The URL can be used to link to this page

27890 PE-1750 SHELLEY LAKE Draft Environmenta mpact Statement SHELLEY LAKE PRELIMINARY PLANNED UNIT DEVELOPMENT PLAT . APPENDICES Lead Agency: SPOKANE COUNTY PLANNING DEPARTMENT Spokane, Washington Prepared by: RnNnm AssocuTES, INC. Spokane, Washington February 22, 1994 DRAFT ENVIRONMENTAL IMPACT STATEMENT APPENDICES SHELLEY LAKE LEAD AGENCY: - SPOKANE COUNTY PLANNING DEPARTMENT PREPARED IN COMPLIANCE WITH: - WASHINGTON STATE ENVIRONMEN7AL POLICY ACT OF 1971, CHAPTER 43.21 C REVISED CODE OF WASHINGTON - REVISED SEPA GUIDELINES, EFFECTIVE APRIL 4, 1984, CHAPTER 197-11, WASHINGTON ADMINISTRATIVE CODE ' - SPOKANE ENVIRONMENTAL ORDINANCE, EFFECTIVE OCTOBER 1, 1984 PREPARED BY: RAMM ASSOCIATES, INC. SOUTH 104 FREYA LILAC FLAG BUILDING, SUITE 217 SPOKANE, WASHINGTON 99202 FEBRUARY 1994 ~ ~ ~ CONTENTS ~ ~ . Appendix A- Residential Zones Matrix and Accessory Uses Appendix B- Storm Drainage Commentary Appendix C- Flood Hazard Letter Appendix D- Cultural Resource Survey , Appendix E- Traffic Impact Analysis i ~ ' ~ AppE~'IIdIX A Res►den tial Zanes Ma trix and Accessor y GIses . . c- ~ Chapter 14.605 ~ a RESIDENTIAL ZONES MATRIX ~o ~o ~ Sec1jQp: 14.605.020 Use-Residential 14.605.040 Use-Public and Semi-Public 14.605.060 Use-Agricultural, Silvicultural, and Agriculture Related 14.605.080 index of Letters and Symbols 14,605,020 USY - Aesidential • HR-10 SRR-5 SRR•2 SR.1 SR-1/2 ,UR-3.5 UR•7 UR_12 U R - 2 2 Caretaker's residence P(1 ) P(1 ) P(1) N N N N N N ~ Clustered housing PUO only PUD only PUD only PUD only PUD only PUD only PUD only PUD only PUD only m , Community residential facility ~ (8 or less residents) N N N P P P N N N " Community residential facility (greater than 8 residents, no more than 25 residents) N N N N N N P P P Community treatment facilily (8 or less residents) N N N C.U. C.U. C.U. N N N Community treatment facilily (greater than S residents, no more than 20 residents) N N N N N N C.U. C.U. C.U. Conditional accessory unit C.U.(1) C.U.(1) C.U.(1) C.U.(1) C.U.(1) C.U.(1) N N N ~ Density bonus (under Chapter 14.704) N N N PUD PUD PUD PUD PUD PUD Dependent relative o ' manufactured (mobile) CO) home C.U. C.U. C.U. C.U. C.U. N N • N N o Dormitory P P P P P P P P P IF o Duplex P P P P P P P N N m~• Fraternity, sorority P P P P P P P P P o t° Home. industry C.U. C.U. C.U. C.U. C.U. C.U. N N N Home profession P-Acc.(4) P-Acc.(4) P-Acc.(4) P-Acc.(4) P-Acc.(4) P-Acc.(4) P-Acc.(4) P-Acc.(4) P-Acc.(4) • 9R R -1 4 ~5 SRH.- S R-1- SB-112 UR-3.5 UB-7 I U8-13 ~ ~ 2 c-~ Househald pets P P P P P P P P P Manufactured home P(2) P(2) P(2) P (2) P(2) P(2 85) P(2 & 5) N N hAanufactured home park p(2) P(2) P (2) IP(2) R(2) P42Y P (2) P f21 P (2) iA Multifarnily dwelling N M N N N N p p P Nursing home, canvalescent homa N N N N N N P P P Prison, jail, or instituiivn C.U. N N N N N A1 N N 1. Maximum securrty . 2. Mlnimum security 3. Work release 4. Carrectfanal facility Private repeater facilily P P 'P P P P P P P ReliremenUelderly apartmerrt N N N N N N P P P Singfe-famfly dwelling P P p P P P P N N 5olac collector and associaied systsms_ - P-Acc. P--Acc. _ P_-Acc, _P- Acc.- P_'-Acc. P--Acc. - -P-Acc. P-Acc. P-Acc: _ SlaragQ SiruGture, ~ detached, private P-ACC(1 ) P-ACC(1 ) P-ACG(l)P-AGC(1 ) P-ACC(1 ) P-RCC(1) P-ACC(l) N N ~ Transitfanal community iacility ~ (8 ar less residents) H N N C.U. C.U. C.U. N N N Transitinnal communi#y facility (greater lhan 8 resid$nts. nv more than 20 residents) N N N N N N C.U. C.U. C.U. Tnwer, private P-Acc(f ) P-Acc(1 ) P-Acc(l) P-AcC,(1 ) P-Acc.41 j P-Acc.(1 ) P-ACC.( i) P-Acc.(1) R-Acc.(1 ) Other uses as determined by the Hearing Body in public hearing as an amendment 1o the Zoning Cade. 14.fiQ~.0q9 US-E - Pub1ic and__Sem[-Q~~lI 0 R - 10 SR.R-..5 BRR-~ 5R-1 Sfl-,112 U R-3.5 !~F~-T UR-1,,.7 UH-22 Adult bvokstore N N. N N N N N N N 2~ Adult enterlainment ~ estabEishment N N N M N N N ' N N ° Archery, riffe, gun, pi5tol rangeslclubs C.U. C.U. N N N N N N N oco 8usiness ❑r prafessivnal affice N N' N N N N N P P Or-~ Cemeiery C.U. G.U. N N N N IV N M ~ m Church and parsvnage P p P P R p P P P - , . _ • ~ _ i , $ R - 1 0 S R R- 5 S R R. 2 SH-1 S.H-LL2 Sl.fl-3..5 l1R-7 U R - 1 2 c- -0 Commercial composting r- m. storage/processing C.U. N N N N N N N N ~ a Communiry hall, club, or lodge P(1 ) P(l) P(1) P(1 ) P(l) P(1 ) P P P Community recreational facility P-Acc.(1) P-Acc.(1) P-Acc.(1) P-Acc.(1) P-Acc.(1) P-Acc.(1) P-Acc. P-Acc. P-Acc. Community swimming pool P P P P P P P P P Community iransit center P(1) P(1) P(1) P(1) P(1 ) P(1) P(1) P(l) P(1) Day care center N N N N N N N C.U. C.U. Day care center (in a church or a public or private school) P(l) P(l) P(l) P(l) P(l) P (1 ) P(1) P (1 ) P(l) Family day care home P P P P P P P P P Fire station P P P P P P P P P Golf course P(1) P(l) P(1 ) P P P N N N Hospital C.U. P P P P P ' P P P Incinerator C.U. N N N N N N N N Landfiil C.U. N N N N N N N N Library P P P P P P P P P M MedicalOffice N N N N N N N N P ~ Mini-day care center m (in a dwelling) P P P P P P P P P N Min(-day care center (not in a dwelling) N N N N N N N P P Nonmotorized trail system C.U. C.U. N N N N N N N Nursery school P P P P P P P P P Park-and-ride (acility P(l) P (1 ) P(l) P(l) P(l) P (1 ) P (1 ) P(1) P(l) Park, public (including caretaker's residence) P P P P P P_ P P P Post office P P P P P P P P P Public utility locai distribution facility P P P P P P P P P Public utility transmissfon facility P(1) P(1) P(l) P(1) P(l) P(1) P(l) P(l) P(l) Racetracks (horses, dogs, autos, ° go-cahs, snowmobiles, • ~ off-road vehicles, 0 N motorcycles) C.U. N N N N N N N N m0 3. Recreational area, commercial N N N N N N N N N 00 Sanitarium P P N N N N N N N o ~ c ~ -Z m Ii flR•10 5.1.38-5 7J.I.1R-2 SR-1 SR-t/2 UR-3.5 UR.7 U R - 1 2 UR_22 Schoois - public and private 1. kindergarten P P p p p p p P P ~ a 2. elementary P P p p p p p p P ~ 3. middie P p p . p p p p P P 4. junior high P P p p p p p P P 5. high ' P P P P P N N P P 6. junior coliege P P P P P N N P p 7. college or university P P P P P N N P p Sewage sludge land application P(l) C.U. id N N N N N N Solid waste hauler N N N N N N N N N Solid waste recycling/transfer site P(1 ) P(1) P(1) C.U. C.U. N N N N Solid waste recycling/transfer site, private C.U. C.U. C.U. C.U. C.U. N N N N Tower P(1 ) P(1 ) C.U. C.U. C.U. N N N N w , Other uses as determined by the Hearing Body In public hearing as an amendmeni to the Zoning Code. ~ m 14,605,060 ~ QU - Aarlcultural. Sllvlcultural. and Agrlculturp.ReIAIp(i R R_ 10 S R R_ 5 S8$_2 S R.1 S R. 1 L3 U.8-3.~5 UR-Z U R.1 2 tLR. - 2 2 Agricultural processing plant, warehouse P P N N N N N N N Agricultural product stand P(1 ) P(1 ) P(1) P(1 ) N N N N N Airstrip for crop dusting and spraying N N N N N N N N N Airstrip, personal P(1 ) P(1) N N N N N N N Airstrip, private C.U. C.U. N N N N N N N Animal clinic - veterinary - large and small animals C.U. C.U. C.U. N N N N N N o Animal raising P(1 ) P(1 ) P(1) P(1 ) P(1 ) N N N N w Beekeeping, commercial P P P-Acc.(1 ) P-Acc (1) N N N • N N 'g Beekeeping, hobby P P P-Acc.(1) P-Acc.(1) P-Acc.(1) P-Acc.(1) N N N w o Cultivation of land commercial P P P P N N N N N m'• Dairy N N N N N N N N N o`3 Farm machlnery sales and ~9 repair P N N N N N N N N ~ ~ S F] R-2 BR-1 5R-1L2 UR-3.5 Ij R - U B - 1__ UR-2 Feed lo4 N FJ N N N N N N N Feed mi11 p N Cd N N N N N N Fish hatChery P P EV dV IV N N N le1 ~ FIor3culture ffoinrer growlng P F P P P-Acc. N N N N Gardening P p p P P P P P p Gasvhal plan! P(1) P(1 } N' N !V N N N N Grain ele►rator P P N N N M N N N Grazing P P P P N N N N N Greenhouse - cammercial P P P P N N N N N Hazardaus waste treaiment and stnrage facit@ties, afif-site N N N N N N N N N Flaiardous waste traatment and • storags facilitiss, on-site P-Acc.(1 ) N N N N M N N N Harse baarding and training P P W N N N N N N Hor4lculture vegetable growing P P P P P-Acc. lV N N N Kennel C.U. C.U. N M N N N N N ~ Kennei, private C.U. C.U. C.U. C.U. 'C.U. C.U. N Id N ~ Nursery - whvlesale P P p P IV EV N N N Orchard P p p P N ~N N N N ~ F'igeon, performEngfshow P-Acc.(1) P-Acc.(I) P-Acc.(1) P-Acc.(1) P-Acc.(1) P-Acc.(1) N N N Rlding slable P P N N N N N N N 5awmill and lumber mill P(13 P0 y N N N N N' N N Transieni - agricultural Iabmr res€dence RI IV N N N M N N N Tree farming P P P N N N N N N Truck gardening P F' P 'F N N N N N Vineyard P i' N N N N N N N W ine r y C.U. C.U. N N N N N N N vther uses as determined by the Hearing Body 1n public hearing as an amendmenl tv the Zaning Code. D cn 's ~ w O a ~ %7 15 ] 4. 6D 5.4 ~ Q Index , af Letters --and_Symjaals L ~ C ~ K ~ p Perrnitted use ~m ~FL P(l) 5ee Chapiers 14.606 (RR-10) ihru 14.622 (llR-22) far specific standarcfs for locaiing and approving lhese uses, ~ P(2) See Chapter 14.808 ior required Manuiaciured Hame Developmgnt 5fandards. P(3) See Chapter 14.812 for Solar Development Standards. P (4) See home professtvn tfeiinitPon. , P(5) Class A manufactured homes per requiremenis of 5ec#ion 14.808.068. P-(ACc.) PBrmlftBd acC955[3ry L15@ C.U. Conditional use permi! C. U. (1 ) See Chapter 14.815 N Not pernhitted use 1-) fipecifitFstarrdards exist -far approving and- locatitfg -these uses ~ ~ m ~ co ~ ~N w 0 ~ 3 0 ~n e ~ ~ ACCESSORY USES Listed below are the Accessory Uses for the UR-3.5 zone as described in Section 14.616.220 of the Zoning Code. 1. Community recreation facility when approved with a site or building plan 2. Home profession 3. Solar collector and associated systems 4. Pigeons, performing and show 5. Private tower 6. Hobby beekeeping The following are the Accessory Uses for the UR-12 zone as outlined in Section 14.620.220 of the Zoning code: 1. Home profession 2. Solar collector and associated systems 3. Private tower The following are the Accessory Uses for the SR-1 zone as outlined in Section 14.612.220 of the Zoning Code: 1. Community recreation facility when approved with a site or development plan 2. Home profession 3. Solar collector and associated systems 4. Pigeons 5. Private tower 6. Commercial beekeeping 7. Hobby beekeeping Shelly Lake Dreft E/S February 1994 Appendix B - 5tarm Dra►nage Commentary STORM DRAINAGE COMMENTARY FOR SHELLEY LAKE P.U.D. SEPTEMBER 1993 _ .1AN P SO ~~(!OV ASl1 -o 2Q8&5 ~X` -'Q1 c T p~ A4 ~,FSS `0 ~ * ~ExPIREs ►-►0-94 ; Prepared By. Inland Pacific Engcneering Compary 25 S. Altamont Spolrane, WA 99202 (509)535-1410 Project I]escriptian - '3'hi e proposed plat of ShelYey Lake P.U.D. is a 123.8 acre glaaned unit development comFriSed of 254 sing1e-family residential lats aad 196 multi-faunily residential units lacated east of SuIlivan Road and sautlh of Sprague Avenue in Sectian 24, T.25 N., R. 43 E.W.M. The topography of the site varies fram gently rvlling at the sauthemmast nart.hern-mvst portivn.s to steep slvpes along the lake ~ frontage and alnng the east bvundary. The prvject's most pronainent €eature is Shelley Lake which is bvrdsr~d by the proposed plat on a11 but the east side. Shelley L.ake acts as a natural sump area fvr seasonal flvws fram Saltese Creek whieh drains a fafrly significant draanage basin tv the east a,nd svuth. Since Shelley , I.ake has no natural outTet, a11 stvrmwater which enter°s the 1ake is disposed of ' through percolativn and evapvration XgD-Year Flovd Plain T'he 100-year fload plain elevatioa is defined as ihe water surface elsvation that would have a statistical prabability of 1 percent of occurring in any giVen year. A 100-year f1Qad plain elevatian of 2027 {L]5GS I7aturn) has been established by the Feder,al Emergency Management Agency {FEIVIA} for 5a.ltese Creek at the 5teen Rvad brid$e whicb is lvcated upstream of and tv the east of Shelley lake as shown on the attached FEMA map. Elevation evntaur 2027, as indicated an Atrachrnent #1, is proposed as a safe elevatann in vrder to establish minimum finished floor elevatnans for lats adjacent xo Shelley Lake (i.e. all fimmished Qoor elevativns wiU be at elevativn 2028 or higher). Located narthsast of the 5ite is a - natural channel lea,ding ta tbe Spnkame [rountytShelley 3ake Gravel Pit wbich acts as aa emergency averflow for Saltese Creek an+d 5he11ey Lake, Because of the nature of the site and the fact thafi the topsoil has been removed, the graveT pit is capahle of tremendous perccalation rates estimated at 500 inches per haur. For this reason, tbe channel and ttle gravel pit shauld be preserved ta provide a margin of safety fvr contrellit~g flavdwaters. As indicated an Attachment #l, the vnly huilding lots vvhich lie within the 2027 elevation contaur are Lats 33 thrvugh 36 in BTock 1. Svi1s The attached Soils Map, abtained fram page 76 of Soil Survev far Snakagg Co~ntv. Wa5hineton, shaws thaz the site primarily cansists of Gamison senes soils which are gravelly, svmewhat excessiVely drained soils typical of 3he Sgokane Valley. A[sv present vn the site is a very sma11 area of Spokane series soils wbich are well-drainecL mnderately cvarse-textured soils overlaying bedrock. 5tornawater Uisposal Other than tbe Saltese C:reek watershed, the prop+nsed praject site does not cantain any raa}vr drainage cvur,'ses. 1fie ten-year design starm runoff from localized an-site basins wih be c,€spvsed of using '208' grass percalativn areas and drywells in accvrdance with the Spakane County Guidelines for Stormwax,gr Managernent. The sai1s oa the pr+ayect site as inaicated on t.he 5vils Map are compatible with the use af drywelis and grassy swales. The variabie tapvgraphy af the site vvi11 likely result in a v~iery of methods to capture and dispose of runaff fram the rvad impervivus surfac~s in arder to provide '208' swale areas which are acceptable from the standpvints af constructability, maiatenance, and aesthetics. Ln arder to autigate many enviranmenttal impacts aancerning the lake, a11 direct runof#' firom the developnient will be isolated fram the 1ake. This will tae accamplished with the use of gri%y svvales +constructed upstream of the trail access as shawn on Attachrrizent #1. A typical sectioa depicting the access irail and grassy swa1e canfiguration is shown an Auachment #2 The lake walll he protected during canstruction through the use of temlporary erasion cvntrol nasasures including silt fences and after r.onstructiaa by reseeding excaVated and ather disturhed surfaces. Cvnelusions 1. Thrvugta the use af respansible stormwater management practicss, the environmental integrity off the Shelley Lake site may be maintaiQed in the prapased develaped canditian _ 2. The 2027 e1evativn vvQtour as eurrently established by FEMA► fvr Saltese Creek at Steen Road can be safely nsed as 100-year flood elevation around the 1ake. _ 3. The site cantains nv ather major drainage basins. 4. Ttae gravel pit and natural channel leading to Lhe gravel pi# frorra Saltese Creek need to be preserved far st+armwater cantraY. ~ I • ~ ~ . - - • o J . a ~ a0c UN/ON PAC/FIC - ~ ; a Q o o Z m °m o a J , p ~ Y 3RD AvENUE ~ 2 ~ • V ' W Q W ~ ~ J . : / ZONE C ~ o 4 4TH AVENUE / 4TH AVENUE ~ 2028 W J LIMIT OF ¢ DETAILED ~ _ STUDY RM71 ~ 2027 2028~ X c, ~ ZONE A3 ryo, RM70 ' ~ w w ~ Q ~ .,203 2030 aTH ( AVENUE ~ / ZONE C 24 ~ ~ I I I I I I I SPOKANE CDUNI'Y, WASHINGTON - :7HEEi {JQrns sheei 67) R 44 E t R 45 E r•~ Fi.d, wy ~.fr3. ~ 1:~ ;°t~,' C; ,at e y ' ~ i , ~ ~ . C k 4,~~, c °.r y~ ~ r '~~C ~ " ~f y, , 7.'".~ . r~., a~. 7 V ~ ~ t~,'~. . . ;w: - q,s. ~i. r ~ F ' ~ ~ • , ~ i r' S ~ sr ~ ` + CIf ~L..._ K~j } v 'i►!l~ ~lIiFF• ~~~~r'• ~ " ` T Af~l~~. r~~ r€~AMD r st ' +[^G~ ~ ' _~`s~ 'f~ ' ~ ~ ~ ~..`..z ~ :"~.F. ~ E ~ '-_~'~b`#S.sa~ • ~ ~.e~~.` t '"'~'S ~ ' 1 t r'. t~ r.•.- ~ .~er 1 `L. - . ~3~ . ; 2,• l.~f~•~ri- S~ ,~r~~a- l .A ~ 4,; 1 y~ a y~'k+~„s~;.r,,j.~ ~~~F 'sc • , y y~~, ~±1 •.s.4'~-~'• ' £;r P r~' ~ re '4A' Ti ~ ~ .s:`s+ ~ ~ Y~ y.. ~Z~,° - s~ ~ • 11' ' ~ ~ i 5 ~ 4 ; i ;~~~y~i ~ , , _ Sfa' r'~ ~ ~ 1" ~+4 v sR "°'s . ~,p : ~ ^ • fr~ .ri'S~ t , i ~ , ~a~: 'rY,. ~ .,~r.~'a ~~r.~.t~, ~ ~ • . , ` hri1 ~ µ~s ~ :e,~,~~n - ; ~~yc- ~ ~"~°C~cC.,=."p~`.;~ ~ ~ . rs ~~1~~-• S,~ . P •.3~•sS•:•f ~ ~Central V$II 2El~ y_y ~ s;? ~ r ^~l iay ~ ~ti:? • r±~~ C~IOO~~~.- a,~y d.~~rhY 'T ,~~n~ ~r, d „2~ ~ •4~;t,-' ~ ` ~ w; a f • 3 .+»'sS'rs °~?ts ,a•~ ~y' ~ i+iT - s,~~~r ;i ~ i ~ _r - ~ r~ ~ 'Y'7~~. v ~ ~,_,i,`i ' ~ .a ~ ~ • Y ~r ~,i~.~.~. ~l~ : $.~1~..i'~;n' s; ` ►K _S r„ ~j~~1I~ a ~ ,~=r, a ~y ~~~,:k'`.~• ~~b~.:' _ . ,A a.,,~ _ ~ , 'E m F w, ~R~F E. L-y,s~..~ ~ > • ~ •-wy-:.4~ ` r, ; y~ - G~.~f~ ~ •L _ 'l~rs' 1 ak+ lF'~•~~•~~ ~ ~Yi¢[I. ~a -e~ r~ F ~~j e , • • n x r ~ ~ ,a~~ x ~ trf ~+~J..~1 • ' • - Y. ~ ~r ~yY p, y[. Q 1 'yT '.J+7- ' r~ ~ 4: . • ~ ai~ j ' ' SF:~Y ~ y~ Y~ '~~e,. Y' . o B ~ ~ i k ~y ~ • c: ~~j ~T= ~4 {x ` .`~~iTJ~~'~'~S'a.i ~'S~t~ ~~t;Y~ : A'l ct .JX. .d, *~j~-, ~ ~ ~5~:~. TT~, i:• :r :?,r~-~ , ~';~ffi ~'~..~:a::` 'ti. • ' ,.r ~.i ~ . :i,. . . .*r..^ dA-„~1 ~~~r. . ~~~^'Y':s•_, N' ~a:b`~~ ° , +'~+s , 9`; J ~rlB, ~ ~w, f',.;ti_K :•i~a:; •_'"1 a, s:,r.a fr ~ „ ~E' '~:..^~°r' a`0 `'`~~t`~~,~r"~,,R'~ ~Sr: ,3r'`'fi;;•~ ~Yb:;':;•3- , - ~ .f - ~?+~.~.L;:ff'; _Ra-''~'" t..{"i•✓'~.3 s~. Y _ _ ~ ~ "~'a ~~Lx•r' ;r-'~"5s, ~ ,~y r, ~8H a% B " ^ Yl: r"~.5r'~"~ ~rry~•.., ;~j,~~.,~.~;yy ; t R ~ . i _ ' ; ;5 . •s. • ~ ~k i~..a7i L'~]~JFl• l~: L ~ ~ R~' ~ ~ : S `p~, . . . . , ~~•~P: S~.r•~m „Ji' ,.w.~ ~ . `4'~ ~~'S~ .wr. i : • [ '~y~ ' .~tr; ~ F." _ 'c 111F,7 „ 48ti I i'R vY lil' P P i.- ~ rv 4' ,.~_i,;~,, G ~ u CuB,• ~ . i- II' ' ~r • , •~~i='. C; tttB~ • a. ~ ~ ds5~ ~IPI~: `r"'~'~ ' " • = 13. 3 i _4 S , e - N - - . ~ . ~ ~ y " • ~ ~ ~i8~._, ' If.. Kcr.. F f• 1il ,a~ y~~:F' .~f . • • ~ . -.:.,Y:~`. ~ ! r . . . - Y '17i:1'"+`n . - 4 •i Ih~' ~ ' : • ~ w•a`~ ~b' '~kh ~ ~`v ; ir•~~~3~.:~:~ y _ • ~ ~ a f ~i - ~-j''° ~`'f~ . S ti~Z"~ . ~ , . a • ; ~+i" ' f`2'' r ~s ~ ' I, f ~ - . ,t . ~e . .q 11 ^r`~~..~.P-.-..--..r .4, - - ` - ` - • - - ~t,~ jj • i Il x~,'.; F~, ~ . k~•~~ CuB ~ ,r - • ~ ~ °;z:; , yr ~~Y . -',.:'Gr'nBE~•.~;;..;r' fl' ~a ~ ,'''2r;,< ~ ~ ~ ° ~A`' .P9A~ " :v 5i - A 4 ~ b a 'xy ~ r~:ll f •i ~~r 4 aF p,y'' '''~i+~ _ f r i~ ~ , .{!I i•~~ . ~y - _ ~ t .'~.i ~ • ' ' ~ .II e : ~F qCT y ~ : $g 3G; . . - • - r~. ~ ii . C • Mc~`=~ ~w -GgA U r`~ • Cu6 . rr.^-°C=``•. r'4~ir'.i: ~ ~ • ~ • 5; ~ - ° 'r q ' ~ . ' fl•" r~~' ~~P'&A~:i,y~ J , GRRVEL 9AISC8 a `i . . , ~ PiT ~ , :~y~'j,'' j'Sw V ~ ~ - ti - ~ . - ~ ';i~• fa~ • ~ ~5~ a~ ~ } PIcp4'^ `r ~ ti° rY''.;" ..jwE SsC Ft 1.~~ ' • . -rp.'~~4'R .t1 ~ ~ _6 •ry ~ _ ~ = CnB -,'~".t • i •x~j 3- -y~: ~y..=C~ BaB~" •s:'~ ' ~1315A; ~ Y ~ ~ •'¢F SOILS MAP • `~--wd i"~~ ' 3; - - - ' - . - , , CUTOFF SWALE PROPOSED PEDESTRIAN TRAIL SHELLEY LAKE EXIST11JG GROl1NL) n ~ A7 TACHMENr--' IN~L~TI~ ~'ACIFi~G EfiTGINEERING T1fPICAL PEDESTR}AN TRAIL AND CUTOFF SWALE 5outh 25 Altamarrt Spokane,Washingtorr ~ w J , f509y 535-1410 99202 Appendix C FJavd Hazard Letter ~ S CJFF1[E CfF THm GQut3'i`f E\TGWEER ~ A DIVISIOM oF TI-M PUB[.a[' I+V[3RitS DEF'afiTI.&ENT Rc+naid C, Horananri. P.E.. Councy Engineer Deniiis M. Scott, P.E,, Directar Septemher 27, 1993 Ricnard Vlason Inland Pacific Ln;ineering S 25 Altaiiiont Spakane. WA 99202 'This ietter is to address the #loodpiain cvlicennS we YaVe On thB propOSed iievC14pment at 5heiley. Lalce. The t'Icn)d zont in this area is azi "Un-numbered AZane", whicb means that adetailed study has not been compietecI for the iake to esrablisli the 100 year flood eicvatian. Since the flond zonz depicted on the map ar+ound She4ley LaI:C is not accurafe, a study woutd be required tv dejineate tlle boLisxdaries aud the etevatiQn oF rhe 100 year flood event_ Our files shaw that duri.tig a 1948 Chinook everlt, tht! lake overtlqwed and was observed fl[7wiug acrass 5ultivan and +Conkiin Roads. To help stem damage to private Froperry and public roads aa avcrfiow was constructed t,o autle[ the floodwater intv 5teen Pit_ We will require that an easemcnt(s) be secured which will aPiow overflnw ffoodwaters to reach 5teea pit ac a conciition of this A ditch wiI] nee.d to he desigueci znd cQrstructed in this ea.eement which will be c:apable af passing oVezflow flvadwaters. Ttze easement snust alsn allaw maintenance vehicles tu access the pit frona the Caunty Road, These coneerns need tn lie atidressed in the SEPA dvcurnent thar is being prepared for the vroject. A plaa for the maintenance of this ditctz will also aeed ca be autlined izt ulis enviro=ental documenc. You inquired as to whether the flood elevation east of Steen RQad could be used as a flood eZevation for those parLe1s associaYeci wath the flaodplain arnund the 3ake, instead a# completing a flood study. Thic elevation, e5rtdblished by thc Federal Emcr$ency Man:agenient A,gcncy oss the Flavd Insur2nce R,ie Nfaps (map #530174-0314B. 51I7188), is 2027 NGvv1)_ This elevativn, upsrxeam rrf Shelley i.ake. will be aadequate if the ahnve meutioned ovcrtlow is establishml. All lots that have Xand laelow eievatipn 2028 (1 foot above flood clevation) will be recItrired to obcain flaodpl3in deaekorimenF peruiits prior to developnaent nf the lot. This wyll require asur►rey of the prepezYy ta e5tablNh contoiir Irne.S which wiI1 identif~, which lots wiIl ntxd to obtain flvodptain deu--lcapment permits. 