconfigured, if necessary, as
determined by Jackson County Roads Dept.
18.4.5.030 Tree Protection.
Finding:
There are ten trees on the property and adjacent to the property within the right-of-way that
There are trees on the property and adjacent to the property within the right
ten
require removal. The site is largely treed with Oaks and a few pines. Some of the trees are dead,
require removal. The site is largely treed with Oaks and a few
some are in a state of decline, and some are in good condition. A project arborist has evaluated
condition. A project arborist has evaluated
the trees and created a removal and protection plan.
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All of the trees proposed for preservation will have six-foot chain link fence installed at the
dripline of the trees to protect them from the proposed site development. In the event of
construction within the driplines, the project arborist recommendations for tree protection will
be followed.
Replacement trees will be planted in the proposed landscape areas to replace the large stature
Oak trees. The new street trees in the proposed landscape park row along East Main Street will
also include mitigation trees.
Public Facilities
18.4.6.040.F. Design Standards
Finding:
The proposal is to improve 852 feet of frontage along East Main Street to the standards for a two-
lane avenue. No improvements to Ashland Street/Hwy. 66 are proposed and Exception to Street
Standards is requested. There are no cross streets proposed with the 14-unit residential
development. The units are proposed to be accessed via the existing driveway approaches from
East Main Street and the driveway approach on Ashland Street/Hwy. 66. These approaches will
be improved with approved aprons per the standards.
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East Main Street along the frontage is in the jurisdiction of Jackson County Roads because East
Main Street is not within the city limits. The County standards seek an eight-foot curbside
sidewalk. The City of Ashland Transportation System Plan designates East Main Street as an
Avenue. In consultation with Jackson County Roads, they will allow for an exception to their
In consultation with Jackson County Roads, they will allow for an exception to their
Avenue.
standards for a landscape park row and buffered sidewalk.
Per Ashland’s Street Design Standards a two lane Avenue requires a 59’ – 86’ right of way (ROW).
East Main Street has a 60’ ROW. The curb-to-curb pavement is 32’ – 33’ with 10’ – 10.5’ travel
lanes. The minimum width of bike lane is 6’ and there is a 7’ landscape park row with an 8’
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sidewalk. East Main is off-set in the ROW with the majority of the improvements on the north
side of the right-of-way, some of the improvements may need to be altered slightly to
accommodate offset pavement
Knoll Crest Drive is presently a private drivewaywith a 40-foot easement providing access to the
hotel parking area and the two residences at 10 and 16 Knoll Crest. These developments and the
steepness of the slope on the east side of the property,preventextension of a public right of way
for automobile connectivity to and through the property. The topography and development
within and adjacent to the easement terminus, prevent extension. The proposed layout does not
prevent future connectivity to the properties to the north and to the areas of future phases for
development. There is presently limited access to the properties owned in common to the north.
There is an unimproved, ~15-foot gravel access through the property. Withfuture site
improvements this will provide pedestrian and bicycle access via a multi-use path type of access
to the future development areas to the north.
The frontage improvements along East Main Street would be extended as properties to the north
develop with future phases and south to the property line or to a logical location considering the
existing transportation system.
The existing driveway approaches are proposed to be retained and utilized. The driveway throat
nearest East Main and Ashland Street/Hwy. 66 intersection is 220-feet from the property line.
This spacing standard complies with the minimum driveway separation for an Avenue with more
than 100-feet between driveways and more than driveway leading through the property provides
adequate fire apparatus access through the property and complies with minimum turning radii
for emergency vehicles. The proposed driveway preserves the natural features to the greatest
extent possible and meets maximum street grade requirements.
18.4.6.020
B. Exceptions and Variances.
1. Exception to the Street Design Standards.
a. There is demonstrable difficulty in meeting the specific requirements of this chapter due to a
unique or unusual aspect of the site or proposed use of the site.
Finding:
The proposed street design does not propose sidewalk or park row installation on the OR HWY
66/Ashland Street side of the property.
There is demonstrable difficulty in meeting the standards for no improvements to Ashland
Street/Hwy 66 as there is not adequate right-of-way along the highway for standard
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improvements. Along the shoulder of the highway there is a substantial grade change at the
property frontage adjacent to the highway. The lack of right-of-way, a guardrail along the entire
frontage, and steep slope behind the highway shoulder, prevent the installation of park row and
sidewalk.
b. The exception will result in equal or superior transportation facilities and connectivity
considering the following factors where applicable.
Finding:
The connectivity of the property and the neighborhood will have superior transportation facilities
through the installation of sidewalk and park row on East MainStreet along the frontage of the
property and a sidewalk adjacent to the driveway for the pedestrian access through the site.
There are no sidewalk facilities along the property side of the highway where development is
proposed due to the topographical constraints described above.
The proposed sidewalks along East Main Street will terminate at the property line. A future street
dedication area is anticipated as the realignment of East Main Street, Ashland Street/Hwy. 66
and Oak Knoll has been in the Capital Improvements Project schedule for years and has yet to be
realized. The proposal provides area for future improvements. This application does not formally
dedicate land area.
i. For transit facilities and related improvements, access, wait time, and ride
experience.
Finding:
There is an existing transit stop on the Ashland Street near the Ashland Hills Inn at
2525 Ashland Street driveway entrance.
ii. For bicycle facilities, feeling of safety, quality of experience (i.e., comfort level of
bicycling along the roadway), and frequency of conflicts with vehicle cross traffic.
Finding:
There is a bike lane on the highway. The bicycle facilities are not impacted by the
proposed exception.
ii. For pedestrian facilities, feeling of safety, quality of experience (i.e., comfort level
of walking along roadway), and ability to safety and efficiency crossing roadway.
Finding:
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The exception seeks to not install sidewalks on the north side of Ashland
Street/Hwy. 66. This exception is due to the topography adjacent to the edge of
asphalt.
c. The exception is the minimum necessary to alleviate the difficulty.
Finding:
The exception is the minimum necessary to alleviate the difficulty of improving to full city
standards as it only applies along one of the frontages, there are physical constraints along the
portion of the highway frontage seeking exceptions. There are no sidewalks on the north side of
Ashland Street in the vicinity to connect a sidewalk too and there is a lack of adequate right of
way, steep topography that includes a guardrail, and larger stature trees prevent a city standard
sidewalk and park row along the ODOT right of way.
d. The exception is consistent with the Purpose and Intent of the Street Standards in subsection
18.4.6.040.A.
Finding:
The purpose and intent containstandards for street connectivity and design as well as cross
sections for street improvements including installation of new streets and improvements to
existing streets. The lack of sidewalk on the north Ashland Street/Hwy. 66 is due to substantial
physiographic constraints which the purpose and intent section recognizes through the exception
provisions. The proposal East Main Street sidewalk and park row increases sidewalk in the area
and is proposed to comply with the standards.
18.4.7 Signs.
Finding:
A ground sign for neighborhood identification is proposed along the East Main Street frontage.
The proposal seeks to allow for at least a single ground sign on the East Main Street frontage.
The signage will be addressed through a sign permit application that complies with the standards.
18.4.8 Solar Access.
Finding:
For the purposes of the solar access ordinance, the north property line of the subject site abuts
a non-developable area of the property to the north. The individual units will have a solar
standards applied as necessary with the Performance Standards Subdivision Review. The low-
pitched single-story units create a shadow of less than 16-feet on the north property line (Solar
Setback Standard B) which is conforming to the standards of development in the C-1 zone.
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D. City Facilities. The proposal complies with the applicable standards in section 18.4.6 Public Facilities,
and that adequate capacity of City facilities for water, sewer, electricity, urban storm drainage, paved
access to and throughout the property, and adequate transportation can and will be provided to the subject
property.
Findings:
There is adequate capacity for city facilities. There are existing water mains within the adjacent public
rights-of-way and throughout property.
Sanitary sewer service is available to service the additional dwelling units and the units will be
connected to the existing city systems.
There is a large overhead service that crosses the property from east to west. This will be relocated
underground. The existing easement will need to be modified based upon the location of the
underground lines within the proposed driveway system.
The storm water retention, detention and drainage plan has conceptual detention ponds provided in
strategic locations. The storm water quality design is engineered to assure that it conforms to the city
of Ashland standards.
The property is currently served by an 8-in water main in Ashland Street and a 12-in water main
Water:
in E. Main Street. Water services will be extended from the East Main Street water line.
The property is currently served by a 10-in sanitary sewer main in E. Main Street. In
Sanitary Sewer:
discussion with the Wastewater Department Supervisor, there are no capacity issues with the public
sanitary sewer lines. New sewer connections will be made to connect the proposed structure to the
public infrastructure.
Substantial electrical infrastructure upgrades are necessary. This upgrade includes
Electrical:
undergrounding of a large service line the bisects the property and revision of associated easement.
A new transformer will be installed as deemed necessary by the electric department.
A public utility easement will be provided for all public utilities that are on the private property.
The property is currently served by an 18-in storm sewer main along the northern portion
Storm Sewer:
of this proposed development.There are no known capacity issues with the city’s facilities. When
considering that post development peak flows are not to exceed pre-development peak flows, there
should be little discernable impacts on the public storm sewer facilitates. Maintenance agreements as
required will be developed.
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Transportation:
Finding:
See Street Standards compliance findings above.
A Transportation Memo has been drafted by Kelly Sandow, Oregon LicensedTraffic Engineer for the
proposed units (the memo speaks to 24 units vs. 14 as proposedand speaks about hotel use vs.
residential – residential has fewer trips) the proposed development is below the thresholds for a
Traffic Impact Analysis because there are not 50 newly generated vehicle trips inbound and outbound
during the adjacent street peak hours. The Transportation Memo notes the distribution of traffic and
finds most will enter and existing property from Ashland Street. There are no modifications, excepting
tree removal at the Knoll Crest Dr., where the access exists to the development area that require
additional highway construction or development plans. In discussing the proposal with ODOT, there
were no concerns regarding the existing driveway approach due to the limited impacts from additional
vehicle trips.
The proposal does not dedicate any public street extensions.
A public pedestrian access easement will be provided through the site to allow pedestrians to traverse
the property from East Main Street through to the Ashland Hills Inn parking area if deemed necessary.
There is not a public access through the hotel parking area. The proposed sidewalk along East Main
Street does cross the East Main Street and OR Hwy 66 intersection and leads to a pedestrian crossing
of OR Hwy 66 to obtain access to the sidewalk on the south side of the highway.
E.Exception to the Site Development and Design Standards. The approval authority may approve
exceptions to the Site Development and Design Standards of part 18.4 if the circumstances in either
subsection 1, 2, or 3, below, are found to exist.
Finding:
The proposal seeks an exception to the Site Design Review Standards due to the existing site
development, physical conditions such as topography, locations of existing driveways on the major
street, an easement for access to the adjacent properties, and the type of use proposed for the
development, many of the standards which seek large or multiple large structures and multi-story
buildings that occupy the property frontage with customer entrances to the business space during
business hours.
1. There is a demonstrable difficulty meeting the specific requirements of the Site Development
and Design Standards due to a unique or unusual aspect of an existing structure or the proposed
use of a site; and approval of the exception will not substantially negatively impact adjacent
properties; and approval of the exception is consistent with the stated purpose of the Site
Development and Design; and the exception requested is the minimum which would alleviate the
difficulty;
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Finding:
There are demonstrable difficulties in meeting the specific requirements of the Site
Development and Design Standards.
The proposed use of the property is for detached hotel units and not a large hotel/motel
structure. The triangular shape of the property, the sloping topography of the site and the
existing driveway system that follows the grades of the property determined the layout of the
units.
Exception to 18.4.2.040.B.1.e requires exception to the intersection or the higher order street.
Due to the shape of the property and the rapidly increasing grade change along the highway
that features a bike lane, the highway shoulder and then a metal guardrail, the grade of the
property is substantially below the highway frontage with no access to the site from OR Hwy 66
except for the Knoll Crest private driveway intersection and the highway.
Exception to 18.4.2.040.C.1.a requiring a floor area ratio (FAR) of .5 is requested. The proposed
Floor Area Ratio of the development at 14,325 square feet is substantially below .50 and an
exception to this requirement is necessary. The area of the property is 3.9 acres (169,884 SF). Of
that, 1.27 acres (55,500 SF) has slopes of more than30 percent leaving 2.6 acres (114.384 SF) of
developable area. The city’s FAR standard seeks to have approximately 57,192 SF of building area.
The proposed development of small footprint hotel units with limited development area of the
property due to topography, access issues from the narrow shared private driveway and though
there will be common areas and outdoor plaza areas the proposed use isnot a pedestrian
oriented development due to the lack of amenities for public use so those areas do not
substantially contribute to the floor area ratios. The ability to have multiple stories on the site is
impeded by the Airport Overlay which limits heights of structures.
Exception to 18.4.2.040.C.1.c which requires windows and doors open to the public and windows
that allow view into he working areas, lobbies or display areas is also requested. There are not
public businesses that welcome the general public into the hotel unit proposed. The proposed
development of the site as detached hotel units without a lobby or managers type of office
prevents the need for pedestrian view into the units. There are substantial windows and door
areas facing East Main Street but the proposed buildings are typcial mainstreet style architecture
that the site design standards seek.
The proposed exceptions are consistent with the Site Development Standards when the type of
structures proposed and the use of the proposed structures are considered. The proposed
development will have a positive impact on the East Main Street streetscape. Each of the
buildings has interesting façade elements and design that are pedestrian scale along the front
setback. The proposed improvements provide a bicycle and pedestrian positive impact to East
Main Street.
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The proposed landscaping and street trees in conjunction with the proposed sidewalk provide a
positive impact and enhance the city’s streetscape. The parking areas and driveways are
generally to the side and rear of the building which limits any adverse impacts.
The site is a sloping site with slopes between 10 – 35 percent slopes which are not typical for
most of the commercially zoned areas of town which are relatively flat are the primary driving
factor for the proposed site layout and need for exceptions. The slope prevents any type of larger
scale development footprint, and the airport overlay prevents multi-story development.
2. There is no demonstrable difficulty in meeting the specific requirements, but granting the
exception will result in a design that equally or better achieves the stated purpose of the Site
Development and Design Standards; or
Finding:
See findings in subsection 1 above.
3. There is no demonstrable difficulty in meeting the specific requirements for a cottage housing
development, but granting the exception will result in a design that equally or better achieves the
stated purpose of section 18.2.3.090. (Ord. 3147 § 9, amended, 11/21/2017)
Finding:
Not applicable.
CONDITIONAL USE PERMIT - 18.5.4.050
A. Approval Criteria. A Conditional Use Permit shall be granted if the approval authority finds that
the application meets all of the following criteria, or can be made to conform through the imposition of
conditions.
1. That the use would be in conformance with all standards within the zoning district in which
the use is proposed to be located, and in conformance with relevant Comprehensive plan policies
that are not implemented by any City, State, or Federal law or program.
Finding:
The proposal is for a conditional use permit to allow for the development of a 14 unit detached
hotel development on a vacant 3.9-acre parcel of Commercial zoned land.
The construction of additional hotel units is supported by the Comprehensive Plan. The City of
Ashland Comprehensive Plan recognizes the importance of Urbanization and Economic
Development.
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The proposed hotel units are a building or portion thereof designed and used for transient
lodging in a non-residential zone for a period of less than 30 days, lodged with or without meals
and which may include additional facilities and services, such as restaurants, meeting rooms,
entertainment, personal services, and recreational facilities.
The proposed development of the additional hotel units meets lot coverage, setbacks, and
parking standards. The proposed site layout and frontage improvements to East Main increases
the accessibility of the property and the adjacent properties with two improved driveway
access, parking areas design and site circulation standards that provides access to and through
the site.
The hotel units range from 744 to just over 1,900 square feet there are larger individual units
with garages, smaller units with garages or carports, and smaller units without garages.
The development of additional hotel rooms is supported by the Comprehensive Plan. The City
of Ashland Comprehensive Plan recognizes the importance or tourism on Ashland Economy.
Section 7.06, Future Growth and Development of Ashland’s Economic Bases has an entire
section devoted to Tourism (7.06.02). It finds that tourism can be beneficial because tourists
patronize a wide variety of establishments and consequently contribute to diversification of the
goods and products produced locally. Tourism thus promotes specialization in production and
consumption of a greater variety of goods than the community itself can efficiently produce.
(Ashland Comprehensive Plan; The Economy; pg. 19 – 20).
The Comprehensive Plan notes that to meet demand (in 2005) more than 9.5 acres of land
were needed for accommodation. Since then, the Plaza Inn and Suites and the Holiday Inn
Express are the only major hotel developments that have occurred. Other hotels such as the
Super 8, the Cedarwood Inn and the Knights Inn have converted to long-term use. The current
number of rooms available in Ashland is less than the need identified in 2005.
The Comprehensive Plan calls for more hotel-motel accommodations. The Comprehensive Plan
states “If no additional rooms are built, more people will stay in nearby communities and come
to Ashland by car, causing additional traffic and parking problems. Building motels and hotels
in Ashland will allow the city to encourage the use of public transport or shuttle services in
town, and will provide additional employment and tax base. At present occupancy rates,
however, it would take an additional nine- and one-half acres to provide the number of rooms
that will be demanded at the peak month in the year 2005…The City should accommodate
new hotel rooms sufficient to allow tourists whose primary destination is Ashland to stay in the
City limits.” (Ashland Comprehensive Plan, The Economy; pg. 28)
As recognized in the Comprehensive Plan, there are several businesses in the area of Exit 14
that would benefit from additional customers. These include the major commercial retailors
such as Rite-Aid, Albertsons, Bi-Mart, and Shop’N Kart. There are restaurants, markets and the
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property is near the airport. There are other smaller retail and customer service establishments
in the vicinity.
The property is also within a 20-minute drive of the slopes of Mount Ashland the Pacific Crest
Trail System to the south and an hour from the Mountain Lakes areas to the east and has
potential to provide additional accommodations for the increasing number of visitors taking
advantage of Ashland’s unique geographic location, physical beauty, proximity to downtown,
distance to Southern Oregon University and the areas perfect location for access to year-round
outdoor recreation amenities.
In 2011, with the adoption of the Economic Development Strategy the Ashland City Council
developed a revised the City’s economic development goal with the intent of providing
direction for the implementation of the comprehensive economic strategy for the purpose of
diversity the economic base of the community. The goal finds that the City should be
supporting creation and growth of businesses that use and provide local and regional products.
Support for increasing the number of family-wage jobs in thecommunity, and leveraging the
strengths of Ashland’s tourism and repeat visitors.
The Economic Opportunities Analysis encourages growth in accommodations and recognizes
the benefits of supporting and growing the tourism industry. In addition to the many fine hotel
accommodation units in Ashland, having ample accommodations, a familiar brand and freedom
of choice allows for better support of the growing tourism industry. The EOA recognizes the
need for business clustering and there is no more appropriate place than directly adjacent to
the freeway interchange. Ashland having additional accommodations also provides a safety net.
During freeway closure events there are limited accommodations. Most freeway closures are
short in duration, but at times, can slow and / or stop traffic for hours and many seek refuge in
hotels near the interchange.
2. That adequate capacity of City facilities for water, sewer, electricity, urban storm drainage,
paved access to and throughout the development, and adequate transportation can and will be
provided to the subject property.
Finding:
There are adequate city facilities serving the property. There are existing water mains within
the adjacent public rights-of-way and throughout the adjacent hotel property.
Adequate sanitary sewer service is available and already provides service to the residential and
commercial developments in the vicinity. The existing electrical infrastructure has been
upgraded in terms of service capabilities.
There is adequate electrical service for 14 hotel units. There is a large overhead service that
crosses the property from east to west. This will be relocated underground. The existing
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easement will need to be modified based upon the location of the underground lines within the
proposed driveway system.
The storm water retention, detention and drainage plan has conceptual detention ponds
provided in strategic locations. The storm water quality design is engineered to assure that it
conforms to the city of Ashland standards.
Paved access to and throughout the development is existing and adequate transportation for
the 14 hotel units is provided or proposed.
3. That the conditional use will have no greater adverse material effect on the livability of the
impact area when compared to the development of the subject lot with the target use of the zone,
pursuant with subsection 18.5.4.050.A.5, below. When evaluating the effect of the proposed use
on the impact area, the following factors of livability of the impact area shall be considered in
relation to the target use of the zone.
Finding:
The use of the property as detached hotel units will have no greater adverse material effect on
the livability of the impact area when compared to the development of the subject lot with the
target use of the zone as nearly 58,000 square feet of commercial building area.
The proposed use of the property with 14 hotel units, will have substantially less impact on the
livability of the impact area when compared to substantial building area required for
commercial retail types of development.
a. Similarity in scale, bulk, and coverage.
Finding:
The proposed hotel units and site improvements to provide vehicular access to and
through the property are more similar in scale, bulk and coverage as the residential uses
across Ashland Street. The area of the proposed development is 3.9-acres, there is 14,325
square feet of structure area proposed.The driveways, sidewalks, parking areas, entry
walks, carports and courtyards account for 32,300 square feet. The total of impervious
areas in the four-acre area that makes up the area of the additional hotel units is 46,625
square feet in area or 27.4 percent of the area of development. This coverage is more
similar to residential levels of impervious surfaces when compared to commercial areas
of coverage.
The proposed structures are one story with low pitched roofs, windows and doors,
garages and carport areas, all features more associated with residential development and
not hotel and/or commercial development. The proposed units are intended to be utilized
30 Knoll Crest
14 Unit Hotel / 15 Lot Subdivision Proposal
12.9.2024
Page 34 of 41
by the hotel as family and larger group spaces for visitors that would seek out the
individual private unit for their Ashland vacations.
b. Generation of traffic and effects on surrounding streets. Increases in pedestrian, bicycle,
and mass transit use are considered beneficial regardless of capacity of facilities.
Finding:
A Traffic Impact Statement was prepared by a licensed traffic engineer. They found that
the impacts of the proposed development will be substantially less than the comparable
use which is ~58,000 SF of retail use.
It can be found that the proposed frontage improvements will provide for pedestrian
accessible routes where no pedestrian accessibility is presently provided. There are
bicycle lanes on East Main Street. These bicycle lanes will be retained. An RVTD bus stop
is presently found on the west side of the driveway accessing the hotel main parking lot
from Ashland Street.
No improvements are proposed for the area of the future intersection improvements as
there are no sidewalks along the portion of the highway frontage of the property from
the East Main Street intersection, 500+ feet to the west where there is a short sidewalk
segment and the bus stop. All proposed development is outside of the area identified as
future right of way. There is a large roundabout shown in the Transportation System Plan
(TSP). This appears to have been contemplated without consideration of the topography
of the site and the substantial grade difference between Hwy. 66 and East Main Street.
The round about is an unrealistic vision and the TSP should be updated to remove
unattainable ‘goal’ such as this.
c. Architectural compatibility with the impact area.
Finding:
The proposed units are architecturally compatible to the residential uses in the area on
the south side of Ashland Street. The units are low pitched and have residential style
doors and windows. The proposed structures are architecturally compatible to the
Ashland Hills structures and will utilize similar exterior treatments and color schemes
to incorporate the structures into the cohesive design aesthetic of The Ashland Hills Inn.
d. Air quality, including the generation of dust, odors, or other environmental pollutants.
Finding:
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The proposed use will not cause any air quality, generation of dust, odors, or other
environmental pollutants more so than a large area commercial retail development.
e. Generation of noise, light, and glare.
Finding:
The use of the commercial property as hotel generates less or similar noise, light and
glare as a commercial retail establishment. Hotel guests are subject to the property
rules which include a 10:00 PM quite time. This is more similar to residential
development and less similar to a commercial retail establishment.
f. The development of adjacent properties as envisioned in the Comprehensive Plan.
Finding:
The proposed hotel unit development will not have an impact on the ability of adjacent
properties to development as envisioned in the comprehensive plan.
g. Other factors found to be relevant by the approval authority for review of the proposed
use.
Finding:
It is unknown what the other factors are relevant for review.
4. A conditional use permit shall not allow a use that is prohibited or one that is not permitted
pursuant to this ordinance.
Finding:
The hotel use is a permitted use with a Conditional Use Approval in the Commercial Zone.
5. For the purposes of reviewing conditional use permit applications for conformity with the
approval criteria of this subsection, the target uses of each zone are as follows.
d. C-1. The general retail commercial uses listed in chapter 18.2.2 Base Zones and
Allowed Uses, developed at an intensity of 0.35 floor to area ratio, complying with all
ordinance requirements; and within the Detailed Site Review overlay, at an intensity of
0.50 floor to area ratio, complying with all ordinance requirements.
TREE REMOVAL REVIEW
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18.5.7.040 Approval Criteria
B. Tree Removal Permit.
2. Tree That is Not a Hazard.
a. The tree is proposed for removal in order to permit the application to be consistent with
other applicable Land Use Ordinance requirements and standards, including but not limited
to applicable Site Development and Design Standards in part 18.4 and Physical and
Environmental Constraints in part 18.3.10.
Finding:
The trees are proposed for removal to permit the applicant to be consistent with other
applicable ordinance requirements and standards applicable to the Site Design Standards and the
Physical and Environmental Constraints ordinance.
b. Removal of the tree will not have a significant negative impact on erosion, soil stability, flow
of surface waters, protection of adjacent trees, or existing windbreaks.
Finding:
The removals will not have significant negative impacts on erosion, soil stability, flow of
surfaces waters, protection of adjacent trees or existing windbreaks. The areas where the trees
are located, post removal will be redeveloped as part of the larger, comprehensive site
development. Mitigation trees will replace the trees proposed for removal.
c. Removal of the tree will not have a significant negative impact on the tree densities, sizes,
canopies, and species diversity within 200 feet of the subject property. The City shall grant
an exception to this criterion when alternatives to the tree removal have been considered and no
reasonable alternative exists to allow the property to be used as permitted in the zone.
Finding:
The site is treed primarily with Oak trees. These trees are in various conditions. Some are in good
condition others are exhibiting signs of age and stress and have broken limbs in the canopy, large
cavities, substantial amounts of mistletoe and lack of foliage.
Oak trees were common on the knoll with the Oaks Subdivision south of the subject property and
the evidence of primarily Oak on the subject property, unfortunately, the Oak trees are not
tolerant of development, changes to hydrology, changes to the grade that may impact the roots
beyond the dripline and within the critical root zone presenting a situation where fewer trees are
able to be preserved because the impacts to development would substantially, negatively
impact the Oak trees survivability.
The proximity to the heavily vegetated creek area provides substantial species diversity, canopy
coverage and tree densities. The proposed development replaces canopy, tree densities, sizes
and species diversity.
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d. Nothing in this section shall require that the residential density to be reduced below the
permitted density allowed by the zone. In making this determination, the City may consider
alternative site plans or placement of structures of alternate landscaping designs that would
lessen the impact on trees, so long as the alternatives continue to comply with the other
provisions of this ordinance.
Finding:
Residential density hasnot increased or decreased as a result of the tree removals.
e. The City shall require the applicant to mitigate for the removal of each tree granted approval
pursuant to section 18.5.7.050. Such mitigation requirements shall be a condition of
approval of the permit.
Finding:
Mitigation trees are proposed throughout the property. There are three dead trees that are
proposed for removal. These will not be mitigated for. The other trees proposed for removal will
be mitigated. There will also be street trees planted along E Main Street thus satisfying the
mitigation standards. See the Landscape Design Plan.
PERFORMANCE STANDARDS SUBDIVISION
18.3.9.040 Review Procedures and Criteria
A. Outline Plan.
3. Approval Criteria for Outline Plan. The Planning Commission shall approve the outline plan when it
finds all of the following criteria have been met:
a. The development meets all applicable ordinance requirements of the City.
Finding:
As addressed in the previous findings for Site Design Review, Physical and Environmental
Constraints, Tree Removal and Conditional Use Permit meets the applicable ordinance
requirements of the city.
The proposed subdivision and the development are designed to be energy efficient, have
architectural creativity and an innovative approach to hotel development. The proposed layout
uses the natural features of the landscape to its greatest advantage. It is the natural features
such as the topography that is the driving force of the proposed layout and building design, also
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Page 38 of 41
the reason for many of the necessary exceptions to the site design standards. The proposed
development is commercial in nature and those does not impact the quality of living within the
development, but the proposal is similar in layout and design as a residential development thus
has no discernible impacts on the livability of the adjacent residential zone.
The property is owned by Neuman Development Properties and financing will be private and
traditional bank loans as necessary.
The proposed development is set to begin as soon as the final plan for subdivision application
can be approved and the final site review approval including the detailed landscape and irrigation
plans are proposed with the final plan approval.
b. Adequate key City facilities can be provided including water, sewer, paved access to and
through the development, electricity, urban storm drainage, police and fire protection, and
adequate transportation; and that the development will not cause a City facility to operate beyond
capacity.
Finding:
See previous findings on page 27 – 29. The development of the 14 hotel units and the 15 lot
subdivision will not cause a city facility to operate beyond capacity. The proposed development
will have a substantially lesser of an impact than an outright allowed commercial use or a use
that has FAR of ~58,000 SF and envisioned in the site review standards.
c. The existing and natural features of the land; such as wetlands, floodplain corridors, ponds,
large trees, rock outcroppings, etc., have been identified in the plan of the development and
significant features have been included in the common open space, common areas, and unbuildable
areas.
Finding:
The existing natural features are the Oak trees and the slopes. The slope of the property
determined the buildable areas of the property and the only trees proposed for removal are
those that are within the improved driveway area or within the future site pads for the
development of the hotel. Nearly 1.5 acres of the site are too steep for development and will be
preserved in their natural state.
d. The development of the land will not prevent adjacent land from being developed for the uses
shown in the Comprehensive Plan.
Finding:
The proposed development will not prevent adjacent land from being developed to commercial
intensities. The two adjacent properties occupied by residential uses that share Knoll Crest will
30 Knoll Crest
14 Unit Hotel / 15 Lot Subdivision Proposal
12.9.2024
Page 39 of 41
have improved access from the reconstruction of Knoll Crest to their property lines. The directly
adjacent commercial property owned in common with the subject property slopes more than 30
percent and is too steep for commercial development.
e. There are adequate provisions for the maintenance of common open space and common areas,
if required or provided, and that if developments are done in phases that the early phases have the
same or higher ratio of amenities as proposed in the entire project.
Finding:
The common areas and open space will be maintained through regulations and restrictions
provided in CC&Rs and property association maintenance agreements. The site improvements
such as the driveway, the stormwater facility, the utilities, landscape areas and common plaza
area near the stormwater detention swale and the creation of the pad lots will be the first
improvements made on the site.
Two of the hotel units are proposed for initial development with the pad lots for sale for future
development following site design review to verify consistency with the architectural style,
orientation and review standards will be obtained for the other 12 hotel units.
f. The proposed density meets the base and bonus density standards established under this chapter.
Finding:
There is not a base density, minimum or maximum density in the commercial zone. Residential
development in the commercial zone is not permitted in Ashland without a permitted use. The
proposed development is of a 14 unit hotel development which is considered a conditional use.
g. The development complies with the street standards.
Finding:
The proposal seeks an Exception to the Street Standards to not install sidewalk or landscape
parkrow within the ODOT right of way of OR Hwy 66. The proposed frontage improvements to
East Main Street comply with the street standards.
h. The proposed development meets the common open space standards established under
section 18.4.4.070. Common open space requirements may be satisfied by public open space in
accordance with section 18.4.4.070 if approved by the City of Ashland.
Finding:
Common area and open space standards are requirements of residential developments and not
commercial development. There is a common area proposed within the center of the 14 units
around the storm drainage swale. The proposed sidewalks and other improvements do meet the
standards of 18.4.4.070.
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4. Approval of the Outline Plan.
a. After the City approves an outline plan and adopts any zone change necessary for the development, the
developer may then file a final plan in phases or in its entirety.
b. If an outline plan is phased, 50 percent of the value of the common open space shall be provided in the
first phase and all common open space shall be provided when two-thirds of the units are finished.
Finding:
The proposal is for Outline Plan approval with preliminary landscape planning provided at this stage.
With the approval of the outline plan, a revised landscape and irrigation plan, tree protection plan and
final utility plans will be created for the final plan application.
The property owner and project team believe the proposed development of 14 detached hotel units on
a sloping commercial property is an appropriate use of the vacant parcel. The proposed development
provides a positive impact and enhancement along East Main Street. The proposed development
provides for a small resort type of hotel layout with common area, walking paths and access to
restaurants, shopping and provides a unique vacation rental offering while providing needed hotel
accommodations as addressing the Comprehensive Plan goals for Economic Development.
Attachments:
Sandow Engineering Traffic Impact Analysis
Sandow Engineering Transportation Improvements Memo
Civil Engineering: Conceptual Grading, Drainage and Erosion Control
Topographical Survey
Preliminary Plat
Conceptual Landscape Planting Plan
James Cook & Associates Elevation Documents
Slope Analysis
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Page 41 of 41
ASHLAND HILLS EXPANSION
TRAFFIC IMPACT ANALYSIS
Ashland, Oregon
August 15, 2022
160 Madison Street, Suite A
SANDOW
Eugene, Oregon 97402
ENGINEERING
541.513.3376
SANDOW
ENGINEERING
EXECUTIVE SUMMARY
This report provides theTraffic Impact Analysis and findings prepared for the proposed
residential development located southeast of the Ashland Hills Hotel and Suites in Ashland,
Oregon. The site is located at tax lot 900 of Assessor’s Map 13-1E-11DD and is bounded by
Ashland Street to the south and Main Street to the east.
The development is proposed as 18 single-family detached residential units. Access to the site
is proposed as the existing full movement access to Ashland Street at what has been previously
labeled at Knoll Crest Drive on maps.The applicant is proposing to maintain and utilize the
two existing access connections to Main Street.
This evaluation considers:
1.Determination of increase in site trips during the weekday AM and PM peak hours
2.Operation at site access connections
3.Evaluationof theintersection of Ashland St at Oak Knoll Drive/Main St
This study evaluates conditions on the transportation system with the development in place, in
accordance with The City of Ashland, Jackson County, and Oregon Department of
Transportation criteria.
FINDINGS
All studied intersections and access connections operate within the mobility standards
with and without the development traffic.
The addition of development traffic does not substantially increase queuing conditions.
Crash rates and patterns do not require mitigation.
Right and left turn lanes are not warranted at the site accesses.
A roundabout at the intersection of Ashland St at Main Street/Oak Knoll will need to
have an inscribed diameter of 100-150’ to facilitate semi-truck through movements on
Ashland Street. Given the grading issues in the northeast corner of the intersection
(between Ashland Street and Main Street), the roundabout will have to be placed with
significant right of way usage within the tax lot in the southwest corner (between
Ashland Street and Oak Knoll Drive. A single-lane roundabout can be facilitated at this
intersection without additional right-of-way needs from the development site.
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CONTENTS
ASHLAND HILLS EXPANSION TRAFFIC IMPACT ANALYSIS ......................................................... 0
FINDINGS............................................................................................................................................................. 1
INTRODUCTION ................................................................................................................... 4
EVALUATION CRITERIA ........................................................................................................ 4
FIGURE 1- VICINITY MAP AND SITE LOCATION ................................................................................................... 5
EXISTING STREET NETWORK ............................................................................................... 6
3.1 EXISTING ROADWAY NETWORK ........................................................................................... 6
TABLE 1: ROADWAY CHARACTERISTICS WITHIN STUDY AREA ........................................................................... 6
3.2 STUDY AREA INTERSECTIONS ............................................................................................... 6
3.3 INTERSECTION CRASH EVALUATION .................................................................................... 7
TABLE 2: INTERSECTION CRASH RATE ................................................................................................................. 7
TABLE 3: INTERSECTION CRASH PATTERNS ........................................................................................................ 7
FIGURE 2 –INTERSECTION CONTROL AND STREET CLASSIFICATION .................................................................. 9
TRIP GENERATION ............................................................................................................. 10
TABLE 4: VEHICLE TRIP GENERATION-PEAK HOURS ......................................................................................... 10
FIGURE 3: AM PEAK HOUR DEVELOPMENT TRIP DISTRIBUTION ...................................................................... 11
FIGURE 4: PM PEAK HOUR DEVELOPMENT TRIP DISTRIBUTION ...................................................................... 12
BACKGROUND TRAFFIC VOLUMES ................................................................................... 13
5.1 INTERSECTION COUNTS ..................................................................................................... 13
5.2 SEASONAL ADJUSTMENT ................................................................................................... 13
5. 3 FUTURE YEAR BACKGROUND VOLUMES ........................................................................... 13
5.4 FINAL BACKGROUND VOLUMES ......................................................................................... 13
FIGURE 5: YEAR 2022 AM BACKGROUND TRAFFIC VOLUMES .......................................................................... 14
FIGURE 6: YEAR 2022 PM BACKGROUND TRAFFIC VOLUMES .......................................................................... 15
FIGURE 7: YEAR 2023 AM PEAK HOUR TRAFFIC VOLUMES .............................................................................. 16
FIGURE 8: YEAR 2023 PM PEAK HOUR TRAFFIC VOLUMES ............................................................................... 17
FIGURE 9: YEAR 2028 AM PEAK HOUR TRAFFIC VOLUMES .............................................................................. 18
FIGURE 10: YEAR 2028 PM PEAK HOUR TRAFFIC VOLUMES ............................................................................. 19
INTERSECTION ANALYSIS .................................................................................................. 20
6.1 PERFORMANCE MEASURES ................................................................................................ 20
TABLE 5: INTERSECTION PERFORMANCE: WEEKDAY AM PEAK HOUR ............................................................. 20
TABLE 6: INTERSECTION PERFORMANCE: WEEKDAY PM PEAK HOUR ............................................................. 21
QUEUE ANALYSIS .............................................................................................................. 21
TABLE 7: INTERSECTION QUEUING: WEEKDAY AM PEAK HOUR ...................................................................... 22
TABLE 8: INTERSECTION QUEUING: WEEKDAY PM PEAK HOUR ....................................................................... 23
TURN LANE WARRANT...................................................................................................... 24
SIGHT DISTANCE ................................................................................................................ 27
FIGURE 11: SITE ACCESS AT HIGHWAY 99 SIGHT DISTANCE ............................................................................. 29
ASHLAND STREET AT MAIN STREET INTERSECTION ......................................................... 30
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TABLE 9: PEAK HOUR INTERSECTION VOLUMES FOR ROUNDABOUT DESIGN ................................................. 31
TABLE 10: ROUNDABOUT OPTERATION ........................................................................................................... 32
CONCLUSION ..................................................................................................................... 33
LIST OF APPENDICES
APPENDIX A: SITE PLAN
APPENDIX B: CRASH DATA
APPENDIX C: TRAFFIC VOLUMES
APPENDIX D: SYNCHRO OUTPUTS
APPENDIX E: QUEUING OUTPUTS
APPENDIX F: ROUNDABOUT EVALUATION
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INTRODUCTION
The following provides an evaluation of the proposed expansion to the Ashland Hills Hotel and
Suites. The site is located at Tax Lot 900 of Assessor’s Map 39-1E-11DD and is bounded by
Ashland Street to the south and Main Street to the East. Figure 1 contains the site location.
The development proposal is to construct 18 detached housing units on the southeast portion
of the site. Access to the site is proposed as the existing full movement access to Ashland
Street at what has been previously labeled at Knoll Crest Drive on maps. The applicant is
proposing to maintain and utilize the two existing access connections to Main Street.
This evaluation considers:
1.Determination of increase in site trips during the weekday AM and PM peak hours
2.Operation at site access connections
3.Evaluation of the intersection of Ashland St at Oak Knoll/Main St.
The site plan is included in Appendix A.
EVALUATION CRITERIA
Ashland Street is within the Oregon Department of Transportation (ODOT) jurisdiction.
Therefore, the intersections and site access evaluation need to conform to ODOT evaluation
criteria found within the Analysis Procedures Manual (APM) and the performance standards
found in the Oregon Highway Plan (OHP). Main Street is within the jurisdiction of Jackson
County. Therefore, the access connections to Main Street need to conform to the evaluation
criteria of Jackson County. The land use approval falls under the City of Ashland’s authority.
The traffic impacts were evaluated for the weekday AM and PM peak hours. The operational
analysis is performed for the following conditions:
Existing year 2022
Year of completion, year 2023, with and without the proposed development
Five-year planning horizon, year 2028, with and without the proposed development
The evaluation includes the intersections of:
Site access at Ashland Street
Site accessesat Main Street
Ashland Street at Main St/Oak Knoll Rd
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160 Madison Street Suite A
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EXISTING STREET NETWORK
3.1 EXISTING ROADWAY NETWORK
The site has frontage on Ashland Street to the south and Main Street to the east.
Ashland St is classified as a Boulevard by the City of Ashland and is within the jurisdiction of
ODOT between the I-5 interchange and the City limits to the south. ODOT classifies this
section of roadway as a District Highway.Ashland Street is one lane in each direction with no
center turn lane east of the site access/Sutton Place. There are bike lanes along the site
frontage and connecting to the west. There are no sidewalks along the site frontage. The site
will be providing sidewalks from the site to connect to the sidewalks to the west.
Main St is classified as an Avenue by the City of Ashland and is under Jackson County
jurisdiction. Main St is one lane in each direction with shoulders but no striped bike lanes or
sidewalks. The development will be providing sidewalks along the site frontage.
The roadway characteristics of streets within the study area are included in Table 1.
TABLE 1: ROADWAY CHARACTERISTICS WITHIN STUDY AREA
Ashland St Main St
Jackson
ODOT
County
District
Avenue
Highway
35 mph 45 mph
1 1
West of
None
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Median
Bikes Lanes
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Present
Sidewalks Present
None
On-Street Parking
None None
3.2 STUDY AREA INTERSECTIONS
The site will be utilizing the existing access connection to Ashland Street. The access is
currently one lane for egress and one lane on Ashland Street for ingress.
The site will be proposing to utilize the two existing access connections to Main St. These
connections are proposed as one lane for egress and shared through-turn lanes for ingress.
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The southeastern edge of the development is bordered by the two-way stop-controlled
intersection of Ashland St at Main St/Oak Knoll St. The Main St and Oak Knoll St approaches
are offset.
Figure 2 provides an illustration of the existing intersection and access lane geometry control.
3.3 INTERSECTION CRASH EVALUATION
A crash investigation was performed for the study area intersections. The analysis investigates
crashes that have been reported to the state for the most recent 5 years, 1/01/2016-
12/31/2020, to determine the crash rate in crashes per million vehicles on the roadway and
the types of crashes that occurred. For ODOT facilities, the crash rate is compared to the
statewide crash rate. If the calculated crash rate exceeds the statewide crash rate, the
location is investigated for further mitigation measures. Crash data was provided by ODOT for
the study area and included in Appendix B. The results of the crash analysis are provided in
Tables 2 and 3.
TABLE 2: INTERSECTION CRASH RATE
Number
of Crash Statewide
Type Crashes ADT rate* Crash Rate
Ashland St at Main St Stop 5 7,940 0.14 0.475 Under
Ashland St at Access Stop 0 6,850 0 0.475 Under
Main St at Stop 0 2,300 0 0.475 Under
Stop\[ 0 2,300 0 0.475 Under
*
As shown in Table 2, all intersections have a crash rate lower than the statewide crash rate.
Mitigation is not triggered based on the crash rate.
TABLE 3: INTERSECTION CRASH PATTERNS
Pedestrian/
Crashes Head Rear Side Other
Bike
Ashland at Main St 5 0 00 23 0
*
As demonstrated in Table 2, the crash rates are below the statewide crash rates.
There were 5 crashes reported at Ashland St and Main St/Oak Knoll intersection. Two of the
crashes are classified as turning movements,and three are classified as “other”. Of the turn
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movement crashes, one was a right turn from Main St to Ashland St colliding with a
northbound through on Ashland St; the other crash was a left turn from Main St to Ashland
colliding with a northbound through. The three crashes classified as “other” consisted of two
single-vehicle crashes; both crashes were attributed to driver error. The third crash involved a
vehicle crossing Ashland St from Main St to Oak Knoll Dr colliding with a northbound through
vehicle. There is no apparent pattern of crashes that would warrant mitigation.
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TRIP GENERATION
The site vehicle trips are estimated using the ITE Trip Generation Manual, 11 Edition. The
th
most closely matched land use is 210-Single Family Detached Housing. Table 4 provides the
trip generation estimate for the weekday AM and PM peak hours.
TABLE 4: VEHICLE TRIP GENERATION-PEAK HOURS
Rate In Out
(26%) (74%)
AM Peak Hour Ln(T)=0.91ln(x)+0.1216
4 12
63% 37%
PM Peak Hour Ln(T)=0.94ln(x)+0.2720
12 8
The additional housing units are anticipated to generate 16 AM peak hour and 20 PM peak
hour trips.
The site trips are estimated to use the street network with similar travel patterns as the
existing residential within close proximity to the site. Recent traffic counts at Sutton Place at
Ashland St and Oak Knoll at Ashland St demonstrate that the existing travel patterns are :
AM Peak Hour
80% to/from west via Ashland St
5% to/from south via Ashland St
15% to/from south via Main St
PM Peak Hour
40% to/from west via Ashland St
40% to/from south via Ashland St
20% to/from north via Ashland St
The site trips are assumed to be distributed to the access connections via the shortest path
routing. Figure 3 provides an illustration of the AM peak hour trips, and Figure 4 provides an
illustration of the PM peak hour development trip generation.
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Eugene, Oregon 97402 - 541.513.3376 - sandowengineering.com
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SANDOW
ENGINEERING
BACKGROUND TRAFFIC VOLUMES
5.1 INTERSECTION COUNTS
As part of the analysis, new AM and PM peak hour turning movement counts were collected at
the Ashland Street main entrance/Sutton Place intersection and Ashland Street at Main St/Oak
Knoll Dr intersection.
Traffic counts were performed in July 2022 for the weekday peak period of 7:00 AM to 9:00
AM and 4:00 PM to 6:00 PM. The turning movement counts illustrate that the weekday peak
hours occur from 7:15-8:15 AM and 4:15-5:15 PM.
The traffic volumes are included in Appendix C.
5.2 SEASONAL ADJUSTMENT
The application of seasonal adjustment factors (SAF) account for the fact that volumes along
State Highways fluctuate from month to month due to changes in recreational behavior, etc.
The design hour traffic volumes are adjusted to reflect traffic conditions on roadways during
the peak month ofthe year using a seasonal adjustment factor.Ashland Sthas a peak
fluctuation in traffic during the summer months associated with commuter and summer
trends. July is the peak month for travel on this section of Ashland St. Therefore, no SAF is
required for these counts.
5. 3 FUTURE YEAR BACKGROUND VOLUMES
The proposed site development is projected to be completed by the year 2023. Consistent
with the traffic impact analysis criteria, the intersections were evaluated for the year of
completion, year 2023, and a 5-year planning horizon, year 2028. The growth rate for
roadways within the study area was determined using the City of Ashland TSP data for this
area. The growth rate within the project area is estimated at 0.90% per year. To be
conservative, a growth rate of 1.0% per year is used.
5.4 FINAL BACKGROUND VOLUMES
The existing traffic volumes were adjusted according to the methodology described above.
Appendix C provides the traffic volume calculations. The following figures illustrate the traffic
volumes.
Figure 5- Year 2022 AM Background
Figure 6- Year 2022 PM Background
Figure 7- Year 2023 AM with and without the project trips
Figure 8- Year 2023 PM with and without the project trips
Figure 9- Year 2028 AM with and without the project trips
Figure 10- Year 2028 PM with and without the project trips
8.15.22
13
Ashland Hills TIA
Eugene, Oregon 97402 - 541.513.3376 - sandowengineering.com
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SANDOW
ENGINEERING
INTERSECTION ANALYSIS
6.1 PERFORMANCE MEASURES
The performance measure used in this study is the volume-to-capacity ratio (v/c). 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. V/C is the threshold for which
ODOT evaluates the operation of intersections, as defined by the Oregon Highway Plan. V/C
thresholds are defined based on roadway classification and speed.Ashland St through the
study area is designated as District Highway with a posted speed of 35 mph. Stop-control
intersections have a v/c threshold of 0.75 for the mainline and 0.80 for the stopped approach.
Jackson County also uses v/c as a measure of intersection operation, with a v/c threshold of
0.95.
For this study, volume to capacity intersection analysis was completed according to the
Highway Capacity Manual (HCM 6) method implemented in SYNCHRO Version 10. The results
are illustrated in Table 5 for the AM peak hour and Table 6 for the PM peak hour. Appendix D
includes the Synchro Outputs.
TABLE 5: INTERSECTION PERFORMANCE: WEEKDAY AM PEAK HOUR
Standard
V/C 2022 2023 2023 2028 2028
LOS Build Build
Ashland at Main St 0.75/0.80 0.10 0.10 0.11 0.12 0.12
Ashland at
0.75/0.80 0.02 0.02 0.03 0.03 0.03
Main St
0.95 N/A N/A 0.01 N/A 0.01
Access
0.95 N/A N/A 0.01 N/A 0.01
Access
As shown in Table 5, all intersections meet the applicable mobility standards for the AM peak
hour.
8.15.22
20
Ashland Hills TIA
SANDOW
ENGINEERING
TABLE 6: INTERSECTION PERFORMANCE: WEEKDAY PM PEAK HOUR
Standard
V/C 2022 2023 2023 2028 2028
LOS Build Build
Ashland at Main St 0.75/0.80 0.18 0.19 0.19 0.21 0.21
Ashland at Access 0.75/0.80 0.04 0.04 0.04 0.04 0.05
0.95 N/A N/A 0.01 N/A
Access
0.95 N/A N/A 0.01 N/A
Access
As shown in Table 6, the applicable mobility standards are met for the PM peak hour.
QUEUE ANALYSIS
A queuing analysis was conducted for the studied intersections. The 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. The average and 95 th percentile
queuing results are illustrated in Table 7 for the AM peak hour and Table 9 for the PM peak
hour. 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.TheSimTraffic outputs are provided
in Appendix E.
8.15.22
21
Ashland Hills TIA
SANDOW
ENGINEERING
TABLE 7: INTERSECTION QUEUING: WEEKDAYAM PEAK HOUR
20222023 2023 Build 2028 2028 Build
B
95 th Average 95 th Average 95 th Average 95 th Average 95 th Average
Ashland EB LT 75 25 25 25 25 25 25 25 25 25 25
@ Site
SB LTR100 25 25 25 25 50 25 25 25 50 25
Access
EB LT 730 25 25 25 25 25 25 25 25 25 25
WB LT 170 25 25 25 25 0 0 25 0 25 0
WB R 100 75 25 50 25 25 0 25 25 75 25
Ashland
@ Main
NB LTR 350 50 25 50 25 50 25 50 25 50 25
SB L60 50 25 50 25 50 25 50 25 50 25
SB TR1000+ 25 25 50 25 50 25 50 25 25 25
Main @
S. Site EB LR 50 N/A N/A N/A N/A 25 25 N/A N/A 25 25
Access
Main @ EB LR 20 N/A N/A N/A N/A 25 25 N/A N/A 25 0
E. Site
Access
NB LT300 N/A N/A N/A N/A 25 25 N/A N/A 0 0
As demonstrated in Table 7, the addition of development trips does not substantially increase
queuing conditions over existing conditions. There are no queue spillbacks between the site
access connections and the adjacent intersections.
8.15.22
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Ashland Hills TIA
SANDOW
ENGINEERING
TABLE 8: INTERSECTION QUEUING: WEEKDAYPM PEAK HOUR
20222023 2023 Build 2028 2028 Build
B
95 th Average 95 th Average 95 th Average 95 th Average 95 th Average
EB LT 75 25 25 25 25 25 25 25 25 25 25
Ashland
@ Site WB TR270 25 25 25 25 25 25 25 25 25 25
Access
SB LTR 100 50 25 50 25 50 25 50 25 50 25
EB LT 730 25 25 50 25 50 25 50 25 50 25
WB LT 170 25 25 25 25 25 25 25 25 25 25
Ashland WB R 100 25 25 25 25 25 0 25 25 50 25
@ Main
NB LTR 350 50 25 50 25 50 25 50 25 50 25
SB L60 50 25 50 25 50 25 50 25 50 25
SB TR1000+ 50 25 50 25 50 25 50 25
Main @
S. Site EB LR 50 N/A N/A N/A N/A 25 25 N/A N/A 25 25
Access
Main @ EB LR 20 N/A N/A N/A N/A 25 25 N/A N/A 25 25
E. Site
Access
NB LT300 N/A N/A N/A N/A 25 25 N/A N/A 25 25
As demonstrated in Table 8, the addition of development trips does not substantially increase
queuing conditions over existing conditions. There are no queue spillbacks between the site
access connections and the adjacent intersections.
8.15.22
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Ashland Hills TIA
SANDOW
ENGINEERING
TURN LANE WARRANT
The site access connections were evaluated for the need for turn pockets.
Left Turn
ODOT’s Analysis Procedures Manual has three criteria for determining when a separate left-
turn pocket should be installed. Criterion 1 is the comparison of left-turn traffic volumes to
the traffic volumes per travel lane on the main line. As per Figure 9, during the year 2028 AM
peak hour, there are 12 left turns and 270vehicles per lane.As per Figure 10, during the year
2028 PM peak hour, there are 5 left turns and 357 vehicles per lane. The speed of Ashland
Street at the site access is 40 mph. The illustration below shows the left turn lane criterion.
As demonstrated, the left turn volume criterionis not met for the site access to Ashland St.
8.15.22
24
Ashland Hills TIA
SANDOW
ENGINEERING
Right Turn
ODOT’s Analysis Procedures Manual has three criteria for determining when a separate right-
turn pocket should be installed. Criterion 1 is the comparison of right-turn traffic volumes to
approaching traffic volumes. As per Figure 9, during the year 2028 AM peak hour, there are
less than 5right turns and 292 approaching volumes. As per Figure 10, during the year 2028
PM peak hour, there are less than 5right turns and 342 approaching volumes. The speed of
Ashland Stat the site access is 35 mph. The illustration below shows the right turn lane
criterion.
As shown in the illustration, a right turn lane volume criterion is not met for the site access on
Ashland St.
8.15.22
25
Ashland Hills TIA
SANDOW
ENGINEERING
Main St at Site Access
Left Turn
ODOT’s Analysis Procedures Manual has three criteria for determining when a separate left-
turn pocket should be installed. Criterion 1 is the comparison of left-turn traffic volumes to
the traffic volumes per travel lane on the main line. As per Figure 9, during the year 2028 AM
peak hour, there are 2left turns and 99vehicles per lane. As per Figure 10, during the year
2028 PM peak hour, there are 2 leftturns and 126 vehicles per lane. The speed of Main Stat
the site access is 40 mph. The illustration below shows the left turn lane criterion.
As demonstrated in the illustration, the turn volume criterion is not met for the AM and PM
peak hours.
8.15.22
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Ashland Hills TIA
SANDOW
ENGINEERING
As per Figure 9, during the 2028 Am peak hour, there is 1 right turn and 85 approaching
volumes. As per Figure 10, during the 2028 PM peak hour, there are 4 right turns and 134
approaching volumes. The illustration below shows the right turn criterion.
As demonstrated in the illustration, the turn volume criterion is not met for the AM or PM
peak hours.
SIGHT DISTANCE
The development proposal includes the relocation of the site access on Main St. The accesses
will be full movement. The site access connections to Main St were evaluated for sight
distance according to the AASHTO methodology. Sight distances are classified by the stopping
sight distance (SSD) for the major roadway and departure/intersection sight distance (ISD) for
the site accesses. The SSD is the length of roadway needed for a vehicle traveling at the design
speed to safely stop for a stationary object in the roadway. The required sight distance allows
a driver to perceive and react to an object 2 feet high on the roadway visible from a driver’s
eye height of 3.5 feet above the ground. The (ISD) is a measure of the length of visibility of the
roadway given to a stopped driver on a minor road approach. The distance provides time to
8.15.22
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Ashland Hills TIA
SANDOW
ENGINEERING
perceive and react to gaps in traffic to allow a driver to safely turn into the roadway. For this
calculation, it is assumed that the driver’s eye is 3.5 feet above the ground and that the object
to be seen is 3.5 feet above the ground of the intersecting road.
The standards for evaluating SSD and ISD follow the methodology in the AASHTO’s A Policy on
Geometric Design of Highways and Streets (2011). As per the AASHTO methodology,
intersections and driveways should, at a minimum, meet the SSD requirements.However, it is
desirable to achieve the ISD whenever possible.
