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NOTaCE 1 O I1\ TE1ESTED 1C ARJL EE►7 '
Meeting Date: Jaauary 27, 1999 Time: 7:30 PM
Place: Horizon Junior High School, Cafeteria Room -
3915 S. Pines, Spokane; WA
To: Property Owners, Taxpayers, and Occupaats withi.a 400 feet of application as listed on
County Assessor's; Records or iaterested parties.
Subject: Specific traff'ic related discussion and review of the draft Traffic Impact Analysis
('TIA) for the proposed University High .School on Pines Road and 32"d Avenue
(Relocated from it's present location)
Applicant: Central Valley School District
Location: The property bounded bp 32n° Avenue to the North and Pines Road to the West, 40'h
- Avenue to the South, aad Midilome East First Addition to the East:
Tota! Area Involved: 38f acres
Proposal: A high school with athletic facilities w}uchinclude'softbalUsoccer fields/ football ,and
track/field, stad.ium=to=replace the existing Uaiversity High School facilities.
Contact Persoin: Ann Wirikler or Todd Whipple, Inlaad Pacific Engineering, 707 West
7th Ave., Suite 200; Spokane, WA 99204 (5,09) 458-6840
All interested people are invited to attead the meeting. The purpose of the meet'ing-is to, expla.i.n an.d
review the draft TTA.that has been prepared for the project. If you are unable to attend the.meeting,
a copy of thei1draft TIA will be available for your examination at Inland Pacific Engineering, '707
West 7ti',. Suite 200, during regular office hours - vveekdays from 8:30 AM - 4:30'PM after January
2731999.
~
.
~1Vleeting Agerida
~
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1. Short Introduction of IPE Staff and Project
2. Preseatation.of Draft Traff'ic Impact Analysis,
a. Process aad Me,thods
i. Scoping 6y the County Engineering Department
ii. Field Couats of Scoped Iatersections'
iii. Trafhc Analysis
b,. Conclusions
c. Recommendations
3. Questions ~aad Answers from the Public -
(Please limit youir questions to traf~ic related, issues)
I
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Based upon the aaalysis, field observations, assumptions, methodologies and results which are
provided in the body of this document, it is concluded that there are some impacts to the overall area
transportation system,from this relocation projed and-some mitigation is required. Tliis conclusion,
was reached and is documented within the body af this report. A brief description of the conclusions
and recommendations which include project impacts are included here.
0 The intersections within the study area are currently function.i.ng at acceptable levels
of service.
' • The traffic increase aaticipated between now and the year 2000 were examined with
the University I-Egh School remaining in it's present' location. All i.atersections in
the study area will remain at acceptab'le levels of service.
~ If the University High School moves to it's proposed location in 2000, the
intersections of Pines Rd 32nd Ave and Bowdish Rd / 32ad Rd will be impacted
and -a ~signal is recommended at eacb af them.
RECOADMNDATlUNS
r-
, Based upon the analysis presented, the proposed relocation of the Uaiversity H'igh School will
i.mpact on the tarransportation system. This impact requires traff'ic mitigation in the form of a traffic
sigaal at the intersection of Pines Rd / 32nd Ave and a fraffic signai at the intersectian~of Bowdish
Rd / 32nd Ave. Frontage imp'rovements on 32od Ave aad Pines Rd may also be required to meet
County standards.
~
IriltVtd Facific Engineering, lnc. 5 Universil'y High School Relocation 774
SPOKANE COUNTY ~ OFFICE OF COUNTY EPlGINEERS
CALCULATION SHEET
Description: Project No.:
• Colc. by: Date: Title:
_ Checked by : Date : Sheet _of _
R Notes :
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SPOKANE COUNTY OFFICE OF COUNTY ENGItdEERS
CALCULATION SHEET
bescriptiom Project No.:
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_ -Checked by : Date : Sheet of
, Notes :
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Spakane County Tra€fic EngfAeering
Trafffc Caunt Volumes
01-26-1999 Volume by Lar.e Repart = D3026003.PRN 10:49, Pg 1-
-
000000000003 Id: 000000000003 CId: 01 Fmt: - imperial Int: 60'Min.
$Cart: Ntom -,Qct 26, 1992 at 11:00 En8: Wed - Oct 28, 1992 at 11:00
City/Towa: Sgakane ~County: Spokane
Location: ioretta Dz - E- 37th Ave File: D1026003.PRN
Lnl-North
Mon - Oc[ 26, 2992
Laris 1 Total
12 r00„ 45 45
13 :1100 51 51 I
14:00 SB 58
15:00 73 73
16:00 121 121
17':'00 117 117
18;: 00 120, 120
29,: 00 6'l 67
20:00 64 64
21:00 47 47
Z2': 00 16 16
23:00 7 7
2a :,o0 2 2
oaao~aaoae~aaa aaaaav aees~a
Aaily Totals 788 788
centage_s 100.00
'hie = Oct 27, 1992
01:00 3 3
02:00 0 0
03:00 0 0
04 s 00 p p,
Q5:00 6 6
06:00 4 4
-07:00 31 31
08:00 114 114-
09•00 116 136
10:00 51 51-
11:00 44 44
12:00 34 34
13:00 48 48
14 : 00 45 45
15:00 84 84
16:00 110 110
27:00 118 118
18:00 188 188
.
, Spokane County Zraffic Engineering
Traffic Count Vdlwnes
16-2999 Volum= by I.aae Report - D1026003.PRN 10:49 Pg 2
1ye Oct 27. 2992
Lane 1 Totsl
19:00; 168 168
20 : 00 11'4 Ild
21:00 54 54
22:OG 32, 32
23,:06 8 8
2'4 : 00 3 3
aaaaaacaaQacae coaaaa °~=aL°
Dafly Totals 1375 1375,
Percentages 100.00
'Wed - OcC 28, 1992
.oi : ao o' 0
a2:oo i i
03 : 00 10 o'
04•AO 0
;US : 00 , 4 4-
06:00 13 23
07:OG 33 33
a ioo 100
i,y:00 89 89
ia:oo aa 42
11:00 35 35
aazaoa3ananoae caoaaa na_~~,
Daily Totals 317 317
FercenEages 100.00
.
. Spokane County Traffic 8ngineering
Traf€ic Count Vo2uares
, 26,~1999 NOlume by Iane Aeport • D1026003 . PRta 10: 49 Pg 3
Sta: 0000000,00003 Id; 000000000003 CId: 01 Fint: - Imperial Int: 60 Min.
SLar,t: Man.- Oct.a6, 1992 at 11:00 End: wed - Oct 28, 1992 sc 11:00
'Cf cy/Tawn : - Spokane County : Spokane
E.oration: I.ozetta Dr - E- 37th,Ave Ffle: D1026003. PRN
;Lr.1- Nozth
Ststion Data summsry
Larte 1 Total
Gzand Totals 2480 2480
Percentages 100.00
,Am/Pm Peak,Aour lbtais
Lane 1 Total
Am f3our 8=9 116 116
Percentages 4.68 4.68
Pn HDUZ 17-18 188 168
:entages 7.58 7.58
` • p
INLAND PACIFIC ENGINEERING, INC.
November 3, 1998
W.O. No. 98579
Spokane County Public Works
W. 1026 Broadway
Spoka.ne, WA 99260
Attn: Pat Harper
Re: Central Vatley Sc6ool District, New Uaiversity High Scbool Re-Construction and Location-
Traffic Impact Analysis (TIA►), Trip Generation and Distribution
Dear Pat:
Per our meeting last week and as a part of the rezone for the new Uaiversity High School, please find
~ enclosed the estimated trip generatian -and distribution for the relocation and recoristruction of University
High School. As you know, the school is moving-from the block surrounded by 9' Avenue, Herald Road,
13" Avenue and Raymond Road to the intersection of 3V Avenue and Pines Road just north of Chester
Elemeatary and .Horizon Junior High School both sites are situated within the Spokane Va11ey portion, of
Spokane County. See vicinity, cnap attached. The trip generation table enclosed has been prepared based
upon a meximum number of s#udents of 1600. At the present time the actual enrollment is lower, but this
' would represent the maximum use of the new building planned.
At the present time the enrollment is between 1050 and 1100 students, however, with the move-aild the
availability of developable land east of the existing Centra! Valley High School. it should be expected thar
the existing school district boundaries will be re-drawn to equalize the enrollment lbetween the two
schools. 'Therefore, attached I have i.acluded a map indicating the existing University H.S. and Central
Valley H.S. boundaries and where revisions-may occur in order to equalize.attendance. Please note that
this map in no way indicates any immediate re=districting and is only being assembled for future trip
distribution scenarios with the project constructed.
Below is -atrip generatioa table which if approved will be used,in preparing the TIA for submiftal to
Spokane County as part of the required rezone. AII data shown on Table 1 below is from the most current
edition of the Trip Generation Manual, 6.Edition, Volurae 2 of 3 under Institutional land uses for Land
Use Code No. 530, High School. A copy of the description -sectyon is also attached to this document.
Please note that as noted in the TGM, there have been 45 analyses reported to ITE for high schools
throughoui the US, the most notable consequence is that the AM peak hour is generally during the peak
hour of the adjacent facility while the PM peak hour generally occurs between 2:00 and 4:00 PM, when
school is let out, and is therefore outside the normal PM peak hour of 4 to 6 PM.
The table below indicates botli existi.ng and future maximum student trip generation rates.
R ~~~l VWMED
- NOV 03 IN
707 West 7th • Suite ZOU 2020 Lakew+ood Drive • Suite 205
Spokane, WA 992114 Coeur d'Alene, ID 63814 ~~Ae~~ .~u
a09-058-6$4Q • FAX• 509=a;8-68aa 208-765-7:84 • FAY 208-769-7?:7 ~ WYENMNER
a
Tabie 1- Trip Generation Rates for the New Universit,y High School ,
AMPEAK HOIIR PM PEAK HOUR
No. of
Students Rate and Total Volame Airectionat Rate aad Total dolame Directionnl
Distribudon Distribotion
70% 30°/n 40% 60%
in out in out
High Schoo! - ITE Land Use Code 1Vo. 530
1100 0.46 tripslstudent = 506 trips 354 152 0.15 tripslstudent =165 trips 66 99
1600 0.46 trips/student =736 trips 515 229 0.1 S tripslstudent =240 trips 96 144
. I
Avernge Daily Trips (ADT)
No. ot Students Rate Tota1 ADT
] 100 1.79 total hips per student 1936
1600 1.79 total trips per student . 2864
Based upon the above table it can be seen that as noted within the Trip Generation Manual (TGIvI) that the greatest
impact to the transportation system is the AM when the student and pareat drop offs are directly competing with
the transportation system as a whole. The rate shown for the PM peak hour is gready diminished due to the early
dismissal time and campus departure generally from 2:30 PM through 4:00 PM when the actual PM peak- hour
starts. For coaservatism, we are prepared to analyze the PM peak hour of the generator and will obtain traffic
counts from the area coincident with the 2:00 to 4:00 PM time period on top of the normal traffic count data that
-v%•e generate firom 3:30 to 6:30 FM. It is assumed that results froin all tluee of the following ~-.ill be presented for
approval in the TIA document.
Analysis times: 1. AM = Peak hour of the adjaceat street
2. PM = Peak hour of the generator
3. Plvi = Peak hour of the adjacent street
Also enclosed for your revievv is a copy of a map geaerally showing the distribudon pattems that will be £oUowed
for trips to and from the facility during the time periods recognized above. This has been sho«+n both for the
e,cisting and future boundaries, as a crossing of SR 27 will be required should £uture redistricting ta}:e into area
east of SR 27.
Should you have any questions or comments please do not hesitate to call, upon approval of this submittal we ~Nill
begin the TIA documents at once..
Sinc rely,
Inl d Pacifi ' ee ' Co.
~ &4-4- tN sPOT 7
~
ndd R VVhipple, P.E. -
President
- TRW/tw
enclosures, TGM excepts, existing distribution, future distribution
cc: Dave Jackman, CVSD
Stan Schultz, VVitherspoon Kelley
file
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1998
TRIP
GENEimATION
'o"unim Ed"on • Volume 2 ~f 3
TMp GnNaunoN RArFS, PLO'IS, AND EQUAT[ONS
• Institutional (Land Uses 500-599)
• Medical (Land Uses 600'-699)
• Office (Land Uses 700-799)
• Refail (Land Uses 800-899),
o , Senrices (Land Uses 900-999)
~
9nstitute of Transportation Engineers
Land Useo 530
,
. High School
Description
High schools serve students who have completed middle school or junior high school. The high
schools analyzed were generally separated from other land uses and had exclusive access points
and parking facilities.
Additional Data
Average weekday transit trip ends -
Due to the high transivand school bus usage at these sites, ,it is desirable that future
studies,include additional detail on the percentage of stud'ents that were bussed to school
and the'percentage that were dropped off and picked up.
Peak hours of the generator -
The weekday A.M. peak hour of the generator typically coincides with the peak hour,of the
adjacent street traffic. The weekday P.m. peak-hour was between 2:00 P.M. and 4:00 P.nn.
The populations served and the social and ecanomic characteristics of the areas surveyed vary
considerably. The high schools sunreyed exhibited significant, variations in terms of facilities
provided.
The sites were surveyed from the late 1960s to' the 1990s, thr,oughout the United States.
, The irip generaiion for weekend tlme periods varies considerably; therefore, caution
should be used when applying weekend staGstics. Informatjon describing the weekend
' activities conducted at the h)gh schools is nof availab/e.
Source Numbers 7, 10,, 31, 33, 34,, 40, ,66, 91, 186, 293, 383, 409, 422, 444
Trip Generation,'6th Edition 846 Institute of Transportation Engineers
~ Hegh Schoof _
(530)
Average Vehicte Trip Ends vs: Students
~ On a: Weekday
Number of Studies: 45
Average Number of Students: 1,309
Directional Distribution: 50% entering, 50% exiting
Trip Generation per Student _
Average Rate Range, of Rates Standard Deviation
1.79 0:71 - 3.96 154
Data Plot and Equation
8.000
. ~ -
, 7,000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .x. . . . : . : . . . . . . . . . . . . . . . . . . . ~
~ 6,000_
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. . . . . . . . . .x: . . . . X. . . . . . . . . . . . . . . . .
.
.
. .
X' ; •
0
0 1000 2000 30W
X = Number of Students
Average Rate
X Actua! Dala Points
Fitted Curve Equation: Not given R2
- . '
Trip Generafion. 6th Edition 847 Institute of Transportation Engineers
~ ~ - High Schoo9
• ' (530)
Average Vehicle Trip Ends vs: Students
t ' On a: Weekday,
Peak Hour of Adjacent Street Traffic,
One Hour Between 7 and 9 a.m.
Number of Studies: 43
Average Number of Students: 1,282
Directional Distribution: 70% entering, 30% exiting
- Trip Gener.ation per Student
Average Rate Range of Rates Standard Deviation
0.46 0.14 - 1.15 0.71
Data Plot and Equation
2.,00 .
; x
2,000
~,soo
. - ;
1.800
, . ,
1,700 .
1,600 - ;
:
1.500 -
tlf • . •
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.
t 1,100 • X---._..,.-.........
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m . •
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, F! 700•-•-..... ~......i;;X
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i 400 ....................•.;-x• xXX x•-~ . _ . .
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.
100,
X . •
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p 1000 2000- 3000 _
X = Number of Students
x Actual Daie Polnt9 Averaga Rate I
Fitted Curve Equation: Not given R2 =
~
Trip Generation, 6th Edition 848 Institute of Transportation Engineers
. . High School
. (530) .
Average Vehicle Trip Ends vs: Students
On a: Weekday, ~
Peak Hour of Adjacent Street Traffic,
One Hour Between 4 and 6 p.m.
Number of Studies: 26
Average Number of Students: 10,288
Directional Distribution: 40% entering, -60% exiting
Trip Generation per Student
Average Rate Range of Rates Standard Deviation
0.15 0.03 - 0.36 0.39
Data Plot and Equation
- - ~ ~
soo .
x:
- . . . o . . . . . . .
x . : :
. . . . . . . . . . . . . . . . ~
_ aoo-. . ...................:...f.._ .:...:...,...J........
x
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C ~ . . . . . . . . . . . .
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~ 300-,.. , • . • . . . . .
m • • • . ~ ~ : : : ~ : ~ : : : :
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? 200
¢ x ;X ' ~x-' :x
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: : . x'~.- X: x . . . .
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: : : ' x : . x ' : : : : • : : • X
X;
O _ i . IT~ u . . • ' . 'T~ • ' . • J_T_~ • ~ • ~ ~ • r--r--
~ 400 500 600 -700 800 900 1Q00 1100 1200 1300 1400 1500 1600 17,00 1800 1800 2000 2100 2200 2300
X, = Number ot Students ~
X Actua! Data Polnts Average Rate
F7tted Curve Equation: Not given R2
Trip Generation, 6th Edition 849 Instilule of 'TransportatYon Engineers
~ . Hog'h School
. (530) -
Average Vehicle Trip Ends vs: Students
On a: Weekday,
P.M. Peak Hour of Generator
Number of Studies: 54
Average Number of Students: 1,253
Directional Distribution: 31 % entering, 69%, exding
Trip Generation per Student
Average Rate Range of Rates Standard Deviat+on
0.30 0.10 - 0.57 0.56
Data Plot and Equation
,,'oo . .
~
1,000 ......X...
- : , ,
soo-.
~ . . . . . . . . . . . . . . . . . . . . . . . . . ~ . . . . . x . . . . - - - . . . . . . . . . . . . . . . . . . . . . . .
soo • - .
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.
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.
.
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CD 600 ....X
m ; x x' ; x x
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cn x XX , - ~
. •
m , . . X .i
Q 400 :..x...i... A ....X X.:
~ . X x XX ~ x -
300 X. X. x............................ _ _
-k
~ X
X x X •
200, ._...-X...... X.?........:................._....................- .
• ; .
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100 ---x -~:It.~,---•-• :
. .
.
0 , ~ ~ ~ r •
0 1000 2000 3000
X = Numtier of Students
X Actual Data Poirtts Average Rate
Fitted Curve Equadon: Noi given R2 =
IP
Trip Generation, 6th Edition 851 Institute ot Transpohation Engineers
• C^/S ~ r4z- -
~
b c,S e-`~
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,
S P O K A N E . C O U N T Y
DNISION OE ENC04EEMC AND ROAOS ADMSIOIV OF THE FUBUC WORKS DEPARTMENT
william A. johns, P.E., counfy Engineer
' September 24, 1999
Mr. Greg Smfth
Hearing Examiner
808 W. Spokane Fails Bivd.
Spokane, WA 99201-3333
RE: Review of traffic count data submitted at University High
School Re-zone Hearing Dear Mr. Smith:
Per your request, I have reviewed the traffic count data provided to the neighborhood by
the County Traffic Section. First, I should explain that the traffc information provided
was from a variety of different studies done by our Traffic Section,dating between
October, 1997 to September, 1999 and represent times when the schools were iri and
out of session.
