UNIVERSITY RIDGE STUDENT HOUSING

Transcription

1 Transportation Impact Analysis UNIVERSITY RIDGE STUDENT HOUSING Prepared for: Ronald T. Jepson & Associates, PS April 213 Prepared by: th Avenue NE, Suite 6 Kirkland, WA Phone: Fax: Transpo Group

2 Transportation Impact Analysis University Ridge Student Housing April 213 Table of Contents Executive Summary... ii Chapter 1. Introduction... 1 Project Description... 1 Study Area and Approach... 1 Chapter 2. Existing and Baseline Conditions... 4 Roadway Network... 4 Planned Roadway Improvements... 4 Non-Motorized Facilities... 5 Transit Service... 5 Traffic Volumes... 7 Traffic Operations... 1 Traffic Safety Chapter 3. Project Impacts Trip Generation Trip Distribution and Assignment Traffic Operations Site Access Evaluation Chapter 4. Summary and Mitigation Appendix A: Traffic Counts Appendix B: LOS Definitions Appendix C: LOS Worksheets Appendix Figures Figure 1. Site Vicinity... 2 Figure 2. Preliminary Site Plan... 3 Figure 3. Existing Weekday PM Peak Hour Traffic Volumes... 8 Figure Without-Project PM Peak Hour Traffic Volumes... 9 Figure 5. Project Trip Distribution and Assignment Figure With-Project Weekday PM Peak Hour Traffic Volumes Tables Table 1. Study Area Existing Roadway Network Summary... 4 Table 2. Existing Transit Service... 6 Table 3. Existing and Future Weekday PM Peak Hour Intersection Operations... 1 Table 4. Study Intersection Collision Data Summary Table 5. Estimated Project Trip Generation i

3 Transportation Impact Analysis University Ridge Student Housing April 213 Executive Summary This section provides an executive summary of the Final Transportation Impact Analysis through a set of frequently asked questions (FAQs). Where is the project located and what would be developed? The proposed project is located north of Consolidation Avenue between Nevada Street and Puget Street. The development would construct 164 residential units, which would be marketed as student housing primarily for students attending Western Washington University (WWU). Access to the site would be located on Consolidation Avenue. Lincoln Street and Nevada Street are the primary north-south roadways that connect the site to the surrounding area. Is the site currently served by public transit? Whatcom Transit Authority (WTA) provides transit service in the study area. The nearest transit routes are accessed at the Lincoln Creek Park-and-Ride, which is less than a half mile from the site. Routes 8X, 9A&B, 196, and 197 serve the Park-and-Ride and connect to WWU, Downtown Bellingham, and the surrounding Cities. How many daily vehicular trips would the project generate and when would peak traffic volumes occur? The residential units will be marketed as student housing primarily for students attending WWU. To provide for conservative analysis this study evaluated conditions as if this were a standard mid-rise apartment complex and only assuming a reduction of 7 percent to account for transit being in close proximity. This equates to the project generating approximately 64 daily trips with 59 trips occurring during the PM peak hour. Peak traffic volumes would occur during the weekday PM peak hour (one- hour period between 4: p.m. and 6: p.m.). It is anticipated that the actual project will generate fewer vehicular trips than typical apartments and what is accounted for in this analysis because the student population is more likely to utilize transit, bike, or other non-vehicular modes of travel during the PM peak period. This is driven by class schedules often end prior to the PM peak commute period, all WWU students are provided Whatcom Transportation Authority (WTA) bus passes and parking fees on the WWU campus are high. In addition, trip generation during summer months is anticipated to be lower given that school will not be in session, which is not accounted for in this analysis. What transportation impacts are anticipated, if any? The project would increase traffic volumes in the study area and contribute to increases in intersection delay; however, all study intersections would continue to operate at acceptable LOS D or better. What measures are proposed to reduce or control traffic impacts? The project would be required to pay the City s Traffic Impact Fee. The current fee is $1,925 per PM peak hour trip and reductions are allowed for the project site being located in close proximity to high frequency transit and primarily marketing to WWU students who are provided WTA bus passes. ii

4 Transportation Impact Analysis University Ridge Student Housing April 213 Chapter 1. Introduction The purpose of this transportation impact analysis (TIA) is to identify potential traffic-related impacts associated with the proposed University Ridge development in Bellingham, Washington. As necessary, mitigation measures are identified that would offset or reduce significant transportation impacts. Project Description The proposed project would develop 164 apartment units along Consolidation Avenue between Nevada Street and Puget Street. Figure 1 illustrates the site vicinity. The residential units would be marketed as student housing primarily for students attending Western Washington University (WWU). Access to the site would be via one driveway along Consolidation Avenue. Figure 2 shows the preliminary site plan. Study Area and Approach The study area and approach are based on coordination with City staff. The analysis focuses on weekday PM peak period (4: to 6: p.m.) operations at nine study intersections. The study intersections include (see also Figure 1): 1. Lakeway Drive/Lincoln Street 2. Nevada Street/Lakeway Drive 3. East Maple Street/Lincoln Street 4. Ashley Avenue/Consolidation Avenue 5. Nevada Street/Consolidation Avenue 6. I-5 Northbound (NB) On-Ramp/Lincoln Street 7. Samish Way/Bill McDonald Parkway/Byron Avenue 8. South Samish Way/36th Street/I-5 Southbound (SB) Off-Ramp 9. South Samish Way/Lincoln Street/Elwood Avenue The TIA describes conditions in the site vicinity including roadway network, existing and future (214) weekday PM peak hour traffic volumes, traffic operations, traffic safety, nonmotorized facilities, and transit. The future conditions with the project are evaluated by adding site-generated traffic to future baseline traffic volumes. Analysis of future conditions addresses cumulative impacts of the proposed project and traffic growth in the study area. Site-generated impacts are identified based on differences in transportation conditions between with and without the project. Page 1

5 .. N NOTTO SCALE UJ...J...J w ~ s: :r: en ~ <( en z I- en <( Cl ~ w z I- en I- w (!) => Q. AVE l..q- o m I- en Cl z ('t) "' I- en :r: Project Site Vicinity and Study Intersections FIGURE University Ridge student Housing 1:3r. 1 Q:\J>rojects\ Consolidation Ave Student Housing\Graphics\11167 _graphie2 <Sile Vicinity> stephanieg 4/9/1315:5 Ml transpogroup