Stopping sight distance is based on the speed of the major roadway. Main Sthas a posted
speed of 40 mph within 500 feet of the access. As per AASHTO, the SSD is 305 feet. The
available stopping sight distance exceeds this distance. Figure 11 provides an illustration of
the sight distance.
The recommended intersection sight distance is calculated for a vehicle turning from the access
onto Main St for both left and right turn maneuvers. Therefore, the intersection site distance
calculations are based on Case B1 of the AASHTO manual. Again, the speed used is 40 mph,
Figure 11
resulting in an ISD of 445 feet for this approach. The available ISD exceeds this distance.
provides an illustration of the sight distance.
8.15.22
28
Ashland Hills TIA
SANDOW
ENGINEERING
ASHLAND STREET AT MAIN STREET INTERSECTION
The intersection of Ashland Street at Main St/Oak Knoll Dr has been identified for
improvements through the City of Ashland Capital Improvement Plans. The City is considering
a roundabout or realignment of movements at the intersection to eliminate/improve the
offset between Main St and Oak Knoll Drive.The following provides a conceptual evaluation
of the roundabout to determine if the right-of-way is sufficient or if additional right-of-way
would be required from the Ashland Hills site.
DESIGN CONSIDERATIONS
Crashes: There are no identified crash patterns that would need to be mitigated with the
roundabout.
The peak hour traffic volumes are used to determine the number of entry
lanes per approach and the number of circulating lanes needed at each location. Guidance
from the Federal Highway Administration, Roundabouts: An Informational Guide, Publication
No FHWA-RD-00-067, was used for guidance as to when single vs. dual lanes are needed. The
design considers the entry flow (vehicles/hour) and the circulatory flow (vehicles/hour) at the
entry point for each approach. The volumes are illustrated in Table 9. The volumes were
compared to the maximum capacity for one-lane roundabouts illustrated in Exhibit A below.
-.
8.15.22
30
Ashland Hills TIA
SANDOW
ENGINEERING
TABLE 9: PEAK HOUR INTERSECTION VOLUMES FOR ROUNDABOUT DESIGN
Ashland St at Main St/Oak Knoll Dr
# Entry Lanes # Circulating Lanes
Movement Volumes
1 1
NBL 2 Entering 354
NBT 272 Circulating 49
NBR 79
1 1
WBL 64 Entering 132
WBT 14 Circulating 286
WBR 55
1 1
SBL 31 Entering 342
SBT 289 Circulating 80
SBR 22
1 1
EBL 10 Entering 22
EBT 8 Circulating 384
EBR 4
The volumes represented in the Table are for the PM peak hour as the PM peak hour has
higher volumes than the AM peak hour. As demonstrated in Table 9, a single-lane roundabout
with single-lane approaches is sufficient.
Ashland St/Hwy 66 has a truck AADT of approximately 450 and has WB-62
truck trips daily. Therefore, the roundabout should accommodate a WB-62.
The roundabout should have an inscribed diameter of 100-130 feet to
accommodate the WB-62s.The roundabout should have the splitter islands and flared
approach entries to reduce speed.
There is a large grade separation between Main St and the north leg of Ashland St, and utility
conflicts. The grade separation and curvature of the roadway make it difficult to align Main St
to the north. Additionally, the approach skew between Ashland Street and Oak Knoll Dr
requires that the roundabout be aligned in the middle of the existing intersection to maintain
separation in approach angles for both approaches. Therefore, the roundabout will have to
shift to align to the south and west. Two layout options are provided below. Option 1
maintains the northbound lane between Ashland St and Main St. The southbound right turn
lanes from Ashland St to Oak Knoll Dr is maintained in both options. In both options right of
way will need to be obtained in the southwest corner.
Roundabout Option 1: Alignment with northbound slip lane.
Roundabout Option 2: Alignment with no northbound slip lane.
The volume-to-capacity ratio and queuing evaluated were for the AM and PM peak hours for
the year 2028 conditions. Table 10 provides the results.Appendix F provides the evaluation
sheets.
8.15.22
31
Ashland Hills TIA
SANDOW
ENGINEERING
TABLE 10: ROUNDABOUT OPTERATION
AM PM
Queue Queue
0.30 25 0.45 50
0.19 25 0.22 25
0.39 50 0.44 50
0.09 25 0.06 25
The roundabout will operate within the standards, and there are no
with
8.15.22
32
Ashland Hills TIA
SANDOW
ENGINEERING
2: RwithN
The roundabout can be located to not impact the Ashland Hills development site. However, a
right of way will be needed from the southwest corner to facilitate the design requirements.
CONCLUSION
The study evaluates conditions with the completion of the reconstruction of the SOESD
Phoenix Complex. The evaluation considers the AM and PM Peak hours for the existing
conditions (year 2022), the year of completion with and without development (year 2023), and
a 5-year future horizon with and without development (year 2028).
FINDINGS
All studied intersections and access connections operate within the mobility standards
with and without the development traffic.
The addition of development traffic does not substantially increase queuing conditions.
Crash rates and patterns do not require mitigation.
Right and left turn lanes are not warranted at the site accesses.
A roundabout at the intersection of Ashland St at Main Street/Oak Knoll will need to
have an inscribed diameter of 100-150’ to facilitate semi-truck through movements on
Ashland Street. Given the grading issues in the northeast corner of the intersection
8.15.22
33
Ashland Hills TIA
SANDOW
ENGINEERING
(between Ashland Street and Main Street), the roundabout will have to be placed with
significant right of way usage within the tax lot in the southwest corner (between
Ashland Street and Oak Knoll Drive. A single-lane roundabout can be facilitated at this
intersection without additional right of way needs from the development site
8.15.22
34
Ashland Hills TIA
:
APPENDIX
SANDOW ENGINEERING
S:\\19-1202\\_civil\\C-SITE.dwg, 7/25/2022 1:34:23 PM, 1:1
:
APPENDIX
SANDOW ENGINEERING
CRASH RATE/ CRASH RATE/
MILLION MILESMILLION MILES
685568502500250.000400000.00.16794579402898100.000400000.00.14
AVG. YEARLY AVG. YEARLY
CRASHESCRASHES
AVG. ANNUAL MILES AVG. ANNUAL MILES
(MILLIONS)(MILLIONS)
S-NSE- NW N-S / SE-NW
SE-NW/ NE-SW
Number of Years, nADTNumber of Years, nADT
N-NW / SE- NW
SE-W / E-W
W-E / W-E
P.M. PEAK P.M. PEAK
OTHEROTHER
HOURHOURREAR
TURNTURN
BIKEBIKE
REA
R
CHECKCHECK
0OK1OK0OK0OK11OK0OK11OK11OK111OK111OK11OK0OK
YEARPDOINJURYFATALHEADREARSIDETURNOTHERPEDBIKETOTALYEARPDOINJURYFATALHEADREARSIDETURNOTHERPEDBIKETOTAL
2000101000214000023005
Ashland St @ E Main St
Ashland St @ Sutton PL
5983 Ashland Hills
11
1
1
CRASH DATA SUMMAR
Y
120161
TOTALS:TOTALS:
201820202017201820192020
201620172019
:
APPENDIX
SANDOW ENGINEERING
8:00 AM8:15 AM8:30 AM8:45 AM9:00 AM
AMAMAMAMAM
7:007:157:307:458:00
Total
6245161140
107311191140
828957
Sutton Place @ OR66
2: Ashland Hills / 372 438 491 511 516
VolumeVolume
Intersections
Global Peak Hour
1: Main St / Oak Knoll
456519582608624
@ OR66
8:00 AM8:15 AM8:30 AM8:45 AM
AMAMAMAMAM
AM9:008:008:158:308:45
Time Period
Peak Hour
AMAMAMAM
7:007:157:307:458:00
511
276235
27.17%72.46%
Westbound 0.36%
%
RPed
TL
18200
075
197190
73.3%20.0%73.3%
102
1745
46.84%8.86%44.30%%37735013393
OR66
PED
PedLTR
@
Knoll
SouthboundNorthbound
181
Oak62
/
St
L
Main
1:
79
%
T
R
1
Peak
Ped
R
Adjusted
87.95%
4.02%
8.04%
%
T Facto
L
Hour
Adjustment
r
Seasonally
Eastbound
Seasonal
224
270
1.000
494
SBWBNBEBRightThruLeftRightThruLeftRightThruLeftRightThruLeftSBWBNBEB
7:007:15401115122403600332211247800017:157:3090817639045013423213510101007:307:457113211541056005543464412602017:458:007010178542640369104656115145600008:008:158171615440591271004975614151900108:158:
30831122115706810111235456216458200008:308:4530710216018213101404424615260800008:459:0018310312839067045965046016762400009:009:150000000000000000003129:159:300000000000000000000109:309:45000000000000
0000000009:4510:00000000000000000000000 6487711635833135027330311080063437735797520012763933459197182246240010
PedestriansPedestrians
Volume
Hourly
Volume
Minute
0.510.580.800.640.670.830.250.840.750.560.750.800.380.910.640.900.93
15
ApproachApproach
TotalTotal
RightThruLeft
8%14%3%7%6%0%0%0%6%11%13%0%
31151200021260
Eastbound
Eastbound
ApproachApproach
TotalTotal
Summary
RightThruLeft Count
Northbound
Hour
Northbound
Peak
PM
2022
19,
Approach
Approach
TotalTotal
July
OR66Ashand,OR
SOTETuesday,
RightThruLeft
Westbound
Westbound
Date:
City:
ApproachApproach
TotalTotal
@
Knoll
RightThruLeft
Southbound
Oak
Southbound
/
St
Main
es
1:
c
hil
Ve
Total
Intersection:
Volumes
ll Period
Counter:
Trucks
Period Trucks
A
PHF
f
Time
o
Peak
Count
%
l
Tota
Volume
Hourly
140420126474153535140559154573044702940154
00
Minute
Volume
116 Hour0346340701881139310817118573
7292
15
4010011230000311191908163600013022617111215380000514296601085110036084256171440011260042773101154001010034953071857101310003821821027370004505424
0000
PedsRightThruLeftPedsRightThruLeftPedsRightThruLeftPedsRightThruLeft
0607733110336213134822328731 WBNBEB WBNBEB
0000000000000000000000000000000000000000000000000000000000000000AM00000000AM00000000AM00000000AM00000000AM00000000AM00000000AM00000000AM00000000AM00000000AM00000000AM00000000AM00000000000000000000000
0
Hour0000200000200000
Volume
Hourly
036025013
11361545114712491351
00
Eastbound
Minute
Volume
10
Hour3115120002126051
69
15
SB
SB
LeftRightTotalLeftRightTotalLeftRightTotalLeftRightTotal
RightThruLeftRightThruLeftRightThruLeftRightThruLeftRightThruLeftRightThruLeftRightThruLeftRightThruLeft
41462210024430 Hour000000000000
SouthboundWestboundNorthboundEastbound
NorthboundEastbound
001110012000030006002030005100031024200140107101030105000330006010120018
NENWSWSE
Northbound
Westbound
SouthboundWestbound
Southbound
OR66
@
Knoll
Cars
Oak
and
PedestriansPeriodPeriodPeriodPedestriansPeriod
/
St
AMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAM
TotalTotalTotalTotal
Main
Trucks
7:007:458:008:158:308:459:009:159:309:457:007:458:008:158:308:459:009:159:309:457:007:157:307:458:008:158:308:459:009:159:309:457:007:157:307:458:008:158:308:459:009:159:309:45
7:157:307:157:30
PeakPeakPeak
es
TimeTimeTimeTime
Peak
1:
Bik
493
272221
97.79%
1.84%Westbound 0.37%
%
RPed
TL
9266
25220102
OR66
100.0%0.0%100.0%
14
85.71%0.00%14.29%%6010080018
PED
@
PedLTR
Place
SouthboundNorthbound
Sutton
21
9
/
Hills
L
Ashland
7
%
T
2:
R
2
Peak
Ped
R
Adjusted
96.07%
0.00%
3.93%
%
T Facto
L
Hour
Adjustment
r
Seasonally
Eastbound
Seasonal
229
280
1.000
509
SBWBNBEBRightThruLeftRightThruLeftRightThruLeftRightThruLeftSBWBNBEB
7:007:15000013003100000251265701007:157:30100105015100112310338600007:307:451001054054003304704710501027:458:002002060060001106016112437200008:008:151012062062000005455912343840008:158:30000007407400
5506006013949100008:308:453003175076001104414512551100008:459:002002455160002206236512951600009:009:150000000000000000042029:159:300000000000000000040009:309:450000000000000000000009:4510:00000000000
000000000000 100164602001323831188812404
6017526612720088022092295160202
Pedestrians
Pedestrians
Volume
Hourly
Volume
Minute
0.500.000.250.580.310.890.250.890.000.000.400.400.000.890.450.880.93
15
ApproachApproach
TotalTotal
RightThruLeft
0%0%0%20%7%0%0%0%13%0%11%11%
00011800010241
Eastbound
Eastbound
ApproachApproach
TotalTotal
Summary
RightThruLeft Count
Northbound
Hour
Northbound
Peak
PM
2022
19,
Approach
Approach
TotalTotal
July
OR66Ashand,OR
SOTETuesday,
RightThruLeft
Westbound
Westbound
Date:
City:
@
ApproachApproach
Place
TotalTotal
Sutton
RightThruLeft
Southbound
/
Hills
Southbound
Ashland
es
2:
c
hil
Ve
Total
Intersection:
Volumes
ll Period
Counter:
Trucks
Period Trucks
A
PHF
f
Time
o
Peak
Count
%
l
Tota
Volume
Hourly
116345108400128449117469118471036302350118
00
Minute
Volume
Hour46010424810007001968471
537997
15
0001129000022101000471101280010105103204200200058010054141100550000474000006904005500300171010040102003531200543
0000
PedsRightThruLeftPedsRightThruLeftPedsRightThruLeftPedsRightThruLeft
41001254332000122134210 WBNBEB WBNBEB
0000000000000000000000000000000000000000000000000000000000000000AM00000000AM00000000AM00000000AM00000000AM00000000AM00000000AM00000000AM00000000AM00000000AM00000000AM00000000AM00000000000000000000000
0
Hour00000000000000000
Volume
Hourly
827842030019011
153811421145
00
Eastbound
Minute
Volume
Hour0001180001024145
478
15
SB SB
010030030130030050020060070071051050040040120080
LeftRightTotalLeftRightTotalLeftRightTotalLeftRightTotal
RightThruLeftRightThruLeftRightThruLeftRightThruLeftRightThruLeftRightThruLeftRightThruLeftRightThruLeft
00012700011411 Hour000000000000
SouthboundWestboundNorthboundEastbound
SouthboundWestboundNorthboundEastbound
NENWSWSE
Northbound
Westbound
Southbound
OR66
@
Place
Sutton
Cars
/
and
Hills
PedestriansPeriodPeriodPeriodPedestriansPeriod
Ashland
AMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAM
TotalTotalTotalTotal
Trucks
7:008:008:158:308:459:009:159:309:457:008:158:309:009:159:309:457:007:157:307:458:008:158:308:459:009:159:309:457:007:157:307:458:008:158:308:459:009:159:309:45
7:157:307:457:157:307:458:008:45
PeakPeakPeak
es
TimeTimeTimeTime
Peak
2:
Bik
Ped25R288.3Ped080R292.6T2331L234.3T2091L249.1
100Ped
297L10282T286L19212T
181848
2601013973701: Main St / Oak Knoll @ 0800135103
TLPE
71584108
OR66
D
PedLT
R
R
02Ped237
R
olumes Background 2: Ashland Hills / Sutton
TLPE
Place @ OR66
D
PedLT
R
V
pm
R
202
243
8
R
Years of Growth6
Growth Rate Per Year0.010
202
.
22028
106
e
g
hlidht
or
ea
g
Hi
Base Yea ac
arge
EDIT
row
trY
th Ft
r
T G
Ped25R274.7Ped076R278.8T2221L223.2T1991L237.4
90Ped
283L9269T273L18202T
260101377350080013393181745
1: Main St / Oak Knoll @
TLPE
71480103
OR66
D
PedLT
R
R
02Ped226
R
olumes Background
2: Ashland Hills / Sutton
TLPE
Place @ OR66
D
PedLT
R
V
AM
202
R
3
231
R
Years of Growth1
Growth Rate Per Year0.010
202
.
22023
101
e
g
hlidht
or
ea
g
Hi
Base Yea ac
arge
EDIT
row
trY
th Ft
r
T G
Ped25R272Ped075R276T2201L221T1971L235
90Ped
280L9266T270L18200T
080013393181745
260101377350
1: Main St / Oak Knoll @ OR66
TLPE
71479102
D
PedLT
R
R
02Ped224
R
2: Ashland Hills / Sutton
TLPE
Place @ OR66
D
olume PedLT
R
Vs
2022AM
R
Existin
229
g
R
5:00 PM5:15 PM5:30 PM5:45 PM
PMPMPMPM
4:004:154:304:45
Total
8086851479
14671479139513751302
Sutton Place @ OR66
2: Ashland Hills / 659 685 643 638 601
Intersections
VolumeVolume
Global Peak Hour
1: Main St / Oak Knoll
808794752737701
@ OR66
5:00 PM5:15 PM5:30 PM5:45 PM
PMPMPMPMPM
PM6:004:154:304:455:00
Time Period
Peak Hour
PMPMPMPM
4:004:154:304:455:00
666
331335
22.05%77.34%
Westbound 0.60%
%
RPed
TL
27256
173
2722210
42.9%38.1%42.9%
108
3621
40.98%10.66%48.36%%50135900984
OR66
PED
PedLTR
@
Knoll
SouthboundNorthbound
230
Oak57
/
St
L
Main
1:
122
%
T
R
1
Peak
Ped
R
Adjusted
85.00%
8.44%6.56%
%
T Facto
L
Hour
Adjustment
r
Seasonally
Eastbound
Seasonal
320
315
1.000
635
SBWBNBEBRightThruLeftRightThruLeftRightThruLeftRightThruLeftSBWBNBEB
16:0016:151421228197909803811957773210000016:1516:30161183521672900123585393221000016:3016:451451332228001020134542653191000016:4517:001141227175307034184671081186808000017:0017:159316281356069123677
8893196794000117:1517:307318288603710224563876179752010017:3017:45741021185006804591361478176737000017:4518:005271416450610336658569150701000018:0018:1500000000000000000010118:1518:300000000000000000
0000118:3018:4500000000000000000000018:4519:00000000000000000000000 83241061344905420275451151150902035013591227325623314892121272273207940001
PedestriansPedestrians
Volume
Hourly
Volume
Minute
0.780.650.820.870.830.800.250.810.330.500.750.660.750.800.680.860.90
15
ApproachApproach
TotalTotal
RightThruLeft
2%0%2%4%4%0%0%0%0%0%3%7%
101390000092
Eastbound
Eastbound
ApproachApproach
TotalTotal
Summary
RightThruLeft Count
Northbound
Hour
Northbound
Peak
PM
2022
19,
Approach
Approach
TotalTotal
July
OR66Ashand,OR
SOTETuesday,
RightThruLeft
Westbound
Westbound
Date:
City:
ApproachApproach
TotalTotal
@
Knoll
RightThruLeft
Southbound
Oak
Southbound
/
St
Main
es
1:
c
hil
Ve
Total
Intersection:
Volumes
ll Period
Counter:
Trucks
Period Trucks
A
PHF
f
Time
o
Peak
Count
%
l
Tota
Volume
Hourly
179775191769171728169710147678048703160147
00
Minute
Volume
197212187 Hour04913580702472048912126325769
15
1421219680038856716118196620125793145132276001354261041117500341466977678553022560874101748004513583427164300336585
0000
PedsRightThruLeftPedsRightThruLeftPedsRightThruLeftPedsRightThruLeft
081241051130461504202715349548 WBNBEB WBNBEB
00000000000000000000000000000000000000000000000000000000000000000000000000000000
Hour0000200000200000 PM00000000PM00000000PM00000000PM00000000PM00000000PM00000000PM00000000PM00000000PM00000000PM00000000PM00000000PM00000000
Volume
Hourly
733525824727323018010
0300
Eastbound
Minute
Volume
13
Hour10139000009225
94
15
SB
SB
1
110060000011021030031000
LeftRightTotalLeftRightTotalLeftRightTotalLeftRightTotal
RightThruLeftRightThruLeftRightThruLeftRightThruLeftRightThruLeftRightThruLeftRightThruLeftRightThruLeft
20142900001163 Hour000000000000
SouthboundWestboundNorthboundEastbound
NorthboundEastbound
931612550123
NENWSWSE
Northbound
Westbound
SouthboundWestbound
000110021000411030011000500121002
1
7318
Southbound
OR66
@
Knoll
Cars
Oak
and
PedestriansPeriodPeriodPeriodPedestriansPeriod
/
St
PMPMPMPMPMPMPMPMPMPMPMPM Total PMPMPMPMPMPMPMPMPMPMPMPM Total PMPMPMPMPMPMPMPMPMPMPMPM TotalTotal
Main
Trucks
4:004:154:304:455:005:155:305:456:006:156:306:454:004:154:304:455:005:155:305:456:006:156:306:454:004:154:304:455:005:155:305:456:006:156:306:454:004:154:304:455:005:155:305:456:006:156:306:45
PeakPeakPeak
es
TimeTimeTimeTime
Peak
1:
Bik
638
320318
98.44%
1.25%Westbound 0.31%
%
RPed
TL
25315
04314140
OR66
100.0%0.0%100.0%
29
76.47%0.00%23.53%%13040050055
PED
@
PedLTR
Place
SouthboundNorthbound
Sutton
4610
/
Hills
L
Ashland
17
%
T
2:
R
2
Peak
Ped
R
Adjusted
91.55%
7.29%1.17%
%
T Facto
L
Hour
Adjustment
r
Seasonally
Eastbound
Seasonal
343
333
1.000
676
SBWBNBEBRightThruLeftRightThruLeftRightThruLeftRightThruLeftSBWBNBEB
16:0016:1500111862890000365270160000016:1516:3010121830840011187694181000016:3016:4550160901910011251962160000016:4517:0020243650680011179585158659000017:0017:15500507707700220975102186685000217:1517
:3040040590590000365876139643000017:3017:4570073610641001176683155638000017:4518:0000111510520022062466121601000018:0018:1500000000000000000000218:1518:3000000000000000000000218:3018:4500000000000000
000000018:4519:00000000000000000000000 2406957231071158245126000061304174315132000554314253436850000
Pedestrians
Pedestrians
Volume
Hourly
Volume
Minute
0.650.000.500.710.330.880.250.880.000.000.630.630.500.810.690.840.92
15
ApproachApproach
TotalTotal
RightThruLeft
0%0%0%0%3%0%0%0%0%0%2%0%
000090000070
Eastbound
Eastbound
ApproachApproach
TotalTotal
Summary
RightThruLeft Count
Northbound
Hour
Northbound
Peak
PM
2022
19,
Approach
Approach
TotalTotal
July
OR66Ashand,OR
SOTETuesday,
RightThruLeft
Westbound
Westbound
Date:
City:
@
ApproachApproach
Place
TotalTotal
Sutton
RightThruLeft
Southbound
/
Hills
Southbound
Ashland
es
2:
c
hil
Ve
Total
Intersection:
Volumes
ll Period
Counter:
Trucks
Period Trucks
A
PHF
f
Time
o
Peak
Count
%
l
Tota
Volume
Hourly
154639183669134627152623117586040302690117
00
Minute
Volume
153176156 Hour0130404306100052430725669
15
0118020036421118200118365108610125192236200117850955400550003648703600101746011490020604
0000
PedsRightThruLeftPedsRightThruLeftPedsRightThruLeftPedsRightThruLeft
02406095503010721156945 WBNBEB WBNBEB
00000000000000000000000000000000000000000000000000000000000000000000000000000000
Hour00000000000000000 PM00000000PM00000000PM00000000PM00000000PM00000000PM00000000PM00000000PM00000000PM00000000PM00000000PM00000000PM00000000
Volume
Hourly
420316516315415012
070400
Eastbound
Minute
Volume
Hour00009000007016
754
15
SB SB
2
LeftRightTotalLeftRightTotalLeftRightTotalLeftRightTotal
RightThruLeftRightThruLeftRightThruLeftRightThruLeftRightThruLeftRightThruLeftRightThruLeftRightThruLeft
00002200000130 Hour000000000000
SouthboundWestboundNorthboundEastbound
SouthboundWestboundNorthboundEastbound
5007600214012122
NENWSWSE
Northbound
Westbound
61431412
Southbound
OR66
@
Place
Sutton
Cars
/
and
Hills
PedestriansPeriodPeriodPeriodPedestriansPeriod
Ashland
PMPMPMPMPMPMPMPMPMPMPMPM Total PMPMPMPMPMPMPMPMPMPMPMPM Total PMPMPMPMPMPMPMPMPMPMPMPM TotalTotal
Trucks
4:004:154:304:455:005:155:305:456:006:156:306:454:004:154:304:455:005:155:305:456:006:156:306:454:004:154:304:455:005:155:305:456:006:156:306:454:004:154:304:455:005:155:305:456:006:156:306:45
PeakPeakPeak
es
TimeTimeTimeTime
Peak
2:
Bik
Ped04R339.2Ped177R350.9T3331L337.1T2882L355.1
220Ped
353L27334T334L29271T
553822
214040153146301: Main St / Oak Knoll @ 050001084
TLPE
1831129114
OR66
D
PedLT
R
R
40Ped339
R
olumes Background 2: Ashland Hills / Sutton
TLPE
Place @ OR66
D
PedLT
R
V
pm
R
202
364
8
R
Years of Growth6
Growth Rate Per Year0.010
202
.
22028
106
e
g
hlidht
or
ea
g
Hi
Base Yea ac
arge
EDIT
row
trY
th Ft
r
T G
Ped04R323.2Ped174R334.3T3171L321.2T2752L338.4
210Ped
336L25318T318L27259T
2130401511360005000984553621
1: Main St / Oak Knoll @
TLPE
1729123109
OR66
D
PedLT
R
R
40Ped323
R
olumes Background
2: Ashland Hills / Sutton
TLPE
Place @ OR66
D
PedLT
R
V
PM
202
R
3
346
R
Years of Growth1
Growth Rate Per Year0.010
202
.
22023
101
e
g
hlidht
or
ea
g
Hi
Base Yea ac
arge
EDIT
row
trY
th Ft
r
T G
Ped04R320Ped173R331T3141L318T2722L335
210Ped
333L25315T315L27256T
05000984553621
21304015013590
1: Main St / Oak Knoll @ OR66
TLPE
1729122108
D
PedLT
R
R
40Ped320
R
2: Ashland Hills / Sutton
TLPE
Place @ OR66
D
olume PedLT
R
Vs
2022PM
R
Existin
343
g
R
:
APPENDIX
SANDOW ENGINEERING
HCM 6th TWSC
07/25/2022
3: Sutton Pi/W site Access & Ashland St
Intersection
Int Delay, s/veh0.5
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Vol, veh/h9220112665811106
Future Vol, veh/h9220112665811106
Conflicting Peds, #/hr000000000000
Sign Control FreeFreeFreeFreeFreeFreeStopStopStopStopStopStop
RT Channelized--None--None--None--None
Storage Length120-----------
Veh in Median Storage, #-0--0--0--0-
Grade, %-0--0--0--0-
Peak Hour Factor939393939393939393939393
Heavy Vehicles, %1111007201300000
Mvmt Flow10237112865911106
Major/MinorMajor1Major2Minor1Minor2
Conflicting Flow All2910023800552551238550549289
Stage 1------258258-291291-
Stage 2------294293-259258-
Critical Hdwy4.21--4.1--7.236.56.27.16.56.2
Critical Hdwy Stg 1------6.235.5-6.15.5-
Critical Hdwy Stg 2------6.235.5-6.15.5-
Follow-up Hdwy2.299--2.2--3.61743.33.543.3
Pot Cap-1 Maneuver1221--1341--428445806449446755
Stage 1------723698-721675-
Stage 2------691674-750698-
Platoon blocked, %----
Mov Cap-1 Maneuver1221--1341--422441806445442755
Mov Cap-2 Maneuver------422441-445442-
Stage 1------717692-715674-
Stage 2------684673-742692-
ApproachEBWBNBSB
HCM Control Delay, s0.3013.310.3
HCM LOSBB
Minor Lane/Major MvmtNBLn1EBLEBTEBRWBLWBTWBRSBLn1
Capacity (veh/h)4451221--1341--687
HCM Lane V/C Ratio0.0240.008--0.001--0.011
HCM Control Delay (s)13.38--7.70-10.3
HCM Lane LOSBA--AA-B
HCM 95th %tile Q(veh)0.10--0--0
5983 Ashland Hills 05/25/2022 2022 Background AmSynchro 10 Report
Page 1
HCM 6th TWSC
07/25/2022
8: Oak Knoll Dr/E Main St & Ashland St
Intersection
Int Delay, s/veh3.1
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Vol, veh/h181979120075339335737
Future Vol, veh/h181979120075339335737
Conflicting Peds, #/hr000000000000
Sign Control FreeFreeFreeFreeFreeFreeStopStopStopStopStopStop
RT Channelized--Free--Free--None--None
Storage Length--0--0---0--
Veh in Median Storage, #-0--0--0--0-
Grade, %-0--0--0--0-
Peak Hour Factor939393939393939393939393
Heavy Vehicles, %013110676003148
Mvmt Flow19212101215813510338840
Major/MinorMajor1Major2Minor1Minor2
Conflicting Flow All2150-21200491467212474467215
Stage 1------250250-217217-
Stage 2------241217-257250-
Critical Hdwy4.1--4.1--7.166.56.27.136.646.28
Critical Hdwy Stg 1------6.165.5-6.135.64-
Critical Hdwy Stg 2------6.165.5-6.135.64-
Follow-up Hdwy2.2--2.2--3.55443.33.5274.1263.372
Pot Cap-1 Maneuver1367-01370-0481496833499476810
Stage 1--0--0745704-783701-
Stage 2--0--0754727-745678-
Platoon blocked, %--
Mov Cap-1 Maneuver1367--1370--446488833483468810
Mov Cap-2 Maneuver------446488-483468-
Stage 1------733693-770700-
Stage 2------709726-720667-
ApproachEBWBNBSB
HCM Control Delay, s0.6013.611.5
HCM LOSBB
Minor Lane/Major MvmtNBLn1EBLEBTWBLWBTSBLn1SBLn2
Capacity (veh/h)4691367-1370-483726
HCM Lane V/C Ratio0.1030.014-0.001-0.0780.065
HCM Control Delay (s)13.67.707.6013.110.3
HCM Lane LOSBAAAABB
HCM 95th %tile Q(veh)0.30-0-0.30.2
5983 Ashland Hills 05/25/2022 2022 Background AmSynchro 10 Report
Page 2
HCM 6th TWSC
07/25/2022
3: Sutton Pi/W site Access & Ashland St
Intersection
Int Delay, s/veh0.6
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Vol, veh/h9222112695811116
Future Vol, veh/h9222112695811116
Conflicting Peds, #/hr000000000000
Sign Control FreeFreeFreeFreeFreeFreeStopStopStopStopStopStop
RT Channelized--None--None--None--None
Storage Length120-----------
Veh in Median Storage, #-0--0--0--0-
Grade, %-0--0--0--0-
Peak Hour Factor939393939393939393939393
Heavy Vehicles, %1111007201300000
Mvmt Flow10239112895911116
Major/MinorMajor1Major2Minor1Minor2
Conflicting Flow All2940024000557556240555554292
Stage 1------260260-294294-
Stage 2------297296-261260-
Critical Hdwy4.21--4.1--7.236.56.27.16.56.2
Critical Hdwy Stg 1------6.235.5-6.15.5-
Critical Hdwy Stg 2------6.235.5-6.15.5-
Follow-up Hdwy2.299--2.2--3.61743.33.543.3
Pot Cap-1 Maneuver1218--1339--425442804445443752
Stage 1------721697-719673-
Stage 2------689672-748697-
Platoon blocked, %----
Mov Cap-1 Maneuver1218--1339--418438804441439752
Mov Cap-2 Maneuver------418438-441439-
Stage 1------715691-713672-
Stage 2------681671-740691-
ApproachEBWBNBSB
HCM Control Delay, s0.3013.410.7
HCM LOSBB
Minor Lane/Major MvmtNBLn1EBLEBTEBRWBLWBTWBRSBLn1
Capacity (veh/h)4411218--1339--639
HCM Lane V/C Ratio0.0240.008--0.001--0.013
HCM Control Delay (s)13.48--7.70-10.7
HCM Lane LOSBA--AA-B
HCM 95th %tile Q(veh)0.10--0--0
5983 Ashland Hills 05/25/2022 2023 Background AmSynchro 10 Report
Page 1
HCM 6th TWSC
07/25/2022
8: Oak Knoll Dr/E Main St & Ashland St
Intersection
Int Delay, s/veh3
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Vol, veh/h181999120276339335737
Future Vol, veh/h181999120276339335737
Conflicting Peds, #/hr000000000000
Sign Control FreeFreeFreeFreeFreeFreeStopStopStopStopStopStop
RT Channelized--Free--Free--None--None
Storage Length--0--0---0--
Veh in Median Storage, #-0--0--0--0-
Grade, %-0--0--0--0-
Peak Hour Factor939393939393939393939393
Heavy Vehicles, %013110676003148
Mvmt Flow19214101217823510338840
Major/MinorMajor1Major2Minor1Minor2
Conflicting Flow All2170-21400495471214478471217
Stage 1------252252-219219-
Stage 2------243219-259252-
Critical Hdwy4.1--4.1--7.166.56.27.136.646.28
Critical Hdwy Stg 1------6.165.5-6.135.64-
Critical Hdwy Stg 2------6.165.5-6.135.64-
Follow-up Hdwy2.2--2.2--3.55443.33.5274.1263.372
Pot Cap-1 Maneuver1365-01368-0478494831496474808
Stage 1--0--0743702-781700-
Stage 2--0--0752726-744677-
Platoon blocked, %--
Mov Cap-1 Maneuver1365--1368--443486831480466808
Mov Cap-2 Maneuver------443486-480466-
Stage 1------731691-769699-
Stage 2------707725-719666-
ApproachEBWBNBSB
HCM Control Delay, s0.6013.611.5
HCM LOSBB
Minor Lane/Major MvmtNBLn1EBLEBTWBLWBTSBLn1SBLn2
Capacity (veh/h)4661365-1368-480724
HCM Lane V/C Ratio0.1040.014-0.001-0.0780.065
HCM Control Delay (s)13.67.707.6013.110.3
HCM Lane LOSBAAAABB
HCM 95th %tile Q(veh)0.30-0-0.30.2
5983 Ashland Hills 05/25/2022 2023 Background AmSynchro 10 Report
Page 2
HCM 6th TWSC
07/25/2022
3: Sutton Pi/W site Access & Ashland St
Intersection
Int Delay, s/veh0.8
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Vol, veh/h112241127358112114
Future Vol, veh/h112241127358112114
Conflicting Peds, #/hr000000000000
Sign Control FreeFreeFreeFreeFreeFreeStopStopStopStopStopStop
RT Channelized--None--None--None--None
Storage Length120-----------
Veh in Median Storage, #-0--0--0--0-
Grade, %-0--0--0--0-
Peak Hour Factor939393939393939393939393
Heavy Vehicles, %1111007201300000
Mvmt Flow122411129459112115
Major/MinorMajor1Major2Minor1Minor2
Conflicting Flow All2990024200573567242566565297
Stage 1------266266-299299-
Stage 2------307301-267266-
Critical Hdwy4.21--4.1--7.236.56.27.16.56.2
Critical Hdwy Stg 1------6.235.5-6.15.5-
Critical Hdwy Stg 2------6.235.5-6.15.5-
Follow-up Hdwy2.299--2.2--3.61743.33.543.3
Pot Cap-1 Maneuver1213--1336--414436802438437747
Stage 1------716692-714670-
Stage 2------680669-743692-
Platoon blocked, %----
Mov Cap-1 Maneuver1213--1336--402431802433432747
Mov Cap-2 Maneuver------402431-433432-
Stage 1------709685-707669-
Stage 2------665668-734685-
ApproachEBWBNBSB
HCM Control Delay, s0.4013.710.6
HCM LOSBB
Minor Lane/Major MvmtNBLn1EBLEBTEBRWBLWBTWBRSBLn1
Capacity (veh/h)4261213--1336--662
HCM Lane V/C Ratio0.0250.01--0.001--0.028
HCM Control Delay (s)13.78--7.70-10.6
HCM Lane LOSBA--AA-B
HCM 95th %tile Q(veh)0.10--0--0.1
5983 Ashland Hills 05/25/2022 2023 Build AmSynchro 10 Report
Page 1
HCM 6th TWSC
07/25/2022
8: Oak Knoll Dr/E Main St & Ashland St
Intersection
Int Delay, s/veh3.2
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Vol, veh/h202009120277339436741
Future Vol, veh/h202009120277339436741
Conflicting Peds, #/hr000000000000
Sign Control FreeFreeFreeFreeFreeFreeStopStopStopStopStopStop
RT Channelized--Free--Free--None--None
Storage Length--0--0---0--
Veh in Median Storage, #-0--0--0--0-
Grade, %-0--0--0--0-
Peak Hour Factor939393939393939393939393
Heavy Vehicles, %013110676003148
Mvmt Flow22215101217833510439844
Major/MinorMajor1Major2Minor1Minor2
Conflicting Flow All2170-21500504478215485478217
Stage 1------259259-219219-
Stage 2------245219-266259-
Critical Hdwy4.1--4.1--7.166.56.27.136.646.28
Critical Hdwy Stg 1------6.165.5-6.135.64-
Critical Hdwy Stg 2------6.165.5-6.135.64-
Follow-up Hdwy2.2--2.2--3.55443.33.5274.1263.372
Pot Cap-1 Maneuver1365-01367-0472489830491469808
Stage 1--0--0737697-781700-
Stage 2--0--0750726-737672-
Platoon blocked, %--
Mov Cap-1 Maneuver1365--1367--434480830474460808
Mov Cap-2 Maneuver------434480-474460-
Stage 1------724684-767699-
Stage 2------701725-710660-
ApproachEBWBNBSB
HCM Control Delay, s0.7013.711.6
HCM LOSBB
Minor Lane/Major MvmtNBLn1EBLEBTWBLWBTSBLn1SBLn2
Capacity (veh/h)4621365-1367-474728
HCM Lane V/C Ratio0.1070.016-0.001-0.0820.071
HCM Control Delay (s)13.77.707.6013.310.3
HCM Lane LOSBAAAABB
HCM 95th %tile Q(veh)0.40-0-0.30.2
5983 Ashland Hills 05/25/2022 2023 Build AmSynchro 10 Report
Page 2
HCM 6th TWSC
07/25/2022
13: E Main St & West Site Access
Intersection
Int Delay, s/veh0.2
MovementEBLEBRNBLNBTSBTSBR
Lane Configurations
Traffic Vol, veh/h121104801
Future Vol, veh/h121104801
Conflicting Peds, #/hr000000
Sign Control StopStopFreeFreeFreeFree
RT Channelized-None-None-None
Storage Length0-----
Veh in Median Storage, #0--00-
Grade, %0--00-
Peak Hour Factor929292929292
Heavy Vehicles, %0004180
Mvmt Flow121113871
Major/MinorMinor2Major1Major2
Conflicting Flow All20388880-0
Stage 188-----
Stage 2115-----
Critical Hdwy6.46.24.1---
Critical Hdwy Stg 15.4-----
Critical Hdwy Stg 25.4-----
Follow-up Hdwy3.53.32.2---
Pot Cap-1 Maneuver7909761520---
Stage 1940-----
Stage 2915-----
Platoon blocked, %---
Mov Cap-1 Maneuver7899761520---
Mov Cap-2 Maneuver789-----
Stage 1939-----
Stage 2915-----
ApproachEBNBSB
HCM Control Delay, s90.10
HCM LOSA
Minor Lane/Major MvmtNBLNBTEBLn1SBTSBR
Capacity (veh/h)1520-905--
HCM Lane V/C Ratio0.001-0.004--
HCM Control Delay (s)7.409--
HCM Lane LOSAAA--
HCM 95th %tile Q(veh)0-0--
5983 Ashland Hills 05/25/2022 2023 Build AmSynchro 10 Report
Page 3
HCM 6th TWSC
07/25/2022
15: East Site Access & E Main St
Intersection
Int Delay, s/veh0.2
MovementEBLEBRNBLNBTSBTSBR
Lane Configurations
Traffic Vol, veh/h132104820
Future Vol, veh/h132104820
Conflicting Peds, #/hr000000
Sign Control StopStopFreeFreeFreeFree
RT Channelized-None-None-None
Storage Length0-----
Veh in Median Storage, #0--00-
Grade, %0--00-
Peak Hour Factor929292929292
Heavy Vehicles, %0004180
Mvmt Flow132113890
Major/MinorMinor2Major1Major2
Conflicting Flow All20689890-0
Stage 189-----
Stage 2117-----
Critical Hdwy6.46.24.1---
Critical Hdwy Stg 15.4-----
Critical Hdwy Stg 25.4-----
Follow-up Hdwy3.53.32.2---
Pot Cap-1 Maneuver7879751519---
Stage 1940-----
Stage 2913-----
Platoon blocked, %---
Mov Cap-1 Maneuver7869751519---
Mov Cap-2 Maneuver786-----
Stage 1939-----
Stage 2913-----
ApproachEBNBSB
HCM Control Delay, s8.90.10
HCM LOSA
Minor Lane/Major MvmtNBLNBTEBLn1SBTSBR
Capacity (veh/h)1519-920--
HCM Lane V/C Ratio0.001-0.005--
HCM Control Delay (s)7.408.9--
HCM Lane LOSAAA--
HCM 95th %tile Q(veh)0-0--
5983 Ashland Hills 05/25/2022 2023 Build AmSynchro 10 Report
Page 4
HCM 6th TWSC
07/25/2022
3: Sutton Pi/W site Access & Ashland St
Intersection
Int Delay, s/veh0.5
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Vol, veh/h10233112825811116
Future Vol, veh/h10233112825811116
Conflicting Peds, #/hr000000000000
Sign Control FreeFreeFreeFreeFreeFreeStopStopStopStopStopStop
RT Channelized--None--None--None--None
Storage Length120-----------
Veh in Median Storage, #-0--0--0--0-
Grade, %-0--0--0--0-
Peak Hour Factor939393939393939393939393
Heavy Vehicles, %1111007201300000
Mvmt Flow11251113035911116
Major/MinorMajor1Major2Minor1Minor2
Conflicting Flow All3080025200585584252583582306
Stage 1------274274-308308-
Stage 2------311310-275274-
Critical Hdwy4.21--4.1--7.236.56.27.16.56.2
Critical Hdwy Stg 1------6.235.5-6.15.5-
Critical Hdwy Stg 2------6.235.5-6.15.5-
Follow-up Hdwy2.299--2.2--3.61743.33.543.3
Pot Cap-1 Maneuver1203--1325--407426792427427739
Stage 1------709687-706664-
Stage 2------677663-736687-
Platoon blocked, %----
Mov Cap-1 Maneuver1203--1325--400422792422423739
Mov Cap-2 Maneuver------400422-422423-
Stage 1------703681-700663-
Stage 2------669662-727681-
ApproachEBWBNBSB
HCM Control Delay, s0.3013.710.9
HCM LOSBB
Minor Lane/Major MvmtNBLn1EBLEBTEBRWBLWBTWBRSBLn1
Capacity (veh/h)4231203--1325--622
HCM Lane V/C Ratio0.0250.009--0.001--0.014
HCM Control Delay (s)13.78--7.70-10.9
HCM Lane LOSBA--AA-B
HCM 95th %tile Q(veh)0.10--0--0
5983 Ashland Hills 05/25/2022 2028 Background AmSynchro 10 Report
Page 1
HCM 6th TWSC
07/25/2022
8: Oak Knoll Dr/E Main St & Ashland St
Intersection
Int Delay, s/veh3.1
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Vol, veh/h19209101212803510337739
Future Vol, veh/h19209101212803510337739
Conflicting Peds, #/hr000000000000
Sign Control FreeFreeFreeFreeFreeFreeStopStopStopStopStopStop
RT Channelized--Free--Free--None--None
Storage Length--0--0---0--
Veh in Median Storage, #-0--0--0--0-
Grade, %-0--0--0--0-
Peak Hour Factor939393939393939393939393
Heavy Vehicles, %013110676003148
Mvmt Flow20225111228863811340842
Major/MinorMajor1Major2Minor1Minor2
Conflicting Flow All2280-22500520495225502495228
Stage 1------265265-230230-
Stage 2------255230-272265-
Critical Hdwy4.1--4.1--7.166.56.27.136.646.28
Critical Hdwy Stg 1------6.165.5-6.135.64-
Critical Hdwy Stg 2------6.165.5-6.135.64-
Follow-up Hdwy2.2--2.2--3.55443.33.5274.1263.372
Pot Cap-1 Maneuver1352-01356-0460479819478459797
Stage 1--0--0732693-771692-
Stage 2--0--0741718-732668-
Platoon blocked, %--
Mov Cap-1 Maneuver1352--1356--425470819461451797
Mov Cap-2 Maneuver------425470-461451-
Stage 1------720681-758691-
Stage 2------694717-705657-
ApproachEBWBNBSB
HCM Control Delay, s0.6014.111.8
HCM LOSBB
Minor Lane/Major MvmtNBLn1EBLEBTWBLWBTSBLn1SBLn2
Capacity (veh/h)4471352-1356-461714
HCM Lane V/C Ratio0.1150.015-0.001-0.0860.069
HCM Control Delay (s)14.17.707.7013.510.4
HCM Lane LOSBAAAABB
HCM 95th %tile Q(veh)0.40-0-0.30.2
5983 Ashland Hills 05/25/2022 2028 Background AmSynchro 10 Report
Page 2
HCM 6th TWSC
07/25/2022
3: Sutton Pi/W site Access & Ashland St
Intersection
Int Delay, s/veh0.7
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Vol, veh/h122351128658112114
Future Vol, veh/h122351128658112114
Conflicting Peds, #/hr000000000000
Sign Control FreeFreeFreeFreeFreeFreeStopStopStopStopStopStop
RT Channelized--None--None--None--None
Storage Length120-----------
Veh in Median Storage, #-0--0--0--0-
Grade, %-0--0--0--0-
Peak Hour Factor939393939393939393939393
Heavy Vehicles, %1111007201300000
Mvmt Flow132531130859112115
Major/MinorMajor1Major2Minor1Minor2
Conflicting Flow All3130025400601595254594593311
Stage 1------280280-313313-
Stage 2------321315-281280-
Critical Hdwy4.21--4.1--7.236.56.27.16.56.2
Critical Hdwy Stg 1------6.235.5-6.15.5-
Critical Hdwy Stg 2------6.235.5-6.15.5-
Follow-up Hdwy2.299--2.2--3.61743.33.543.3
Pot Cap-1 Maneuver1198--1323--397420790420421734
Stage 1------703683-702661-
Stage 2------668659-730683-
Platoon blocked, %----
Mov Cap-1 Maneuver1198--1323--385415790415416734
Mov Cap-2 Maneuver------385415-415416-
Stage 1------695675-694660-
Stage 2------653658-720675-
ApproachEBWBNBSB
HCM Control Delay, s0.401410.7
HCM LOSBB
Minor Lane/Major MvmtNBLn1EBLEBTEBRWBLWBTWBRSBLn1
Capacity (veh/h)4091198--1323--646
HCM Lane V/C Ratio0.0260.011--0.001--0.028
HCM Control Delay (s)148--7.70-10.7
HCM Lane LOSBA--AA-B
HCM 95th %tile Q(veh)0.10--0--0.1
5983 Ashland Hills 05/25/2022 2028 Build AmSynchro 10 Report
Page 1
HCM 6th TWSC
07/25/2022
8: Oak Knoll Dr/E Main St & Ashland St
Intersection
Int Delay, s/veh3.3
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Vol, veh/h21210101212813510438743
Future Vol, veh/h21210101212813510438743
Conflicting Peds, #/hr000000000000
Sign Control FreeFreeFreeFreeFreeFreeStopStopStopStopStopStop
RT Channelized--Free--Free--None--None
Storage Length--0--0---0--
Veh in Median Storage, #-0--0--0--0-
Grade, %-0--0--0--0-
Peak Hour Factor939393939393939393939393
Heavy Vehicles, %013110676003148
Mvmt Flow23226111228873811441846
Major/MinorMajor1Major2Minor1Minor2
Conflicting Flow All2280-22600529502226510502228
Stage 1------272272-230230-
Stage 2------257230-280272-
Critical Hdwy4.1--4.1--7.166.56.27.136.646.28
Critical Hdwy Stg 1------6.165.5-6.135.64-
Critical Hdwy Stg 2------6.165.5-6.135.64-
Follow-up Hdwy2.2--2.2--3.55443.33.5274.1263.372
Pot Cap-1 Maneuver1352-01354-0454474818472455797
Stage 1--0--0725688-771692-
Stage 2--0--0739718-725663-
Platoon blocked, %--
Mov Cap-1 Maneuver1352--1354--416465818454446797
Mov Cap-2 Maneuver------416465-454446-
Stage 1------711675-756691-
Stage 2------688717-696650-
ApproachEBWBNBSB
HCM Control Delay, s0.7014.211.8
HCM LOSBB
Minor Lane/Major MvmtNBLn1EBLEBTWBLWBTSBLn1SBLn2
Capacity (veh/h)4431352-1354-454718
HCM Lane V/C Ratio0.1190.017-0.001-0.090.075
HCM Control Delay (s)14.27.707.7013.710.4
HCM Lane LOSBAAAABB
HCM 95th %tile Q(veh)0.40.1-0-0.30.2
5983 Ashland Hills 05/25/2022 2028 Build AmSynchro 10 Report
Page 2
HCM 6th TWSC
07/25/2022
13: E Main St & West Site Access
Intersection
Int Delay, s/veh0.2
MovementEBLEBRNBLNBTSBTSBR
Lane Configurations
Traffic Vol, veh/h121109841
Future Vol, veh/h121109841
Conflicting Peds, #/hr000000
Sign Control StopStopFreeFreeFreeFree
RT Channelized-None-None-None
Storage Length0-----
Veh in Median Storage, #0--00-
Grade, %0--00-
Peak Hour Factor929292929292
Heavy Vehicles, %0004180
Mvmt Flow121118911
Major/MinorMinor2Major1Major2
Conflicting Flow All21292920-0
Stage 192-----
Stage 2120-----
Critical Hdwy6.46.24.1---
Critical Hdwy Stg 15.4-----
Critical Hdwy Stg 25.4-----
Follow-up Hdwy3.53.32.2---
Pot Cap-1 Maneuver7819711515---
Stage 1937-----
Stage 2910-----
Platoon blocked, %---
Mov Cap-1 Maneuver7809711515---
Mov Cap-2 Maneuver780-----
Stage 1936-----
Stage 2910-----
ApproachEBNBSB
HCM Control Delay, s90.10
HCM LOSA
Minor Lane/Major MvmtNBLNBTEBLn1SBTSBR
Capacity (veh/h)1515-898--
HCM Lane V/C Ratio0.001-0.004--
HCM Control Delay (s)7.409--
HCM Lane LOSAAA--
HCM 95th %tile Q(veh)0-0--
5983 Ashland Hills 05/25/2022 2028 Build AmSynchro 10 Report
Page 3
HCM 6th TWSC
07/25/2022
15: East Site Access & E Main St
Intersection
Int Delay, s/veh0.2
MovementEBLEBRNBLNBTSBTSBR
Lane Configurations
Traffic Vol, veh/h132109860
Future Vol, veh/h132109860
Conflicting Peds, #/hr000000
Sign Control StopStopFreeFreeFreeFree
RT Channelized-None-None-None
Storage Length0-----
Veh in Median Storage, #0--00-
Grade, %0--00-
Peak Hour Factor929292929292
Heavy Vehicles, %0004180
Mvmt Flow132118930
Major/MinorMinor2Major1Major2
Conflicting Flow All21593930-0
Stage 193-----
Stage 2122-----
Critical Hdwy6.46.24.1---
Critical Hdwy Stg 15.4-----
Critical Hdwy Stg 25.4-----
Follow-up Hdwy3.53.32.2---
Pot Cap-1 Maneuver7789701514---
Stage 1936-----
Stage 2908-----
Platoon blocked, %---
Mov Cap-1 Maneuver7779701514---
Mov Cap-2 Maneuver777-----
Stage 1935-----
Stage 2908-----
ApproachEBNBSB
HCM Control Delay, s90.10
HCM LOSA
Minor Lane/Major MvmtNBLNBTEBLn1SBTSBR
Capacity (veh/h)1514-913--
HCM Lane V/C Ratio0.001-0.005--
HCM Control Delay (s)7.409--
HCM Lane LOSAAA--
HCM 95th %tile Q(veh)0-0--
5983 Ashland Hills 05/25/2022 2028 Build AmSynchro 10 Report
Page 4
HCM 6th TWSC
07/25/2022
3: Sutton Pi/W site Access & Ashland St
Intersection
Int Delay, s/veh0.8
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Vol, veh/h253144131545114113
Future Vol, veh/h253144131545114113
Conflicting Peds, #/hr000000000000
Sign Control FreeFreeFreeFreeFreeFreeStopStopStopStopStopStop
RT Channelized--None--None--None--None
Storage Length120-----------
Veh in Median Storage, #-0--0--0--0-
Grade, %-0--0--0--0-
Peak Hour Factor929292929292929292929292
Heavy Vehicles, %020030000000
Mvmt Flow273414134245114114
Major/MinorMajor1Major2Minor1Minor2
Conflicting Flow All3460034500751745343744745344
Stage 1------397397-346346-
Stage 2------354348-398399-
Critical Hdwy4.1--4.1--7.16.56.27.16.56.2
Critical Hdwy Stg 1------6.15.5-6.15.5-
Critical Hdwy Stg 2------6.15.5-6.15.5-
Follow-up Hdwy2.2--2.2--3.543.33.543.3
Pot Cap-1 Maneuver1224--1225--330345704333345703
Stage 1------633607-674639-
Stage 2------667638-632606-
Platoon blocked, %----
Mov Cap-1 Maneuver1224--1225--317337704326337703
Mov Cap-2 Maneuver------317337-326337-
Stage 1------619594-659638-
Stage 2------652637-616593-
ApproachEBWBNBSB
HCM Control Delay, s0.6015.612
HCM LOSCB
Minor Lane/Major MvmtNBLn1EBLEBTEBRWBLWBTWBRSBLn1
Capacity (veh/h)3471224--1225--534
HCM Lane V/C Ratio0.0220.022--0.001--0.037
HCM Control Delay (s)15.68--7.90-12
HCM Lane LOSCA--AA-B
HCM 95th %tile Q(veh)0.10.1--0--0.1
5983 Ashland Hills 05/25/2022 2022 Exsiting PMSynchro 10 Report
Page 1
HCM 6th TWSC
07/25/2022
8: Oak Knoll Dr/E Main St & Ashland St
Intersection
Int Delay, s/veh3.3
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Vol, veh/h2727221225673984591350
Future Vol, veh/h2727221225673984591350
Conflicting Peds, #/hr000000000000
Sign Control FreeFreeFreeFreeFreeFreeStopStopStopStopStopStop
RT Channelized--Free--Free--None--None
Storage Length--0--0---0--
Veh in Median Storage, #-0--0--0--0-
Grade, %-0--0--0--0-
Peak Hour Factor909090909090909090909090
Heavy Vehicles, %730044000202
Mvmt Flow30302232284811094661456
Major/MinorMajor1Major2Minor1Minor2
Conflicting Flow All2840-30200685650302657650284
Stage 1------362362-288288-
Stage 2------323288-369362-
Critical Hdwy4.17--4.1--7.16.56.27.126.56.22
Critical Hdwy Stg 1------6.15.5-6.125.5-
Critical Hdwy Stg 2------6.15.5-6.125.5-
Follow-up Hdwy2.263--2.2--3.543.33.51843.318
Pot Cap-1 Maneuver1250-01270-0365391742378391755
Stage 1--0--0661629-720677-
Stage 2--0--0693677-651629-
Platoon blocked, %--
Mov Cap-1 Maneuver1250--1270--320379742360379755
Mov Cap-2 Maneuver------320379-360379-
Stage 1------642611-699676-
Stage 2------627676-619611-
ApproachEBWBNBSB
HCM Control Delay, s0.70.11514.3
HCM LOSCB
Minor Lane/Major MvmtNBLn1EBLEBTWBLWBTSBLn1SBLn2
Capacity (veh/h)3841250-1270-360627
HCM Lane V/C Ratio0.0610.024-0.002-0.1820.112
HCM Control Delay (s)15807.8017.211.5
HCM Lane LOSCAAAACB
HCM 95th %tile Q(veh)0.20.1-0-0.70.4
5983 Ashland Hills 05/25/2022 2022 Exsiting PMSynchro 10 Report
Page 2
HCM 6th TWSC
07/25/2022
3: Sutton Pi/W site Access & Ashland St
Intersection
Int Delay, s/veh0.8
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Vol, veh/h253174131845114113
Future Vol, veh/h253174131845114113
Conflicting Peds, #/hr000000000000
Sign Control FreeFreeFreeFreeFreeFreeStopStopStopStopStopStop
RT Channelized--None--None--None--None
Storage Length120-----------
Veh in Median Storage, #-0--0--0--0-
Grade, %-0--0--0--0-
Peak Hour Factor929292929292929292929292
Heavy Vehicles, %020030000000
Mvmt Flow273454134645114114
Major/MinorMajor1Major2Minor1Minor2
Conflicting Flow All3500034900759753347752753348
Stage 1------401401-350350-
Stage 2------358352-402403-
Critical Hdwy4.1--4.1--7.16.56.27.16.56.2
Critical Hdwy Stg 1------6.15.5-6.15.5-
Critical Hdwy Stg 2------6.15.5-6.15.5-
Follow-up Hdwy2.2--2.2--3.543.33.543.3
Pot Cap-1 Maneuver1220--1221--326341701329341700
Stage 1------630604-671636-
Stage 2------664635-629603-
Platoon blocked, %----
Mov Cap-1 Maneuver1220--1221--313333701322333700
Mov Cap-2 Maneuver------313333-322333-
Stage 1------616591-656635-
Stage 2------649634-613590-
ApproachEBWBNBSB
HCM Control Delay, s0.6015.712.1
HCM LOSCB
Minor Lane/Major MvmtNBLn1EBLEBTEBRWBLWBTWBRSBLn1
Capacity (veh/h)3431220--1221--529
HCM Lane V/C Ratio0.0220.022--0.001--0.037
HCM Control Delay (s)15.78--80-12.1
HCM Lane LOSCA--AA-B
HCM 95th %tile Q(veh)0.10.1--0--0.1
5983 Ashland Hills 05/25/2022 2023 Background PMSynchro 10 Report
Page 1
HCM 6th TWSC
07/25/2022
8: Oak Knoll Dr/E Main St & Ashland St
Intersection
Int Delay, s/veh3.3
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Vol, veh/h2727521225974984601351
