27889 PE-1750 SHELLEY LAKE
TRAFFIC IMPACT ANALYSIS
for the
PROPOSED SHELLEY LAKE
RESIDENTIAL DEVELOPMENT
SEPTEMBER 1993
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Prepared By:
Inland Pacific Engineering Compnny
25 S. Altamont
Spokane, WA 99202
(509)535-1410
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IMIPACT x1.1 \ AL 1 13IS
f4r the
PI(]posed
; Sheliey Lake
' Residential DevelQpment
Spokane County, Washington
- september 1993
Prepared by:
.lnland Pacific Engineering Campany
. 25 S. AT1rlmont
S,pokane, ~Tv'A ~9202
(549)535-1410
'1'his repvrt has been prepared by the staff vf Inland PaciFic Engineerririg Company under the
dicectian of the undersigned professivnal engineer whvse seaT and sngnature apgear hereon.
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IExPIRES 9/24/4r~ ~
j Todd R. Whipple, P.E.
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~~BLE pF CONTENTS
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IIVT'~1 DIl UC'I70N . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 ~
~ TTrf - DflCUMENl' SCfJPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
~ ALTE7@NA7IvE I - . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I
~ AL2ERNATIVE 2 1
ALTERNATivE 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
PRgJEG7' DESCRIFTICiNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Alrernccrave 1 6
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.4lterncuive 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
- A1temrxtive 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
F.XECUTIVE SUMMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
~ COIVCL+USIpNS - Adtemative Na. l . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
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IiL+COM11?'ENDA77(JNS - RI1emative No. I . . . . . . . . . . . . . . . . . . . . . . . . 9
CaNCLUSIONS - Alterrtruive No. 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . g
` RLCC]MMEilDATIONS - ATternative No. 2 . . . . . . . . . . . . . . . . . . . . . . . 11
- ~ CQNG`LUSIDIVS - Alteru,tive 1V'o. 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
REC+DMMEiVDATIDNS - Alterna*rve No. 3 . . . . . . . . . . . . . . . . . . . . . . . 11
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EXfST7NG CONl7I77dNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
EXISTINC C4NDITIQNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I?
L[cnrl use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
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- Existing Road►Aaays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
r Sullivan Road . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Spragase Avenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
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4thAvertue 14
! Conlclin Road . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
~ i Rotchford Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
STI17Y 1NTERSEC77(1NS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
, Traffic Tv'alumes anrl Peak Hours of Qperation . . . . . . . . . . . . . . . . . 15
i LEUEL OF SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Sigrralized Intersections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1$
T]rrsignalized Iruersection.r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Shelley Lake Level of Service c7nd Trqffic Analysis . . . . . . . . . . . . . . 19
suddivun Road ancl4th .4venue . . . . . . . . . . . . . . . . . . . . . . 20
Sprague Avenue artd CortTtlan Road . . . . . . . . . . . . . . . . . . . 20
~ Sulli var: Road and 1 t5th Avenue . . . . . . . . . . . . . . . . . . . . . 21
Warrwu Anaty.ris . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Traffic Safery , . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Planuted Trunsponation Impravenzerus . . . . . . . . . . . , . . . , . . . . . . 24
FUT+[IRE YE9.R TRAFFIC IMPACf ANALYSTS . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
ANALYSIS ASSUMP77ONS .41VD ME7'HODOLDGIES . . . . . . . . . . . . . . . . . 25
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DEvET,C1PMENT TRf9FFIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Shelley Luke - aTremative Nv. I Site Genercued Traffic . . . . . . . . . . . 26
S1edley Lake - ATternative Na. 2 Site Generared Traffic . . . . . . , . , . . 26
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Shelley I.ake - Alternaxive No. 3 Site Genercued Tra~`'ic . . . . . . . . . . . ZT
TRIF' DIST.RtBUTI[1NA11D ASSICNMLNT . . . . . . . . . . . . . . . . . . . . . . . 29
B,4CKGRU UND TWAFFIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
' - - FUTURE YEAR LETTEL CIF SER"VICE . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Background Future Year I.evel vf Service . . . . . . . . . . . . . . . . . . . . 36
Sullivun Road and Sprague Avenue . , . . . . . . . . . . . . . . . . . 36
' - ' 1995 Background - AM Peak Hour . . . . . . . . . . . . . . . 36
1995 Background - PM Peak Haur . . . . . . . . . . . . . . . 36
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2000 Background - e9lhi Peak HQUr . . . . . . . . . . . . . . . 36
- ~ 2000 B"kgrnund - PM Peak Hour . . . . . . . . . . . . . . . 36
SuTlivaun Road a~rd 4th Avenue - . . . . . . . . . . . . . . . . . . . . . 37
1995 Background - AM Peale Hvur . . . . . . . . . . . . . . . 37
1993 Background - PM P'ealr Hour . . . . . . . . . . . . . . . 37
, 200[] Background - AM Pealc Haur . . . . . . . . . . . . . . . 37
. ~ 2000 Background - PM peak Hour . . . . . . . . . . . . . . . 37
Sprag+ue Auenue and Crrnklin Roud - . . . . . . . . . . . . . . . . . . 37
1995 Background - AMM Peak Hour . . . . . . . . . . . . . . . 37
I995 Background - PM Peak Hvur . . . . . . . . . . . . . . . 37
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2000 Background - AM Peak Ht]ur . . . . . . . . . . . . . . . 38
2000 Background - PM Pealr Hour . . . . . . . . . . . . . . . 38
. ~ SuIlivan Raurl and 16th Avenue . . . . . . . . . . . . . . . . . . . . . 38
1995 Background - AM Feak Hour . . . . . . . . . . . . . . . 38
I995 Background - PM Feuk Haur . . . . . . . . . . . . . . . 3$
_ 2000 Background - AM Peak Hour . . . . . . . . . . . . . . . 38
2000 Background - PM Peak Hour . . . . . . . . . . . . . . . 38
She2ley Lake Future Yeur I,evel of Service A1temative Na. 1......, . 43
Alter►urtive Ncr. I Pt3ase 1 - Resrelting I.evel o,f SenWce . . . , . . . 43
A.M Peak Hour . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
PM Peak Hour . . . . . . . . . . . . . . . . . . . . . . . . . . . d3
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AdPernaaive Ncr. 1 Phare 2 - Resulting LeveT c►f Service . . , . . . . 43
AM Peak Hour . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
' P'11i Peak Haur . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
' Shelley Lake Future Year I,evel af Serviee Aiternarive No. 2 . . . . . . . . 52
Altemcuive N'o. 2 Pt:ase 1- Resulring I.evel vf Service S~
~ AM Peak Hour . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
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- PMPeakHour................. 52
A2temvtrve No. 2 Phase 2 - Resuiting Leved of Service . . . . . . . 52
AM Peak Haur . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
- PM Peak Haur . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
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SHLI.LEY I.AKE FdITTIRE IJEVELOPhlL1"uT IMPACfS . . . . . . . . . . . . . . . . 59
~ AL rERNA 77VE NO. I Phase r - 1995 . . . . . . . . . . . . . . . . . . . . 59
.4.LL7ERN477VE NO. I Phurse Z - 2000 . . . . . . . . . . . . . . . . . . . . . . 59
~ i AMPeukHaur 59
PM Peak Hour . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
~ i ALTERIVATIvE 1V'o. 2 I'ha.se 1 p 1995 . . . . . . . . . . . . . . . . . . . . . . 60
` ALTER.14'A77vE NO. Z Phase a - 2000 . . . . . . . . . . . . . . . . . . . . . . 60
ALTERNA77VE NO. 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . bU
PDTENTT.4L MITIGA77ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
AL.TERNATIVE NO. 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Sullivan Road and Sprague Avenace . . . . . . . . . . . . . . . . . . . 61
surrivan Road and 4rh Avenue . . . . . . . . . . . . . . . . . . . . . . 61
- i 5pragace Avenzee and Conklan Roud . . . . . . . . . . . . . . . . . . . bl
Sulli van Road urrd 16th Avenue . . . . . . . . . . . . . . . . . . . . . 62
AL TERNA?7YE NO. 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
Suilivan lioud and Sprague Avenue . . . . . . . . . . . . . . . . . . . 62
Sullivan ~oad and 4th Averuce . . . . . . . . . . . . . . . . . . . . . . 62
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~ I Sprague Avenue anrt Conklin Road . . . . . . . . . . . . . . . . . . . 63
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~ - - Suilivan Road aru! 161h Avenue . . . . . . . . . . . . . . . . . . . . . 63
ALT£RNATIVE N!]. 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
caNCLUsIoNs AAD REcaMMEm~A 77aNs . . . . . . . . . . . . . . . . . . . . . . . . . . 64
C01VCL USIf)NS - Alternczti ve No. 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
RECDMMEAT?ATIUNS - Alrerrulrive Nv. I . . . . . . . . . . . . . . . . . . . . . . . 65
CONCLUSIC3NS - Alaernadve No. Z . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
RECdMME1lDATIONS - Alter►iative No. 2 . . . . . . . . . . . . . . . . . . . . . . . 67
CONCL USIONS - Allernative Nv. 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
RECQhJMEIV'DATIONS - Allerruitive No. 3 . . . . . . . . . . . . . . . . . . . . . . . 67
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~ I LIS1 OF l ABLES
Table I - Frapcrsed Prc,ject Phasing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . l
Table 2 - Proposed Project Pha.ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Table 3 - Exisring and Future Zoning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Table 4 - 1993 Peak Hour Ecisting Levels of Service . . . . . . . . . . . . . . . . . . . . . . 20
- Table 4B - Existing Accident History '90 ta '92 . . . . . . . . . . . . . . . . . . . . . . . . . 23
, Table 5 - Trip iGeneration - SheIley Take Plat . . . . . . . . . . . . . . . . . . . . . . . . . . 28
; Table 6 - Piurse I - .4M Peak Hour Tntersectian I.eveis o,f Service - ATternatave 1 . . . . 44
Table 7- I°hase 1- P'M Peak Haur Tntersectiori Levels of Sertjice - Alternative 1..,. 44
Table 8- P'lase 2 -AMM Few1c Hnur Intersection Levels vf Service - Alterntative 1.... 45
Table 9- Phase 2 - PM Peak Hour Iruersectran Levels vf ServiGe -AItemative l.... 45
Table 10 - Phase I - AM Peak Haur Intersectian T,evels af Service - Atrer►wtive 2 53
Table 11 - Phase 1- PM Peak Hour Inrersection Levels of Service -Ataernative 2.., 53
~ Table 12 - Phase 2 - AM Peak Hwur Iruersection Leveds of Service - Alteanatrve 2 34
Table 13 - Piiase 2- PM Pecrk Haur lntersection Ievels o, f Service - Altemcrtive 2 54
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LIST OF FIGURES
F'igure l - wcireizy Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
F"igure 2 - Alternutive No. l - Sate P2an . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Figure 3 - Alremcrtive Nv. 2 - Site Flan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
FYgure 4 - Ecisring AM Peak Haur Volumes . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
- Figure 5 - Eristin$ F14I Peak HQUr Volumes . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Figure +6 - TYip Distribution By Perceru . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Figure 7 - ~itrerr~ve No. 1 - P'hase T, ~'rr'p Distriburion ~ r~.rsigr~ment . . . . . . . . . 32
Figure 8 - Alternative No. 1 - Phase 2, Trlp Distrzbutian arad" A.rsignrrtent . . . . . . . . . 33
; Figure 9 - Arrernarive No. 2 - Phare 1, Trip DisrributiQn and Assigrtment . , . . . . . . . 34
E _ Figure 10 - Alterrative Na. 2 - Phase 2, Trip Distribution and Assrgrrmwna . . . . . . . . 35
F"igure ll - 1995 AM Pea1c Hour Background Traffic Volumes . . . . . . . . . . . . . . . . 39
FFgure 12 - 1995 PM Peak Haur Background Tra,,~`'rc Valu3nes . . . . . . . . . . . . . . . . 40
Figure 13 - 2000 AM Peak Hour Background Traffic Valumes . . . . . . . . . . . . . . . . 41
F'igure 14 - 2000 FM Peak Hour Back,groruid Tra,~'zc Volumes . . . . . . . . . . . . . . . . 42
Figure 15 - 1995 AM Peak Hour Alrernarive Na. I Traffic Yojumes . . . . . . . . . . . . . 48
Figure 16 - 1995 PM Peak Hour Alternative 1Vo. I Traffic Volumes . . . . . . . . . . . . . 49
fYgure 17 - 2000 AM Peak Hour Alteinrrtive Na. 1 Traffic Volumes . . . . . . . . . . . . . 50
E ; Figure 18 - 2000 AM Peak Haur Alternatfve Nn. I T'raffic Volumes . . . . . . . . . . . . . SI
' Figure 19 - 1995 AM Peak Hour Arternatrve No. 2 Traffic Volumes . . . . . . . . . . . . . 55
Figure Za - 1995 PM Peak Hcrur Alternative No. 2 Traffic Volumes . . . . . . . . . . . . . 56
~ 17igure 21 - 2000 .9M Peak Hour Aiterruttive No. 2 Traffic Volumes . . . . . . . . . . . . . 57
~ Kgure 22 - 2000 AM Peak Hour AltemQtivQ No. 2 Traffic Yolumes . . . . . . . . . . . . . 58
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I1VTRODUCTI4ZV
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TIA - D06rIME1V T SCOFE
'I'his Traffic Impact Analysis (II"IA) is being prvvided ta Spokane Cvunty as an appendix fvr the
ShelTey Lake, Envixvntnentai Irnpact Statement, tv document the anaIysis and indings of a trafFic
impact assessment cvnducted fvr the proposed Shelley Lake Preliminary Plat lvcated easf of the
Gity of SpQkane in the Spokane Valley pvrtion of the County. SEe P1guFe 1.
For this analysis there are thxee prvpvsed alternatives as fallvw:
, ALTERNATI'VE 1 - Is the As Praposed Alternati ve, which describes ihe pzvj ect as presented to
the public in the scvping hearing arid as shown in Figure 2. For this alternative the propvsed
prvject would deVelop apprcaximately 123.8 acres of primarrily open and roIling pasture larid.
~ This alternative wvuld be expected to result in the creatiQn of approximately 460 Pvts and units
arsalyzed in kwa ccrmpleGivn phases. At this time TabTe 1 prvvides the lvtlunit phasing and years
of development.
Table No. - Prop4sed Project Phasing
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y < . %ii ,n•n ' Phsse ~ ~ ~ Develnpment Yesr`~ C]nits
~`3 ;
1 I 1993-1995 ~ 58 58 sf
2 I 1995-200U ~ 402 ~ 206 sf1196 mf
Tota1 ~ 460 I 264 s0196 mf
sf = 5iagle Family Residential DetachEd
mF =Mu1ti-Famiiy Residential (Apartmaut)
ALTiLRNATIVE 2- Is the Deveioped Under Exrsting Zoning Alternxive, which describes
dewelopment of the prvject vnly tv the level of the existing underlying zoning, as shown in
Figure 3. For this alteznative the proposeci project v4+auld develQp approximakely 123.$ acres
of primarily apen and rolling pasture larrsd. This a.lternative wvuld be expected tv result in the
creation of approximately 225 lvts analyzed in twv cvmpletivn phases. At tttis time Table 2
pravides the lvt phasing and }rcears of development.
Inland Pacifie Engineering Campany 1 Shelley Lcike TU
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INLANL► PACIFI'l.► Figure SFiELLU LAKE a
E1V LTlNEER1NG 5 i te Pla n ~ SPOKANE. Wp.SH[NGTOId
' South 25 Altemant Spokane,Woshington
` (509) 535-1410 99202 J,~ , J~ 7RAFFiC lMPACT pNALYSlS
Table No. 2- Proposed Project Phasing
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,z~M1ALTERNA'Y1VL~ -2 -`,~'ltOrECTDEV.~[.OPNYENT PSASYNG
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. Phese' : I H Development Year... ~ No.of Lofs.vt~~`` I ,Uziits ` .
1 I 1993-1995 I 58 I 58 sf
- 2 I 1995-2000 ~ 169 ~ 169 sf -
Total ~ 225 I 225 sf
sf = Single Family Residential Detached
ALTERNATIVE 3- Is the No Action Alternative, which describes no development occurring on
the approximately 123.8 acres of primarily open and rolling pasture land. For this alternative
the only change in land use would occur if farming or similar uses were stopped.
This site for the proposed development as shown in Figure 1 is located south of the intersection
of 4th Avenue and Conklin Road, approximately one-half mile south of Sprague Avenue and
one-half mile east of Sullivan Road.