5incerety, , - Tammie 1TV iF11anis F'loodptatn Admini5tr=t c: Jnhii Peder5on, Spvkane Corsm, F2anRirig , Vki,102b Ba•oadwE,y ,tive 5pnkarie. IwA 99260-0170 (5[19) 436-316M FAX (503) 45ci-4^•1.~ + ; e ~'~.3'N•'~'~- ~ir*' : ~ - " - _ ' ' . - . . '°a ~ ; l~4•.~.Y" • r ~ ' - - r c , ' " ~ . ~ !#'•,~-;s. i iiz?'s` - ~r d.,.:~3 ~:r. - ' ' - •"~y- . , . = ~ . ~ nw;r:r :r: ' _ ' :Y ;t` , • • _ • ~ . ' -~~F ~;H- . . `.~~t _"C~j•~- a :~.~SY_ • , ' ~ ~ e ` ' J:~~r•`~ . ~ „ - ' ~ i' t} ~ j~FirF~t~?,' ,y~yN~, _ - , ~~~^'C ~•.~lS• ~ if,'j'-~SyE.~ . . ' " , , , r . c . ~ • ~ ' ' • _ t `^+~r '}5~ '1x•• _ . . , _ i ~~`~i n ' .,t ~•~E 5 a . . . i . - ' , N~ ~ ' ~ ' . ' P • ~ ~ ~ r 5 ~ S y ~ . . !~i _ f''•~ - •L~y' v ~ L . • - ' r T~r' .4 '_.~NY. : , ~ i r~~ r 8 A~ 7~~~~~~. ~ , . " . 3. 1 "-s, • P' s ",13}&Y ~~x1ti ~ ' ' " _ , e . ' _ : _ ' ' 3' i. - _ ..F . c' . '.'t•~-~n ~ c1~~ ~ti ~f ~ ':a'*` ' :"~"y.~c•„'~`,t~'~~- a_ - ' - . ~ ' _ ~ ' - . • . _ y' _ _ . ~~.~,-r n~~a.a~x M ~~'Z-.~=-~_rt:'y`yY,ry•+~~ k:~ . - - . , - . ~ t;: +-i'.'«~~~"F„ ~y`. • ~ 4'1 ~4.i. ~ ~S "a : . -~'~,rr r. :i~3 ry ~ .n^4 f _ . ' ' ' ` . ' ' _ ' ' e ~ a ~ l S • ~ • i p p ~ . 1 _ . . vC r. :F • • ~ "'r'~ • ~ - ~..'~'~i; ~ ' ~~a'et°a Y,;v g~ ~ . ' ' i ' ' " 'f I , x , . ' _ ' " x _ ` _ r. yc.ry."+y'-,;i. " • ?y `}i" 6 ds - 7~ •Y. _ ~ `~'y ~ : .S • . ' - ~ ~ . . - ' - . . ' _ Y - ' i - Lx • ' 1 ` - ~ ,E a•1:'.~';~' ~'~~r . l ~ T ~ - a ^ ~%t"k ~ ^ 1 i ' S ~r _ ~:e +.'e~r ~f~l~i5.y'°l'~ i4y%~.3 ~i ~ _ _ . _ ' ~ ` ~ j'~~ • s i5• . . _ ' ~ 3' ' = • •-~:~•'y, • r ~ r,,~ -r..aY, r , ~ • . `j~ , ~ '~~T. G ` _ 'ti.f~m~,~ e Y~.'Y x • ~ . + - . . y ` ' • ' ' s y ~ _ - ' ,t~ _ •j Y k ,61dy~P~' `~k' Y f_ b.^Y~_1 . ~ • ' t~ ~.ba. ~~i y`5 'r' a + V" ~ . _ ` . , _ ~ i.., ~~e"Y.a ~ •5 _ ryy'~':Y'+~'~17~°'rif=• n'" '~5S ~ ~r' . - - . - • ' s` ' Vt. _ .n, a• u~~~~~'t~p,~~'q`7't;"~~i.~~ "r. YR r ?P,~;~.~hsT i.. X' r~'C ~ J~=. ' a : ~?~~~~-('s ` ~ s. ,G" • . _ . , ~ e . , ~ - - ,FA _ 'kw`3 ~ ~'~'•.C'-~.'~'_$ ! ~ 'yi', . . ~ _ . . • r ~,'e s kL y • _ '~a,, _ ~1.•. y r ~.'I~{~$4 ~ ,~'~.":ry`;* y v'r ti ' ta ~ ~ • ~ ~ . F' + y < _ • n . . Yf~ ' ' ~ 9a'~."n~~~ 'r~i ~iZ~ ~ . Jx - _ , ~ ~ V . '.i - 'C`~^ijl _ ' e ~1 ~ F , ♦ ' ' ' ~ , ~ ey~G~i's~l.~~~~' ~JS'~ ~ ' ?F . . F~r . s' ' ( y_ • S~ . _ , - i i!." ~ PVa~'•"Y~ ~ . ~ ~ • • ~'N •f'9~ " ~ < • P '.Il ' .~.~A~4f[fr~~~x L ~ ~ . r ~FFr, ; :as ~ 'f-'w~•' r`,~T .9E~ y, - - : -.~'f~i r,4 . _ , a } ~s~ . _ -`:4N " ' ro y.1" ~.E-' f fi ~ _L~ _+yy.a~~J-,~,~ - .w.s ~ . '!a ~i~i✓ ~L "4 '~f ~~i~,~.~~r,:'~' •9 = :~s.~ - - ' S=ti~~ ~ ' . - ;^~M ~;;N'4;~~'~a `}y a~''..~t' 4 ~ x " ~ 'v~ ` - ' t _ , , r c. . - ' . ~ • w~ - ' g -K:~~ a;~k;~~, ~ ~:-v>, *H~' ' iy' ' S,, y ~t~•~ ~4, x ~.s~ s~.6,' l ~~~3. ,F} r 1 k; - , ' Y.' 9"~ " ~ - _ f _ ~ ~3 ~~a;, .K y~~,':y' _ _ • v. oe., T"~: ~ .rst e" V ~ - . _ r ' ~ ~ - ~ .-r .,r`~'~ ; '~:4^ ' ' j' _ F• tit~ z..~.r* ~7- ; . S., e~ 'r.. ~ •rF •i , ,r Ls~yf~ 1r~~ ~~FEa ' #~fi1 :I~ ',fi~,i 't ~ ~.~•v~ „ • ' L ~ F f " ' ~ ~ ~ ° v F ~ ~~+'i's ~s!2~ `s ` -na~ . Y : : j S` _ ' r~ ~rr a~~~s~-~`•y'g v~t~,~ k' K . :Y~kyJ.~~' s''~• yyn ' " _ _ - S 'Y'-! ~I° + ' e - _r ,y~ds'~ .~`'.1 i. ~y ~~1 n~m.✓ J;' F~.r•'Tr.` • i' ,Y - - ~.F''~~~J~ . _ -,Y. - ~.r..1.• ~i'~=- x°'y' ~x~V y: a' ~ i,f~-~~~'wti•'.,iy~~, ~ ~ya~`~r- ra~f~ ~s:e" - -^1r~'~ '+J-. •r~.t.~ - _ • ' :~=.^`=~~R~`~T.'q,~'y~.~: ~ v •L~,'~~4 y; ;s L ~ n . . ~ •4 • ~ynr.~., . z s Xrh :Ys ~ ~ f . ` '~`y' k,sn:'~"^-7" , v-:~4''~•.'y ~;-M ~ ~l rr: y;"T' e ~ ~ '6~' J . ~ :t ' ' ,.yi r~ . - 'C' ~ •ti~AM %.~~zk*.'e~~ W~i. ~ r.y ~y~ ,~,~~~a~° s'~~ - . . A1 „ 5~~ ~ ~ - --~~~'r~ k~~:i~'~-:~-~a• ` g=` `'-u ~ w- ~ Y~k~ H~, er _ . . - ' . s:, , " _ • . _ l ~ • $`~'3`2 `y . i~ ~~'r-~ _ "5[ ~r Y ' ~ ~ ~L M~'~ . _ _ _ Y YS ~ ~ yry r _ „ ~y - ~ .i~ r~H ~ppen~ix~D:-~~~~:~~-,~~~.~~ ~ a Ps' ~y~~~ y° • : ti '.7 ~ • a_ - ti+-i `:f~°L: ,V r4 _wkf~~6 ~'•"f=xf` `"a''w,w~~ y ~~r ~'''r - ~'~.r t~- 7 T7~eyyi~ ' ~.:`rY~'S ~ ~f.~'~ i. _~A,~° . ` - ~ ~ ` ' p r - ' ~ r . . ~ . . , - L . . _ :r.'7~:~' "7` t ^ • _Y e ; °.i ~7 ~ :$'S~'a.x~~ h~,~~ - - ~ - 3~" ~ nt . r s~ . 'F. a _ , S`-cj,~ a;`•• ; ~ r_ ~sr~ ~ --w'f'",}.--yaj ~ ~'rs-a .p L _ M1 , c :•y - ~ .r' _ '''r ' 1 : x~ ' ~-,'~t7Fr:,w+4~R~~.; s`x•,s.' k - ~v ~q~ 7 ~ . . ' ~ vj'ti" . •F~, - 'I. :e ~F .3~ _ ~<K~• _ . ~ " • " • ` , _ _~-•d ~Y 3 - ~-ir~. ti 4°" ~ `P .~f ~ `.i , • `y . _ _ ydr' - r L~ ~ 1'e.x~-n C.ly_t. a~ ~ P~ _ _ _ . ' Y3~'.. - . , , •k. - 't - _ ,~~;~1, ,i..y . •.y =d; r' r~s .xT'~J - _ - ~y, ~~,}~-iF~~i'4'+~c~,f.,~ 'n,~ 4 F~ ' 4 R,rl-• ' ~ P' • _ _ - Y` ~ _ uy-' f ~ 1 _ r _ . Jy' K~~ ~'x,1J. L " . ~i ` _ _ . 4 ~ 's~. ti1 i r, r~~ a,? 5't~. .5+ i~ ~Sx~ ~ ~ 'i'•:~ ,rv~l : ~6 _ • - ° ~ . - ~4~ ` . ~ !S r ~ ps ~j1 11 " , : :'a ,y~~ ' r~ c : e.r''r~' • ~ ~ ~d'e ~CC`,15a3a f - % ' . ,c , " r'~+r - - i ~1_ , ' s~' . K', -6'r i~~ 4. x,7F_ i. ~~Si,~~~ ~C' _ ~ -~y' . d' 4E~_ y ~ ~ - ~nC~ '„Y _;'e~'~„ , 'r - . `t' 1'x;;r iri`Y' ~a_ - •e- ..~r r.=~ f 'i'^c r,~ ~ ! ~~.Y~irS~k 3~ b r: ~ ~~l .4 y,~~r • 3:~ ~ _ , '~f r ~ a . P`q` _ ~ ~ ~ i „ s'_ , . ~`Y Y-~~ 7~ ~ _ 3 :5;~ "r.~ zC'~~~~ y ~ h ~ c~ ,i . - ~ ' _ - ~.n _r~ ~ ~11 ~ ~ _ t~~ ;-c. 5 N-~y-~Yw.-~• ~y 1, µ ' y - y' , r ~ ~Ff r••y~~~"y y~ ~~tf-;`~~ ',-e, . . -r `~a~~ Y~; w ~~p~~~_, -,ez_w`,f~ '<`arr~'?!.''i, - x ~ ~ ~t,l:'. °'•i " " ' `i ~ _ . -.w . ~ V ~ " • ~,~Y , r,.j.~ t~ "`~ui"~~~~~~"-~ q""~ ~ -y` • J j•- ` k-,' - ' v'' -V ~ , _ ' - . - _ , > - F ,~~-~y ~~~Y"'~;_" :'S:i ~ i~:r~s:~k,•y+_ - r -.~',r - ~ =i;.., - ='.}i-u.~ e~, • •~'.~xwi.~Y,~,'~ p-,~~,~~ `~r'.-__ 46 41 ~g`~~y~s~ex ~ ~'.~~'''~;h:n AE, ~'I. ' ~ ~ ` Jr ' ' - _ , ' S• , - _ _ r _ _ ~}~,F'~P r z~''~'Gr ~ rti'y ~'~'r'r1'?~,~7~; f- P=~-~~.~`:'~S. ~ ~ ~sY~ - . e , , _ ~3 ~ ~ ~ ~ • 3.Jt';'~~r- _ . 'r_%~y~''rx - ~r`..~ ,y w Yr,; "~.k,%'. ~ . r • . - . ' ~ ' - 4 . - . . v .7~ _t~ ;~;~W~'r~-r Y ~ ~i~~w' f ~ay~'! `~3,~r •_r..t xr~~- .s ..:1 • ~ ~ m~ti.• - . . ~ _ 'l~_~-•f '4.e . ~ ~~''~a,: a•' ~ L~^k7~"r - j , ° - _ - - .,N _ ' ~ f • , = ~ _ ,;w-~= ~ • s ~a~~~.^T~ ; ~ Y~s,41.1.[~~ ~ ~`~{'~d.' -5 • _ , s ~ ~ . . . F" - ~L• 'F a sy j _ -~f h~ ''t', i jm-p c~. "SY°••±3F }"f`r~ ~ ~ ~ _ µC • ~ . S_~ ~ _ , i. x'~. d ' _ ~ ~ V , ' - _ ' • r / ~i ~ ~A 5 ~ ~ ~ ~ '1 ~ e°.~~,t'a~~•.- • . y~ . - _ ~ _rtic'j'~ s' ~~s'~_Ltl• n~~t~+ ~ Y~ V,Y"-~,~~Nr 1 :~a'~yf "Q~' S•'Ii ( •R~~~•L 'r ~ ~ ' .3`: ~ ~ - r ' Y .:~!''.-~~NSm=~• ~pJi ~ .y~ ~,s~ly-ti l` 6= • ' _ ' _ . . - ,i , ' ' y'..e . . ~ ' - ~ - ~ d Y c, t k . yi'bR' Zi ~;1 M'" ,q = . . . k y , ' ~ ~'c'Pc ~ ~:v _ . , • yi ? iyay ~ Wf- ~ _~k i~' + . - ' - - ~ ~''y •.i. . •1. . ~ ' , Z.X.r - : re_ - . . " _ a •-e+. , ~i. , , •~it: n'+Y A ,.K~ ~w' _ 4 ~,v ~y, .~{~yr : . - _ - , ,i~_ e~,a~~rtierxj.~ ~ ~ r ' •Y _ ~ . • - , ~ 9{ro~'•~ 6ii `~'yi'~-..`7, r'~'"'-~e'' a'y . _ r~li~~ ^ ~ , is F i _ - x '-Y ~rv S , ' 1J' A = e `•E V ''F.3 ~n ~ ~ Je ra~_ . .r f ¢a T~''~_.~c~,~;`5 `:r= ai ~ Hr- _ , ~ , zF' . ~ • s•- p`_rii-k~_ !a':S~,i.~",.•ri-•~ ~ 1"r~._ Ys ~p ~"~N + h~i, S '~~j ~ - i i . , ` ' ...M1y _ _ ~ • . # ~'H ~ ~ ~ i: = v.~4 ~ ~~+P1~~ • . • . L/ - , Y d'r_'r~i~'~ R~i.`-2~~.J^St.'' F _ ~ 3.,4..~ • ~ ' ? ' ~'~k". '~~.~i"'•",. . i y:~~~ ' .~S^ c3`' ,H~F"~J 7~ ~y'"tSCyl'~.- °,e. ~ ' . i • ^ +y~.=~'.'~ ~ .~Y '.a.~l~j },g°,~.~~~~`.~~~+' ~Y ^ S., i4,,.',~ ~ - ~i Z,l.~;~~ ~':~ak:[f ~'{l~ q lr~tl . . . - _ ~ , _ - nu~~. ~ ~Y~.~ i y ~ ~ ~'eF .1 r ° 1~ " - i L._ Ci!~~ ~~.H?~ ~ ~ ~ p 'i.' ~ ~ ~ . o ,.E ' +•x: - ' ~k : i k`"'.~~' "•w ~"ri ~ a.x_;s•~,~~ ~ ~ ~ _ ~~a^~~` ; r ~ - ; ,^a ~ =~w' ~ `t~ ' . ~ , =,F7 ''as s y'''-• c' ~r s"'_;yx '-~'+•;a^, ~ • ~s_v a'..,. . - . - ,y 'r v., y~ ~ rt - "5_ 0.~. e'~.a•.. .s'..-'-4,~~~~~. r" , , ~ 't... ' eF•~r`'~ ~,,=t _ _ Y y.`a,sa„' ~=~.r,-k ;t* ' Z4 ' '+r i ti" ~~~~:~N~~ '''~j'~ ' ~ . ~ - . a~,~ Y•['~k,. _ • ~'~"s ~~y, r'~ 11.!rti ~7~ C i ` e}~ ~-~Y g•~ 3c~c r 'h~y . - 'k' . +t~'G~,~4=~hrl"`'~c•~ , ~ • ~r '`i'^P_r ~"v:,x'.°_ ~ ' t ~yn.~;' ~ - _ . a. ' . ~ . f-• r iti' rY'4 L Y , `R,J, `~•a~°.~ ~ X ~ ~ ~r4• - -ra 'r. •~li lye• - ~,L~ , '7 _ V ~ - _ ra-~%~. ` r•.~y~F - ~apt~YJ' ~s~f'r.~~:,,.~F,~i.~~ ~ti'~~ ~ • .e ~~4t,~ _ . • - o, i ~'iy'- rL ~,r~;4~. ,-~a~ _ ~•f w ' . , • :'C~-• w'~.~~~t'- -i~-awk~~i '1, p.}~I'~Y•~F~~S y^S-s~ r:~t';~~6t~ , Sa ~ . c• ~ -i k• - - ` . n•~', ~ a "tii ` , ~ - 'r _ x'+Y'~'a ~.,~;-~'5.''~•. i ~aysce,~: F'9 ~I~- -~,t t;~4 h . ;~.~f{N.~y-~• , , x, i ~ ' u . Idp ~ ~ ~ ` _ ~ .~c Y,~l.;,,~"+~ . - ;rY. ~ ' ' ~ - • ~ ~ . , ' . • --S ~,~k. _ °2~~ ~ k ~ .i~,y,s~}.4~.~~, • `~'•r ~E• : °ac ' r,~ .-s=^ '~~,^^4 - Ls~ : fi r.~`e~•,~-i~+.Y~•Y ~ a . . - •..~:`~i•'f '7~v •r ` ~ra~"`'r.` _ , ~.~,~Y '"'Lk~ . . "a.,1~ ' ~'Xc ' i ' 'r'~. • - ~;p: ` -~'a'. - - - • : _ s' i, . , , . _ - _ . ~ . ~ ~.z ~s,•, 7Y,+".u1:• ~ ' .`Y %P' - " ~~.;i~<` x ~ r: ' - _ Ja ' ' ~,~.yL..;.d^ ~•f.~•• . s=.'~'[F•,' l_i c~~" y~~• ~r 4-0 ' '~5 ~ ~ ~ 1~'~.. v - . - . ` { , . - . ,.,r^ r- _ ~ .~i.. . `~~~r,.a'!• ya ~''-;R~ z'-~K=~ ~ ,e„~ `~.J I~'+ N' e y fh i :A • ~f' '~~C ~ b-'C = ~ _ Jk~ ~LEY ~ ~ ' _ ~ _ • • + • _ ~ _ 1 ~ i ' i .i ~ 1~~ `FM1Y'~ 7.,, .~i~~Y~fs.'~~.v.r~i Y ~~~r µ~4sr y.iLU3~. --d . _ . _ ~ . • - , . . ~ - . 6. •i~,~ '-s~ ➢C~ 'Y~ ; i ~ `7~ ~.r _ '.3~ . ; . • • _ ' . . , ~ ' x: Ke ~".xw ~~S ~ q ~ } : ~ ~ ' ~ . ~"y='w+.~'.-- T~'¢ S~~-.~.`,Y'~i'r„ . . ~ • • . _ - R . , • , ,r- ~'~~~r x= s ~ `~y•- ,~j1 ~,~+z7-,~ ' "j. ~ Y _ .tt7 •'f~i..~,~.~ i~~~ ~~Y'"~~~.f.!• =,~'S~~Y~l:. ~~`r., N• . ` ~ / a~ ~ ~ r ' y• = f _ -eL-• '-,se ~ y"'~,ff y'~+~5, ~~-.Y iN . kry 4~.1 ~'sti~Mn ?.S". ` yr. . ^ - ' K ~ „ ` ~`a` ~ ..5 Y - "J~,a4~,7 Y Z,+y'~h~'~.t ~~~'~','k'~'~=`>~i'.', - s~. J ^ `r.. ' ' „ ~ . , - " . ` , }T '1*~" •n~C~~J"=4r i ~ , ~ " c.' - . • , ' . ' ~ ~ ;~:.7 a~r~' .{~d -=r•4~Q.hr•'~` s1 •e¢~ ~a L"['~ ~Y•7• i 7• 'v~ ~dk _ 'L~~ ~"i~'~r ~ 3~~~Fi ~ ~ ~ . t - ~ ' # ~1-',~k V. ~ '~,n ,y• :'~r..~r.-. . , _ _~..sw..••':}':?~:..,d_ - ti."ar~~~Ae,x^ do= for Northwest Anthropology Gontributions in Cultural Resource ManageFnent Na, 45 CulturaI Resource Survey at the , Shelley I,ake Locaiity, 5pokane Caunty,'GVashington . by ' r4lan D. I?ePew BRITIS COLllMBiR/"j ~ • 1 n . o ~ The Cet~t& for Nv thwest Ahthropvlagy ~ : . 6 ~ [ plumbto k'►rer [DAt[Q aPEGoN , r i P 9f,vr ~ ~ Contributions in Cultur,sr1 Resource Management 1"Va. 46 Gultural ResoUrce Survey &t the 5helley T,ake Lacality, 5pokane County, Washington . by A1an D. UePew CENTER FOR NvRTTPNFST ANTHRUP'O~GY WASHIIYGTON S'I`ATE LTNrVERSTl'Y PLTLLLMAIV', WASHINGTUN , PREPARED FOR: RAMM ASSCICIATES ~OR N&H TNMTMENTS SPCIKANE, WASHINGTON AUGUST 1993 ACKNOWLEDGEMENTS , SeVera,l indiViduaIs deserve mention for their role in the compietian of this project. Patti Idlvf of itamm Associates was the focus of interactian between that organization and the Center far Narthwest Anthropolagy. William Andrefsky, Ir., Directar of the Center far Northrr+est Anthropalogy, was the Principal Fnvestigawr and provided adrrice cvncerning both the field aperatian and repnrt cvrnpletion. Dave Harder piayed an impartant rflle in bvth pre- and post-survey organizatiQn as well as survey crew supervision. ATan DePew vrganized the field wQrk, aided in field crew supervision, and wrute the ftnal repvrt. The fteld crew was cornposed of Kaz Czerwinslri, Jack Grey, Jae Marli, and Lrsa Meyer. Althaugh this project - was relatiVely small in scale, all of the rndividuals ment'svned abaVe played irraportant rvles in alTowing successful and trauble free completian of the job. ii - - TABLE aF caNrENTs Acknowledgements .............................................ii ~ CHAPTER PAGE 1 INTRmDOCTION Purpvse and Scope of Work ...........................I Management Summary ..................................1 2 PRaJ'EGT LCCATI[)N hHG BAC$GRaUND Project Locatian ....................................3 Environment .........................................3 Cultural History ....................................4 Histnric overview................................... G Previous ArchaeologicaT Research ....................s 3 AItCHAEi)LQGYCAL SUAQEY Intraduction....................................... 1D Metnvds and Results ................................1D 4 CONCLUSIONS ........................................18 REFERENCES CITED ...................................19 APPEN`L7IX A........................................ A.1 fii i LIST vF FaaUREs , PAGE _ Figure 1 Lvcatian of the Shelley Lake Praject in Spakane , Caunty, Eastern Washingtan ...........................2 F°igure 2 Map of the Shelley Lake Praject Area Showing - Bounc3aries of Survey Areas Mentioned in Text........ 11 Figure 3 Fhato Overview of Survey Area A raith Ftice' s Cvuntry Meats E6uildings a,n Backgsvund (View to 5authwest) ...lz Figure 4 Phvto of Rice's Cauntry Meats Building (View to Sauth) .....................................12 Figure 5 Phflto of Ftice's Cauntry Meats Building (View to East) ......................................13 Figure 5 Photo OVerView of Eastern Edge of Survey Area B (View to Narth) .....................................15 Figure 7 Phota Overview of Sauthern Part of Survey Area C and Eastern Part of Survey Area D(View to Sautheast),..15 Figure 8 Photo avervi,ew ❑f Survey Area ❑(View ta Sauth ).....17 iv - CH!►PTER 1 ' . IHTRdDUCTI0N PIIRPOSE ANIf BCC1FE aF WDAA This report presents the results ❑f an intensiwe archaeolog- ical survey of the area immediately surraundinq Shelley Lake in , Spakane county, Washingtfln (see map, Fig, 1) . The ~~rvey was undertaken as partial fulfillment of acontract between the Center far Northwest Anthrapolagy of Washington state ilniversity and Ramm Assaciates of Spakane far N& HInvestments of 5pokane. The survey was condueted by members of a six persan team from the Center far Nflrthwest Anthropalogy Qn 3u1y 23, 1993. The goals of the archaeolvgical survey, as stated within the 5aope of Work, included a surface survey far cultural materials. The surface survey was to be augmented by subsurface testing , where low surface wisibility might impede the discavery of cul- tural material. 5ite lcscations and horizontal boundaries were ta be determined for all cultural resaurces located, and recnrded on replica T]5GS maps. Additional aspects of the Scope of Work included prnduction ❑f aprvgress report within 14 days of contract executian and submittal of a final report within 35 days of contract executian. ° The progress report was suhmitted to Patti Idlof of Rannm Associ- " ates vn Auqust 2, 1933. This final report represents the comgle- tion of ohligations stipulated in the 5cope of Work. MANAGEMENT SUMMARY An extensive surface survey of the prvject area surrvunding Shelley Lake was canducted on July 23, 1993, by a crew of six peaple from the Genter for Northwest Anthrdpology ❑f the aepart- ment of Anthrvpo logy at Wash ington State i]n ivers ity . Surt ace survey coverage, cvnsisting of regular transects with 5 m to 15 m interval spacing (contingent on specific situatienal needs), was augmented by the excavation of 116 shovel probes, varying between 15 cm to 57 cm in depth. Most ❑f the area has been disturbed by constructian and ❑peration of the R3ce Country Meats facilities and the asscaciated piosaed fields surraunding it. NQ evidence far signif icant cultural resaurces was identi- fied during the survey. A single end battered CDbbZB, located svutheast of She11ey LaDte, represents the anly perssible prehis- taric culturai artifact. As such, the proposed project should nvt adversely effect cultural resources. In the event that archaev- logical mateXials are encauntered during the project, a qualified archaeologist shauld be notified to assess the significance of the discovery. 1 . ~ A -3"" • I ~ . . . a,.,ntm, ~ {]cAMDaul T. I f I S4Glf ' ORULLS ilfYlr' ' ~ ~ - ~ • 4 R ~CEF4ll!! . M1 1 SNOHOULin 1 ~ _ ~ ' , a • -•v ' ~ - 4 ~ _ _ - ° I yI r ~ CIYa111f DOUGl/S 0 1 - ~ _ r•-, r - , uMeoui , , esoaw~ 1 ~ ~ ~ .4m • `ti _ , , I ~a~srr++wm + , - ` 1 ` , ~ - - - ~ ' - ' NAAM - + ADAMS PTOMM : ~ , ~ - , t-AtFMN " ' ' I -~-Lrwltp il ~ . °-M• 'J _ ; r - ' - ~ l _ . I ~~s~u ~ ► f ~ . + ^ ~ ~ ~ Lcwu~"a'~- ~ _ - ~ _ LormN • . . .4crn. ~ OWuss . ^ -•e~- - ' wauA wA~A J ~ ~ A INAS Fi I iV G TON ~ C,.,," - e _ ■ . ~ r - aruap~ , - . rrr. . . . ~p'- - rwr.il[r z,~ m:~w r•• ,l~•• " ~ .y~' I _ Se~'i ! ~4p7- p" iv!' ~ ~,;;~r=~~•v.-r . ...n- JActr~a/;..a~~r"i'~1:._ ..VI i k•. ~ ii...~. . ~1,~• e y• ~ -~p' iy• ~.e. e^ i"~ . ~ ~ ~ ~ G • .rc...w...... ~ '~g•~ ~~rri~~ ~ ~ Gttrll .r, ~ ~ , aY~'I~~ • I p i rai @~% • ~ ......n...~~1 T^+f ..q_..4 . : ,qa . • • ~ ~ ~-1 ~ ' • •w 7~Cf8 . • ~Cn. • ~ ~ ~ ~ r~' . u4a .~`u n I _ - _ ~ s/ i ~ s~ ~ , - - k_ , R ■ T r . ' Ceaaai~afl+Y • '24 A, ~ ~~...~..•~,I~~~LL ~ - ~ - 'M rMr~I • . ~ •eI• ~i, ~ /:r ~ w 11. I` ' -J ~SA„ V~_ ••#~.;•~'.a.. ~ • .a~7P89 i~ ° '+a W . x ~ ~ . • . _ . ~ • . . . ~a~ f w+e1Q(y - i . . . . . . . ' . . r•. ~ ~ ! - ' ,;d , .Ea:~ ~ "I' ~y _ 'r~ - i`t ~ q ~ , • , w ;1\I: . . . . nk _ . . ..sU•~.. . _ -e • • Figure I Lacation of trie She?ley Lake Pro3ect in 5pokane caunty, Eastern Washingtort. CHAPTER 2 FRG.TECT LOCATIO]sT AND BACIGRDU'ND pROJECT LOCA'd'IOH ' The Shelley Lake proj ect area is located within Spokane countX af eastern Washington (Fig. 1) . 5helley Lake is a small (apprvximately 25 acre) pond lacated sauth af the Spokane River , (river miXe 88) and Interstate Highway 90. appraximately 9 miles east of Spokane and 20 miles west of Coeur D' Alene .The proj ect area falls within what is typically referred t❑ as Spokane Val- 1ey, or in histraric times as the Spokane Prairie. Access to the project area is south via the Sullivan exit from Interstate ° Hiqhway 90. and east on Fvurth AVenue. ENVIRONA4ENT The praject area ❑ccurs within an ecotonal setting between the Northern Rocky M4untain Pravince to the nortM andl east, and the Calumbia Basin subpravince vf the Columbia Intermantane PravinGe to the south and southwest (Allison 1968). The transi- taan from caniferaus farest to grassy steppe results in a large].y open coniferous parkland environment. Ecatonal areas are typical- ly cvnsidered to possess a wider selectian of resources, contain- ing elaments of bath ecosystems (Odum 1971). Thams (1991) states that the Middle Spokane River Va11ey as a rahoie wauld suppart , ❑nly mvderate papulatiorrs of game animals and fish species, but ~ would still have had greater productiVity than surrounding areas. Mast Qf the area is classified to the Pinus-Festuca (pande- rosa pine-bunchgrass) vegetaticanal zane (Daubenmire and Dauben- mire 1968). The fvrest community is characterized hy varying mixtures and densities vf ponderosa pine (Pinus ponderosa) and Douglas Fir (PseudotsucLa menziessi), and sparse undergrvwths of bunchgrass (Festuca idahoensis) and waody shrubs. The present forest eGVSystern appears to have expanded into the area sometime between 5.000 and 2.500 years ago {Mack, et a3. 1978; Mehringer 1385}. The accurrence of the Spokane River and ❑ther water badres nearby provides some riparian affects tr the vegetatian vf the area, such as the i.ncreased occurrence of woc,dy $hrubs and grass- es, but this e€fect diminishes as ❑ne moves away from the river. The increase in vegetation pravides greater amcaunts of feed for animals, typically resulting in relatively higher animal popula- tions ar concentrations, as wel.l as increases in berry and other vegetable crops. Weather patterns in the middle part vf the Spokane River Valley generally consists of dry and mild summers arzd cald humid winters. Precipitatifln csccurs mainly as snawfall during wintier, and averages 17.5 irsches per year. Fsecipitation frsr the area mirrors the vegetatianal pattezn as being transiticanal €rom the 3 drier areas to the sauta and southwest and the more mQist envi- rvnments to the narth and east. CtrbTURE HIST[]ItY Numerous cultural historical sequenGes nave been pastulated far the Columbia Plateau. Mast are built 4n interpretatian ❑f excavatimns canducted in loealized areas. 5equences have been propased fvr Middle Columbia (Galm, et al. 1981), the Yakima area (Swansan 1962; Nelscan'1959), and the lower Snake River area (Leonhardy and Rice 1970. 