Future Vol, veh/h2727521225974984601351
Conflicting Peds, #/hr000000000000
Sign Control FreeFreeFreeFreeFreeFreeStopStopStopStopStopStop
RT Channelized--Free--Free--None--None
Storage Length--0--0---0--
Veh in Median Storage, #-0--0--0--0-
Grade, %-0--0--0--0-
Peak Hour Factor909090909090909090909090
Heavy Vehicles, %730044000202
Mvmt Flow30306232288821094671457
Major/MinorMajor1Major2Minor1Minor2
Conflicting Flow All2880-30600694658306665658288
Stage 1------366366-292292-
Stage 2------328292-373366-
Critical Hdwy4.17--4.1--7.16.56.27.126.56.22
Critical Hdwy Stg 1------6.15.5-6.125.5-
Critical Hdwy Stg 2------6.15.5-6.125.5-
Follow-up Hdwy2.263--2.2--3.543.33.51843.318
Pot Cap-1 Maneuver1246-01266-0360387739374387751
Stage 1--0--0657626-716675-
Stage 2--0--0689675-648626-
Platoon blocked, %--
Mov Cap-1 Maneuver1246--1266--315375739356375751
Mov Cap-2 Maneuver------315375-356375-
Stage 1------638608-695674-
Stage 2------622674-616608-
ApproachEBWBNBSB
HCM Control Delay, s0.70.115.114.4
HCM LOSCB
Minor Lane/Major MvmtNBLn1EBLEBTWBLWBTSBLn1SBLn2
Capacity (veh/h)3801246-1266-356624
HCM Lane V/C Ratio0.0610.024-0.002-0.1870.114
HCM Control Delay (s)15.1807.8017.411.5
HCM Lane LOSCAAAACB
HCM 95th %tile Q(veh)0.20.1-0-0.70.4
5983 Ashland Hills 05/25/2022 2023 Background PMSynchro 10 Report
Page 2
HCM 6th TWSC
07/25/2022
3: Sutton Pi/W site Access & Ashland St
Intersection
Int Delay, s/veh0.9
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Vol, veh/h303194132055115115
Future Vol, veh/h303194132055115115
Conflicting Peds, #/hr000000000000
Sign Control FreeFreeFreeFreeFreeFreeStopStopStopStopStopStop
RT Channelized--None--None--None--None
Storage Length120-----------
Veh in Median Storage, #-0--0--0--0-
Grade, %-0--0--0--0-
Peak Hour Factor929292929292929292929292
Heavy Vehicles, %020030000000
Mvmt Flow333474134855115116
Major/MinorMajor1Major2Minor1Minor2
Conflicting Flow All3530035100776770349769770351
Stage 1------415415-353353-
Stage 2------361355-416417-
Critical Hdwy4.1--4.1--7.16.56.27.16.56.2
Critical Hdwy Stg 1------6.15.5-6.15.5-
Critical Hdwy Stg 2------6.15.5-6.15.5-
Follow-up Hdwy2.2--2.2--3.543.33.543.3
Pot Cap-1 Maneuver1217--1219--317333699321333697
Stage 1------619596-668634-
Stage 2------662633-618595-
Platoon blocked, %----
Mov Cap-1 Maneuver1217--1219--302324699313324697
Mov Cap-2 Maneuver------302324-313324-
Stage 1------602580-650633-
Stage 2------645632-599579-
ApproachEBWBNBSB
HCM Control Delay, s0.7016.112.3
HCM LOSCB
Minor Lane/Major MvmtNBLn1EBLEBTEBRWBLWBTWBRSBLn1
Capacity (veh/h)3321217--1219--517
HCM Lane V/C Ratio0.0230.027--0.001--0.044
HCM Control Delay (s)16.18--80-12.3
HCM Lane LOSCA--AA-B
HCM 95th %tile Q(veh)0.10.1--0--0.1
5983 Ashland Hills 05/25/2022 2023 Build PMSynchro 10 Report
Page 1
HCM 6th TWSC
07/25/2022
8: Oak Knoll Dr/E Main St & Ashland St
Intersection
Int Delay, s/veh3.4
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Vol, veh/h2927621226076984611353
Future Vol, veh/h2927621226076984611353
Conflicting Peds, #/hr000000000000
Sign Control FreeFreeFreeFreeFreeFreeStopStopStopStopStopStop
RT Channelized--Free--Free--None--None
Storage Length--0--0---0--
Veh in Median Storage, #-0--0--0--0-
Grade, %-0--0--0--0-
Peak Hour Factor909090909090909090909090
Heavy Vehicles, %730044000202
Mvmt Flow32307232289841094681459
Major/MinorMajor1Major2Minor1Minor2
Conflicting Flow All2890-30700701664307671664289
Stage 1------371371-293293-
Stage 2------330293-378371-
Critical Hdwy4.17--4.1--7.16.56.27.126.56.22
Critical Hdwy Stg 1------6.15.5-6.125.5-
Critical Hdwy Stg 2------6.15.5-6.125.5-
Follow-up Hdwy2.263--2.2--3.543.33.51843.318
Pot Cap-1 Maneuver1245-01265-0356384738370384750
Stage 1--0--0653623-715674-
Stage 2--0--0687674-644623-
Platoon blocked, %--
Mov Cap-1 Maneuver1245--1265--310371738352371750
Mov Cap-2 Maneuver------310371-352371-
Stage 1------633604-693673-
Stage 2------618673-611604-
ApproachEBWBNBSB
HCM Control Delay, s0.80.115.214.5
HCM LOSCB
Minor Lane/Major MvmtNBLn1EBLEBTWBLWBTSBLn1SBLn2
Capacity (veh/h)3751245-1265-352624
HCM Lane V/C Ratio0.0620.026-0.002-0.1930.118
HCM Control Delay (s)15.2807.9017.711.5
HCM Lane LOSCAAAACB
HCM 95th %tile Q(veh)0.20.1-0-0.70.4
5983 Ashland Hills 05/25/2022 2023 Build PMSynchro 10 Report
Page 2
HCM 6th TWSC
07/25/2022
13: E Main St & West Site Access
Intersection
Int Delay, s/veh0.2
MovementEBLEBRNBLNBTSBTSBR
Lane Configurations
Traffic Vol, veh/h2121111273
Future Vol, veh/h2121111273
Conflicting Peds, #/hr000000
Sign Control StopStopFreeFreeFreeFree
RT Channelized-None-None-None
Storage Length0-----
Veh in Median Storage, #0--00-
Grade, %0--00-
Peak Hour Factor929292929292
Heavy Vehicles, %0001210
Mvmt Flow2121211383
Major/MinorMinor2Major1Major2
Conflicting Flow All2651401410-0
Stage 1140-----
Stage 2125-----
Critical Hdwy6.46.24.1---
Critical Hdwy Stg 15.4-----
Critical Hdwy Stg 25.4-----
Follow-up Hdwy3.53.32.2---
Pot Cap-1 Maneuver7289131455---
Stage 1892-----
Stage 2906-----
Platoon blocked, %---
Mov Cap-1 Maneuver7279131455---
Mov Cap-2 Maneuver727-----
Stage 1891-----
Stage 2906-----
ApproachEBNBSB
HCM Control Delay, s9.60.10
HCM LOSA
Minor Lane/Major MvmtNBLNBTEBLn1SBTSBR
Capacity (veh/h)1455-780--
HCM Lane V/C Ratio0.001-0.004--
HCM Control Delay (s)7.509.6--
HCM Lane LOSAAA--
HCM 95th %tile Q(veh)0-0--
5983 Ashland Hills 05/25/2022 2023 Build PMSynchro 10 Report
Page 3
HCM 6th TWSC
07/25/2022
15: East Site Acess & E Main St
Intersection
Int Delay, s/veh0.2
MovementEBLEBRNBLNBTSBTSBR
Lane Configurations
Traffic Vol, veh/h2221111244
Future Vol, veh/h2221111244
Conflicting Peds, #/hr000000
Sign Control StopStopFreeFreeFreeFree
RT Channelized-None-None-None
Storage Length0-----
Veh in Median Storage, #0--00-
Grade, %0--00-
Peak Hour Factor929292929292
Heavy Vehicles, %0001210
Mvmt Flow2221211354
Major/MinorMinor2Major1Major2
Conflicting Flow All2621371390-0
Stage 1137-----
Stage 2125-----
Critical Hdwy6.46.24.1---
Critical Hdwy Stg 15.4-----
Critical Hdwy Stg 25.4-----
Follow-up Hdwy3.53.32.2---
Pot Cap-1 Maneuver7319171457---
Stage 1895-----
Stage 2906-----
Platoon blocked, %---
Mov Cap-1 Maneuver7309171457---
Mov Cap-2 Maneuver730-----
Stage 1894-----
Stage 2906-----
ApproachEBNBSB
HCM Control Delay, s9.50.10
HCM LOSA
Minor Lane/Major MvmtNBLNBTEBLn1SBTSBR
Capacity (veh/h)1457-813--
HCM Lane V/C Ratio0.001-0.005--
HCM Control Delay (s)7.509.5--
HCM Lane LOSAAA--
HCM 95th %tile Q(veh)0-0--
5983 Ashland Hills 05/25/2022 2023 Build PMSynchro 10 Report
Page 4
HCM 6th TWSC
07/25/2022
3: Sutton Pi/W site Access & Ashland St
Intersection
Int Delay, s/veh0.8
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Vol, veh/h273334133445114114
Future Vol, veh/h273334133445114114
Conflicting Peds, #/hr000000000000
Sign Control FreeFreeFreeFreeFreeFreeStopStopStopStopStopStop
RT Channelized--None--None--None--None
Storage Length120-----------
Veh in Median Storage, #-0--0--0--0-
Grade, %-0--0--0--0-
Peak Hour Factor929292929292929292929292
Heavy Vehicles, %020030000000
Mvmt Flow293624136345114115
Major/MinorMajor1Major2Minor1Minor2
Conflicting Flow All3670036600797791364790791365
Stage 1------422422-367367-
Stage 2------375369-423424-
Critical Hdwy4.1--4.1--7.16.56.27.16.56.2
Critical Hdwy Stg 1------6.15.5-6.15.5-
Critical Hdwy Stg 2------6.15.5-6.15.5-
Follow-up Hdwy2.2--2.2--3.543.33.543.3
Pot Cap-1 Maneuver1203--1204--307324685310324685
Stage 1------613592-657626-
Stage 2------650624-613590-
Platoon blocked, %----
Mov Cap-1 Maneuver1203--1204--294316685303316685
Mov Cap-2 Maneuver------294316-303316-
Stage 1------598578-641625-
Stage 2------634623-596576-
ApproachEBWBNBSB
HCM Control Delay, s0.6016.412.3
HCM LOSCB
Minor Lane/Major MvmtNBLn1EBLEBTEBRWBLWBTWBRSBLn1
Capacity (veh/h)3241203--1204--516
HCM Lane V/C Ratio0.0230.024--0.001--0.04
HCM Control Delay (s)16.48.1--80-12.3
HCM Lane LOSCA--AA-B
HCM 95th %tile Q(veh)0.10.1--0--0.1
5983 Ashland Hills 05/25/2022 2028 Background PMSynchro 10 Report
Page 1
HCM 6th TWSC
07/25/2022
8: Oak Knoll Dr/E Main St & Ashland St
Intersection
Int Delay, s/veh3.4
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Vol, veh/h29288222271771084631453
Future Vol, veh/h29288222271771084631453
Conflicting Peds, #/hr000000000000
Sign Control FreeFreeFreeFreeFreeFreeStopStopStopStopStopStop
RT Channelized--Free--Free--None--None
Storage Length--0--0---0--
Veh in Median Storage, #-0--0--0--0-
Grade, %-0--0--0--0-
Peak Hour Factor909090909090909090909090
Heavy Vehicles, %730044000202
Mvmt Flow32320242301861194701659
Major/MinorMajor1Major2Minor1Minor2
Conflicting Flow All3010-32000727689320696689301
Stage 1------384384-305305-
Stage 2------343305-391384-
Critical Hdwy4.17--4.1--7.16.56.27.126.56.22
Critical Hdwy Stg 1------6.15.5-6.125.5-
Critical Hdwy Stg 2------6.15.5-6.125.5-
Follow-up Hdwy2.263--2.2--3.543.33.51843.318
Pot Cap-1 Maneuver1232-01251-0342371725356371739
Stage 1--0--0643615-705666-
Stage 2--0--0676666-633615-
Platoon blocked, %--
Mov Cap-1 Maneuver1232--1251--297358725338358739
Mov Cap-2 Maneuver------297358-338358-
Stage 1------622595-682665-
Stage 2------606665-600595-
ApproachEBWBNBSB
HCM Control Delay, s0.70.115.815
HCM LOSCC
Minor Lane/Major MvmtNBLn1EBLEBTWBLWBTSBLn1SBLn2
Capacity (veh/h)3581232-1251-338605
HCM Lane V/C Ratio0.0680.026-0.002-0.2070.123
HCM Control Delay (s)15.8807.9018.411.8
HCM Lane LOSCAAAACB
HCM 95th %tile Q(veh)0.20.1-0-0.80.4
5983 Ashland Hills 05/25/2022 2028 Background PMSynchro 10 Report
Page 2
HCM 6th TWSC
07/25/2022
3: Sutton Pi/W site Access & Ashland St
Intersection
Int Delay, s/veh0.9
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Vol, veh/h323354133655115116
Future Vol, veh/h323354133655115116
Conflicting Peds, #/hr000000000000
Sign Control FreeFreeFreeFreeFreeFreeStopStopStopStopStopStop
RT Channelized--None--None--None--None
Storage Length120-----------
Veh in Median Storage, #-0--0--0--0-
Grade, %-0--0--0--0-
Peak Hour Factor929292929292929292929292
Heavy Vehicles, %020030000000
Mvmt Flow353644136555115117
Major/MinorMajor1Major2Minor1Minor2
Conflicting Flow All3700036800815808366807808368
Stage 1------436436-370370-
Stage 2------379372-437438-
Critical Hdwy4.1--4.1--7.16.56.27.16.56.2
Critical Hdwy Stg 1------6.15.5-6.15.5-
Critical Hdwy Stg 2------6.15.5-6.15.5-
Follow-up Hdwy2.2--2.2--3.543.33.543.3
Pot Cap-1 Maneuver1200--1202--298317684302317682
Stage 1------603583-654624-
Stage 2------647622-602582-
Platoon blocked, %----
Mov Cap-1 Maneuver1200--1202--283307684294307682
Mov Cap-2 Maneuver------283307-294307-
Stage 1------586566-635623-
Stage 2------629621-582565-
ApproachEBWBNBSB
HCM Control Delay, s0.7016.812.5
HCM LOSCB
Minor Lane/Major MvmtNBLn1EBLEBTEBRWBLWBTWBRSBLn1
Capacity (veh/h)3131200--1202--503
HCM Lane V/C Ratio0.0240.029--0.001--0.048
HCM Control Delay (s)16.88.1--80-12.5
HCM Lane LOSCA--AA-B
HCM 95th %tile Q(veh)0.10.1--0--0.1
5983 Ashland Hills 05/25/2022 2028 Build PMSynchro 10 Report
Page 1
HCM 6th TWSC
07/25/2022
8: Oak Knoll Dr/E Main St & Ashland St
Intersection
Int Delay, s/veh3.5
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Vol, veh/h31289222272791084641455
Future Vol, veh/h31289222272791084641455
Conflicting Peds, #/hr000000000000
Sign Control FreeFreeFreeFreeFreeFreeStopStopStopStopStopStop
RT Channelized--Free--Free--None--None
Storage Length--0--0---0--
Veh in Median Storage, #-0--0--0--0-
Grade, %-0--0--0--0-
Peak Hour Factor909090909090909090909090
Heavy Vehicles, %730044000202
Mvmt Flow34321242302881194711661
Major/MinorMajor1Major2Minor1Minor2
Conflicting Flow All3020-32100734695321702695302
Stage 1------389389-306306-
Stage 2------345306-396389-
Critical Hdwy4.17--4.1--7.16.56.27.126.56.22
Critical Hdwy Stg 1------6.15.5-6.125.5-
Critical Hdwy Stg 2------6.15.5-6.125.5-
Follow-up Hdwy2.263--2.2--3.543.33.51843.318
Pot Cap-1 Maneuver1231-01250-0338368724353368738
Stage 1--0--0639612-704665-
Stage 2--0--0675665-629612-
Platoon blocked, %--
Mov Cap-1 Maneuver1231--1250--291355724335355738
Mov Cap-2 Maneuver------291355-335355-
Stage 1------617591-680664-
Stage 2------603664-595591-
ApproachEBWBNBSB
HCM Control Delay, s0.80.11615.1
HCM LOSCC
Minor Lane/Major MvmtNBLn1EBLEBTWBLWBTSBLn1SBLn2
Capacity (veh/h)3521231-1250-335605
HCM Lane V/C Ratio0.0690.028-0.002-0.2120.127
HCM Control Delay (s)16807.9018.611.8
HCM Lane LOSCAAAACB
HCM 95th %tile Q(veh)0.20.1-0-0.80.4
5983 Ashland Hills 05/25/2022 2028 Build PMSynchro 10 Report
Page 2
HCM 6th TWSC
07/25/2022
13: E Main St & Wes Site Access
Intersection
Int Delay, s/veh0.2
MovementEBLEBRNBLNBTSBTSBR
Lane Configurations
Traffic Vol, veh/h1221161333
Future Vol, veh/h1221161333
Conflicting Peds, #/hr000000
Sign Control StopStopFreeFreeFreeFree
RT Channelized-None-None-None
Storage Length0-----
Veh in Median Storage, #0--00-
Grade, %0--00-
Peak Hour Factor929292929292
Heavy Vehicles, %0001210
Mvmt Flow1221261453
Major/MinorMinor2Major1Major2
Conflicting Flow All2771471480-0
Stage 1147-----
Stage 2130-----
Critical Hdwy6.46.24.1---
Critical Hdwy Stg 15.4-----
Critical Hdwy Stg 25.4-----
Follow-up Hdwy3.53.32.2---
Pot Cap-1 Maneuver7179051446---
Stage 1885-----
Stage 2901-----
Platoon blocked, %---
Mov Cap-1 Maneuver7169051446---
Mov Cap-2 Maneuver716-----
Stage 1884-----
Stage 2901-----
ApproachEBNBSB
HCM Control Delay, s9.30.10
HCM LOSA
Minor Lane/Major MvmtNBLNBTEBLn1SBTSBR
Capacity (veh/h)1446-832--
HCM Lane V/C Ratio0.002-0.004--
HCM Control Delay (s)7.509.3--
HCM Lane LOSAAA--
HCM 95th %tile Q(veh)0-0--
5983 Ashland Hills 05/25/2022 2028 Build PMSynchro 10 Report
Page 3
HCM 6th TWSC
07/25/2022
15: East Site Access & E Main St
Intersection
Int Delay, s/veh0.2
MovementEBLEBRNBLNBTSBTSBR
Lane Configurations
Traffic Vol, veh/h2221161304
Future Vol, veh/h2221161304
Conflicting Peds, #/hr000000
Sign Control StopStopFreeFreeFreeFree
RT Channelized-None-None-None
Storage Length0-----
Veh in Median Storage, #0--00-
Grade, %0--00-
Peak Hour Factor929292929292
Heavy Vehicles, %0001210
Mvmt Flow2221261414
Major/MinorMinor2Major1Major2
Conflicting Flow All2731431450-0
Stage 1143-----
Stage 2130-----
Critical Hdwy6.46.24.1---
Critical Hdwy Stg 15.4-----
Critical Hdwy Stg 25.4-----
Follow-up Hdwy3.53.32.2---
Pot Cap-1 Maneuver7219101450---
Stage 1889-----
Stage 2901-----
Platoon blocked, %---
Mov Cap-1 Maneuver7209101450---
Mov Cap-2 Maneuver720-----
Stage 1888-----
Stage 2901-----
ApproachEBNBSB
HCM Control Delay, s9.50.10
HCM LOSA
Minor Lane/Major MvmtNBLNBTEBLn1SBTSBR
Capacity (veh/h)1450-804--
HCM Lane V/C Ratio0.001-0.005--
HCM Control Delay (s)7.509.5--
HCM Lane LOSAAA--
HCM 95th %tile Q(veh)0-0--
5983 Ashland Hills 05/25/2022 2028 Build PMSynchro 10 Report
Page 4
:
APPENDIX
SANDOW ENGINEERING
Queuing and Blocking Report
07/25/2022
2022 Background Am
Intersection: 3: Sutton Pi/W site Access & Ashland St, Interval #1
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)163823
Average Queue (ft)4114
95th Queue (ft)193821
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Sutton Pi/W site Access & Ashland St, Interval #2
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)215129
Average Queue (ft)1118
95th Queue (ft)134129
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Sutton Pi/W site Access & Ashland St, All Intervals
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)265429
Average Queue (ft)2117
95th Queue (ft)144027
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 1
Queuing and Blocking Report
07/25/2022
2022 Background Am
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, Interval #1
MovementEBWBNBSBSB
Directions ServedLTRLTRLTR
Maximum Queue (ft)177483545
Average Queue (ft)21282224
95th Queue (ft)1910583747
Link Distance (ft)359388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, Interval #2
MovementEBWBNBSBSB
Directions ServedLTRLTRLTR
Maximum Queue (ft)3816663362
Average Queue (ft)51281724
95th Queue (ft)239563550
Link Distance (ft)359388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, All Intervals
MovementEBWBNBSBSB
Directions ServedLTRLTRLTR
Maximum Queue (ft)4323674165
Average Queue (ft)41281824
95th Queue (ft)2210563649
Link Distance (ft)359388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 2
Queuing and Blocking Report
07/25/2022
2023 Background Am
Intersection: 3: Sutton Pi/W site Access & Ashland St, Interval #1
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)213122
Average Queue (ft)4126
95th Queue (ft)193626
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Sutton Pi/W site Access & Ashland St, Interval #2
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)264229
Average Queue (ft)2117
95th Queue (ft)123728
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Sutton Pi/W site Access & Ashland St, All Intervals
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)264234
Average Queue (ft)2117
95th Queue (ft)143728
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 1
Queuing and Blocking Report
07/25/2022
2023 Background Am
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, Interval #1
MovementEBWBNBSBSB
Directions ServedLTRLTRLTR
Maximum Queue (ft)268413744
Average Queue (ft)51271923
95th Queue (ft)2512524149
Link Distance (ft)359388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, Interval #2
MovementEBWBNBSBSB
Directions ServedLTRLTRLTR
Maximum Queue (ft)348575766
Average Queue (ft)31261825
95th Queue (ft)189524455
Link Distance (ft)359388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, All Intervals
MovementEBWBNBSBSB
Directions ServedLTRLTRLTR
Maximum Queue (ft)378586068
Average Queue (ft)41261924
95th Queue (ft)2010524354
Link Distance (ft)359388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 2
Queuing and Blocking Report
07/25/2022
2023 Build Am
Intersection: 3: Sutton Pi/W site Access & Ashland St, Interval #1
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)114829
Average Queue (ft)31112
95th Queue (ft)174435
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Sutton Pi/W site Access & Ashland St, Interval #2
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)214438
Average Queue (ft)21113
95th Queue (ft)133837
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Sutton Pi/W site Access & Ashland St, All Intervals
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)265238
Average Queue (ft)21112
95th Queue (ft)143936
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 1
Queuing and Blocking Report
07/25/2022
2023 Build Am
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, Interval #1
MovementEBNBSBSB
Directions ServedLTLTRLTR
Maximum Queue (ft)37422759
Average Queue (ft)9261827
95th Queue (ft)36543559
Link Distance (ft)359272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, Interval #2
MovementEBWBNBSBSB
Directions ServedLTRLTRLTR
Maximum Queue (ft)448543463
Average Queue (ft)40251526
95th Queue (ft)256513551
Link Distance (ft)359388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, All Intervals
MovementEBWBNBSBSB
Directions ServedLTRLTRLTR
Maximum Queue (ft)498573572
Average Queue (ft)50261626
95th Queue (ft)286523553
Link Distance (ft)359388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 2
Queuing and Blocking Report
07/25/2022
2023 Build Am
Intersection: 13: E Main St & West Site Access, Interval #1
MovementEB
Directions ServedLR
Maximum Queue (ft)6
Average Queue (ft)2
95th Queue (ft)16
Link Distance (ft)326
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 13: E Main St & West Site Access, Interval #2
MovementEB
Directions ServedLR
Maximum Queue (ft)23
Average Queue (ft)4
95th Queue (ft)21
Link Distance (ft)326
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 13: E Main St & West Site Access, All Intervals
MovementEB
Directions ServedLR
Maximum Queue (ft)23
Average Queue (ft)4
95th Queue (ft)20
Link Distance (ft)326
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 3
Queuing and Blocking Report
07/25/2022
2023 Build Am
Intersection: 15: East Site Access & E Main St, Interval #1
MovementEB
Directions ServedLR
Maximum Queue (ft)29
Average Queue (ft)7
95th Queue (ft)28
Link Distance (ft)282
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 15: East Site Access & E Main St, Interval #2
MovementEBNB
Directions ServedLRLT
Maximum Queue (ft)236
Average Queue (ft)30
95th Queue (ft)185
Link Distance (ft)282292
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 15: East Site Access & E Main St, All Intervals
MovementEBNB
Directions ServedLRLT
Maximum Queue (ft)296
Average Queue (ft)40
95th Queue (ft)214
Link Distance (ft)282292
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Network Summary
Network wide Queuing Penalty, Interval #1: 0
Network wide Queuing Penalty, Interval #2: 0
Network wide Queuing Penalty, All Intervals: 0
5983 Ashland HillsSimTraffic Report
Page 4
Queuing and Blocking Report
07/25/2022
2028 Background Am
Intersection: 3: Sutton Pi/W site Access & Ashland St, Interval #1
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)52923
Average Queue (ft)195
95th Queue (ft)83423
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Sutton Pi/W site Access & Ashland St, Interval #2
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)305129
Average Queue (ft)2108
95th Queue (ft)153729
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Sutton Pi/W site Access & Ashland St, All Intervals
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)305129
Average Queue (ft)2107
95th Queue (ft)143627
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 1
Queuing and Blocking Report
07/25/2022
2028 Background Am
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, Interval #1
MovementEBWBNBSBSB
Directions ServedLTRLTRLTR
Maximum Queue (ft)1613543547
Average Queue (ft)22312127
95th Queue (ft)1819593952
Link Distance (ft)359388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, Interval #2
MovementEBWBWBNBSBSB
Directions ServedLTLTRLTRLTR
Maximum Queue (ft)42639594168
Average Queue (ft)302261525
95th Queue (ft)19521553852
Link Distance (ft)359388388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, All Intervals
MovementEBWBWBNBSBSB
Directions ServedLTLTRLTRLTR
Maximum Queue (ft)43639645168
Average Queue (ft)302281726
95th Queue (ft)19421563952
Link Distance (ft)359388388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 2
Queuing and Blocking Report
07/25/2022
2028 Build Am
Intersection: 3: Sutton Pi/W site Access & Ashland St, Interval #1
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)163029
Average Queue (ft)21116
95th Queue (ft)153639
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Sutton Pi/W site Access & Ashland St, Interval #2
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)265433
Average Queue (ft)2814
95th Queue (ft)123438
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Sutton Pi/W site Access & Ashland St, All Intervals
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)265933
Average Queue (ft)2914
95th Queue (ft)133438
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 1
Queuing and Blocking Report
07/25/2022
2028 Build Am
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, Interval #1
MovementEBNBSBSB
Directions ServedLTLTRLTR
Maximum Queue (ft)33483045
Average Queue (ft)8292024
95th Queue (ft)31523443
Link Distance (ft)359272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, Interval #2
MovementEBWBNBSBSB
Directions ServedLTLTLTRLTR
Maximum Queue (ft)296654562
Average Queue (ft)40271926
95th Queue (ft)195554251
Link Distance (ft)359388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, All Intervals
MovementEBWBNBSBSB
Directions ServedLTLTLTRLTR
Maximum Queue (ft)346714564
Average Queue (ft)50271925
95th Queue (ft)224554049
Link Distance (ft)359388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 2
Queuing and Blocking Report
07/25/2022
2028 Build Am
Intersection: 13: E Main St & West Site Access, Interval #1
MovementEB
Directions ServedLR
Maximum Queue (ft)12
Average Queue (ft)3
95th Queue (ft)18
Link Distance (ft)326
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 13: E Main St & West Site Access, Interval #2
MovementEB
Directions ServedLR
Maximum Queue (ft)29
Average Queue (ft)3
95th Queue (ft)16
Link Distance (ft)326
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 13: E Main St & West Site Access, All Intervals
MovementEB
Directions ServedLR
Maximum Queue (ft)29
Average Queue (ft)3
95th Queue (ft)17
Link Distance (ft)326
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 3
Queuing and Blocking Report
07/25/2022
2028 Build Am
Intersection: 15: East Site Access & E Main St, Interval #1
MovementEBNB
Directions ServedLRLT
Maximum Queue (ft)176
Average Queue (ft)31
95th Queue (ft)189
Link Distance (ft)282292
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 15: East Site Access & E Main St, Interval #2
MovementEB
Directions ServedLR
Maximum Queue (ft)29
Average Queue (ft)4
95th Queue (ft)21
Link Distance (ft)282
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 15: East Site Access & E Main St, All Intervals
MovementEBNB
Directions ServedLRLT
Maximum Queue (ft)296
Average Queue (ft)40
95th Queue (ft)214
Link Distance (ft)282292
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Network Summary
Network wide Queuing Penalty, Interval #1: 0
Network wide Queuing Penalty, Interval #2: 0
Network wide Queuing Penalty, All Intervals: 0
5983 Ashland HillsSimTraffic Report
Page 4
Queuing and Blocking Report
07/25/2022
2022 Exsiting PM
Intersection: 3: Sutton Pi/W site Access & Ashland St, Interval #1
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)302532
Average Queue (ft)71013
95th Queue (ft)293339
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Sutton Pi/W site Access & Ashland St, Interval #2
MovementEBWBNBSB
Directions ServedLLTRLTRLTR
Maximum Queue (ft)26103134
Average Queue (ft)51714
95th Queue (ft)21102938
Link Distance (ft)453191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Sutton Pi/W site Access & Ashland St, All Intervals
MovementEBWBNBSB
Directions ServedLLTRLTRLTR
Maximum Queue (ft)30103138
Average Queue (ft)51813
95th Queue (ft)2383038
Link Distance (ft)453191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 1
Queuing and Blocking Report
07/25/2022
2022 Exsiting PM
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, Interval #1
MovementEBWBWBNBSBSB
Directions ServedLTLTRLTRLTR
Maximum Queue (ft)3468433634
Average Queue (ft)811152424
95th Queue (ft)31912444342
Link Distance (ft)359388388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, Interval #2
MovementEBWBWBNBSBSB
Directions ServedLTLTRLTRLTR
Maximum Queue (ft)56228405749
Average Queue (ft)510162326
95th Queue (ft)28117424243
Link Distance (ft)359388388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, All Intervals
MovementEBWBWBNBSBSB
Directions ServedLTLTRLTRLTR
Maximum Queue (ft)562816495749
Average Queue (ft)611162325
95th Queue (ft)29118434243
Link Distance (ft)359388388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 2
Queuing and Blocking Report
07/25/2022
2023 Background PM
Intersection: 3: Sutton Pi/W site Access & Ashland St, Interval #1
MovementEBWBNBSB
Directions ServedLLTRLTRLTR
Maximum Queue (ft)2662934
Average Queue (ft)711018
95th Queue (ft)2683443
Link Distance (ft)453191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Sutton Pi/W site Access & Ashland St, Interval #2
MovementEBWBNBSB
Directions ServedLLTRLTRLTR
Maximum Queue (ft)26163138
Average Queue (ft)51612
95th Queue (ft)22102737
Link Distance (ft)453191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Sutton Pi/W site Access & Ashland St, All Intervals
MovementEBWBNBSB
Directions ServedLLTRLTRLTR
Maximum Queue (ft)26163538
Average Queue (ft)51714
95th Queue (ft)23102939
Link Distance (ft)453191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 1
Queuing and Blocking Report
07/25/2022
2023 Background PM
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, Interval #1
MovementEBWBWBNBSBSB
Directions ServedLTLTRLTRLTR
Maximum Queue (ft)402019314052
Average Queue (ft)732152530
95th Queue (ft)333018394247
Link Distance (ft)359388388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, Interval #2
MovementEBWBNBSBSB
Directions ServedLTRLTRLTR
Maximum Queue (ft)5918405849
Average Queue (ft)81182424
95th Queue (ft)3712434542
Link Distance (ft)359388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, All Intervals
MovementEBWBWBNBSBSB
Directions ServedLTLTRLTRLTR
Maximum Queue (ft)592037405858
Average Queue (ft)811172425
95th Queue (ft)361414434444
Link Distance (ft)359388388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 2
Queuing and Blocking Report
07/25/2022
2023 Build PM
Intersection: 3: Sutton Pi/W site Access & Ashland St, Interval #1
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)263029
Average Queue (ft)12915
95th Queue (ft)333239
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Sutton Pi/W site Access & Ashland St, Interval #2
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)263134
Average Queue (ft)6616
95th Queue (ft)252640
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Sutton Pi/W site Access & Ashland St, All Intervals
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)273134
Average Queue (ft)8716
95th Queue (ft)272840
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 1
Queuing and Blocking Report
07/25/2022
2023 Build PM
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, Interval #1
MovementEBWBNBSBSB
Directions ServedLTLTLTRLTR
Maximum Queue (ft)3815314047
Average Queue (ft)152152629
95th Queue (ft)4423404749
Link Distance (ft)359388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, Interval #2
MovementEBWBNBSBSB
Directions ServedLTRLTRLTR
Maximum Queue (ft)5811445263
Average Queue (ft)80162328
95th Queue (ft)339434248
Link Distance (ft)359388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, All Intervals
MovementEBWBWBNBSBSB
Directions ServedLTLTRLTRLTR
Maximum Queue (ft)581511445763
Average Queue (ft)1010162428
95th Queue (ft)36118424449
Link Distance (ft)359388388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 2
Queuing and Blocking Report
07/25/2022
2023 Build PM
Intersection: 13: E Main St & West Site Access, Interval #1
MovementEB
Directions ServedLR
Maximum Queue (ft)17
Average Queue (ft)4
95th Queue (ft)20
Link Distance (ft)326
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 13: E Main St & West Site Access, Interval #2
MovementEB
Directions ServedLR
Maximum Queue (ft)29
Average Queue (ft)5
95th Queue (ft)22
Link Distance (ft)326
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 13: E Main St & West Site Access, All Intervals
MovementEB
Directions ServedLR
Maximum Queue (ft)29
Average Queue (ft)4
95th Queue (ft)21
Link Distance (ft)326
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 3
Queuing and Blocking Report
07/25/2022
2023 Build PM
Intersection: 15: East Site Acess & E Main St, Interval #1
MovementEB
Directions ServedLR
Maximum Queue (ft)17
Average Queue (ft)2
95th Queue (ft)13
Link Distance (ft)282
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 15: East Site Acess & E Main St, Interval #2
MovementEBNB
Directions ServedLRLT
Maximum Queue (ft)2912
Average Queue (ft)41
95th Queue (ft)209
Link Distance (ft)282292
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 15: East Site Acess & E Main St, All Intervals
MovementEBNB
Directions ServedLRLT
Maximum Queue (ft)2912
Average Queue (ft)31
95th Queue (ft)197
Link Distance (ft)282292
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Network Summary
Network wide Queuing Penalty, Interval #1: 0
Network wide Queuing Penalty, Interval #2: 0
Network wide Queuing Penalty, All Intervals: 0
5983 Ashland HillsSimTraffic Report
Page 4
Queuing and Blocking Report
07/25/2022
2028 Background PM
Intersection: 3: Sutton Pi/W site Access & Ashland St, Interval #1
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)262429
Average Queue (ft)10416
95th Queue (ft)312139
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Sutton Pi/W site Access & Ashland St, Interval #2
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)263129
Average Queue (ft)8813
95th Queue (ft)283037
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Sutton Pi/W site Access & Ashland St, All Intervals
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)273129
Average Queue (ft)8714
95th Queue (ft)282837
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 1
Queuing and Blocking Report
07/25/2022
2028 Background PM
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, Interval #1
MovementEBWBWBNBSBSB
Directions ServedLTLTRLTRLTR
Maximum Queue (ft)33227365744
Average Queue (ft)1031242727
95th Queue (ft)342111465143
Link Distance (ft)359388388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, Interval #2
MovementEBWBNBSBSB
Directions ServedLTRLTRLTR
Maximum Queue (ft)5127446256
Average Queue (ft)81162426
95th Queue (ft)3314434747
Link Distance (ft)359388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, All Intervals
MovementEBWBWBNBSBSB
Directions ServedLTLTRLTRLTR
Maximum Queue (ft)552234496757
Average Queue (ft)811182526
95th Queue (ft)331013454846
Link Distance (ft)359388388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 2
Queuing and Blocking Report
07/25/2022
2028 Build PM
Intersection: 3: Sutton Pi/W site Access & Ashland St, Interval #1
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)263034
Average Queue (ft)6917
95th Queue (ft)243142
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Sutton Pi/W site Access & Ashland St, Interval #2
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)313138
Average Queue (ft)8816
95th Queue (ft)283040
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Sutton Pi/W site Access & Ashland St, All Intervals
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)313143
Average Queue (ft)7816
95th Queue (ft)273041
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 1
Queuing and Blocking Report
07/25/2022
2028 Build PM
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, Interval #1
MovementEBWBNBSBSB
Directions ServedLTLTLTRLTR
Maximum Queue (ft)6411314045
Average Queue (ft)172152127
95th Queue (ft)5817404151
Link Distance (ft)359388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, Interval #2
MovementEBWBNBSBSB
Directions ServedLTLTLTRLTR
Maximum Queue (ft)6012444951
Average Queue (ft)91172327
95th Queue (ft)377434144
Link Distance (ft)359388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, All Intervals
MovementEBWBNBSBSB
Directions ServedLTLTLTRLTR
Maximum Queue (ft)7317444961
Average Queue (ft)111162327
95th Queue (ft)4310434146
Link Distance (ft)359388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 2
Queuing and Blocking Report
07/25/2022
2028 Build PM
Intersection: 13: E Main St & Wes Site Access, Interval #1
MovementEB
Directions ServedLR
Maximum Queue (ft)23
Average Queue (ft)4
95th Queue (ft)21
Link Distance (ft)326
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 13: E Main St & Wes Site Access, Interval #2
MovementEB
Directions ServedLR
Maximum Queue (ft)29
Average Queue (ft)3
95th Queue (ft)16
Link Distance (ft)326
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 13: E Main St & Wes Site Access, All Intervals
MovementEB
Directions ServedLR
Maximum Queue (ft)29
Average Queue (ft)3
95th Queue (ft)17
Link Distance (ft)326
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 3
Queuing and Blocking Report
07/25/2022
2028 Build PM
Intersection: 15: East Site Access & E Main St, Interval #1
MovementEB
Directions ServedLR
Maximum Queue (ft)11
Average Queue (ft)1
95th Queue (ft)9
Link Distance (ft)282
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 15: East Site Access & E Main St, Interval #2
MovementEB
Directions ServedLR
Maximum Queue (ft)28
Average Queue (ft)3
95th Queue (ft)18
Link Distance (ft)282
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 15: East Site Access & E Main St, All Intervals
MovementEB
Directions ServedLR
Maximum Queue (ft)29
Average Queue (ft)3
95th Queue (ft)16
Link Distance (ft)282
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Network Summary
Network wide Queuing Penalty, Interval #1: 0
Network wide Queuing Penalty, Interval #2: 0
Network wide Queuing Penalty, All Intervals: 0
5983 Ashland HillsSimTraffic Report
Page 4
:
APPENDIX
SANDOW ENGINEERING
Single Lane Roundabout Input Sheet
Roundabout Input
Rec
3 or 4 legs43 or 4
Portion of an hour:0.250.25 or 1
Start of peak hour800AM
Hourly volumes
Peak Hour Factor
0.380.910.640.00
(PHF)
Heavy trucks
12600
0
Medium trucks
0000
Bicycles
00003
00370.51
All vehicles
700
919918010.58
01
3500.80
0
0000.00
1
Pedestrian crossings
East Leg:
Main
0
Pedestrian crossings
0.000000
0.7520033
All vehicles
0120276
0.560009
Bicycles
0.7500030000
0
Medium trucks
0
000
Heavy trucks
00125
PHF
0.000.250.830.67
Entry Capacit(+) Input
yRecBend
A intercept113011301333
RecB coefficient0.00100.0010.0008
Passenger Car Equivalents
E
bicycle11(+) InputRecBend
Bypass Capacity
b
E
medium1.5A intercept11301333
1.51130
m
E
heavy22B coefficient0.00100.0010.0008
h
Single Lane Roundabout Input Sheet
RecRoundabout Input
General InformationPassenger Car Equivalents
N
E
Analyst:bicycle13 or 4 legs44
1
Pat Stoplight PE
legs?
b
W
E
E
Agency:medium1.5Portion of an hour:0.25
1.5
Safety City
m
E
Date:heavy22Peak hr800AM
8/8/2022
S
h
Main St PedestrianApproache
Hwy 66
s
East leg:
South leg:
Project:Year:2023crossings per l NES
e W
5983 Ashland Hills
0001
#
Hour VolumesApproachesFlow RateApproaches
vphNESNES
W v W
i
N03720233Changes hereN07324344
ExitsExits
E180769do not go toE28011316
S1993503 Input tab.S2194404
W9710W241240
Peak Hour FactorApproachesVehicle FactorApproaches
NESNES
W f W
PHF
hv
0.000.510.830.75
NN1.0000.9250.9440.943
ExitsExits
E0.640.000.670.56E1.0001.0000.9381.000
0.910.800.000.75
SS0.8840.9721.0001.000
WW0.9000.8751.0001.000
0.380.580.250.00
# of BicyclesApproachesProportion of BicycleApproaches
vphNESNES
W P W
b
N0000N0.0000.0000.0000.000
ExitsExits
E0000E0.0000.0000.0000.000
S0000S0.0000.0000.0000.000
W0000W0.0000.0000.0000.000
#ofMediumTrucksApproachesProportion of MediumApproaches
vphNESNES
W P W
m
N0000N0.0000.0000.0000.000
ExitsExits
E0000E0.0000.0000.0000.000
S0000S0.0000.0000.0000.000
W0000W0.0000.0000.0000.000
# of Heavy TrucksApproachesProportion of HeavyApproaches
vphNESNES
W P W
h
N03122N0.0000.0810.0590.061
ExitsExits
E0050E0.0000.0000.0660.000
S26100S0.1310.0290.0000.000
W1100W0.1110.1430.0000.000
Approaches
Adjusted Flow Rate
NESOutputApproache
v Ws
i
N07925747 NESW
Exits
v
E28012016Conflict flow (veh/h)
6029188290
c
v
S2484504Entry flow (veh/h)
27113035964
i
nry capacy ve
W271440Etit(h/h)c
947781973784
i
30313838167Pedestrian impedance
f
Entry Flow Rate (pc/h)1111
ped
Leg v/c ratio
x
63308913210.290.170.370.08
Conflict Flow (pc/h)
i
Weighted Entry Vehicle FactorsControl delay (sec/veh)
Exits w/o right vol pc
hd
6.86.47.75.4
i
NLOSn/a
0.8930.9400.9430.957
304AAAA
th
Q
E441120
HCM 95%Queue
veh
()
m
S
293Weighted Conflict Vehicle Factors
Int cntrl delay (sec/veh)
W18
d7.02
0.9560.944 0.9680.903
int
Intersection LOSn/aA
5983 Ashland Hills
Single Lane Roundabout Input Sheet
Roundabout Input
Rec
3 or 4 legs43 or 4
Portion of an hour:0.250.25 or 1
Start of peak hour800AM
Hourly volumes
Peak Hour Factor
0.380.910.640.00
(PHF)
Heavy trucks
12600
0
Medium trucks
0000
Bicycles
00003
00410.51
All vehicles
700
920020010.58
01
3600.80
0
0000.00
1
Pedestrian crossings
East Leg:
Main
0
Pedestrian crossings
0.000000
0.7520033
All vehicles
0120277
0.560009
Bicycles
0.7500040000
0
Medium trucks
0
000
Heavy trucks
00125
PHF
0.000.250.830.67
Entry Capacit(+) Input
yRecBend
A intercept113011301333
RecB coefficient0.00100.0010.0008
Passenger Car Equivalents
E
bicycle11(+) InputRecBend
Bypass Capacity
b
E
medium1.5A intercept11301333
1.51130
m
E
heavy22B coefficient0.00100.0010.0008
h
Single Lane Roundabout Input Sheet
RecRoundabout Input
General InformationPassenger Car Equivalents
N
E
Analyst:bicycle13 or 4 legs44
1
Pat Stoplight PE
legs?
b
W
E
E
Agency:medium1.5Portion of an hour:0.25
1.5
Safety City
m
E
Date:heavy22Peak hr800AM
8/8/2022
S
h
Main St PedestrianApproache
Hwy 66
s
East leg:
South leg:
Project:Year:2028crossings per l NES
e W
5983 Ashland Hills
0001
#
Hour VolumesApproachesFlow RateApproaches
vphNESNES
W v W
i
N04120233Changes hereN08024344
ExitsExits
E200779do not go toE31011516
S2003604 Input tab.S2204505
W9710W241240
Peak Hour FactorApproachesVehicle FactorApproaches
NESNES
W f W
PHF
hv
0.000.510.830.75
NN1.0000.9320.9440.943
ExitsExits
E0.640.000.670.56E1.0001.0000.9391.000
0.910.800.000.75
SS0.8850.9731.0001.000
WW0.9000.8751.0001.000
0.380.580.250.00
# of BicyclesApproachesProportion of BicycleApproaches
vphNESNES
W P W
b
N0000N0.0000.0000.0000.000
ExitsExits
E0000E0.0000.0000.0000.000
S0000S0.0000.0000.0000.000
W0000W0.0000.0000.0000.000
#ofMediumTrucksApproachesProportion of MediumApproaches
vphNESNES
W P W
m
N0000N0.0000.0000.0000.000
ExitsExits
E0000E0.0000.0000.0000.000
S0000S0.0000.0000.0000.000
W0000W0.0000.0000.0000.000
# of Heavy TrucksApproachesProportion of HeavyApproaches
vphNESNES
W P W
h
N03122N0.0000.0730.0590.061
ExitsExits
E0050E0.0000.0000.0650.000
S26100S0.1300.0280.0000.000
W1100W0.1110.1430.0000.000
Approaches
Adjusted Flow Rate
NESOutputApproache
v Ws
i
N08625747 NESW
Exits
v
E31012216Conflict flow (veh/h)
6129191295
c
v
S2494605Entry flow (veh/h)
27513836165
i
nry capacy ve
W271440Etit(h/h)c
949784970781
i
30714638368Pedestrian impedance
f
Entry Flow Rate (pc/h)1111
ped
Leg v/c ratio
x
64308943260.290.180.370.08
Conflict Flow (pc/h)
i
Weighted Entry Vehicle FactorsControl delay (sec/veh)
Exits w/o right vol pc
hd
6.86.57.75.4
i
NLOSn/a
0.8950.9440.9430.958
304AAAA
th
Q
E471120
HCM 95%Queue
veh
()
m
S
295Weighted Conflict Vehicle Factors
Int cntrl delay (sec/veh)
W18
d7.03
0.9570.944 0.9690.905
int
Intersection LOSn/aA
5983 Ashland Hills
Single Lane Roundabout Input Sheet
Roundabout Input
Rec
3 or 4 legs43 or 4
Portion of an hour:0.250.25 or 1
Start of peak hour800AM
Hourly volumes
Peak Hour Factor
0.380.910.640.00
(PHF)
Heavy trucks
12600
0
Medium trucks
0000
Bicycles
00003
00390.51
All vehicles
700
1020919010.58
01
3700.80
0
0000.00
1
Pedestrian crossings
East Leg:
Main
0
Pedestrian crossings
0.000000
0.7520035
All vehicles
0121280
0.5600010
Bicycles
0.7500030000
0
Medium trucks
0
000
Heavy trucks
00125
PHF
0.000.250.830.67
Entry Capacit(+) Input
yRecBend
A intercept113011301333
RecB coefficient0.00100.0010.0008
Passenger Car Equivalents
E
bicycle11(+) InputRecBend
Bypass Capacity
b
E
medium1.5A intercept11301333
1.51130
m
E
heavy22B coefficient0.00100.0010.0008
h
Single Lane Roundabout Input Sheet
RecRoundabout Input
General InformationPassenger Car Equivalents
N
E
Analyst:bicycle13 or 4 legs44
1
Pat Stoplight PE
legs?
b
W
E
E
Agency:medium1.5Portion of an hour:0.25
1.5
Safety City
m
E
Date:heavy22Peak hr800AM
8/8/2022
S
h
Main St PedestrianApproache
Hwy 66
s
East leg:
South leg:
Project:Year:2028crossings per l NES
e W
5983 Ashland Hills
0001
#
Hour VolumesApproachesFlow RateApproaches
vphNESNES
W v W
i
N03921235Changes hereN07625547
ExitsExits
E1908010do not go toE30011918
S2093703 Input tab.S2304604
W10710W261240
Peak Hour FactorApproachesVehicle FactorApproaches
NESNES
W f W
PHF
hv
0.000.510.830.75
NN1.0000.9290.9460.946
ExitsExits
E0.640.000.670.56E1.0001.0000.9411.000
0.910.800.000.75
SS0.8900.9741.0001.000
WW0.9090.8751.0001.000
0.380.580.250.00
# of BicyclesApproachesProportion of BicycleApproaches
vphNESNES
W P W
b
N0000N0.0000.0000.0000.000
ExitsExits
E0000E0.0000.0000.0000.000
S0000S0.0000.0000.0000.000
W0000W0.0000.0000.0000.000
#ofMediumTrucksApproachesProportion of MediumApproaches
vphNESNES
W P W
m
N0000N0.0000.0000.0000.000
ExitsExits
E0000E0.0000.0000.0000.000
S0000S0.0000.0000.0000.000
W0000W0.0000.0000.0000.000
# of Heavy TrucksApproachesProportion of HeavyApproaches
vphNESNES
W P W
h
N03122N0.0000.0770.0570.057
ExitsExits
E0050E0.0000.0000.0630.000
S26100S0.1240.0270.0000.000
W1100W0.1000.1430.0000.000
Approaches
Adjusted Flow Rate
NESOutputApproache
v Ws
i
N08227050 NESW
Exits
v
E30012618Conflict flow (veh/h)
6230795304
c
v
S2584704Entry flow (veh/h)
28513537869
i
nry capacy ve
W291440Etit(h/h)c
951771968776
i
31714340072Pedestrian impedance
f
Entry Flow Rate (pc/h)1111
ped
Leg v/c ratio
x
65324983350.300.180.390.09
Conflict Flow (pc/h)
i
Weighted Entry Vehicle FactorsControl delay (sec/veh)
Exits w/o right vol pc
hd
6.96.68.05.5
i
NLOSn/a
0.8980.9430.9450.960
320AAAA
th
Q
E481120
HCM 95%Queue
veh
()
m
S
305Weighted Conflict Vehicle Factors
Int cntrl delay (sec/veh)
W18
d7.22
0.9570.947 0.9700.908
int
Intersection LOSn/aA
5983 Ashland Hills
Single Lane Roundabout Input Sheet
Roundabout Input
Rec
3 or 4 legs43 or 4
Portion of an hour:0.250.25 or 1
Start of peak hour800AM
Hourly volumes
Peak Hour Factor
0.380.910.640.00
(PHF)
Heavy trucks
12600
0
Medium trucks
0000
Bicycles
00003
00430.51
All vehicles
700
1021021010.58
01
3800.80
0
0000.00
1
Pedestrian crossings
East Leg:
Main
0
Pedestrian crossings
0.000000
0.7520035
All vehicles
0121281
0.5600010
Bicycles
0.7500040000
0
Medium trucks
0
000
Heavy trucks
00125
PHF
0.000.250.830.67
Entry Capacit(+) Input
yRecBend
A intercept113011301333
RecB coefficient0.00100.0010.0008
Passenger Car Equivalents
E
bicycle11(+) InputRecBend
Bypass Capacity
b
E
medium1.5A intercept11301333
1.51130
m
E
heavy22B coefficient0.00100.0010.0008
h
Single Lane Roundabout Input Sheet
RecRoundabout Input
General InformationPassenger Car Equivalents
N
E
Analyst:bicycle13 or 4 legs44
1
Pat Stoplight PE
legs?