I h'ave compared the data provided to the neighborhood with the volumes shown in the
University High 5chool Relocation Traffic' Impact Analysis (TIA) and the tum movement
volumes recorded June 13, 1996 by the Transportation Engineering Section. Like Mr.
Bernstein, I have compared approach volumes and summariied them in tabular form on
the attached sheet.
As you can see on the attachment, the three counts prior to the 6l28/99 tube counts by
the Traffc Section, all of the approach volumes wer-e reasonably close in direction and
total. The tube counts recorded on 6f28/99 have AM volumes that are consistent with
the other caunts, however, the PM volumes are much higher - as much as 70% higher
on the east approach.
The Chesterfield ULID, on Bowdish Rd., was under construction during the time the
June 28 counts were recorded and Ahe detour route was on Pines Rd. However, I'm not
sure this would definitively explain that large of an increase in traffic volumes on;the
approaches and only during the PM peak hour. It appears that for whatever reason, the ,
6/28199, PM peak hour counts are an anomaly, particularly given the last set of tube
counts recorded by .the Traffic Section, dated 8/4/99 that show approach volumes back r
to the previous levels.
Wth respect to the difference in entering and exiting volumes, from the 6128/99 tube
counts with more entering than exiting vehicles, there are two possible explanations.
1026 W. Hroadway Ave. o Spokane, VYA-99260-0170 9 (9pg) 477-3600 FAX: (509) 324-3478 TDD: (509) 324-3166
•
~
First, mechanicai failure could have caused one or more, of the counters to record
inaccurately. Additionaily, some drivers tmay have straddled the centeriine of the
roadway, running, over both tubes (entering and exiting) thereby skewing 'the volumes. It
is inot 'likely that the vehicles exited through another route since there were no driveways
between the counter locations and the intersection.
At the time-the TIA was submitted (May 3, 1999), it was reviewed based 'on the best
available information at that time. The counta,in the study were only six months old and
compared well with counts Spokane County had on file. Fur,ther, ,given- the counts from
-8/4/99 that show volumes closer to historic levels, I am convinced that the ,traffic study is
based on appropriate information, used an acceptable methodology and therefore,
should be considered a valid review of impacts and mitigation.
I hope this review provides you with the necessary,information to make your decision. If
y,ou need anything further conceming traffc review, please don't hesitate to contact me
at 477-3600.
Yours truly,.
5--6~ S4 ~_5
Stephen D. Stairs
4ruBobeggem -rtation Engineer ~P.E.
.
Traffic Engineer
Enclosure
Cc: Stan Schultz
`Gail Carroll
e
~
32nd 8 Pines
AflA Peak Hour Two lAlay Volumes
County IPE County
Tube Counts ,Counts Tube Counts
10/28/1997 11/18/1998 06/28/99
Pines South of 32nd 400 380 184
Pines North of 32nd 183 224 259
32rid West of Pines 499 592 603 377
32nd East of Pines 374 620, 618 440
Total Entering Volume 728 908 832
PM Peak Hour Two Way Volumes
County County IPE County County
Tum Counts Tube Counts 'Counts Tube Counts Tube Count"s
06113196 10%28197 11l18/98. 06/28/99 08,/,04/99
Pines South of 32nd 299 390 385 372
Pines North of 32nd 385 307 322 514
32nd'Westof Pines 649 ;673 689 864 702
32nd East of Pines 658 590 682 1132 702
Total Entering Volume 996 980 1039 1441
~ cF/L
~o
1999
l l
NOTICE OF APPLICATION
~ T Y P E I I I
SPOKAN DIVISION OF BUILDING AND PLANNING
, C~C)LTI~T~'
T~'ii5 P~Oi1Gc vi ~F~ri~GdiiOil i5 uclf iy Ni vyi.;ic~:i iu di CI.iCU dl.~Ci II.IGJ 1-1 U uwi iCr-iiaxpa/ers
of property located within 400 feet of a proposed land use appiication received by the
Spokane County Division of Building and Planning. This notice is to advise you that the
land use application may affect you and to invite your comments on the project. Written
comments may be submitted by any person regarding this project. All comments
received by August 12, 1999 will be considered by the project planner prior to ~
preparation of a staff report to the Hearing Examiner. Comments will continue to be
welcomed up through the public hearing. The project file may be examined between 8
a.m. and 4 p.m. Monday through Friday, except holidays, in the Building and Ptanning
Division of the Public Works Building, 1'` Floor Permit Center, 1026 West Broadway,
Spokane, Washington. If you have questions, you may call the project planner at the
phone number identified at the end of this notice. Please reference the PRO.lECT FILc
NUMBER(S) in all your communicatiors.
FFcOJECT F1LE hiUNf6ER: LE-5-99
PROPERTY OWNER: Central Va!!ey Schoo! Distrirt I
19307 E. Cataldo
Greenacres, WA 99016
APPLICANT: Stanley R. Schultz
VVitherspoon, Keiley, Gavenport & i ooie
1100 U.S. Bank Building
422 W. Riverside
Spokane, WA 99201
(509) 6-24-5265
PROJECT DESCRIPTION: Zone Reclassification from Urban Residential-3.5 (UR-3.5) to
Urban Residential-22 (UR-22) subject to a specific site plan for the construction of a new
University High School. The rezone proposal also includes approxirnately 35 acres on
which there is an existing elementary school and junior high school.
LOCATION: Generally located east of and adjacent to Pines Road, between 32"d
Avenue to the north and 400' Avenue to the south, in Section 34, Township 25 N., Range
44 EWM, Spokane County, Washington. I
DATE APPLICATION SUBMITTED: 4127/59
T,:pe III N'c cfAFFirev 10-18-97, PayP 1 of 2
DATE OF DETERMINATION OF COMPLETENESS: 7/28/99
COMPREHENSIVE PLAN DESIGNATION: Urban
I
EXISTING ZONING: Urban Residential-3.5 (UR-3.5)
AODITIONAL PERMITS: In order for the project to be developed as proposed, additional
permits must be obtained including but not limited to bui(ding permits, access permit,
sewer permit and any other permits identified through the pubiic hearing process.
AOOITIONAL STUDIES REQUESTED: The applicant completed a traffic study which was
reviewed dnd accepted by :he Spokane County Division of Engineering and Roads.
ENVIRONMENTAL DOCUMENTS: The Central Valley School District, as lead agency,
issued a Determination of Non-Significance (DNS) for the project on March 4. 1998.
The comment period ended on March 20, 1998.
DEVELOPMENT REGULATIONS: The proposed project shall comply with any applicable
regulations and development standards identified in the Spokane County Zoring Code,
Spokane County Subdivision Ordinance, Spokane County Critical Areas Ord'mance,
Uniform Building Code, Spokane County Standards for Road and Sewer Construction, ~
Spokane County Guidelines for Stormwater Management and the regulations of the
Spokane Regional Health District.
ACTION: This project is subject to a future public hearing. You will be receiving a
Nuticc oi 'riedring wfi'+c:h wi?1 Lot i~amec1 a mini#-i-oura of ifteFn (15) days prior to the puolic
hearinq. A written report. +ncludinq a staff anafysis ot the project, will be ava'dable for
inspection seven (7) calendar days prior to the public hearing. Participation in the public
hearing is encouraged. A copy of the Notice of Decision issued by the Spokane County
i-learing Examiner which identifies the findings of fact, conciusion, decision and appeal
rights will be provided to those individuals who testify at the public hearing and will be
available to all others upon request.
ATTACHMENTS: Attached is a vicinity map and site development plan for your review.
- - - _ _ _
REVIEW AUTHORITY: Stacy Bjordahl, Senior Ptanner
Spokane County Division of Building and Plannmg -
1026 West Broadway Avenue
Spokane, Washington 99260-0050
Phone: (509) 477-3675, extension 201
Fax: (509) 477-2243
Date Issued and Mailed: July 29, 1999
,
Signature:,
- -
, _ • - - •
Type III Ntc of Applrev 10-8-97 Page 2 Of 2
-
' • - ~ -
r ~'~,1 y
1
MEM- OIL"DUM., y e a
DATE: July 26, 1999 ~TO: Scott Engelhard
CC: Gregg Figg, Washington State Department of Transportation
Ann Winkler, Inland Pacific Engineering, Inc.
Stacy Bjordahl, Spokane County Planning
A~aSteve Stairs. (~~5-P5) SU6JECT: Traffic Impact Analysis for University Hi-gh School Zone SPcwf CCUT'Y
Reciassification (ZE-5-99) dated July, 1999
I, have completed review of the above referenced document and'have found that the coinments
contained in my June 2, 1999, memorandum hav,e been addressed. Figures 19A, 20A andI 21A
still do not show a difference in through traific on 32"d Ave. with the tums at Collins Rd:,
however,, the correct volumes were used in the capacity analyses. The report is complete and
based 'on appropriate methods. Therefore, I recommend that we accept this study for ~a period
of five years from the date of approval'and allow,this , project to, continue through the approval
process as technically complete. Further, I recommend,that we incorporate the mitigation found
,.on page 27 as conditions of approval.
If you have any questions conceming, my review of this report, please don't hesitate to bring
_ them to my attention.
M~~OR-ANDUM
D14TE: June 2, 1999 ~
TO: Scott Engelhard
CC: Gregg Figg, Washington State Department of Transportation ,
Ann Wnkier, Inland Pacific Engineering, Inc.
Stacy 6jordahl, Spokane County Planning ~
FROIUI: Steve Stairs ' I II lil
SUBJECT: Traffic Impact Analysis for University High School Zone SPOIwflcLwY
Reciassification (ZE-5-99)
I have completed. review of the above referenced document and have noted several corinments
below.
1. The engineer's stamp on the cover page of the report, while current at the time of
submission, is now expired. A new report, with a current `stamp should be provided pdor to
the hearing for this project.
/,,2. Table 3 lists driveway tube counts for the existing University High School by a driveway
numbering system. It would be helpful to have a figure showing the numbered driveways. It
would' also benefit the evaluation of figur,es 10-12, which has volumes that appear, to be low.
3. Table 5 shows PM peak hour site generated trips as 121 In and 269 Out. They should be
78, In and 117 Out. It should be noted that Figure 15A does assign the appropriate amount
of traffic and that this is a typographical error.
. •
I,GSC SCII 4"1 ` CrN,stC c., LGS
. i 4. Fi9ures 4A, 5A, 6A.19A, 20A and 21A 'show constant easUwest through volumes and/or db r-,,,~-l;f-; .
not take into account t,_tdming-traffic"a Collins Rd.
5. The figures depicting the 2005 (Figures 25 - 27A), without project scenarios show traffic
~ volumes entering and exiting tlie site. In addition, I was unable to duplicate many of the turn
volumes at the other scoped intersections for this scenario.
✓ 6. Several LOS analysis print-outs were omitted from the original submittat and were later
received in a separate binding. I would request that the omitted LOS print-outs be
incorporated into a complete document for ease of use.
I ask that these comments be addressed by the project's traffic consultant and that a revised
report be submitted for review. If you have any questions conceming the review of this report,
please don't hesitate to bring them to my attention.
7
~
INLAND PACIFIC ENGINEERING, INC.
707 W. 7th Ave., Suite 200, Spnkane, WA 99204 (509) 458-6840 Faac: (509) 458-6844
To:s o q ne COL~irl+ ,
~ ~A~:
~ .
VLYN r s . Q ~
c I.P.E. P~t.O,TEGT ~
.
ATTENTION• . S e.d 6ict i r5 FRO.T~CT NAME.
9
Description
M~ Xerox Prints M~ Copy of Letter M~
Original Drawing Coatract Documents M~
M~ Work Authorization Report
M~
IVo. Copies Descri ti ri
1 pc)A-koiKs e c.~ h ► eh~; ~ ~ ~ Z ~
Purpose
MI Informarion Review & Comments M~ Per Your Request
MI Written Approval Signature & Return M~
Remaxks
Signed:
,
cc. -\,A S -T
J D,CiANSM?.PMS
. ~
S P O K A N E _ C O L7 N T Y
BUILDiNG AND Pi.ANNtIvG . A DMStQN OF T,HE-PUBI.IC WORKS DEPARTMENf
James L. Manson, C.6.0., Director Caly pber& Director
EN~~
, Mpy p ;11999
MEMORANDUM S?%WECOU°~ ~~%EM
~
TO: -
r ; ci~
Washington State Department of Transportation, Mark Rohwer
FROM: Stacy Bjordahl, Senior Plannelo
DATE: Apri130, 1999
SUBJECT: ZE-5-99 Zone Reclassification for new University Higli School
Enclosed is a copy of the Traffic Irnpact Study for the above=referenced file submitted to the
Division ofBuilding and Planning oa Apii127, 1999.
Please review the enclosed documents and provide y,our=writtea comments and recommended • conditions to me by May 13, 1999, or attend the Technical Review schzduled for May 13,
1999 at 1:15 p.m. in the first floor conference room of the Public Works Building.
If you have,any questions, please contact me at 477-3675, ext'ension 201.
wc
Enclosures: Traffic Study
Letter from Central Valley School District
copy w/o enclosures to: Central Valley"School District
Stan Schultz
1026 W. BROAOWr1Y • SPOf:ANE, WASHING70N 99260-0050
PHONE: (S09) 07-3675'- FAX: (50) ,4?l-47R3 o TDD: (509) 324-3166
I Central Valley
. • Schoo! District 356
An Equul
` Opportunity Employer
East 19307 Cataldu
" Grecnacres. WA 99016
(509) y22-6706
April 16, 1999
Pat Harper RECElVED
Spokane County Public Works Department SPOKANE CQUNTY
1026 W. Broadway
Spokane WA 99260 QPR 2 7 i5►y9
Stacey 8jordahl DfVISiON 0~ BUILDING AND Pl~ANNI~
Spokane County Planning Department - ~G
1026 W. Broadway 8Y•
Spokane WA 99260
RE: Replacement of University High School
Dear Mr. Harper and Ms. Bjordahl:
With this letter,we are forwarding a copy of the Traff,ic Impact Analysis for University Hieh School
relocation prepared b,y Inland Pacific Engineering Company dated April 1999, toAether with the
supporting calculations. Please consider this uaffic analysis as an •addendum to the, Environmental
Checklist and Determination of Non-Significance (DNS)' issued by the undersigned as Responsible
Official fot the lead agency in this matter, Centrai Valley School District No. 356.
We have reviewed the attached Traffic Impact Analysis and have determined that although the Traffic
Impact Anatysis contains substantial information, it does not describe or predict environmental impacts
which are probable, significant, and adverse. For example, we note that the Traffic Impaci Analysis
indicates that all intersections and driveways will achieve acceptable levels of service. In adtlition, ihe
Central Valley School Distric"t will construct the recommended, traffic mitigation measures described
in the April 1999 Traffic Impact Analysis.
As the lead agency for this ,project, Central Valley School Oistrict, is treatin8 this supplemental.traffic
information as an addendum to our, previous environmenial checklist and DNS. Upon review of the
Traffic Impact Analysis and the proposed site plan for the new University High School and upon review
of the standards contained in WAC 197-11 •340(3) please be advised that Central Valley School District
will retain the,previousty issued DNS for this project. Please ~advise if you have, any questions or need
further information.
Sincerely,
Dave ckman - -
Direc r Auxi ' ry Service
cc: Depart' of Ecology
Stanley R. Schultz
ZE~
599
harp-bjo.uhs
~ ~ ~t~ i •
• ' ~
•
1 •
V
INLAND PACIFIC ENGINE'ERING, INC.
November 3, 1998
W.O. No. 98579
Spokane County Public Works
W. 1026 Broadway
Spokane, WA 99260
Attn: Pat Harper
Re: Central Valley School Ilistrict, New University Higb School Re-Constructioo and Location-
Traffic Impact Analysis (TIA), Trip Generation and Distribution
Dear Pat:
Per our meeting las't week and as a part of the rezone for the new University Higli School, please find
eaclosed the estimated trip generation and distribution for the relocation and reconstruction of University
High School. As you know, the school is moving from the block surrounded by 9`h Avenue, Herald Road:
13' Avenue and Raymond Road to the intersection of 32"d Avenue and Pines Road just north of Chester
Elementaty and Horizon Junior High School both sites are situated w.ithin the Spokane Valley portion of
Spokane County. See vicinity map attached. The trip generation table enclosed has been prepared based
upon a maximum number ofstudents of 1600. At the present time the actual enrollment is lower; but this
would represent the maximuin use of the new building planned.
At the present time the enrollment is between 1050 and 1100 students, however, with the move and the
availability of developable land east of the existing'Central Valley High School it should be expecteci th3t
the existing school district bouridaries will be re-drawn to equalize the enrollment between thz two
schools. Therefore, attached I have included a rxiap indicating the existing Universiiy H.S. and Central
Valley H.S. boundazies and where revisions may occur in order to equali2e attendance. Please note that
this- map in no way indicates any immediate re-districting and is only being'assembled for future trip
,distribution scenarios with the project constructed.
Below is a trip generation table which if approved will be used in preparing the TIA for submittal _to
Spokane County as part of the required rezone. All data shown on Table I below is &om the most current
edition of the Trip Generation Manual, 61 Edition, Volume 2 of 3 under Institutional land uses for Land
Use Code No. 530, High School. A copy of.'the description section is also attached to this document.
Please note that as noted in the TGM, there have' been 45 analyses reported to ITE for high schools
throughout the US, the most notable consequence is that the AM peak hour is generally ciuring the peak
hour of the adjacent facility while the PM peak hour generally occurs between 2:00 and 4:00 PM, when
school is let out; and is therefore outside the normal PM peak bour of 4 to 6 PM.
The table below indicates both existing and future maximum student trip, generation rates.
Rr.t;El WED
~
707 West1th • Suite 200 2020 Lakewoocl Dnve • Su,te 205 NOV 03
Spolwne, WA 99204 Coeur d'Alene, ID $3814 p~V~~~~t A~~~ ~u~~~
509-~t58-6&SO • FAX: 509-458•6$4a 2U&765•778a • F~1X 208-769-7277 ~d~
r
Table 1- Triip Generation Rates for the New University High School
.
