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HomeMy WebLinkAboutLUA-06-062 2 of 3_MiscDuvall Avenue Corridor Trac Analysis Report A a r a 0! A t[ ■ UL I }0 FINAL REPORT Submitted to: BERGER/ABAM Engineering 33301 Ninth Avenue South Suite 200 Federal Way, WA 98003 August 2004 Prepared by: Mirai Associates 11410 NE 122nd Way NE, Suite 320 Kirkland, WA 98034 °~0o=.Ar"m Table of Contents DNTROD[JCT1ON............................................................................................................ -1 EXISTING CONDITIONS .--...^..........-------.—.---.--.---------..3 Traffic Volumes and Travel Patterns .............................................................................. 4 SafetyAnalysis ............................. ---......................................................................... J Pedestrian Crossings ----------------------------------7 TransitService ......................................... .......... -------........ ...................... —.7 TrafficOperations Analysis ............................................................................................ ' FUTURE CONDITIONS -----.---.---.--.---.--.-----.-----.--lO Corridor Improvement Alternatives ......................... ........... -----............. .... ... /0 Traffic Volumes and Travel Patterns ...................... —................. .................... .... ... I I Pedestrian Crossings ---------------------------------./4 SignalWarrants ............................................ .......... -------............................. /4 Year 2030 Traffic Operations /4 ------------------------14 Intersection LOS and Delay ...................................................................................... \4 Intersection Queue Results ........................................................................................ l7 Arterial Level VfService ........................................................................................... 2} SafetyAnalysis............................................. ........................................................... 23 Recommended Turn Pocket Lengths —.------.---.—.--.—..--------2] FUTURE ALTERNATIVES EVALUATION —.—.--_.--.-----.—.....^.—..—..28 ArterialLOS ...................... ................ .......................................................................... 26 IntersectionLOS ........................................................................................................... 27 Qacao Length Results .---------------------------------J8 AccidentReduction ................................................. —......... --.............................. 28 FindingsRECOMMENDATIONS APPENDIX A: Signal Warrant .--...................^........—...---------38 Duvall Avenue and /VE79hStreet ... ............................................................................ 38 Duvall Avenue ondNE]/*Street .--------------------------'4V APPENDIX B: Synchro Reports ...............—...--.--.-----.---.—.--.—.—..43 APPENDIX C:Corridor Level ofService Analysis....................................................... lD3 Duvall Avenue Corridor | Final Report Traffic Analysis Report W1|raiAssociates, August 20O4 A a c c i A T c • Northbound PM Peak Period Travel Time.................................................................104 Southbound AM Peak Period Travel Time.................................................................105 Southbound PM Peak Period Travel Time................................................................. 106 List of Tables Table 1: Existing AM Peak Period Traffic Volume for Duvall Avenue Corridor .............. 4 Table 2: Existing PM Peak Period Traffic Volume for Duvall Avenue Corridor .............. 4 Table 3: Five-year Accident Data for Duvall Avenue Corridor (1999- 2004) ................... 6 Table 4: Existing LOS and Delay at Duvall Corridor Intersections ................................... 8 Table 5: Existing 95`h Percentile Queue Lengths at Duvall Corridor Intersections............ 9 Table 6: Forecasted 2030 AM Peak Period Traffic Volume for Duvall Avenue Corridor 12 Table 7: Forecasted 2030 PM Peak Period Traffic Volume for Duvall Avenue Corridor 13 Table S: 2030 LOS and Delay at Duvall Corridor Intersections with Needed Intersection Improvements.................................................................................................................... 15 Table 9: 2030 95t` Percentile Queue Lengths at Duvall Corridor Intersections with Needed Intersection Improvements................................................................................... 20 Table 10: 2030 95`h Percentile Queue Lengths at Duvall Corridor Intersections with Needed Intersection Improvements (continued)............................................................... 21 Table 11: 2030 Average Travel Speeds and Corridor Level of Service ........................... 21 Table 12: Recommended Pocket Lengths — No Build Alternative ................................... 23 Table 13: Recommended Pocket Lengths — 3 Lane Alternative ....................................... 24 Table 14: Recommended Pocket Lengths — 4 Lane Alternative ....................................... 24 Table 15: Recommended Pocket Lengths — 5 Lane Alternative ....................................... 25 Table 16: Comparison of Arterial LOS for the Four Studied Future Alternatives .......... 26 Table 17: Comparison of Intersection LOS for All Study Intersections for the Four Studied Future Alternatives............................................................................................... 27 Table 18: Comparison of Criteria Performance Measures ................................................ 29 List of Figure Figure 1: Project Corridor...................................................................................................1 Figure 2. Study Area Intersections...................................................................................... 3 Figure 3: Existing Duvall Avenue Corridor and Recommended Channelization Improvements for Each Alternative.................................................................................. 31 Duvall Avenue Corridor ii Final Report Traffic Analysis Report Mirai Associates, August 2004 A R 4 G I A T W INTRODUCTION King County and the city of Renton are considering future improvements to Duvall Avenue and Coal Creek Parkway to relieve congestion now being experienced along the corridor and to improve the level of service and safety in future years. The limits of the study stretch from just south of the intersection of SE 95th Way and Coal Creek Parkway SE to just north of the intersection of NE Sunset Boulevard (SR -900) and Duvall Avenue, Coal Creek Parkway SE changes names to Duvall Avenue just north of SE 100th Street. Under the County's street naming convention, Duvall Avenue is also referred to as 138th Avenue SE. Figure 1 shows the project corridor and its vicinity. For the purposes of this report, the roadway will be identified as the Duvall Avenue Corridor. King County's 2030 forecasted volumes were based upon several scenarios. •� , u �Q � \ t `` �• '.iyyp ��� �Newcestfe s — l z�, a761g4:14V 1 'p ry 7Uiitf�5� � 429' 4? . U) \ C INo 24o W Nend�St i Nes{3rcr N@' 21st 5t Na 'r •- S _ NE`T7th t U l 144(.I ? 24( d a2Re a aaw = f a L lrSt ko o�� An Figure 1: Project Corridor Duvall Avenue Corridor 1 Final Report Traffic Analysis Report Mirai Associates, August 2004 A• i a C 1 A T[• The four alternatives considered for this analysis include: NO ACTION - No improvements to the corridor. 3 -LANES - Construction of a widened 3 -Lane section to the limits of the study area. The preservation of existing northbound right turn pockets at NE 19th Street and NE 21" Street, northbound and southbound left turn pockets at NE 19'h Street and southbound left turn pocket at NE 21St Street are dependent upon each intersection's analysis. 4 -LANES - Construction of a widened 4 -Lane section to the limits of the study area. The preservation of existing northbound right turn pockets at NE 19th Street and NE 21" Street, northbound and southbound left turn pockets at NE 19th Street and southbound left turn pocket at NE 21St Street are dependent upon each intersection's analysis. 5 -LANES - Construction of a widened 5 -Lane section to the limits of the study area. The preservation of existing northbound right turn pockets at NE 10 Street and NE 215; Street, northbound and southbound left turn pockets at NE 19th Street and southbound left turn pocket at NE 21 St Street are dependent upon each intersection's analysis. This report evaluated traffic conditions at a total of six intersections. The intersection analysis included the following cross streets: SE 100th Street, NE 24th Street, NE 23rd Street, NE 21" Street, NE 19th Street and SE 107" Place. An analysis was provided separately on the intersection layout at NE Sunset Boulevard 1 SR -900 and Duvall Avenue. All other analyzed intersections are current unsignalized. The majority of the intersections fall within the city of Renton. Only SE 100 Street falls under King County's jurisdiction. To the north of the study area, SE 95'h Way and SE May Valley Road intersections are located within the city of Newcastle. All analysis utilized Trafficware Synchro 6.0 (Build 607) software. See Figure 2 for intersection locations. Duvall Avenue Corridor 2 Final Report Traffic Analysis Report Mirai Associates, August 2004 Study Area Figure 2: Study Area Intersections EXISTING CONDITIONS A a O C I A T E i SE Mav Vallev Road SE 95"' Way SE 10011 Street SE 1000 Place NE 23rd Street NE 2111 Street NE 19"' Street SE 107"' Place NE Sunset Boulevard Currently, traffic conditions along Duvall Avenue operate at acceptable levels of service. However, future development in the area and regional changes to the transportation network will greatly affect the travel conditions along this corridor. This study analyzes intersection layouts along the Duvall Avenue corridor from Coal Creek Parkway just south of SE 95th Way in the north to just north of NE Sunset Boulevard in the south. The analysis evaluated need for improved safety, accommodating future AM and PM peak hour volumes and the need for signalization, if the intersection warranted it. The lane configuration on the Duvall Avenue corridor varies depending upon the location. In the northern part of the study, there are two lanes. At the southern end of the corridor, the roadway expands to five lanes with a center two-way left turn lane. Left turn pockets are provided at NE 19th Street and NE 21St Street in the southbound direction. In the northbound direction, a left turn pocket is provided at NE 19th Street. Two right turn pockets for the northbound direction are also provided at NE 19`h Street and NE 215` Street. There is one marked pedestrian crossing across Duvall Avenue at the northern leg of the intersection with NE 21St Street. Currently, bike lanes are not marked and a bike route is not designated within this corridor. Duvall Avenue Corridor 3 Final Report Traffic Analysis Report Mirai Associates, August 2004 A■■ O C I A T C It Traffic Volumes and Travel Patterns Traffic counts at the eight intersections along Duvall Avenue corridor for the three-hour AM and three-hour PM peak periods were collected from October 28 to 30, 2003. The AM peak period was taken from 6:00 to 9:00 AM. The PM peak period was taken from 4:30 to 7:30 PM. Table 1 shows AM peak hour period traffic volumes for the existing study intersections. PM peak hour period traffic volumes are shown in Table 2. Table 1: Existing AM Peak Period Traffic Volume for Duvall Avenue Corridor (October 2003) Table 2: Existing PM Peak Period Traffic Volume for Duvall Avenue Corridor (October 2003) AM Peak Period Northbound Southbound Eastbound Westbound Cross street NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR SE 100th Street 0 817 0 1 358 0 0 0 0 1 0 15 NE 24th Street 5 785 0 0 356 3 32 0 16 0 0 0 NE 23r" Street 5 770 0 0 373 1 20 0 6 0 0 0 NE 21" Street 0 752 5 1 377 0 0 0 0 15 0 28 NE 19th Street 19 743 0 3 382 1 12 0 25 2 0 7 SE 107th Place 19 749 0 0 421 1 6 0 38 0 0 0 Table 2: Existing PM Peak Period Traffic Volume for Duvall Avenue Corridor (October 2003) The existing traffic patterns reflect the location and functions of the corridors. This analysis area is at the southern end of a major north -south corridor that links the cities of Renton, Newcastle and Bellevue. Coal Creek Parkway connects to major employment centers and I- 405 in the north with residential developments throughout the corridor. SE May Valley Road is a major arterial that provides a bypass around the Sunset Boulevard intersection for drivers traveling between areas northwest and southeast of the study area. During the AM peak hour, peak direction is northbound. The volumes build as one travels north along the corridor. From all the examined side streets by leg, NE 24th Street contributes Duvall Avenue Corridor 4 Final Report Traffic Analysis Report Wai Associates, August 2004 PM Peak Period Northbound Southbound Eastbound Westbound Cross street NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR SE 100" Street 0 486 2 7 947 0 0 0 0 2 0 5 NE 20 Street 9 480 0 0 913 36 1 6 0 8 0 0 0 NE 23`' Street 8 471 0 0 909 16 2 0 6 0 0 1 0 NE 21" Street 0 461 32 46 864 0 0 0 0 10 0 15 NE 19th Street 25 487 3 1 875 9 4 0 11 3 0 3 SE 107" Place 1 29 517 0 0 920 1 5 1 2 1 0 1 32 0 0 0 The existing traffic patterns reflect the location and functions of the corridors. This analysis area is at the southern end of a major north -south corridor that links the cities of Renton, Newcastle and Bellevue. Coal Creek Parkway connects to major employment centers and I- 405 in the north with residential developments throughout the corridor. SE May Valley Road is a major arterial that provides a bypass around the Sunset Boulevard intersection for drivers traveling between areas northwest and southeast of the study area. During the AM peak hour, peak direction is northbound. The volumes build as one travels north along the corridor. From all the examined side streets by leg, NE 24th Street contributes Duvall Avenue Corridor 4 Final Report Traffic Analysis Report Wai Associates, August 2004 A■■ O C I A T K the largest number of vehicles to the corridor with 32 eastbound left turns and 16 eastbound right turns at Duvall Avenue. During the PM peak hour, southbound, the reverse commute is the peak direction. At NE 21St Street, 78 vehicles are diverted off the Duvall Avenue corridor. The remainder of the traffic volume trickles off to residential side streets. The volumes along this section of the study remain relatively constant. Safety Anal The most recent five years of accident data, 1999 to 2004, were collected for the Duvall Avenue corridor. Due to the jurisdiction boundaries, the source of data varies. Areas south of SE 100th Place are under the City of Renton's jurisdiction. Areas from SE 100th Place and north are under unincorporated King County. A summary of the five-year accident data for the Duvall corridor is summarized in Table 3. Duvall Avenue Corridor 5 Final Report Traffic Analysis Report Mirai Associates, August 2004 A a 0 C Y A T K Table 3: Five-year Accident Data for Duvall Avenue Corridor (1999- 2004) A total of 102 accidents were reported in a five-year period along the Duvall Avenue Corridor study. The majority (45%) of accidents in the study area were rear end accidents. Twenty-five out of the 46 occurred at the NE Sunset Boulevard intersection. Rear -end accidents can be indicative of congested, stop -and -go conditions and can often be reduced with capacity and signal timing improvements. The next highest accident type was right angle, comprising 30% of the total accidents. The majority of this accident type occurred in a quarter mile stretch between NE Sunset Boulevard and NE 18th Place. Within this stretch, there are several driveways and three residential streets located off Duvall Avenue. Right angle accidents are indicative of vehicles slowly turning out of side streets and/or driveways, Duvall Avenue Corridor 6 Final Report Traffic Analysis Report Mirai Associates, August 2004 Type of Accident Severity ra r s V S 4 CL r r Intersection 4C 1 ¢ 1!_ m ¢ 40 oDLL SE 951h Way 1 3 1 1 3 2 5 Mrd -Block SE 100'h Street 1 1 1 1 2 Mid -Block SE 100'h Place 1 1 1 1 2 Mrd -Block NE 24"' Street 1 1 1 2 2 Mid -Block 1 1 1 NE 23`d Street 4 2 2 4 Mid -Block NE 215` Street 2 1 1 1 2 Mid -Block NE 19' Street 2 2 2 Mid -Block NE 18'" Street 3 1 1 2 2 5 7 Mid -Block SE 107 Ih Street 1 1 1 Mid -Block NE 18`h Place 2 1 1 1 2 Mid -Block SE 107`h Place 1 1 1 Mid -Block 4 10 3 11 14 Sunset 2 1 25 17 7 1 2 2 21 36 57 Boulevard NE TOTAL 2 1 46 1 31 11 0 0 5 2 3 0 38 64 102 As % Of Total 2% 1% 45% 1% 30% :11% 0% 0% 5% 2% 3% 0% 37% 63% 100% Accidents A total of 102 accidents were reported in a five-year period along the Duvall Avenue Corridor study. The majority (45%) of accidents in the study area were rear end accidents. Twenty-five out of the 46 occurred at the NE Sunset Boulevard intersection. Rear -end accidents can be indicative of congested, stop -and -go conditions and can often be reduced with capacity and signal timing improvements. The next highest accident type was right angle, comprising 30% of the total accidents. The majority of this accident type occurred in a quarter mile stretch between NE Sunset Boulevard and NE 18th Place. Within this stretch, there are several driveways and three residential streets located off Duvall Avenue. Right angle accidents are indicative of vehicles slowly turning out of side streets and/or driveways, Duvall Avenue Corridor 6 Final Report Traffic Analysis Report Mirai Associates, August 2004 A!■ C C I A T E a stop -and -go conditions, minimal space between platoons of traffic, or vehicles running a red light at signalized intersections. This type of accident can be reduced with turning restrictions, increased spacing between driveways and/or intersections and signal timing improvements. Pedestrian Crossines Along the Duvall Avenue corridor study area, two marked crosswalks are provided. The signalized intersection at NE Sunset Boulevard / SR -900 has crosswalks at all corners. To the north, about 2,000 feet, crosswalks are provided on the northern and eastern leg of the intersection at NE 21 st Street. The NE 21" intersection is not signalized but has a lighted pedestrian sign with two flashing yellow lights across Duvall Avenue to alert drivers of a pedestrian crossing. It currently does not meet any warrants for a pedestrian crossing. However, considerations were made for the bus stop located on the northeast corner of the intersection and local community concern along the Duvall Avenue corridor. Transit Service King County Metro Transit is the primary service provider for this study area. Currently, two bus routes travel along this section of the Duvall Avenue corridor. Route 114 provides peak hour service to downtown Seattle in the Feak direction. The route travels along Coal Creek Parkway SE and then turns on to NE 23` Street. Route 240 provides all day service throughout the week and travels the entire length of the study area. Bus stops are located on the far side in either direction on Duvall Avenue at NE 19a` Street intersection. Traffic Operations Analvsis The intersection level of service (LOS) can be used as an evaluation of the roadway network operations. The LOS is an evaluation of the operational characteristics of roadway intersections, which are typically the points of congestion for a roadway. From the Transportation Research Board's Highway Capacity Manual (HCM 2000), levels of service are given designations of A through F. (Transportation Research Board, Special Report 209, 2000). LOS A represents free-flow, ideal conditions and LOS F represents a breakdown in traffic flow, characterized by excessive delay to motorists. To improve an intersection with a LOS F, one can reduce the number of vehicles entering the intersection and/or increase the capacity through additional Lanes, revisions in Lane configurations, and/or modifications to the signal timing. The measurement of intersection LOS for two-way stop -controlled intersections is done using procedures from HCM 2000. The analysis for two-way stop controlled intersections is based on delay. LOS for two-way stop controlled intersections is measured for individual movements only, not for the intersection as a whole. Like LOS for signalized intersections, it is based on control delay, but only for the minor street approaches. Table 4 shows existing LOS and delay at each intersection in the study corridor. This table also shows LOS and delay for the movement having the longest delay at each intersection. For unsignalized intersections, only the worst movement's LOS information is provided. Duvall Avenue Corridor 7 Final Report Traffic Analysis Report Mirai Associates, August 2004 A 5 O C! A T C 1 Table 4: Existing LOS and Delay at Duvall Corridor Intersections ' The Highway Capacity Manual does not provide an intersection -wide measure for LOS or Delay for one-way or two-way stop controlled intersections. 2 WBUR: westbound left and right tum lane 3 EBUR: eastbound left and right turn lane " EBUT/R: eastbound left, through and right tum lane " WBUr/R: westbound left, through and right tum lane Synchro 6.0 (Build 607) was used to model both signalized and non -signalized intersections. Turn pocket lengths were evaluated through Synchro 6.0's measure of the 95h percentile queue length (95% Queue or Q95). This is the length per Lane of queued vehicles for a given movement with 95 percent of maximum traffic volume after two signal cycles. Queues that extend beyond the storage capacity of the turn pockets will block through movements. Existing turning pocket lengths are listed in Table 5. Table 5: Existing Pocket Lengths AM Peak Hour PM Peak Hour Intersection Avera a By Movement with Longest Dela Intersection Avera a By Movement with Lon est Dela Cross street LOS Delay sec Movement LOS Delay sec LOS Delay sec Movement LOS Delay sec SE 100"' Street' N/A NIA WBURZ C 16.9 N/A N/A WBUR2 C 17.7 NE 24' Street' N/A NIA EBURS D 28.2 N/A NIA EBURS D 26.1 NE 23`d Street' NIA NIA EBURS D 25.2 N/A N/A EBURS C 20.9 NE 2165 Street' N/A NIA WBUR2 C 23.3 NIA NIA WBUR2 C 24.2 NE 19"' Street' N/A NIA EBL/T/R" C 21.2 NIA NIA WBUT/R$ D 27.7 SE 107 1h Place' N/A NIA EBURS B 14.6 NIA NIA EBURS D 27.0 ' The Highway Capacity Manual does not provide an intersection -wide measure for LOS or Delay for one-way or two-way stop controlled intersections. 2 WBUR: westbound left and right tum lane 3 EBUR: eastbound left and right turn lane " EBUT/R: eastbound left, through and right tum lane " WBUr/R: westbound left, through and right tum lane Synchro 6.0 (Build 607) was used to model both signalized and non -signalized intersections. Turn pocket lengths were evaluated through Synchro 6.0's measure of the 95h percentile queue length (95% Queue or Q95). This is the length per Lane of queued vehicles for a given movement with 95 percent of maximum traffic volume after two signal cycles. Queues that extend beyond the storage capacity of the turn pockets will block through movements. Existing turning pocket lengths are listed in Table 5. Table 5: Existing Pocket Lengths Table 6 lists the 95`h percentile queue lengths for the existing intersection movements for the AM and PM peak hour period. The longest modeled queue length in the AM peak hour was observed in the eastbound movement on NE 24h Street at Coal Creek Parkway SE. A heavy northbound flow was observed at this intersection, which curbed the eastbound left turn movement. This intersection is not signalized. The second worst queue length was the westbound movement at NE 21St Street due to the shared movement lane configuration and Duvall Avenue Corridor 8 Final Report Traffic Analysis Report Mirai Associates, August 2004 Eastbound Westbound Northbound Southbound Left Right Left Right Left Right Left Right () () (feet) (feet) (feet) (feet) (feet) (feet) SE 100 Street - - - - - - - - NE 24" Street - - - NE 23nd Street - - - - - - - - NE 21 n Street - - - - - 50 80 - NE 19" Street - - 80 80 80 SE 107" Place - - - - - - - - Table 6 lists the 95`h percentile queue lengths for the existing intersection movements for the AM and PM peak hour period. The longest modeled queue length in the AM peak hour was observed in the eastbound movement on NE 24h Street at Coal Creek Parkway SE. A heavy northbound flow was observed at this intersection, which curbed the eastbound left turn movement. This intersection is not signalized. The second worst queue length was the westbound movement at NE 21St Street due to the shared movement lane configuration and Duvall Avenue Corridor 8 Final Report Traffic Analysis Report Mirai Associates, August 2004 A i i 0 C 1 A T E i heavy northbound through movement. In the PM peak hour, the intersection at SE 1071h Place had the worst queue length. The heavier southbound movement on Duvall Avenue hindered the left turn movement from SE 107'' Place. The second worst queue length was projected to be the westbound movement at NE 21" Street due to the shared left and right turn lane configuration. The westbound left turn movement was delayed by the heavy southbound through traffic. Table 6: Existing 95'' Percentile Queue lengths at Duvall Corridor Intersections Duvall Avenue Corridor 9 Final Report Traffic Analysis Report Mirai Associates, August 2004 Eastbound Westbound Northbound Southbound Left (feet) Thru (feet) Right (feet) Left (feet) Thru (feet) Right (feet) Left (feet) Thru (feet) Right (feet) Left (feet) Thru (feet) Right (feet) AM Peak Hour SE 100`" Street - - - - 14 - - 0 - - 0 - NE 24`" Street - 60 - - - - - 1 - - 0 - NE 23rd Street - 33 - - - - - 1 - - 0 - N E 21 S' Street - - - - 46 - - 0 0 0 0 - NE 19' Street - 37 - - 9 - 5 0 0 1 0 - SE 107"Place - 28 - - - - 5 0 - - 0 - PM Peak Hour SE 100'" Street - - - - 7 - - 0 - - 2 - NE 24h Street - 21 - - - - - 4 - - 0 - NE 23rd Street - 10 - - - - - 3 - - 0 - NE 2151 Street - - - - 31 - - 0 0 13 0 - NE 19'h Street - 22 - - 10 - 10 0 0 0 0 - SE 107`" Place - 44 - - - - 12 0 - - 0 - Duvall Avenue Corridor 9 Final Report Traffic Analysis Report Mirai Associates, August 2004 A A 0 C I A T E FUTURE CONDITIONS In 2030, traffic volumes are expected to increase significantly. Future development in the area and regional changes in the transportation network are expected to greatly affect the traffic volumes along this corridor. The King County traffic model provided the 2030 traffic forecast volumes. The model assumes that there will be an additional two general purpose lanes in each direction on 1-405 and major widening along NE Sunset Boulevard cast of Duvall Avenue. To address this forecasted increase, four alternatives were analyzed: No - Build, Three -Lanes, Four -Lanes, and Five -Lanes. Depending upon the scenario and location, the increase in volumes ranged from 15 to 75% over current volumes. Corridor Improvement Alternatives Four future alternatives were considered for the Duvall Avenue corridor, including a "No Action" alternative. For all alternatives, five-foot bike lanes in each direction will be added throughout the entire study corridor, which will potentially impact turning movements and final intersection channelization layouts. Location and layout of transit stops will depend upon ridership demand, right-of-way, and pedestrian facility improvements. Bus pullouts or bulb -outs will need further study. The description of the alternatives and assumptions are shown below: No Action Alternative The No Action alternative is substantially the same as existing conditions. No major improvements for the corridor are included. Side street turning pockets will be added where needed. Traffic signalization is not considered. 3 -Lane Alternative This alternative will provide a continuous center two-way left turn lane. The northbound right turn pockets at NE 19`h Street and NE 21St Street will be changed to a shared right turn and through lane. At all intersections, the center two-way left turn lane will give way to an exclusive left turn pocket where needed. Side street turning pockets will be added where needed. Traffic signalization will be considered at certain intersections. 4 -Lane Alternative The existing two-way left turn pocket will remain between NE Sunset Boulevard and NE 17`h Street. Two through lanes in each direction will continue north of SE 107th Place. Any existing turning pockets will be changed to a shared through-tuming lane. Side street turning pockets will be added where needed. Traffic signalization will be considered at certain intersections. 5 -Lane Alternative The existing five -lane configuration north of the intersection at NE Sunset Boulevard and Duvall Avenue will be extended north through the study area. The right turn pockets at NE Duvall Avenue Corridor 10 Final Report Traffic Analysis Report Mirai Associates, August 2004 A i O C 1 A T[■ 14'' Street and NE 21" Street will be changed to a shared right turn through lane. At all intersections, the center two-way left turn lane will give way to an exclusive left turn pocket where needed. Side street turning pockets will be added where needed. Traffic signalization will be considered at certain intersections. Traffic Volumes and Travel Patterns King County provided 2030 traffic forecast volumes using its traffic model for this analysis. It shows significant traffic volume increases over existing conditions. The morning peak hour numbers reveal that the peak direction is northbound as shown in Table 7. The traffic volumes build as one travels north along the study corridor and peaks at SE May Valley Road. In the afternoon, the general peak direction is southbound. However, in the higher capacity alternatives, the ratio between northbound and southbound volumes decreased as shown in Table 8. The overall traffic on the intersecting side streets is not forecasted to increase significantly. Developments along this corridor are generally built -out. Most of these side streets connect to fully developed residential areas. Development in this area of Renton and King County is primarily low-density residential development. Some commercial developments are located along NE Sunset Boulevard. At this time, this corridor is not expected to see any significant development or redevelopment. As a result, there is no significant increase in turning movements expected along the corridor. The only exception is at the intersection at SE 107`b Place and Duvall Avenue. It is forecasted that in the AM and PM peak period, the northbound left turn and eastbound right turn will increase from additional 50 to 110 more vehicles. Because of the intersection's proximity to NE Sunset Boulevard, this greater increase in turning movement and turning patterns suggest that some spillover traffic from the NE Sunset Boulevard intersection is utilizing SE 107th Place as an alternative route. Duvall Avenue Corridor 11 Final Report Traffic Analysis Report Mira! Associates, August 2004 A• r G C 1 A T E Table 7: Forecasted 2030 AM Peak Period Traffic Volume for Duvall Avenue Corridor Source: King County Duvall Avenue Corridor 12 Final Report Traffic Analysis Report Mirai Associates, August 2004 AM Peak Period Northbound Southbound Eastbound Westbound Cross street NBL NBT NBR SBL SBT SBR EBL EBT I EBR WBL WBT "R SE 100"Street 0 1020 10 10 390 0 0 0 0 10 0 20 c NE 20 Street 10 970 0 0 420 10 30 0 10 0 0 0 NE 23`d Street 10 950 0 0 440 10 20 0 10 0 0 0 o NE 21 s' Street 0 920 10 10 440 0 0 0 0 20 0 40 = NE 19th Street 10 910 10 10 410 10 20 10 20 10 10 10 SE 107`' Place 70 880 0 0 440 10 10 0 110 0 0 0 SE 100' Street 0 1110 10 10 460 0 0 0 0 10 0 20 NU NE 24'h Street 10 1050 0 0 490 10 30 0 20 0 0 0 NE 23`d Street 10 1040 0 0 510 10 20 0 10 0 0 0 NE 21" Street 0 1000 10 10 510 0 0 0 0 20 0 40 Q N E 1!P Street 10 990 10 10 480 10 20 10 20 10 10 10 SE 107`h Place 70 960 0 0 510 10 1 10 0 110 0 1 0 0 SE 100'hStreet 0 1390 10 10 570 0 0 1 0 0 10 0 20 NE 24'h Street 10 1320 0 0 600 10 30 0 20 0 0 0 UA m NE 23"' Street 10 1310 0 0 620 10 30 0 10 0 0 0 g E N E 21-5' Street 0 1270 10 10 620 0 0 0 0 20 0 50 a Q NE 19'h Street 10 1250 10 10 580 10 20 10 20 10 1 10 10 SE 107' Place 70 1220 0 0 620 10 1 10 0 110 0 1 0 0 SE 100`" Street 0 1410 10 10 580 0 0 0 0 10 0 20 Lu NE 24'h Street 10 1340 0 0 610 10 20 0 30 0 0 0 m NE 23`d Street 10 1330 0 0 630 10 30 0 10 0 0 0 N E 21 *Street 0 1290 10 10 1 630 0 0 0 0 20 0 50 Q NE 19th Street 10 1 1270 10 10 590 1 10 1 20 10 20 1 10 10 10 SE 1071h Place1 70 1 1230 1 0 1 630 1 10 1 10 0 110 1 0 0 0 Source: King County Duvall Avenue Corridor 12 Final Report Traffic Analysis Report Mirai Associates, August 2004 A 0 o c i A T K A Table S: Forecasted 2030 PM Peak Period Traffic Volume for Duvall Avenue Corridor Source: King County Duvall Avenue Corridor 13 f=inal Report Traffic Analysis Report Mirai Associates, August 2004 PM Peak Period Northbound Southbound Eastbound Westbound Cross Street NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR SE 100"' Street 0 670 10 10 1000 0 0 0 0 10 0 10 c NE 24`h Street 10 660 0 0 980 30 10 0 10 0 0 0 NE 23fd Street 10 660 0 0 980 20 10 0 10 0 0 0 NE 21s1 Street 0 640 40 50 920 0 0 0 0 10 0 20 z NE 19'hStreet 20 680 10 10 900 10 10 10 10 10 10 10 SE 107"' Place 60 670 0 0 930 10 10 0 50 0 0 0 SE 1 OC'h Street 0 780 10 10 1120 0 0 0 0 10 0 10 NE 241h Street 10 760 0 1 0 1100 1 30 10 0 10 1 0 0 0 Z NE 23rd Street 20 1 760 0 0 1100 20 10 0 10 0 0 0 N E 2151 Street 0 750 50 50 1050 0 0 0 0 10 0 20 a NE 19`h Street 20 780 10 10 1020 10 10 10 10 10 10 10 SE 1071h Place 60 770 0 0 1050 10 10 0 1 50 0 1 0 0 SE 1001h Street 0 1000 10 10 1430 0 0 0 1 0 10 0 10 a NE 24" Street 10 970 0 0 1400 40 10 0 10 0 0 0 z E NE 23Y0 Street 20 970 0 0 1400 20 10 0 10 0 0 0 a A NE 2151 Street 0 960 50 60 1340 0 0 0 0 1 10 0 20 4 NE 19"' Street 20 1000 10 10 1310 10 1 10 10 10 10 1 10 10 SE 107"' Place 60 970 1 0 0 1330 10 10 0 70 0 0 0 SE 1001h Street 0 1040 10 10 1470 0 0 0 0 10 0 10 NE 24'h Street 10 1010 0 0 1440 40 10 0 1 10 0 0 0 g= E 23rd Street 20 1010 0 0 1450 20 10 0 10 0 0 0 .9 NE 2151 Street 1 0 990 00 60 I 1380 0 11 0 0 0 10 0 20 a NE 19'h Street 20 1030 10 10 10 10 10 10 10 10 SE 107"' Place 60 1010 0 41340 _LO 01370 10 10 1 0 70 0 0 1 0 Source: King County Duvall Avenue Corridor 13 f=inal Report Traffic Analysis Report Mirai Associates, August 2004 A i a o c I w T c s Pedestrian Crossines The current pedestrian crossing at the intersection of NE 21 st Street and Duvall Avenue will need to be improved for future conditions. In the year 2030, the Duvall Avenue corridor study area is expected to have over 900 vehicles traveling in the peak direction during peak hours. Given the forecasted traffic volumes, it will be very difficult for pedestrians to find a gap in the traffic stream for crossing Duvall Avenue with the current crossing design. Another factor to consider is the roadway width for each design alternative. As the roadway becomes wider, the pedestrian's exposure time to vehicles increases, making the crossing more dangerous. A pedestrian actuated signal should be considered with any improvements in the corridor. The crossing should occur at a mid -block location between NE 21st and NE 23`d Street, just north of the existing Metro Transit bus stop and current pedestrian crossing. A pedestrian refuge should also be considered depending upon the design alternative. Signal Warrants Based upon forecasted 2030 volumes, a signal warrant analysis was applied to two intersections along the corridor: NE 19"' Street and NE 21st Street. Theses two were chosen based upon traffic volumes for each alternative and potential locations for a signalized pedestrian crossing. After performing the warrant analysis as specified under the "Manual on Uniform Traffic Control Devices", neither intersections had more than one warrant satisfied. It should be noted that the satisfaction of a traffic signal warrant or warrants does not in itself require the installation of a traffic control signal. (MUTCD 2003, page 4C-1). Under existing conditions, neither intersection satisfied more than one warrant. See Appendix A for the complete analysis. Year 2030 Traffic Operations Analysis The intersection level of service (LOS) for the four alternatives identified needed intersection improvements. Improvements included adding turning pockets and adjusting turning pocket lengths. The addition of traffic signals and adjustments to the signal timing were only considered for the 3 -Lane, 4 -Lane and 5 -Lane alternatives. The Synchro intersection LOS and Queues reports for each of the future alternatives are attached as Appendix B. Intersection LOS and Delay Separate Synchro models were created with the No Action, 3 -Lane, 4 -Lane and 5 -Lane improvement alternatives and associated forecasted volumes. Table 9 shows the average intersection LOS and delay, as well as the LOS and delay for the movement with the longest delay at each of the study intersections as calculated by Synchro. Duvall Avenue Corridor 14 Final Report Traffic Analysis Report Mirai Associates, August 2004 A■■ G G I A T[• Table 9: 2030 LOS and Delay at Duvall Corridor Intersections with Needed Intersection Improvements ' The Highway Capacity Manual does not provide an intersection -wide measure for LOS or Delay for one-way or two-way stop controlled intersections. 