b
W
E
E
Agency:medium1.5Portion of an hour:0.25
1.5
Safety City
m
E
Date:heavy22Peak hr800AM
8/8/2022
S
h
Main St PedestrianApproache
Hwy 66
s
East leg:
South leg:
Project:Year:2028crossings per l NES
e W
5983 Ashland Hills
0001
#
Hour VolumesApproachesFlow RateApproaches
vphNESNES
W v W
i
N04321235Changes hereN08425547
ExitsExits
E2108110do not go toE33012118
S2103804 Input tab.S2314805
W10710W261240
Peak Hour FactorApproachesVehicle FactorApproaches
NESNES
W f W
PHF
hv
0.000.510.830.75
NN1.0000.9350.9460.946
ExitsExits
E0.640.000.670.56E1.0001.0000.9421.000
0.910.800.000.75
SS0.8900.9751.0001.000
WW0.9090.8751.0001.000
0.380.580.250.00
# of BicyclesApproachesProportion of BicycleApproaches
vphNESNES
W P W
b
N0000N0.0000.0000.0000.000
ExitsExits
E0000E0.0000.0000.0000.000
S0000S0.0000.0000.0000.000
W0000W0.0000.0000.0000.000
#ofMediumTrucksApproachesProportion of MediumApproaches
vphNESNES
W P W
m
N0000N0.0000.0000.0000.000
ExitsExits
E0000E0.0000.0000.0000.000
S0000S0.0000.0000.0000.000
W0000W0.0000.0000.0000.000
# of Heavy TrucksApproachesProportion of HeavyApproaches
vphNESNES
W P W
h
N03122N0.0000.0700.0570.057
ExitsExits
E0050E0.0000.0000.0620.000
S26100S0.1240.0260.0000.000
W1100W0.1000.1430.0000.000
Approaches
Adjusted Flow Rate
NESOutputApproache
v Ws
i
N09027050 NESW
Exits
v
E33012818Conflict flow (veh/h)
6430798311
c
v
S2604905Entry flow (veh/h)
28914538070
i
nry capacy ve
W291440Etit(h/h)c
950773965771
i
32215340273Pedestrian impedance
f
Entry Flow Rate (pc/h)1111
ped
Leg v/c ratio
x
673241013420.300.190.390.09
Conflict Flow (pc/h)
i
Weighted Entry Vehicle FactorsControl delay (sec/veh)
Exits w/o right vol pc
hd
6.96.78.05.6
i
NLOSn/a
0.8990.9460.9450.961
320AAAA
th
Q
E511120
HCM 95%Queue
veh
()
m
S
309Weighted Conflict Vehicle Factors
Int cntrl delay (sec/veh)
W18
d7.23
0.9580.947 0.9710.909
int
Intersection LOSn/aA
5983 Ashland Hills
Single Lane Roundabout Input Sheet
Roundabout Input
Rec
3 or 4 legs43 or 4
Portion of an hour:0.250.25 or 1
Start of peak hour415PM
Hourly volumes
Peak Hour Factor
0.750.800.680.00
(PHF)
Heavy trucks
0290
1
Medium trucks
0000
Bicycles
00001
00510.78
All vehicles
1300
2127527000.65
01
6000.82
0
0000.00
0
Pedestrian crossings
East Leg:
Main St
0
Pedestrian crossings
0.000000
0.750009
All vehicles
0225975
0.500008
Bicycles
0.3300040000
0
Medium trucks
0
000
Heavy trucks
0093
PHF
0.83
0.000.250.80
Entry Capacit(+) Input
yRecBend
A intercept113011301333
RecB coefficient0.00100.0010.0008
Passenger Car Equivalents
E
bicycle11(+) InputRecBend
Bypass Capacity
b
E
medium1.5A intercept11301333
1.51130
m
E
heavy22B coefficient0.00100.0010.0008
h
Single Lane Roundabout Input Sheet
RecRoundabout Input
General InformationPassenger Car Equivalents
N
E
Analyst:bicycle13 or 4 legs44
1
Pat Stoplight PE
legs?
b
W
E
E
Agency:medium1.5Portion of an hour:0.25
1.5
Safety City
m
E
Date:heavy22Peak hr415PM
9/22/2015
S
h
Main St PedestrianApproache
Hwy 66
s
East leg:
South leg:
Project:Year:2023 Backgroundcrossings per l NES
e W
Ashland Hills
1000
#
Hour VolumesApproachesFlow RateApproaches
vphNESNES
W v W
i
N0512599Changes hereN06532412
ExitsExits
E270758do not go toE4009016
S2756004 Input tab.S34473012
W211320W282080
Peak Hour FactorApproachesVehicle FactorApproaches
NESNES
W f W
PHF
hv
0.000.780.800.75
NN1.0000.9800.9661.000
ExitsExits
E0.680.000.830.50E0.7501.0000.9621.000
0.800.820.000.33
SS0.9930.9831.0001.000
WW1.0001.0001.0001.000
0.750.650.250.00
# of BicyclesApproachesProportion of BicycleApproaches
vphNESNES
W P W
b
N0000N0.0000.0000.0000.000
ExitsExits
E0000E0.0000.0000.0000.000
S0000S0.0000.0000.0000.000
W0000W0.0000.0000.0000.000
#ofMediumTrucksApproachesProportion of MediumApproaches
vphNESNES
W P W
m
N0000N0.0000.0000.0000.000
ExitsExits
E0000E0.0000.0000.0000.000
S0000S0.0000.0000.0000.000
W0000W0.0000.0000.0000.000
# of Heavy TrucksApproachesProportion of HeavyApproaches
vphNESNES
W P W
h
N0190N0.0000.0200.0350.000
ExitsExits
E9030E0.3330.0000.0400.000
S2100S0.0070.0170.0000.000
W0000W0.0000.0000.0000.000
Approaches
Adjusted Flow Rate
NESOutputApproache
v Ws
i
N06633512 NESW
Exits
v
E5309416Conflict flow (veh/h)
10134467458
c
v
S34674012Entry flow (veh/h)
41315742240
i
nry capacy ve
W282080Etit(h/h)c
9877801007704
i
42716043740Pedestrian impedance
f
Entry Flow Rate (pc/h)1111
ped
Leg v/c ratio
x
102355814730.420.200.420.06
Conflict Flow (pc/h)
i
Weighted Entry Vehicle FactorsControl delay (sec/veh)
Exits w/o right vol pc
hd
8.46.88.25.7
i
NLOSn/a
0.9670.9840.9661.000
347AAAA
th
Q
E692120
HCM 95%Queue
veh
()
m
S
420Weighted Conflict Vehicle Factors
Int cntrl delay (sec/veh)
W28
d7.98
0.9870.968 0.8300.968
int
Intersection LOSn/aA
Ashland Hills
Single Lane Roundabout Input Sheet
Roundabout Input
Rec
3 or 4 legs43 or 4
Portion of an hour:0.250.25 or 1
Start of peak hour415PM
Hourly volumes
Peak Hour Factor
0.750.800.680.00
(PHF)
Heavy trucks
0290
1
Medium trucks
0000
Bicycles
0000010.78
053
All vehicles
2127629013000.65
0
01
6100.82
0
0000.00
0
Pedestrian crossings
East Leg:
Main St
0
Pedestrian crossings
0.000000
0.750009
All vehicles
0.5000080226076
Bicycles
0.3300040000
0
Medium trucks
0
000
Heavy trucks
0093
PHF
0.83
0.000.250.80
Entry Capacit(+) Input
yBend
Rec
A intercept11301333
1130
RecB coefficient0.00100.0010.0008
Passenger Car Equivalents
E
bicycle11(+) InputRecBend
Bypass Capacity
b
E
medium1.5A intercept
1.5113011301333
m
E
heavy22B coefficient0.00100.0010.0008
h
Single Lane Roundabout Input Sheet
RecRoundabout Input
General InformationPassenger Car Equivalents
N
E
Analyst:bicycle13 or 4 legs44
1
Pat Stoplight PE
legs?
b
W
E
E
Agency:medium1.5Portion of an hour:0.25
1.5
Safety City
m
E
Date:heavy22Peak hr415PM
9/22/2015
S
h
Main St PedestrianApproache
Hwy 66
s
East leg:
South leg:
Project:Year:2023 Backgroundcrossings per l NES
e W
Ashland Hills
1000
#
Hour VolumesApproachesFlow RateApproaches
vphNESNES
W v W
i
N0532609Changes hereN06832512
ExitsExits
E290768do not go toE4309216
S2766104 Input tab.S34574012
W211320W282080
Peak Hour FactorApproachesVehicle FactorApproaches
NESNES
W f W
PHF
hv
0.000.780.800.75
NN1.0000.9810.9661.000
ExitsExits
E0.680.000.830.50E0.7631.0000.9621.000
0.800.820.000.33
SS0.9930.9841.0001.000
WW1.0001.0001.0001.000
0.750.650.250.00
# of BicyclesApproachesProportion of BicycleApproaches
vphNESNES
W P W
b
N0000N0.0000.0000.0000.000
ExitsExits
E0000E0.0000.0000.0000.000
S0000S0.0000.0000.0000.000
W0000W0.0000.0000.0000.000
#ofMediumTrucksApproachesProportion of MediumApproaches
vphNESNES
W P W
m
N0000N0.0000.0000.0000.000
Exits
Exits
E0000E0.0000.0000.0000.000
S0000S0.0000.0000.0000.000
W0000W0.0000.0000.0000.000
# of Heavy TrucksApproachesProportion of HeavyApproaches
vphNESNES
W P W
h
N0190N0.0000.0190.0350.000
ExitsExits
E9030E0.3100.0000.0390.000
S2100S0.0070.0160.0000.000
W0000W0.0000.0000.0000.000
Approaches
Adjusted Flow Rate
NESOutputApproache
v Ws
i
N06933612 NESW
Exits
v
E5609616Conflict flow (veh/h)
10234570463
c
v
S34775012Entry flow (veh/h)
41716142540
i
nry capacy ve
W282080Etit(h/h)c
9867791004701
i
43116444040Pedestrian impedance
f
Entry Flow Rate (pc/h)1111
ped
Leg v/c ratio
x
103356844780.420.210.420.06
Conflict Flow (pc/h)
i
Weighted Entry Vehicle FactorsControl delay (sec/veh)
Exits w/o right vol pc
hd
8.46.98.35.8
i
NLOSn/a
0.9670.9840.9661.000
348AAAA
th
Q
E722120
HCM 95%Queue
veh
()
m
S
422Weighted Conflict Vehicle Factors
Int cntrl delay (sec/veh)
W28
d8.03
0.9870.968 0.8360.968
int
Intersection LOSn/aA
Ashland Hills
Single Lane Roundabout Input Sheet
Roundabout Input
Rec
3 or 4 legs43 or 4
Portion of an hour:0.250.25 or 1
Start of peak hour415PM
Hourly volumes
Peak Hour Factor
0.750.800.680.00
(PHF)
Heavy trucks
0290
1
Medium trucks
0000
Bicycles
0000010.78
055
All vehicles
2228931014000.65
0
01
6400.82
0
0000.00
0
Pedestrian crossings
East Leg:
Main St
0
Pedestrian crossings
0.000000
0.7500010
All vehicles
0.5000080227279
Bicycles
0.3300040000
0
Medium trucks
0
000
Heavy trucks
0093
PHF
0.83
0.000.250.80
Entry Capacit(+) Input
yBend
Rec
A intercept11301333
1130
RecB coefficient0.00100.0010.0008
Passenger Car Equivalents
E
bicycle11(+) InputRecBend
Bypass Capacity
b
E
medium1.5A intercept
1.5113011301333
m
E
heavy22B coefficient0.00100.0010.0008
h
Single Lane Roundabout Input Sheet
RecRoundabout Input
General InformationPassenger Car Equivalents
N
E
Analyst:bicycle13 or 4 legs44
1
Pat Stoplight PE
legs?
b
W
E
E
Agency:medium1.5Portion of an hour:0.25
1.5
Safety City
m
E
Date:heavy22Peak hr415PM
9/22/2015
S
h
Main St PedestrianApproache
Hwy 66
s
East leg:
South leg:
Project:Year:2023 Backgroundcrossings per l NES
e W
Ashland Hills
1000
#
Hour VolumesApproachesFlow RateApproaches
vphNESNES
W v W
i
N05527210Changes hereN07134013
ExitsExits
E310798do not go toE4609516
S2896404 Input tab.S36178012
W221420W292280
Peak Hour FactorApproachesVehicle FactorApproaches
NESNES
W f W
PHF
hv
0.000.780.800.75
NN1.0000.9820.9681.000
ExitsExits
E0.680.000.830.50E0.7751.0000.9631.000
0.800.820.000.33
SS0.9930.9841.0001.000
WW1.0001.0001.0001.000
0.750.650.250.00
# of BicyclesApproachesProportion of BicycleApproaches
vphNESNES
W P W
b
N0000N0.0000.0000.0000.000
ExitsExits
E0000E0.0000.0000.0000.000
S0000S0.0000.0000.0000.000
W0000W0.0000.0000.0000.000
#ofMediumTrucksApproachesProportion of MediumApproaches
vphNESNES
W P W
m
N0000N0.0000.0000.0000.000
Exits
Exits
E0000E0.0000.0000.0000.000
S0000S0.0000.0000.0000.000
W0000W0.0000.0000.0000.000
# of Heavy TrucksApproachesProportion of HeavyApproaches
vphNESNES
W P W
h
N0190N0.0000.0180.0330.000
ExitsExits
E9030E0.2900.0000.0380.000
S2100S0.0070.0160.0000.000
W0000W0.0000.0000.0000.000
Approaches
Adjusted Flow Rate
NESOutputApproache
v Ws
i
N07235113 NESW
Exits
v
E5909916Conflict flow (veh/h)
10836074487
c
v
S36479012Entry flow (veh/h)
43817044341
i
nry capacy ve
W292280Etit(h/h)c
9827671001684
i
45217345841Pedestrian impedance
f
Entry Flow Rate (pc/h)1111
ped
Leg v/c ratio
x
109372885020.450.220.440.06
Conflict Flow (pc/h)
i
Weighted Entry Vehicle FactorsControl delay (sec/veh)
Exits w/o right vol pc
hd
8.97.18.65.9
i
NLOSn/a
0.9690.9850.9671.000
364AAAA
th
Q
E752120
HCM 95%Queue
veh
()
m
S
443Weighted Conflict Vehicle Factors
Int cntrl delay (sec/veh)
W30
d8.39
0.9880.969 0.8450.970
int
Intersection LOSn/aA
Ashland Hills
Single Lane Roundabout Input Sheet
Roundabout Input
Rec
3 or 4 legs43 or 4
Portion of an hour:0.250.25 or 1
Start of peak hour415PM
Hourly volumes
Peak Hour Factor
0.750.800.680.00
(PHF)
Heavy trucks
0290
1
Medium trucks
0000
Bicycles
00001
00530.78
All vehicles
1400
2228829000.65
01
6300.82
0
0000.00
0
Pedestrian crossings
East Leg:
Main St
0
Pedestrian crossings
0.000000
0.7500010
All vehicles
0227177
0.500008
Bicycles
0.3300040000
0
Medium trucks
0
000
Heavy trucks
0093
PHF
0.83
0.000.250.80
Entry Capacit(+) Input
yRecBend
A intercept113011301333
RecB coefficient0.00100.0010.0008
Passenger Car Equivalents
E
bicycle11(+) InputRecBend
Bypass Capacity
b
E
medium1.5A intercept11301333
1.51130
m
E
heavy22B coefficient0.00100.0010.0008
h
Single Lane Roundabout Input Sheet
RecRoundabout Input
General InformationPassenger Car Equivalents
N
E
Analyst:bicycle13 or 4 legs44
1
Pat Stoplight PE
legs?
b
W
E
E
Agency:medium1.5Portion of an hour:0.25
1.5
Safety City
m
E
Date:heavy22Peak hr415PM
9/22/2015
S
h
Main St PedestrianApproache
Hwy 66
s
East leg:
South leg:
Project:Year:2023 Backgroundcrossings per l NES
e W
Ashland Hills
1000
#
Hour VolumesApproachesFlow RateApproaches
vphNESNES
W v W
i
N05327110Changes hereN06833913
ExitsExits
E290778do not go toE4309316
S2886304 Input tab.S36077012
W221420W292280
Peak Hour FactorApproachesVehicle FactorApproaches
NESNES
W f W
PHF
hv
0.000.780.800.75
NN1.0000.9810.9681.000
ExitsExits
E0.680.000.830.50E0.7631.0000.9621.000
0.800.820.000.33
SS0.9930.9841.0001.000
WW1.0001.0001.0001.000
0.750.650.250.00
# of BicyclesApproachesProportion of BicycleApproaches
vphNESNES
W P W
b
N0000N0.0000.0000.0000.000
ExitsExits
E0000E0.0000.0000.0000.000
S0000S0.0000.0000.0000.000
W0000W0.0000.0000.0000.000
#ofMediumTrucksApproachesProportion of MediumApproaches
vphNESNES
W P W
m
N0000N0.0000.0000.0000.000
ExitsExits
E0000E0.0000.0000.0000.000
S0000S0.0000.0000.0000.000
W0000W0.0000.0000.0000.000
# of Heavy TrucksApproachesProportion of HeavyApproaches
vphNESNES
W P W
h
N0190N0.0000.0190.0330.000
ExitsExits
E9030E0.3100.0000.0390.000
S2100S0.0070.0160.0000.000
W0000W0.0000.0000.0000.000
Approaches
Adjusted Flow Rate
NESOutputApproache
v Ws
i
N06935013 NESW
Exits
v
E5609716Conflict flow (veh/h)
10735971482
c
v
S36378012Entry flow (veh/h)
43416644041
i
nry capacy ve
W292280Etit(h/h)c
9837681004687
i
44816945541Pedestrian impedance
f
Entry Flow Rate (pc/h)1111
ped
Leg v/c ratio
x
108371854970.440.220.440.06
Conflict Flow (pc/h)
i
Weighted Entry Vehicle FactorsControl delay (sec/veh)
Exits w/o right vol pc
hd
8.77.18.65.9
i
NLOSn/a
0.9690.9850.9671.000
363AAAA
th
Q
E722120
HCM 95%Queue
veh
()
m
S
441Weighted Conflict Vehicle Factors
Int cntrl delay (sec/veh)
W30
d8.31
0.9880.969 0.8390.969
int
Intersection LOSn/aA
Ashland Hills
Single Lane Roundabout Input Sheet
Roundabout Input
Rec
3 or 4 legs43 or 4
Portion of an hour:0.250.25 or 1
Start of peak hour415PM
Hourly volumes
Peak Hour Factor
0.750.800.680.00
(PHF)
Heavy trucks
0290
1
Medium trucks
0000
Bicycles
0000010.78
055
All vehicles
2228931014000.65
0
01
6400.82
0
0000.00
0
Pedestrian crossings
East Leg:
Main St
0
Pedestrian crossings
0.000000
0.7500010
All vehicles
0.5000080227279
Bicycles
0.3300040000
0
Medium trucks
0
000
Heavy trucks
0093
PHF
0.83
0.000.250.80
Entry Capacit(+) Input
yBend
Rec
A intercept11301333
1130
RecB coefficient0.00100.0010.0008
Passenger Car Equivalents
E
bicycle11(+) InputRecBend
Bypass Capacity
b
E
medium1.5A intercept
1.5113011301333
m
E
heavy22B coefficient0.00100.0010.0008
h
Single Lane Roundabout Input Sheet
RecRoundabout Input
General InformationPassenger Car Equivalents
N
E
Analyst:bicycle13 or 4 legs44
1
Pat Stoplight PE
legs?
b
W
E
E
Agency:medium1.5Portion of an hour:0.25
1.5
Safety City
m
E
Date:heavy22Peak hr415PM
9/22/2015
S
h
Main St PedestrianApproache
Hwy 66
s
East leg:
South leg:
Project:Year:2023 Backgroundcrossings per l NES
e W
Ashland Hills
1000
#
Hour VolumesApproachesFlow RateApproaches
vphNESNES
W v W
i
N05527210Changes hereN07134013
ExitsExits
E310798do not go toE4609516
S2896404 Input tab.S36178012
W221420W292280
Peak Hour FactorApproachesVehicle FactorApproaches
NESNES
W f W
PHF
hv
0.000.780.800.75
NN1.0000.9820.9681.000
ExitsExits
E0.680.000.830.50E0.7751.0000.9631.000
0.800.820.000.33
SS0.9930.9841.0001.000
WW1.0001.0001.0001.000
0.750.650.250.00
# of BicyclesApproachesProportion of BicycleApproaches
vphNESNES
W P W
b
N0000N0.0000.0000.0000.000
ExitsExits
E0000E0.0000.0000.0000.000
S0000S0.0000.0000.0000.000
W0000W0.0000.0000.0000.000
#ofMediumTrucksApproachesProportion of MediumApproaches
vphNESNES
W P W
m
N0000N0.0000.0000.0000.000
Exits
Exits
E0000E0.0000.0000.0000.000
S0000S0.0000.0000.0000.000
W0000W0.0000.0000.0000.000
# of Heavy TrucksApproachesProportion of HeavyApproaches
vphNESNES
W P W
h
N0190N0.0000.0180.0330.000
ExitsExits
E9030E0.2900.0000.0380.000
S2100S0.0070.0160.0000.000
W0000W0.0000.0000.0000.000
Approaches
Adjusted Flow Rate
NESOutputApproache
v Ws
i
N07235113 NESW
Exits
v
E5909916Conflict flow (veh/h)
10836074487
c
v
S36479012Entry flow (veh/h)
43817044341
i
nry capacy ve
W292280Etit(h/h)c
9827671001684
i
45217345841Pedestrian impedance
f
Entry Flow Rate (pc/h)1111
ped
Leg v/c ratio
x
109372885020.450.220.440.06
Conflict Flow (pc/h)
i
Weighted Entry Vehicle FactorsControl delay (sec/veh)
Exits w/o right vol pc
hd
8.97.18.65.9
i
NLOSn/a
0.9690.9850.9671.000
364AAAA
th
Q
E752120
HCM 95%Queue
veh
()
m
S
443Weighted Conflict Vehicle Factors
Int cntrl delay (sec/veh)
W30
d8.39
0.9880.969 0.8450.970
int
Intersection LOSn/aA
Ashland Hills
SANDOW
ENGINEERING
160 Madison Street, Suite A
Eugene, Oregon 97402
541.513.3376
sandowengineering.com
SANDOWENGINEERING
160 MADISON STREET, SUITE A EUGENE, OREGON 97402 541.513.3376
TECH MEMO
DATE: November 24, 2020
TO: Amy Gunter
Rogue Planning & Development Services
FROM: Kelly Sandow P.E.
Sandow Engineering
RE: Ashland Hills Trip Generation and Distribution
The following provides a trip generation estimate for the proposed Ashland Hill PUD in Ashland,
Oregon. The proposal is 24 dwelling units. The dwelling units will be used as short-stay and
traditional single-family residential.
th
The ITE Trip Generation Manual 10 Edition is used to estimate the trip generation for the AM and
PM peak hours. The ITE manuals provide trip generation estimates residential uses for single-
family residential, hotel, All Suites Hotel, and Business Hotel. Each of these land uses was
considered for estimating the trip generation. The trip generation estimates are shown in Table 1.
The estimates use the fitted curve equation as it meets the applicable ITE criteria for use.
TABLE 1: TRIP GENERATION ESTIMATE
ITE Code Units Rate Trips
AM Peak Hour
210- Single Family Residential 24 T=0.71(x)+4.8 22
310- Hotel 24 0.47(x) 7
311- All Suite Hotel 24 0.34(x) 6
312- Business Hotel 24 T=0.35(x)+4.4 9
PM Peak Hour
210- Single Family Residential 24 ln(t)=0.96ln(x)+0.20 26
310- Hotel 24 0.60(x) 14
311- All Suite Hotel 24 0.36(x) 9
312- Business Hotel 24 0.32(x) 8
Tech Memo
From: Kelly Sandow PE
RE: Trip Generation
Date: 11.24.2020
Page 2
As demonstrated in Table 1, the maximum trip generation for the proposed 24 units will is 26 trips
during the PM peak hour. The peak hour generate does not reach the threshold of triggering a
Traffic Impact Analysis as per the City of Ashland TIA.
The PM peak hour 26 trips are split into 16 trips in (63%) and 10 trips out (37%). These trips are
distributed assuming 75% west via Ashland Street, 5% south via Green Springs, and 20% north via
Main Street. Trip distribution is:
West: 12 trips in, 7 trips out
South: 1 trip in, 1 trip out
North: 3 trips in, 2 trips out
The trip distribution is illustrated in Figure 1. As demonstrated, a majority of the trips will utilize
the site access on Ashland Street. Very few trips are anticipated at the adjacent intersection of
Ashland Street/Main Street/Oak Knoll Drive.
Figure 1: PM Peak Hour Trip Distribution
PRELIMINARY
RENEWS: JUNE 30, 2025
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6 OBTAIN COPIES OF THE RULES BY CALLING THE CENTER
952-001-0010 THROUGH OAR 952-001-0090. YOU MAY
ADOPTED BY THE OREGON UTILITY NOTIFICATION
OREGON LAW REQUIRES YOU TO FOLLOW RULES
CENTER. THOSE RULES ARE SET FORTH IN OAR
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The comments of this pre-applicationare preliminary in nature and subject to change based upon
the submittal of additional or different information. The Planning Commission or City Council are
the final decision making authority of the City, and are not bound by the comments made by the
Staff as part of this pre-application.
ASHLAND PLANNING DEPARTMENTSITE:
30 Knoll Crest
PRE-APPLICATION CONFERENCEAPPLICANT:
Rogue Planning & Development
COMMENT SHEETREQUEST:SiteDesignReview, Subdivision, CUP,
P&E(?), Tree Removal
Feb72024
PLANNING STAFF COMMENTS:
This pre-application conference is intended to highlight significant issues of concern to staff and
bring them to the applicant’s attention prior to their preparing aformal application submittal.
Whenconsidering the recent changes in Statelaw regarding parking,allowed uses on commercial
lands, and new guidance from the state regarding building codethis project becomes a fairly
straight forwardexercisein CommercialSite Design Review for 14 One-Unit hotels and
subdivision. Once built they canbe used asresidentialpursuant to HB 2984 A(Attached at the end
of this document).Staff understandsbased on the site plan that the proposalis 14 lots for single unit
hotelseach located on their own parceland onecommon area lot for driving and parking areas.
Subdivision:
The applicationform mentions a performance standardsubdivisionfor 19lotsbut
provides no additionaldiscussion, preliminary plat or findings.Because the property is commercial
staff see no reason to invoke the two-step performance standards process, and instead can be
approved as a ‘standard subdivision’under 18.5.A complete application shall address management
and maintenance of the common area lot. The common area should address all standards in terms of
AMC 18.4.3 Parking, Access and Circulation.
Site Design Review:
Site Design Review approval is requiredfor all new commercialconstruction
and will berequired to address the Site Developmentand Design Standards in AMC 18.4, including
public improvements.The proposal requires a Type II becausein the Detail Site Reviewoverlay
development over10,000 square feet. Staff estimates that theproposal is approximately14 KSF.
ROW improvements/ exceptions to Street Standards:
With the removal of parkingminimums
there will beadditionalattentionon the need for pedestrian and bike connectivity.The existing
grade may provideajustification for a departure from thestandardsin 18.4, however staffseeno
reason why curb tight sidewalk couldnot be accommodatedalong the length of the projectas is
improved on the opposite side of the road.
Conditional Use Permit (CUP): Is required for both
Hotel/motel use in C1, and Residential in
Airport Overlay.The application would need to respond to the Conditional Use Permit approval
criteria in demonstrating that the adverse material impacts of the proposal were no greater than the
target use of the zone. (The target use of the C-1 zoning district and Detail Site Review Overlay
would be general retail use developed at a 0.50 Floor Area Ratio.)
nd
Residential Usein Commercial Zones:
HB2984 A 82OR Leg –2023Regular Session. This
new law prohibits the city from requiring a conditional use to all residential use in commercial
30 Knoll Crest
February 6, 2024/aa
Page 1
Zones.This removes any concerns about our local regulations dealing with multi use housing
P&E:
The property has slopes that are identified as steeper than 35%. These slopes are the result of
grading for the existing road network, that saidaslope analysis will be required.Depending on the
result,aP&E may be required.
Commercial SDC’shandout:
noteTransportation SDCfor hotel units.
Parking Calculations:
Hotel/moteland residentialuses no longer have minimum parking
requirements.
Potential ROW dedicationfor TSP project R-8
: The applicationmaterials show how the
development does not preclude project R-9 despite the fact thatit is unlikelythat project design
would ever move forward. the application would need to demonstrate that the final site plan would
not prevent it from occurring and street frontage improvements including sidewalks, curbs and
gutters would need to be planned to support the new intersection alignment and Public
Works/Engineering would work with Jackson County for paving/striping/signage improvements.
Other Site Design Review
Orientation to Street/Parking & Circulation between Buildings & Street:
Generally,the
Building Placement, Orientation & Design Standards seek to have buildings placed directly behind
the sidewalk without parking or circulation between the buildings and the street. As proposed,
internal circulation routes are placed between all of the individual units and the adjacent streets.
This would need to be adjusted to place the internal access behind the units or an Exception to the
Site Development and Design Standards and would need to be requested with justification to
address the criteria in AMC 18.5.2.050.E
In addition to elevations illustrating the proposed buildings and scalable plans, the final application
materials will need to make clear the proposed lot configurationand address lot coverage, etc. The
subject properties are within the Detail Site Review overlay zone, and building designs will need to
respond to the applicable design standardsor request exceptions thereto.
30 Knoll Crest
February 6, 2024/aa
Page 2
Other Jurisdictions:
Highway 66 is a state highway under the jurisdiction of the Oregon
Department of Transportation (ODOT) and East Main Street within Jackson County is a County
Road under County jurisdiction. The applicants will want to coordinate their street system design
and permitting with these agencies. It would be worthwhile to coordinate a meeting between the
applicant’s team, planning staff, and city, state and county transportation staff to discuss
coordinating transportation improvements.
Ashland Street/Highway 66:
Ashland Street is considered a Boulevard under the Transportation
System Plan and is subject to the Boulevard standards in:
https://ashland.municipal.codes/LandUse/18.4.6.040.G.1. Ashland Street is also a state highway
(Hwy 66) under ODOT jurisdiction in this vicinity, and any improvements will be subject to ODOT
review and approval as well.In terms of an Exception to not install parkrow and sidewalk on
Ashland Street, an Exception request should make clear whether internal sidewalks proposed along
the driveway are intended to provide public pedestrian access as a means to provide equivalent
connectivity, or if this sidewalk is to be limited to hotel guests.It may be difficult for the
Commission to approve an Exception here which does not address pedestrian facilities on this
corridor.(ODOT,whichhasjurisdictionforthefacility,hasrecommendedthattheCityrequire
frontageimprovementsconsistentwithcitystandards,andhaspointedoutthatnothaving
sidewalkswillcomplicatepedestrianconnectivityandimpactfuturedevelopmenttotheeast.)
Hwy 66 Bikelanes in TSP:
The TSP identifies future bike lane improvements along Hwy 66 along
See B-30 on Figure 8-1 of the TSP
the properties’ frontage. . This should be taken into account in
the development plan as well.
East Main Street:
As noted in the application, East Main Street would need to be improved to city
standards with an “Avenue” level of improvement, which may necessitate the dedication of some
additional right-of-way.The standard avenue cross section is illustrated here:
https://ashland.municipal.codes/LandUse/18.4.6.040.G.2.
Controlled Access Requirements:
The final application will need to address the controlled access
requirements found in AMC 18.4.3.080.C.3as well as applicable controlled access/access
management standards for the appropriate jurisdictions. (As detailed in the Transportation System
Plan’s Figure 10-2, Ashland Street is under ODOT jurisdiction in this vicinity and East Main Street
is under Jackson County jurisdiction. Both roadways are noted in the TSP as being subject to
jurisdictional access management requirements calling for access spacing standards of 300 feet.)
Adequate Capacity of Public Utilities:
The applicant is responsible for determining if adequate
water, sanitary sewer, storm sewer, and electricity services, and paved access/adequate
transportation are available or can be extended to serve the proposed development. The Site Plan
must show the location and size of the public utility lines that will serve the proposed parcels and
detail all existing and proposed service locations. Plans will not be deemed complete without utility
planswhich have been developed in coordination with the utility departments, including an
approved electric service plan.
Airport Overlay:
In the official adopted maps, the Airport Overlay zone includes the subject
property. Within the Airport Overlay, residential uses are not permitted unless approved pursuant
to a Conditional Use Permit and structure heights are limited based on a conic section extending
from the runway and its approach pursuant to “FAR 77 Height Restrictions”
30 Knoll Crest
February 6, 2024/aa
Page 3
Tree Preservation, Protection and Removal
An inventory of all trees six-inches in diameter at breast height and greater on the property and
within 15 feet of the property boundaries, including any street trees, is required with the application
under AMC 18.4.5. The inventory must include detailed information including but not limited to
species, diameter at breast height, condition, and drip line/protection area of each tree. The plan
must clearly identify trees to be preserved and how they will be protected and show those trees to be
removed, and address the tree removal permit requirements in AMC 18.5.7 for trees to be removed
that require permits.
Other
Site Visit:
Prior to a hearing, staff would recommend that a Site Visit be arranged with the
Planning Commission to give them an idea of the specifics of the site (i.e. topography, relationship
to adjacent properties, existing frontage improvements, driveway locations, existing buildings,
stature and condition of existing trees, etc.)provided that COVID-related restrictions in place at the
time will allow for in-person/on-site meetings.
Neighborhood Outreach:
Staff always recommends applicants approach the affected neighbors to
discuss proposals and try to address any concerns as early in the process as possible. Notices will
be sent to owners of neighboring properties within a 200-foot radius, signs posted onthe site and
advertised in the local newspaper once an application is deemed complete. In many cases, it is
betterreceived if neighbors hear of the proposal from the applicants rather than by a formal notice
from the city.
Written Findings/Burden of Proof:
Applicants should be aware that written findings addressing
the ordinance and all applicable criteria are required, and are heavily depended on in the decision
making process for a planning action. In addition, the required plans are explained in writing below.
The burden of proof is on the applicant(s) to ensure that all applicable criteria are addressed in
writing and that all required plans, written findings, and other materials are submitted even if those
items were notdiscussed in specific, itemized detail during this initial pre-application conference.
OTHER DEPARTMENTS’ COMMENTS
FIRE DEPARTMENT:
See comments at the end of this document.Please contactthe Fire
Marshal, Chief Ralph Sartain of Ashland Fire & Rescue for any additional information at (541)
552-2229or via e-mail to ralph.sartain@ashland.or.us.
BUILDING DEPARTMENT:
Please contact the Building Division for any additional information
at (541) 488-5309.
CONSERVATION DEPARTMENT:
For information on currently available Conservation
programs, please contact the City of Ashland Conservation Division at (541) 488-5305or e-mail
Dan.Cunningham@ashland.or.us.
PUBLIC WORKS/ENGINEERINGDEPARTMENT:
See comments at end of this document.
For any further information, please contact Karl Johnson at (541) 552-2415 or via e-mail to:
karl.johnson@ashland.or.us.
30 Knoll Crest
February 6, 2024/aa
Page 4
ELECTRIC DEPARTMENT:
Theapplicant will need to contact Rick Barton in the Electric
Department at (541) 552-2082to discuss project details, servicerequirements and fees.An
approved electric service plan is required to be included in the final application submittal for the
application to be deemed complete.Rick can arrange an on-site meeting to assess service
requirements and will prepare a schematic service plan to be incorporated into the applicants’ civil
drawings. Please allow additional time for scheduling an on-site meeting with Rick Barton,
subsequent preparation of a schematic plan, and incorporation of this plan into your submittals.
Applications will not be deemed complete without an approved electric service plan.
WATER AND SEWER SERVICE:
If the project requires additional water services or upgrades to
existing services the Ashland Water Department will excavate and install in the city right of way all water
services up to and including the meter on domestic and commercial water lines. If a fire line is required, the
Water Department will only install a stub-out to the location where the double check detector assembly
(DCDA) or reduced pressure detector assembly (RPDA) complete with a Badger®-brand cubic foot bypass
meter should be placed in a vault external to the building. The vault and the DCDA or RPDA device housed in
it are the responsibility of the property owner and should be placed at the property line (outside of the
pedestrian corridor). Fees for these installations are paid to the Water Department and are based on a time
and materials quote to the developer or contractor. Meter sizes and fire line diameters will need to be
provided to the Water Department at the time of a quote being requested. Please Contact Steve Walker
prior to the design of water connections to the City system at 541-552-2326 or e-mail:
steve.walker@ashland.or.us to discuss the intended use of the facility and property regarding meter and
hydrant placement and also potential cross connection hazards associated with the project.
TALENT IRRIGATION DISTRICT (TID):
The Talent Irrigation District (TID) has no concerns
with the proposal. For any additional TID-related information, please e-mail the district offices at
tid@talentid.org.
OREGONDEPARTMENTOFTRANSPORTATION(ODOT):
PleasefindODOTcomments
below:
The adopted City of Ashland TSP identifies a roundabout on this property.The City should
I.
consider whether a TSP amendment would be appropriate to either shift or remove the
roundabout.
II.Preliminary ODOT Roadway analysis of the alternative roundabout location suggests
additional ROW may be needed to accommodate a correctly sized roundabout.Additional
analysis including modeling turning templates for a WB76 should be conducted to inform
appropriate roundabout size and potential Right of Way needs to accommodate in the
proposed location on the SEC of the development site.
III.Sight distance for eastbound traffic turning left into the easterly access should be examined
in the TIA.
IV.A left-turn lane analysis should be applied using ODOT APM standards in the TIA.
V.Applicant will need to obtain a misc./utility permit prior to any disturbance within the State
ROW.
VI.Applicant will need to obtain ODOT approval of drainage calculations, showing the
proposal will not adversely affect state facilities.
Please direct the applicant to contact Beau Appling at beau.appling@odot.oregon.govor
541.864.8811 to discuss permits.
30 Knoll Crest
February 6, 2024/aa
Page 5
ZONING DISTRICT REQUIREMENTS
See Table 18.2.6.030 –Standards for Non-Residential Zones
Zoning:
C-1 (Commercial Zoning District). Detail Site Review Overlay. Airport Overlay.
Parking, Access and Internal Circulation:
Per the requirements in AMC 18.4.3.
Landscaping Requirements
:15percent of the lot area. Seven percent of parking and circulation
areas. Size-and species-specific landscaping & irrigation plan required for park rowsand open space
at time of formal application.Avoid using lawn. Provide irrigation system.Include street trees, one
per 30feet of street frontage.
Lot Coverage:
There is no maximum coverage, however landscaping requirements above must be
met…
Standard Setbacks:
There is no minimum front, side, or rear yard required, except where buildings on the subject
site abut a residential zone, in which case a side of not less than 10 ft and a rear yard of not
less than 10 ft per story is required.
Except for buildings within 100 feet of a residential zone, the solar setback standards of
chapter18.4.8 do not apply to structures in the C-1 zone.
See also section18.2.4.030Arterial Street Setback.
APPLICATION SUBMITTAL REQUIREMENTS
Application Requirements:
Applications for Conditional Uses involving new buildings are
processed as a “Type II” procedure which requires a quasi-judicial decisionthrough a public
hearingat the Planning Commission. Detail Site Review developments and residential
developments totaling over 10,000 square feet also require Type II procedural handling. The
Planning Commission’s decision may be appealed, in which case it is subject toan “on-the-record
Type II (Quasi-Judicial
appeal” before the City Council. (For further procedural detail, see:
Hearing Process)attachedat end.
The application is required to include clear, legible, scalable drawings of the proposal (i.e. plan
requirements) as well as written findings addressing the applicable approval criteria in accordance
with the Ashland Land Use Ordinance (ALUO), Chapter 18 ofthe Ashland Municipal Code. The
following sections include the requirements for plans and approval criteria which are applicable to
the proposal as described in the pre-application submittals. When more than one planning approval
is required for the proposal, multiple sections of the ALUO may apply. The burden of proof is on
the applicant(s) to ensure that all applicable criteria are addressed in writing and that all required
plans, written findings, and other materials are submitted even if those items were not discussed in
specific, itemized detail during this initial pre-application conference. All submittals must also
include:
1. Application Form and Fee. Applications for Type II review shall be made on forms provided by the
Staff Advisor. One or more property owners of the property for which the planning action is
requested, and their authorized agent, as applicable, must sign the application. The required
application fee must accompany the application for it to be considered complete.
2. Submittal Information. The application shall include all of the following information.
30 Knoll Crest
February 6, 2024/aa
Page 6
a. The information requested on the application form (see
https://www.ashland.or.us/SIB/files/Comm%20Dev/Forms%2C%20Brochures%2C%20Hand
outs/Zoning_Permit_Application_FY21-22.pdf).
b. Plans and exhibits required for the specific approvals sought.
c. A written statement or letter explaining how the application satisfies each and all of the
relevant criteria and standards in sufficient detail.
d. Information demonstrating compliance with all prior decision(s) and conditions of approval
for the subject site, as applicable.
e. The required fee.
The Ashland Land Use Ordinance in its entirety may be accessed on-line at:
https://ashland.municipal.codes/LandUse.
PLAN & EXHIBIT REQUIREMENTS:
Electronic copies of the materials below formatted to
Note:
print to scale on paper no larger than 11"x 17”. These copies may be used for the Planning
Commission packets and for the notices mailed to neighbors -please submit clear, readable,
reproducible copies.
The materials required for a Site Design Review approval at 18.5.2.040.
o
The materials required for aPreliminary Plat Approval at 18.5.3.040
o
The materials required for a Conditional Use Permit approval at 18.5.4.040.
o
Written findings addressing the requirements from section 18.3.10.040 for a Physical &
o
Environmental Constraints Review Permit (if applicable to the final proposal).
ATree Protection Plan as required chapter 18.4.5.030.
o
The plans required for a Tree Removal Permit as required in chapter 18.5.7.030 (if
o
applicable to the final proposal).
RELEVANT CRITERIA AND STANDARDS:
Applicants are advised that in addition to
required plans, electronic copies of written findings addressing how the ordinance criteria are
satisfied in narrative format are required.The applicable criteria are included below.
Written findings addressing the criteria for Site Design Review approval detailed in chapter
o
18.5.2.050.
Written findings addressing the criteria for Preliminary Plat Approval detailed in chapter
o
18.5.3.050.
Written findings addressing the criteria for Conditional Use Permit from chapter AMC
o
18.5.4.050.
Written findings addressing the following criteria from chapter 18.3.10.050for a Physical &
o
Environmental Constraints Review Permit (if applicable to the final proposal).
Written findings addressing the following criteria from chapter18.4.6.020.B.1 for an
o
Exception to Street Standards (if applicable to the final proposal).
Written findings addressing the following criteria from chapter 18.5.7.040.B.2. for Tree
o
Removal Permit (if applicable to the final proposal).
30 Knoll Crest
February 6, 2024/aa
Page 7
*******************************************************************************
NEXT APPLICATION DEADLINE:
First Friday of each month
TREE COMMISSION MEETINGS:
Thursday before Planning Commission at 6:00 p.m.
PLANNING COMMISSION MEETING:
Second Tuesday of each monthat 7:00 p.m.
FEES:()…
As applicable to the final proposals details
Site Design Review(II)$2,663.25+½ % of value
Preliminary PlatSubdivision$2,663.25 + $170.25 per lot
Conditional Use Permit$2,663.25
Hotel/Motel
Residential in Airport Overlay
P&E Permit$1,271.25
Exceptions (if applicable)$0
Tree Removal Permits$0
*NOTES:
Applications are accepted on a first come-first served basis. All applications received
are reviewed by staff, and must be found to be complete before being processed or scheduled at a
Planning Commission meeting. Applications will not be accepted without a complete application
form signed by the applicant(s) and property owner(s), all required materials and full payment.
Applications are reviewed for completeness in accordance with ORS 227.178, and thefirst
COMPLETEapplications submitted are processed at the next availablePlanning Commission
meeting.
For further information, please contact:
February7,20224
Aaron Anderson,Senior Planner
Phone: 541-552-2052/E-mail: aaron.anderson@ashland.or.us
30 Knoll Crest
February 6, 2024/aa
Page 8
Public Works Conditions of Approval
1. Engineered Plans - Where public improvements are required or proposed, the applicant’s
engineer shall submit design plans for approval of all public improvements identified on the
approved plan or as specified in conditions of approval. One set of these civil plans MUST be
submitted DIRECTLY to the Public Works/Engineering Department. All design plans must meet the
City of Ashland Public Works Standards. Engineered construction plans and specifications shall be
reviewed and signed by the Public Works Director, prior to construction. All public facilities within
the development will be designed to the City of Ashland Engineering Design Standards for Public
Improvements. The engineered plans shall also conform to the following:
If drawings are submitted to the City of Ashland digitally, they shall be true scale PDF
drawings. If AutoCAD drawings are also submitted, they shall be compatible with the AutoCAD
release being used by the City at that time and shall be located and oriented within the Oregon
State Plain Coordinate System (NAD83-89).
Drawings sizes shall comply with ANSI-defined standards for page width and height.
Review drawings MUST be submitted in B size (11x17). Bidding and construction documents
MUST also be printed at B size; however, all final as-constructed drawings MUST be submitted to
scale on D-size (24x36) Mylar. Digital files of the as-constructed drawings MUST also be
submitted. Drawings MUST be drawn such that reduction of plans from full size (D sized) to half
size (B sized) can be done to maintain a true scale on the half-sized plans.
Plans shall also be submitted to ODOT and Jackson County Roads and the requirements of
those entities must also be adhered to. Any requirements from one of those entities that may be
in conflict with a requirement of the City of Ashland will be addressed at that time.
2. TIA (Transportation Impact Analysis) – A TIA has been submitted to the City of Ashland for
review and comment.
3.Street Improvement –The applicant proposed improvements must be reviewed and
permitted by ODOT, Jackson County Roads and the City of Ashland Engineering Department as
necessary. The City of Ashland Engineering Department would also request that the applicant
address Project R8 in the City of Ashland TSP and include these improvements as part of the
project design and construction.
4. Right of Way – No additional right of way dedication, beyond that necessary to comply with
City Street Standards, will be required at this time.
5. Sanitary Sewer - The property is currently served by a 10-in sanitary sewer main in E. Main
Street. The applicant proposed improvements must be reviewed, approved and permitted by
Jackson County Roads and the City of Ashland Engineering Department. The City of Ashland would
consider the proposed sanitary sewer mains shown on the preliminary plan as private
infrastructure as they are outside of the right of way and on private property.
6.Water - The property is currently served by a 12-in water main in E. Main Street. The
preliminary plan does not show a proposed connection to this main but the City of Ashland would
consider everything shown on the preliminary plan related to water as private infrastructure as
they are outside of the right of way and on private property. Any proposed water meters, fire
30 Knoll Crest
February 6, 2024/aa
Page 9
vaults, etc. will need to be placed in the public right of way. City of Ashland Water Department
shall tap existing water main and install any new water services and water meter boxes that are
proposed by development. City of Ashland Water Department must be contacted for availability,
placement and costs associated with the installation of the new water service. Service &
Connection Fees will also be required for any new water services installed as part of this project.
The applicant proposed improvements must be reviewed, approved and permitted by Jackson
County Roads and the City of Ashland Engineering Department.
7.Storm Drainage -The property is currently served by Jackson County maintained roadside
ditches along E. Main Street. Jackson County Roads and the City of Ashland Engineering
Department must review an engineered storm drainage plan. The City of Ashland would consider
the proposed storm sewer infrastructure shown on the preliminary plan as private as it is outside
of the right of way and on private property.
Storm Water Facility Design Requirements
Applicant MUST follow the guidance and requirements set forth in the current Rogue Valley
Stormwater Quality Design Manual which can be found at the following website:
https://www.rvss.us/stormwater-quality-documents-information
All stormater calculations, reports, drawings, etc. shall be submitted to the City of Ashland
Engineering Department for review.
8. Erosion & Sediment Control - The following requirements shall be met:
All ground disturbances exceeding 2,500 square feet shall implement an Erosion and
Sediment Control Plan (ESCP).
A 1200-C permit will be secured by the developer where required under the rules of the
Oregon State DEQ. City of Ashland Engineering Department must receive a copy of this permit
before any construction shall begin.
Erosion Prevention and Sediment control measures that meet the minimum standards set
forth by the City of Ashland Public Works/Engineering Standard Drawing CD282 must be in place
before any construction related to the project begins.
Pollution, track out, and sediment dumping into storm water are strictly prohibited per
AMC 9.08.060.
Drainage from automotive use areas shall be limited to oil concentrations of 10 mg/l by a
pre-approved means.
Trash storage areas shall be covered or provide additional storm water treatment by an
approved means.
Off street parking areas shall conform to Ashland Municipal Code 18.4.3.080.B.5, including
provisions to minimize adverse environmental and microclimatic impacts.
9. Driveway Access – No additional improvements/requirements will be requested at this
time, but the applicant proposed improvements must be reviewed and permitted by ODOT,
Jackson County Roads and the City of Ashland Engineering Department as necessary.
30 Knoll Crest
February 6, 2024/aa
Page 10
10. Permits – Any construction or closure within the public right of way will require a permit
and before any work in the right of way commences all necessary permits MUST be obtained.
ODOT will need to review and approve any improvements in the ODOT right-of-way. City
of Ashland must obtain a copy of any ODOT approvals and/or permits that are granted before any
work in the ODOT right-of-way begins.
Jackson County Roads will need to review and approve any improvements in the Jackson
County right-of-way. City of Ashland must obtain a copy of any Jackson County approvals and/or
permits that are granted before any work in the Jackson County right-of-way begins.
11. As-Builts - Where public improvements are required or completed, the developer shall
submit to the City of Ashland, reproducible as-built drawings and an electronic file of all public
improvements constructed during and in conjunction with this project. Field changes made during
construction shall be drafted to the drawings in the same manner as the original plans with clear
indication of all modifications (strike out old with new added beside). As-built drawings shall be
submitted prior to final acceptance of the construction, initiating the one-year maintenance
period.
12. Sign & Traffic Control Devices– Sign installation and visibility MUST be maintained to the
requirements of the Manual of Uniform Traffic Control Devices (MUTCD). The applicant proposed
signage must be reviewed and approved by ODOT, Jackson County Roads and/or the City of
Ashland Engineering Department as necessary.
30 Knoll Crest
February 6, 2024/aa
Page 11
Type II Procedure
Quasi-Judicial Decision
Subdivisions, Larger Scale & Commercial Projects, Minor
See Ashland Municipal Code (AMC) 18.5.1 for complete
Comprehensive Plan and Zoning Map Changes
information. Contact City of Ashland Planning for any
questions or more information at 51 Winburn Way
1.Conditional Use Permit ($2,663.25)*
Ashland OR, 97520. Phone: 541-488-5305 or E-mail:
2.Variance ($2,663.25)*
Planning@ashland.or.us.
3.Commercial Site Review ($2,663.25 + ½ % value)*
4.Outline Plan or Preliminary Plan for subdivisions
Priority planning action processing for LEED® certified
($2,663.25 + $170.25 per lot)*
buildings.
5.Final Plan with outline ($3,397 + $170.25 per lot)*
6.Independent Review of W.C.F. ($5,000 - $10,000)*
*Fees are cumulative and depend on project specifics.
A pre-application conference is required and
Pre Application Conference
valid for six months. Conferences are
“Pre-App” ($200)
Wednesday afternoons, as available, and must
be scheduled at least two weeks in advance.
Submit Application
Fees must be paid upon submission of the
Staff review (< 30 days)
application. Planning staff review the
application and determine if it is complete, and
inform the applicant of any deficiencies within
30 days of submittal.
If complete…
If incomplete…
Day 1
City may hold an initial evidentiary hearing.
Complete applications are heard initially at
Applicant has 180 days to
Planning Commission meeting at least 30 days
provide the missing
after the submission of the complete
information.
application. Public hearing notice must be
mailed and posted ten days before the hearing.
Notice of Public Hearing
Mailed and posted on site at
Staff reviews application and prepares a written
least ten days before hearing
recommendation to the Commission 7 days
before the hearing. Commission conducts public
hearing and approves or denies application.
Decision made at televised
Day 30-60
public hearing by Planning
Reconsideration may be requested by any
Commission
party if (1) new evidence material exists, (2)
a factual error occurred, or (3) a procedural
error occurred. If reconsideration is
Findings are
Reconsideration
requested within 7 days of mailing findings
adopted
it goes before the Planning Commission at
the next scheduled meeting.
Notice of Decision (N.O.D.)
Planning Commission
The Planning commission shall decide to
Applicant
•
will affirm, modify or
affirm, modify or reverse the original
Surrounding property owners
•
reverse original
decision. Notice of the reconsideration
Those who commented
•
decision
decision shall be sent to any party entitled
to notice of the planning action.
Appeal goes on
record to the
After Commission hearing, Staff prepares
Council.
findings document. Commission adopts the
Day 44-64
findings document at the next months
Decision
hearing. Decision is final 10 days after
The decision is final 10
appealed
findings adopted, unless there is an appeal.
Day 90
days after N.O.D. is sent
unless appealed.
Appeals are heard by the City Council. Fee
$325. Council appeals are on the record.
Updated July 2023
C
OMMERCIAL
SDC
YSTEMS EVELOPMENT HARGES
(SDC)
S
Fixture Unit Reference Guide
Effective 7/20/2007
The following is a partial list of the most common commercial fixtures and their fixture unit
counts for standard, public use and for assembly use (schools, auditoriums, etc) Complete
specifications can be found in the Uniform Plumbing Code.
Public Assembly
Bathtub or Bath/Shower 4.0
Clothes Washer 4.0
Dishwasher 1.5
Drinking Fountain .5 .75
Lavatory 1.0 1.0
Kitchen, domestic 1.5
Laundry sink 1.5
Service/Mop Basin 3.0
Shower 2.0
Urinal 1.0 GPF 4.0
Water Closet (1.6 GPF) 2.5 3.5
CITY OF ASHLAND
DEPT OF COMMUNITY DEVELOPMENT
20 EAST MAIN ST
ASHLAND, OR 97520
541-488-53057/25/2007
541-488-5311 (FAX)
www.ashland.or.us Fixture Units
7/25/2007
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Fospmmfe!Ipvtf!Cjmm!3:95!)IC!3:95.C*Qbhf!6
City of Ashland TSP Update
Project #: 10633
October 2012Page 1
Project#:R2 NMainStreet(OR99)/WimerStreetHerseyStreetIntersectionImprovements
Description:InstallatrafficsignalattheintersectiononceMUTCDtrafficvolumeorMUTCDcrashwarrantsaremet.
Engineeringand
Category:FunctionalClassification:TimeFrame:
ConstructionCost:
RoadwayBoulevard/Avenue1525years
$300,000
ProjectGoalsMet:
CreateaGreenImproveSafetyFacilitateEconomicGrowthandMaintainBalanceMobility
TemplateSmallTownCharacterandAccess
ProjectLocation:
ProjectImage:
1
Kittelson & Associates, Inc.Portland, Oregon
City of Ashland TSP Update
Project #: 10633
October 2012Page 2
Project#:R5 LithiaWay(OR99NB)/EMainStreetIntersectionImprovements
Description:Improvevisibilityofsignalheads.Identifyandinstalltreatmentstoslowvehiclesonnorthboundapproach.
SeetheNationalCooperativeHighwayResearchProgram(NCHRP)Report613GuidelinesfortheSelection
ofSpeedReductionTreatmentsatHighSpeedIntersectionsforguidanceandpotentialtreatments.
Engineeringand
Category:FunctionalClassification:TimeFrame:
ConstructionCost:
RoadwayBoulevard/Avenue05years
$50,000
ProjectGoalsMet:
CreateaGreenImproveSafetyFacilitateEconomicGrowthandMaintainBalanceMobility
TemplateSmallTownCharacterandAccess
ProjectLocation:
ProjectImage:
2
Kittelson & Associates, Inc.Portland, Oregon
City of Ashland TSP Update
Project #: 10633
October 2012Page 3
Project#:R6 SiskiyouBoulevard(OR99)/TolmanCreekRoadIntersectionImprovements
Description:Conductaspeedstudy.Identifyandinstallspeedreductiontreatmentsonnorthboundapproach.Seethe
NationalCooperativeHighwayResearchProgram(NCHRP)Report613GuidelinesfortheSelectionofSpeed
ReductionTreatmentsatHighSpeedIntersectionsforguidanceandpotentialtreatments.Continueto
monitorcrashes.