The purpose of the traffic analysis for this proposed development is to review, assess and
identify potendal traffic related impacts to the local transportation system, for Alternative 1 and
Alternative 2, and where possible minimize these impacts. This TIA will be completed in
accordance with the current traffic guidelines available from Spokane County and the Institute
of Traffic Engineers (A Recommended Practice - Tra,,~`'ic Access and Impact Studies for Site
Development,1991). _
Specific traffic impact related issues to be addressed within this report will include:
• Exisdng and Future traffic conditions within the project study area.
• "Pipeline" area developments with respect to the existing and future traffic
conditions as they relate to proposed Sullivan Road improvements as well as other
proposed developments such as Fred Meyer, Target, Ridgemont, Morning Side,
Autumn Crest, etc.
• Trip generation characteristics of the proposed development alternatives for the
existing and proposed transportation system.
~ The anticipated trip distribution expected for the new trips to/from the site, for
Phase 1 and at Phase 2 ultimate buildout, in year 2000.
Inland Pad,fic Engineering Company 5 Shtlley Lake TIA
• The affect vf the trip generativn and distribution to the existing and praposed
- transpvrtatavn system by the prapvsed prvject develapment altemative phases.
+ Analysis and recvmmendeci mitigation for 4he affects caf the generated trips by
each altemakiVe on the existing and future transportation systern by phase.
PR+f]1ECT ~'3ESGRIP'TICJN'S
Altemative I - `
This a.lternative consists of 265 lots being develvped vver the next seven to 15 years inta 264
single family detached residences and 196 mu1ti-farnily (apartmentltawnhame) residences. This
' plat would be constructed within that area knvwn as the Spokane Valley within Spokarae Cvunty,
apprvximateTy 10 miles cast of the City vf Spokane Central Business Distzict (CBD). The site
is approximately vne-half mr1e south and east of Sprague Auenue and Sullivan Raad,
~ respectively. At this tame the site is not bvunded by any rvads for any appreciabie distance.
_ To the sauth there aze three street termini at the plat b4undary, Ratchfaard Daaive, Galway Street
_ and 5hamrock Street. It is anLicipated that the anly connectian to either vf these streets u+ill be
Via Rvtchfvrd DriVe, which will be extended through the plat to tie directly intrr Conklin Raad.
To the east therc is no adjacent road, with Steen Road prawiding the closest arcess at the Very
sautheast port.iQn of the plat. At this time there is nvt expected to 1ae any thrvugh connection
to Steen Rvad. Tv the northwesf, the site is bvunded by Conklin Rvad to it's terminus and
intersectian with 4th AVenue, whieh cvntinues adjacent to the plat west for one-quarter af ane
miTe. It is expected, and shvwn in Figure 2, that Conklin Rvad will be extendeci through the
F1at to tie directly into Rvtchfvard Drive, while at ttre sarne time the intersectian vf 4th Avenue
, arzd Conklin wi11 be reconstnucteci so that 4th Avenue will make a curve to the saratheast and tie
, inta Conklin at a 90-degree angle. Primary ingress and egress frvm this alternative will be via
Canklin Road north,tsvuth directly to 5grague AVenue. It is expected that 4th Avenue will
pravide service directly to a srnaIi partivn of the propased multi-family, which vvill be cAnsistent
, with the other 7{)[]-plus agartments currently existang or proposerl along 4th A,venue.
; T'he entire project wiTl be constructed in phases as indicated in Table I. Based upon existing
area demvgraphics and hvusing demand, it is anticipated that the piat wiu be built vut, in phases,
between 1993 and compXeted as early as the year 20(}0. The first phase of the develapment is
anticipated to be cvmplete,ci by 1995. This first phase as described will incLude apprvximately
58 single Family residenc.ial units. 5ubsequent phases are nvt expected to be aniteated until after
the completion vf Phase 1.
i
Alternatzve Z -
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_ ' lnland Pacif:c Engineering Campuray 6 Shelley Lake TL4
This alternative consists of 225 lats being develaped over the next seven to 15 years inta 225
- single family detached residenc.+e.c. As with AlteznatiVe 1, this plat would be canstructed within
that area knawn as the Spcrkane Valley within Spakane CountY, aPProximately ]a miles east af
the City af Spokane Central Eusiness Aistrict (CBI]), The site is apprvximately one-half mile
saukh and east of Sprague Avenue and Sullivan Road, respectiveIy. At this time the site is nvt
, bvunded by any rvads fvr any appreciable distance. Tv the svuth there are tharee street termini
at the plat bvundary; Rotchfard I)rive, Galway Street and Shamrvck 5treet. It is anticipatel that
, with this alternative, the plat cvnfguration will cennec,t to all three af these street termini. Qf
these streets Rotehford Drive would be the onZy public street extended thraugh the piat to tie
directly into 4th Avenue at Cannery Raad, as shown in Figure 3.
To the east there is no adjacent aroati, with Steen Rvad prvViding the c1Qsest access at the very
southeast porEion oF the pTat. At this time there is rivt expected to be any #hrvugh cvnnection
to Steen Road. Tv the northwest, the site is hvunded by eanklin Road to it's terininus and
%ntersection with 4th Avenue which continues adjacent to the plat west fvr vne-quarter of ane
mile. Primary ingress and egress Frvm this alternative wili be via Ratchfvrd Drive north
directly to 4th Avenue. From 4th AVenue access will be pravided to the west Wia SulliWan Rvad
aiang 4th Avenue or to the south via Sprague Avenue and Cvnklin Raad.
The entire project wiR be cvnstruct.ed in phases as indicated in Table 1. Based upon existing
area demvgraphics and housing demand, it is anticipated that the plat wi11 be built vut, in phases,
_ between 1993 and completed as earTy as the year 2000. The first phase of the development is
anticipated to be cornpletad by 1995. T'his first phase as described will include appraximately
56 singie farnily residential units. Subsequent phases are nat expected to he initiated until after
the campletion vf Phase 1.
- AJternative 3 -
Fvr this alternative, there aze nv revislans to the existing 1and uses vn the propvsed site Qr
within the plat area.
I►+Idnd Prcific Eteginecring Cnmpany 7 Shellry I,ake T7A
f ~
IS"~
- ~ EXECUTIVE SUMMARY
C0NCLUSI(1NS - Aftemative No. I •
~-r
i~ Based upan the analysis, field v'bservatians, assumptions, metr►odolvgies and results which are
~ pmvided in the body of Lhis document it is cancluded that far Altemative Na. 1, develvpment
of Phase 1 of the Shelley Lalce praject r,an be implemented without having a significant ampact
~ tv the uverall area transportation system. Additivnally, subsequent phases of comgletivn may
- have nv affect ta the bransportation systems within the irnmediate area depending upvn any
r^, planned ur propvsed wa'rsportation system irnproVements. Ttae foUowing are canclusions
E, reached arid dacumented wathin this document:
0 By 1995 with backgraund vaIumes present all study area intersectians will operate within
~ acceptable levels of service, Sullivan aird Sprague (LvS D), Sulliaan and 4th (LOS E),
Sprague and Cvnklin (LOS C) and Sullivan and 16th (LQS E), Although these
- rntersections are curTently on the margins, there is capacity far additivnal westbound and
northbound mQVements.
• Shvuld the vverall development and grvwth ❑f the area be maintained at nearly 3.0
, percent, twa of these intersectavn are expected ta fail privr to deVelopment of this
praject, they are SulliWan and 4th (I.C]S F) and 5ullivan and 16th (LC}S F). This is due
to westbvund ta northbound lefts and higher through vvlumes.
* After t'he fu11 development of the 5$ srngle family units, at the carnpletivn of Phase 1,
, aTl study intersections are expected w remain at the same background level of servic.e as
projected. This does nat mean that this development wifl nat add addikivnal r+ehicles to
_ the transpvrtation system, on1y, that the intersectivns for 1995 have the LC3S capacity far
` the increase in background traffic and the develvgment of the Phase 1.
■ That with the campletion of full huildnut of Phase 2, by 2000, several interseccCions wiil
naed improvements to alTvw the vvlume of anticipatecl traffic tv pass at reasanable lewels
of service , Sullivan and Sprague, due to the design of the plat directing trips tv Sprague
~r via Cankiin, durin~, the pM peak hour (by adding 8(l - 9~3 left tums fr~rm this prvject,
' added ta the 1995 expectted 424 existing FM peak hvur left turns) will push this
interseetion beyond it's capaciry to serve left turns. It shauld be noted that the as a rule
- of thumb, for either right tunaing vr left turning vehicies, the threshvid as identified For
a separate lane is 4(}0 Vehicles per hour. Addidonally, dhe 5prague and Gonklin
- iritersection during the PM pealc hour will drop to arj LQ5 of EIF, with LOS E, being
the mizumum standard for ary unsignalized intersection. "Ylerefvre, it has been
recommend'ed that iri the ewent that either the AM vr P1v[ northbvund ta westbvund left
turns begin tv expenence excessive delays, a traffic signal should te installed, however,
~at least four warrants for such signaliratian shvuld lle met.
F,
Idanst Pacific Engimtering Gonnpany $ 3helley T.ake TL3
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_ r At this time, arr►d by utilizing the grawth rates fvr 4he overall area, it is uncTear as t4 whether
the develvpment of Alternative Nv. 1 wvuld require the improvements recommendeci due tv it's
' develapment alone. As was prerven, that with other area develvpments these impravements are
recommended and required in same instances ta allarv thraugh traffic progressivn. P1ease refer
ta the reccrrnmended mitigation sectaon of this doccument fvr more detail.
;
RECUMME1Vl]ATlU1V5 - Adrernative No. 1
s-
' Althvragh the addition of 5$ single family homes in Phase I, and assaciated traffic will cvntribute
fo the ex15til1g tIaffiC CuriCentZZy u5ing the Sullivai RCa1 and Sprague Ave[]ue ColridorS' the vnly
f; impact wiU be that tvwards the cumuTative aVerage aaaly traffic volurnes. Based upon tlae
- analysis presentei, as required by Sgvkane Caunty, the prvposed deveiapmen4 under this
alternative of the Shelley L.ake Plat witl not ha~e any signpfir-ant imgact to 1eweIs of service,
thrvugh the develaprnent of Phase 1. It mu5t be understood, that Spokane County, has identiied
leVel of service as the indicatgr for prohletns associated with devervpment and, therefore, based
salefly on LDS this praject will hawe no impact. Hcrwever, subsequent develvpment of this plat
in conjuncrivn with develapment in a-nd arQund this area will require the rmprowement of severa1
streeks and raads within this general area of Spokane Cvunty.
At the carnpletian of Phase 2, for this alternative, w+hich includes all 254 single-family and 196
multi-family units, a traffic signal may be warranted at the intersectian of Sprague Avenue and
Cvnklin Rvad„ this signal would be necessitated by acombinativn of factars, first the cvntinued
area deWelopment and growth exclusive of tfie ShelTey L.alce prvject, and the addixion of the
Shelley I.ake woIumes. Hvwever, this signa1 shvuPd vnIy be pravided 1f SC lec15ti fULIT 51~nal
, warrants as autlined in the MUTCU are being met. If this intersactian meets warrrants a,nd the
signal has nvt been installed prior to Phase Z co r~pletion, then it is recornme,nded Ehat this
develvpment r.antribute, via an RTD, toward ic's development and constructivn. AdditionaTly,
the background traffic southbvund to eastbaund left turns will warrar►t an additianal left tum
_ being required ac the SulliVan and Sprague intersection primr to the campletivn of Phase 2, IF
this dual teft turn situativn is nat present by the cJmmplete buildvut of Phase 2, then it is
recvmmended that this develvgment contrihute, via an FtTD, towards it's develvpment and
constructivn.
CDNCLUSIUIVS = A1ternative 1Va. 2
Based upon the analysis, field vbservations, a5511fY1,pt1C1I151 methcsdvlvgies artd resulis which are
pravided in the body of this document it is cancluded that fvr Altemative Na. 2, development
of Phase I of the Shelley Lalce prvject can be impiemented ►vithout having a significarat ampact
. ta the oVerafl area transpartation system. Additionally, subsequent phases of compietion may
~ have no affect w the transpvrtativn systems vvithin the immediate area depending upon any
- plannned or propvsed transportataan system amprovemencs. The fallawing are conclusivns
reacfied and dvcumented within this dacument:
~
Inland Pacijc Enginsering CarVeny 9 Sh.elrey T.a1cc TIA
4
; • As with Altemative Na. 1, all study area intersections in 1995 with background volumes
added will vperate within acceptable ievels of service; Sullivan and 5prague (II.:[}5 D),
Sullivan and 4th ( I,C]S E)! 5grague and Conk]in (LOS C) and Sullivan and ibtfi (LOS
E). Althvugh these interse,ctions are currently on the rnargins, there is capacity far
additianal westbvund and narthbaund mvaements.
~ • As wifih A1ternaknve Nv. 1, if ttre overall develvpmenC and gravvth of the area is
maintaineci at nearly 3.0 percent per year then two of these intersection are expeeted to
fai] prior to develapment of t.his project, they are Sulliaan and 4th (L.:(7S F) and Sulliaan
aryd 16th (_LOS F).
' • After the full develapment of the 55 single faumily units, at the cvmpletivn vf Phase I,
the lerrei vF service af the Suuivan Rvad and 4th Awenue intersecfion will be beyand the
capaeity af this intersection to serve not only the existing apartrnents, currently under
, constructian but aisa any additional vaffic from the propvsed SheIley Lalce deVelopment.
- Therefare, without any plat revisivns fvr Alternative No. 2, this intersection will need
to be completely rebuilt with signaliza#ion and Ieft turn Yanes on a11 appraaclaes. In order
~ to minimize the mitigatian frcrm this alternative, it wauld be recornmended that this
alternaiive, be recvnfigured to join Ratchfvrd Drive and Conklin Road as a through raad
directly to 5prague. T'he reconfgurativn, under the existing zoning would lead to the
loss vf between three and fiVe lats as currently shown. The fvurth a,nd SuLlivan
-_intersection recanstructian is nat solely the cause of this prvjesct, rather a cambinatiom of
current multi-family development along 4th Avenue as well as other area wide through
traffic grvwth.
- • Far Fhase 2, develapment vf rh%s pZac (witGt4out either the recnnstructinn of the 5ulliva,n
, Road and 4th Avenue int,ersection er the recanfiguration of 4he plat) will nat be ahle to
proceeei as the adjacent street system wiU not be ahle to handle the additivnal t.raffic
wolumes.
Tn the event that the plat is reconfigured, then the mitigation recommendations as
-vutlined fnr Phase 2 completian for Altemative Nv. 1, will neeci to be
irnplemented as propvsed.
At tl7is time, and by ubillizing the growth rates Fvr the vVerall uea, it is unclear as to whether
_ the development Qf Altemative No. 2wvuld require the improvements recvmmended due to it's
deVeInpment alone. As rvas proven, that with ather area develvpments s.hese imprvvennents are
~aecommended and required in same irlstances to allvw through traffic prvgression. Please refer
' to the teccammended mitigation ssetion of ttiis daeument fvr mare detail.
r
InYRtuI PRCifeC EAgii4s'trirtg G3rrpIrAy 10 ShlIdGy LAkC TIA
REC[)MtNENDATI[7NS - Altemative I4'o. 2
' It is apFaxent that, Phase I of tlais altematiVe (56 units) cvuld proceed witt3 very little
improvements ta the aVerall transpvrtation system. However, further development vf this
_ aitemative will reguire either rwanfiguratian of the plat, sv that the recommendations for
AlternatiVe Nv. 1, vvvuld be met, ar nv further deVelogment past 561ois until the Sulliwan Rvad
and 4th Awenue intersection is campTetely rebuilt.
--CUNCLUSI(1NS - Aiternative Nv. 3
Fvr tus alt.ernative, no improvements crther than thase req,uued for background traffic and area
' growth wvuld be required. T'hfese improvements would include the fallawang:
• Recrrnstructivn af the Sullivan Rt}ad and 4th Avenue intersection to include full
signaliration and left tum channelizativn.
■ 'I'he addition af dual left turri 1anes, btith nvrthbound and south6ound on Sullivary Raad
at the Sullarran and 5prague intersection.
REC(1MMEt4'DA7IDNS - ATternative No. 3
7he recommendativn for the Nv BuiZd altemative wvuZd be that the improvements listed ahcrve
prviceed either by the County ar through area wide RID°s, and that future develvpment, must
_ in same way c.ontinue tv guarantee through traffie prvgression and appropriate 1evels af service.
Inland Pacific Engineering Compunry Shellry L.akc TIA
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EXISTING CONDI7'If]1VS
-EXTSTIIVG C4NDITIUNS
Tand Use
_ At the present time this groject lies directly adjacent to and south of the previousTy deVeloped
, Rotchford Acre `I'racts and west of the ShelIey Lace GraveT Pit, as sha►►an in Figure 2, Site Flan.