6 N NOTTO SCALE ll I, I s:i' I I 211._ I UJ w ft U) -- I- lu 18 C> ::>. ~, I r Ill Site Plan FIGURE University Ridge Student Housing t:;jr. 2 Q:'Aojedl\11\11161eond5donAveS\ldeltHoueln~hlcl\111e1~<SlleP1111>*Phari11C1GW911315:48 Ml transpogroup

7 Transportation Impact Analysis University Ridge Student Housing April 213 Chapter 2. Existing and Baseline Conditions This section describes existing and future baseline (without-project) conditions within the study area. Characteristics are provided for the roadway network, non-motorized facilities, transit service, traffic volumes, traffic operations, and traffic safety. Roadway Network The existing roadway characteristics in the proposed project vicinity are described in Table 1. The site is situated on the east end of Consolidation Avenue. As shown on Figures 1 and 2, Consolidation Avenue via Nevada Street or East Maple Street/Ashley Avenue provides primary access to the site and connects to the greater street system along Lincoln Street and Lakeway Drive. Sidewalk exists along Nevada Street from the site to north of Thimbleberry Pl. Traffic calming features such as traffic circles are installed along the roadway at Edwards Street and Orleans Street to reduce vehicle speeds and improve safety. Table 1. Roadway Study Area Existing Roadway Network Summary Roadway Classification Posted Speed Limit Number of Travel Lanes Parking? Sidewalks? Bicycle Facilities? I-5 State Highway 6 mph 4 No No No Lincoln Street Secondary Arterial 35 mph 5 No Yes Yes Lakeway Drive Principle Arterial 25 mph 5 No Yes No E Maple Street Local Access Road 25 mph 2 Yes Yes No Samish Way Secondary Arterial 35 mph 4 No Yes Yes Nevada Street Local Access Road 25 mph 2 Yes Yes No Ashley Avenue Local Access Road 25 mph 2 Yes Yes No Consolidation Avenue Local Access Road 25 mph 2 Yes Yes No Bill McDonald Parkway Secondary Arterial 25 mph 2 No Yes Yes 36th Street Secondary Arterial 25 mph 2 No No No Note: mph = miles per hour Planned Roadway Improvements Based on a review of the City of Bellingham adopted Six-Year ( ) Transportation Improvement Program, there are no planned improvements within the study area that would be completed by the 214 horizon year. The Washington State Department of Transportation (WSDOT) projects were also reviewed. The I-5 Fairhaven to Slater Master Plan, November 28 analyzes current and future traffic conditions on I-5 and recommends improvements to the interstate, interchanges, and connected local roads from Fairhaven Parkway (exit 25) to Slater Road (exit 26). This project recommends the following at the Samish Way interchange: Relocate the Samish Way interchange north of existing location Construct a collector/distributor road east and west of I-5 from Samish Way to Iowa Street There is no funding for these improvements; therefore, the projects were not assumed in this transportation analysis. Completion of the I-5 improvements are anticipated to improve traffic operations and safety at the interchange. Page 4

8 Transportation Impact Analysis University Ridge Student Housing April 213 Non-Motorized Facilities The site is east of WWU and southeast of the central business district. Pedestrian facilities near the site include sidewalks along both sides of Lincoln Street and the north side of Consolidation Avenue and E Maple Street. The pedestrian pathway to the Lincoln Creek Park-and-Ride is well served by sidewalks and includes a cut-through from East Maple Street into the Park-and-Ride lot. Pedestrians would be better served at this location with a signed crosswalk. Crosswalks are provided at the signalized study intersections. Lincoln Street, Samish Parkway, and Bill McDonald Parkway have bicycle lanes on both sides of the road. These facilities allow for bicycle travel between the site and WWU. Transit Service The project site is located is close proximity to the Lincoln Creek Park-and-Ride, which is served by Whatcom Transportation Authority (WTA) routes 8X, 9A&B, 19, and 196/197. These routes serve WWU, Downtown Bellingham, and Mt. Vernon. Route characteristics are summarized in Table 2. The Lincoln Creek Park-and-Ride is approximately a seven to eight minute 1 walk from the project site; see the pedestrian path on the map below. Ridership to WWU is primarily concentrated on Routes 19, 9 and 197, respectively. Route 19 and 9 have the highest number of boardings per revenue hour according to the 212 WTA Performance Report. 2 1 Travel time based on 4-feet per second from Manual on Uniform Traffic Control Devices. 2 Service Performance Report 212, Whatcom Transit Authority. Page 5