Engineeringand
Category:FunctionalClassification:TimeFrame:
ConstructionCost:
RoadwayBoulevard/Avenue05years
$61,000
ProjectGoalsMet:
CreateaGreenImproveSafetyFacilitateEconomicGrowthandMaintainBalanceMobility
TemplateSmallTownCharacterandAccess
ProjectLocation:
ProjectImage:
3
Kittelson & Associates, Inc.Portland, Oregon
City of Ashland TSP Update
Project #: 10633
October 2012Page 4
Project#:R8 AshlandStreet(OR66)/OakKnollDriveEMainStreetIntersectionImprovements
Description:RealignEMainStreetapproachtoeliminateoffsetandinstallspeedreductiontreatments.Continueto
monitorcrashes.Rightofwaycostsarenotincludedinthecostestimate.
Engineeringand
Category:FunctionalClassification:TimeFrame:
ConstructionCost:
RoadwayBoulevard/Avenue05years
$706,000
ProjectGoalsMet:
CreateaGreenImproveSafetyFacilitateEconomicGrowthandMaintainBalanceMobility
TemplateSmallTownCharacterandAccess
ProjectLocation:
ProjectImage:
4
Kittelson & Associates, Inc.Portland, Oregon
City of Ashland TSP Update
Project #: 10633
October 2012Page 5
Project#:R9 AshlandStreet(OR66)/OakKnollDriveEMainStreetIntersectionImprovements
Description:Installaroundabout.Rightofwaycostsarenotincludedinthecostestimate.
Engineeringand
Category:FunctionalClassification:TimeFrame:
ConstructionCost:
RoadwayBoulevard/Avenue1525years
$3,150,000
ProjectGoalsMet:
CreateaGreenImproveSafetyFacilitateEconomicGrowthandMaintainBalanceMobility
TemplateSmallTownCharacterandAccess
ProjectLocation:
ProjectImage:
5
Kittelson & Associates, Inc.Portland, Oregon
City of Ashland TSP Update
Project #: 10633
October 2012Page 6
Project#:R11 LithiaWay(OR99NB)/OakStreetIntersectionImprovements
Description:Installatrafficsignal.
Engineeringand
Category:FunctionalClassification:TimeFrame:
ConstructionCost:
RoadwayBoulevard/Avenue1525years
$200,000
ProjectGoalsMet:
CreateaGreenImproveSafetyFacilitateEconomicGrowthandMaintainBalanceMobility
TemplateSmallTownCharacterandAccess
ProjectLocation:
ProjectImage:
6
Kittelson & Associates, Inc.Portland, Oregon
City of Ashland TSP Update
Project #: 10633
October 2012Page 7
Project#:R12 SiskiyouBoulevard(OR99)/ShermanStreetIntersectionImprovements
Description:RealignShermanStreetapproachtoeliminateoffset.Rightofwaycostsarenotincludedinthecost
estimate.
Engineeringand
Category:FunctionalClassification:TimeFrame:
ConstructionCost:
RoadwayBoulevard/NeighborhoodDevelopmentDriven
$391,000
ProjectGoalsMet:
CreateaGreenImproveSafetyFacilitateEconomicGrowthandMaintainBalanceMobility
TemplateSmallTownCharacterandAccess
ProjectLocation:
ProjectImage:
7
Kittelson & Associates, Inc.Portland, Oregon
City of Ashland TSP Update
Project #: 10633
October 2012Page 8
Project#:R13 SiskiyouBoulevard(OR99)/ParkStreetIntersectionImprovements
Description:RealignParkStreetapproachtoeliminateoffset.Rightofwaycostsarenotincludedinthecostestimate.
Engineeringand
Category:FunctionalClassification:TimeFrame:
ConstructionCost:
RoadwayBoulevard/AvenueDevelopmentDriven
$296,000
ProjectGoalsMet:
CreateaGreenImproveSafetyFacilitateEconomicGrowthandMaintainBalanceMobility
TemplateSmallTownCharacterandAccess
ProjectLocation:
ProjectImage:
8
Kittelson & Associates, Inc.Portland, Oregon
City of Ashland TSP Update
Project #: 10633
October 2012Page 9
Project#:R14 SiskiyouBoulevard(OR99)/TerraAvenueFaithAvenueIntersectionImprovements
Description:RealignTerraAvenueapproachtoeliminateoffset.Rightofwaycostsarenotincludedinthecostestimate.
Engineeringand
Category:FunctionalClassification:TimeFrame:
ConstructionCost:
RoadwayBoulevard/NeighborhoodDevelopmentDriven
$216,000
ProjectGoalsMet:
CreateaGreenImproveSafetyFacilitateEconomicGrowthandMaintainBalanceMobility
TemplateSmallTownCharacterandAccess
ProjectLocation:
ProjectImage:
9
Kittelson & Associates, Inc.Portland, Oregon
City of Ashland TSP Update
Project #: 10633
October 2012Page 10
Project#:R17 ENevadaStreetExtension
Description:ExtendNevadaStreetfromBearCreektoKestrelParkway.Rightofwaycostsarenotincludedinthecost
estimate.
Engineeringand
Category:FunctionalClassification:TimeFrame:
ConstructionCost:
RoadwayAvenue05years
$2,261,000
ProjectGoalsMet:
CreateaGreenImproveSafetyFacilitateEconomicGrowthandMaintainBalanceMobility
TemplateSmallTownCharacterandAccess
ProjectLocation:
ProjectImage:
10
Kittelson & Associates, Inc.Portland, Oregon
City of Ashland TSP Update
Project #: 10633
October 2012Page 11
Project#:R19 NormalAvenueExtension
Description:ExtendNormalAvenuetoEMainStreetconsistentwiththeIAMPExit14AccessManagementonAshland
Street(OR66).CoordinatewiththeNormalAvenueatgraderailroadcrossingupgradeproject(X3).Rightof
waycostsarenotincludedinthecostestimate.
Engineeringand
Category:FunctionalClassification:TimeFrame:
ConstructionCost:
RoadwayAvenue515years
$2,705,000
ProjectGoalsMet:
CreateaGreenImproveSafetyFacilitateEconomicGrowthandMaintainBalanceMobility
TemplateSmallTownCharacterandAccess
ProjectLocation:
ProjectImage:
12
Kittelson & Associates, Inc.Portland, Oregon
City of Ashland TSP Update
Project #: 10633
October 2012Page 12
Project#:R24 ClearCreekDriveExtension
Description:ConstructanewroadwaytoconnectthetwoexistingsegmentsofClearCreekDriveprovidingacontinuous
eastwestroadwaybetweenOakStreetandNMountainAvenue.Rightofwaycostsarenotincludedin
thecostestimate.
Engineeringand
Category:FunctionalClassification:TimeFrame:
ConstructionCost:
RoadwayNeighborhoodCollectorDevelopment&AccessManagementDriven
$2,505,000
ProjectGoalsMet:
CreateaGreenImproveSafetyFacilitateEconomicGrowthandMaintainBalanceMobility
TemplateSmallTownCharacterandAccess
ProjectLocation:
ProjectImage:
16
Kittelson & Associates, Inc.Portland, Oregon
City of Ashland TSP Update
Project #: 10633
October 2012Page 13
Project#:R25 WashingtonStreetExtensiontoTolmanCreekRoad
Description:ExtendWashingtonStreettoTolmanCreekRoadconsistentwiththeIAMPExit14AccessManagementon
AshlandStreet(OR66).ThisisaCityfundedproject;notdevelopmentdriven.Rightofwaycostsarenot
includedinthecostestimate.
Engineeringand
Category:FunctionalClassification:TimeFrame:
ConstructionCost:
RoadwayNeighborhoodCollector05years
$1,055,000
ProjectGoalsMet:
CreateaGreenImproveSafetyFacilitateEconomicGrowthandMaintainBalanceMobility
TemplateSmallTownCharacterandAccess
ProjectLocation:
ProjectImage:
17
Kittelson & Associates, Inc.Portland, Oregon
City of Ashland TSP Update
Project #: 10633
October 2012Page 14
Project#:R26 NewRoadway(D)
Description:ConstructanewroadwayfromEMainStreettoAshlandStreet(OR66)consistentwiththeIAMPAccess
ManagementonAshlandStreet(OR66).Rightofwaycostsarenotincludedinthecostestimate.
Engineeringand
Category:FunctionalClassification:TimeFrame:
ConstructionCost:
RoadwayNeighborhoodCollectorDevelopment&AccessManagementDriven
$2,422,000
ProjectGoalsMet:
CreateaGreenImproveSafetyFacilitateEconomicGrowthandMaintainBalanceMobility
TemplateSmallTownCharacterandAccess
ProjectLocation:
ProjectImage:
18
Kittelson & Associates, Inc.Portland, Oregon
City of Ashland TSP Update
Project #: 10633
October 2012Page 15
Project#:R29 WashingtonStreetExtension
Description:ExtendWashingtonStreettoBensonWay.Rightofwaycostsarenotincludedinthecostestimate.
Engineeringand
Category:FunctionalClassification:TimeFrame:
ConstructionCost:
RoadwayNeighborhoodCollectorDevelopmentDriven
$1,301,000
ProjectGoalsMet:
CreateaGreenImproveSafetyFacilitateEconomicGrowthandMaintainBalanceMobility
TemplateSmallTownCharacterandAccess
ProjectLocation:
ProjectImage:
21
Kittelson & Associates, Inc.Portland, Oregon
City of Ashland TSP Update
Project #: 10633
October 2012Page 16
Project#:R31 WimerStreetExtension
Description:ExtendWimerStreettoAshlandMineRoad.Rightofwaycostsarenotincludedinthecostestimate.The
exactlocationofthestreetwillberefinedatthetimeofannexation.
Engineeringand
Category:FunctionalClassification:TimeFrame:
ConstructionCost:
RoadwayNeighborhoodCollectorDevelopmentDriven
$3,125,000
ProjectGoalsMet:
CreateaGreenImproveSafetyFacilitateEconomicGrowthandMaintainBalanceMobility
TemplateSmallTownCharacterandAccess
ProjectLocation:
ProjectImage:
23
Kittelson & Associates, Inc.Portland, Oregon
City of Ashland TSP Update
Project #: 10633
October 2012Page 17
Project#:R35 NMainStreetTemporaryRoadDiet
Description:ImplementatemporaryroaddietonNMainStreet.TemporaryroaddietincludesconvertingNMainStreet
toatwolaneroadwaywithatwowaycenterturnlaneandbicyclelanesinbothdirections.
Engineeringand
Category:FunctionalClassification:TimeFrame:
ConstructionCost:
RoadwayBoulevard05years
$160,000
ProjectGoalsMet:
CreateaGreenImproveSafetyFacilitateEconomicGrowthandMaintainBalanceMobility
TemplateSmallTownCharacterandAccess
ProjectLocation:
ProjectImage:
26
Kittelson & Associates, Inc.Portland, Oregon
City of Ashland TSP Update
Project #: 10633
October 2012Page 18
Project#:R36 NMainStreetImplementPermanentRoadDiet
Description:Converttemporaryroaddiettopermanentinstallation,whichincludes,ataminimum,signalmodifications
totheNMainStreet/MapleStreetandtheNMainStreet/LaurelStreetintersections.Projectassumes
communityandCitydecidetokeeproaddietonNMainStreet(R35).
Engineeringand
Category:FunctionalClassification:TimeFrame:
ConstructionCost:
RoadwayBoulevard515years
$200,000
ProjectGoalsMet:
CreateaGreenImproveSafetyFacilitateEconomicGrowthandMaintainBalanceMobility
TemplateSmallTownCharacterandAccess
ProjectLocation:
ProjectImage:
27
Kittelson & Associates, Inc.Portland, Oregon
City of Ashland TSP Update
Project #: 10633
October 2012Page 19
Project#:R38 AshlandStreetStreetscapeEnhancements(SiskiyouBoulevardtoWalkerAvenue)
Description:Widenandreconstructsidewalkswithstreettrees,stormwaterplantersandbusshelters.Ashland
Street/WalkerAvenueintersectionenhancementstoincludeconcretecrosswalks,paving,andornamental
lights.Rightofwaycostsarenotincludedinthecostestimate.
Engineeringand
Category:FunctionalClassification:TimeFrame:
ConstructionCost:
RoadwayBoulevard515years
$1,100,000
ProjectGoalsMet:
CreateaGreenImproveSafetyFacilitateEconomicGrowthandMaintainBalanceMobility
TemplateSmallTownCharacterandAccess
ProjectLocation:
ProjectImage:
28
Kittelson & Associates, Inc.Portland, Oregon
City of Ashland TSP Update
Project #: 10633
October 2012Page 20
Project#:R39 AshlandStreetStreetscapeEnhancements(WalkerAvenuetoNormalAvenue)
Description:Widenandreconstructsidewalkswithstreettrees,stormwaterplantersandbusshelters.Rightofway
costsarenotincludedinthecostestimate.
Engineeringand
Category:FunctionalClassification:TimeFrame:
ConstructionCost:
RoadwayBoulevardDevelopmentDriven
$1,300,000
ProjectGoalsMet:
CreateaGreenImproveSafetyFacilitateEconomicGrowthandMaintainBalanceMobility
TemplateSmallTownCharacterandAccess
ProjectLocation:
ProjectImage:
29
Kittelson & Associates, Inc.Portland, Oregon
City of Ashland TSP Update
Project #: 10633
October 2012Page 21
Project#:R40 WalkerAvenueFestivalStreet(SiskiyouBoulevardtoAshlandStreet)
Description:Streetreconstructionwithflushcurbsandscoredconcreteroadwaysurface.Sidewalktreatmentstoinclude
decorativebollardstodelineatedpedestrianspace,streettrees,LIDstormwaterfacilitiesandornamental
lighting.
Engineeringand
Category:FunctionalClassification:TimeFrame:
ConstructionCost:
RoadwayAvenue05years
$780,000
ProjectGoalsMet:
CreateaGreenImproveSafetyFacilitateEconomicGrowthandMaintainBalanceMobility
TemplateSmallTownCharacterandAccess
ProjectLocation:
ProjectImage:
30
Kittelson & Associates, Inc.Portland, Oregon
City of Ashland TSP Update
Project #: 10633
October 2012Page 22
Project#:R41 AshlandStreet/TolmanCreekRoadStreetscapeEnhancements
Description:Widenandreconstructsidewalkswithstreettrees,stormwaterplantersandbusshelters.Ashland
Street/TolmanCreekRoadintersectionenhancementstoincludeconcretecrosswalks,paving,and
ornamentallights.Rightofwaycostsarenotincludedinthecostestimate.
Engineeringand
Category:FunctionalClassification:TimeFrame:
ConstructionCost:
RoadwayBoulevard/AvenueDevelopmentDriven
$1,500,000
ProjectGoalsMet:
CreateaGreenImproveSafetyFacilitateEconomicGrowthandMaintainBalanceMobility
TemplateSmallTownCharacterandAccess
ProjectLocation:
ProjectImage:
31
Kittelson & Associates, Inc.Portland, Oregon
City of Ashland TSP Update
Project #: 10633
October 2012Page 23
Project#:R42 EMainStreet/NMountainAvenueStreetscapeEnhancements
Description:Widenandreconstructsidewalkswithstreettrees,stormwaterplantersandbusshelters.EMain/N
MountainAvenueintersectionenhancementstoincludeconcretecrosswalks,paving,andornamental
lights.Rightofwaycostsarenotincludedinthecostestimate.
Engineeringand
Category:FunctionalClassification:TimeFrame:
ConstructionCost:
RoadwayBoulevard/AvenueDevelopmentDriven
$1,500,000
ProjectGoalsMet:
CreateaGreenImproveSafetyFacilitateEconomicGrowthandMaintainBalanceMobility
TemplateSmallTownCharacterandAccess
ProjectLocation:
ProjectImage:
32
Kittelson & Associates, Inc.Portland, Oregon
City of Ashland TSP Update
Project #: 10633
October 2012Page 24
Project#:R43 NewRoadway(E)
Description:ConstructanewroadwayfromMistletoeRoadtoSiskiyouBoulevard(OR99)consistentwiththeCroman
MillDistrictPlan.Rightofwaycostsarenotincludedinthecostestimate.
Engineeringand
Category:FunctionalClassification:TimeFrame:
ConstructionCost:
RoadwayBoulevardDevelopmentDriven
$4,322,000
ProjectGoalsMet:
CreateaGreenImproveSafetyFacilitateEconomicGrowthandMaintainBalanceMobility
TemplateSmallTownCharacterandAccess
ProjectLocation:
ProjectImage:
33
Kittelson & Associates, Inc.Portland, Oregon
City of Ashland TSP Update
Project #: 10633
October 2012Page 25
Project#:R44 TolmanCreekRoadMistletoeRoadStreetscapeEnhancements
Description:Widenandreconstructsidewalkswithstreettrees,stormwaterplantersandbussheltersconsistentwith
theCromanMillDistrictstandards.
Engineeringand
Category:FunctionalClassification:TimeFrame:
ConstructionCost:
RoadwayBoulevardDevelopmentDriven
$3,478,000
ProjectGoalsMet:
CreateaGreenImproveSafetyFacilitateEconomicGrowthandMaintainBalanceMobility
TemplateSmallTownCharacterandAccess
ProjectLocation:
ProjectImage:
34
Kittelson & Associates, Inc.Portland, Oregon
City of Ashland TSP Update
Project #: 10633
October 2012Page 26
Project#:R45 NewRoadway(F)
Description:ConstructanewroadwayfromWashingtonStreettoNewRoadway(E)consistentwiththeCromanMill
DistrictPlan.CoordinatewiththeWashingtonStreetatgraderailroadcrossingproject(X2).Rightofway
costsarenotincludedinthecostestimate.
Engineeringand
Category:FunctionalClassification:TimeFrame:
ConstructionCost:
RoadwayAvenueDevelopmentDriven
$1,199,000
ProjectGoalsMet:
CreateaGreenImproveSafetyFacilitateEconomicGrowthandMaintainBalanceMobility
TemplateSmallTownCharacterandAccess
ProjectLocation:
ProjectImage:
35
Kittelson & Associates, Inc.Portland, Oregon
City of Ashland TSP Update
Project #: 10633
October 2012Page 27
Project#:X1 4thStreetAtGradeRailroadCrossing
Description:Pursueanewatgradeped/bikerailroadcrossingat4thStreet.Coordinatewith4thStreetMultiUsePath
Project(TR4).Rightofwaycostsarenotincludedinthecostestimate.
Engineeringand
Category:FunctionalClassification:TimeFrame:
ConstructionCost:
RailroadNADevelopmentDriven
$275,000
ProjectGoalsMet:
CreateaGreenImproveSafetyFacilitateEconomicGrowthandMaintainBalanceMobility
TemplateSmallTownCharacterandAccess
ProjectLocation:
ProjectImage:
36
Kittelson & Associates, Inc.Portland, Oregon
City of Ashland TSP Update
Project #: 10633
October 2012Page 28
Project#:X2 WashingtonStreetAtGradeRailroadCrossing
Description:PursueanewatgraderailroadcrossingatWashingtonStreetaspartoftheCromanMillSiteDevelopment.
CoordinatewithNewRoadway(F)Project(R45).Rightofwaycostsarenotincludedinthecostestimate.
Engineeringand
Category:FunctionalClassification:TimeFrame:
ConstructionCost:
RailroadNADevelopmentDriven
$1,000,000
ProjectGoalsMet:
CreateaGreenImproveSafetyFacilitateEconomicGrowthandMaintainBalanceMobility
TemplateSmallTownCharacterandAccess
ProjectLocation:
ProjectImage:
37
Kittelson & Associates, Inc.Portland, Oregon
City of Ashland TSP Update
Project #: 10633
October 2012Page 29
Project#:X3 NormalAvenueAtGradeRailroadCrossingUpgrade
Description:UpgradetheexisingatgraderailroadcrossingatNormalAvenuetopubliccrossingstandards.Coordinate
withNormalAvenueExtension(R19).Rightofwaycostsarenotincludedinthecostestimate.
Engineeringand
Category:FunctionalClassification:TimeFrame:
ConstructionCost:
RailroadNADevelopmentDriven
$750,000
ProjectGoalsMet:
CreateaGreenImproveSafetyFacilitateEconomicGrowthandMaintainBalanceMobility
TemplateSmallTownCharacterandAccess
ProjectLocation:
ProjectImage:
38
Kittelson & Associates, Inc.Portland, Oregon
City of Ashland TSP Update
Project #: 10633
October 2012Page 30
Project#:S1 FundingSourcesFeasibilityStudy
Description:Studytoidentifyfuturefeasiblefundingsourcestosupportimprovementstothetransportationsystem.
Engineeringand
Category:FunctionalClassification:TimeFrame:
ConstructionCost:
StudyNA515years
$30,000
ProjectGoalsMet:
CreateaGreenImproveSafetyFacilitateEconomicGrowthandMaintainBalanceMobility
TemplateSmallTownCharacterandAccess
ProjectLocation:
ProjectImage:
39
Kittelson & Associates, Inc.Portland, Oregon
City of Ashland TSP Update
Project #: 10633
October 2012Page 31
Project#:S2 DowntownParkingandMultiModalCirculationStudy
Description:TheCityofAshlandwillconductadowntownparkingmanagementandmultimodalcirculationstudyto
evaluatetheeffectivenessofexistingdowntownparkingmanagementandtruckloadingzonesand
potentialchangesinparkingmanagementandtraveldemandmanagement(TDM)strategiestoincrease
thestudyisonpages9091oftheTSP.
overallaccessibilitytodowntown.Afulldescriptionof
Engineeringand
Category:FunctionalClassification:TimeFrame:
ConstructionCost:
StudyNA05years
$100,000
ProjectGoalsMet:
CreateaGreenImproveSafetyFacilitateEconomicGrowthandMaintainBalanceMobility
TemplateSmallTownCharacterandAccess
ProjectLocation:
ProjectImage:
40
Kittelson & Associates, Inc.Portland, Oregon
City of Ashland TSP Update
Project #: 10633
October 2012Page 32
Project#:S3 NMainStreet(OR99)fromHelmanStreettoSheridanStreet
Description:Conductaccessmanagementspacingstudyandprovidenearandlongtermrecommendationsfor
improvement.
Engineeringand
Category:FunctionalClassification:TimeFrame:
ConstructionCost:
StudyNA515years
$75,000
ProjectGoalsMet:
CreateaGreenImproveSafetyFacilitateEconomicGrowthandMaintainBalanceMobility
TemplateSmallTownCharacterandAccess
ProjectLocation:
ProjectImage:
41
Kittelson & Associates, Inc.Portland, Oregon
City of Ashland TSP Update
Project #: 10633
October 2012Page 33
Project#:S5 SiskiyouBoulevardfromAshlandStreettoTolmanCreekRoad
Description:Conductaccessmanagementspacingstudyandprovidenearandlongtermrecommendationsfor
improvement.
Engineeringand
Category:FunctionalClassification:TimeFrame:
ConstructionCost:
StudyNA515years
$75,000
ProjectGoalsMet:
CreateaGreenImproveSafetyFacilitateEconomicGrowthandMaintainBalanceMobility
TemplateSmallTownCharacterandAccess
ProjectLocation:
ProjectImage:
42
Kittelson & Associates, Inc.Portland, Oregon
City of Ashland TSP Update
Project #: 10633
October 2012Page 34
Project#:S6 AshlandStreet(OR66)fromSiskiyouBoulevardtoTolmanCreekRoad
Description:Conductaccessmanagementspacingstudyandprovidenearandlongtermrecommendationsfor
improvement.
Engineeringand
Category:FunctionalClassification:TimeFrame:
ConstructionCost:
StudyNA515years
$75,000
ProjectGoalsMet:
CreateaGreenImproveSafetyFacilitateEconomicGrowthandMaintainBalanceMobility
TemplateSmallTownCharacterandAccess
ProjectLocation:
ProjectImage:
43
Kittelson & Associates, Inc.Portland, Oregon
City of Ashland TSP Update
Project #: 10633
October 2012Page 35
Project#:S7 EMainStreetfromSiskiyouBoulevardtoWightmanStreet
Description:Conductaccessmanagementspacingstudyandprovidenearandlongtermrecommendationsfor
improvement.
Engineeringand
Category:FunctionalClassification:TimeFrame:
ConstructionCost:
StudyNA1525years
$75,000
ProjectGoalsMet:
CreateaGreenImproveSafetyFacilitateEconomicGrowthandMaintainBalanceMobility
TemplateSmallTownCharacterandAccess
ProjectLocation:
ProjectImage:
44
Kittelson & Associates, Inc.Portland, Oregon
City of Ashland TSP Update
Project #: 10633
October 2012Page 36
Project#:S9 AshlandStreet(OR66)SafetyStudy
Description:ConductatransportationsafetyassessmentinfiveyearsalongAshlandStreet(OR66)betweenClayStreet
andWashingtonStreettoidentifycrashtrendsand/orpatterns(iftheyexist)aswellasmitigationsto
reducecrashes.
Engineeringand
Category:FunctionalClassification:TimeFrame:
ConstructionCost:
StudyNA515years
$20,000
ProjectGoalsMet:
CreateaGreenImproveSafetyFacilitateEconomicGrowthandMaintainBalanceMobility
TemplateSmallTownCharacterandAccess
ProjectLocation:
ProjectImage:
45
Kittelson & Associates, Inc.Portland, Oregon
City of Ashland TSP Update
Project #: 10633
October 2012Page 37
Project#:S10 SiskiyouBoulevardPedestrianCrossingEvaluationandFeasibilityStudy
Description:Evaluatepedestrianflows,crossingdemand,andsafetyalongSiskiyouBoulevardfromHighway66toBeach
Street.SeeTable102forafulldescriptionofthestudy.
Engineeringand
Category:FunctionalClassification:TimeFrame:
ConstructionCost:
StudyNA05years
$35,000
ProjectGoalsMet:
CreateaGreenImproveSafetyFacilitateEconomicGrowthandMaintainBalanceMobility
TemplateSmallTownCharacterandAccess
ProjectLocation:
ProjectImage:
46
Kittelson & Associates, Inc.Portland, Oregon
Perfomance Standards Subdivision for 19 lot (18 residences on pad lots - 1 common lot)
Site Review for Residential Development in C-1 Zone; CUP for Residential in Airport Overlay zone
Rogue Planning & Development Services, LLC541-951-4020
amygunter.planning@gmail.com
1314-B Center Drive PMB #457Ashland97520
Neuman Properties & Development LLC
953 Emigrant Creek RoadAshland97520
30 Knoll Crest11D500
January 11, 2024
Site Design Review and Conditional Use Permit to allow for the construction of
14 residential dwelling units in the Commercial Zone within the Airport Overlay.
Exception to Street Standards to install non-standard street improvements for the ODOT and Jackson
County jurisdiction roadwaythat differ from standards fromCity of Ashland Street Standards
A tree removal permit to remove five trees
Property Owner: Neuman Properties Development, LLC
953 Emigrant Creek Road
Ashland, OR 97520
Building Designer: James Cook Associates
Design Consulting
PO BOX 1348
Jacksonville, OR 97530
Surveyor: LJ Friar & Associates PC
James Hibbs
1585 Siskiyou Boulevard, Suite B
Medford, OR 97504
Engineering Services: Marquess and Associates
Jim Higday, P.E.
PO BOX 490
Medford, OR 97501
Planning Consultant: Rogue Planning & Development Services
Amy Gunter
1314-B Center Dr., PMB #457
Medford, OR 97501
Landscape Design: Tom Madera
2994 Well Fargo Road
Central Point, OR 97504
Subject Property: 30 Knoll Crest
Map & Tax Lot: 39S 1E 11D; 500
Page 1 of 23
Comprehensive
Plan Designation: Commercial
Zoning: C-1
Adjacent Zones: C-1, E-1 and R-1-10
Overlay Zones: Airport Overlay
Severe Constraints - Hillside
Detail Site Design Review
REQUEST:
Request for Site Design Review and Conditional Use Permit to allow for the construction of 14, detached
residential dwelling units on Commercially Zoned land in the Airport Overlay. The proposed residences
are to be located on vacant property at 30 Knoll Crest. The 3.9-acre parcel is to the east of the Ashland
Hills Inn property at 2525 Ashland Street.
Residential use requires a Conditional Use Permit review in the Commercial Zone. Construction of
residential dwellings in the Commercial zoning district requires Site Design Review.
Exception to Street Standards to not install landscape park row and sidewalk along Ashland Street/ OR
Hwy. 66 due to the physical constraints that prevent frontage improvements that comply with city
standards. The physical constraints include the guardrail, steep embankment adjacent to the right-of-
way, and large stature street trees. East of Knoll Crest, an eight-foot wide, curbside sidewalk is proposed
that complies with ODOT Standards. The exception is consistent with ODOT Standards and with previous
discussions with Oregon Department of Transportation (ODOT).
A tree removal permit is requested to remove five (5) significant Oak trees that are within the proposed
driveway that will extend through the site from East Main Street to Ashland Street.
PROPERTY DESCRIPTION:
The subject property is a vacant, 3.9-acre parcel located on the north side of HWY 66/Ashland Street.
East Main Street is along the east property line.
Knoll Crest is a shared, private driveway access benefiting the subject property and the properties at 10
Knoll Crest and 16 Knoll Crest. The driveway is non-conforming in width for the number of lots accessed
and per current driveway standards. Easements to adjacent properties are existing.
The subject property was Annexed (ORD# 1935), rezoned from Jackson County RR-5 to City of Ashland
Commercial-Retail District. ORD# 1937 was rezoned to Highway Commercial in August 1977.
Page 2 of 23
The subject property is zoned Commercial (C-1). The
propertiesto the north and west arealso zoned city of
Ashland Commercial (C-1). The properties to the northeast,
across East Main Street are outside of the city limits, within
the Urban Growth Boundary, andzoned Jackson County
Rural Residential (RR-5).
Across East Main Street to the east and southeast, the
properties are within the city of Ashland and are zoned
Employment (E-1). The properties to the south, across
Ashland Street are zoned Single Family Residential (R-1-10).
The properties in the area are developed with a variety of commercial and residential uses.
The uses include a residential subdivision, hotel uses, warehouse and manufacturing, fueling service
stations, restaurants, and storage. Ashland Municipal Airport is further to the east.
The property is bound by Knoll Crest. Knoll Crest is a private driveway that has a 40-foot-wide access
easement to provide the adjacent residences vehicular access. Knoll Crest is a non-conforming, private
driveway. It is improved with pavement with a varying improved width of between 10-12 feet of
pavement. There are steep slopes on the up and downhill sides of the driveway.
The property has varying degrees of slope from the frontage along Ashland Street to the north and east.
A slope analysis during the Property Line Adjustment application that created the lot demonstrates the
areas of 35 percent slopes. There are none within the building areas of the proposed development.
There are significant grade changes along the private drive Knoll Crest which provides access to the
single-family residential structures located on land locked parcels at 10 and 16 Knoll Crest Drive.
East Main Street has a 60-foot-wide right-of-way along the frontage of the parcel. East Main Street is
improved to approximately 32-feet with two six-foot bike lanes and two ten-foot travel lines. There is
approximately 25 feet of unimproved right-of-way between the property line and the improved
roadway.
According to the 2012 City of Ashland Transportation System Plan (TSP) the East Main Street, Ashland
Street (Hwy 66), and Oak Knoll intersection are listed as in need of a roundabout or other intersection
improvements within 1 -5 years. The potential roundabout from the TSP encompasses the entire
development area.
There are a number of oak trees scattered throughout the property. A tree inventory was performed
and there are five large stature Oak trees in the areas affected by development.
Page 3 of 23
There is a 20-foot-wide public utility easement for the overhead power lines that traverse the property
from east to west. Based on discussions with the City of Ashland electric department, this easement and
the associated utility can be relocated through changes to the location of the power line and how it
connects with the East Main Street primary lines. Large overhead electrical transmission lines extend
along the East Main Street and Highway frontages of the site. There are 10-foot-wide public utility
easements along Ashland Street and East Main Street. There are several other easements described on
the property deed. These easements are identified and located on the site survey.
DETAILED PROPOSAL:
The proposal is for 14, single and single story with basement, bungalow style dwellings tucked into the
hillside that extends from East Main Street to Knoll Crest. The units will be upon their own pad lots with
a common area for the remainder of the property. A Performance Standards Subdivision for the 15 lot
subdivision will be included in the final application submittals.
The development of residential structures in the C-1 zone are subject to the Site Design and Review
Standards from AMC 18.4.
Despite the use standards of 18.2.2., the use of the property as residential in the Airport Overlay zone
requires a Conditional Use Permit.
Four different unit types are proposed. The exterior elevations for those units are shown on the attached
drawing sheets. Those drawings have a list of proposed exterior materials keyed into the elevations.
The front facades of the buildings as viewed from; the driveway, Ashland Street, or East Main Street will
have an appropriate rhythm of building façades to open spaces. The proposed spacing between units is
typically ten-feet. Similar to many residential sub-divisions with side yards each side of a common
property line. In addition, the mix of four different unit types, garages, and carports will provide an
appropriate amount of variation in the unit facades. The unit entrances would be visible and functional
with; low sidewalk lighting, sconce lighting adjacent the front door, and clear building and unit
identification signage.
Exterior heat pump condensers are proposed for each unit.
The entrances have well-lit sidewalks and are clearly visible from East Main Street and the improved n-
site driveway and sidewalk.
The proposed residences have low pitch roofs, and non-reflective surfacesto limit adverse impacts to
the Airport Overlay Zone. The dwellings will provide for increased insulation and window glazing with
greater sound attenuation and limited reflective glazing, are measures that will be taken to reduce any
adverse effects of the development in the Airport Overlay Zone.
Page 4 of 23
The proposal includes a request to remove five, large stature Oak trees. The removed trees will be
mitigated for with the landscape plan.
On the following pages, findings of fact addressing the Ashland Municipal Code, Land Use Ordinance are
provided. We believe it can be found that the development of the property brings a unique residential
offering to Ashland providing needed housing accommodations as addressed the Comprehensive Plan.
Page 5 of 23
FINDINGS OF FACT
SITE DESIGN REVIEW
18.5.2.020 Applicability
B.Residential Uses. Site design review applies to the following types of residential uses and project
proposals, pursuant to section 18.5.2.030, Review Procedures:
1. Three or more dwelling units on a lot in a residential zone, and one or more dwelling units on a lot in
any other nonresidential zone.
Finding
More than one residential dwelling unitis proposed in a nonresidential zone.
18.2.2.030
Allowed Uses:
A. Uses Allowed in Base Zones. Allowed uses include those that are permitted, permitted subject to
special use standards, and allowed subject to approval of a conditional use permit.
Finding:
Residential uses are Special Permitted uses in the C-1 zone per the Table of Permitted Uses 18.2.030.
The Standards of Sec. 18.2.3.130 applies to dwellings in the C-1 zone.
Notwithstanding the provisions of chapter 18.2.2, which requires Special Use Standards (S),
development of residential dwellings in the Airport Overlay Zone requires a Conditional Use Permit
review.
C. Conditional Uses. Uses listed as “Conditional Use Permit Required (CU)” are allowed subject to the
requirements of chapter 18.5.4.
Finding:
Chapter 18.5.4 applies to land use actions involving a conditional use as designated in section
18.2.2.030. Per the standards of
D. Prohibited Uses.
Finding:
Not Applicable
E.Uses Regulated by Overlay Zones. Notwithstanding the provisions of chapter 18.2.2, additional land
use standards or use restrictions apply within overlay zones. An overlay zone may also provide for
exceptions to some standards of the underlying zone.
Finding:
Page 6 of 23
The proposed use of the property is residential. The property is within the Airport Overlay Zone.
Notwithstanding the provisions of chapter 18.2.2, development of residential dwellings in the Airport
Overlay Zone requires a Conditional Use Permit review.
Site Development Design Standards Approval Criteria:
18.5.2.050 Approval Criteria
An application for Site Design Review shall be approved if the proposal meets the criteria in
subsections A, B, C, and D below.
A. Underlying Zone. The proposal complies with all of the applicable provisions of the underlying zone
(part 18.2), including but not limited to: building and yard setbacks, lot area and dimensions, density and
floor area, lot coverage, building height, building orientation, architecture, and other applicable standards.
Finding:
The proposed area of development complies with the standards from the underlying Commercial zone
found in 18.2.
The property is zoned Commercial (C-1).
The proposal requires a Conditional Use permit review for residential uses in the Airport Overlay Zone.
The Airport Overlay Zone modifies the standards from 18.2.
The unit’s most adjacent to the street are proposed to have a minimum of five feet along the improved
street frontage of East Main Street. There is a 10-foot setback to Ashland Street.
The setbacks are the minimum to allow for adequate clearance to provide frontage improvements along
East Main Street.
The coverage of the 3.90 acre site by the proposed development is less than the allowed 85 percent in
the zone. The property area has substantial areas of landscaping and open spaces.
The proposed buildings are low profile with low pitch roofs providing a lower building height in the
Airport Overlay. The proposed structures are setback substantially from the adjacent residential zone to
the south. The building heights of less than 30-feet within the conical surface of the airport overlay is
substantially lower than the maximum height allowed in the zone.
B. Overlay Zones. The proposal complies with applicable overlay zone requirements (part 18.3).
Finding:
The property is within the Airport Overlay Zone where residential uses are a Conditional Use Permit
Review.
Page 7 of 23
18.3.7.030 –Airport Overlay Regulations
A. Residential uses are not permitted, unless approved pursuant to chapter18.5.4 Conditional
Use Permits.
Finding:
Residential uses are proposed, and a Conditional Use Permit is requested herein.
B. The maximum height of structures, trees or other airspace obstructions shall comply with the
FAR 77 Height Restrictions, which limit height as a conic section in relation to the runway and
its approach as detailed in the adopted Ashland Municipal Airport Master Plan’s “Airspace
Plan”, and shall not exceed the height allowed in the underlying zoning.
Finding:
The proposed single story and single story with basement have low pitch, skillionstyle roofs
that do not exceed the maximum height in the zone, and does not exceed the .
C. All planning actions will require, as a condition of approval that the applicant sign an
agreement with the City agreeing that airport noise is likely to increase in the future and that they
waive all rights to complain about airport noise.
Finding:
An avigation agreement acknowledging that there is likely noise associated with the airport and
that property owners waive all rights to complain about airport noise
D. Activities associated with tree trimming or removal are exempt from tree removal permit
requirements as provided in AMC 18.5.7.020.C.10. The City may top any tree that is in excess of
those maximum heights listed in section18.3.7.030.B, or locate appropriate lights or markers on
those trees as a warning to the operators of aircraft.
Finding:
The proposed street trees are low stature and will not impede maximum heights listed in
18.3.7.030.B. The trees onsite both existing and proposed comply with the standards and will not
require topping or removal.
E.No use shall be made of land or water within any of this zone in such a manner as to create
electrical interference with navigational signals or radio communication between airport and
aircraft, make it difficult for pilots to distinguish between airport lights and others, result in glare
in the eyes of pilots using the airport, impair visibility in the vicinity of the airport, or otherwise
create a hazard which may in any way endanger the landing, takeoff, or maneuvering of aircraft
using the airport.
Finding:
Page 8 of 23
There is no proposal to use the land within the zone in a manner that creates interference with
navigation signals or radio communication between the airport and aircraft, or lights that would
cause confusion over the airport lighting, nor any proposal which would result in a glare or impair
the visibility in the vicinity of the airport. Nothing within the proposal endagers the landing,
takeoff or maneuvering of aircraft using the airport.
F. Construction or assembly of an aircraft hangar is exempt from Site Design Review
18.5.2.020, but requires approval of a Ministerial Action/Permit. The permit is to verify that the
proposed hangar is within a pre-determined location identified in the adopted Ashland Municipal
Airport Master Plan for conventional, executive or T-hangars, and is constructed in compliance
with Ashland Municipal Airport design and material standards.
Finding:
Not applicable
C. Site Development and Design Standards. The proposal complies with the applicable Site
Development and Design Standards of part 18.4, except as provided by subsection E, below.
Finding:
New residential structures in C-1 zones require a Site Design Review. Theproposed structuresare on
the hillside below the Ashland Hills Hotel and Convention Center.
The proposal seeks an exception to the Street Standards but not the Residential Site Design Review
Standards.
SITE DESIGN REVIEW
18.4.2.030. Residential Development
A. Purpose and Intent. For new multifamily residential developments, careful design considerations must
be made to assure that the development is compatible with the surrounding neighborhood. For example,
the use of earth tone colors and wood siding will blend a development into an area rather than causing
contrast through the use of overwhelming colors and concrete block walls.
1. Crime Prevention and Defensible Space.
a. Parking Layout. Parking for residents should be located so that distances to dwellings
are minimized. However, avoid designs where parking areas are immediately abutting
dwelling units because there is little or no transition from public to private areas. Parking
areas should be easily visible from adjacent areas and windows.
b. Orientation of Windows. Windows should be located so that vulnerable areas can be
easily surveyed by residents.
Page 9 of 23
c. Service and Laundry Areas. Service and laundry areas should be located so that they
can be easily observed by others. Windows and lighting should be incorporated to assure
surveillance opportunities. Mail boxes should not be located in dark alcoves out of sight.
Barriers to police surveillance such as tall shrubs and fences should be avoided.
d. Hardware. Reliance solely upon security hardware in lieu of other alternatives is
discouraged.
e. Lighting. Site development should utilize lighting prudently. More lighting does not
necessarily mean better security. Lighting should be oriented so that areas vulnerable to
crime are accented.
f.Landscaping. Plant materials such as high shrubs should be placed so that surveillance
of semi-public and semi-private areas is not blocked. Thorny shrubs will discourage crime
activity. Low shrubs and canopy trees will allow surveillance, hence, reduce the potential
for crime.
B. Applicability. Except as otherwise required by an overlay zone or plan district, the following
standards apply to residential development pursuant to section 18.5.2.020. See conceptual site plan
of multifamily development in Figure 18.4.2.030.
Finding:
The standards of the Airport Overlay Zone apply and require a Conditional Use Permit for
residential development. The proposed residential development is for detached single family
Performance Standards Subdivision within the C-1 zone.
C. Building Orientation. Residential buildings that are subject to the provisions of this chapter
shall conform to all of the following standards. See also solar orientation standards in section
18.4.8.050.
1. Building Orientation to Street. Dwelling units shall have their primary orientation
toward a street. Where residential buildings are located within 20 feet of a street, they shall
have a primary entrance opening toward the street and connected to the right-of-way via
an approved walkway.
Finding:
The proposed development of the Commercially zoned land with residential dwelling
units will have a positive impact upon the streetscape of East Main Street. Due to
topography, the proposed structures are generally at or below the grade of Ashland
Street/Hwy. 66 but inaccessible from the highway due to the guardrail and slope adjacent
to the right-of-way.
Page 10 of 23
2. Limitation on Parking Between Primary Entrance and Street. Automobile circulation or
off-street parking is not allowed between the building and the street. Parking areas shall be
located behind buildings, or on one or both sides.
Findings:
The proposed driveway leading through the site utilizes the existing driveway locations
on East Main Street for the access from the roadway. The driveway follows generally the
same pathway and the existing driveway and this is due to the locations of the curb cuts
on East Main and Ashland Street.
3. Build-to Line. Where a new building is proposed in a zone that requires a build-to line
or maximum front setback yard, except as otherwise required for clear vision at
intersections, the building shall comply with the build-to line standard.
Findings:
The zone has limited front setbacks, as little as five-feet. The proposal has the structures
nearest East Main Street at the 10-foot Public Utility Easement along the frontage of the
property line. That is the build to line standard in the zone.
D. Garages. The following standards apply to garages, carports, canopies, and other permanent
and temporary structures used for parking or storing vehicles, including those parking and vehicle
storage structures accessory to detached single-family dwellings. The standards are intended to
balance residents’ desire for a convenient, safe, and private vehicle access to their homes with the
public interest in maintaining safe and aesthetically pleasing streetscapes. The standards therefore
promote pedestrian safety and visibility of public ways, while addressing aesthetic concerns
associated with street-facing garages. For the purpose of this subsection, a garage opening is
considered to be facing a street where the opening is parallel to or within 45 degrees of the street
right-of-way line.
1. Alleys and Shared Drives. Where a lot abuts a rear or side alley, or a shared driveway,
including flag drives, the garage or carport opening(s) for that dwelling shall orient to the
alley or shared drive, as applicable, and not a street.
Finding:
There is a shared driveway which will provide access to the parking areas. The buildings
are oriented towards the street and the garages are to the rear or side of those on the
East Main Street frontage.
2. Setback for Garage Opening Facing Street. The minimum setback for a garage (or
carport) opening facing a street is 20 feet. This provision does not apply to alleys.
Finding:
Page 11 of 23
No garage or carport is accessed from the streets and are only accessible from the
driveway.
E. Building Materials. Building materials and paint colors should be compatible with the
surrounding area. Very bright primary or neon-type paint colors, which attract attention to the
building or use, are unacceptable.
Finding:
Paint colors that are compatible with the surrounding area using beiges, whites, greens, orange,
blues, greys will be used. Very bright or neon paint colors are not proposed.
The materials proposed are stucco, cement board siding, wood or wood-like materials,
composition or non-reflective metal roofing.
F. Streetscape. One street tree chosen from the street tree list shall be placed for each 30 feet of
frontage for that portion of the development fronting the street pursuant to subsection 18.4.4.030.E.
Finding:
A public sidewalk is proposed along the East Main Street frontage.Pedestrian walkways are
provided from the street to along the driveways and leading to the proposed dwelling units.
The proposal is to install a landscape park row on East Main Street instead of a hardscape park
row. This is due to the lack of on-street parking adjacent to the curb line, and to provide a
physical barrier between East Main and pedestrians.
One street tree for every 30-feet of frontage on East Main Street has been provided. See
preliminary landscape plan.
G. Landscaping and Recycle/Refuse Disposal Areas. Landscaping and recycle/refuse disposal
areas shall be provided pursuant to chapter 18.4.4.
Finding:
Landscaping is proposed to enhance the site and provide screening of the parking area and trees
to provide cooling of the driveway. The proposed frontage improvements will enhance the
pedestrian environment through the installation of sidewalks with a landscape park row adjacent
to East Main Street. The bicycle lane along East Main Street will remain or be reconfigured if
necessary,as determined by Jackson County Roads Dept.
Trash cans will likely be required to be placed on the East Main Street frontage. If a common
facility is allowed by the provider, a screened enclosure area that complies with the standards
would be provided.
Page 12 of 23
H. Open Space. Common and/or private open space is required to be provided pursuant to section
18.4.4.070.
Finding:
The proposed landscaping complies with the minimum standards and 15 percent of the site has
been provided as landscape area.Openspaceis not required though there is substantial
openspace provided.
18.4.3 Parking Access and Circulation:
Finding:
The proposed development requires no additional parking. There are vehicle parking spaces
within the garage/carports for the new units.
There are garagesor carports for the dwelling units that provide a secure bicycle parking area.
The proposed development has both covered parking within garages and surface parking areas
adjacent too or clustered in areas with groups of three spaces. The proposal does not provide a
consolidated parking area to landscape with seven percent as there is not a parking lot.
18.4.3.060 Parking Management Strategies
A. On-Street Parking Credit. Credit for on-street parking spaces may reduce the required off-
street parking spaces up to 50 percent, as follows.
Finding:
No on-street parking is available as there are no areas where on-street parking is permissible.
B. Alternative Vehicle Parking. Alternative vehicle parking facilities may reduce the required
off street parking spaces up to 25 percent, as follows.
Finding:
No alternative vehicle parking is proposed.
C. Mixed Uses.
Finding:
There are no mixed uses proposed.
18.4.3.080 Vehicle Area Design
A. Parking Location
Page 13 of 23
Finding:
The proposed areas of new parking is located primarily to the side and rear of the proposed
buildings. There is no parking between the five units that front on East Main Street. The majority
of the parking proposed is directly adjacent to the unit that the space is for.
B. Parking Area Design.
Finding:
There are 20 surface parking spaces adjacent to the driveway.
There are not 50 new parking spaces, and a sidewalk system is proposed along the entire
driveway to provide a safe and convenient walkway to throughout the development. The
proposal does not have new parking areas, just surface spaces of two to five vehicle spaces
adjacent to the units.
C. Vehicular Access and Circulation.
Finding:
The proposed development has a circulation system that accommodates expected traffic on the
site. The site circulation has street like features including raised sidewalks which connect to the
proposed public sidewalk on East Main Street and to the units. There are shade trees and benches
in pocket park like areas adjacent to the driveway.
The existing driveway accesses from East Main Street are proposed to be retained. These
driveways exceed City of Ashland minimum spacing standard of 100-feet to intersection and 100-
feet between driveways on Avenues.
The driveway is wider than standard to relieve grades and assure they are not more than 20
percent. The driveway is more than 50-feet in length. Excepting the screening standards, the
driveway is improved to a greater degree than required in the flag driveway standards for width
and clearances.
18.4.5.030 Tree Protection.
Finding:
There are several trees on the property and adjacent to the property within the right-of-way that
require removal. The site is largely treed with Oaks and a few pines. Some of the trees are dead,
some are in a state of decline, and some are in good condition. A project arborist has evaluated
the trees and created a removal and protection plan.
All of the trees proposed for preservation will have six-foot chain link fence installed at the
dripline of the trees to protect them from the proposed site development. In the event of
Page 14 of 23
construction within the driplines, the project arborist recommendations for tree protection will
be followed.
Replacement trees will be planted in the proposed landscape areas to replace the large stature
Oak trees. The new street trees in the proposed landscape park row along East Main Street will
also include mitigation trees.
Public Facilities
18.4.6.040.F. Design Standards
Finding:
The proposal is to improve approximately 852 feet of frontage along East Main Street to the
standards for a two-lane avenue. No improvements to Ashland Street/Hwy. 66 are proposed and
Exception to Street Standards is requested. There are no cross streets proposed with the 14-unit
residential development. The units are proposed to be accessed via the existing driveway
approaches from East Main Street and the driveway approach on Ashland Street/Hwy. 66. These
approaches will be improved with approved aprons per the standards.
East Main Street along the frontage is in the jurisdiction of Jackson County Roads because East
Main Street is not within the city limits. The County standards seek an eight-foot curbside
sidewalk. The City of Ashland Transportation System Plan designates East Main Street as an
Avenue. In consultation with Jackson County Roads, they will allow for an exception to their
standards for a landscape park row and buffered sidewalk.
Per Ashland’s Street Design Standards a two lane Avenue requires a 59’ – 86’ right of way (ROW).
East Main Street has a 60’ ROW. The curb-to-curb pavement is 32’ – 33’ with 10’ – 10.5’ travel
lanes. The minimum width of bike lane is 6’ and there is a 7’ landscape park row with an 8’
sidewalk. East Main is off-set in the ROW with the majority of the improvements on the north
side of the right-of-way, some of the improvements may need to be altered slightly to
accommodate offset pavement
Knoll Crest Drive is presently a private driveway with a 40-foot easement providing access to the
hotel parking area and the two residences at 10 and 16 Knoll Crest. These developments and the
steepness of the slope on the east side of the property, prevent extension of a public right of way
for automobile connectivity to and through the property. The topography and development
within and adjacent to the easement terminus, prevent extension. The proposed layout does not
prevent future connectivity to the properties to the north and to the areas of future phases for
development. There is presently limited access to the properties owned in common to the north.
There is an unimproved, ~15-foot gravel access through the property. With future site
improvements this will provide pedestrian and bicycle access via a multi-use path type of access
to the future development areas to the north.
Page 15 of 23
The frontage improvements along East Main Street would be extended as properties to the north
develop with future phasesand south to the property line or to a logical location considering the
existing transportation system.
The existing driveway approaches are proposed to be retained and utilized. The driveway throat
nearest East Main and Ashland Street/Hwy. 66 intersection is 220-feet from the property line.
This spacing standard complies with the minimum driveway separation for an Avenue with more
than 100-feet between driveways and more than driveway leading through the property provides
adequate fire apparatus access through the property and complies with minimum turning radii
for emergency vehicles. The proposed driveway preserves the natural features to the greatest
extent possible and meets maximum street grade requirements.
18.4.6.020
B. Exceptions and Variances.
1. Exception to the Street Design Standards.
a. There is demonstrable difficulty in meeting the specific requirements of this chapter due to a
unique or unusual aspect of the site or proposed use of the site.
Finding:
The proposed street design does not propose sidewalk or park row installation on the Ashland
Street/Hwy. 66 frontage.
There is demonstrable difficulty in meeting the standards for no improvements to Ashland
Street/Hwy 66 as there is not adequate right-of-way along the highway for standard
improvements. Along the shoulder of the highway there is a substantial grade change at the
property frontage adjacent to the highway. The lack of right-of-way, a guardrail along the entire
frontage, and steep slope behind the highway shoulder, prevent the installation of park row and
sidewalk.
b. The exception will result in equal or superior transportation facilities and connectivity
considering the following factors where applicable.
Finding:
The connectivity of the property and the neighborhood will have superior transportation facilities
through the installation of sidewalk and park row on East MainStreet along the frontage of the
property and a sidewalk adjacent to the driveway for the pedestrian access through the site.
There are no sidewalk facilities along the property side of the highway where development is
proposed due to the topographical constraints described above.
Page 16 of 23
The proposed sidewalks along East Main Street will terminate at the driveway edge. A future
street dedication area is anticipated as the realignment of East Main Street, AshlandStreet/Hwy.
66 and Oak Knoll has been in the Capital Improvements Project schedule for years and has yet to
be realized. The proposal provides area for future improvements. This application does not
formally dedicate land area.
i. For transit facilities and related improvements, access, wait time, and ride
experience.
Finding:
There is an existing transit stop on the Ashland Street near the Ashland Hills Inn at
2525 Ashland Street driveway entrance.
ii. For bicycle facilities, feeling of safety, quality of experience (i.e., comfort level of
bicycling along the roadway), and frequency of conflicts with vehicle cross traffic.
Finding:
There is a bike lane on the highway. The bicycle facilities are not impacted by the
proposed exception.
ii. For pedestrian facilities, feeling of safety, quality of experience (i.e., comfort level
of walking along roadway), and ability to safety and efficiency crossing roadway.
Finding:
The exception seeks to not install sidewalks on the north side of Ashland
Street/Hwy. 66. This exception is due to the topography adjacent to the edge of
asphalt.
c. The exception is the minimum necessary to alleviate the difficulty.
Finding:
The exception is the minimum necessary to alleviate the difficulty of improving to full city
standards as it only applies along one of the frontages, there are physical constraints along the
portion of the frontage seeking exceptions. There are no sidewalks on the north side of Ashland
Street in the vicinity to connect a sidewalk too and there is a lack of adequate right of way,
topography and trees prevent a city standard sidewalk along the ODOT right of way.
d. The exception is consistent with the Purpose and Intent of the Street Standards in subsection
18.4.6.040.A.
Finding:
Page 17 of 23
The purpose and intent containstandards for street connectivity and design as well as cross
sections for street improvements including installation of new streets and improvements to
existing streets. The lack of sidewalk on the north Ashland Street/Hwy. 66 is due to substantial
physiographic constraints which the purpose and intent section recognizes through the exception
provisions. The proposal East Main Street sidewalk and park row increases sidewalk in the area
and is proposed to comply with the standards.
18.4.7 Signs.
Finding:
A ground sign for neighborhood identification is proposed along the East Main Street frontage.
The proposal seeks to allow for at least a single ground sign on the East Main Street frontage.
The signage will be addressed through a sign permit application that complies with the standards.
18.4.8 Solar Access.
Finding:
For the purposes of the solar access ordinance, the north property line of the subject site abuts
a non-developable area of the property to the north. The individual units will have a solar
standards applied as necessary with the Performance Standards Subdivision Review. The low-
pitched single-storyunits create a shadow of less than 16-feet on the north property line(Solar
Setback Standard B)which is conforming to the standards of development in the C-1 zone.
D. City Facilities. The proposal complies with the applicable standards in section 18.4.6 Public Facilities,
and that adequate capacity of City facilities for water, sewer, electricity, urban storm drainage, paved
access to and throughout the property, and adequate transportation can and will be provided to the subject
property.
Findings:
There is adequate capacity for city facilities. There are existing water mains within the adjacent public
rights-of-way and throughout property.
Sanitary sewer service is available to service the additional dwelling units and the units will be
connected to the existing city systems.
There is a large overhead service that crosses the property from east to west. This will be relocated
underground. The existing easement will need to be modified based upon the location of the
underground lines within the proposed driveway system.