2 EBL: eastbound left tum Lane a EBLfT/R: eastbound left, through and right tum Lane a WBUR: westbound left and right tum Lane 7 WBL: westbound left tum Lane ' EBU/R: eastbound left and right tum Lane " SBL: southbound left turn Lane s WBLIT/R: westbound left, through and right tum Lane " WBLIT: westbound lett tum and through Lane 10 SBL/T: southbound left tum and through Lane Duvall Avenue Corridor 15 Final Report Traffic Analysis Report Mirai Associates, August 2004 AM Peak Period PM Peak Period Intersection By Movement with Intersection By Movement with Longest Average Longest Delay Average Delay Cross street LOS Dewy Movement LOS Delay LOS Dewy Movement LOS Delay (sec) (sac) SBC sec SE 100" Street' NIA NIA WBUR3 D 32.4 NIA N/A WBUR3 E 38.8 >: NE 24'" Street' NIA NIA EBUR` E 45.5 N/A NIA EBUR4 E 42.4 NE 23nd Street' NIA NIA EBUR° E 35.5 N/A NIA EBUR" E 42.1 Q NE 2161 Street' NIA NIA WBUR3 E 39.5 NIA NIA WBUR3 D 32.9 p NE 19 Street NIA NIA WBL/T/R5 E 49.1 NIA NIA EBUT/R F 75.5 Z SE 107t' Place' N/A NIA EBUR° C 21.5 NIA NIA EBL/R' E 44.5 SE 100" Street' NIA NIA WBUR3 E 40.5 N/A NIA WBL7 F 50.5 y NE 24"' Street' N/A NIA EBUR4 E 45.7 NIA NIA EBL2 F 51.5 23rd Street' NIA NIA EBUR4 E 47.1 NIA NIA EBL2 F 53.6 zNE NE 21 B1 Street' NIA NIA WBUR3 C 21.7 NIA NIA WBL' F 41.3 a NE 19th Street' N/A NIA EBLIT/RB F 73.0 NIA NIA WBUT9 F 132.4 SE 107'" Place' NIA NIA EBL/R4 D 25.3 NIA NIA EBL2 E 43.5 SE 100'" Street' NIA NIA WBL7 F 73.8 NIA NIA WBC F 79.3 LU NE 24th Street' N/A NIA EBL2 F 50.3 NIA NIA EBL2 F 119.1 gNE 23rd Street' NIA NIA EBL2 F 52.0 NIA NIA EBL2 F 125.7 NE 21s1 Street' NIA NIA WBL' F 83.2 NIA NIA WBUR3 E 47.9 NE 19t' Street' N/A NIA WBL F 114.8 NIA NIA EBL2 F > 300 SE 107" Place' NIA NIA EBUR` C 21.3 NIA NIA EBL2 E 36.9 SE 100'" Street' NIA NIA WBUR3 E 45.7 NIA NIA WBC F 89.9 NE 20 Street' N/A NIA EBUR4 D 26.6 NIA NIA EBL2 F 136.8 gNE 23`d Street' NIA NIA EBUR4 E 46.6 NIA NIA EBL2 F 148.2 NE 21 s' Street' NIA NIA WBL' F 88.3 NIA NIA WBL! F 105.9 a NE 19'" Street' NIA NIA WBL7 F 123.4 NIA NIA EBL2 F > 300 SE 107'" Place' NIA NIA EBUR° 1 C 21.7 NIA NIA EBL2 F 166.7 ' The Highway Capacity Manual does not provide an intersection -wide measure for LOS or Delay for one-way or two-way stop controlled intersections. 2 EBL: eastbound left tum Lane a EBLfT/R: eastbound left, through and right tum Lane a WBUR: westbound left and right tum Lane 7 WBL: westbound left tum Lane ' EBU/R: eastbound left and right tum Lane " SBL: southbound left turn Lane s WBLIT/R: westbound left, through and right tum Lane " WBLIT: westbound lett tum and through Lane 10 SBL/T: southbound left tum and through Lane Duvall Avenue Corridor 15 Final Report Traffic Analysis Report Mirai Associates, August 2004 A i S O C I A T t f No Action Alternative For the No Action alternative, no traffic signals were added throughout the study corridor. The intersecting side streets along Duvall Avenue were expected to have very low volumes. In the AM peak hour, the worst delays were experienced at NE 20 Street, NE 23rd Street, NE 21St Street and NE 19'h Street, where the worst movements functioned at a LOS E. The westbound movement at NE 19th Street showed the worst delay with 49.1 seconds. SE 107th Place experienced a LOS C for the eastbound movement and SE 100,11 Street experienced LOS D, with 32.4 -second delay. In the PM peak hour period, the intersection at NE 19th Street would operate at a LOS F with 75.5 seconds of delay during the PM peak hour period. The remainder of the intersectionso erated under acceptable levels of delays. Southeast 1071h Place, NE 10V' Street, NE 24 Street and NE 23`d Street operated at LOSE. The NE 21St Street intersection operated at a LOS D with 32.9 seconds of delay. 3 -Lane Alternative The 3 -Lane alternative LOS and delay results were mixed when compared to the No Action results. No traffic signals were assumed throughout the study corridor. The intersections at SE 100th Street, NE 24th Street, and NE 23`d Street experienced a LOS E. SE 107`h Place showed a LOS D for the eastbound movement with a 25.3 -second delay. At NE 21St Street, additional channelization improved the intersections LOS to C. Overall, all side street approaches had slightly worse delays than under the No Action alternative. For the PM peak hour period, SE 100d' Street, NE 24' Street, NE 23`d Street, NE 21St Street and NE 19th Street operated at a LOS F during the PM peak hour period. The westbound movements at NE 19th Street experienced the worst delay, 132.4 seconds. Only the intersection at SE 107th Place did not fail. It operated at a LOS E. The increased southbound through movement impeded turning movements from the side streets. 4 -Lane Alternative When compared to the No Action alternative, the 4 -Lane alternative results were worse. No traffic signals were assumed throughout the study corridor. With the exception of SE 107`h Place, all intersections' LOS degraded. During the AM peak hour, with the exception of SE 107`h Place, all of the remaining intersections along the Duvall Avenue corridor operated at a LOS F. The worst movements on the side streets were left turn movements. The westbound movement at NE 19`h Street received the worst delay with 114.8 seconds. SE 107th Place received a LOS C for the eastbound movement, with a 21.3 second delay. Added eastbound channelization reduced delays. With the exception of SE 107th Place and NE 21 St Street, all of the remaining intersections along the Duvall Avenue corridor functioned at LOS F during the PM peak hour period. The eastbound left turn movement at NE 19th Street experienced the worst delay, over 300 seconds. The intersections at SE 107`h Place and NE 21" Street operated at LOS E. Duvall Avenue Corridor 16 Final Report Traffic Analysis Report Mirai Associates, August 2004 A!■ 0 G I A T[ 5 -Lane Alternative When compared to the No Action alternative, the overall 5 -Lane alternative results were worse. No traffic signals were assumed throughout the study corridor. Only NE 21" Street and NE 19th Street intersections received a LOS F. The worst movements on the side streets were left turn movements. The westbound left turn movement at NE 19th Street received the worst delay, with 123.4 seconds. SE 107th Place received a LOS C for the eastbound movement, with 21.7 second delay. SE 100th Street and NE 23rd Street operated at a LOS E. The intersection with NE 24th Street functioned at a LOS D. Channelization and longer pocket lengths helped reduce side street movement delays at this location. During the PM peak hour period, all of the intersections along the Duvall Avenue corridor operated at LOS F. The worst intersection delays were seen at NE 19th Street with 385.5 seconds of delay for the eastbound left turn movement. All left turn movements off side streets suffered from high volumes of through traffic along the Duvall Avenue corridor.Because of the heavier traffic volumes in both the north and southbound directions, significant delays were seen on the side streets. Intersection Queue Results The 95th percentile queue lengths for each movement at all study intersections were determined from the AM and PM peak hour Synchro models for each of the four future alternatives. Each peak period analysis for all alternatives was conducted independently from the other peak period. The results are summarized in Table 10 and Table 11. All development of the recommended pocket lengths is further discussed in the next section. No Action Alternative During the AM peak hour period on the Duvall Avenue Corridor the worst queue lengths were projected to occur on NE 21St Street, NE 19th Street, and SE 107th Place. Synchro calculated that the queue lengths would be in a range between 94 to 96 feet for each of those side street movements. These queues were the result of the heavy northbound through movement on Duvall Avenue. At NE 19th Street, the queue length for the castbound left turn movement was calculated to be 95 feet while the westbound right turn movement was calculated to be only 68 feet. During the PM peak hour period, the worst queue lengths were projected to be at NE 19th Street and SE 107th Place. At ME 10th Street, the eastbound and westbound movements had similar queue lengths, 91 feet eastbound and 90 feet westbound. At the SE 107th Place intersection, the eastbound queues were calculated to be 105 feet. The heavy eastbound right turn movement was impacted by the higher southbound through movement on Duvall Avenue as well as spillover backups from the intersection at NE Sunset Boulevard. None of the queue lengths for turning movements off Duvall Avenue were over 30 feet for either peak periods. Duvall Avenue Corridor 17 Final Report Traffic Analysis Report Mirai Associates, August 2004 A 0 p C 1 A T K 3 -Lane Alternative During the AM peak hour period on the Duvall Avenue Corridor the worst queue lengths were calculated to be at NE 20' Street, NE 19th Street, and SE 107th Place. Synchro calculated that the worst queue length would be at NE 19th Street, where the eastbound movement would have a queue length of 133 feet. At NE 24th Street, the eastbound traffic had queues over 90 feet. At SE 107th Place, the eastbound movement had a queue close to 110 feet. During the PM peak hour period, queue lengths worsen at NE 19`h Street while the remaining intersections had similar or better queue lengths. At NE 19th Street, both eastbound and westbound movements had queue lengths at 135 feet. None of the queue lengths for turning movements off Duvall Avenue were over 30 feet for either peak periods. 4 -Lane Alternative With the increase in roadway capacity, the overall queues on the main corridor have decreased slightly in the 4 -LANE alternative. During the AM peak hour period on the Duvall Avenue Corridor the eastbound left turn queue at the NE 23`d Street intersection would extend over 70 feet. As a result of the heavy northbound volumes, similar queue lengths were expected for the same eastbound left turn movements at NE 24th Street and NE 19th Street. The westbound left turn movement queue at NE 21 St Street had the longest length with 75 feet. During the PM peak hour period, queue lengths worsen at NE 19th Street while the remaining intersections had similar or better queue lengths. The queue length at NE 19`h Street worsened to 123 feet in the eastbound shared through right movement and 121 feet in the westbound shared through right movement. The eastbound left turn movement was projected to have 104 feet in queue. None of the queue lengths for turning movements off Duvall Avenue were over 30 feet for either peak periods. 5 -Lane Alternative With the increase in roadway capacity, the overall queues on the main corridor remained low as in the 4 -LANE alternative, however the queues on the side streets worsened. During the AM peak hour period on the Duvall Avenue Corridor the eastbound shared movement had over 80 feet for queue length. A similar length was projected for the westbound left turn movement at NE 21" Street. The highest quese length was observed at SE 107th Place where the eastbound movement received 95 feet. Duvall Avenue Corridor 18 Final Report Traffic Analysis Report Mirai Associates, August 2004 A• i O c I A T[ ■ During the PM peak hour period, queue lengths at the NE 19a' Street intersection was calculated to be over 130 feet for both the eastbound and westbound shared through right turn movement. The queue length in the eastbound left turn movement at this same intersection had a calculated length of over 110 feet. For the westbound left turn direction, it was calculated to be over 90 feet. The next highest queue length was at SE 107`h Place with 72 feet in the eastbound left turn movement. The worst queue length for tuming movements off Duvall Avenue was at SE 107`h Place for the northbound left movement where it was over 40 feet in the PM peak period. Duvall Avenue Corridor 19 Final Report Traffic Analysis Report Mirai Associates, August 2004 A• e O C I A T[• Table 10: 2030 Wh Percentile Queue Lengths at Duvall Corridor Intersections with Needed Intersection Improvements Duvall Avenue Corridor 20 Final Report Traffic Analysis Report Mirai Associates, August 2004 Eastbound Left Thru Right {feet) (feet) (feet) Westbound Left Thru Right (feet) (feet) (feet) Northbound Left Thru Right (feet) (feet) {feet) Southbound Left Thru Right (feet) (feet) (feet) AM Peak Hour SE 100 Street - - 47 0 - 5 NE 24 Street 79 - 3 0 NE 23 Street - 52 - 3 0 NE 21 Street - - 96 0 0 4 0 o NE 19 Street 95 68 3 0 0 4 0 - SE 107 Place - 94 - 20 0 - - 0 Z PM Peak Hour SE 100 Street - - 40 0 3 NE 241nStreet - 44 - 4 0 NE 23 Street - 44 - - 4 0 NE 21 Street - 48 0 0 17 0 NE 19 Street - 91 0 - 90 0 8 0 0 3 0 - SE 107 Place - 105 - - - 27 0 - - 0 0 AM Peak Hour SE 100 Street - - - - 58 - 0 5 0 - NE 24 Street 94 - 94 - - 3 0 - 0 NE 23 Street - 65 - - - 3 0 - 0 NE 21 Street - - 56 - 56 - 0 4 0 NE 19 Street = 133 133 75 75 6 0 _ 4 0 SE 107 Place - 109 - - - - 22 0 - 0 PM Peak Hour SE 100 Street - - 47 - 47 - 0 - 4 0 - �+ NE 24 Street 45 45 - 5 0 0 NE 23rd Street 47 - 47 - - 10 0 - - 0 - NE 21 Street - - 70 - - 0 0 19 0 NE 19 Street 135 135 135 135 9 0 0 4 0 SE 107 Place 84 - - - - 30 0 - - 0 AM Peak Hour SE 100 Street - - 40 - 17 0 0 6 0 NE 241hStreet 69 9 - - - 3 0 - - 0 0 o NE 23 Street 71 4 - - - 3 0 - 0 - NE 21 Street - - 75= 40 - 0 0 6 0 - NE 19 Street 65 62 56 59 3 0 0 6 0 SE 107 Place 93 24 0 0 0 i PM Peak Hour SE 140 Street - - - 43 - 6 - 0 0 4 0 - NE 24 Street 58 8 - - 7 0 - - 0 0 NE 23 Street 60 8 - 13 0 0 0 NE 21 Street - - - 66 - 0 0 29 0 - NE 19 Street 104 123 - 82 121 12 0 0 4 0 0 SE 107 Place 73 - 40 - - - 0 0 - - 0 0 Duvall Avenue Corridor 20 Final Report Traffic Analysis Report Mirai Associates, August 2004 A i! 0 C I A T t• Table 11: 2030 93`x' Percentile Queue Lengths at Duvall Corridor Intersections with Needed Intersection Improvements (continued) # The volume for the 95th percentile cycle exceeds capacity and the queue length could be much longer. Arterial Level of Service The AM and PM peak hour Synchro models of the four future alternatives were used to determine the arterial level of service for each direction of the Duvall Avenue corridor. For an arterial LOS analysis, it is recommended to study a corridor that is over one mile in length. Because of this and the short project limits, this analysis included the intersections at SE 95`h Way and SE May Valley Road in the city of Newcastle. These two intersections were assumed to be signalized with intersection improvements for the future. LOS and free flow speeds were based upon Transportation Research Board's HCM 2000. Duvall Avenue would be classified as a Level III, urban street class. A summary of the arterial LOS and speeds for each alternative are shown in Table 12. Table 12: 2030 Average Travel Times, Speeds and Corridor Level of Service Alternative Direction Left tfown Eastbound Thru Right [eet feet Westbound Left Thru Right feet feet feet Northbound Left Thru Right feet feet feet Southbound Left Thru Right feet feet feet NS AM Peak Hour III 1.6 1.6 34.7 34.6 A A 3 LINE Alternative NS 35 III 3.3 1.8 17.3 30.7 D A 4 LANE Alternative NB 35 III 2.2 1.7 25.4 33.3 B A 5 LANE Altemative SE 100 Street 35 - - - 64 35 - 0 0 6 0 - 1.8 2.2 32.1 25.1 A B NE 24 Street SB 63 - 2.1 2.8 26.8 19.8 B C - SB 3 0 - - 0 0 t NE 23m Street 81= - - 3 0 - - 0 0 $E! NE 21 Street = 78 41 0 0 6 0 NE 19 Street 66 64 59 62 3 0 0 6 0 0 SE 107m Place - 95 - - - 24 0 - - 0 0 t PM Peak Hour 1 SE 1001AStreet - - 47 6 - 0 0 5 0 - a NE 24 Street 63 9 - - 7 0 - - 0 0 NE 23ro Street 67 9 - - 14 0 - - 0 8 NE 21 Street - - 53 12 - 0 0 30 0 - rN-91-7 Street 113 133 - 91 132 - 12 0 0 5 0 0 SE 10 Place 72 - 65 - - 41 0 - - 0 1 0 # The volume for the 95th percentile cycle exceeds capacity and the queue length could be much longer. Arterial Level of Service The AM and PM peak hour Synchro models of the four future alternatives were used to determine the arterial level of service for each direction of the Duvall Avenue corridor. For an arterial LOS analysis, it is recommended to study a corridor that is over one mile in length. Because of this and the short project limits, this analysis included the intersections at SE 95`h Way and SE May Valley Road in the city of Newcastle. These two intersections were assumed to be signalized with intersection improvements for the future. LOS and free flow speeds were based upon Transportation Research Board's HCM 2000. Duvall Avenue would be classified as a Level III, urban street class. A summary of the arterial LOS and speeds for each alternative are shown in Table 12. Table 12: 2030 Average Travel Times, Speeds and Corridor Level of Service Alternative Direction Free Flow Speed (mVhr) Urban Street Class Average Travel Average Travel LOS Times (min) Speed (mUhr) AM PM AM PM AM PM Peak Peak Peak Peak Peak Peak NO ACTION NS 35 III 1.6 1.6 34.7 34.6 A A 3 LINE Alternative NS 35 III 3.3 1.8 17.3 30.7 D A 4 LANE Alternative NB 35 III 2.2 1.7 25.4 33.3 B A 5 LANE Altemative NB 35 III 2.0 1.8 28.3 31.2 B A NO ACTION SB 35 III 1.6 1.6 34.8 34.9 A A 3 LANE Alternative SB 35 III 1.8 2.2 32.1 25.1 A B 4 LINE Alternative SB 35 III 2.1 2.8 26.8 19.8 B C 5 LANE Alternative SB 35 Ili 1 1.7 1.7 1 33.1 J 32.8 1 A A Duvall Avenue Corridor 21 Final Report Traffic Analysis Report Mirai Associates, August 2004 A i f O C 1 A T E i No Action Alternative Since no traffic signalization was considered, the expected 2030 traffic volumes would not greatly affect free flow travel speeds and arterial LOS would be a LOS A for both the northbound and southbound directions during both peak periods. Currently, there are no signals along the corridor. In the southbound direction, when compared to the baseline conditions, travel speeds would decrease slightly in both peak periods. Baseline condition assumes no delays at any intersection. The slowest average free flow speed would occur in the northbound direction during the PM peak hour period, 34.6 mph (LOS A). The best free flow speed was seen in the southbound direction during the PM peak hour period, 34.9 mph (LOS A). 3 -Lane Alternative The arterial LOS for the Duvall Avenue corridor in the 3 -Lane alternative would degrade when compared to the No Action alternative. The greatest delay along the corridor occurred at SE May Valley Road during the AM peak hour period in the northbound direction. The resulting free flow speed, 17.9 mph (LOS D) was significantly worse than the No Action alternative. However, the average free flow speeds for the northbound direction in the PM peak hour period improved significantly of the AM period. The average free flow speed in the southbound direction lowered slightly from the AM to the PM peak hour period. The highest free flow speed occurred in the northbound direction during the PM peak hour period, 31.0 mph (LOS A). 4 -Lane Alternative The additional traffic generated under the 4 -Lane alternative would not slow traffic down for either direction for both peak periods since traffic signalization was not warranted at any of the cross streets. But, the arterial LOS in the northbound direction would be improved significantly over the 3 -Lane alternative. For the PM peak hour period, the free flow speed in the northbound direction would be 33.4 mph (LOS A). The southbound direction arterial LOS suffered from left turn movements. The average travel speed in the PM peak hour period dropped from 34.9 mph (LOS A) in the No Action alternative to 20.4 mph (LOS C) for the southbound direction. 5 -Lane Alternative With the addition of a center two-way left turn lane for the entire corridor, the overall arterial LOS would significantly improve over the 4 -Lane alternative in both directions. In the southbound direction, both peak periods received a LOS A. In the northbound direction, the average travel speed in the AM peak hour period improved to 28.7 mph (LOS B), while the PM peak hour period went up to 31.5 mph (LOS A). Duvall Avenue Corridor 22 Final Report Traffic Analysis Report Mirai Associates, August 2004 A!■ 0 G I A T E Safety Analysis Due to differences between historical traffic patterns and those projected by the 2030 modeling, we cannot make an accurate projection in the number of accidents and their locations. The signalization of SE May Valley Road and SE 95'1' Way and realignment of the roadway is not comparable to conditions in 2003, when the Duvall Avenue corridor transitioned from a two -Lane road to a five -Lane configuration with no traffic signals. In the past five years, the majority of accidents were rear -end collisions, which are related to traffic congestion and unexpected slowing. With the expected increase in traffic volumes for the year 2030 and the addition of two traffic signals, traffic congestion and the potential for accidents would tend to increase. It is not clear if right-angle accidents will change. The expected increase in traffic volumes would make left turn movements of side streets very difficult. A center two-way left turn Lane would provide vehicles rcfuge for merging into through traffic. Recommended Turn Pocket Lengths Synchro analysis calculated the 95th percentile queue lengths for each movement at all study intersections during the AM and FM peak hour periods. Each peak period analysis for all alternatives was conducted independently from the other peals period. These calculated queue lengths were the basis for developing the recommended pocket lengths. It was then verified through simulations that were run in SimTraffic. If queues were observed during the simulation, a new, recalculated pocket length was simulated again to verify its operation. Table 13: Recommended Pocket Lengths — No Build Alternative * Existing configuration ** Two -Way Left tum Lane Duvall Avenue Corridor 23 Final Report Traffic Analysis Report Mirai Associates, August 2004 Eastbound Westbound Northbound Southbound Left Right Left Right Left Right Left Right (feet) (feet) (feet) (feet) (feet) Meet) (feet) (feet) AM Peak Hour SE 100" Street - - - - - - - NE 24" Street - - - - - NE 23`0 Street - - - - - - NE 21 " Street - - - 50* 80* - NE 19" Street - 40 - 80* 120* 80* - SE 1070 Place - - - 0** - - - PM Peak Hour SE 100`" Street - - - - - - NE 241" Street - - - - - NE 23'0 Street - - - - - - NE 2151 Street - - - - - 50* 80* NE 19" Street - 100 - 100 80* 120* 80* - SE 107" Place - - - - 0*" - - - RECOMMENDED SE 100'" Street NE 244` Street NE 23id Street NE 21" Street 50* 80* NE 194i Street 100 100 80* 120* 80* SE 1074s Place 0** * Existing configuration ** Two -Way Left tum Lane Duvall Avenue Corridor 23 Final Report Traffic Analysis Report Mirai Associates, August 2004 A 0 O c 1 A T[ i The recommended pocket lengths shown in the following table may have been modified from the Synchro-calculated values to better allow turning vehicles to bypass the through -movement queues. Tables 11, 12, 13 and 14 show the recommended pocket lengths for each alternative. Table 14: Recommended Pocket Lengths — 3 Lane Alternative " existing configuration ** Two -Way Left turn Lane Table 15: Recommended Pocket Lengths — 4 Lane Alternative Eastbound Westbound Northbound Southbound Left Right Left Right Left Right Left Right feet seat (feetj Leet feet feet feet feet AM Peak Hoar SE 100`h Street - - - - 50 NE 24'h Street - 40 - 50 - - NE 23nd Street - - - 50 - NE 2181 Street - - 20 - 50 NE 19'h Street - 40 100 50 50 SE 107th Place - - - 0" - PM Peak Hour SE 100" Street - 40 - NE 24" Street 40 - 50 NE 23" Street 40 - 50 - NE 21s[ Street - - 50 - - 50 NE 19th Street 50 - 100 50 50 SE 107" Place 100 - - 50 - RECOMMENDED SE 100 Street 50 60 NE 20 Street 40 60 NE 23`d Street 40 so NE 21" Street 50 60 NE 19"' Street 50 100 6o 60 SE 107"' Place 100 60 " existing configuration ** Two -Way Left turn Lane Table 15: Recommended Pocket Lengths — 4 Lane Alternative Duvall Avenue Corridor 24 Final Report Traffic Analysis Report Mirai Associates, August 2004 Eastbound Westbound Northbound Southbound Left Right Left Right Left Right Left Right feet feet feet feat feet feet) —1"-L feet AM Peak Hour SE 1001h Street - 50 NE 2e Street 70 - NE 23'" Street 70 - - NE 2V' Street - 75 - NE 19`h Street 75 50 - - SE 1071h Place - - - 50 PM Peak Hoar SE 100th Street - 50 - - NE 24`h Street 50 - - NE 23d Street 75 - - NE 2V' Street - - - NE 19`h Street 100 - 100 - SE 1071h Place - 75 - 50 - - RECOMMENDED SE 100th Street 50 NE 24th Street 70 NE 23`tl Street 76 NE 21" Street 75 NE 19th Street 100 100 SE 107' Place 76 too Duvall Avenue Corridor 24 Final Report Traffic Analysis Report Mirai Associates, August 2004 A■■ O C I A T K Table 16: Recommended Pocket Lengths — 5 Lane Alternative The King County Channelization Standards require a minimum of 100 feet storage length for left turn and right turn pockets. A road variance is required for pocket lengths shorter than 100 feet. Similar standards are followed in the city of Renton. Renton bases their standards upon the state channelization standards, which also require a minimum of 100 feet storage length. Any road variance must be reviewed and approved by the Public Works department. Duvall Avenue Corridor 25 Final Report Traffic Analysis Report Mirai Associates, August 2004 Eastbound Westbound Northbound Southbound Left Right Left Right Left Right Left Right feet feet feet feet feet feet feet het AM Peak Hour SE 100'h Street - 50 NE 20 Street - - - 50 - - NE 23'" Street 50 - NE 21st Street - 75 - 50 NE IV' Street 75 75 50 50 SE 107"' Place - - 50 - PM Peak Hour SE 100"' Street - 50 - 50 NE 24`h Street 75 - 50 - NE 23'" Street 75 - 50 - NE 21" Street - 50 - 50 NE IV' Street 100 - 100 50 50 SE 107"' Placee - 75 - 50 - RECOMMENDED SE 100"' Street so so NE 24`h Street 75 5o NE 23'" Street 75 So NE 21st Street NE 18th Street 100 75 100 5o 50 so SE 107"' Place 75 1 5o The King County Channelization Standards require a minimum of 100 feet storage length for left turn and right turn pockets. A road variance is required for pocket lengths shorter than 100 feet. Similar standards are followed in the city of Renton. Renton bases their standards upon the state channelization standards, which also require a minimum of 100 feet storage length. Any road variance must be reviewed and approved by the Public Works department. Duvall Avenue Corridor 25 Final Report Traffic Analysis Report Mirai Associates, August 2004 A i 0 C I A T E 0 FUTURE ALTERNATIVES EVALUATION The performance of the future alternatives was evaluated based on four criteria: arterial LOS, intersection LOS, queue length results, and accident reduction. Arterial LOS A comparison of the arterial LOS for both directions for the four alternatives is shown in Table 17. For an arterial LOS analysis, it is recommended to study a corridor that is over one mile in length. Because of this and the short project limits, this analysis included the intersections at SE 95`" Way and SE May Valley Road in the city of Newcastle. These two intersections were assumed to be signalized with intersection improvements for the future. In terms of arterial LOS for the southbound direction, there is very little difference between the No Action and the 3 -Lane alternative during the AM peak hour period. However, the LOS dropped to a D in the 3 -Lane alternative in the northbound direction. In the PM peak hour period, the northbound has an arterial LOS A. In the southbound direction, the 3 -Lane alternative degraded slightly to a LOS B. Congestion suffered from the increased volume and signalization at both SE May Valley Road and SE 95`h Way in the 3 -Lane alternative. Table 17: Comparison of Arterial LOS for the Four Studied Future Alternatives LOS improved compared to previous alternative LOS is the same as previous aftemative LOS degraded compared to previous alternative For the 4 -Lane and 5 -Lane alternatives, the northbound arterial LOS improved significantly over the 3 -Lane alternative for the AM peak period. The additional roadway capacity accommodated the expected volumes better than the 3 -Lane alternative. For the PM peak hour period, both 4 -Lane and 5 -Lane alternatives were at par with the No Action alternative, arterial LOS A. In the southbound direction, the arterial LOS for the 4 -Lane alternative suffered from left turn movements especially in the PM peak hour period. The arterial LOS for the 5 -Lane alternative improved when compared to the 4 -Lane. The 5 -Lane configuration would Duvall Avenue Corridor 26 Final Report Traffic Analysis Report Mirai Associates, August 2004 AM Peak PM Peak 3 W it Z a z z dC 4 4C NB Duvall Avenue Corridor A D B A A A A I A SB Duvall Avenue Corridor A A B A A t3 I C I A LOS improved compared to previous alternative LOS is the same as previous aftemative LOS degraded compared to previous alternative For the 4 -Lane and 5 -Lane alternatives, the northbound arterial LOS improved significantly over the 3 -Lane alternative for the AM peak period. The additional roadway capacity accommodated the expected volumes better than the 3 -Lane alternative. For the PM peak hour period, both 4 -Lane and 5 -Lane alternatives were at par with the No Action alternative, arterial LOS A. In the southbound direction, the arterial LOS for the 4 -Lane alternative suffered from left turn movements especially in the PM peak hour period. The arterial LOS for the 5 -Lane alternative improved when compared to the 4 -Lane. The 5 -Lane configuration would Duvall Avenue Corridor 26 Final Report Traffic Analysis Report Mirai Associates, August 2004 A i f C C I A T[■ accommodate left turning movements in the center two-way left turn pocket. Through traffic would not suffer as much of a delay under the 5 -Lane alternative. The arterial LOS results for the Duvall Avenue corridor show the best performance with the No Action alternative followed by the 5 -Lane alternative for both peak hour periods. Intersection LOS The 2030 forecasted model volumes show that as the corridor improved, additional traffic is attracted to the corridor. This would result in LOS degradation at most non -signalized intersections. Table 18 shows the intersection LOS at all study intersections for the four study alternatives. Table 18: Comparison of Intersection LOS for All Study Intersections for the Future Alternatives * Proposed signalization LOS improved compared to No Action alternative LOS the same as No Action altemative LOS degraded compared to No Action alternative For the 3 -Lane alternative, with the exception of NE 2155 Street in the AM peak hour period, all of the other intersection LOS either remained the same or downgraded slightly. NE 19'h Street had a failing movement in both peak periods in the 3 -Lane alternative. NE 2151, 23`d, 24'h and SE 100th Street all had failing movements in the PM peak hour period. The intersection LOS results under the 4 -Lane alternative were mixed when compared to the 3 -Lane alternative. Most intersections had a failing movement. Only SE 107t1i Place did not have a failing movement in both peak hour periods. For NE 21" Street, only the PM peak hour period did not have a failing movement. In the 5 -Lane alternative for the PM peak hour period, all of the non -signalized intersections had a failing movement. For the AM peak hour period, the intersections at SE 100th Street and NE 2e Street had improved LOS when compared to the 4 -Lane alternative. Duvall Avenue Corridor 27 Final Report Traffic Analysis Report Mirai Associates, August 2004 AM Peak PM Peak C o o 4"Intersection Z Z Duvall Ave & SE 1 Or St D E F E E F F F Duvall Ave & NE 20 St E E F D E F F F Duvall Ave & NE 23"' St E E F E E F F F Duvall Ave & NE 21s' St E C F F D F E F Duvall Ave & NE 19'h St E F F F F F F F Duvall Ave & SE IOr Place C D C C E E E F * Proposed signalization LOS improved compared to No Action alternative LOS the same as No Action altemative LOS degraded compared to No Action alternative For the 3 -Lane alternative, with the exception of NE 2155 Street in the AM peak hour period, all of the other intersection LOS either remained the same or downgraded slightly. NE 19'h Street had a failing movement in both peak periods in the 3 -Lane alternative. NE 2151, 23`d, 24'h and SE 100th Street all had failing movements in the PM peak hour period. The intersection LOS results under the 4 -Lane alternative were mixed when compared to the 3 -Lane alternative. Most intersections had a failing movement. Only SE 107t1i Place did not have a failing movement in both peak hour periods. For NE 21" Street, only the PM peak hour period did not have a failing movement. In the 5 -Lane alternative for the PM peak hour period, all of the non -signalized intersections had a failing movement. For the AM peak hour period, the intersections at SE 100th Street and NE 2e Street had improved LOS when compared to the 4 -Lane alternative. Duvall Avenue Corridor 27 Final Report Traffic Analysis Report Mirai Associates, August 2004 A i! O C I A T[ Queue Length Results For each alternative, improvements at all intersections along the Duvall Avenue Corridor were considered. With the expected increase in corridor volumes in the larger capacity alternatives, the side street queues in both peak hour periods would steadily worsen with each higher capacity alternative. Since all of the intersections in each alternative did not warrant a signal, the side street queues suffered from the increasing volumes of through traffic on the main corridor. No one alternative clearly provides the best results in terms of queue lengths for non -signalized intersections. All 95`h percentile queue lengths were computed through Synchro. The side street queue lengths increased as the capacity for each alternative increased. On average, the PM peak hour period had higher queue lengths. The NE 19"` Street intersection showed the highest queue lengths, which is the only side street that crosses Duvall Avenue. Synchro calculated that the longest queue lengths would be for all east or westbound movements at NE 19'' Street, with 135 feet during the PM peak hour period in the 3 -Lane alternative. The 5 -Lane alternative was also predicted to have a similar queue length of 133 feet for the eastbound movement. Accident Reduction The addition of the center two-way left turn lane with the 3 -Lane and 5 -Lane alternative will help reduce certain types of accidents at some intersections along the corridor, i.e. rear end and left turn accidents. However, with the 4 -Lane and 5 -Lane alternative, the added capacity will help reduce the number of accidents related to congestion. But, with the wider facility, pedestrians who want to cross Duvall Avenue would face more exposure time to traffic, which increases the chance of an accident, especially at non - signalized intersections. Duvall Avenue Corridor 28 Final Report Traffic Analysis Report Mirai Associates, August 2004 A• i O C 1 A T t f Findings Table 19 is a matrix showing the relative performance of the four evaluated future alternatives. Table 19: Comparison of Criteria Performance Measures C O � p Cq V Q A 4 x Q Criteria Arterial LOS Intersection LOS 0 Q Q Q Queue Length Results 0 a • 0 Accident Reduction 0 • 0 0 0 • • • WORST BEST After considering such factors as arterial LOS, intersection LOS, queue lengths results and accident reduction, it is determined that the No Action option will be dropped from further consideration. Between the 3 -Lane, 4 -Lane and 5 -Lane alternatives, the 5 -Lane alternative is recommended due to its overall better performance. Duvall Avenue Corridor 29 Final Report Traffic Analysis Report Mirai Associates, August 2004 A s n t i A T c a RECOMMENDATIONS Based upon the analysis results in this report, a variety of treatments is needed for each intersection, depending upon the alternative. The following summarizes the recommended channelization for each of the four alternatives. All recommendations consider both AM and PM peak hour periods. Each peak period analysis for all alternatives was conducted independently from the other peak period. Figure 3 illustrates the channelization for each alternative. This report recommends the 5 -Lane Alternative as the most preferred alternative. No Action The No Action alternative would not provide adequate performance through part of the Duvall Avenue corridor without improved roadway capacity. Side street turning movements will suffer. Duvall Avenue Corridor Intersections SE 100th Street Northbound: a shared right turn through lane Southbound: a shared left turn through lane Westbound: a stop -controlled single shared left -right turn lane NE 24th Street Northbound: a shared left turn through lane Southbound: a shared right turn through lane Eastbound: a stop -controlled single shared left -right turn lane NE 2e Street Northbound: a shared left turn through lane Southbound: a shared right turn through lane Eastbound: a stop -controlled single shared left -right turn lane Duvall Avenue Corridor 30 Final Report Traffic Analysis Report Mirai Associates, August 2004 W U Q J CL e W 1!1 F W W F r v (yU W W IrH N i N W_ H W W R' N N N W 2 ----------------- i i I i I 0 A• s O C 1 A T[ I 741r - i 13 i i I II _..._____.------------ '------------------------------------------ I I i IF IL I I I I I 1 I _ I I 1 J f i I I I i I ------------------I ------------------ ....------------------------------------- _____J I I I I -J_ I I II I I i 1 it I I � I I 1 I i I 1 � I vll JI 3 I ll I _---.-_--------__.____„____.__________.___.