9 Transportation Impact Analysis University Ridge Student Housing April 213 Table 2. Existing Transit Service Routes Area Served Approximate Weekday Operating Hours PM Peak Vehicle Trips PM Peak Headways (minutes) 8X Mt. Vernon Bellingham 6:45 AM 7: PM A&B Lincoln Creek Park-and-Ride WWU 7:1 AM 4:52 PM Lincoln Creek Park-and-Ride - Downtown Bellingham (via WWU) (BLUE Go Line) 1 6:4 AM 6:4 PM 9 3 WWU/Lincoln Creek Park-and-Ride Lincoln Creek Park-and-Ride/Downtown 6:4 PM - 11:5 PM 3 Bellingham 2 Lincoln Creek Park-and-Ride/WWU 2 7:4 PM 1:5 PM 6 Downtown Bellingham Total Trips 16 Source: Whatcom Transit Authority (January 213). 1. The WTA GO Lines are corridors along which a bus will arrive every 15 minutes 2. These routes do not operate during the PM Peak Hour and facilitate evening travel Route 8X functions as a weekday commuter route between Bellingham and Mount Vernon with 6 minute headways. There are two morning runs and two evening runs between WWU and the Lincoln Creek Park-and-Ride with a timed transfer to Route 8X. The morning trips leave Lincoln Creek Park-and-Ride at 7:23 a.m. and 8:23 a.m. and the evening trips leave WWU at 3:8 p.m. and 5:8 p.m. This route does not operate during the summer quarter or other times when WWU is not in session. Routes 9A&B provide service on weekdays with approximately 3-minute headways between the Lincoln Creek Park-and-Ride and WWU. The route follows Lincoln Street, Bill McDonald Parkway, Highland Drive, Indian Street, Potter Street, and Lakeway Drive. Route 9A travels counter-clockwise and does not stop at the Potter Street/Humboldt Street intersection, but stops at the WWU Recreation Center. Route 9B travels clockwise and stops at the Potter Street/Humboldt Street intersection and skips the WWU Recreation Center. Route 9A runs from 7:41 a.m. to 4:41 p.m. and 9B runs from 7:12 a.m. to 4:39 p.m. This route does not operate during the summer quarter or other times when WWU is not in session. Route 19 provides weekday service with 15 minute headways between Lincoln Creek Parkand-Ride and Downtown Bellingham via WWU. Route 19 is along the WTA Blue GO Line. The GO Line is WTA s bus rapid transit service that provides 15-minute headways on weekdays along designated corridors. An additional eight bus trips are provided to and from Lincoln Creek Park-and-Ride during the PM peak hour to achieve 15-minute headways. Route 19 also provides Saturday service from 9:1 a.m. to 5:5 p.m. with 6-minute headways. Routes 196 and 197 provide weekday evening service. Route 196 travels counter-clockwise and provides 3-minute headways. Route 197 travels clockwise and provides 6-minute headways. Both routes travel from Downtown Bellingham Station to the Lincoln Creek Parkand-Ride via WWU. Route 196 provides Saturday service from 6:1 p.m. to 11:5 p.m. with 3-minute headways and Sunday service from 9:1 a.m. to 8:35 p.m. with 6-minute headways. Route 197 provides Saturday service from 6:4 p.m. to 1:5 p.m. with 6-minute headways and Sunday service from 8:4 a.m. to 8:5 p.m. with 6-minute headways. Page 6

10 Transportation Impact Analysis University Ridge Student Housing April 213 Traffic Volumes This transportation analysis focuses on the weekday PM peak hour when traffic volumes on the surrounding street system would be highest to capture a relative worst case condition. Existing weekday PM peak period (4: to 6: p.m.) turning movement counts at the study intersections were conducted in January 213. The intersection traffic count worksheets are provided in Appendix A. Existing weekday PM peak hour traffic volumes are summarized on Figure 3 and were used to establish existing traffic conditions. The traffic counts show that intersections within the study area peak at different times during the 4: to 6: p.m. peak period. The analysis is based on the one hour peak of each individual intersection. A comparison of 28 and 213 traffic counts for study intersections shows that traffic volume growth has ranged from less than one to two percent per year. Future (214) withoutproject traffic volumes were conservatively estimated by multiplying existing traffic volumes by two percent per year. In addition to the annual growth in traffic volumes, traffic from pipeline development or already approved projects in the study area was added to the background traffic volumes. The only pipeline project in the study area identified by the City is the 7-11 Convenience Market located on the northeast corner of the Samish Way/Bill McDonald Parkway intersection. This project would redevelop an old Blockbuster Video store into a 2,8 square-foot convenience market. Trip generation for the 7-11 Convenience Market was based on the currency application with no credit given for the Blockbuster Video since this building is vacant. The pipeline project trips were assigned to the study intersections based on existing travel patterns. Figure 4 illustrates 214 without-project PM peak hour traffic volumes at the study intersections. Page 7

11 f7'\ LINCOLN ST \_V LAKEWAY DR 2 j!r 3) l_ ") (215 Jl~ (';:;\ NEVADA ST \=.;LAKEWAY DR 1, ") (35 Ir (;;\ LINCOLN ST \VEMAPLEST 355 5)j! ll5o ") (4 llc f7\ ASHLEY AVE ~CONSOLIDATION AVE 3! ll.35 f ( 2 (15 ~NEVADAST \::!.)CONSOLIDATION AVE 1 1JJ! ll o- -o NOTTO SCALE 5'1lrr 5 5 (;;\ LINCOLN ST \.::!..) 1-6 ON-RAMP J! 45 Jl 55 '7\ SAMISH WAY \.!...) BILL MCDONALD PKWY/BYRON ST 45 j!l: 26) l ") (2 Jf C 33 fa\ S SAMISH WAY \!!.) 36TH STn-O SB OFF-RAMP :J! 1) ") Jl 33 l (175 LINCOLN ST S SAMISH WAY/ELWOOD AVE 115 :J!l 82) l '11 r( LEGEND - =ROADWAY - = FUTURE ROADWAY Existing (213) Weekday PM Peak Hour Traffic Volumes FIGURE University Ridge Student Housing i:;"lr. 3 Q:\Projects\11\11167 Consdidation Ave student Housing\Graphics\ _graphic2 <Existing Vol> staphanieg 4/ :29 Ill transpogroup

12 f7'\ LINCOLN ST \_V LAKEWAY DR 25 j!r 3) l_5 ees ") (22 :JlC (';:;\ NEVADA ST \=.;LAKEWAY DR 1,2- -no 6") (35 Ir (;;\ LINCOLN ST \VEMAPLEST 36 5)j! ll5o s- -5 5") (45 llc f7\ ASHLEY AVE ~CONSOLIDATION AVE 3! ll.35 f ( 2 (15 1 1JJ!llo ~NEVADAST \::!.)CONSOLIDATION AVE o- -o 5")lf r(o 5 5 NOTTO SCALE (;;\ LINCOLN ST \.::!..) 1-6 ON-RAMP J! 415 Jl 565 '7\ SAMISH WAY \.!...) BILL MCDONALD PKWY/BYRON ST 46 j!l: 27) l ") (35 Jf C 35 fa\ S SAMISH WAY \!!.) 36TH STn-O SB OFF-RAMP J! 65 11) l (18 LINCOLN ST S SAMISH WAY/ELWOOD AVE 115 :J!l 84) l 1 eo ") (5 Jtr 265 LEGEND - =ROADWAY - = FUTURE ROADWAY Future (214) Without-Project PM Peak Hour Traffic Volumes University Ridge Student Housing Q:\Projects\11\11167 Consolidation Ave Student Housing\Graphics\11167 ~raphic2 <Baseline Vol> stephanieg 4/9/1315:28 'jftranspogroup FIGURE 4