The storm water retention, detention and drainage plan has conceptual detention ponds provided in
strategic locations. The storm water quality design is engineered to assure that it conforms to the city
of Ashland standards.
Page 18 of 23
The property is currently served by an 8-in water main in Ashland Street and a 12-in water main
Water:
in E. Main Street. Water services will be extended from the East Main Street water line.
The property is currently served by a 10-in sanitary sewer main in E. Main Street. In
Sanitary Sewer:
discussion with the Wastewater Department Supervisor, there are no capacity issues with the public
sanitary sewer lines. New sewer connections will be made to connect the proposed structure to the
public infrastructure.
Substantial electrical infrastructure upgrades are necessary. This upgrade includes
Electrical:
undergrounding of a large service line the bisects the property and revision of associated easement.
A new transformer will be installed as deemed necessary by the electric department.
A public utility easement will be provided for all public utilities that are on the private property.
The property is currently served by an 18-in storm sewer main along the northern portion
Storm Sewer:
of this proposed development.There are no known capacity issues with the city’s facilities. When
considering that post development peak flows are not to exceed pre-development peak flows, there
should be little discernable impacts on the public storm sewer facilitates. Maintenance agreements as
required will be developed.
Transportation:
Finding:
See Street Standards compliance findings above.
A Transportation Memo has been drafted by Kelly Sandow, Oregon LicensedTraffic Engineer for the
proposed units (the memo speaks to 24 units vs. 14as proposedand speaks about hotel use vs.
residential –residential has fewer trips) the proposed development is below the thresholds for a
Traffic Impact Analysisbecause there are not 50 newly generated vehicle trips inbound and outbound
during the adjacent street peak hours. The Transportation Memo notes the distribution of traffic and
finds most will enter and existing property from Ashland Street. There are no modifications, excepting
tree removal at the Knoll Crest Dr., where the access exists to the development area that require
additional highway construction or development plans. In discussing the proposal with ODOT, there
were no concerns regarding the existing driveway approach due to the limited impacts from additional
vehicle trips.
The proposal does not dedicate any public streetextensions.
18.3.7.030 Airport Overlay Regulations
Finding:
Page 19 of 23
The property is in close proximity to the Ashland Airport where air craft are present and airspace
obstructions are restricted.
Residential Uses are permitted with a conditional use permit in the Airport Overlay Zone. The property
owner will sign the required avigation noise agreement.
No uses which impact the airport operations are proposed.
No development or construction or materials that would create interference with navigational signals
or other airport communications are proposed.
The proposed structure heights are limited based on a conic section extending from the runway and its
approach pursuant to “FAR 77 Height Restrictions” as detailed in the Airport Master Plan’s “Airspace
Plan.” Thus, only single-story structure with low pitched roofs are proposed so as to not penetrate and
the FAR 77 Height Restrictions within the Airspace Plan.
An avigation agreement that acknowledges airport noise will be signed.
The new trees will be low in stature to prevent crown topping to assure the trees are less that the
maximum heights set by the FAR77 Height Restrictions.
No electrical interference or other development that creates glare or impairs visibility of pilots will be
developed.
TREE REMOVAL REVIEW
18.5.7.040 Approval Criteria
B. Tree Removal Permit.
2. Tree That is Not a Hazard.
a. The tree is proposed for removal in order to permit the application to be consistent with
other applicable Land Use Ordinance requirements and standards, including but not limited
to applicable Site Development and Design Standards in part 18.4 and Physical and
Environmental Constraints in part 18.3.10.
Finding:
The trees are proposed for removal to permit the applicant to be consistent with other
applicable ordinance requirements and standards applicable to the Site Design Standards and the
Physical and Environmental Constraints ordinance.
b. Removal of the tree will not have a significant negative impact on erosion, soil stability, flow
of surface waters, protection of adjacent trees, or existing windbreaks.
Finding:
Page 20 of 23
The removals will not have significant negative impacts on erosion, soil stability, flow of
surfaces waters, protection of adjacent trees or existing windbreaks. The areas where the trees
are located, post removal will be redeveloped as part of the larger, comprehensive site
development. Mitigation trees will replace the trees proposed for removal.
c. Removal of the tree will not have a significant negative impact on the tree densities, sizes,
canopies, and species diversity within 200 feet of the subject property. The City shall grant
an exception to this criterion when alternatives to the tree removal have been considered and no
reasonable alternative exists to allow the property to be used as permitted in the zone.
Finding:
The site is treed primarily with Oak trees. These trees are in various conditions. Some are in good
condition others are exhibiting signs of age and stress and have broken limbs in the canopy, large
cavities, substantial amounts of mistletoe and lack of foliage.
Oak trees were common on the knoll with the Oaks Subdivision south of the subject property and
the evidence of primarily Oak on the subject property, unfortunately, the Oak trees are not
tolerant of development, changes to hydrology, changes to the roots beyond the dripline and
within the critical root zone presenting a situation where fewer trees are able to be preserved
because the impacts to development would substantially, negatively impact the Oak trees
survivability.
The proximity to the heavily vegetated creek area provides substantial species diversity, canopy
coverage and tree densities. The proposed development replaces canopy, tree densities, sizes
and species diversity.
d. Nothing in this section shall require that the residential density to be reduced below the
permitted density allowed by the zone. In making this determination, the City may consider
alternative site plans or placement of structures of alternate landscaping designs that would
lessen the impact on trees, so long as the alternatives continue to comply with the other
provisions of this ordinance.
Finding:
The residential density is not increased or decreased as a result ofthe tree removals.
e. The City shall require the applicant to mitigate for the removal of each tree granted approval
pursuant to section 18.5.7.050. Such mitigation requirements shall be a condition of
approval of the permit.
Finding:
Page 21 of 23
Mitigation trees are proposed throughout the property. There are three dead trees that are proposed
for removal. These will not be mitigated for. The other trees proposed for removal will be mitigated. See
the Landscape Design Plan.
18.5.4.050 – Conditional Use Permit
A. Approval Criteria. A Conditional Use Permit shall be granted if the approval authority finds that
the application meets all of the following criteria, or can be made to conform through the imposition of
conditions.
1.That the use would be in conformance with all standards within the zoning district in which
the use is proposed to be located, and in conformance with relevant Comprehensive plan policies
that are not implemented by any City, State, or Federal law or program.
Finding:
The proposal is for a conditional use permit to allow for the development of an 18 unit
residential development on a vacant 3.9 acre parcel of Commercial zoned land. The
development of residential uses in the Airport Overlay requires a Conditional Use Permit.
The construction of residential dwellings is required by code but is also is supported by the
Comprehensive Plan. The City of Ashland Comprehensive Plan recognizes the importance of
Urbanization and the recently adopted Housing Production Strategy recognizes the need for
more dwellings will less barriers to housing development.
Additionally the additional residences provided needed customers to the businesses in the area
of Exit 14 that would benefit from additional customers. These include the major commercial
retailors such as Rite-Aid, Albertsons, Bi-Mart, and Shop’N Kart. There are restaurants,
convenience stores, doctors, dentists, and other services all within ½ of the property.
2. That adequate capacity of City facilities for water, sewer, electricity, urban storm drainage,
paved access to and throughout the development, and adequate transportation can and will be
provided to the subject property.
Finding:
There are adequate city facilities serving the property. There are existing water mains within
the adjacent public rights-of-way and throughout the adjacent hotel property.
Adequate sanitary sewer service is available and already provides service to the residential and
commercial developments in the vicinity. The existing electrical infrastructure has been
upgraded in terms of service capabilities. There is adequate electrical service for 14dwelling
units.
New stormwater retention, detention, and filtration systems are proposed with the
development.
Page 22 of 23
Paved access to and throughout the development is existing and adequate transportation for
the 14 dwelling units is provided or proposed.
3. That the conditional use will have no greater adverse material effect on the livability of the
impact area when compared to the development of the subject lot with the target use of the zone,
pursuant with subsection 18.5.4.050.A.5, below. When evaluating the effect of the proposed use
on the impact area, the following factors of livability of the impact area shall be considered in
relation to the target use of the zone.
Finding:
The conditional use of the property as residential dwellings will have no greater adverse
material effect on the livability of the impact area when compared to the development of the
subject lot with the target use of the zone.
The target use per 18.5.4.050.A.5 allows for the development of the entire tax lot area with a
.50 floor area ratio of 84,942 square feet in building area.
The proposed use of the property with 14 dwellings, will have substantially less impact on the
livability of the impact area when compared to substantial building area required for
commercial retail types of development.
PERFORMANCE STANDARDS SUBDIVISION
18.3.9
Page 23 of 23
SANDOWENGINEERING
160 MADISON STREET, SUITE A EUGENE, OREGON 97402 541.513.3376
TECH MEMO
DATE: November 24, 2020
TO: Amy Gunter
Rogue Planning & Development Services
FROM: Kelly Sandow P.E.
Sandow Engineering
RE: Ashland Hills Trip Generation and Distribution
The following provides a trip generation estimate for the proposed Ashland Hill PUD in Ashland,
Oregon. The proposal is 24 dwelling units. The dwelling units will be used as short-stay and
traditional single-family residential.
th
The ITE Trip Generation Manual 10 Edition is used to estimate the trip generation for the AM and
PM peak hours. The ITE manuals provide trip generation estimates residential uses for single-
family residential, hotel, All Suites Hotel, and Business Hotel. Each of these land uses was
considered for estimating the trip generation. The trip generation estimates are shown in Table 1.
The estimates use the fitted curve equation as it meets the applicable ITE criteria for use.
TABLE 1: TRIP GENERATION ESTIMATE
ITE Code Units Rate Trips
AM Peak Hour
210- Single Family Residential 24 T=0.71(x)+4.8 22
310- Hotel 24 0.47(x) 7
311- All Suite Hotel 24 0.34(x) 6
312- Business Hotel 24 T=0.35(x)+4.4 9
PM Peak Hour
210- Single Family Residential 24 ln(t)=0.96ln(x)+0.20 26
310- Hotel 24 0.60(x) 14
311- All Suite Hotel 24 0.36(x) 9
312- Business Hotel 24 0.32(x) 8
Tech Memo
From: Kelly Sandow PE
RE: Trip Generation
Date: 11.24.2020
Page 2
As demonstrated in Table 1, the maximum trip generation for the proposed 24 units will is 26 trips
during the PM peak hour. The peak hour generate does not reach the threshold of triggering a
Traffic Impact Analysis as per the City of Ashland TIA.
The PM peak hour 26 trips are split into 16 trips in (63%) and 10 trips out (37%). These trips are
distributed assuming 75% west via Ashland Street, 5% south via Green Springs, and 20% north via
Main Street. Trip distribution is:
West: 12 trips in, 7 trips out
South: 1 trip in, 1 trip out
North: 3 trips in, 2 trips out
The trip distribution is illustrated in Figure 1. As demonstrated, a majority of the trips will utilize
the site access on Ashland Street. Very few trips are anticipated at the adjacent intersection of
Ashland Street/Main Street/Oak Knoll Drive.
Figure 1: PM Peak Hour Trip Distribution
ASHLAND HILLS EXPANSION
TRAFFIC IMPACT ANALYSIS
Ashland, Oregon
August 15, 2022
160 Madison Street, Suite A
SANDOW
Eugene, Oregon 97402
ENGINEERING
541.513.3376
SANDOW
ENGINEERING
EXECUTIVE SUMMARY
This report provides theTraffic Impact Analysis and findings prepared for the proposed
residential development located southeast of the Ashland Hills Hotel and Suites in Ashland,
Oregon. The site is located at tax lot 900 of Assessor’s Map 13-1E-11DD and is bounded by
Ashland Street to the south and Main Street to the east.
The development is proposed as 18 single-family detached residential units. Access to the site
is proposed as the existing full movement access to Ashland Street at what has been previously
labeled at Knoll Crest Drive on maps.The applicant is proposing to maintain and utilize the
two existing access connections to Main Street.
This evaluation considers:
1.Determination of increase in site trips during the weekday AM and PM peak hours
2.Operation at site access connections
3.Evaluationof theintersection of Ashland St at Oak Knoll Drive/Main St
This study evaluates conditions on the transportation system with the development in place, in
accordance with The City of Ashland, Jackson County, and Oregon Department of
Transportation criteria.
FINDINGS
All studied intersections and access connections operate within the mobility standards
with and without the development traffic.
The addition of development traffic does not substantially increase queuing conditions.
Crash rates and patterns do not require mitigation.
Right and left turn lanes are not warranted at the site accesses.
A roundabout at the intersection of Ashland St at Main Street/Oak Knoll will need to
have an inscribed diameter of 100-150’ to facilitate semi-truck through movements on
Ashland Street. Given the grading issues in the northeast corner of the intersection
(between Ashland Street and Main Street), the roundabout will have to be placed with
significant right of way usage within the tax lot in the southwest corner (between
Ashland Street and Oak Knoll Drive. A single-lane roundabout can be facilitated at this
intersection without additional right-of-way needs from the development site.
8.15.22
1
Ashland Hills TIA
SANDOW
ENGINEERING
CONTENTS
ASHLAND HILLS EXPANSION TRAFFIC IMPACT ANALYSIS ......................................................... 0
FINDINGS............................................................................................................................................................. 1
INTRODUCTION ................................................................................................................... 4
EVALUATION CRITERIA ........................................................................................................ 4
FIGURE 1- VICINITY MAP AND SITE LOCATION ................................................................................................... 5
EXISTING STREET NETWORK ............................................................................................... 6
3.1 EXISTING ROADWAY NETWORK ........................................................................................... 6
TABLE 1: ROADWAY CHARACTERISTICS WITHIN STUDY AREA ........................................................................... 6
3.2 STUDY AREA INTERSECTIONS ............................................................................................... 6
3.3 INTERSECTION CRASH EVALUATION .................................................................................... 7
TABLE 2: INTERSECTION CRASH RATE ................................................................................................................. 7
TABLE 3: INTERSECTION CRASH PATTERNS ........................................................................................................ 7
FIGURE 2 –INTERSECTION CONTROL AND STREET CLASSIFICATION .................................................................. 9
TRIP GENERATION ............................................................................................................. 10
TABLE 4: VEHICLE TRIP GENERATION-PEAK HOURS ......................................................................................... 10
FIGURE 3: AM PEAK HOUR DEVELOPMENT TRIP DISTRIBUTION ...................................................................... 11
FIGURE 4: PM PEAK HOUR DEVELOPMENT TRIP DISTRIBUTION ...................................................................... 12
BACKGROUND TRAFFIC VOLUMES ................................................................................... 13
5.1 INTERSECTION COUNTS ..................................................................................................... 13
5.2 SEASONAL ADJUSTMENT ................................................................................................... 13
5. 3 FUTURE YEAR BACKGROUND VOLUMES ........................................................................... 13
5.4 FINAL BACKGROUND VOLUMES ......................................................................................... 13
FIGURE 5: YEAR 2022 AM BACKGROUND TRAFFIC VOLUMES .......................................................................... 14
FIGURE 6: YEAR 2022 PM BACKGROUND TRAFFIC VOLUMES .......................................................................... 15
FIGURE 7: YEAR 2023 AM PEAK HOUR TRAFFIC VOLUMES .............................................................................. 16
FIGURE 8: YEAR 2023 PM PEAK HOUR TRAFFIC VOLUMES ............................................................................... 17
FIGURE 9: YEAR 2028 AM PEAK HOUR TRAFFIC VOLUMES .............................................................................. 18
FIGURE 10: YEAR 2028 PM PEAK HOUR TRAFFIC VOLUMES ............................................................................. 19
INTERSECTION ANALYSIS .................................................................................................. 20
6.1 PERFORMANCE MEASURES ................................................................................................ 20
TABLE 5: INTERSECTION PERFORMANCE: WEEKDAY AM PEAK HOUR ............................................................. 20
TABLE 6: INTERSECTION PERFORMANCE: WEEKDAY PM PEAK HOUR ............................................................. 21
QUEUE ANALYSIS .............................................................................................................. 21
TABLE 7: INTERSECTION QUEUING: WEEKDAY AM PEAK HOUR ...................................................................... 22
TABLE 8: INTERSECTION QUEUING: WEEKDAY PM PEAK HOUR ....................................................................... 23
TURN LANE WARRANT...................................................................................................... 24
SIGHT DISTANCE ................................................................................................................ 27
FIGURE 11: SITE ACCESS AT HIGHWAY 99 SIGHT DISTANCE ............................................................................. 29
ASHLAND STREET AT MAIN STREET INTERSECTION ......................................................... 30
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TABLE 9: PEAK HOUR INTERSECTION VOLUMES FOR ROUNDABOUT DESIGN ................................................. 31
TABLE 10: ROUNDABOUT OPTERATION ........................................................................................................... 32
CONCLUSION ..................................................................................................................... 33
LIST OF APPENDICES
APPENDIX A: SITE PLAN
APPENDIX B: CRASH DATA
APPENDIX C: TRAFFIC VOLUMES
APPENDIX D: SYNCHRO OUTPUTS
APPENDIX E: QUEUING OUTPUTS
APPENDIX F: ROUNDABOUT EVALUATION
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Ashland Hills TIA
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ENGINEERING
INTRODUCTION
The following provides an evaluation of the proposed expansion to the Ashland Hills Hotel and
Suites. The site is located at Tax Lot 900 of Assessor’s Map 39-1E-11DD and is bounded by
Ashland Street to the south and Main Street to the East. Figure 1 contains the site location.
The development proposal is to construct 18 detached housing units on the southeast portion
of the site. Access to the site is proposed as the existing full movement access to Ashland
Street at what has been previously labeled at Knoll Crest Drive on maps. The applicant is
proposing to maintain and utilize the two existing access connections to Main Street.
This evaluation considers:
1.Determination of increase in site trips during the weekday AM and PM peak hours
2.Operation at site access connections
3.Evaluation of the intersection of Ashland St at Oak Knoll/Main St.
The site plan is included in Appendix A.
EVALUATION CRITERIA
Ashland Street is within the Oregon Department of Transportation (ODOT) jurisdiction.
Therefore, the intersections and site access evaluation need to conform to ODOT evaluation
criteria found within the Analysis Procedures Manual (APM) and the performance standards
found in the Oregon Highway Plan (OHP). Main Street is within the jurisdiction of Jackson
County. Therefore, the access connections to Main Street need to conform to the evaluation
criteria of Jackson County. The land use approval falls under the City of Ashland’s authority.
The traffic impacts were evaluated for the weekday AM and PM peak hours. The operational
analysis is performed for the following conditions:
Existing year 2022
Year of completion, year 2023, with and without the proposed development
Five-year planning horizon, year 2028, with and without the proposed development
The evaluation includes the intersections of:
Site access at Ashland Street
Site accessesat Main Street
Ashland Street at Main St/Oak Knoll Rd
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160 Madison Street Suite A
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ENGINEERING
EXISTING STREET NETWORK
3.1 EXISTING ROADWAY NETWORK
The site has frontage on Ashland Street to the south and Main Street to the east.
Ashland St is classified as a Boulevard by the City of Ashland and is within the jurisdiction of
ODOT between the I-5 interchange and the City limits to the south. ODOT classifies this
section of roadway as a District Highway.Ashland Street is one lane in each direction with no
center turn lane east of the site access/Sutton Place. There are bike lanes along the site
frontage and connecting to the west. There are no sidewalks along the site frontage. The site
will be providing sidewalks from the site to connect to the sidewalks to the west.
Main St is classified as an Avenue by the City of Ashland and is under Jackson County
jurisdiction. Main St is one lane in each direction with shoulders but no striped bike lanes or
sidewalks. The development will be providing sidewalks along the site frontage.
The roadway characteristics of streets within the study area are included in Table 1.
TABLE 1: ROADWAY CHARACTERISTICS WITHIN STUDY AREA
Ashland St Main St
Jackson
ODOT
County
District
Avenue
Highway
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1 1
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None
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Present
Sidewalks Present
None
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None None
3.2 STUDY AREA INTERSECTIONS
The site will be utilizing the existing access connection to Ashland Street. The access is
currently one lane for egress and one lane on Ashland Street for ingress.
The site will be proposing to utilize the two existing access connections to Main St. These
connections are proposed as one lane for egress and shared through-turn lanes for ingress.
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ENGINEERING
The southeastern edge of the development is bordered by the two-way stop-controlled
intersection of Ashland St at Main St/Oak Knoll St. The Main St and Oak Knoll St approaches
are offset.
Figure 2 provides an illustration of the existing intersection and access lane geometry control.
3.3 INTERSECTION CRASH EVALUATION
A crash investigation was performed for the study area intersections. The analysis investigates
crashes that have been reported to the state for the most recent 5 years, 1/01/2016-
12/31/2020, to determine the crash rate in crashes per million vehicles on the roadway and
the types of crashes that occurred. For ODOT facilities, the crash rate is compared to the
statewide crash rate. If the calculated crash rate exceeds the statewide crash rate, the
location is investigated for further mitigation measures. Crash data was provided by ODOT for
the study area and included in Appendix B. The results of the crash analysis are provided in
Tables 2 and 3.
TABLE 2: INTERSECTION CRASH RATE
Number
of Crash Statewide
Type Crashes ADT rate* Crash Rate
Ashland St at Main St Stop 5 7,940 0.14 0.475 Under
Ashland St at Access Stop 0 6,850 0 0.475 Under
Main St at Stop 0 2,300 0 0.475 Under
Stop\[ 0 2,300 0 0.475 Under
*
As shown in Table 2, all intersections have a crash rate lower than the statewide crash rate.
Mitigation is not triggered based on the crash rate.
TABLE 3: INTERSECTION CRASH PATTERNS
Pedestrian/
Crashes Head Rear Side Other
Bike
Ashland at Main St 5 0 00 23 0
*
As demonstrated in Table 2, the crash rates are below the statewide crash rates.
There were 5 crashes reported at Ashland St and Main St/Oak Knoll intersection. Two of the
crashes are classified as turning movements,and three are classified as “other”. Of the turn
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ENGINEERING
movement crashes, one was a right turn from Main St to Ashland St colliding with a
northbound through on Ashland St; the other crash was a left turn from Main St to Ashland
colliding with a northbound through. The three crashes classified as “other” consisted of two
single-vehicle crashes; both crashes were attributed to driver error. The third crash involved a
vehicle crossing Ashland St from Main St to Oak Knoll Dr colliding with a northbound through
vehicle. There is no apparent pattern of crashes that would warrant mitigation.
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ENGINEERING
TRIP GENERATION
The site vehicle trips are estimated using the ITE Trip Generation Manual, 11 Edition. The
th
most closely matched land use is 210-Single Family Detached Housing. Table 4 provides the
trip generation estimate for the weekday AM and PM peak hours.
TABLE 4: VEHICLE TRIP GENERATION-PEAK HOURS
Rate In Out
(26%) (74%)
AM Peak Hour Ln(T)=0.91ln(x)+0.1216
4 12
63% 37%
PM Peak Hour Ln(T)=0.94ln(x)+0.2720
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The additional housing units are anticipated to generate 16 AM peak hour and 20 PM peak
hour trips.
The site trips are estimated to use the street network with similar travel patterns as the
existing residential within close proximity to the site. Recent traffic counts at Sutton Place at
Ashland St and Oak Knoll at Ashland St demonstrate that the existing travel patterns are :
AM Peak Hour
80% to/from west via Ashland St
5% to/from south via Ashland St
15% to/from south via Main St
PM Peak Hour
40% to/from west via Ashland St
40% to/from south via Ashland St
20% to/from north via Ashland St
The site trips are assumed to be distributed to the access connections via the shortest path
routing. Figure 3 provides an illustration of the AM peak hour trips, and Figure 4 provides an
illustration of the PM peak hour development trip generation.
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ENGINEERING
BACKGROUND TRAFFIC VOLUMES
5.1 INTERSECTION COUNTS
As part of the analysis, new AM and PM peak hour turning movement counts were collected at
the Ashland Street main entrance/Sutton Place intersection and Ashland Street at Main St/Oak
Knoll Dr intersection.
Traffic counts were performed in July 2022 for the weekday peak period of 7:00 AM to 9:00
AM and 4:00 PM to 6:00 PM. The turning movement counts illustrate that the weekday peak
hours occur from 7:15-8:15 AM and 4:15-5:15 PM.
The traffic volumes are included in Appendix C.
5.2 SEASONAL ADJUSTMENT
The application of seasonal adjustment factors (SAF) account for the fact that volumes along
State Highways fluctuate from month to month due to changes in recreational behavior, etc.
The design hour traffic volumes are adjusted to reflect traffic conditions on roadways during
the peak month ofthe year using a seasonal adjustment factor.Ashland Sthas a peak
fluctuation in traffic during the summer months associated with commuter and summer
trends. July is the peak month for travel on this section of Ashland St. Therefore, no SAF is
required for these counts.
5. 3 FUTURE YEAR BACKGROUND VOLUMES
The proposed site development is projected to be completed by the year 2023. Consistent
with the traffic impact analysis criteria, the intersections were evaluated for the year of
completion, year 2023, and a 5-year planning horizon, year 2028. The growth rate for
roadways within the study area was determined using the City of Ashland TSP data for this
area. The growth rate within the project area is estimated at 0.90% per year. To be
conservative, a growth rate of 1.0% per year is used.
5.4 FINAL BACKGROUND VOLUMES
The existing traffic volumes were adjusted according to the methodology described above.
Appendix C provides the traffic volume calculations. The following figures illustrate the traffic
volumes.
Figure 5- Year 2022 AM Background
Figure 6- Year 2022 PM Background
Figure 7- Year 2023 AM with and without the project trips
Figure 8- Year 2023 PM with and without the project trips
Figure 9- Year 2028 AM with and without the project trips
Figure 10- Year 2028 PM with and without the project trips
8.15.22
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5
SANDOW
ENGINEERING
INTERSECTION ANALYSIS
6.1 PERFORMANCE MEASURES
The performance measure used in this study is the volume-to-capacity ratio (v/c). 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. V/C is the threshold for which
ODOT evaluates the operation of intersections, as defined by the Oregon Highway Plan. V/C
thresholds are defined based on roadway classification and speed.Ashland St through the
study area is designated as District Highway with a posted speed of 35 mph. Stop-control
intersections have a v/c threshold of 0.75 for the mainline and 0.80 for the stopped approach.
Jackson County also uses v/c as a measure of intersection operation, with a v/c threshold of
0.95.
For this study, volume to capacity intersection analysis was completed according to the
Highway Capacity Manual (HCM 6) method implemented in SYNCHRO Version 10. The results
are illustrated in Table 5 for the AM peak hour and Table 6 for the PM peak hour. Appendix D
includes the Synchro Outputs.
TABLE 5: INTERSECTION PERFORMANCE: WEEKDAY AM PEAK HOUR
Standard
V/C 2022 2023 2023 2028 2028
LOS Build Build
Ashland at Main St 0.75/0.80 0.10 0.10 0.11 0.12 0.12
Ashland at
0.75/0.80 0.02 0.02 0.03 0.03 0.03
Main St
0.95 N/A N/A 0.01 N/A 0.01
Access
0.95 N/A N/A 0.01 N/A 0.01
Access
As shown in Table 5, all intersections meet the applicable mobility standards for the AM peak
hour.
8.15.22
20
Ashland Hills TIA
SANDOW
ENGINEERING
TABLE 6: INTERSECTION PERFORMANCE: WEEKDAY PM PEAK HOUR
Standard
V/C 2022 2023 2023 2028 2028
LOS Build Build
Ashland at Main St 0.75/0.80 0.18 0.19 0.19 0.21 0.21
Ashland at Access 0.75/0.80 0.04 0.04 0.04 0.04 0.05
0.95 N/A N/A 0.01 N/A
Access
0.95 N/A N/A 0.01 N/A
Access
As shown in Table 6, the applicable mobility standards are met for the PM peak hour.
QUEUE ANALYSIS
A queuing analysis was conducted for the studied intersections. The 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. The average and 95 th percentile
queuing results are illustrated in Table 7 for the AM peak hour and Table 9 for the PM peak
hour. 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.TheSimTraffic outputs are provided
in Appendix E.
8.15.22
21
Ashland Hills TIA
SANDOW
ENGINEERING
TABLE 7: INTERSECTION QUEUING: WEEKDAYAM PEAK HOUR
20222023 2023 Build 2028 2028 Build
B
95 th Average 95 th Average 95 th Average 95 th Average 95 th Average
Ashland EB LT 75 25 25 25 25 25 25 25 25 25 25
@ Site
SB LTR100 25 25 25 25 50 25 25 25 50 25
Access
EB LT 730 25 25 25 25 25 25 25 25 25 25
WB LT 170 25 25 25 25 0 0 25 0 25 0
WB R 100 75 25 50 25 25 0 25 25 75 25
Ashland
@ Main
NB LTR 350 50 25 50 25 50 25 50 25 50 25
SB L60 50 25 50 25 50 25 50 25 50 25
SB TR1000+ 25 25 50 25 50 25 50 25 25 25
Main @
S. Site EB LR 50 N/A N/A N/A N/A 25 25 N/A N/A 25 25
Access
Main @ EB LR 20 N/A N/A N/A N/A 25 25 N/A N/A 25 0
E. Site
Access
NB LT300 N/A N/A N/A N/A 25 25 N/A N/A 0 0
As demonstrated in Table 7, the addition of development trips does not substantially increase
queuing conditions over existing conditions. There are no queue spillbacks between the site
access connections and the adjacent intersections.
8.15.22
22
Ashland Hills TIA
SANDOW
ENGINEERING
TABLE 8: INTERSECTION QUEUING: WEEKDAYPM PEAK HOUR
20222023 2023 Build 2028 2028 Build
B
95 th Average 95 th Average 95 th Average 95 th Average 95 th Average
EB LT 75 25 25 25 25 25 25 25 25 25 25
Ashland
@ Site WB TR270 25 25 25 25 25 25 25 25 25 25
Access
SB LTR 100 50 25 50 25 50 25 50 25 50 25
EB LT 730 25 25 50 25 50 25 50 25 50 25
WB LT 170 25 25 25 25 25 25 25 25 25 25
Ashland WB R 100 25 25 25 25 25 0 25 25 50 25
@ Main
NB LTR 350 50 25 50 25 50 25 50 25 50 25
SB L60 50 25 50 25 50 25 50 25 50 25
SB TR1000+ 50 25 50 25 50 25 50 25
Main @
S. Site EB LR 50 N/A N/A N/A N/A 25 25 N/A N/A 25 25
Access
Main @ EB LR 20 N/A N/A N/A N/A 25 25 N/A N/A 25 25
E. Site
Access
NB LT300 N/A N/A N/A N/A 25 25 N/A N/A 25 25
As demonstrated in Table 8, the addition of development trips does not substantially increase
queuing conditions over existing conditions. There are no queue spillbacks between the site
access connections and the adjacent intersections.
8.15.22
23
Ashland Hills TIA
SANDOW
ENGINEERING
TURN LANE WARRANT
The site access connections were evaluated for the need for turn pockets.
Left Turn
ODOT’s Analysis Procedures Manual has three criteria for determining when a separate left-
turn pocket should be installed. Criterion 1 is the comparison of left-turn traffic volumes to
the traffic volumes per travel lane on the main line. As per Figure 9, during the year 2028 AM
peak hour, there are 12 left turns and 270vehicles per lane.As per Figure 10, during the year
2028 PM peak hour, there are 5 left turns and 357 vehicles per lane. The speed of Ashland
Street at the site access is 40 mph. The illustration below shows the left turn lane criterion.
As demonstrated, the left turn volume criterionis not met for the site access to Ashland St.
8.15.22
24
Ashland Hills TIA
SANDOW
ENGINEERING
Right Turn
ODOT’s Analysis Procedures Manual has three criteria for determining when a separate right-
turn pocket should be installed. Criterion 1 is the comparison of right-turn traffic volumes to
approaching traffic volumes. As per Figure 9, during the year 2028 AM peak hour, there are
less than 5right turns and 292 approaching volumes. As per Figure 10, during the year 2028
PM peak hour, there are less than 5right turns and 342 approaching volumes. The speed of
Ashland Stat the site access is 35 mph. The illustration below shows the right turn lane
criterion.
As shown in the illustration, a right turn lane volume criterion is not met for the site access on
Ashland St.
8.15.22
25
Ashland Hills TIA
SANDOW
ENGINEERING
Main St at Site Access
Left Turn
ODOT’s Analysis Procedures Manual has three criteria for determining when a separate left-
turn pocket should be installed. Criterion 1 is the comparison of left-turn traffic volumes to
the traffic volumes per travel lane on the main line. As per Figure 9, during the year 2028 AM
peak hour, there are 2left turns and 99vehicles per lane. As per Figure 10, during the year
2028 PM peak hour, there are 2 leftturns and 126 vehicles per lane. The speed of Main Stat
the site access is 40 mph. The illustration below shows the left turn lane criterion.
As demonstrated in the illustration, the turn volume criterion is not met for the AM and PM
peak hours.
8.15.22
26
Ashland Hills TIA
SANDOW
ENGINEERING
As per Figure 9, during the 2028 Am peak hour, there is 1 right turn and 85 approaching
volumes. As per Figure 10, during the 2028 PM peak hour, there are 4 right turns and 134
approaching volumes. The illustration below shows the right turn criterion.
As demonstrated in the illustration, the turn volume criterion is not met for the AM or PM
peak hours.
SIGHT DISTANCE
The development proposal includes the relocation of the site access on Main St. The accesses
will be full movement. The site access connections to Main St were evaluated for sight
distance according to the AASHTO methodology. Sight distances are classified by the stopping
sight distance (SSD) for the major roadway and departure/intersection sight distance (ISD) for
the site accesses. The SSD is the length of roadway needed for a vehicle traveling at the design
speed to safely stop for a stationary object in the roadway. The required sight distance allows
a driver to perceive and react to an object 2 feet high on the roadway visible from a driver’s
eye height of 3.5 feet above the ground. The (ISD) is a measure of the length of visibility of the
roadway given to a stopped driver on a minor road approach. The distance provides time to
8.15.22
27
Ashland Hills TIA
SANDOW
ENGINEERING
perceive and react to gaps in traffic to allow a driver to safely turn into the roadway. For this
calculation, it is assumed that the driver’s eye is 3.5 feet above the ground and that the object
to be seen is 3.5 feet above the ground of the intersecting road.
The standards for evaluating SSD and ISD follow the methodology in the AASHTO’s A Policy on
Geometric Design of Highways and Streets (2011). As per the AASHTO methodology,
intersections and driveways should, at a minimum, meet the SSD requirements.However, it is
desirable to achieve the ISD whenever possible.
Stopping sight distance is based on the speed of the major roadway. Main Sthas a posted
speed of 40 mph within 500 feet of the access. As per AASHTO, the SSD is 305 feet. The
available stopping sight distance exceeds this distance. Figure 11 provides an illustration of
the sight distance.
The recommended intersection sight distance is calculated for a vehicle turning from the access
onto Main St for both left and right turn maneuvers. Therefore, the intersection site distance
calculations are based on Case B1 of the AASHTO manual. Again, the speed used is 40 mph,
Figure 11
resulting in an ISD of 445 feet for this approach. The available ISD exceeds this distance.
provides an illustration of the sight distance.
8.15.22
28
Ashland Hills TIA
SANDOW
ENGINEERING
ASHLAND STREET AT MAIN STREET INTERSECTION
The intersection of Ashland Street at Main St/Oak Knoll Dr has been identified for
improvements through the City of Ashland Capital Improvement Plans. The City is considering
a roundabout or realignment of movements at the intersection to eliminate/improve the
offset between Main St and Oak Knoll Drive.The following provides a conceptual evaluation
of the roundabout to determine if the right-of-way is sufficient or if additional right-of-way
would be required from the Ashland Hills site.
DESIGN CONSIDERATIONS
Crashes: There are no identified crash patterns that would need to be mitigated with the
roundabout.
The peak hour traffic volumes are used to determine the number of entry
lanes per approach and the number of circulating lanes needed at each location. Guidance
from the Federal Highway Administration, Roundabouts: An Informational Guide, Publication
No FHWA-RD-00-067, was used for guidance as to when single vs. dual lanes are needed. The
design considers the entry flow (vehicles/hour) and the circulatory flow (vehicles/hour) at the
entry point for each approach. The volumes are illustrated in Table 9. The volumes were
compared to the maximum capacity for one-lane roundabouts illustrated in Exhibit A below.
-.
8.15.22
30
Ashland Hills TIA
SANDOW
ENGINEERING
TABLE 9: PEAK HOUR INTERSECTION VOLUMES FOR ROUNDABOUT DESIGN
Ashland St at Main St/Oak Knoll Dr
# Entry Lanes # Circulating Lanes
Movement Volumes
1 1
NBL 2 Entering 354
NBT 272 Circulating 49
NBR 79
1 1
WBL 64 Entering 132
WBT 14 Circulating 286
WBR 55
1 1
SBL 31 Entering 342
SBT 289 Circulating 80
SBR 22
1 1
EBL 10 Entering 22
EBT 8 Circulating 384
EBR 4
The volumes represented in the Table are for the PM peak hour as the PM peak hour has
higher volumes than the AM peak hour. As demonstrated in Table 9, a single-lane roundabout
with single-lane approaches is sufficient.
Ashland St/Hwy 66 has a truck AADT of approximately 450 and has WB-62
truck trips daily. Therefore, the roundabout should accommodate a WB-62.
The roundabout should have an inscribed diameter of 100-130 feet to
accommodate the WB-62s.The roundabout should have the splitter islands and flared
approach entries to reduce speed.
There is a large grade separation between Main St and the north leg of Ashland St, and utility
conflicts. The grade separation and curvature of the roadway make it difficult to align Main St
to the north. Additionally, the approach skew between Ashland Street and Oak Knoll Dr
requires that the roundabout be aligned in the middle of the existing intersection to maintain
separation in approach angles for both approaches. Therefore, the roundabout will have to
shift to align to the south and west. Two layout options are provided below. Option 1
maintains the northbound lane between Ashland St and Main St. The southbound right turn
lanes from Ashland St to Oak Knoll Dr is maintained in both options. In both options right of
way will need to be obtained in the southwest corner.
Roundabout Option 1: Alignment with northbound slip lane.
Roundabout Option 2: Alignment with no northbound slip lane.
The volume-to-capacity ratio and queuing evaluated were for the AM and PM peak hours for
the year 2028 conditions. Table 10 provides the results.Appendix F provides the evaluation
sheets.
8.15.22
31
Ashland Hills TIA
SANDOW
ENGINEERING
TABLE 10: ROUNDABOUT OPTERATION
AM PM
Queue Queue
0.30 25 0.45 50
0.19 25 0.22 25
0.39 50 0.44 50
0.09 25 0.06 25
The roundabout will operate within the standards, and there are no
with
8.15.22
32
Ashland Hills TIA
SANDOW
ENGINEERING
2: RwithN
The roundabout can be located to not impact the Ashland Hills development site. However, a
right of way will be needed from the southwest corner to facilitate the design requirements.
CONCLUSION
The study evaluates conditions with the completion of the reconstruction of the SOESD
Phoenix Complex. The evaluation considers the AM and PM Peak hours for the existing
conditions (year 2022), the year of completion with and without development (year 2023), and
a 5-year future horizon with and without development (year 2028).
FINDINGS
All studied intersections and access connections operate within the mobility standards
with and without the development traffic.
The addition of development traffic does not substantially increase queuing conditions.
Crash rates and patterns do not require mitigation.
Right and left turn lanes are not warranted at the site accesses.
A roundabout at the intersection of Ashland St at Main Street/Oak Knoll will need to
have an inscribed diameter of 100-150’ to facilitate semi-truck through movements on
Ashland Street. Given the grading issues in the northeast corner of the intersection
8.15.22
33
Ashland Hills TIA
SANDOW
ENGINEERING
(between Ashland Street and Main Street), the roundabout will have to be placed with
significant right of way usage within the tax lot in the southwest corner (between
Ashland Street and Oak Knoll Drive. A single-lane roundabout can be facilitated at this
intersection without additional right of way needs from the development site
8.15.22
34
Ashland Hills TIA
:
APPENDIX
SANDOW ENGINEERING
S:\\19-1202\\_civil\\C-SITE.dwg, 7/25/2022 1:34:23 PM, 1:1
:
APPENDIX
SANDOW ENGINEERING
CRASH RATE/ CRASH RATE/
MILLION MILESMILLION MILES
685568502500250.000400000.00.16794579402898100.000400000.00.14
AVG. YEARLY AVG. YEARLY
CRASHESCRASHES
AVG. ANNUAL MILES AVG. ANNUAL MILES
(MILLIONS)(MILLIONS)
S-NSE- NW N-S / SE-NW
SE-NW/ NE-SW
Number of Years, nADTNumber of Years, nADT
N-NW / SE- NW
SE-W / E-W
W-E / W-E
P.M. PEAK P.M. PEAK
OTHEROTHER
HOURHOURREAR
TURNTURN
BIKEBIKE
REA
R
CHECKCHECK
0OK1OK0OK0OK11OK0OK11OK11OK111OK111OK11OK0OK
YEARPDOINJURYFATALHEADREARSIDETURNOTHERPEDBIKETOTALYEARPDOINJURYFATALHEADREARSIDETURNOTHERPEDBIKETOTAL
2000101000214000023005
Ashland St @ E Main St
Ashland St @ Sutton PL
5983 Ashland Hills
11
1
1
CRASH DATA SUMMAR
Y
120161
TOTALS:TOTALS:
201820202017201820192020
201620172019
:
APPENDIX
SANDOW ENGINEERING
8:00 AM8:15 AM8:30 AM8:45 AM9:00 AM
AMAMAMAMAM
7:007:157:307:458:00
Total
6245161140
107311191140
828957
Sutton Place @ OR66
2: Ashland Hills / 372 438 491 511 516
VolumeVolume
Intersections
Global Peak Hour
1: Main St / Oak Knoll
456519582608624
@ OR66
8:00 AM8:15 AM8:30 AM8:45 AM
AMAMAMAMAM
AM9:008:008:158:308:45
Time Period
Peak Hour
AMAMAMAM
7:007:157:307:458:00
511
276235
27.17%72.46%
Westbound 0.36%
%
RPed
TL
18200
075
197190
73.3%20.0%73.3%
102
1745
46.84%8.86%44.30%%37735013393
OR66
PED
PedLTR
@
Knoll
SouthboundNorthbound
181
Oak62
/
St
L
Main
1:
79
%
T
R
1
Peak
Ped
R
Adjusted
87.95%
4.02%
8.04%
%
T Facto
L
Hour
Adjustment
r
Seasonally
Eastbound
Seasonal
224
270
1.000
494
SBWBNBEBRightThruLeftRightThruLeftRightThruLeftRightThruLeftSBWBNBEB
7:007:15401115122403600332211247800017:157:3090817639045013423213510101007:307:457113211541056005543464412602017:458:007010178542640369104656115145600008:008:158171615440591271004975614151900108:158:
30831122115706810111235456216458200008:308:4530710216018213101404424615260800008:459:0018310312839067045965046016762400009:009:150000000000000000003129:159:300000000000000000000109:309:45000000000000
0000000009:4510:00000000000000000000000 6487711635833135027330311080063437735797520012763933459197182246240010
PedestriansPedestrians
Volume
Hourly
Volume
Minute
0.510.580.800.640.670.830.250.840.750.560.750.800.380.910.640.900.93
15
ApproachApproach
TotalTotal
RightThruLeft
8%14%3%7%6%0%0%0%6%11%13%0%
31151200021260
Eastbound
Eastbound
ApproachApproach
TotalTotal
Summary
RightThruLeft Count
Northbound
Hour
Northbound
Peak
PM
2022
19,
Approach
Approach
TotalTotal
July
OR66Ashand,OR
SOTETuesday,
RightThruLeft
Westbound
Westbound
Date:
City:
ApproachApproach
TotalTotal
@
Knoll
RightThruLeft
Southbound
Oak
Southbound
/
St
Main
es
1:
c
hil
Ve
Total
Intersection:
Volumes
ll Period
Counter:
Trucks
Period Trucks
A
PHF
f
Time
o
Peak
Count
%
l
Tota
Volume
Hourly
140420126474153535140559154573044702940154
00
Minute
Volume
116 Hour0346340701881139310817118573
7292
15
4010011230000311191908163600013022617111215380000514296601085110036084256171440011260042773101154001010034953071857101310003821821027370004505424
0000
PedsRightThruLeftPedsRightThruLeftPedsRightThruLeftPedsRightThruLeft
0607733110336213134822328731 WBNBEB WBNBEB
0000000000000000000000000000000000000000000000000000000000000000AM00000000AM00000000AM00000000AM00000000AM00000000AM00000000AM00000000AM00000000AM00000000AM00000000AM00000000AM00000000000000000000000
0
Hour0000200000200000
Volume
Hourly
036025013
11361545114712491351
00
Eastbound
Minute
Volume
10
Hour3115120002126051
69
15
SB
SB
LeftRightTotalLeftRightTotalLeftRightTotalLeftRightTotal
RightThruLeftRightThruLeftRightThruLeftRightThruLeftRightThruLeftRightThruLeftRightThruLeftRightThruLeft
41462210024430 Hour000000000000
SouthboundWestboundNorthboundEastbound
NorthboundEastbound
001110012000030006002030005100031024200140107101030105000330006010120018
NENWSWSE
Northbound
Westbound
SouthboundWestbound
Southbound
OR66
@
Knoll
Cars
Oak
and
PedestriansPeriodPeriodPeriodPedestriansPeriod
/
St
AMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAM
TotalTotalTotalTotal
Main
Trucks
7:007:458:008:158:308:459:009:159:309:457:007:458:008:158:308:459:009:159:309:457:007:157:307:458:008:158:308:459:009:159:309:457:007:157:307:458:008:158:308:459:009:159:309:45
7:157:307:157:30
PeakPeakPeak
es
TimeTimeTimeTime
Peak
1:
Bik
493
272221
97.79%
1.84%Westbound 0.37%
%
RPed
TL
9266
25220102
OR66
100.0%0.0%100.0%
14
85.71%0.00%14.29%%6010080018
PED
@
PedLTR
Place
SouthboundNorthbound
Sutton
21
9
/
Hills
L
Ashland
7
%
T
2:
R
2
Peak
Ped
R
Adjusted
96.07%
0.00%
3.93%
%
T Facto
L
Hour
Adjustment
r
Seasonally
Eastbound
Seasonal
229
280
1.000
509
SBWBNBEBRightThruLeftRightThruLeftRightThruLeftRightThruLeftSBWBNBEB
7:007:15000013003100000251265701007:157:30100105015100112310338600007:307:451001054054003304704710501027:458:002002060060001106016112437200008:008:151012062062000005455912343840008:158:30000007407400
5506006013949100008:308:453003175076001104414512551100008:459:002002455160002206236512951600009:009:150000000000000000042029:159:300000000000000000040009:309:450000000000000000000009:4510:00000000000
000000000000 100164602001323831188812404
6017526612720088022092295160202
Pedestrians
Pedestrians
Volume
Hourly
Volume
Minute
0.500.000.250.580.310.890.250.890.000.000.400.400.000.890.450.880.93
15
ApproachApproach
TotalTotal
RightThruLeft
0%0%0%20%7%0%0%0%13%0%11%11%
00011800010241
Eastbound
Eastbound
ApproachApproach
TotalTotal
Summary
RightThruLeft Count
Northbound
Hour
Northbound
Peak
PM
2022
19,
Approach
Approach
TotalTotal
July
OR66Ashand,OR
SOTETuesday,
RightThruLeft
Westbound
Westbound
Date:
City:
@
ApproachApproach
Place
TotalTotal
Sutton
RightThruLeft
Southbound
/
Hills
Southbound
Ashland
es
2:
c
hil
Ve
Total
Intersection:
Volumes
ll Period
Counter:
Trucks
Period Trucks
A
PHF
f
Time
o
Peak
Count
%
l
Tota
Volume
Hourly
116345108400128449117469118471036302350118
00
Minute
Volume
Hour46010424810007001968471
537997
15
0001129000022101000471101280010105103204200200058010054141100550000474000006904005500300171010040102003531200543
0000
PedsRightThruLeftPedsRightThruLeftPedsRightThruLeftPedsRightThruLeft
41001254332000122134210 WBNBEB WBNBEB
0000000000000000000000000000000000000000000000000000000000000000AM00000000AM00000000AM00000000AM00000000AM00000000AM00000000AM00000000AM00000000AM00000000AM00000000AM00000000AM00000000000000000000000
0
Hour00000000000000000
Volume
Hourly
827842030019011
153811421145
00
Eastbound
Minute
Volume
Hour0001180001024145
478
15
SB SB
010030030130030050020060070071051050040040120080
LeftRightTotalLeftRightTotalLeftRightTotalLeftRightTotal
RightThruLeftRightThruLeftRightThruLeftRightThruLeftRightThruLeftRightThruLeftRightThruLeftRightThruLeft
00012700011411 Hour000000000000
SouthboundWestboundNorthboundEastbound
SouthboundWestboundNorthboundEastbound
NENWSWSE
Northbound
Westbound
Southbound
OR66
@
Place
Sutton
Cars
/
and
Hills
PedestriansPeriodPeriodPeriodPedestriansPeriod
Ashland
AMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAMAM
TotalTotalTotalTotal
Trucks
7:008:008:158:308:459:009:159:309:457:008:158:309:009:159:309:457:007:157:307:458:008:158:308:459:009:159:309:457:007:157:307:458:008:158:308:459:009:159:309:45
7:157:307:457:157:307:458:008:45
PeakPeakPeak
es
TimeTimeTimeTime
Peak
2:
Bik
Ped25R288.3Ped080R292.6T2331L234.3T2091L249.1
100Ped
297L10282T286L19212T
181848
2601013973701: Main St / Oak Knoll @ 0800135103
TLPE
71584108
OR66
D
PedLT
R
R
02Ped237
R
olumes Background 2: Ashland Hills / Sutton
TLPE
Place @ OR66
D
PedLT
R
V
pm
R
202
243
8
R
Years of Growth6
Growth Rate Per Year0.010
202
.
22028
106
e
g
hlidht
or
ea
g
Hi
Base Yea ac
arge
EDIT
row
trY
th Ft
r
T G
Ped25R274.7Ped076R278.8T2221L223.2T1991L237.4
90Ped
283L9269T273L18202T
260101377350080013393181745
1: Main St / Oak Knoll @
TLPE
71480103
OR66
D
PedLT
R
R
02Ped226
R
olumes Background
2: Ashland Hills / Sutton
TLPE
Place @ OR66
D
PedLT
R
V
AM
202
R
3
231
R
Years of Growth1
Growth Rate Per Year0.010
202
.
22023
101
e
g
hlidht
or
ea
g
Hi
Base Yea ac
arge
EDIT
row
trY
th Ft
r
T G
Ped25R272Ped075R276T2201L221T1971L235
90Ped
280L9266T270L18200T
080013393181745
260101377350
1: Main St / Oak Knoll @ OR66
TLPE
71479102
D
PedLT
R
R
02Ped224
R
2: Ashland Hills / Sutton
TLPE
Place @ OR66
D
olume PedLT
R
Vs
2022AM
R
Existin
229
g
R
5:00 PM5:15 PM5:30 PM5:45 PM
PMPMPMPM
4:004:154:304:45
Total
8086851479
14671479139513751302
Sutton Place @ OR66
2: Ashland Hills / 659 685 643 638 601
Intersections
VolumeVolume
Global Peak Hour
1: Main St / Oak Knoll
808794752737701
@ OR66
5:00 PM5:15 PM5:30 PM5:45 PM
PMPMPMPMPM
PM6:004:154:304:455:00
Time Period
Peak Hour
PMPMPMPM
4:004:154:304:455:00
666
331335
22.05%77.34%
Westbound 0.60%
%
RPed
TL
27256
173
2722210
42.9%38.1%42.9%
108
3621
40.98%10.66%48.36%%50135900984
OR66
PED
PedLTR
@
Knoll
SouthboundNorthbound
230
Oak57
/
St
L
Main
1:
122
%
T
R
1
Peak
Ped
R
Adjusted
85.00%
8.44%6.56%
%
T Facto
L
Hour
Adjustment
r
Seasonally
Eastbound
Seasonal
320
315
1.000
635
SBWBNBEBRightThruLeftRightThruLeftRightThruLeftRightThruLeftSBWBNBEB
16:0016:151421228197909803811957773210000016:1516:30161183521672900123585393221000016:3016:451451332228001020134542653191000016:4517:001141227175307034184671081186808000017:0017:159316281356069123677
8893196794000117:1517:307318288603710224563876179752010017:3017:45741021185006804591361478176737000017:4518:005271416450610336658569150701000018:0018:1500000000000000000010118:1518:300000000000000000
0000118:3018:4500000000000000000000018:4519:00000000000000000000000 83241061344905420275451151150902035013591227325623314892121272273207940001
PedestriansPedestrians
Volume
Hourly
Volume
Minute
0.780.650.820.870.830.800.250.810.330.500.750.660.750.800.680.860.90
15
ApproachApproach
TotalTotal
RightThruLeft
2%0%2%4%4%0%0%0%0%0%3%7%
101390000092
Eastbound
Eastbound
ApproachApproach
TotalTotal
Summary
RightThruLeft Count
Northbound
Hour
Northbound
Peak
PM
2022
19,
Approach
Approach
TotalTotal
July
OR66Ashand,OR
SOTETuesday,
RightThruLeft
Westbound
Westbound
Date:
City:
ApproachApproach
TotalTotal
@
Knoll
RightThruLeft
Southbound
Oak
Southbound
/
St
Main
es
1:
c
hil
Ve
Total
Intersection:
Volumes
ll Period
Counter:
Trucks
Period Trucks
A
PHF
f
Time
o
Peak
Count
%
l
Tota
Volume
Hourly
179775191769171728169710147678048703160147
00
Minute
Volume
197212187 Hour04913580702472048912126325769
15
1421219680038856716118196620125793145132276001354261041117500341466977678553022560874101748004513583427164300336585
0000
PedsRightThruLeftPedsRightThruLeftPedsRightThruLeftPedsRightThruLeft
081241051130461504202715349548 WBNBEB WBNBEB
00000000000000000000000000000000000000000000000000000000000000000000000000000000
Hour0000200000200000 PM00000000PM00000000PM00000000PM00000000PM00000000PM00000000PM00000000PM00000000PM00000000PM00000000PM00000000PM00000000
Volume
Hourly
733525824727323018010
0300
Eastbound
Minute
Volume
13
Hour10139000009225
94
15
SB
SB
1
110060000011021030031000
LeftRightTotalLeftRightTotalLeftRightTotalLeftRightTotal
RightThruLeftRightThruLeftRightThruLeftRightThruLeftRightThruLeftRightThruLeftRightThruLeftRightThruLeft
20142900001163 Hour000000000000
SouthboundWestboundNorthboundEastbound
NorthboundEastbound
931612550123
NENWSWSE
Northbound
Westbound
SouthboundWestbound
000110021000411030011000500121002
1
7318
Southbound
OR66
@
Knoll
Cars
Oak
and
PedestriansPeriodPeriodPeriodPedestriansPeriod
/
St
PMPMPMPMPMPMPMPMPMPMPMPM Total PMPMPMPMPMPMPMPMPMPMPMPM Total PMPMPMPMPMPMPMPMPMPMPMPM TotalTotal
Main
Trucks
4:004:154:304:455:005:155:305:456:006:156:306:454:004:154:304:455:005:155:305:456:006:156:306:454:004:154:304:455:005:155:305:456:006:156:306:454:004:154:304:455:005:155:305:456:006:156:306:45
PeakPeakPeak
es
TimeTimeTimeTime
Peak
1:
Bik
638
320318
98.44%
1.25%Westbound 0.31%
%
RPed
TL
25315
04314140
OR66
100.0%0.0%100.0%
29
76.47%0.00%23.53%%13040050055
PED
@
PedLTR
Place
SouthboundNorthbound
Sutton
4610
/
Hills
L
Ashland
17
%
T
2:
R
2
Peak
Ped
R
Adjusted
91.55%
7.29%1.17%
%
T Facto
L
Hour
Adjustment
r
Seasonally
Eastbound
Seasonal
343
333
1.000
676
SBWBNBEBRightThruLeftRightThruLeftRightThruLeftRightThruLeftSBWBNBEB
16:0016:1500111862890000365270160000016:1516:3010121830840011187694181000016:3016:4550160901910011251962160000016:4517:0020243650680011179585158659000017:0017:15500507707700220975102186685000217:1517
:3040040590590000365876139643000017:3017:4570073610641001176683155638000017:4518:0000111510520022062466121601000018:0018:1500000000000000000000218:1518:3000000000000000000000218:3018:4500000000000000
000000018:4519:00000000000000000000000 2406957231071158245126000061304174315132000554314253436850000
Pedestrians
Pedestrians
Volume
Hourly
Volume
Minute
0.650.000.500.710.330.880.250.880.000.000.630.630.500.810.690.840.92
15
ApproachApproach
TotalTotal
RightThruLeft
0%0%0%0%3%0%0%0%0%0%2%0%
000090000070
Eastbound
Eastbound
ApproachApproach
TotalTotal
Summary
RightThruLeft Count
Northbound
Hour
Northbound
Peak
PM
2022
19,
Approach
Approach
TotalTotal
July
OR66Ashand,OR
SOTETuesday,
RightThruLeft
Westbound
Westbound
Date:
City:
@
ApproachApproach
Place
TotalTotal
Sutton
RightThruLeft
Southbound
/
Hills
Southbound
Ashland
es
2:
c
hil
Ve
Total
Intersection:
Volumes
ll Period
Counter:
Trucks
Period Trucks
A
PHF
f
Time
o
Peak
Count
%
l
Tota
Volume
Hourly
154639183669134627152623117586040302690117
00
Minute
Volume
153176156 Hour0130404306100052430725669
15
0118020036421118200118365108610125192236200117850955400550003648703600101746011490020604
0000
PedsRightThruLeftPedsRightThruLeftPedsRightThruLeftPedsRightThruLeft
02406095503010721156945 WBNBEB WBNBEB
00000000000000000000000000000000000000000000000000000000000000000000000000000000
Hour00000000000000000 PM00000000PM00000000PM00000000PM00000000PM00000000PM00000000PM00000000PM00000000PM00000000PM00000000PM00000000PM00000000
Volume
Hourly
420316516315415012
070400
Eastbound
Minute
Volume
Hour00009000007016
754
15
SB SB
2
LeftRightTotalLeftRightTotalLeftRightTotalLeftRightTotal
RightThruLeftRightThruLeftRightThruLeftRightThruLeftRightThruLeftRightThruLeftRightThruLeftRightThruLeft
00002200000130 Hour000000000000
SouthboundWestboundNorthboundEastbound
SouthboundWestboundNorthboundEastbound
5007600214012122
NENWSWSE
Northbound
Westbound
61431412
Southbound
OR66
@
Place
Sutton
Cars
/
and
Hills
PedestriansPeriodPeriodPeriodPedestriansPeriod
Ashland
PMPMPMPMPMPMPMPMPMPMPMPM Total PMPMPMPMPMPMPMPMPMPMPMPM Total PMPMPMPMPMPMPMPMPMPMPMPM TotalTotal
Trucks
4:004:154:304:455:005:155:305:456:006:156:306:454:004:154:304:455:005:155:305:456:006:156:306:454:004:154:304:455:005:155:305:456:006:156:306:454:004:154:304:455:005:155:305:456:006:156:306:45
PeakPeakPeak
es
TimeTimeTimeTime
Peak
2:
Bik
Ped04R339.2Ped177R350.9T3331L337.1T2882L355.1
220Ped
353L27334T334L29271T
553822
214040153146301: Main St / Oak Knoll @ 050001084
TLPE
1831129114
OR66
D
PedLT
R
R
40Ped339
R
olumes Background 2: Ashland Hills / Sutton
TLPE
Place @ OR66
D
PedLT
R
V
pm
R
202
364
8
R
Years of Growth6
Growth Rate Per Year0.010
202
.
