Lakeway Drive Bikeway Study Public Comments Received & Staff Responses

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1 TRANSPORTATION CHAPTER City of Bellingham Pedestrian Master Plan, adopted unanimously by Bellingham City Council in October Incorporated into Transportation Element of Bellingham Comprehensive Plan, adopted unanimously by Bellingham City Council in November City of Bellingham Bicycle Master Plan, adopted unanimously by Bellingham City Council in October Incorporated into Transportation Element of Bellingham Comprehensive Plan, adopted unanimously by Bellingham City Council in November /12/16 Whatcom Falls Neighborhood Association meeting Kulshan Middle School Comeau presentation to introduce Lakeway Bikeway Study 4. 4/13/16 York Neighborhood Association Board meeting Garden Street Methodist Church Comeau presentation to introduce Lakeway Bikeway Study 5. 5/17/16 Puget Neighborhood Association meeting Carl Cozier Elementary School Comeau presentation to introduce Lakeway Bikeway Study 6. 9/13/16 Open House, 6:00 8:00pm Carl Cozier Elementary School Transportation Planner Chris Comeau made a presentation to explain purpose of Lakeway Bikeway Study, what had been done up to Open House, format of Open House, & Next steps. 7. 9/21/16 Outreach: 150+ participants from Bicycle Master Plan public process; York, Puget, and Whatcom Falls Neighborhood Associations and MNAC reps to seek additional public comments on Options shown on project web page 1 Recommendations for pedestrian crossing improvements on Lakeway at Toledo are consistent with the 2012 Pedestrian Master Plan Recommendation for Further Study Needed on Lakeway Drive consistent with the 2014 Bicycle Master Plan; Lakeway Drive ranked #1 for Further Study Needed Many questions asked, staff provided verbal responses at the meeting, and encouraged interest and involvement by neighborhood residents. Approximately 25 in attendance. Many questions asked, staff provided verbal responses at the meeting, and encouraged interest and involvement by neighborhood residents. Approximately 15 in attendance. Many questions asked, staff provided verbal responses at the meeting, and encouraged interest and involvement by neighborhood residents. Approximately 40 in attendance. Many questions asked, staff provided verbal responses at the meeting, and encouraged interest and involvement by neighborhood residents. Approximately 70 in attendance; only 35 individuals signed in and provided contact information. STAFF OFFERED TO PRESENT FINDINGS OF STUDY AT FUTURE NEIGHBORHOOD ASSOCIATION MEETINGS

2 8. 9/13/16 Andrew Reding, 1522 Grant Street, Bellingham, WA I live in the York Neighborhood, and am a frequent user of Lakeway between Ellis and Electric. Primary destinations include Fred Meyer and Whatcom Falls Park. I attended the Sept. 13 public meeting. Here are my comments, in no particular order: 1) I tend to favor the five foot bike path option on both sides because it avoids having bicyclists on the two-way cycle path riding against the direction of high speed oncoming motor vehicle traffic in the adjoining lane, which, in the absence of a physical impediment, could conceptually lead to head-on collisions (there s also a potential for such head-one collisions with oncoming cyclists on the other side). 2) The alleyway idea may look good on paper, but is a very bad idea in practice. I would probably never use it. Another of my principal destinations is the Community Food Co-op. It s on Holly, not Magnolia. So if I m going from Fred Meyer to the Food Co-op, I will continue to use the sidewalk on the north side of Lakeway rather than an alley that forces me to add two extra travel segments in order to continue down Holly. Going from the Co-op to Fred Meyer, I bicycle up the very wide sidewalk on Holly rather than zig downhill to Magnolia then zag back uphill to Lakeway. That poses a dilemma at Ellis, because there is no crosswalk on that side of the street. My suggestion: add a pedestrian crosswalk there. Otherwise pedestrians and bicyclists are forced to make three lightcontrolled crossings at that awful intersection, and each crossing requires a long wait. Hint: a lot of pedestrians and cyclists don t have that much patience, and are crossing where it is mega-illegal. That intersection is a glaring example of giving total priority to motor vehicles, contrary to message of the poster in the meeting showing an inverted triangle with pedestrians at the top of the priorities. INTERSECTION AND DRIVEWAY TURNING CONFLICTS ARE A MAJOR CONCERN WITH DESIGNING 2-WAY CYCLE TRACKS. THE CYCLE TRACK OPTION IS SHOWN ON ONLY ONE SIDE AND ALTERNATING SIDES ON DIFFERENT SEGMENTS OF LAKEWAY TO MINIMIZE TURNING CONFLICTS. THERE ARE PHYSICAL SPACE CONSTRAINTS ON LAKEWAY FROM I-5 TO ELLIS ST. THE ALLEY ROUTE IS SHOWN ONLY AS AN OPTION THAT COULD BE CONSIDERED IF THE LANDSCAPED MEDIAN ON LAKEWAY IS NOT REMOVED. 2

3 3) On the other hand, using the Old Lakeway Drive loop at Yew makes a lot of sense. It is far more level, which is critically important for the more mainstream users you hope to encourage to use the Lakeway corridor. OLD LAKEWAY DRIVE IS IDENTIFIED IN THE BELLINGHAM BICYCLE MASTER PLAN AS A BIKE BOULEVARD AND THE STUDY PROPOSES TO IMPLEMENT IT AS SUCH. 4) Could a roundabout be feasible at that nightmare 5-way intersection at Ellis and Lakeway? How about at Woburn/Yew and Lakeway? Lincoln and Lakeway? Thanks for doing this public education and input. I very much appreciate the changes made in the past year or so that have already much improved conditions for cyclists like me. ROUNDABOUTS HAVE NOT BEEN ANALYZED IN THIS STUDY, BUT TRAFFIC VOLUMES OF 25,000+ ENTERING ROUNDABOUTS AT ELLIS/HOLLY/LAKEWAY AND LAKEWAY/LINCOLN WOULD PROBABLY NOT WORK. ROUNDABOUTS REACH A SATURATION POINT AFTER WHICH VEHICLES FORM LONG QUEUES WAITING TO ENTER THE ROUNDABOUTS. 9. 9/13/16 Bob Baird-Levine, 2072 Ponderosa Court, Bellingham, WA bbairdlevinelaw@gmail.com 16-year resident s suggestions to make corridor more pedestrian/bike friendly: 1.) Reduce speed & post 25mph for entire corridor from Puget to Yew (this could help slow the traffic / the reverse cam at Racine/Queen exacerbates danger for cyclists & pedestrians on sidewalk form cars speeding westbound on Lakeway. Make them actually go 25 mph instead of transition to 25 mph at that point. The posted speed limit is one variable under consideration for changes, but this needs to be evaluated to ensure that we can also maintain on-time performance for WTA s high-frequency Plum GO Line transit service. 2.) Bike lanes from Ellis to Yew Street (to truly share the road) 3.) Pedestrian crossing at Undine or Toledo or between them (crossing times have dramatically increased + you + your kids take your life in your hands running across Lakeway). THE VICINITY OF TOLEDO IS IDENTIFIED IN THE BELLINGHAM PEDESTRIAN MASTER PLAN AS NEEDING A CROSSING IMPROVEMENT AND THE STUDY PROPOSES TO IMPLEMENT IT AS SUCH UPDATE: HAWK SIGNAL WILL BE CONSTRUCTED NEAR LAKEWAY/UNDINE IN SUMMER 2018 THANKS TO A WSDOT BICYCLE-PEDESTRIAN SAFETY GRANT SECURED BY PUBLIC WORKS. 3