13 Transportation Impact Analysis University Ridge Student Housing April 213 Traffic Operations The operational characteristics of an intersection are evaluated by determining the intersection s level of service (LOS). The intersection as a whole, and its individual turning movements, can be described alphabetically with a range of levels of service (LOS A to F). LOS A indicates free-flow traffic and LOS F indicates extreme congestion and long vehicle delays. LOS is measured in average control delay per vehicle and is typically reported for the intersection as a whole at signalized intersections. Control delay is defined as the combination of initial deceleration delay, queue move-up time, stopped delay, and final acceleration delay. At two-way stop-controlled intersections, LOS is measured in average stopped delay per vehicles for the worst movement of the intersection. A more detailed explanation of LOS is provided in Appendix B. Existing and future without-project LOS and delays were calculated at study intersections based on the methods contained in the 2 Highway Capacity Manual (HCM). The software program Synchro 8 was used to evaluate intersection operations. Table 3 shows the weekday PM peak hour existing and without project operations. Detailed intersection LOS worksheets are contained in Appendix C. The City of Bellingham s has a LOS E standard. WSDOT s has a LOS D standard for the I-5 ramp intersections. As shown in the table, all study intersections operate at LOS D or better. With growth in traffic volumes by 214, all study intersections would continue to operate at LOS D or better. Table 3. Existing and Future Weekday PM Peak Hour Intersection Operations Traffic 213 Existing 214 Without-Project Intersection Control LOS 1 Delay 2 V/C 3 or WM 4 LOS Delay 1. Lincoln Street/Lakeway Drive Signal C C Nevada Street/Lakeway Drive Side-Street Stop B 13 NBL B 14 NBL 3. Lincoln Street/E Maple Street Side-Street Stop C 15 WB C 16 WB 4. Ashley Avenue/Consolidation Avenue Side-Street Stop A 9 WB A 9 WB 5. Nevada Street/Consolidation Avenue All-Way Stop A 7 NA A 7 NA 6. I-5 NB On-Ramp/Lincoln Street Free B 13 NBL B 13 NBL 7. Samish Way/Bill McDonald Parkway Signal B C South Samish Way/I-5 SB Off-Ramp Signal D D South Samish Way/Lincoln Street Signal D D LOS as defined by the HCM (TRB, 2) 2. Average delay per vehicle in seconds. 3. Volume-to-capacity (V/C) ratio reported for signalized intersections. 4. Worst movement (WM) reported for side-street stop controlled intersections. NB = northbound approach; WB = westbound approach; NBL = northbound left-turn movement. This is not applicable (NA) for all-stop controlled intersections. V/C or WM The 95th-percentile vehicle queues were reviewed to determine if any queues currently are longer than available storage space. The review shows that the existing storage is sufficient at all intersections except the South Samish Way/Lincoln Street intersection. The 95thpercentile queue for the southbound right-turn movement at this location is approximately 52-feet, which exceeds the 2-foot turn pocket. With anticipated future growth in the study area, the South Samish Way/Lincoln Street southbound right-turn queue is anticipated to increase to 55-feet, which approaches the I-5 northbound on-ramp along Lincoln Street. Page 1

14 Transportation Impact Analysis University Ridge Student Housing April 213 Traffic Safety Collision records at the study intersections were reviewed to help identify existing traffic safety issues. The most recent three-year period of collision data provided by the WSDOT is for January 1, 29 to December 31, 211. Table 4 provides a summary of the total and average annual number of reported collisions as well as the collision rate for each study intersection. The annual average of collisions is generally low and does not pose significant safety issues. Table 4. Study Intersection Collision Data Summary Total by Year Intersection Annual Average 1. Lincoln Street/Lakeway Drive Nevada Street/Lakeway Drive Lincoln Street/E Maple Street Ashley Avenue/Consolidation Avenue Nevada Street/Consolidation Avenue. 6. I-5 NB On-Ramp/Lincoln Street Samish Way/Bill McDonald Parkway South Samish Way/I-5 SB Off-ramp South Samish Way/Lincoln Street MEV = Million entering vehicles. Page 11

15 Transportation Impact Analysis University Ridge Student Housing April 213 Chapter 3. Project Impacts This section of the report documents potential transportation impacts generated by the proposed project on the surrounding street network and at study intersections. First, estimated traffic volumes generated by the proposed site are distributed and assigned to adjacent streets system. Next, project trips are added to future without-project traffic volumes and any potential impacts to traffic operations, safety, non-motorized facilities, and transit are identified. Site access operations are also discussed. Trip Generation Trip generation was calculated based on the average trip rate for a standard mid-rise apartment (LU #223) from the Institute of Transportation Engineers (ITE) Trip Generation, 9 th Edition. The trip generation was also reduced by 7 percent to account for the site being in close proximity to the Lincoln Creek Park-and-Ride. This is a conservative approach as the residential units will be marketed as student housing primarily for students attending WWU. It is anticipated that the actual project will generate fewer vehicular trips than typical apartments and what is accounted for in this analysis because the student population is more likely to utilize transit, bike, or other non-vehicular modes of travel during the PM peak period. This is driven by class schedules often end prior to the PM peak commute period, all WWU students are provided Whatcom Transportation Authority (WTA) bus passes and parking fees on the WWU campus are high. In addition, trip generation during summer months is anticipated to be lower given that school will not be in session, which is not accounted for in this analysis. The Lincoln Creek Park-and-Ride is within a 1-minute walk from the proposed student apartments. The WTA s bus rapid transit (Go Line) provides service between the Lincoln Creek Park-and-Ride and WWU. Table 5 summarizes the trip generation estimates for the proposed project. The proposed project would generate 64 daily trips with 59 auto trips during the weekday PM peak hour. Table 5. Estimated Project Trip Generation Project Trips Apartment (LU #223) Size Rate 1 In Out Total Daily 3 Total Trips 164 units % Reduction for Proximity to Frequent Transit Total Net New Trips Weekday PM Peak hour Total Trips 164 units % Reduction for Proximity to Frequent Transit Total Net New Trips Trips rates from ITE Trip Generation, 9 th Edition. 2. Consistent with the City of Bellingham Multimodal Transportation Concurrency, a 7 percent reduction in trip generation was taken to account for proximity to the WTA GO (high frequency route). 3. The daily rate for LU223 was calculated using the PM peak hour ratio of LU223, mid-rise apartment to LU22, apartment. Page 12