22028
106
e
g
hlidht
or
ea
g
Hi
Base Yea ac
arge
EDIT
row
trY
th Ft
r
T G
Ped04R323.2Ped174R334.3T3171L321.2T2752L338.4
210Ped
336L25318T318L27259T
2130401511360005000984553621
1: Main St / Oak Knoll @
TLPE
1729123109
OR66
D
PedLT
R
R
40Ped323
R
olumes Background
2: Ashland Hills / Sutton
TLPE
Place @ OR66
D
PedLT
R
V
PM
202
R
3
346
R
Years of Growth1
Growth Rate Per Year0.010
202
.
22023
101
e
g
hlidht
or
ea
g
Hi
Base Yea ac
arge
EDIT
row
trY
th Ft
r
T G
Ped04R320Ped173R331T3141L318T2722L335
210Ped
333L25315T315L27256T
05000984553621
21304015013590
1: Main St / Oak Knoll @ OR66
TLPE
1729122108
D
PedLT
R
R
40Ped320
R
2: Ashland Hills / Sutton
TLPE
Place @ OR66
D
olume PedLT
R
Vs
2022PM
R
Existin
343
g
R
:
APPENDIX
SANDOW ENGINEERING
HCM 6th TWSC
07/25/2022
3: Sutton Pi/W site Access & Ashland St
Intersection
Int Delay, s/veh0.5
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Vol, veh/h9220112665811106
Future Vol, veh/h9220112665811106
Conflicting Peds, #/hr000000000000
Sign Control FreeFreeFreeFreeFreeFreeStopStopStopStopStopStop
RT Channelized--None--None--None--None
Storage Length120-----------
Veh in Median Storage, #-0--0--0--0-
Grade, %-0--0--0--0-
Peak Hour Factor939393939393939393939393
Heavy Vehicles, %1111007201300000
Mvmt Flow10237112865911106
Major/MinorMajor1Major2Minor1Minor2
Conflicting Flow All2910023800552551238550549289
Stage 1------258258-291291-
Stage 2------294293-259258-
Critical Hdwy4.21--4.1--7.236.56.27.16.56.2
Critical Hdwy Stg 1------6.235.5-6.15.5-
Critical Hdwy Stg 2------6.235.5-6.15.5-
Follow-up Hdwy2.299--2.2--3.61743.33.543.3
Pot Cap-1 Maneuver1221--1341--428445806449446755
Stage 1------723698-721675-
Stage 2------691674-750698-
Platoon blocked, %----
Mov Cap-1 Maneuver1221--1341--422441806445442755
Mov Cap-2 Maneuver------422441-445442-
Stage 1------717692-715674-
Stage 2------684673-742692-
ApproachEBWBNBSB
HCM Control Delay, s0.3013.310.3
HCM LOSBB
Minor Lane/Major MvmtNBLn1EBLEBTEBRWBLWBTWBRSBLn1
Capacity (veh/h)4451221--1341--687
HCM Lane V/C Ratio0.0240.008--0.001--0.011
HCM Control Delay (s)13.38--7.70-10.3
HCM Lane LOSBA--AA-B
HCM 95th %tile Q(veh)0.10--0--0
5983 Ashland Hills 05/25/2022 2022 Background AmSynchro 10 Report
Page 1
HCM 6th TWSC
07/25/2022
8: Oak Knoll Dr/E Main St & Ashland St
Intersection
Int Delay, s/veh3.1
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Vol, veh/h181979120075339335737
Future Vol, veh/h181979120075339335737
Conflicting Peds, #/hr000000000000
Sign Control FreeFreeFreeFreeFreeFreeStopStopStopStopStopStop
RT Channelized--Free--Free--None--None
Storage Length--0--0---0--
Veh in Median Storage, #-0--0--0--0-
Grade, %-0--0--0--0-
Peak Hour Factor939393939393939393939393
Heavy Vehicles, %013110676003148
Mvmt Flow19212101215813510338840
Major/MinorMajor1Major2Minor1Minor2
Conflicting Flow All2150-21200491467212474467215
Stage 1------250250-217217-
Stage 2------241217-257250-
Critical Hdwy4.1--4.1--7.166.56.27.136.646.28
Critical Hdwy Stg 1------6.165.5-6.135.64-
Critical Hdwy Stg 2------6.165.5-6.135.64-
Follow-up Hdwy2.2--2.2--3.55443.33.5274.1263.372
Pot Cap-1 Maneuver1367-01370-0481496833499476810
Stage 1--0--0745704-783701-
Stage 2--0--0754727-745678-
Platoon blocked, %--
Mov Cap-1 Maneuver1367--1370--446488833483468810
Mov Cap-2 Maneuver------446488-483468-
Stage 1------733693-770700-
Stage 2------709726-720667-
ApproachEBWBNBSB
HCM Control Delay, s0.6013.611.5
HCM LOSBB
Minor Lane/Major MvmtNBLn1EBLEBTWBLWBTSBLn1SBLn2
Capacity (veh/h)4691367-1370-483726
HCM Lane V/C Ratio0.1030.014-0.001-0.0780.065
HCM Control Delay (s)13.67.707.6013.110.3
HCM Lane LOSBAAAABB
HCM 95th %tile Q(veh)0.30-0-0.30.2
5983 Ashland Hills 05/25/2022 2022 Background AmSynchro 10 Report
Page 2
HCM 6th TWSC
07/25/2022
3: Sutton Pi/W site Access & Ashland St
Intersection
Int Delay, s/veh0.6
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Vol, veh/h9222112695811116
Future Vol, veh/h9222112695811116
Conflicting Peds, #/hr000000000000
Sign Control FreeFreeFreeFreeFreeFreeStopStopStopStopStopStop
RT Channelized--None--None--None--None
Storage Length120-----------
Veh in Median Storage, #-0--0--0--0-
Grade, %-0--0--0--0-
Peak Hour Factor939393939393939393939393
Heavy Vehicles, %1111007201300000
Mvmt Flow10239112895911116
Major/MinorMajor1Major2Minor1Minor2
Conflicting Flow All2940024000557556240555554292
Stage 1------260260-294294-
Stage 2------297296-261260-
Critical Hdwy4.21--4.1--7.236.56.27.16.56.2
Critical Hdwy Stg 1------6.235.5-6.15.5-
Critical Hdwy Stg 2------6.235.5-6.15.5-
Follow-up Hdwy2.299--2.2--3.61743.33.543.3
Pot Cap-1 Maneuver1218--1339--425442804445443752
Stage 1------721697-719673-
Stage 2------689672-748697-
Platoon blocked, %----
Mov Cap-1 Maneuver1218--1339--418438804441439752
Mov Cap-2 Maneuver------418438-441439-
Stage 1------715691-713672-
Stage 2------681671-740691-
ApproachEBWBNBSB
HCM Control Delay, s0.3013.410.7
HCM LOSBB
Minor Lane/Major MvmtNBLn1EBLEBTEBRWBLWBTWBRSBLn1
Capacity (veh/h)4411218--1339--639
HCM Lane V/C Ratio0.0240.008--0.001--0.013
HCM Control Delay (s)13.48--7.70-10.7
HCM Lane LOSBA--AA-B
HCM 95th %tile Q(veh)0.10--0--0
5983 Ashland Hills 05/25/2022 2023 Background AmSynchro 10 Report
Page 1
HCM 6th TWSC
07/25/2022
8: Oak Knoll Dr/E Main St & Ashland St
Intersection
Int Delay, s/veh3
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Vol, veh/h181999120276339335737
Future Vol, veh/h181999120276339335737
Conflicting Peds, #/hr000000000000
Sign Control FreeFreeFreeFreeFreeFreeStopStopStopStopStopStop
RT Channelized--Free--Free--None--None
Storage Length--0--0---0--
Veh in Median Storage, #-0--0--0--0-
Grade, %-0--0--0--0-
Peak Hour Factor939393939393939393939393
Heavy Vehicles, %013110676003148
Mvmt Flow19214101217823510338840
Major/MinorMajor1Major2Minor1Minor2
Conflicting Flow All2170-21400495471214478471217
Stage 1------252252-219219-
Stage 2------243219-259252-
Critical Hdwy4.1--4.1--7.166.56.27.136.646.28
Critical Hdwy Stg 1------6.165.5-6.135.64-
Critical Hdwy Stg 2------6.165.5-6.135.64-
Follow-up Hdwy2.2--2.2--3.55443.33.5274.1263.372
Pot Cap-1 Maneuver1365-01368-0478494831496474808
Stage 1--0--0743702-781700-
Stage 2--0--0752726-744677-
Platoon blocked, %--
Mov Cap-1 Maneuver1365--1368--443486831480466808
Mov Cap-2 Maneuver------443486-480466-
Stage 1------731691-769699-
Stage 2------707725-719666-
ApproachEBWBNBSB
HCM Control Delay, s0.6013.611.5
HCM LOSBB
Minor Lane/Major MvmtNBLn1EBLEBTWBLWBTSBLn1SBLn2
Capacity (veh/h)4661365-1368-480724
HCM Lane V/C Ratio0.1040.014-0.001-0.0780.065
HCM Control Delay (s)13.67.707.6013.110.3
HCM Lane LOSBAAAABB
HCM 95th %tile Q(veh)0.30-0-0.30.2
5983 Ashland Hills 05/25/2022 2023 Background AmSynchro 10 Report
Page 2
HCM 6th TWSC
07/25/2022
3: Sutton Pi/W site Access & Ashland St
Intersection
Int Delay, s/veh0.8
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Vol, veh/h112241127358112114
Future Vol, veh/h112241127358112114
Conflicting Peds, #/hr000000000000
Sign Control FreeFreeFreeFreeFreeFreeStopStopStopStopStopStop
RT Channelized--None--None--None--None
Storage Length120-----------
Veh in Median Storage, #-0--0--0--0-
Grade, %-0--0--0--0-
Peak Hour Factor939393939393939393939393
Heavy Vehicles, %1111007201300000
Mvmt Flow122411129459112115
Major/MinorMajor1Major2Minor1Minor2
Conflicting Flow All2990024200573567242566565297
Stage 1------266266-299299-
Stage 2------307301-267266-
Critical Hdwy4.21--4.1--7.236.56.27.16.56.2
Critical Hdwy Stg 1------6.235.5-6.15.5-
Critical Hdwy Stg 2------6.235.5-6.15.5-
Follow-up Hdwy2.299--2.2--3.61743.33.543.3
Pot Cap-1 Maneuver1213--1336--414436802438437747
Stage 1------716692-714670-
Stage 2------680669-743692-
Platoon blocked, %----
Mov Cap-1 Maneuver1213--1336--402431802433432747
Mov Cap-2 Maneuver------402431-433432-
Stage 1------709685-707669-
Stage 2------665668-734685-
ApproachEBWBNBSB
HCM Control Delay, s0.4013.710.6
HCM LOSBB
Minor Lane/Major MvmtNBLn1EBLEBTEBRWBLWBTWBRSBLn1
Capacity (veh/h)4261213--1336--662
HCM Lane V/C Ratio0.0250.01--0.001--0.028
HCM Control Delay (s)13.78--7.70-10.6
HCM Lane LOSBA--AA-B
HCM 95th %tile Q(veh)0.10--0--0.1
5983 Ashland Hills 05/25/2022 2023 Build AmSynchro 10 Report
Page 1
HCM 6th TWSC
07/25/2022
8: Oak Knoll Dr/E Main St & Ashland St
Intersection
Int Delay, s/veh3.2
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Vol, veh/h202009120277339436741
Future Vol, veh/h202009120277339436741
Conflicting Peds, #/hr000000000000
Sign Control FreeFreeFreeFreeFreeFreeStopStopStopStopStopStop
RT Channelized--Free--Free--None--None
Storage Length--0--0---0--
Veh in Median Storage, #-0--0--0--0-
Grade, %-0--0--0--0-
Peak Hour Factor939393939393939393939393
Heavy Vehicles, %013110676003148
Mvmt Flow22215101217833510439844
Major/MinorMajor1Major2Minor1Minor2
Conflicting Flow All2170-21500504478215485478217
Stage 1------259259-219219-
Stage 2------245219-266259-
Critical Hdwy4.1--4.1--7.166.56.27.136.646.28
Critical Hdwy Stg 1------6.165.5-6.135.64-
Critical Hdwy Stg 2------6.165.5-6.135.64-
Follow-up Hdwy2.2--2.2--3.55443.33.5274.1263.372
Pot Cap-1 Maneuver1365-01367-0472489830491469808
Stage 1--0--0737697-781700-
Stage 2--0--0750726-737672-
Platoon blocked, %--
Mov Cap-1 Maneuver1365--1367--434480830474460808
Mov Cap-2 Maneuver------434480-474460-
Stage 1------724684-767699-
Stage 2------701725-710660-
ApproachEBWBNBSB
HCM Control Delay, s0.7013.711.6
HCM LOSBB
Minor Lane/Major MvmtNBLn1EBLEBTWBLWBTSBLn1SBLn2
Capacity (veh/h)4621365-1367-474728
HCM Lane V/C Ratio0.1070.016-0.001-0.0820.071
HCM Control Delay (s)13.77.707.6013.310.3
HCM Lane LOSBAAAABB
HCM 95th %tile Q(veh)0.40-0-0.30.2
5983 Ashland Hills 05/25/2022 2023 Build AmSynchro 10 Report
Page 2
HCM 6th TWSC
07/25/2022
13: E Main St & West Site Access
Intersection
Int Delay, s/veh0.2
MovementEBLEBRNBLNBTSBTSBR
Lane Configurations
Traffic Vol, veh/h121104801
Future Vol, veh/h121104801
Conflicting Peds, #/hr000000
Sign Control StopStopFreeFreeFreeFree
RT Channelized-None-None-None
Storage Length0-----
Veh in Median Storage, #0--00-
Grade, %0--00-
Peak Hour Factor929292929292
Heavy Vehicles, %0004180
Mvmt Flow121113871
Major/MinorMinor2Major1Major2
Conflicting Flow All20388880-0
Stage 188-----
Stage 2115-----
Critical Hdwy6.46.24.1---
Critical Hdwy Stg 15.4-----
Critical Hdwy Stg 25.4-----
Follow-up Hdwy3.53.32.2---
Pot Cap-1 Maneuver7909761520---
Stage 1940-----
Stage 2915-----
Platoon blocked, %---
Mov Cap-1 Maneuver7899761520---
Mov Cap-2 Maneuver789-----
Stage 1939-----
Stage 2915-----
ApproachEBNBSB
HCM Control Delay, s90.10
HCM LOSA
Minor Lane/Major MvmtNBLNBTEBLn1SBTSBR
Capacity (veh/h)1520-905--
HCM Lane V/C Ratio0.001-0.004--
HCM Control Delay (s)7.409--
HCM Lane LOSAAA--
HCM 95th %tile Q(veh)0-0--
5983 Ashland Hills 05/25/2022 2023 Build AmSynchro 10 Report
Page 3
HCM 6th TWSC
07/25/2022
15: East Site Access & E Main St
Intersection
Int Delay, s/veh0.2
MovementEBLEBRNBLNBTSBTSBR
Lane Configurations
Traffic Vol, veh/h132104820
Future Vol, veh/h132104820
Conflicting Peds, #/hr000000
Sign Control StopStopFreeFreeFreeFree
RT Channelized-None-None-None
Storage Length0-----
Veh in Median Storage, #0--00-
Grade, %0--00-
Peak Hour Factor929292929292
Heavy Vehicles, %0004180
Mvmt Flow132113890
Major/MinorMinor2Major1Major2
Conflicting Flow All20689890-0
Stage 189-----
Stage 2117-----
Critical Hdwy6.46.24.1---
Critical Hdwy Stg 15.4-----
Critical Hdwy Stg 25.4-----
Follow-up Hdwy3.53.32.2---
Pot Cap-1 Maneuver7879751519---
Stage 1940-----
Stage 2913-----
Platoon blocked, %---
Mov Cap-1 Maneuver7869751519---
Mov Cap-2 Maneuver786-----
Stage 1939-----
Stage 2913-----
ApproachEBNBSB
HCM Control Delay, s8.90.10
HCM LOSA
Minor Lane/Major MvmtNBLNBTEBLn1SBTSBR
Capacity (veh/h)1519-920--
HCM Lane V/C Ratio0.001-0.005--
HCM Control Delay (s)7.408.9--
HCM Lane LOSAAA--
HCM 95th %tile Q(veh)0-0--
5983 Ashland Hills 05/25/2022 2023 Build AmSynchro 10 Report
Page 4
HCM 6th TWSC
07/25/2022
3: Sutton Pi/W site Access & Ashland St
Intersection
Int Delay, s/veh0.5
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Vol, veh/h10233112825811116
Future Vol, veh/h10233112825811116
Conflicting Peds, #/hr000000000000
Sign Control FreeFreeFreeFreeFreeFreeStopStopStopStopStopStop
RT Channelized--None--None--None--None
Storage Length120-----------
Veh in Median Storage, #-0--0--0--0-
Grade, %-0--0--0--0-
Peak Hour Factor939393939393939393939393
Heavy Vehicles, %1111007201300000
Mvmt Flow11251113035911116
Major/MinorMajor1Major2Minor1Minor2
Conflicting Flow All3080025200585584252583582306
Stage 1------274274-308308-
Stage 2------311310-275274-
Critical Hdwy4.21--4.1--7.236.56.27.16.56.2
Critical Hdwy Stg 1------6.235.5-6.15.5-
Critical Hdwy Stg 2------6.235.5-6.15.5-
Follow-up Hdwy2.299--2.2--3.61743.33.543.3
Pot Cap-1 Maneuver1203--1325--407426792427427739
Stage 1------709687-706664-
Stage 2------677663-736687-
Platoon blocked, %----
Mov Cap-1 Maneuver1203--1325--400422792422423739
Mov Cap-2 Maneuver------400422-422423-
Stage 1------703681-700663-
Stage 2------669662-727681-
ApproachEBWBNBSB
HCM Control Delay, s0.3013.710.9
HCM LOSBB
Minor Lane/Major MvmtNBLn1EBLEBTEBRWBLWBTWBRSBLn1
Capacity (veh/h)4231203--1325--622
HCM Lane V/C Ratio0.0250.009--0.001--0.014
HCM Control Delay (s)13.78--7.70-10.9
HCM Lane LOSBA--AA-B
HCM 95th %tile Q(veh)0.10--0--0
5983 Ashland Hills 05/25/2022 2028 Background AmSynchro 10 Report
Page 1
HCM 6th TWSC
07/25/2022
8: Oak Knoll Dr/E Main St & Ashland St
Intersection
Int Delay, s/veh3.1
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Vol, veh/h19209101212803510337739
Future Vol, veh/h19209101212803510337739
Conflicting Peds, #/hr000000000000
Sign Control FreeFreeFreeFreeFreeFreeStopStopStopStopStopStop
RT Channelized--Free--Free--None--None
Storage Length--0--0---0--
Veh in Median Storage, #-0--0--0--0-
Grade, %-0--0--0--0-
Peak Hour Factor939393939393939393939393
Heavy Vehicles, %013110676003148
Mvmt Flow20225111228863811340842
Major/MinorMajor1Major2Minor1Minor2
Conflicting Flow All2280-22500520495225502495228
Stage 1------265265-230230-
Stage 2------255230-272265-
Critical Hdwy4.1--4.1--7.166.56.27.136.646.28
Critical Hdwy Stg 1------6.165.5-6.135.64-
Critical Hdwy Stg 2------6.165.5-6.135.64-
Follow-up Hdwy2.2--2.2--3.55443.33.5274.1263.372
Pot Cap-1 Maneuver1352-01356-0460479819478459797
Stage 1--0--0732693-771692-
Stage 2--0--0741718-732668-
Platoon blocked, %--
Mov Cap-1 Maneuver1352--1356--425470819461451797
Mov Cap-2 Maneuver------425470-461451-
Stage 1------720681-758691-
Stage 2------694717-705657-
ApproachEBWBNBSB
HCM Control Delay, s0.6014.111.8
HCM LOSBB
Minor Lane/Major MvmtNBLn1EBLEBTWBLWBTSBLn1SBLn2
Capacity (veh/h)4471352-1356-461714
HCM Lane V/C Ratio0.1150.015-0.001-0.0860.069
HCM Control Delay (s)14.17.707.7013.510.4
HCM Lane LOSBAAAABB
HCM 95th %tile Q(veh)0.40-0-0.30.2
5983 Ashland Hills 05/25/2022 2028 Background AmSynchro 10 Report
Page 2
HCM 6th TWSC
07/25/2022
3: Sutton Pi/W site Access & Ashland St
Intersection
Int Delay, s/veh0.7
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Vol, veh/h122351128658112114
Future Vol, veh/h122351128658112114
Conflicting Peds, #/hr000000000000
Sign Control FreeFreeFreeFreeFreeFreeStopStopStopStopStopStop
RT Channelized--None--None--None--None
Storage Length120-----------
Veh in Median Storage, #-0--0--0--0-
Grade, %-0--0--0--0-
Peak Hour Factor939393939393939393939393
Heavy Vehicles, %1111007201300000
Mvmt Flow132531130859112115
Major/MinorMajor1Major2Minor1Minor2
Conflicting Flow All3130025400601595254594593311
Stage 1------280280-313313-
Stage 2------321315-281280-
Critical Hdwy4.21--4.1--7.236.56.27.16.56.2
Critical Hdwy Stg 1------6.235.5-6.15.5-
Critical Hdwy Stg 2------6.235.5-6.15.5-
Follow-up Hdwy2.299--2.2--3.61743.33.543.3
Pot Cap-1 Maneuver1198--1323--397420790420421734
Stage 1------703683-702661-
Stage 2------668659-730683-
Platoon blocked, %----
Mov Cap-1 Maneuver1198--1323--385415790415416734
Mov Cap-2 Maneuver------385415-415416-
Stage 1------695675-694660-
Stage 2------653658-720675-
ApproachEBWBNBSB
HCM Control Delay, s0.401410.7
HCM LOSBB
Minor Lane/Major MvmtNBLn1EBLEBTEBRWBLWBTWBRSBLn1
Capacity (veh/h)4091198--1323--646
HCM Lane V/C Ratio0.0260.011--0.001--0.028
HCM Control Delay (s)148--7.70-10.7
HCM Lane LOSBA--AA-B
HCM 95th %tile Q(veh)0.10--0--0.1
5983 Ashland Hills 05/25/2022 2028 Build AmSynchro 10 Report
Page 1
HCM 6th TWSC
07/25/2022
8: Oak Knoll Dr/E Main St & Ashland St
Intersection
Int Delay, s/veh3.3
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Vol, veh/h21210101212813510438743
Future Vol, veh/h21210101212813510438743
Conflicting Peds, #/hr000000000000
Sign Control FreeFreeFreeFreeFreeFreeStopStopStopStopStopStop
RT Channelized--Free--Free--None--None
Storage Length--0--0---0--
Veh in Median Storage, #-0--0--0--0-
Grade, %-0--0--0--0-
Peak Hour Factor939393939393939393939393
Heavy Vehicles, %013110676003148
Mvmt Flow23226111228873811441846
Major/MinorMajor1Major2Minor1Minor2
Conflicting Flow All2280-22600529502226510502228
Stage 1------272272-230230-
Stage 2------257230-280272-
Critical Hdwy4.1--4.1--7.166.56.27.136.646.28
Critical Hdwy Stg 1------6.165.5-6.135.64-
Critical Hdwy Stg 2------6.165.5-6.135.64-
Follow-up Hdwy2.2--2.2--3.55443.33.5274.1263.372
Pot Cap-1 Maneuver1352-01354-0454474818472455797
Stage 1--0--0725688-771692-
Stage 2--0--0739718-725663-
Platoon blocked, %--
Mov Cap-1 Maneuver1352--1354--416465818454446797
Mov Cap-2 Maneuver------416465-454446-
Stage 1------711675-756691-
Stage 2------688717-696650-
ApproachEBWBNBSB
HCM Control Delay, s0.7014.211.8
HCM LOSBB
Minor Lane/Major MvmtNBLn1EBLEBTWBLWBTSBLn1SBLn2
Capacity (veh/h)4431352-1354-454718
HCM Lane V/C Ratio0.1190.017-0.001-0.090.075
HCM Control Delay (s)14.27.707.7013.710.4
HCM Lane LOSBAAAABB
HCM 95th %tile Q(veh)0.40.1-0-0.30.2
5983 Ashland Hills 05/25/2022 2028 Build AmSynchro 10 Report
Page 2
HCM 6th TWSC
07/25/2022
13: E Main St & West Site Access
Intersection
Int Delay, s/veh0.2
MovementEBLEBRNBLNBTSBTSBR
Lane Configurations
Traffic Vol, veh/h121109841
Future Vol, veh/h121109841
Conflicting Peds, #/hr000000
Sign Control StopStopFreeFreeFreeFree
RT Channelized-None-None-None
Storage Length0-----
Veh in Median Storage, #0--00-
Grade, %0--00-
Peak Hour Factor929292929292
Heavy Vehicles, %0004180
Mvmt Flow121118911
Major/MinorMinor2Major1Major2
Conflicting Flow All21292920-0
Stage 192-----
Stage 2120-----
Critical Hdwy6.46.24.1---
Critical Hdwy Stg 15.4-----
Critical Hdwy Stg 25.4-----
Follow-up Hdwy3.53.32.2---
Pot Cap-1 Maneuver7819711515---
Stage 1937-----
Stage 2910-----
Platoon blocked, %---
Mov Cap-1 Maneuver7809711515---
Mov Cap-2 Maneuver780-----
Stage 1936-----
Stage 2910-----
ApproachEBNBSB
HCM Control Delay, s90.10
HCM LOSA
Minor Lane/Major MvmtNBLNBTEBLn1SBTSBR
Capacity (veh/h)1515-898--
HCM Lane V/C Ratio0.001-0.004--
HCM Control Delay (s)7.409--
HCM Lane LOSAAA--
HCM 95th %tile Q(veh)0-0--
5983 Ashland Hills 05/25/2022 2028 Build AmSynchro 10 Report
Page 3
HCM 6th TWSC
07/25/2022
15: East Site Access & E Main St
Intersection
Int Delay, s/veh0.2
MovementEBLEBRNBLNBTSBTSBR
Lane Configurations
Traffic Vol, veh/h132109860
Future Vol, veh/h132109860
Conflicting Peds, #/hr000000
Sign Control StopStopFreeFreeFreeFree
RT Channelized-None-None-None
Storage Length0-----
Veh in Median Storage, #0--00-
Grade, %0--00-
Peak Hour Factor929292929292
Heavy Vehicles, %0004180
Mvmt Flow132118930
Major/MinorMinor2Major1Major2
Conflicting Flow All21593930-0
Stage 193-----
Stage 2122-----
Critical Hdwy6.46.24.1---
Critical Hdwy Stg 15.4-----
Critical Hdwy Stg 25.4-----
Follow-up Hdwy3.53.32.2---
Pot Cap-1 Maneuver7789701514---
Stage 1936-----
Stage 2908-----
Platoon blocked, %---
Mov Cap-1 Maneuver7779701514---
Mov Cap-2 Maneuver777-----
Stage 1935-----
Stage 2908-----
ApproachEBNBSB
HCM Control Delay, s90.10
HCM LOSA
Minor Lane/Major MvmtNBLNBTEBLn1SBTSBR
Capacity (veh/h)1514-913--
HCM Lane V/C Ratio0.001-0.005--
HCM Control Delay (s)7.409--
HCM Lane LOSAAA--
HCM 95th %tile Q(veh)0-0--
5983 Ashland Hills 05/25/2022 2028 Build AmSynchro 10 Report
Page 4
HCM 6th TWSC
07/25/2022
3: Sutton Pi/W site Access & Ashland St
Intersection
Int Delay, s/veh0.8
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Vol, veh/h253144131545114113
Future Vol, veh/h253144131545114113
Conflicting Peds, #/hr000000000000
Sign Control FreeFreeFreeFreeFreeFreeStopStopStopStopStopStop
RT Channelized--None--None--None--None
Storage Length120-----------
Veh in Median Storage, #-0--0--0--0-
Grade, %-0--0--0--0-
Peak Hour Factor929292929292929292929292
Heavy Vehicles, %020030000000
Mvmt Flow273414134245114114
Major/MinorMajor1Major2Minor1Minor2
Conflicting Flow All3460034500751745343744745344
Stage 1------397397-346346-
Stage 2------354348-398399-
Critical Hdwy4.1--4.1--7.16.56.27.16.56.2
Critical Hdwy Stg 1------6.15.5-6.15.5-
Critical Hdwy Stg 2------6.15.5-6.15.5-
Follow-up Hdwy2.2--2.2--3.543.33.543.3
Pot Cap-1 Maneuver1224--1225--330345704333345703
Stage 1------633607-674639-
Stage 2------667638-632606-
Platoon blocked, %----
Mov Cap-1 Maneuver1224--1225--317337704326337703
Mov Cap-2 Maneuver------317337-326337-
Stage 1------619594-659638-
Stage 2------652637-616593-
ApproachEBWBNBSB
HCM Control Delay, s0.6015.612
HCM LOSCB
Minor Lane/Major MvmtNBLn1EBLEBTEBRWBLWBTWBRSBLn1
Capacity (veh/h)3471224--1225--534
HCM Lane V/C Ratio0.0220.022--0.001--0.037
HCM Control Delay (s)15.68--7.90-12
HCM Lane LOSCA--AA-B
HCM 95th %tile Q(veh)0.10.1--0--0.1
5983 Ashland Hills 05/25/2022 2022 Exsiting PMSynchro 10 Report
Page 1
HCM 6th TWSC
07/25/2022
8: Oak Knoll Dr/E Main St & Ashland St
Intersection
Int Delay, s/veh3.3
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Vol, veh/h2727221225673984591350
Future Vol, veh/h2727221225673984591350
Conflicting Peds, #/hr000000000000
Sign Control FreeFreeFreeFreeFreeFreeStopStopStopStopStopStop
RT Channelized--Free--Free--None--None
Storage Length--0--0---0--
Veh in Median Storage, #-0--0--0--0-
Grade, %-0--0--0--0-
Peak Hour Factor909090909090909090909090
Heavy Vehicles, %730044000202
Mvmt Flow30302232284811094661456
Major/MinorMajor1Major2Minor1Minor2
Conflicting Flow All2840-30200685650302657650284
Stage 1------362362-288288-
Stage 2------323288-369362-
Critical Hdwy4.17--4.1--7.16.56.27.126.56.22
Critical Hdwy Stg 1------6.15.5-6.125.5-
Critical Hdwy Stg 2------6.15.5-6.125.5-
Follow-up Hdwy2.263--2.2--3.543.33.51843.318
Pot Cap-1 Maneuver1250-01270-0365391742378391755
Stage 1--0--0661629-720677-
Stage 2--0--0693677-651629-
Platoon blocked, %--
Mov Cap-1 Maneuver1250--1270--320379742360379755
Mov Cap-2 Maneuver------320379-360379-
Stage 1------642611-699676-
Stage 2------627676-619611-
ApproachEBWBNBSB
HCM Control Delay, s0.70.11514.3
HCM LOSCB
Minor Lane/Major MvmtNBLn1EBLEBTWBLWBTSBLn1SBLn2
Capacity (veh/h)3841250-1270-360627
HCM Lane V/C Ratio0.0610.024-0.002-0.1820.112
HCM Control Delay (s)15807.8017.211.5
HCM Lane LOSCAAAACB
HCM 95th %tile Q(veh)0.20.1-0-0.70.4
5983 Ashland Hills 05/25/2022 2022 Exsiting PMSynchro 10 Report
Page 2
HCM 6th TWSC
07/25/2022
3: Sutton Pi/W site Access & Ashland St
Intersection
Int Delay, s/veh0.8
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Vol, veh/h253174131845114113
Future Vol, veh/h253174131845114113
Conflicting Peds, #/hr000000000000
Sign Control FreeFreeFreeFreeFreeFreeStopStopStopStopStopStop
RT Channelized--None--None--None--None
Storage Length120-----------
Veh in Median Storage, #-0--0--0--0-
Grade, %-0--0--0--0-
Peak Hour Factor929292929292929292929292
Heavy Vehicles, %020030000000
Mvmt Flow273454134645114114
Major/MinorMajor1Major2Minor1Minor2
Conflicting Flow All3500034900759753347752753348
Stage 1------401401-350350-
Stage 2------358352-402403-
Critical Hdwy4.1--4.1--7.16.56.27.16.56.2
Critical Hdwy Stg 1------6.15.5-6.15.5-
Critical Hdwy Stg 2------6.15.5-6.15.5-
Follow-up Hdwy2.2--2.2--3.543.33.543.3
Pot Cap-1 Maneuver1220--1221--326341701329341700
Stage 1------630604-671636-
Stage 2------664635-629603-
Platoon blocked, %----
Mov Cap-1 Maneuver1220--1221--313333701322333700
Mov Cap-2 Maneuver------313333-322333-
Stage 1------616591-656635-
Stage 2------649634-613590-
ApproachEBWBNBSB
HCM Control Delay, s0.6015.712.1
HCM LOSCB
Minor Lane/Major MvmtNBLn1EBLEBTEBRWBLWBTWBRSBLn1
Capacity (veh/h)3431220--1221--529
HCM Lane V/C Ratio0.0220.022--0.001--0.037
HCM Control Delay (s)15.78--80-12.1
HCM Lane LOSCA--AA-B
HCM 95th %tile Q(veh)0.10.1--0--0.1
5983 Ashland Hills 05/25/2022 2023 Background PMSynchro 10 Report
Page 1
HCM 6th TWSC
07/25/2022
8: Oak Knoll Dr/E Main St & Ashland St
Intersection
Int Delay, s/veh3.3
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Vol, veh/h2727521225974984601351
Future Vol, veh/h2727521225974984601351
Conflicting Peds, #/hr000000000000
Sign Control FreeFreeFreeFreeFreeFreeStopStopStopStopStopStop
RT Channelized--Free--Free--None--None
Storage Length--0--0---0--
Veh in Median Storage, #-0--0--0--0-
Grade, %-0--0--0--0-
Peak Hour Factor909090909090909090909090
Heavy Vehicles, %730044000202
Mvmt Flow30306232288821094671457
Major/MinorMajor1Major2Minor1Minor2
Conflicting Flow All2880-30600694658306665658288
Stage 1------366366-292292-
Stage 2------328292-373366-
Critical Hdwy4.17--4.1--7.16.56.27.126.56.22
Critical Hdwy Stg 1------6.15.5-6.125.5-
Critical Hdwy Stg 2------6.15.5-6.125.5-
Follow-up Hdwy2.263--2.2--3.543.33.51843.318
Pot Cap-1 Maneuver1246-01266-0360387739374387751
Stage 1--0--0657626-716675-
Stage 2--0--0689675-648626-
Platoon blocked, %--
Mov Cap-1 Maneuver1246--1266--315375739356375751
Mov Cap-2 Maneuver------315375-356375-
Stage 1------638608-695674-
Stage 2------622674-616608-
ApproachEBWBNBSB
HCM Control Delay, s0.70.115.114.4
HCM LOSCB
Minor Lane/Major MvmtNBLn1EBLEBTWBLWBTSBLn1SBLn2
Capacity (veh/h)3801246-1266-356624
HCM Lane V/C Ratio0.0610.024-0.002-0.1870.114
HCM Control Delay (s)15.1807.8017.411.5
HCM Lane LOSCAAAACB
HCM 95th %tile Q(veh)0.20.1-0-0.70.4
5983 Ashland Hills 05/25/2022 2023 Background PMSynchro 10 Report
Page 2
HCM 6th TWSC
07/25/2022
3: Sutton Pi/W site Access & Ashland St
Intersection
Int Delay, s/veh0.9
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Vol, veh/h303194132055115115
Future Vol, veh/h303194132055115115
Conflicting Peds, #/hr000000000000
Sign Control FreeFreeFreeFreeFreeFreeStopStopStopStopStopStop
RT Channelized--None--None--None--None
Storage Length120-----------
Veh in Median Storage, #-0--0--0--0-
Grade, %-0--0--0--0-
Peak Hour Factor929292929292929292929292
Heavy Vehicles, %020030000000
Mvmt Flow333474134855115116
Major/MinorMajor1Major2Minor1Minor2
Conflicting Flow All3530035100776770349769770351
Stage 1------415415-353353-
Stage 2------361355-416417-
Critical Hdwy4.1--4.1--7.16.56.27.16.56.2
Critical Hdwy Stg 1------6.15.5-6.15.5-
Critical Hdwy Stg 2------6.15.5-6.15.5-
Follow-up Hdwy2.2--2.2--3.543.33.543.3
Pot Cap-1 Maneuver1217--1219--317333699321333697
Stage 1------619596-668634-
Stage 2------662633-618595-
Platoon blocked, %----
Mov Cap-1 Maneuver1217--1219--302324699313324697
Mov Cap-2 Maneuver------302324-313324-
Stage 1------602580-650633-
Stage 2------645632-599579-
ApproachEBWBNBSB
HCM Control Delay, s0.7016.112.3
HCM LOSCB
Minor Lane/Major MvmtNBLn1EBLEBTEBRWBLWBTWBRSBLn1
Capacity (veh/h)3321217--1219--517
HCM Lane V/C Ratio0.0230.027--0.001--0.044
HCM Control Delay (s)16.18--80-12.3
HCM Lane LOSCA--AA-B
HCM 95th %tile Q(veh)0.10.1--0--0.1
5983 Ashland Hills 05/25/2022 2023 Build PMSynchro 10 Report
Page 1
HCM 6th TWSC
07/25/2022
8: Oak Knoll Dr/E Main St & Ashland St
Intersection
Int Delay, s/veh3.4
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Vol, veh/h2927621226076984611353
Future Vol, veh/h2927621226076984611353
Conflicting Peds, #/hr000000000000
Sign Control FreeFreeFreeFreeFreeFreeStopStopStopStopStopStop
RT Channelized--Free--Free--None--None
Storage Length--0--0---0--
Veh in Median Storage, #-0--0--0--0-
Grade, %-0--0--0--0-
Peak Hour Factor909090909090909090909090
Heavy Vehicles, %730044000202
Mvmt Flow32307232289841094681459
Major/MinorMajor1Major2Minor1Minor2
Conflicting Flow All2890-30700701664307671664289
Stage 1------371371-293293-
Stage 2------330293-378371-
Critical Hdwy4.17--4.1--7.16.56.27.126.56.22
Critical Hdwy Stg 1------6.15.5-6.125.5-
Critical Hdwy Stg 2------6.15.5-6.125.5-
Follow-up Hdwy2.263--2.2--3.543.33.51843.318
Pot Cap-1 Maneuver1245-01265-0356384738370384750
Stage 1--0--0653623-715674-
Stage 2--0--0687674-644623-
Platoon blocked, %--
Mov Cap-1 Maneuver1245--1265--310371738352371750
Mov Cap-2 Maneuver------310371-352371-
Stage 1------633604-693673-
Stage 2------618673-611604-
ApproachEBWBNBSB
HCM Control Delay, s0.80.115.214.5
HCM LOSCB
Minor Lane/Major MvmtNBLn1EBLEBTWBLWBTSBLn1SBLn2
Capacity (veh/h)3751245-1265-352624
HCM Lane V/C Ratio0.0620.026-0.002-0.1930.118
HCM Control Delay (s)15.2807.9017.711.5
HCM Lane LOSCAAAACB
HCM 95th %tile Q(veh)0.20.1-0-0.70.4
5983 Ashland Hills 05/25/2022 2023 Build PMSynchro 10 Report
Page 2
HCM 6th TWSC
07/25/2022
13: E Main St & West Site Access
Intersection
Int Delay, s/veh0.2
MovementEBLEBRNBLNBTSBTSBR
Lane Configurations
Traffic Vol, veh/h2121111273
Future Vol, veh/h2121111273
Conflicting Peds, #/hr000000
Sign Control StopStopFreeFreeFreeFree
RT Channelized-None-None-None
Storage Length0-----
Veh in Median Storage, #0--00-
Grade, %0--00-
Peak Hour Factor929292929292
Heavy Vehicles, %0001210
Mvmt Flow2121211383
Major/MinorMinor2Major1Major2
Conflicting Flow All2651401410-0
Stage 1140-----
Stage 2125-----
Critical Hdwy6.46.24.1---
Critical Hdwy Stg 15.4-----
Critical Hdwy Stg 25.4-----
Follow-up Hdwy3.53.32.2---
Pot Cap-1 Maneuver7289131455---
Stage 1892-----
Stage 2906-----
Platoon blocked, %---
Mov Cap-1 Maneuver7279131455---
Mov Cap-2 Maneuver727-----
Stage 1891-----
Stage 2906-----
ApproachEBNBSB
HCM Control Delay, s9.60.10
HCM LOSA
Minor Lane/Major MvmtNBLNBTEBLn1SBTSBR
Capacity (veh/h)1455-780--
HCM Lane V/C Ratio0.001-0.004--
HCM Control Delay (s)7.509.6--
HCM Lane LOSAAA--
HCM 95th %tile Q(veh)0-0--
5983 Ashland Hills 05/25/2022 2023 Build PMSynchro 10 Report
Page 3
HCM 6th TWSC
07/25/2022
15: East Site Acess & E Main St
Intersection
Int Delay, s/veh0.2
MovementEBLEBRNBLNBTSBTSBR
Lane Configurations
Traffic Vol, veh/h2221111244
Future Vol, veh/h2221111244
Conflicting Peds, #/hr000000
Sign Control StopStopFreeFreeFreeFree
RT Channelized-None-None-None
Storage Length0-----
Veh in Median Storage, #0--00-
Grade, %0--00-
Peak Hour Factor929292929292
Heavy Vehicles, %0001210
Mvmt Flow2221211354
Major/MinorMinor2Major1Major2
Conflicting Flow All2621371390-0
Stage 1137-----
Stage 2125-----
Critical Hdwy6.46.24.1---
Critical Hdwy Stg 15.4-----
Critical Hdwy Stg 25.4-----
Follow-up Hdwy3.53.32.2---
Pot Cap-1 Maneuver7319171457---
Stage 1895-----
Stage 2906-----
Platoon blocked, %---
Mov Cap-1 Maneuver7309171457---
Mov Cap-2 Maneuver730-----
Stage 1894-----
Stage 2906-----
ApproachEBNBSB
HCM Control Delay, s9.50.10
HCM LOSA
Minor Lane/Major MvmtNBLNBTEBLn1SBTSBR
Capacity (veh/h)1457-813--
HCM Lane V/C Ratio0.001-0.005--
HCM Control Delay (s)7.509.5--
HCM Lane LOSAAA--
HCM 95th %tile Q(veh)0-0--
5983 Ashland Hills 05/25/2022 2023 Build PMSynchro 10 Report
Page 4
HCM 6th TWSC
07/25/2022
3: Sutton Pi/W site Access & Ashland St
Intersection
Int Delay, s/veh0.8
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Vol, veh/h273334133445114114
Future Vol, veh/h273334133445114114
Conflicting Peds, #/hr000000000000
Sign Control FreeFreeFreeFreeFreeFreeStopStopStopStopStopStop
RT Channelized--None--None--None--None
Storage Length120-----------
Veh in Median Storage, #-0--0--0--0-
Grade, %-0--0--0--0-
Peak Hour Factor929292929292929292929292
Heavy Vehicles, %020030000000
Mvmt Flow293624136345114115
Major/MinorMajor1Major2Minor1Minor2
Conflicting Flow All3670036600797791364790791365
Stage 1------422422-367367-
Stage 2------375369-423424-
Critical Hdwy4.1--4.1--7.16.56.27.16.56.2
Critical Hdwy Stg 1------6.15.5-6.15.5-
Critical Hdwy Stg 2------6.15.5-6.15.5-
Follow-up Hdwy2.2--2.2--3.543.33.543.3
Pot Cap-1 Maneuver1203--1204--307324685310324685
Stage 1------613592-657626-
Stage 2------650624-613590-
Platoon blocked, %----
Mov Cap-1 Maneuver1203--1204--294316685303316685
Mov Cap-2 Maneuver------294316-303316-
Stage 1------598578-641625-
Stage 2------634623-596576-
ApproachEBWBNBSB
HCM Control Delay, s0.6016.412.3
HCM LOSCB
Minor Lane/Major MvmtNBLn1EBLEBTEBRWBLWBTWBRSBLn1
Capacity (veh/h)3241203--1204--516
HCM Lane V/C Ratio0.0230.024--0.001--0.04
HCM Control Delay (s)16.48.1--80-12.3
HCM Lane LOSCA--AA-B
HCM 95th %tile Q(veh)0.10.1--0--0.1
5983 Ashland Hills 05/25/2022 2028 Background PMSynchro 10 Report
Page 1
HCM 6th TWSC
07/25/2022
8: Oak Knoll Dr/E Main St & Ashland St
Intersection
Int Delay, s/veh3.4
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Vol, veh/h29288222271771084631453
Future Vol, veh/h29288222271771084631453
Conflicting Peds, #/hr000000000000
Sign Control FreeFreeFreeFreeFreeFreeStopStopStopStopStopStop
RT Channelized--Free--Free--None--None
Storage Length--0--0---0--
Veh in Median Storage, #-0--0--0--0-
Grade, %-0--0--0--0-
Peak Hour Factor909090909090909090909090
Heavy Vehicles, %730044000202
Mvmt Flow32320242301861194701659
Major/MinorMajor1Major2Minor1Minor2
Conflicting Flow All3010-32000727689320696689301
Stage 1------384384-305305-
Stage 2------343305-391384-
Critical Hdwy4.17--4.1--7.16.56.27.126.56.22
Critical Hdwy Stg 1------6.15.5-6.125.5-
Critical Hdwy Stg 2------6.15.5-6.125.5-
Follow-up Hdwy2.263--2.2--3.543.33.51843.318
Pot Cap-1 Maneuver1232-01251-0342371725356371739
Stage 1--0--0643615-705666-
Stage 2--0--0676666-633615-
Platoon blocked, %--
Mov Cap-1 Maneuver1232--1251--297358725338358739
Mov Cap-2 Maneuver------297358-338358-
Stage 1------622595-682665-
Stage 2------606665-600595-
ApproachEBWBNBSB
HCM Control Delay, s0.70.115.815
HCM LOSCC
Minor Lane/Major MvmtNBLn1EBLEBTWBLWBTSBLn1SBLn2
Capacity (veh/h)3581232-1251-338605
HCM Lane V/C Ratio0.0680.026-0.002-0.2070.123
HCM Control Delay (s)15.8807.9018.411.8
HCM Lane LOSCAAAACB
HCM 95th %tile Q(veh)0.20.1-0-0.80.4
5983 Ashland Hills 05/25/2022 2028 Background PMSynchro 10 Report
Page 2
HCM 6th TWSC
07/25/2022
3: Sutton Pi/W site Access & Ashland St
Intersection
Int Delay, s/veh0.9
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Vol, veh/h323354133655115116
Future Vol, veh/h323354133655115116
Conflicting Peds, #/hr000000000000
Sign Control FreeFreeFreeFreeFreeFreeStopStopStopStopStopStop
RT Channelized--None--None--None--None
Storage Length120-----------
Veh in Median Storage, #-0--0--0--0-
Grade, %-0--0--0--0-
Peak Hour Factor929292929292929292929292
Heavy Vehicles, %020030000000
Mvmt Flow353644136555115117
Major/MinorMajor1Major2Minor1Minor2
Conflicting Flow All3700036800815808366807808368
Stage 1------436436-370370-
Stage 2------379372-437438-
Critical Hdwy4.1--4.1--7.16.56.27.16.56.2
Critical Hdwy Stg 1------6.15.5-6.15.5-
Critical Hdwy Stg 2------6.15.5-6.15.5-
Follow-up Hdwy2.2--2.2--3.543.33.543.3
Pot Cap-1 Maneuver1200--1202--298317684302317682
Stage 1------603583-654624-
Stage 2------647622-602582-
Platoon blocked, %----
Mov Cap-1 Maneuver1200--1202--283307684294307682
Mov Cap-2 Maneuver------283307-294307-
Stage 1------586566-635623-
Stage 2------629621-582565-
ApproachEBWBNBSB
HCM Control Delay, s0.7016.812.5
HCM LOSCB
Minor Lane/Major MvmtNBLn1EBLEBTEBRWBLWBTWBRSBLn1
Capacity (veh/h)3131200--1202--503
HCM Lane V/C Ratio0.0240.029--0.001--0.048
HCM Control Delay (s)16.88.1--80-12.5
HCM Lane LOSCA--AA-B
HCM 95th %tile Q(veh)0.10.1--0--0.1
5983 Ashland Hills 05/25/2022 2028 Build PMSynchro 10 Report
Page 1
HCM 6th TWSC
07/25/2022
8: Oak Knoll Dr/E Main St & Ashland St
Intersection
Int Delay, s/veh3.5
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Vol, veh/h31289222272791084641455
Future Vol, veh/h31289222272791084641455
Conflicting Peds, #/hr000000000000
Sign Control FreeFreeFreeFreeFreeFreeStopStopStopStopStopStop
RT Channelized--Free--Free--None--None
Storage Length--0--0---0--
Veh in Median Storage, #-0--0--0--0-
Grade, %-0--0--0--0-
Peak Hour Factor909090909090909090909090
Heavy Vehicles, %730044000202
Mvmt Flow34321242302881194711661
Major/MinorMajor1Major2Minor1Minor2
Conflicting Flow All3020-32100734695321702695302
Stage 1------389389-306306-
Stage 2------345306-396389-
Critical Hdwy4.17--4.1--7.16.56.27.126.56.22
Critical Hdwy Stg 1------6.15.5-6.125.5-
Critical Hdwy Stg 2------6.15.5-6.125.5-
Follow-up Hdwy2.263--2.2--3.543.33.51843.318
Pot Cap-1 Maneuver1231-01250-0338368724353368738
Stage 1--0--0639612-704665-
Stage 2--0--0675665-629612-
Platoon blocked, %--
Mov Cap-1 Maneuver1231--1250--291355724335355738
Mov Cap-2 Maneuver------291355-335355-
Stage 1------617591-680664-
Stage 2------603664-595591-
ApproachEBWBNBSB
HCM Control Delay, s0.80.11615.1
HCM LOSCC
Minor Lane/Major MvmtNBLn1EBLEBTWBLWBTSBLn1SBLn2
Capacity (veh/h)3521231-1250-335605
HCM Lane V/C Ratio0.0690.028-0.002-0.2120.127
HCM Control Delay (s)16807.9018.611.8
HCM Lane LOSCAAAACB
HCM 95th %tile Q(veh)0.20.1-0-0.80.4
5983 Ashland Hills 05/25/2022 2028 Build PMSynchro 10 Report
Page 2
HCM 6th TWSC
07/25/2022
13: E Main St & Wes Site Access
Intersection
Int Delay, s/veh0.2
MovementEBLEBRNBLNBTSBTSBR
Lane Configurations
Traffic Vol, veh/h1221161333
Future Vol, veh/h1221161333
Conflicting Peds, #/hr000000
Sign Control StopStopFreeFreeFreeFree
RT Channelized-None-None-None
Storage Length0-----
Veh in Median Storage, #0--00-
Grade, %0--00-
Peak Hour Factor929292929292
Heavy Vehicles, %0001210
Mvmt Flow1221261453
Major/MinorMinor2Major1Major2
Conflicting Flow All2771471480-0
Stage 1147-----
Stage 2130-----
Critical Hdwy6.46.24.1---
Critical Hdwy Stg 15.4-----
Critical Hdwy Stg 25.4-----
Follow-up Hdwy3.53.32.2---
Pot Cap-1 Maneuver7179051446---
Stage 1885-----
Stage 2901-----
Platoon blocked, %---
Mov Cap-1 Maneuver7169051446---
Mov Cap-2 Maneuver716-----
Stage 1884-----
Stage 2901-----
ApproachEBNBSB
HCM Control Delay, s9.30.10
HCM LOSA
Minor Lane/Major MvmtNBLNBTEBLn1SBTSBR
Capacity (veh/h)1446-832--
HCM Lane V/C Ratio0.002-0.004--
HCM Control Delay (s)7.509.3--
HCM Lane LOSAAA--
HCM 95th %tile Q(veh)0-0--
5983 Ashland Hills 05/25/2022 2028 Build PMSynchro 10 Report
Page 3
HCM 6th TWSC
07/25/2022
15: East Site Access & E Main St
Intersection
Int Delay, s/veh0.2
MovementEBLEBRNBLNBTSBTSBR
Lane Configurations
Traffic Vol, veh/h2221161304
Future Vol, veh/h2221161304
Conflicting Peds, #/hr000000
Sign Control StopStopFreeFreeFreeFree
RT Channelized-None-None-None
Storage Length0-----
Veh in Median Storage, #0--00-
Grade, %0--00-
Peak Hour Factor929292929292
Heavy Vehicles, %0001210
Mvmt Flow2221261414
Major/MinorMinor2Major1Major2
Conflicting Flow All2731431450-0
Stage 1143-----
Stage 2130-----
Critical Hdwy6.46.24.1---
Critical Hdwy Stg 15.4-----
Critical Hdwy Stg 25.4-----
Follow-up Hdwy3.53.32.2---
Pot Cap-1 Maneuver7219101450---
Stage 1889-----
Stage 2901-----
Platoon blocked, %---
Mov Cap-1 Maneuver7209101450---
Mov Cap-2 Maneuver720-----
Stage 1888-----
Stage 2901-----
ApproachEBNBSB
HCM Control Delay, s9.50.10
HCM LOSA
Minor Lane/Major MvmtNBLNBTEBLn1SBTSBR
Capacity (veh/h)1450-804--
HCM Lane V/C Ratio0.001-0.005--
HCM Control Delay (s)7.509.5--
HCM Lane LOSAAA--
HCM 95th %tile Q(veh)0-0--
5983 Ashland Hills 05/25/2022 2028 Build PMSynchro 10 Report
Page 4
:
APPENDIX
SANDOW ENGINEERING
Queuing and Blocking Report
07/25/2022
2022 Background Am
Intersection: 3: Sutton Pi/W site Access & Ashland St, Interval #1
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)163823
Average Queue (ft)4114
95th Queue (ft)193821
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Sutton Pi/W site Access & Ashland St, Interval #2
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)215129
Average Queue (ft)1118
95th Queue (ft)134129
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Sutton Pi/W site Access & Ashland St, All Intervals
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)265429
Average Queue (ft)2117
95th Queue (ft)144027
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 1
Queuing and Blocking Report
07/25/2022
2022 Background Am
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, Interval #1
MovementEBWBNBSBSB
Directions ServedLTRLTRLTR
Maximum Queue (ft)177483545
Average Queue (ft)21282224
95th Queue (ft)1910583747
Link Distance (ft)359388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, Interval #2
MovementEBWBNBSBSB
Directions ServedLTRLTRLTR
Maximum Queue (ft)3816663362
Average Queue (ft)51281724
95th Queue (ft)239563550
Link Distance (ft)359388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, All Intervals
MovementEBWBNBSBSB
Directions ServedLTRLTRLTR
Maximum Queue (ft)4323674165
Average Queue (ft)41281824
95th Queue (ft)2210563649
Link Distance (ft)359388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 2
Queuing and Blocking Report
07/25/2022
2023 Background Am
Intersection: 3: Sutton Pi/W site Access & Ashland St, Interval #1
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)213122
Average Queue (ft)4126
95th Queue (ft)193626
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Sutton Pi/W site Access & Ashland St, Interval #2
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)264229
Average Queue (ft)2117
95th Queue (ft)123728
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Sutton Pi/W site Access & Ashland St, All Intervals
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)264234
Average Queue (ft)2117
95th Queue (ft)143728
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 1
Queuing and Blocking Report
07/25/2022
2023 Background Am
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, Interval #1
MovementEBWBNBSBSB
Directions ServedLTRLTRLTR
Maximum Queue (ft)268413744
Average Queue (ft)51271923
95th Queue (ft)2512524149
Link Distance (ft)359388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, Interval #2
MovementEBWBNBSBSB
Directions ServedLTRLTRLTR
Maximum Queue (ft)348575766
Average Queue (ft)31261825
95th Queue (ft)189524455
Link Distance (ft)359388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, All Intervals
MovementEBWBNBSBSB
Directions ServedLTRLTRLTR
Maximum Queue (ft)378586068
Average Queue (ft)41261924
95th Queue (ft)2010524354
Link Distance (ft)359388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 2
Queuing and Blocking Report
07/25/2022
2023 Build Am
Intersection: 3: Sutton Pi/W site Access & Ashland St, Interval #1
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)114829
Average Queue (ft)31112
95th Queue (ft)174435
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Sutton Pi/W site Access & Ashland St, Interval #2
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)214438
Average Queue (ft)21113
95th Queue (ft)133837
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Sutton Pi/W site Access & Ashland St, All Intervals
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)265238
Average Queue (ft)21112
95th Queue (ft)143936
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 1
Queuing and Blocking Report
07/25/2022
2023 Build Am
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, Interval #1
MovementEBNBSBSB
Directions ServedLTLTRLTR
Maximum Queue (ft)37422759
Average Queue (ft)9261827