___ .' IL it- A I I J I I I I I I i I I I I I I I I I I I I I li I i I I I I I III T IT W U CL s I — n 0 I I ' I I I i i I �xistinq No Action --Lane 4 -Lane I i I 5 Lane Figure 3: Existing Duvall Avenue Corridor and Recommended Channeftation Improvements for Each Alternative Duvall Avenue Corridor 31 Final Report Traffic Analysis Report Mirai Associates, August 2004 A■■ O C I A T E• Between NE 23rd Street and NE 21St Street Add a pedestrian actuated signal at a mid -block location just north of the existing Metro Transit bus stop. The pedestrian crossing will be perpendicular to the roadway and will not have a pedestrian refuge. It will have a pedestrian actuated signal that includes the installation of traffic signage warning of the pedestrian crossing. NE 21St Streef Remove existing pedestrian crossing across Duvall Avenue at this location. See "Between NE 23' Street and NE 21$` Street" for relocation. Northbound: an existing 50 -foot right turn pocket and a through lane Southbound: an existing 80 -foot left turn pocket and a through lane Westbound: a stop -controlled single shared left -right turn lane NE 19t'' Street Northbound: an existing 80 -foot left turn pocket, 120 -foot right turn pocket and through lane Southbound: an existing 80 -foot left turn pocket and a shared through -right turn lane Eastbound: a stop -controlled 100 -foot right turn pocket and a shared through -left turn lane Westbound: a stop -controlled 100 -foot right turn pocket and a shared through -left turn lane SE 1O;7'h Place Northbound: a center two-way left turn lane and a through lane Southbound: a shared right turn through lane Eastbound: a stop -controlled single shared left -right turn lane 3 -Lane Alternative The 3 -Lane alternative would require some capacity improvements to provide adequate performance. The projected volumes under this scenario for the AM peak hour period are forecasted to be higher than the No Action alternative. For the 951' percentile, the queue lengths are calculated to spill back into the SE 95th Way intersection. Coordination of signals between the two intersections could alleviate this situation. The addition of center two-way left turning Lane would increase the safety along the corridor by reducing the number of left turn related collisions. Duvall Avenue Corridor 32 Final Report Traffic Analysis Report Mirai Associates, August 2004 A•• C C I A T t• Duvall Avenue Corridor Intersections SE 70Oth Street Northbound: a shared right turn through lane Southbound: a 50 -foot left turn pocket and a through lane Westbound: a stop -controlled single shared left -right turn lane NE 24th Street Northbound: a 50 -foot left turn pocket and a through lane Southbound: a shared right turn through lane Eastbound: a stop -controlled left turn lane and a 40 -foot right turn pocket NE 23rd Street Northbound: a 50 -foot left turn pocket and a through lane Southbound: a shared right turn through lane Eastbound: a stop -controlled left turn lane and a 40 -foot right turn pocket Between NE 23rd Street and NE 21St Street Add a pedestrian actuated signal at a mid -block location just north of the existing Metro Transit bus stop. The pedestrian crossing will be perpendicular to the roadway and will not have a pedestrian refuge. It will have a pedestrian actuated signal that includes the installation of traffic signage warning of the pedestrian crossing. NE 21st Street Remove existingXedestrian crossing across Duvall Avenue at this location. See "Between NE 23r Street and NE 21" Street" for relocation. Northbound: a shared right turn through lane Southbound: a 50 -foot left turn pocket and a through lane Westbound: a stop -controlled left turn lane and a 20 -foot right turn pocket NE 19th Street Northbound: a 50 -foot left turn pocket and a shared right turn through lane Southbound: a 50 -foot left turn pocket and a shared right turn through lane Duvall Avenue Corridor 33 Final Report Traffic Analysis Report Mirai Associates, August 2004 A a a O C I A T[ f Eastbound: a stop -controlled shared left turn through lane and a 50 -foot right turn pocket Westbound: a stop -controlled shared left turn through lane and a 100 -foot right turn pocket SE 107"h Place Northbound: a 50 -foot left turn pocket and a through lane Southbound: a shared right turn through lane Eastbound: a stop -controlled left turn lane and a 100 -foot right turn pocket 4 -Lane Alternative The 4 -Lane alternative would require additional improvements at several locations to further increase capacity, reduce congestion, and shorten queue lengths. The increase in corridor capacity would attract traffic to Duvall Avenue that might have otherwise traveled on parallel arterials or other less desirable local roads. Duvall Avenue Corridor Intersections SE IOdh Street Northbound: a shared right turn through lane and a through lane Southbound: a shared left turn through lane and a through lane Westbound: a stop -controlled right turn lane and a 50 -foot left turn pocket NE 24�h Street Northbound: a shared left turn through lane and a through lane Southbound: a shared right turn through lane and a through lane Eastbound: a stop -controlled right turn lane and a 70 -foot left turn pocket NE 23`d Street Northbound: a shared left turn through lane and a through lane Southbound: a shared right turn through lane and a through lane Eastbound: a stop -controlled right turn lane and a 75 -foot left turn pocket Duvall Avenue Corridor 34 Final Report Traffic Analysis Report Mirai Associates, August 2004 A! 8 O C F A T K Between NE 23rd Street and NE 21St Street Add a pedestrian actuated signal at a mid -block location just north of the existing Metro Transit bus stop. The pedestrian crossing will be perpendicular to the roadway and will not have a pedestrian refuge. It will have a pedestrian actuated signal that includes the installation of traffic signage warning of the pedestrian crossing. NE 21St Street Remove existing Pedestrian crossing across Duvall Avenue at this location. See "Between NE 23` Street and NE 21" Street" for relocation. Northbound: a shared right turn through lane and a through lane Southbound: a shared left turn through lane and a through lane Westbound: a stop -controlled right turn lane and a 75 -foot left turn pocket NE 19th Street Northbound: a shared left turn through lane and a through lane Southbound: a shared left turn through lane and a through lane Eastbound: a stop -controlled shared right turn through lane and a 100 -foot left turn pocket Westbound: a stop -controlled shared right turn through lane and a 100 -foot left turn pocket SE 107"h Place Northbound: a 50 -foot left turn pocket and two through lanes Southbound: a shared right turn through lane and a through lane Eastbound: a stop -controlled left turn lane and a 75 -foot right turn pocket 5 -Lane Alternative The 5 -Lane alternative would require improvements at several locations to further increase capacity, reduce congestion, and shorten queue lengths. The increase in corridor capacity would attract traffic to Duvall Avenue that might have otherwise traveled on parallel arterials or other less desirable local roads. The addition of a center two-way left turning lane would also increase the safety along the corridor. Duvall Avenue Corridor 35 Final Report Traffic Analysis Report Mira! Associates, August 2004 A• i O G 1 A T C f Duvall Avenue Corridor Intersections SE 100th Street Northbound: a shared right turn through lane and a through lane Southbound: a 50 -foot left turn pocket and two through lanes Westbound: a stop -controlled right turn lane and a 50 -foot left turn pocket NE 24th Street Northbound: a 50 -foot left turn pocket and two through lanes Southbound: a shared right turn through lane and a through lane Eastbound: a stop -controlled right turn lane and a 75 -foot left turn pocket NE 23rd Street Northbound: a 50 -foot left turn pocket and two through lanes Southbound: a shared right turn through lane and a through lane Eastbound: a stop -controlled right turn lane and a 75 -foot left turn pocket Between NE 23rd Street and NE 21st Street Add a pedestrian actuated signal at a mid -block location just north of the existing Metro Transit bus stop. The pedestrian crossing will be perpendicular to the roadway and will not have a pedestrian refuge. It will have a pedestrian actuated signal that includes the installation of traffic signage warning of the pedestrian crossing. NE 21st Street Remove existing pedestrian crossing across Duvall Avenue at this location. See "Between NE 23` Street and NE 21" Street" for relocation. Northbound: a shared right turn through lane and a through lane Southbound: a 50 -foot left turn pocket and two through lanes Westbound: a stop -controlled right turn lane and a 75 -foot left turn pocket NE to Street Northbound: a 50 -foot left turn pocket, a through lane and a shared right tum through lane Duvall Avenue Corridor 36 Final Report Traffic Analysis Report Mirai Associates, August 2004 A i O C 1 A T! i Southbound: a 50 -foot left turn pocket, a through lane and a shared right turn through lane Eastbound: a stop -controlled shared right turn through lane and a 100 -foot left turn pocket Westbound: a stop -controlled shared right turn through lane and a 100 -foot left turn pocket SE 107'' Place Northbound: a 50 -foot left turn pocket and two through lanes Southbound: a shared right turn through lane and a through lane Eastbound: a stop -controlled left turn lane and a 75 -foot right turn pocket Duvall Avenue Corridor 37 Final Report Traffic Analysis Report Mirai Associates, August 2004 A•■ O C I A T E• APPENDIX A: Signal Warrant Analysis All signal warrant analyses were evaluated according to specifications in the "Manual on Uniform Traffic Control Devices" (MUTCD 2003). The following information provides supporting data for our recommendations based upon existing and 2030 -forecasted traffic volumes. Duvall Avenue and NE 19th Street Duvall Avenue and NE 10 Street (existing): • Warrant #1, Eight -Hour vehicular volume, is not applicable to condition A or B. Additional engineering study is needed. (MUTCD 2003, page 4C-3). • Warrant #2, Four -Hour vehicular volume, is not applicable to condition A or B. Additional engineering study is needed. (Page 4C-4). • Warrant #3, Peak Hour, is not met as required conditions for condition A or B. (Page 4C-4 - 4C-6). • Warrant #4, Pedestrian Volume, is not met, as the pedestrian volumes are expected to be well below the minimum requirements. (Page 4C-6). • Warrant #5, School Crossing, is not met, as a school crossing is not present. (Page 4C-6). • Warrant #6, Coordinated Signal System, is not met as required conditions for condition B. (Page 4C-8). • Warrant #7, Crash Experience, where "the severity and frequency of crashes are the principal reasons to consider installing a traffic control signal". (Page 4C-8). This is not applicable since we are dealing with the design year 2030 and do not have accident information. • Warrant 48, Roadway Network, is met under condition A or B. (Page 4C-9). Duvall Avenue and NE 19'x' Street (2030 No Build): • Warrant 41, Eight -Hour vehicular volume, is not applicable to condition A or B. Additional engineering study is needed. (MUTCD 2003, page 4C-3). • Warrant #2, Four -Hour vehicular volume, is not applicable to condition A or B. Additional engineering study is needed. (Page 4C-4). • Warrant #3, Peak Hour, is not met as required conditions for condition A or B. (Page 4C-4 - 4C-6). • Warrant #4, Pedestrian Volume, is not met, as the pedestrian volumes are expected to be well below the minimum requirements. (Page 4C-6). • Warrant #5, School Crossing, is not met, as a school crossing is not present. (Page 4C-6). • Warrant #6, Coordinated Signal System, is not met as required conditions for condition B. (Page 4C-8). • Warrant #7, Crash Experience, where "the severity and frequency of crashes are the principal reasons to consider installing a traffic control signal". (Page 4C-8). This is not applicable since we are dealing with the design year 2030 and do not have accident information. Duvall Avenue Corridor 38 Final Report Traffic Analysis Report Mirai Associates, August 2004 A•■ G C I A T K • Warrant #8, Roadway Network, is met under condition A, B or C for a major route. (Page 4C-9). Duvall Avenue and NE 190 Street (2030 3 -LANE): • Warrant #1, Eight -Hour vehicular volume, is not applicable to condition A or B. Additional engineering study is needed. (MUTCD 2003, page 4C-3). • Warrant #2, Four -Hour vehicular volume, is not applicable to condition A or B. Additional engineering study is needed. (Page 4C-4). • Warrant #3, Peak Hour, is not met as required conditions for condition A or B. (Page 4C-4 - 4C-6). • Warrant #4, Pedestrian Volume, is not met, as the pedestrian volumes are expected to be well below the minimum requirements. (Page 4C-6). • Warrant #5, School Crossing, is not met, as a school crossing is not present. (Page 4C-6). • Warrant #6, Coordinated Signal System, is not met as required conditions for condition B. (Page 4C-8). • Warrant #7, Crash Experience, where "the severity and frequency of crashes are the principal reasons to consider installing a traffic control signal". (Page 4C-8). This is not applicable since we are dealing with the design year 2030 and do not have accident information. • Warrant #8, Roadway Network, is met under condition A, B or C for a major route. (Page 4C-9). Duvall Avenue and NE 19'h Street (2030 4 -LANE): • Warrant #1, Eight -Hour vehicular volume, is not applicable to condition A or B. Additional engineering study is needed. (MUTCD 2003, page 4C-3). • Warrant #2, Four -Hour vehicular volume, is not applicable to condition A or B. Additional engineering study is needed. (Page 4C-4). • Warrant #3, Peak Hour, is not met as required conditions for condition A or B. (Page 4C-4 - 4C-6). • Warrant #4, Pedestrian Volume, is not met, as the pedestrian volumes are expected to be well below the minimum requirements. (Page 4C-6). • Warrant #5, School Crossing, is not met, as a school crossing is not present. (Page 4C-6). • Warrant #6, Coordinated Signal System, is not met as required conditions for condition B. (Page 4C-8). • Warrant #7, Crash Experience, where "the severity and frequency of crashes are the principal reasons to consider installing a traffic control signal". (Page 4C-8). This is not applicable since we are dealing with the design year 2030 and do not have accident information. • Warrant 48, Roadway Network, is met under condition A, B or C for a major route. (Page 4C-9). Duvall Avenue and NE 19'h Street (2030 5 -LANE): Duvall Avenue Corridor 39 Final Report Traffic Analysis Report Mirai Associates, August 2004 A•• O C I A T E• • Warrant #1, Eight -Hour vehicular volume, is not applicable to condition A or B. Additional engineering study is needed. (MUTCD 2003, page 4C-3). • Warrant #2, Four -Hour vehicular volume, is not applicable to condition A or B. Additional engineering study is needed. (Page 4C-4). • Warrant #3, Peak Hour, is not met as required conditions for condition A or B. (Page 4C-4 - 4C-6). • Warrant #4, Pedestrian Volume, is not met, as the pedestrian volumes are expected to be well below the minimum requirements. (Page 4C-6). • Warrant #5, School Crossing, is not met, as a school crossing is not present. (Page 4C-6). • Warrant #6, Coordinated Signal System, is not met as required conditions for condition B. (Page 4C-8). • Warrant #7, Crash Experience, where "the severity and frequency of crashes are the principal reasons to consider installing a traffic control signal'. (Page 4C-8). This is not applicable since we are dealing with the design year 2030 and do not have accident information. • Warrant #8, Roadway Network, is met under condition A, B or C for a major route. (Page 4C-9). Duvall Avenue and NE 21" Street Duvall Avenue and NE 21" Street (existing): • Warrant #1, Eight -Hour vehicular volume, is not applicable to condition A or B. Additional engineering study is needed. (MUTCD 2003, page 4C-3). • Warrant #2, Four -Hour vehicular volume, is not applicable to condition A or B. Additional engineering study is needed. (Page 4C-4). • Warrant #3, Peak Hour, is not met as required conditions for condition A or B. (Page 4C-4 - 4C-6). • Warrant #4, Pedestrian Volume, is not met, as the pedestrian volumes are expected to be well below the minimum requirements. (Page 4C-6). • Warrant #5, School Crossing, is not met, as a school crossing is not present. (Page 4C-6). • Warrant #6, Coordinated Signal System, is not met as required conditions for condition B. (Page 4C-8). • Warrant #7, Crash Experience, where "the severity and frequency of crashes are the principal reasons to consider installing a traffic control signal'. (Page 4C-8). This is not applicable since we are dealing with the design year 2030 and do not have accident information. • Warrant #8, Roadway Network, is met under condition A or B. (Page 4C-9). Duvall Avenue and NE 21" Street (2030 No Build): • Warrant #1, Eight -Hour vehicular volume, is not applicable to condition A or B. Additional engineering study is needed. (MUTCD 2003, page 4C-3). • Warrant #2, Four -Hour vehicular volume, is not applicable to condition A or B. Additional engineering study is needed. (Page 4C-4). Duvall Avenue Corridor 40 Final Report Traffic Analysis Report Mirai Associates, August 2004 A•• O C I A T K • Warrant #3, Peak Hour, is not met as required conditions for condition A or B. (Page 4C-4 - 4C-6). • Warrant #4, Pedestrian Volume, is not met, as the pedestrian volumes are expected to be well below the minimum requirements. (Page 4C-6). • Warrant #5, School Crossing, is not met, as a school crossing is not present. (Page 4C-6). • Warrant #6, Coordinated Signal System, is not met as required conditions for condition B. (Page 4C-8). • Warrant #7, Crash Experience, where "the severity and frequency of crashes are the principal reasons to consider installing a traffic control signal". (Page 4C-8). This is not applicable since we are dealing with the design year 2030 and do not have accident information. • Warrant #8, Roadway Network, is met under condition A, B or C for a major route. (Page 4C-9). Duvall Avenue and NE 21" Street (2030 3 -LANE): • Warrant #1, Eight -Hour vehicular volume, is not applicable to condition A or B. Additional engineering study is needed. (MUTCD 2003, page 4C-3). • Warrant #2, Four -Hour vehicular volume, is not applicable to condition A or B. Additional engineering study is needed. (Page 4C-4). • Warrant #3, Peak Hour, is not met as required conditions for condition A or B. (Page 4C-4 - 4C-6). • Warrant #4, Pedestrian Volume, is not met, as the pedestrian volumes are expected to be well below the minimum requirements. (Page 4C-6). • Warrant #5, School Crossing, is not met, as a school crossing is not present. (Page 4C-6). • Warrant #6, Coordinated Signal System, is not met as required conditions for condition B. (Page 4C-8). • Warrant #7, Crash Experience, where "the severity and frequency of crashes are the principal reasons to consider installing a traffic control signal". (Page 4C-8). This is not applicable since we are dealing with the design year 2030 and do not have accident information. • Warrant #8, Roadway Network, is met under condition A, B or C for a major route. (Page 4C-9). Duvall Avenue and NE 21" Street (2030 4 -LANE): • Warrant #1, Eight -Hour vehicular volume, is not applicable to condition A or B. Additional engineering study is needed. (MUTCD 2003, page 4C-3). • Warrant #2, Four -Hour vehicular volume, is not applicable to condition A or B. Additional engineering study is needed. (Page 4C-4). • Warrant #3, Peak Hour, is not met as required conditions for condition A or B. (Page 4C-4 - 4C-6). • Warrant #4, Pedestrian Volume, is not met, as the pedestrian volumes are expected to be well below the minimum requirements. (Page 4C-6). Duvall Avenue Corridor 41 Final Report Traffic Analysis Report Mirai Associates, August 2004 A i• O C I A T E• • Warrant #5, School Crossing, is not met, as a school crossing is not present. (Page 4C-6). • Warrant #6, Coordinated Signal System, is not met as required conditions for condition B. (Page 4C-8). • Warrant #7, Crash Experience, where "the severity and frequency of crashes are the principal reasons to consider installing a traffic control signal". (Page 4C-8). This is not applicable since we are dealing with the design year 2030 and do not have accident information. • Warrant #8, Roadway Network, is met under condition A, B or C for a major route. (Page 4C-9). Duvall Avenue and NE 21" Street (2030 5 -LANE): • Warrant #1, Eight -Hour vehicular volume, is not applicable to condition A or B. Additional engineering study is needed. (MUTCD 2003, page 4C-3). • Warrant #2, Four -Hour vehicular volume, is not applicable to condition A or B. Additional engineering study is needed. (Page 4C-4). • Warrant #3, Peak Hour, is not met as required conditions for condition A or B. (Page 4C-4 - 4C-6). • Warrant #4, Pedestrian Volume, is not met, as the pedestrian volumes are expected to be well below the minimum requirements. (Page 4C-6). • Warrant #5, School Crossing, is not met, as a school crossing is not present. (Page 4C-6). • Warrant #6, Coordinated Signal System, is not met as required conditions for condition B. (Page 4C-8). • Warrant #7, Crash Experience, where "the severity and frequency of crashes are the principal reasons to consider installing a traffic control signal". (Page 4C-8). This is not applicable since we are dealing with the design year 2030 and do not have accident information. • Warrant #8, Roadway Network, is met under condition A, B or C for a major route. (Page 4C-9). Duvall Avenue Corridor 42 Final Report Traffic Analysis Report Mirai Associates, August 2004 A i O C 1 A T E 1 APPENDIX B: Synchro Reports Existing Conditions 3: SE 100th ST & 138th AV SE 2063 AM Peak Hour Period i1�15r1uxM ! t N 1 Lane GortWatrons Y 1� 4 sign Co*Ql Stag Hee Free GraOe ()% o% (fly, Volume (vehih) 1 15 817 0 1 358 Peak dour Factor 10 100 1 tx) 100 1 O0 100 Hourly low rate (vph) 1 15 sit 0 1 358 Pedestnans Lane Wmfth(0) WAkM Speed ift)s) Perm Bladcape lirght turn Aare Neh! MedenlWe Norte tApdw storage veh) Up*ean PgU (q px, frlatow L11t11udcerl vG, oorAtating volume 117? 817 817 vC1, stage 1 rani vol vC2, stage 2 curt vol v(.ar. rmhbdced %'rel 1177 817 917 tc, simple (s) 64 62 4 1 tG. 2 slp4te (s) tr (s) 3.5 3.3 2.2 pU queue k" °A, 100 46 100 oM eapadty (Vet0h) 211 376 811 PONL MW y a i PSS Volume Total 18 817 359 Valune l eA 1 [; 1 Votune R gl1d 15 0 0 cSH :359 17116 811 Vohme to Capacity 0.04 048 0.00 Queue Lengtli (A) 14 0 0 cm" ©May (s) 16.0 0.0 0.0 Lane1C6 G A AWoach Delay (s) 169 00 00 InUrraedion Cape* L)ll¢atton 530% ICU Levet of Servm A Analym Penal (mmn) 60 MoFA Assmoales, Inc Syr►dtto 6 Report Pago 1 Duvall Avenue Corridor 43 Final Report Traffic Analysis Report Mirai Associates, August 2004 A i f C C 1 A T C• Existing Conditions i8: NE 24th ST & 138th AV SE 2003 AM Peak Hour Period alb'IM4 -* --v 1 t 4 Maas Assuaatos Irn; SYrttiro 6 Reprgl Page 1 Duvall Avenue Corridor 44 Final Report Traffic Analysis Report Mirai Associates, August 2004 Large C~ahons sign control Slop Free FYee Grade n% 0% (M. vok"a (ve") 32 16 5 785 356 3 Peak Hour Fador i M 1(10 100 1 00 1 00 1 00 Hourly lox' nett (vph) 32 % 5 785 356 3 Peclestnans Lane wM (it) Wal" Speed 01/5) Pesten 6bdcape F;bo tum flare (veh) felerf'antype None Medran storafr, veh) Upstream (it) irx, platoon, unblocked vc, ourdret V volurm 1152 358 359 VG1. stage 1 rxrnf vol VQ..stale 2 w# vol vGr, unt>♦odced vol 1152 3.156 169 IC, sk'ple (s) 6.4 6.2 41 tC, 2 stage (s) IF (3) 3.5 33 22 PO queue frees N, 1) 96 1(1O rM egHKAY (veto') 217 687 1200 Volume Total 48 790 359 Votune Lel 32 5 cl volume Right 16 0 3 r,SH 2F32 1200 1710 Voksm to Capaaty 0.17 0.00 0.21 Qutw Lfj , i (1) Fill 1 fi Cantrot Delay (s) 292 01 00 Lane LOS f) A Approa l Delay (s) 28.2 0.1 0.0 ApproaM LC6 D Avfgage DeiaY i ? In teraedan Gapaaty Llditzatron 553% ICU Level of Serowe 8 Analysis Penlod (Inn) GO Maas Assuaatos Irn; SYrttiro 6 Reprgl Page 1 Duvall Avenue Corridor 44 Final Report Traffic Analysis Report Mirai Associates, August 2004 AM M 0 0 1 ATE M Existing Conditions 20 NE 21 st ST & 138th AV SE 2003 AM Peak Hour Period tr i Lane GonWabons Y ♦+ r I Sign Cor*ol Stop Ree Free Grade 0% 0% f V% Vakm (wehh) 16 28 752 6 1 377 Peak Hour Fador 1 (Y.) 1 f)() 10() 100 100 1 f)() Hmwly low rate (vph) 15 26 752 5 1 377 PKIPOnans Lane Wxkh (ft) Wal" Speed (Ws) Pamd Biodcage RqW turn Aare (veh) Mediantype None Median storage veh) Upstream squat (t) pX, jAaloon uMo(*c-d YG, owdiatM vokime 1131 762 767 vG 1. stage I f)onf v(4 VC2, stage 2 mw Va vQi. unWrA(ed Y(A 1131 W 7S7 Ic. sffvm (s) 6.4 6.2 4 1 IQ 2 Mar, is) IF (s) 3.5 33 2.2 PO rfh-LW. Ir", N, 143 43 100 Cm Owacty (vetiftl) 225 410 854 ftftLWF .101, 11U IM ALAR Volume Total 43 752 5 1 377 VD4LJ1TwtPfl 16 0 U 1 0 Volume RON 28 0 5 0 0 cSH 319 1700 17(0 WA 1700 volume to Capady 014 0.44 0.00 0-00 0,22 Qww Ltmgdi A) 46 0 Cartrol Delay (S) 23.3 0.0 00 9.2 0.0 Larne L O -S C A AM(OOM Delay (9) 23.3 0.0 0.0 AppruaM LOS C Average Delay 09 WKsection Capacity Litiluahm 496% ICU Level of Service A Ajialyms Penod (irmn) q) Mrai Amcmies Inc Symliro 6 Report pago I Duvall Avenue Corridor 45 Final Report Traffic Analysis Report Mirai Associates, August 2004 A s• a o 1 A t It s Existing Conditions 22: NE 19th ST & 138th AV SE 2003 AM Peak Hour Period 0115J2W4 -0 —► *N'r k�N tdow Nw l 41 YIMIfMI�r,iew , ..,_;:�;�::v�t Lane G[atligrrratrgrta s ..:M�::->•1tIH�:: +j+ ►( + it �► Sign G01*01 Stop Stop Free Free Grade 096 (YX. 0%. fj`y: volume (vehlh) 12 0 25 2 0 7 19 743 0 3 362 1 Peak Hour Favor 1 W 100 1 O(1 1 (Kl 1 f1(i 1 (K) 1 00 1 W 1.00 100 1 (Ni 1 W Hourly law rate (vph) 12 0 25 2 0 7 19 743 0 3 362 1 Pedaxtnarwe Lane W4h (t) Walking Speed Ws) Pr merit t3ilodcage Fight tum Rare (veh) Ma*mtype None None Median slurwje veh) Upstream *grlal (1) px, lrialrxxr untdodced vC, aDFd bng vokone 1176 1170 362 1194 1170 743 983 743 vG1, stage 1 Dartl vd wG2, stage 2 cord vol vCu, unbkx*ed vot 11 M 1110 382 1194 1170 743 303 743 tG, single (s) 7.1 6.5 6.2 71 6.5 6.2 4.1 4.1 t(;, 2 stage (s) tF (s) 3-5 4-0 33 3.5 4-0 33 22 22 p0 queue tree 'A, 93 1(00 Ww 99 100 90 9R I W rM capacity (vefwtt) 163 199 665 155 169 415 1175 864 111 s . 01, N5:1. JB1 .:lw,: w;-.aIL w Vokme Total 37 9 19 743 0 3 383 Volttme Let 12 2 19 U Q 3 0 volume R#rt 25 7 0 0 0 0 1 otiH 332 302 1175 1700 174n) R(A 1 N vokm9 le Capacity 011 003 002 044 000 0 W 023 Lkleue Lerttlth (1) 3T g 5 0 0 1 U CO*01 Delay (s) 212 18.4 9.3 0.0 00 9.2 0.0 Lune LC6 C C A A Approach Delay (s) 21.2 16.4 02 0.1 Appruarh LOS C C AveraW L3eiay 1 S� Intersedwn Cly UWatran 492% ICU Level of Service A AnilysS Period (Ron) GO Maar Assuaales Ira: Synchro 6 Report Paye 4 Duvall Avenue Corridor 46 Final Report Traffic Analysis Report Mirai Associates, August 2004 A■! O C I A T E Existing Conditions 29: NE 23rd ST & 1381h AV SE 2003 AM Peak Hour Period 911&OW4 t4 Lane GonNuiraeonc Y •1 A Sign Gonfral Slop Free Free Grade 0 (Iq'o ON. volume (ve h111) 20 6 5 770 373 1 Peak Hdwr Fadior 1 (?0 1 (9) 1 Ou 1 (K) 100 100 Marty low rete (vph) 20 6 3 770 373 1 Pedestnans Lane width (ft) Lvalkrn0 W.ed (ft)s) Perowd ebduw Rlgtrl tum Aare (veh) Median type none Median Sint age Vel) 00114"m a" M px, plat" unhlocked vG, conlio" vokime 1154 374 374 vGl, stage 1 oonf vd vG2, stage 2ax9vd vC.u.unbkdcedvol 111A 374 374 tc, So* (s) 64 62 41 1C. 2 slat rr (5x 1F (g) 3.5 3-3 22 01 queue fret % 91 t0q 100 aM Eapacity (vet0h) 217 673 1184 PIONJUMV., volume Total 26 175 314 Vd>IurneLetl lir .S (r Volume Right 6 0 1 r -SH 257 11B4 1700 volume to Capacity 010 0.00 022 Quew Length (R) 33 1 0 Ga#rol delay (s) 25.2 0.1 0.0 Law, t CLS D A Approx#r Delay (s) 25.2 01 00 AMoadi l.CiS D Average Delay 06 Inknedron Cepauty fOAzation 54 SOA 6W Level of Saevice A Anal ys4s Pnnod (Inln) 6() A1sm Associates, Inc SynMro 6 Report Page 5 Duvall Avenue Corridor 47 Final Report Traffic Analysis Report Mirai Associates, August 2004 A■■ G E 1 A T[ i Existing Conditions 112: SE 107th PL & 138th AV SE 2003 AM Peak Hour Period e�1sr20r1a -.4 -'* 1 t 4 41 Mira1 Assoaatvs Inc Syrldua 6 keporl Page 5 Duvall Avenue Corridor 48 Final Report Traffic Analysis Report Mirai Associates, August 2004 Lane ConNurations Y I ++ A S* control stop Free Free Grade 0% Ugh 0%. Vokm (vetch) 6 38 19 749 421 1 Peak How F adof 1 O+1 100 100 100 1 OO loci HM4low fate (Vph) 6 36 19 749 421 1 Pedestnana Lane widh (11) Walking Wwed Oils) Peroerd Bbdrage FOM tum Aare (veh) Medan type None Median storage veli) Upstream 1M" (t) 387 px, platoon undodcptl vC. nordsd g voksne 634 422 422 vC1, stage 1 ounf vol vC2. stege 2 oorrf vd VC 1. unhtudied vf�l U34 422 42? IC, angle (s) 6.6 69 41 IG, 2 slage (s) IF (s) 3.5 3.3 22 pll q mLie Ir". 9l, 98 93 90 W capacity (vehlh) 302 581 1134 OlarllrtltLl O1 w'1 ..11 MAI Am Vokrme Total 44 19 374 374 422 VotuneLet 6 19 11 0 6 Vd"M room 38 0 0 0 1 ASH .515 1134 17011 1700 1700 Vdume to capecAy 0.09 002 0.22 0.22 0.25 Queue Lengdi (1) 20 S [i 0 0 Control Dewy (s) 146 8.4 0.0 0.0 0.0 Lane LOS 9 A Approach Delay (a) 14 6 0.2 00 Appruarn L CfS 9 Averagfa Delay ti 6 Intersection Capacity Ukf¢atron 322% ICU Level of Service A AnBlysrs Penod (min) f70 Mira1 Assoaatvs Inc Syrldua 6 keporl Page 5 Duvall Avenue Corridor 48 Final Report Traffic Analysis Report Mirai Associates, August 2004 A 0 0 0 C I A T K M Existing Conditions 3: SE 100th ST & 138th AV SE 2003 PM Peak Hour Penod e k t 'A Is. + Kral Associates Inr. Synrhro 8 Rejxxt Page I Duvall Avenue Corridor 49 Final Report Traffic Analysis Report Mirai Associates, August 2004 Law, GonWwahons Sign Control Stop Free Free Glade f1% QIA. 0% Volume (vehh) 2 5 406 2 7 047 Peak Hour Fadfx 1 w I On 1 (KI 100 100 100 Hourly low fate (syph) 2 6 496 2 7 947 peclestnai-M Lam Wift (R) Walking Speed {Itis) parowt Biodwe FbgW kirn Rare (veh) Mledentype None Median storage veh) Upstream agnal (t) pX, fAalow Linblorked vC, covdi*W volurne 1440 487 488 VC 1. stage I 4XK# vol vC2. slope 2 oDnf vol YCAj, tinbkx*,-d wA 1448 4R7 488 tG. wV* (s) 64 62 4 1 tC. 2slage (s) IF (s) 3.6 3.3 22 PO QIPPLW, Irep IN, 99 4949 W capacity (vetsh) W 581 1075 Wp0WkW*V: M4 M1 Volume total 7 488 954 WALfirie tea 2 r) I VOIUMO F4hght 5 2 0 r,SH 311 1700 1075 volurm to Gapacdv 0.02 0.29 0,01 (Ame Lengltli (1) 7 U 2 control DIARY (9) 17.7 0.0 02 Lane L 0(; C A Approach OaLaV (a) 17 7 00 02 A4)proach L (XS C Aw,qage Delav 0.2 Inlarsedson Capealy Mkotion 664% ICU Level of Samoa C Aftalysrs Penod (ruin) C41 Kral Associates Inr. Synrhro 8 Rejxxt Page I Duvall Avenue Corridor 49 Final Report Traffic Analysis Report Mirai Associates, August 2004 A s a G r A T E s Existing Conditions 18: NE 24th ST S 13M AV SE 2003 PM Peak Hour Period 9190J2004 N k, t 1 *41 ..... Lane Configurations ,, a x fr Sign Control stop Free Free Grade 0% 0% 095 Volume (vehfi) 8 8 9 480 913 36 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rage (vph) 6 8 9 480 913 36 Pedestrians Lane Vllidth (ft) Walking Speed (Ws) Percent Blockage Right tum flare (veh) Median type None Median storage veh) upstream signal (h) pX, platoon unblocked vC, conflicting volume 1429 931 949 vCi, stage 1 conf vol vC2, stage 2 coni vol vCu, unblocked Yd 1429 931 949 Ic, single (s) 6.4 6.2 4.1 IC. 2 stage (s) th (s) 3.5 3.3 2.2 p0 queue free % 90 98 99 cM capacity (vehlh) 14+7 324 ry7724 Volume Trial 14 489 949 Volume Left 6 9 0 Volume Right a 0 36 cSH 213 724 1700 Volume to Capacity 0.07 0,01 0.56 Queue Length (ft) 21 4 0 Control Delay (s) 26.6 0, 4 0.0 Lane LOS D A Approach Delay (s) 26.6 0.4 0.0 Approach LOS D Intersection Capacity Utilization 60.2% ICU Level of Service Analysis Period (min) 60 Mimi Associa5es, Inc Synchs 6 Report Page 1 Duvall Avenue Corridor 50 Final Report Traffic Analysis Report Mirai Associates, August 2004 A i 0 G 1 A T E 8 Existing Conditions 20. NE 21 st ST & 138th AV SE 2003 PM Peak Hour Period Bt15I2(t(:14 4" 1 Lan- L:onfigu &bons Y Sign t;onra Ston Free Free cram crro 0% 0% Volume (vehlh) 10 15 461 32 46 864 Peak tiout rador 100 1 00 1 W 1 00 1 00 100 Horrly flow rate Oph) 10 15 461 32 46 864 PerJcstnans Lane WKIth(8) I'VAk.,a S(wed (tiS) pArcerr t3bdoge Fbghl tum We fveh) Median type Norse Medlar storm cell) Lipslf = argnal (1) pX, platoon tnhlocked vC, onntiictirtg vokom 1417 461 493 vC1: stair,, 1 rant vol vQ, stage 2 o011tva vC i, IInbkoc od %4 1411 461 493 tC, Sergio (a) 64 62 4.1 tc, 2 stale, [s) tr (s) 3.5 33 22 PO flLwoe free %. 91 46 4f CM capac*y (vetwh) 145 600 1o71 Volume TOW 25 461 32 46 864 Voiulne L,elt 10 0 0 46 0 Volume Rigtt 15 0 32 0 0 r,sH 266 1Ito 17410 10�71 1700 Volume to Capaat y 000 027 002 0.04 051 Queue Lerogbi(1l) 31 [, 0 13 0 GoWor Delay (s) 242 0.0 00 9.0 0.0 Larne t OS G A Approach Malay (8) 24.2 0.0 0.5 Alapruadi L(.6 C Average OetaV 417 intersectm Capacity Ublizabon 555% ICU Level of Servim B ]uial"s Penod (Iron) 60 Maas Assouat+es. Inc. Sr mfo 6 Report Page 3 Duvall Avenue Corridor 51 Final Report Traffic Analysis Report Mirai Associates, August 2004 A i O C 1 A T i i Existing Conditions 22: NE 19th ST & 1381h AV SE 2003 PM Peak Hour Period Or1512(M -0 --• 1!�*-- k 1 t l"W t 41 Mira( Associates, Inc Syndxa 6 Report Page 4 Duvall Avenue Corridor 52 Final Report Traffic Analysis Report Mirai Associates, August 2004 Al Lane, C.onfrguahons *1► + t 7 i+ Sign Control Slop stop Free Free Grade 0% M 0`si, (?9. Volune (Vdlh) 4 0 11 3 0 3 25 487 3 1 875 9 FOP* Hour Fador i 00 1 Orr 1 Ofr 1 (r(r 100 1 (}() 100 100 100 100 1 ii0 1 W Hourly low rate (vph) 4 0 11 3 0 3 25 487 3 1 875 9 Pertestnans Lane W idh (fl) Wal" Shed (ftJs) Pe rovil Blockage fbW him Aare (vehj Wdran lype Now None Median storage weft) Upstream m" (it) nx, platoon unblocked vG. cordretilp volume 1422 1422 880 1425 1423 467 864 490 VC 1, stage 1 oonf I'd vC2, dap 2 oW vol v(;rr rmbi)dced wr�4 1472 1427 880 1425 1423 461 684 490 tc. simple (s) 11 6.5 6.2 71 6.5 6.2 41 4.1 IQ 2 stag+ 'sY tF(5) 3.5 40 33 35 40 33 22 22 PO rpeue free k 4n 10n 97 91 100 99 97 10(1 CM Capacity (watvh) 110 132 346 107 131 581 765 1073 Volume Total 15 6 25 487 3 1 884 VOIune Let 4 3 25 Q ii 1 0 Volume Right 11 3 0 0 3 0 9 oSH 2..21 180 Flt 17(11) 171x0 1((73 1700 Volume to Capacty 0.07 0.03 0.03 029 000 000 0.52 Qrmwc Longth (t) 2? W 1() () 0 0 0 Control Delay (s) 261 27 7 10 3 0.0 00 8.4 0.0 1 ane L Cly D D e A Appruarlr Delay (s) 261 27.7 05 0.0 AWuadr LOS D D Ir�tutttaKtll Iiwi�t�ln�ltlf. ; Ave a[ p Delay 0 6 IntenmOwn Capoaty utilization 566% ICU Level of Servroe B Analysis Penpd (Ilwn) CX) Mira( Associates, Inc Syndxa 6 Report Page 4 Duvall Avenue Corridor 52 Final Report Traffic Analysis Report Mirai Associates, August 2004 A& 0 O C I A T E Existing Conditions 29. NE 23rd ST & 138th AV SE 2003 PM Peak Hour Period 811fW2004 � 1 1 t ' w WOOL-. Law Configm6ons d jr Sign C w*ol Stop Free Free Grad- ()% 0% 0%. Voktme (ve") 2 6 8 471 909 16 Peak Hrxrr Fador 1 00 100 1 DU 100 1 00 1 Q11 linrrfy low rate (vph) 2 6 8 471 909 16 Pedestnans Lane W dh (R) Watkmg Sprett (ftls) Pertat t3lodcage RIgtN tum Rare 4 -eh) Medwitype Nate Median storm veh) Upsheam -agrtat (1) px. platoon triblocied vC, oD.dk ktg vokons.- 1404 917 925 v01, stage 1 r ont vul vG2, siege 2 cortf vol VDjI unt*)(*o-r1 vrA 1404 417 925 IQ sinpte (s`) 64 62 41 tG. 2 stage f s� IF (a) 3.5 33 22 (M grreue ire, %, 49 98 4A Capacity (Ye") 152 739 JCM 133300 Volume Total 8 479 925 ViAmieLe1 2 8 {) Volume FbOt 6 0 16 rtiH 255 739 1700 Volume le capady 0.03 0.01 054 C3r>.xm Length 0) 1U 3 0 Control. Deby (s) 20.9 0.3 0.0 L ane t OS G A Approach Delay (6) 20.9 0.3 0.0 Appruadrk-(iS i Avwago Decay 0 2 khfersechon Cepectly Ulilizahon 588% ICU Level of Srirv#w 9 AnMyw Penod (min) 64) Mira* Assovsles Inc Sm)twc, 6 Repwl Page 5 Duvall Avenue Corridor 53 Final Report Traffic Analysis Report Mirai Associates, August 2004 A! f C C 1 A T L• Existing Conditions 112: 5E 107th Pr_ 8 138th AV SE 2003 PM Peak Hour Period BMW(KA -* N 4\ t i Meal As%oaales, Inc Synduo 6 Repcxt Page b Duvall Avenue Corridor 54 Final Report Traffic Analysis Report Mirai Associates, August 2004 x t_ane Gonhgurahons ly ; i► Sign Control Stop Free Flee Grad#, /n% 0% frX. Volume (vehft) 2 32 29 517 920 5 Peak Hcxir Fads 1 (XI 100 f ()o 1 (N) IM 100 Hary low rate (vph) 2 32 29 517 920 5 Pedestnans Lane Wedh (0) lvalkoV wed (ft/s) Peroertf Blndrage ION turn Mare (weh) Mec#antype Nate MOsan storage veh) Upstream W" (ft) 387 PX, platoon cmbi0cked vC, conlectng voMrrte 1239 922 925 X1. stage 1 omf Vol vC2, stage 2 w;W vol vCat, unhtodced vol 12341 922 92� tC. am* (s) 6 8 6 9 4 1 IG. 2 stage (s) If (s) 3.5 3.3 2.2 PO queue free % 99 0E % ctA capacity (vehlh) 161 272 734 akrtl[tiifr L�lrl I jai 101 "M ts 'AD Volume Total 34 29 258 258 925 Volune I el 2 29 0 Volume Right 32 0 0 0 5 t;SH 261 134 17(0 1100 1704 Volum to Capad y 0 13 0.04 015 015 0 54 Oueue Lengtlh (R) 44 11 0 0 li Control Delay (s) 27.0 10.7 0.0 0.0 0.0 Lan- L CIS D B Approach Delay (ht) 27.0 0.6 0.0 APproadt UA U Av xago- Deiay 0 D "W"cbon Capacity Lowizatim 587% lCU Level of Service 13 Anal ys+s Penocl (crtln) Go Meal As%oaales, Inc Synduo 6 Repcxt Page b Duvall Avenue Corridor 54 Final Report Traffic Analysis Report Mirai Associates, August 2004 A s s o c i A T c a NA - Mirai Proposed Geometry 3: SE 140th ST & 138th AV SE 2434 AM Peak Hour Period llll �72(i[W i t Z Lane ConfWabm,, T+ 4 sign cor*ol stop Free Free Grade 0% 0%, 0% Volume (vehlh) 10 20 1020 10 10 390 Peak Hour Fador 1 (wl 100 100 1 w 100 1 fan Fiouiy tow rate (vph) 10 20 1020 10 10 390 Perlrst i3m Lam WK1h (11) Walking W -ed (ills) Perri$ Sloduge light him flare (Veh) Med en twee NOM Median storage veh) Upstream signal (t) PX, plalaon Ur"oc rpd vC, conh*M vokme 1435 1025 1030 vC1, stage 1 rxxrf ural vC2, nape 2 mW vol vW, rmhkm*ed W 1435 1025 1030 tc, single (s) 64 62 4 1 tC, 2 stage (s) 1F (s) 3.5 3.3 2.2 PO queue tree °K, q3 g3 44 W toady (veNb) 145 285 674 Volume Total 30 1030 400 VdeaneLet W 0 10 volume molt 20 10 0 .SH 216 1700 674 Volume to Capecdy 0.14 0.61 0.01 (Xiew Lengtli (t) 47 [) 5 CantrolDelay (s) 324 0.0 06 Lane LOS D A Approairi Delay (s) 324 00 05 Approsr3i LOS U Average Delay 08 hlersedwn Capacity LlItkabon 643% ICU Level of Service C Analyss Penod (non) Fill Mrral Assowles. Inr Syridxu 6 Report pagr; 1 Duvall Avenue Corridor 55 Final Report Traffic Analysis Report Mirai Associates, August 2004 A■■ O C I A T E NA - Mirai Proposed Geometry 18: NE 24th ST & 138th AV SE 2034 AM Peak Hour Period 011faa'LO04 -," 1 1 t 4 -V i .L e , .r<tt-" a�.;,:ttt Larw cr,nl>au4 T Sign Control Stop Free Free Grade 0% 0% n. Vo4.sne (Vehfi) 30 10 10 970 420 10 Peak Nart Factor 1 ()() 1 00 1 UO 1 fm 1.00 1 00 Nally t m rate (vph) 30 10 10 970 420 10 Pedestnans Lane Widh (R) WFAkov Speed (11/5) Pef me elodwpe Flight turn !late (veh) Medsntype Name Medtan storage veh) Upstream signed (>t) px. platoon tuttlr *wl vC, conlocting voltime 1415 425 430 VG1. stage 1 lAnt vol wG2, stage 2 Goal Vol Val. unhtociced vrA 1415 425 430 IC. stnple (s) 64 62 4.1 1G. 2 stag/; (s) IF (s) 3.5 3-3 22 Pfi queue free 1:, 80 t 84,4 Cm capadty (VOW 1500 629 111129 �__- _ _�1( _M-1 :,�" .: - _. . -. Volune Total 40 NO 430 VolumgrIetl ail 11) 0 Volans Right 10 0 10 r;,SH 185 1129 1700 Wi me to Capeaty 022 001 025 Queue Leng9l (il) 79 .i 4) Control Delay (s) 455 0.3 0.0 Lane LOS L A Approxh Delay (s) 45.5 0.3 0.0 Average Delay 14 Intersedion Cepeoity 13fi1¢ation 690% ICU Level of 5emce C Analysts Penod (min) C3. (.i Mum Assouates Inc Syrichro 8 Report Page 2 Duvall Avenue Corridor 56 Final Report Traffic Analysis Report Mira! Associates, August 2004 A s o c 1 A T c a NA - Wai Proposed Geometry 201 NE 21st ST & 138th AV SE 2030 AM Peak Hour Period en&W9 t t f I �':.._aa..'