7'o date the Rotchford Acre Tracts have been fully develoged inta singTe family residential lvrs
or one acre or rnare. The existing deVelopment site zoning is SR-1 and UR-3.5. Ile proposed
zoning for both Alternatives I arid Z ineYudes hoth fihe SR-1 and UR-3.5 designatian, whale
Altemative 1 also includes zane UR-12. A brief description of each zone type foRvws.
Table Nv. 3 - Existing and Ftiture Zoning
- '-ZOrNING zoNINIG. TrI'LE iA" DESCRIP'TTON t ,
+ F • F
SR-I Subrurban Residential - 1, Zone, The purFvse of this zone is
tv allvw areas of moderate density residentia9 as the primary use
and agricultrarra]] as a secandary use. This xone ankicipates a
- generaI residentaal character with only lirnited agricuItural
_ activities permittei.
UIt-3.5 Urbao R+esidential -3.5, Zone, The purpase of this wne is to
implement the lower density range of t,he Urtsan C:ategory aad is
; intended tv prvmvke areas of prirnarily single-family residential
_ use irt ari urbanized setting.
LTR-I2 []rban Residential . 12, Zone, 'I'ne purpose of this wne is to
set sttanndards fQr the arderly development of the residential
' property in a manner that provides a desirable living
_environment that is compatihle with srurrvunding larid uses and
, assures the pmtection of property values. i7R-12 areas
typically inctude multiple-famidy dwellings frequently used to
prodide a transitian between lvvv-demsity residentiaT ([,FR-3.5)
' and intensive business ar muYti-farnily usnes.
#-b",oe C-h PLaniag Dqarl-a►, 7cam8 ~_o- ' At this bme #he proposei SheTley Iace P1at and rezvne has prvpased land uses cvnsistent wiGh
_ the overall Spokane Cvunty, ComprehensiVe L.and [Jse FTan. Additivnally, the existing Iand uses
, directly adjaeent to this development are SR-1 and CJR-3.5. Tberefare, the proposed
develerpment is cansistent with exis#irig adjacent larid uses.
Jn3ansl Pacif~c Engineering Grunpuny 12
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I+e~Fey Inke TiG4
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ErM!!g R17(1dWlLyS
As can be seen from the Vicirlity Map, Figure 1and the Site P1an, Figure 2 this propased
_ deVelopment fvr both A1tematiVe 1 and 2 will be directly serveci by the follvwirig streets and
roadways.
- • SuUivan Road
_ • Sprague AVenue
• 4th Avenue
` • Conklin Rc3ad
• Rvtchfvrd Dride
- Sulllivrrn Road is a trvcr-way, nortfilscruth major arterial within the Spvkane Caunty mad system,
with aposted speed limit of 35 MPH, which serves thvse adjacent land uses between Trent Road
(SR 290) to the north and the terminus af Su1livarf Road to the south at 40th Avenue.
Thraughout it°s length t7ae 1and uses alang Sullivan Road Vary, fram single family residential,
, to multi-family residential, cvmmercial and industrial. Within the direct project vicuuty,
between Broadway Avenue and 4th Avenue, Sullivan Rvad is bvunded by primarily cammercial
uses and zvning, see Figure 1.
Due to the praposed caEmmercial growth within this general ValIey area, the Cvunty in
combination with develvger participation is in ihe process oF improving that section af Sullivan
between Ynterstate 90 and 5prague AVenue. These imprauements are schedule.d within the next
year. T'he proposed imprmvements include impravements to the iritersection with tihe I-90
eastbaund ramps, the Sullivan and b-Cssion Awenue intersection, the Sullivan and Broadway
intersectian and the Sullivan and Sprague intersection, by cvnstructing a twa-way seven 1'ane
rvadway from 1-90 to 5prague Avenue. At Sprague Avenue t.his seven lane sectivn (including
~ SB ifl WB Rig"ht anIy and a VVB to NB right turn Iane from Sprague) will match into the existing
5-lane section south af Sprague.
~ 5auth Df Sprague Avenue Sullivan Road continues as a major arteria1, with a two-wa;y five lane
sectian for apprvximately one-quarter mile where a two-way, four lane section begins. This four
lane section extends frum appraximately 2nd Avenue wuth to lfth AVenue where SuWvan
begins to become an awlcward, tw¢way twv to three lane section depending ugvn the
irrtersectirtg street. Svuth af 16th Avenue Sullivan is a trvrrway twa 1a,ne rvadway with a 1eft
_ turning lane rnstalleci at 24th Avenue. Betwe.en, 4rh Avenue and Sprague, Sullivan has curb
gutter and sidewal.k vn both sides of the madway fvr pedestrian uses.
- Sprague Avenue is a twv-way, eastlwest rnajor arterial within the Spolcane Cvunty road system,
~ with aposted speed lamit vf 35 MPH, this facility seerwes thvse ad}ar„ent land uses between the
-City Qf Spokane CED to it's eastern terminus at Tnterstate 90 in Greenacres. Thrvughout it's
. length the land uses alang Sprague Avenue vary, from single family residential, to multi-family
InlQrrrl Pacific Engiruering CamipunY 13 5hedrey Y.ake M
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residential, commercial and industtial. Witltin the direct project vicinity, between Sullivazr Rvad
. and Canklir► Road, Sprague is bnunded hy primarily corrymercial uses and zoning, sm Figure
~ 1 ,
WitMin this area, the rQadway sectian vn Spragne Varies from atuvo-way sseven lane roadway
' wit,h curbs, gutters and sidewa'lks on the western leg Qf the 5ulhvan and Sprague intersectivn tv
atwo-vvay four lane roadway at Cvnklin RoadP with a distinct rural cross-section as nn curlas
or sidewalks are included within this section, and acc,ess is across a gravel shovlder except at
" paved apprvaches or intenectivns, such as Conklin Rvad..
4th Avenue is a two-way, hwo lane, 25 NPH, eastlwest lvcal access street east af 5uUivan and
' a two-way twa lane majar cvUectar west vf Sullivan Road. East vf 5ullivan, 4th Avenue
provides service to the adjaGent prvperties, prvviding Httle thrvugh traffic prvgressivn beyvnd
. Sullivari. Between Cvnklin and Sullivan, fourch has sidewaltis and curb and gutter where
adjacxnt develapment has constructed ihese imprvvements. Between the praject site and
- SullaVan, it is expeeted that the north side of the roadway wiU hawe a ctrntinuaus curb, gutter and
sidewa]k, as aU the availahle property will be developed into multi-family apartment units. It
, is expected that by 1994, 4th Avenue between Sullivan and Conklin will have approximateiy 700
to 900 apartment unit5 accessiryg Sullivan Road via 4th Avenue.
. Conk2in Roctd is a two-way, twv 1ane, 25 MPH, northlsauth lvcal access street, wtaich runs
' between tlhe praje.ct site at 4th Avenue and Sprague AVenue. For a short portion narth fmm 4th
Avenue, Cvnklin has curb and gutGer vn the west side af the strwt, along the existing mobile
homs P'ark. T`he rest vf the road, has gravel shoulders and provides a.ccess oanly ta thvse
' adjacent property vwners. Widiin th,is area land use is mixed, pnamari.ly between higher density
residential, such as the mvbile hame park and commercial uses along Sprague Avenue.
1 Rotch, ford 1]rive is a two-way, two Iane, 25 1vIPH, narthlsauCh lma1 access rvad. T'his facil.ity
° prvuides ingress and egress service to adjacxnt residential development alvng it's length.
_ Gurrently, Ratchfvrd Brive, exists betrveen 16th Avenue to the south and the sauthern baundary
of this p1at. There are twa eonnectivns directly to Rotchford, vne at 12th Avenue, which
cvrunects tv SuUlivan, and anvther at 16th Avenue rvhich also ties tv 5ullivan Rvad.
STUI]Y INTERSLCTTONS
8ased upvn the project scvping meeting as well as requ'rrements of Spcrkane Caunty Engineering,
the fvllvwing intersectaons in the site wicinity were identified for analysis.
_ ■ 5u11iwan Raad and Sprdgue Avenue
• Sullivan Road and 4th Avenue
• 5prague Avenue arid Conklirt
5ulhvan Road and 15rh Avenue
.
fril"and Pacific Engsnearing Campary 14 Sh.elley I.ake TIA
These intersections haue becen anaPyzed for 1eve1 of service (L(]S) as included withiat latter
sections of this dc:cument.
Tiqf'~c Volurnes and Peak Hours of Overation
_ Existing tuming traffic mvvement volumes at the identified intersectians were deterrmin,ed from
achW traff c counts taken by the staff of Inland Facific Engineers (IFE) during hath the AM and
PM pea.k h4urs in 7une and Tuly of 1993. In addition ADT vvlums infarrnativn was provided
by Spokane Caunty and SRC for twth Su1liVan Road and Sprague Avenue. T'he resulting
existing vQlumes are shflrvn in Figures 4 arad 5.
Based upon t,his traffic count infvrmatipn as pezfflrrned far this study, the carresponding AM
pea.k haurs of vperataan of the adjaeent faciUties are fram 7:0() tQ 8:00 AM and the PM pea.&
hours of vperation are between 5:IX3 and 6:00 FM. Tlerefore, within the cantext 4f this study
and for analysis purposes, these are ihe reference times for both the AM and PM pea& hours.
Since the weekday A1vI and I'M pealc hvurs have been identified as the time pennd when the
greatest traffic demands are piaced on the surrounding transportatian system, this will be the
time period utilized by this study far anaiyzing the prvposed action. ,
~
~ n lrtland Puc~'fie Engineering C'oVany 15 51eIley lake 774
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` rINLrAND 1d iCIF1V ~ r Figure 4 SHELLEY LA1CE ~
ENGINEERING EXlSTiNG CONDITIONS sPaxANE, wASHc~GTaN
~1993 ►4M ~~A~ ~ouR
' Sou#h 25 AEtamont SpaCcone,Washington
~ (sos) 535-7410 99202 ~ TRAFFIC VQLMES f ~ TRAFFIC IMPAcT ANAtYSSs
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SHELLEY LAKE
- ~ INLAND PACIFIC ~ Figure 5
EXISTING CONDITIONS SPOKANE, WASHINGTON
- ENGINEERING 1993 PM PEAK HOUR
_ South 25 Altomont Spokone,Woshington ~qFFIC IMPACT ANALYSIS
(509) 535-1410 99202 ~ ~TRAFFIC VOLUMES
.
Table No. 4- 1993 Peak Hour Existing Levels of Service
AM EXLS'TII~1G TRAFFIC vOLiJMES PM EXISTIIVG TRAFFTC VULIJMFS
,
' INREItSECIION . • Signalized , Uosignaiized ,.I vSignalized Dasigoalized
-
V/C ~ 'LOS ~ Cap~ , LOS Delay `:I ` vlC ~ I.OS . ~ ~ 1:ap
Sullivan Road and 24.4 0.53 C 30.2 0.79 D
Sprague Avenue
Sullivan Road and 175 D 76 E
4th Avenue
Sprague Avenue and 424 A 101 D
Conklin Road
Sullivan Road and 273 C 121 D
16th Avenue
As can be seen from the above table, all intersections are within acceptable level of service
thresholds for intersections within an urban area. However, the existing Sullivan Road and 4th
Avenue intersection, currendy operates at or near an LOS of E, during the PM peak hour.
Although not below acceptable levels, both the Sullivan/4th and the Sullivan/16th have levels
of service values of LOS D, during the AM and PM peaks, respectively.
A closer analysis of these intersection levels of service reveals the following information.
Sullivan Road and 4th Avenue - As seen in Table No. 4, this intersection, during the AM peak
hour operates with an LOS of D, and a reserve capacity of 175 passenger cars per hour (pcph).
As described earlier, for unsignalized intersecdons, the LOS for the intersection is the lowest
LOS experienced by any one leg of the intersection. The AM peak hour LOS of D at 175 pcph,
is for the eastbound leg of the intersection. For this project it should be noted that the
westbound leg, or the leg which has the potendal for traffic from this proposal, has an AM peak
hour LOS of B with a reserve capacity of 312 pcph.
For the PM peak hour, as shown in Table No. 4, this intersection operates with an LOS of E,
with a reserve capacity of 76 pcph. Unlike the AM peak hour, however, both the eastbound and
westbound legs of this intersection function at or near the same levels, please review the
- appendix for LOS calculations. 1fie primary reason for the poor level of service is the
conflicting left turns as well as the moderately high to high through traffic volumes both
directions on Sullivan Road and the fact that there is no turning lane or refuge for left turns at
this intersection.
Sprague Avenue and Conklin Road - As shown in Table No. 4, during the AM peak hour this
intersection functions with an LOS of A, and a reserve capacity of 424 pcph. However, during
Inland Pacific Engineering Company 20 Shillry Laki TU
the PM peak hour the LOS for this intersection falls to and L05 of D, with a reserve capacit,+
of 101 pcph. This level of service is fvr the sauthbound leg of the intersection. The nvrthbvund
leg, vr the leg vvhich will be directly affected by this propvsal, currently operates during the PM
- peak haur with an LQS of C, with a reserve capacity of 274 pcph. This level of service
designation is adequate far an urban unsignaTireti inGersectivn. It should be noted that the
sauthbound I.US of I], was fvr an intersection leg which had vnly 9 left turns and 8right tums.
Sullivun R'oad and l t5rh Avenue c As shvwn in Table Nv. 4, during 4he AM peak hvur this
intersectiQn operates with an acceptable LDS of C, with a reserve capaciry of 273 pcph. As with
, the vther intersections, during the PM geak hour xhe level of service fvr this intersecfion falls
ta ary L05 of I], with a reserve capacity of 121 pcph. Again, the identifed L(]S is for the far
Teg, or eastbvund 1eg of the intersectian. The near 1eg, or the leg with the potentaal fio tre
affecdeci by this prvposal currentTy operates during the PM peak hour with ari LQS of B; with
,a reserve capacity of 385 pcph.
It should be noted, thak 5ullivan Road funct"rvns as a high cnmmuter route between Interstate 90
and thvse residential areas svuth of Sgrague Avenue. Therefare, the dissimilarity in through
volumes as shvwn in F'igures 4 and 5, will directly affact all left tuming vQlumes whether they
be near side vr far side. GeneraTly, during the AM pealc hour, the easthvund left tum wW
aperate povrly, due tv conflicting gaP plarernent from the nvrthbound tra'fic, and conVerseIy irt
` the evenirrg the eastbound left will have to r,Qmpete with gaps fram the southbound througb (work tQ home 1hase) cammuters. This situation, will alm4st always cause the eastbound leg for
ba4h 4ih and 16Ch ta result in pvor levels of servic.e. Nvt due tto excessiwe Volumes an the leg
of the intersection, rather due to the high cvmmute volumes either north vr south and the
absence of adequate gaps fvr entrance anto Sullivara.
As has teen noted, these intersectians were c+aunted in Tune and 7uiy, 1993 by TPE staff,
" hvweVer, in additian to performing a physical count of these intersections, additional operativnal
characteristics were observed and noted. Primarily aiong it's length, SulliVan Raad frarn
5pragrae Adenue south aperates with an average running speed of 32 to 37 miles an hvur, based
r upon the highway capacity manual, for an arrte~raal street with a posted speed lamit of 35 mph,
this arterial street would have an LDS of A1B. Additivnal operativnal characceristics ►vere
vbserved alvng Sullivan Road, during the ]une and July counting vperativns. 'I'he single largest
contributing factor ta the poar level of service both calculated and measured alvng this arterial
, is the lack of fvrcad gaps and pIatavns aiong 5u11ivan Road south of Sprague AVenue. The term
farced gaps refers to aWfic control device such as a stap sign or traffc signal which farces
gaps in tthe thmugh traffic stream and increases headway between vehicles, I'he other,
; significant observativn wa.s the lack of p2atoans, alrrng Sullivan Rvad, which also results in
- sta,ggered wehicles between platvans and few gaps ferr left tuming side strmt trafffic to make the
intended mavement.
- Observations, clearly indicated that the number of tuming vehicles from the side streets were
not signifieant as tv their immediaUe valumes, hut after s+ederal minutes 4f no-gaps aivng Sullivan
Inlurtc!' Pace~fc Engineering aampany 21 Sh.elley d.Qke T`~lr!
r
~ .
4 ,
Road, they would begin to queue up along their respective legs. During both the AM and PM
peak hour, it was not unusual to observe, three to seven vehicles queued up waidng to either
cross or make turns at the intersecting cross streets on Sullivan Road. The presence of these
vehicles, in a queue, is primarily due to the random nature of vehicle gaps and speeds along
Sullivan Road.
A more in depth analysis, revealed that during the AM commute, the northbound upstream
vehicles, south of 16th Avenue, could enter onto Sullivan relatively easily and at will.