16 Transportation Impact Analysis University Ridge Student Housing April 213 Trip Distribution and Assignment Vehicular trip distribution for this project is based on existing travel patterns in the study area, previous traffic studies in the area, and routes to and from WWU. Figure 5 illustrates the project trip distribution during the PM peak period. As shown on the figure, 35 percent of weekday PM peak hour site vehicular traffic is anticipated to travel to and from WWU via Bill McDonald Parkway, 45 percent to and from I-5, 15 percent to and from Downtown, and 5 percent south of the site along Samish Way. Net new project trips for the study period were assigned to the study intersections based on the travel patterns. The resulting trip assignment is shown on Figure 5. The project trips were added to the Future 214 without project traffic volumes to form the basis of the traffic impact analysis. Figure 6 shows the 214 with-project traffic volumes at the study intersections. Traffic Operations Future 214 with-project study intersection operations were evaluated for the weekday PM peak hour. Intersection LOS was calculated using the method described previously. The without-project conditions are compared to the with-project conditions to understand the proposal traffic impacts. Table 6 summarizes the 214 without- and with-project intersection operations. LOS worksheets are included in Appendix C. Table 6. Future Weekday PM Peak Hour Intersection Operations Traffic 214 Without-Project 214 With-Project Intersection Control LOS 1 Delay 2 V/C 3 or WM 4 LOS Delay 1. Lincoln Street/Lakeway Drive Signal C C Nevada Street/Lakeway Drive Side-Street Stop B 14 NBL B 14 NBL 3. Lincoln Street/E Maple Street Side-Street Stop C 16 WB C 17 WB 4. Ashley Avenue/Consolidation Avenue Side-Street Stop A 9 WB A 9 WB 5. Nevada Street/Consolidation Avenue All-Way Stop A 7 NA A 7 NA 6. I-5 NB On-Ramp/Lincoln Street Free B 13 NBL B 13 NBL 7. Samish Way/Bill McDonald Parkway Signal C 2.64 C 2.64 V/C or WM 8. South Samish Way/I-5 SB Off-Ramp Signal D D South Samish Way/Lincoln Street Signal D D LOS as defined by the HCM (TRB, 2) 2. Average delay per vehicle in seconds. 3. Volume-to-capacity (V/C) ratio reported for signalized intersections. 4. Worst movement (WM) reported for side-street stop controlled intersections. NB = northbound approach; WB = westbound approach; NBL = northbound left-turn movement. With the proposed project, all of the study intersections will continue to operate at LOS D or better and operate at a similar LOS as without project conditions. The 95th-percentile vehicle queues were reviewed to determine if the project would result in queues longer than available storage space. Similar to the existing and future without-project conditions, the South Samish Way/Lincoln Street southbound right-turn queue would exceed storage. The 95th-percentile queue would be approximately 57-feet for the southbound right-turn movement. Like the without-project conditions, this means that there is a five percent chance that during the weekday PM peak hour the southbound right-turning traffic from the South Samish Way/Lincoln Street intersection would block the northbound I-5 on-ramp along Lincoln Street. The average or 5th percentile queue is approximately 34-feet; therefore, on average queues are not anticipated to block the northbound on-ramp. As discussed previously, this is an existing condition and the City is aware of this congestion. Page 13

17 N ST UPONT ST H ST LLECK ST C ST N FOREST ST W CAMPUS WY E ST WHARF ST E OAK ST 25TH ST W HOLLY ST E COLLEGE WY RAILROAD AV 26TH ST B ST CORNWALL AV E OAK ST IVY ST ARBORETOM DR PROSPECT ST BAY ST E ROSE ST HIGH ST GRAND AV N GARDEN ST E MYRTLE ST LOTTIE ST PROJECT TRIPS IN PM PEAK 34 CENTRAL AV FLORA ST W CHAMPION ST W CHESTNUT ST INDIAN TER N FOREST ST 35% E MAPLE ST INDIAN ST KEY ST N STATE ST E LAUREL ST BILL MCDONALD PKWY 31ST ST OUT FERRY AV 31ST PL NEW ST UNITY ST RAILROAD AV E HOLLY ST LIBERTY ST DEAN AV JERSEY ST MASON ST ELLIS ST E MAGNOLIA ST NEWELL ST ALLEN AVE ADAMS AV 34TH ST BYRON AV 36TH AV KANSAS ST FRANKLIN ST OTIS ST ABBOTT ST N SAMISH WY 36TH ST 5 TAYLOR AV 5% 15% OHIO ST GRANT ST EDWARDS ST S 37TH ST HUMBOLDT ST YORK ST 38TH ST IRON ST ELWOOD AV FIELDING AV RIDGEMONT WY 39TH PL TAYLOR AV Trip Distribution and Assignment University Ridge Student Housing Q:\Projects\11\11167 Consolidation Ave Student Housing\Graphics\fig_2_pm.mxd TOTAL % 33RD ST SAMISH WY ELLIS ST! 5 37TH ST IRON ST FRASER ST 39TH ST 39TH ST LAKEWAY DR ASHLEY AV 1 KING ST LINCOLN ST 41ST ST POTTER ST KING ST MEADOR AV YORK ST MOORE ST NEVADA ST CONSOLIDATION AV 41ST ST 5 42ND ST S 42ND ST 8 3% GLADSTONE ST MOORE ST 43RD ST 44TH ST ORLEANS ST DUMAS AV FRASER ST PACIFIC ST EDWARDS ST PACIFIC ST SITE 45TH ST WHATCOM ST 46TH ST PUGET ST BYRON AV QUEEN ST RACINE ST RACINE ST IOWA ST GLADSTONE ST QUEEN ST RACINE ST LOPEZ ST 47TH ST RACINE ST E RACINE ST ARBOR ST SAINT PAUL ST TOLEDO CT TOLEDO ST ROSARIO CT UNDINE ST FIGURE 5 WILDFLOWER CT VERONA ST