4 4.) Love Orleans crosswalk with flashing lights hard for motorists to ignore. 5.) For westbound bike scary section at Yew Street to Verona alley, somehow separate pedestrian path from traffic by more than 6-8 barrier (Ideas: a.) bridge on other side of guardrail similar to Fraser Street sidewalk or suspended? b.) higher barrier or guardrail? There is not adequate physical space between curbs nor adequate public right-of-way to construct separated pedestrian or bicycle facilities and the study does not propose this /13/16 Dale Kreider, 1304 Humboldt Street, Bellingham, WA I like the idea of a shared pathway under I-5. I also like the idea of a defined protect barrier between the traffic & shared pathway. Protective barrier would be substantially stronger than visual barrier. Thanks for having the open house. Dave Rodgers, Thomas Stacey, intern Drew, and Amy Cloud were folks I talked to most, and were each helpful! A protective barrier would be included with any protected bikeway facility, whether a 2-way cycle track or a shared use pathway for both pedestrians and bicyclists /13/16 Sean Wheeler, 1245 Grant Street, Bellingham, WA, NA3S@yahoo.com The 1200 block of grant & 400 block of Whatcom need to be addressed in conjunction with the revamp of the I-5 -> Ellis portion of Lakeway. This corridor down Grant St & Whatcom St are already identified as bike boulevards yet are used near constantly by motorists as a cut through. This 2 block section runs along Franklin Park for approximately ½ of its length, as well as passing the preschool on the corner of Ellis & Whatcom. The majority of motorists who cut through the neighborhood due so at the same speed they travel down Lakeway, often 30, 35, 40, 45 mph+ despite the fact that it s a posted 25 mph zone. The risk to cyclists, pedestrians, & neighbors is significantly increased by the fact that Traffic counts have been conducted on Grant, Humboldt, and Whatcom to study both traffic volume and speed. These streets are identified as bike boulevards in the Bicycle Master Plan and will be implemented as such in 2018, prior to bikeway implementation on Lakeway. If a cut-through and speeding problem is detected on these streets, then the City will install appropriate traffic calming measures to reduce cut-through traffic and/or speeding. 4

5 the 400 block of Whatcom is a steep hill, unless crossed at the apex of the hill, cyclist, pedestrians, & neighbors are essentially blind to speeding cut-through motorists. Any plan to address the safety of the Lakeway corridor for cyclists & pedestrians which doesn t address this direct consequence would be a mistake. Thank you! 12. 9/13/16 Eileen Kadesh, 1381 N. Parkstone Court, Bellingham, kadeshe@gmail.com I ride from home to downtown or to Fred Meyer several days a week. I d love to have continuous bike lanes on Lakeway between downtown & Parkstone Lane. However, I am not in favor of two-way cycle tracks because 1) it is not natural to make a left turn from a two-way cycle track, and 2) I don t like the idea of encouraging cyclists to ride on the wrong side of the street. We need the most protection on the uphill side of the street (south side of Lakeway). Wider, continuous bike lanes would help. I do not support having cyclists make odd maneuvers different from what cars do. That does not help motor vehicle drivers understand that cyclists have the same rights as motor vehicle drivers. Thanks! Parkstone Lane is far beyond the scope of the and is outside City limits in Bham UGA/Whatcom County. Bike lanes on each side of Lakeway were installed between the City limits at Scenic Lane several hundred feet from Parkstone to Woburn/Yew in There is not adequate physical space between curbs nor adequate public right-of-way in some places to provide either wider bike lanes or protected bike lanes on each side of the street. Either one of these options also involve greater conflict due to the numerous side streets and commercial driveways along Lakeway Drive /13/16 Dale Whipple, 2040 Fraser Street, #105, Bellingham, WA I would like to see an improvement in bike lanes along Lakeway drive, Woburn connected (to) Lakeway drive, Holly Street, Ellis Street for safety reasons. I m hoping for a proposal bus stop on Puget n Fraser in order to serve both neighborhoods also Regency Park Apartments. I would like to see a Fraser to be improved on in order to avoid walking up the steep hill. Woburn is recommended for an uphill climbing lane and downhill shared lane from Iowa to Lakeway and this will be implemented in conjunction with bikeway and bike box improvements at the Lakeway/Woburn intersection in September Transit service on Fraser is outside the scope of the. 5

6 14. 9/13/16 Mary Anderson, 1440 Sweetbay Court, Bellingham, WA I like the 2 way cycle track in front of Cozier, taking that space & separating from cars. I don t like the 2 way cycle track from Woburn to Puget because it doesn t help people who live north of Lakeway. Adding a shared use lane under I-5 makes sense and would be great. No to the alley cut through in York, why go downhill to go back up? Keep people on Lakeway take out the center trees. Great job! I m excited to see these improvements implemented! THE VICINITY OF TOLEDO IS IDENTIFIED IN THE BELLINGHAM PEDESTRIAN MASTER PLAN AS NEEDING A CROSSING IMPROVEMENT AND THE STUDY PROPOSES TO CONSTRUCT A HAWK SIGNAL HERE IN 2018, WHICH WOULD ALLOW PEDESTRIANS AND BICYCLISTS LIVING ON THE NORTH SIDE OF LAKEWAY TO STOP VEHICLE TRAFFIC TO SAFELY CROSS TO THE 2-WAY CYCLE TRACK. THERE ARE PHYSICAL SPACE CONSTRAINTS ON LAKEWAY FROM I-5 TO ELLIS ST. THE ALLEY ROUTE IS SHOWN ONLY AS AN OPTION THAT COULD BE CONSIDERED IF THE LANDSCAPED MEDIAN ON LAKEWAY IS NOT REMOVED /13/16 Anonymous no contact info on public comment form One major concern apparent from several options on the boards (Conceptual Cycle track S-side & N-side) is the sight distance problem of Racine St entering Lakeway from the south leg of Racine. Moving traffic back up the hill to accommodate the two-way bike lane will only exacerbate the access problem Racine St experiences getting on Lakeway. In 3 years, I have seen 2 major accidents in this area so sight distance is an issue as you look west. Sight distance will be examined in detail at each intersection as this is critical to bicyclist safety. Lowering the posted speed limit is also an option that would increase reaction time for vehicle drivers due to existing sight-distance. 16. John & Karin Koons, 1659 Birchwood Ave., #200, Bellingham, WA kkinbham@yahoo.com CHRIS, THANKS SO MUCH FOR THE OPEN HOUSE LAST NIGHT. WE FIT IN THE 60% NOT DIEHARD BIKERS! WE ARE EXCITED ABOUT THE LAKEWAY PROJECT..WE LIVE AT 1401 LAKEWAY AT THE CORNER OF PACIFIC AND LAKEWAY. THE VISUAL BREAKDOWN OF THE INDIVIDUAL AREAS WAS SO HELPFUL. WE SPOKE WITH 3 DIFFERENT INDIVIDUALS AT THE VARIOUS STATIONS, AND EACH WAS INFORMATIVE AND EASY TO TALK WITH. LAKEWAY IS A CHALLENGING PROPOSITION, BUT IT DOES NEED TO HAPPEN... IT SEEMS THAT THE CUTAWAY BY HUMBOLDT AND GRANT COULD WORK IN ORDER TO MAINTAIN 6