However, as these vehicles began their commute, they would be joined with additional vehicles,
at approximate 50 to 150 foot headways. This type of headway, is usually associated with a
relatively good arterial LOS, which was observed to be between LOS A and LOS B. However,
this type of free flow, dces not allow the additional side street traffic north of 16th Avenue the
opportunity to enter the traffic stream. Conversely, during the PM peak hour the southbound
traffic which is allowed to enter Sullivan through the Sullivan and Sprague signalized
intersection, do so in a rather dense platoon. However, given that there are no traffic control
~ devices along this route (stop signs or signals) the traffic is allowed to reach a free flow speed
with increa.sed headway. During the PM peak hour, the only gaps created in the traffic stream
are when a southbound vehicle turns left, eastbound, thereby slowing down following Sullivan
Road traffic until the movement can be made. However, due to the width of Sullivan between
16th and 40th Avenues, this situation can really only occur at those intersections south of 16th
Avenue.
In the event that gaps were available, the queue of two ta seven vehicles could be released by
a gap as small as 10 to 12 seconds. There, are several excellent resources for gap progression,
but for this analysis we have used Greenshield's, Queue Discharge Data which states that a gap
of 8 to 12 seconds will accommodate between 4 and 5 cars in the queue, which is the upper limit
of the average number of cars experienced in any one left turn queue. Tfierefore, based upon
actual gap timing and field observadons, the operation of the unsignalized intersections along
Sullivan Road, with an LOS of E, with the addition of gaps could maintain better levels of
~ service than indicated in the LOS calculadons as outlined in the HCM. As the highway capacity
manual dces not deal well with gap reladonships in travel patterns and dces not have the ability
to analyze adequately this juxtaposidon in patterns.
Warmnt Analysis
Although no actual warrant analysis was performed, the Sullivan Road and _ 4th Avenue
intersection by inspecdan MAY warrant a traffic signal due to meeting the criteria for Warrant
No. 11, Peak Hour Warrant, as outlined by the Manual on Uniform Tra,,~`'ic eontrol Devices
(MUTGD).
Inland Padfic Engintering Comparry 22 Shellry Lake T!A
`l
~c Sqfety Accident summaries available for the m❑st Tecent t.hree years (12J011$9 ta 12131192) from
WSDC}T and the Spokane Gvunty files far the identified intersections within the Shelley Lalce
Vicinity were assembled. Generally, acciderits are documented by type of occurrence, such as
ProPertY damage (PDO), injury (TNJ) and fatality (FA'I), as well as average frequency ger
_ millivn entering vehicles (per MEV). This rativ is a functivn of the average daily traffic
entering the intersection and the annual fxequency of accidents. Table 4B dQCUrnents the
- accident rate per MEV for the identifie.d intersectivns.
~
Z`able Nn. 4B - Faci.~rting Aceident Histary '90 to 192, 5heHey I.ake Vicinity
,,,~,g .
~ , "i1GCMENT STA`II,'I[S
7~~p■\fSA~~~'Aa/~■Vtf1J~^y~; 4i■ ~~qD.i~ t~T S
w , . , .
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, , . . r>" , , s " i .i?• ` ,<~< 5
1990, , -J992 Per ~
> . w.;NEV
SuIliwan Road " ~'DO II~..~ FA~T PDU ~i 1, FAT "I 'PDO. I IN,T FAT .
5prague ~ 12 I 14 4 0 I 24 ~ 11 i 0 ~ 24 ~ 18 0 I 3.17
16th Avenue ~ U I fl ~ a I fl ~ Q I 0 i fJ f v U I 0
'
SpraguelConklin ~ fl ~ 1 I 0 I fl ~ 0 ~ 4 I 0 0 ~ D 41
As shnwn in Tabie 4B, accident rates varied 6etvvcen 0 and 3.17 per MEV. With the exception
fvr the Suliivan and Sprague intersectian, these rates are be1vw accident trends for principal
arterials within the 5tate of Washington, as well as beiow nativnal trends for this tyge of facility.
However, the accident rate at the Su1livan and 5prague intersection is at or above the average
- accident exgectancy far an intersec#ion of this #ype and geometry.
Generally, far urban intersectivns, an ar.cident rate of 1.6 accidents ger MEV is considered tv
' he at the upper limits of average. Per the WSDOT annual report, the average accident rate for
an urban principal arterial such as Sullivan Rvad is rvughty 2.4 accidents per MEY. 3t should
be nQted that even though accident rate thresh4lds are nflt exreeded actual safety groblems may
nvt be apparent until accident recards are investigated by type of occurrence.
Based ugvn the types of accidents and their severity wittun this area, the imprvvements ta the
SuflEvan Road and Sprague AVenue intersectian shvuld reduce the existing accident ratee of 3.17
MEY Ea near the state average accident rate of 2.4 MEV. '
~ a ITnland Paci,fic Engineereng Carnpany 23 S1eIlry L,ake 77A
~
i
' Planned T'mnsportrition Imprnvements
A rerriew of the six-year Transpvrtativn Irnprervernent Pragrams (1993-1998) for Washington
Stat.e Departznent vf Transparta#ion and Spvkane Gvunty indicates that funding has been allocated
for work an two projects wi#hin the immediate area. T'hese prvjects are as listed belvw.
,
1. Sullivan Rvad, Interstate 90 to Brvadway AVenue, 1993-1995. This projeet propases to
-
widen the existing, 5u11iVan Rvad to seven-lanes to pravide access to a prapcased shopging
center development at the nartheast oamer oF the SuTlivan and Sroadway intersectivn, and
_ wiil be designed to me.et existing Spvkane Cnunty arGerial startdards.
2. Suuivan Road, Broadway Avenue to Sprague Ar+enue, 1993-1995. This praject prvpvses
to widen the ex.isting faur-lane ssctian af roadway to seven-lanes and to match with the
propased praject direc#ly north vf Braadway Avenue. This project has been prvposed
to improve ex.isking 1eVe1 of service alvng 5ullivan Road and prvvide through traffic
E-~ prvgressivn along this eorridor between the existing and propased land uses to the svuth
of Sprague Avenue and lnterstate 90. As with the nvrthern section thrs mad will be
designed to meet exisEing SpakarYe County aRerial starydards.
i;
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~
~i
~ Irrlarud Pacific Engineering Campuny 24 Sfee2ley Lrrlce TT.4,
E
f ~
' FUTURE YEAR TRAFFIC IMPACT ANALYSIS
ANALYSIS ASSUMPTIONS AND METHODOLOGIES
, Future year morning and evening weekday peak hour impacts of the potential traffic generated
~ by the proposed Shelley I.ake project were analyzed for each development alternative as follows:
0 The project description, planned year of buildout, location and size of the proposad
Shelley Lake project were confirmed, as were estimates for maximum unit buildout
densities and rezoned areas.
• Traffic generation estimates of the future morning and evening peak hour trips for the
complete buildout were completed and assumed to be by phases, with Phase 1 completed
_ by 1995 and full buildout for Phase 2 by 2000.
• Background traffic volumes on each key transportation system element were determined
prior to superimposing the traffic impacts of the proposed Shelley Lake project. This
included adding any known pipeline projects, such as Ridgemont, Morningside, Fred
Meyer, etc., as well as allowing for transportation system growth at 3.0% per year for
those streets intersecting with Sullivan Road and Sprague Avenue.
• For Phase 1 trip assignment, Conklin Road is expected to carry approximately 95-percent
of all ingress and egress trips with the remainder of the trips using 4th Avenue. By the
year 2000, or at full buildout, Conklin Road via Rotchford Drive, would still be expected
to carry approximately 80-percent of all site generated trips, with 4th Avenue carrying
10-percent of the remainder and 16th Avenue via Rotchford Drive cairying the remaining
10-percent. This would be true both during the morning and evening commute times.
• Forecasted traffic volumes, generated from the ITE, Trip Generation Manual, Sth Edition
were then superimposed on the background traffic to determine cumuladve traffic
impacts. This determination was performed for both the morning and evening peak
hours for the both Phase 1 and Phase 2, ultimate buildout.
• Level of service analysis was then performed for both the pre-development and post-
development traffic volumes to idendfy any capacity or LOS deficiencies due to the
development of the proposed Shelley Lake project.
• Additionally, site related issues such as access design and operation, internal site
circulation and on-site parldng were then addressed to ensure that the project site plan
conformed to general traffic/transportation and local area design requirements.
, lnlcnd Pacific Engineering Company 25 Shcllry Lake TIA
I1EVELQFMEtVT TR"AFFIC
. ~ SheiZey Lake - AUernative Nv. 1
5ite Generated Traf,~c
~
_ Trip generatian estimates vvere prepared for the rnaximum pa9ential for this a,lternative
dewelopment of the Shelley Lake praject. Based upon the existing zoning code for Spakane
; Cvunty, apprvximately 264 single-family and 196 multi-family units could te, and are propossed,
within the Shelley Lake project site. Ile tttip generatian estimates were deterrnined using the
Inrtiture of Traffic Engineers, Trip Generation Ma,nual (TGM), 5rh £ditiDn. The TGM pruwides
ennpirical data, based upon actuat field observativns for trip generation characteristics af similar
residential deVelapments throughout the United States. 7'he alternative as stated will be a
_ deVelopment of 254 single family and 196 muiti-famiZy, apartment units. The TGM prvvides
tcip generation rates based upvn the land use ty*pe, ie, commercial, residential, industry, school
~ etc... T'herefore, for this trip generation analysis, L,and Use Code 210 - Single Fanily Detached
- and 220 - for Multi-Family Attaehed frvm the TGM will be used to determine bvth the AM and
PM peak hour trip generation rates. These rates for total buildvut of this alternative are listed
in Tab1e 5.
' As indicated in Tabie 5, this propvsed project will generate variaus volumes nf traffic durirjg
constructivn vf the severaT phases vf develapment. At Fhase 1, cvmpletivn, which includes 58
single family residential homes the prapased project will generate approximately 43 AM peak
hour and 59 PM pea.k hour trips. 'Ihe ankicipated total number of vehicles whieh wil1 be
generated thro►aghout the day would be 530 vehicles per day (vpd). Gf the 43 AM peak hour
trips, 11 trips will be entering the site, while 32 will be exiting. Of the 59 FM peak hour trips,
38 trips will be entering the site, while 21 rvill be exiting.
Far Phase 2 altemative cotnpletion or at praject buildout, this project alterna#ive wi11 generate
apprvximately 283 bM Pea1c haur trips and 375 PM peak hvur trips. T'he anticipated tv#a1
number vf daiiy trips which will access this site is expected tv be ap,pzoximately 3,750 vpd, Of
the tatal 283 AM peak hour [rips, 66 trips will 6e entering the site, while 217 will be exitsng
draring the AM peak hour. Of the 375 PM geak hour trips 246 will be entering the site, while
129 will be exiting.
_ ShelIey Lcrlce - Alterna#ive No. 2
Site Genemted T'rafflc
Trip generation estimates were prepared for the maximum pvtential for this alternatiVe
, der+elvpment of the Shelley Iake praject. Based upan the existing zoruing cade for Spakane
County, aPprvximately 225 single-farnily units could be pmpvsed, within the 5heUey L,ake
project site. The trip generativn estimates were determined using the Irtstitute of Traffic
rIirlwnd' Pscific Engineerireg Corwarry 26 .rlheYIE"y LQkr M
i ~
~i
' Engineers, Trip Generation Manual rMM), Sth Editian. The TGM prvvides empiricax data,
hased upon actual Field ohservatians foz trip generakion characteristics vf srmilar residentaal
developtnents t}vvughvut the United States. 'I'he TGM prvvides trip generation rates based upon
_ the tand use type, ie, cvmmercial, residential, industry, school etc... Therefare, for this trip
generation analysis, T.and LTse Code 210 - Sirigle Famuly Detached frvm the TGM wiii be used
to decermine both the AM and PM peak hour trip generatian rates. These rates for total bnildout
vf this alfemaiive are liste.d in Table S.
As iridicated in Table 5, this praposed prvject will generate various valumes of traff c during
_ censtruction of the several phases of developnnent. At Phase T, campietiarr, which includes 56
single family residential homes the propased project will generate approximately 41 AM peak
hvur and 57 PM peak hour Crips. The anticipated total num'ber af vehicles which will be
gener~aited thraughout the day wauld be 570 vehicles per day (Vpd). Of the 41 ,AM peak hour
trips, 11 trips will be enteriayg the site, while 31 will be exiting. C]f the 57 PM pealc hour trips,
-
37 trips will be entering the site, while 24 wi11 be exiting.
Far Phase 2 altemative campletivn vr at project buildout, this project alternative will generat.e
approximately 166 ,qM Pea1c hvur trips arad 22$ PM peak hvur irips. 'I'Me anticipated total
number of daily trips which vvill acc.ess this site is expected to be approximately 2,280 vps3. C?f
the total 166 AM peak hour trips, 44 trips ►vill he entering the site, while 122 will be exiting
during the AM peak hour. Of the 228 PM peaIc hour trips 148 will he entering the site, while
$0 will te exiting.
- SheUey Lake - Alternative Na. 3
~ srte GenerWed Tr',~'zc
For this proposed project alternative, I7v Nothing, there will be na additivnal trips generated
- than currently are generated by the existing prvject site.
r-r
l
lirland Pace,fic Engineering CanrpanY 27 Shelley Lake T714
~ ~
Table S- Trip Generation - Shelley Lake Plat
,
TW GENERATION TABLE = SRELLEY LAKE - - ~ - . •
. .t,. , - , ,
Alternatives I ~ ~ ` . AM Peak f'Ionr 1''M Peglt Huur
Pfiase 'No. oi Mnd No. In/Out • Directional - Cumulative Rates No. In/Out '-Directional Cumnletive
Units Use ~ Trips' Split ' Distribution VotumeA „ 7lripe ` Spht Distribution Volumes
• . ~ Code Gen. Gen. ~ • ~ :
' ' • (gate).,t, Vol ~ Vol In dut. . :Vol'•', <Vol ' Yn 'Otit
-Ie , dut . : . . ' ; • , tn'j `"Out,
• ' ,
:
Alt. No. l I I I I I I I I I I I I
1 I 58 I 210(.74) I 43 I 26/74 I 11 I 32 I 11 I 32 1.01 59 I 65/35 I 21 I 38 I 21 I 38
2 I 206 I 210(.74) I 152 I 26/74 I 40 I 112 I 51 I 144 1.01 I 208 I 6935 I 135 I 73 I 173 I 94
2 I 196 I 220(.45) I 88 I 17/83 I 15 I 73 I 66 I 217 ~ 0.55 ~ 108 I 68/32 I 73 I 35 ~ 246 I 129
I I I I I I I I ( I I I
Alt. 1- Totals I I 283 I I I I 66 I 217 I 375 I I I I 246 I 129
AJt. No. 2 ~ I I I I I I ~ I I I I I
1 I 58 I 210(.74) ( 43 I 26/74 I 11 I 32 I 11 I 32 1.01 59 ~ 65/35 ( 38 I 21 I 38 I 21
2 I 169 I 210(.74) I 125 I 26/74 I 33 I 92 I 44 I 124 1.01 171 ~ 65/35 I 111 I 60 I 149 I 81
- I I I I ( I I I I I I I I
Alt. 2- Totals I I 168 I I I I 44 I 124 I 230 I I I I 149 I 81
Land Use Code 210 = Single Fanaly Residential Detached
Land Use Codi 220 = Apanment
Phase 1 is expeettd to be complete by 1995 Phase 2, buildout is expected to be conyplete by 2000
Inland Pacrfie Engineering Company 28 Shellry Lake TU
TRIP DISTRIBUTION AND ASSIGNMENT
Based upon the following criteria trip distribution and assignment within the general area has
been determined using:
• Existing ADT's along the adjacent principal/minor arterial/collectors and local access
streets.
• Existing AM and PM peak hour direcdonal and turning volumes along Sullivan Road and
Sprague Avenue.
0 Field observadons of primary driver characteristics determined during actual field
: observations and intersecdon counts.
• Regional employment data from the travel forecasting model provided by the Spokane
Regional Council (SRC).
• Future land use projections provided by Spokane County.
The resulting estimated trip distribudon is shown in Figure 6. The resulting trip assignment to
the existing transportadon system is as shown for Alternative No. 1 in Figures 7 and 8 for
Alternative No. 2 in Figures 9 and 10.
As shown in Figure 6, 62-percent of the site generated trips have been determined to be from/to
the north. This conesponds with those trip distribution rates as provided by the Spokane
Regional Council, employment data model. This data from the SRC provides employment and
non-employment areas. These areas then determine the destination of the morning home-based
to work and evening work to home-based trips. The actual trip distribution when run on the
SRC model incorporates, land use, street type (classification), size (number of lanes), speed
(posted) and several other social and economic aspects of the overall area. From this model,
then an existing or proposed trip can be modeled to deternune the actual, or nearly actual path
that the vehicle and it's occupants would chose to access the appropriate land uses. The critical
factor for this analysis is speed and progression, the computer optimized these two factors to
determine what will be the least time dependent route and then adds the commuting vehicle to
that route.