1980), as well more general regional sequenGes (Daugherty 1959, 1962; Warren 1968; BXOwman and Muncell 1969). Each begins with ia local variant af the Palevindian period and cantinues through seVeral phases which, despite ❑ften having different names, are remarkably similar in their periodiaatian. The follawing summary is from Aradrefsky and I]ePew (1992: iD-11) as - aaaptea from araper (1962,2.10-2.11). The Windust Phase dates from apgroximately 10,000 to 8,000 years agfl i The diagnostic characteristic ❑f this phase is a shert bladed, shvuldered lancealate point with a straight t❑ contracting stem and a straight or slightly cancave base. Tod1s assemblages tend to be dvmi,nated by edge-modified f lakes of 51IlCeoL15 materials. Other toals faund in Windust assemblaqes include kniVes, cabble toQls, and laone implements. gane and antler spurs suggest the use of _ the atlatl, ancY eyed bane needles indicate clothing - manufacture. Lithic tool masaufacture involwed the extensive use of siliceaus materials rather than basalt. No dwellings have been found at sites of this age, the campsites have generally been faund on upland terraces, - alluvial fans at mvuths ❑f canyons, and to alesser extent in cawes and rvckshelters. Present evidence ' suggests Windust peaple were mpbile hunter-gatherers or ' fcaragers whose subsistence was derived largely from hunta.ng deer, elk, I prongharn, rabbits, beaver, and waterfowl; river mussels were also used. There is rao present evidence ❑f piant pracessing equipment. I The Caacade Phase spans the period from 8,000 to 5,000 years aga. This time periQd is divicied i,nto Early (8.000-6,700 s.p.) and Late (6,700-5,000 B.P.) pnases. Althvugh bath subphases are characterized by leaf-sttaped lancevlate pmints (Cascade), the Late phase is distinguished by the addition of large side-nfltehed dart points (Cald Springs). 5tone atlatl weights and - taYaular and keeledr scrapers occur in assemblages for the f irst time. Z`he presence af f ish aenes and glant processirag implements thnught to have ]aeen used for grinding seeds rather than ronts suggests mgre secientary settlemerat pat terns. Even wittt tnis apparent broader subssstence base, hawever, huntin9 apPears to have continued as the mast important 5C3LlI'Ce o~f sustenance. gense (1972) suggests that i 4 Cascade assemblages give the impressivn af groups becoming mare adagted to their setting, particularly in the use of , lacally available toaZstones sueh as basalt. However, more 'recent eWidence suggests that nvnlocai lithic materials were used as much or in greateX fresxuency durinq this , Phase than were lacal raw materials fQr making artifaats (Andrefsky 1992; Sappingtvn and Carley 1984). Open settings as well as rmckshelters and caves were used as site locatiQns during this phase. The Tucannon ghase is dated from 5,200 to 2,500 B.F. ❑uring this phase there is evidence for increased sedentism ' in the form of large village sites and settlements. The , artYfact assemblage, hawever, appears crude and unsaphisticated cvmpared to the earlier and later phases in , the sequence. ProjeGtile peint forms consist af types with short blades, shaulders of varying praminence, and contracting stems; the second mQSt cflmmon type is nvtched an the side near the hase or at the corner. Scraping tools, net sinkers, happer mortar hases, and pestles are also cdmmon to the assemhlages. Bane shuttles indicate nets were manufactured. Tn additian to deer, elk, and pr4nghvrn, bison are added t❑ the menus af some groups, and river rnussels are mare intensively explflited. , The Ha_rder Phase dates from 2,500 years ago to A.D. 1300. Like the Cascade phase, this phase is divided into Early and Late subphases. It is charaeterized by - housepit villages and the semi-permanent winter village pattern. Projectile-paints af this phase tend to be sma11er and well-made. Sa called Snake RiVer carner-ndtChed palntSr lanceolate and pentagonal knives, mortar and pestles, bane awls, ornamental beads, and gaming pieGes are cvmmvn to many assemblages. The Late subphase is distinguished by increas inQly smaller paint fvrms than those in the Early subphase. Hafted end scrapers are coznmon to assemblages frdm bath subphases. The ethnagraphic period can be thought of as atime that post-dates the acquisition af the ho_rse, which in creased mability, and the addition of Euroamerican trade - gaQds to the indigenous artifaat assemblage. Hvuse pits of this phase tend to be circular in plan-Vaew. Artifact assem blages typically contain small corner-natched and stemmed , pvints, end scrapers, lanceolate and pentagQnal knives, edge-modified flakes and spalls, gestles and happer mortarse net weights, bvne awls and matting neadles, compasite har paons, and twined basketry. 5 HISTARIC OVERVIEW Spokane ceunty possesses a rich history bath in terms of lvcal and regional develapments. A detail descriptivn of the area's history can be found in Larsan (1991), in which she diR vides the history ❑f the area into three periods, including 1} fur trade t❑ settlement, 2) early settlement, and s) city of Spokane and Spvkane Valley deVelopment. Abrief summary will be presented here, with particular emphasis on events near the project area. I The Spakane House,~located near the confluence of the Spa- kane and Little Spokanei Rivers, is reported as the first Eur❑a- merican settlement in the Eastern Washington. It was huilt by the North West Campany as a!fur trading past in 1810 under the dixec- tion of Finan MCGonaldiand Jacques Finlay (Meinig 1968). It was located on a trail network which had heen used by the Native P,mericans in the area and continued to be utilized by explorers, missionaries, the military and others. A riWal fur company {Paoific Fur Company} established a past called Fert 5pokane nearby in 1812. The Spvkane Hause and Fort Spokane served as a focal paint far tXavele,rs in the Nartnwest far nearly a deeade, by which time bath companies relacated their interests ta other garts of the NortMwest. PsiVate individuals continued ta accupy the sites in the years follawing. Antaine P1ante buiZt a ferry crassing the Spokane River _ immediately Narthwest vi the prvject area, credited as being the - first non-Indian commeraial ferry in the area (Berglund 1987; = Fahey 1988). In additifln, Piante grew crops and raised harses and cattle, including several milk eows (Peltier 1983), trie surplus - of which he traded to traVelers. He alsa hired himself aut as a guide £ram same ❑f earliest exploration in the area {Larson - 1991}, including Gvvernar Isaac I. SteVen, durinq his search far a railraad rQUte fram ~the upper Missauri River t❑ the Pacific acean. The 1850s marked a period of tension between Native Ameri- cans and Euroamericans in Eastern Washingtan (Peltier 1983). Hastilities began tm arise due to widespread dissatisfaction among the Native Americans with terins of the treaties being imposed upon them, as,well as with increased encroachment hy miners and ather settlers. 5ma1l scale hostilities ❑f the mid- ta late-1850s escalated inta a fu11 sca1e canflict during 1858 (Larsan 1991). At that time the combined farces of the Cveur d'Alene, Palvuse, and Spvkane Indians defeated a poarly equipped military cantingent under Calonel Edward J. Steptoe near Rosalia. Washington. The U.S. Army response was to send Co1one1 Georqe Wright and 700 troops to the area. They arrived in the Spokane Va11ey in August ❑f 1958. A massive farce of Native American grvups gathered at Spokane FalZs, including memaers of the Sp4- kan, Coeur d'Alenes, Palouse, Yakima. Kalispel. Pend areilles, Cvlville, Calumbia. vkanagan, and several Nex Perce. The lvng range rifie fire of the' Army prQVed t❑ be too great of an advan- 5 - i tage, and the indians were severely defeated on September 1, 1858, near the Fvur Lakes area. over the next faur days Colonel Wright and his troops waged battle against the native force alang the Spokane Va11ey, tharoughly defeatxng them and crushing the _ indian uprising. The defeat af the Indian forces set the stage far subsequent development of the Spokane Valley. The first bridge crvssing the Spokane River was bui1t in 1864 by A.C. Kendall, who aperated tMe - tall bridge at Spokane Bridge near the current WashingtonlIdaha border until spring flavds washed the bridge ❑ut the next year. It was rebuilt by Timothy Lee and Joe Herrin, A second "free bridge" was built by Isaac Kellagg in 1865 upstream from Plante's ferry. Even so, by 1872, the Spokane Valley area had vnly a few permanent settlers (Doyle 1532). Mast of these lived in the new cvmmunities at Spokane Falls and at Spokane Bridge. ' The town af Trent, laeated just north of the project area, -was the next center ❑f settlement in the area. It sprang t❑ 1 i f e during the mid to late 1870s, with its greatest deVelopment vccurring during the period when the Northern Pacific 3auilt their ' railroad bridge acrvss the Spokane River there in the late 1870s. The construG~ion of the railsaad, which extended from Du= luth , Minnesvta, tfl Kalama, Washingtan Territrary, provided a doukale blessing for the Spokane Va11ey area. The initial benefit arase fflr the commerce assvciated with the canstruction crews. Boarding hauses, general stores, and saloons reaQed profits far the men wDrking on constru+ction. Secand, and perhaps more impor- tantly, the rai3.raad pravided an access to distant markets for bvth distrihution ot their products as well as access to less expensiWe prvducts. Numeraus vther industries fueled the grawth of the area, although most af these industries e:xperienced a 3aaom anci bust cycle. A gold rush in northern Idaho and along the north fark af the Coeur d'Alene River in the winter of 1883-1884 lead to the develapment af Spokane Falls as a major out€itting and staging areas into that ar+ea (Larson 1992:6.21). Ranching and farming played central roles in the early days af the development af the Spokane Va11ey. Farming was li.mited in the late 1800s due to the limited rainfall in the area. Grain crQps were the majQr products with mast vegetable crops limited to personal needs. At the turn of the century, r lrZ'1gr1t10I7 projects were undertaken by the Spokane Valley Land and water Campany, later called the Spokane Carnal Company (Larson 1992). The irrigation projects used the waters of Newman, Twin, and , Liberty Lakes as a means of supposedly turning the sha11ow, gravelly soils of Spokane Valley inta prime farm and orchard lands. The early part af the 1900s w.itnessed an explosion in orchard and farm development. For a short time, svme of the farms - experienced increassd productiQn, but this was tcs be shart lived. 7 a By 1920, lake levels had dropped ta a point whiah made the irri- gatian systems useless. Undergraund water sources were exploited using wells untal a div~rsi4n system fram the Spokane River was cQnstructed on 3~oth the north and south banks of the rider by property awners in the area. The Spokane Canal, as the diversion system was called, was comgleted in 1924. pespite the success that svme individual orchards and farms were experience, by 1922 it became abvious ta the farmers in the area that the 5fl115 of, the Spokane Valley were inadequate ta suppart tne heavy use practiced in the early 1900s. The sails required heavy fertilization which raised the cast of productivn ta a level which made the ver~~ure barely prof itable . Peaple began cutting back vn their '+archard size, v€ten pull.ing aut entire ❑rchards. A heaWy freezle in 1923 further complicated efforts by the farArers. The final blaw to farming efforts in Spokane VaTley was the depression of the 1930s. ThQSe who had managed ta overcom~ the earlier prablems Qf chanqing markets and exhausted svils cvuld nvt withstand the ecanomic crash of the Great aepression. Spokane valley shifted fr❑m agriculturaT to residentia3 develvpment. By the mid 1950s, residential development had all but tatally re- p1aced the vrchards of Spokane Valley. PREVI[DtTS ARC1iAEOT+OGICAL RESEARCH - Very Zittle systematfc archaeolvgical research has been dvne along the Spokane River, Research that has been dane has focused on the area af the Spokane House-Fart Spokane complex near the junctian ❑f the Littlel5pokane and Spokane RiVers. Much vf the wark conducted along the Spokane River upstream from Spokane Fa11s has cQnsisted of 'small field surveys, seldom incorporating extensive areas and rarely resulting i.n tYae recovery of cultural _ , Lindeman 1979; Lindeman and Rice 1981; resaurces (Benson 1979. Rice 1978 i 1984; Salo 1986; Wessers 1988).Recovery of cultural - resources has largely been limited ta sites immediately bvrrderAng the Spokane River (Draper, et al. 1991; Draper and ❑lson 1991). The earliest excavatifln reparted in the literature for the Spokane River were assvciated with the Spokane Hause--Fart Spokane site (45sP5). wnich was excavated frvm 1950-1953 (caywaod 1954). Evidence of the structures of the histor ic trad ing posit were dacurmented }ay these efforts. The area received further attenti4n in 1962-1963 (Combes 1964), durinq which time the 1QCatian of Fflrt Spokane was confirmed as well as doctrmenting the presence af a prehistoriC presence in the locali.ty, , although the historic cvmponent was the facus of effarts. Another prehistaric site (45SP92) was l.ocated appraximately vne mile upstream frvm the Spokane Hfluse/F'art Spokane cflmplex. ❑nly limited sur€ace collectian and minor testing has been cvn- ducted at the site (Larson 1985,• Andrefsky and ❑ePew 1992). 8 I ' Recavered artifacts suqgest a late prehistoric/ pratohistaric companent. An addition prflject warth nate involved limited docu- - mentation of a pithouse lacality (458P37) on aterrace near aeep Creek (Bryan and Swanson 1952). Some minor testing was per£armed at a site (45SP6) near Spakane Falls Community Coliege in 1973 (o'Neal 1973). The test- ing was done by students under the directian of Jerry O'Nea1 of Spokane Fa11s Cflmmunity Cvllege. The site"s assemblage suggests ' periadic use aver the last 1000 years. Numeraus sites have heen recvrded in Riuerside State Park (Larson 1987). One site, 45SP91, in the BvWl and Pitcher area, is of special interest in that the site's assemblage and setting - suggest mid-Holocene or greater antiquity (La_rsvn 1985). Trie only large scale archaeolagical project on the Spokane River accurred in canjunctian with the Centennial Trail FrojeCt (5halk and Wyss 1989; Wyss 1989; ❑raper and Andrefsky 1991; Andrefsky and ❑ePew 1992). The primary purpase of the pro~ect was lvcating sites along the right af way af trail canstructian, as we11 as identification of signifieant sites which might be ad- versely impacted by trail constructivn and/vr use. A tQtal af 72 sites were located or reexamined during this project, which was conducted frQm 1989-1992. ~ 9 CRUTER 3 ARCHAEbLCGICiRL SZTRVEY - INTROI7QCTIOH This chapter of the repart provides informativn cvncerning the archaeQlogacal survey conducted at Shelley Lake, The sectian includes a description of the methvds emglayed during the survey, - as well as a discussion of the results far each of the areas surveyed. METHOriB ANb RESULTS Initial review of the project area based an project maps and f ield observatian suqgested that survey wvuld be most efficiently canducted hy dividing the larger project area int❑ four subareas (areas A-a, Fig. 2) surraunding Shelley Lake (which made up approximately 16% of the tcatal prnject area).Decisions concern- ing area banndaries were based an a combinatian of geomarphfllogi- cal features and Euroamerican features such as raads and fences. Area A Consisted of the northern part of grvject area, extending approximately 40 m sauth past the access road ta the Riee"s Country Meats buildings (see phfltQS, Figs. 3-6). The east and west baundaries of area A correlated with the prvject baundi aries. Area A included aIl of the buildings assvciated with Rice's Cauntry Meats, and made up appraximately 17% of the - prvject area. Area A included an open field, a dilapidated slaughter house, three outb111ld1I]gS, a parking lvt, and an access road system. The copen field was heavily plowed with little to n❑ Vegetational caver, and as such very high surface Visibility. The area around the building was heavily disturbed and showed evi- dence of having been filled in pri+or t❑ construetian of the buildings. Caverage of Area A was conducted by the entire survey team (six people). A total of 24 north-svuth transects (faur sweeps of six people) were walked across area A, at approximately 10 m interval.s. A slightly zig-zag path was walked by eaeh in+dividual tti maximize coverage. Fortyeight shovel probes were dug during the survey to insure that subsurface cultural materials were not being missed. Shavel parcabes varied between 20 cm t❑ 57 cm helow surfaGe. Fill from the shavel prabes were carefully trowe3ed through and glaced back in the shovel probe hole. Depasits in the area were made up of a dark, csrganic rieh, uFper gravelly sandy matrix averaging 25 cm tv 30 cm in depth, foklawed by a lighter brvwn graveily matrix. DifferenGes in the twa horizvns appears tv be prxmary in vrganzc content, making tha upper level much dark- - er, This upper ledel undoubtably correlates with a plawing zone. Na evidence of cultural resources was locatec3, other than a very , discantinuous scattering of reGent garbage. 10 OF . ~ s AREA A ~ c' - ~ ~ w ~ - • AREA C ~ AREA B i PROJ ECT BOUNDARY - . AREA ❑ ~ ~ ■ ~ ■ ~ ~ ] ~ r ~ .r~. r ~~.1 J l~ Figure ? Map of the 5t.elley Lake Proiect Area Showing Boundaries of Surv?v Areas Mentioned sn Text. 11 °'~`r"~"" -c,~'~'"~s~~P~" ~ _ ..Gr'L1r° _ ?hCi.c; -.lzi': .'~tl: e'8 Cc.Fi;.."y .lea4S ~ '~IL1,iZdInC15 ~3~:..R:CT~.^.:»::~ ~c•:.' L.''"Y dDl.1LY1;:esL,' . •a,~ _ .p _ 1Clllrp - ^}:cL~. •'~3~1Lu ~~l.ili+:l~.fiC~ y k.c:. ~c3L1L.1 I . - _ , ~ n yM ~ ~.~~w r E I ~ ° iaure Cr RiCe' s CounLr,: :•!ear-s 'u1 ~ d1nC1 - ..Ie:: Zasm; . ~ a tl ~ y Area B was lacated in the narthwest section of the project area (see Phata, Fig. 6). The nartfiern boundary of area Hwas marked by Fvurth Avenue, and coincided wath the groject haundary. The eastern baundary ran directly south fram the junctian of Fvurth Avenue with Conklin Raad t❑ the shore of Shelley Lake, fallowing the shoreline southwest to the mvst westerly extension , of the lake. The boundarx of Area B then runs immediately west and fallows the project b❑undary along its western edge narth to Fourth Avenue. Area B incarparated approximately 15% of the praject area. It consisted of a heavily plDwed apen field on a terrace approximately 10 m abave 5he11ey Lake and the slopinq terrain running dvwn to the lake. Appraximately midway between the upper pivwed terrace and 5helley Lake a dirt access road on a remnant or created terrace accurs. The p3owed upper terrace had little to no vegetational cover and afforded high surface Visi- bility. The siaping area had moderate plant growth reducing visibility but not t❑ an extent that surface cmverage was pre- vented. A crew of three indiViduals surweyed area S. Transects were walked in an east-west direction with apprcximately 15 m inter- vals. Three sweeps were made with the three person team, result- ing in nine transects. A totaZ of 25 shovel prabes were excavat- ' ed, ranging in depth between 21 cm to 33 cm below surface. oepos- its virtually identical to thase in Area A were encountered in Area B. One passible basalt flake was recvvered from a shavel probe in Area B, but the lack of ather cultural materiai suggests that this flake might have heen created by plawing activities. " Area C included the lands karsrdering Shelley Lake to the nvrth, east, and southeast (Fig. 7). It ineluded an intermittent stream and pand, haunded to the east by the project boundaries, incorporating appreximately 10% of the prvject area. The vegeta- tivn coVer varied, but mastly offered high surface visilaility. The area consisted largely of a fairly steep slopae running dmwn to tYie shdres of 5helley Lake. This area was alsa surveyed by athree person crew. The team surveyed the area with one sweep, running west tv east in the narthern sectiart of tne area, and north to south in the eastern secticsn of the area. Transect intervals varied fram 5 m to 15 m depending an the width of the survey area. Fottrteen shavel probes were excavated in Area C. ranging in depth from 15 cm to 25 cm. ❑ne possible end battered cobble was located svuth of 5helley Lake alang the ridge averlaaking the ephemeral stream. 14 ~ ~ ~ i ..~X~; ~~«3 ~w • ' . s. -N~.h § z,~• ~'~x~ «_ue'.'!wv~~ " .¢."