7 THE VEHICLE TRAFFIC LANES...BUT PARKING IS SUCH AN ISSUE BACK IN THE YORK AREA... HMMMM. IT'S SURPRISING THAT THERE WERE NOT MORE CITIZENS AT THE MEETING..IT SEEMED LIKE THE PRIMARY CONCERN WAS LOSING VEHICLE TRAFFIC LANES. PLEASE KEEP US INFORMED...TOUGH TO TRY TO KEEP PEOPLE "HAPPY"...THANKS FOR YOUR INVOLVEMENT...WE DO LOVE RIDING OUR BIKES,,,AND IT REALLY MAKES A DIFFERENCE TO FEEL "SAFE"..I REALLY LIKE IT WHEN I AM RIDING IN MY OWN LITTLE LANE WITH THAT SOLID WHITE LINE SEPARATING ME FROM THAT BIG TRUCK COMING UP BEHIND ME!!! THERE ARE PHYSICAL SPACE CONSTRAINTS ON LAKEWAY FROM I-5 TO ELLIS ST. THE ALLEY ROUTE IS SHOWN ONLY AS AN OPTION THAT COULD BE CONSIDERED IF THE LANDSCAPED MEDIAN ON LAKEWAY IS NOT REMOVED. 17. Jon McConnel, 1536 Toledo Court, jonmcconnel@hotmail.com MY WIFE & I LIVE AT 1536 TOLEDO CT., NEAR THE LOW POINT IN THE NEIGHBORHOOD. WHEN WE BIKE TO DOWNTOWN WE KEEP TO THE LOW ELEVATIONS CLOSER TO WHATCOM CREEK RATHER THAN HEADING UPHILL TO LAKEWAY DR. WE WOULD PROBABLY BIKE UP TO FRED MEYER NOW & THEN IF IT WERE SAFE TO SO. BUT I ALSO WALK A LOT FOR EXERCISE. WE'VE LIVED HERE TWO YEARS, AND IT TOOK ME A YEAR (AND A PUSH FROM MY DR.) TO WORK UP THE NERVE TO CROSS LAKEWAY. IN THE YEAR I'VE BEEN WALKING TO THE TOP OF THE HILL, CLEAR TO PACIFIC VIEW DR. AND AROUND BLAKELY CT THREE TO FIVE TIMES PER WEEK ON RACINE, ST. PAUL, OR TOLEDO, I'VE NOT YET HAD A CAR STOP FOR ME WHILE I'M WAITING AT ONE OF THE INTERSECTIONS WITH LAKEWAY IN MY ELECTRIC YELLOW SHIRT OR COAT, WITH A FLASHLIGHT AT NIGHT, TRYING TO GET ACROSS SAFELY. IT CAN BE QUITE A WAIT UNTIL THERE'S A BIG ENOUGH GAP IN TRAFFIC TO GET ACROSS. THE REASON THE CARS DON'T STOP FOR ME WHEN THEY'RE LEGALLY REQUIRED TO? THEY'RE GOING TOO FAST TO STOP. BUT THEY'RE GOING TOO FAST TO STOP BECAUSE THE ROAD IS DESIGNED FOR THEM TO GO THAT FAST. WHICH TAKES ME TO THE THREE PROPOSALS PRESENTED AT THE OPEN HOUSE. WHAT I'M NOT SEEING IN THE THREE PROPOSALS IS A REDUCTION IN AUTO TRAVEL SPEED TO IMPROVE SAFETY FOR EVERYONE. I'D REALLY LIKE TO SEE A COMBINATION OF ROAD DESIGN CHANGES AND SPEED LIMIT CHANGES TO HELP DRIVERS DRIVE MORE CAREFULLY, ESPECIALLY FROM PUGET TO YEW. IDEAS I'D SUPPORT FOR PUGET TO YEW INCLUDE: The vicinity of Toledo is identified in the Bellingham Pedestrian Master Plan as needing a crossing improvement and the study proposes to construct a HAWK signal here in 2018, which would allow pedestrians and bicyclists living on the north side of Lakeway to stop vehicle traffic to safely cross to the 2-way cycle track. The posted speed limit is one variable under consideration for changes, but this needs to be evaluated to ensure that we can also maintain on-time performance for WTA s high-frequency Plum GO Line transit service. 7

8 * A SINGLE TRAVEL LANE PLUS A CENTER TURN LANE, PROTECTED BIKE LANES ON BOTH SIDES, AND A REDUCED SPEED LIMIT * TWO NARROWED LANES (10 FEET OR LESS) IN EACH DIRECTION, PLUS PROTECTED BIKE LANES ON BOTH SIDES, AND A REDUCED SPEED LIMIT The section of Lakeway Drive between Puget and Woburn is not being considered for a 4-to-3 lane road diet due to heavy traffic volumes, congestion, and on-time performance needs for WTA s high-frequency Plum GO Line transit service. All options displayed at the Open House narrow the vehicle travel lanes down to 10 feet, which is the minimum under consideration. THE PROPOSAL FOR 5 FT BIKE LANES SEEMS TO BE THE CLOSEST TO MY VISION. THE DISPLAYS DO NOT SEEM TO ADDRESS SPEED LIMITS, THOUGH, AND AUTO LANE WIDTH IS NOT INDICATED ON THE CONCEPT LAYOUTS SO I'M ASSUMING YOU'RE NOT CONSIDERING CHANGING EITHER. IF THAT'S THE CASE, PLEASE RECONSIDER. The posted speed limit is one variable under consideration for changes, but this needs to be evaluated to ensure that we can also maintain on-time performance for WTA s high-frequency Plum GO Line transit service. All options displayed at the Open House narrow the vehicle travel lanes down to 10 feet, which is the minimum under consideration. HERE'S AN ARTICLE FROM A TRAFFIC ENGINEER THAT DISCUSSES THE IMPORTANCE OF LANE WIDTH ON SAFETY, AND HOW IT RELATES TO AASHTO'S GUIDELINES: The Bellingham s Bicycle Master Plan and implementation practices for bikeway facilities are based on NACTO, AASHTO, and MUTCD standards. IN YOUR EXISTING CONDITIONS DISPLAYS, THE NARROWEST CURB-TO-CURB MEASUREMENT IS 43.4' AT OLD LAKEWAY, AT A SPOT WHERE THERE IS SUFFICIENT ROW FOR 50'. 50' CAN GET YOU: FEET WBBIKE 5 WB1 10 WB2 10 EB1 10 EB2 10 EBBIKE 5 TOTAL 50 5-foot wide marked bike lanes next to 10-foot wide vehicle travel lanes with freight trucks, school busses, and transit busses pulling over to pick up passengers in the bike lane is the minimum standard bikeway facility possible, but would provide bicycle connectivity where none exists today. There is not adequate physical space between curbs nor adequate public right-of-way in some places to provide either wider bike lanes or protected bike lanes on each side of the street. Either one of these options also involve greater conflict due to the numerous side streets and commercial driveways along Lakeway Drive. 8