18 f7'\ LINCOLN ST \_V LAKEWAY DR 25 j!r 3) lso eee ") (22 :JlC ~NEVADAST \::!.)CONSOLIDATION AVE 1 1JJ!ll_ '1trr 5 5 (';:;\ NEVADA ST \=.;LAKEWAY DR -no 1,2&- 63") (35 Ir (;;\ LINCOLN ST \VEMAPLEST 36 s)j! cl.so s- -s 5") (66 llc f7\ ASHLEY AVE ~CONSOLIDATION AVE 3! ll.56 f ( 2 (15 N NOTTO SCALE (;;\ LINCOLN ST \.::!..) 1-6 ON-RAMP j! 428 Jf 594 '7\ SAMISH WAY \.!...) BILL MCDONALD PKWY/BYRON ST 46 j!l: 21) l ") :He (35 35 fa\ S SAMISH WAY \!!.) 36TH STn-O SB OFF-RAMP 662 J! 11) l (19 LINCOLN ST ~SITE ACCESS S SAMISH WAY/ELWOOD AVE ~CONSOLIDATION AVE LEGEND - =ROADWAY - = FlffiJRE ROADWAY Future (214) With-Project PM Peak Hour Traffic Volumes FIGURE University Ridge Student Housing i:;"lr. 6 Q:\Projects\ Consolidation Ave Student Housing\Graphics\11167 ~raphic2 <With-Project Vol> stsphanieg 4/911315:28 Ill transpogroup

19 Transportation Impact Analysis University Ridge Student Housing April 213 Site Access Evaluation Access is proposed along Consolidation Avenue on the southern property line. The driveway is approximately 2-feet east of the Nevada Street/Consolidation Avenue intersection. The site driveway will operate at LOS A during the PM peak hour, with eight seconds of delay. With minimal queues, no conflicts are anticipated between the proposed driveway and the Consolidation Avenue/Nevada Street intersection, and the proposed spacing would be adequate. Page 16

20 Transportation Impact Analysis University Ridge Student Housing April 213 Chapter 4. Summary and Mitigation As shown in the previous sections, all study intersections would meet the operational standards defined by both the City of Bellingham and WSDOT. Based on this, no adverse transportation impacts are anticipated. The project would be required to pay the City s Traffic Impact Fee. The current fee is $1,925 per PM peak hour trip, which results in a preliminary estimate of $113,575. Additional reductions in traffic impact fees are considered by the City based on proximity to transit and other transportation demand management elements that typically reduce the amount of traffic generated by a development. Given that the project will be marketed as student housing with all WWU students having bus passes, reductions up to 5 percent are anticipated to account for the close proximity to high frequency transit. The final impact fee will be calculated and approved by the City. Page 17

21 Appendix A: Traffic Counts

22 Peak Hour Summary Mark Skaggs (26) Lincoln St & South Samish Way 4:3 PM to 5:3 PM Wednesday, January 9, 213 Lincoln St South Samish Way Peds Peds 1 Peds Peds 3 South Samish Way Lincoln St Approach PHF HV% Volume EB.92.9% 1,177 WB % 4 NB.91.6% 51 SB.9 1.7% 421 Intersection.94 1.% 2,139 Count Period: 4: PM to 6: PM

23 Total Vehicle Summary HV 1.7% PHF.9 In Out 1, HV 2.5% PHF.67 Mark Skaggs (26) Out In 567 1, In Out Lincoln St & South Samish Way Wednesday, January 9, 213 4: PM to 6: PM HV.9% PHF Minute Interval Summary 4: PM to 6: PM Interval Northbound Southbound Eastbound Westbound Pedestrians Start Lincoln St Lincoln St South Samish Way South Samish Way Interval Crosswalk Time L T R HV L T R HV L T R HV L T R HV Total North South East West 4: PM :15 PM :3 PM :45 PM : PM :15 PM :3 PM :45 PM Total Survey , , Out In 51.6%.91 HV PHF Peak Hour Summary 4:3 PM to 5:3 PM Peak Hour Summary 4:3 PM to 5:3 PM By Approach Northbound Southbound Eastbound Westbound Pedestrians Lincoln St Lincoln St South Samish Way South Samish Way Total Crosswalk In Out Total HV In Out Total HV In Out Total HV In Out Total HV North South East West Volume ,71 1, , , , %HV.6% 1.7%.9% 2.5% 1.% PHF Northbound Southbound Eastbound Westbound By Lincoln St Lincoln St South Samish Way South Samish Way Movement L T R Total L T R Total L T R Total L T R Total Total Volume , ,139 PHF Rolling Hour Summary 4: PM to 6: PM Interval Northbound Southbound Eastbound Westbound Pedestrians Start Lincoln St Lincoln St South Samish Way South Samish Way Interval Crosswalk Time L T R HV L T R HV L T R HV L T R HV Total North South East West 4: PM , :15 PM , :3 PM , :45 PM , : PM ,

24 Peak Hour Summary Mark Skaggs (26) South Samish Way & 36th St 4:3 PM to 5:3 PM Wednesday, January 9, 213 South Samish Way th St Peds Peds 5 Peds Peds 1 36th St South Samish Way Approach PHF HV% Volume EB.92.8% 494 WB.92.2% 62 NB.91.7% 565 SB % 837 Intersection.93.9% 2,498 Count Period: 4: PM to 6: PM