�:'f"-1�.�.,.�i.l�,•�f:�i�it�ru.:,.c,�: y�al.,.u,ah:-r17i:1i,:'ust�L I ane t::onbgguatiorm + sign control Slop Free Free Grade 496 0% 0%, Volum (vehdh) 20 40 920 10 10 440 Peak Flour Favor 1 W 100 1.00 1 CO 100 100 Hw* low rate (vph) 20 40 920 10 10 440 Pedestnans Lane Wdh (4) Walking Steed (IUs) Percent Siodwe Fb" tum lare (veh) t ilentype None Median storage veh) Upstream a" (2) px, Futon unblodw-d VC, cord tov vokane 1380 920 930 +c 1. staw 1 (,Mf Vol VC2, Mage 2 Dora! vol VCih, unb"pd YO 1380 92f) 430 1G, stipple (s) 6.4 6.2 4 1 IC, 2 slaAe (s) IF (s) 3.5 3.3 2.2 p(1 r1mue tree % 01 08 94 tit capedty (veh1h) 157 328 736 .-: 161 tel.:'..Jw _ Vdune ToW SO 920 10 10 440 WALIUML0 20 r) (r W 0 Vdmm Flight 40 0 10 0 0 C SH 241 1700 1700 7J6 1700 Vdwm to Gapecity 0.25 0.54 0.01 0.01 0.26 ()~, Lengdh (1) %, U 0 4 (i CW*FoI Delay (s) 396 0.0 0.0 10.2 0.0 Lane LOS L B Approach Decoy (s) 39.5 00 02 Approacth L OS £ Average Delay 1 7 Inlsrvedion Capacity U6l¢ahm 58.7% ICU LeVel of Seneca B A mA ysrs P enod (jinn) 60 Mimi Assuaalus. Inc, SVr+drru 6 Report Page 3 Duvall Avenue Corridor 57 Final Report Traffic Analysis Report Mirai Associates, August 2004 A a O C I A T t a HA - Mirai Proposed Geometry 22. SEE 19th ST 8, 138th AV SE 2030 AM Peak Hour Period tfaira�2nf14 Lane Gpnflguratlons 4 It 4 1 ♦ r sf A Sign Control Stop stop Free Free Glade 0% M f p% 0% Vollme (veh0h) 20 10 20 10 10 10 10 910 10 10 410 10 Peak Harr Fads 1 (KI 100 1 (KO 100 100 11x1 100 1 W 100 1 lir) 1 ()(l 1 0o Hmhrty loon rate NO) 20 10 20 10 10 t0 10 910 10 10 410 10 ped-stnans Lane Widh(ft) Wal" Sneed (fUs) Pacertt Blodu ge fbrft tum Aare (veh) 7. Wden type Now None Medan storage veh) UP511-0-1am a" (ft) px, platoon unNodced vC, oonlialing volume 1360 1375 416 1375 1370 910 420 920 vC1. star- 1 cont vol KZ stage 2 oW vol v(;u, unbfunked vol 1,380 1375 415 1375 1370 910 420 920 tc, sirhgle (s) 71 65 6.2 7./ 65 6.2 41 4.1 1G, 2 stage fS) IF (s) 3,5 4.0 3.3 3.6 4.0 3.3 2.2 22 pti queue tree % 82 93 97 41 43 91 49 99 CM CapacAV (V*f h) 119 142 637 111 143 333 113.4 742 POOMALAMW Aj 'nil AM ri volume Total 50 30 10 910 10 10 420 V41une Let 20 10 10 0 1i 10 0 volume Right 20 10 0 0 10 0 10 GSH 201 158 1139 1700 17uO 742 171.10 Volare to Capady 0.25 0.19 0.01 0.54 0.01 001 0.25 (lx -w, t engin (1) 915 68 3 0 0 4 0 Cartrol Delay (s) 463 491 83 0.0 00 10.1 0.0 Lane LCIS E E A 8 Approach Delay (s) 46.3 49.1 01 02 AM U&M L()S E E Ay e1 ape Delay 20 IntwvKbon Capacity UWadon 62.9% ICU Level of Service a Anal ysrs f 1mod (non) 60 MIra1 Assocrakn Im- Syndito 6 Report Page 4 Duvall Avenue Corridor 58 Final Report Traffic Analysis Report Mirai Associates, August 2004 A• s o c i A r s s NA - Mirai Proposed Geometry 29: NE 23rd ST & 138th AV SE 2030 AM Peak Hour Period arl5rla�a t ti t 1 �- .�iyl��/ =..� f 1 -.:; �-aSif1bCWk5c7Ct:.`a»5L1R317aR1,..:, ih I:: Lane GwItpuraUorim T -* R ♦ R Ston Car" Slop Free free Grade 0% (M n. Vohme (vehh) 20 10 10 960 440 10 Peak Harr Favor 100 1 on 1 On 100 100 100 Hourly kw rate (vuh) 20 10 10 950 440 10 Periestnans Lana Width (4) Walking W, ed (IVs) Peroenl BIDC* F Fdghl fum Rare (veh) Medanlype None Median storage veh) Upstream srgrlat (4) pX, plaloon rs# ocked vQ cenlmohM vakxne 1415 445 450 vC1. Aage 1 owl vul vC2, stage 2 cord vol vCu. unblortced vol 1415 445 450 IC, strgle (S) 6.4 6.2 4.1 IC, 2 stage (s) IF (a) 3.5 33 2.2 p(i gkw!ue kee 96 97 98 44 old caps(Ay (vehih) 150 613 1110 PAIMSKIM1101— IWA ION, -A"- OW 450 Volume Tole) 30 Volum. Lell 20 1r) (� Volume flight 10 0 10 cSH 201 111() 174k) Wwrie to Capacl y 015 001 026 dueue Lenglfi (1) 5? 3 O Control Delay (s) 355 03 00 Lane t.0S C A Approach Delay (s) 35.5 0.3 0.0 Approadi 1. OS E Average Delay 09 inkmatton Cepaaly LNkatrom 680% ICU Level of Sewtoe C Arralysrs Penod (nim) GO Mum Assooates. Inc syr/ctuu 6 Report Page 5 Duvall Avenue Corridor 59 Final Report Traffic Analysis Report Mirai Associates, August 2004 A i f O C r A T K NA - Mirai Proposed Geometry 112 SE 107th PL & 138th AV SE 2030 AM Peak Hour Period E111S720(r4 -0 1 1 t I 'f Mirai Assuaates. Inc Syrx#vu 6 Report Page 6 Duvall Avenue Corridor 60 Final Report Traffic Analysis Report Mirai Associates, August 2004 Lane ConLrgmatlons ++ 1k Sign Cordrol Slop Free Free Grade (rix, "1 0%. Vatrme(rahb) 10 110 70 886 440 10 Peak Dour Factor 1 on 100 1 00 100 1 00 1 00 Hou1y low rate (vph) f0 110 70 880 446 10 Pedeslnans Lane With (R) Walking Speed (fUs) percert Blodoge Bight tum Aare (veh) Median lype Mone Mean storm veh) L4)*ew Owe (1) 387 pX, plalow caiblocked vC, oanlydng voArme 1025 445 450 vC1. stage 1 cont -Yd vc2, stage 2 conf vol vGu, unblocked vol 1025 445 45Q IC, rwvie (s) 68 69 41 IG. 2 stage (s) IF (s) 35 33 2.2 Mr queue free , 45 80 44 cM cepadty(vetft 216 561 1107 Vaune Taal 120 70 440 440 450 Volunelel Ili 711 U U 0 volume Aght 110 0 0 0 10 CtiH 495 1107 17041 1700 1700 Volume to Capacty 024 0.06 0.26 026 026 Qum Lenoi (1) 44 24 0 0 (; Control Delay (s) 215 91 0.0 0.0 0.0 Lane LOS G A AWoach Delay (s) 21.5 0.7 0.0 Apprr adr 108 G Average Delay 21 Inkersechm Capacity Ubkratw 45.0% ICU Level of Service A Anal ysrs (It -nod (rrrn) 6(1 Mirai Assuaates. Inc Syrx#vu 6 Report Page 6 Duvall Avenue Corridor 60 Final Report Traffic Analysis Report Mirai Associates, August 2004 A i O C 1 A T E NA - Mirai Proposed Geometry 3: SE 100th ST & 138th AV SE 2030 PM Peak Hour Period Ell i5/2(1(14 0- k t Plv� l Mhra1 A.csuaales inr. Syndvo 6 kepurl Page t Duvall Avenue Corridor 61 Final Report Traffic Analysis Report Mirai Associates, August 2004 Lane Gonhguraltorl.q Y to 4 Sipe Control Stop Free Free Grady. 0% 0% (1% Votune (YOM) 10 10 670 10 10 1000 Peak Hour Fartor 1 W 100 100 100 1 00 1 00 Houty law rale (vph) 10 10 670 10 10 1000 RPiiestnans Ltule Wxkh (R) Walking Speed Ws) Percertt BWage Rgw tum mare (..Tti) Median lyre 4M" Medan storage veh) Upsaeam signal (1) px, platoon urlblmked vC. asn#ilhdrrp volume 16% 675 680 VC 1, stage 1 coni vol vC2. Asp 2 ow t vol v(.11 !)nbk)f*" i'fA 16%, 6J5 680 tc. single (s) 6.4 6.2 4.1 IG, 2 stare (s) tF(s) 35 33 22 PO rJUMW Iree 1w, 91) 1h8 919 CM cap"Y (vdi h) 101 454 912 01006olai:iJlefa— MA II _!i_sa i Volume TOW 20 680 1010 VduneLe1 10 fY 10 Volume Riga 10 10 0 GSH 166 1700 417 Volume to cepad y 0.12 040 0 01 (]u*u+-L Lung"I (m) 40 0 3 corttrol Delay (s) 398 00 03 Lame L C6 [ A Approach Belay (s) 388 0.0 0.3 ApproaM LOS L Average Delay U 6 trltersedlon cnppcitg UtiYzatlon 706% lCU Level of Servroe c Analysis Penud (Iran) 60 Mhra1 A.csuaales inr. Syndvo 6 kepurl Page t Duvall Avenue Corridor 61 Final Report Traffic Analysis Report Mirai Associates, August 2004 A■■ 0 C r A T E NA • Mirai Proposed Geometry 18: NE 24th ST & 138th AV SE 2030 PM Peale Hour Period 9115rnW -0 1 1 t d MsN As%uaales, Inc Syrx3xo 6 (deport Page 2 Duvall Avenue Corridor 62 Final Report Traffic Analysis Report Mirai Associates, August 2004 Lane Confrgtxabms 4 116 Sign Control Stop Free Free Grade 0% 0% ()%.. Yvharre (vetch) 10 10 70 BSO 980 30 Peak }lour Fador 100 100 1 00 100 100 1 f}11 Hasfy Aon rate (vph) 10 10 10 660 980 30 Pedestnans Lane Widh (ft) Walking Slwerrl OU.) POVBN t3fodtape fbghf turn Hare (yvh) M"antype N(ia1C Medw storage veh) Upstream signal (R) pX, platrron tr A(w*-d vC, conFbdirig vokone 1575 9% 700 v(, 1, Mage 1 oonf vul vC2, stege ?oadvd vCu, untAnA*od vol 1675 945 1010 tc, single (s) 64 62 4-1 1G. 2 stage (s) IF (s) 3.5 3.3 2.2 p(I roue fr", k 40 W 94 d41 capadty (vd0h) 103 297 686 Volume Total 20 670 1010 volume I e 1i1 10 0 Volume RgN 10 0 30 L.SH 15:3 686 1700 voiu"foCapsaiy 013 0.01 0.58 Queue Length (1) 44 4 0 Control Delay (s) 42A 0.4 0.0 Lane LLQ L A Appro@M Oday (s) 424 04 0.0 A14rruarlr I OS F Arerage Oda* 0 7 Intersedon Capacity UMahon 63A% ICIJ Level of swwce a Anal ysrs Penud (own) 60 MsN As%uaales, Inc Syrx3xo 6 (deport Page 2 Duvall Avenue Corridor 62 Final Report Traffic Analysis Report Mirai Associates, August 2004 A■■ C C I A T K NA - Mirai Proposes! Geometry 20. NE 21st ST & 138th AV SE 2030 PM Peak Hour Period fCJ15!2odb I . aneGorfrg<rabom Y + 11 4 + Sign Conlyd stop Free Fr" Grade (M 0'%. 0% Vohuae(Vehh) 10 20 640 40 50 920 Peak Hour Fador i M 1.00 1.0 100 1.00 1.00 HbLvh low We (vph) 10 20 640 40 50 920 Pedestnans Lara Widh(II) Wal" Speed Ous) Pe BRN*Soe OON Ibghi turn Mare (veh) Mettiantype None McAan storage veh) 11p*ew a" (1) VX, plaklon untdocked vC, aortscng vdhune 1660 640 660 vG1, stage 1 orx►f VEA vC2, stage 2 cad vol vCll, unblocked vol 1660 640 680 IC, single (s) 6.4 6.2 4.1 IC, 2 stage (s) IF (s) 35 3-3 2-2 pU queue Ir", 9, Ufl 96 qh OM capacity (Vem) 101 475 912 Gl oolik. iN .. .104 VOILEM Total ;fes 30 640 40 50 ,:. 920 ... .. - , . "�.. . . Volunee Lef 1u 11 a it} Volume t40" 20 0 40 0 0 F,.SH 113 1700 1700 911 1700 Vokone to Capady 014 038 002 005 0.54 Chiwe Length (1) 48 l) 11 17 control Delay (s) 329 00 00 90 00 Lane t QS D A Approach Delay (s) 32.9 0.0 0.5 Approach UXS D As' age Dei2 09 kztersedion Capacity ttkkzahon 584% ICU Level of Semon S NWyshs Penod (min) 60 Kral Assuaates. Inc Synenro 6 Report Pago 3 Duvall Avenue Corridor 63 Final Report Traffic Analysis Report Mirai Associates, August 2004 A i! O C I A T K NA - Mirai Proposed Geometry 22: NE 19th ST & 138th AV SE 2036 PM Peak Hour Period 871512004 Lane ConWahons 4 �► � � ' � t it I 1» sign �d Stop Stop t=ree Free Gradf, 0%i, 0%. 0%, W, VOW* (ve4rh) 10 10 10 10 10 10 20 680 10 10 900 10 Beak Hour Fador 1 00 100 100 100 1 00 100 1 W 100 100 1 0) 100 100 #lowly low rate (vph) 10 10 10 10 10 10 20 680 10 10 900 10 Pedestnans Lane WK2h (11) IVFAkwM %weed (His) perowl Bbdmw Rtghl turn Rare (veh) 4 4 Mediad type Hone bone F.4whan staragr, veh) Upstream ar" (2) px, plalDw cw*lock+.d vC, oarrbd" voksm 1656 1656 905 16.50 1650 680 910 690 vG1, qaW i cant':d vG2, stop 2 ooW vol ,,,(;Lt Mbky ced voi 185.5 16.16 905 16150 1650 6M) 9111 6W IC, singe (s) TA 6.5 6.2 7.1 65 6.2 4.1 4.1 1G, 2 stage is) IF (s) 3.5 4.0 3.3 3.6 4.0 3.3 2.2 2.2 PO queue lrep % R5 89 97 R5 89 913 97 uo CM capadty OWN 68 94^, 335 95 451 748 905 I . � IKL � ML �� `'. X0 . ZI68 JU Vdume Tot# W 30 20 680 10 10 910 Volune Let 10 10 20 0 0 14) o Vokaft tLgltl 10 10 0 0 10 0 10 ,�SH 122 123 748 1700 1700 IM, 1700 Volume to Capsoty 0.25 0.24 0.03 0.40 001 001 0.54 Qw,w Length (1) 91 90 8 0 0 3 t] col trol Delay (s) 75.5 739 10.3 0.0 0.0 9.2 0.0 Lane LCC' F F B A AWoadt Delay (s) 75.5 73.9 0.3 0.1 ApptuaM L(;6 F F Average Delay 20 14ersectm Capacity t161¢abon 646% ICU Level of Semoe G Analysts Penod (non) 60 Mirai Assoaales. ON,, Synchro 8 Report Page 4 Duvall Avenue Corridor 64 Final Report Traffic Analysis Report Mirai Associates, August 2004 A i• d C 1 A T K NA - Mirai Proposed Geometry 29: NE 23rd ST & 138th AV SE 2030 PM Peak Hour Period 0115r -M4 1 l *ti t l *' Mirai Assoaalcs. Inr, Syrldrro 6 Report Pagel 5 Duvall Avenue Corridor 65 Final Report Traffic Analysis Report Mirai Associates, August 2004 Laren Coiflgrrabons Sign Control Slap Free Free Grade OTO 0% 0%. volume (vetvh) 10 10 10 660 900 20 Peak Hour Fadrx 1 (K) i (k) t (x) 100 100 100 }Hourly low rate (Wh) 10 10 10 660 DOD 20 Prdeshans Lana W1dh(11) Wal" Speed (fl)s) percerd Bloduape NUM tum Aare (veh) Medantyp+e None Medlar storage veh) up*eam sure! (R) pX, platoon urdAodmd vC, con# bng volume 1670 990 1000 I'C1. stage 1 Ixxtf Vul vC2, stile 2 cont vol VC J. unWr*ed vol 11370 490 1000 tC. w%$e (s) 6.4 6.2 4.1 IG. 2 stage (s) tF (s) 3.5 3-3 2-2 PO queue free % w 97 99 am Crpady(yyY���alM) 104 M 692 OjPNdM%jOW#L M!J' Mfft 11 1, _' -YY' , , :"l il11. 1 f'Y: Y•� Volume Total 20 610 1000 Veiume Lel 10 14 10 VdUrM Right 10 0 20 GSH 154 092 17(K) Volume to Capaaty 013 001 0.59 (3r"e Length (I) 44 4 D control Dewy (s) 421 04 00 Lane L tki E A Approach Delay (s) 42.1 0.4 0.0 ApfxuedrLOS L -- -- Average Delay i1 7 Intersection Capecrty llbli¢OWn 626% lCU Level of Serwee B Analysts Penod (nun) 60 Mirai Assoaalcs. Inr, Syrldrro 6 Report Pagel 5 Duvall Avenue Corridor 65 Final Report Traffic Analysis Report Mirai Associates, August 2004 A i 0 C I A T[■ NA - Mirai Proposed Geometry 112: 5E 107th PL & 138th AV 5E 2030 PM Peak Hour Period EIMIN M X 1 1 t 4 41 �.i. .kt_s-,Y:...W � 'i�At_xwi'r1r' '.:,7�l.iJJ.r YP.:.Li•'LL11���.r a{d. ' Y.'.',... I.arte Conhguranonc iir � � .. 1} Sign Contra stop Free Free Grade Q% ftp. ()% volume (ve") 10 50 OD 670 930 10 Peak Hour Fadot 1 On 1 W 104 1 (t0 100 100 Nokrty tow rale (vph) 10 60 60 670 930 10 Pedestnam Lane Widh (R) WalkHV Speed (fus) Peroert Biodcaga Nght tum tare f%4 -h) Medmlype Mone Median storage veh) tlPsfMM sequel (1) 387 pat, platoon Lir"o ked vC, oonleohnq voAme 1350 935 940 .,G1, stage 1 roof vol YC2, [[loge 2 cord vol viii, unhklck+ d %;FA 1394 9.'15 940 tC. single (s) 6-8 6-9 41 1C, 2 stage (s) tr (s) 3.5 3.3 22 V? queue Ire, % 92 81 92 cM capacdy (Yrhlh) 122 2267 726 �I'rir7irr'Tr M'R. MIL J= MR' #s . f Voltme Total 60 813 335 335 540 11alLrne Let 10 60 (t iS 0 volume %M s0 0 0 0 10 ctiH 123 711, 17i1Kt 17W 17(i() volume 10 Uvacily 0.21 0.08 020 0.20 0.55 (txtu. Length (A) 105 27 0 0 f Control Delay (s) 44.5 11.8 0.0 0.0 0.0 ApproaO Delay (n) 44-5 10 0.0 P4"o6dl LOS E 110ttlitlemile ItIM, AveraW Delay 20 Inlersedwn Capacity llltlizabm 602% ICD Level of service 9 Analysis Itenucl (titin) 6r) Viral Assuctates Inc Syrxhro 6 Repoli Page 6 Duvall Avenue Corridor 66 Final Report Traffic Analysis Report Mirai Associates, August 2004 A a S 0 0 I A T C i 3 Lane • Mirai Proposed Geometry 3: SE 100th ST & Coal Creek PKWY SE 2030 AM Peak Hour Penod 8+15/2(1[14 H. h'. Lane Go,,ng .'a�'k!1���i'.'il�d'bh'�i'. i► �j ".4yti bN:1• W�7' } �rl_lurahmss Sign Cartrol �y Stop r Free Ft" Grade 0`ib (1% (T% Vohana (Veh+h) 10 20 1110 10 10 460 Peak Hour Factor 100 100 1 CIO 100 1.00 1.00 Hourly llaar rate (vph) 10 20 1110 10 10 460 Peaestnans Lane Wk2h (ft) Walking WO d Otis) pment sbdage Poghl tum Aare (veh) Mediantype !Vane Median storage veh) Upstream sigma! (1) nx, platoon unblr (*Pd vC, oorft ry volume 15% 1115 1120 v(;1. stage 1 nrrtf vul VC2, stage 2 card vol vW. unWt*rd vol 15% 1110 112(1 tC, single (s) 6.4 6.2 4.1 1G, 2 stag+, rs) If (3) 3.5 33 2-2 p0 rf0mue Orpp % 91 92 98 chl cWaaty (vehih) 116 253 624 Volume Total 30 1120 10 460 WIMP I.eR 10 r, 10 tJ Vaiurne Right 20 10 0 0 aSH lei 1700 624 1700 Volume to Capaaty 0.17 066 0.02 027 (.}rrBm I-Qngth (R) 58 1} f> (} Control Delay (s) 405 00 111 00 Lane L C6 E e Approodr Delay (s) 40.5 0.0 0.2 Appruadi L(}5 f Average Delay (! 0 k9ersedron Cap"y L1WA wn 690% ICU Level of SNVKO C Analysts Penna (Irwn) 0 Mra1 Asso=les Inc Sy"ro 6 Report Page 1 Duvall Avenue Corridor 67 Final Report Traffic Analysis Report Mirai Associates, August 2004 A a s o c 1 A r c• 3 Lane - Mirai Proposed Geometry 18: NE 24th ST & Coal Creek PKWY SE 2030 AM Peak Hour Period 8115rxx,4 -0 1 1 t 4 41 Mira Assucrales Inc Syodwu 6 Report Pago 2 Duvall Avenue Corridor 68 Final Report Traffic Analysis Report Mirai Associates, August 2004 Lane ConfWahons ♦ 1► Sign Control Stop Free Free Garde (f (r%. QW, Vokwne (vd%b) 30 20 10 1050 490 10 Peak Wxrr Fador 100 1 00 100 lot] 100 1 (XI Houly tow rate (vph) 30 20 10 1050 490 10 perlestnaris lane Wodh(it) Walking Speed (111s) Peroat Blockage No tum Mare f etr) 2 Medrantope None Median slrrrage veh) Up*eam agnsl (f) pX. plaloon unWoklkmt X. omAoding volune 1565 495 500 vC1, stage 1 ronfvol vC2, stage 2 conf vol v(:ki, unhkwtked V( -A 1565 495 500 tG,singtSW 64 6-2 41 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 pf1 queue Fee `k. 74 97 FW CM cwa(Ay (v*Wh) 1315755; 1064 �a. iiiaL j-'Aai Aoti"ilr:L' Voksne Total 50 10 1050 500 VaiuneLet 30 10 1) 0 vdune RON 20 0 0 10 r—I;H 207 1064 1700 17(r() VOW= to caped y 0.25 0.01 0.62 0.29 r3ueue Length (tt) 94 3 0 0 Control Delay (s) 45.7 9.5 0.0 0.0 Lane i OS t A Approach Delay (s) 457 01 0.0 A44xua(3r LCX F Ave(age Delay 1 5 Inlerseatran capadty U0l¢ation 663% ICU Level of Semw C Analysis Penod (nun) 60 Mira Assucrales Inc Syodwu 6 Report Pago 2 Duvall Avenue Corridor 68 Final Report Traffic Analysis Report Mirai Associates, August 2004 A 9 0 0 C I A T[ 8 3 Lar* - Mirai Proposed Geometry 20: NE 21st ST Coal Creek PKWY SE 2030 AM Peak Hour Period 811fW20(A t 'Ob "W I UkdWA& Lane GonNurabom I r I. I + So Control Stop Fme Free Grade 0% O'K. (V% V*0710 (vetch) 20 40 fOQD 10 10 510 Peak Hour Vadot 100 ion 100 1 w 100 1 Of) Hourly tow rate (vph) 20 40 1000 10 10 510 Pedestnam Lem Wirth (it) Walking Speed OUs) Parowit Bloclaige RgW turn Park' (Veh) 1 Medmitype None Medan storage veh) Llp*em a" (1) PX, platoon twolorked vC. corAk" voluime 1635 1005 1010 vG1. stage I cont wil vQ, stage 2 corif vol vUj. rintAucked vol ISIS 14)(05 Inin tc. WOO (1) 64 62 41 tG. 2 stage f s) IF (a) 3.5 3.3 2.2 PO qtww, free % 04 D6 99 CM capacity (Vdm) 126 M 696 . 02915mag. M M IMI -1-M, 1r, Vokne Total 60 1010 10 510 Volume Lea 20 In 0 Vol" FbgN 40 10 0 0 oSH 378 17(K) 680 1700 Volume to Capacity 016 0.59 0.01 0.30 Qw-w, Length (1) Ilk 0 4 Control Ow" (S) 217 0.0 106 0.0 Lane LOS C B AMYOOM DAWV (s) 217 0.0 02 Appfu" L(Ai C Average Oelay 09 initerseckn Capacity Uwaahon 632% ICU Leval of Service a Analyse Period (man) q; Mwai Assoaales, Inc Synchro 6 Report Page 3 Duvall Avenue Corridor 69 Final Report Traffic Analysis Report Mirai Associates, August 2004 A i O C 1 A T C i 3 Lane - Mimi Proposed Geometry 22: NE 191h ST & Coal Creek PKWY SE 2030 AM Peak Hour Period 61152(Kf4 �� 1 r~ k 1 t l N l 1 Lane Con labors 4 11 4 it I VO � A Sign Card Stop Stop Free Free Crack- n, n. (113(, r]% Vdtme (vehih) 20 10 20 10 10 10 10 990 10 10 480 10 Paak Hour Fador 106 10 1(KI 10f) 100 106 100 t (x) 11)0 1 00 1 rNi 100 Hourly low rate (vph) 20 10 20 10 10 10 10 990 10 10 480 10 Pedesinarrs Lee Wdh(0) 1+'lat M Speed Ws) Peroert t3bdwe Rght turn flare (veh) 2 4 Medan type None Nune Median storage veh) Llp*eam #final (t) px. Plalo r1 utaoc ed vC, owd ddrrg vokme 1525 1525 485 1530 1525 995 490 1000 vC1, stage 1 nonf vol vC2, stage 2 oorrf vol uC rr rmbbakPd W 1525 1525 4135 1530 1525 9% 4140 1(1(MI tc, single (s) 11 65 6.2 71 6-5 6-2 41 4-1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 22 01 rfueue tee IN, 77 91 97 88 141 47 49 9ca W oRpadty(vdVh) 85 115 582 85 115 287 1073 692 Vdune Total 30 30 10 1000 10 490 Vohrre Let 20 tri 10 0 1U (l Volume RON 20 10 0 10 0 10 c5H 159 150 1U73 17116 692 17W VdumetoCapady 0,31 0.20 0.01 0,59 0-01 0,29 Queue Lengtli (t) 126 12 3 0 4 0 Control delay (s) 68.0 57.1 85 0.0 10.5 0.0 Lane LCIS F F A H Approadl DaWy (s) $80 57 1 01 0-2 AppruaM LO.S F F Average Decay 3 3 InWwdmn CapecAy Ubkza m 694% ICU Level of Service C Anal ysis Penud (rrmn) fel Mira Assucrales Inc Syncw 6 Report Page 4 Duvall Avenue Corridor 70 Final Report Traffic Analysis Report Mirai Associates, August 2004 A• S 0 0 I A i E f 3 Lane - Mirai Proposed Geometry 29. NE 23rd ST & Coal Creek PKWY SE 2034 AM Peak Hour Period 811!>fMA -0 1 1 t 4 J �h.: .�.:� u'1�. F�:f•���4':,%`y, .X�i1 jixiMhfYl�f!�FiW-�+1.�ii. Yt: ..ir.r Lane Gontiguratiorts Y + A SignCor*ol Stop Free Free Grade ()% 0% OXY, vokene (vehh) 20 10 10 1040 510 10 Peak Hrxrr Fadr# 100 100 100 1 (KI 100 1 44 "Duty U w rale (VO) 20 10 10 1040 510 i0 Podesinam Lane Widh (R) WFAiargt Speed fftls) peroent sw6goe Right tum Rare (veh) Mediantype None Median storage veh) tlpskearn appal (1) px, plafnon rmblocked vC, wrdsoting vokme 1575 515 520 vG1: stage 1 rMfl 1d vC2, Mar 2 eorif vol ;,Ui, untAur*eri upi 1575 515 524 tc, ainpte (a) 6.4 6.2 41 tG. 2 stage (s) tF(1) 3-5 3-3 22 p4 queue 4r,; % EM 48 9a dd capaaty(Vdvh) 120 560 1046 Di1�aLera V 0.1 Wf #1 Vokume Total 30 10 1040 520^ WAsnel-e6 70 NI (i I) Volume Riehl 10 0 0 10 CSH 161 VA6 174v 1700 Volume to capaaty 0.18 0.01 0.61 0.31 Qrlr w Li ngth i0) 6`., 3 0 0 C011trol Delay (s) 47.1 8.6 0.0 0.0 1. anelC*i E A Approaoh Delay (s) 471 01 0.0 A1glrudCl� l-(li k 10110 -- Avetage DetaV 0 u Intersection Capecity UblizA on 64 716 IGU Level Of Senme C Analysis Pi -nod (mW 60 Mr& Assouales, Inc Smalvo 6 Repod Pace 6 Duvall Avenue Corridor 71 Final Report Traffic Analysis Report Mirai Associates, August 2004 A 0 a 0 c I A T c s 3 Lane - Mirai Proposed Geometry 112: SE 107th PL & Coal Creek PKWY SE 2030 AM Peak Hour Period W15r2ww 1 --* 4\ t 1 -' PO queue Ir,'w %, 9S 76 93 cM capacky (vehh) 183 505 1042 wx_W-W'_' DI _. Lane Gonfigrxabons 120 70 490 ++ �► Sign Gonlyd stop 70 (r Free Free Grade 0%tPtM 0 0 0 "..• Volume (vehih) 10 110 70 960 510 10 Peak Horn Fador 1 W 100 1 (K) 1 fK1 1 O() 1 W Hourly low nate (vph) 10 110 70 860 510 10 Pedesinans 253 94 00 00 00 Lane Widh (R) D A Wal" Speed (Ts) 25.3 0.6 0.0 Percent BbduW I) Rgik tum flare (veh) Medan type Norte 22 Median storage veh) 487% ICU Level of Sera)a A Anal Ms Penod (rrmi) Upstream signal (1) 60 3B7 pX. Platoon unblocked vC, uDnlradrlg vokime 1135 515 520 v C 1. sl age 1 cont Vol vC2, stage 2 oont vol vGu, unh r* -d vol 1136 515 520 tc. wrt* (s) 6.8 6.9 4.1 tG. 7 Stage (S) tF(s) 35 33 22 PO queue Ir,'w %, 9S 76 93 cM capacky (vehh) 183 505 1042 dural Ascoaates, Inc Syrtcnro 6 Report Page 6 Duvall Avenue Corridor 72 Final Report Traffic Analysis Report Mirai Associates, August 2004 wx_W-W'_' DI _. Volume Total 120 70 490 400 520 Wotunelel 10 70 (r 0 () Voltme Ngttt 110 0 0 0 10 rs" 440 VAi 170) 1PHI 1100 Volume to Capacaly 0.27 0.07 0.28 0.28 0.31 Queue L_eng0i (R) 11)4 22 (1 0 0 Control Delay (s) 253 94 00 00 00 Lane L OS D A Approach Delay (s) 25.3 0.6 0.0 ApproadiLOS I) Average Belay 22 Int nwhon CapactIV Ladvabnm 487% ICU Level of Sera)a A Anal Ms Penod (rrmi) 60 dural Ascoaates, Inc Syrtcnro 6 Report Page 6 Duvall Avenue Corridor 72 Final Report Traffic Analysis Report Mirai Associates, August 2004 A M O C i A T[ i 3 Lane - Wei Proposed Geometry 3: SE 1001h ST & Coal Creek PKWY SE 2030 PM Peak Hour Period W15120114 Lane Gon"abomG f. &gn Cored stop Free r Free Grade 0% (M 0% Volume (vehih) 10 10 780 10 10 1120 Peak Hair Factor 1 00 100 100 100 1.00 100 Hmrly thew rate (vph) 10 10 760 10 10 1120 Prdestnans Large Winch (0) lWalktng Sired Ms) PercentBlockape RO hrrn Rare (veh) 2 Methane type Nana Median storage veh) Llpalream ar" (0) px. glatom rK*lodced vC, owdicbrg volume 1925 765 790 0cl. stage 1 rani vol vC2, stage 2 conA vd vGu, unblo6crd vol 192-) 1W) 790 tC, side (s) 6.4 6.2 4.1 1G, 2 stage (s) IF (s) 3.5 33 2.2 PO gwue lree % E86 97 99 CM catmedy (vehih) 72 393 830 id Vdwne Total 20 790 10 1120 V(A m(,. [ eft W it 10 G Volune Right 10 10 0 0 cSH 145 1100 030 1100 Volume to Capad y 014 046 001 066 kAwue Length (1) 47 0 4 f} Control delay (s) 505 0.0 9.5 0.0 Lara: LOS F A Approach Delay (s) 50.5 0.0 0.1 Approach L!)S f I a" Average Delay U G inkcza hon Cppoaty Ubkz& 609% ICU Level of Samoa C Anal ysrs Penrod (nxn) GO Mai Assouales lnc Soxfto 6 RePW Page 1 Duvall Avenue Corridor 73 Final Report Traffic Analysis Report Mirai Associates, August 2004 A i• O C I AT L 3 Larne - Mirai Proposed Geometry 18 NE 24th ST & Coal Creek PKWY SE 2030 PM Peak Hour Period 8(15720}4 > T 4 Lara, Conhguraoor �. Sign Cordrol Stop Free Free Grade 0% 0% (A. Vokwne (VeW) 10 10 10 160 1100 30 Peak Hair Factor 1 0(1 100 100 106 106 1 O() Horrly raw rate (Vph) 10 10 10 760 1100 30 PndwAnans Lane Widh (11) Walking 9peed ON Peroerd Blockage tbght rum flare (veh) 2 Median type Nano Median storage veh) Upstream sgrrei (#) Px. FAMOan urtrlodcPd Vc, awsidm Vokyne 18% 1115 1130 vC1, alage 1 cont vol Vc2, stage 2 oxg vol vCu, unhkmked vol 189;; 1115 11;10 Ic. single (e) 64 67 41 tC. 2 slap" (s) IF (s) 3.5 3.3 2.2 PO queue kwe 9 87 96 48 cM sapaoty (v*Oh) 75 253 616 P"l4ilnt ., ...MU M Vdune Total 20 10 760 1130 Volume Lel 1€1 tri [j 0 Vdrme Rigtil 10 0 0 10 a5H 151 (318 1700 17W Volum to capmay 013 0.02 045 066 Queue LengM (1) 45 5 (i 0 comot Delay (s) 51.5 11.2 0.0 0.0 Lar'"! LOS F D Approach Delay (s) 51.5 01 0.0 Approach L 0'S F Average Uelay 66 Wersedrun Capeaty 1fYlizabon 69.7% lUJ Level of Sewioe C Analysrs Penni (min) r,0 Maas Ass(a=tes, lrac Synctrro 6 RwA Page 2 Duvall Avenue Corridor 74 f=inal Report Traffic Analysis Report Mirai Associates, August 2004 A i! O C I A T C S 3 Lane - Mirai Proposed Geometry 20: EVE 21st ST & Coal Creek PKVVY SE 2030 PM Peak Hour Period an�,r1GE�4 fr k t l 1► 1 IIMf� --�•� �:.:,.;�--'� �: �-r ;,A i�.�.fv�:;:�`aW�n4ar�wc.r ;t;. Lara: Corr6gtratror� � � i► � � Sign Cor*ol Slop Flee Free Grade 0% 0% 0% Vokme (vehlh) 10 20 750 50 50 1050 Peak Hour Fador 100 100 100 10 1 00 106 Hourly low nde (vph) 14 20 750 50 50 1050 Pedestnarte Lane Widh (R) Walkffv Screed Otis) Peroerd EkdLage lbght tum Aare (weeh) Medantype Nate Median storage veh) Upstream 11" (11) PX. Platoon ts7blocked vC. oonlidrtp vofime 1925 775 s00 vG1• stage 1 rxml vol YG2. stage 2 oars vol Vct,, LlnbkK*FLd sa 1920 775 800 1G. srKk (s) 6.4 6.2 4-1 1C. 7 stage (s) tF (a) 35 33 2.2 pfl (Wue tree % E1.5 95 44 Om capacky (veNh) 69 396 823 Volume Tour 10 20 600 50 1054 Voltme l ell 10 G 0 51) G Volurne lbght 0 20 50 0 0 (—SH 651 398 114K) 823 1706 Volurm to Capadl y 015 005 047 006 0.62 Queue Lengtli (R) 48 16 U 19 Ei t ortrol Delay (s) 920 16.0 00 10.5 00 Lane I. CSS F C B Approach Delay (s) 41.3 0.0 0.5 Appfuarh 108 L Rd a IN Avwage Delay 09 Inlersediun Cepadty Ubkzahm 653% ICU Leval of Serym C Analysis Penud (min) 60 h11ra1 Assoaates Inc Synchru 6 Report Page 3 Duvall Avenue Corridor 75 Final Report Traffic Analysis Report Mirai Associates, August 2004 A i 0 C r A T[ i 3 Lane - Mirai Proposed Geometry 22. NE 19th ST & Coal Creek PKWY SE 2030 PM Peak Hour Period 811.W(xw -• r� t r �► 4 } Lane Gorthwaharm .ice .1 } Q S► i► Sign Cor*QI Slop stop Free Free Grade 0% 0'% 0`% (M Volume (vehih) 10 10 10 10 10 10 20 780 10 10 1020 10 Peak Hour Fadrx 100 100 100 1 00 1.00 100 100 f ()i1 100 1.(x1 1 (M) 100 Homy low rate (vph) 10 10 10 10 10 10 20 780 10 10 1020 10 Pedestnans Leve Witch (R) 1Naikktg Speed (ftls) Peroeri BbdWe Rght tum lore (veh) 2 4 Mtedianlype None None Metitan storage veh) Upsheam si" M px, r4almn unblocked vC, cordiolmg volume 1875 1875 1025 1875 1875 785 1030 790 vc1, stage 1 oonf Vol vG2, stage 2 oad vol vGu. r nWc ked vol 1875 1875 1025 1876 1875 7113 1030 7 ) IC, ample (a) 7-1 65 6.2 7.1 66 6.2 41 4.1 tG, 2 stage (s) iF (s) 3.5 4.0 33 3.5 4.0 33 22 22 p(i queue Tee °X, 78 85 % 78 85 47 97 cM capacity (veh0h) 46 69 285 45 69 393 674 830 Volume Total 30 30 20 700 10 1030 Volune Let 10 is) 20 0 10 E) Volume Fbghl 10 10 0 10 0 10 ctiH 86 (J6 614 11(K) 831.) 17((kr Volume to Capaaty 0.35 0.35 0.03 046 0.01 061 Qu we Length (t) 1:1.5 13) g 0 4 t) Cartrol Delay (s) 1306 1324 110 00 95 0.0 i -ane ION r- F B A Approach Delay (8) 1306 132-4 0.3 0-1 Aj"oarit LOS F F Average Detay 43 ktlwnctron Cepealy UWation 710% ICU Level of Service C Analysis Penod (nsn) W Was Assoaaws Inc Synduo 6 report Page 4 Duvall Avenue Corridor 76 Final Report Traffic Analysis Report Mirai Associates, August 2004 A!■ O C r A T[ s 3 Lane - Mai Proposed Geometry 29: NE 23rd ST & Coal Creek PKWY SE 2030 PM Peak Hour Period 011,W(XA -0 1 1 t 4 41 Mrra1 Assuaalus Inc Syndrro 6 Report Page 5 Duvall Avenue Corridor 77 Final Report Traffic Analysis Report Mirai Associates, August 2004 I arw, GonhgrraUons p + �► Sign Control Slop Free Free Grade 0% (1% n. Volume (vehtr) 10 10 20 760 4100 20 Peak Hour Fodor 100 100 100 100 1 M 100 Hourly Now rale (vph) 10 10 20 760 4100 20 Pedestnans Lana WAh (t) Walking Wed Ms) Pervert Bi m*c IbgN turn Aare (veh) 2 Madentype None Machan slurage veh) Upstream wgnal (1) pX. platrxmtn#ilodced vC. oonliding volume 1910 1110 1120 vG1, stage 1 conl vol vC2, slaps 2 oonf vol vai unhkwcrd vpi 1910 1110 11211 tc. wnple (s) 6.4 6.2 4 1 tC, 2 stagy (s) tF (s) 3.5 3 3 22 PO queer. Ree % tl6 95 9 T cMcspacky(vet*) 73 255 624 Volume Trial 20 20 760 1120 Volune Let 10 211 0 0 Volume Rght 10 0 0 20 eSH 146 624 1700 1700 Volume t0 Capacity 014 003 045 066 Queue Lervp (9) 47 10 11 (1 Control Delay (s) 536 115 00 0.0 Lane LCIS r Approach Delay (s) 53.6 03 00 Approarl Ull r Mw Average belay 0 7 Inlersedwn Coppaty (JUvatwn 691% ICU Level of Sawa C Analysrs Penod (rrsn) 00 Mrra1 Assuaalus Inc Syndrro 6 Report Page 5 Duvall Avenue Corridor 77 Final Report Traffic Analysis Report Mirai Associates, August 2004 A! i O 0 1 A T C 8 3 Lame - Mirai Proposed Geometry 112: SE 107th PL Coal Creek PKWY SE 2030 PM Peak Hour Period 011SIZC>CW } 4\ t 4 Lane COnllgtxAOM )► +j ++ Tt Sign Control Slop Free Free Grade 0% ()% W Vokme (vehih) 10 50 Go 770 1050 itl Peak Hour Ladot 1 00 100 1 on 100 100 1 -OCP Harty tow me (vph) 40 50 60 770 1050 10 Pedeslnw* Lane Width (R) Walking SLwed (fUs) Pmt Rght tum Aare 6*11) 4 Medianlype Mone Medw stotar,, veh) LAP*Qm NOW (t) 387 px, platoon unblocked vC, owdiftV vokme 1560 1055 1060 vGi, stage 1 oonfvcA vG2, stape 2 oonf vd 501 vGu unhk *ed vpi 10 101.55 106[1 woe (a) 68 tC, sin 69 41 tG, 2 stage (s) tF (s) 3,5 3.3 22 PO queue Ir"� 84 77 91 dM capacity (vd*)) 93 222 653 Vahrne Total 60 60 385 385 1060 VdLxyte Let 10 611 L1 0 0 Vduna Right 50 0 0 0 to r;SH 261 OU 1701 1700 1700 Vdume to Caped y 0.23 0.09 023 0.23 0.62 Oueue Leng0i (t) 84 ' f1 O O [, Contra Meloy (s) 43.5 121 0.0 0.0 0.0 Lane t Citi L B Approach Daley (s) 435 09 00 Approach 1 OS L Average Delay 1 7 Inleraedwn Capacity Mzabon 65.9% ICU Level of Service C Analysis PmW (non) 611 Mrai Assuaates Inc Sow)hro 8 Report Page 6 Duvall Avenue Corridor 78 Final Report Traffic Analysis Report Mirai Associates, August 2004 A• S 0 8 1 AT E 4 Lane - Mirai Proposed Geometry 3: SE 1001h ST & Coal Creek PKWY SE 2030 AM Peak Hour Period 811sr2o[w 1, k t 1* ti I Mira' Assoaates, Inc Sywtiro 6 Reptrt Paye 1 Duvall Avenue Corridor 79 Final Report Traffic Analysis Report Mirai Associates, August 2004 Lan, Contrgurations +y N ft 4t sign ceritrd Slop Free Free Grade: 0% 0% (x. Vokaft (veMI) 10 20 1390 10 10 570 Peak Hour Factor 1 00 100 1 W 1 00 100 100 Hm* low rate (vph) 10 20 1390 10 10 570 Pedestnans Lane Wk1h (Rf) 1'Val" %peed (lUs) Percert Bbdmge fbghl turn Rare (weh) Mediantype None Me(han storage veh) LIP* e9m 99191 (l) pX. 1lalorx'rat4odred vQ rm baltM volume 1700 700 1400 vC1, stage 1 cont vp4 va. Stage 2 cont vd v(;u. UnWnked vol 170(1 7f1() 14 W) IC, Singh (S) so 69 41 IQ 2 stage (s) IF (s) 3.5 3.3 2.2 PO rlueue free 1%, lift % W cM capacity (ve1Mh) 81 382 484 Qi tmf. . , .. Imll 1wB2. 01 #O ' NOI ;ftl�., Veltane Total 10 20 927 473 200 380 'AA [An eLe1 16 r1 (' 0 W 4) YdtSna Hight 0 20 0 10 0 0 (.SH 81 382 17(0 170(} 4B4 17tH' Yduna to Capeedy 012 0.05 0.55 028 002 022 Queue Length (ft) 40 17 0 0 6 0 Cartrol Delay (s) 73.8 16.5 0.0 0.0 0.9 0.0 k -ane ( (h� r C A Appro9ch Delay (s) 356 00 0.3 ApWruad' 1US E Average Delay 0 6 hknK than Coparaty Utilization 48.7% ICU Level of Service A NWVsn Penod (rim.) 6(1 Mira' Assoaates, Inc Sywtiro 6 Reptrt Paye 1 Duvall Avenue Corridor 79 Final Report Traffic Analysis Report Mirai Associates, August 2004 A 0 IN 0 G I A T R a 4 Lane - Mirai Proposed Geometry 18' NE 24th ST & Coal Creek PKWY SE 2030 AM Peak Hour Period 6/15rMA X 1 1 T 4 4/ Must AssoQates, Inr SyrKIWO 6 kepul Page 2 Duvall Avenue Corridor 80 Final Report Traffic Analysis Report Mirai Associates, August 2004 Law Gonwwadom Sign Carred Stop Free flee Grade. Wt 0'%• 0'%. Volume (veh h) 30 24 10 1320 604 10 Peak F# it Factor 1 00 100 100 100 100 100 !-lowly low rate (vph) 30 20 10 1320 600 10 Peclestnam Large Wift (9) WalkOV Speed (111s) Perowd Blockage Rghl tum fare (veh) Mediantype None Median storage veh) Upstream a" M px, plaiuon ur"ockpd wC. eonls*V volume 1286 305 610 vG1, sl age 1 cont v(A KZ?, stage 2 ONO Vol vGtp, unWi; kPd vol 1285 305 610 IC, single (s) 6.8 6.9 4,1 t('. 2 !Mage (s) IF (s) 3.5 3.3 22 pQ rpwue kee % 81 97 99 CM aw aay (vee1M) 155 691 9% t_::. -tide; '.Ifw..:t Volume Total 30 20 450 900 400 210 WatraaeLet 30 0 10 U 0 (1 Volume Right 0 20 4 0 0 10 cSlf 155 691 (9if, 1700 17011 1700 Volume to Capaaly 0.19 0.03 0.01 0.52 0.24 0.12 L1*w L -myth (1) 69 9 3 0 1) (i Caattol Delay (s) $03 108 03 00 0.0 0.0 L&w LOS F 8 A Approach Delay (s) 34.5 0 1 00 Appraacth LOS D Aver aye DelaV k? g hlervedion Cape aty Ublaedom 536% ICU Level of Service A Analysrs Penod (rrxn) Fi0 Must AssoQates, Inr SyrKIWO 6 kepul Page 2 Duvall Avenue Corridor 80 Final Report Traffic Analysis Report Mirai Associates, August 2004 A•! O C r A T E 4 Lane - Mirai Proposed Geometry 20: NE 21st ST 8 Coal Creek PKVVY SE 2630 AM Peak Hour Period BMI.V714r4 f k t 1` I'. Lane, Gwf%xaboris sips Como Stop Free Free Grade 0 (u% Vokm (vellb) 20 60 1270 10 10 620 Peak Hour Fadrx 100 100 1 (x) f Of) 1 (91 100 Homy tow rate (Wh) 20 50 1270 10 10 620 Pedestnans Lane Width (ft) Walking Speed Its) Perm 6bc1tage RqW hum Aare (veh) dledianlype None M(xtan storage veh) Upstream signal (It) PX, platoon t rrblocW vC, cordKb% voksrre 1605 640 1280 v(, I. stage, 1 cont vol vC2. stage 2 corn vat vC.0 unb4or*n_d rot Wh 640 1280 tc. sirgle (s) 6.6 6.9 4.1 IG, 2 s1a{p (s) IF (s) 3.5 33 22 PO queue tee 9N, 79 88 48 W caparty (veh)h) 94 416 536 Ob"NIAMIKIP _ W8.1 .1W:K. W _ :l 1 -- Voksne Total 20 50 847 433 217 413 Volune L eq 20 1) ii E) Ili 0 Volume R ON 0 50 0 10 0 0 GSH W 418 1700 1700 538 1700 Volum to Capaw y 021 012 050 0.25 002 024 Oth' I ertoul (t) 75 40 0 (t 6 0 Control Dewy (s) 832 18.3 OA 0.0 0.8 0.0 Lww, LOS' r C A Approach Daley (s) 36.8 0.0 0.3 Appro" LOB L Average Delay 14 Wenwxbon Cgwxty UlukZaluon 454% ICU Lovol of Smv m A Analysts Penud (rrsn) 0 Mumu Asseaates. Inc Syrudua 6 Repod Page 3 Duvall Avenue Corridor 81 Final Report Traffic Analysis Report Mirai Associates, August 2004 A s a o c i A T 9 s 4 Lane - Mirai Proposed Geometry 22. NE 19th ST & Coal Creek PKWY SE 2030 Aho Peak Hour Period 871E✓2(K)4 41 Lane Configuahons �, j. .. $t► Sign Control Stop Slap Free Free Grads 0% 0% (1%,,. O% Votune (Velvh) 20 10 20 10 10 to 10 1250 10 10 584 10 Peak }your Fad(x 1 04) 1 0O 100 100 1.00 1 OO 100 1 W 100 1.00 100 i Oil Hourly Claw rate NOW 20 10 20 10 10 10 10 1250 10 10 580 10 Pedeslnans Lane Witlh(9) Walking Speed (ftis) Percerrl Blodrape tbghl tum flare (veh) MmianIype Lorre None Median storage veh) Upstream a" (1) PX. 1AMOM rnbinrlted vC. oonlydmp vokane 12% 1885 295 1610 1885 630 590 1260 vc1. stage 1 oontvol vC2, stage 2 and Vat vGu, untrtor*ed vol 126; 18% 29K. 1610 188-`., 630 590 1260 tc, "via (s) 7.5 6.5 6.9 7.5 6.5 6.9 41 4.1 IQ 2 stage (s) IF (s) 35 4.0 3.3 3.5 4-0 3-3 22 22 p(i queue kae v:, Rt a5 97 83 R5 90 99 90 oM capacity (Veh0b) 107 68 701 59 66 424 982 548 fit 1K ®1., . J", 1W1:. ;: !lam r � #Sj_ .: , , Volume Total 20 30 10 20 635 635 300 300 volunelen 70 r) 10 ll Ili 4) 10 Il Votuna Righl 0 20 0 10 0 10 0 10 ctiH 147 171 59 117 987 17fk1 548 17(1{) Volume to Capso y 0-19 0.18 017 017 001 037 0.02 018 Oueue Length (1) 65 62 5b 59 3 0 6 R Control delay (a) 69.1 43.9 114.8 60.6 03 0.0 0.7 0.0 Law! LOS F E F F A A Approach delay (s) 54.0 78.7 0.1 0.3 Approach LOS F F Avefage Delay 78 lnlersedion Cepeaty Utilization 563% ICU Leval o1 Service B Analysts Ponod (rrnn) 60 Mira Assuaales, Inc: synrnru 6 Repud Page 4 Duvall Avenue Corridor 82 Final Report Traffic Analysis Report Mirai Associates, August 2004 A i 9 0 0 1 A T[ e 4 Lane - Mirai Proposed Geometry 29: NE 23rd ST s Coal Creek PKWY SE 2030 AM Peak Flour Period tuisr2o(,4 t 1 Lane Cxhttguabom Sign Control stop Free Free Grade 0`R, 0% (m Vokm (VOMI) 30 10 10 1310 620 10 Peak Halt Favor 1 W 1 00 100 1 0) 1 00 100 Hourly low rate (wO) 30 10 10 1310 620 10 Pedestrian Lane Wk2h (1t) 1N4" Speed (IVs) Perced Bbdkmge No tum Rare (veh) Madanttpe None Medran storage veh) Upstream 31" (l) px, platoon trrhlocked vC, oonlm*W volume 1300 315 630 A;1. stage 1 rant vol VC2. stege 2 cont vol vCu, unWdced vol 1300 315 630 IG, single (s) 6.8 6.9 4.1 IC, 2 stag W If (s) 3.6 3-3 22 PU queue tree 1% 00 99 99 Cm capaaly(ve") 151 681 948 volume Tota! 30 10 417 873 413 217 Votmic- ..e1 30 r> 10 I} li n Volume fight 0 10 0 0 0 10 cSH 151 CA 448 1100 1700 11(M) Voluhhe to Capedy 020 001 001 051 024 013 l.M KW kmgth (1) 71 4 3 0 0 0 Control Delay (s) 5240 10-6 03 Ob 00 0.0 Lane LC6' F B A Approach Delay (s) 417 0.1 0.0 Approarxh LOS E Average Delay (r 9 blerselbon Capacity Lftit¢ahan 532% ICU Level of Servtee A Analysts Penud (mrn) 60 Mrer Assuaatos. Inc Syridwo S Report Page 5 Duvall Avenue Corridor 83 Final Report Traffic Analysis Report Mirai Associates, August 2004 A& i 0 0 1 A T C 1 4 Lane - Mirai Proposed Geometry 112: SE 107th PL & Coal Creek PKWY SE 2030 AM Peak Hour Period Wbllaw s Lane Confgura4ons V I ++ fA Sign C€ntrd Stop Free Free Grade nor 0% 0%. Vokme (vetvh) 10 110 70 1220 620 10 Peak Hour Factor 1 ()(I 100 100 1 (i(1 1 00 1 (x) Hourly low rate (WO) 10 110 70 1220 620 10 Pedestrians Larne Wo*h (R) Walking Speed (IUs) Pence Bbdrage Fbghl tum Aare (veh) Median type None Median storage veh) Upstream alpnal (t) 387 VX, Platoon unblocked vC, aonliating voksne 1375 315 630 vG1, stage.. 1 oonl vol VQ' stage 2 oort Vol vt.0 unturA(ed vol 1375 315 6,10 tC, Angle (s) 6.8 6.9 4.1 1G, 2 stage is) IF (s) 3.5 3.3 22 PO queue tree 9f, 4? R4 93 del capacity (vd4 h) 126 681 948 OkOdftUftf i vowme Total 120 70 610 610 413 217 vauheLot 1u 70 0 0 U 1e. Vohrme Rght 110 0 0 0 0 10 cSH 4W 948 17W 1700 1700 17(k) Vdune to CapWdy 0.24 0.07 0.36 0 36 024 013 Chx.�tre Lengtli (t) 9:1 24 0 (i G 0 Control Delay (s) 213 10.0 0.0 0.0 0.0 0.0 Lane L OS C F3 Approach DaWy (a) 21 3 0.5 0.0 Approach LOb C Average €k lay 1 B Wersedlon Capacity Utilization 477% ICL! Level of Service A Anal ysrs Penod (rrmn) VO Mrrar Assoaates, Irw. Syndro 6 Report Page 6 Duvall Avenue Corridor 84 Final Report Traffic Analysis Report Mirai Associates, August 2004 A a w 0 C 1 A T E a 4 Lane - Mirai Proposed Geometry 3: SE 100th ST & Coal Creek PKWY SE 2030 PM Peak Hour Period f)MSW)4 ! k t I' '* I �v:tyd. � ['r.. 3.. �•W l�i Larw, (onOgtxaAiorta ��► d� Sign Cantrd Slap Free Free Grady. 0% 0%. 