9 IF YOU RECONFIGURE, THE SPACE CONSTRAINT NEARLY DISAPPEARS WHILE GIVING YOU ROOM FOR A BUFFER ALONGSIDE THE BIKE LANES: WBBIKE 5 BUFFER 2 WB1 10 CENTER 10 EB1 10 BUFFER 2 EBBIKE 5 TOTAL 44 The section of Lakeway Drive between Puget and Woburn is not being considered for a 4-to-3 lane road diet due to traffic volumes, congestion, and on-time performance needs for WTA s high-frequency Plum GO Line transit service. All options displayed at the Open House narrow the vehicle travel lanes down to 10 feet, which is the minimum under consideration. There is not adequate physical space between curbs nor adequate public right-of-way in some places to provide either wider bike lanes or protected bike lanes on each side of the street. Either one of these options also involve greater conflict due to the numerous side streets and commercial driveways along Lakeway Drive. I'M ALSO A FAN OF ONE-WAY PROTECTED CYCLE TRACKS, WHICH SHOULD BE ABLE TO FIT IN THAT SECOND PROPOSAL: The Bellingham s Bicycle Master Plan and implementation practices for bikeway facilities are based on NACTO, AASHTO, and MUTCD standards. PROTECTED-CYCLE-TRACKS/ RECONFIGURATION WOULD ALSO PROVIDE EXTRA ROOM ALONG MOST OF PUGET TO YEW TO HELP FIT IN BUS STOP CUTOUTS. Transit pullouts are not proposed as part of the study, but transit islands are proposed. This would require transit busses to stop in the outside travel lane at stops and, where bikeway improvements exist, would requires pedestrians to cross the bikeway, which would be designed to slow bicyclists. REGARDING 2-WAY CYCLETRACKS: GREAT FOR SAFETY. TWO-STAGE TURNS ARE SUPER ANNOYING AS WELL AS TIME CONSUMING FOR THE CYCLISTS. CARS DON'T HAVE TO WAIT THROUGH TWO CYCLES OF THE TRAFFIC LIGHT... ONLY USE AS A VERY LAST RESORT. HOW ABOUT A SPECIAL 'ALL BIKES' 'SIMULTANEOUS GREEN' PORTION OF THE TRAFFIC LIGHT CYCLE THAT ALLOWS DIAGONAL CROSSING SO CYCLISTS CAN GET THROUGH THE INTERSECTION IN A SINGLE 9

10 CYCLE? IT PUTS CYCLISTS AT EQUAL PRIORITY WITH MOTORISTS IN THAT SITUATION, RATHER THAN RELEGATING THEM TO A DIMINISHED STATUS. WHENEVER YOU HAVE TO ROUTE THE TRACK TO A DIFFERENT ELEVATION WHILE THE AUTO LANES GET TO STAY FLAT (HUMBOLT TO ELLIS), YOU'RE GOING TO MAKE CYCLISTS RESENTFUL. THERE ARE PHYSICAL SPACE CONSTRAINTS ON LAKEWAY FROM I-5 TO ELLIS ST. THE ALLEY ROUTE IS SHOWN ONLY AS AN OPTION THAT COULD BE CONSIDERED IF THE LANDSCAPED MEDIAN ON LAKEWAY IS NOT REMOVED. REGARDING ROUTING ALL BIKE FACILITIES ALONG OLD LAKEWAY TO AVOID THE 'DIP' AND THE SOMEWHAT NARROWED ROW: IF BIKE FACILITIES ARE BUILT THROUGH THE DIP, CYCLISTS WOULD USE IT, ESP. IF THE SPEED LIMIT WERE LOWERED. THE ONE IDEA THAT WON'T WORK IS ROUTING WESTBOUND CYCLISTS ONTO OLD LAKEWAY AND THEN FORCING THEM TO CROSS BACK TO WESTBOUND LAKEWAY AT THE OLD LAKEWAY INTERSECTION (THE 5 FT BIKELANE PROPOSAL). THE SIGHTLINE UPHILL TO THE WEST DOESN'T ALLOW FOR A SAFE CROSSING UNLESS YOU ADD A TRAFFIC LIGHT TO STOP TRAFFIC, AND I DON'T THINK THAT'S THE BEST SOLUTION. SPEAKING OF TRAFFIC LIGHTS AND TURNS, I LIKE THE IDEA IN DISPLAY 4 OF PROHIBITING TURNS AT KING. I CURRENTLY USE KING WHEN I GET ON THE FREEWAY (ON MY WAY TO WORK 5 DAYS/WK), BUT WOULD HAPPILY MAKE AN ADJUSTMENT. IF YOU WERE TO GO FURTHER AND CLOSE OFF KING AT LAKEWAY, REMOVING THE TRAFFIC LIGHT AND ROUTING FREEWAY TRAFFIC ONTO POTTER AND FRED MEYER TRAFFIC ONTO LINCOLN, YOU COULD PROBABLY IMPROVE THE FLOW FROM LINCOLN TO HUMBOLT. KROGER WOULD BE MAD, THOUGH. IN YOUR TRAFFIC FORECASTS, I DO HOPE YOU'RE ABLE TO INCORPORATE THE EPA'S NEW TARGET OF A MINIMUM 87% REDUCTION IN RUNOFF FROM CURRENT DEVELOPMENT IN THE LAKE WHATCOM WATERSHED. THIS WILL EFFECTIVELY HALT NEW DEVELOPMENT IN THE WATERSHED FOR AN EXTENDED PERIOD. COMBINED WITH THE GENERAL TREND FOR FLAT VMT, I'M NOT SURE THAT FORECASTING INCREASED TRAVEL TIMES THROUGH THE CORRIDOR IS WARRANTED. FOR A THERE IS NOT ADEQUATE PHYSICAL SPACE BETWEEN CURBS NOR ADEQUATE PUBLIC RIGHT-OF-WAY IN THE DIP TO PROVIDE EITHER WIDER BIKE LANES OR PROTECTED BIKE LANES ON EACH SIDE OF THE STREET. OLD LAKEWAY DRIVE IS IDENTIFIED IN THE BELLINGHAM BICYCLE MASTER PLAN AS A BIKE BOULEVARD AND THE STUDY PROPOSES TO IMPLEMENT IT AS SUCH. Restricting right-turns from Lakeway to King has been considered, but also requires re-routing vehicle traffic to Lincoln-Potter-I-5 northbound on-ramp, which then requires significant investment in intersection reconstruction at Lincoln/Potter. Closing the Fred Meyer driveway at Lakeway/King is not under consideration and would create significant negative impacts to Lincoln Street and the Lakeway/Lincoln intersection for both transit and vehicles. There are approximately 10,000 people who live east of the existing City limits in Geneva and Sudden Valley and Lakeway Drive is the only arterial street connection into Bellingham, where these people work, shop, and play. WTA transit service is available every 60 minutes to Sudden Valley, but travel along Lakeway is predominantly by private automobile and will continue to be for the foreseeable future with more, not less, traffic on Lakeway Drive. 10

11 LIVELY LOOK AT THE TOPIC, I RECOMMEND SIGHTLINE INSTITUTE'S SERIES 'DUDE, WHERE ARE MY CARS?': I REALLY HOPE THE CITY WINS THE LAKEWAY-LINCOLN GRANT FOR THE HAWK CROSSINGS, ETC., SO I CAN GAIN SOME CONTROL OVER SAFELY CROSSING LAKEWAY AROUND TOLEDO/ST. PAUL! 18. 9/15/16 Sara Morris, 1234 Puget St, Bellingham, WA Chris, I was at the meeting and appreciate all the time and effort you guys have put into the safer bike and pedestrian planning. I really liked the 2 way cycletrack N side of street crossing Lakeway at Orleans. I prefer the safer buffer of between cars and bikes in as many areas as possible. I also like the HAWK lighting. I would feel safer around my neighborhood as a biker, pedestrian and car driver with the 2 way cycletrack and buffer. I was near the Seattle Center yesterday and they had this type of 2 way cycletrack with trees and shrubs as the buffer. Also the entire track was green and very easy to see and understand the system. Also the cross walks had a pedestrian and bike lanes. Very nice, Thanks again Noted /22/16 Dan Burwell, former Transportation Commission member dburwell@rh2.com ENTICING THE INTERESTED BUT CONCERNED BIKE RIDER: LONG TERM ONCE THE PUBLIC GET USED TO CYCLETRACKS, HAVING A CYCLETRACK ON LAKEWAY DIRECTLY ADJACENT TO IT WILL ENTICE MORE RIDERS THAN BIKE LANES. THIS WILL BE LESS IMMEDIATE AS WE DON T HAVE CYCLETRACKS IN OUR CITY YET. THERE WILL BE A LEARNING CURVE. SIMILAR TO ROUNDABOUTS 15 YEARS AGO THE 1 ST ONE BY WCC TOOK TIME TO GET USED TO. IT REDUCES ACCIDENTS AND KEEPS TRAFFIC MOVING. SAME WITH THE GREEN LANES ON CORNWALL. SAFER BOTH IN REALITY AND PERCEPTION WILL ENTICE MORE PEOPLE TO START COMMUTING BY BIKE. IF DESIGNED RIGHT, CYCLETRACKS ARE SAFER THAN BIKE LANES. Noted. 11