•rs~~~ _ 'y~3 #c.. ^4, 1 . _ ^x ' ~ Figure 6 Phota averview of the Eastern Edge af Survey Area S(View to Nvrth). i , c Fi,aure 7 Phato ❑verview af Southern Part of Survev Area C anci °'ascern Part o= Survey Area n(View tcs 5autiheast) . ~ 15 ! - Area D cansisted ❑f the remainder of the project area, incorporating the lands to the svuth af Shelley Lake (Fig. 9-10). , Approximately 41% af the total praject area fell within the aaundaries of area This area included an vpen, plawed field with little to no vegetation caver. Surface visibility was Very high thraughout area D. - 5urvey caverage ❑f thia area was performed by the entire group ❑f six people. Two roughly east-west sweeps were made with individual surveyors spaced at apprQximately 15-20 m intervals. An exaggerated zig-zag Fath was walked to maximize surface caver- age. A total ❑f 30 shDvel probes were excavated in this area, varying between 15 cm to 30 cm in degth. No cultural materials were found during the survey and testing af this area. 16 . •:vx'r~ ~s~"'n~'~' , - ' x ° . _ :.5 i'~,.,•3~r,. r ~;~'#~n.ye • , . . . . ~ n . . . M ~ g:~' . . ,~.•.'-ss.~qi,, r'^:5~~.~~?`.-~-',-";S:y!~,er', s'r . .y$ . - ' •t....;,y~~. ' i i-Cll:r°_ o '•~~Q~G' :.':Er-Sr12'.I ❑T SS1r°s'Ey :s 23 D SOLI~?7] . zo eHAPTER 4 coxczUSIaN ' The survey conducted at She13ey Lake by a crew fram the Genter far Northwest Anthropo logy at Washi ngton State C1niversity fail.ed ta recaver ewidence of cultural materials. A very inten- siVe surface survey supplimented wi~th subsurface shavel grobes was performed without encountering ev3dence of cultural activity nther than that assaciated with the operation of the Rice's Cauntry Meats faCility. Most of the area cons?sted af heavily disturbed f ields . Given the results af our survey efforts, trie propased proJ ect wauId not adwersely e f f ect cultural resources . As such, we recoznmend that the praject be conducted. However, if cultural resaurces are eneountered during the project activities, a quali- fied archaeologist should be cantacted and consulted with aefore further aperativns. 18 ° REFERENCE8 eITED A1liscsni I.S. 1958 Landforms. In Atlas of the Pacific Nvrthwest: Resvurces and Develc+pment, 4th edition, edited by R.M. Highsmith, Jr. FP-25-30. Oregon 5tate UniWersity, Carvallis. ~.Ar►drefsky ► W - . Jr. 1992 Cascade Phase I,ithic Technolacyy on the Lower 5nake River, Faper presented at the 45th Annual Meeting of the Nvrthwest Anthrvpolcsgical Assrsciation. Burnaby, B.C. Andrefsky, W., Jr. and A.D. DePew 1992 G'rsltural Resources Survey and Mapping at Twa Localities ATong the A4'iddle Spakane River. Contri,butivns in Cultural Resaurce Management Na, 43. Center for Northwest Anthropolo 9y. Washington 5tate University, Pullman. BBflSe, J.A. 1972 The cascade Phase: A Study in the Effect of the Aitither mal vn aCultural system. Unpublished Ph.G. dissertation. ❑epartment of Anthropalogy, Washinqtrsn State University, Fullman. - - Bel1SC]I7 , C. L. 1979 Archaeolagical Assessment of .S'Gate Parks Capital Projects, 1977-I979. Reconnaissance Repart Nfl. 27. Institute ' for Environmental 5tudies. i]niversity of Washingtonr Seattle. Berglund, M.H. ~ 1987 Qtis orchards, the fiXSt fifty years. Ye Gallean Press, Fairfield Press, Washington. Brownan, D.L. and ❑.A. Munsell 1969 Crslumbia Plateau Prehistory: Cultural Qevelaprnent and - Impinging Influences. American Aritiquity 34(3):249-264. ~ Bryanr A.L. and E.H. Swansan, Jr. 1952 Archaeolagical Site Survey Fvrm for 455P37. Dn file, Center for Nvrthwest Anthropolagy, Washinqton State Unaversi tY, Fullman. Caywaod, L.R. 1954 ArchaeoIagical Excavatians at Fart 5pokane, 1951, 1952, and 1953. Ms. on file at the National Park Service, San Francisco. Cra2nbes, J . D . 1954 Excavations at the 5pvkane 1'Tause-Fart 5pokane Histaric Site I962-1963. Labaratory of AnthropQlogy Reparts of Inves tigatians No. 29. Washington State vniversity, Pullman. 19 ~ 1 ~ 'paubenmirer R. and J. ❑aubenmire ~.9E~8 ~'orest Vegetata~n of Washinqton. Technical Sulletin 60, Washington Agricultural £xperiment Station, Washington State i1niversity, Pullman 1 Daugherty, R.D. 1959 Early Man in Washington. State of Washington, Dept. of COIYs£r`Vat1O1la d.ivisivn of Mines and Geology, Infaranativn Circular 32. - 1952 The Intermontane Western Tradition. American Aaztiquity 28: 144-150. Dc]yle, K, L. 1932 The Youth and Adventures nf Spokane County. Unpublished Master's thesis, i]niversity af Washington. seattle. . Draper. J. A. 1992 The Optians AnalysYS Study r Cul tural Resources. Contributions in Cuitural Resource Management No. 38. Center for Northwest Anthropology, ❑epartment af Anthropeiv9y, Washington State Y]n iversity, Pullman. Draper. J.A. and W. Andr-efsky, Jr. 1991 Archaeolagy of ~he Middle Spvkane River ValIey. Investigativns AZong the Spokane Centennial TraiI. Center fvr 'Nvrthwest Anthropology PrajeGt Repvrt Nv. 17. Department of ° AnthropalagYr Washington State Clniversity, Pullman. Draper, J.A. and D.L. Olsmn 1991 The Results of Test Excavations. In, Arclsaeolagy of the ' MiddIe 5pakane River VaTley: Investigatsans Along the Spokane Centennial Trail. Edited by J.A. I]raper and W. Andrefsky, Jr. PP• 8.1-8.91. Genter, far Nart3awest Anthropolagy Project Report No. 17. Department qf Ant3ijrapolvgY, Washington State ❑niVersity, Pullman. ` praper, J.A., D.L. olsah and M. Wyss 1991 5urvey Results fQr the Centenni.al Trail Archaeology Prvject. Irt, Archaeo Iogy of the l~iiddle Spokane Rzt~er ValIey: Investigatians Alon~ the Spakane Centenr~ial Traxl. Edited by J.A. D~raper and W. ~ndrefsky, Jr. pp. 7.1-7.49. Center for Morthwest Anthrapol~gy Project ReQart N❑. 17. Department of Antttrvpa3 Qgy, Washir1gton State []niVersity, Pullman. Fahey, J. 1988 The Spnkane Rive r, its miles and its histary. Ms. an file. Spai~ane Center~nial Trail Committee, Spokane. 2g ~ ~ Galm, J.R., G.D. Hartman, R.A. Matsen, and G.O. 5tephenson 1981 A Cultu-ra1 Resources averview of Bonneville Power Administrationfs Hid-Co2umbia Prvject, Central Washington. Eastern Washington UniversitY RePvrts in Archaeology and History 100-16, P,rchaevlogical and Historical Services, Cheney. ' Larsan, L.L. 1985 Archaeo2ogical Assessments 5tate ParkS eapital Pxvjects, ' 1984-85. RecannaissanGe Report No. 46, affice af Public ~ Archaealogy. Institute far Environmental 5tudies, University of Washingtqn, 5eattle. ' 1987 Archaealogical Assessments State Parks Capita3 Prajects, I985-1987. Reconnaissance Repart No. 48, Office af Puh13c Archaealagy, Institute far EnVironmental Studiesr University af Washingtvn. Seattle. 1991 Spakane River Centennial Trail Upstream and Dawnstream Histflric 4verView. In, ArchaealQgy of the Middle 5pokane River Valley: investigations Along the Spokane Centennial Trail. Edited by J.A. Draper and W. Andrefsky. Jr., Pp.6.1-6.32. Center fmr Northwest Anthrflpvlogy Praject Regnrt Na,17,aepartment af Anthrvpglogy, Washington State Universi ty. Pullman. Leonhardy, F. and D.C. Rice ' 1970 AProposed Cultural Typology far the Snake River Regian af 5autheastern Washington. Northwest AnthrvpoIogical Research Nates 4:1-19. 1980 The Lvwer Snake River Culture Typalagy: A ReVision and Evaluation. Paper p_resented at the 33rd Annual Narthwest Anthropological Goriference, Sellingham, Washington. Lindeman. G.W. 1979 Cultural Resaurces Survey of Government WaylLindeke 5treet Corridor From Greenwovd Raad te Sixteenth Avenue, 5pokane. Washington Archaealagical Research Centers Washing ~ ton State Unxversity, Pullman. Lindeman, G.W. and H.S. Rice 1981 Cultural Resources Survey of the Upriver Dam Hydrpelec tric Project in Spokane, Washington. Nationa1 Herltdge, Inc., ColfaX, WaShxngton. ~ Mackr R.N., N.W. Rutter, S. Valastro, and V.M. Hryant, Jr. 1978 Late QuateXnary Vegetation History of Waitts Lake, Cal ville River Va11ey, washington. BvtanicaT Gazette 139(4):499-506. 21 i ~ . Mehringer, P.J., Jr. I . 1985 Late-Quaternary Pallen Recvrds fram the Interior Pacific 3dvrthwest and Northern Great Basin of the United states. In Pol3en Recards af LAtegpuaternary Narth Arnerican Sed3ments, edited by V.A. Bryamt and R. G. Hollvway, pP. 167-189. Ameri can Assaciatian af Stratiqraphic Palynoloqists Foundation, I]a11as, Texas. Nelson, C. M- ~ 1969 The Sunset Creek 5ite (45KT28) and Its Place in Plateau ~ Prehisto.z-y. Labaratory af Anthropalogy and History Report of lnvestigation No. 17, Washington State [InaVersity, Fullman. odum, E.P. 1971 Fundamenta3s af Ecolagy, 3rd edition. W.B. Saunders, Philadelphia. ❑'Neal. J. 1973 Archaeolagical And Faleont4logical Site Survey form for ° 45SP6. Labaratory of AnthrQpalocjy, Washingtan State Universi ' ty. Site form on f i~e at the Washington State O~'fice of Archaeol~sgy and History, Dlympia. ~ Peltier, J. ~ 1983 Antaine Flante,~mauntain man, rancher, miner, Quide, hastler, and ferry~n n. "Ye Galleon Press. Fairfield, Washing tvn. - RiCe, H.S. - 1978 Atchaeolvgical Survey vf Nog-thriver Drive Corridnr. Vols. I and II. National Heritage. Inc., Calfax, Washingtan. ~ 1984 A Survey for Cul!tural Resources at SR sa, Sullivan Rvad - Interchange, Spokand Caunty, Washington (TAD 284). National - Heritage, Inc., Calf ! ax, Washinqton. Sa1D, L.V. 1586 Washington Army NatiDnal Gua~rd, Camp 3even Mile, Range Construction and Improvements, CraTtural Resource RecvnnaissanGe. U.S. Army Carps of Engineers, Seattle ois trict, Seattle washzngton, - 5appington. R. L. and C, D Carley 1584 Archaeolagical Test Excavatian and Evaluation of Three Prehistaric Sites at 5wift Bar on the Lower 5nake River, SQutheastern FTashin~^Iton. Anthrvpn3vgical'Research Manuscript Series No. 81. Unive~rsity of Idahfl, Moscow. r. 5halk, k. F. and M. J. WySI s ~ 1989 A Gultural Resaurce 5uxwey of the Spokane River Centenni a3 Trail: Phase 1-=Spokane to the Washington/Idaho Horder. Gontrihutians in Cultural Resource Management No. 27, Center for Northwest Anthro;palogy, Washington State ITniversity. 22 r ' Swansen, E.H., Jr. 1962 Early Culture of Northwestern Narth America. Arirerican y Antiquity 28: 151-15s . ThoIIlS, A.V. 1991 Landscape Evolution and Economic Resaurce Structure of ' the Middle Spakane Riuer Valley. In, Archaeoingy of the Middle S,poksane River YaIIey: Investigations Along the Spokane Centennial TraiT. Edited hy J.A. ❑raper and W. Andrefsky, Jr. pp. 3.1-3.29. Center fvr Northwest Anthrapology Fraject ' Report Na. 17, Department of Anthrapologyr Washingtan State Llniversity, Fullman. Warren, G.N. 1968 The View from Wenas: A 5tudy of Plateau Prehistory. Ocaasional Papers of the Idaho 5tate ilniversity Museum, ~ NQ. 24, Idaha State University, Pacatellcr. Wyss, M.J. 1989 Cultural Resources SurVey of the Proposea Latah Creek , Galf Caurse-Phase I. Repart submitted to David Evans and Assaciates, Inc., Spokane. Washingtan. ~ ,~23 ~ "PBNDIg A RLSQLTS f]F BHOVEL PROBES , - A.1 niseussion af Shovel Prvbe Data , gncluded belaw is alisting of the shavel prnbes excaVated ' during the Shelley Lake archaeolagical survey. Five categaries are designated in the listing. Included are Unit, Leve1 (abbreVi- ated LV), depth of excavativn af the shovel probe below surface ~ (BS), Matrix, and the presence or absence of Cultural Material (Cult. Material). 9 The Unit designation is a field identifiGation number used by the Center far Northwest Anthrogvlogy during archaeolagical surveys. The twa letters which start the unit designataon are the - fnxtaals of the individual who dug the prabe, and the number which follows is assigned in sequential vrder. The purpose of - this designation is t❑ cross-reference field nates taken on each shovel probe by the individual ta a field map on which 1acation of the shmvel probes are plotted. I The LeVel designation is typically used in areas where multiple naturai and/ar cultural strata are dug through during excavatian of the shavel prabe. A number, starting with I at the surface, is assigned to each recagnized aifferent strata. This al1vws far increased Gontrol when aultural materials are encvun- tered. The BS designation provides the depth below surface in centimeters of the bottom of the Level af the Unit heinq consid- ered. The Matrix designatfvn is a field description of rhe depas- its cmntained within each level. For the SheZley Lake Project, - anly two strata were recagriized. The upper most deposits were dark, organic rich, gravelly materials. Tn same shovel prebes, a 1awerr•lighter gravelly material was encauntered. This lower level differed fram the upper level primarily an that the upger , layer contaxned mare arganiG material, makinq it darker in ap- • pearance. The Cultural Material categvey signifies the presence or ~ aasence of cultural artifacts. Quring the 5helley Lake 5urvey na significant cultural resourGes were located. , A-2 IINIT LV H8 MATRI% CULT. HATERTAL KC1 I 20cm DARi+ SROWN GRAVELS,Y 5C3IY, NONE KCZ 1 30 DARK BRN W/ LT BRN L[JWER LAY£R NONE 1KC3 1 25 DARK BFtN W1LT SRN LDWER LAYER NONE KC4 1 40 QARK BRN W/LT $RN LOWEH LA,YER NONE KC5 Z 25 BROWN GRAVELLY SOIL NONE ` KC6 1 25 aARK $FtflWN GRAVELLY SOIL NONE ' KC7 1 30 DRK BRN W]LT HRN GRAVELLY 5C?IL NONE I{C8 1 35 DRK $Fdr1 W/LT SRN GRAVELLY SOIL NONE , KC9 1 25 SANDY 5OTL W/SMALI, PEHBLES NONE ICC10 1 30 SPNDY BOIL W/SMALL PEBBLES NONE KGi1 1 15 ORK BRN SaIL W/ SHIS'd'aSE MATL NONE KCI2 1 15 pRK BROWiV SDIL WITH ROCKS NONE KC13 1 25 DRFC BR[7WH SDIL WITH ROCKS NONE ' KC14 1 20 DRK HROiaN SdIL WITH RDCKS NONE ICC15 1 25 DRI{ BRQWN SOIL WITH ROCKS NONE I{C16 X 25 DRK SRCfWfN SOIIP WITH RC]G`KS NONE KC17 1 25 dRK BROWN SOIL WI~H ROGKS NONE KC7.8 1 25 DRK BRVWN SQIL WITI-I RaCKS NONE KC19 1 25 DRK BROWN SCfIL WI'TH ROCKS NONE ,AD1 1 20 ORK GRAWELLY SANDY TILL NONE A02 1 25 DRK GRAVELLY 5ANDY 14AfiRIX NONE AI12 2 30 LT HFtN GRAVELLLY A'LA'TkIX NONE AD3 1 25 L7RIi GR.p,L7ELLY 5ANL1Y MATRIX NONE A03 2 30 LT HRN GRAVELLY ~TRI7C NONE AT34 1 25 DRK GR AVELLY SA.NaY MATRI X NONE AD4 2 33 LT BRN GFZA,VELLY MATRIX NONE AD5 T 25 DARK GFtAVELLY MATRIX NONE A06 1 20 QARi{ GRAVELLY MATRIX NONE ' AD7 1 35 DP►FtK GRAVELLY MATRIX NONE Ad8 1 25 DARK GRAVELLY MATRI3C NONE AD8 2 42 LT BRN GRAUELLY MATRIX NONE AD9 1 33 T]ARK GRA~~LLY MATRIX NONE , AD 1 D 1 27 DA,RX GRAV ELLY MATRI X AiDN E AD11 3 31 DARK GRAV£LLY MATRI}C NONE AI7 12 1 25 DARK GhAV ELLY MATRT X NQN E - AD13 1 31 I]AFLK GRAVELLY MATRIX NONE A014 1 23 L7AF.K GRAVEULY MATRI}C NONE AI} 15 1 22 DARK GRAVELLY MATRI % NOId E AD15 1 27 DARI{ GFtAVELLY MP,TRT7t NONE ADI7 1 25 DARK GRAVELLY MATRIX NONE AQIB 1 22 DARTC GRAVELLY A'dATRIX NONE AL119 1 19 DARIC GF2AV£LLY MATRIX 1ti0NE A02 ❑ 1 23 DARK GRAVELLY MATRIX NONE JG1 1 35 DARK BROWN NONE JG2 1 45 DARK BRN-LT BRN AT 3 OCm NONE JG3 1 32 flARI{ HRC3W'N NONE JG4 1 57 DARK BRc]WN-LIGHT BROWN NONE JG5 1 28 I7ARK BR{3WN NONE JG6 1 35 DART{ BR{1WN NONE A.3 i UI~IT LQ HS PSATR~k CtfL'P. HA'TERIAL ~'G7 1 32 DARK BROWN NONE JG8 1 32 DARK BAOWN-LT BROWN AET 20cm NaNE , JG9 1 28 ❑ARI{ iBROWN AIONE JG 1 Q 1 25 I]ARK BROWN NONE JG11 1 32 L7ARYC BROWN PU55IBLE BASALT FLAKE JG12 1 25 TDARK BROWN NQNE _ JG 13 1 27 DARK BROWN NDNE JG14 1 30 QARI{ BROWN NC]NE o7G15 1 21 DARK ~~RaWAI NUNE JG15 1 27 DARK BROWN NOIdE JG17 1 25 DARI{ BROWN NDNE JG 18 I 30 DAFZi{ BROWN N❑NE JG19 1 20 DARK 6RflWN N(]NE JGZO 1 20 DARK HR9WN NONE DH1 1 25 BRO'f+NIGRAVEbLY SA1+iD NONE 0H1 T 25 BROWN GRAV ELLY SANP NQNE ❑H3 1 20 BROWN GFtAVELi,Y SANQ NUNE DH4 1 20 BR+QWN IGRAVELLY SA,Np NONE DH5 1 20 HROWN i GRAVELLY SAND NC]NE ❑Hf 1 30 HRC7WNi GRA~ELLY SANU NONE DH7 1 20 BRO'WiJ IGRAVELLY 5AND Nc]NE ~ DH8 1 35 HROWN; SANDY LOAM AIOAiE DH9 1 20 HRdWN i GFd,AVELLY SANT] NON£ tiHl t) 1 30 BROWN ~ SANDY LOAM AiONE I3H11 T 15 BROWN ROCKY SPIND NONE L]H12 1 35 BROWN SAND WePEHBLES 1VONE ~ F DH13 1 30 BRL?WN, LOAMY SAND POSSIBLE FCR DH14 1 10 BROWN GRAVELLY SANp fidONE pHlr I 20 BROWN GRAVELLY SAND NONE DH16 1 25 SROWN, CRAVELLY SP,ATD NONE I3H17 1 20 BROWN GF7AVELLY SAND NONE L1H18 1 15 BROWN GRAVELLY SAND IdQNE I3H29 1 15 SROWN GRAVEI,LY SPaHD NONE JM i 1 26 DARK BROWN t+iClN E JM2 1 30 I}ARK BROWN NONE - JM2 2 36 LTGHT $ROWId NaNE JM3 1 25 dARR BROWN A1'{]kdE JM3 2 28 LFGHT ' BROWN N[]NE JM4 1 25 QARIC BROWN ' AIOHIE JM5 1 25 DARK BROWN NONE - JM5 2 30 LIGHT BROWN N❑fiiE ,TM6 1 30 DARIC BROWN NUNE JM7 1 30 DARK BROWN NONE JM8 1 40 aARK BROWN NONE JM9 i 20 DARx BROWN NoNE _ Jml o 1 35 DARii BROWN NOATE .7M11 T 25 DARIZ BROWN NONE ° JM12 Y 25 'f7ARt{ I~ROWN Ni]NE A.4 - [TNIfi LV HS MATRIg . CULT. MATERIAL JMI2 2 30 LIGHT BROWN NC}NE JM13 1 30 DARK BRQWN • NONE , JM14 1 25 DARK BROWN NO~E JM15 1 15 DARK BRQWN N[]NE JM16 1 25 DARK BRdWN N4NE JH17 1 20 ❑ARK BRDWN NONE JM18 1 20 DAFLIi HFi[]WN NC]NE JM19 1 25 DARK BRDWI+ii NONE LMl 1 23 VERY DARK AND WEI` SOYL N❑1VE LM2 1 30 VER1C DARK AleT❑ WET SDIL NONE , 1143 1 20 DARK THEN LIGHTER A`T' 15c1n NONE LNi4 1 32 DARK NONE LM5 1 28 DARK SOIL; VEFtY GRAVELLY NvNE 1146 1 30 DARK SOIL; VERY GRAVEI,LY N❑NE LM7 1 Zg DARK 5t3IL; V£RY GRAVELLY NONE LMg 1 3[} ❑ARK SDIL; VERY GRAVELIyY NaNE LMg 1 28 DARK SQIL; VERY GRAVELLY NONE LM10 1 23 DARK SiJIL; VERY GRAVELLY NONE LM1 i 1 25 DARK SOIL; VERY GRAVELI,Y NOidE I.,M12 1 25 DARK SQIL; VERY GRAVELLY NONE LM13 1 24 DARK SOIL; VERY GFAVELLY NONE LM14 1 23 DARK SOIL; VERY GRAVELLY NONE IM15 1 29 DARK 50IL; VEFtY GRAVELLY NONE 11416 1 26 DARK 5~IL; VERY GRAVELLY NONE LM17 1 29 DARK 50IL; VERY GRAVELLY NOA1E 1C,M18 1 27 DARK SOIL; VERY GRAVELLY NONE LM19 1 28 DARK 5[7IL; VERY GRAVELLY NONE LMZO 1 25 DARK SvIL; VERY GRAVELLY NONE t A.5 0 - . Appendix E Traffic rrnpact Analysis i` TRAFFIC I1VrPACT ANALYSIS for the PR4P'OSED SHELLEY L.AI~E RESII3ENTIAL DEVELOPMENT ' SEPTEMBgR 1993 Prepared By; ¢ Inlarrd Pacific Engineering Campany 25 S. Altamont - Spokane, W14 99202 (509)535-1410 TRAFFIC EOPACT ANALYSIS for the - Froposed Shelley Y.,ake Residential Development Spokane County, Washingtan septemeer 1993 `i Preparea by: Inland Pacific Engineenng Company 25 S. Altanant Spnkarte, WA 99202 (509)535-141 0 This report has taeen prepared by the staff vf Inland Pacific Engineering Company under the airection of the undersigned prafessional engineer whose sea1 and sigraature appear hereon. OLSALM . , Z.~~~ -9 5462~ - ~ EXPIftES 4/24/11~G ~ Todd R. W hipple, P.E. TABIfE OaF CONTEN2'S - IIIt7RDDUC77ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I ~ 7`L4 - DOCi1MENl' SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 AL7LRNA 77 VE 1 - . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 ~ - ~ ALTERNA77ViE 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I ALTERVA77VE 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 PRO1EG`l' DESCRIP7IaNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . b AIter►uuive I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Atternative 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Aiternative 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 ExEL'UTTVE SUh~IMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ COIVCLIISIONS - Airernadve 1'ITO. 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 , - 12ECQM11a'EIVDA7IDNS - Allernative 2Vo. l . . . . . . . . . . . . . . . . . . . . . . . . 9 ~ CIJNC'LUSI'ONS - Alternarive No. 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 RECDI4IMEIIDA7IQNS - Alremcrtive No. 2 . . . . . . . . . . . . . . . . . . . . . . . 11 CONCLUS2ClNS - Alterrtative Na. 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 REG~'1MMENDATTQNS - Afterrative No. 3 . . . . . . . . . . . . . . . . . . . . . . . Il MSTI'NG CONDI77(7NS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 EXIS77NG CnN!)MONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 I.and use IZ Earisting Roadways . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 - Sullrvan Raad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Spragree Avenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 4rh Avsnue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Cankdin Road . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Ratchford Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 S777D Y INI'ERSEG'77DNS . . . . . . . . . . . . . . . . . . , . . . . . . . . . . . . . , . 14 7raffic Volumes arrd Peak Hours af 4peration . . . . . . . . . . . . . . . . . 15 LEYEL nF SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Signaiized I►tersection.r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 UnrignaIized Intersecrionr . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Shelley I.ake LewI of Sen►ice and Traffic Analysis . . . . . . . . . . . . . . 19 , Stellivwa Raad and 4th Aventee . . . . . . . . . . . . . . . . . . . . . . 20 Sprague Avenre gnd ConkTin Raad . . . . . . . . . . . . . . . . . . . 20 Sudlrvcrn Road ana' IFth Avenue . . . . . . . . . . . . . . . . . . . . . 21 Warrcuu Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Traffic Safery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3 Planrted 7`t•anspnrratinn Improvements . . . . . . . . . . . . . . . . . . . . . . 24 - FU'TURL YE4R TRAFFTC IMPAGT ANALLYSIS . . . . . . . . . . . . . . . . . . . . . . . . . 25 _ e4NNRLYSIS ASSUMP7I4NS AND METHODOL(3~'iIF•S . . . . . . . . . . . . . . . . . ZS i DEVELOPMENI' TRAFFIa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Shelley Lake - Alte~rative No. 1 Site Generated Tra,,~'ic . . . . . . . . . . . 