0% Vokwm (VOM) 10 10 1000 10 10 1430 Peak Harr Favor 100 100 100 1 W 100 100 Ilauly low rale (vph) 10 10 1000 10 10 1430 Pedestnam Leve Widh (R) 1 Vatkog 1,4e-1(ftis ) ?eromt Blockage NgM tum Aare (veh) Medentype Norte Median SAtNwje Veh) llpstraam wgrral (A) PX. rllatoorlUr"oCked vC. oDFdk irg vuksne 1740 505 1010 VC1. stage 1 conrvd vC 2. stop 2 co4 Vd VCut. IntAw-*Pd V01 1740 -A-6 1010 tc. anpie (s) 69 69 4 1 1G. 2 stage fs) IF (s) 3.5 3.3 22 p(I gwue lrew 9r 87 98 49 CM eapadty (we") 77 512 682 II�IfI�Rt taR■a E - Vokrne Talon L E 1:lei, 10 10 667 M"A", 343 "02 487 � 953 Volune I-eI 1) 0 D 0 10 () Volume Ftighl 0 10 0 10 0 0 �tiH 77 512 1718) 1700 682 1IN) Volume to Capacty 013 0.02 0.39 020 001 056 Q e w Lyngth (R) 43 6 U n 4 ti Control Delay (s) 79.3 12.6 0.0 0.0 04 0.0 L titre LOS 1 E3 A Approacl Relay (s) 46.0 0.0 0.1 AIVtwich LOS Average Noy 05 Intwsedm Cape* 1-01ka ion 56 516 ICU Level of Servif* B An Aysls Penod (mrn) 6t! kliral A:SS(Ooales. Inc Syncfuo 6 Report Page 1 Duvall Avenue Corridor 85 Final Report Traffic Analysis Report Mirai Associates, August 2004 A i• 6 Q I A i E i 4 Lane -Mirai Proposed Geometry 18: NE 24th ST & Coal Creek PKWY SE 2030 PM Peak Hour Period tai ,7arx,4 �1 * I i Lane, GoriNwations %I f 4+ ♦A Sign Control stop Free Free trade a'%, (r% n%. Vok me (vehlh) 10 10 10 970 1400 40 Peak flour Fador 100 1 00 100 1(9.1 100 1 rx} Harly low rate (VO) 10 10 10 910 1400 40 Pp6e%trhans Lane Witth (tt) lWalkahg Speed (HUs) Perowt 6bd(age Right tum flare (veh) Medan type None Median storage veh) L p*eam A" (t) px, plaluon tmblo4*ed vC, owdooting voksrle 1925 720 1440 VC 1. stage i (xlntvrrl vC2, stage 2 coni Yell vUi. unt*K*ed wA 1975 770 1440 IC, single (s) 69 69 41 IG, 7 stage is) IF (s) 3.5 3.3 2.2 pii queue Fee 4:; 0.1 47 98 cM capacity (vet9h) 57 370 467 Vdune Total 10 10 333 647 933 507 Volune Lell 10 [_1 10 0 i) Il Voltam kohl 0 10 0 0 0 40 (- H 5T 370 467 17(K) 170(1 17W Vdune to caped y 0.17 0,03 0.02 0.38 0.55 030 Oueue Length 19) SO 8 1 (r 0 0 Control Delay (s) 1191 15.8 01 0.0 0.0 0.0 Laxhe I OS F G A Approach Detay (s) 675 03 00 AtlpruaM L(YS F Average Delay 0 7 Inlers,ix tion Capadty 1.1tilizabon 50.0% ICU Level of Swm A Analysis Paned (ruin) fir Moral Assoaaws Inc, Syrrcrrro 6 Report Page 2 Duvall Avenue Corridor 86 Final Report Traffic Analysis Report Mirai Associates, August 2004 A a 0 0 0 t A T t a 4 Larse - Mirai Proposed Geometry 20: NE 21st ST 8 Coal Creek PKWY SE 2030 PM Peak Hour Period 11115!20(14 f k I to 10. l.lsral hssoaales, Inc Sylxhro 6 Report Page :r Duvall Avenue Corridor 87 Final Report Traffic Analysis Report Mirai Associates, August 2004 Lane GonlWahons T ♦t* 4+ sign Casdrol Stop Free Free Grade 0% 0%. (t% Volume (ve") 10 20 960 50 60 1340 Peak Nair Favor 100 1 00 100 100 1.00 1 W Houly tow rate (vph) 10 20 960 so 60 1340 Pedestnans Lane Width (k) Walking Wed (IUs) Peroent Skx* ge Rsgh1 hem law (veh) Mediansype Wore flydian slorage veh) Upsheasm signal (t) px, platoon unblocked vC, contidrlg vokane 1775 5% 1010 � G1- stage 1 cool vol vG2, stage 2 cont vol vCu. unle dmd v6 1175 505 1010 tG, simple (s) 6.6 6.9 4 1 1G, 2 sty is) tF (s) 3.5 3.3 2.2 p(! queue free N, Rit W) 41 dA eapady 0") 67 512 682 Volume Total 30 640 370 507 893 Votunu.LeI t0 r; 0 80 0 Volume F60 20 0 50 0 0 US 160 17410 171 H 1 682 1700 Volume to Gapady 019 038 022 409 0.53 LAeekxr Length (1) 66 (1 24 (., Control Delay (s) 479 00 00 28 00 Lam! LOS (r A Approads Delay (s) 47.9 0.0 10 Attproach L(fS f Average Delay 1.2 Intersection Capacity UMizabon 802% ICU Level of Service D Analysts Penod (man) &I l.lsral hssoaales, Inc Sylxhro 6 Report Page :r Duvall Avenue Corridor 87 Final Report Traffic Analysis Report Mirai Associates, August 2004 A• S 0 0 r A T t• 4 Lane - Mirai Proposed Geometry 22 NE 19th ST 8 Coal Creek PKWY SE 2030 PM Peak Hour Period tlf1512(KW # 11111tIlIrRl11 ...,._ :_. : ::4 1 =1 ;;:_I AOL-:.�%# t Lane ConNurabom T• i► 0 4116 Sign Costed stop Stop Free Free Grade M, 090. 0% 011. Volume WIN 10 10 10 10 10 10 20 1000 10 10 1310 10 Peak Hour Factor 1 00 100 1(0) 100 100 1.00 1 00 100 100 1 00 1 W 100 Hourly low rate (vph) 10 10 10 10 10 10 20 1000 10 10 1310 10 Pedestnans Lam Wkth (11) Walking 5rwed OUs) Peroeri Bloduaye FogN tum Rare (veh) Median type None None Median storage vett) upstream signal (1) VX. platoon uMlocked vC. aonliobM Volume 1880 2385 660 1735 2385 505 1320 1010 vG1, stage i conf vrl VQ' stage 2 COW Vol vf;rr. unNucked vol 1090 23% 66{1 1735 2385 boa 13203 10110 IQ single (s) 7 5 6.5 6.9 7.5 65 6.9 41 4.1 1G. 2 stage (s) IF (s) 3.5 4.0 3.3 3.5 40 33 2.2 22 PO qur,4lr; k", 99, 67 69 98 75 69 90 95 9+1 oMcaappacittyr(vret0h) 31 32 406 40 32 512 512 519 662 N Volume Total 10 20 10 20 520 510 665 665 VoluneLe1 10 0 10 0 2() 0 1d 0 Volume Right 0 10 0 10 0 10 0 10 cNH 31 S9 40 60 S 19 1IN) f387 1700 Volume to Capacity 0.33 0.34 0.25 033 0.04 030 001 0.39 Qw,w Length (1) 104 123 02 121 12 1) 4 (� Control Delay (s) 3194 1795 2070 174.7 12 00 04 0.0 Lane LOS F F F F A A Appro" Dig" (s) 226.1 185.4 0.6 0.2 ApproaM L(A, F F Average Delay 55 Intersedion Capecily lidlzatiai 574% ICU ievvi of Service B AaMyws Penod (nsn) 60 Muer Associates Inc Synchro 6 Repurl Paye 4 Duvall Avenue Corridor 88 Final Report Traffic Analysis Report Mirai Associates, August 2004 A S O C I A T 9 4 Lane - Mirai Proposed Geometry 29 NE 23rd ST & Coal Creek PKWY SE 2030 PM Peak Hour Period 8115!2ulw 3 1 1 f 1 J Mai Assuaates Inc Synetvo 6 Report Page S Duvall Avenue Corridor 89 Final Report Traffic Analysis Report Mirai Associates, August 2004 L". CanhWaMoos f 4♦ 0 Sign Cor16ol stop Flee Free Grade t1 irr. 00A. Votume (vehb) 10 10 20 970 1400 20 Peak Hwi Factor 10 100 100 100 100 100 Nwrly low rate (YO) 10 10 20 970 4400 20 PPdestnans Lane Wkth(W) Nialkp p Sneed (als) Perowil Bbologe F4gM tum Aare (%vh) Madiantype mom Mwban slarage veh) LIpatream IN" (t) px, platoon rutAoekell vC. oonliating vopme 1935 710 1420 vCI. !cage 1 ronf vN vC2, stop 2 ooWval VG11, Unb IX* -d Vol 1431 710 1420 IC, single (s) 68 69 41 IC, 2 stag'! (s) tF (s) 3.5 3.3 22 VO r$ue free , It2 91 96 am cepadly(yew) 55 376 475 MOOR- LWIF. Vatlrme Total 10 10 343 647 933 487 Volune l -e6 10 U 2(1 0 j) 11 Volume Kohl 0 10 0 0 0 20 rnSH 55 376 475 1700 1700 17W Valume to Capad y 018 0.03 0.04 0.38 055 029 Queue Length (A) 60 6 13 0 0 0 Catrol Delay (s) 125.7 15.6 15 0.0 0.0 0.0 L ane t CLS F C A Approach Delay (s) 40.6 0.5 0.0 Approacti L% F Average Oeiay 0 0 lnters&dK n Cepanty la ukhon 511% ICI! Level of Seniaa A Analysis Penud (lawn) GO Mai Assuaates Inc Synetvo 6 Report Page S Duvall Avenue Corridor 89 Final Report Traffic Analysis Report Mirai Associates, August 2004 A a a O C 1 A t t a 4 Lane • Mai Proposed Geometry 112. SE 107th PL & Coal Creek PKWY SE 2030 PM Peak Hour Period 8111�l241W -0 1 t 1 J M ai Assuaales Inc: Synchro 6 Roprxt Page G Duvall Avenue Corridor 90 Final Report Traffic Analysis Report Mirai Associates, August 2004 Lamy Gontglma4ons ++ �1~ sign Ca*d Stop Fuse Free Grady: "I W9 ()% volume (vdroh) 10 70 60 970 1330 10 Peak Hcwr Factor 1 N1 1 00 1 W 100 100 1 00 MmAly low rate (v$) 10 70 60 870 1330 10 Pedestnans Larne W4h(11) lNal" S1wed OUs) Percent 81601me 10M turn Mare Neh) 3 Mediantype Nose Medw storage veh) Upstream signal (l) 387 PX, platoon lff"(Wherl X. oordse N volume 1940 670 1340 vc 1. stage 1 cxrnf vol vcz, stage 2 ow# vol vC:u, unhklciced vol 1940 670 1340 IC, UVIe (S) 60 69 41 tG. 2 Magu (s) tF (s) 3.5 3.3 22 IO queue free %, 80 82 88 cMoWaclty(veNh) 50 389 510 OMMIMP in 1, W-1 iia -Am;: Volume Total 80 60 485 485 887 453 volume l_eit 10 fill 11 0 1i 0 volume Ao t 70 0 0 0 0 10 rS}{ 4114 510 1700 17411 1700 1700 Vokane to GapwAy 0.20 012 0.29 029 052 027 Queue Leng i (A) 73 40 0 U (i it combo, Delay (s) 36.8 15.8 0.0 0.0 0.0 0.0 I.afle L(6 E C AWoerh Delay (s) 369 09 0.0 Atptuadi LOS F Average [relay 16 Interaed sun Gapaoly Ublizatm 53.7% fCU Level of Service A Anal Ws P+rnod (nan) 60 M ai Assuaales Inc: Synchro 6 Roprxt Page G Duvall Avenue Corridor 90 Final Report Traffic Analysis Report Mirai Associates, August 2004 A■ S O C I A T 9 5 Lane - Mirai Proposed Geometry 3. SE 100th ST & 138th AV SE 2030 AM Peak Hour Period 8115rmra ! k t to 4 Mita1 Ass,ouales Inc Syndlru 6 Report Page 1 Duvall Avenue Corridor 91 Final Report Traffic Analysis Report Mirai Associates, August 2004 Lane W*Wa4ons ♦1<► +� } Sipe Gw" Slop Free Free Grade 0% 01%, OXY Vdulne (vaWh) 110 20 1410 10 10 580 Peak Hour Fador 100 100 100 1 O(.) 100 100 Hourly low rate (vph) 10 20 1410 10 10 580 Ppdp-;tnam Lorre Wdh (R) 41lalkRV Speed Ylfs) Perom t BloduVe R O W ilaPe Nk-tl) Modwrl type Moire Merkan stwar, veh) l/p*eam te" (4) px. platoon urlw(K*ed VC, ao bOM vdmw 1725 710 1420 vC1, stage 1 ron1 vol vC2. stop 2 cuff vd vDi. unblo4ed vrA 1725 710 1470 tC, woo (s) 6.6 6.9 41 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 PO ruelxr tree A> El? 9u 48 CMwaaly(vehlh) 78 376 475 awoft:Lillaw . Vol moil lira W1 :mit . 41113 Vokirne Total 30 940 480 10 290 290 Uuivale Le[ 10 r) 0 W 0 I1 Volum R#N 20 0 10 0 0 0 rSH 166 1700 17W 475 1701' 17(R) Volurne to Capady 010 0 55 0.26 002 017 0 17 Queue Length (1) 64 0 0 6 P 0 Control Delay (a) 45.7 0.0 AO 13.2 0.0 0.0 Lane I QS E B Approach Oday (a) 457 00 0.2 App "o h Lire E Average Delay 0 7 Intersection Caperny bi kabon 493% ICU Lerel of Service A ArWysrs Penod (non) f., Mita1 Ass,ouales Inc Syndlru 6 Report Page 1 Duvall Avenue Corridor 91 Final Report Traffic Analysis Report Mirai Associates, August 2004 A! a O C I A T[ a 5 Lane - Mirai Proposed Geometry 18. NE 24th ST & 138th AV SE 2030 AM Peak Hour Period 61151W4 -0 N 4� t l 1 Mrar Assomles, Inc syrxfro 6 Report Pagel 2 Duvall Avenue Corridor 92 Final Report Traffic Analysis Report Mirai Associates, August 2004 Lane Conbgura6ons I +} ♦A Sign Control Stop Fina Free Grade (Ply, 0% 09F. Yok me (velvb) 20 30 W 1340 610 10 Peak liour Favor 100 100 1 O(r 1 00 100 1 00 Harty tow rate (vph) 20 30 10 1340 610 10 Pedecknans Lane W4h (4) WFAking Spred (81s) Panmt Blockage Rjgtt tum tare (Leh) tdediantWe None Medran slnrage veh) Upstream reww (1) pX. plaloo"mWocked vC. oorfttft vokme 1306 310 620 VC1, stage 1 cont vd VU, stage 2 ON# Vol A;rr unt)4odced vrg 1305 310 620 tC, woe (s) 68 6.9 4.1 IG, 2 stage (s) 1F (s) 3.5 3.3 2.2 PO queue free % R7 95 49 CM caparaly 04m) 150 696 956 ffi2ft-&M .. AM —1 -=KJOLAIM JIM Volume Total 50 10 670 670 407 213 WAurne Let 20 10 (1 U (} 4) Volume R tY 30 0 0 0 0 10 a3H 283 9% 17+1(1 17(H 17(x; 17(N) Valune to Capaoty 0.19 0.01 0.39 0.35 0.24 013 Quom, Length (4) 63 3 0 Cantrd Delay (a) 296 8.9 00 0.0 0.0 0.0 Lane LOS 0 A ApproaM Delay (S) 28.6 OA 0.0 ApproaM YfS U Average Delay 08 Irtemeatran Capeaty Mlizatron 47.0% ICU Level of Semoe A Analysis PenDd (nun) 60 Mrar Assomles, Inc syrxfro 6 Report Pagel 2 Duvall Avenue Corridor 92 Final Report Traffic Analysis Report Mirai Associates, August 2004 A■■ O C I A T K 5 Lane - Mirai Proposed Geometry 20. NE 21st ST & 138th AV SE 2030 ANI Peak Hour Period wlsr"w e k t P "► t;trel Assuaeles Inc Sprctro 6 Report Page 3 Duvall Avenue Corridor 93 Final Report Traffic Analysis Report Mirai Associates, August 2004 Lan,- GDOigwabons M fiw Cortril Stop Free Face Grade (t% 0% fry; Vokme (vahAr) 20 50 1290 10 10 630 Peak Hour Fador i W IW 106 1 00 1 00 i (Al Hourly haw rale (vph) 20 50 1290 10 10 530 Pedestnam La roe W4h (4) Wailwrg Speed Ws) po'Oart Obdwe RrgW hum Rare (%ph) Uedwtype Wore Median slora a veh) Upstream VOW (11) pX, platoon Lwd-Aocked vC, mrrRrdtarg vailurm 1630 650 1300 vG1, stage 1 rxml vol vC2, stage 2con( vol Gu, unGlodced vr,1 %3U 611-A) 1300 tC, she (e) 6.8 6.9 4.1 tG, 2 stage (s) 1F (s) 3.5 3-3 22 Pty queue tree % 70 013 413 W capady (vetrlh) 91 412 529 Volume Tote) 20 50 860 440 10 315 315 Volume Lel 20 [; 0 0 10 0 0 Vdume Right p 50 0 10 0 0 0 rSH 91 412 1700 1700 529 170 1700 Volume to Cap"V 022 0.12 0 51 026 0.02 019 019 Qaeue LerkAl (R) 78 41 0 0 £ 0 E� Cmirol Deiey (s) 093 18.6 .0.0 4.0 123 0.0 0.0 Lem! LOS F' C 8 Approach Ilsley (Bp 38.5 0.0 0.2 Approach LOS L Average Delay 14 IrOw edion Capooty Ulizahm 480% ICU Leval o(Servrm oe A Analysis Penod (man) 60 t;trel Assuaeles Inc Sprctro 6 Report Page 3 Duvall Avenue Corridor 93 Final Report Traffic Analysis Report Mirai Associates, August 2004 A i O C 1 A T E 5 Lane - Mirai Proposed Geometry 22: NE 19th ST & 138th AV SE 2030 Aho Peak Hour Period 8115rAm -* -� 1 1r ~ k*' t t L t 41 Lane Con( aborw Ij► A �$ �1+�, sign Codd Stop Stop Free Free Grade 0% [ 0% O'3%. Vokeft (veh0h) 20 10 20 10 10 10 10 1270 10 10 590 10 Peak Hour Fador 100 100 1 0f) 100 1.00 100 1.00 1.00 100 1 Of) 1 W 1 00 Hourly Clow rate (vph) 20 10 20 10 10 10 10 1270 10 10 590 10 Pedestnans Lane Widh (R) Walking Speed (ft/s) Peroert Bb&age Rght tum Aare NO) Mediantype None None Median slvrar,; veh) Llpatream sigrlel (1) pX, platoon unblocked vC, owdsu ry voknre 1295 1915 300 1635 1915 640 600 1280 vr1. stage 1 rbnf vol YG2, stage 2 oud vol v(;u. uibfarkrd voi 12$5 1915 300 1635 1915 690 600 12101 IC, single (s) 7.5 6-5 69 7.5 6.5 6.9 4.1 4.1 IG, 2 Mage (s) 1F (s) 3.5 4.0 3.3 35 4-0 33 22 2.2 PO queue free ` 01 05 97 82 Fri 913 99 Q3 W capacity (vehlh) 103 66 696 56 65 419 973 539 volume Total 20 30 10 20 10 847 433 10 393 207 Volune I ell 20 0 10 0 111 0 ii 10 O o volume Right 0 20 0 10 0 0 10 0 0 10 08" 1113 164 %6 113 973 17(X1 1700 530 1106 1700 volume to Caped y 0.19 0.18 0.18 018 0.01 050 025 002 0 23 0.12 Queue Length (R) 68 fit 59 62 3 0 U 6 6 n Control delay (s) 73.3 46-2 123.4 64.1 8.9 0.0 0.0 122 00 00 Lane i Q8 F £ F F A 8 Approach Delay (s) 570 93.9 0.1 02 Approam L C75 F t- Average Delay 28 hlsrseation Capsaty UWatson 49P% ICU Level of sannoe A Arial yms Penod (rn in) 60 Mrrel Assoaates Inc Synctuo 6 Reporl Page 4 Duvall Avenue Corridor 94 Final Report Traffic Analysis Report Mirai Associates, August 2004 A M 0 C I A T K 5 Lane - Mirai Proposed Geometry 29. NE 23rd ST 8 138th AV SE 2030 AM Peak Hour Period �1 t l I. ane Gonrrgrrahow Y sm" Car€trd Mop Free Free Grads 094 0% rix. Vokme (ver) 30 10 10 1336 630 10 Peak Harr Fador 1 W 1 00 1 (K) 1 00 1 00 1 W HD^ low rate (vph) 30 10 10 1330 630 10 t'ede;tnans Lane Widh (11) Wal" Speed Ms) Percerd 6lodwoo Fbghl him Aare (veh) tdedantype None Median slorage veh? Upstream aiprlal (1) px, "non un6lodced vC, oontliftV volume 1320 320 640 vC1. stage 1 cont vd YQ, stage 2 revel vCu, unblocked vd 1320 320 FA tc. woe (a) 6.8 69 41 1c. 2 -law: iS) tF (s) 3.5 3-3 2.2 VO qerx; ire,; % 80 99 49 oM cWadty (vePM) 147 676 940 Volume Total 40 10 665 665 420 220 VirtuneLe1 30 10 0 0 G 41 Volume iLghl 10 0 0 0 0 10 pSH 181 440 171.10 171kt 17(N) 17(.rf) Volum to Cepaaty 0.22 0.01 0.39 0.39 025 0 13 LA"j* Length (1) 81 3 0 0 i' 1) r-a*ot Delay (s) 46.6 9.0 0.0 0.0 00 0.0 L ane t QS E A Approach Delay (s) 466 01 00 ,4pproadr Uy- AvpfaW Delay 1 (� 11l®raedtron Capeaty Utilization 468% ICU Level o1 Serowe A Aaalysts Penod (nun} 60 WA Assuaates. Inc Syndro 6 Reptxt Page 5 Duvall Avenue Corridor 95 Final Report Traffic Analysis Report Mirai Associates, August 2004 A• s o c a A T C 5 Lane - Mirai Proposed Geometry 112 SE 1071h PL & 138th AV SE 2030 AM Peak Hour Period 011St204d -* l 1 t 1 -' Lane C,onlx3irabons Sign Carrd Slap Fina Flee Grade: ()% 0% 0%. Voknw (vehfi) w 110 70 1230 630 10 Peak Harr Fadcx 1 00 1 On 100 1 00 t 00 1 00 Hourly k- rate (vph) 10 110 70 1230 630 10 Pedesinans Lena Wksh (tt) W alkmg Speed OUs ) pefoent ewAge l?egM hum We (veh) Mediantype Nara Median slorage veh) Upstream wgnel (1) 387 PX. fA3toon urdzlodced vC, comic&& volume 1390 320 640 vG1, stage 1 ronf vol vC2, stage 2 owl vol 4;u, unhbe*ed trot 1390 370 640 tC, single (s) 6.8 60 41 tC, 2 state (s) tF (s) 3.5 3.3 22 pn queue tee 19, 92 84 93 cM capacity (vehih) 123 676 940 Volune Total 120 70 615 615 420 220 VoiunerLe# 16 7D (1 0 0 n Volum® Right 119 0 0 0 u 10 cSH 49! WO 1700 1700 1700 17ixi Voltane to capady 0.24 0.07 0.36 0.36 0.25 0.13 Qum Length (M 95 24 0 0 0 0 Ox troll Delay (s) 21.7 10.1 0.0 0.0 0.0 00 Lane. t OS C R AWoach Daisy (s) 21.7 05 00 A )proach UXs G Avwaige Delay 1 S l avedion Capsaty Utd¢ahm 480% ICU Level of SwV= A Anal yw Prmod (nun) 60 Mirai Assowites Inc. Syrxixv 6 Reprxt Page 6 Duvall Avenue Corridor 96 Final Report Traffic Analysis Report Mirai Associates, August 2004 A!■ G C 1 A T C A 5 Large • Mirai Proposed Geometry I SE 100th ST h Coal Creek PKWY SE 2030 PM Peak Hour Period tINSl2lK.r4 e k t '0 1.'. 1 Mira Assoaales. Iris: SwIdTO 6 RONOt Paye 1 Duvall Avenue Corridor 97 Final Report Traffic Analysis Report Mira! Associates, August 2004 ::['ii"'f�et�t..,rai, Law Contrguraborm Sign Gomel Stop Free Free Grade D% (% (114 Volume (vehlh) 10 10 1040 10 10 1470 Peak ►lour Fador 1 OE) 1 00 1 (AD 100 1 00 1 (Y) Ho" low rate (vph) t0 10 1040 10 10 1470 Pedestnans Lam Widh (4) Wafkmy Speed (fl/s) Percert Bbduw R" turn flare (veh) Medianlype Norte FAed+an storage veh) up*esm ai" (1) Ox. platoon unblocked vC, oorft&tp volume 1800 525 1050 vC1, Stage 1 ronf Vol vC2, slaps 2 corlf vol vW, unt*x*ed v©i 18[Hi 525 1()50 tC, single (s) 68 6-9 4.1 tC, 2 stage (s) IF (a) 3.5 3.3 2.2 p0 queue free % tl6 W w W capadly (vdf h) 70 497 659 I�LI1�4 Y v3�aws, W.1 {� "10.2 '. 1. 4": 1 Volume total 10 10 693 357 10 735 735 Voiumv Lel 14) +) it k] HJ f) [) vokaw fbow 0 10 0 10 0 0 0 rtiH 74) 447 17(M) 17(M) 659 17[Mi 1700 Vokame to Capedy 014 002 041 021 D 02 043 0.43 Ckmie Length 4) 47 6 0 [) 5 0 1) Co ttrol Do* (s) 89.9 12.8 0.0 0.0 10.8 0.0 0.0 Lane LOS F D 13 Approach Delay (s) 51.4 0.0 01 ApproaM LOS F Aver aye Delay 04 k tersertion Cepecity UWa[ion 50.6% fcU Level of Service A Anaiysm Penad (rren) &1 Mira Assoaales. Iris: SwIdTO 6 RONOt Paye 1 Duvall Avenue Corridor 97 Final Report Traffic Analysis Report Mira! Associates, August 2004 A•■ o C I w T[ i 5 Larne - Mai Proposed Geometry 18. NE 24th ST 8 Coal Creek PKWY SE 2030 PM Peak Hour Penod 011lbr ocw } 1 1 t 4 41 l brat Assomles Inc Sym1wo 6 Report Page 2 Duvall Avenue Corridor 98 Final Report Traffic Analysis Report Mirai Associates, August 2004 •; Lane Gonhg W)ris �j �j }� ♦A Sign (arra Slop Free Free Grade 0% 0% (Y% Vokme (vehRl) W 10 W 1010 1440 40 Peak Hour Favor 100 100 100 1 Of) 100 100 Hourly tow rale (vph) f0 10 10 1010 U40 40 Pedestnans Lane Wdh (t) Walkmg Wed (ttls) PWrOW FbgH him Aare (veh) Mederrlype Nome Met&an slaaae veh) Upstream *" (1) pX, Platoon unb4ocked vC, wrdsal:M vokww 1985 740 149D vG1, stag- 1 CAMI Vol vC2, slags 2 owA vol vU unbkYced vol 1985 740 1486 tC, single (s) 6.8 6.9 41 tC, 2 stag- is) W(s) 35 33 22 PO queue kee 19, 81 97 9A CM crpaly (vehlh) 52 359 451 lti�oriwratairag .. -ML i i Am. Volume Total W 10 10 505 505 960 520 Va{uMe Let 10 @ 10 0 G (1 ii Volume Right 0 10 0 0 0 0 40 rS4{ rig 359 451 17111 17tH) 17tKr 1700 Vofune to Capaaiy 019 003 002 030 030 056 0.31 (Itmue Length (1) 63 4 7 0 {) 0 0 Garr01 Delay (s) 1368 16.2 13.7 0.0 0.0 0.0 0.0 Lune L OS F C B Approach Delay (s) 76.5 0.1 0.0 A 4)road1 LOS f - Avw ago, Delay 07 blet"Mon Caparsty Ll Wi* m 511% iCti Level of Service A Anal yse P enod (nxn) Or l brat Assomles Inc Sym1wo 6 Report Page 2 Duvall Avenue Corridor 98 Final Report Traffic Analysis Report Mirai Associates, August 2004 A■■ 0 G t A T K S Lane - Mirai Proposed Geometry 20: NE 21st ST & Coal Creek PKWY SE 2030 PM Peak Hour Period L11t20(YI Lane G.onlgurabom M for +i. ►� �} Sign Control Stop Free Free Grp trr ()% alx, VokM (rehrh) t0 20 990 50 60 1380 Peak Hour Fadot 1 N) 100 100 100 100 100 Howiy lower rate (vph) t0 20 990 50 60 1380 Pedestrians Lane W Kl1h (R) walking Speed (ills) Pert;eri elodWe Poght tum flare Neti) Me(l-ion type None Medan storage veh) Updmwn signal (1) px, plaloan unhloeked vC, conliiAM vokmw. 1825 520 1040 vG1. s4agr. 1 orttrivol vG2. stage 2 Ow vol vW. unt b&4,d %;rA 1825 520 1040 tC, airr* (s) 6.8 6.9 41 W, 2 slap, (s) IF (s) 35 3.3 2.2 p0 queue Mee 14, 834 14c) 91 du capacty (vew) 62 501 664 "- 1: ME MM,.fr'a',r-#M '"Z X71, Vatune Total 10 20 660 380 60 690 680 VduneLet 10 I) (r 0 fill (1 ii Volrme FaIlti 0 20 0 50 0 0 0 Osil 62 _A" 1100 WOO (3M 1700 1701) Volume to capady 0 % 004 039 022 008 041 0.41 (.}ut'm Length (1) 53 12 0 11 3o (i w1 C &ol Delay (s) 105 9 134 0.0 0.0 12.6 0.0 0.0 Leve LES F 13 0 AWoadl Delay (a) 44.2 00 05 Approach L US L Average Delay 08 kAwsection Cepa(Ay BJtdization 48.1% ICU Level o8 Service A Analysts Period (w) GO Morar Assuaales, Ir1e Synchro s ReM Paye 3 Duvall Avenue Corridor 99 Final Report Traffic Analysis Report Mirai Associates, August 2004 A!• O C 1 A T[ 5 Lane - Mai Proposed Geometry 22. NE 19th ST & Coal Creek PKVVY SE 2030 PM Peak Hour Period 8115/2004 -*� 1 !' ` k k' t t 1* 4 4, Mal Assuaales Ina Sm"o 6 Report Page 4 Duvall Avenue Corridor 100 Final Report Traffic Analysis Report Mirai Associates, August 2004 Lane (C.4rir4g Fabo tE Sign Cads Stop Stop Free Free Grade 0% 09V. 0% (i . Vokme(veWh) 10 10 10 10 10 i0 20 4030 10 10 1340 10 Peak Hour Fadix too 1 (f0 100 1()0 1 00 100 1 On 100 1 ()fl 1 ()0 1 W 1 (10 Hou1y low rate (vph) 10 40 4o 10 40 t0 2D 4030 10 10 1340 10 Pedestnans Lem width (k) Walking Speed iftls) Percad Bbdaw PogM him Tare (veh) Mediantype None None Medan storage veh) UPskeam signal (4) pX, r4aluon urlhiodced vC,00nAic" volume 4835 2445 675 17110 2445 520 1350 1040 vC1, stag. 1 oonl vol wQ. stage 2 cad vol vQ1 wbiudced Yof 1935 2445 67ti 1760 2445 520 1350 1(140 tG. ,angle (s) 7.5 6.5 6.9 75 6.5 6.9 4 1 4.1 tC, 2 stage (s) tF(s) 3,5 40 33 35 4-0 3-3 22 22 PO queue tee `X, 63 66 91 72 66 90 96 48 clot capacity (vehlh) 27 29 396 36 29 501 506 664 olwalfWJae -# Vokme Total 10 24 10 20 20 687 353 10 993 457 Volume L00 11) (f 10 it 20 (1 Ii 10 it 0 Volume Rght 0 10 0 10 0 0 10 0 0 10 r4f1 27 54 3f; 56 1) OC 1700 1100 1',84 1701 1160 Voksm to CapacRv 0 37 037 028 036 004 040 0.21 0.02 053 027 (Xmel 1 engtti (1) 113 133 91 132 12 1i 0 5 11 0 Corirol Delay (s) 3855 209.3 2476 203.0 13.3 0.0 0.0 10.9 0.0 0 0 Lane 1-06 r F f f D 0 Approach Delay (s) 268.0 218.5 0.3 01 Approach LOS r I Ave(age delay go Intersedion Capealy Lbleation 512% ICU Level of Seam A fulaly34s Penod (man) 641 Mal Assuaales Ina Sm"o 6 Report Page 4 Duvall Avenue Corridor 100 Final Report Traffic Analysis Report Mirai Associates, August 2004 A s a O t E w T i a 5 Lane - Mirai Proposed Geometry 29 NE 23rd ST'S Coal Creek PKWY SE 2030 PM Peak Hour Period O't5f2(�1 T 4 Swcowd Stop Free Free Grade. 0% 0% M. vokane (ve") 10 10 20 1010 14SO 20 Peak Hoot Fadat 100 1 00 100 t 00 100 if)() Hourly tow rale (vph) 10 10 20 1010 1450 20 Pedestrians Lame Widh (it) I'Valking SM'ed (tis) Perowd Biodtage MgM tum Aare (veh) Medmnlype None Median storage veh) Upstew atpr)el (11) pX, platoon unNocked vC, cor>rict V volume 2005 735 1470 vG1. stage 1 Ew of wA vG2, stage 2 aordvol vCu, tmbkx*ed vol ?00-, 7$ i 147[) tG, WV* (s) 68 fig 4.1 iG, 2 stage (s) tF (a) 3.5 3.3 2.2 PO q~, fee °ti 80 97 46 rM wacily (vehlh) 49 362 455 vo.,1horne Total 10 10 20 5% 505 967 503 �/ YULInfelet 10 0 20 0 U 0 4) volumes Agit 0 10 0 0 0 0 20 r.SH 49 362 455 171.0 1700 17(k) 17CA) volume to caped y 020 003 0.04 030 0.30 057 0.30 Chance Len gb (1) 67 4 14 0 0 () U Control 09by (s) 148.2 1[6.1 14.4 0.0 0.0 00 00 Lane. LOS F C B Approach Do" (a) 82.2 03 00 04gxcodi LOS F Average Delay 08 Inleraedion Capealy 1111i1¢ahon 507% ICU Level of Service A Analysis PMW (pion) 6)1 Mao Associates. Inc Syw*wo 6 Repod Page 5 Duvall Avenue Corridor 101 Final Report Traffic Analysis Report Mirai Associates, August 2004 A 6 6 0 c e A s c a 5 Lane - Mlirai Proposed Geometry 112: SE 107th PL & Coal Creek PKWY SE 2030 PM Peak Hour Period flllbll(xW t l Lane Gi3lillWabons 4 1 fit SWcantr0l Slap Free Free Grade 0% 0% 0%. vohme (vehlh) 10 70 8o 1010 1370 10 Pµak Hour Fado( 1 W 1 (X) 100 100 1 00 1 w Harty How rate (Vph) 10 70 60 1010 1370 10 Pedw,anans Lane WKKh (11) WAlkirV Speed Ylfs) Perham Blodu*e RIO turn late (Veh) Median type None Me6an storage veh) Uphdream Signal (1) 387 px, ptaloon uMockp d vC, oonflo bW volume 2000 690 1300 VC 1, stage 1 nontv(l vC2, stage 2 void vd vDj, unhk)dted W ir)(xl 690 1380 tc, single (s) 6.8 6.9 41 tc, 2 stage (s) IF (s) 3.5 33 22 Mi queue r"- v;, 7e 132 Be OM capady (vetol) 46 388 493 911111W1a6~. . , _ Bl1 1 $ 70 1 11; ..MR.:JAILM1: LA 60 505 505 913 467 Volume ToW 10 VdurneLet 10 0 60 0 0 u volume Right 0 70 0 0 0 0 10 cSH 46 388 493 17oO 1100 1700 1700 Volume to Capacdy 022 0.18 012 030 030 054 0.27 thme I -ennui (1) 72 &1 41 (1 0 0 0 cowrol Deiay (s) 165-7 224 15.4 0.0 0.0 0.0 0.0 Lane LOS f C G Approach Delay (s) 40.5 0.9 0.0 ApproaM LC6 E. Avegago Play 17 IMe mx wn Cepaaty Ubkzatwm 540% ICU Level of Service A Analyses Penod (min) GO Wai Assoaales, Inc Syrwhluo G Rep(xt Page G Duvall Avenue Corridor 102 Final Report Traffic Analysis Report Mirai Associates, August 2004 A s a 0 c 1 A T[ 0 APPENDIX C; Corridor Level of Service Analysis Northbound AM Peak Period Travel Time Intersectlon From TO Distance Speed Time Intersection Control Dela Baseline NO 3 LANE 4 LANE 5 LANE (feet) (mph) (sec) ACTION 100' S SE 100 35 1.9 Of SE 107"' 107'" PI PI Duvall Ave & 0.0 O.F7 0.0 o.0 0.0 SE 107' PI SE NE 1092 35 21.3 107 19th St PI Duvall Ave & 0.0 0.0 0.0 0.0 0.0 NE 19'h St NE ME 511 35 10.0 19th St 21" St Duvall Ave & 0.0 0.0 0.0 0.0 0.0 ME 21't St NE NE 494 35 9.6 2e St 23id St Duvall Ave & 0.0 0.3 0.0 0.0 0.0 ME 23rd St MENE 323 35 8.3 23rd St 20 5t Duvall Ave & 0.0 0.3 0.0 0.0 0.0 ME 24" St NE SE 161 35 3.1 24"' St 100"' St Duvall Ave & 0.0 0.0 0.0 D.0 0.0 SE 104'" St SE SE 1373 35 26.7 104"' 95"' St Way Coal Creek 0.0 0.3 25.1 8.9 8.4 Parkway & SE 9e WaY SE SE 962 35 18.7 95"' May Way Valley Rd Coal Creek 0.0 0.0 74.0 27.5 14.4 Parkway & SE May Valley Rd SE 100'N 100 35 1.9 May of SE Valley May Rd Valley Rd TOTAL 4952 96.5 0.0 1 0.9 1 99.1 1 36.4 1 22.8 Total Travel Time sec 98.5 97.4 1 195.8 132.9 119.3 Total Travel Time min 1.8 1.8 1 3.3 2.2 2.0 Average Speed (mph) 35.0 647 1 17.3 25.4 28.3 Duvall Avenue Corridor 103 Final Report Traffic Analysis Report Mirai Associates, August 2004 A!■ O C I A T R i Northbound PM Peak Period Travel Time Intersection From To Distance Speed Time Intersection Control Dela Baseline NO 3 LANE 4 LANE I 6 LANE (feet) (mph) (See) ACTION 100'S SE 100 35 1.9 of SE 107' 1074' PI PI Duvall Ave & 0.0 0.0 0.0 0.0 0.0 SE 10r PI SE NE1092 35 21.3 107'" 19th 5t PI Duvall Ave & 0.0 0.0 0.0 0.0 0.0 NE Ile St NENE 511 35 10.0 19th St 21" Si Duvall Ave S 0.0 0.0 0.0 0.0 0.0 NE 21't St NE NE 494 35 9.6 21" St 23 d St Duvall Ave 3 0.0 0.4 0.0 0.0 0.0 NE 23`d St NE NE 323 35 6.3 23fd St 20 St Duvall Ave & 0.0 0.4 0.0 0.0 0.0 NE 2441 St NE SE 161 35 3.1 24'h St 1001" St Duvall Ave & 0.0 0.0 0.0 0.0 0.0 SE We St SE SE 1373 35 26.7 100'" se St Way Coal Creek 0.0 0.4 5.3 2.5 2.4 Parkway 3 SE 95"' Way SE SE 062 35 18.7 9541 May Way Valley Rd Coal Creek 0.0 0.0 8.2 2.4 9.2 Parkway i4 SE May Valley Rd SE 100'N 100 35 1.9 May of SE Valley May Rd Valley Rd TOTAL 4952 96.5 0_0 1.2 13.5 4.9 11.6 Total Travel Time sec 96.5 97.7 110.0 101.4 108.1 Total Travel Time min 1.5 1.6 1.8 1.7 1.8 Average Speed (mph) 35.0 34.6 30.7 33.3 31.2 Duvall Avenue Corridor 104 Final Report Traffic Analysis Report Mirai Associates, August 2004 A 8 C C I A T K Southbound AM Peak Period Travel Time intersection From To Distance Speed Time Intersection Control Del Baseline NO 3 LANE 4 LANE 5 LANE (feet} Imph) (sec} ACTION 1100'N SE 100 35 1.9 of SE May May Valley valley Rd Rd Coal Creek 0.0 0.0 2.0 25.4 1.0 Pkwy & SE May Valley Rd SE SE 962 35 18.7 May 95"' Valley way Rd Coal Creek 0.0 0.0 6.6 4,3 4,5 Pkwy & SE 95" Vita SE SE 1373 35 26.7 95tt' 100"' way St Duvall Ave as 0.0 0.5 0.0 0.0 0.0 SE 100'" St SE. NE 161 35 3.1 100"' 24"' St St Duvall Ave & 0.0 0.0 0.0 0.0 0.0 NE 24' St NE NE 313 35 6.1 24"' St 23"St Duvall Ave & 0.0 0.0 0.0 0.0 0.0 23'" St NE NE 453 35 8.8 23'° St 21 a St Duvall Ave & 0.0 0.0 0.0 0.0 0.0 NE 21' St NE NE 472 35 9.2 21" St 191" $t Duvall Ave & 0.0 0.0 0.0 0.0 0.0 NE 19"' St NE SE 1018 35 19.8 191h St 107' Pi Duvall Ave & 0.0 0.0 0.0 0.0 0.0 SE 107'" PI SE100' S 100 35 1.9 107"' of SE PI 107' PI TOTAL 4952 1 96.5 0.0 0.5 8.6 12.7 5.5 Total Travel Time sec 96.5 97.0 105.1 126.2 102.0 Total Travel Time min 1.6 1.6 1.8 2.1 1.7 Average Speed (mph) 35.0 34.8 32.1 26.8 33.1 Duvall Avenue Corridor 105 Final Report Traffic Analysis Report Mirai Associates, August 2004 A 8 f u G I A T E Southbound PM Peak Period Travel ime Intersection From To Distance Speed Time I Intersection Control Dela BaselineNO 3 LANE 4 LANE 5 LANE (feet) (mph) (sec) ACTION 100' N SE 100 35 1.9 of SE May May Valley Valley Rd Rd Coal Creek 0.0 0.0 22.8 70.5 3.2 Pkwy & SE May Valley Rd SE SE 962 35 18.7 May 95"' Valley way Rd Coal Creek 0.0 0.0 15.3 3.9 4.0 Pkwy & SE 95h Way SE SE 1373 35 26.7 95`h 100'h Way St Duvall Ave & 0.0 0.3 0.0 0.0 0.0 SE 100'h St SE NE161 35 3.1 1001' 24h St St Duvall Ave & 0.0 0.0 0.0 0.0 0.0 NE 24h St NE NE 313 35 6.1 2e St 23rd St Duvall Ave & 0.0 0.0 0.0 0.0 0.0 23`d St NENE 453 35 8.8 23rd St 21" St Duvall Ave & 0.0 0.0 0.0 0.0 0.0 NE 21" St NENE 472 35 9.2 21" $t 1$" St Duvall Ave & 0.0 0.0 0.0 0.0 0.0 NE 19'h St NE SE 1018 35 19.8 191h St 107"' PI Duvall Ave & 0.0 0.0 0.0 0.0 0.0 SE 107'" PI SE 10015 100 35 1.9 10Th of SE PI 1071° PI TOTAL 4952 96.5 0.0 1 0.3 1 38.1 1 74.4 1 7.2 Total Travel Time sec 96.5 96.8 134.6 170.9 103.7 Total Travel Time rein 1.6 1.6 2.2 2.8 1.7 Average S (mph) 35.0 34.9 25.1 19.8 32.6 Duvall Avenue Corridor 106 Final Report Traffic Analysis Report Mirai Associates, August 2004 MAS ` 52o% Critical Areas Study and Plan rraRsG��,�, lr �Yst�rns Iry Duvall Avenue NE/ Coal Creek Parkway SE Widening Project City of Renton (King County, Washington) Prepared for.• The City of Renton Renton City Hall- 5`h Floor 1055 South Grady Way Renton, WA 98055 Prepared by. Widener & Associates 1010832 nJ Ave W Ste D Bldg C-3 Everett, WA 98204 May 2, 2006 BERGER/ABAM Engineers, Inc. 33301 Ninth Avenue South Suite 300 Federal Way, WA 98003 Table of Contents 1. INTRODUCTION...................................................................................................... 3 1.1 AUTHORIZING AGENCY AND SCOPE OF STUDY ....................................................... 3 1.2 STUDY AREA.......................................................................................................... 3 1.3 STUDY AREA DESCRIPTION.................................................................................... 1 1.4 SENSITIVE AREAS DEFINITIONS AND REGULATIONS .............................................. 3 1.41 Aquatic Areas.............................................._...._........................................3 1.42 Erosion Hazard Areas...................................................................................... 4 1.43 Landslide Hazard Areas.................................................................................... 6 1.44 Steep Slope Hazard Areas................................................................................. 6 1.45 Wetlands............................................................................................................ 7 1.46 Aquifer Protection Areas.................................................................................. 8 2. METHODS......................:.........................................................................................12 2.1 REVIEW OF EXISTING INFORMATION.................................................................... 12 2.2 ON-SITE INVESTIGATION...................................................................................... 12 3. RESULTS AND DISCUSSION...............................................................................14 3.1 GENERAL SITE DESCRIPTION................................................................................ 14 3.1.1 Topography................................................................................................. 14 3.1.2 Land Use...................................................................................................... 14 3.1.3 Hydrology....................................................................................................14 3.1.4 Plants...........................................................................................................15 3.1.5 Soils............................................................................................................. 15 3.1.6 Wildlife.................................................................... ................................. ... 16 3.1.7 Existing Critical Areas Mapping................................................................. 16 3.2 FINDINGS..............................................................................................................17 3.2.1 Aquatic Areas................................................................ ........................... ... 17 3.2.1.1 May Creek............................................................................................... 17 3.2.1.2 Unnamed Stream (P9) ............................................................................. 17 3.2.1.3 Honey Creek............................................................................................ 17 3.2.2 Erosion Hazard Areas................................................................................. 18 3.2.3 Landslide Hazard Areas............................................................................. 19 3.2.4 Steep Slopes Hazard Area........................................................................... 19 3.2.4.1 Static Stability........................................................................................... 19 3.2.4.2 Seismic Stabikr........................................................................................ 19 3.2.5 Wetlands...................................................................................................... 20 3.2.6 Aquifer Protection Zones............................................................................. 22 3.3 REGULATORY IMPLICATIONS................................................................................ 22 3.3.1 Aquatic Areas.............................................................................................. 22 3.3.2 Erosion Hazard Areas................................................................................. 23 3.3.3 Landslide Hazard Areas.............................................................................. 23 3.3.4 Steep Slope Hazard Areas........................................................................... 24 3.3.5 Wetlands..............................................................................24 3.3.6 Aquifer Protection Zones............................................................................. 24 Critical areas Study: Davallrlverrrre -E/Coal Creek Parkxa_y 5E Ib'iderrirrg Project Pale 1 The City of Renton 1fa}- 2, 2006 3.3.7 Permitting Requirements............................................................................. 25 4. CONCLUSION......................................................................................................... 25 5. REFERENCES......................................................................................................... 28 6. APPENDICES...........................................................................................................31 APPEND]x A: NATIONAL WETLANDS INVENTORY MAP APPENDIX B: KING COUNTY SENSITIVE AREAS MAP APPENDIX C: CITY OF RENTON CRITICAL AREA MAPS APPEND]X D: KING COUNTY BASIN AND SHORELINES CONDITIONS MAP APPENDIX E: WETLANDS DELINEATION MAPS APPENDIX F: SOIL SURVEY OF KING COUN'T'Y AREA, WA APPENDIX G: STREAM SURVEY REPORT List of Fi—aures FIGURE 1 : VICINITY MAP ....................... FIGURE 2: GENERAL SITE MAP ............... List of Tables ........................ ... ........................... I.................... 1 ........................................................................... 2 TABLE 1. WASHINGTON DEPARTMENT OF NATURAL RESOURCE'S WATER TYPING SYSTEM (KING COUNTY, DDES AQUATIC AREA CONSIDERATIONS, 2005) ................................. 4 TABLE 2. BUFFER REQUIREMENTS BASED ON WATER TYPE ACCORDING TO THE KING COUNTY CRITICALAREAS ORDINANCE........................................................................................ 4 TABLE 3. WETLAND BUFFERS FOR URBAN AREAS BASED ON WETLAND CATEGORY AS DEFINED BY THE 2004 WETLAND RATING SYSTEM FOR WASHINGTON STATE ............... S Critical areas Study=: DuvallAvenue ATE/Coal Creek Parkway SE Wlideniq Project Page 2 'I'he City of Renton Maly 2, 2006 1. Introduction 1.1 Authorizing Agency and Scope of Study This Critical Areas Study and Plan was prepared by Widener and Associates in association with BERGER/ABAM Engineers, Inc. on behalf of the Citv of Renton to identify and delineate all critical areas within the Duvall Avenue NE/Coal Creek Parkway SE Widening Project site. The City of Renton proposes to improve a 0.8 mile segment of the roadway from SR900 (City of Renton) to SE 95" Way in the Cite of Newcastle, Washington. The scope of this study is to present the existing sensitive area information, identify and delineate these areas, assess the project impacts, as well as develop mitigation, maintenance, and monitoring plans as appropriate. 1.2 Study Area The proposed project arca is located within the City of Renton, unincorporated King County, and the City of Newcastle, King County, Washington. The project site is located along the Duvall Avenue NE/138`' Avenue/Coal Creek Parkway- SE roadway. It begins approximately 250 feet north of the intersection of Duvall Avenue NE and NE Sunset Boulevard (SR900) and ends at SE 95th Way to the north. North of the Renton City= limits (between NE 23'd and NE 24th Streets), in unincorporated King County-, the roadway is called Coal Creek Parkway- SE. The entire project area is located within the urban growth boundary (King County- Comprehensive Plan, 2002). The legal geographic description of this area is: Township 23 North, Range 5 East, Section 3 and Township 24 North, Range S East, Section 34. The study area includes those areas within a minimum of 200 feet of the project limits. Refer to the vicinity- map provided in Figure 1. Critical :areas Study: Di vall Aimue jti'F/Coal Creek Park2vag SE 11'idereins Projecl Page 3 The City of Renton Mav 2, 2006 N N 30th M 2BIh �i M 24th s s gl N 9th St �J r r ► EiIERETT N N 30th M 2BIh �i M 24th s s gl N 9th St �J AFB r EiIERETT 'A sbiru- r 'RENT ABERDEEN r • CLYhPIA r SE 92nd St SE 93rd St WL-*� NE 2Eth St 'A' SE 85th N'up Aw �, g5Vn Mi't SE 95th Wq v `�' w0Y Y°BrY R 'C SE 95th P7 p ry � 9y SE 96th Project Area E �• 'Fl5 1025th PI 26th CY NE 24th W 24th Stit * r"th St INE lith Ct ... !tE 24th � NE 23rd PI � 26 SE 701c1 St ¢ � 21M SE 100th 1N i IE IN 4� S W SE 102nd �11 an NE 23rd ME 22nd NE 23rd St . NE 22nd a NE 22nd INA HF 22rd PI i INE 22nd St � NE 20th 9L HE 29th Ar tE 21st St aE >o ME 211d H ME MI XE IBth 9k I ;: 1E ' ... x iu NE 79M St rf ter : I 1 ME 19thVi }� SME: 18TH St NE 171hfl 4 Y NIE Y NE 16th Si. _ _ l ME 17{h 5! § NE 17th SE 1C7tn PI v �� 000 G K sy LL gg ! NE 10 St S S S I'rNE 12th St 8 1 NE 12th St _...