BAC%GROUND TRAFFIC
Due to the growth which has taken place within the Greater Spokane area, growth rates for the
area south of this project vicinity were obtainad from both Spokane County and SRC. The input
from the County indicated that the general northbound and southbound through volumes along
Sullivan Road should be increased by 3.0 percent per year, for the twenty year period analyzed
lnland Padfic Engineaing Compa►ry 29 Shtllty I.ake TIA
` i
~ j
(1993 through 2015). This increase in thrvugh traf'fic volumes vs+QUYd approximate the existirag
growih rate which is expected to cvntinue throughout the duration vf this praject. For those
arteerials, c.ollectors and lacal raads adjacent to ar intersectiizg with, i.ncluding Sprague Avenue,
_ a 3.0 percent per year grrrwth rate was used. As with the growth rate assmiated with 5►allivan
Road, this rate wilT be appliad to all area stre.ets oVer the #wenty year periad analyzed (1993
--through 2015). 'f'his increase i.n traffic volumes alvng these streeis, as with SulliVan Rvad, as
expected to cvntinue throughvut the duration of this prQject.
i
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I,nlund Pacifec Engentenhg Co►nparra' 34 Shelley Iake TM
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INLAND PACIFIC~ Figure 6 SHELLEY IAKE ,
~ ENGINEERING Tri p Di stri buti on ~ SPOKANE, WASHINGTON
South 25 Altomont Spokane,Washington
t (509) 535-1410 99202 J~ TRAFFIC IMPACT ANALYSIS
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~ ENGINEERING ALT No. 1- PHASE 1 SPOKANE, WASHINGTON
TRIP DISTRIBUTION
South 25 Altamont Spokone,Woshington
(509) 535-1410 99202 AND ASSIGNMENT TRAFFIC IMPACT ANALYSIS J
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~~LAND PACIFIC FIGURE 8 ~ C SHELf_EY LA1{E ~
ENGINEERING AL-r No. 1 - PHAsE 2 SpoKANE. WASHINGTON
1
Sauth 25 Al#amont Spakana,WcshPnptvn rRIP D1STRIBUTION
' {509} 5,35-1410 99202 , ~ AND ASS4GNMENT ~ ~ TRAFFkC 1MPAG7 ANALY515 ~
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INLANI~ PA~IFI~ RGURE 9 ~ ~~~LLEY LAKE r
ENGINEERING ALT No. 2 - PHAsE 1 SPoKANE, WASHINGTON
TR1P D15TRIBUTION
South 25 Altamant 5pokane.Woshington ' TRA~FIC IMPACT A~NALY515
{509} 5~-f410 99202 AND ASSIGNMENT
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~ - ENGINEERING ALT No. 2 - PHRS~ 2 SP4KANE, waSHiNCTaN
TR1P D1S7RiBUTION
South 25 AJtomont Spnkdne,Washingtvr ~q~EC ~~p,q~7 AHALYSlS ~
~ (5vs) 535-1410 99202 ~ ~ AND aSSIGNMENT
FU?'URE YEAR LL VEL UF SERYICE
-Fvr all altematives the background grawth is expected tv be cansistent and non-project
_ dependent, Tlherefore, bacTcgrvund levels will not be analyze[i fvr each altematiwe.
BQCkgrivund Future Year Level af Service
- To lhe existing valutnes counted at the identified int.ersections, the backgrvund taff~c vvlumes
, shvwn on Figures 11 through 14 were analyzei to determine the imgact +af non-project relateci
growkh. The resulting levels vf service for Fhase 1 are shvwn in Tables 5, 7, 14 ana 11 and
for Phase 2 buildout in Ta'bles 8, 9! 12 and 13. As can be seen frvm these tabYes the additional
Voiumes resulting frvm a evmbinativn af area wide vacant pmperty bualdvut as weH as t3ie
continuing background grvwth pattern af 3.0 percent per year wiH have significant impact, in
some placesp during the AM and PM peak hvurs thTough the completion vf Phase 1 in 1995.
Hcrwever, the resulting traffie vQlumes due tn background growth alvne, will result in several
1Ly~rseCt3Dfl5 failing to rneet everr t.he min'rmum requisemerats vf Spvkane County for Phase 2
buildaut in 2(]00. These prablem iratezsections occur during bath 4he AM and PM peak hvurs
at the follvwing intersecfions.
SulUvan koad and Spmgue Avenue -
1995 Background - AM Peak Haur As shawn in the identified tabTes, vvith the constructivn vf
the SulliVan Rvad Improvement Praject, between Brciadway Avenue and Sprague AVenue, ttiis
intersectian is expected to operate with accegtabIe ZeveZs of seraice in 1995.
1995 Background - PM Peak Hour A5 5hC1V4+n ltl the ldeE1t1f ~table51 with the cvnsiderable
leve1 vf exisiing and prapased develvpment in place, this intersectivn wffl vperate with an LOS
af F, during the PM peak hour in 1995. The assvciated dela}+ of 62.5 seconds, although beyond
the acceptable limit of an LOS Qf D, inciudes the widening rrf Sullivan to seven-lanes on tlae
southbvund leg of this intersectivn. It as only expected that this level vf delay will be extended
vver aperiod na longer that 10 to 15 minutes as this intersectian experiences, signiFicant peaks
due to the cammuting nature of the vehieles aceessing this intersecdvn.
20IX7 &ackground - AM Peak Hvur As sharm in the identified tahles, with the cvnstructivn af
the 5ullivan Road Imprvvement Project, between arvb,dway Avenue and Sprague Avenue, this
_ iaitersection is expected tcr aperate with acceptable leveIs of serwice in 2070.
2007 Backgrvurid - PM Peak Haur As with the results from all of the background growth noted
- in 1395, this rntersectivn will evnanue remain at an 1i.Q5 of F, vvitta the delay der,aying from
$2.5 seconds in 1995 ta 94.2 secvnds in 2000. AlAhvugh this 1eve1 of service is high and is
unacceptable, from Che Spakane CaUnty, L.C]5 policy, in actual experience, a minute and vne-half
of a►+erage delay at a high volume urbanizec3 intersectivn, which this intersecpon wW quicllcly
_ becorne, is ta be expected and wvuld not be cansidered excessive. If this intersectian were tv
Inland Para,fic Engineenng Cotnpariya 36 Sheldry Lake T7e4
_ cantinue to be anafyzed as a suburban intersection then significant revisivns wvuld be
necessitated. It shvuld be nvted, that 4he calculatians as shown in the appendix note that the
southbound 1eft turn with afuture wvlume of nearly 404 left turns could be revised ta a dual left
. tum, which could innprove the vverall leveT of seivice of t.his intersectivn durrang the year 2000,
_ PM Pe.,adc Hvur tv an LQS of E, witM an avera,ge del'ay of 55 seconds.
Sullivan Road and 4th Avenue -
1995 Background - AM Pecrk Hour As shown in the identified tabPes, during the AM peac
' hvur, the level of service caF this interse.ction is expected to degrade from and ex.isting LQS of
- C, with a researr+e capacity vF 201 passenger r.ars per hour (pcph) to an LO5 of F, with a reserve
capacity of -2 1 pcph. Tlhe pritnary re.ason fvr this level of service degradaxivn is the existting
canstructinn of over 600 apartment units along 4th Avenue east of SulliVan Raad. Althvugh,
apartments, characteristical.ly, generate half the AM and PM peak haur trips of single family
zesidential, a cvncentration of this type, will use up rather quickly the exce:ss eapacity of this
' intersection as it is currently conf gureci. At this time and with completion of the apartrnent
connplexes, level of service of this intersectian will vrily cnntinue to degrade. T'he anly remedy
avaailahle at this intersection would be to improve the intersection ta include aleft turn pocket
a3]d SlgAal1T,E t1i5 interSeCt1QI1. If these rvadway improvements were ta be performed, then the
- resulting level of service wvuld be an LQS of C(18.6 ser-onds).
1995 Background - PM Peuk Haur As shown in the identifiel tables, during the PM peak hour
r.his intetsectivn Whicn cunenrly ~as an Los of E, wil] degrade tv an LOS of F, wirh areserve
- capacity of -146 pcph. This situativn, a.s described fQr tt►e AMpeak hour cvnditian, is that with
' the atidition of the agartments along 4th Avenue, this interse,ction wiii degrade beyond it's
capacity tv handle the number of cars accessing the 4th Arrenue vicinity, east of SuTlivan Road.
-_VVith signaliaation the PM peak hvur LOS vs+ould be D(29.b seconds).
2000 BacTcgraund -AM Feak Hour As shown iry the identified tabTes, by the year 2000, with
anly hackgrvund volumes presenty t}115 interseetion rantinues ta degrade and lose reserve
capacity fram and LOES of F, -21 pcph to an LQS of F, -$D pcph. An LO5 of C(18.$ seronds)
wauld be achieveci if signalized.
_ 2000 Batkground - PM Peak Hvur As shvwn in the identafied tables, by the year ZOOD, ►x+ith
unly background Volumes present, this intersectivm continues to degrade and losce mwrve
capacity frarn and LO5 of F, -146 pcgh to an I.OS of F, F192 pc.ph. An LC}S of I] (37,2
seconds) would be achieved if signalizei.
Spnzgue Avenue arrd C'anklin Road -
1995 Bnckgrowrd - AM Peak Haur As shown in the adentified tables this intersection is
' eapectei to operate ir: the future vaith a very ac.ceptahle levet of service.
-1995 BaGkgrau+nd - PM Peak Htrur As shown in the identified tables this intersectivn is
JnPand PaafiC Engireerin8 CoWany 37 Shelley LaIEa TM
c - '
expected tcr operate in the future with a very acceptable leveT of service.
2000 Buckground - AM Peak Hour As shvwn in the identified tables this intersectivn is
expecttecci W operate in the future vvith a very acceptable leVel vf service.
2000 Backgrouncl - PM Feak Flour As shvwn in tlae identifi€d tables this in#ersectivn is
expected to vperate in the future with a Very acceptable level of service.
Sullivan Road arul 16ih Avenue -
13795 Background - AM Peak Hour As shown in the identifed tab1es, this iriters8ction will
cAnbrirille t0 4}er"dtL Very I1e2.TIy aS 1t GllI7eT1tIy dLleS, in that the eastbvund Ieg, is respvnsible for
the canflicting movement and therefare, will not be affected by development east af SulHvarz,
(westbound Ieg,) only by increases in through traffic volumes.
1995 Background - PM Peak Hour As shvwn i.n the identified tables, this intersectivn will
continue to vperate rrery nearly as it cuzrently daes, uf that the eastbound leg, is responsible for
the cvnflicting movenrient and therefvre, will not te affecteci by development east Qf Sullivan,
(westbound 1eg) aniy hy increases in thrvugh traffic r+olumes.
2000 Background - AM Peak HQUr As shvwn i.n the identified tables, rhis intersectivn wil1
continue to operate very nearly as it currently dces, in that the eastbound leg, lS PeSponSIble for
the canflicting mvvement and therefvre, will not te affected by development east vF Sullivan,
(westbound leg) vnly by increases in thuough traffic volumes.
2000 Baekgraunrl -PM Peuk Hour As shovvn in the identif'ted tables, this intersectian wi]1
cvntinue tv operate Wery nearry as it currently does, in that the eastbound leg, is responsible fvr
the canflicting movement and ttierefvre, will nok bc affected by develoFment east of Sultivan,
(westbound Ieg) oniy by imGreases in through traffic volumes.
~
` Inlahd Padfic Engineerin8 Cornpany 38 Sherley Lake TIA
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t I11 LAND PAL IFIL ~ FlGURE 11 $HELLEY LAKE ~
~~~I~'~~~I31~C~ 1995 AM P~K tiOuR SPO~E, W~M«GTON
FUTURE TRAFF1C VOLk1MES
South 25 Wtarnvnt Spvkona.WashEmqtvn ULT3PLE S[JLINAN RL7 PROJEC7S T~4FF1~ 1M~e~1CT AI~ALYSIS
(509) 535-1410 9~2a2 r WlTHOUT SFtELLEY fAKE /t ~ ~
~
1 -
s
473 J'' ~ 289 ss
569 508 1082 -a ~ 936
272 294 27
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INLAND PACIFIC ~ lg`~r~~2 ~ ~au ~ SHE~ ~KE
1 1
95 FAK SPOICA?dE. 4VA5Fi1NGTON
ENGINE~~ FUZURE TRAFFIC VQLIlMES
Scuth 25 Attamont 5pokone.W4shington ML1LTfPLE SLlLWAN RD PRC}JECTS -
(5[19} 5W-1410 99202 ~ \ WfTHOUT SHELLEY U1KE o/ ` TRAFFIC IMPACT ANPLY515 ,
- ~
~167
225-=> 276 462 -=C> 460
83 1 og
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EIV~~IN~~RI1V~ 20'~° AM P~aK HouR SPO~E, W~HENGTa~
FUTURE TRAFF1C VaLIJMES
South 25 Aftomant Spvkane.WQShington MULTIPLE gULWAN RD PRQ,IECT
~ (509) 535-1410 99202 OF' ` WaTHOiJT SHELLE1' EAK~ ~TRAMC 9MPACT ANMLYSIS J
~
~ 57 ~ 4~ 9
664-=7 589 1230 -=C> C--1 Q8l
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11~ 2000 PM P~K HouR
I ~,~'~i~~~~~~~~ sPV~rrE, WASH[IdGTON
FUTURE TRAFFlC VnLUMES
South 25 Altomvn# 5,pakona,Wcshingtvn MULTIPLE SULLfVAN RD PRO]ECTS
(509) 535-1410 99202 ~ ` WITiiOU1' SHELLFr' 1AKE ~ ~ TRAFFfC IMPAGT ANALYSl5 ~
5heUey L+~'ce F'uture Year Lrevei a,f Service
Alternrrtave 1Nn. 1
, Tu the Phase 1 and Phase Z (huildnut) AM and P1VI backgraund peak hour interseciion vvlumes,
the site ,generated traffic voiumes as shawn in Figures 7 and $ were added and are shvwn in
Figures 15, 16, 17 and 18.
Tle resultant traf'fic vvlumes were then analyzed for future year LOS with the project. Tables
C, 7, $ and 9 indicate ihe resulting 1eveIs of service fram the trraffic vvlurnes generated by this
altemative. -
- Alternative No. I
Phase 1- Resulting Level of Service
AM Peak Hour -.As can be seen frvm Table 6, far Fhase 1 connpletivn this praject does not
degrade the level of service, beyond the baekground LOS fvr any of the identified intersectivns
PM Peak Hour - As can he seen fram Table far Phase 1 campletian this prvject wi11 reduce
the backgraund 1eve1 of service at the Sprague Avenue and Cranklin Rvad intersection.
The specific reductivn in LOS is the reduction from an LOS of C, 236 pcph to an LOS of E,
88 pcph. Althvugh this Yevel of service, reductian from an LOS vF C ta an LOS vF E, seems
excessiVe, it is anly assaciated with a nvrthbound left turn volume change from 4 Ieft turns
withvut the project to 20 left turns with Phase 1❑f the project.
, Alternative No. I
Phdse 2 (Euildout) - ResuTting Levet af SerMCe
AM Peak Hour - As carr be seen from Table 8, foz Phase 2 cvmpletion this project will reduce
the tevels af service, beyvnd the backgrvund levels of service at twa intersectians. The irst
intersection is the unsignalized Sprague Aveatue and Cvnklin Rvad izttersectian, where the 200[]
_ backgrvund LOS vf A(473 pcph) and the LOS with the projact is anticipated ta move to an LOS
af D (145 pcph). Although significant in the fact that the vverall reductian is three levels vf
service from an LOS of A to an LOS of D, this reductian in LflS, is still above the minimum
, acc.eptable LOS as identifed by Spvkane County.
Inland Pacifec fngineering CanWany 43 Shellry Lake TIA
Table 6- Phase 1- AM Peak Hour Intersection LeveLs of Service - Alternative No. 1
EXI.STING 1995 EACKGROUND 7RAFFIC 1995 WITH PROJECT$7RAFFIC
~ITERSECi'[ON 5iAna1'vxd Unsignalized Sknalized I Uasignalized . Signalized Uatigoalized
. Delay I V/C I LOS ~ Cap I LOS Delaq I V/C I LOS I Cap I LOS Delay I V/C ~ I LOS f. CnP . I ~ LOS.