26 Shelley Loke - AlteMative No. 2 Site Generated Traffic . . . . . . . . . . . 26 Shelley Lake - Alter6tive No. 3 Site Generated Traffic . . . . . . . . . . . 27 TRIP DISTRIBUTION AIVl ASSIGIVMEIVT . . . . . . . . . . . . . . . . . . . . . . . 29 BACKGROUND TRAFFIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 FZITIIRE I'EAR LEVEI, OF SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Background Future Year Level of Service . . . . . . . . . . . . . . . . . . . . 36 Sullivan Road and Sprague Avenue . . . . . . . . . . . . . . . . . . . 36 1995 Background - AM Peak Hour . . . . . . . . . . . . . . . 36 1995 Background - PM Peak Hour . . . . . . . . . . . . . . . 36 2000 Background - AM Peak Hour . . . . . . . . . . . . . . . 36 2000 Background - PM Peak Hour . . . . . . . . . . . . . . . 36 Sullivan Roa4 and 4th Avenue - . . . . . . . . . . . . . . . . . . . . . 37 1995 Background - AM Peak Hour . . . . . . . . . . . . . . . 37 1995 Background - PM Peak Hour . . . . . . . . . . . . . . . 37 2000 Background - AM Peak Hour . . . . . . . . . . . . . . . 37 2000 Background - PM Peak Nour . . . . . . . . . . . . . . . 37 Sprague Avenue and Conklin Road - . . . . . . . . . . . . . . . . . . 37 1995 Background - AM Peok Hour . . . . . . . . . . . . . . . 37 1995 Background - PM Peak Hour . . . . . . . . . . . . . . . 37 ZApO Background - AM Peak Hour . . . . . . . . . . . . . . . 38 2000 Background - PM Peak Hour . . . . . . . . . . . . . . . 38 Sullivan Ro and 16th Avenue . . . . . . . . . . . . . . . . . . . . . 38 1995 Background - AM Peak Hour . . . . . . . . . . . . . . . 38 - 199 Background - PM Peak Hour . . . . . . . . . . . . . . . 38 2000,, Background - AM Peak Hour . . . . . . . . . . . . . . . 38 2000 Background - PM Peak Hour . . . . . . . . . . . . . . . 38 Shelley Lctke Future Year Level of Service Alternative No. 1........ 43 AlternQtive ~o. 1 Phase 1- Resulting Level of Service 43 AM ~eak Hour . . . . . . . . . 43 PM eak Hour . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Alternative No. 1 Phuse 2- Resulting Level of Service 43 AM Peak Hour . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 PM PeQk Hour 46 Shelley Lake Futurf Year Level of Service Alternative No. 2. 52 Alternutive fVo. 2 Phase 1- Resulting Level of Service 52 AM Peak Hour . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 PM 'Peak Hour . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 Alternative yo. 2 Phase 2- Resulting Level of Service 52 AM Peak Hour . . . . . . . . . . . . . . . . . 52 PM lPeak Hour . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 ii SHEUEY I.AKE FU7VH ~ ~EVELOpME1Yl' IIbIFA C7S . . . . . . . . . . . . . . . . 59 ALTERVATIVE NO. I Phare 1 - 1495 . . . . . . . . . . . . . . . . . . . . . . 59 ALTER1VA77VE Np. I Phcrse 2 - 2000 . . . . . . . . . . . . . . . . . . . . . . 59 ' riM Peak Hour . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 PM aPeak Hour , . . . . . , . . . . . . . . . . . . . . . . . . . . . . . . 59 ALTERNA77VE AIQ'. 2 Phase l - 1995 . . . . . . . . . . . . . . . . . . . . . . 60 A.L ATI'VE NO. 2 Piuzse 2 - 2000 . . . . . . . . . . . . . . . . . . . . . . 60 ' ALTERNATfVE NO. 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 P07ENTiAL MMGA27ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 ~ AL 7ERNATIVE Nfl. I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 ~ Sullivan Rntul and Sprague Avenue . . . . . . . . . . . . . . . . . . . 61 Sullivan Road and 4rh Ausnue . . . . . . . . . . . . . . . . . . . . . . 61 Sprague Avenue and Conkdin RoQa' . . . . . , . . . . . . . . . . . . . 61 - Sullivan Rocrd arrd 1 6th Ave,nue . . . . . . . . . . . . . . . . . . . . . 62 AL7F.RNA77VL NO. Z . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 Sullivan Road w7d 5praguue Avenue . . . . . . . . . . . . . . . . . . . 62 - ' Sullivan Read and 4rh Avenue . . . . . . . . . . . . . . . . . . . . . . 52 Sprague Avere,ue arrd i;orklin Road . . . . . . . . . . . . . . . . . . . 63 Sullivan Rond and 16th .4verure . . . . . . . . . . . . . . . . . . . . . +63 AL TERVATI E'L NO. 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 COIVCLUSIONS AN!] RLCOMMENDA 77C1NS . . . . . . . . . . . . . . . . . . . . . . . . . . 64 CONCLUSIONS - A2ternAtivre No. 1 . . . . . . . . . . . . . . . . . . . . . . . . , . . 64 REGOMMENI7A7IdNS - Alternative No. 1 . . . . . . . . . . . . . . . . . . . . . . . 65 C4NQ.ZIS1'dNS - Alternative No. 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 RLCCIMMEIlDATIUNS - Alterrratfve No. 2 . . . . . . . . . . . . . . . . . . . . . . . 67 _ CONCLUSIaNS - Attentative Na. 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 , IECUMMEIVT3A7IONS - Altemurtive No. 3 . . . . . . . . . . . . . . . . . . . . . . . $7 ~ LIS7' OF TABLES Table I - Proposed PrnjeCr Phasing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I Table 2 - Proposed Prvject Phasing . . , . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Table 3 - Exisring urtd Future Zaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 - Table 4 - 1993 Feak Hour Erisring Levelr of Servrce . . . . . . . . . . . . . . . . . . . . . . 20 ; Table 4B - F ristr'ng RccidEnt HistQry '90 to '92 , . . . . . . . . . . . . . . . . . . . . . . . . 23 - Table 5 - 23ip Generation - SieIley Lake P2ut . . . . . . . . . . . . . . . . . . i . . . . . . . 28 Table 6-PF~e I- A~f Pe~r Hour T~rersectir~n Levoels af Service - Adternr~tve l.... 44 TcthIe 7- Phase I- PM FewYr Hour Inrersectron T.evels af Service o Alternutive 1.... 44 - Table 8- Phare 2- AM Peulr Hour Iruersectron T,evels o,f Service - Afternativoe I 45 ~ Table 9 - Phase 2 = P1~'1' Peak Hour 1'ntersectian Leveds of Service - AIterncuive I . . . . 45 Table 10 - Phare 1-AM PeaIr Hnur Irzrersection LeveJs of Serviee -Alrernurive 2... 53 Table 11 - Phase I - PM Feak Hour Inrersectinn I.eveis of Service - AlternQrive 2.,. 53 Table 12 - P+iase 2 - AM Peak lYour Intersectian T.eveIs of Service -AIternwive 2,.. 54 Table 13 - Phase 2 - PM Feak Hour Intersection Lereis af Se,rvice - AItemcuive 2... 54 1V LIST C]F FIGURES - Figure 1 - Ycinity Mcip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 , Figure 2 - Alternative No. I - Sire P'Irin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 3 - Alrernadve Na. 2 - Sfre PIan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Figure 4 - F-xisring AM Peak Hour Volumes . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Figure.5 - BxUting PM F'eak Hvur Volumes . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 F'igure 6 - T'rip Distribution By Fer,cent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 , ,Figure 7 - Alternative Nv. 1 - Phase l, TYip Distribution and ,rtssignnent . . . . . . . , . 32 _ Figure 8 - Alternrative No. 1 - Phare 2, Trtp I)istributfon and Assignment . . . . . . . . . 33 F'igure 9 - Adternative No. 2 - P7urse 1, Trip D%ztribution and Assigrunent . . . . . . . . . 34 Figure 10 - Alternative IVo. 2 - Phase 2, Trip Ai.rrrrbutian and.4ssignnrent . . , . . . . . 35 ~ Figure 11 - 1995 A14+1 Peak Haur Buckgrourul 7Nffic Volumes . . . . . . . . . . . . . . . . 39 Figure 12 - 1995 PM Pea]c Hous Background T'rqffic Volumes . . . . . . . . . . . . . . . . 40 Fagure 13 - 2000 " Peak Haur Background Trqffic Volumes . . . . . . . . . . . . . . . . 41 Frgure Id - 2000 PM Peak Hour Background Traffic Volumes . . . . . . . . . . . . . . . . 42 Egure 15 - I995 AM Peak Hour Alternative Na. I Traffic Volumes . . . . . . . . . . . . . 48 Figure 16 - I9375 PM Peak Haur AItemative No. I 7'qffic Vaiwnes . . . . . . . . . . . . . 49 Frgure 17 - 2000 AM Peak Hour Auema,rive No. 1 Traffic Volumes . . . . . . . . . . . . . 50 Figure 18 - 2000 AM Peak Hour Alternaaive No. 1 Traffic Volumes . . . . . . . . . . . . . 51 Figure 19 - 1995 AM Peak Hour Afterruuive No. 2 T'raffie Volumes . . . . . . . . . . . . . 55 Figure 20 - 1995 PM Peak Haur Airemative No. 2 Traffic Vodumee.r . . . . . . . . . . . . . 56 F~gure 21 - 2000 AM Pealr Hour ATternrnative No. 2 Tru,,~'ac Volumes . . . . . . . . . . . . . 57 Frgure 22 - 2000 AM P'eQrlc Haur AItemative Na. 2 Truffic Volumes . . . . . . . . . . . . . 58 v INrR~DUCTroN _ T'IA - Dt7tZIMENT SCt),PE ~ This Tzaffic Impact Analysis ('1'IA) is being provided tv Spokane Cvunty as an appendix for the Shelley La1ce, Environmental Impact Staternent, to dvcument the anaiysis and fuidings of a traffic impact asssessment conducted for the propvsed SheTley Lake Preliminary Plat lacated east of the City of 5poIcane in the Spokane Valley portivn of the County. See Figure 1. Fvr this analysis there aure three propvsed alternative,s as follnw: ALTERN.4T'1'VE I- Is the As Proposed Aitemwtive, wluch describes the pmject as presente,d ta the public in the scaping hearing and as shawn in Figure 2. Fox this alternative the propased prvject wauld develvp appxvacimately 123.8 acres of primaziiy agen and ralling pasture laund. This alternative wvuld be expected ta result in the creativn of approximately 460 lots and units analyzeci in two cvmpletian phases. At this time Table 1 provides ths Iotlunit phasing and years o#' development. Tabls No. - I'rapvsed Project Plaasing `~.Cy~l ' ~ 5 a, x ~ ';4 ~ ~G;, r~~~ F? ; ' ` ` ~ } R~.« Awa+m wu• ~ ^ } L j~~., .~~;~Ra~cr}3n~P~''~r~~~,- „ ' "~`~velupmen~r• 'Units , . 3+Ta~, Lnts o•• a g I• „ l ~ 1993-1995 ~ 58 ~ 58 sF 2 ~ 1995-2IX1D ~ 442 9 246 sF1196 mf TotaX ~ 460 I 264 sfr196 mf af ~ 5iugle Femi3y Residentia! I7etached mf ~ Multi-Family Aeaidential (Apartment) ALTERIYATT'VE 2- Is the Deveiaped U►ider Existing T.oning Alrernative, which describes _ de`+elopmerit of the praject only tv ttae level of tlne existing underLying zvning, as shown in Figure 3. For this alternative the pmpased prvj ect would develap approximately 123.8 acres of primarily vpen and rvlling pasture Iand. Ibis altemative wnuld be expecte[i to result in ttie creation of apprvximately 225 lvts analyzed zn twm campletivn phases. At this time Tabke 2 pmvides the lot ptasing and years of development. Inlvnd Pac"fic Eitginrering Cnmpu" ~ Shellcy Lake TU 13 ~ • . . . A ~ ~ ° a I A ~ ~ - ~ R lt~.a . . . o . ! r . 'br•o • R l~'F ' 6=, {r'~ ° YMt~EEf'S r : ~k; ~ ~ o' . . ~ • • . Slh ~ dd3~ o ~6 + ' •a ' • t . . 2029 1f' .g. + • . cc : . . ~ .a~ •a. ~ e e P I : , : aJ ...VAiLEh+ . . i . . • • . o ` ..i! ~w.~oY .e ~ ~ e f 1 ~ t ~ • ~ s ~e ~ ~T ~i~~ l ~ /r~v. ' ~arS-p+aa~ • • e + n r.•1 ~~a' • a a II VeL 1++~~LidiA +]lG ~ r. ~Ila• ! •r~ ~ i iC.AMW ~ ~':tl: ~ Sall.. . . . I . . L.A . • 6 "k LpN,E=. ~ ' i u . IL ~ • U26-:~•~~ ~ ~y ~~k . . ' ~ 0 I... . ' . a o~ eo •~~S__~ y 0 .e • ~ ~ ■ A+l ;L w urCCC ~ sT F'A+UL ~'ACIF1C ~VerV . ~ L~ " ' ' • . . : +srH : . • avel, _-'fia ter ~ • 2014 a ' o ' ' ' a • s ~ • • sj ~ pa~k J • 4 • • 1 • ~ ~ a . , ~G i a • • . 'o ~ • • - ' , e ry ~O ' ' ~ o ~ ` _ •I e,.~ u ~ ~ ~ ~ ~ ' , f~ ' r~ ~ f Adsma 2020 ~ 5tl1 . ~ e ~ . ► ~ ti. 4 r° 40 !I t'iEAtlil ~I~ilrCr u ~ r •~,r ~~High 5ch U ~ 5ewt . 92S I . - : ~ • w c ~ •a • ~ 11 .s~r e ` L • ` rl ~ ' . ~ .I . , X . . • . ~ . - - ~~7 •~o~ I ^ _ ' ` a F C ~ u i'~ 8Wtj' ;t • ~ e , ~ . ~`i~ ~ e m~ 1M1f r i . I p . ..I ~ . A VE k ~ - -----o a a . P~ ~ a ~ ~ . • F , . ~ • . ~ • l`f~h ~Y r~' ~ ~ , ~ . {a 1 q . rD q a e s~ a as a ee a cs a 3,. aY f~ ry_. _ • •J dj ~T I ~ ~ ~ 0 " ~$O p ' Y ■ I ~ _ 4 Z h~ A. _ ~bg ~ p ~ _ 1~ ~ ~t V-C N -Y MAP Nor To sCALE ~ . _ . . + INLAND PACIFIV R ~ Fi.gure I ~ r . SHELLEY lAKE ENGINEERING 5i te P] an SPDK►4NE. WASHINGTON Sauth 25 Altamont 5poisane.Washington ` (sQS) 535-1410 99202 f~ TRa,FFIC iMPAC'r ANALY51s Table Na. 2 - Proposed Frvject Fbasipg M.W{r{.~'~~~ Y:F., 'K \,F 4A a w t %'`,;,ss~ ;~l~~~A►~~~~{ ~~Rd~~~~~,;~~~~x,,, $ ' ~l, .F;p},~c~~C r r r } ~ .R~ '';FfY ~ • v Na. - F~~ase~'~• `s ~ xDe~~lflpme~c~~eear,,•~~~~. • ' ' ~ ~ 1993-1995 ~ 58 ~ 58 sf 2 N 1995-20DO p 169 I 169 rof ' Tocal 225 ~ 225 8€ y sf ~ Single Family Residential Detachad ALTERNATIYE 3- Is the I4'Q Actron Altemative, which describes nv develvpment vccurring on the approximately 123.8 acrress of primarily o,pen and rnlling pasture land. For this alternative the vril,y change in land use would occur if farming or similar uses were stopped. T]15 SLte fDT Th£ proposed dea'elpPtllen$ as ShDWII lIl F3g{lre 1 I5 located 5oUth of thB 1I1terSeCk10I1 nf 4th Avenue and Conlc,lin Rvaci, apprtrximately one-talf mile sauth vf Sprague Avenue and one-half mile east of 5ulli►rart Raasi. The purpose nf the traffic analysis for this proposed develvprnent is ta review, assess and identify potential bra~fic related imQacts to the Iocal transpaztaation system, far Alternative 1 and AltematiVe 2, and where passible minimize these impacts. This TIA w'ifl be completed in ac.corciance with the current traffic gui+delines available fram Spakane County and the Institute vf T"raffic En,gineers (A Recommended Pructice -Traffic Aceess cnd Impact Srudies far Site De veIoprrertt,1991). Specific traff~c impact related issues tv be addressed wathin this report will include: ■ Exisdng and Future traffic conditions within t,he project study area. • "Pipeline" area develapr~ents with respect to the existing and future t.rafftc conditions as they relate t,a proposed Sullivan Rvad imprvVements as weTl as ather proposed der+elvpments such as Fred Meyer, Target, Ridgemont, Morning Side, Autmmn +Crest, etc. ! 'I'rip generation characteristics af the proposed development alternatiVes for the e]C1StlIl,g anCI proposed tm5pt3rtat1[]ri 5y5teIL1. • The antieipated trip distribution expected fox the new trzps totfrom the site, for Phase 1 and at Phase 2 ultimate buildout, ia year 2004. Inlcirrl Pacific Engineering Campwr}f 5 SheUcy Lake 7M ~ • The affect of the tripi generativn and distribudan to the existing and proposed tran5partativn system by the progased project develvpment altematiVe phases. + Analysis and recammende.d mitigatian far the affects of the generated trips by each alternative on the existing and future rranspnrrtation syst,em by phase. PROJECI'' DESCR1"PHONS A1Ttemative I - This a1ternatiVe consists of 265 lats being deuelaped vver the next seVen W15 years into 264 single family detached residences and 196 mutti-family (apartment/townhvme) residences. This plat would be constructed widhin that 'area kr:vwn as the 5pokane Valley within Spalane Cvunty, approxamateTy 10 miIes east of the C%ty of Spvkane Central $usiness District (GBD). The site is appraximately vne-half mile south and east of Sprague AVenue and Sulli►ran Rvad, respectively. At this time the site is nat bounded by any raads €~r any appreciable distance. Ta t.he sauth there are three stre,et terinini at the plat bvundarj+, kotehford DriVe, Galway Sxreet and Shamrock Street. at is anticipatc~ that the vnly cannectivn to either of these streets will be via Rvtchford IDrive, wluch will be eztended through trie plat tv tie directly into Cvnkrm Rvad. - To the east there is nv adjacent rvad, with Steen Raad prvvirling the clvsesst access at the ►►ery southeast gortion of the plat. At this #ime there is not expected tv be any thrvugh cvnnectian -tv Steen Rvad. To the northwest, the site is bounded hy Ganklin Road t.v it's terminus and ~ intersection with 4th AWenue, which ~continues adjacent to the plat west fvr vne-quarter of vne mile. It is expected, and shawn isn Figure 2, that Conklin Road will be extended thrvugh the plat to tie directly i,nto Rvtchford Drive, while at the same time the intersection of 4th Avenue and Conklin wM be reconstructed sv lthat 4th Avenue will rnake a curve tv tlae svutheaast and tie intv Conklan at a 94-degree angle. P~imary izigress and egrr-ss from this alternatiVe wiYl be via Canklin Rvad noarthlsauth direcctly iv Sprague Avenue. It is easpected tfiat 4th AVenue wili provide service diractly to a smaU pvrUan of the groposed multi-farnily, which wiR be consistent with the vther 700-plus agartments cI arnently existing nr prapased alang 4th Avenue. I Tlne entire pr+o}ect will be constructeid in phases as indicated in fiable 1. Based upon eacisting area demographir.s and hausing demand, it is anticipated that the,plat wiU be built out, in phases, hetween 1993 artd c.ompleted as eazly as t,he year 2000. The first phase of the develvpment is anticipated tv be completed by 1995.1 This First phase as described will include agprvximateIy 58 single fami,ly re,sidential units. Subsequent phases are nat expected to be initaated until after the campletion of Phase 1. , Afternative Z - Inland Pacific Engin:ctrirsg Compan3' 6 She![ry Lake 7L! T'his alxernative consists of 225 lvts being deVeloped aver the next seaen to 15 years into 225 single family detached residences. As wi6h Altemative 1, thas plat wvulcf be cvr►structed within that area lcnawn as the 5pokane VaUey withir~ Spokane Cvunty, appraximately 10 mi1es east of the City of Spakane +Central Business Aistrict (CBD). The site is appmximately vne-half mile _ svuth and east af Sprague Avenue and Sullivan Rvad, resgectively. At tthis kime the site is not bvur~ded by any roads for any appreciable distanee. To tle SflilLh t'tere a]Ce tI1TeE SfiSeeL tefminl at the plat hvundary; Rotchfiord Drive, Gaiway Strwt and Shamrock Street. It is anticipate.d that - with this aiternative, the plat configurativn will connect to all three of the,se street tearmini. +Df these streets RotchfDrd Driwe rvould be the only public street extendetl threugh the plat to tie direc#ly into 4th Avenue at Cannery Road, as shrrwn in Figure 3. , To the east there is nv adjacent rvad, wi4h 5teen Roaci providing the closest access at the very sautheast portivn vf tlie pla4. At this time there is nvt expected to be aryy through connectivn to Steen Ruad. To the narthwest, the site is bounded by Cvnklin Road to it's tcrminus and intersectivn with 4th Avenue vvhich continues adjacent to the plat west fvr one-quazter af vne mile. Primary ingress and egress €rorn #his altemative vti+ill be via Rotchfvrd Dhhrive nvrth - directly to 4th AVenue. From 4th Avenue acce.ss will be proVided to the west dia 5ullivan Road along 4th Avenue ar to !he south wia Sgrague ,Pavenue and Conklin Road. The entire project wiU be r,onstcucted in phases as indicated i.n Table 1. Based upan existing area demographics and housing demand, it is anticipated that the pTat will be buiYt aat, in phases, between 1993 and cvmpleted as early as the year 2000. The f~rst phase af the development is a.nticipated to be completed by 1995, 7'his first phase as described will include apprnximafely 56 single family residential units. Subsequent ghases are nat expectez3 to be initiated until after the campletion of Phase 1. diternaiive 3 - Fvr this alternative, there are no revisions to the existing Yand uses vn the prv,pased site vr wid'iin the p'lai ztrea. Inland Paafic Ei+gineerin8 ComPanY 7 5hs!!ey Lake 7m EXECUTNE SUMMARY CONCLUSIONS - AJternative No. 1 Based upon the analysis, field observations, assumptions, methodologies and results which are provided in the body of this document it is concluded that for Alternative No: 1, development of Phase 1 of the Shelley Lake project can be implemented without having a significant impact to the overall area transportation system. Additionally, subsequent phases of completion may have no affect to the transportadon systems within the immediate area depending upon any planned or proposed tcansportation system impmvements. The following are conclusions reached and documented within this document: • By 1995 with background volumes present all study area intersections will operate within acceptable levels of service; Sullivan and Sprague (LOS D), Sullivan and 4th ( LOS E), Sprague and Conlclin (L4S C) and Sullivan and 16th (LOS E). Although these intersections are currendy on the margins, there is capacity for additional westbound and northbound movements. • Should the overall development and growth of the area be maintained at nearly 3.0 percent, two of these intersecdon are expected to fail prior to development of this project, they are Sullivan and 4th (LOS F) and Sullivan and 16th (LOS F). This is due to westbound to northbound lefis and higher through volumes. • After the full development of the 58 single family units, at the completion of Phase 1, - all study intersections are expected W remain at the same background level of service as projected. This does not mean that this development will not add additional vehicles to the transportation system, only, that the intersections for 1995 have the LOS capacity for the increase in background traffic and the development of the Phase 1. • That with the completion of full buildout of Phase 2, by 2000, several intersections