25 Total Vehicle Summary HV 1.7% PHF.91 In Out HV.2% PHF.92 Mark Skaggs (26) Out In In Out South Samish Way & 36th St Wednesday, January 9, 213 4: PM to 6: PM HV.8% PHF Minute Interval Summary 4: PM to 6: PM Interval Northbound Southbound Eastbound Westbound Pedestrians Start South Samish Way South Samish Way 36th St 36th St Interval Crosswalk Time L T R HV L T R HV L T R HV L T R HV Total North South East West 4: PM :15 PM :3 PM :45 PM : PM :15 PM :3 PM :45 PM Total Survey , , Out 1, In 565.7%.91 HV PHF Peak Hour Summary 4:3 PM to 5:3 PM Peak Hour Summary 4:3 PM to 5:3 PM By Approach Northbound Southbound Eastbound Westbound Pedestrians South Samish Way South Samish Way 36th St 36th St Total Crosswalk In Out Total HV In Out Total HV In Out Total HV In Out Total HV North South East West Volume 565 1,23 1, , , , %HV.7% 1.7%.8%.2%.9% PHF Northbound Southbound Eastbound Westbound By South Samish Way South Samish Way 36th St 36th St Movement L T R Total L T R Total L T R Total L T R Total Total Volume ,498 PHF Rolling Hour Summary 4: PM to 6: PM Interval Northbound Southbound Eastbound Westbound Pedestrians Start South Samish Way South Samish Way 36th St 36th St Interval Crosswalk Time L T R HV L T R HV L T R HV L T R HV Total North South East West 4: PM , :15 PM , :3 PM , :45 PM , : PM ,415 3

26 Peak Hour Summary Mark Skaggs (26) South Samish Way & Bill Mcdonald Pkwy 4:3 PM to 5:3 PM Wednesday, January 9, 213 South Samish Way Bill Mcdonald Pkwy Peds Peds 36 Peds Peds Bill Mcdonald Pkwy South Samish Way Approach PHF HV% Volume EB % 634 WB % 41 NB % 639 SB.9 1.1% 759 Intersection % 2,73 Count Period: 4: PM to 6: PM

27 Total Vehicle Summary HV 1.1% PHF.9 In Out HV 7.3% PHF.73 Mark Skaggs (26) Out In In Out South Samish Way & Bill Mcdonald Pkwy Wednesday, January 9, 213 4: PM to 6: PM HV 2.1% PHF Out In Minute Interval Summary 4: PM to 6: PM Interval Northbound Southbound Eastbound Westbound Pedestrians Start South Samish Way South Samish Way Bill Mcdonald Pkwy Bill Mcdonald Pkwy Interval Crosswalk Time L T R HV L T R HV L T R HV L T R HV Total North South East West 4: PM :15 PM :3 PM :45 PM : PM :15 PM :3 PM :45 PM Total Survey , %.99 HV PHF Peak Hour Summary 4:3 PM to 5:3 PM Peak Hour Summary 4:3 PM to 5:3 PM By Approach Northbound Southbound Eastbound Westbound Pedestrians South Samish Way South Samish Way Bill Mcdonald Pkwy Bill Mcdonald Pkwy Total Crosswalk In Out Total HV In Out Total HV In Out Total HV In Out Total HV North South East West Volume , , , , %HV 1.1% 1.1% 2.1% 7.3% 1.5% PHF Northbound Southbound Eastbound Westbound By South Samish Way South Samish Way Bill Mcdonald Pkwy Bill Mcdonald Pkwy Movement L T R Total L T R Total L T R Total L T R Total Total Volume ,73 PHF Rolling Hour Summary 4: PM to 6: PM Interval Northbound Southbound Eastbound Westbound Pedestrians Start South Samish Way South Samish Way Bill Mcdonald Pkwy Bill Mcdonald Pkwy Interval Crosswalk Time L T R HV L T R HV L T R HV L T R HV Total North South East West 4: PM , :15 PM , :3 PM , :45 PM , : PM ,

28 Peak Hour Summary Mark Skaggs (26) Lincoln St & I-5 NB On Ramp 4:3 PM to 5:3 PM Wednesday, January 9, 213 Lincoln St I-5 NB On Ramp Peds 6 Peds 2 Peds Peds Lincoln St Approach PHF HV% Volume EB..% WB..% NB % 1,81 SB % 473 Intersection % 1,554 Count Period: 4: PM to 6: PM

29 Total Vehicle Summary HV 1.7% PHF.93 In Out 551 HV.% PHF. Mark Skaggs (26) Out In 6 2 In Out Lincoln St & I-5 NB On Ramp Wednesday, January 9, 213 4: PM to 6: PM HV.% PHF. 15-Minute Interval Summary 4: PM to 6: PM Interval Northbound Southbound Eastbound Westbound Pedestrians Start Lincoln St Lincoln St I-5 NB On Ramp I-5 NB On Ramp Interval Crosswalk Time L T HV T R HV L R HV Total North South East West 4: PM :15 PM :3 PM :45 PM : PM :15 PM :3 PM :45 PM Total Survey 994 1, , Out In 1,81 1.2%.91 HV PHF Peak Hour Summary 4:3 PM to 5:3 PM Peak Hour Summary 4:3 PM to 5:3 PM By Approach Northbound Southbound Eastbound Westbound Pedestrians Lincoln St Lincoln St I-5 NB On Ramp I-5 NB On Ramp Total Crosswalk In Out Total HV In Out Total HV In Out Total HV In Out Total North South East West Volume 1, , , ,554 2 %HV 1.2% 1.7%.%.% 1.4% PHF Northbound Southbound Eastbound Westbound By Lincoln St Lincoln St I-5 NB On Ramp I-5 NB On Ramp Movement L T Total T R Total L R Total Total Total Volume , ,554 PHF Rolling Hour Summary 4: PM to 6: PM Interval Northbound Southbound Eastbound Westbound Pedestrians Start Lincoln St Lincoln St I-5 NB On Ramp I-5 NB On Ramp Interval Crosswalk Time L T HV T R HV L R HV Total North South East West 4: PM , :15 PM , :3 PM , :45 PM , : PM ,486

30 Peak Hour Summary Mark Skaggs (26) Nevada St & Consolidation Ave 4: PM to 5: PM Wednesday, January 9, 213 Nevada St Consolidation Ave Peds 21 1 Peds 2 Peds Peds 2 Consolidation Ave Nevada St Approach PHF HV% Volume EB.57.% 16 WB..% NB.55.% 11 SB.68.% 27 Intersection.9.% 54 Count Period: 4: PM to 6: PM