Sullivan 8t Sprague ~ 34.6 I 0.52 I D I I 34.0 I 0.68 I D I 34.8 I 0.70 ( D ( I
Sullivan and 4th ~ I I I 201 I C I I -21 I F I I I-24 I F
Sprague dt Conklin I I I ~ 463 I A I I 717 I A I I I 447 I A
Sullivan and 16th I I I I 201 I C ~ I I 94 ( E I ( I 94 I E
Table 7- Pfiase 1- PM Peak Hour Intersection Levels of Service - Alternative No. 1
Exrsrnvc 1995 BACKGROUND TRAFF7C, . ~ 1995 WI7H YftOJECT'TRAMC;
DNItSECTTON Signalited Uttgignelir.ed . SiEtnalized ; ~ . UnSignnlized , Sigeatited - ~ r Untignglized ,
Delay ( V/C I LO5 Cap ( LOS Delay I V/C I LAS I Cap I LOS D. I` V/C I LOd' Cap I LOS
Sullivan 8t Sprague I 39.7 I 0.59 I D ~ I 62.5 I 1.02 I F I I 65.7 I 1.04 I F I I
Sullivan and 4th ( ( I I 98 I E I ( I"146 I F I ( I-150 ( F
Sprague 8t Conklin I I I I 116 I D I I I 236 I C ( I I 88 I E
Sullivan and 16th I I I I 152 D ( I ( S I E „ I I I 4 I E
Jnland Pocific Engi►uerirt8 Con►PanY 44 Shelley Lake T/A
Table 8- Phase 2 -AIVI Peak Hour Intersectian Lkrvels vf Service - Afternative No. 1
~
20U0 BA►(;KGROL7ND T1ZAmC xom WrI'A ° FRoJEcT '1'RAmC,~,
umm 4~1~; . • S~ali~ed ~ ~ ~ [Insi~mli~ $~it~i~ei~ ` , I , Unsig~i~ S~~~d • v,w ~ , s~oatizcd .
~
~ P ~ I ~ f 1 ~ p ~ 1' ° ' I ' P, g
bele7' . YIC, T.[1S ; ~ I~IS VICiAS Ca I~S ~ T]~ ~~VIG,~'.. ~ • I.~S'~;
Sullivan A Sprague I 34.6 I 0.52 I D~ ~ 35.0 ~0.78 I D ~ I 41.6 ~ 0.89 I E ~ I
Sullivan and 4th 201 I E I-80 ~ F I I I-122 I F
Sprague & Conklin 109 I D I ~ I 473 1'°1 I ~ I 145 ~ D
sUai~van and 16rh ss ~F, 71 E~ 53 I E
'Caale 9- Phase 2- PNI P'eak Hour Intersectian Uve1s of Setvice - Afterna#iWe Nv. 1
, ~'S'i'II~IG~~,~~ ~ • ~ ~ ~ , 2040 BAICKG ~E[]~'[]1~TD '~LAIFH'IG,~ Z~ ~ PR6JEL"~' TitA~'IC , .
M1ry ~ ` e . ~ ` . . ~ < < .
. ~ ~ v'~'~a
Pr~z5Ec..~rro~ : ~:y S ~~a` `,~~i~. ,i 4 < S~"~a~ 1 > rr`~~n~~a S
>
. ~~N ner~~•, ~.vic ~r.~s~. ~ c~►p ~s 'h~r~,~ vic Lvs c$~ r,os vtc i;~►s ,
~ 4 ~ ~ ~
Sulliwan & Sprague I39.7 I0.59 I [3 ~ 90.2 ~ 1.12 I F I I I 117.7 1.22 I F I I I
Sullivan 4th I I I 9$ ~E ~-192 IF ~ I I-232 F
Sprague 8t Cankiin I I I 116 I 1) ~ I 225 I C ~ I I-35 F
Sullivan snd I6th ~ I I w 152 I L1 I-13 i F I I I-TS ~ F
Tn[aned Padfic Engineering Cornpany 45 Sleellcy Luke TfA
`1he secvnd intersectian, to experience a reductivn in LC}S is the Sullivan Road and Sprague
_ Avenue intersection. This intersectiDn rerluces frvm and LOS of A, with an average delay of
35.0 ser-onds to an LO5 of I)1E witri an average delay of 41.6 seconds. Ad~thvugh the LQS D
level is exceeded, an increase of 5.6 secvnds of tvta1 delay, rs somewhat arbitrary due to the
svrnewhat subjectiVe nature of signaLized intersection Tevel of service caleulativns. []suaUy, the
rule of thumb would state, that with mare aggressive signal timming, by incorporating shvrter
cycle Iengths, incvrparating rnnre right tum on red vr left turn perrnitted]prvtected phasing a 10
to 25 percent a-eciuctian in delay ean be achieved. In order to maintain c,ontinuity between 1evel
of service calculativns far reView, these timing revisions were nat incorporate.d. Therefare, an
average delay change fram 36 ta 41.6 ser-ands cou7d be cvnsidered tv be wery little ehange, if
_ any at all.
Additivnally, the primary reasan for the increase in LUS is due tv the vverall increase in traffic
_ vvlumes at this intersectiora and the reduction irr green time for the eastbound and westbound
' directians given the larger thr°ough vaTumes alang Sullivan Avenue. Therefare, if there were
- more thraugh laries available fnr thraugh traffic prv,gression or northbaund Ieft turns the overall
intersection level of service cvuld te maanta.ined within the acceptahle limits of no less than an
LOS of D.
PM Peak Hour - As can be seen from Table 9, for Phase 2 (buildQUt) this praje.ct will reduce
the Sullivan and 5prague and the Sprague and Canklin intersectians below the levels of service
frvm the backgraund growth in traffc.
As with the earlier discussinns, the leveis of service reductions on 5prague Avenue are nvt
reductions on 5prague Avenue, rather they are the result of additional thrvugh volumes on
Sprague Avenue and this thrvugh Wfics impact on the intersecting side streets. The impact tcr
the interse.cting side streets is usually in either the nvrthbaund or southbound unsignaliwd left
tum. As indirated far Phas~ I completivn, the increase in both fihraugh traffic on Sprague and
an increase of 16 left turns reduc,ed the reserve capacity by 154 vehicies, T'he same is true far
the Phase 2 cQmpletimn, where the increase in nmrthbaund 1eft tums frvm a pre-deaelvped
altemative valume of 4 is tQ a develvpeid buildaut VvTume of fi$ left turns. It shauld be noted
that this vralume is apprvxirnateiy half that of the left tums in the AM peak hvur. Hawever, the
higher eastbaund c,omrriruting volumesan Sprague and the canflict that they presenc, foFces this
intersection tv an L(]S of F.
Ac the Sullivan Road and Sprague Avenue intersectivn, the reductian in level of service crated
by this intersectian is twa fvld. First, tlhhe increase in thrvugh vvlumes due tv c,onsiderable
background grvwth, cambined with an increase in left turn valumes for access to the proposed
Fred Meyer facility, have pushed this antersection beyond it's capacity to serve the expected
grvwth. Sy the year 2000, with a background Ievel of servace at an LOS of E (90.2 seconds),
the additional delay and level of service reduction ta an LaS of F(117.7 seconds) is fihe result
of the sauthbaund t.v eastbaund left tum beeing heyond capacity with nv additianal green time
available t,v improve this leVel of service. Tn the event that the county were ro r.anstruct dual
' Tielarfd Pacr'f c Engineering CompRny 46 Shel1ey Lake 77A
lefts at this intersection as part of the Sullivan Road improvement project, LOS at this
Y intersection will increase to an LOS of E with an average delay of 55 seconds.
Inland Padfic Engincering Comparry 47 Shelky Lake T7A
~
~ ev r• d
1 tt' 9
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I, 187~ ~
1 08-4> r~ 23B 451 456
29 ~ ~ 1
I 71 2
cana~
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~
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I'~~ 95 AM P~K-~ SpO~E, W~H:N~aN
FUTLIRE TRAFFIC VOLI]MES
ENGINEERI
5oulh 25 Altomont 5palcmne,WoahEngtcn AULT1Pt,E SCJLLNAN RD PROJECTS
~ i (509) 535-1410 99202 W1TH SHELLEY l.AkE f TRAFFlC lMPAGT ANALY51S f
~
Q 56 ~/~~~Q 8
473 ~ 302 9082-> ~ 936
574 --p -1-511
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ENGINEERING 1995 PM PEAK HOUR SPOKANE, WASHINGTON
FUTURE TRAFFIC VOLUMES
Sfluth 25 Altamont Spokane,Woshington MULTIPLE SULLNAN ROAD T~FIC IMPACT ANALYSIS
+ (509) 535-1410 99202 ~~pROJECTS WITH SHELLEY LAKE/ \ ~
/ ~
~ f
~b~ 20~ Q
~ 210cP 'lt223 9
241 ~ C-- 288 465 -C> 464
89 117 10f~ ~ 20
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I SPRAGUE AVE SPRAGUE AVE
~
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N ~ N
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0
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~
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INLAND PACIFIC FIGURE 17 SHELIEY LAKE ~
2000 AM PEAK HOUR SPOKANE. WASHINGTON
~ FUTURE TRAFFlC VOLUMES
ENGINEERING
South 25 Attomont Spokane,Woshington MULTIPLE SULLNAN RD PROJECTS
\ (509) 535-1410 99202 wITH SHEILEY LAKE TRAFFI(, IMPACT ANALYSIS
~N0
~
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513
680-=C:> -0- 599 1232 -=C:> G:- 1066
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ow ~
~
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co
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0
~ .
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>
._J
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NOT TO SCALE
~ INLAND PACIFIC~ FIGURE 18 SHELLEY LAKE '
2000 PM PEAK HOUR SPOKANE. WASHIN6TON
FUTURE TRAFFIC VOIUMES
ENGINEERING
South 25 Altamont Spokane,Washington MULTIPLE SULLNAN ROAD TRAFFIC IMPACT ANALYSIS
` (509) 535-1410 99202 ,~ROJECTS WITH SHELLEY LAKE~ `
Shelley Lake Future Year Level of Service
Alternative No. 2
To the Phase 1 and Phase 2(buildout) AM and PM background peak hour intersection volumes,
the site generated traffic volumes as shown in Figures 9 and 10 were added and are shown in
~ Figures 19, 20, 21 and 22.
The resultant traffic volumes were then analyzed for future year LOS with the project. Tables
10, 11, 12 and 13 indicate the resulting levels of service from the traffic volumes generated by
this alternative.
Alternative No. 2
_ Phase 1- Resulting Level of Service
_ AM Peak Hour - As can be seen from Table 10, for Phase 1 completion of this altemative will
only affect the reserve capacity of the Sullivan Road and 4th Avenue intersection but will not
degrade the level of service, beyond the background LOS for any of the identified intersecdons,
including the Sullivan and 4th intersection.
PM Peak Hour - As can be seen from Table 11, for Phase 1 completion of this altemative will
only affect the reserve capacity of the Sullivan Road and 4th Avenue intersection but will not
degrade the level of service, beyond the background LOS for any of the identified intersections,
including the Sullivan and 4th intersecdon.
Alternalive No. 2
Phase 2(Buildout) - Resulting Level of Service
AM Peak Hour - As can be seen from Table 12, for Phase 2 completion of this altemative will
only affect the reserve capacity of the Sullivan Road and 4th Avenue intersection but will not
degrade the level of service, beyond the background LOS for any of the identified intersections,
including the Sullivan and 4th intersection.
PM Peak Hour - As can be seen from Table 13, for Phase 2 completion of this altemative will
only affect the reserve capacity of the Sullivan Road and 4th Avenue intersection but will not
degrade the level of service, beyond the background LOS for any of the identified intersections,
including the Sullivan and 4th intersection.
~
- lnland Pacifec Engineering ConypanY 52 Shelley Lake TU
i _ f =~u,.-•I _ _ ~ _ I '
Tahle Td - Fhase 1-AM Peak Hour Intersection LeveLs af Seayvice - Alternative Nv. 2
1"s BacK~~OUND TRAMC', ~ 11 I "S ~OJECTMAMC
5~.~ilixed ~.T~~nal~@d £ v ~ 5~]n8Zi2ed' ` ~ C~:15~1~1i~~ed I , S~1r~113~+El1 ~ ~ f I11~i~nals7.edgA,
LieZay ~ V►'C ~ LUS I Cap ~ IOS . Delay I YIC, ~ IA3S I ; Cap I IA5 ~ ~Delsy ~ - VIC I ~ tDS 1• Csp I LdS `
Sullivan & 5prague I 34.6 ~ 0.52 I D I ~ 34.4 I 0.58 0 I ~ 34.0 I 0.68 ~ L] I I
Sullivan snd 4th ~ I I I 201 I C ~ -al F ~-143 F
~pra$uE & Conklin ~ I I ~463 IA I I 717 I A I ~ I I400 $
Sullivan and 16th 201 I C 94 I E 53 ~ E
Table I I -Pham 1-PlVi Peuuk Naur Intersecteorr I.eevels vf Service - A1ternative No. 2
a ~MSTWG i"s BACKGR~~, TRAMCx~ 1995 ~ ~OJECT '171KAMC ~ .
~ , ~Y~ ~ r ; ~'rt Ur~ijtialifta 53gnPuir.~a . ~ ~ `ve~.ai~aii~ I ` s~narfixd = < ' ' , . ~7~ikns~l~e~~
Delay I VIC rl TOS} ~ 'CsP : I LdS, rI?elaj j,,VlC I L+[7s' I cap I 1L(J5 ~ Delay't `VlCdy L~S<s~.:-cap I
Sullivan 8t Spraplue I 39,7 I 0.59 ~ L! ~ I 62.5 I 1.02 I F I 63.7 I 1.02 I F
Sullivan autd 4th I I I w 98 I B ~ I I-146 F I I ~`18$ ~ F
Spragus 8t. Cvnklin I I I ~ 116 I D I I 236 C I I, ~ 237 ~ C
Sullivan and lfth I I I ~ 152 I I} I I 5 ~ E - I I ~ 5 I E .
Inland Pacr'fec Engrnaering C.or►+Pany 53 Shslley Lakc 7U
Table 12 - Phase 2- AM Peak Hour Intersection Leveis of Service - Alternative No. 2
. ' , : • = EXIS71NG - A . . .2000 BACKGROUND TRAFFIC 2000 WITF( PROyECT TRAmC
IIV'I~'1t.4F.Cl'ION . Signalized I Ua4ignalized , 5ignatu.ed Ungignalized Signal'zed ~ Uncignaltzed
. . Delay I V/C I I.OS I Cap I lAS Delay I V/C. I LOS I. Cap ~ LOS belaq ~ VIC I LOS I Cep, I IAS
Sullivan & Sprague I 34.6 I 0.52 I D I I ' 36.0 I 0.78 ~ D ~ I 35.9 I 0J9 I D I I
Sullivan and 4th ~ I I I 201 I C I I I-80 I F I I I416 I F
Sprague 8t Conklin ~ I I I 463 I A I I I 473 I p ~ I I 342 I B
Sullivaa and 16th I I I I 201 I C I I I 71 ( E , I I I 33 I E
Table 13 - Phase 2- PM Peak Hour Intersection Levels of Service - Alternative No. 2
, EXISi'QVG 2000 BACKGROUND TRAFFIC 2000 WI'IH PROJECY' TRAMC -
VMRSpMpN Sip,maHzed ~ Un4iRnali7ed Signelized ~ Unsignslized . " SiRnsiized Un4nalized.
Delaq I V/C, I IAS ~Cap. I LOS , Delay ~ V/C I WS ~ Cap I LOS Delay -I'<,V/C I.IAS 1. Cep I LAS
Sullivan 6t Sprague I 39.7 I 0.59 I D I I 90.2 I l. 12 I F I I 103.4 ( 1.18 I F I I
Sullivan and 4th I I I I 98 I E _ I I I"192 I F I I ('322 I F
Sprague 8t Conklin I I I ( 116 ( D I I I 225 I C I I ( 227 ( C
Sullivan and 16th I ~ I I 152 I D I I I-13 I F I I I'13 I F
Inland Pacific Engrnccrin8 ComPanY 54 Shdlry lake TU
r~an~oa ~~ao
, i 41~~
78~ ~ 9
187~ ~150
194~7 C- 238 452 ~ C=- 480
" 78~, ~Si
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~ ~~LANJ.I ~~~C"" ~ FIGLlRE 19 $HELLEf LAKE ~
~N~I~T~E~IIIT~ 1995 aM PEAK Hou~a 5pL7'~A~EE. W~H,NGao~
FsruRE TRAFFIC VoLvMEs
S[suth 25 Altarnant Spokana.Woshingtvn (WITH L7iPLE SULLlV,ATi Rf] P#~~C]JECTS _
, ' (509) ~s-1430 99202 ~ SHELLEY LAKE AL7ERNATf$f N.. TRaFFIC [MPAC7 AlVALYS15 ~
.