will need improvements to allow the volume of anticipated traffic to pass at reasonable levels of service; Sullivan and Sprague, due to the design of the plat directing trips to Sprague via Conklin, during the PM peak hour (by adding 80 - 90 left turns from this project, added to the 1995 expected 420 existing PM peak hour left turns) will push this intersection beyond it's capacity to serve left turns. It should be noted that the as a rule of thumb, for either right turning or left turning vehicles, the threshold as identified for a separate lane is 400 vehicles per hour. Additionally, the Sprague and Conklin intersection during the PM peak hour will drop to an LOS of FJF, with LOS E, being the minimum standard for an unsignalized intersection. Therefore, it has been recommended that in the event that either the AM or PM northbound to westbound left turns begin to experience excessive delays, a traffic signal should be installed, however, at least four warrants for such signalization should be met. Inland Pactfic Engineerin8 Comparry 8 Shepty Lake TU IIAt this tirne, and by utilizing the gra~wth rat~ fvr the overall a~rea~, it is nnclear as tn whether thc development of Alternative hiv. 1~wouTd require the improvements recommended due t,D it's development alane. As was proven, that with cather area developanerats these improVements are recammended and required in some instances to allow through traffic prvgression. Please refer w the recommended mitigation sectian of this dacumeni far more detail. i RECd3MMENDA77ONS - Al#ernative IV'o. I Althaugh the additinn af 58 single farnily hvmes in Phase 1, and associated traffic will comtri6uce to the eexisting traffic cur,reutly using the 5uHivan Road and Sprague Avenue cvrridvrs, the vnly impact wW be that tvwards the cumulati►+e aVerage daiTy mffic volumes. Based t~~n the anaiysis presented, as required by 5pokane- County, the pmpased development under this alternatiVe vf the 5helley Lake Plat vn11 not have any significant impact ta levels vf service, thraugh the development af Ptase 1. It must be understvod, that Spr3kane Caunty, has zdentified leVel nf service as the indicator far grablems associated with development and, therefvre, based salely an L+[]S tius project will have ria impact. Howcver, subsequent development of this plat in conjuncavn with development in and azaund this aroea will require the impravement mf several streets and roatis within ttus generaY am of Spokane Cnunty. At the corngletivn nf Phase Z, fvr #hisl alternative, which includes at1264 single-family arid 196 multi-family units, a b-affic signaY may be warranted at the intersection af Sprague Avenue and Canklin Road, this signal would be necessitated by a+cambination vf factvrs, f"irsi the cantiriued ar+ea development and growth exclus~Ve of the Shelley Iake pmject, and the additaon vf the Shelley Lalce ►+olumes, However, ttiis signal should vnly be prcavidel if ai least fQUr signal waffants as outlined in tfie M[J'TCD are being anet. Tf this intersectaon meets vvaffants and the signal haas naf teen installed prior t~ Pha.se 2 cnmpletivn, then it is recommended that Lhis development cantribute, Via an RID, itoward it's development aaid cvnstructian. Additinnally, the background traffic southbvund tvJ eastbvund Yeft turns wiil wanant an aciditivnal left turm being requisM at the Su11iVan and Spiague intersection prior tv the campletion of Phase 2. If this dual left turn situatian is not p~resent by the camplete buildaut of Phase 2, then it is recoznmended that this develogment ' I contribute, via ari RED, towards it's development and canstmceon. C[lNGLUSI(11VS - Alternative No. 2, &aset1 upon the analysis, Field observatinns, assumptions, methcactologies and results which are pravided in tlze body of this docurnent it is concludeci that far ,Alfiemative Na. 2, development vf Phasse I vf the Shelley Lake prvj~t can be implemenked without havnng a significant impact to the vverall arm tmnspartativn syst'm. Additivnally, subsequent phases vf campletivn may have ncr affect to the ~s~artation systems within the immediate area depending upon any planned vr propQSed trauasportation system improvements. The following are canclusivns mched and documented within this document. lnkLod Pac:r En,ginem,n8 CQmPam}' 9 She1[cy Lah TIA • As with Altemative Nv. 1, all study area idrter=tivns in 1995 wi4h aack,ground volumes ' adde3 will vperate within acceptable levels of service, Sullivan and 5prague (I,OS Y7), Su1livan and 4tfi ( LOS E), 5prague and Canklin (L+DS C) and Sullivan and 16th (T.OS E). Although these intersectians are currently on the artargins, there is eapacity fvr aciditivnal westbaund and norrhbound mvvements. i As with Altemative A1n. 1, if the vverall development and growth of the area is maintairjed at nearly 3.0 percent per year then twv of these intersection are expected tv - fail privr tv develapment of this prvject, they are 5uUivan and 4th (LaS F) and Sullivan and lbth (I.OS F). - ■ Afxer she fiull development of the 56 single family uraits, at t~e completivn of Phhase 1, the level of service of the Sulhvan Road and 4th Avenue intersectian will be beyvnd t.he capacity of this intersection w serve not on1y the existing apartments, currently under crmstruction hut also any a.ciditivnal traffic frvm the propased 5helley lake develupment. Tberefareb without any pYat reVisions far Aiternative No. 2, this intersectivn will need ta be cornpYetely rehuilt with signa3izativn and 1eft #um lanes on all appraaches. In order to rninimize the mitigativn ffom this alternative, it wvuld be recommended That this ~ alteanatiVe, be reconfigured ta join Rotchfopd Drive and Canklin Road as a through road directly tv Sprague. The reconfigumtion, under 3he existing 2oni.ng would 1ead t4 the lASS of betwe.en three and five lats as currently shown. The fvurth and SuUivan intersectivn recanstructian is nat solsly the cause of this prvject, rather acombinativn of current multi-family develapment alang 4th Avenue as well as other area wide through traff~c growth. • Fvr Phase 2, deVelvpment of this plat (withvut either the reconstruction of the SuUivan Road and 4th Avenue intersection ar the reconfiguration of the plat) wiU not be able to proceed as the adjacent strwt system wiU nat be able tv handle ttte additional traff~c Voiumes. In the eVent that the plat is reconfigured, tlien the mitagatian recammendativns as outlined far Fhase 2 campletiora far Aitemati~e Na. 1, will need to be implerriented as prcrpvsed. At this time, and by utilizing the gro►vth rat+es fvr the averall area, it is unclear as ta whether the develogmeat of 4A1tennative No. 2 would require the impravements recorrimended due tv it's developznent alvne. As was prvven, that with other area develupments thcse improvements are recommended and required in same instancces to allvw thruugh trafFic progressivn. Fle:ase refer ta the recvmmended mitigation secdvn of this document fvr rnare detail. In1And Puofic Enpnetririg CmNpary 10 Sheucy Lake 7L! RECDMMENAATIUNS - Alternative Nv, 2 It is apparent that, Phase 1 af this altennative (56 units) could proceed with Very little improWements to the cverall fiaransportativn system. Huwever, further deVelapment nf this aTternative will require either recorifigurativn of the plat, so that the recommendatians for Alternative No. 1, would be met, or ho finiher development past 56 lots until the SuWvan Road ar►d 4th Avenue intersection is campletely rebuilt. - i CONCI.+TJSIDNS - Aiternative No. 3 Fpr this alwxnative, no impravements mther t,han thase required fvr backgmund traffic and area growth would be required. These improvements would inclu+de the followwirag. • Reconstructinn of the 5ulliyan Road and 4th Avenue intersec4an to include fuU signalization and left turn channelirdtion. + 7be additian of dual left tum, lanes, bvth narthbvund and southbound an Sulliwan Road at the Sullivvann and 5prague intersectivn. RECOMMEIVDA7IDNS - Altemrrti ye No, 3 T'he recvmmendaean far the ATo Bui.d altenative would le that ihe imprmWements list.ed above = proc~d either by the Cvunty or ~ugh area Wvide RID's, and that future deWelvgment, must in some way r,.iantinue tv guarantee thraugh traffic pmgression and appmgriate levels of senrice. lnlanr Pacific Engi,ieMng Conrpany 1~ Shelrry Lake TiG! EXISTING CONDITIONS EXISTING CONDITIONS Land Use At the present time this project lies direcdy adjacent to and south of the previously developed Rotchford Acre Tracts and west of the Shelley Lake Gravel Pit, as shown in Figure 2, Site Plan. To date the Rotchford Acre Tracts have been fully developed into single family residential lots or one acre or more. The existing development site zoning is SR-1 and UR-3.5. The proposed zoning for both Alternatives 1 and 2 includes both the SR-1 and UR-3.5 designation, while Alternative 1 also includes zone UR-12. A brief description of each zone type follows. Table No. 3- Existiag and Future Zoning :A2 ONWG v:r~?> { : {''ZONII~TG TTTLE ;ANDDESCItIPTION :t : SR-1 Suburban Residential - 1, Zone, The purpose of this zone is to allow areas of moderate density residential as the primary use and agricultural as a secondary use. This zone anticipates a general residential character with only limited agricultural activities permitted. UR-3.5 Urban Residential - 3.5, Zone, The purpose of this zone is to implement the lower density range of the Urban Category and is ~ intended to promote areas of primarily single-family residential use in an urbanized setting. UR-12 Urban Residential - 12, Zone, The purpose of this zone is to set standards for the orderly development of the residential pmperty in a manner that provides a desirable living environment that is compatible with surrounding land uses and assures the pmtection of property values. UR-12 areas typically include multiple-family dwellings frequendy used to provide a transidon between low-density residential (LTR-3.5) and intensive business or multi-family zones. t - bpck+a wim0 runnMputmm. ZCCY L'am At this time the pmposed Shelley Lake Plat and rezone has pmposed land uses consistent with the overall Spokane County, Comprehensive Land Use Plan. Additionally, the existing land uses direcdy adjacent to this development are SR-1 and UR-3.5. Therefore, the proposed development is cansistent with eusting adjacent land uses. Inland Paafic Engineerin8 Comarry 12 Slul/ry Lake TU I F.riWng ROadWRys ~ As can be seen from the Vicinity 14ap, F"igure 1 and the Site Plan, Figure 2 this prvposed deVelapment for borh E1lcemative 1and 2 wi11 be direct1y served hy the following strwts artd roadways. • Sulliyan RoaEd ■ Sprague Avenue ` • 4th Avenue ~ • Conklin Raad ~ + Rotchfvrd Drive Su2livan Rcwd is a two-way, ngrthlsouth majoT aErterial within fihe Spokane County toad system, with a posted speed limit of 35 NIFH,~ which sex►~es thvse adja~nt ~d uses between Trent Rvad (SR 290) to the narth a~nd the terminus of Sullivarr Road tu the south at 40th Avenue. Thrvughaut it's length the land uses aYang SuBivan Road vary, ftom single family residential, hv multi-fart~ly residenbal, ovmenerciag and inaustrial. Within the direct prajecC aicinity: tretween Brtaadway Avenue and 4th Aver+ue, SuUivaan Road is bounded by primarily eoriamercial uses and zvningA see Figure 1. l7ue tv the pmpvsed cornmercial growth within this general Yalley area, the County in roFnbinatian with develaper participativn is an ihe prncess of impr•oving that section of Suldivan betw~an Interstate 90 and Spr,~r~e Aaenue. 'Fhese improvements are scheduled within the next - yeat. The propvse.tt improvements include improVements to the intersectivn with the 1-9e _eastbound ramps, tll8 SLTMVaII aild M155°10n AVenl3e lI1tm5wtlOt1, the Sul]iVan and Brvadway intersectiQn and the SuMvan and Sprague intersectian, by constructing a two-way seven lanc raadway frvm I-90 tcr Sprague Avenue. At Sprague Avenue this seven lane sectivn (including 5B tv WB Right anly and a W'B to NB right tum lane frvm Sprague) win match into the existing 5-lane sectivn south of Sgrague. South of Sprague Avenue SulGv~ Road cantinues as a major arterial, writh a two-way five Iane - section f4r approximately vne-quarter znile where a two-way, four lane saction begins. T"tus fvur hne sectivn extends ftvm approximately 2nd Avenue svrath to 16ch Avenue where 5ullivan begins to becoms an awkward, tvvo-way twv ta three lane section depending upvn the intersecting street. Sauth of 16th AVeniue 5uWVan is a two-way two lane roadway with a leR , turning lane installerl at 24th Avenue. Between, 4th Avenue and 5prague, 5ullivan ha.s curb gutter and sidewalk an both sides of the roadway for gedestrian uses. Spra~ue Avenue is a twa-way, eastfwest major arterial within the Spokane Cvunty road system, w$th a pastexi speed limit of 35 M71I, fhis facility serves thvse adjacent land uses between the City of Spvkane C8D to it's eastern terminus at Interstate 90 in Greenacres. T'tiroughout it's length the land uses atong Sprague Avenue vary, frarn single family residential, ta multi-family - lr+iant Padfic Eng#,retfirsg C4mpajry 13 Sheury Lake TM ~ residenbal, cammercial and industrial. 1zVithin the direct pmject vicinity, between Sullivan RQad aind Conklin RQad, 5prague is bvunded by primarily commercial uses and zoning, see Figure 1. Within this area, the roadway secti+nn an Sprague varies fa+am a twcrway sse►ren Iane roadway with curbs, gutters and sidewalks vn the westem leg of the Su1ii►ran arld Sprague intersectivn to a two-way fow lane ruadway at Conklin Road, with a distinc# rural crass-secticm as nv curbs or sidewaW are included within's sectian, and access is acmss a graVel shoulder except at paVed approaches ar intersectivns, such as Conklin Road.. - dth Avenue is atwo-way, twv lane, 25 WH, east/west 1ocal access street east af SulliVarn and , a two-way two lane majvr callector west vf Sullivan Road. Eaest of Sullivan, 4th Avenue prvwides wrvice ta the ad,jacent prctiperties, praviditrg little through traffic progressivn beyond - SulliVan. Between Conklin arid Sullivan, fowwthh has sidevvalks and curb and gutter where adjacent develvpment has canstructed these improVements. Between the project site and Sullivan, it is expeccted that the north side of the roadway will have a cantinuvus curh, gutcer and sidewalk, as all the available prvpert}+ will be developed intv multi-family apartment units. It is expecte3 that by 1994, 4th AVenue betuveen Sullavat and Conklin wi]1 haVe apprvxirnately 7041 fio 904 apartznent units accessing SuUivan Road ►ria 4th Averiue. Conklin Road is a two-way, twa lane, 25 MFH, norkhlsauth 1oca1 access street, which nans between the pmject site at 4th Avenue and Sprague AVenue. Far a short ,portion nvrth from 4th AVenue, Conklin has eurh arid gutt,er on the west side af the stree#, alvng the existing mobiie hvme Park. Tle rest of the raad, has gravel shoulders and pravides access vnly to thvse adjacent prvperty vumers. 1Nithin this area dand use is mixed, pri,marily between higher density ~residential, such as the mvbile hvrne park and commercial uses alang Sprague Avenue. Rotchfnrd Drivc is a twerway, t►vo lane, 25 MFH, nvrthlsouth 1ocal access raad. This facility provides ingress and egress service tv adjacent rsesideritial deWelaprnent along at's 1ength. Currernt1y, Ratchfard Ilrive, exists between 16th Avenue ta the sauth and the southern baundar}► of this plat. 'I here are two cvnne.ctions directly to Rotchford, vne at 12fh Avenue, vrvhich ronnects to Sullivaan, and another at 16th Avenue which also ties to Sullivan Road. STl1DY II'4''TERSL+C7I[?NS Based upon the projecr scaping meeting as well as requirements of Spakane County Trnginneering, the follvwing intersecticros in the site vicinity were identified far analysis. + 5uUivar► Road and 5prague Avenue a SulTivan Road aind 4th Avenue ' SPrague Adenue and Conklin 0 Sullivan Rvad and 16th Avenue In1anI Padfic Engindeariitg Company 14 Shel2ey Lake 77A I~ These intersactians have been anaiyzed fvr kevel vf ser►rice "S} as ancluded withun laner swbvns vf this document. ~ i Tmfflc YvXumes w1d P'eak Houjs o,f Upemtion I Existing tuffking t-affic mavement valumes at the identified intersections wene determineci frvm actual traffic caunts talen by the staf'f vf Trrland Pacafic Engineers (IPE) during both the AM and - PM peaC hvurs ir► ]une and July of 1993. In addition ADT vvlrame infvrmativn was provided hy Spakane County and SRC for ~oth Sullivan Road and Sprague Avenue. The resulting existing volumes are shown in Figures 4 ar►d 5. Ba.sed upan this traffic caunt infarmation as perfvrmed fQr this study, the cvnresponding Am pmk hours Qf vperativn of the adjacent facilitees ane frum 7:00 to B:IXI AM and the PM peak hours of uperation are tretween 5:(1[1 and 6.00 PM. Therefare, v~~thin the cvrate.xt flf this study and for analysis gurposes, these are the reference times far both the ANI and PM peak hours. Since the weekday AM and PM geak hours have teen identified as the time period vr+hen the greatest traffic demands are p1,aced on the surraunding trar►sportation system, this will te the ame peraod utilized by this study far analyzing the pmposed activn. rnland Padfi~ EngineMns Cmqpapjy 15 SheRey r.dke 7M r . . . . ~8b 133~ ~1U1 2 ts6-i~ r~ 21+ ~ ~ 40 ~'9 ~ 8 ~►4~ ~~w ~ SPRAGUE AVE SPRAGUE A11E Ctf Q z d N5 , 40 S ~7 C3-i- 8 U g 16 FOuRTH ~ ~ ti ~W) sz eP 2; i-> ~U 27 mz4~7 ~ 4 - ~ li. [_7 H 0 7 6TH ~ a ~ i ~ NOT TQ SL:ALE ~ V) ~ ' ~ IN~~ PACIFIC * f Figure 4 SHEU-EY LfiXE ING TIONS EN~rI~F~RI~~ar ~ EXISTAM PEAK CONDIHO l~ R SPOKA~[E. WASHING"fi0r~ 5outh 25 AftarrEOn{ 5pakona.Waehington ` (509) --M-l41a 99202 oi ` TRAFFIC VOLMES ~ ~ TFtAMC IMPACT ANALYSlS ' go,°0o mom 9 ~ ~ ~ 81 16 832 a~ 660 456 575~ ~ f 202 9 -,j ~ 27 a4 a4r~ W N N • SPRAGUE AVE SPRAGUE AVE r O ~ N a~b h Q Z ~ N 20 c t, 27 Y Z e -.C> o- 11 o 15 25 U a4r~ wN~ FOURTH ~$b ss 1s o- s 1o ~ a 4 f ~ ~ N 4 4 0 W ~ U F- O 16TH ~ o • ~ z ` NOT TO SCALE ~ ~ cn ~ + INLAND PACIFIC a~ Figure 5 SHELLEY LAKE ENGINEERING* ExIs,-ING coNOITIoNS SPOKANE. WqSHINGTON 1993 PM PEAK HOUR TRAFFlC IMPACT ANALYSIS \ (509) 535~1410 Tt Spokane.wasss2o2n ~ `TRAFFIC VOLUMES LEVEL OF SERVICE Signalized Intersections Level of Service (LOS) is a qualifiable premise developed by the transportation profession to quantify driver perception for such elements as travel time, number of stops, total amount of stopped delay, and impediments caused by other vehicles afforded to drivers who utilize the transportation network. As defined by the Transportation Research Board in Special Report No. 209, the 1985 Highway Canacitv Manual. This document has quantified level of service into ranging from "A" which indicates little, if any, vehicle delay, to "F" which indicates significant vehicle delay and traffic congestion and system breakdown due to volumes far exceeding capacity. For signalized intersections recent research has determined that average stopped delay per vehicle is the best available measure of LOS. This is shown on page 3. The tables on page 3 identify the relationships per level of service and average stopped delay per vehicle. Using this definition as presented in the Highway Capacity Manuals an LOS of "D" is generally considered to represent the minimum acceptable design standard for signalized intersections. Unsignalized Intersections The calculation of LOS at an unsignalized or one/two-way stop controlled intersection requ'ued a different approach. The 1985, Transponation Research Boards, Special Report 209, The Highway Capaciry Manual, includes a method for calculation the Level of Service (I,OS) at oneltwo-way stop-controlled intersections. For these unsignalized intersections, LOS is defined differendy than for a signal controlled intersection in that it is based upon the concept of "Reserve Capacity", or that portion of the potential capacity which is not used. Level of Service in the context for an unsignalized intersection is based upon the idea of "Reserve Capacity", which represents that hourly portion of the intersections available capacity which is not used. For unsignalized intersections, this is based upon the potential availability of gaps in the conflicting traffic stream that are available to make a specific turning movement. An example is that an eastbound left turning vehicle must yield to both northbound and southbound through and left turning vehicles. It there are not very many north and southbound vehicles then the eastbound left turning vehicle will have more opportutities (gaps in the traffic stream) with which to make the turning movement. However, as traffic volumes both north and southbound increase there are fewer and fewer opportunities in which the westbound left can be made. The transportation Research Boazd has determined what levels of service for all intersections should be by designating LOS levels of A through F, where an LOS of A represents a free flowing facility with ample opportunities to make a specific turning movement and an LOS of F represents a facility where there are few if any available gaps where a specific movement can be made, thus causing the movement to back (queue) up and create congestion, , Inland Pacfic Engin«rin8 Comparry 18 Shelley Loke TU +driver frustration and excessive commuting delays. The reserve cagacity voncept ap,plies' only ta an individual traffic mavement nr to shared lane moVements. Once the capacity of all the individual mvr+ement tas been calculated arid their LOS and the absence of gaps or the expected delays decerminad, an overall evaluativn of the intersecbvn can be made. NorrnaUy; the movement having the warsx LO5 defines the overall _ evaluation, but this may be ternpereo by enganeering j udgernent. An LQS of p is generally considered to represent the rninimum, accegtable operational standard for an urhan intersecdvn and LDS of C the m.inimum acceptatile operatianal standazd for arura1 iritersactivn. AU Lf35 analyses described in this r`eport were pesfvrmed in accordanoe with the pro€edures described above. As a final nate, the Highway Capacity Manual (HCA) analysis and procedures are based upvn wvrst case condidons, therefvre, the rema,inder of each weekday and thmughvut the weekends, in rnany instances experienr.e tcaffic conditions tett.er than thvse descnbed vNnthin this document far only the Peak Hours of vgeraean. Th15 15 e5p0C1al1]+, we for minar street mavements as the HCM favvrs the ri~ajor sawt and penalizes the available gaps on the minor street thereby, ,resulbing in avery canservative LflS estimate. SheFley Ia'ce i.evel of Service and TmBc Analpsis As autlined abvve the LOS techniques used fvr th,is study will closely fvllow those as vutlined in the 1985 Highway Capaciry Manial, 77?B, Special Report 209. The scope of this study howewer, will deal primanly with thcise inteasections of interest as nvted below. • Sullivan Road and Sprague Avenue a Sullivan Raad and 4th Avenue • SPrague Avenue and Conklin ■ Sullivan Road and 16th Avenue _ Tfiis p~aje.ct 1ying within Spokane Cvunty, is alsa within the urban growth boundary. `I'herefvre, far this analysis the Ivwest acceptable lewel of service far a signalizW intersection wilL be an LOS of If, whi,le far unsignalized intersecticrns the minimum acceptable LQS wiU be an LC)5 of - E. These levels will be threshold levels for analysis and rnitigation. I-lUweVer/ if the LQS of the existing intersectinn ns currently a►t an LiDS of less than an LOS of I7 vr E respectively, than , mitigatian will orily be recommended to provide relief back ta the exis#ing delay vr capacity leVels. 