AM PEAK HOIIR PM PEAK HOIIR
No. of
Students Rate and Tofsl Volnme Directionsl Rate and Total Volume Directioaal
Distribution Distribution
74% 30% 40% 60%
in ont in out
Nigh School - ITE Land Use Code No. 530
1100 0.46 trips/student = 506 trips 354 152 0.15 trips/student =165 trips 66 99
1600 0.46 tripslstudent =736 trips 515 229 0.1 5 trips/student = 240 trips 96 144
Average Daily Trips (AD'1)
No. of Stndents Rate Tatal ADT
1100 1.79 total trips per student 1936
1600 1.79 total trips per student 2864
Based upon the above table it can be seen that as noted within the Trip Generation Manual (TGM) that the greatest
impact to the transportation system is tbe AM when the student and parent drop offs are directly competing with
the transportation system as a whole. The rate showa for the PM peak hour is greatly dinairushed due to the early
- dismissal time and campus deparnue generally from 2:30 PM E}uough 4:00 PM when the actual PM peak hour
starts. For conservatism, we are prepared to analyze the PM peak hour of the generator and %tiill dbtain trafflic
counts from the area coincident with the 2:00 to 4:00 PM time period on top of the normal traffic count data that
'%ve generate from 3:30 to 6:30 PM. It is assumed that results from all three of the follow1ing will be presented for
approval in the TIA document.
Analvsis times: I. AM = Peak hour of the adjacent street
2. PM = Peak hour of the generator
3. PM = Peak hour of the adjacent street
Also enclosed for your review is a copy of a map generally showing the distribution pattems that will be followed
for trips to and from the facility during the time periods recognized above. This has been shown both for the
existing and future boundaries, as a crossing of SR 27 wiU be required should future red.istricting take into area
east of SR 27.
Should you have any quesaons or comments piease do not hesitate to call, upon approval of this submittai we will
begin the TIA documents at oace..
d Pacifi ' ee ' g Co.
5odd rely,
.
`
R. Whipple, P.E. -
President
TRWOtw
enclosures, TGM eYCepts, existi.ng distribucion, fuhue distribution
cc: Dave Jackman, CVSD
Stan Schultz, Witherspoon Kelley
~'ile
. - ~ - t . 1~~ .
a Hutton Sett4e - ;te P rk
_ ~ % ~ Anta r d
~ asa na Pa~ v yAle P
'
~Camp S ne idustriat Park
atk tn The W td
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a nland EmpW400
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TRIP
~
Em m ERA
G ,
TION
6M Edition 9 Volume Z of 3
TRIP GENEHATION RA'TE.S, PLO?5, AND EQUAI'IONS
• Institucional (land Uses 500-599),
• Medical (I.and Uses,600-699)
• Office (Land Uses 700-799)
~ Retail (Land Uses 804-899)
• Services (I.and,Uses 900-999)
'
Institute of TPansportation Engineers
_ Land use: 530 -
i-ligh School
Description
High schoois serve students who have completed middle school or junior high school. The high
schoois analyzed were generally,separated from other land uses and had.exclusive access points
and parking facilities.
14dditional Data
Average weekday transit trip ends -
Due to the high transit and schoot bus usage at these sites, it is desirable,that future
,studies include additional detail on the percentage of students that were bussed to school
and the percentage that were dropped'off and picked up.
Peak hours of the ;generator -
The weekday A.M. peak hour of the generator typically coincides with the peak hour of ihe
adjacent street traffic. The weekday P.nn. peak hour was beriveen 2:00 P.M. and 4:00 P.m.
The,populations served and the social and economic characteristics of the areas surveyed vary
considerably. The high schools suroeyed exhibited significant variations in ternis of facilities
provided.
" The sites were surveyed from the late 1960s to the 1990s throughout the United 5tates.
The trip generation for weekend -time peiiods varies considerab/y; iherefore, caution
should be used when appfying weekend statistics. lnformaiion describing the a+eekend
activifies conducted at the high schools is not avaiJable.
Source Numbers
7, 10, 31, 33, 34, 40, 86, 91. 186. 293, 383, 409, 422, 444
Trip Generation, 6th Edition 846, Institute' of Transportation Engineers
11
. ~
H6gh School
(530) ~
Average Vehicle Trip Ends vs: Students
On a: Weekday
Number of Studies: 45
Average Number of Students: 1.309
Directional Distribution: 50% entering, 50% exiting
Trip Generation per Student
Average Rate -Range of Rates Standard Deviation
1,79 0.71 - 3:96 1.54
Data Plot and Equation
,a,ooo . .
7,000 ..x.....
-
6,Q00............................
(/1 • • '
V • ' '
C • '
Q 5,000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . X . . . . . . _ _X : . . . . . . . . . . . . . . . . . . . .
~ , .
m ~ -
U .
j 4.000 - ..........x ..X.. _...y.:".................
~
m • X
0 x
• ' X ~ - .
W X .
.
~ , . .
Q 3:Q00............... .1~....... _...........~c...
.
II XX X' X
'
~ X X X
'
~-~0 :..y(•'.'X. . . . .X . . X. . . . . . _ . . . . . . . . . . . . . . . . . . . . . . . .
x jC X .
.
. ~
X X
w~
~.:....X..... . j~.x . : .
1.000- ..........X%. X
.
. • '
p
. 0 1000 2000, .30Q0
X = Number of Students ~
x Actua) Data Points Average Rate
Fitted Curve Equation: Not given a2
Trip Generafion, 6th Edition 847 ~institute,of Transporlation Engineers
High School
(530)
~ Average Vehicie Trip Ends vs: Students
` On -a: Weekday,
Peak Nour of Adjacent Street Traffic,
One Hour Befinreen 7 and 9 a.m.
Number of •Studies: 43
Average Number of Students: 1,282
Directional Distribution: 70% entering, 30% exiting
Trip Generation per -Studen#
Average Rate Range of Rates Standard Deviation
0.46 0.14 - 1.15 0.71
Data Plot and Equation
2.100
.
2;000 .
1.900 .
1,800
1.100 .
1,600 -
1.soo....................
~ . . .
W • .
C 1,400 ~
1,300 . , -
m 1,200.............. X- ------x..............
v . .
1.100-...................... ..x
~ 1,000 -
~ 900 ...........X X.,.~::.........
Q 800 X.X... .
n 700 .
~ 600 - - - - - - - -•----------X-•--•' X_"~-x•--. - _ . • .
500 x....~x,," x x --...X . ....:.........X.........
~.9 X x
400 - . . . . . . . . . . .X. . . . iii..~ . . . . . . . . . . . . . . . . . . . . . , . . . . . . . . . . . . . . . . .
300 . x..
200 x...x ....x
.
iQQ
X •
0
0 1000 2000 3000
X = Number of Students
X Actual Data Paints Average Rete
Fitted Curve Equation: Not given R2
Trip Generaiion, 6th Edition 848. Institute of Transportatlon Engineers
~ , -
I-Ilgh S'cho01
(530) .
Average Vehicle Trip Ends vs: Students
On a: Weekday,
Peak Hour of Adjacent Street Traffic,
One Hour Between 4 and 6 p.m.
Number of Studies: 26
Average Number of Students: 1,268
Directional Distribution: 40% entering, 60% exiting
Trip Generation per Student
Average Rate Range of Rates Standard Deviation
0.15 0.03 - 0.38 ,0.39
IData Plot and Equation
,
soo
. ' : : • : : . . : X: . : . . . :
x
. . . • ' : .
~ aoo-. . .
y ' ~ . . . ~ . . ~ . . . . . X . . . ~
(J ~ . . . . . . . . . ' - X. . . ,
~ 300 - . . _ . . . . • . . - . . ' _ . - . . . _ . . . . . , . . . . • . . . . . . . . . . . . . . . ~ . . . • _ . .
x
d • ; : : . : X . . . • ~ ~ ' . ~ : ~ :
> . . . . . . . . . . . . . . . .
; : : . . x : . x x
(D 200,-....:...:...: : ;...X. . . . : . . : ,
Q , , . :X :x . . . . .
~ x : X ~ - ~ x . . . . ~ : . . .
X X
x' : X: -X
. . . ,X . . . . . . . . . , . . , .
. . . . . . . . . : . . . . . . : . . . , . . : . . : . . . : . . : . . . ; . _ . . . : . . : . . . : . . .
x X
X . . : : . . : . :
. . . . . . . . . X: , . . . . . . .
. . . . . _ . . . . . . . . . ,
0-1
400 SOa 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 ,1800 1900,2000 21Q0„ 2e00 2300
X = Number of Students
x Actual Data Poinls Average Rate
Fitted Curve Equation: Not given R2
,
Trip Generation, 6th Edition 849 Institute oi Transportation Engineers
J ~
f
mig'h School
(530) -
Average Vehicle Trip Ends-vs: Students
On a: Weekday,
P.M. Peak Hour of Generator
Number of Studies: 54
Average Number of'Students: 1.253
Directional Distribution: 31 % entering, 69% exiting
Trip Generation per Studerit"
Average Rate Range of Rates Standard Deviation
4.30 0.10 - 0.57 0.56
Data Plot and Equation
_ . - . _ , ,
,,,oo, .
• x -
i,ooo
soo
• . .
800....... : ..X
.
.
.
17 ' . . ~
C . . '
a 700 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . x . _ - - . . . . . . _ . . . . .
.
- • .
(D
600 ..X.
~ X X" • X X
4D 500~. x.X.. ......x.~"~.!. . ,
tm
X ~
~ ~ .
~ . .
Xx ~
> . X X . X
~ 400 . • Xi~i. .....X.........
- x
300 . . . . . . . . . . . . . . . . . X. . . . ~ . . . . . x. . . . . . . . . . . . . . . . _ . . . . . . . . . . . . . . . . . . . _ . . .
~ X
.
• X • .
X x,' • XX x X • ~
...........:x....... ac.........................
200
. •
~ 'X
. .
.
.
. . .
X ~
.
100' ...x..~~~ . .
. . .
.
• • • i
0'i , ~ • ; .
i
0 1000 2000 3040
X = Number of Studenis
x Actual Oataftints Average Rate
Fitted Curve EquaUon: Not given R2'=
Trip Generation, 6th Edition 851 Institute of Transportation Engineers
~ ersity Hipb TIA
Universily and 16Ih Universlly end 161h
Exlsting U-Exlspng U•Exlsting U• 2002 Ptoposed 2002 2005 Proposed 2005
hligh High High Proposed ProJect Proposed Proposed Projed Proposed Back Back Back
Exisling Exlsling Existing Treffic TraMc Trafllc Project 2002 Project Projeci 2005 Prajed Ground Ground Graund
AM Dismissal PM A. M. Dismissal P.M. AM Dismissal Trefl}c PM AM Dismissal Treflfc PM AM Dismissal PM
NBL 238 77 58 61 14 8 NBL
NBT 243 154 133 21 30 13 NBT 25 37 18 3 1 1
NBR 34 50 37 NBR
EBL 12 17 16 EBL
E9T , 97 147 215 22 30 14 EBT
EBR 50 81 147 22 30 14 EBR
SBL 28 44 84 SBL
SBT 102 171 271 49 14 8 SBT 80 17 11 1 2 3
SBR 7 23 28 S8R
INBL 7 38 32 WgL
WBT 277 132 108 51 14 9 WBT
W8R 73 64 52 W8R
Universily end 32nd Universfty and 32nd
Exlsqng U-Exlaling U•Exlsling U• 2002 Proposed 2002 2006 Proposed 2006
High Hlgh High Proposed ProJect Propased Propoeed ProJect Propoaed Back Back Beck
ExlaQne Exiating Existing TreNic TreH1c TreHlc ProjecM 2002 Projed Project 2005 Project Oround Ground Oround
AM Dismissal PM A.M. Dismissal P.M. AM Dismissal TreHic PM AM Dismissal TraHlc PM AM Dismissal PM
NBl 28 6 8 N9L
NBT 103 82 72 NBT
NBR 44 49 47 41 12 7 NBR 50 14 9
EBL 7 2 5 EBL
E8T 87 151 284 E8T 4 B 14
EBR 1 17 20 EBR
SBL 36 50 81 7 10 5 69 20 13 S8L 85 24 18 1 2 3
S8T 38 76 116 SBT
SBR 7 8 3 SBR
WBL 32 47 85 17 28 11 WBL 21 31 13
UVBT 332 88 102 WBT 12 5 3
W8R 116 38 45 17 5 3 30 43 19 WBR 36 54 23 3 1 1
l, :rsity Hlgh TIA
Bowdish and 32nd Bowdish and 32nd
Ezlsting U•Existing U-Exisung U- 2002 Proposed 2002 2005 Proposed 2005
Hiph Migh High Proposed Project Proposed Proposed Project Rraposed Badc Back Back
Exieling Existlng Exisling Traffic TraHic TrdHic Project 2002 Project Project 2005 Project Ground Ground Ground
AM Dismissal PM A.M. Dlsmissel P.M. I4M Dismissal TraHic PM AM Oismissel TraMc PM AM Dismissal PM
NBL 89 34 38 NBL
NBT 120 91 78 NBT
NBR 87 63 63 81 23 15 NBR 100 29 18 1 2 4
E8L 33 22 23 EBL
E8T 137 114 303 4 5 3 110 32 20 EBT 135 38 25 6 11 17
EBR 17 44 85 EBR
SBL 28 32 22 53 15 9 SBL 85 19 12 1 2 4
SBT 38 118 119 SBT
SBR 18 30 30 SBR
MBL 33 82 126 35 51 22 WBl 26 62 27 3 1 2
WBT 384 130 179 8 3 2 47 89 30 WBT 61 84 36 15 6 4
WBR 28 39 23 22 34 14 W8R 43 40 17 3 1 T
Pines and 16th Pinea and 181h
Existing U- Exlsting U- ExisUng U- 2002 Proposed 2002 2005 Proposed 2005
High Hlgh Wigh Proposed Project Proposed Proposed Project Proposed Back 8ack Beck
ExdsUng Exisllnp Exlstinp Trafiic Traffic Traffic Project 2002 Project Project 2005 Project Ground Ground Ground
AM Dlsmissal PM A.M. Dlsmissal P.M. AM Dismissal TraHic PM AM Dlsmissal Trafflc PM AM Dismfssal PM
NBL 38 15 12 17 5 3 9 13 8 NBL 11 16 1 3 1 2
NBT NBT
NBR 180 194 130 NBR
EBL EBL
EBT 134 233 263 EBT
EBR 10 29 80 7 10 6 20 8 4 E8R 28 7 6 1 2 4
S8L 1 SBL
SBT 89 213 226 41 12 8 SBT 50 14 9
S8R 25 68 77 S8R
WBL 19 52 51 W9L
WBT 168 139 128 WBT
WBR WBR
U. .rsity High TIA
P1nes and 32nd Pines end 32nd
Ezisting U• Exisiing U• Exisiing U- 2042 ProQosed 2002 2005 Proposed 2005
Hlgh Hlgh High Prapased ProJect Proposed Proposed Project Praposed Back Beck Back
Exisling Exislfng ExfsUng Traric Traffic Traiflc Project 2402 Project Project 2005 Project Ground Ground Ground
AM Dlsmissat PM A.M. Oismissal P.M. AM Dismissal Traffic PM AM Oismfssal Tratiic PM AM Dlamfssal PM
N8L 70 45 37 NBL
N8T 89 74 57 NBT
N8R 82 78 94 10 4 3 NBR 16 8 3 4 8 14
EBL 35 30 55 EgL
EBT 166 179 268 244 TO 44 EBT 298 85 56 20 41 66
EBR 45 41 39 E8R
SBL 21 24 22 102 29 19 SBL 114 38 23 9 19 33
SBT 37 79 91 S8T
SBR 32 45 78 5BIt
WBL 77 103 67 4 10 5 W8L 6 15 8 5 9 15
WBT 254 178 212 104 154 88 WBT 128 188 90 34 38 59
W8R 30 19 19 26 38 17 WBR 32 47 20 12 20 37
Pines and Loretta Pines and Lorella
ExlsUng U-Existing U-Ex(sting U• 2002 Proposed 2002 2005 Proposed 2005
High High Migh Propased Project Proposed Proposed Project Proposea Back Back Back
Existinp 6cisling Existing Trafflc TraNic TraNic Project 2002 Project Project 2006 Project Oround Ground Ground
AM Olemisael PM A.M. Diamissal P.M. AM Olamiseal TtaHic pM AM 0lemlbaat TreHic PM AM Dlemissel PM
N8L 16 16 18 NBL
NBT 200 133 161 8 3 2 NBT 9 4 2
NBR NBR
EBL 18 19 18 2 1 1 E8L 3 1 1
EBT 2 EBT
E8R 31 28 10 EBR
SBL 8 2 SBL
S8T 138 171 141 3 6 3 SBT 4 8 8
SBR 8 27 43 1 2 1 SBR 1 3 2
WBL 3 13 WBL
WBT 3 12 WBT
WBR 10 42 5 WBR
UiN.arsity High TlA
Pines and 381h Pines and 381h
Exisling U-Exlatlng U• ExisUng U- 2002 Proposed 2002 2005 Proposed 2405
Hiph Hlgh High ProposeG Project Praposed Proposed Project Proposed 6ack 9ack Back
Exlsting Exisling ExlsUng TraMc T►affic Traffic Project 2002 Project Project 2005 Project Ground Ground Ground
AM Dismissal PM A.M. Dismissal P.M. AM Diemissal TraHic PM AM Dlsmissal TreHic PM AM Olsmissel PM
NBL 32 28 30 NBL
NBT 183 148 160 4 2 1 NBT 8 3 1
N8R NBR
EBL 27 21 11 2 1 1 EBL 3 1 1
E6T EBT
EBR 54 24 20 EBR
SBL SBL
S8T 148 174 120 2 4 2 SBT 3 8 4
SBR 8 30 17 1 2 1 SBR 1 3 2
UV9L VYBL
WBT WBT
WHR WBR
Plnes and 401h Pines end 401h
Existing U-Exisqng U-Exisflng U• 2002 Proposed 2002 2005 Proposed 2005
High Hlgh High Propased Project Praposed Proposed Project Proposed 6ack Back Back
Exlst(ng ExlsUng ExIslfng Traftic TreHic TraHic Project 2002 Project Project 2008 Project Oround (3raund Graund
AM oismissal PM A.M. Olsmleeal P.M. AM Dlsmissal TreMc PM AM Dismissal Troflic PM AM Dlemiseal PM
NBL NBl
NBT 87 37 25 1 1 NBT 3 1
NBR 25 7 S NBR
EBL EBL
EBT EBT
EBR EBR
SBL 22 81 A8 1 1 1 SBL 2 3 2
SBT 27 62 44 1 1 1 SBT 1 3 2
58R S8R
WBl 8 7 17 W8L
WBT WBT
WBR 35 52 134 1 1 1 W8R 3 2 1
Uan.ersily Hlgh TIA
SR 27 816th SR 27 8161h
Exisling U-ExisGng U-Existing U• 2002 Proposed 2002 2005 Rroposed 2005
Mlgh Hfgh High Proposed Project Proposed Proposed Project Proposed Back Back Badc
Exisling Exlsl(ng Existing Tra(fic TraMc Tra(fic Project 2002 Project Project 2005 Project Ground Ground Ground
AM Oiamfssai PM A.M. Dismissal P.M. AM Dismissal TratBc PM AM Oismissal Traffic PM AM Dismfssal PM
NBL 47 15 24 NBL
NBT 242 164 173 18 Yl 12 N8T 22 33 14 9 4 6
N8R 8 23 7 N9R
EBL 183 200 157 EBL •
E8T 94 158 183 EBT
E9R 14 33 40 EBR
SBL 18 90 113 SBL
SBT 87 15A 303 SBT 3 7 11
SBR 2 6 S9R
W81 1 b 2 WBL
VYBT 174 180 166 WBT
WBR 2 9 WBR
Sa 21 & 32nd SR 27 & 32nd
Exlsling U• Exlsting U- ExisQng U- 2002 Prapose0 2002 2005 Proposed 2005
Hlgh Mgh High Proposad ProJect proposed Proposad Project Praposed 8ack Beck Back
Exleting Existing Ex(sting TreHic Traftlc TreHlc Project 2002 ProJecl Project 2005 Project Ground around around
AM Olsmlasal PM A.M. Olsmiscal P.M. AM Diamlasel Traftic PM AM Dismissel 7raffic PM AM Oismissal PM
NBL 83 78 40 NBL 18 38 58
NBT 137 124 93 NBT 16 34 57
HHR 78 88 41 N8R 1 a 4
EBl 25 51 33 18 27 12 EBL 22 33 14 9 4 5
EBT 238 183 200 27 40 17 E8T 33 50 21 38 36 60
E6R 38 78 93 E9R 15 25 43
S8L 16 22 30 S8L 12 25 42
S6T TO 147 188 SBT 11 24 40
SBR 22 48 54 SBR 3 7 11
WBl 49 75 86 WBL 1 3 5
WBT 170 175 216 83 18 12 W8T 77 22 14 19 38 63
UYBR 33 18 26 W8R 10 20 34
L. ,reity High TIA
Pines 8 Studenl Lol Pines 8 Studenl Lot
Exisling U-Existing U-ExIsUng U- 2002 Proposed 2002 2005 Proposed 2005
High High High Proposed Project PropoBed Proposed Project Proposed Back 8ack Back
ExisUng Exdsting Existing Traffic TraNic TraNic Project 2002 Project Project 2005 Project Ground Ground Ground
AM Dismissal PM A.M. Oismfssal P.M. AM Olsmis9al Tramc PM AM Qismissal TraMc PM AM Dism(ssal PM
N8L/ 32 1 1 NBL 39 3 1
, N T 381 298 308 125 74 24 ~ 155 91 30 51 85 112
~18R NBR
EBL 8 128 (i4 EBL 11 157 78
,
~BR 2 42 21 EBR 2 52 28
SBL SBL
, S 259 282 374 174 87 83 214 120 78 33 68 115
' „,BR 182 8 3 S B R 224 7 4
VIIBL W8l
R XR
Bus Drop Ofl Bus Drop QH
Existing U-Exisang U-Ezisling U- 2002 Proposed 2002 2005 Proposed 2005
Hfgh Hlgh High Proposad Project Proposed Proposed Project Proposed Beck Back Beck
ExfsUng Exlellnp Exislinp Ttalllc TraHic TraHic Project 2002 Project Project 2008 Project Oround Oround Ground
AM Dlemlasel PM A.M. OI811116881 P.M. AM Dlamiesal TreNia PM AM Dfsmiseal TraHlc PM AM Dfsmlesal PM
NBL 15 4 4 NBL 18 84 S
N~ 381 298 308 187 79 26 N 194 8~ 31 61 88 112
NBR 8R
' E8 EB
E T T
EBR EBR
SB Shc
S,~ 259 282 374 74 104 44 S 83 129 55 33 66 115
58R 100 35 40 R 123 43 49
W8L / WB
~
~R R
U.,,.drsily High TIA
Pines and Colllns Fecully Lot Pinea and Callins Fawlty Lol
Exisung U-Exlsting U-Existing U• 2002 Praposed 2002 2005 Proposed 2005
Hiph High High Proposed Project Proposed Proposed Project Proposed Back Back Beck
ExlsUng ExisOng ExlsQng Treftc TraHic Traffic ProJect 2002 Project Project 2005 Project Ground Ground Ground
AM Dismissal PM A.M. Dfsmissal P.M. AM Olsmissel Troffic PM AM Dismissal Traffic PM AM Ofsmissal PM
, NrT 1 6 4 N8L 1 I 5
tl 381 264 285 67 10 8 1~ 89 13 11 51 65 112
NBR 2 4 5 ABR
E8 116 70 20 EB 143 96 25
T J~ .