~ 473 ~ ~ 289 9
559-*7 C>- 508 ':0$4-> C~ 940
277 299 g 27
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I
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~ 'z
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~ SHELL~ ~KE
~ . E~TGI~IEERY~3G ~URE z~FIC uoLUMES SPa~►~. ~~H~~~TQ~
Souih 25 Aitprnont Spnkane,Washing#on MULTIPLE 5LILLNAId Ra PRQJECTS _
(509) W5-1410 99202 f <71-1 SHELLEY LAKE ALTERN4TIV5/ ` TRAFFIC IMPACT ANALYS[S ~
-
°I
vcnv~
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+ D PACfiFIC * f FIGk~RE 27 ~ f SF~ELLEY ~KE ~
1 20Q0 AM PF4K HC~~J~2
SPOK~WE, WASHENGTQt~
- ' EN`.TiNEERING FUTURE TRAFFIC VaLUMES Sovth 25 Altomc-it 5pckona.Washingtan MULTIPLE SULLIVAhI Rm PROJECT -
(509) 535-1410 992[r2 -W1TH SHELLEl' LAKE AL7ERNATl1A~F `TRAFF4C 1MPa4CT ANALYSIS ~
ti ~
I
~
bn~s
59J,
, 513 303 1 '23B-> <34- 107;~
66Q~ ~ 598 B ~ f 27
352 ~ A >
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-I ~
~
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~ 17--> C:- 16 0
25 cz~r 39 ~
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I~~AND 1PACIFIC ~ . FigUxe 22 SHEL~ ~E
2~?0 PM PEAK-HOU~l
sPOKANE, WpSHINCTaN
~ ENGINEEPuING FllTURE TRAMC VOLUMES
South 25 fUtamont Spok4ane.Washington MULTlPLE 5t1LLNAI+I RD PRO.]ECTS _
(509) 535-1a1v 99202 ~~lfTH SFIELLEI' 'LAKE AL3ERNATN~ ~ TRAFFlC 1N~PACT fWA~.Y515
I ~
SHELLEY I.ARL FUTURL AEYELQPMENT IMPACTS
ALTERv.~TIVE NO. r
Pluase I - I995
- Based upan the analysis perfvrmed fvr this altemative for the prvpvsed 5helley Lace
development, na direct specific imgaGt, which wvuld degrade the Phase 1, 1995, background
leveT of service of the suarpunding street system can be dete~rmined. VVith the exception of the
Sprague Avenue and Canklin Raad intersectivn during the PhI peak hvur. Hawever, in
conjunction wit1t the expected grvwth ievels associated wiih th'rs 1a.atiort within SpvTane Courrty,
this intersection does nat drop below the aniriimum accceptable LO5 of E, during the PM peak
hvur, for ax► unsignalized intersectivn within Spakane Gvunty.
_ ALTERvarrvE Na. r
Phase z - zoDo
AM Peak Hour - $ased uprari the analysis as performed for this altemative of the prvposea
Shelley Lake deveioptnent fvr °the future year 6uildvut of 2004, severl intersections drop below
the background levels of service, while vne of these intersectiuns drop beivw the rminimum
threshald as vutlineci by Spokkane County.
During the AM peak haus, the twv intersections which drop belvw the background levels of
service are ttae Sullivan and 5prague and the Sprague and Cvnklin intersectivns. Thi e SuYlivan
and Sprague interwtion, hvwever, falis below the minimurn acceptable 1eve1 of ser►+ice fvr this
iritersection. As described earlier, tlhe change in LOS is frvm an LOS of D(3C.Q secvnds) ta
' aaid LOS of E(41.6 seconds). Although, the change c.arries the infierswtian through the LQS
' of DIE threshald, several timing revisions could be incorporated ta maruimrze vr negate the
impacts. The rgal measure of this signalized intersectinns capabilntaes to handle the added traf~i~ ,
; volumes fram this altemative is that the vIc ratio moves from a background vlc rativ of 0.7$ ta
a with the alternative vfc ratian of 4.89. Therefare, thas intersection maintains adequate capacity
- to handle the valumes generated by this prvposed project as well as the background growth, but
the signal timing and existing lane configurativns do nvt aJlaw ihe intersection to ogerate at it's
- maxirnum patentaal.
PM Peak Haur -Based upon the analysis as performed for this altemative of the proposed
Shelley T.alce development, for the future year buildout of 2000, arrIy one intersection drops
below the background Ievels QF service. This int.ersection is the Sprague and CvnkTin
iritersection, and in additian to dropping belaw the background leVe1 of service, it alsa drops
below Spokane Cvunty's minimum acceptable level of service. For an unsignalized interssctimn
the rninimum acceptable level of service is an LO5 of E. At this locatian the resulting leVel of
service tar this altemative is an LQS of F, with a reserve capacity of -35. As nvt.ed earlier, this
is due to the increase of 64 additional northbound to westhvund left turns frvm Cvnklin onta
, Sprague. It should be nvted that a reduction in intersection reserve capacity is being reduced
by four times the number of added left turras. This type of capacity reduction is indicative of
li1CIe3..5ed tIIQlIgh traffiC VCiILlmEa OTi t.}le LE]teTsecXITIg SLTeety in this case Sprague Ar+enue.
,
~
- rdant pa~~~ ~nginec,in8 ConWeny 59 Sherry r.ake 7M
~
i I
~ ALTERvaYvE Na. ~
Phase I - 1995
Based upan the analysis perfarmed for this altemative for the prvposed 5helTey Lake
, development, nv direct specif c imgact, which rvauld degrade ihe Phase 1, 1995, backgraund
level of service of the surrvunding stre.et system can be determined. The anly significant change
is not an ler+el of service, rather Gvncems the degree of impact. As shuwn in Table li], the AM
peak hvur rmnre capacity of the Sulfivan and 4th intersecction, decreases from an LC75 of F(_
21) to art LDS of F (143}. What this signifies is that, due tv increases of thrnugh traffic
- valumes along Sullivan Rrad any irdcrease in traffic w the adjaryent side stceets wili noticeably
reciuce the aVailable gaps to greater degr€e than the specific number of cars adaed. An exampIe
of this was discussed fvr AlternatiVe Nv. 1, r+vhere 64left turns were intrvduced and tlhe reserve
capacity was reducced.by a d: l aratio. During the P11fi paeak hour this sarne intersection decre,ases
frvm a backgrerund bOS of E (146) to an L+DS of E(-188), the _reasaning fvr this is the same
as described far the ANd peak hvrur.
ALTERWATTYE 1V(). 2
Ph.ace Z - 2000
The impacts for this altemafive are similar tv thvse described ahave for Phase 1, only that the
degree of severity is complacated by develnprrlent ftirrther south of 4th Avenue, and nat
necessarily the developments alvng 4tfit Avenue. Hvwever, the tuming rral'umes onta 4th from
, Sullivan are signifiir-ant and wvuld force this intersectic►n to not only meet several warrants for
signalization by ye.ar 2000, but wnuld alsa result in srgnificant intersmtivn improVernents such
_ as left turn lanes and intersmtivn signaliaatian.
- - .4LTE1RIVATIVE N((1. 3
Na impacts to the futrare t.ranspvrtation s}+stem vther than fram backgrcaund growth cauld te
attributed to this project site,
1nWaJ Facafic Engineerins ComParry 60 SheIley Lake 77A
r -
i
i
POT'EIVTIAL M177GATION
Patential rnitigation wa5 inVestigated by altemative far thvse identified interswtions affected by
the propvsea develvprnent of the Shelley Lake prajecti. '1`his investigation evaluated the existing
LC]S, the future 6ackgrvund I.US and the future La5 witlr► the proje.ct, by intersection wiih
- recvmmendativns as fallaw.
ALTERNATTVE NU. 1
5ullivan Rocrd arrd Sprague Avertue - Ba_ced upvn the existing, future background and future
Phase I as well as future Phase 2 (EiuUdvut), this interseaction, wiU cantinue to ogerate beyond
the minimum ac,ceptabie levels of service fvr a signaliW intersection as identified by Spakane
Caunty. At this time, there is veny little mitigatian that could be recommended except that this
project could participate in the deVelapmerat of the future dual Ieft tums which witl be required
vn bot.h of the ncarthbound and svuthbound legs of the intersectivn. However, due tv the 1ocation
of this project, participativn wvuld orly be limited tv the gercen4 traffic parfiicipatian fvr the
southbaund (PM peak hour) dua] left tum lane. Based upon existing and future voTumes, arrd
depending upan constructivn, this develapment could Farticipate by contributing, (80f5414) 15.8-
perccent of the totaY cost of orIy the southbaund dualleft, in the year 2000. Please note that this
is not the percent participation En the entire inntersection improvements, vnly the percent
parkicipabon in ttte rost of the dual left turn Yane. It shvuld be recommended that the face of
-this plat ke canditioned so Lhat in the event that Spokane Cvunty were ta form an RFI], that
participation in this impr+c►vernent wvuld be mandatvey.
Sullivan Raad and 41h Avenue -Bassed upon existing, futt►re background, future Phase 1 as
well as future Phase 2(buildvut), this inte_rsectian wiil continue tv vperate belvw the minimum
threshvlds of level of service as identi~ied by the 5pakane Cvunty. However, this alternative
sFecifically, re-aligns the prvpvsed 4th AVenue and Cot7kklin Raad intersecfian tv allow ttze
thrvugh traf~ic, with a hQme based-wark orientatavn to access Sprague Avenue rather thari to
allovv travel dvwn 4th Avemue ta 5ullivan Road, Therefore, mitigation as proposed by this
altemative is t.o allow for the realignment and reconfiguration o€ the 4th Avenue and Canklin
3'ivad intessectiori, and not provide fvr any improvement whether physical oa via plat nvtativn
far any future cnnstruction of the 4th Avenue and Sulli►ran Road intersection.
Sprague Avenue and Conklin Rorzd - Based upvn existing, future background, future Phase
1 as well as future Phase 2 (buildout), this intersectien vvill continue tv flperate within the
' rninimum threshaTds of leveI of service as identi~ied by the Spvkane County. It is recvgnized
that after fuhare buildvut, this iritersecbon wiTl te aperating with levels of servie.e in the T.aS
DIE range. HaweVer, as has been noced the reduction in le.+el of service by year 2000 tv an
LOS of F (-35) is due more tv r,ontirtued develvpment and traffie grvwth along Sprague A►+enue
than with the development of this alternative. Part of the decreased 1evel of service at this
intersectavn has been in regponse ta the poar levels of servioe, and nv capacity aVailable at the
,T 2nTa►td f arific Engzneering Company 61 Shedley bake TU
;
'Sullivan Rc3ad and 4th Avenue intersectian. Due ta the realignment of the 4th and Cvnklin
intersection all altematiVe traffic is encourag,e to use this intersection. At this time and with the
future level of service at an La5 of E1F, the mitigatian at this intersection shvuld iravvlve the
reanalysis of this intersection prior tQ full plat buildout far the pvtentiaa installativn of a signal.
Hue to the traffic volumes present, arid the nature of Conklin Rvad both narth and south of
Spraguey the nnly i.ntersectivn mcydifcativns would be the installatian of a traf~'ic signal and
detectian equiprnent. This signal, vvould need to be aperated in the split phase mode fvr
Cvnktin, and the permitted pratected phase for Sprague. In the event that this signal is
warrarited, an RIOD shouid be f4rmed by the county, Via an RID staterrlent on the plat fvr
participation in these improVements, Due to the nature vF this alternative, the plat should
contribute 100-percent of the cvst of the traffic signal constructivn. Additivnal, intersectivn
imgrovements, wvuld need to be distributed amvn$ other RID participants.
Sullivan Raad and IGIh Avenue - Based upon existing, future background, future Phase 1as
- ►r+ell as future Pha.sce 2(buiidout), this intersecctivn will cvntinue tv aperate within the minimum
_ thresholds of level of service as identified by the 5pokane County. Therefore, no potential
mitigation is recommended at this time.
ALrERvATIVE rvv. a
~-Sullivan Raad and Spmgue Avenue - Base.d upon Lhe existing, future backgrDUnd and future
'Phase 1 as well as future Phase 2 (6uildvut), this iratersectivn, wiU continue to vperate during
- the AM peak hvur within the minimum acceptable levels of service fvr a signalized antersectivn
as identified by Spokane County. During the PM peak hour this inxersectivn for future
backgr4und as well as future with the project wiil operate helvw the acceptable levels of service
fvr this intersection. For this altematiVe, it is expected that all vehicles associated with this
project wi1T be through vehicles at this irztersectivn. In tlze event that Spokane Cvunty were to
revise this intersectian by prvviding addidonal through 1anes, it woufd be recvmmended that this
project participate to the percent leVel of responsibility due ta the vvlume of trips. Based upon
this participativn, this alternative shvuld part'rcipated in the cost of any additivnal southbvund
thraugh lanes teyDnd those eacisting in year 2000, by providing (14911583) 9.4 gerc.ent of the
east for these lanes. PTease nate, that this is nat the participatavn recamrnendatian for the entire
a intersection improvement, vnly the southbound thraugh Ianes.
SulGivan Itoac[ and 4th Avenue -Ba,sed upon existing, future baekground, future Fhase 1 as
vaell as future Phaase 2(buildout), thrs intersectivn will conti.nue Ev vperate below the mirrimum
threshalds of levet of service as identified by Spvkane Cvunty. Due tv the configuratiQn of this
altemative, Rvtchfvrd Drive wauld be exxended straight thmugh tv 4th AVenue. Far this
' alternative, analysis was prvvided that split the traffic IeaVing the project site, based upon trave1
--time and speed. This analysis, indicated that 4th Avenue to Su1Livan Rvad wauld trc the quickest
way tv reach the 5u11ivan and Sprague intersectivn. This is primarily due ta a right turn at
Irrlarrd Pacifac Engf,neeri►e,g Campany 62 Shrllty Lake T1.4
i;
Sullivan and 4th versus a left turn at Conklin and Sprague. If this alternative is chosen, it would
be the recommended mitigation that this plat be reconfigured to the point of the loss of additional
lots, to realign the Conklin Road/Rotchford Drive and 4th Avenue intersecdon. Additional
midgation beyond this would be that recommended above for Alternative No. 1, at the Sprague
Avenue and Conklin Road intersection.
Spmgue Avenue and CoRklin Road - Ba.sed upon existing, future background, future Phase 1
as well as future Phase 2(buildout), this intersection will continue to operate within the
minimum thresholds of level of service as idendfied by the Spokane County. Therefore, no
potential mitigation is recommended at this time.
Sullivan Road and 16th Avenue - Based upon existing, future background, future Phase 1 as
well as future Phase 2(buildout), this intersection will continue to operate within the minimum
thresholds of level of service as identified by the Spokane County. Therefore, no potential
mitigation is recommended at this dme.
ALTERNATIVE NO. 3
No midgadon would be required for the No Build alternative.
Inland Pacific Engincering Comparry 63 Shellcy Lake TU
CoNcLUsroNS AND REcOMMErunATIoNs
- CGINGLUSInNS - Alternrnative No. I
I Based ugon the analysis, field ahservations, assumptions, methcxioYvgies and results vvhich are
- prvvided in the body of this document it as c+ancluded that fvr Altemative No. 1, develapment
of Phase 1 of the Shelley Lalce project can be implementetl wikhout having a significant impact
to the a►+erall area transportativn systern. Additionally, subsequent phases of completivn anay
have no affect W ihe transpartation systems within the immediate area depending upnn any
planned ar propased transgortation system itnprvvements. The following are conclusiDns
reached and docuanented rvithin this dacument:
' • By 1995 with background valumes present a11 study area intersections will vperat.e within
acceptable levels of service; Sullivan and Sprague (LDS D), Sullivan and 4th ( I.OS E),
, Sgrague and Conklin (i.05 C) and SulliVan and 15th (La5 E). Although these
lI]tetSeCilOi75 are C1317entTy Dn thB TtIaIglAS, there as capacity for additional westbvund and
northbound moVements.
• Shauld t,he orrerall develapment and growth of the area be maintained at nearly 3.{}
perrent, iwa of these intersection are expected to fail priQr to development of this
project, they are SuIlivan and 4th (LQS F) and Sullivan and lbth (T..DS F), This is due
to westbound to northbvund lefts and higher through valumes.
• After the full develapment of the 5$ singde family unifs, at the campletion of Phase 1 y
all study intersactions are exgect.eci to remain at the same hackgraund 1ede1 of service as
prajected. This dc,es nvt mean that this deveiopment will nat add additional vehicles tv
the transpartatian system, Qnly, that the for 1995 have the LQS capacity far the inerease
in backgrmund traffic and the deVelapment of the Phase 1.