12 20. 9/22/16 Tom Robins, 2225 Old Lakeway Drive, Bellingham, WA (Mail) 3005 Alvarado Drive, Bellingham, WA I m primarily concerned with the stretch of Lakeway just west of Yew Street. I agree fully with the idea of usig Old Lakeway as a bike path. It s too bad there aren t more parallel routes like Old lakeway to separate bike & car traffic. I would recommend the proposal to make a two-way bike lane on the south side of Lakeway as riders progress west of Old Lakeway. Be careful not to tak too much width from the car lanes. Obviously, Lakeway is a major east-west arterial. OLD LAKEWAY DRIVE IS IDENTIFIED IN THE BELLINGHAM BICYCLE MASTER PLAN AS A BIKE BOULEVARD AND THE STUDY PROPOSES TO IMPLEMENT IT AS SUCH. All options displayed at the Open House narrow the vehicle travel lanes down to 10 feet, which is the minimum under consideration /23/16 Stowe Talbot, 2200 Rimland Drive, Bellingham, WA stowetalbot@mac.com Thanks to the City for its work on the! This is one corridor that is sorely lacking in safe bike circulation connectivity. My experience as a cyclist with 2-way cycle tracks is limited, but I have ridden them in Seattle. I ve found them good, but sometimes a little confusing with a lot going on to pay attention to. I am much more at ease with traditional bike lanes, as I think they are more intuitive for both the driver and cyclist. But either option would be an improvement on the existing conditions /28/16 Elise Vondrell, Lisa Lane, Bellingham, WA vondrellelise@gmail.com The alternatives all look inviting and thank you for the time put into making Bellingham a better place(!) I think I'm swayed toward the 5-foot bike lanes - as they occur on both sides of the street. Not sure how pressed for time cyclists are in commuting, but wondering if lanes changing from the north side to south There is not adequate physical space between curbs nor adequate public right-of-way in some places to provide either wider bike lanes or protected bike lanes on each side of the street. Either one of these options also involve greater conflict due to the numerous side streets and commercial driveways along Lakeway Drive. 12

13 side might be uninviting to cyclists just wanting to go with the flow of biking and not spend time crossing streets. As a side note, many times have witnessed cars speeding North on Yew street and when the intersection of Woburn/Lakeway & Yew comes about - cars hardly slow, and take a right turn around the corner onto Lakeway not realizing the flashing light ped zing (same with cars taking a right onto Woburn from Lakeway street). Thus, plans to make these intersections more pedestrian/cyclist friendly are very, very welcomed...(like I always envision a pedestrian/cyclist bridge to do the trick!) 25,000 cars a day...wow, talk about a need to encourage alternative transportation. Just wondering what % is Sudden Valley/Lake Whatcom boulevard traffic. Wouldn't it be lovely to turn Lake Louise Road into a connector bike zone for the Valley... Noted 25,000 vehicles per day in the study area. A large portion of traffic is from East Bellingham, Geneva, and Sudden Valley because Lakeway Drive is the only roadway connection available /9/16 Rod Pemble, SSC, Inc. 21 Bellwether Way, Suite 404, Bellingham, WA Rodd@ssc-inc.com From a 30-year bike commuter, my suggestion is for the city to create a smooth two-way bike path north of Lakeway between Woburn and Electric. Bike would come out Lakeway to Old Lakeway, then down Yew St Rd to Lakeway, cross onto a root-free trail east. Nice protected area, currently UNRIDEABLE even on a mountain bike due to tree roots /28/16 Sara Brooke Benjamin, 2200 Nevada Street, Bellingham, WA sbbenjamin@cob.org Bellingham Public Works staff will discuss repair and maintenance of Cemetary paved pathway parallel to Lakeway Drive, as well as future possible off-street connections. I'm not sure if it is too late to provide comments on the Lakeway Drive Bikeway Study? And because I did not attend the presentations, I may not have the best understanding of the proposed alternatives. That said, based on a brief perusal of the options, here are my thoughts/questions anyway: 13

14 1) I prefer the 2-way Cycletrack option (with in-lane bus stop islands) over the conventional bike lanes. I have used such lanes in Seattle and Portland and they do instill confidence and are very well used. 2) I'm not sure I understand the "Dutch" intersections Or the intersections where there is a "Two-Stage left turn" described. Will this be obligatory, or will confident cyclists still have the option to make the turn in one stage in the normal traffic turn lanes? This would be my preference, to preserve both options. I would rather make a more efficient turn in the lane with traffic. 3) I prefer an alternative that extends as far up Lakeway as possible. If the 2-way Cycle track cannot be continued after Racine, are we able to at least transition into regular bike lanes at that point? CONFIDENT CYCLISTS WILL ALWAYS BE ABLE TO TAKE THE LANE AND HAVE THE SAME ACCESS AND RIGHTS AS AUTOMOBILES, BUT THE LESS-CONFIDENT CYCLISTS WILL USE TWO-STAGE TURN FEATURES AND PROTECTED INTERSECTION. TWO-WAY CYCLE TRACK OPTIONS EXTEND TO OLD LAKEWAY 4) I'm not sure I understand alternative 3 at Old Lakeway Dr. Are cyclists meant to detour on Old Lakeway Dr and then turn back up Yew St to connect with Lakeway again? My preference would be to open/extend the deadend on Old Lakeway (at the northeast terminus) for cyclists/peds only, so that they can connect directly back to Lakeway at that Lakeway/Yew intersection. Is that possible? If not, can we put normal bike lanes on Lakeway from that point eastward? Or, could we move the 2-way Cycletrack to the N side of Lakeway at Verona or Toledo and continue it eastward on the N side? I do not like the convoluted/tortuous path from Lakeway to Yew and back up to Lakeway and I predict cyclists will just skip that and ride in the lane when traveling east of Verona on Lakeway in order to avoid the inconvenience of the detour /30/16 Tim Crandall, no street address provided Tim.crandall@gmail.com OLD LAKEWAY IS A LOW-VOLUME, LOW-SPEED BIKE BOULEVARD IDENTIFIED IN THE BIKE MASTER PLAN. YES. THERE IS ACTUALLY A PATHWAY THERE RIGHT NOW, BUT IT IS VERY LIKELY THAT WE WOULD WIDEN THIS AND CLEAR BRUSH AWAY. NO, THERE IS NOT ENOUGH PHYSICAL SPACE AND THERE ARE ENVIRONMENTAL CONSTRAINTS TO WIDENING THE ROADWAY TO ADD BIKE LANES THROUGH THE "DIP" TO WOBURN/YEW. CONFIDENT BIKERS LIKE YOURSELF MAY VERY WELL AVOID THIS SECTION, BUT THE LESS CONFIDENT WILL CHOOSE TO TAKE THIS "LOW- STRESS" BIKEWAY. WE ARE DESIGNING BIKEWAYS FOR THE "INTERESTED, BUT CONCERNED" CITIZENS WHO SAY THAT THEY MIGHT CHOOSE TO BIKE IF THEY COULD FEEL SAFER AND MORE COMFORTABLE DOING IT, EVEN IF IT MEANS TAKING A LONGER ROUTE. I CONSIDER MYSELF TO BE IN THE "ENTHUSED AND CONFIDENT" CATEGORY OF BICYCLE RIDERS, BUT I AVOID RIDING ON LAKEWAY BECAUSE IT FEELS DANGEROUS. WHEN I RIDE TO FRED MEYER I 14