~ EBR 30 18 4 EBR 37 20 6
S 8 23 22 ir (1,AfiT 269 278 288 4 44 24 7 65 30 33 88 115
SBR 70 80 20 88 7
4 26
WB 5 5 3 WB
T Y&T
R 18 16 11 WBR
Facuity Lol Misc Maintenance Fecully Lot Misc Maintenanoe
Exlsting U-6cisUng U•Exisling U• 2002 Proposed 2002 2005 Pcoposed 2005
High High High Proposed Project Proposed Proposed Project Praposed Back Back Back
Exisling Exlsqng Eulsqng Traflic TraHic TraHic ProJecl 2002 Project Project 2005 Project Graund Ground Graund
AM Dlsmissel PM A.M. Diemiseal P.M. AM Dismisael Trefflc PM AM Diemissel Traffic PM AM Dismissal PM
NBL 15 8 3 NBL 19 7 3
NBT 361 298 308 48 12 8 "$B< 68 16 11 bt 66 112
dNBR N8R
EBL 10 4 4 EBL 12 5 5
EBT
E8R 13 9 4 8R 18 11 6
SBL SB
SBT 259 282 374 32 68 25 A16T 39 72 31 33 68 115
` SBR 4 2 3 SBR 5 3 4
a W8L WB f
~ N(@T war
WBR WBR
U. .irsity M(gh TIA
Universlty and 16th Universily and 161h Universfty and 161h Unlversily and 161h
2002 2002 2005 2405 2005 2005
2002 Wl0 2002 W/0 2002 W/O Wilh 2002 With With W10 2005 WIO W!0 Wilh 2005 V'Jilh Wilh
Project Project Project Project Project Project Project Project Project Project Project Project
AM Dismissat PM AM Dismfasal PM AM Oismissal PM AM Dismissal PM
NBL 249 SO 58 196 66 49 NBL N8L 205 68 61 205 89 51 NBL
NBT 268 181 139 277 191 152 NBT NBT 284 166 144i5l 289 203 180 NBT
NBR 35 52 38 35 52 39 NBR NBR 36 54 40 38 54 40 NBR
EBL 12 18 17 12 18 17 EBL EBL 13 16 17 13 18 17 EBL
EBT 91 153 224 86 122 209 E9T E8T 71 128 217 71 128 217 E8T
EBR 52 84 153 28 53 138 EBR EBR 32 57 144 32 57 144 EBR
SBL 27 48 87 27 48 87 SBL S8L 28 41 89 28 47 89 SBL
SBT 107 188 285 158 200 284 SBT S8T 110olo~ 192 294 403, 170 209 305 SBT
SBR 7 24 29 7 24 29 SBR S8R 8 25 30 8 25 30 S8R
WBL 7 40 33 7 40 33 W6L WBL 8 41 34 8 41 34 WBL
WBT 288 137 110 235 123 101 WBT WBT 248 128 105 246 128 105 WBT
WBR 16 58 54 18 58 54 WBR WBR 78 68 59 78 58 58 WBR
The totals in lhess columns are calculaled The totals In these wlumns are celculated
Uniuersily and 32nd Unlversily and 32nd Unive►sity and 32nd University end 32nd
2002 2002 2005 2005 2005 2005
2002 W/O 2002 W/O 2002 WIO 1Mlh 2002 Wilh Wilh WIO 2005 W!0 WIO Wilh 2005 With Wilh
ProJea! Project Pro)oct Project Project Project Project Project Project Project Project Project
AM Oismissal PM AM Olamissal PM AM Dlemlaeal PM AM OI91rd8881 PM
NBL 27 8 8 21 8 8 NBL NBL 28 8 9 28 8 9 NBL
NBT 107 86 78 107 86 75 NBT N6T 110 88 71 110 8A 71 NBT
NBR 46 51 49 87 63 88 NBR NBR 47 / 63 ~ 50 97 67 59 NBR
EBL 7 2 6 7 2 5 EBL EBL 9 2 5 8 2 5 EBL
EBT 14 168 310 74 166 310 EBT EBT 76 172 318 76 172 318 EBT
EBR 1 18 21 1 18 21 EBR E8R 1 18 21 1 18 21 EBR
SBL 38 54 68 100 64 74 SBL SBL 33 ~ 46 ~ 64 iw 118 70 60 S9L
SBT 40 78 121 40 78 121 S9T SBT 41 80 124 41 80 124 SBT
SBR 7 6 3 7 6 3 SBR SBR 6 6 3 8 8 3 SBR
WBL 33 49 88 50 75 79 WBL WBL 34/' 50 ~ 70 55 81 83 WBL
WBt 357 105 109 357 105 109 VUBT VYBT 389 108 ~ 113 369 108 113 VYST
VdBR 124 41 48 136 l8 64 W8R WBR 11 if 37 46 ~F 147 91 69 YVBR
The lotels in these columns are celculated The tolals in lhese columns ere celculated
L ~rsfty High TIA
Bawdish and 32nd Bowdish and 32nd Bowdish and 32nd 6owdish and 32nd
2002 2002 2005 2005 2005 2005
2002 WIO 2002 WIO 2002 WIO Wilh 2002 With Wilh W10 2005 W10 WIO Wllh 2005 Wilh Wllh
Project Project Project Project Project Project Project Project Project Project Project Project
,
AM Qismfssal PM AM Dlsmissel PM AM Oismissal PM AM Dismissai PM
N8L 93 35 40 93 35 40 NBL NBL Ab 36 41 85 36 41 NBL
NBT 125 101 78 125 101 78 NBT NBT 129 104 81 129 104 81 N8T
NBR 71 88 70 152 61 85 NBR NBR 73 ~ 70 ~ 72 91 113 98 91 NBR
EBL 34 23 24 34 23 24 E8L E8l 35 24 26 35 24 25 EBL
EBT 148 192 332 269 219 349 EBT E8T 148 ~ 193 ~ 340 ~1 283 231 385 EBT
E8R 18 48 99 18 48 AB EBR EBR 18 47 102 18 47 102 EBR
SBL 28 35 27 81 50 38 SBL SBL 29 11-1*1 36 ~ 28 loe 1 114 ~ 55 40 S8L
SBT 37 123 123 37 129 123 SBT SB1' 38 127 127 39 127 127 SBT
SBR 18 31 31 19 31 31 SBR SBR 19 32 32 19 32 32 SBR
WBL 37 86 133 72 137 155 WBL WBL 39.100, 88 137 ~ 87 151 184 WBL
WBT 383 141 189 421 207 217 WBT WBT 387 ~ 143 ~ 193 ~ 4~14 227 229 WBT
VIIBR 33 42 26 65 78 40 WBR WBR 34 ~ 430 27 71 83 44 WBR
The totals in lheae columns ere celculeted The toteis In these columns are calcuiated
Pfnes and 16th Pfnea and 161h Pines and 161h Plnes and 161h
1002 2002 2005 2005 2008 2005
zooz wio zooz wro 2002 wro Wilh 2002 Wilh Wilh WIO 2006 W!0 W10 With 2005 Wllh With
Project Project Project ProJect Project ProJect ProJecl Project Project Project Project Project
AM Dlsmlasel PM AM Olsmissel PM AM OiBmiSBal PM AM Dismissal PM
NBL 40 17 14 32 24 iT NBL NBL 15 ~ 12 ~ 12 38 28 19 NBL
NBT 0 0 0 0 0 0 NBT NBT 0 0 0 0 0 0 NBT
NBR 198 202 135 188 202 135 N8R NBR 204 208 139 204 208 139 NBR
EBL 0 0 0 0 0 0 EBL EBL 0 0 0 0 0 0 EBL
EBT 139 242 263 139 242 263 E9T EBT 144 / 290 211 144 260 211 EBT
E8R 11 31 68 24 21 85 E8R EBR S 22 84 30 29 -69 E8R
SBL 0 1 0 0 1 4 SBL SBL 0 1 0 0 1 0 S9L
SBT 103 222 237 144 234 245 SBT SBT 108 ~ 228 ~ 244 158 242 253 SBT
SBR 26 71 80 28 71 80 SBR SBR 27 73 83 27 13 83 SBR
VI►BL 30 54 53 30 54 53 WBL WBL 31 58 55 31 58 55 WBL
UU9T 173 145 133 173 145 133 WBT VYBT 178 149 137 178 148 137 WBT
WBR 0 0 0 0 0 0 WBR WBR 0 0 0 0 0 0 WBR
The lotels in these columns are calculaled The lotals In lhese wtumns ere calwlated
Up,,versily Nigh TIA
Plnes end 32nd Pines and 32nd Pines and 32nd Plnes and 32nd
2002 2002 2008 2003 2005 2005
2002 W10 2002 W/O 2002 W!0 Wilh 2002 With With W!0 2005 W10 W!0 Wllh 2005 Wilh Wilh
Project Project Project Project ProJec1 Project Project Project Project ProJecl Project Project
AM Dismissal PM AM Dismissal PM AM Oismiseal PM AM Dismissal PM
NBL 73 47 39 73 47 39 NBL NBL 75 49 40 75 48 40 Nel
NBT 72 77 59 72 77 69 NBT NBT 74 79 81 74 79 81 N8T
NBR 88 90 112 99 94 115 NBR NBR 92 ~ 83 118 107 99 118 NBR
EBL 36 31 57 36 31 57 EBL E8L 38 32 59 38 32 59 EBL
EBT 182 227 338 ° 428 297 380 EBT EBT 169 ~ 238 350 ` 488 321 406 EBT
EBR 47 43 41 41 43 41 EBR E8R 49 44 42 48 44 42 EBR
SBL 31 44 66 133 73 78 SBL SBL 32 o' 48 ~ 59 ~ 156 82 82 SBL
SBT 39 82 96 39 82 98 SBT SBT 40 85 98 40 85 96 SBT
SBR 33 47 81 33 47 81 S@R SBR 34 48 84 34 48 84 SBR
WBL 85 118 85 8g 126 80 WBL WBL 88 120 88 r 94 135 86 WBL
4VBT 298 219 290 402 373 350 WBT WBT 308 ~ 227,111, 301- 437 413 381 UVBT
WBR 43 40 87 69 78 14 UVBR WBR 46 ~ 42 80 77 89 BO WBR
The lotals In these wlumns ere calculeled lhe latals in lhese calumns are calculaled
Pines end Loretla Pines end laretle Plnes and Loretta Plnea and Lorella
2001 2002 2005 2005 2005 2008
2002 W10 2002 W10 2002 WIO Wilh 2002 Wilh Wilh W10 2005 W10 WIO With 2006 With Wilh
Project Project Project Project Project Project ProJoat PraJoct Project Project Project Project
AM 0lamissal PM AM Dismissel PM AM Dlsmissal PM AM OVamlesul PM
N8l 17 17 19 17 17 19 NBL NBL 11 17 19 11 17 19 NBL
NBT 208 138 167 214 141 189 NBT NBT 214 143 162 223 141 184 NBT
NBR 0 0 0 0 0 0 NBR NBR 0 0 0 0 0 0 NBR
EBL 18 20 19 21 21 20 EBL EBL 19 20 18 22 21 20 E8L
EBT 2 0 0 1 0 0 EBT EBT 2 0 0 2 0 0 EBT
EBR 32 29 10 32 29 10 EBR E8R 33 30 11 33 30 11 EBR
SBL 6 2 0 8 2 0 SBL SBL 6 2 0 6 2 0 SBL
SBT 144 178 147 147 184 150 SBT SBT 148 183 151 162 192 157 SBT
SBR 8 28 45 9 30 46 SBR SBR 9 29 48 10 32 48 SBR
WBL 3 14 0 3 14 0 WBL WBL 3 14 0 3 14 0 WBL
WBT 3 12 0 3 12 0 1N8T WBT 3 13 0 3 13 0 WBT
W@R 10 44 5 10 44 5 WBR WBR 11 45 5 11 45 5 WBR
The totals In these columns are calalaled The totals fn lhese cofumns are calculated
. srsity High TIA
Pines and 381h Pines and 38th Plnes and 38th Plnes and 381h
2002 2002 2005 2005 2005 1005
2001 W10 2002 W/O 2002 W!0 With 2402 Wilh Wilh W!0 2005 WIO Vi►10 With 2005 Wllh With
Project Project Project Project Project Project Project Projec! Project Project Project Project
AM Dismissal PM AM Dismissel PM AM Dismissal PM AM Dismissal PM
NBL 33 29 31 33 29 31 NBL NBL 34 ~ 30 32 34 30 32 N8L
NB1 190 152 156 194 154 151 NBT NBT 196 ~ 157 181 202 180 162 N6T
NBR a 0 0 0 0 0 NBR NBR 0 0 0 0 0 0 NBR
EBL 28 22 11 30 23 12 EBL EBL Z9 1/ 23 12 32 24 13 E8L
EBT 0 0 0 0 0 0 EBT E8T 0 0 0 0 0 0 EBT
E8R 58 25 21 58 25 21 EBR E9R 58./ 28 21 88 26 21 EBR
SBL 0 0 0 0 0 0 SBL SBL 0 0 0 0 0 0 SBL
SBT 162 181 125 184 185 127 SBT SBT 167 181 128 180 193 133 98T
SBR B 31 19 10 33 19 SBR SBR 10 32 16 11 35 20 S8R
WBL 0 0 0 0 0 0 WBL WBL 0 0 0 0 0 0 WBL
WBT 0 0 0 0 0 0 WBT W6T 0 0 0 0 0 0 WBT
WBR 0 0 0 0 0 0 WBR W8R 0 0 0 0 0 0 WBR
The totels in lhese calumns are calwlaled Ths tolals In these columns are afwlated
Pines end 401h Pines and 401h Plnes and 401h Pfnes end 401h
2002 2002 2005 2005 2005 2006
2002 W!0 2002 W!0 2002 W/O Wilh 20021Mth Wflh WIO 2008 WIO WIO Wilh 2008 Wilh Wilh
Project Project Project Project Projoc! Project ProJec1 Project Project Project ProJecl Project
AM Olamissel PM AM Dlemlesel PM AM Dlsmlesal PM AM Dismisael PM
N8L 0 0 0 0 0 0 NBL NBL 0 0 0 0 0 0 NBL
NBT 10 39 28 71 40 28 NBT NBT 72 40 21 75 41 2T N87
NBR 28 7 5 28 7 5 NBR NBR 27 8 5 27 8 5 NBR
EBL 0 0 0 0 0 0 EBL EBl 0 0 0 0 0 0 E8L
EBT 0 0 0 0 0 0 EBT EBT 0 0 Q 0 0 0 EBT
EBR 0 0 0 0 0 0 EBR EBR 0 0 0 0 0 0 E8R
SBL 23 84 102 24 85 103 SBL SBL 24 87 105 28 80 107 SBL
SBT 28 64 46 29 55 47 SBT 88T 29 E6 47 30 59 48 SBT
SBR 0 0 0 0 0 0 S8R S8R 0 0 0 0 0 0 SBR
YVBL 9 7 18 9 7 18 WBl WBL 90 8 18 10 8 18 WBL
WBT 0 0 0 0 0 0 WBT VYBT 0 0 0 0 0 0 YVBT
WBR 37 54 138 38 55 140 WBR WBR 39 58 144 42 56 145 UVBR
The totels ln Ihese columna are calalated The totals in these columna are calwleted
► --tsily High TIA
SR 27 816ih SR 27 & 161h SR 27 & 16th SR 27 8161h
2002 2002 2005 2005 2005 2005
2002 Wl01002 WIO 2002 WIO Wilh 2002 Wilh Wilh W!0 2005 W!0 WIO Wi►h 2005 Wilh Wlth
Project Pro)ect Project Project Project Project Project Project Project Project Project Project
AM Dismissel PM AM Dismis9al PM AM Dismissal PM AM Dlsmlssal PM
NBL 49 18 25 49 16 25 NBL N8L 50 18 26 50 16 26 NBL
NBT 261 184 185 218 191 197 NBT NBT 289 ~ 188~ 181 ~ 291 202 205 NBT
NBR B 24 7 6 24 7 N9R NBR 8 26 8 6 25 8 NBR
EBL 201 208 163 201 208 163 EBL EBL 207 214 188 207 214 188 E8L
EBT 98 164 190 98 184 190 EBT EBT 101 189 198 101 188 198 EBT
EBR 1S 34 42 16 34 42 E6R EBR 15 35 43 19 35 43 E8R
SBL 19 94 118 19 94 118 SBL SBL 19 96 121 19 96 121 SBL
SBT 94 168 328 84 189 328 SBT SBT 98 116 337 96 175 337 SBT
SBR 0 2 5 0 2 6 SBR SBR 0 2 6 0 2 6 SBR
WBL 1 5 2 1 5 2 VIIBL WBL 1 S 2 1 5 2 WBL
W8T 181 188 184 181 186 164 WBT WBT 181 112 169 187 172 189 UVBT
WBR 0 2 9 0 2 9 WBR VYBR 0 2 10 0 2 10 WBR
The totals In lhese columns are calculated The totals in Ihese calumns are caiculeted
SR 27 8 32nd SR 21& 32nd SR 27 & 32nd SR 218 32nd
2002 2002 2005 2006 2005 2005
2002 WIO 2002 WIO 2002 WJO Wlth 20021Mth Wflh W!0 2005 W10 W!0 With 2005 Wllh Wilh
Project Project Project Project Project Project Project Project Project Project Project Project