� < _ 11th Pt IIN R i E poo NE 77th St a I 11th NE lith y z a !E10th ;I W' o !� NE loth Ct11W0 'a HE 10th PI 3 St' NE 10th in. ME loth n ton+ Si !E st NEpth�� '� stnx ME SM R. s 9 Ct ME 9th Ct �3 755 i NE ath St HE 8th Ct NE dth 51 ..W.7th St. ME Ith c`'s -011111k Duvall Ave NE/Coal Creek Parkway SE • i Reconstruction Project Figure �,,,, Vicinity Map 1.3 Study Area Description The north -south roadway corridor extends from the City of Renton to Newcastle and is zoned as urban residential. The project area is classified as a `minor' arterial within the City of Renton and a `principal' arterial north of the city limits in unincorporated King County. The area is dominated by residential land use. In the northern portion of the project area (north of SE 100"') there is an urban greenbelt area and King County owned parcels of open space, as well as undeveloped privately owned open space. The study area is located within the Lower May Creek Basin. Three streams are considered to be located within the study= area: May Creek, Honey Creek, and Unnamed stream (P9). May Creek is located along the north project terminus and Honey- Creek is located approximately 350 feet south of the project starting point, just south of the Duvall Avenue NE/SR 900 intersection. Unnamed Stream (P9) is located north of SE 100`" Street on the east side of Coal Creek Parkway SE. Critical areas Study: DuvallAvenue INE/Coal Creek Parkzvq! SE [Widening Proleet Page 5 The City of Renton May 2, 2006 L z A4,,y Vat�ey Ra �Q Creek 04/C r0&e-.� NE 25th PI NE 261h Ct 'Fp+' c ` �ys`F 0 NE._24 Ct SE 100th St F'A"ik it NE 24th St E 24th St King Count,✓ . NE 23rd St Renton W z 0 C- NE 22nd NE 22nd PI > 'LU ¢ 21 st St NE 21stPI NE 20th St o a NE 19th St Q NE 19th St Q 2 L m NE 18th St w WhitmanP NE 18th PI a) � a a v NE 17th St SE 107th PI NE 2 10% Duvall Ave NE/Coal Creek Parkway SF �/,�a4M Reconstruction Project Figure General Site Map 2 L4 Sensitive Areas Definitions and Regulations The Growth Management Act (GNLk) requires King County, as well as other cities and counties to designate and protect Critical :areas or `Sensitive Areas'. The King County Critical Areas Ordinance approved on October 25, 2004, details regulations regarding the protection of the functions and values of these areas. Regulations mai- limit or prohibit development of critical areas or require buffer areas and/or mitigation measures. Environmentally sensitive areas include aquatic areas, coal mine hazard areas, critical aquifer recharge areas, erosion hazard areas, flood hazard areas, landslide hazard areas, seismic hazard areas, steep slope hazard areas, volcanic hazard areas, wetlands, and wildlife habitat conservation areas. The City of Renton Critical Areas Ordinance was approved on April 21, 2005. The City of Renton environmentally sensitive areas include aquifer protection zones, landslide hazard areas, flood hazard areas, erosion hazard areas, seismic hazard areas, sensitive slope areas, volcanic hazard areas, coal mine hazard areas, streams and lakes, wetlands and critical habitats. Review of existing information and on --site investigations concluded that the following King County areas were not present in the project study area and therefore will not be discussed in this report: coal mine hazard areas, critical aquifer recharge areas, flood hazard areas, seismic hazard areas, volcanic hazard areas, and wildlife habitat conservation areas. The following City of Renton areas were not present in the project study area and therefore will not be discussed in this report: landslide hazard areas, flood hazard areas, seismic hazard areas, coal mine hazard areas, streams and lakes, wetlands and critical habitats (Appendix Q. 1.41 Aquatic Areas King County aquatic areas include shorelines, rivers, streams, and other bodies of water including marine waters, lakes, and ponds. Aquatic areas do not include wetlands or water features that are entirely artificially created such as stormwater conveyance systems or artificial ponds or pools. aquatic areas are classified by their size and potential to provide fish habitat. The Washington Department of Natural Resource's water typing system is as follows: Type Description Type S waters "shorelines of the state" and include all marine shorelines, rivers with flours over 20 cubic feet per second cfs , and lakes larger than 20 acres Type F waters Natural water bodies that contain fish habitat. A stream segment is presurned to contain. Critical areas Study: DumllAveyaue \E/Coal Greek Parkrvu_y SE Videuim,g Project Mage The Cin, of Renton May 2, 2006 Table 1. Washington Department of Natural Resource's water typing system (King County, DDES Aquatic Arca Considerations, 2005) King County Critical Areas Ordinance requires different buffers for water types as shown below. Water Type fish habitat if. (1) it is more than 2 feet wide; (2) it has a gradient of less than 20 percent; and 3 it has no natural blockage to fish passage downstream. Type N waters Other natural waters that flow to Type S or F waters Type O waters Natural waters that do not flow to Type S, F, or N waters Table 1. Washington Department of Natural Resource's water typing system (King County, DDES Aquatic Arca Considerations, 2005) King County Critical Areas Ordinance requires different buffers for water types as shown below. Water Type Buffer Type S or F Urban 115 feet Urban areas in basins with basin conditions designated "high" on the basin conditions :nap (Appendix I] 165 feet Rural 165 feet Tye N 65 feet Tye O 25 feet Table 2. Buffer requirements based on water type according to the King County Critical Areas Ordinance. Review of existing information and on-site investigations concluded that project is not within a City of Renton aquatic (lake or stream) area. King County Critical Area Ordinance buffer requirements apply. See Section 3.3 for an analysis of impacts to aquatic areas and buffers. 1.42 Erosion Hazard Areas King County Erosion Hazard Areas are areas underlain by soils that are subject to severe erosion when exposed. Dependent upon circumstances, regulation of clearing and grading and mandating of erosion -control techniques may be necessary. Clearing of an area up to 7,000 square feet in an erosion hazard area may occur at any time. April 1 to October 1 is the only time that an area located within an erosion hazard area that is 7,000 square feet or greater is allowed to be cleared. Regular monitoring of the project may be required if activities pose a risk of damage to downstream wetlands or aquatic areas. Critical areas Study: Duvall Avenue NE/Coal Creek Parkway SE Videirisag Project Page S The City of Renton ,\Day 2, 2006 Cite of Renton Erosion Hazard Areas are areas that are categorized as low erosion hazard (EL) and high erosion hazard (EH). The project lies on the boundaries of two erosion hazard areas; along the flay Creek ravine and the east side of Coal Creek Parkway/Duvall Ave between Southeast 100`h Street and Southeast 95th Way (refer to Erosion Hazard Areas Map, City of Renton — Appendix C). The regulations apply to all non-exempt activities on erosion hazard sites and within 50 feet of said sites. EL areas have soils characterized by the Natural Resource Conservation Service as having slight or moderate erosion potential, and that slope less than fifteen percent (15° o). EH areas have soils characterized by the Natural Resources Conservation Service as having severe or very severe erosion potential, and that slope more steeply than fifteen percent (15"/0). Geotechnical studies by qualified professionals are required when a development permit is needed and o geologic hazard is present on the project site, or with fifty feet adjacent to or abutting the project site. The City requires applicants who build critical facilities in EH areas to submit a geotechnical report for independent review by qualified specialists selected by the City, at the applicant's expense. An applicant may request this to be waived by the City's Department Administrator. At the City's discretion, for any proposal except critical facilities, the City may require independent review of an applicant's geotechnical report. The required studies shall demonstrate the following review criteria to be met. 1) the proposal will not increase the threat of the geological hazard to adjacent properties beyond pre -development conditions; 2) the proposal will not adversely impact other critical areas; and 3) the development can be safely accommodated on the site. A mitigation plan may be required by the Responsible Official (Environmental Review Committee, City of Renton). In addition, for EH areas, the development applicant shall submit erosion control plans. The reviewing official may condition a development proposal to achieve minimal site erosion, including, but not limited to, timing of construction and vegetation stabilization, sequencing or phasing of construction, clearing and grading limits, and other measures. During construction, weekly on-site inspections and reports documenting erosion control shall be required. Review of existing information and on-site investigations concluded that the project is within King County and City of Renton erosion hazard areas. See Section 3.3 for an analysis of impacts to erosion hazard areas. Critical _areas Study: DupallAvenue NE1 Coal Creek Parkway SE Vi( ing PmjecI Page The City of Reriton IN lav 2, 2006 1.43 Landslide Hazard Areas Landslide hazard areas are those areas that present hazards due to geologic features including slope failures, rock falls, and rapid undercutting by stream erosion or waves. These areas present a hazard both above and below these geologic features. The King County Zoning Code encourages avoidance of the landslide hazard areas when possible; however, when this is not the case, scientific and engineering studies are required to characterize the hazard and recommend ways to eliminate the hazard. Vegetation removal is prohibited unless it is a necessary part of an allowed alteration. According to the general provisions of the King County Critical Areas package, the buffer is 50 feet with an additional 15 foot building setback. The buffer may be adjusted depending upon conditions. Review of existing information and on-site investigations concluded that the project is not within a City of Renton landslide hazard area (See Appendix C). King County Critical Area Ordinance buffer requirements apply. See Section 3.3 for an analysis of impacts to landslide hazard areas. 1.44 Steep Slope Hazard Areas Steep slope hazard areas are slopes that are greater than 10 feet tall with a grade greater than 40%. For regulation purposes, steep slopes are categorized into four groups: steep slopes less than 10 feet high, steep slopes between 10 and 20 feet, steep slopes greater than 20 feet high and steep slopes created by previous legal grading. Steep slopes less than 10 feet high are not regulated by King County. Steep slopes between 10 and 20 feet high may be exempt if a geotechnical engineer or geologist concludes that no impact will occur as a result of the project. Steep slopes greater than 20 feet high are regulated. Buffers are required around all edges of a steep slope and are determined based up on a critical area report prepared by a geotechnical engineer or geologist. If a geotechnical report is not available, a minimum width of 50 feet should be used. Critical Areas Study: DuvaldAmnue NEI Coal Creek Park vay SE 6Z'ideniq Project Page 10 The City of Renton 'May 2, 2006 Review of existing information and on-site investigations concluded that the project is not within a City of Renton steep slope hazard area (see previous Erosion Hazard Area section), but is subject to King County steep slope regulations. See Section 3.3 for an analysis of impacts to steep slope hazard areas. 1.45 Wetlands Wetlands are those areas where the soil is saturated for a period of time long enough to develop three main characteristics: hydric soils, wetland hydrology, and hydrophytic vegetation. King County categorizes wetlands using the 2004 Wetland Rating System for Washington State. Wetlands are rated according to their functions and values. Based on this rating, a wetland is assigned one of four categories (Categories I-IV). Category I wetlands are the most unique, undisturbed, and highly functioning wetlands. Category II wetlands are difficult, though not impossible, to replace and provide high levels of some functions. Category= III wetlands are 1) wetlands with a moderate level of functions and 2) interdunal wetlands between 0.1 and 1 acre in size. They have usually= been disturbed in some ways and are often less diverse or more isolated from other natural resources in the landscape than Category II wetlands. Category IV wetlands have the lowest levels of functions and have the potential to be improved upon. Fach category has different buffer requirements. Wetland buffers for urban areas are shown in the table below. Urban Area Wetland Category and Characteristics Buffer Category I Category I wetlands not meetin any of the criteria below 125 feet Natural Heritage Wetlands 215 feet Bog 215 feet Estuarine 175 feet Coastal Lagoon 175 feet Habitat score from 29 to 36 points 225 feet Habitat score from 20 to 2$ points 150 feet Category II Category II wetlands not meeting any of the criteria below 100 feet Esmarine 135 feet Habitat score from 29 to 36 points 200 feel Critical _areas Stud}': DuvallAnenue I'VE/ Coal Creek Parkxu SE EideniFzg Pmjeet Page 11 The Cit}' of Renton May 2, 2006 Habitat score from 20 to 28 points 125 feet Category III Category TII wetlands not meeting any of the criteria below 75 feet Habitat score from 20 to 28 points 125 feet Category IV 50 feet Table 3. Wetland buffers for urban areas bayed on wetland category as defined by the 2004 Wedand Rating System for Washington State. Review of existing information and on-site investigations concluded that the project is not within the City of Renton wetland area but is subject to King County regulations. See Section 3.3 for an analysis of impacts to wetlands. 1.46 Aquifer Protection Areas The project lies within a City of Renton aquifer protection area (refer to Aquifer Protection Zones Map in Appendix C). The purpose of City of Renton aquifer protection zone regulation is to protect aquifers used as potable water supply sources by the City from contamination by hazardous materials, provide a means of regulating specific land uses within aquifer protection areas, protect groundwater resources of the City and provide a means of establishing safe construction practices for projects built within an aquifer protection area. The following developments, facilities, uses and activities shall comply with the regulations pertaining to aquifer protection areas; development permits, facilities which handle hazardous materials or will change their use of hazardous materials. New facilities must be reviewed for compliance, and no person, persons, or corporations shall temporarily or permanently abandon, close, sell or otherwise transfer a facility without complying with the requirements of this regulation. In addition, all persons that handle hazardous materials shall be subject to the requirement of this regulation. An inventory of hazardous materials on forms provided by the City of Renton's Planning/Building/Public Works Department (hereafter referred to as the Department) shall be submitted to the Department upon application for a development permit. Persons who apply pesticides and /or fertilizers containing nitrate in the aquifer protection area, except for homeowners applying to their own property, shall comply with this regulation. Those who shall comply include; persons engaged in construction activities, placing fill material, converting or installing heating systems for fuel oil; owners of pipelines, of existing solid waste landfills, or structures that are connected to existing on-site sewage Critical ureas Study: DunullAvenue INE/Coal Creek Parkxg SE Eidening Project Page 12 The City of Renton flay 2, 2006 disposal systems and proposed wastewater disposal systems. In addition, all surface water systems shall meet the requirement of this regulation. Prior to any development or alteration of a property containing a critical area, the owner or designee must obtain a development permit, critical area permit and /or a letter of exemption. In addition, in an aquifer protection area, operating and closure permits are required. No permits will be issued if the Department finds that the proposed land use, activity, or business is likely to impact the long-term, short-term, or cumulative quality of the aquifer. In addition, any person intending to develop properties known or suspected to have Renton critical areas present are encouraged to meet with the appropriate City representative early in the planning process, the location of the critical areas shall be indicated on the plans, and the applicant may be required by the Reviewing Official (decision-making official or body authorized to grant permit approval or activity) to prepare or fund analysis of any proposed mitigating measures. These analyses shall be paid at the applicant's expense and is subject to a third party review. There may also be a request for consultation with the Washington Department of Fish and Wildlife, Washington State Department of Ecology, and/or the local Native American 'Tribe. The following is a list of City of Renton exempt activities for aquifer protection areas and erosion hazard areas (Section 1.42): • Natural resource/habitat conservation • Habitat enhancement activities • Approved restoration/mitigation • Education and research Site investigative work • Harvesting wild foods • Existing/ongoing agricultural activities (erosion hazard areas only) • Removal of dead or diseased trees • Relocation of existing utilities out of critical area and buffer locations • Existing parks, trails, roads facilities and utilities, normal maintenance (erosion hazard areas only) • Utilities, traffic control, walkways, bikeways within existing, improved right-of-way or easements (erosion hazard areas only) • Modification of existing utilities and streets by ten percent or less (erosion hazard areas only) Critical _areas Study: DuiallAivime ATE/ Coal Creek Parkway SE Videnut Prnjecl Page 13 The City of Renton May 2, 2006 • Vegetation management/essential tree removal for public or private utilities, roads, and public parks (erosion hazard areas only) • Remodeling, replacing, removing existing structures, facilities, and improvements (erosion hazard areas only) • Maintenance and repair of any existing public or private uses and facilities where no alteration of the critical area and buffer or additional fill materials will be placed (erosion hazard areas only) • Modifications of an existing single family residence (erosion hazard areas only) • Existing activities which have not changed (erosion hazard areas only) + Emergency activities • Frncrgency tree/ground cover cutting or removal by agency or utility • Federal or state pre-emption: cleanups, monitoring and/or studies undertaken under supervision of the Washington Department of Ecology or the U.S. Environmental Protection Agency (aquifer protection areas only) • Use of materials with no risk (aquifer protection areas only) The following is a list of City of Renton limited exemptions within critical areas and associated buffers for aquifer protection areas (Section 1.46). There are no limited exemptions for erosion hazard areas. • Hazardous materials for sale in original small containers of 5 gallons or less • Hazardous material use, storage, and handling in de minimis amounts (20 gallons or less) • Noncommercial residential use, storage, and handling of hazardous materials; provided, that no home occupation business is operated on the premises • Hazardous materials in fuel tanks and fluid reservoirs attached to a private or commercial motor vehicle used directly in the operation of that vehicle. • Fuel oil used in existing heating systems • Hazardous material used, stored, and handled by the City of Renton in water treatment processes and water system operations • Fueling of equipment not licensed for street use; provided, that such fueling activities are conducted in a containment area that is designed and maintained to prevent hazardous materials from coming into contact with soil, surface water, or groundwater except for refueling associated with construction activity. • Hazardous materials contained in properly operating sealed units (transformers, refrigeration units, etc.) that are not opened as part of routine use. • Hazardous materials in fuel tanks and fluid reservoirs attached to private or commercial equipment and used directly in the operation of that equipment • Hazardous materials in aerosol cans • Hazardous materials at multi -family dwellings, hotels, motels, retirement homes, convalescent center/nursing homes, mobile or manufactured home parks, group homes, and daycare family homes when used by owners/ operators of such facilities for on-site operation and maintenance purposes. Critical areas Study: Dutuall Avenue NE/Coal Creek Parkmay SE IFideniny Project Page 14 The City of Renton May 2, 2006 • Hazardous materials used for janitorial purposes at the facility where the products are stored. • Hazardous materials used for personal care by workers or occupants of the facility at which the products are stored The following is activities that are exempt in critical area buffers for erosion hazard areas: • Trails and open space on public property. Trails must be located in the outer 25% of the buffer, farther away from the critical area. Enhancement of the buffer area where the trail is located. Trails shall be a maximum width of twelve feet. All exemptions require that a letter of exemption be obtained from the Department Administrator prior to construction or initiation of activities_ Review of existing information and on-site investigations concluded that project is within the City of Renton's Aquifer Protection Area but not within Ding County's. Critical _areas Study: Duuall Aivenue NE/Coal Creek Parkway SE [Y"ideiring Piec Page 15 The City of Renton May 2, 2006 2. Methods A review of existing information as well as an on-site investigation was undertaken for the analysis of the study area. 2.1 Review of Existing Information The following resources and technical discipline reports were reviewed. • May Creek Basin Plan (April 2901) • Technical Appendices, Draft Environmental Impact Statement (February 1995) • King County iMap for Sensitive Areas • Soil Survey of Icing County Area, Washington • Priority Habitat Species Maps, WDFW 0anuary 31, 2005) • USFWS website • NOAA Fisheries website • Addendum Report, Duvall Avenue Northeast Improvements Stormwater Pond (September 2005) 2.2 On-site Investigation Much of the on-site investigation was undertaken at the time of the wetland delineation by Widener and Associates. Site visits were conducted on August 2nd, Yd, and 7`h of 2004 and August 17"' of 2005 as well as aninvestigation of Honey Creek on November 9th, 2004. Stream surveys were undertaken by Widener and Associates on February 16, 2005 and September 91h, 2005. Wetlands were delineated consistent with the technical approaches outlined in both the Department of Ecology's Washington State Wetlands Identification and Delineation Manual (1997) and the U.S. Army Corps of Engineers Wetlands Delineation Manual (1987). The area of investigation included the immediate vicinity of construction and areas within 100 feet of the project boundaries, except in those areas within unincorporated King County which were investigated within 300 feet. The "routine on-site determination method" was used. Please refer to the Wetland Investigation and Delineation Report for the Duvall Avenue NE Critical areas Study: DuvallAvenue NE/Coal Creek Parhvay SE lE admin Project Page 16 The City of Renton Alai, 2, 2006 Widening Project prepared by Widener and Associates (September, 2005). During the wetland investigation the majority= of the project site was traversed, particularly the open spaces in the northern portion of the project area. A Stream Surrey was undertaken by Widener and Associates on February 16, 2005 in order to sun-ey/evaluate stream conditions_ Habitat classification, sediment, riparian cover, vegetation, soil, large woody debris, in -stream habitat and fish habitat/presence were evaluated during the field review. On a broad scale, habitat was identified as being riparian (RI), forested (FO), scrub/shrub (SS), or emergent (EM). 1\4ore specifically, type of channel, water speed, turbulence, and water structures were surveyed along the streams. The length of Unnamed Stream (P9) was traversed from the beginning point of its flows (north of SE 100`h Street) to approximately 450 feet east of the project limits. An additional Stream Survey was undertaken by Widener and Associates on September 9`h, 2005. The length of May Creek was traversed from where it crosses under Duvall Ave to approximately= 600 feet upstream. The site investigation of Honey Creek on November 9`}', 2004 was conducted by BERGER/ABAM Engineers, Inc. and Widener and Associates. The purpose of the site visit was to investigate the stream habitat and the stormwater facilities along Honey Creek as well as the feasibility of fish passage in the vicinity of the Duvall Avenue NE/SR 900 intersection. The length of Honey Creek was traversed from approximately 250 feet east of Duvall Avenue NE to more than 1000 feet west of the project limits. Photos of creek conditions were taken at the time of the visit. GeoEngineers performed a geotechnical exploration program to provide geotechnical recommendations for earthwork activities and other geotechnical aspects relating to the design of the stormwater detention pond located at the northern project terminus. The site investigation of the stormwater detention pond location was completed on August 161h, 2005 and included an analysis of impacts and minimization measures to sensitive areas. Critical _areas Study-: Dimall/ mnme NE1 Coal Creek ParkwF SE lVideninPmjecl Page 17 The City of Renton 'May 2, 2006 3. Results and Discussion 3.1 General Site Description The project area is the 0.8 mile section of Duvall Avenue NF./138''' Avenue SE/Coal Creek Parkway SE between approximately 2501 feet north of NE Sunset Boulevard (SR900) and SE 95th Way. The area of impact includes an additional 100 feet to each side of the roadway. The total project area is approximately 24 acres. The existing land use in the area is characterized as residential. This area is predominantly urban. 3.1.1 Topography The project area is located approximately 2 miles southwest of Cougar Mountain and 2 miles east of Lake Washington. The Duvall Avenue NE/ 138`h Avenue SE/Coal Creek Parkway SE project corridor is located west of the May Creek Valley= and south of May Creek and May Valley= Road. The roadway gradually climbs in elevation from 410 feet at NE Sunset Boulevard to 427 feet just south of 21" Street. The elevation begins to drop at this point and drops more rapidly after SE 100`h going northbound. The elevation of the roadway at SE 100`h Street is 421 feet and it drops to 360 feet at SE 95" Way, over a distance of 1,400 feet. The roadway continues to descend northbound to an elevation of 315 feet at May Creek Road. The land slopes down from elevations above 400 feet west of the corridor to less than 300 feet near May Creek. 3.1.2 Land Use In the past, mining, logging and farming activities took place in the region. Presently, land use in the immediate vicinity is business, commercial and residential. A series of housing developments surround the area as well as private and public open space. There are also some rural residences, small farms and forested land in the area. 3.1.3 Hydrology The project area is located within the May Creek Basin in the lower basin sub -area (May Creek Basin Plan, April 2001). The basin is approximately 14 square miles and drains to Lake Washington. The northern -most portion of the project area is approximately 175 feet south of May Creek. Honey Creek, a tributary= of May Creek, is located just south of the Duvall Critical Areas Srudv: D4aa11Ai)eo74te IVE/Coal Creek Parlpxg SE W'idenhi Pro�erI Page 1$ The Cite of Renton lfav 2, 2006 Avenue NE/SR900 intersection. Unnamed Stream (P9), an intermittent stream, is located north of SE 100`" Street on the east side of Coal Creek Parkway SE. The principal sources of hydrology to the area are stormwater runoff, surface flows, and groundwater. Hydrology has been dramatically impacted by the increase of impervious surface from developments in the upland areas which has resulted in an increase of stormwater runoff. Increased runoff has eroded hillsides and exposed some areas to groundwater seepage. Upon site investigation, erosion and drainage patterns were evident along steep slopes within the project corridor. Precipitation in the area is frequent during late fall and winter with light rainfall in the summer and an average annual precipitation of approximately 35 inches (Western Regional Climate Center website). 3.1.4 Plants The project is located within the Puget Trough physiographic and geological province and within the Tsuga hetemphyllia 'Lone major vegetation area (Franklin and Dyrness, 1973). The vegetation in the area is dominated by big -leaf maple (Acer macmphyllum), red alder (Alnus rubra), Himalayan blackberry (Rubes procerus), trailing blackberry (Rubus ursinus), western red cedar (Thuja plicata), sword fern (Polystiehum munitum), and reed canary grass (Phalaris arnindinacea). Open ditches along the roadway were comprised of invasive herbaceous species such as Himalayan blackberry (Rebus procerus) and reed canary grass (Phalans arundanaxa). The upland areas are forested and shrub communities, comprised of mature individuals and new growth. 3.1.5 Soils The soils at the project area are mapped as Alderwood gravelly sandy loam, 6 to 15 percent slopes; Alderwood gravelly sandy loam, 15 to 30 percent slopes; and Everett gravelly sandy loam, 5 to 15 percent slopes (Soil Survey of King County Area, Washington). The soils in the project area are non -hydric according to both national and local hydric soils lists (MRCS 1995, Hydric Soils of Washington; NRCS 2005, National Hydric Soils List). Soils at the project site at the time of on-site investigation were found to be loam, sandy loam, and sandy clay loam. Critical ureas Study: Darnall Avenue NE1 Coal Creek Parkway SE [Videniq Pm_ jest Page 19 The City of Renton May 2, 2006 GeoEngineers (2005) tested soils at the location of the stormwater detention pond and found soils generally consisted of medium stiff silt with varying sand and gravel content overlying glacially consolidated deposit of silt, sand, and gravel including glaciolacustrine deposits (hard silt) and glacial till (very dense silty sand with gravel). 3.1.6 Wildlife The immediate project vicinity does not provide essential wildlife habitat due to the density of urban development and traffic through the corridor. However, the open space in the northern portion of the project area provides habitat for deer, birds, and other small mammals_ During the site visits, deer, possum, and birds were observed to utilize this area. The May Creek riparian corridor, north of the project area, serves as a migration route for birds, fish, and other wildlife. Small mammals, including mink, weasels, raccoons, and coyotes will use streamside corridors regardless of urbanization (pets. comm. Russell Link, WDRX). 3.1.7 Existing Critical Areas Mapping The King County illlap was reviewed for sensitive areas. According to the map, there are no coal mine hazard areas, critical aquifer recharge areas, flood hazard areas, seismic hazard areas, volcanic hazard areas, or wildlife habitat conservation areas located within the project area; however aquatic areas, erosion hazard areas, landslide hazard areas, steep slope hazard areas and wetlands were identified within the area. Refer to the King County iMap provided in ,appendix B. according to the National Wetlands Inventory Maps, there are no wetlands located in the project area. Refer to the National Wetlands Inventory Map provided in Appendix _1. The City= of Renton Critical Area Maps were reviewed. According to the maps, there are no landslide hazard areas, flood hazard areas, seismic hazard areas, or coal mine hazard areas located within the project area; however, the project lies within an aquifer protection zone and lies between two erosion hazard areas (the project is within 50 feet of these areas). Critical _areas Study: DuvallAvenue''El Coral Creek Parkway SE [Fidenhg Projea Page 20 The City of Renton flay 2, 2006 3.2 Findings 3.2.1 Aquatic Areas According to the King County Critical Areas Ordinance, the May Creek Basin condition is recorded as `high' (King County Basin and Shoreline Conditions Map, DDES 2005 - Appendix D). High basin conditions are rated for areas considered to have a low density of development and significant biological value. Basin conditions are evaluated based on presence and quantity of spawning and rearing habitat for salmon, bull trout, and cutthroat; total impervious surface; forest cover; Category I wetland acreage; number of roadway crossings of aquatic areas; land use intensity; presence of mapped wildlife habitat networks and priority species nests and breeding habitat (CAD Section 141, KCC 21A.24). The project area is located in the Lower Basin Subarea of May Creek which extends from the mouth of May Creek at Lake Washington, to east of the Coal Creek Parkway SE crossing. May Valley is a natural floodplain and historically has experienced periodic and sometimes extensive flooding. Through the years, this problem worsened as channehzMi g of streams and development in upland areas increased stormflows to the valley, and as natural deposition of sediment in May Valley continued to reduce the conveyance capaclih, of the May Creek channel. The increase in stormwater runoff from these areas has resulted in additional flood flow, erosion of hillsides, sediment deposition, and increased water pollution. The impacts have reduced the habitat value of May Creek and its tributaries for resident and migratory salmonids (May Creek Basin Plan). 3.2.1.1 May Creek 3.2.1.2 Unnamed Stream (P9) See Appendix E for a Stream Survey Report discussing May Creek and Unnamed Stream (P9). Below is a summary of Honey Creek not included in the stream survey report as it lies outside the project area. 3.2.1.3 Honey Creek Critical .Areas Study: Duva#Avenue NE/Coal Creek Parkwa}- SE Videning Prnleet Page 21 The City- of Renton \lay= 2, 2006 Honey Creek, a Type F water, is also located within the Lower Basin Subarea of the May Creek Basin. Honey Creek is a tributary of May Creek, combining with May Creek over 1 mile downstream of the project area. Honey Creek flows east to west, south of the project site through an vegetated open channel on the east side of Duvall avenue NE, south of SR900. The creek flows westward into a 72" x 44" culvert under Duvall Avenue NE, south of the intersection. Honey Creek flows within this closed culvert system for more than 1000 feet west of the project area, passing under roadways and parking lots. Downstream of the project area, Honey Creek is designated as a Locally Significant Resource Area (I.SRA) by King County (May Creek Basin Plan, 2001). LSRAs are areas that provide habitat resources for plants and animals. Aquatic systems of LSRAs are characterized by watershed systems that provide adequate spawning and rearing habitat for salmonids, provide a good diversity of aquatic and riparian habitat, as the capacity to sustain one or more aquatic and terrestrial species populations (May Creek Basin Plan, 2001). Coho salmon and resident cutthroat are known to be present in Honey Creek downstream of the project area; however fish are not present within a mile of the project area (WDFW Habitat and Species Data, January 31, 2005). According to the `Lower Basin Conditions' documented in the May Creek Basin Plan, the portion of Honey Creek along the Duvall Avenue NE/SR 900 intersection is considered a "problem arca" and "stream habitat problem" arca. The site investigation by Widener and Associates in November 2004 confirmed the lack of potential suitable habitat for fish species in the project area. 3.2.2 Erosion Hazard Areas King County and City of Renton ctosion hazard areas are not present within the project area. Two erosion hazard areas have been delineated by King County- and the City of Renton near the project area (refer to Erosion Hazard Areas map — Appendix C); along the May Creek ravine and the east side of Coal Creek Parkwav/Duvall Ave between Southeast 100" Street and Southeast 95th Way. These erosion hazard areas may potentially be impacted by the stormwater detention pond. Measures to avoid impacts are discussed under Regulatory Implications. Critical _areas Study: DuvallAvenue NE/Coal Creek, Parkway SF 117idening Projeei Page 22 The City of ltcnton May 2, 2006 3.2.3 Landslide Hazard Areas One landslide hazard area has been delineated by King County north of the project area, along the May Creek ravine. The proposed stormwater pond has the potential to impact the landslide hazard area. Measures to avoid impacts are discussed under Regulatory Implications. 3.2.4 Steep Slopes Hazard Area Steep slope hazard areas are present within the project area. Steep slope hazard areas have been delineated by King County north of the project area, along the May Creek ravine. As the northeast corner of the proposed pond location extends onto a steep slope which ranges in inclination up to 1H:1V (Horizontal:Vertical), the proposed stormwater pond has the potential to impact the steep slope hazard areas GeoEngineers (2005) performed slope stability analyses using the slope stability program Slope -W Version 5 to evaluate the stability of the existing slopes and the final embankment configuration. Analyses were performed at the northeast corner of the pond and at the south side of the pond. The topographic information used to generate the cross-sections was obtained from drawings provided by Berger/ABAM. Soil strength parameters for the slope stability analyses were selected by reviewing the information from the test pits and from professional judgment based on the geologic origin of the soil units. 