+ That with the completian of full buildaut of Phase 2, hy 2000/ SEVeFi1l 1I'IIeI'SeCCt10i35 W1lI
need imprvvements to a11aw the valume of anticipated traffic fio pass at reasvnable 1evels
of service; Suliivan and Sprague, due tv the design of the plat directing trips ta Sprague
via Conklin, during the PM peak hour (by adding 80 - 90 left turns fram this project,
added ta the 1995 expected 420 exis#.ing PM peak hour left turns) wi11 push this
- intersection beyond it's capaciry ta serve left turns. It should he nated that the as a rule
of thumb, for either right ttrrning or 1eft tuming vehicles, the threshold as identiFed far
a separate lane is 400 vehicle5 per hour. AddiavnaZZy, #he Sprague and Cronklin
int,ersectian during the Pivl peak hour wi11 drap t,o an LQS of EfF, with LpS E, being
#he minimum standard fvr an unsignalized intersection. Therefore, it has bcen
recommended that in che event that either the A,M or PM nvrthbvund to westbvund 7eft
-turns begin to experience exeessiVe delays, awaffic signal should be installed, hvwever,
' at least four warrants fvr such signalization shvuld be met.
i~
Irdand Pacific Engiruering C'amparty 64 SFrelley Lake 7TA
At this time, and by uti2izing the growth rates for the overaU area, it is unclear as to whether ,
_ the development of Alternative Nv. 1 wvuld require the imprvvements recammended due ta it's
development a1one. As was graven, that with ottrer area developments these irnpravernents are
recommended and required in some instances ta a,llaw Lhrou$h traffic progressivn. Please refer
to the recomanended mitigativn sectivn of this document fvr more detail.
RECUMMENDATIONS - Altemative No. I
Although the additivn vf 58 single €amily hvmes in Phase 1, and associateci ti-affc will cvntribute
~ tv the existing trafffic currently using the 5u11ivars Road and 5prague Avenue c,nrridors, the vnly
; imgact will be that towards the cumulative aVerage daily traffic vvlumes. Based upon the
analysis presenfi.ed, as rec}uired by Spokarze County, the praposed development under this
_ altemative af the Shelley Lake F1at will not have ariy signifcant impact to leveIs vf service,
thrvugh the development of Phase 1. It must be understavd, that Spakane Cvun#y, has identified
1evel vf service as the indicator far prohiems associated with development and, therefare, based
salely on L.O5 this prvject will have no impact. HvweVer, subsequent development vf this plat
, in cvnjunctinn with development in and araund this area will require the improvement of several
streets and raads within tlhis general area of 5pokane Cvunty.
At the completion of Phase 2, for this alternative, wtuch includes aPl 264 single-family arrd 196
multi-family uni#s, a traffic signal may be warranted at the intersection of Sgrague Avenue and
- Cvnlrlin Road, this signal wvuld be necessitassd by a comhinatian of factors, first the continued
area development and grawth exclusive vf the Shelley La]ce project, and tF►e addition of the
Shelley Lake valumes. Hawever, #his signal shvuld vnly be pravided if at least fvur signal
- warrants as outiined in the MC7TCD are being met. IF this intersection meets warrants and the
signal has not been installed prior to Phase 2 compTetian, then it is recommended that this
development contribute, via an RTD, toward it's development and constructivn. Additianal.ly,
the backgrvund traffic svuthbvund to eastbound left turns wi1Z warrant an additaonal left turn
being required at the Su11ivan and 5prague intersection privr to the completion vf F,hase 2. If
this dual left turn situativn is nvt present by the r.omplete buildout of Phase 2, then it is
recommended that this development contribute, via an RiD, tawards it's development and
construction.
C4NCLUSIf]NS - Alte►native Na. a
_ Sa.ced upon ttje analysis, fieTd obsenva#ions, assumgtions, methadalvgies and results which are
provideci in the body of this document it is cancluded thlat for AlternatiVe Na. 2, development
of Fhase 1of the Shelley Lake praject can be implemented withaut having a significant impact
ta the overall area transpvrtation system. AdditivnaIly, subsequent phases vf completion may
have na affect tv the transportativn systems within the immediate area depending upon any
planned vr prapased transpartation system improvements. T'he following are cvnclusivns
reached and documented within this dacurnent:
Inland Pacifrc Enginearing CompanY 65 Slullry Lake Tl.i
• As with Alternative Nv. 1, all study area intersectiQns in 1995 with hackground vvlurnes
_ added vaill vperate within acceptable leVels of service; Sulliwan and Sprague (F.C]S I)),
. Sullivan and 4th ( La5 E), Sprague and Cvnklin (Lfl5 C) and Su1livan and 16th {LOS
_ E}. Although these intersections are currently vn the margins, there is cagacity far
additianal westbaund aEnd nvrthbound movernents.
- • As wath Alternative Nv. 1, if the vverall deveimpment and growth of the area is
maintained at nearly 3.0 percent per yeaa then twv of these imtersectivn are ex;pected to
fail priar to developrnent vf this project, they are Sullivan and 4th (LQS F) and SulliVan
' and I6th (T.(]S F).
• After the full develflpment of the 56 single family units, at the cornpletion of Phase 1,
the level of service of the Sullivan Rvad and 4th Avenue int-ersection will be beyand the
cagacity of this intersection to serve nvt vnly the existing apartments, currently under
cvnstruction but also any additivnal traffc frorn the propcrsed 5helley T.ake develvpment.
Therefare, without any glat revasivns for Alzernative Na. 2, this intersection will need
to he cvmpletely rebuilt with signaTization and left turn lanes an all appraaches. In order
to minirnia,e the midgation ftvm t.his altemative, it wauTd be recommended that this
alternati►re, be reconfigured to jain Ratchfmrd I7rive and Cvnklin Rvad as a t.hrough road
- directly to Sprague. `Ihe reconfiguratavn, under the existing gvning wvuld lead to the
loss of between three and ive lvts as currentTy shown. 'lhe 4th and Sullivan int.
reronstructivn is nat salely the cause of this praject, rather a combination vf current
, development along 4th Avenue as well as vE.her area wide through Craffic growth.
■ Fvr Phase 2, develagmen[ of this plat (withvut either the reconsiraactaon vf the 5u11ivan
Road and 4th Adenue intersection or the reconfigurativn af the plat} wi11 nvt be abIe to
proceed as the adjacent street system wiil nat be able to handle the additivnal traffic
vvlurries.
In the er+enE that the plat is reconfigured, then the mitigafiivn recommendativns as
outlined far Phase 2 cvmpletivn for Alternative Nv. 1, will need to be
implemented as pmposed.
At this time, and by utilizing the growth rates for the caveraTl area, it is unclear as to vvhetlher
ihe develvpment of Alternative Nv. 2 rvauld require the ira°iproaements recommended due to it's
development aIvne. As was prvven, thac with other area develvgments these imprvvements are
recammended and required in same instances to alIvw thresugh traffic pragression. P1ease refer
to the recammended mitigation sectian of th.is dccument far more det,ail.
Tnland Paci3Sc Enginerrin8 Cairrpany 06 Sheliry I.ake TM
RECDMMENDATIDNS - Afternative No. Z
, Tt is apparent that, Phase 1 of this aIternative (56 uriits) couId prviceed with Very little
_ improvements tv the vverall transpnrtation system. Hvweuer, further development of this
alternatiVe wiTl require either reconfiguration of the plat, sv that the recommendations for
Altemative Na. 1, wva►pd be met, or na furthea development past 561ais until the Sullivan Road
and 4th Avenue i.ntersection is rompletely mbuilt.
~ CONCL+USIONS - Alternative No, 3
For this alternative, na imprvvements other tha,n thvse reguired for backgrvund traffc and area
grawth wauld be required. 1hese icnprvvements would include the follawing:
■ Reconstructian of the Sullivan Raad and 4th Avenue intersectian ta inctude full
signalixativn and Ieft turn channeiizatian.
' • T'he adaitian of dual Ieft tum Ianes, bath nvrthbound and sauthbound on Su1liVan Road
' at the Sull%van and Sprague intersection.
REGQMMEN1]A7IONS - A2temative No. 3
The recommendation far the No Bui1d atternative r►+muld be that the imgraVements listed abave
proceed either by tfie Caunty vr thraugh area wide RII]'s, and that future develapment, must
in svme way continue to guara,nt.ee thraugh trafFic progressivn and appropriate levels of service.
Inlwrd Facific Engirttenrr8 Coffpan}' 67 Sirtlley Lake TM
_ Level of Service
Methods, Criteria and Tables
-Inlund Pacific Engirseenng Camparry S)uellry Lake TIA
LEvEL OF sERVicE
- METHOns Ax~ CRrrERIA
SIGNALIZED INTER5EC'ITON:
' L.evel aF Service (LC]S) is a qualifiable premise developed by the transportativn prafession to
qwsrttify driver peaceptian far such elements as travel time, I!llmbeI Uf 5tDp5, tvtal anvurn af
- stopped delay, and impediments causad by oiher vehicTes affarded tv driWers who utilize the
trarzsparkatian netwvrk. A5 defiried }3y the Ttd3]5pC11itaC1()n ReSeaTCh B{11Id ]31 SpeCiaI RePDI# No.
209, the 1985 Hiehwav Capaci#v Manual. This docurnent has quantified level of service intv
- ranging from "A" which indicates little, if any, vehicle delay, ta "F" which indicates signaficant
vehicle delay and traffic cangestivn and system hreakdawn due tv Vvlumes far exceeding
r.apacity.
For signalized intersections recent research has deternnined that average stopped delay per
vehicle is the best available measure of LQS. T}iis is shawn an page 3. 'i'hi e tables an page 3
identify the relativnships per levei of service and avera,ge stvpped deZay per rehicle. Using this
definitian as presenked in the Highway Cagacity Manuals an I.OS of "D" is gener'ally considered
to represent the minimum acceptabl€ design stand'.ard far signalized intersectivns.
UNSIGNAI..IZED PiTERSECTIDN:
. The calculatian of ]LQS at an unsignahr,ed or onelhwn way stop contrvlled intersection requires
a different approach. The 1985 Highway Capacity Manual includes a method fvr Galculating the
LvS at oneltwa way stap-controlled intersections. Far these unsignalized intersections, LQS
is defined differently thari for signalized int~rsections in that it is bawd upon the c.oncept af
"Reserve Capacity" (i.e., that partivn af
ava,ilabTe hourly capacity ihat is nat used.)
TA5 an the context fvr an unsignaiized 3ntersectivn is based upan the idea af "Reserve
Capacity," which represents that haurly partion vf the inGersecqvn's availabTe capacity which is'
unused. For unsignalized intersectivns, this as based upon gvtentaal,ly avaiTable gaps in the
canflicting traffic stream that are available tv make a specific tumimg movement. An exampre
is that an eastbvund left turning vehicle must yield to bath northborund and southbound through
and 1eft turning vehicles. If there are not Very many nvrth and southbvund vehicles, then t,he
, eastbound left trarning vehicYe wiil have more oppornanities (gaps in the xrafFc stream) with
which tv make the tumi.ng mvvement. Hvwever, as traffic vutumes north and southbaund
incre.ase, there are fewer and fewer opportunities in which the westbound left can be made, 'Ihe
, Transpartativn Ressearch Bcard has analyzed unsignaliuci intersections vver the years and has
, quantitativeTy and qualitatiVely determined what lewels of servir,e (LDS) unsignalized
antersecctivns shvuld be by designating LO]S levels vf "A" thrmugh 'F", with L.[)S "A" being the
InIand Pacz'fic fngineetirrg Cvrvany A2 SlrelIey Lake 7Tr4
I
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best condiavn and T..C7S "F" representing a serivus vperationa,l prohlem.
The resenre capacity cancept applies anly w an individual traffic mvvement vr ui shared lane
movements. Once the cagacity of all the individual mvvements has teen calculated and thsir
LOS and expected delays deCemnined, an overall. edaluation vf the inGersectivn can 6e made.
, Normally, the mavement harring the worst I.OS defines Lhe oVerall evaluatian, but fihis may be
tempered by engineering judgeinent. A IAS vf
"A" is generally considered t4r regresent the m'rrlimum acceptable operrational standard.
All LC]S analysis descrihed in this repvrt were perf'ormecf in acccordance with the procedurres
described ativve. As a final noce, the HGM at1aly535 gzOCedllre5 aie ba.SBd upan vvarst case
condiiians, t,herefore, for the remainder af each weekday and thrvughout the waekends, traffic
conditians within the study impact area are uikeTy ta be better than that described in thas re,port.
~--Y Tnl'and Pucrc Engineering Com,puny A3 Shellcy Lake TL4
51CNALiZED IN7ERSECTiC]NS
IhIpIVIDGAL LEVEL DF SERVICE DESCRIPTiONS
b..,. w <c. . ~ + + ~~~~~+W ~ . 'Ex+IJ+n .FY~,j~ c . ~x00P~^F ^^?'F: `
k LevG I ~W f.C %~w~5.
SerVlC~.'`; Traffic"Flaw Characteristic5
LittEe to na average stap~sed delay, a►+erage is les5 than fi►►e secands per
vehicle. Most yshicfes do not si4p at afl. Short cyrcle lengths msy afso
Q contnbute to fow delay.
Average stop defay is in the range nf 5.1 to 15.0 5ecands per vehicle. This
g $ener,ally occurs witla good progression andlor short Cycle lengths.
Average stapped delay is in the range of 15.5 to 25.0 seconds per vehicle.
TFrese higher dQlays may result fiorn fair progeession andlar Eonger cycle
c lengths. The nurnber of vehiCles stoppfnp is siflnificant at this level.
, Average stapped dslay5 are En the range nf 25.1 to 40.0 seconds per
vshicle. ThB irafluence of congestion bBcomes rnore noticeahle. LDnQer
delays may result from some combination of unfavarahle prapression, fong
cycle length, or high vflfumelcapacity rat+os. Most, if nnt all, vehicles stop.
D This is consideeed to Ge the limit af acceptable delay.
Average stOpped deiays are in the range of 40.1 to 60,4 secands per
vehicle. These high delay values generally indicate paar progression, long
E cycle iengchs, and high ►+olumelcapaCity ratFas.
Average stop delay Rs in excess af 60 sscnnds per vehiefe. 7his ccrnditiQn
often occurs with aver saturation of the intersectinn. It rnay also occur with
_ F volumeleapacity ratios af 1.0 or above.
- SI.'aNALIZE❑ INfiERSECTIvNS
l.EVEL OF SERVICE CRITERIA
<
Le~elf"~i' ` Stopped Deiay
- - Service ° nerVehicle seC1 . ►4 f [ = 5.0
p I g;=lto Ts 0
r ~ 15.1 to 25.0
` D I 25.1 to 4P.0
E ~ 40.0 to 60.0
F ~ , 60A
5ource: Tvansportation Fiesearch Baard:
"Highwe Capacfry hAanuel," 5pectal
Reoor[ 2~9 [3985}.
Inland Pacifrc Engineering Campariy A4 SIuTlcy Lake T7rl
~ ;
~i
~ LlN51GNALIZED IfVTERSECTIOHS
~ - LEVEL OF SERVICE DESCRIPTIt?NS
~ 1, . " s F«8r.. :
..xF ec ~53~.~~, ~ z~ pescriptiar~, • . .
- dej~c ,";Ca~",. ~CSvE aM• ~ } `YF^".•<<£ .
f1 - Mare than edsyuete gepa availabie to praceed.
- Verv saldam is there mnre than one vehicle in the auBUa.
, B - l.itde dafsy encountered wtth adequete geps svailahle.
- - Occasianallv there ia mare tfian one vehicle rn the oueue.
6elsys ara ehort but persistent as the nurn6er nf gaps reduce arsd driver
, C comfort drops,
- Usueflv there is mare than ane vehicle in the ausue.
- Alweys at least vne vehicle in the queue.
D • priv ars ieet qwte restnctsd due to the fsw Qaps avadahls in which ta me4ce
a safe turmng mrsvement.
• pelays are long ar►d et this Iog drivare may begin looking #or eixernet'sve
routee priar to entsanng tha queue.
, E - Represants a condition in which the demsnd eQuals ar exceeds the sefe
movement vf vahicles thrnugh tha incersactson.
, - Alwavs mara than ane vehicle irt the aueue.
- delays ere Iong, dnvee trusttatian is high end it is not unu$uai to eae dnverg
F rn 4ha queue turn around ta hnd aliernetive routes.
- Forced flaw; little to no aVada61e gapa.
• Reorasents arr iRtersectivn at failure epndiTion.
UNS6GNALIZEd INfiERSECTIDNS
LEVEC QF SERVICE CRITERIA
h
~
~ ~.aReserve', af;,~,' Expectad Detay,to
Gapacity (pcpFif ~ '5ervice~',' ` ` . Minor Street Tr`affic
400 c ~ A ~ LittEe of Na Delay
300-399 B ~ 5hort Traffic Defays
200-299 i C I Average Traffic Qelays
1 QO-9 99 I D ~ Long Traffic Delays
_ 0-99 I E I 11ery Long firaffic DeEsys
, 0 > F Progressivn Breakdown
Stopped ConditioR
I ~
7nland Pacaf;c EngineerinS ComPa++3' A5 SlieRey L,aka 774
~ h