AM Dismissal PM AM Dlsmissal PM AM Dismissat PM AM Dlsmissal PM
NBL 104 118 100 104 118 100 NBL NBL tOB 121 105 108 121 105 NBL
NBT 168 183 164 169 183 164 N9T NBT 184 169 161 184 188 181 NBT
N8R 82 75 47 82 76 47 N8R NBR $5 77 48 88 77 48 N8R
EBL 35 67 39 63 84 51 EBL EBL 38 ' 59 41 ~ 58 92 55 E8L
EBT 284 228 288 311 288 285 E8T EBT 294 ~ 235 ° 219 ~ 327 285 301 EBT
EBR 61 104 140 51 104 140 EBR EBR 54 106 146 54 108 148 EBR
SBL 28 48 73 29 48 73 SBL SBL 30 50 77 30 50 71 SBL
SBT 84 177 213 84 177 213 SBT SBT 87 183 221 87 183 221 SBT
SBR 26 57 67 26 67 87 SBR SBR 27 59 TO 27 69 TO SBR
W8L 52 81 94 62 61 84 INBL WBL 54 84 88 54 84 98 WBL
WBT 198 220 290 258 238 302 WBT WBT 203 228 ~ 301 280 250 315 WBT
WBR 44 39 81 44 39 61 WBR WBR 46 41 64 48 41 84 WBR
The totels In lheae columna ere caiculated The totals (n lhese columna are wlculeted
L,...ersity Hlgh TIA
Pines & Studenl Lal Pines & Sludenl Lot Plnes & Studenl Lot Pines & Sludenl Lot
2062 2001 2005 2005 2005 2005
2002 W10 2002 W/O 2002 W/O With 1002 Wlth Wilh W10 2005 WIO WIO WiIh 2005 WiUt Wilh
Project Project Project Project Project Project Project Project Project Project Project Project
AM Oismtssal PM AM Dismiseal PM AM Diamissal PM AM Ofsmissal PM
N8 0 0 0 32 2 1 N9L N 0 0 0 39 3 1 NBL
N 427 375 433 552 449 457 NB BT 442 i 388- 450 ~ 597 480 480 NBT
` BR 0 0 0 0 0 0 ~I R NBR 0 0 0 p 0 0 NBR
EB 0 0 0 9 128, 64 EBL L~ 0 0 0 11 157 78 E9L
, T 0 0 0 0 0 0 E T 0 0 0 0 0 0 EBT
EBR 0 0 D 2 42 21 R EBR 0 0 0 2 52 26 EBR
SVT 0 0 0 0 0 0 S8L ?SB'R 0 0 0 0 0 0 SBL
r 303 361 504 471 458 587 S8 T 313 / 375 ~ 524 ~ 627 495 602 SBT
,2BR 4 0 0 182 8 3 R 0 0 0 224 7 4 SBR
~ UUB 0 0 0 D 0 0 WBL C 0 0 0 0 0 0 W8L
; 0 0 0 0 0 0 UVB T 0 0 0 0 0 0 W9T
R 0 0 4 0 0 0 R WBR 0 0 0 0 0 0 WBR
' The loia{s In lhese wlumna are celalated The lotals in these columns are calculated
1S~
L)
Bus Orop Off Bus prap Off Bus Drop Oft y Bus Drop OH
2002 2002 2005 1005 2005 , 2005
2002 W!0 2002 W10 2002 W!0 With 2002 Wdh IMIh W!0 2005 WJO W!0 Wilh 2005 Wilh IMIh
Project Project Project Project Project Project Project ProJect Project Project Projpct Project
AM Dlemleeal PM AM Olomleeel PM AM Dlemleeel PM AM Ibrflleeal PM
NB 0 0 0 16 4 4 NBL BL 0 0 0 18 ~$4~ S NBL
N 427 376 433 584 451 459 N N8T 442r' 389 ~ 450 ~ 638 qg¢84 el"l 481 NBT
'd 8R 0 0 0 0 0 0 , 8R NBR 0 0 0 0 0` 0 NBR
EB ° 0 0 0 0 0 0 EBL EBL/ 0 0 0 0 0 0 EBL
0 0 0 0 0 0 EBT f8~ 0 0 0 0 0 0 EBT
~BR 0 0 0 0 0 0 EBR 0 0 0 0 0 0 EBR
S C 0 0 0 0 0 0 SBL SBL 0~ 0 0 0 0 0 SBL
91T 303 361 504 377 465 548 SBT 313 375 ~ 524 ~ 406 504 579 SBT
'y 66R 0 0 0 100 35 40 S S8R 0 0 0 123 43 48 SBR
WB 0 Q 0 0 0 0 N►8L WB 0 0 0 0 0 0 WBL
T 0 0 0 0 0 0 WBT 0 0 0 0 0 0 WBT
P BR 0 0 0 0 0 0 WBR 0 A 0 0 0 0 WBR
The tatals In these columns are calcwfated The lotals in these columns are calculated
ln,.versfly High TIA
Pinea an0 Collins Faculty Lot Pinea and Collins Faculty Lat Pines and CoiNne Faalty Lol Pines anA Coflins Facully Lol
2002 2002 2005 2005 2005 2005
2002 Wf0 2002 WIO 2002 W10 Wilh 2002 Wilh Wi1h WIO 2005 WIO W/O With 2005 Wilh Wilh
Project Project Project Project Project Project Project Project Project ProJect Project Project
AM Dismfssal PM AM Dismissal PM AM Dismissal PM AM Dismissal PM
NBL 0 0 0 1 B 4 NBL N 0 0 0 1 T 5 NBL
ZElf 427 340 418 4&1 350 428 NBTtd T 442 353 ~ 438 511 388 44l NBT
BR 2 4 5 2 4 5 t~BA NBR 2' 4 5 2 4 5 NBR
idSR B 0 0 0 115 TO 20 E8L EB 0 0 0 143 86 25 EBL
T 0 0 0 0 0 0 E8T T 0 0 0 0 0 0 EBT
0 0 0 30 18 4 EA E9R , 0 0 0 37 24 5 EBR
/
S9L 8 24 23 8 24 23 S8L'L"' 8~ 25 24 8 25 24 S8l
S 303 387 425 307 401 449 ,S6T SBT 313 ~ 371 ~ 443/ 320 428 473 SBT
BR 0 0 0 70 80 20 (SBR SBfi 0 0 0 86 74 25 SBR
, ZR 5 5 3 5 6 3 iR 55 3 5 5 3 WBL
0 0 0 0 0 0 T 0 0 0 0 0 0 WBT
19 18 11 18 19 11 WQR 19 12 19 19 12 WBR
The totais In lhese columns ere calalated The totals In lhese columns ere calculated
Faculty lat Mlac Mainlenance Faculty Lot Misc Mafntenance Faculty lol Misc Mafntenance Fawlty Lot Misc Maintenance
2802 2002 2005 2005 2405 2005
2002 W!0 2002 W10 2002 W!0 Wilh 2002 Wilh Wilh WIO 2005 WIO WIO With 2005 With With
Project Project Project Project ProJecl Project Project Project Project Project Project Project
AM Dlsmissal PM AM Dlemiasoi PM AM Dlsmiseal PM AM Diemisael PM
N8L/ 0 0 0 16 A 3 N8L NB4 0 0 0 19 7 3 NBL
NAf 427 376 433 475 387 442 N8 BT 442 ' 398 ~ 480 500 404 461 NBT
°`NBR 0 0 0 0 0 0 M R NBR 0 0 0 0 0 0 NBR
E8L 0 0 0 10 4 4 EBL EBL 0 0 0 12 5 5 EBL
, E 0 0 0 0 0 0 EBT~Bf 0 0 0 0 0 0 EBT
' 9R 0 0 0 13 8 4 EBR 0 0 0 16 11 5 EBR
SBL 0 0 0 0 0 0 SBL SBI. 0 0 0 0 0 0 SBL
, t~303 361 504 335 419 829 ;:R- T ~T 313 375 524~ 352 447 555 SBT
SBR 0 0 0 4 2 3 SBR 0 0 0 5 3 4 SBR
W8K 0 0 0 0 0 0 WBL 0 0 0 0 0 0 WBL
0 0 0 0 0 0 WBJAfST 0 0 0 4 0 0 WBT
WBR 0 0 0 0 0 0 WifR WBR 0 0 0 0 0 0 WBR
The tolals In ihese calumns are calculated fie totals In these columns are catculaled
^ ' ~ Universily High TIA
Un3versity High School TIA dates July 1999
University an~ 16th Univer~ity and University and 16th
Exxisstin~ ExisGng U- Exisdng U• Pro~ased 2002 2005 Proposed 2005 ypps U-High High Hfgh 20fl2 P~ojed Proposed Propased Pro;ed Proposed Badc Badc Badc 2002 W/O 20Q2 WIO 2002 WIO 2002 With 2002 Wdh 2002 With 2005 AM Oismissa! wl 2005 PM 20~5 With 2005 With 2005 Wilh v 2005 With
Exishng Ex~st~ng Existing T~a~ic Traffic Traffic Proposed 2QU2 Proje~t P~ojed 2005 Projer~ Grouna Ground Ground ProJect Projed Project Projecl Pro ct Pra w! 1~~0 13tm w/ 1300 ProjeGt Project ProJeG ~e ~ e Projeci
AM Dismissal PM A.M. Oismissal P.M. ProJed AM Dism~sal Traffic PM AM Qlsmissai Traffic PM AM Dismissal PM AM Dismissal PM AM Dismiss~al PM students sludents shnfer~s AM Dismissal PM NB! 239 77 56 51 14 8 249 80 5B 196 66 49 20? 68 5U 202 68 50 NBI PM
NBT 243 154 133 Z1 30 13 25 37 16 3 1 1 256 161 139 277 191 t52 285 19S 157 289 203 160 NB' 50 NBL 160 NBT
NBR 34 50 37 35 52 39 35 y2 3g 36 5q 40 36 54 40 NBI 40 NBR
EBL 12 17 16 12 18 11 12 18 17 i~ 18 17 13 18 17 E91
EBT 87 147 215 21 3D 14 91 153 224 68 122 2~ 74 125 215 70 125 215 E81 17 ESL 215 E8T
EBR SO 81 147 22 30 1q 52 84 153 29 53 1~ 30 55 143 30 55 143 EBf 143 E8R
SBL 26 44 64 21 46 6? 27 46 g~ 2~ 41 69 28 47 69 S9l 69 S8L
SBT 102 177 271 49 14 9 60 17 11 1 2 3 107 18B 285 156 200 294 15~ 206 303 170 209 305 SB1 305 SBT
SBR 7 23 28 7 24 29 7 24 29 8 25 30 8 25 30 SBf 30 SBR
WBL 7 38 32 7 40 33 7 40 33 B 41 34 8 41 34 WB 34 WBL
W8T 2TT 13Z 106 51 14 9 288 137 110 235 123 101 242 127 104 242 127 104 lAB 104 WBT
W8R 73 54 52 76 5fi 54 76 56 54 76 5g ~ 78 58 56 WB 56 WBR
University and 32nd . University and 3 J ,t..n...e.
✓ ExisGng FxisGng U- Existing U- Proposed 2002 2005 Proposed 2005 2005
U•High H~h High 20U2 Projed Proposed P~oposed Project Proposed Badc Badc Badc 2002 WIO 2002 W!0 2002 W/O 2002 Wtth 2002 With 2002 WRh 20D5 AM Dism~ssal wl 20~5 PM 2005 Wcih 2005 With 2005 Wifh I 2005 IIYIUI Project
Existing ExisGng Existing T~a(fic Traffic Traffic Proposed 2002 ProJe~t Projed 2005 Projjecx Graund Ground Ground Projed Project Projetx Projea Pro ed P' w! 130t1 1340 wJ 1300 Pm'e~ Proje~ Project 1 ~ 1 PM
AM Dismissal PM AM. D~missal P.M. ProJec! AM Dismisssal Treffic PM AM Dismissal Traffic PM AM Dism~sal PM AM Dismissal PM AM Dismissal P~+I students studems studenfs AM Dismissal PM NBL 28 6 8 2T 6 8 27 6 8 28 6 9 28 6 9 NBl 9 NBL
N~T 103 82 T2 107 85 75 107 $S 7~ 110 88 77 110 88 77 N~1 77 NBT 59 NBR
NBR 44 49 47 41 12 7 50 14 9 46 51 49 87 63 55 88 65 57 97 S~ 59 NBf
E8L 7 2 5 7 2 5 7 2 S 8 2 5 6 2 5 E@L 5 E@L
EBT 67 151 284 4 9 14 T4 168 310 74 16fi 310 76 111 318 76 171 318 EB1 318 EBT 21 EBR
EBR 1 17 20 1 18 21 1 18 21 1 18 21 1 18 21 EBF
SBL 36 SO 61 7 10 5 69 20 13 85 24 16 1 2 3 38 54 66 100 64 74 101 65 T6 117 69 79 SBL 79 S8L 124 SBT
SBT 38 75 116 40 78 121 40 78 121 41 80 124 41 80 124 SB1 3 S@R
SBR 7 6 3 7 6 3 T 6 3 8 6 3 8 6 3 S@F
V116L 32 41 65 17 26 11 21 31 13 33 49 68 50 75 78 51 16 81 SS 81 83 UVBI 83 WBL 112 WBT
WBT 332 96 102 12 5 3 357 105 1Q9 357 105 109 368 108 112 3&8 108 112 WB' WBR 116 38 45 17 5 3 30 43 19 35 54 23 3 1 1 124 41 48 136 78 64 139 79 65 145 9D 69 WBI 69 WBR
Bowdish an~ 32nd Bowdish and 3' Bowdish and 32nd
v
Exis~ng Exlslinp U- Exlsting U- Praposed 2402 1005 Proposed 2005 zOD5 U-High High High 20a2 P~o)ed Propose~ Proposed ProJeq Proposed Back Badc Badc 2002 WIO 2002 W10 2Q02 W/0 2002 Wdh 2002 Wi~ 2Q02 Y~ih 2005 AM Oismissal wl 2005 PM 2005 With 2005 Wilh 2005 With 2005 With
Existing Existing ExisWx,~ Traffi~ Tra~c Tra~ic Proposed 2002 Projed Projec~ 200S Projed ~round Groun9 Ground Projecl Projed Proje~t Projed Pro eat P ed w11300 1300 w11300 Projed ProJect Project 1 ~1 Prajed PM
AM Dismissal PM A.M. Dismissal P.M. Project AM Dismissal Traffic PM AM Dismissal Tralfic PM AM Oismissal PM AM Dismissal PM AM Oismissal PM stu~enis studer~ sludertts AM Olsmissal PM NBL 89 34 38 93 35 40 93 35 40 9S 36 41 95 36 41 NB~ 41 NBL
NBT 120 97 76 i2S 101 79 125 101 79 129 104 81 129 104 81 NB1 81 NBT
NBR 67 63 63 61 23 15 100 28 19 1 2 4 71 68 70 152 91 85 154 93 81 173 98 91 NBF 91 NBR
EBL 33 22 23 34 23 24 34 23 24 35 24 25 35 24 25 EBL 25 EBL
EBT 137 174 303 4 5 3 110 32 20 135 38 2S 5 11 17 148 192 332 253 219 349 258 224 359 283 230 3S4 EB1 364 EBT
EBR 17 44 95 18 46 99 18 46 99 18 41 102 18 47 102 EBF 102 E8R
S9L 26 32 12 53 15 9 65 19 12 1 2 4 28 35 27 81 50 36 82 51 37 114 55 40 SBl 40 SBL
SBT 38 118 118 37 123 123 37 123 123 39 i27 127 39 127 127 SB1 127 S8T 32 SBR
SBR 18 30 30 19 31 31 t9 31 31 19 32 32 19 32 32 S8F
W8L 33 82 126 35 51 22 28 62 27 3 1 2 37 86 133 72 137 155 73 140 159 6S 151 164 WBI 164 WBL
V1fBT 354 130 178 9 3 2 47 69 30 57 84 36 15 8 4 383 141 189 421 207 217 432 211 223 442 226 229 WB' 229 WBT 44 WBR
W8R 29 39 23 22 34 14 43 40 17 3 1 2 33 42 26 55 76 40 56 77 41 77 83 44 WBI
aes o 0 0 0 0 0 0 0 0 0 0 0 18S 0 0 0 0 0 0 0 0 0 0 0 0 aes
78S 0 0 0 0 0 0 0 0 0 0 0 0 1AS 785
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783 0 0 0 0 0 0 0 0 0 0 0 0 D£ S9Z 183 163
aBN 0 0 0 0 0 0 0 0 0 0 0 0 lek o 0 0 0 0 0 0 0 o a o 0 ?!BN 18N
~eN o 0 0 0 0 0 0 0 0 0 0 0 78N
?!8M 0 0 0 0 0 0 0 0 0 0 0
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18M S r ti6 ' 8~ b 6 Sl b b S~ 0 0 0 5 b S~ 06 9 ~ ti Y
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78S 0 0 0 0 0 0 0 Q 0 0 0 0 76S
ag3 ti L q~L C 9 Z8 t E 9 Z8 ~ 0 0 0 b L 4ZZ E 9 Z9 t 883
183 SBS ltS ~ES lZS 8@b l6ti ~~5 8Lb £86 ~64 l8£ 60£ S« 89 91 OZl 4~Z £9 16 tiLl OZE l0£ S9Z 0£ S9Z 163
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18N 0 0 0 0 0 0 0 0 0 0 0 0 18N
78N 9L 1St ~t 99 Btt 6 tr9 Bt~ 6 0 0 0 4L 1S~ « 09 8tl 6 l8N
?18M 0 0 0 0 0 0 0 0 0 0 0 0 21HAA
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INLA►NC3 PAC[FIc ENGINEERIN~~ INC.