3'able 4 below indicates t~e existing 1evels of sen+ire experienoed at the identified intersectivns. 'Ihese LOS results are frorri the waffic caunts perFarmeci by IPE in June and July of 1993. l,llumd Pacijic Engineeren8 Cmmpcury 19" Shellcy Lake T" , Table Nv. 4-1993 Peak Haur ExWft Leveks of Service • • <; • , 'A"M i f 'r~vG TRAMc Iv4LiNM PM EaSrn►~G TRAMC vviXnrM' , .t~ ~ , ~ ~ ~ . -~oN,,.~ f~s~~. ;u~d S.W~d ~ ~ ~Vlf~'`,~LD,S ~ 'L'8~ ;ryL`• ;v~y, 'YJC` vLoJS ' ~r k ~ L'A5 5uwvan Road and 24.4 0.53 C 30.2 0.79 D Sgrague Avenue Sullirau Road and 175 A 76 u 4th Aveaue . 5gragrue Avenue and 424 A 141 I} , Conkdin Rvad 5uffivan Itoad aud 273 C 121 D - 1+5th Avenue As can Ue seen from the above table, all intersecbons are within acceptable level af service thnesholds fvr intersectivns within an urban arm. However, the existirsg 5ulliuan Road and 4th Avenue i.ratersection, currently operates at ar near akn LC]S of E, during the P~ peak hour. Although not below accep#able levels, both the Sulliva,nl4th and the Sullivan1 16th haVe leVels - of service values of L[JS D, during the AM and PM peaks, respectively. A closex anaYysis of these intersection leveTs of service revea1s the fvllowgng information. s Sullivun Road and 4th Avenue - As 5een in Table Nv. 4, this intersection, during the AM peak hour operates with an LUS of D, and a reserve capacity vf 175 gassenger cars per hour {pcph}. As described earlie.r, fvr unsignali7.ed int.ersectians, the LQS fvr the intersection is the lowest Lf]S experience+d by any vne leg of the interswtivn. The AM pealc hour LflS af D at 175 pcph, is for the eastheund Ieg of the intersectian. Fvr this project it should he noted that the west.bound leg, vr the leg which has the potenbal frar traff c frnm this proposal, has an AM pea.k hour LQS vf B with a reserve capacity vf 312 pcph. FUI t.he PM pec1IC T3DuT' as shown in 'I"ah1e Nv. 4, this intersection aperates wit.i ain LC1S af E, with a r+eserve capacity of 76 pcph. Unlike the AM pea.k hour, hvwever, bvth the east.bound and westbound legs of this intersection functivn at or near the same ler+els, pTease review the aPpenndix fvr LOS calculativns. The primary r9easvn for the pcavr 1eve1 af service is the - ronflicting leflk tums as well as the moderately ttigh tv high through traffic Volumes both directivns on Sullivan Rvad and the fact that there is nn tuming lane vr refuge fvr left iurins at this intersectian. Sprague Avenue and Conk2in Raart - As showr► in Table No. 4, during the AM peaek haur this intersection funcbvns with an LC?S af A, artd a reserve capacity of 424 pcph. However, during - I„land Faci,~~ ~nginerring company 20 Shertey aake ?M the PA+I peak hour the LQS fQr this intersectiQn fals ta and LC3S of I7, with a reserve capacity . of TQ1 pcph. Tfiis level of servilce is for the southtmund leg of the intersectrion. The northbound leg, or the leg which will be directly affected by this pmposal, currently operates during the PNI pealk haur wi#h an LQS of C, with , a reserve cagacity of 274 pcph. This le►re1 of service desigration as adequate fvr an urban unsignalized intersectivn. It shouid be nated that the southbound TAS of D, was for an intersectian leg which had vnly 91eft tums and 8 right tu.ms. i Sullivan Raad and 16th Avrenue - As shown in Table Na. 4, duriing the AM peak hvur this • inter=tion operates with an acceptable LQS of C, with a reseerve rapacity of 273 pcph. As with the vther intersections, during the FM peak hour the level of service far this intersection falls tv an LOS of I], with a reserve capacity of 121 pcph. Again, the identified I.C3S is for the faz 1eg, ar eastbaund le,g of the antersectian. The ne.ar leg, or the leg with the patential to be aff'ectsd by this prapvsal currently operates during the FM pak hour with an LAS of B, with a reserve capacity of 385 gcp'h. It shvuTd be nnted, that SulliVan Rcad functirrns as ahigh rommuter rvute between Interstate 90 and those residenti.al areas south of SPrague Avenue. Therefore, the dissimilazity in thmugh volumes as shown in Figures 4 arid 5, wiU directly a#'fect aU left turning Vvlumes whether they be near side nr far side. GeneraRy, during the AM peak haur, ttee eastbvund left vum wffl aperate poorly, due to r.anflicfang gap Placement frvm the narthbound traf!~ic, and conversely in the evening the eastbound left vviU haVe La oompete with gaps frvm the sauthbound thmugh (wvrk Ov home base) cvmmuters. This situa#ivn, wiTl aYmost always cause the eastbound leg fvr bvth 4th and 16th ta result in poor 1~vels of seMce. Nvt due ta excessiVe volume.s on the 1eg of the inWxsection, rather due tv ttie high s:ommute valumes either norrth or svuth and the _ abs+er~ce of al~uate gaps for entran~ vntv 5ullivan. _ As has been nated, these intersectivns were count$d in 7une and ]uly, 1993 by IPE staff, ~ hvwer►er, in addition to perf'orming a p'hysical count of these intersectivns, additiflnal aperational characteristics were vbserved and notcd. Primarily alvng it's length, Sulliran Road from _ Sprague Avenue sauth operates with an average running speed of 32 to 37 nniles an hvur, based upon the highway cagacity mant3ai, far an arterial street with a posted speed limht of 35 tnph, tltis arterial strwt would have an LQS of AIB. Additionak vperatianal characteristics were ohserTved alang Sullivan Road, during the June and July counting vperations. fihe single largest cvntribnting factar to the pC►ar level of servic,e both calcuiatei and me.asured along this arterial - is the lack of fareei gaps and plataons alvng SulliVan Road south of Sprague Avenue. The term forced gaps refers tv a traffic oontral deYice such as a sWp sign ar traffic signal which fvrces gaps in the thuough traffic stream and increases headway between Vehicles. The other, significant vbservation was the lack of platavns, along Sullivan ltaad, wh'rch also results in staggered Vehicles between piatoons and few gaps for left tuming sade street traffic tm make the intended mvvemen#. i [3bservacions, cleazly inditated that the nurnter of turning vehicles fram the side streets were not significant as to their ammediate volumes, but after seve.ml rninute,s of no-gaps atang Sullivan : Jnlaied Padfic Engirrea►indg CovrpCny 21 SheUey Lake TI4 'Roadi the'.y W[3uld begin Rt1 queue up along iheir 1espeCtive leg5. I3uring both the AM and PM peak hvur, it was not unusual to Qhserve, three to seven vehicles queued up waiting to either cross ar maice turns at the infersectirng crvss streets vn Suuivan Road. The presence of these ' vehic1es, in a queue, 15 prlIl'1aI1.ly d118 1o #~e raIidUII] naCLIre of Veh1C1e g5p5 afld 5peed5 alDng Su111Van Road. ~ A mare in depth analysis, revealed that during the AM comrnute, the nvrthbaund upstrearn - vehicTes, sauth of 16th Avenue, cvuld enter onto Sullivan relaavely easily and at will. However, aes these vehicl$s began their vommute, they would he jvined with additional vehicles, at appmximate SU tv 150 fvot hea+dways. This type of headway, is uswally associated with a relatively good arterial I.OS, which was abserved to be between LQS A and TAS B. However, this type of free fTvwy does nnt aRow the additivrnal side sbrwt traf~~c north of 16th Awenue the opportunity to enter the traffic strem. Conwerr°sely, during the PM peak hvur the southbound ftafiFic which is allowed to enter Sulliuan threugh the SulllliVan and Sprague signaUW intersectian, dv so in a rather dense platvan. However, given that there are nv uaffie cantro1 devices alvng this rvute (stop signs nr signalls) the traf~'ic is allowed to reach a free flaw speed with increased headvvay. I)uring the PM geak hvur, the anly gaps created in the tra~'fic stream are when a sauthbound r+ehicl~ tums left, eastbaund, thereby slovving dowrl fnllowing SuBivan Roa+d t-affic until the mcrWernent can be macte. However, due to the rvidth of SuLlivan between 16th and 40th Avenues, this situatian can reaUy on1y occur at those iritersectians snuth of 16th Avenue. In the event that. gaps were avaflable, the queue of two ta seven vehicles cvuld be released by a gap as smaU as la ta 12 seconds. 'Ihere, are several excellent rewurces for gap progressivn, but far this analysis we hawe used Greerrshfeltl's. Queue Dascharge I)ara vwhich states that a gap ~ of 8 to 12 seconds wiU accommodate between 4 and S cars in the +queue, which is the upper limit of the ar+erage number of cars experienced in any one left tum queue. Therefore, based upgn actual gap timing and field vbservativns, thB OpeI`at1flI1 of the Llil51$ifal1Zed InteISeCtlOIlS aldng Sullivan Raad, wi#h an LClS of E, ►vith the additivn of gaps could maintain hett.er levels of service than indicated in the TAS calculativns as vutlirred in #he I3CM. As the highway capacity manual does not deal w+ell with gap relationships in trave1 pattems and does not have the ability tn analytie adequately this juxtaposition in paiterns. Wa,rntnt Analy~..c Aithvugh nv actual warrant analysis was performed, t}ie Sullivan Rvad and 4th Avenue - interseactiQn by inspection MAY warrant a traffic signal due to rrdeeting the criteria fvr Warrmt Nv. 11, Peak Hour VVarrant, as vutlined by the Manua2 on TJniform Traffic Ccintrol DeWce,s (MUTCDJ. . Tn1'and Pati'fie Enginee,ing Cawany 22 Shellry l.ake TU ~ety Accadent summaries available for the mast recent ffiree years {12101189 to 12131192} from VVSI3aT and the Spokane Cvunty fUes for the identified i.ntersections within the Shelley Lake Vicinity were assemhled. Generally; accidents are dacumented by type vf accurrence, such as Pre►P'ertY ~~e (Pp~), inj°ry O'D and fatality (FA'T), as well as average freqraeney Per millivn entering vehicles (per I►+EV). This ratio is a functivn vf the aVerage daily traffic entering the intersectivn amd the annual frequency af a+ccidents. T"able 4B dccuments the accidenc rate per MEV for the identi fied intersections. Table No. 4S - Existing Accident ~Wory '90 to 192, SheBey Lake Vicinity T ti'~~0*1-AC4N.6►ENT~MATL'JMA7 ~~~k",'}y` '',Y/ r • ' r '~„K{ ~ ~4 rltflA~D ~t]AiSJ~ ~ , . ` s~«2 ~ .-»f • , ~ • , N 'z~;~ ,t~ ~19~' ;,;,G"° 19►91. ` ' f~~ . ~ r ~ . • ' , iylE,'V $ ~4i FAT <Suflivan°Road ~ ~AT, ~w. il~~i ~ FlIT~PDU . Sprague ~ 12 ~ 14 I ID ~ 24 ~ 11 I Q ~ 24 I 18 ~ 0 I 3.17 I6th A►+enus 0 ~ 0 I 0 ~ 0 ~ 0 0 0 0 I 0 ~ [I sp,ague/conklin o I lo ~ ° ~ o ~ ° ~ o ~ a ~ ° ~ o . As showai in Table 4B, accident ratel varied between 4 and 3.17 per NIEV. With the exceptiun for the Sullivan and Sprague antersection, these rates are below accident trends for prineipal f arterials widiin the State of Wasshingtpn, as weYl as belvw rationai trends for thjis ryN vf facility. Hvwever, the accident rate at the Sulli►aan and Sprague intersection is at or above the average accident expectancy for an araterssection af this type and geametry. Generally, for urban inter5ectivns, an accident rate of 1.6 arcidents per MEV is cvnsidered ta 1e at the upper linnits of awerage. Fer the VVSDC)T annual report, the aVerage avcident rate for an urban principal arterial such as Sullivan Raad rs roughly 2.4 accidents per MEV. It should _ be noted that even thaugh accident rate thnshalds are nvt exr,eeded actual saifety problems rnay , nvt te apparent unpl accident recvrd's are investigateti by type of occurrence. - Based upan the tnes af accidents and their severity within this area, the imprvvements tv the Sullivan Ftoa+d and 5prague Avenue intersectivn shoutd redure the existin,g accident rate of 3.17 MEY ta near t.he state average accident rate of 2.4 NEV. 1rrlani Paee`fee Enginrerisg Ca►r+FanY 23 5hr[lry Ldce T7A Planned Transpos='ion Impravvements Areview af the six-year Transportation Improrrement Prvgrams {1993-1998) fvr Washingtan State I)epaztnnen4 ofTransportatian and Spakane County indicates that funding has been allocated far work vn two projeets within the immediate area. These prajects are as listed belvw. ~ 1. SulliVan Road, Interstate 90 to Broadway Awenue, 1993-1995. This praject propases to widen the existing 5ullivan Raad to seven-Tanes to provide access to a prvposeti shapping , oenter develapment at the nnrtheast oarner vf the Sulliwan and Broadway intersectian, and wW be designed sv meet existing 5pokane County artErial standards. 2. Su1livan Rvad, Brcadway Avenue to Sprague AWenue, 1993-1995. This praject propvses ; to wid'en the existing fvur-Lane section vf roa,dway to seven-Ianes and to rnatch wmth the praposed prvject direct3y nvrth of Broadvvay Arrenue. This project has been proposed to improve existing Yevel of sen+ice alvng Sullivar~ Road ar:d prvvade through traffic progression aiong this cvrridor bet►veen the existing and proposed Yand uses to the south of Sprague Avenue and Interstate 90. As rwith the narthern section this raad will be designei to meet existing Spokane Cvunty arterial stanndards. InIaM Faofic Engineerin$ C'amwny j4 ShaEley Lake 77!' FUTURE YEAR TRAFFIC IMPACT ANALYSIS ANALYSIS ASSUMPTIONS AND METHUDOLOGIES Future year morning and evening weekday peak hour impacts of the potential traffic generated by the proposed Shelley Lake project were analyzed for each development alternative as follows: • The pmject description, planned year of buildout, location and size of the proposed 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 pealc 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. • Backgmund traffic volumes on each key transportation system element were determined prior to superimposing the traffic impacts of the pmposed 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°b 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 ttips, with 4th Avenue carrying 10-percent of the remainder and 16th Avenue via Rotchford Drive cazrying the remaining 10-percent. This would be true both during the morning and evening commute times. • Forecasted traffic volumes, generated from the ITE, 7Wp Generation Manual, Sth Edition were then superimposed on the background traffic to determine cumulative 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 identify 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 parking were then addressed to ensure that the project site plan conformed to general traffic/transportadon and local area design requirements. InJand PadJic Engineerin8 C4mPanY 25 Skellry I,cke TU , DEVEI.oPMENT TRAFh'IC ~ Shelley Lake - AJteniative Na 1 - Sr"te Generated Trqffc Trip generation estimates were prepared for the maximum potential for - this attema#ive development of the 5helley Lake project. Sased ugon the existing aoning code for Spakane Caunty, approxirnately 264 single-family and 196 multi-family units c.ould be, and are progased, within the ShefTey Lake praject site. The trip generatian estimates wp-re determined using the Inrtitute of TraffiC Engineers, np Generation Manual(TGM), 5th Edition. Tfie TGM pmvides empirical data, based upon acFual field ohservatians for trip generativn characteristics of similar , residential dcvelaprnents throughvut the LTnited 5tates. 'Ihe altemative as stated wili 1e a development of 264 single family and 196 multi-family, apartment units. The TGM provide.s , triP generativn rates based upvn the land use ty~e, ie, cvmmercial, residential, industry, school etc.,. 'Yherefare, for this trip generativn analysis, Land Use Cvde 210 - Singls Family Detached ' and 220 - for Multi-Family Attacheci fram the TGM will te used tv determine bcrth the AM and PM pealc hour trip generatiDn rates. 'I'laese rates for total huildout of this alternative aze listed ~ in Table 5. As indicated in Table 5, this prvpasad pmject will generate wdrivus valumes vf traffic du.ring cvnstructivn flf the seweral phases af deVelvpment. At Phase 1, completian, which includes 58 sin,gle family residential hames the praposed praject will generate approxirnately 43 AM peak haur and 59 PM peak hvur trips. The anticipated total nurnber vf vehicles which will be generrated throughout the day would be 590 yehicles per day (vpd). f3f the 43 AM peak hour = trips, 11 trips wiU be entering the site, while 32 will be exiting. C3f the 59 PM pealc haur trips, 38 trips will be eritering the site, while 21 will be exiting. Fvr Phase 2 altemative completiara vr at project huildout, this project alternatir+e will generate apprvximately 283 AM Peak hvur trips and 375 PM peak hvur trips. The anticipated tvtal number of ciaily trips which will access this site is expected ta be appraximately 3,750 apd. C3f the total 283 AM peak hvur trips, fif trips will be entering the site, while 217 wi11 be exiting durisrg the AM pealc hour. Of the 375 PM peak hour trips 245 will te entering the site, while 129 will be exiting. Shelley Iakke - Alterrrative No. Z Site Ge+nemted Thr~',fie Trip generatian estimates were prepared for the maximum potential for this aiternabve develaprnent vf #he Shelley Lace gmject. Based upcm the exasting zdning code for Spokane Gounty, approximately 225 single-family units vauld be praposeci, within the Shelley I.ace praject site. Ttre trip generativn estimates arere determined using the Inrririae of Trc{,ffic ~ , Inlarrd Padfic Enginecring CowarnY 26 SheP1ey l.ake T7r1 ; , Engirreers, T'np Generatian ManuaT !TGM}, Sth Editivn. The TGM provides empirical data, based upnn aetual field vb5ervatians far trip generation characteristics af similar rp-sidential develvprnents thvoughaut the CTnited States. 'Ihe TGM pravides trip generation rates based upon the land use type, ie, cornmercial, residential, industry, schvol etc... Therefvre, far this trip generation analysis, L.and []se Cvde 210 - Single Family Detached fFOm the TGM will be used ta determine both the AM and FM p~k hour trip generation rates. 