3.2.4.1 Static Stability GeoEngineers (2005) evaluated the local and global static slope stability of the existing slopes and the proposed pond embankments. Based on their analyses, the existing slopes and the proposed pond embankments have adequate factors of safety against sliding. The minimum factor of safety against sliding was 1.3, which was generated from the analysis at the northeast corner of the pond. 3.2.4.2 Sei_rmic Stability GeoEngineers also evaluated the local and global seismic slope stability of the existing slopes and the proposed pond embankments. Based on their analyses, the existing slopes and the proposed pond embankments generally have adequate factors of safety against sliding. A horizontal acceleration coefficient of 0.168 was used in each of the slope models. This Critical Areas Study: Duvall Avenue NE/Coal Creek Parkway, SE IY/ideuiq Project Page 23 The City of Renton NIav 2, 2006 acceleration coefficient corresponds to 50 percent of the predicted peak ground acceleration for an earthquake with a 10 percent probability of exceedance in 50 years. GeoEngineers analysis on the south side of the pond showed a factor of safety of 1.4. The analyses on the northeast corner of the pond indicates that, for the conditions evaluated, the minimum factor of safety- against sliding was about 0.9. For the combination of yield acceleration (horizontal acceleration coefficient required to reduce the factor of safety to 1.0) and design level peak ground acceleration, GeoEngineers' anticipate that the seismically induced permanent slope deformation will be negligible. 3.2.5 Wetlands Wetlands were identified within the ditch lines along Duvall _avenue NE/138 + Avenue SE/Coal Creek Parkway- SE as well as in the steep ravine located east of the roadway. Four wetlands were delineated within the project area, and one wetland (Wetland D) was identified outside of the project area. The ditch lines (Wetlands A, B, and C) are classified as palustrine emergent communities, dominated by reed canary grass (Cowardin, et al., 1979). Wetland E is classified as palustrine scrub -shrub and emergent (Cowardin, et al., 1979)_ Wetlands A, B, C and E are rated as Category III per the Washington State Wetlands Rating System for Western Washington (Washington State Department of Ecology, 1993). Wetland D was not rated as it lies beyond the project boundaries and area of impact. Refer to the Wetland Investigation and Delineation Report prepared by Widener and Associates, dated September 23, 2004, Wetland A (0.07 acres) is located within the drainage ditch along the west side of the roadway. It begins approximately 200 feet north of SE 100" and continues north beyond SE 95`x' Way, and outside the project area. Wetland A includes the open ditch along the side street within 100 feet of the roadway, as these areas are connected through a culvert. The primary, source of hydrology to the open ditch was determined to be stormwater runoff; however groundwater seepage contributes as well. Wetland B (0.06 acres) is located on the west side of the roadway and extends within a ditch line north from NE 21" Street to the culvert just north of SE 100`' Street. The water then flows through the culvert and into a stream channel in the ravine, east of the roadway. The Critical .areas Study: DtivallAventie NLlCoal Creek ParkxgySE 6I7idmiq Projea Page 24 The Cit}, of Renton may 2, 2006 primary source of hydrology to the ditch was determined to be stormwater runoff from the residential area west of Duvall Avenue NE/138`h Avenue SE. Groundwater may contribute to the hydrology as well. Wetland C (0.05 acres) is located within a ditch line on the east side of the roadway and extends north from NE 21`t Street to approximately 300 feet north of SE 100`h Street. The water flows northward through a culvert systemam within the ditch, under driveways, and down into the unnamed stream channel in the ravine. The primary source of hydrology to the open ditch system of Wetland C is also stormwater runoff and groundwater seepage. In some areas, larger volumes of water were observed to be retained within the open ditches as a result of more than one water line leak. Some culvert outlets were also found to be obstructed by sediment and litter, thereby preventing the flow of water The edge of Wetland D is located approximately 440 feet east of the roadway, outside of the project area. upon site investigation, the southeastern corner of the wetland was thought to be within 300 feet of the project area and was delineated accordingly. However, surveyed project maps and aerial photos provided by BERGER/ABAM Engineers, Inc. confirmed that the wetland edge is approximately 400 feet from the roadway, placing this wetland beyond the project boundaries and area of impact. Wedand E (0.03 acres) is located within a small basin, approximately 35 feet from the edge of the roadway within the steep ravine on the east side of 138" Avenue SE. The elevation drops from 408 feet at the edge of the road to 381 feet at the bottom of the basin, approximately a 70 percent slope. The wetland is located at the toe of the slope. The hydrology source was determined to be groundwater and surface runoff. This wetland is not connected to the unnamed stream or Wetland D. A wetland study done by Adolfson and Associates, Inc., in November 1993, identified three wetlands within the project area. Two of these wetlands were also delineated in this investigation (Wetlands D and E); however Wetland P6, identified in the 1093 study, was not identifiable during this investigation. Data plot 12 was located in the vicinity of P6. Findings concluded that hydric soils existed at the site; however no primary or secondary indicators of Critical Areas Study: Duva11Avenue NL/Coad Creek Parklaeq SL u%`idening Project Page 25 The City of Renton May 2, 2006 hydrology were observed and upland vegetation communities were dominant. It is concluded that alterations to drainage systems and surface hydrology since the study in 1993 have resulted in the lack of wetland hydrology at this site. According to the National Wetlands Inventory (NWI) digital data webpage, there are no known wetlands located within the project area. According to the King County Sensitive Areas Map (2003), no sensitive area wetlands are identified within the project area. Refer to the National Wetlands Inventor= Map in Appendix A and the King County Sensitive Areas Map provided in Appendix B. 3.2.6 Aquifer Protection Zones Portions of the project lie within the City of Renton aquifer protection zone (refer to Aquifer Protection Zones map — Appendix C). The first segment begins from the intersection of Coal Creek Parkway/Duvall Ave. and NE Sunset Blvd. The segment extends north to approximately 300 feet north of the intersection of Coal Creek Parkeway/Duvall Ave. and NE 24"' Street. From here, the project proceeds north and lies on the east border (within the 50 foot buffer) of the protection zone for approximately 600 feet. From here, the project extends northeast, outside of the buffer, for approximately 1000 feet. There, the project again borders (within the 50 foot buffer) the aquifer protection zone on the east side for approximately 300 feet. The stormwater dentention pond also lies within the City of Renton aquifer protection zone. These aquifer protection zones may be impacted by the project. Measures to avoid impacts are discussed under Regulatory Implications. 3.3 Regulatory Implications 3.3.1 Aquatic Areas h -'lay Creek and Honey Creek are classified by Washington State Department of Natural Resources as Type F waters as they are natural water bodies that contain fish habitat. May Creek is located approximately 175 north of the project area. Honey Creek is located immediately south of the Duvall Avenue NE/SR intersection. Unnamed Stream (P9) is classified by Washington State Department of Natural Resources as a Type N water as it is a natural water body that flows to a Type F water (May Creek). Thus, a Critical _Areas Study: Duva11Avenue N'F1 Coal Creek Parkway SE Vidming ProjecI Page 26 The City of Renton Nfay 2, 2006 65 foot buffer is requited. Unnamed Stream (P9) is located immediately east of Coal Creek Parkway SE and north of SE 100th Street. See the Stream Survey Report in Appendix G. 3.3.2 Erosion Hazard Areas The proposed stormwater pond has the potential to impact the erosion hazard areas delineated by King County and the City= of Renton (refer to Erosion Hazard Areas map — Appendix C) along the May Creek ravine and the east side of Coal Creek Parkway between Southeast 100" Street and Southeast 95" Way. Clearing exceeds the 7,000 square foot no - permit limit in the erosion hazard area. Clearing may not occur from October 1 to April 30 unless runoff leaving the construction site complies with the erosion and sediment control measures and performance criteria and implementation requirements in the King County Surface Water Design Manual. Potential impacts can be reduced by implementing an erosion and sedimentation control plan and by lining the pond to reduce infiltration of stormwater above the ravine slopes. The erosion and sedimentation control plan should be designed in accordance with applicable county standards. Temporary erosion protection should be used and maintained in areas with exposed or disturbed soils to help limit erosion and reduce transport of sediment to adjacent areas and receiving waters. Permanent erosion protection should be provided by re- establishing vegetation by hydroseeding or landscape planting. Until the permanent erosion protection is established and the site is stabilized, site monitoring should be performed by qualified personnel to evaluate the effectiveness of the erosion control measures and repair and/or modify them as appropriate. 3.3.3 Landslide Hazard Areas The proposed storm -water pond has the potential to impact the landslide hazard areas delineated by King County along the May Creek ravine. According to the general provisions in the Critical Areas Ordinance, the buffer is 50 feet. Critical .Areas Study: DuvallAvenue NE/Coal Creek Parkway SE Iklidming Projeil Page 27 The City of Renton Mair 2, 2006 Potential impacts will be reduced by implementing an erosion and sedimentation control plan and by lining the pond to reduce infiltration of stormwater above the ravine slopes. The erosion and sedimentation control plan should be designed in accordance with applicable county standards. 3.3.4 Steep Slope Hazard Areas The proposed stormwater pond has the potential to impact the steep slope hazard areas delineated by King County along the May Creek ravine. Buffers are required around all edges of a steep slope and are determined based up on a report prepared by a geotechnical engineer or geologist. GeoEngineers (2005) recommended the relocation of the pond to avoid the steep slope to facilitate construction and reduce the amount of fill required. The stability of the nearby May Creek ravine slopes, which are near -vertical locally, could be impacted by the infiltration of water from the proposed pond. It is recommended that the pond be lined to limit groundwater infiltration and reduce the potential for destabilizing the ravine slopes. 3.3.5 Wetlands The army Corps of Engineers require that mitigation be undertaken to compensate for permanent impacts to wetlands. The goal being that no net loss of wetland functions or values are incurred as a result of the project. In addition, those areas impacted temporarily must be restored to their former condition. Once wetland impacts have been identified and quantified, a wetland mitigation and monitoring plan will be developed, in accordance with USACE guidelines and the King County Critical Areas Ordinance (CAO). 3.3.6 Aquifer Protection Zones The project lies within a City of Renton aquifer protection zone. Refer to Section 3.2.6 for a description of project areas that he within this zone. Construction activities consist of roadway widening and the installation of a stormwater detention pond. Activities would involve clearing, grading, and removal of culverts; laying base, paving, excavating, and installation of retaining wall; stripping, signage, and revegetation. Potential impacts to aquifers would be reduced by implementing a Spill Prevention/Response Plan in accordance with County, City and EPA standards. All refueling of construction equipment would take place outside of aquifer protection zones to further reduce potential impacts. Water quality Critical _areas Study: DuaallAmime NEI Coal Creek Parkway SE Videnins Projed Page 28 The City of Renton .11a�- 2, 2006 treatment facilities have been designed in accordance with King County Surface Water Design Manual (2005) and the DOE Stormwater Management Manual for Western Washington. Facilities will be operated and maintained in accordance to these standards in order to further rninitnize impacts to aquifer protection zones. In addition, stormwater will be treated in accordance to WSDOT's 2004 Highway Runoff Manual. 3.3.7 Permitting Requirements The following permits will be required for completion of the project: • City of Renton/King County critical areas permits • City of Renton operating and closure permit • City of Renton development permit • NPDES (National Pollution Discharge Elimination System) permit • Hydraulic Project Approval permit • Section 401 water quality certification • Grade/Clearing permit (King County, City of Renton) • USCACE's Section 404 Permit 4. Conclusion Based on the data collected and site investigations conducted in August and November 2004 and February and September 2005, Widener and associates has concluded that the following Crirical Areas Study: DuvallAvenue -NEI Coal Greek Parkway .f E Widening Project Page 29 The City of Renton '_flay 2, 2006 King County critical areas are present in the project area: aquatic areas, erosion hazard areas, landslide hazard areas, steep slope hazard areas, and wetlands. The following City of Renton critical areas are present in the project area: aquifer protection zone and erosion hazard areas. The project has the potential to impact erosion hazard areas, landslide hazard areas, steep slope hazard areas and aquifer protection zones Mitigation measures will be taken to minimize project impacts which include compliance with recommendations made in the Geotechnical Report and Addendum for Duvall Avenue Northeast Improvements (Geoengineers 2005). Aquifer protection zone impacts shall be minimized by the design and operation of water quality treatment facilities in accordance with King County Surface Water Design Manual (2005) the DOE Stormwater Management Nlanual for Western Washington and WSDOT's 2004 Highway- Runoff iManual. An erosion and sedimentation control plan developed as part of the construction plan will minimize impact to erosion hazard areas, landslide hazard areas, and steep slope hazard areas. To be included are the following conservation measures: Site and Ecluilament Preparation: 1) Temporary- erosion and sediment control (TESC) BMPs such as silt fences and straw bales (certified seed free) will be installed before any earthmoving activities take place and will be maintained throughout construction. 2) All equipment will be in good working order. 3) Limit excavation areas. 4) During winter months, exposed cut and fill areas would be limited to five acres. Slopes that would be exposed for more than 30 days will be temporarily seeded. Construction methods and tinning: 1) All waste materials would be disposed of at a commercial facilitq in accordance with Federal, State and local laws. Revegetation: 1) All revegetation activities would be undertaken in accordance with a landscaping plan. Those areas temporarily disturbed by project activities will be hydro -seeded with native and drought resistant species. Critical areas Study: DuwllAvenue AIL I Coal Creek Parkway SE lVirlmhig Project Page 30 'l'he CitV of Renton Nfik 2, 2006 Permits will be required from the City of Renton, King County, Washington State Department of Ecology, Washington Department of Fish and Wildlife, and the U.S. Army Corps of Engineers (refer to Section 3.3.7). This report documents the investigation, best professional judgment and conclusions of the investigators. Critical areas Study: DumaIMPenue NEI Coal Creek Parkway SE Videniq Project Page 31 The City of Renton May 2, 2006 5. References Adamus, P.R. 2001. Guidebook for Hyrdogeomorphic (HGNI) based :assessment of Oregon Wetland and Riparian Sites: Statewide Classification and Profiles. Oregon Division of State Lands, Salem, OR. :addendum Report Geotechnical Engineering Services Duvall Avenue Northeast Improvements Stormwater Pond (September 2005). Prepared by GeoEngineers for City of Renton and Berger/ABA-i\ 1. Cowardin, LAIR. Carter, F.C. Golet, and E.T. LaRue. 1979. Classification of Wetlands and Deepwater Habitats of the United States. FWS/OBS-79/31. U.S. Fish and Wildlife Service. Draft Environmental Impact Statement for Improvements to Coal Creek Parkway S 14 Renton City Limits to SE 72"" Street (February 1995). :appendix F: Environmental Phase Surface Water Technical Information Report. Prepared by Sajar Inc. for King County Department of Public Works. Draft Environmental Impact Statement for Improvements to Coal Creek Parkway SE Renton City Limits to SE 72"`1 Street (February 1995). :appendix I: Stream Survey Report for the Coal Creek Parkways Project area. Prepared by W & H Pacific, Inc. fox King County Department of Public Works. Draft Environmental Impact Statement for Improvements to Coal Creek Parkway SE Renton City- Limits to SE 72"`' Street (February= 1995). Appendix G: Coal Creek Parkway= Southeast Wetlands Study. Prepared by Adolfson Associates Inc_ for W&H Pacific. Executive DRAFT King Count` Critical Areas Ordinance 2004 (Title 211) to be adopted December 2004. U nvironmentally Sensitive Areas. 21A.24. Critical Areas St►idy: DrrvallAt mue I\'E/Caal Creek Parkway SE lVidetiii Pr ject Page 32 The City of Renton Mav 2, 2006 King County Sensitive Areas Map (2003). http://www.inetrokc.�>c�gis/tnaVi2ortal/i'\IjkP tnain,htn'l(Searched July 30, 2004). Searched August 3, 2005 May Creek Basin Action Plan (April 2001). htip://dnr.metrokc.gov/wlr/watersheds/cedtLKWA/Ma}Plan.htrn Munsell(& Soil Color Charts, 2000. NRCS 1995, Hydric Soils of Washington. United States Department of Agriculture — Natural Resources Conservation Service NRCS 2005, National Hydric Soils List. United States Department of Agriculture — Natural Resources Conservation Service Personal Communication: Gail Terzi, Environmental Analyst, US Army Corps of Engineers, Seattle District, November 16, 2004. Reed, P.B. 1988. National List of Plant Species that Occur in Wetlands: Northwest Region (Region 9). Report Geotechnical Engineering Services Duvall Avenue Northeast Improvements Qanuary, 2005). Prepared by GeoEngineers for City of Renton and Berger/ABAM. The Weather Channel: http: / /„c,c,w.weather.corn (searched August 5''' and 9”, 2004) USDA 1970, Soil Survey of King County Area, Washington. United States Department of Agriculture - Soil Conservation Service U.S. Fish and Wildlife National Wetlands Inventory (searched August 10, 2004) htip://wetlandsftvs.er.usgs.gov/wdnds/vie-wer.ht.tn Critical .Areas Study: DRvallAUenue ATE ICoal Creek Parkway YL: lVideniq Project Page 33 The City of Renton May 2, 2006 Washington State Department of Ecology, March 1997. Washington State Wetland Identification and Delineation Manual_ Washington State Department of Ecology, August 1993. Washington State Wetlands Rating System- Western Washington. Second Edition, Publication # 93-74. Widener and Associates. 2005. Wetland Investigation and Delineation Report for the Duvall Avenue NE Widening Project Western Regional Climate Center website (searched August 9, 2004) htII2://www.wrcc.dri.edu Wed -ands Training Institute, Inc. 2001. Field Guide for Wetland Delineation: 1987 Corps of Engineers Manual. Glenwood, NM. WTI 01-2 143pp. Critical _areas Study: Dzwall Avenue :VEI Coal Creek Parkway! 5E IY'idening Projeel Page 34 The City of Renton lay 2, 2006 G. Appendices Appendix A: National Wetlands Inventory Map CM O ¢ r � Vl J C W 16 R 9 x a0 g x__ g (p Z= U i 47-31-20 N 47-31-0 N 47-30-40 N 47-30-20 N 47-30-0 N 47-29-40 N u W' N ,a a x 1 _ i. � I N M qd ,w, I LJL CL a � o RCL G i� 4-0 C+4 [V p y OL w o W �m7 o I i Co a' 4 4 w ! E2 ma a�yay TN a E 54 v � 01-4C-Lh N 0 -4£ -Lb N G"C-Lb N OZ -OC -Lb N 0-Oz�-LV N OV -6Z -LV Appendix A Sing County Sensitive Areas Map vlap Output King County !MAP- Sensitive Areas WU i m��" J '`i,%a-. ; ra4 b •4 t-�--,-`�..�.. ��'- ...,....__._. L_ ' ~-.5.. 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Xl­d- Lakes and Large Rovers Ari as , Streams SAO Welland Parcels SAO Landslide SAO Stream SAO Coal We : Oars 1 SAO Semrrk C. 2--%orcna SAO Erusion ,art! The information included on this map has been compiled by King County stafffrom a variety of sources and is subject to change without notice. King County makes no representations or warranties, express or implied, as to accuracy, completeness, timeliness, or rights to the use of such information. King County hall not be liable for any general, special, indirect, incidental, or consequential damages including, but not limited to, lost revenues or lost profits resulting from he use or misuse of the information contained on this map. Any sale of this map or information on this map is prohibited except by written permission of King County. Date: 5-2-2006 Source: King County WAP - Sensitive Areas htt :llwww.metrokc. ovlGISIMAP Page 1 of 1 httpJ/www5.metrokc.govlservletlcom.esri.esrimap.Esrimap?ServiceName=overview&ClientVersion=4.0&Fo... 5/2/2006 Appendix C.• City of Renton Critical Area Maps COAL MINE HAZARD AREAS % y Technical Services0 150o 3000 High Hazard + A+ PlanninglBuildingtPublic Works Moderate R. MscOnie, D. Visnesid July 2M ----- City Limits Unclassified 01" VIM ME Arm own -eceiiN°� PAP ,I PRY,1 �I ■J oil 1100 sum COAL MINE HAZARD AREAS % y Technical Services0 150o 3000 High Hazard + A+ PlanninglBuildingtPublic Works Moderate R. MscOnie, D. Visnesid July 2M ----- City Limits Unclassified 01" VIM ME Arm own -eceiiN°� 1100 -A, Q lop COAL MINE HAZARD AREAS % y Technical Services0 150o 3000 High Hazard + A+ PlanninglBuildingtPublic Works Moderate R. MscOnie, D. 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Visneski ��N C September 2005 City Limits High Hazard in g . _.�eryps 7♦/` ? s- - p :. l.Gxr st r d-_ s a IrGxr R �¢-pL $ N _ 5 Y11kn R • H 8I� y im gt N!i r. 5 •rg, - vlAA v - ��IrhblE y. kawtm l "�! f t N tl� 4 nq yrp 16r Y R Sr ft St"' NJ 1 $ 4 I t r ,ni s i 5 Glrt �P � II. 13ru 51 5 �a st � q°A ¢ tNm II ,»nn Y d p, t6ix N a 16xgi R _ YI fl d F d d M `� Ykba a3Yy 4� k�A xxx st R t t a u '.say R l9[A St Ki[AA W S SjR [Im d - ixyL - � � tMA Y gru i A cV � � � sf IxSm SI Y ItlA nxyr a � 'F xxr y \ f _ sr nM� y, d Yt4pM1 s1 � d �� 4q tqp 4 ! 4. 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Vsneski 0 1500 3000 L�'N fD� September 2005 1"-3000' FLOOD HAZARD AREAS 0 3000 6000 G Y O Technical Services # Planning/Building/Public Works - R. MacOnie, D. Visneski - ---- City Limits September 2005 �' R Y ewx an 4w S Y TEnyIJ ,+ I ' x ron R i IOet k � g a 3_ � rNv�.b �P �0R 8 McsY ¢ y H Kw x S v ' q fJU L P X JSFH .§jS 4 xxtlr St 4eenH p4'Iq � �� 4 xJyw St R k ?0. Y q4 � X x s]re p s I 9A✓ p •� q �� 4 My x Ab A �� X F x JNR 9 • xNnA gf4h � • ]yx H � 4 Y Kn R �. 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B� ¢v .spx si st * J Jep - � � F n•Ye! n Y e+d x Y IrSF q S• eq R Sn P5U k XI.1 Se 8 - _ � _ - � � sr+al sul sr uuR snwR sl - p,NnH Y to R 0 ff H,rnP F - �xNP 5 Ilinl fiq A 16irt 5t bl bl ! X IepN R � M q v IMF H - r q textr p ,ytF q Xi ff lin y g g x al s IsoF :t s xKn u� S y w r 4 - sNFH AITli/A - - 4nyy si @ 22 yy M r 5196E H •F � � Y lin si Y ,Kn st X 196n A ^ � f a� cc b - x F � 5 N- $ mn 5 S]FN,51 e] w H eee p F� w � X Jeht YS pa f FLOOD HAZARD AREAS 0 3000 6000 G Y O Technical Services # Planning/Building/Public Works - R. MacOnie, D. Visneski - ---- City Limits September 2005 LANDSLIDE HAZARD AREAS \o Technical Services n Moderate King County Hazard Planningl6uiidinglPubk Works �J R. MarOnie, D. Asneski High City Limits FNT September 2065 M= Ver High y ' � ���ilj E� f �' I 1 � � �� 4 '� Sw iara A S 15v A Y A 4 tstn 41snT p • � Y i6iy A � I� A OP ` n t A. f - 4 _ b � Y It,Sh A Y 1nsT W-2 „/ hu _ FF P A {Jq A U IL p ►IUPl�li Ron n LANDSLIDE HAZARD AREAS \o Technical Services n Moderate King County Hazard Planningl6uiidinglPubk Works �J R. MarOnie, D. Asneski High City Limits FNT September 2065 M= Ver High y ' � ���ilj E� f I 1 � � �� 4 '� Sw iara A S 15v A Y A 4 tstn 41snT p • � Y i6iy A � I� A ` n t f - 4 _ b � Y It,Sh A Y 1nsT „/ hu _ FF P A {Jq A 1r IL p n s a s Ieaa A ►� X 16Bm, `iJ.'� 2 � `� G�-0 u.eul IIM I q Sn t 8 i s RI fTn � tare r.. 5 ` fin� Y Irt:.e v A 1rn,e A c e RI til n .tp Yf t atT a,m+ 9 iWT { �'+s-0 � sxn ,rha9 R LYrman3q INI wts f paw / — — A An 4 SN: 51 _ s �n b. 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Visneski September 2005 Renton Municipal Code Zone 1 Zone 1 Modified 1 Zone 2 City Limits Appendix D. King County Basra and Shorelines Conditions Map Shoreline Condition High Medium Low Basin Condition C3 High li3 Medium C3 Low MCAO Analysis Units Not Induded in Categarizalion Urban Growth Boundary IN -1 Forest Production Dist. Boundary IN-, Attachment A King County Basin and Shoreline Conditions Map September 24, 2004 Q 2 4 8 12 16 20 24 Miles a _ ... *King County x! ^x l 1tle wr rqIM i Vii'.. A. y l rarN aep ria tiM'� 1 GL.A.�» E,C ,9�w.i.d��.a'd.� vw iYsG'.4C.n7i S�010Jy1w2�J�A"1-W]_A�xl��b-Ws_9ap.�� Appendix E: Wetlands Delineation Maps II � E � S a Q h � at 4A - 00 3 U� £4-01:1 NE 251H CT NE 24-TH 5T I NE 23RD CT NE 23RD ST rr NE 22ND PL 1 tir ----� NE 215T PL--, I -.._-__-__.-- U �o� i�L _°4 J00 �co _ 16+10Z 11 ViS NII HOIVII _ �J� O � �YM3tiIk1Sk �Ytl I U O W QF ` I I � I � S nf ,Vp;is `UV&6 GD -01:1 � 1 f A 1`I r1 4:0J. bIOf]/ x133811 l a 1 l � L& 8 ViS 2NII HO -LVA d w Q 0 z Z uj W O gm a 4 N W ih Q � IL a� i3 A N C3 J 0 W Z z0 W a 8 U r r a S 12112 to 90-01 D in z i I i Rpm 0 � f �C p, U� ! !0 c 1 � ! f j 7 ' r*`- os*ols b1s SNIJ H�1 I a Hill z g§ 22 qIU u.. r � omaLO coLLI 9T �0� v cu 2q i ZE 6 R O W � w W U Q d 2 O Q W CL 3 W 0 W a sL t - W C14" 0 LD J W Z UJo W U Q L11 I a Hill z g§ 22 qIU u.. r � omaLO coLLI 9T �0� v cu 2q i ZE 6 R U 6 2 Q 3 f Q �8 z Y m UJ a ii Z a O o cc z �w J � J d 7 0 D LO10 ooh a:>04 00 J0Q J4JW Lu U i BC)-E)I=l a C� 0 �u} 7) 0 CO LU V0: -10 0 U - UIM O N N q! W � � a z F5 wp w� 0 LL, ® N UO J N LUll on lb2 1 LUO LU C) �LLI 0 a C� 0 �u} 7) 0 CO LU V0: -10 0 U - UIM u 6D-Dl=l � N O W O 67 m co Q z �Z 3 O m CL W O uj W a N 0:5z W w z a Nq km ka.3 N C] L G-01:1 z w IL W a u 0=T _>. �0� -Jo0 w I I CD a C4 0 m ! w 6 z z z� O vi 111 W W ® N 0 L!J F EL � z$ �a a a L G-01:1 z w IL W a u 0=T _>. �0� -Jo0 w I I O V EM Appendix F: Soil Survey of Ung County Area, WA Map Output Page 1 of I Soil Survey of King County Area WA Bothell IL Rid r �c ` ; r SaalU B R3334a '`'K,�y r TaoomaSU + South Prairie Legend itF� w I` •"�P' r P4ss `'NJ sods 4 P �y F g F. 1ani 1 1 { c +uapavm ,ms,A-cwls-cqp)YfqH(c) 1e02ooassR1nv. http:ll ice.or.nres.usda.povlservletlcom.esri.esrimap.Esrimap?ServiceName=king&ClientVersion=4.0&P... 12/26/2005 DESCRIPTIONS OE THE SOILS This section describes the soil series and mapping_ units in the King County Area. Each soil series is described and then each mapping unit in that series. Unless it is specifically mentioned otherwise, it is to he assumed that what is stated about the soil series holds true for the mapping units in that series. Thus, to get full information about any one mapping unit, it is necessary to read hoth the description of the mapping unit and the description of the soil series to which it belongs. An important part of the description of each soil series is the soil profile, that is, the sequence of layers from the surface downward to rock or other underlying material. Each series contains two descriptions of this profile. The first is brief and in terms familiar to the layman. The second, detailed and in technical terms, is for scientists, engineers, and others who need to make thorough and precise studies of soils. Unless it is otherwise stated, the colors given in the descriptions are those of a moist soil_ As mentioned in the section "How This Survey was Made," not all mapping units are members of a sail series. Urban land, for example, does not belong to a soil series, but nevertheless, is listed in alphabetic order along with the soil series. Following the name of each mapping unit is a 5Ymbo.l in parentheses. This 5Ymbol identifies the mapping unit on the detailed soil map. Listed at the end of each description of a mapping unit is Lhe capability unit and woodland group in which the mapping unit has been placed. The woodland designation and the page for the description of each capability unit can be found by referring to the "Guide to Mapping Units" at the back of this survey. The acreage and proportionate extent of each mapping unit are shown in table 1. Many of the terms used in describing soils can be found in the Glossary at the end of this survey, and more detailed information about the terminology and methods of soil mapping can be obtained from the Sail Survey Manual 119). Alderwood Series The Alderwood series is made up of moderately well drained soils that have a weakly consolidated to strongly consolidated substratum at a depth of 24 to 40 inches. These soils are on uplands. They formed under conifers, in glacial deposits_ Slopes are 0 to 70 percent. The annual precipitation is 35 to 60 inches, most of which is rainfall, between October and May. The mean annual air temperature is about 50 F. The frost -free season i,s 150 to 200 days. Elevation ranges from 100 to B00 feet. In a representative profile, the surface layer and subsoil are very dark brown, dark -brown, and grayish - brown gravelly sandy loam about 27 inches thick.. The substratum is grayish -brown, weakly consolidated to strongly consolidated glacial till that extends to a depth of 60 inches and more. Alderwood soils are used for timber, pasture, berries, row crops, and urban development. They are the most extensive soils in the survey area. Alderwood gravelly sandy loam, 6 to 15 percent slopes (AgC)_--This soil is rolling. Areas are irregular in shape and range from 10 to about 600 acres in size. Representative profile of Alderwood gravelly sandy loam, 6 to 15 percent slopes, in woodland, 450 feet east and 1,300 feet south of the north quarter corner of sec. 15, T_ 24 N., R. 6 E.; Al --0 to 2 inches, very dark brown (10YR 2/2) gravelly sandy loam, dark grayish brown (IOYR 4/2) dry; weak, fine, granular structure; slightly hard, friable, nonsticky, nonplastic; many roots; strongly acid; abrupt, wavy boundary. 1 to 3 inches thick. B2--2 to 12 inches, dark -brown (10YR 4/3) gravelly sandy loam, brown (10YR 5/3) dry; moderate, medium, subangular blocky structure; slightly hard, friable, nonsticky, nonplastic; many roots; strongly acid; clear, wavy boundary. 9 to 14 inches thick. 83--12 to 27 inches, grayish -brown (2.5Y 5/2} gravelly sandy loam, light gray (2.5Y 7/2) dry; many, medium, distinct mottles of light olive brown (2.5Y 5/6); hard, friable, nonsticky, nonplastic; many roots; medium acid; abrupt, wavy boundary. 12 to 23 inches thick. IIC--27 to 60 inches, grayish -brown (2.5Y 5/2), weakly to strongly consolidated till, light gray (2.5Y 7/2) dry; common, medium, distinct mottles of light olive brown and yellowish brown (2.5Y 5/6 and IOYR 5/6); massive; no roots; medium acid. Many feet thick. The A horizon ranges from very dark brown to dark brown. The e horizon is dark brown, grayish brown, and dark yellowish brown. The consolidated C horizon, at a depth of 24 to 40 inches, is mostly grayish brown mottled with yellowish brown. Some layers in the C horizon slake in water. In a few areas, there is a thin, gray or grayish -brown A2 horizon_ In most areas, this horizon has been destroyed through Logging operations. Soils included with this soil in mapping make up no more than 30 percent of the total acreage. Some areas are up to 3 percent the poorly drained Norma, Bellingham, Seattle, Tukwila, and Shalcar soils; some are up to 5 percent the very gravelly Mverett and Neilton soils; and some are up to 15 percent Alderwood soils that have slopes more gentle or steeper than 6 to 15 percent. Some areas in Newcastle Hills are 25 percent Beausite soils, some northeast of Duvall are as much as 25 percent Dvall soils, and some in the vicinity of Dash Point are 10 percent Indianola and Kitsap soils. Also included are small areas of Alderwood soils that have a gravelly loam surface layer and subsoil. Permeability is moderately rapid in the surface layer and subsoil and very slow in the substratum. Roots penetrate easily to the consolidated substratum where they tend to mat on the surface. Some roots enter the substratum through cracks. Water moves on top of the substratum i.n winter. Available water capacity is low_ Runoff is slow to medium, and the hazard of erosion is moderate. This soil is used for timber, pasture, berries, and row crops, and for urban development. Capability unit IVe-2; woodland group 3dl. Alderwood gravelly sandy loam, 0 to 6 percent slopes (AgR).--This soil is nearly level and undulating. It is similar to Alderwood gravelly sandy loam, 6 to 15 percent slopes, but in places its surface layer is 2 to 3 inches thicker. Areas are irregular in shape and range from 10 acres to slightly more than 600 acres in size. Some areas are as much as 15 percent included Norma, Bellingham, Tukwila, and Shalcar soils, all of which are poorly drained; and some areas in the vicinity of Enumclaw are as much as 10 percent Buckley soils. Runoff is slow, and the erosion hazard is slight. This Alderwood soil is used for timber, pasture, berries, and row crops, and for urban development. Capability unit Ive-2; woodland group 3d2. Alderwood gravelly sandy loam, 15 to 30 percent slopes (AgD).--Depth to the substratum in this soil varies within short distances, but is commonly about 40 inches, Areas are elongated and range from 7 to about 250 acres in size. Soils included with this soil in mapping make up no more than 30 percent of the total acreage. Some areas are up to 25 percent Everett soils that have slopes of 15 to 30 percent, and some areas are up to 2 percent Bellingham, Norma, and Seattle soils, which are in depressions_ Some areas, especially on Sguak Mountain, in Newcastle Hills, and north of Tiger Mountain, are 25 percent Beausite and Ovall soils. Beausite soils are underlain by sandstone, and Ovall soils by andesite. Runoff is medium, and the erosion hazard is severe. The slippage potential is moderate. This Alderwood soil is used mostly for timber. Some areas on the lower parts of slopes are used for pasture. Capability unit VIe-2; woodland group 3dl. Alderwood and Kitsap soils, very steep (AkF)_-This mapping unit is about 50 percent Alderwood gravelly sandy loam and 25 percent Kitsap silt loam. Slopes are 25 to 70 percent. distribution of the soils varies greatly within short distances. About 15 percent of some mapped areas is an included, unnamed, very deep, moderately coarse textured soil; and about 10 percent of some areas is a very deep, coarse-textured Indianola soil. Drainage and permeability vary. Runoff is rapid to very rapid, and the erosion hazard is severe to very severe. The slippage potential is severe. These soils are used for timber. Capability unit vile -1; woodland group 2dl. Arents, Aldexwood Material Arents, Alderwood material consists of Aldexwood soils that have been so disturbed through urbanization that they no longer can be classified with the Alderwood series. These soils, however, have many similar features. The upper part of the soil, to a depth of 20 to 40 .inches, is brown to darkhrown gravelly sandy loam. Below this is a grayishbrown, consolidated and impervious substratum. Slopes generally range from 0 to 15 percent. These soils are used for urban development. Arents, Alderwood material, 0 to 6 percent slopes (AmB).--In many areas this sail is level, as a result of shaping during construction for urban facilities. Areas are rectangular in shape and range from 5 acres to about 400 acres in size. Representative profile of Arents, Alderwood material, 0 to 6 percent slopes, in an urban area, 1,300 feet west and 350 feet south of the northeast corner of sec. 23, T. 25 N., R. 5 E.; 0 to 26 inches, dark -brown (10YR 4/3) gravelly sandy loam, pale brown (10YR 6/3) dry; massive; slightly hard, very friable, nonsticky, nonplastic; many roots; medium acid; abrupt, smooth boundary. 23 to 29 inches thick. 26 to 60 inches, grayish -brown (2.5Y 5/2) weakly consolidated to strongly consolidated glacial till, light brownish gray (2.5Y 6/2) dry' common, medium, prominent mottles of yellowish brown {10YR 5/6) moist; massive; no roots; medium acid. Many feet thick. The upper, very friable part of the soil extends to a depth of 20 to 40 inches and ranges from dark grayish brown to dark yellowish brown. Some areas are up to 30 percent included soils that are similar to this soil material, but either shallower or deeper over the compact substratum; and some areas are 5 to 10 percent very gravelly Everett soils and sandy Indianola soils. This Arents, Alderwood soil is moderately well drained. Permeability in the upper, disturbed soil material is moderately rapid to moderately slow, depending on its compaction during construction. The substratum is very slowly permeable. Roots penetrate to and tend to mat on the surface of the consolidated substratum. Some roots enter the substratum through cracks. Water moves on top of the substratum in winter. Available water capacity is low. Runoff is slow, and the erosion hazard is slight. This soil is used for urban development. Ca- pability unit iVe-2; woodland group 3d2_ Arents, Alderwood material, 6 to 15 percent sl (AmC).