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5 POKANE ~ COE LJ R D'ALENE
~
TRAFFIC _ EkIPACT ANALYSIS
~
_ University High School Relocation
Spokane Cou.nty, Washington
Prepared for. •
~ Central Valley School District, Greenacres, WA :99016
- Jnly,1999
W.O. No. 98579
Prepared by:
~ Irzland Pacific E'rgineerirrg, Inc.
West 707 Seventh Avenue, Suite:200
Spokane, WA 99204
(509)458-6840
1
This report has been prepaied by the staffof Inland Paci.fic Engineering under the, duection of the
~ undersigned professional,engineer whose seal and signature app,ear& hereon.
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9
1EXPIRES 51W)1,
Ann L. Winkler, P.E.
T'ABLE OF C'ONT'ENTS
' FXECUTIYE SUMMA.RY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
I ,NTRODUCTION, PURPO,SE OF REPORT.AND STUDYAREA . . . . . . . . . . . . . . . . . 1
PRO.IECT DESCRIPTION, SITE LOCf1TION dc STUDY OBJ.EGTIVES . . . . . . . . . . . . . 2
CONCL USIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . S
RECOMMEN.DA-TIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . S
FA7STI7VG GONDI7'IONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
~ AMBIENT CONDJTIONS WITHJN ST'UDY AR.E A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Land Use dc Zoning ................................................6
Existing Roadways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
SR-27 (Blake Road) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
32nd Avetiue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Pines Road .................................................8
Bowdish Roud ..............................................8
~ University Road . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . S
16th Ave ...................................................8
38th Ave ...................................................8
401h Ave ...................................................8
Loretta Dr .................................................8
Project Study Area hitersections and Traffic Control . . . . . . . . . . . . . . . . . . . . . . $
Traffic Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Traffic Volrimes anrl Peak Hours of Operation . . . . . . . . . . . . . . . . . . . . . . . : . . . 9
L•EYEL OF SER, VICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II
Sigrral ized Jnter, sections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Il
Unsigiralized lnte,•sectiorrs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
.
F.aristi►:g Level of Service and TrafJic Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . 12
UNFINISHED (BACKGROUND) PRO.IECTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
TRIP GENEIZATION AND DISTR[BUTTON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Trip, Generation G7raracteristres for the University High School Site Developed under
Existing Zoning ..................................................15
Trip Generation Characterrstics, o.f the University High School . . . . . . . . . . . . . . . . . . . JS
'
Trip Distribution/Assignment Characteristics for University High School 17
1 FU7'URL YEAR TRAFFIC'IMP_-ACTANALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
AIVALYSIS, ASSUMPTIONS AND METHODOLOGIES . . . . . . . . . . . . . . . . . . . . . . . . . 19
YEAR 2002 LEYEL OF SERYICE AIVALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
University High Scliool Remains in It 's Present Location . . . . . . . . . . . . . . . . . 20
Ut2iversity High School Moves to It's 1'roposed Site with 1,300 Sruderits in 2002
.........................................................22
YEAR ~DOS LEYEL OF SER ~ICE AIVALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
University 1Yigh Scliool Continues at 1,300 Enrollment to 2005 . . . . . . . . . . . . . 24
University High ScJiool Exparided to 1, 600 Students . . . . . . . . . . . . . . . . . . . . . 25
CONCLUSIONS ..............................................................27
- ItECOMMENDA770NS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
~
~ TABlE OF CONTE1llT'S, contittued
lIST OF FIGURBS witltin Bodv of Report •
Figure 1 - ijicinity Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Figure 2, = Site Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Figure 3 = Zonirtg 1L1ap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
LIST OF TABLES
' Table 1 - Accident Data for Intersections witjiin the Study Area . . . . . . . . . . . . . . . . . . . . . . . . . 9
Table 2 - F.xistitrg Level of Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Table 3 - Fxistittg University High Scjiool Trip Generatiort Characteristics . . . . . . . . . . . . . . . 14
Table 4- University High School Site Trip Gerieration Potential UnderExisti»g Zoning 15
Table S- University High Schoal Trip Generation Cliaracteristics with 1,300 Students 16
Table 6- UniversityHigh School7'rip Ge►tej•ation Characteristics with 1,600 Students 16
~ Table 7- Year 2002 Levels of Service With tjie University High School at It's PPesent Location
20
Table S- Yetir 2002,Levels' of Service Witlt University High School Moved and 1,300 Students
.....................................................................12
Table 9-Yeur 2005 Lev_els of Service With the University High Scjiool at 1,300 Sturlents 25
Table 10 - Year 2005 Levels of Service With tjie U»iversily High School at 1,600 Students 26
_ TECHNICAL APPENDIX
Traffic Figures
Level ojService -Methocls, Criteria and Tables
T ,ra~`'ic Counts
Signal TVarrajlts at 32nd & Pines and 32nd & Boivdisji
Trip Assignment/Distribution Characteristics ~
Es iristrng Level of Service Calculations ~
Year 2002 Level,oJService Calcrilatiorrs with Exisding University High School
Year 2002 Level of Service' Galculations with University High School Moved to li's Proposed
Loca"tion with 1, 340 Students
Year 2005 Level ofSer-vice Calculatiotrs tivith Ut:iversity-High School Moved to It's Proposed
Location witli 1,300 Students
Year 2005 Level -of Service Calculatiotis with University High School L-ocated at It's Pr.oposed
t Location and with 1, 600 Students
EXECUTlVE SU1DMAR Y
IIVTRODUCTION, PURPOSE OF-REEPORT AND STUDYAREA
Tbis Traffic Impact Analysis is being provided to Spokane County and the Washington,State
Department of Tiansportation (WSDO~ to document the analysis and 6ndings of a tTaffic impact
assessment conducted for the proposed relocation of Ihe University High School, the high school
which serves the south central portion of the Spokane valley east of the City of Spokane witliin
Spokane Couraty,, WA. The property proposed for the University High School lies soutbeast of the
inteisection of 32nd.Ave and Pines Road as shown on Figure 1, the Viciaity Map. The proposed
project will develop.approxir.nately 48 acres of vacant land. The existing zoning for this site is UR-
3.5 (Urban Residential - 3.5 dwelling units per acre) and a rezone to another'zoning classification
where,a Higli School is a permitted,use iS proposed. The exact zoning classification has not been
selected. This report is being prepared to supplement SEPA information for the rezone.
The purpose of lhis analysis is to review, assess•and identify potential traffic related impacts which
this proposal may liave on- the transportation system and where possible minimize these impacts.
This TIA will be completed in accorclance with che cu,n-ent-traffic guidelines available,from,Spokane
County, WSDOT and the Institute of Traffic Engineers (A Recommetrded Practice - Traffic Access
and Impact Studies for Site, Development, 1991).
,
The project study area for this, Traltic Impact Analysis was determined through conversations with
Spokane County to include the following intersections:
o -32nd and SR-27 A Pines Road and 40th
0 32nd and Pines Road o Pines Road and 38th
0 32nd -and Bowdish Road @ Pines Road and Loretta
a 32nd and Universi'ty Road o Pines Road and 16th
0 32nd arad Site Driveways 0 'SR 27 and 16ih
a 16th and University (for reference only)
Specific traffic impact related issues to be addressed within this report will include:
0 Existing.tra.ffic conditians withi.n the project study area.
o Trip generation characteristics related to the proposed school with a 1,300 ~student
enrollment.and at potential maximum enrollment level (1,600 students).
• The anticipated trip d.istribufion expected for the new trips to/&om the site at
completion of the project.
0 The affects of the trip generation and distribution to the transportation system at
completio.n of the projecl.
Inland Paciftc .Engineering, Inc. 1 Universiry tligh School Relocation TlA
o Tra~f'ic impacts within the project study area due to backgraundtraffic growth within
the area (non-project traffic).
a Identify any traffic impacts which are due to the additional traffic &om the
University High School.
,
o Analysis, conclusions and recommended mitigation, if any, for the affects ofthe trips
generated by the University High School relacation on the transporta'tion system at
the completion of the project.
PROJECT DESCRIPT70N, SITE LOC.g TION 8c STUDY OBJECTIVES
The new school will fully occupy the 48 acre site with a new school building and associated parking
for the'students, faculty and staff, along with various sporting faGilities. This new school is proposed
to be located on the southeast corner of 32nd Ave/Pines Road. It -is a rectangular site with
approximately 1,300' offrontage along-32nd Avenue and 1,000' alongPines Road. In addition, some
of the -athletic facilities are scheduled to be located iminediately east of the existing Chester
Elementary and Horizon Junior High Schools. At the preseot time, the si"te is-vacant and not in use
for any identified purpose. See Figure-2, the Site Plan.
A total of about 950 parking spaces are planned on-site: This is in excess of the number of parking
ptaces which-are occupied at the Joe Albi Stadium for high attendance football events. Theiefore,
it is anticipated that al.l parking associated with events beld at the University High- School can' be
accomruodated on-site.
The majority of the students within the University High,School school district reside to the west,
northwest, or southwest of tbis site. The site plan carefully considered ihat fact, by putt.ing the
parking to the west of the school building itself. By,creating the site plan with this-in mind, the
traffic associated with the school will not actually cross in front of the school building, thus
providing a safer overall environment for the school.
To the east of this parcel, tbe land is zoned for residential purposes. Portions of it are being
developed as Midilome East and portions of it are unplattecl. To the north, across 32nd Avenue, at
' the corner of 32nd-Avenue and Pines•Road is a county, park_ East of that, the land is fully developed
unto residential purposes. VlTest and northwest of the site, the Iand is fully developed and in use for
residential purposes except for a small convenience store/gas station at the northwest corner of
32nd/Pines which is surrounded by an apartment complex. To the south the land is in use for Chester
Eleinentary School and Horizon Juniorflxgh. The site itself is presently zoned partly UR-3.5 (Urban
Residential - 15 dwelling units per acre). A rezone to another zon.ing classif cation where a High
School is a pernutted use is proposed. The exact -zoning classification has not been selected.
T-he project will develop a new facility for the University High School with an optimal design
capacity of 1,600 students, and will fully replace the existiag University High School.
Access to the site will be, via four driveways to 32nd Avenue. Overflow pazking vvill be available
near the southeast comer of the site via 40th Ave., however, it is not expected to be used on a regular
' basis.
Inland Pacific Engineeririg, Inc. 2 University High School Relocation TIA
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CONCLUSIONS
Based upon the analysas, field observations, assumpiions, method'ologies and results which are
provided in the body o,f this° document, it is concluded that there are some minor impacts `to the
overall area transportation systerim from this relocabon project and sorxie mitigation is required. This
conclusion was reaGhed and is documenteci within tlie bady of this report. A brief description of the
c~onclusions and recommendations which include project impacts are included here.
0 The intersections within the study area aze currently functioning,at acceptable Ievels
of service.
0 The traffic increases anticipated over the next four years were examined u.nder the
scenario the University High School remaining in it's present location. All
interse,ctions in the study'area under this scenario will remain at acceptable levels of
service.
• If the University High School moves to it's proposed location with-1,300 students,
the intersection of Pines / 32nd will be impacted and a signal is recommended. The
intersection of Bowdish Rd ! 32nd Ave will also be impacted, and a signal is
recoinmended here also.
o In the Year 2005 with the University High School at it's new site, no mitigation will
be needed beyond that provided initially.
RECU1ifMENDA TIONS
Based upon the, analysis presented, the proposed relocation of the Uxuversity High School will have
a minor impact on the azea wide transportation system. This impact will require traffic mitigation
in the form of i.nstalling tra.ffic signals at both the Pines / 32nd Ave and Bowdish Rd / 32nd Ave
intersections. It is assumed that no frontage improvements on 32nd Ave or Pines will be required
due to the recent 32nd Ave County project and no d.irect access to Pines.
'
Inlancl Pacific Engineering, Inc. 5 U»iversity High Sehool Relocation 774
EXlSTl1 V GICOl irDl TIONS
AMBIENT CONDITIONS fVI-THIIV STUDYAREA
Land Use & Zoning
At the present time, the site is zoned UR-3.5 (Urban Residential - 3.5 dwelling units per acre) but
is vacant. Most of the surrounding area is.also zoned UR-3.5 with the exception of a strip of land
on lhe north side of 32nd Avenue wh.ich is zoned UR-7 (Urban Residential - 7 dwelling unit's per
acre), and a small commercial site on,the norihwesi corner of Pines/32nd, zoned B-2 (Community
Business), which-is buffered from the UR-3.5 land through the use of an apartment complex zoned
UR-22 (Urban Residential - 22 dwelling tuuts per acre). A county park is located on the northeast
corner of 32nd/Pines within tbe UR-3.5 zoning category. The area directly south of ihe site proposed
for the University High School is in use for Chester_Elementary School and Horizon Junior High
School.
The nev schonl will develop the 48 acre site into a new school bu.ilding, with associated parking for
the students, faculty and staff along witli various sporting-facilities. In order to incorporate lhis high
school into the surrounding area; the site plan has been developed in such a way as to facilitate the
use of the amenilies-offered on site by the public. The school building itself was also, located in such
a way as to have the xninimum irnpact to the existing residences ciue to large amounts of buffering.
Existing Roadways
The overall transportation network in this area consists of a north/south state highway (SR-27)
approximately %a mile easE of the site, an east/west principal arterial, 32nd Avenue, bordering the site
on the north and a minorArterial, Pines Road serving the site on it's westem border. Other arterials
and local access streets serve the other transportation needs within the -area.
SR-27 (Blake Road) is a four-lane, two way state liighway north of 32nd Avcnue with a median
separating the northbound and southbound traffic. Soutti of 16th Avenue continui.ng south beyond
32nd Avenue, the speed limit is 50 mph. At 32nd Avenue, there are left turn pockets for the north
and south bound traffic. The two southbound through lanes conti.nue through the 32nd Ave
intersection and merge into one lane south of the intersection. South of 32nd Ave, there is one
northbound lane which widens into two lanes at 32nd Ave.
32nd Averrue is an east-west two-way, tluee-lane principal arterial within Spokane County. The
speed limit is posted at 35 mph. East of SR 27, 32nd Ave narrows fo a two lane faci1iry. The center
tum lane on 32nd Ave-was added within the last couple of years when 32nd Ave was substantially
upgraded. The through-lanes were widened to accommodate bicycle tra~'ic, along with curb, gutter
andsidewaik improvements.
Inlnnd Pacific Engineering, Inc. 6 University High School Relocation TIA
7~ ~ 7
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lNLAND CV dc U-NI FlGURE 3
~ .
PACIFIC
ENGINEERING ~ I TRq}-FIC 1MPACT ANALYSJS ZONING MAP
707 weet 7th • suit• 200 (509) 458-6840 pRO.fECT N0. 98579
Spokane, wA 99204 FAX: (509) 458-6844
[
Pines Road is a two-1$ne, two-way mi.nor arterial south of 161h Avenue. It is posted at 35 mph and
it's intersection with 32nd is a four-way stop controlled intersection. Pines Road separates from SR
27 at 1 Gih Ave. and continues south on a separate alignment from SR 27.
Bowdish Road is` a,two-lane, two-way minor arterial. It is posted at 35 mph and it's intersection
witb 32nd is a four-way stop controlled intcrsection.
University Road is a two-lane, two-way principal arterial south of 16th Ave. It is posted at 35 mph
and it's- intcrsections with 32nd Ave and 16ih Ave are tra~'ic signal controlled intersections.
University widens out at both 1 bth Ave and 32nd Ave to accommod'ate two through lanes for both
norihbound and ~southbound traff c.
16th Ave is a two-lane, two-way principal arterial serving the southern Spokane valley. It has wide
~ gravel shoulders annd is posted at 35 mph. It has tr-affic signals at University'and,SR 27 and-four-way
stop controls at Bowdish, McDonald and Evergreen. Pines Road is stop controlled for 16th Avenue
near the 16th Ave/SR 27 intersection.
38t1i Ave, 40th Ave and Lorelta Dr aze two=lane; two-way- local access streets which tie into Pines
Road south of 32nd Ave. They carry traffic typical of local access streets,and are posted at 25 mph.