15 USE THE SIDEWALK AS I APPROACH THE FREEWAY OVERPASS. I DON'T BELIEVE THAT "PAINT PROVIDES PROTECTION" AND MUCH PREFER THE CYCLETRACK IDEAS THAT SEPARATE BICYCLES FROM CARS. I KNOW THIS IS MORE COMPLEX AND EXPENSIVE, BUT I THINK IT'S TIME TO MAKE A STRONG STATEMENT ABOUT PROTECTING BICYCLE RIDERS ALONG ROUTES THAT SHOULD SEE A HIGH LEVEL OF BICYCLE ACTIVITY, BUT DON'T BECAUSE OF THE PERCEIVED RISKS /1/2016 Meg Bartelt, no street address given megbartelt@gmail.com WE LIVE IN THE YORK NEIGHBORHOOD, HALF A BLOCK FROM LAKEWAY. BECAUSE CARL COZIER ELEMENTARY IS SO CLOSE, WE ATTEND IT INSTEAD OF THE ZONED SCHOOL (LOWELL). WE LOVE THE PROXIMITY, BUT IT'S AN UNPLEASANT, IF SHORT, COMMUTE. MY 1ST GRADE DAUGHTER RIDES ON A TAGALONG ATTACHED TO MY BIKE, AND WE RIDE ON THE SIDEWALK, BECAUSE IT SCARES ME TO THINK OF RIDING ON THE STREET, WITH OR WITHOUT HER. I DO NOT ANTICIPATE EVER LETTING HER RIDE HER OWN BIKE TO SCHOOL BECAUSE THE MARGIN FOR ERROR IS SO NARROW, AND THE CONSEQUENCES SO GREAT. This is the most constrained portion of the corridor. WE DO TRY TO BE CONSCIENTIOUS ABOUT PEDESTRIANS, ESPECIALLY WHEN THE SIDEWALK NARROWS UNDER THE I-5 OVERPASS. I REALIZE WE'RE NOT SUPPOSED TO BE ON THE SIDEWALK BUT IT'S SIMPLY NOT AN OPTION TO RIDE ON THE STREET. RE: PROTECTED BIKE LANES: ALL OF THESE OPTIONS APPEAL TO ME, EXCEPT FOR THE ONE WITH NO PHYSICAL DIVIDER BETWEEN BIKE AND CAR LANES. PERHAPS OBVIOUSLY, THE BEEFIER THE BARRIER BETWEEN CARS AND BIKES, THE BETTER. IF I'M BY MYSELF, THEN I'D GLADLY USE A VISIBLY SEPARATED BUT NO PHYSICAL BARRIER BIKE LANE. WITH MY KIDS ON THEIR OWN BIKES, NO. WE CAN FEASIBLY GET TO CARL COZIER (AND ARNE HANNA AND CIVIC FIELD) BY FOOT AS WELL AS BY BIKE, SO WE OFTEN DO THAT. I DO NOT FEEL UNSAFE, BUT IT IS A PAIN IN THE BUTT, I MUST 15

16 SAY. THE INTERSECTIONS TAKE FOREVER TO GET THROUGH, IT'S LOUD, AND I HAVE TO KEEP A CLOSE EYE ON MY CHILDREN THE WHOLE WAY. ALSO, A COMMENT ABOUT THE OFF RAMP FROM I-5 SOUTH ONTO LAKEWAY TOWARDS DOWNTOWN: I AM ON MY TOES EVERY TIME WE CROSS THIS, BECAUSE PEOPLE TURNING R, ESP. AT A RED LIGHT, DO NOT PAY SUFFICIENT ATTENTION TO BOTH DIRECTIONS. I CAN BE WALKING FROM YORK TOWARDS CARL COZIER, AND I CAN HAVE THE WALK LIGHT, BUT BECAUSE A CAR IS TRYING TO TURN R ON RED, THE DRIVER IS LOOKING 100% AWAY FROM ME TO TRY TO WATCH TRAFFIC COMING FROM THE L SO THE CAR CAN TURN SAFELY. I HAVE HAD TO MISS MY WALK CYCLE BEFORE BECAUSE I COULDN'T GET THE DRIVER'S ATTENTION AND AM UNWILLING TO USE MY RIGHT OF WAY WHEN I'M NOT ASSURED THAT THE DRIVER SEES ME. I WOULD LOVE TO SEE THIS PARTICULAR INTERSECTION/TURN BETTER SIGNED/PATROLLED/SOMETHING TO ENFORCE SAFER BEHAVIOR. Bellingham Public Works staff will continue to work with WSDOT staff to address this intersection /3/2016 Cindy Madigan, 2010 Whatcom Street, Bellingham, WA cindymadigan@hotmail.com I have been an active bike commuter for years, and when I moved to the east side 8 years ago, I biked Lakeway thinking it would be busier, but still possible. After several years of being swerved at, honked at and yelled at, I used the Fraser St for my commute. While the commute was safer, I didn't always have the time or energy for the detour. Lately, I've taken to using the sidewalks and so far that has worked better than the road even though it is crowded with pedestrians, other bikes, wheelchairs. So I am pleased there is the possibility of protected bike lanes. I understand there is no money for the project, and I am hopeful that at least something can be done. Using the school property for the stretch between Orleans and Lincoln seems to be less expensive than other options, and would This was a feasibility study and, as shown in the July 11, 2017 presentation slides, the cycle track options have been determined not to be feasible at the current time, due to both physical and financial constraints. 16

17 do a lot to alleviate the congestion on the sidewalk by the business driveways and WTA stops. There are a lot of commercial driveways and it is unclear who has the right of way on sidewalks that cross driveways. I believe the pedestrian has the right of way, and after that, the bicycle, but most time I cross one of the 9 commercial driveways during commute times there is a near miss/conflict. Fewer driveways would make it safer. There is no proposal to eliminate any commercial driveways on the south side of Lakeway Drive. Narrowing the road width to minimum would be helpful in the interim. Drivers would slow down and there would be more distance from the sidewalk to the cars. I was surprised to see how wide the lanes were under the freeway - that is the scariest part of the pedestrian/cycling commute. I've tried to ride along side cars there and it is dangerous. Is it possible to narrow those drive lanes sooner rather than later? All options narrow vehicle lane widths to 10-feet, which is the narrowest feasible considering the WTA transit and freight truck needs on the corridor. Also that intersection on the SW corner of the southbound ramp is dangerous - the width of the on ramp encourages speed and there are a number of us on the sidewalk who almost get hit, and usually splashed. Any way to make that curb larger and the drive lane smaller? Bellingham Public Works staff will continue to work with WSDOT staff to address this intersection. Protected bike lanes are ideal, and until there is funding, please try to make safety changes now so all commuters can safely navigate Lakeway. There is no funding for protected bike lanes, but there are many bicycle and pedestrian safety improvements funded for construction in September 2017 and in summer /3/2016 Therese Kelliher, no street address given theresekelliher@yahoo.com 1) PROTECTED BIKE LANES & PROTECTED INTERSECTIONS ARE GREAT! I SUPPORT THEIR USE ON LAKEWAY WAY MORE THAN MERELY PAINTING BIKE LANES. THEY WOULD REALLY IMPROVE THE 17