95th Queue (ft)36543559
Link Distance (ft)359272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, Interval #2
MovementEBWBNBSBSB
Directions ServedLTRLTRLTR
Maximum Queue (ft)448543463
Average Queue (ft)40251526
95th Queue (ft)256513551
Link Distance (ft)359388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, All Intervals
MovementEBWBNBSBSB
Directions ServedLTRLTRLTR
Maximum Queue (ft)498573572
Average Queue (ft)50261626
95th Queue (ft)286523553
Link Distance (ft)359388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 2
Queuing and Blocking Report
07/25/2022
2023 Build Am
Intersection: 13: E Main St & West Site Access, Interval #1
MovementEB
Directions ServedLR
Maximum Queue (ft)6
Average Queue (ft)2
95th Queue (ft)16
Link Distance (ft)326
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 13: E Main St & West Site Access, Interval #2
MovementEB
Directions ServedLR
Maximum Queue (ft)23
Average Queue (ft)4
95th Queue (ft)21
Link Distance (ft)326
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 13: E Main St & West Site Access, All Intervals
MovementEB
Directions ServedLR
Maximum Queue (ft)23
Average Queue (ft)4
95th Queue (ft)20
Link Distance (ft)326
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 3
Queuing and Blocking Report
07/25/2022
2023 Build Am
Intersection: 15: East Site Access & E Main St, Interval #1
MovementEB
Directions ServedLR
Maximum Queue (ft)29
Average Queue (ft)7
95th Queue (ft)28
Link Distance (ft)282
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 15: East Site Access & E Main St, Interval #2
MovementEBNB
Directions ServedLRLT
Maximum Queue (ft)236
Average Queue (ft)30
95th Queue (ft)185
Link Distance (ft)282292
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 15: East Site Access & E Main St, All Intervals
MovementEBNB
Directions ServedLRLT
Maximum Queue (ft)296
Average Queue (ft)40
95th Queue (ft)214
Link Distance (ft)282292
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Network Summary
Network wide Queuing Penalty, Interval #1: 0
Network wide Queuing Penalty, Interval #2: 0
Network wide Queuing Penalty, All Intervals: 0
5983 Ashland HillsSimTraffic Report
Page 4
Queuing and Blocking Report
07/25/2022
2028 Background Am
Intersection: 3: Sutton Pi/W site Access & Ashland St, Interval #1
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)52923
Average Queue (ft)195
95th Queue (ft)83423
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Sutton Pi/W site Access & Ashland St, Interval #2
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)305129
Average Queue (ft)2108
95th Queue (ft)153729
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Sutton Pi/W site Access & Ashland St, All Intervals
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)305129
Average Queue (ft)2107
95th Queue (ft)143627
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 1
Queuing and Blocking Report
07/25/2022
2028 Background Am
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, Interval #1
MovementEBWBNBSBSB
Directions ServedLTRLTRLTR
Maximum Queue (ft)1613543547
Average Queue (ft)22312127
95th Queue (ft)1819593952
Link Distance (ft)359388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, Interval #2
MovementEBWBWBNBSBSB
Directions ServedLTLTRLTRLTR
Maximum Queue (ft)42639594168
Average Queue (ft)302261525
95th Queue (ft)19521553852
Link Distance (ft)359388388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, All Intervals
MovementEBWBWBNBSBSB
Directions ServedLTLTRLTRLTR
Maximum Queue (ft)43639645168
Average Queue (ft)302281726
95th Queue (ft)19421563952
Link Distance (ft)359388388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 2
Queuing and Blocking Report
07/25/2022
2028 Build Am
Intersection: 3: Sutton Pi/W site Access & Ashland St, Interval #1
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)163029
Average Queue (ft)21116
95th Queue (ft)153639
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Sutton Pi/W site Access & Ashland St, Interval #2
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)265433
Average Queue (ft)2814
95th Queue (ft)123438
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Sutton Pi/W site Access & Ashland St, All Intervals
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)265933
Average Queue (ft)2914
95th Queue (ft)133438
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 1
Queuing and Blocking Report
07/25/2022
2028 Build Am
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, Interval #1
MovementEBNBSBSB
Directions ServedLTLTRLTR
Maximum Queue (ft)33483045
Average Queue (ft)8292024
95th Queue (ft)31523443
Link Distance (ft)359272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, Interval #2
MovementEBWBNBSBSB
Directions ServedLTLTLTRLTR
Maximum Queue (ft)296654562
Average Queue (ft)40271926
95th Queue (ft)195554251
Link Distance (ft)359388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, All Intervals
MovementEBWBNBSBSB
Directions ServedLTLTLTRLTR
Maximum Queue (ft)346714564
Average Queue (ft)50271925
95th Queue (ft)224554049
Link Distance (ft)359388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 2
Queuing and Blocking Report
07/25/2022
2028 Build Am
Intersection: 13: E Main St & West Site Access, Interval #1
MovementEB
Directions ServedLR
Maximum Queue (ft)12
Average Queue (ft)3
95th Queue (ft)18
Link Distance (ft)326
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 13: E Main St & West Site Access, Interval #2
MovementEB
Directions ServedLR
Maximum Queue (ft)29
Average Queue (ft)3
95th Queue (ft)16
Link Distance (ft)326
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 13: E Main St & West Site Access, All Intervals
MovementEB
Directions ServedLR
Maximum Queue (ft)29
Average Queue (ft)3
95th Queue (ft)17
Link Distance (ft)326
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 3
Queuing and Blocking Report
07/25/2022
2028 Build Am
Intersection: 15: East Site Access & E Main St, Interval #1
MovementEBNB
Directions ServedLRLT
Maximum Queue (ft)176
Average Queue (ft)31
95th Queue (ft)189
Link Distance (ft)282292
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 15: East Site Access & E Main St, Interval #2
MovementEB
Directions ServedLR
Maximum Queue (ft)29
Average Queue (ft)4
95th Queue (ft)21
Link Distance (ft)282
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 15: East Site Access & E Main St, All Intervals
MovementEBNB
Directions ServedLRLT
Maximum Queue (ft)296
Average Queue (ft)40
95th Queue (ft)214
Link Distance (ft)282292
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Network Summary
Network wide Queuing Penalty, Interval #1: 0
Network wide Queuing Penalty, Interval #2: 0
Network wide Queuing Penalty, All Intervals: 0
5983 Ashland HillsSimTraffic Report
Page 4
Queuing and Blocking Report
07/25/2022
2022 Exsiting PM
Intersection: 3: Sutton Pi/W site Access & Ashland St, Interval #1
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)302532
Average Queue (ft)71013
95th Queue (ft)293339
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Sutton Pi/W site Access & Ashland St, Interval #2
MovementEBWBNBSB
Directions ServedLLTRLTRLTR
Maximum Queue (ft)26103134
Average Queue (ft)51714
95th Queue (ft)21102938
Link Distance (ft)453191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Sutton Pi/W site Access & Ashland St, All Intervals
MovementEBWBNBSB
Directions ServedLLTRLTRLTR
Maximum Queue (ft)30103138
Average Queue (ft)51813
95th Queue (ft)2383038
Link Distance (ft)453191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 1
Queuing and Blocking Report
07/25/2022
2022 Exsiting PM
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, Interval #1
MovementEBWBWBNBSBSB
Directions ServedLTLTRLTRLTR
Maximum Queue (ft)3468433634
Average Queue (ft)811152424
95th Queue (ft)31912444342
Link Distance (ft)359388388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, Interval #2
MovementEBWBWBNBSBSB
Directions ServedLTLTRLTRLTR
Maximum Queue (ft)56228405749
Average Queue (ft)510162326
95th Queue (ft)28117424243
Link Distance (ft)359388388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, All Intervals
MovementEBWBWBNBSBSB
Directions ServedLTLTRLTRLTR
Maximum Queue (ft)562816495749
Average Queue (ft)611162325
95th Queue (ft)29118434243
Link Distance (ft)359388388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 2
Queuing and Blocking Report
07/25/2022
2023 Background PM
Intersection: 3: Sutton Pi/W site Access & Ashland St, Interval #1
MovementEBWBNBSB
Directions ServedLLTRLTRLTR
Maximum Queue (ft)2662934
Average Queue (ft)711018
95th Queue (ft)2683443
Link Distance (ft)453191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Sutton Pi/W site Access & Ashland St, Interval #2
MovementEBWBNBSB
Directions ServedLLTRLTRLTR
Maximum Queue (ft)26163138
Average Queue (ft)51612
95th Queue (ft)22102737
Link Distance (ft)453191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Sutton Pi/W site Access & Ashland St, All Intervals
MovementEBWBNBSB
Directions ServedLLTRLTRLTR
Maximum Queue (ft)26163538
Average Queue (ft)51714
95th Queue (ft)23102939
Link Distance (ft)453191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 1
Queuing and Blocking Report
07/25/2022
2023 Background PM
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, Interval #1
MovementEBWBWBNBSBSB
Directions ServedLTLTRLTRLTR
Maximum Queue (ft)402019314052
Average Queue (ft)732152530
95th Queue (ft)333018394247
Link Distance (ft)359388388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, Interval #2
MovementEBWBNBSBSB
Directions ServedLTRLTRLTR
Maximum Queue (ft)5918405849
Average Queue (ft)81182424
95th Queue (ft)3712434542
Link Distance (ft)359388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, All Intervals
MovementEBWBWBNBSBSB
Directions ServedLTLTRLTRLTR
Maximum Queue (ft)592037405858
Average Queue (ft)811172425
95th Queue (ft)361414434444
Link Distance (ft)359388388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 2
Queuing and Blocking Report
07/25/2022
2023 Build PM
Intersection: 3: Sutton Pi/W site Access & Ashland St, Interval #1
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)263029
Average Queue (ft)12915
95th Queue (ft)333239
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Sutton Pi/W site Access & Ashland St, Interval #2
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)263134
Average Queue (ft)6616
95th Queue (ft)252640
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Sutton Pi/W site Access & Ashland St, All Intervals
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)273134
Average Queue (ft)8716
95th Queue (ft)272840
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 1
Queuing and Blocking Report
07/25/2022
2023 Build PM
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, Interval #1
MovementEBWBNBSBSB
Directions ServedLTLTLTRLTR
Maximum Queue (ft)3815314047
Average Queue (ft)152152629
95th Queue (ft)4423404749
Link Distance (ft)359388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, Interval #2
MovementEBWBNBSBSB
Directions ServedLTRLTRLTR
Maximum Queue (ft)5811445263
Average Queue (ft)80162328
95th Queue (ft)339434248
Link Distance (ft)359388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, All Intervals
MovementEBWBWBNBSBSB
Directions ServedLTLTRLTRLTR
Maximum Queue (ft)581511445763
Average Queue (ft)1010162428
95th Queue (ft)36118424449
Link Distance (ft)359388388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 2
Queuing and Blocking Report
07/25/2022
2023 Build PM
Intersection: 13: E Main St & West Site Access, Interval #1
MovementEB
Directions ServedLR
Maximum Queue (ft)17
Average Queue (ft)4
95th Queue (ft)20
Link Distance (ft)326
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 13: E Main St & West Site Access, Interval #2
MovementEB
Directions ServedLR
Maximum Queue (ft)29
Average Queue (ft)5
95th Queue (ft)22
Link Distance (ft)326
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 13: E Main St & West Site Access, All Intervals
MovementEB
Directions ServedLR
Maximum Queue (ft)29
Average Queue (ft)4
95th Queue (ft)21
Link Distance (ft)326
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 3
Queuing and Blocking Report
07/25/2022
2023 Build PM
Intersection: 15: East Site Acess & E Main St, Interval #1
MovementEB
Directions ServedLR
Maximum Queue (ft)17
Average Queue (ft)2
95th Queue (ft)13
Link Distance (ft)282
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 15: East Site Acess & E Main St, Interval #2
MovementEBNB
Directions ServedLRLT
Maximum Queue (ft)2912
Average Queue (ft)41
95th Queue (ft)209
Link Distance (ft)282292
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 15: East Site Acess & E Main St, All Intervals
MovementEBNB
Directions ServedLRLT
Maximum Queue (ft)2912
Average Queue (ft)31
95th Queue (ft)197
Link Distance (ft)282292
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Network Summary
Network wide Queuing Penalty, Interval #1: 0
Network wide Queuing Penalty, Interval #2: 0
Network wide Queuing Penalty, All Intervals: 0
5983 Ashland HillsSimTraffic Report
Page 4
Queuing and Blocking Report
07/25/2022
2028 Background PM
Intersection: 3: Sutton Pi/W site Access & Ashland St, Interval #1
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)262429
Average Queue (ft)10416
95th Queue (ft)312139
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Sutton Pi/W site Access & Ashland St, Interval #2
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)263129
Average Queue (ft)8813
95th Queue (ft)283037
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Sutton Pi/W site Access & Ashland St, All Intervals
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)273129
Average Queue (ft)8714
95th Queue (ft)282837
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 1
Queuing and Blocking Report
07/25/2022
2028 Background PM
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, Interval #1
MovementEBWBWBNBSBSB
Directions ServedLTLTRLTRLTR
Maximum Queue (ft)33227365744
Average Queue (ft)1031242727
95th Queue (ft)342111465143
Link Distance (ft)359388388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, Interval #2
MovementEBWBNBSBSB
Directions ServedLTRLTRLTR
Maximum Queue (ft)5127446256
Average Queue (ft)81162426
95th Queue (ft)3314434747
Link Distance (ft)359388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, All Intervals
MovementEBWBWBNBSBSB
Directions ServedLTLTRLTRLTR
Maximum Queue (ft)552234496757
Average Queue (ft)811182526
95th Queue (ft)331013454846
Link Distance (ft)359388388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 2
Queuing and Blocking Report
07/25/2022
2028 Build PM
Intersection: 3: Sutton Pi/W site Access & Ashland St, Interval #1
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)263034
Average Queue (ft)6917
95th Queue (ft)243142
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Sutton Pi/W site Access & Ashland St, Interval #2
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)313138
Average Queue (ft)8816
95th Queue (ft)283040
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: Sutton Pi/W site Access & Ashland St, All Intervals
MovementEBNBSB
Directions ServedLLTRLTR
Maximum Queue (ft)313143
Average Queue (ft)7816
95th Queue (ft)273041
Link Distance (ft)191144
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)120
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 1
Queuing and Blocking Report
07/25/2022
2028 Build PM
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, Interval #1
MovementEBWBNBSBSB
Directions ServedLTLTLTRLTR
Maximum Queue (ft)6411314045
Average Queue (ft)172152127
95th Queue (ft)5817404151
Link Distance (ft)359388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, Interval #2
MovementEBWBNBSBSB
Directions ServedLTLTLTRLTR
Maximum Queue (ft)6012444951
Average Queue (ft)91172327
95th Queue (ft)377434144
Link Distance (ft)359388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 8: Oak Knoll Dr/E Main St & Ashland St, All Intervals
MovementEBWBNBSBSB
Directions ServedLTLTLTRLTR
Maximum Queue (ft)7317444961
Average Queue (ft)111162327
95th Queue (ft)4310434146
Link Distance (ft)359388272713713
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 2
Queuing and Blocking Report
07/25/2022
2028 Build PM
Intersection: 13: E Main St & Wes Site Access, Interval #1
MovementEB
Directions ServedLR
Maximum Queue (ft)23
Average Queue (ft)4
95th Queue (ft)21
Link Distance (ft)326
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 13: E Main St & Wes Site Access, Interval #2
MovementEB
Directions ServedLR
Maximum Queue (ft)29
Average Queue (ft)3
95th Queue (ft)16
Link Distance (ft)326
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 13: E Main St & Wes Site Access, All Intervals
MovementEB
Directions ServedLR
Maximum Queue (ft)29
Average Queue (ft)3
95th Queue (ft)17
Link Distance (ft)326
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
5983 Ashland HillsSimTraffic Report
Page 3
Queuing and Blocking Report
07/25/2022
2028 Build PM
Intersection: 15: East Site Access & E Main St, Interval #1
MovementEB
Directions ServedLR
Maximum Queue (ft)11
Average Queue (ft)1
95th Queue (ft)9
Link Distance (ft)282
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 15: East Site Access & E Main St, Interval #2
MovementEB
Directions ServedLR
Maximum Queue (ft)28
Average Queue (ft)3
95th Queue (ft)18
Link Distance (ft)282
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 15: East Site Access & E Main St, All Intervals
MovementEB
Directions ServedLR
Maximum Queue (ft)29
Average Queue (ft)3
95th Queue (ft)16
Link Distance (ft)282
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)
Network Summary
Network wide Queuing Penalty, Interval #1: 0
Network wide Queuing Penalty, Interval #2: 0
Network wide Queuing Penalty, All Intervals: 0
5983 Ashland HillsSimTraffic Report
Page 4
:
APPENDIX
SANDOW ENGINEERING
Single Lane Roundabout Input Sheet
Roundabout Input
Rec
3 or 4 legs43 or 4
Portion of an hour:0.250.25 or 1
Start of peak hour800AM
Hourly volumes
Peak Hour Factor
0.380.910.640.00
(PHF)
Heavy trucks
12600
0
Medium trucks
0000
Bicycles
00003
00370.51
All vehicles
700
919918010.58
01
3500.80
0
0000.00
1
Pedestrian crossings
East Leg:
Main
0
Pedestrian crossings
0.000000
0.7520033
All vehicles
0120276
0.560009
Bicycles
0.7500030000
0
Medium trucks
0
000
Heavy trucks
00125
PHF
0.000.250.830.67
Entry Capacit(+) Input
yRecBend
A intercept113011301333
RecB coefficient0.00100.0010.0008
Passenger Car Equivalents
E
bicycle11(+) InputRecBend
Bypass Capacity
b
E
medium1.5A intercept11301333
1.51130
m
E
heavy22B coefficient0.00100.0010.0008
h
Single Lane Roundabout Input Sheet
RecRoundabout Input
General InformationPassenger Car Equivalents
N
E
Analyst:bicycle13 or 4 legs44
1
Pat Stoplight PE
legs?
b
W
E
E
Agency:medium1.5Portion of an hour:0.25
1.5
Safety City
m
E
Date:heavy22Peak hr800AM
8/8/2022
S
h
Main St PedestrianApproache
Hwy 66
s
East leg:
South leg:
Project:Year:2023crossings per l NES
e W
5983 Ashland Hills
0001
#
Hour VolumesApproachesFlow RateApproaches
vphNESNES
W v W
i
N03720233Changes hereN07324344
ExitsExits
E180769do not go toE28011316
S1993503 Input tab.S2194404
W9710W241240
Peak Hour FactorApproachesVehicle FactorApproaches
NESNES
W f W
PHF
hv
0.000.510.830.75
NN1.0000.9250.9440.943
ExitsExits
E0.640.000.670.56E1.0001.0000.9381.000
0.910.800.000.75
SS0.8840.9721.0001.000
WW0.9000.8751.0001.000
0.380.580.250.00
# of BicyclesApproachesProportion of BicycleApproaches
vphNESNES
W P W
b
N0000N0.0000.0000.0000.000
ExitsExits
E0000E0.0000.0000.0000.000
S0000S0.0000.0000.0000.000
W0000W0.0000.0000.0000.000
#ofMediumTrucksApproachesProportion of MediumApproaches
vphNESNES
W P W
m
N0000N0.0000.0000.0000.000
ExitsExits
E0000E0.0000.0000.0000.000
S0000S0.0000.0000.0000.000
W0000W0.0000.0000.0000.000
# of Heavy TrucksApproachesProportion of HeavyApproaches
vphNESNES
W P W
h
N03122N0.0000.0810.0590.061
ExitsExits
E0050E0.0000.0000.0660.000
S26100S0.1310.0290.0000.000
W1100W0.1110.1430.0000.000
Approaches
Adjusted Flow Rate
NESOutputApproache
v Ws
i
N07925747 NESW
Exits
v
E28012016Conflict flow (veh/h)
6029188290
c
v
S2484504Entry flow (veh/h)
27113035964
i
nry capacy ve
W271440Etit(h/h)c
947781973784
i
30313838167Pedestrian impedance
f
Entry Flow Rate (pc/h)1111
ped
Leg v/c ratio
x
63308913210.290.170.370.08
Conflict Flow (pc/h)
i
Weighted Entry Vehicle FactorsControl delay (sec/veh)
Exits w/o right vol pc
hd
6.86.47.75.4
i
NLOSn/a
0.8930.9400.9430.957
304AAAA
th
Q
E441120
HCM 95%Queue
veh
()
m
S
293Weighted Conflict Vehicle Factors
Int cntrl delay (sec/veh)
W18
d7.02
0.9560.944 0.9680.903
int
Intersection LOSn/aA
5983 Ashland Hills
Single Lane Roundabout Input Sheet
Roundabout Input
Rec
3 or 4 legs43 or 4
Portion of an hour:0.250.25 or 1
Start of peak hour800AM
Hourly volumes
Peak Hour Factor
0.380.910.640.00
(PHF)
Heavy trucks
12600
0
Medium trucks
0000
Bicycles
00003
00410.51
All vehicles
700
920020010.58
01
3600.80
0
0000.00
1
Pedestrian crossings
East Leg:
Main
0
Pedestrian crossings
0.000000
0.7520033
All vehicles
0120277
0.560009
Bicycles
0.7500040000
0
Medium trucks
0
000
Heavy trucks
00125
PHF
0.000.250.830.67
Entry Capacit(+) Input
yRecBend
A intercept113011301333
RecB coefficient0.00100.0010.0008
Passenger Car Equivalents
E
bicycle11(+) InputRecBend
Bypass Capacity
b
E
medium1.5A intercept11301333
1.51130
m
E
heavy22B coefficient0.00100.0010.0008
h
Single Lane Roundabout Input Sheet
RecRoundabout Input
General InformationPassenger Car Equivalents
N
E
Analyst:bicycle13 or 4 legs44
1
Pat Stoplight PE
legs?
b
W
E
E
Agency:medium1.5Portion of an hour:0.25
1.5
Safety City
m
E
Date:heavy22Peak hr800AM
8/8/2022
S
h
Main St PedestrianApproache
Hwy 66
s
East leg:
South leg:
Project:Year:2028crossings per l NES
e W
5983 Ashland Hills
0001
#
Hour VolumesApproachesFlow RateApproaches
vphNESNES
W v W
i
N04120233Changes hereN08024344
ExitsExits
E200779do not go toE31011516
S2003604 Input tab.S2204505
W9710W241240
Peak Hour FactorApproachesVehicle FactorApproaches
NESNES
W f W
PHF
hv
0.000.510.830.75
NN1.0000.9320.9440.943
ExitsExits
E0.640.000.670.56E1.0001.0000.9391.000
0.910.800.000.75
SS0.8850.9731.0001.000
WW0.9000.8751.0001.000
0.380.580.250.00
# of BicyclesApproachesProportion of BicycleApproaches
vphNESNES
W P W
b
N0000N0.0000.0000.0000.000
ExitsExits
E0000E0.0000.0000.0000.000
S0000S0.0000.0000.0000.000
W0000W0.0000.0000.0000.000
#ofMediumTrucksApproachesProportion of MediumApproaches
vphNESNES
W P W
m
N0000N0.0000.0000.0000.000
ExitsExits
E0000E0.0000.0000.0000.000
S0000S0.0000.0000.0000.000
W0000W0.0000.0000.0000.000
# of Heavy TrucksApproachesProportion of HeavyApproaches
vphNESNES
W P W
h
N03122N0.0000.0730.0590.061
ExitsExits
E0050E0.0000.0000.0650.000
S26100S0.1300.0280.0000.000
W1100W0.1110.1430.0000.000
Approaches
Adjusted Flow Rate
NESOutputApproache
v Ws
i
N08625747 NESW
Exits
v
E31012216Conflict flow (veh/h)
6129191295
c
v
S2494605Entry flow (veh/h)
27513836165
i
nry capacy ve
W271440Etit(h/h)c
949784970781
i
30714638368Pedestrian impedance
f
Entry Flow Rate (pc/h)1111
ped
Leg v/c ratio
x
64308943260.290.180.370.08
Conflict Flow (pc/h)
i
Weighted Entry Vehicle FactorsControl delay (sec/veh)
Exits w/o right vol pc
hd
6.86.57.75.4
i
NLOSn/a
0.8950.9440.9430.958
304AAAA
th
Q
E471120
HCM 95%Queue
veh
()
m
S
295Weighted Conflict Vehicle Factors
Int cntrl delay (sec/veh)
W18
d7.03
0.9570.944 0.9690.905
int
Intersection LOSn/aA
5983 Ashland Hills
Single Lane Roundabout Input Sheet
Roundabout Input
Rec
3 or 4 legs43 or 4
Portion of an hour:0.250.25 or 1
Start of peak hour800AM
Hourly volumes
Peak Hour Factor
0.380.910.640.00
(PHF)
Heavy trucks
12600
0
Medium trucks
0000
Bicycles
00003
00390.51
All vehicles
700
1020919010.58
01
3700.80
0
0000.00
1
Pedestrian crossings
East Leg:
Main
0
Pedestrian crossings
0.000000
0.7520035
All vehicles
0121280
0.5600010
Bicycles
0.7500030000
0
Medium trucks
0
000
Heavy trucks
00125
PHF
0.000.250.830.67
Entry Capacit(+) Input
yRecBend
A intercept113011301333
RecB coefficient0.00100.0010.0008
Passenger Car Equivalents
E
bicycle11(+) InputRecBend
Bypass Capacity
b
E
medium1.5A intercept11301333
1.51130
m
E
heavy22B coefficient0.00100.0010.0008
h
Single Lane Roundabout Input Sheet
RecRoundabout Input
General InformationPassenger Car Equivalents
N
E
Analyst:bicycle13 or 4 legs44
1
Pat Stoplight PE
legs?
b
W
E
E
Agency:medium1.5Portion of an hour:0.25
1.5
Safety City
m
E
Date:heavy22Peak hr800AM
8/8/2022
S
h
Main St PedestrianApproache
Hwy 66
s
East leg:
South leg:
Project:Year:2028crossings per l NES
e W
5983 Ashland Hills
0001
#
Hour VolumesApproachesFlow RateApproaches
vphNESNES
W v W
i
N03921235Changes hereN07625547
ExitsExits
E1908010do not go toE30011918
S2093703 Input tab.S2304604
W10710W261240
Peak Hour FactorApproachesVehicle FactorApproaches
NESNES
W f W
PHF
hv
0.000.510.830.75
NN1.0000.9290.9460.946
ExitsExits
E0.640.000.670.56E1.0001.0000.9411.000
0.910.800.000.75
SS0.8900.9741.0001.000
WW0.9090.8751.0001.000
0.380.580.250.00
# of BicyclesApproachesProportion of BicycleApproaches
vphNESNES
W P W
b
N0000N0.0000.0000.0000.000
ExitsExits
E0000E0.0000.0000.0000.000
S0000S0.0000.0000.0000.000
W0000W0.0000.0000.0000.000
#ofMediumTrucksApproachesProportion of MediumApproaches
vphNESNES
W P W
m
N0000N0.0000.0000.0000.000
ExitsExits
E0000E0.0000.0000.0000.000
S0000S0.0000.0000.0000.000
W0000W0.0000.0000.0000.000
# of Heavy TrucksApproachesProportion of HeavyApproaches
vphNESNES
W P W
h
N03122N0.0000.0770.0570.057
ExitsExits
E0050E0.0000.0000.0630.000
S26100S0.1240.0270.0000.000
W1100W0.1000.1430.0000.000
Approaches
Adjusted Flow Rate
NESOutputApproache
v Ws
i
N08227050 NESW
Exits
v
E30012618Conflict flow (veh/h)
6230795304
c
v
S2584704Entry flow (veh/h)
28513537869
i
nry capacy ve
W291440Etit(h/h)c
951771968776
i
31714340072Pedestrian impedance
f
Entry Flow Rate (pc/h)1111
ped
Leg v/c ratio
x
65324983350.300.180.390.09
Conflict Flow (pc/h)
i
Weighted Entry Vehicle FactorsControl delay (sec/veh)
Exits w/o right vol pc
hd
6.96.68.05.5
i
NLOSn/a
0.8980.9430.9450.960
320AAAA
th
Q
E481120
HCM 95%Queue
veh
()
m
S
305Weighted Conflict Vehicle Factors
Int cntrl delay (sec/veh)
W18
d7.22
0.9570.947 0.9700.908
int
Intersection LOSn/aA
5983 Ashland Hills
Single Lane Roundabout Input Sheet
Roundabout Input
Rec
3 or 4 legs43 or 4
Portion of an hour:0.250.25 or 1
Start of peak hour800AM
Hourly volumes
Peak Hour Factor
0.380.910.640.00
(PHF)
Heavy trucks
12600
0
Medium trucks
0000
Bicycles
00003
00430.51
All vehicles
700
1021021010.58
01
3800.80
0
0000.00
1
Pedestrian crossings
East Leg:
Main
0
Pedestrian crossings
0.000000
0.7520035
All vehicles
0121281
0.5600010
Bicycles
0.7500040000
0
Medium trucks
0
000
Heavy trucks
00125
PHF
0.000.250.830.67
Entry Capacit(+) Input
yRecBend
A intercept113011301333
RecB coefficient0.00100.0010.0008
Passenger Car Equivalents
E
bicycle11(+) InputRecBend
Bypass Capacity
b
E
medium1.5A intercept11301333
1.51130
m
E
heavy22B coefficient0.00100.0010.0008
h
Single Lane Roundabout Input Sheet
RecRoundabout Input
General InformationPassenger Car Equivalents
N
E
Analyst:bicycle13 or 4 legs44
1
Pat Stoplight PE
legs?
b
W
E
E
Agency:medium1.5Portion of an hour:0.25
1.5
Safety City
m
E
Date:heavy22Peak hr800AM
8/8/2022
S
h
Main St PedestrianApproache
Hwy 66
s
East leg:
South leg:
Project:Year:2028crossings per l NES
e W
5983 Ashland Hills
0001
#
Hour VolumesApproachesFlow RateApproaches
vphNESNES
W v W
i
N04321235Changes hereN08425547
ExitsExits
E2108110do not go toE33012118
S2103804 Input tab.S2314805
W10710W261240
Peak Hour FactorApproachesVehicle FactorApproaches
NESNES
W f W
PHF
hv
0.000.510.830.75
NN1.0000.9350.9460.946
ExitsExits
E0.640.000.670.56E1.0001.0000.9421.000
0.910.800.000.75
SS0.8900.9751.0001.000
WW0.9090.8751.0001.000
0.380.580.250.00
# of BicyclesApproachesProportion of BicycleApproaches
vphNESNES
W P W
b
N0000N0.0000.0000.0000.000
ExitsExits
E0000E0.0000.0000.0000.000
S0000S0.0000.0000.0000.000
W0000W0.0000.0000.0000.000
#ofMediumTrucksApproachesProportion of MediumApproaches
vphNESNES
W P W
m
N0000N0.0000.0000.0000.000
ExitsExits
E0000E0.0000.0000.0000.000
S0000S0.0000.0000.0000.000
W0000W0.0000.0000.0000.000
# of Heavy TrucksApproachesProportion of HeavyApproaches
vphNESNES
W P W
h
N03122N0.0000.0700.0570.057
ExitsExits
E0050E0.0000.0000.0620.000
S26100S0.1240.0260.0000.000
W1100W0.1000.1430.0000.000
Approaches
Adjusted Flow Rate
NESOutputApproache
v Ws
i
N09027050 NESW
Exits
v
E33012818Conflict flow (veh/h)
6430798311
c
v
S2604905Entry flow (veh/h)
28914538070
i
nry capacy ve
W291440Etit(h/h)c
950773965771
i
32215340273Pedestrian impedance
f
Entry Flow Rate (pc/h)1111
ped
Leg v/c ratio
x
673241013420.300.190.390.09
Conflict Flow (pc/h)
i
Weighted Entry Vehicle FactorsControl delay (sec/veh)
Exits w/o right vol pc
hd
6.96.78.05.6
i
NLOSn/a
0.8990.9460.9450.961
320AAAA
th
Q
E511120
HCM 95%Queue
veh
()
m
S
309Weighted Conflict Vehicle Factors
Int cntrl delay (sec/veh)
W18
d7.23
0.9580.947 0.9710.909
int
Intersection LOSn/aA
5983 Ashland Hills
Single Lane Roundabout Input Sheet
Roundabout Input
Rec
3 or 4 legs43 or 4
Portion of an hour:0.250.25 or 1
Start of peak hour415PM
Hourly volumes
Peak Hour Factor
0.750.800.680.00
(PHF)
Heavy trucks
0290
1
Medium trucks
0000
Bicycles
00001
00510.78
All vehicles
1300
2127527000.65
01
6000.82
0
0000.00
0
Pedestrian crossings
East Leg:
Main St
0
Pedestrian crossings
0.000000
0.750009
All vehicles
0225975
0.500008
Bicycles
0.3300040000
0
Medium trucks
0
000
Heavy trucks
0093
PHF
0.83
0.000.250.80
Entry Capacit(+) Input
yRecBend
A intercept113011301333
RecB coefficient0.00100.0010.0008
Passenger Car Equivalents
E
bicycle11(+) InputRecBend
Bypass Capacity
b
E
medium1.5A intercept11301333
1.51130
m
E
heavy22B coefficient0.00100.0010.0008
h
Single Lane Roundabout Input Sheet
RecRoundabout Input
General InformationPassenger Car Equivalents
N
E
Analyst:bicycle13 or 4 legs44
1
Pat Stoplight PE
legs?
b
W
E
E
Agency:medium1.5Portion of an hour:0.25
1.5
Safety City
m
E
Date:heavy22Peak hr415PM
9/22/2015
S
h
Main St PedestrianApproache
Hwy 66
s
East leg:
South leg:
Project:Year:2023 Backgroundcrossings per l NES
e W
Ashland Hills
1000
#
Hour VolumesApproachesFlow RateApproaches
vphNESNES
W v W
i
N0512599Changes hereN06532412
ExitsExits
E270758do not go toE4009016
S2756004 Input tab.S34473012
W211320W282080
Peak Hour FactorApproachesVehicle FactorApproaches
NESNES
W f W
PHF
hv
0.000.780.800.75
NN1.0000.9800.9661.000
ExitsExits
E0.680.000.830.50E0.7501.0000.9621.000
0.800.820.000.33
SS0.9930.9831.0001.000
WW1.0001.0001.0001.000
0.750.650.250.00
# of BicyclesApproachesProportion of BicycleApproaches
vphNESNES
W P W
b
N0000N0.0000.0000.0000.000
ExitsExits
E0000E0.0000.0000.0000.000
S0000S0.0000.0000.0000.000
W0000W0.0000.0000.0000.000
#ofMediumTrucksApproachesProportion of MediumApproaches
vphNESNES
W P W
m
N0000N0.0000.0000.0000.000
ExitsExits
E0000E0.0000.0000.0000.000
S0000S0.0000.0000.0000.000
W0000W0.0000.0000.0000.000
# of Heavy TrucksApproachesProportion of HeavyApproaches
vphNESNES
W P W
h
N0190N0.0000.0200.0350.000
ExitsExits
E9030E0.3330.0000.0400.000
S2100S0.0070.0170.0000.000
W0000W0.0000.0000.0000.000
Approaches
Adjusted Flow Rate
NESOutputApproache
v Ws
i
N06633512 NESW
Exits
v
E5309416Conflict flow (veh/h)
10134467458
c
v
S34674012Entry flow (veh/h)
41315742240
i
nry capacy ve
W282080Etit(h/h)c
9877801007704
i
42716043740Pedestrian impedance
f
Entry Flow Rate (pc/h)1111
ped
Leg v/c ratio
x
102355814730.420.200.420.06
Conflict Flow (pc/h)
i
Weighted Entry Vehicle FactorsControl delay (sec/veh)
Exits w/o right vol pc
hd
8.46.88.25.7
i
NLOSn/a
0.9670.9840.9661.000
347AAAA
th
Q
E692120
HCM 95%Queue
veh
()
m
S
420Weighted Conflict Vehicle Factors
Int cntrl delay (sec/veh)
W28
d7.98
0.9870.968 0.8300.968
int
Intersection LOSn/aA
Ashland Hills
Single Lane Roundabout Input Sheet
Roundabout Input
Rec
3 or 4 legs43 or 4
Portion of an hour:0.250.25 or 1
Start of peak hour415PM
Hourly volumes
Peak Hour Factor
0.750.800.680.00
(PHF)
Heavy trucks
0290
1
Medium trucks
0000
Bicycles
0000010.78
053
All vehicles
2127629013000.65
0
01
6100.82
0
0000.00
0
Pedestrian crossings
East Leg:
Main St
0
Pedestrian crossings
0.000000
0.750009
All vehicles
0.5000080226076
Bicycles
0.3300040000
0
Medium trucks
0
000
Heavy trucks
0093
PHF
0.83
0.000.250.80
Entry Capacit(+) Input
yBend
Rec
A intercept11301333
1130
RecB coefficient0.00100.0010.0008
Passenger Car Equivalents
E
bicycle11(+) InputRecBend
Bypass Capacity
b
E
medium1.5A intercept
1.5113011301333
m
E
heavy22B coefficient0.00100.0010.0008
h
Single Lane Roundabout Input Sheet
RecRoundabout Input
General InformationPassenger Car Equivalents
N
E
Analyst:bicycle13 or 4 legs44
1
Pat Stoplight PE
legs?
b
W
E
E
Agency:medium1.5Portion of an hour:0.25
1.5
Safety City
m
E
Date:heavy22Peak hr415PM
9/22/2015
S
h
Main St PedestrianApproache
Hwy 66
s
East leg:
South leg:
Project:Year:2023 Backgroundcrossings per l NES
e W
Ashland Hills
1000
#
Hour VolumesApproachesFlow RateApproaches
vphNESNES
W v W
i
N0532609Changes hereN06832512
ExitsExits
E290768do not go toE4309216
S2766104 Input tab.S34574012
W211320W282080
Peak Hour FactorApproachesVehicle FactorApproaches
NESNES
W f W
PHF
hv
0.000.780.800.75
NN1.0000.9810.9661.000
ExitsExits
E0.680.000.830.50E0.7631.0000.9621.000
0.800.820.000.33
SS0.9930.9841.0001.000
WW1.0001.0001.0001.000
0.750.650.250.00
# of BicyclesApproachesProportion of BicycleApproaches
vphNESNES
W P W
b
N0000N0.0000.0000.0000.000
ExitsExits
E0000E0.0000.0000.0000.000
S0000S0.0000.0000.0000.000
W0000W0.0000.0000.0000.000
#ofMediumTrucksApproachesProportion of MediumApproaches
vphNESNES
W P W
m
N0000N0.0000.0000.0000.000
Exits
Exits
E0000E0.0000.0000.0000.000
S0000S0.0000.0000.0000.000
W0000W0.0000.0000.0000.000
# of Heavy TrucksApproachesProportion of HeavyApproaches
vphNESNES
W P W
h
N0190N0.0000.0190.0350.000
ExitsExits
E9030E0.3100.0000.0390.000
S2100S0.0070.0160.0000.000
W0000W0.0000.0000.0000.000
Approaches
Adjusted Flow Rate
NESOutputApproache
v Ws
i
N06933612 NESW
Exits
v
E5609616Conflict flow (veh/h)
10234570463
c
v
S34775012Entry flow (veh/h)
41716142540
i
nry capacy ve
W282080Etit(h/h)c
9867791004701
i
43116444040Pedestrian impedance
f
Entry Flow Rate (pc/h)1111
ped
Leg v/c ratio
x
103356844780.420.210.420.06
Conflict Flow (pc/h)
i
Weighted Entry Vehicle FactorsControl delay (sec/veh)
Exits w/o right vol pc
hd
8.46.98.35.8
i
NLOSn/a
0.9670.9840.9661.000
348AAAA
th
Q
E722120
HCM 95%Queue
veh
()
m
S
422Weighted Conflict Vehicle Factors
Int cntrl delay (sec/veh)
W28
d8.03
0.9870.968 0.8360.968
int
Intersection LOSn/aA
Ashland Hills
Single Lane Roundabout Input Sheet
Roundabout Input
Rec
3 or 4 legs43 or 4
Portion of an hour:0.250.25 or 1
Start of peak hour415PM
Hourly volumes
Peak Hour Factor
0.750.800.680.00
(PHF)
Heavy trucks
0290
1
Medium trucks
0000
Bicycles
0000010.78
055
All vehicles
2228931014000.65
0
01
6400.82
0
0000.00
0
Pedestrian crossings
East Leg:
Main St
0
Pedestrian crossings
0.000000
0.7500010
All vehicles
0.5000080227279
Bicycles
0.3300040000
0
Medium trucks
0
000
Heavy trucks
0093
PHF
0.83
0.000.250.80
Entry Capacit(+) Input
yBend
Rec
A intercept11301333
1130
RecB coefficient0.00100.0010.0008
Passenger Car Equivalents
E
bicycle11(+) InputRecBend
Bypass Capacity
b
E
medium1.5A intercept
1.5113011301333
m
E
heavy22B coefficient0.00100.0010.0008
h
Single Lane Roundabout Input Sheet
RecRoundabout Input
General InformationPassenger Car Equivalents
N
E
Analyst:bicycle13 or 4 legs44
1
Pat Stoplight PE
legs?
b
W
E
E
Agency:medium1.5Portion of an hour:0.25
1.5
Safety City
m
E
Date:heavy22Peak hr415PM
9/22/2015
S
h
Main St PedestrianApproache
Hwy 66
s
East leg:
South leg:
Project:Year:2023 Backgroundcrossings per l NES
e W
Ashland Hills
1000
#
Hour VolumesApproachesFlow RateApproaches
vphNESNES
W v W
i
N05527210Changes hereN07134013
ExitsExits
E310798do not go toE4609516
S2896404 Input tab.S36178012
W221420W292280
Peak Hour FactorApproachesVehicle FactorApproaches
NESNES
W f W
PHF
hv
0.000.780.800.75
NN1.0000.9820.9681.000
ExitsExits
E0.680.000.830.50E0.7751.0000.9631.000
0.800.820.000.33
SS0.9930.9841.0001.000
WW1.0001.0001.0001.000
0.750.650.250.00
# of BicyclesApproachesProportion of BicycleApproaches
vphNESNES
W P W
b
N0000N0.0000.0000.0000.000
ExitsExits
E0000E0.0000.0000.0000.000
S0000S0.0000.0000.0000.000
W0000W0.0000.0000.0000.000
#ofMediumTrucksApproachesProportion of MediumApproaches
vphNESNES
W P W
m
N0000N0.0000.0000.0000.000
Exits
Exits
E0000E0.0000.0000.0000.000
S0000S0.0000.0000.0000.000
W0000W0.0000.0000.0000.000
# of Heavy TrucksApproachesProportion of HeavyApproaches
vphNESNES
W P W
h
N0190N0.0000.0180.0330.000
ExitsExits
E9030E0.2900.0000.0380.000
S2100S0.0070.0160.0000.000
W0000W0.0000.0000.0000.000
Approaches
Adjusted Flow Rate
NESOutputApproache
v Ws
i
N07235113 NESW
Exits
v
E5909916Conflict flow (veh/h)
10836074487
c
v
S36479012Entry flow (veh/h)
43817044341
i
nry capacy ve
W292280Etit(h/h)c
9827671001684
i
45217345841Pedestrian impedance
f
Entry Flow Rate (pc/h)1111
ped
Leg v/c ratio
x
109372885020.450.220.440.06
Conflict Flow (pc/h)
i
Weighted Entry Vehicle FactorsControl delay (sec/veh)
Exits w/o right vol pc
hd
8.97.18.65.9
i
NLOSn/a
0.9690.9850.9671.000
364AAAA
th
Q
E752120
HCM 95%Queue
veh
()
m
S
443Weighted Conflict Vehicle Factors
Int cntrl delay (sec/veh)
W30
d8.39
0.9880.969 0.8450.970
int
Intersection LOSn/aA
Ashland Hills
Single Lane Roundabout Input Sheet
Roundabout Input
Rec
3 or 4 legs43 or 4
Portion of an hour:0.250.25 or 1
Start of peak hour415PM
Hourly volumes
Peak Hour Factor
0.750.800.680.00
(PHF)
Heavy trucks
0290
1
Medium trucks
0000
Bicycles
00001
00530.78
All vehicles
1400
2228829000.65
01
6300.82
0
0000.00
0
Pedestrian crossings
East Leg:
Main St
0
Pedestrian crossings
0.000000
0.7500010
All vehicles
0227177
0.500008
Bicycles
0.3300040000
0
Medium trucks
0
000
Heavy trucks
0093
PHF
0.83
0.000.250.80
Entry Capacit(+) Input
yRecBend
A intercept113011301333
RecB coefficient0.00100.0010.0008
Passenger Car Equivalents
E
bicycle11(+) InputRecBend
Bypass Capacity
b
E
medium1.5A intercept11301333
1.51130
m
E
heavy22B coefficient0.00100.0010.0008
h
Single Lane Roundabout Input Sheet
RecRoundabout Input
General InformationPassenger Car Equivalents
N
E
Analyst:bicycle13 or 4 legs44
1
Pat Stoplight PE
legs?
b
W
E
E
Agency:medium1.5Portion of an hour:0.25
1.5
Safety City
m
E
Date:heavy22Peak hr415PM
9/22/2015
S
h
Main St PedestrianApproache
Hwy 66
s
East leg:
South leg:
Project:Year:2023 Backgroundcrossings per l NES
e W
Ashland Hills
1000
#
Hour VolumesApproachesFlow RateApproaches
vphNESNES
W v W
i
N05327110Changes hereN06833913
ExitsExits
E290778do not go toE4309316
S2886304 Input tab.S36077012
W221420W292280
Peak Hour FactorApproachesVehicle FactorApproaches
NESNES
W f W
PHF
hv
0.000.780.800.75
NN1.0000.9810.9681.000
ExitsExits
E0.680.000.830.50E0.7631.0000.9621.000
0.800.820.000.33
SS0.9930.9841.0001.000
WW1.0001.0001.0001.000
0.750.650.250.00
# of BicyclesApproachesProportion of BicycleApproaches
vphNESNES
W P W
b
N0000N0.0000.0000.0000.000
ExitsExits
E0000E0.0000.0000.0000.000
S0000S0.0000.0000.0000.000
W0000W0.0000.0000.0000.000
#ofMediumTrucksApproachesProportion of MediumApproaches
vphNESNES
W P W
m
N0000N0.0000.0000.0000.000
ExitsExits
E0000E0.0000.0000.0000.000
S0000S0.0000.0000.0000.000
W0000W0.0000.0000.0000.000
# of Heavy TrucksApproachesProportion of HeavyApproaches
vphNESNES
W P W
h
N0190N0.0000.0190.0330.000
ExitsExits
E9030E0.3100.0000.0390.000
S2100S0.0070.0160.0000.000
W0000W0.0000.0000.0000.000
Approaches
Adjusted Flow Rate
NESOutputApproache
v Ws
i
N06935013 NESW
Exits
v
E5609716Conflict flow (veh/h)
10735971482
c
v
S36378012Entry flow (veh/h)
43416644041
i
nry capacy ve
W292280Etit(h/h)c
9837681004687
i
44816945541Pedestrian impedance
f
Entry Flow Rate (pc/h)1111
ped
Leg v/c ratio
x
108371854970.440.220.440.06
Conflict Flow (pc/h)
i
Weighted Entry Vehicle FactorsControl delay (sec/veh)
Exits w/o right vol pc
hd
8.77.18.65.9
i
NLOSn/a
0.9690.9850.9671.000
363AAAA
th
Q
E722120
HCM 95%Queue
veh
()
m
S
441Weighted Conflict Vehicle Factors
Int cntrl delay (sec/veh)
W30
d8.31
0.9880.969 0.8390.969
int
Intersection LOSn/aA
Ashland Hills
Single Lane Roundabout Input Sheet
Roundabout Input
Rec
3 or 4 legs43 or 4
Portion of an hour:0.250.25 or 1
Start of peak hour415PM
Hourly volumes
Peak Hour Factor
0.750.800.680.00
(PHF)
Heavy trucks
0290
1
Medium trucks
0000
Bicycles
0000010.78
055
All vehicles
2228931014000.65
0
01
6400.82
0
0000.00
0
Pedestrian crossings
East Leg:
Main St
0
Pedestrian crossings
0.000000
0.7500010
All vehicles
0.5000080227279
Bicycles
0.3300040000
0
Medium trucks
0
000
Heavy trucks
0093
PHF
0.83
0.000.250.80
Entry Capacit(+) Input
yBend
Rec
A intercept11301333
1130
RecB coefficient0.00100.0010.0008
Passenger Car Equivalents
E
bicycle11(+) InputRecBend
Bypass Capacity
b
E
medium1.5A intercept
1.5113011301333
m
E
heavy22B coefficient0.00100.0010.0008
h
Single Lane Roundabout Input Sheet
RecRoundabout Input
General InformationPassenger Car Equivalents
N
E
Analyst:bicycle13 or 4 legs44
1
Pat Stoplight PE
legs?
b
W
E
E
Agency:medium1.5Portion of an hour:0.25
1.5
Safety City
m
E
Date:heavy22Peak hr415PM
9/22/2015
S
h
Main St PedestrianApproache
Hwy 66
s
East leg:
South leg:
Project:Year:2023 Backgroundcrossings per l NES
e W
Ashland Hills
1000
#
Hour VolumesApproachesFlow RateApproaches
vphNESNES
W v W
i
N05527210Changes hereN07134013
ExitsExits
E310798do not go toE4609516
S2896404 Input tab.S36178012
W221420W292280
Peak Hour FactorApproachesVehicle FactorApproaches
NESNES
W f W
PHF
hv
0.000.780.800.75
NN1.0000.9820.9681.000
ExitsExits
E0.680.000.830.50E0.7751.0000.9631.000
0.800.820.000.33
SS0.9930.9841.0001.000
WW1.0001.0001.0001.000
0.750.650.250.00
# of BicyclesApproachesProportion of BicycleApproaches
vphNESNES
W P W
b
N0000N0.0000.0000.0000.000
ExitsExits
E0000E0.0000.0000.0000.000
S0000S0.0000.0000.0000.000
W0000W0.0000.0000.0000.000
#ofMediumTrucksApproachesProportion of MediumApproaches
vphNESNES
W P W
m
N0000N0.0000.0000.0000.000
Exits
Exits
E0000E0.0000.0000.0000.000
S0000S0.0000.0000.0000.000
W0000W0.0000.0000.0000.000
# of Heavy TrucksApproachesProportion of HeavyApproaches
vphNESNES
W P W
h
N0190N0.0000.0180.0330.000
ExitsExits
E9030E0.2900.0000.0380.000
S2100S0.0070.0160.0000.000
W0000W0.0000.0000.0000.000
Approaches
Adjusted Flow Rate
NESOutputApproache
v Ws
i
N07235113 NESW
Exits
v
E5909916Conflict flow (veh/h)
10836074487
c
v
S36479012Entry flow (veh/h)
43817044341
i
nry capacy ve
W292280Etit(h/h)c
9827671001684
i
45217345841Pedestrian impedance
f
Entry Flow Rate (pc/h)1111
ped
Leg v/c ratio
x
109372885020.450.220.440.06
Conflict Flow (pc/h)
i
Weighted Entry Vehicle FactorsControl delay (sec/veh)
Exits w/o right vol pc
hd
8.97.18.65.9
i
NLOSn/a
0.9690.9850.9671.000
364AAAA
th
Q
E752120
HCM 95%Queue
veh
()
m
S
443Weighted Conflict Vehicle Factors
Int cntrl delay (sec/veh)
W30
d8.39
0.9880.969 0.8450.970
int
Intersection LOSn/aA
Ashland Hills
SANDOW
ENGINEERING
160 Madison Street, Suite A
Eugene, Oregon 97402
541.513.3376
sandowengineering.com
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