Project Stutly Area latersections Rnd Traffic Control
Project study area intersections in the site vicinity were iden6fied througb discussions with the
Spokane County Engineering Department. The intersections were:
0 32nd Ave/SR 27 (Blake Raad) (Signalized)
1 0 Pines Road/32nd Ave. our-wa S'to
, ~ Y P)
a Pines Roadll6tti Ave (Two-way Stop)
0 SR 27/16th Ave (Signalized)
~ •
Pines Road/Loretta Dr (Two-way Stop)
a Pines Road/38th_Ave (Two-way Stop)
~ o Pines, Road/40th Ave (Two-way,Stop)
0 32nd Ave./Bowdish Road (Four-way Stop)
a 32nd Ave.%Llruversity Road (Signalized)
1 0 16th Ave/University. Road (Signalized)
• 32nd Ave/site dnveways (Two-way Stop)
' These intersections have been arialyzed for level of service (L-OS) and form the basis of this
document.
Inland Pacific Engineeri»g, Inc. 8 University tligh School Relocation TIA
1
Traffic Safety
, Accident summaries available for the most recent three years of record &om WSDOT and Spokane
County for the intersections in the study area. Generally accidents are documented by type of
occurrence, such as property damage or injury. No fatalities occurred at the intersections wit.hin the
study area during these three years. Accident rates are compared based on &equency per million
enteri.ng vehicles. This ratio is a functioii of the average daily traffic entering the intersection and
tlie annual frequency of accidents.
Table 1-A ccidetrt Data for Interseclions witliin tlie StudyArea
' a -ri • . ,
CCmEN'' ST4S'I`ICS
Inter-s-eetion • • 1995 1996 1997 Fer MEV
. , PDO - TNJ 'PDO INd PDO INJ -
Pmes RoadlSR 27 (Blake Roac])* 1 2 5 5 1 3 1.15
Pines Road/32nd Ave 0 0 1 0 1 0 0.16
Pines Road/ 16th Ave 0 1 0 1 0 5 0.62
SR 27116th Ave3 4 3 7 2 0 0 1.13
Fines Road/Loretta Dr 0 0 0 0 0 0 0.00
Pines Road/3$th Ave Q 0 0 0 0 0 0.00
Pines RoacU40th Ave 0 0 0 0 0 0 0.00
t 32nd AveBowdish Road 0 3 0 3 0 1 0.53
32nd AvelUniversity Road 0 1 0 I 0 1 030
' 16th A<<elUnivetsity Road 0 1 1 4 3 1 0.72
' 1997 data is incomplete and is assumed to cantain half of year's data.
' Accident rates aze we11 within normal limits and no safetY Problems were observed.
Traf~e Volumes aRd Peak Hours of Operation
1
Existing turning traffic movement volumes at the .intersecrions in the study area were determined
from actual traffic counts taken under the direction of IPE staff during November,1998 for the AM,
school dismissal hour and PM peak hours of ope°ration.
Inland Pacific E, ngi►ieering, hic. 9 University High School Relocation TIA
~ Since the weekday AM, school dismissal and PM peak hours have ,been identified ,as the time
periods when the greatest traffic demand is placed on the surrounding transportation- system by the
proposal, these -tvill be the time periods utilized by this study for analyzing the proposed action.
Saturdays were no't expected to have tiigtier traffic flows witliin this area or from the project; and
therefore were not examined as a part of this study.
~
In'Ianrl Pacic Engineering, I»c. 10 University High School Relocatiopt 77A
I LEVEL OF SERVICE
Levei of service (LOS) is a qualifiabie premise developed by the transportation profession to
quantify driver perception for such elements as travel time, number of stops, total amount of stopped
delay, and impediments caused by other vehicles afforded to drivers who uhlize the transportarion
network. 3t has been defined by the Transportation Research Board in Special Report No. 249, the
1994 Higjitivay Cupacity Ma»rial. This document has quantified level of service into a range from
"A" which indicates lirile, if any, vehicle delay, to "F" which indicates significant vehicle delay and
traffic congestion `which may lead to system breakdown due ta volumes which may far exceed
capacity.
~
gnalized Intersections
Si
For signalized intersections, recent research has detennined that average stopped delay per vehicle
is the best available measure of level of service. The technical appendix ,of this repori, includes a
sectibn on the Level of Service,lVlethods and Criteria. The tables in the technical appenclix identi!'y
the relationships betwecn lcvel of service and average stopped delay per vehicle. Using this
definition as presented in the Highway Capacity Manual; level of service D is generally considered
to represent the minimum acceptable design standard for signalizexl intersections in an urban area
such as this.
URSignaliZed Intersections
The calculation of level of service (LOS) at an unsignalized oneltwaway stop-controlled
intersection is 'examined in the Transportation Research Board's 1994 Special Report 209, The
Higjiway Capacity Mantial. For unsignalized intersections, level of service is based on the delay
experienced by each movement within the intersection.
The concept of delay as presented for unsignalized intersections in the Highway Capacity Manual
is based on the amount of time a vehicle must spend'in the intersection. Vehicles passing straight
_ through the intersection on the major (uncontrolled) street experience no delay at the intersection.
On the other hand, vehicles which are.tuming left from the minor street, because they must yield the
right of way to all right turning vehicles,.all ieft turning vehicle from the major street and all through
vehicles on both the minor and major streets, must spend more time at the intersection. Levels of
service are assigned to individoal movements v►rithin the intersection, and are based upon ihe delay
experienced by each movement or approach.
The Transportation Research Board bas determined what levels of service for uasignalized
intersections should be, by designating level of service A through F, where level of service A
represents a facility where no vehicle in any movemen't is delayed very long and level of service F
which represents a facility where there is excessive delay for the average vehicle in c-it least one
movement in the intersection. Level of service-E has been defined as the minimum acceptable level
of service for this area.
k9 Liland Pacifcc Engineering, Inc. 11 University High School Relocution TIA
A11 level of service analyses described in this report were performeti in accordance %vith the
procedures desCribed above. As a final notea the Highway Capacity Manual (HCM) analysis a.nd
procedures are based upon worst case conditians. Thereforea most of each weekday and the
weekends will experience traffic conditions better than those described within this document, which
are only for the peak hours nf operation.
Exisfing Level of Service crnd Traffic Analysis
17he existing levels of service at the subject intersections were calculated using the methods from
1994 Higlitivrila Capacity 11s1anUa1 as used in the Highway Capacity Softtivare, Version 2.If. A
sunvnary of the existing levels of service at the subject intersections are shovvn in the following
table. The traffic volumes used for this repori are shown on Figtires 4, 5 and 6 whiGh is attached.
Figures 4 and fnllowing are included in the tcchnical appenclix nf the repnrt.
Table 2- Existing Level of Sen►ice
Eyisting Conditions
INTERSECT'ION
A1VI Peak Dismissal Hour PM Peak
(S)ignalized
(LJ)DSIgDAIl7Rd Detay LOS Delay LOS Delay LOS
SR 27 / 32nd Ave S 18.7 sec C 18.7 sec C 18.5 sec C
Pines Rd / 32nd Ave U 6.0 sec B 5.1 sec A 5.6 sec B
Pines Rd / 16th Ave U 6.2 sec 8 10.4 sec C 12.1 sec C
SR 27 / 1 f th Ave S 16.7 sec C 17.4 sec C 17.3 sec C
Pines Rd / Loretta Dr U 5.1 sec 8 4.7 sec A 5.4 sec B
Pines Rd / 38th Ave U 4.9 sec A 5.6 sec B 4.3 sec A
Pines Rd / 40th Ave U 3.5 sec A 3.4 sec A 3.6 sec A
32nd Ave / Bowdish Rd U 11.3 sec C 4.8 sec A 8.6 sec B
I 32nd AvC / Universit Rd S 13.2 sec B 11.6 sec B
y 12.1 sec B
16th Ave / University Rd S 13.0 sec B 12.3 sec B 13.3 sec B
All of the intersections are functianing at acceptable levels of service at the present time.
` Inland I'acic ~'ttgineering, Inc. 12 Utriversity High SchAO! Relocntion TIA
`
UNFINISHED (BACKGROUND) PROJECTS
Two unfinished (background) prajects were scoped,for inclusion in this traffic impact analysis. The
Midilome Bast residential project was idcntified for inclusion in Ihis traffic impact analysis as
contributing'to the,transportation system. -Therefore, traffic volurraes, for the unbuilt portions of
Midilome East were added to the 'existing ,traffic,volumes. At the present time, there are 25 houses
completed in Midilome East which are contributing traffic to the transportation systein. Midilome
east is planned for 130 total uriits.
A commercial project which includes agrocery store and an office building is contemplated on the.
~ southeast comer of 32nd / SR 27. The t~~afflc_ from this project was also included in this craffc
impact analysis. Since the uses from this commercial site are designed to be neighborhood oriented,
traffic volnmes west of Pines Road 5-om this site, -are ~not expected to be any different with the
implementation of ihis ,site as opposed to witriout thi"s,site' in place. Tiaffic volumes &om thetwo
background projects are shown on-Figures 7-9.
A non site, specific, traffic growth factor of 1% per year compounded for the four and seven year
time frames considered for this project were added to the existing -volumes to predict. the futwe
traffic volumes.
Irrland Pacif c Eiigineering, lnc. 13 Universiry High Scjiool Relocation TIA
TRIP G.ENERATIONAND DISTRIBUTION
Countsivere taken at all ofthe driveways serving the existing University High School site using-tube
counters on November 17, 18 and 19, 1998. The.synopsis of the results of these counts are sliown'
on Table 3. Driveways 1, 2 and 3-are. for student parking. Driveways 4, 5,and 8 are for faculty and
staff parking. Driveways_6 and 7 are for pick-up, drop off and visitor parking. Refer to the figure
contained with in the "Trip Assignment / Distirbution Characteristics" portion of the technical
appendix.
Tah[e 3- Existi►ig University High School Trip Generation Charncteristics
~ AIVI Peak IDISIll1S5AI PM Peak 'A~DT
Driv_eway 1 153 92 70 586
Driveway 2 34 74 28 398
Driveway 3 12 17 15 191
Driveway 4 9 4 1 35
Driveway 5 28 14 2 143
Driveway b 67 26 15 270
Driveway 7 68 41 16 290
Driveway 8, 23 21 7 139
Total 394 289 153 2,051
At tlie present time, there -axe 1,050 students who attend the existing University High School.
The shidents &om ttie new high school will ciraw from the same area, although redistricting could
occur. Some of the intersections within the study area will experience a shift in traffic pattems due
to the service azea of the Univexsity High School. The traffic fram the existing University H.igh
Scbool are shawn on Figures 10-12 for the tliree analysis periods.
Using the Institufe of -Transport3tion Engineers' (ITE) Trip Generution ManuQl, 6th Edition, the
anticipated namber of trips to be generated on adjacent streets by the proposed project was
determined. The Trip Generation Manual_ (TGM) provides empirical data, based upon actual field
observations-fortrip generation characteristic ofhigh schools throughont theUnited States. The site
proposed for the University High School will require a rezone for this project to move forward.
Therefore, the traffic generation potential of the site under both the existing,zoning (LJR-3.5) and
developed-as a high'school are examined iu this discussion.
Inlufid Pacific Engineeriprg, Inc. 14 University High School Relocatian TIA
1
'
Trip Generation Characteristics for the University High School Site Developed under Existing
Zoning
The site proposed for the University High School is presently zoned UR-3.5, and single family
residential housing units could be built on the site without a zone change. Traffc generation
potential for this type of development has been compiled in the Trip Generation Manual, 6th Edition
under Land Use Code 210, Single Family Detached Housing. The 38 acre site, at UR-3.5 density
could develop into 133 dwelling units. Potential trip generation rates for the site under this condition
are shown on Table 4 which follows.
Table 4- Universi Hi h School Site Tri Generation Potential Under Existin Zonin
'z' ~
l♦ Y - ' . . S ..'.ti'.'
= Hou _ -
' ~~YIP
P11I Peak Hour
Vol @ 0.77 DiTectionat _Voi (a~ 1.U4- Directional
~ ~1nt~s } ~ _ . .
trips per, uni~ ~ Distlribution . trips :per Distir'ibuti~n;~
25% 1iz- 75% C)ut uDit 64% Iti Riit
- - . ; _ .
133 102 25 77 136 87 49
Avera e Dail .~Tri Xnds AD . t
. . . L:i . . . . . . , _ _ - - . ' _ ' ~ ..r
Unit Rate ~otal:A.DT
d
133 11.66 1,551
This site could develop into single family housing uses without a zone change and could be
generating approximately 102 trips during the AM peak hour and 136 trips during the PM peak hour.
In this report, no reduction in trip generation potential will be taken to account for this existing trip
generating potential.
' Trip Generatioh Characteristics of the University High Schoo!
Tables 5 and 6 shows the trip generation rates and voiumes from the Institute of Transportation
' Engineers' (ITE) Trip Generation Manual, 6th Edition (TGIV) for a High School, Land Use Code
530. The AM peak hour, PM peak how of the generator (Dismissal Hour) and PM peak hour were
all used. The school may expand from it's projected 1,300 students in 2002 to 1,600 students by
2005. Trip generation information is included for both of these conditions.
Inland Pacifrc Engineering, Inc. 15 University High School Relocation TIA
'
Table S- University High School Trip Ge»eration Characteristics with 1,300 Students
,
AM Peak Hour PM Peak Hour
Students
Vol @ 0.46 Directional Vol @ Directional
trips per Distribution 0.15 trips Distribution
Student 70'% In 30% Uut per 40% In 60% Uut
Student
1,300 598 419 179 195 78 117
PM Peak Hour of Generator Average Daily Trip Ends (ADT)
Students Vol @ 0.30 Directional Students Rate Total
trips per Distribution - - ADT
Student
31% In 69% Out - 11300 390 121 269 1,300 1.79 231327
Traffic volumes expected from the University High School with 1,300 students for the three analysis
periods are shown on Figures 13-15.
Table 6- University High School Trip Generation Characteristics with 1,600 Students
AM Peak Hour PM Peak Hour
" Stu dents
`Vol @ 0.46 Directional Vol @ Directional
tri er Distribution. 0.15 tri s Distributio :
~ P~. P . P - n
,
Student 70% o In 30% Out peT 40% In 60% Out
Student ~I
~r.~...._.~ >
~ 1,600 736 515 221 240 96 144
. . . . . ' : Y i . L
PM FeakHour- of Ge,neratorM . . Avera e D~aiil 'Trip Ends (~T)
'
~ }
~.Studenfs'r -.VoI;@ Q:30 Di~ectional ~ Students Rate - - Total: . ~ I
t .
frips per
Distribution
N .
. - . • . . _ . ^ . ~ r : ~
■',denyr
Y `
AJ i M
w..~.ti+:.. ...':..ts + .,31b/o 1n69.% Out
- . . . . . Z. . :^s...-. w.. I
' 11600 480 149 331 1 600 1.79
, L 2,864 ,
Traffic volumes for the three analysis periods for University High School operating with 1,600 I
students, maximum capacity, are shown on Figures 1 b-18.
Inland Pacific Engineering, Inc. 16 University High School Relocation TIA
,
~
~ Per a request from the WSDOT, the Pedesfirian activitY at the intersection of 32nd Ave and SR 27
needs to be addressed. The present school district boundary for the UniversityHigh School is at SR
27. Therefore,, to reach or return &om school, there is no need for students to cross SR 27. However
as a gocery stiare is under construction on the southeast comer of SYZ 27 and 32nd Ave, therowill
be a desfination for sludents to reach by crossing SR 27. These will be disccetionary fips most
likely at lunch time. There wi11 most likely tie much higher student vehicular traffic to'and from this
store than pedestri-an-traffic. Exact amounts of pedestrian traffic are unknovm at this time, however,
if the volumes get too high, or if there are other problems, the administration of the school district
always has the option of enforcing a closed campus; thereby eliminating off-site pedestrian traffic
except to and from school.
Another item to note in relalion to pedestrian traffic associated with_ the intersection of SIZ 27 and
32nd Ave is the potential to move the school district bouniiary to the east. If this were done, the
potential exists for pedestrians to cross SR 27 at 32nd Ave to travel to and from school. However,
there is a good chance that under this condition, a bus route would be established to take the students
to school without having to cross SR 27.
Trip Distri8rition/Assigirmerit Cgaracteristics for Universiry Higlt School
Based upon the service area of the University High School, the anticipated trip distribution and
assignment within ihe, general area was determined for the propnsed project.
Trip assignment to the four proposed ciriveway,s• is based upon the trip assignments observed at the
existYng University High School.
For this analysis, the trip distribution chazacteristics of the site are expected to be 25% to/from the
east, 75% to/from the west, north and south. Specific distribution of high school students, both
within and outside of the study area is -included in ihe technical appendix.
Parents -and students from the Ponderosa area will use either University or Bowdish to get to and
from the University High School. Parents and students who use Bowdish will hade several route
choices once they cross Dishman-Mica Road. The arterial route takes them north on Bowdish to
32nd Ave, and then east to the site. This,is the route which is used in this trafTic impact analysis.
However, 37th AvelLoretta has been officially designated by the County as a collector arterial, and
it is possible that this route will be used to reach Pines Road, and then to 32nd Avenue and the site.
A third possible route is on 37th Avenue, 38,th Avenue, Pines Road and then to 32nd Avenue and
the site.
' .
-
This third route is preseutly used by parents and others wl~ch whose destination is Horizon Junior-
High School. This has been the situation since 38th Avenue was constructed, a.ad is not expected
to change due to the presence or absence of the University High School. However, this route seems
to be "out of direction" for those drivers destined for the University High School, and it is anticipated
to be used only a negligible amount by drivers destined for the University High School.
biland Pacific Engineering; Inc. 17 University Higli School Relocation TIA
The,second route, Bowdish to 37th to Loretta to Pines (to 32nd to the site), is used by parentsrand
others accessing Chester Elementary School. This traffic pattern is not expected to change=due to
the presence oi absence of the University High School. Some traff'ic to and from the University
High School may use this route for various reasoas, bc►wever, it is expected to be only a small
amount.
The arterial route, Bowdish to 32nd to the'site, is-.expected to be the route of choice due to the higher
speeds of these roads, the location of tlie access points to the site and the low number of turns needed
to .traverse the route.
'
'
Inlond I'acific-Engineering, Itrc. 18 University Higl: School Relocation TIA
FUTURE YEAR T_R_ AFFICIMPA CT A1VAL YSIS
ANALYSIS, ASSUMPTlONS AND METHODOLOGIES
Futwe year AM, school dismissal hour arad PM peak hour impacts of the potential traffic generated
by, the proposed project within the study area were -anatyzed as follows:
~ Trip, generation estimates of the PM peak hour txips for the project were assumed to follow
the Trip Generation Mnnainl; 6tji Editior~ characteristics as outlined previously. Where
tra.ffic volumes are generated by the existing University High School, these volumes were
subtracted out.
o Traffic volumes on each transportation, system element were determined assuming the
existing traffic would experience-a 1% per y,ear compounded gowth rate due to unidentified
traffic sources. Two specific background projects _were identified for inclusion and are
discussed elsewhere in this document.