18 CONDITIONS FOR TRAVELING BY BIKE & CAR ON THIS STREET. MY PREFERENCE IS FOR ONE WAY/EACH WAY BETWEEN YEW & PUGET OR ORLEANS. I THINK IT IS LESS COMPLICATED THAN MAKING CONNECTIONS TO A BIKE BOULEVARD ON OLD LAKEWAY. PLUS, BIKING WESTBOUND IN THE 2-WAY CYCLE TRACKS ON THE CURVES WOULDN T FEEL COMFORTABLE TO ME AS THE PERSON ON A BIKE FACING THE ONCOMING CARS (OR AS A DRIVER FACING A BIKE) There is no funding for protected bike lanes, but there are many bicycle and pedestrian safety improvements funded for construction in September 2017 and in summer ) CYCLETRACK SEPARATORS THE DIAGRAM INSETS ARE ONLY SHOWING BARRIERS. I HOPE THIS IS FOR ILLUSTRATION PURPOSES ONLY. THESE SEPARATORS SHOULD BE MINIMUM 2-3 AND SOLID GIVEN THE ACTUAL SPEEDS & THE VOLUME. 3) CURB EXTENSIONS ALL THOSE DEPICTED ON THE VISUALS ARE WELL-PLACED. ONE OF THE MOST IMPORTANT CURB EXTENSIONS IS NOT NOTED, AND WOULD BE HELPFUL TO BE INCLUDED IN THIS PROJECT (OR SOONER) AT THE WEST CORNER OF THE SOUTHBOUND ON-RAMP. IT S VERY BUSY WITH CARS & PERILOUS BECAUSE THE PERSON STANDING AT THE PED ACTIVATION BUTTON IS OUT OF SIGHT OF THE SOUTHBOUND DRIVERS COMING FROM THE WEST ON LAKEWAY. Bellingham Public Works staff will continue to work with WSDOT staff to address this intersection, as well as the SB off-ramp. 4) SPEED IF THE MAJORITY OF DRIVERS ARE ALREADY IGNORING THE POSTED 35MPH, THEN, ONLY CHANGING THE SIGNAGE WILL NOT BE ENOUGH. PLEASE ADD DESIGN ELEMENTS THAT CAN ENCOURAGE THE SLOWER SPEEDS & PROVIDE INCREASED SAFETY FOR THOSE WALKERS TRYING TO GET ACROSS LAKEWAY. FOR EXAMPLE: PLANTED MEDIAN STRIPS IN/NEAR THOSE SECTIONS WHERE IN-LANE BUS STOPS ARE PROPOSED. IT WOULD BE HELPFUL FOR THIS CITY ARTERIAL TO HAVE THE POSTED TRAVEL SPEED BE 30 MPH. THE SPEEDING THAT OCCURS HERE IS A BIG FACTOR AFFECTING THE BIKING CONDITIONS THE HILL IS NOTHING BY COMPARISON. 5) NUMEROUS CONFLICT AREAS THERE ARE A WHOLE BUNCH OF COMMERCIAL DRIVEWAYS ALONG LAKEWAY. THE BMP NOTED THIS PROBLEM ALSO ON LINCOLN. THE AMOUNT OF LEFT TURNS IN/OUT REALLY CREATES HAVOC FOR EVERYONE (I.E., DRIVERS, CYCLISTS, WALKERS). IT S PROBLEMATIC THAT WHEN LAKEWAY WAS RE-PAVED BACK IN 2004 THE MEDIAN (OR C ) CURB The posted speed limit changes from 35 mph to 25 mph at Puget Street. The posted 35 mph speed limit between Woburn and Puget is one variable under consideration for changes, but this needs to be evaluated to ensure that we can also maintain on-time performance for WTA s high-frequency Plum GO Line transit service. 18

19 WAS REMOVED & NOT REPLACED. (IT WAS EAST OF THE OVERPASS & PREVENTED LEFT TURNS FROM LAKEWAY INTO THE LAKEWAY INN/4 POINTS & PIZZA HUT/WOODS COFFEE). C CURBS WOULD HELP AT 1) THIS LOCATION EAST OF THE OVERPASS + 2) EAST OF KING + 3) EAST OF LINCOLN. 6) DESTINATIONS DOWNTOWN IS ONLY 1 OF MY DESIRED DESTINATIONS FROM LAKEWAY. LAKEWAY SERVES A WHOLE VARIETY OF DESTINATIONS. THERE ARE THE IMMEDIATE ONES IN THE COMMERCIAL DISTRICT, INCLUDING THE GRADE SCHOOL. ALSO, THE LINCOLN CREEK PARK & RIDE, WESTERN, AND SEHOME VILLAGE ARE ALL REASONABLE DESTINATIONS FROM THE PUGET NEIGHBORHOOD, BUT INCREDIBLY DIFFICULT TO MANAGE NOW ON A BIKE USING LAKEWAY. There is no proposal to eliminate any commercial driveways on the south side of Lakeway Drive, nor any proposal for the installation of c-curb median. There are many bicycle and pedestrian safety improvements funded for construction in September 2017 and in summer 2018, including bicycle boulevard improvements to these other destinations: Lincoln Creek Park-N-Ride; Sehome Shopping Center; and the Samish Way Urban Village. 7) PROCESS & COMMUNICATIONS ON SEPTEMBER 22 ND I RECEIVED AN SEEKING COMMENTS ABOUT THE LAKEWAY STUDY ( BECAUSE I HAD PROVIDED MY NAME & ADDRESS AS PART OF THE BIKE MASTER PLAN PROCESS). I M GLAD THIS INFORMATION HAS GONE OUT TO EVERYONE WHO HAS ALREADY EXPRESSED AN INTEREST IN BIKE FACILITIES. I ONLY WISH THEY COULD HAVE HAD THE OPPORTUNITY TO GO TO THE 9/13 OPEN HOUSE, SEE THE VISUALS, ASK QUESTIONS OF ALL THE AVAILABLE PERSONNEL & BE IN THE LOOP SOONER. IT WOULD HAVE BEEN A GREAT OPPORTUNITY FOR INFORMING & EDUCATING. 8) LAKEWAY DRIVE SHOULD A MULTI-MODAL ROAD BE CALLED A DRIVE? IT S TIME TO CHANGE THIS. 9) PS. MAPLE STREET WOULD ALSO BE A USEFUL PLACE FOR A TUNNEL CONNECTION FOR PEOPLE WALKING & BIKING! 10) LAKEWAY AT HUMBOLDT CONCEPTUAL THE DRIVE LANES HAVE WIDENED TO 11 & 11.5 AND THE BARRIER BETWEEN MOTORIZED & BIKES IS 1.5 FEET. THAT IS NOT ENOUGH OF A BARRIER FOR THE VOLUME OF CARS, ETC. DRIVE LANES CAN STILL BE 10 HERE WITH A LARGER BARRIER BETWEEN BIKES & CARS/TRUCKS. This would require a feasibility study to determine a cost estimate, but it would be extremely expensive and tunneling beneath Interstate 5 would require WSDOT and FHWA approval. Noted. Actual design specifications will have to wait until this portion of the corridor receives further study and is deemed feasible with construction funding identified. 19