--This soil has convex slopes. Areas are rectangular in shape and range from 10 acres to about 450 acres in size. Appendix G. Stream Survey Report Stream Survey for Duvall Avenue NE/Coal Creek Parkway SE Reconstruction Project Prrpand far.• City of Renton Renton City Hall- 5`h Floor 1055 South Grady Way IZcnton, WA 98055 Prepared Gy: Widener & Associates 10108 32"" Ave W Ste D Bldg C-3 Everett, WA 98204-1302 In Association With BERGER/ABAM Engineers Inc. 33301 Ninth Avenue South, Suite 300 hederal Way, WA 98003 May 2, 2006 IIntroduction...........................................................................................................................4 2 Methods..................................................................................................................................6 .................. ....................... 2.1 Review of Existing Information ..................... ............ ....6 2.2 Field Rernew.......................................................................................................6 3 Results.....................................................................................................................................9 3.1 General Site Overview ................ .. ..... ...9 3.2 Streams..............................................................................................................9 3.2.1 Unnamed Stream (P9).......................................................................................9 3.2.1.1 Natural Drainage System and Configuration....................................................9 3.2.1.2 Riparian Zone Land Uses...............................................................................10 3.2.1.3 Riparian Vegetation.......................................................................................10 3.2.1.4 Adjacent Wetlands.........................................................................................10 3.2.1.5 Riparian Soils.................................................................................................11 3.2.1.6 Channel Morphology.....................................................................................11 3.2.1.7 Substrate: ........................................................................................................ 12 3.2.1.8 Large Woody Debris and Pool Quality...........................................................12 3.2.1.9 Fish Use.........................................................................................................12 3.2.1.10Photographs..................................................................................................12 In -stream Habitat Sun)ey ......................................................................................................12 Riparian and In -Sham Cover...............................................................................................13 3.2.2 May Creek......................................................................................................13 3.2.2.1 Natural Drainage System and Configuration..................................................13 3.2.2.2 Riparian Zone Land Uses...............................................................................13 3.2.2.3 Riparian Vegetation.......................................................................................13 3.2.2.4 Adjacent Wetlands.........................................................................................14 3.2.2.5 Riparian Soils.................................................................................................14 3.2.2.6 Channel Morphology..................................................................................... 14 3.2.2.7 Substrate........................................................................................................15 3.2.2.8 Large Woody Debris and Pool Quality..........................................................15 3.2.2.9 Fish Use.........................................................................................................15 3.2.2.10 Photographs.................................................................................................16 In -Stream Habitat Sumg.....................................................................................................16 Riparian and In -Stream Cover...............................................................................................16 4 Discussion............................................................................................................................17 5 References............................................................................................................................18 6 Appendices..........................................................................................................................20 Appendix : Existing information.....................................................................................20 AppendixB.- Data Shear .............................. •..................................................................21 AppendixC. Photo I-og...................................................................................................22 Stream Survey for DumIlAvenue NE/Coal Creek Parkway SE Reconstruction Project Page 2 Cin, of Renton Alay 2, 2006 Figure1. Vicinity Map........................................................................................................5 Table 1. Classification system used for habitat analysis.....................................................7 Table 2. Classification system used for sediment analysis..................................................7 Table 3. Classification system used for riparian element analysis......................................8 Stream Survey for Duvall Avenue INTI CaaI Creek Parkway SF RecuailruaivY Projed Page 3 Ciry of Renton Nay 2, 2006 1 Introduction The City of Renton, in cooperation with King County, is planning to improve the efficiency of Duvall Avenue NE/Coal Creek Parkway SE, along the 0.8 mile corridor north of SR 900 (NE Sunset Boulevard) and south of SE 95`h Way (Figure 1.). The proposed project will widen the roadway from two to four travel lanes, plus a center two-way left -turn lane and turn pockets at intersections, bike lanes, sidewalks, curb and gutter, crosswalks, illumination, and drainage facilities. The roadway does not currently meet the City of Renton or King County design standards. Increased traffic volumes and poor roadway alignment has contributed to an increase in accidents. The purpose of this project is to provide a safer and more efficient roadway to accommodate increased traffic, population, and development in the area. The reconstruction would improve traffic flow, relieve peak traffic congestion, increase safety, and provide better pedestrian and bicycle access along Duvall Avenue NE/Coal Creek Parkway= SE. This Stream Survey has been developed to document current in -stream and riparian habitat quality of two streams located within the project area, Stream P9 and May Creek. The length of Stream P9 was surveyed from the beginning point of its flows (north of SE 100`h Street) to approximately 450 feet east of the project limits. May Creek was surveyed beginning at its intersection with Coal Creek Parkway to approximately 500 feet upstream. Stream Surrey for Duva11Avereue ATE/Coad Geek Parkma)! SE Reconstruction Project Page 4 City of Renton May 2, 2006 ArdGELES • PdEPETT BATTLE y VENTON� y y \ y W \ y ' 1AGOtW Kr \ ABEHL7EE N 6 OLYL;,A \ \ \ N 32nd !I maN AY SE 92nd Si Gt) , S N 30th St _ SE 93rd St ti § i` kAf 5E 95th Mol A $5th fty N 78th St > .. JHE 2W St 'ir' SE Min I'm y Project _ -- Area b NE 251h PI NE 26th Cr NE 241h $ WE 74th SO. Jr� � 00Th St . I I NE 251h Ct NE 23rd PI - 4 i WE 24th t,E 24th X 24th � � � �, 5E 1DIct 51 5E 10p1ry PI t K 23rd M1 8 km SE 102nd 0.ss NE 23rd NE 2 IME 22nd NE 73rd St 3 r XE 22nd % s 214 A 23rd St d HE 2711 R NE 21 It XE 2Lt A. t NE 20th St NE 20th A my St �� IPA 9 L' - _ Y NE 202^ 1 NE 19th St F d7 cn NE 19th Sr HE 19th 1 i _. HE 17th p i ME IBTH Sr ` a NE 16th _- _:�. XE 17th Si 1071h PI � �th � _ v 3 ` t HE 14th Sl " HE I2th St !E 1211 St 3- 400 t ( 11y1 St 11th HE 111h IE tae PI , n I I . - W-Ad,6 >F tpth p GE 101h CtPL s { 10th Po a NE 10th St. NE IOM Ln. iti RE 10th St HE 9:h PL IE fOth _ , ! 9E E t� 9th St 't 1180s (E 9 C1 � € yg . % HE 9th 7 I: ri X a1h SI (h - NE SL NE - WE 81h St NE a 6eh NC 7th 5L Ah .W% Duvall Ave NE/Coal Creek Parkway SE Figure BEM i ,,,&W Reconstruction Project FXii Rf ERf Yt �,,,. Vicinity Map y F � y ! r - y r r ' y y y r ArdGELES • PdEPETT BATTLE y VENTON� y y \ y W \ y ' 1AGOtW Kr \ ABEHL7EE N 6 OLYL;,A \ \ \ N 32nd !I maN AY SE 92nd Si Gt) , S N 30th St _ SE 93rd St ti § i` kAf 5E 95th Mol A $5th fty N 78th St > .. JHE 2W St 'ir' SE Min I'm y Project _ -- Area b NE 251h PI NE 26th Cr NE 241h $ WE 74th SO. Jr� � 00Th St . I I NE 251h Ct NE 23rd PI - 4 i WE 24th t,E 24th X 24th � � � �, 5E 1DIct 51 5E 10p1ry PI t K 23rd M1 8 km SE 102nd 0.ss NE 23rd NE 2 IME 22nd NE 73rd St 3 r XE 22nd % s 214 A 23rd St d HE 2711 R NE 21 It XE 2Lt A. t NE 20th St NE 20th A my St �� IPA 9 L' - _ Y NE 202^ 1 NE 19th St F d7 cn NE 19th Sr HE 19th 1 i _. HE 17th p i ME IBTH Sr ` a NE 16th _- _:�. XE 17th Si 1071h PI � �th � _ v 3 ` t HE 14th Sl " HE I2th St !E 1211 St 3- 400 t ( 11y1 St 11th HE 111h IE tae PI , n I I . - W-Ad,6 >F tpth p GE 101h CtPL s { 10th Po a NE 10th St. NE IOM Ln. iti RE 10th St HE 9:h PL IE fOth _ , ! 9E E t� 9th St 't 1180s (E 9 C1 � € yg . % HE 9th 7 I: ri X a1h SI (h - NE SL NE - WE 81h St NE a 6eh NC 7th 5L Ah .W% Duvall Ave NE/Coal Creek Parkway SE Figure BEM i ,,,&W Reconstruction Project FXii Rf ERf Yt �,,,. Vicinity Map 2 Methods 2.1 Review of E.xislinn Infarmdtion The following resources and technical discipline reports were reviewed prior to performing field work_ References are included in Appendix A of this report and Appendices A, B, D and F of the Critical Areas Study and Plan main report (MIZ) of which this survey is a sub- section. • May Creek Basin Plan (April. 2001) • Technical Appendices: Draft EIS (February 1995) • Soil Survey of King County Area, Washington • Priority Habitat Species Maps, WDFW Oanuary 31, 2005) • LTSFWS website • NOAA Fisheries website 2.2 Field Review Site visits were undertaken on February 16`h of 2005 by Lesley Luttrell, Biologist, and Marr Hamilton, Environmental Specialist, with Widener and Associates and on September 9" of 2005 by Melissa Phillips, Biologist with Widener and Associates. The purpose of the site visit was to survey/evaluatc stream conditions. The length of Stream P9 was traversed from the beginning point of its floes (north of SE 100th Street) to approximately 450 feet east of the project limits. May Creek was surveyed beginning at its intersection with Coal Creek Parkway to approxirnatcly 500 feet upstream. Sediment, riparian cover, vegetation, soil, large woody debris, in -stream habitat and fish habitat/presence were evaluated at fourteen reference points for Stream P9 and reference points for May Creek. GPS coordinates for reference points (RP) in the data sheets Appendix B. On a broad scale, habitat was identified as being riparian (RI), forested (FO), scrub/shrub (SS), or emergent More specifically, type of channel, water speed, turbulence, and water structures were surveyed along the streams. Habitat was classified using the following five levels: Stream Survey for Duvall Avenue 1 E/Coal Creek Park va, SE Reconstruction Project Page 6 City of Renton May 2, 2006 Table 1. Classification system used for habitat analysis. Level 1 MC= Main channel BC= Braided main channel SC= Side channel OC= Overflow channel TM= Tributary mouth SL= Slough Level 2 FWSW= fast water/shallow water FWDW- fast water/deep water SWSW= slow water/shallow water SWDW= slow water/deep water Level 3 TUR— turbulent NT= non -turbulent SP= scour pool DP= dammed pool Level 4 FA= fall CA= cascade RA= rapid RI= riffle CH= chute SH= sheet RN= run ED= eddy TR= trench MC= mid channel CV= convergence LT= lateral PP= plunge DEP= deposition To— tail out DB= debris BV= beaver LS= landslide BW— backwater AC= abandoned channel Level 5 (same as Level 4) FA— fall CA= cascade RA= rapid RI= riffle CH= chute SH— sheet RN— run ED= eddy TR= trench MC= mid channel CV— convergence LT= lateral PP= plunge DEP— deposition TO= tai I out DB= debris BV= beaver LS= landslide BW= backwater AC= abandoned channel Where noted, sediment was categorized by particle type -size and embeddedness. Particle type -size was examined for dortvnant, subdominant, and size around dominant. 1;mbeddedness was deflated as the extent to which dominant substrate was covered by finer sediments. These characteristics were classified using the following categories: Table 2. Classification system used for sediment analysis. Sediment Scores Particle type -size for dominant, subdominant, and size around dominant Organic (<50% cover) 2 <1-2 mm 3 2-5 mm 4 5-25 mm 5 25-50 mm 6 50-100 mm 7 100-250 mm S >250 mm Embeddedness (extent to which dominant substrate is covered by finer sediments) 1 100% 2 75% 3 50% 4 25% 5 unembedded Stream Survey for DuvallAvenue i'VE/Coal Creek Parkwgy SL Reconstruction Pr feet Page 7 City of Renton May 2, 2006 Riparian corer provides salmon habitat and bank stabilization. Cover elements that provide these functions were surveyed and included: Table 3. Classification system used for riparian element analysis. Cover elements Boulder Rock >-256 mm Bedrock Exposed solid rock Cobble Rounded rocks 64-256 mm Deep water Water depths > 1 m (other cover takes precedence) Vegetation Live, terrestrial vegetation Plants Live non -woody aquatic vegetation Pilings Vertically -driven logs Riprap Angular boulder -sized rock placed for bank protection Rubble Angular cobble -sized rock place for bank protection Undercut banks Submerged arca underneath an overhanging bank Wood Woody debris Anchored brush Branches of non-Iree woody plants hanging in water Branch Woody debris <20cm diameter, not accumulated in debris piles Bank roots Roots of live trees and shrubs in water Debris piles Wood accumulated in pile or debris jam Single log Woody debris >20cm diameter, not accumulated in debris pile Rootwad Roots and lower trunks of'dead trees No cover Substrate is < cobble -sized, depth is X1.0 m, and none of"above present Dominant vegetation, riparian soils, large woody debris, in -stream habitat, and fish habitat/presence were also evaluated at each reference point. Riparian soils included loam, sandy, clay, silt, and organic content. Presence of large woody debris and potential for recruitment was examined. In -stream habitat was evaluated using the five --level hierarchical habitat classification method. Based upon the presence of healthy habitat indicators, fish habitat was rated to be poor (two indicators), moderate (three indicators), or good (four or more indicators). Stream Survey for UuvallAvenue NE/Coca O?ek Parkwa} SE Aeconstrucrion Project Page 8 City of Renton May 2, 2006 3 Results 3.1 General Site Oveniew Two streams, Stream P9 and May Creek, are present in the project area. The project area is located within the May Creek Basin in the lower basin sub -area (May Creek Basin Plan, April 2001). The basin is approximately 14 square miles and drains to Lake Washington. The northern -most portion of the Duvall Avenue NE/Coal Creek Parkway SE Reconstruction Project area is immediately south of May Creek. The principal sources of hydrology to the area are stortnwater runoff, surface flows, and groundwater. 3.2 Streams 3.2.1 Unnamed Stream (P9) 3.2.1.1 Natural Drainage System and Configuration Stream P9 meanders in a northeasterly direction outside of the project area toward May Creek. Its flows begin within the open vegetated ditch located north of SE 100th Street on the east side of Coal Creek Parkway SE. The stream flows north within the ditch channel, down into the ravine located on the east side of the roadway, approximately 200 feet north of SE 1001h Street. A hanging culvert from the roadway also contributes flows to the channel. The 18 inch culvert is located north of SE 100th Street. The culvert carries drainage from the west side of the corridor, under Coal Creek Parkway SE, and directs the flow to the unnamed stream channel in the ravine. Hydrologic inputs to Stream P9 include stormwater runoff, groundwater, and water from hillside seeps. Water was observed to be flowing north in the open ditch along the east side of the roadway, north of SE 100" Street. Previous site visits have confirmed that the water flows dozen into the ravine just north of SE 100th near the hanging culvert, however water was not flowing from the ditch into the ravine during the stream survey site visit conducted by Widener and Associates in February 2005_ The stream channel in the ravine was steep and the flow was quite low during the site visit. The water was observed to be flowing in a north-easterly direction to other tributaries and wetlands associated with May Creek. Stream Survey for Duua1114venue NE/Coal Creek Parkway SE Reconrtruclion Project Page 9 Cite of Renton N1ay 2, 2006 W & H Pacific, Inc. observed landslides and erosional features during their site visits in September 1994. They suspected that the combination of highly erosive soils in conjunction with heavy storm flow caused the ravine to form and enlarge. Sedimentation from urban development upstream could potentially be causing soil and gravel to wash downstream clogging the channel. This process may have formed the forested wetlands where the slope levels. 3.2.1.2 Riparian Zone Land Uses Presently, land use in the immediate vicinity is business, commercial and residential_ A series of housing developments surround the area as well as private and public open space. There are also some rural residences, small farms and forested land in the area. The riparian zone consists of forested land. 3.2.1.3 Riparian Vegetation li buffer strip of 25 feet was surveyed on both sides of Stream P9. Three habitat types were present through the corridor and included emergent, riverine, and palustrine forested. Vegetation in the emergent habitat included buttercup (Ranunculus repens), reed canary grass (Phalatzs arundinacea), and Himalayan blackberry, (Rubes procerus). Riverine habitat consisted of big -leaf maple (Acer nzuemphyllarm), red alder (Alnus cobra), Western hemlock (T.suga heterophylla), Western sword fern (Polystichurn nlunitunr), trailing blackberry (Rebus ursinus), salmonberry (Rubus spectabilis), Indian plum (Oemleria cerasiforrnis), buttercup (Ranunculus repens), Western red cedar (Thuja plicata), evergreen blackberry (Rubes ladniatnes), black cottonwood (Populus balsamifera), herb Robert (Geranium yvbertianum), Piggyback plant (Tolmieca naen�iesn), Sedge spp., and moss_ Vegetation in the palustrine forested habitat included red alder (Alnus rpbra), black cottonwood (Populus balsamfera), salmonberry (Rubu.s .speetal)ilis), reed canary grass (Phalaris arundina(-ea), buttercup (Ranunculus repens), and bracken fern (Pteridiunr aguilinum). Scrub shrub habitat was also present and consisted of rush species in addition to the species found in the emergent and palustrine forested habitats. 3.2.1.4 Adjacent Wetlands According to the National Wetlands Inventory (NWI) digital data website, there are no known wetlands located along May Creek (Appendix A — 111R). ikecording to the King Stream Survey for DuvallAvenue l\'E/Coal Creek Parkvgy SE Reconstruaioiz Projeet Page 10 City of Renton May 2, 2006 County Sensitive Areas Map (2003), no sensitive area wetlands are identified as occurring along May Creek (Appendix B — MR). In September 2005, Widener and Associates conducted a wetland investigation and delineation of the project area. Based on the data collected and site investigation by Widener and Associates, three wetlands were identified and delineated along Stream P9's channel. Wetland C, located within the roadside open ditches, is classified as a palustrine emergent wetland. The primary source of hydrology to this wetland is surface runoff Wetland E, located in the ravine near the culvert, is an isolated, palustrine emergent/scrub-shrub wetland. The primary source of hydrology to this wetland is groundwater seepage and surface flow. Wetland D, located approximately 440 feet east of Duvall Ave, is a palustrine emergent/scrub-shrub wetland. These wetlands fall into two HGM classifications; depressional and slope: Overall function and value of both wetland types is considered to be moderate to low. Wetland C and E are rated as Category= III per the Washington State Wetlands Rating System for Western Washington (Washington State Department of Ecology, 1993). Wetland D was not rated as it lies outside the limits of the project impact area. 3.2.1.5 Riparian Soils Riparian soils were located beginning at the convergence of flows from Wetland C and the culvert and continuing to the junction of May Creek. Loam and muck were the predominant riparian soils present along the corridor. Sandy loam and loam clay were also present. Reference points (RP) 1 and 2 did not contain riparian soils. Soils changed from loam to sandy loam moving east from RP3 to RP5. Continuing east from RP5 to RP9 soils were mucky. On the west side of the horse pen at RP10 were loam/clay soils. From the east of the pen to P9's convergence with May creek loam soils were present. See Appendix B for data sheets and Appendix F of the MR for King County Soil Survey data. 3.2.1.6 Channel Morphology Slope and grade progressively move from steep to flat between RP1 and RPG. The channel is steep and narrow through most of the area from RP2 to RP3. The right bank begins steeper than the left bank and the banks even at the end of RP3 close to RP4. Beyond RP5 the area begins to flatten as slope and grade lessen. The area from RP6 to RP7 occurs within a forested wetland which is -relatively flat. From RP7 to RPS is a gradual downgrade to steep Stream Survey for DuvallAvenue NE/Coal Creek Parkway SE Reconytruction Project Page I 1 City of Renton May 2, 2006 vertical banks approximately two feet in height which then becomes an undefined channel for approximately 5 feet. Then it remerges and continues to the horse enclosure at RP10- The stream meanders past RP11 and the channel is clearly= defined to RP 14 where the stream feeds into May Creek ravine through a steep grade downhill. From RP10 to RP14 there is a steep stream grade of approximately 40%. 3.2.1.7 Substrate Substrates found through Stream P9 included silt, gravel, cobble, muck, sandy loam, and clay. RPI and RP2 contained silt and gravel. RP3 to RPS consisted of gravel and cobble. RPG to RP9 contained muck. RP10 contained sandy loam. RP11 to RP14 contained various substrates including gravel, cobble, large rock, and clay. 3.2.1.8 Large Woody Debris and Pool Quality LWD and potential for LWD recruitment was present at RP3_ LWD was not observed in the vicinity of any other RP. 3.2.1.9 Dish Use Salmonids were not seen in any of the segments. Potential for fish habitat from RP1 to RP2 was poor displaying only sufficient flow and water quality. RP3 to RP5 demonstrated good fish habitat potential with sufficient flows, pools, water quality, cover, and substrate. RPG to RP7 showed no potential for fish habitat. RP8 to RP9 {undefined channel at this RP} had poor to no potential for fish habitat. RP10 was rated as having moderate fish habitat potential. RPIO to May Creek was considered to have moderate to good fish potential with a steep grade, vegetated slope and a few pools. 3.2.1.10 Photographs Photographs were taken of reference points and stream features during the site visit. See Photo Log in .Appendix C. In -stream Habitat Survey Habitat varied throughout the P9 survey= area with the poorest habitat at the upper reaches and the most suitable habitat at the end near the confluence of P9 with May Creek. Overall Stream Survey for DuvallAveaue 1N'F/Coal Creek Parkway SF. Recousiructim Project Page 12 Ciry of Renton Mav 2, 2006 there was an average of 57% moderate to good habitat - mostly good, 21.5% habitat presence with poor potential for fish use and 21.5% absence of habitat. According to the stream survey done by W& H Pacific, Inc. in 1995 only the lower reaches of stream P9 near the confluence with May Creek are likely accessible to salmonids. The forested wetlands and undefined stream area prevent migration to the upper reaches of P9. Riparian and In -Stream Cover RP1, 6, 7, and 10 contained no riparian or in -stream cover. RP5 and RPS contained 100% riparian cover and 0% vegetation overhang. RP2 contained 100% vegetative overhang and 0% riparian cover. RP3, 4, 9, 11, 12, 13, and 14 contained an average of 94% riparian cover and an average of 60% vegetative overhang. 3.2.2 May Creek 3.2.2.1 Natural Drainage System and Configuration The headwaters of May Creek are located in the Cougar and Squak Mountains and in the highlands of the Renton Plateau (May Creek Basin Plan, 2001). The creek is approximately 7 miles long and flows from forested slopes, through rural and urban developed areas, and into May Creek canyon before flowing into east Lake Washington. Urban development of uplands along May Creek has increased stormwater flows to the creek and has resulted in an increase in erosion and sedimentation. 3.2.2.2 Riparian Zone Land Uses Presently, land use in the itntznediate vicinity is business, commercial and residential. A series of housing developments surround the area as well as private and public open space. There are also some rural residences, small farms and forested land in the area. The riparian zone consists of forested land. 3.2.2.3 Riparian Vegetation A buffer strip of 25 feet was surveyed on both sides of May Creek. Riverine was the sole habitat type present through the corridor. Riverine habitat consisted of big -leaf maple (Acer Stream Survey for Duvall Avenue . TE/Coal Creek Parkway SE Reconsiructioa Project Page 13 City of Renton 'May 2, 2006 naacmphyllum), red alder (Alnus rubra), Western sword fern (Polystichum munitum), Indian plum (Oemleria cerasiformis), buttercup (Ranunculus opens), Western red cedar (Thuja plicata), Hirnalyan blackberry= (Kobus procerus), herb Robert (Geranium robertianum), teed canary grass (Phalaris arundinacea), lady fern (Albyrium filix), small bedstraw (G'alium trrfidum), maidenhair fern (Adianium pedatum), thimbleberry (Rubus patv#Zonts), jewelweed (Impatiens noli-tangere), field horsetail (Equisetum arvense). 3.2.2.4 Adjacent Wetlands According to the National Wetlands Inventory (NWI) digital data website, there are no known wetlands located along May Creek (Appendix A - MR). . According to the King County Sensiti-ve Areas Map (2003), no sensitive area wetlands are identified as occurring along May Creek (Appendix B - MR). In August 2004, Widener and Associates conducted a wetland investigation and delineation of the project area. Based on the data collected and site investigation by Widener and ,Associates, one wetland was identified and delineated along Stream P9's channel. The edge of Wetland D is located approximately 400 feet east of the roadway, outside of the project area. It transitions between a palustrine forested, shrub, and emergent wetland that receive hydrology directly from the stream flow of stormwater runoff into the ravine, as well as surface water and groundwater seepage from the adjacent hillside. The wetland is hydrologically connected to May Creek through perennial stream systems and associated wetlands. It was not rate according to the Western Washington rating system as it lies outside the project area. 3.2.2.5 Riparian Soils Riparian soils were located at RP1 and RP4. RP1 contained sandy soils while RP4 contained muck}, soils. See Appendix B for data sheets and Appendix P of the MR for King County- Soil Survey data. 3.2.2.6 Channel Morphology Slope and grade arc relatively flat between RP1 and RP2. The channel becomes steep and narrow through RP3 to RP4. The left bank begins steeper than the right bank and the banks even out at the midpoint of the surveyed area. The right bank becomes steeper as the left bank flattens out in the vicinity of RP4. Stream Survey for DumIl Avenue iVEI Caul Creek Parkway .M Reconstruction Project Page 14 City of Renton Mav 2, 2006 3.2.2.7 Substrate Substrates found through May Creek included silt, gravel, and cobble. RP1 and RP3 contained cobble and gravel. RP2 consisted of cobble. RP4 contained silt gravel and cobble. 3.2.2.8 Large Woody Debris and Pool Quality Only RP1 had LWD present however there was potential for LWD at all other RP's. RN had LWD overhang. 3.2.2.9 Fish Use Salmonids were not seen at any of the RPs. Potential for fish habitat was good at RP1 having sufficient pools, water quality, substrate and a small cascade. RP2 had moderate potential having sufficient water duality, cover and flow. RP3 had good potential having sufficient ripples and a few pools. RP4 had moderate potential having sufficient substrate and pools. Sufficient cover was present throughout all RI -Is. A stream survey conducted by W & H Pacific, Inc. in 1995 of May Creek at the Coal Creek Parkway SE crossing confirms good habitat diversity and excellent rearing habitat for salmonids (Draft Environmental Impact Statement, 1995). Fast water and slow water habitat types were prevalent at the time of the investigation. The creek was electro -fished (a method used to unmoblize freshwater fish in order to collect data) and cutthroat, coho, and other trout species were present. This stream survey concurs with the stream survey findings made by W & H Pacific. On-site investigation confirmed the presence of suitable fish habitat; however, species presence was not observed in the field. Information received from the WDFW Priority Habitats and Species Report (January 31, 2005) indicates that Fall Chinook are present in May Creek, north of the project area. Personal communications with the fish biologist with WDFW confirmed that Chinook do spawn in May Creek beginning in October and may rear in the creek as well until June or July (pers. comm. Steve Foley, WDFW, Feb 4, 2005). Stream Survey for DuvallAvenue NE/Coal Creek Parkway 5E Reconstruction Project Page 15 City of Renton ltay 2, 2006 The northern terminus of the project area lies within what is designated by King County in the May Creek Basin Plan (April 2001) as a Local Significant Resource Area (LSRA). The area is included because of its importance in the Lake Washington System as having significant aquatic habitat value and important areas for plants and wildlife (_appendix A). 3.2.2.10 Photographs Photographs were taken of reference points and stream features during the site visit. See Photo Login Appendix C. In -Stream Habitat Survey Overall 50°/o of the area had good habitat potential and 50% moderate potential for fish use. Sufficient features included pools, ripples, water quality, substrate, cover and a cascade. LWD was either present or potential for recruitment existed. K�parian and In -Stream Cover Cover was present throughout all RPs. There was an average of 85° o riparian cover and 75% vegetative overhang. Stream Survey- for Duvall Avome N7E/Coal Creek Parkway SE Recwislruclion Pro_ jed Page 16 Cit}- of Renton Mav 2, 2006 4 Discussion This survey covers data collected at 14 points along Stream P9 and 4 points along May Creek. The results of the survey provide comprehensive characterization of physical habitat in Stream P9 and May Creek. According to the Washington Department of Natural Resource's water typing system May Creek is classified as a Type F water as it is natural water body that contains fish habitat. May Creek is located within a basin designated "high" on the King County Basin and Shoreline Conditions Map (Appendix D - MR). Consequently, a 165 foot buffer is required. Stream P9 is classified as a Type N water as it is a natural water body that flows to a Type F water (May Creek) - a 65 foot buffer is required. The results of the assessments indicate that channel and habitat structure of a large portion of Stream P9 surveyed has functioning suitable fish habitat although portions of the area may not be accessible due to sedimentation and the wetlands. All of the surveyed area of May Creek has functioning fish habitat and although no salmonids were observed during data collection past electro -fishing and personal communication with WDFW confirm salmonid presence. The northern terminus of the project includes a portion of May Creek designated as a LSRA by King County. Both streams have been affected by upland development causing increased erosion and sedimentation deposits. During construction appropriate erosion control measures should be implemented. Mitigation for this project could include enhancing habitat throughout unsuitable portions of stream P9 by recruitment of LWD and improved passage for salmonid access to upper reaches of the stream. Both streams could benefit from planting conifers adjacent to the creek to improve habitat conditions, stabilize stream banks, and improve the complexity and diversity of fish habitat within the creeks (May Creek Basin Plan 2001). Stream Sun,ey for Duvall Ave aue INE ICoalCreek Parkwgy 5L ltecrostruction Project Page 17 City of Renton stay 2, 2006 5 References Draft Environmental Impact Statement For Improvements to Coal Creek Parkway SE Renton City= Limits to SE 72nd Street (February 1995). Appendix F: Environmental Phase Surface Water Technical Information Report. Prepared by Saar Inc. for King County Department of Public Works. Draft Environmental Impact Statement For Improvements to Coal Creep Parkway SE Renton City- Limits to SE 72nd Street (February 1995). Appendix G: Coal Creek Parkway Southeast Wetlands Study. Prepared by Adolfson Associates Inc. for W&H Pacific, Inc. Executive DRAFT King County Critical Areas Ordinance 2004 ("Title 21A) to be adopted December 2004. Environmentally Sensitive Areas. 21A.24. King County Sensitive Areas Map (2003). httl.2://ww-,v.meti.-okc.gov/­­`gi,,/`mal2L)ortal/iiNl.\II main.htm (Searched July 30, 2004 & August 3, 2005) Natural Resources Conservation Service website — Washington Soil Survey Reports hitp://vtivw.or_nres.usda.l;ov/pn�v soil/wa reports,httnl (Searched December 26, 2005) May Creek Basin Action Plan (April 2001). lattp://cirt�.nactrokc_;cn-/�1r/�vatccshec3slced.111�1:1/la�Plan.ht�n (Searched December 26, 2005) Personal communication with: Russell Link, Urban Biologist, WDF1x', February 3, 2005- telephone conversation Steve Foley, Fish Biologist, WDFW, Fcbruaty 4, 2005 — telephone conversation Stream Survey for Dupall Avenue NEI Coal Creek Parkway SE ReconsImclion Project Page 18 Cirq of Renton May 2, 2006 U.S. Fish and Wildlife National Wetlands Inventory (searched August 10, 2004) http: / /wetlancisfNvs.er.use*s.Vrciv/tivtli-ids/viewer.htm Widener and Associates. 2005. Wetland Investigation and Delineation Report for the Duvall Avenue NE Widening Project Stream Sunfey for DuvallAveexe NEI Coal Creek Parkway SE Reconstruction Project Page 19 City of Renton May 2, 2006 Appendices Appendix A: Existing information 11 _ AIS•/ ' � � �� • y C 1 d m r• J ol J I moi► � Q C V � { 11 _ AIS•/ ' � � �� • y 1 1 r• ol op 00 moi► � Q C V � E d E FE `n cla 2 a a .. m m a Qrn 11 _ AIS•/ ' � � �� • y r• moi► � Q C V � E d E FE `n cla 2 a a .. m m a Qrn a a a' � o m � L,) � LL 3 W 0r (11aisCIA Appendix B: Data Sheets W o0o 06% CD 99 U w U7 A U lf'1 N rq � _ a 4� 0 0 _ en o o o oLo`o o0 ani U 0L)0 UUU z LZ e L O w w U ' > C. a, ow > cu au .� Cd a u Sb xw A❑ wa.rs,aaaa AL1V�w�; ��d3.a a A c o� v a o id E o cqa a o 0 0 kn 0 0 kn o0 d* 0 O o u o 000 04 pw U q O v t al L Yv r.+ O q a N N p L:r O N O a o L. u v A� ...r + - O •^- N N ••- +' 7 � cid a 'd ck; W � O 4 v.. u C z. a� 66 0 r- .-7 .11 C4 Z, Z J J u) y o �as dLo as z, z z z , zzz z z z z N �u Ln Z z CA cn Ln z ww Z z Cn Cn va U] �r U7 VD 00 V]F5 Cp VUU V U U�UUU U V C7 V? �+ wcd F z 5 L" 0 Lr) m C-- 00 G,? 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A ac N fn z 3 0 0 Ra -- N N N N N U U z a�"z 41 J-4 4Q A a � s o• o Q L) M o z tb .4cu CA • En � rA �:s 00 S1. .O U cUd v ��-' � � .� � � y �a¢� �p>¢o w � � � � •a zxH� x tz � r - 0 a n Q�] Vl 'T - Cd d U Q m0 > n N cti n N_ 4.1 O U se "O � 't. -G U � U � � U d v 0 z Q z N O p z a N M � z z 4 U z � zLn z CA o 1.rA � o a � � tr) o CD o o U M NO M ry o N U o N c� z3 ro z3 U ren � S"' ,1 + 7:1" 4r O SVA � 3 00 Q3 iri vi � 0 0 > ai as P4 Appendix C: Photo Log Photo Log of May Creek 500ft Upstream of Bridge at Coal Creek Parkway SE (25 foot intervals) By, Sonia Rankin Figure 1: May Creek Looking Upstream Oft from Bridge 17 ' T i r r\ R 1 .`� e � � . �• fir: ! � � �- i � j. r , - r r C ' �. ,. `T- _'�" _`°' •� • �, ,ate. �, 00 r .rte ?'''{•� . f Figure 14: May Creek Looking Upstream 350ft from Bridge (Taken from the bank through the trees) Photo Log of May Creek 500ft Downstream of Bridge at Coal Creek Parkway SE (25 foot intervals) By Sonia Rankin Figure 1: May Creek Looking Downstream Oft from Bridge 'gal �� �� ► ' �i � ss r' f 4 R I jk. f Ar Ak .'W1, 4 .t�- r _ , r �r Figure 14: May Creek Looking Downstream 375ft from Bridge Figure 15: May Creek Looking Downstream 425ft from Bridge Photo Log of Unnamed Stream P9 200ft Downstream to 75ft Upstream (25 foot intervals) By Sonia Rankin Figure 1: Coal Creek Pkwy, Looking Downstream, 75ft Upstream from Outfall Y T l r� k 1 _ r I w r en 'Y Figure 4: Coal Creek Pkwy, Looking at the Outfall from Roadway qz 4 silk Figure 5: Coal Creek Pkwy, Overview Picture, Downstream from Outfall (A) (Photo taken from the road) PRI Tom^ wf Figure 6: Coal Creek Pkwy, Overview Picture, Downstream from Outfall (B) (Photo taken from road) Figure 7: Coal Creek Pkwy, Outfall — 75ft Downstream Figure 8: Coal Creek Pkwy, Outfall — 100ft Downstream Figure 9: Coal Creek Pkwy, Outfall, Downstream 125ft