~ Distribution of the traffic from the site is anticipated to be as shoWn on Figures 13-1 S for the
Universily High School operating with 1,300 students and on Figures 1648 for the
University Higb School operating-with 1,600 students (maximum occupancy).
~ Level af service analyses w;ere then performed for the 2002 condition with the existing
~ University High School remaining in place, with the movwg of the University High School
` completed and operating with 1,300 atndents, with the University High,School moved to it's
proposed locacion in 2005 and operating with 1,300 students and with the Universi 'ty High
School operating at it's proposed location and at maximum occupancy, 1,600- students in
2005. These tra.ffic scenarios were done to identify any capaciry or level of service
def ciencies- which may be due to the development of the proposed high school on the
surrounding transportation sy_stem. 1'he total project is expected to be completed in 2002.
However, maximurrm occupancy-is not expected unti12005.
~ Levels of service for the intersections were,ariatyzed using the Highway Capacity Software
Yersiorr 2.If based on the 1994 Highway Capacity Mayeuol. Although version 2.1g is
avai lable, it does not change any parameters of either the signalized or unsignalized modules.
0 No transportahon improvement projects aze known within the study area wriich would
change existing capacities at any of the intersections under discussian.
Inland Pacific Engzneering, Inc. 19 University High Schoo! Relocution TIA
YEAR 2002 LEVEL OF SER VI CE ANAL YSIS
Level of service calculations were made for four scenarios, two scenarios in 2002 and two scenarios
in 2005. The first scenario asstunes that the existing University High School remains in it's present
location. The second scenario assumes thai a new University Hig.h School is constructed and
occupied as planned and has 1,300 students by 2002. These analyses will show how the traffic
volumes will be handled by the existing facility or what new elements will be needed for the traffic
system to continue working in 2002. The 2005 scenarios will be discussed following this analysis.
University Higlt Scliool Remains in It as Present Location
Under this condition, the exisfing traffic volumes are expected to grow 1% per year over the next
four years, aiid ihe two background projects are expccted to be finished. Therefore, the traffic
volumes included the existing traffic volumes as shown on Figures 4-6, with a 1% traffic growth rate
added to each movement, plus the traffic from the background projects as shown on Figures 7-9.
See Figures 19-21 for the total traffic volumes used for this condition. A summary of the HCS
results is shown in Table 7 which follows.
Table 7- Year 2002 Levels of Service iVith tlee University IIig11 Sejiool at It's Preseirt Locution
Esisting Conditians
IIVTERSEC''lON
AM Pe3k Dismissal Hour PM Peak
_ (3)ignalized
(v)nAgoauzea Delay LOS Delay LOS Delay LOS
SR 27 / 32nd Ave S 25.9 sec D 25.7 sec n 33.9 sec D
Pines Rd / 32nd Ave U 8.0 sec B 7.0 sec B 8.9 sec B
Pines Rd / 16th Ave U 6.4 sec B 11.4 sec C 13.5 sec c
SR 27 / 16th Ave S 16.9 sec C 17.7 sec G 17.5 sec C
Pines Rd / Lnretta Dr U 5.4 sec B 4.9 sec A 5.6 sec B
Pines Rd / 3 Sth Ave U 5.0 sec B 5.7 sec B 4.4 sec A
Pines Rd / 40th Ave U 3.5 sec A 3.4 sec A 3.6 sec A
32nd Ave / Bowdish Rd U 13.5 sec C 5.3 sec B 10.2 sec C
32nd Ave / University Rd S 13.5 sec B 11.8 sec B 12.2 sec F3
16th Ave / University Rd S 13.2 sec B 12.4 sec B 13.4 sec B
,
Irrland Pacific Efigineering, Ine. 20 University High School Relocation TlA
All,of the iritersections' in the study area remain aVacceptable levels in 2002 if the University, High
School remains in it's present location. However, changes in levels of senrice are expected at several
of the-intersections. At the intersection of SR 27 / 32nd Ave, the LOS C falls to LOS D for the AM
peak hour, the digmissal hour,and the PM peak hour. Level of service D is an acceptable level of
_ service. At the intersection of Pines Rd % 32nd Ave, the level of service during the dismissal hour
falls from LOS A to LOS B, still remains in the acceptable range. At Pines Rd / 38th Ave, the delay
has increased 0.1 seconds in the -AM peak hour, &om 4.9 seconcls ( a level of service A condition)
to 5.0 seconds ( a level of service B condition). Level of service .B is an acceptable level of service.
At the-intersection of 32nd Ave / Bowdish Rd duri.ng,the dismi"_s_sal _hour, the level of service falls
frorxi LOS A to LOS B. Also at the intersection of 32nd Ave / Bowdish Rd during the PM-peak
hour,,lhe level of service will fall from LOS B to LOS C, still an acceptable levels of service.
Overafl, the intersections within the,study area will continue.to function well under ihis condition
and no operational prolilems are anticipated. All ofthe intersections will be functioning at, levets.of
service wiihin acceptable standards as set by Spokane County and the WSDOT.
Inlanrl PacifccEngineering, Inc. 21 University High Schoo! Relocation TIA
'
Llniversity Iligli Scl:ool l'tloves to It's Proposed Site fvith 1s300 StllllelltS I)1 ZOOZ
The traffic volumes included in this analysis include the traffic volumes anticipated in 2002 as
shown on Figures 19-21, but with the traf'fic volumes atiributable to the existing University High
School as shown on Figures 10-12 subtracted out, and the traffic anticipated from the new Llniversity
High Schonl as sho`'vn on Figures 13-15 added in. See Figures 22-24 for the total traffic volumes
uscd under this condition. A summary of the HCS results is shown in Table 8which follows.
Table 8- Year 2002 Le1►els of Service fi'itfi Uitiversity Higlt Schoo! 1~loved a,rd 1,300 Shidents
- ,
Existing Condirioas
INTERSECTION
.AM Peak Dismissal IIour PM Peak
(S)ignalizcd
(U)nsignalized Deiay LOS Delay LOS Delay LOS
;
SR 27 / 32nd Ave S 27.6 sec D 30.8 sec D 37.7 stc D
U 134.0 sec F 41.0 sec E 42.4 sec E
Pines Rd / 32nd Ave
S 13.9 sec B 7.9 sec B 8.2 sec B
Pines Rd 1 16th Ave U 7.4 sec B 11.9 sec C 14.1 sec c
SR 27 / 16th Ave S 17.0 sec C 17.8 sec C 17.5 sec C
Pines Rd / Loretta Dr U 5.6 sec B 5.0 sec B 5.7 sec B
Pines Rd / 38th Ave U 5.2 see B 5.9 sec B 4.5 sec A
Pines Rd / 40th Ave U 3.5 sec A 3.4 sec A 3.6 sec A
U 141.9 sec F 8.3 sec B 68.5 sec F
32nd Ave / Bowdish Rd
S 8.7 see B 6.9 sec B 8.4 sec B
32nd Ave / University Rd S 15.0 sec B 12.1 sec B 12.4 sec B
1 bth Ave / University Rd S 12.5 sec B 12.3 sec B 13.4 sec B
' 32nd Ave/ Student Dwy U 19.6 sec c 24.5 sec D 18.1 sec C
32nd Ave / Entrance Only U 3.7 sec A 3.8 sec A 3.9 sec A
1
32nd Ave / Collins Rd U 18.2 sec C 13.7 sec C 12.8 sec G
32nd Ave I Faculty Dwy U 7.6 sec B 6.2 sec B 8.4 sec B
Inland Paclfic Engineering, lirc. 22 Utriversity Higli School Relocatian TIA
~
Due to the redistribution of traffic brought about by the relocation of the University High School,
there,are sorrie intersections close to the site which will be impacted. The intersection ofPines Road
/ 32nd Ave will no longer function at LOS B during each of the time periods examined, but will
function at LOS Fduring the AM peak hour, and at LOS E during the dismissal hour and during the
- PM peak hour. L evel of service F is below acceptable standards -for intersections within Spokane
Counry and mitigation is required. The intersection of Pines / 32nd will meet five warrants for a
trafEc signal urader this condition. The need for this signal is brought about by the relocation o£the
University Higb School. It is recommended that a traffic signal be instaUed at this interseetion as
a part of this project. -If signalized, this intersection would function at LOS B during the AM and
dismissal hour and would function at LOS. D during the PM peak hour. These are acceptable levels
of service wit.hin the County.
The intersection of 32nd Ave I Bowdish Rd Nvil l also be impacted. During, botb the AM and PM
peak hours, the level of service will no longet be LOS C, but wiU fall to LOS F. Level of service
F-i"s below acceptable standards for-intersections within Spokarae County and mitigation is required.
The intersection of Bowdish /32nd will meet four wamants for the installaiion of a traffic signal
under this condition. The need for this signal is brought about by the,relocation of the University
High School. It is recommended that a h-affic signal be installed'at this intersection as a part of this
project. If signalized, this intersection would function at LOS B during all analysis periods
~ examined.
,
At Pines Rd / Loretta Dr, the delay has increased 0.1 seconds in the dismissal how, &om 4.9 seconds
( a levei of serviee A conciition) to 5.0 seconds, ( a level of service B condition). Level of service B
is an acceptable level of service.
Most of the other1intersections within the study area experience some increase in delay; but do not
change level of service. Each of the new driveways to the University High School also will function
at acceptable levels of service as they are, shown on the site plan.
~
'
I»land Pacific Engineering, Inc. 23 University High School Reloeation 714
'
YEAR 2005 LE YEL OF SER YICE ANAL YSIS
Level of service calculations were made for two potential scenarios in 2005. The first scenario
assumes that the University High School continues to have 1,300 students until 2005. The seeond
scenario assumes that the University High School expands to it's maximum capacity of 1,600
student by 2005.
Utieversity High Sc'hool Conirntres at 1,300 Enroll►nent to 2005
'1'he traffic volumes in this analysis include the existing traffic as shown_ on_Figures 4-6 with ihe
compounded growth rate of 1% per year over the next seven years, the additional traffic expected
from the backgrou.nd projects, as shown on Figures 7-9, the traffic volumes from the cxisting
University High School as shown on Figures 10-12 subtracted out, and replaced with the traffic
volumes anticipated from tlie reloca"ted Un.iversity High School as shown on Figures 13-1-5. Figures
25-27 show the fiituie traffic.volumes under tlaese conditions. Using these futwe traffic volumes,
year 2005 level of service calculations were performed and the results are displayed in Table 9.
' .
~
Inland Pacific Engineering, Inc. 24 University High School Relocation TIA
' Table 9- Year 2005 Levels of Serviee {iVith tlie Uitiversity fliglf Scliool at 1,300 Students
-
Fxisting Conditions
I NTERSECTI ON
AAZ Peak Dismissal Hour PNI Peak
(5)ignalintl -
(l.d)nsiRnalixed Delay I.OS Delay L4S Delay LOS
SR 27 / 32nd Ave S 25.2 sec D 33.1 sec n 34.8 sec I)
Pines Rd / 32nd Ave S 3.9 sec B 8.0 sec B 8.3 sec B
Pi.nes Rd / 1 bth Ave U 7.6 sec B 12.8 sec c 15.4 sec C
SR 27 / 1 fith Ave S 17.2 sec C 18.0 sec C 17.7 sec C
Pines Rd / Loretta Dr U 5.6 sec B 5.1 sec B 5.7 sec B
Pines Rcl /3Sth Ave U 5.3 sec B 6.0 sec B 4.7 sec A
Pines Rd / 40th Ave U 3.6 sec A 3.5 sec A 3.7 sec A
32nd Ave / Bowrlish Rd S 8.9 sec B 7.0 see B 9.4 sec B
3211d Ave / University Rd S 15.2 sec c 12.2 sec B 12.5 sec B
16th Ave / University Rd S 12.6 sec B 12.3 sec .B 13.5 sec B
32nd Ave/ Student Dwy U 20.2 sec D 25.7 see I) 18.8 sec C
32nd Ave / Entrance Only U 3.8 sec A 3.9 sec A 3.9 sec A
32nd Ave / Callins Rd U 19.1 sec c 14.3 sec c 13.2 sec C
32nd Ave / Faculty Dwy U 7.7 sec B 6.3 sec B 8.6 sec B
All of the intersections within the sludy will continue to function at acceptable levels of service. The
intersection of PU1es / 32nd will function at LOS B with a signal installed at it. The intersection of
' Bowdish / 32nd will also function at LOS B vvith a signal installed at it.
University IIig1i School Expaisded to 1,600 Strrdents
It is possible that ihe University High School will have expanded enrollment to 1,600 students by
2005. If this occurs, the anticipated traffic volumes are as follows. The traffic volumes in this
analysis include the existing traffic as shown on Figures 4-6 with the compounded growth rate of
1% per year uver the next seven years, the additional traffic expected firom the background projects,
as shown on Figures 7-9, the traffic volumes &om the existing University High School as shown on
Figures 10-12 subtracted out, and replaced with tbe traffic volumes anticipated from the relocated
University High School with 1,600 students as shown on Figures 16-18. Figures 28-30 show the
future traffic volwnes under these conditions. Using these future traffic voiumes, year 2005 level
af service calculations were performed and the results are displayed in Table 10.
Irrland Paeifir F,ngineering, I»c. 25 University High Scjiool Relocrition 7'I,9
1 _
Tuble 10 Year 2005 Levels o f Service fVitli tlie Universrty Hi-al: Scliool at 1,600 Stredents
L+'XiSfing CODdifipns
INTERSECTION
ANI Peak Dismissat Hour PM Peak (S)ignalized
(innsigoalized Delay LOS Delap IlUS Delay I10S
SR 27 / 32nd Ave S 26.9 sec D 35.2 sec D 35.7 sec D
Pincs Rd / 32nd tlve S 9.9 sec B 8.2 sEC B 8.4 sec B
Pines Rd / 16th Ave U 7.9 sec B 12.9 sec C 15.5 sec C
SR 27 / 16th Ave S 17.2 sec C 18.0 scc C 17.7 sec C
Pines Rd / Loretta Dr U 5.7 sec B 5.1 sec B 5.8 sec B
Pines Rd / 38th Ave U 5.3 sec B 6.0 sec B 4.7 sec A
Pines Rd / 40th Ave U 3.6 sec A 3.5 sec A 3.7 sec A
32nd Ave / Bowdish Rd S 9.6 sec B 7.1 sec B 10.3 sec B
32nd Ave / University Rcl S 16.6 sec c 12.3 sec B 12.5 sec B
16th Ave / Univcrsity Rd S 12.6 sec B 12.3 sec B 13.5 sec B
32nd Ave/ Student Dwy U 24.3 sec D 37.4 sec E 21.4 sec D
32nd Ave / Entrance Only U 4.0 sec A 4.0 sec A 4.0 sec A
32nd Ave / Collins Rd U 25.7 sec D 16.5 sec C 13.6 sec C
32nd Ave / Faculty Dwy U 7.9 sec B 6.7 sec B 8.$ sec B
All of the intersections within the study will continue to function at acceptable levels of service. The
intersection of Pines / 32nd will function at LOS B and LOS D with a signal insta.lled. All of the
new ciraveways to 32nd Ave will also function at acceptnble levels of service as unsignalized
intcrsections.
Iitlattd Avciftc Engineeri»g, lnc. 26 Ujriversity Iligh Sclroo! Relocatioyt TIA
CONCLUSIONS
Based upon the analysis, field observations, assumptions, methodologies and results which are
provided in ihe body of this document, it is concluded that there are some minor- irnnacts to the
overall area transportation system from this relocation project and some mitigation is required. This
conclusion was reached and is documented within the body of this report. A brief descripUon of the
conclusions and recommendations which include project impacts are included here.
o Tbe intersections within the study area are currently functioning at acceptable levels
of service.
• The Yraffic increases anticipated over the next four years-were examined under ihe
scenario the University High School remaining in it's present location. All
intersections in the study area under this'scenario will remain at acceptable levels of
service.
~ If the University High School moves to it's propased location with 1•;300 students,
the intersection ofPines / 32nd will be irnpacted and a signal is recomrnended. The
intersection of Bowdish Rd / 32nd Ave will also be impacted, and a signal is
recommended here also.
o In the Year 2005 with the University High School at it's new site, no mitigation will
be needed beyond that provided initially.
RECOMMENDATIONS
Based upon the analysis pre,senteci, the proposed relocation of the University High School will have
a minor impact on the area wide transportation sy_stem. This unpact will require tra.ffic mitigation
in the form of installing traffic signals at both the Pines / 32nd Ave and Bowd.ish Rd / 32nd Ave
intersections. It is assumed that-no.frontage improvements on 32nd Ave or Pines will be required
due io the recent. 32nd Ave County project and no direct access to Pines.
'
Inlafid Paciftc Engineering, lnc. 27 University High School Relocation TIA
r:2
INLAND PACIFIC ENGINEER{NG, INC.
1
TECHNICAL APPENDIX
1
~
~
~
INLAND PACIFIC ENGINEER{NG, INC.
/
TRAFFIC FIGURES
1
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INLAND CV & U-HI nOURE 4 ~
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INLAND CV 6c U-HI FlCURE S ~
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ENGINEERING EXISTiNC TRAFFIC VaLUAIES
707 w.>> >u, -s„u. 200 (saa) 458-ee40 TRAfFIC IMPACT ANALYSIS 1MTHIN STUDY AREA
PROJECT
spokone, wA 99204 rAx, (509) 45e-e8u N0. 96579
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PACIFIC DISMISSAL HOUR
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707 west 7th • suite 200 (509) 458-6840 PROJECT N0. 98579 ~TMIN STUDY AREA
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33
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CV & U-HI FlCURE 6
~ INLAND PM PEAK HOUR
PACIFIC EXISTING 1RAFFIC VOLUMES
~ ENGINEERING TRAFFlC 1MPACT ANALYSIS NITHIN SiUDY AREA
PROJECT N0. 985~9
707 Wnl 7kh -Suib 200 (~D) 468-8840 . '
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PACIFIC PM PEAK HOUR
E NGINEERING 1RAFFIC IMPACT ANALYSIS EXISTING TRAFFIC VOLUMES
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. 35
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INLAND CV & U-FEI rIGUAE 7 ~
; PAC1FlG aM REAK HOUR
~ E NGINEERING TRAFFIC wluMES
TRRFFIG IMPACT .aht,aLYSIS OF @ACKGROl1Na FROJECTS
707 w,st 7tn •s„is, soa (sag) +se-040 PROJECT N0. 96579 ~
R~vkon~. 41A 99,204 FA1P (SOG) +54~E6+4
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