20 11) 2-WAY CYCLE TRACK IN ALLEY THIS WOULD BE A FINE ALTERNATIVE EXCEPT FOR THE CONNECTION AT ELLIS. THAT JUST DOESN T WORK WELL FOR GOING IN ANY DIRECTION FROM THAT POINT. OR, FOR GETTING TO THE ALLEY FROM DOWNTOWN. (THE GOOD NEWS WOULD BE THAT THE MEDIAN TREES ON LAKEWAY COULD BE SAVED.) 12) I-5 SOUTHBOUND OFF-RAMP DIAGRAM NOTE: EXTEND CURB A) THIS IS GREATLY NEEDED IN ALL THE LOCATIONS. B) HOWEVER ANOTHER NOTE SAYS: ADD A 3 RD LANE FOR OFF- RAMP HOW DOES THIS HELP THE SITUATION FOR BIKERS & WALKERS?? C) DOES THIS MEAN THERE IS WSDOT $ FOR MORE FREQUENT MAINTENANCE OF THE SIDEWALK (THE RETAINING WALL DRAINS WATER & MUD ONTO THE SIDEWALK WHICH IS ONLY 3 WIDE IN SECTIONS) & ERODING HILLSIDE? D) SEE ABOVE NOTE IN CURB EXTENSION RE: NW CORNER OF NORTHBOUND RAMP. Rechannelizing the southbound off-ramp to add a third lane would allow dual-left turn lanes and a right-turn lane, which would significantly reduce the existing vehicle queue length on the southbound off-ramp from mainline Interstate 5. This is a critical consideration as vehicle traffic backing up onto mainline I-5 poses a very significant risk for high-speed collisions. This does not necessarily pose any greater risk to pedestrians or bicyclists and right-turns on red could be restricted, which might make it safer for pedestrians and bicyclists. 13) DRIVEWAY CURB EXTENSION JUST WEST OF WOODS COFFEE DRIVEWAY. THE EXTENSION IS GOOD. HOW ABOUT REPLACING THE C CURB AT THIS LOCATION, TO PREVENT LEFT TURN CONFLICTS ACROSS THE PROTECTED BIKE LANE? No plans for c-curb median at this time. 14) OFF-STREET MULTI-USE PATHWAY ON SCHOOL DISTRICT & CITY PROPERTY GREAT PLACEMENT. IS THIS MEANT TO BE MULTI-USE WITH THE SIDEWALK STILL THERE AT THE CURB OR BIKES ONLY ON THE PATH? IF MULTI-USE, THEN WIDTH NEEDS TO BE CONSIDERED. The concept is an off-street multi-use pathway, probably 12-feet wide, but the actual dimensions would need to be considered when more study can occur and funding identified. The sidewalk along Lakeway Drive would remain. 15) ACCESS TO COMMERCIAL IS COMPLICATED BIKE LANES NEED TO BE ADDED TO LINCOLN IN COMBINATION WITH A LAKEWAY PROJECT. THE LEFT TURN FROM SOUTHBOUND LINCOLN (INTO THE WHOLE FOODS PARKING LOT) NEEDS ATTENTION FOR SAFE BIKE ACCESS. IF I WERE TRAVELING WESTBOUND ON LAKEWAY & WANTED TO GO TO ANY OF THE BUSINESSES SOUTH OF LAKEWAY & EAST OF LINCOLN TO NEVADA, IT LOOKS LIKE I WOULD USE THE PROTECTED INTERSECTION AT LINCOLN, MAKE A LEFT TURN ACROSS LINCOLN & MAKE MY WAY BACK EAST THROUGH THE VARIOUS PARKING LOTS. ON THE DIAGRAM IT SHOWS SOME FORM OF BIKE LANE ON THE SOUTH PORTION OF LINCOLN & EXTENDING TO/FROM THE CROSSWALK. THERE IS NO NOTE, SO I M NOT SURE IF THAT IS INCLUDED WITH THIS PROJECT STUDY. IT IS ALREADY A HAWK signal will be constructed on Lincoln in the vicinity of the WTA bus stops between Fred Meyer and Whole Foods in the summer of

21 PROBLEMATIC WITH CARS CROSSING FROM FRED MEYER TO WHOLE FOODS & VV, AS WELL AS PEDS. 16) DIAGRAM NOTE: WIDEN LAKEWAY TO ACCOMMODATE 2 WAY CYCLETRACK & IN-LANE BUS STOP. AT THE 3 STOPS BETWEEN QUEEN/RACINE, TOLEDO & VERONA IT WOULD BE HELPFUL TO USE ADDITIONAL DESIGN ELEMENTS TO GET THE TRAVEL SPEED DOWN. FOR EXAMPLE: A 9-10 MEDIAN STRIP WITH TREES/BUSHES. THESE ARE THE DRIVER SPEEDING AREAS & LUCKILY THE ROW IS MORE ACCOMMODATING. There are no plans for a center median or 4-to-3-lane road diet in this portion of Lakeway Drive. There is not enough right-of-way for any of the proposed suggestions. 17) 2 WAY CYCLE TRACK N SIDE CHANGING TO S SIDE AT PUGET AT FIRST I THOUGHT THIS FELT MORE NATURAL, HOWEVER, WHEN I LOOK AT ACCESS TO 7-11/SUBWAY/PAPA MURPHYS, THE SWITCH OVER AT THE ORLEANS CROSSWALK COULD WORK AS WELL. ALTHOUGH I MIGHT BE MORE TEMPTED TO STAY ON THE SOUTHSIDE SIDEWALK IF I WERE GOING TO WHOLE FOODS, ETC. 18) LAKEWAY CONNECTION TO OLD LAKEWAY IT DOESN T FEEL NATURAL TO GET OFF LAKEWAY WESTBOUND AT YEW TO THE BIKE BOULEVARD ON OLD LAKEWAY. I WOULD PREFER TO RIDE FORWARD ON LAKEWAY WEST OR EASTBOUND IN THE SAME DIRECTION AS THE MOTORIZED TRAFFIC UNTIL THE 2 WAY TRACK BETWEEN PUGET OR ORLEANS & ELLIS. There is not enough physical space for adding bikeway facilities through The Dip between Woburn and Verona. Old Lakeway is identified as a Bike Bouevard in the 2014 Bicycle Master Plan and is intended to be implemented as such. THE EXISTING ASPHALT PATH BETWEEN WOBURN & OLD WOBURN COULD BE USED FOR THE WESTBOUND BIKES & PEDS. THE TIGHTEST SEGMENT IS BETWEEN OLD WOBURN & OLD LAKEWAY. IT COULD WORK AS A MULTI-USE PATH OF 8-9 ON EACH SIDE (WIDER ON THE UPHILL PORTION WESTBOUND) WITH A 3 SOLID BARRIER BETWEEN THE PATH & 4 LANES OF MOTORIZED TRAVEL. BECAUSE THIS STUDY IS ONLY THE BEGINNING OF A LENGTHY PROCESS, IT WOULD BE HELPFUL FOR SEVERAL MODIFICATIONS TO BE MADE IN THE NEAREST FUTURE: There is no physical space for a continuation of the off-street pathway from Old Woburn to the west and it is classified as forested wetlands, which means that both right-of-way acquisition and environmental impact and mitigation would be required, which makes this suggestion financially infeasible. There is no physical space on the south side of the road, which means that right-of-way acquisition, and significant loss of trees would be required, which makes this suggestion financially infeasible. 19) EXPAND THE EXISTING BIKE LANE TO A MINIMUM OF 5 WIDTH. YIKES, IT S ONLY 4 3 & 4 6 NO WONDER IT S SO SCARY WITH FAST CARS & TRUCKS SO CLOSE! 21 Noted