31 Total Vehicle Summary HV.% PHF.68 In Out HV.% PHF. Mark Skaggs (26) Out In In Out Nevada St & Consolidation Ave Wednesday, January 9, 213 4: PM to 6: PM HV.% PHF Minute Interval Summary 4: PM to 6: PM Interval Northbound Southbound Eastbound Westbound Pedestrians Start Nevada St Nevada St Consolidation Ave Consolidation Ave Interval Crosswalk Time L T R HV L T R HV L T R HV L T R HV Total North South East West 4: PM :15 PM :3 PM :45 PM : PM :15 PM :3 PM :45 PM Total Survey Out In 11.%.55 HV PHF Peak Hour Summary 4: PM to 5: PM Peak Hour Summary 4: PM to 5: PM By Approach Northbound Southbound Eastbound Westbound Pedestrians Nevada St Nevada St Consolidation Ave Consolidation Ave Total Crosswalk In Out Total HV In Out Total HV In Out Total HV In Out Total HV North South East West Volume %HV.%.%.%.%.% PHF Northbound Southbound Eastbound Westbound By Nevada St Nevada St Consolidation Ave Consolidation Ave Movement L T R Total L T R Total L T R Total L T R Total Total Volume PHF Rolling Hour Summary 4: PM to 6: PM Interval Northbound Southbound Eastbound Westbound Pedestrians Start Nevada St Nevada St Consolidation Ave Consolidation Ave Interval Crosswalk Time L T R HV L T R HV L T R HV L T R HV Total North South East West 4: PM :15 PM :3 PM :45 PM : PM

32 Peak Hour Summary Mark Skaggs (26) Ashley Ave & Consolidation Ave 5: PM to 6: PM Wednesday, January 9, 213 Ashley Ave Peds Peds Peds 1 61 Peds Consolidation Ave Ashley Ave Approach PHF HV% Volume EB..% WB.82.% 49 NB.69.% 36 SB.72.% 78 Intersection.8.% 163 Count Period: 4: PM to 6: PM

33 Total Vehicle Summary HV.% PHF.72 In 78 Out HV.% PHF.82 Mark Skaggs (26) Out In In Out Ashley Ave & Consolidation Ave Wednesday, January 9, 213 4: PM to 6: PM HV.% PHF. 15-Minute Interval Summary 4: PM to 6: PM Interval Northbound Southbound Eastbound Westbound Pedestrians Start Ashley Ave Ashley Ave Consolidation Ave Consolidation Ave Interval Crosswalk Time T R HV L T HV L R HV Total North South East West 4: PM :15 PM :3 PM :45 PM : PM :15 PM :3 PM :45 PM Total Survey Out In 36.%.69 HV PHF Peak Hour Summary 5: PM to 6: PM Peak Hour Summary 5: PM to 6: PM By Approach Northbound Southbound Eastbound Westbound Pedestrians Ashley Ave Ashley Ave Consolidation Ave Consolidation Ave Total Crosswalk In Out Total HV In Out Total HV In Out Total In Out Total HV North South East West Volume %HV.%.%.%.%.% PHF Northbound Southbound Eastbound Westbound By Ashley Ave Ashley Ave Consolidation Ave Consolidation Ave Movement T R Total L T Total Total L R Total Total Volume PHF Rolling Hour Summary 4: PM to 6: PM Interval Northbound Southbound Eastbound Westbound Pedestrians Start Ashley Ave Ashley Ave Consolidation Ave Consolidation Ave Interval Crosswalk Time T R HV L T HV L R HV Total North South East West 4: PM :15 PM :3 PM :45 PM : PM

34 Peak Hour Summary Mark Skaggs (26) Lincoln St & Maple St 4:3 PM to 5:3 PM Wednesday, January 9, 213 Lincoln St Maple St Peds Peds Peds Peds Maple St Lincoln St Approach PHF HV% Volume EB.3.% 6 WB.82.% 95 NB % 536 SB % 434 Intersection % 1,71 Count Period: 4: PM to 6: PM

35 Total Vehicle Summary HV 1.6% PHF.92 In Out HV.% PHF.82 Mark Skaggs (26) Out In In Out Lincoln St & Maple St Wednesday, January 9, 213 4: PM to 6: PM HV.% PHF.3 15-Minute Interval Summary 4: PM to 6: PM Interval Northbound Southbound Eastbound Westbound Pedestrians Start Lincoln St Lincoln St Maple St Maple St Interval Crosswalk Time L T R HV L T R HV L T R HV L T R HV Total North South East West 4: PM :15 PM :3 PM :45 PM : PM :15 PM :3 PM :45 PM Total Survey , Out In %.94 HV PHF Peak Hour Summary 4:3 PM to 5:3 PM Peak Hour Summary 4:3 PM to 5:3 PM By Approach Northbound Southbound Eastbound Westbound Pedestrians Lincoln St Lincoln St Maple St Maple St Total Crosswalk In Out Total HV In Out Total HV In Out Total HV In Out Total HV North South East West Volume ,71 11 %HV 1.1% 1.6%.%.% 1.2% PHF Northbound Southbound Eastbound Westbound By Lincoln St Lincoln St Maple St Maple St Movement L T R Total L T R Total L T R Total L T R Total Total Volume ,71 PHF Rolling Hour Summary 4: PM to 6: PM Interval Northbound Southbound Eastbound Westbound Pedestrians Start Lincoln St Lincoln St Maple St Maple St Interval Crosswalk Time L T R HV L T R HV L T R HV L T R HV Total North South East West 4: PM ,16 9 4:15 PM ,28 8 4:3 PM , :45 PM ,48 8 5: PM ,39 8

36 Peak Hour Summary Mark Skaggs (26) Nevada St & Lakeway Dr 5: PM to 6: PM Wednesday, January 9, 213 Lakeway Dr Peds Peds Peds Peds 4 Lakeway Dr Nevada St Approach PHF HV% Volume EB.97.4% 1,314 WB % 79 NB.85.% 82 SB..% Intersection.94.6% 2,186 Count Period: 4: PM to 6: PM