'I'hese rates for total buildvut of this alternatiue are listed in Tab1e 5. As %ndicated in Table 5, this proopo~ project wili generate various volumes vf traffac during cvnstruction of the ser+eral phases of develaprnent. Ai Phasc P, completivn, which includes 56 ' sir►gle family residential hvmes the Pmpvsesi project will generate apprvximately 41 AM peak . haur and 57 PM pea]c hour trips. i The anticipated total number of velucles which will he generated throughout the day would Tbe 570 vehicles per day (vpd). Of the 41 AM pealc haur trips, 11 1rips will be entering the site, vvhile 31 will be exiting. Qf tne 57 FM pealc haur trips, 37 trips will Fae entering the site, while 20 vvill be exiting. Far Phase 2 alternaave completion I at project buildaut, this project altemative will generate apprQUmately 166 AM Pealc hour irips and 228 PN[ peak hour trips. T'he aniicipated total number vf ciaily trips which will access this site as expeeted ta be appraxiinately 2,2$0 vpd. []f the tatal 166 AM peak hvur trips, 44 trips will he entering the site, wtu.le I22 wiU be exiting duning the AM peak hour. Of the Zt$ PM peak hour trips 148 wiU be entering the site, while SU wxll be cxiting. i . - I Sheiley Lake - Altenave No. 3 t' 5ite Genemted Tr~f "t+c Far this pmpased project altemadvel, Da Nothing, there will be no additianaT trips generated than currently are generated by the 'existing project site. i ~ ~,ake T~r[' l~rland P~ecafic Engineering C~a+~' ~ 2'~ SlYe!kJ' i I , ; - , ' - - ' - , Table 5- Trip Generation - Shelley Lake Plat ~ ~ • ~ . > > ; ;U~ ~ ~A ~GENERATIQI~F Z~iHT.E - S#~ ~KE,: ` <~:<~.`.4; ~ "f ' , • , ~ .~~s,{ •r~~ ~ ; rf . yFr. k, ' 3s" `,F,.;i ~'~K - . Pm , r t No. In!{AuE I3brec~anal Cumula~r ~ Riitrs Na. W0ut Dhib~~ i7~ni~nve ~ 'j'E'ip9 S]!~ ~ ~t4~ ,~OW19C~3 ~ `''t'Ip5• Spa Disftib11fl4[I, •r~;Vbl1f1[I~ 11~y~ 2 f a ~ ~2, N 'V, h ~ V ~p X . • , r ~ w ~ : ~ i" • ~ ` 'S_t~ .~i«•~~ ~ y,~,,~~ r1f. wate),,~ ` ;;F£V~Yo1 f~•,Vo~ ~ tn V~~o`.~,~ out ~ < .:k • I~~ ~ ' , Otx ` ` , '~,ri~ ~ ~;~;~t , - . . Alt. No. k 1 I 58 ~ 210(.74) I 43 ~ 26174 1 11 I 32 I 11 ~ 32 1.01 I 59 ~ 65l35 ~ 21 ~ 38 ` 21 ~ 38 2 I 2[)6 ~ 210(.74) ~ 152 26174 I 40 ~ 112 ~ 51 ~ 144 1.01 ~208 1 65135 ~ 135 1 73 ~ 173 ~ 94 x ~ 196 ~2M.457 ~ 88 ~ 17183 ~ 15 ~ 73 ! 66 ~ 217 0.55 I 109 ~ 68f32 ` T3 ~ 35 ~ 246 ~ 129 I 1 I I I ~ h 1 I ~ 1 I Alt. 1- Totals ~ l283 I r ~ ~ 66 ~ 217 ~ I 375 246 ~ 129 , 0 ~ kg,a7 ~ „ `}r ti ~ t~c W '~+..e ?C}, f v]~.a ~\~p ~x~~, <a ,~'f-• ,ov :k~''~' r~-. - `~t3< .s"'f ~E{` ~ . , Alt. No. 2 1 ~ 58 ~ 210(.74) I 43 I 26174 ~ lI ` 32 ~ 11 ~ 32 1.01 59 ~ 63135 I 38 ~ 21 ~ 38 l 21 2 I 169 ~ 210(.74) I 125 I 26f74 ~ 33 ~ 42 44 I 124 1.01 171 I 65135 ~ 111 ~ 50 ~ 149 ~ 81 ~ I I ~ ~ I f I I ~ I ~ I Alt. 2 - Tatals 44 ~ 124 230 149 I 81 Larui tlse Caie 210 = SingFe Fm7dly Residential DEetaclrcd Lanri Use +Code 220 = Aparerraent . P)usre 1 is expected to be sr+mpfate by 1995 Pharse 2, bulldaut is rxpec-ted to be complere by 200f? Inlartd Pacifie Engineedng C"c+mPe+ey 28 Shetfey f4ke 77A 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 principaUminor arteriaUcollectors and local access streets. • Existing AM and PM peak hour directional and turning volumes along Sullivan Road and Sprague Avenue. • Field observations of primary driver characteristics determined during actual field observations and intersection 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 distribution is shown in Figure 6. The resulting trip assignment to the existing transportation system is as shown for Alternadve No. 1 in Figures 7 and S 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 corresponds with those trip distribudon 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 determine 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 obtained 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 twenry year period analyzed Inland Paai,fic Engineerin8 Compcny 29 She11ry Lakt 77A (1993 through 2015). This increase in through traffic volumes would approximate the existzng grawth rate wtuch is expecte3 tv cviitinue thruughvut the durativn vf this project. Fvr thvse arterials, cvlleMrs and lvcal rwoads ac~ facent to or intersecting with, including 5prague Avenue, a 3.0 peroent per year growth rate w:s used. As with the growth rate ass?ciatad with SuZTivan Road, this rate will be applied tv aU area streefis nver the twenty year period analytied (1993 thmugh 2015). This increase in traf ic volumes alvng these streets, as with Sullivan Rvad, is expected tv c.ontinue throughvut the R•uratiun af this praject. lnknd Pac~f "ec Engine~,►rin8 C.wpamy 30 SheIley Lake TfA - Um Am ~ . . ~ "lilort500 A~~'' sp~~ane . ~ Aw W ~ ~~n CL 11000 ~ . . Ma T bn.v. ~ Aw. L Avs. A1k#Aw. ~ A. ~ Apd Rw DI hr~ Av~. i S~~ j ~ ~ ~ " Ihllw. VIKY - WI ~ Hfr N ^ NIx W ~ 9 ~ Nl:on ~ Aw. IAn Yl1n Arf. ri• ~ e ra ~ 14S A". • F ~ _ Ind AW. ~ $ 2rd Aw. ~ . Y 3rd Ava. 3,d Ave ~ ~ A tn Aw. ~ ft A" m ~ w. ~ ~Aj ILT . 4500 M,.M ~ t, . . ' Mh A1re. M (t ith AW M Ave -6~r . 7fh Ave AWs. 3fh Aw, y~ Aw. Ave m w iLithAw~ Avo. R'Q 1piNre, {1 Rsra. ~ I ~ 11 ~ 2d Ava. ~ =1~120 Ave 13M Aw. 1 Ave. u ~M Aw. 1 k . ~ 1 ►th Aw. 11lh Ar+. ~ 1 AV* 9ftli Avr ~ _ 151h Ari ~ 16Sh AsL thA . 1SM S . S6tlh RW 7AYf. y~ 4M Avr. ` - . ~ a 7m 17th Iw_ - A~ r tn~. ; ~Av~, ' o d ~ m Ra ~ ~ ~ " aw~ 2M TM Aw. A~ ii11d Ari. ~ . ►7. SF"!~. . ~ ~ ~ ~ # 11V LtiN1J PAC.LF,lC 1 f 'F:'gure 6 ~ r SH~LLEI' LAKE ENGINEERING Tr; p o; 5tr; but; on SPOKANE. WASHING7DN South 25 Ntamont 5pmitone.Wash9ngton ~ [509) 535-7410 99202 TRqFFic lmPAcT ANALYSIS ti ~ - ~ ~ n ~ I N~ ~A~y ~ ~ (22)13 29(4)~7 C~ ~ SPR,AGUE AVE SPRAGUE AVE . I~ z I ~ Q z v ~ v ~ ~2 ~ - C:kr ll~4? If FOuRTH , ~ ~ ~ I ~ ~ ~ o 1 BTFI ~ , a a , z ~ ~ ~ ~ ~ PM PE41{ ~ PEAx) Na7 TO SGALE # I1V LAND P1`'iClFIC fIGURE 7 5HELl.EY LAKE ~ E.11 <.TINEERING ALT ND. 1 - PHASE 1 5P❑If►41VE, WI+SHfNGTON TRIP L715TR1gL]7IoN South 25 AllQmant Spokwne.Wcahingt~n Tf~AFFIC 1MRACT ANALYSES ~ ~ (509) s~-1;1+~ asao2 ~ AND A55EGNMENT n~ mm r24(56)1-=> bZ~ (77~1 .*-(12)10 c~k7 er (8'9 m Y' g .~i SPRAGUE AVE SPRAGUE AVE 'z ~ N co ~ Z ~ O J V Q (10)9 D > o- (1) N m ~ ~ n FOURTH ~ n ~ ~ N v r A ~z~ V C> o-(2t),s ~ 0 U- U - F- O , 16TH ~ 0 ~ z ~ ~ cn PM PEAK L (AM PM) NOT TO SCALE SHELLEY LAKE ~ INLAND PACIFIC FIGURE 8 ENGINEERING ALT No. 1- PHASE 2 SPOKANE. WASHINGTON South 25 Altamont Spokane,woahington TRIP DISTRIBUTION \ (sos) 535-1410 99202 AND ASSIGNMENT TRAFFIC IMPACT ANALYSIS ~ ~ _ . . . . \ N N ~ v n n n //J1v`~vQ o- s~ o-+ 5~ 4-5 a4r N 4 N v SPRAGUE AVE LSPRAGUE AVE ~ ~ ~ Z ~ ~ (25)18 N Z t(t)-4> a~ o C:~7 I U ~ U U- FOURTH > Ih~~ ° cx 0 ~ - x U H O 16TH gx 0 ~ z ' ~ J ~ i N PM PEAIC (AM PEAK) NOT TO SCALE ~ INLAND PACIFIC nGURE 9 SHELLEY LAKE ENGINEERING ALT No. 2- PHASE 1 SPOKANE. WASHINGTON TRIP DISTRIBUTION South 25 Altornont Spokone.Washington j~q~FlC IMPACT ANAIYSIS . ` (sos) s3s-141o ~202 ~ ` AND ASSIGNMENT ~ ` ~ r, ~ S~ C~15 e(7)t ~4~ ~►4~ ~ I SPRAGUE AVE , spRAcue AvE a z ~ a z 0 I J, (94)73 ~ 25 FOU R'TH ~ 0 ~ x U - F-a x 1fiTH ~ ❑ ~ z ~ Q~ ~ ~ NdT TD SGA'L.E ~E ` INIAND PACIFIC~ ~ FIGURE 10 ~ ~ . ENCrINEERING ALT Na. 2 PWASE 2 spoKANE, WASHINGTvN TRIP D1STR9BUTiDN Sauth 25 Altoment Spokam,Wcshingtvr. ~,q~C IMPq~ qNqLYSfS ~ (509) s~-1{10 99 ao~ ~ ~ AND AS51GNMENT ~ ~ 10, F(ITURE YEAR LEVEL OF SERVICE For all alternatives the background growth is expected to be consistent and non-project dependent. Therefore, background levels will not be analyzed for each alternative. Background Future Year Level of Service To the existing volumes counted at the identified intersections, the background traffic volumes shown on Figures 11 through 14 were analyzed to determine the impact of non-project related growth. Tfie resulting levels of service for Phase 1 are shown in Tables 6, 10 and 11 and for Phase 2 buildout in Tables 8, 9, 12 and 13. As can be seen from these tables the additional volumes resulting from a combination of area wide vacant property buildout as well as the continuing background gmwth pattern of 3.0 percent per year will have significant impact, in some places, during the AM and PM peak hours through the completion of Phase 1 in 1995. However, the resulting traffic volumes due to background growth alone, will result in several intersections failing to meet even the minimum requirements of Spokane County for Phase 2 buildout in 2000. These problem intersections occur during both the AM and PM peak hours at the following intersecdons. Sullivan Road ond Spmgue Avenue - 1995 Background - AM Peak Hour As shown in the identified tables, with the construction of the Sullivan Road Improvement Project, between Broadway Avenue and Sprague Avenue, this intersection is expected to operate with acceptable levels of semce in 1995. - 1995 Background - PM Peak Hour As shown in the identified tables, with the considerable level of existing and proposed development in place, this intersecdon will operate with an LOS of F, during the PM peak hour in 1995. The associated delay of 62.5 seconds, although beyond the acceptable limit of an LOS of D, includes the widening of Sullivan to seven-lanes on the southbound leg of this intersection. It is only expected that this level of delay will be extended over a period no longer that 10 to 15 minutes as this intersection experiences, sigtificant peaks due to the commuting nature of the vehicles accessing this intersection. 2000 Background - AM Peak Hour As shown in the identified tables, with the construction of the Sullivan Road Improvement Project, between Broadway Avenue and Sprague Avenue, this intersection is expected to operate with acceptable levels of service in 2000. 2000 Buckground - PM Peak Hour As with the results from all of the background growth noted in 1995, this intersection will continue remain at an LOS of F, with the delay decaying from 62.5 seconds in 1995 to 90.2 seconds in 2000. Although this level of service is high and is unacceptable, from the Spokane County, LOS policy, in actual experience, a minute and one-half of average delay at a high volume urbanized intersection, which this intersecdon will quickly become, is to be expected and would not be considered excessive. If this intersection were to Inland Pacffic Engineerin8 Compary 36 Shellty I.akt TU i continue to be analyzed as a su urban intersection then sigtificant revisions would be necessitated. It should be noted, th t the calculations as shown in the appendix note that the southbound left turn with a future vo ume of nearly 4001eft turns could be revised to a dual left turn, which could impmve the overa* level of service of this intersection during the year 2000, PM Peak Hour to an LOS of E, wn an average delay of 55 seconds. Sullivan Road and 41h Avenue - 1995 Background - AM Peak Hour As shown in the idendfied tables, during the AM peak hour, the level of service of this intersection is expected to degrade from and existing LOS of C, with a reserve capacity of 201 passenger cars per hour (pcph) to an LOS of F, with a reserve capacity of -21 pcph. The primaFMe n for this level of service degradation is the existing construction of over 600 apartmenalong 4th Avenue east of Sullivan Road. Although, apartments, characteristically, gen alf the AM and PM peak hour trips of single family residential, a concentration of this , will use up rather quickly the excess capacity of this intersection as it is currently config red. At this time and with completion of the apartment complexes, level of service of this in rsection will only oontinue to degrade. The only remedy available at this intersection would be to improve the intersection to include a left turn pocket and signalize this intersection. If these roadway improvements were to be performed, then the resulting level of service would be a~► LOS of C(18.6 seoonds). 1995 Background - PM Peak Hour ~s shown in the identified tables, during the PM peak hour this intersection which currendy has ~n LOS of E, will degrade to an LOS of F, with a reserve capacity of -146 pcph. This situationl, as described for the AM peak hour condition, is that with the addition of the apartments along 4th Avenue, this intersection will degrade beyond it's capacity to handle the number ofc-ars ' accessing the 4th Avenue vicinity, east of Sullivan Road. = With signalization the PM peak hout LOS would be D(29.6 seconds). 2000 Background - AM Peuk Hour As shown in the identified tables, by the year 2000, with only background volumes present, this intersection continues to degrade and lose reserve capacity from and LOS of F, -21 pcph to an LOS of F, -80 pcph. An LOS of C(18.8 seconds) would be achieved if signalized. 2000 Backgmund - PM Peak Hour As shown in the identified tables, by the year 2000, with only background volumes present, this intersection continues to degrade and lose reserve capaciry from and LOS of F, -146 ipcph to an LOS of F, -192 pcph. An LOS of D(37.2 seconds) would be achieved if signalized. Spmgue Avenue and Conkliit Road - 1995 Backgrourid - MI Peak HourI As shown in the identified tables this intersection is expected to operate in the future with a very acceptable level of service. 1995 Backgmund - PM Peak Hour As shown in the identified tables this intersection is In/and Padfic Enginearing Coemparry 37 SheIkY LAke 7M expected to operate in the future with a very acceptable level of service. 2000 Background - AM Peak Hour As shown in the identified tables this intersection is expected to operate in the future with a very acceptable level of service. 2000 Background - PM Peok Hour As shown in the identified tables this intersection is expected to operate in the future with a very acceptable level of service. Sullivan Road and 16th Avenue - 1995 Background - AM Peak Hour As shown in the identified tables, this intersection will continue to operate very nearly as it currendy does, in that the eastbound leg, is responsible for the conflicting movement and therefore, will not be affected by development east of Sullivan, (westbound leg) only by increases in through traffic volumes. 1995 Background - PM Peak Hour As shown in the identified tables, this intersection will continue to operate very nearly as it currently does, in that the eastbound leg, is responsible for the conflicting movement and therefore, will not be affected by development east of Sullivan, (westbound leg) only by increases in through traffic volumes. 2000 Background - AM Peak Hour As shown in the identified tables, this intersection will continue to operate very nearly as it currendy does, in that the eastbound leg, is responsible for the conflicting movement and therefore, will not be affected by development east of Sullivan, (westbound leg) only by increases in through traffic volumes. ^ 2000 Background - PM Peak Hour As shown in the identified tables, this intersecdon will continue to operate very nearly as it currendy does, in that the eastbound leg, is responsible for the conflicting movement and therefore, will not be affected by development east of Sullivan, (westbound leg) only by increases in through traffic volumes. inland Paafsc Engi,retr;,,8 Compn►ry 38 sheury r,du ru ~I 1 - ~ - • - - - - - - - .v~.,._._ . ~ --H~ ~ _ _ _ rN'f m0 NP~ V ~ Y ~ • ~ 187 J' ~150 17 9 ~ g~ 456 ~ ~ 3 $ (a1N~ SPRAGLJE AVE SPFtAGUE A1d'E ~ z D 23 332 ~ 3G 2 V ; 35 FOURTH ~ v R 2 ~$ln~ 18 ep ~ $7 B~ ~ 8 2 17 ao li ~ C.] ~ I ~ 16TH ~ , m ~ ~ ~ U7 ~ IVOT Ta SCALE /"'r 1~ FIGURE 11 SHELLU I AKE a +I1~~ ~TLAND P1`~ACIFI~~ EN ~r~~~r~~~~~r 19Fr95 ruRE ~~~ic~ va s R sPO~E, wAsHIn~GToN ~ s 9j 2'.5~i~~ p°rrt spokane.Was~~ ~L?LTI +Wr~fiHDUT H~I.L.EY PROJECTS J\, 7RAFFIC IMPA~."T ANALYSIS ~ . . . . . . ~ i ~Nn SB 9 I 473.p Q 289 Iono- 936 569 -0 <)..-SOS 272 ~ e a 4 r~~ ~ -v ~ ~ +o SPRAGUE AVE SPRAGUE AVE r ~ ~ m^~ ~ ~g~ J Z 7 ~ 54 cP Q 166 N Y Z 14 -0 o- 14 U 22 K V ~ FOURTH n 0 co~ 65 J' ~ 34 e-=C:> o- s ~ Nc~+ O ~s = ' S L) O 16TH cr- 0 cr- i Z J NOT TO SCALE J D N ~ / ~ INLAND PACIFIC Fi~ure 12 SHEI.LEY LAKE a EERING 1995 PM PEAK HOUR SPOKANE, WASHINGTON ENGIN FllTURE TRAFFIC VOLUMES South 25 Attomont Spokane,Waahington MUITIPLE SULWAN RD PROJECTS (509) 535-1410 99202 \ WITHOUT SHELLEI' LAKE J \ TRAFFIC IMPACT ANALYSIS ~ . . ~ . - _ ~ I .C-4m ~gb A~~b I 210 -P ~167 20 Q 9 225--J o- 276 --C> ~l~ 3 I ~ Y (l- ~~U 4 N O u N~ v ~ SPRAGUE AVE SPRAGUE AVE ~ r° n `c~ a I Z 23 332 y Y 9 -0 o-12 Z O 5 ~ r 35 U uNi I FOURTH h 1s i 'Q 67 I e -.C> ~ s 2 17 O . 0 I v = U F- O I 16TH ~ . 0 ~ ~ NOT TO SCALE J N I = (INLAND PACIFIC Figure 13 SHELLEY LAKE ~ 2000 AM PEAK HOUR SPOKANE. WASHINGTON I FUTURE TRAFFIC VOLUMES ENGINEERING South 25 Altamont Spokcne,Wcahington MULTIPLE SULWAN RD PROJECT ~ (509) 535-1410 99202 WRHOUT SHELLEY LAKE \ TRAMC 1MPACT ANALYSIS / 9 5130~ ~303 ~3061 (2 ~ ~ 4 ~ 27 SPFtAGUE AUE SPRAGIJE AVE ~ z ~ 54 w~P ~ 186 [CJ z 1i-,v 14 V 25 ~ =4 FOCJRTH aD 65 +J~' 3+ ~ 9 --P ~ 8 10 ~ ~ 3 a cr V - E- 0 A~ 16TFi 3 Q cr z ~ ~ ~ I f ~I^ I y+ ~ NOT 1 V SC1LL 000 r ~ ~NLAND P1`~CI1' IC1 ~ FiGURE 14 ■ ~ SHELLEY LAFtE ' - 2000 PM P~+K ~'UUR sPp~E, w►~HINGroM ~j NGIN~i ~i RIFUTURE TRAFFlG VDLUMES 5outh 25 Altamvnt 5pokone.Washing#,or~ M11LT1P~ SULLlVi~l RD PRDJECTS T~iAF FIC lMPAL:'T P~+MALYSIS 535-1410 ,.~~2 WPTFiOL~T SFfELL~' LA}CE J r~, r io Shelley Loke Future Year Level of Service Alternative No. l 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 7 and 8 were added and are shown in ~ Figures 15, 16, 17 and 18. . The resultant traffic volumes were then analyzed for future year LOS with the project. Tables 6, 7, 8 and 9 indicate the resulting levels of service from the traffic volumes generated by this alternative. Alternative No. 1 Phase 1- Resulting Level of Service AM Peak Hour - As can be seen from Table 6, for Phase 1 completion this project dces not degrade the level of service, beyond the background LOS for any of the idendfied intersections PM Peok Hour - As can be seen from Table 7, for Phase 1 completion this project will reduce the background level of service at the Sprague Avenue and Conklin Road intersection. The specific reduction in LOS is the reduction from an LOS of C, 236 pcph to an LOS of E, 88 pcph. Although this level of service, reduction from an LOS of C to an LOS of E, seems ~ excessive, it is only associated with a northbound left turn volume change from 4 left turns without the project to 201eft turns with Phase 1 of the project. Alternative No. 1 Phose 2(Buildout) - Resulting Level of Service ~ AM Peak Hour - As can be seen from Table S, for Phase 2 completion this project will reduce the levels of service, beyond the background levels of service at two intersections. The first intersection is the unsignalized Sprague Avenue and Conklin Road intersection, where the 2000 background LOS of A(473 pcph) and the LOS with the project is andcipated to move to an LOS of D(145 pcph). Although sigtificant in the fact that the overall reduction is three levels of service from an LOS of A to an LOS of D, this reduction in LOS, is still above the minimum acceptable LOS as identified by Spokane County. Inland Pacif c Engireeirin8 ComPanY 43 ShcUey Laki 7U ~ l { < ''1''able 6 - PfiaSe 1- AM Feak Hour Intersecteon Uvels af Service -Alternative Nv. 1 • , ~~.y '~Fry ~`.rr Lk ~~v~. s~y 'rAGJ~ c~i ' t ~^t t • ~ ~ f~~~ 1{, M'•: • ~ r,' ' i 77r7 ~A~~ll~il~fl `•.~~5. -77~ ~ f r,. , , . ,'3~E''J i, > • ~ ~ ~ ~ 5'33" ' `C'' 'r~c 4 Y ON, - ~ ~ ~ ~ ~.:~~ij"~~: ,z',F ~ *s x at ~ >r ~c2 `~F k ga, r. < , ~ f,kn. ~i~ V4 ~ ~ . ~s , ~ ~ ~ ~A4 • m~ . N . ~ y, ~ ~vrc~~ ~ t,os,; ; cp~~ rc Sullivan dt Spragua I 34.5 ~ 41.32 ~ I) I ~ 34.0 I0.68 I D I ~ 34.8 I 0.70 ~ D Sullivan aad 4th 201 ~ C -21 I F -24 ~ F ; 5pragge & Conklin 463 I A 717 I~ A 447 11 A t Sullivan and 16th 701 I C 94 ~ $ 94 ~ E TabZe 7=Phase 1- P1N Peak Hour Tntermdinn Gevels vt' Service - Altemative ltil'o. 1 s~,r' , • , " ;•T ry< 7r . ,/~~,r n. ~ • .n • > +;'~~ry< ~ ' ~'~`~.~Ci35 : ,~~,~~n,^f .1 < ; ;Sn' ' ~~Qlli 7J~ ~►~S. ~RGA~IJIIQ ~~4. ~~~l~~..~`~ 1~41°~ '~t~. . . ~ . , , e' ~ O~ , . flAl!zed ~$Cj jin*ilkliEidy ~~L`~'IQ1~ ' 1•,ro-~s~.i~ i Un* s , • ~ -S' 4^~ A ~ , K;~~~ , r~v~ I ~ ~p;, ~ ~S ~~r,< `vr~ ~ ~ 1. ~t~is~. ~~y„ 1 vr~ J,µz~s ~ • ~ ~ios ~ x Sullivan & 5prnue 1 39,7 I0.59 I Q I I 62.5 ~ 1.02 ~ F I ~ 65.7 ~1.04 ~ F N I Su~~van and 4th 1 I i ~ 98 ~E ~-146 IF I l I-150 Fr Sprague & CQn.lclin 116 I T3 I I', I236 C 88 ~ E Sullivan aad lfth 152 I D I I I 5 E 4 ~ E frilwM Padfi~ EngiAetring Cmwny 44 Shelley Lrutc TL! i~ Table $ - P"hase Z - ATVI Peak Haur fintersectiao I,xvels of Service - A~ernative No. i J~^ ~ i •fi v,~ ' ~ ti&A>V( ' ~~'\:t ~+F r .C t? 4~F , ~ L^rG'C~\+' ` ~ yfW.sY}n `~`?A~4 Hi~CKC~E~I~JNQ PRt3AC'~ ~ ~ ~ ~ < . < ~ ~ . r ~ ~ ~ : „ ~ ~ .~~;~SC.I~n~li~vf w ` S ` ` ~ '~~'~I; ,~5~~ `sv.~ ~ , v~ ,p' 4 ` ry v/C, ~ ~LOSµ ~ " ~ M1' ~ ~ ' ~ ~~h~ ~ ~ ' r#~+~i.t4j'+ Ah~` •;•'~C,~ ~ s , LO5 l.OS, 3univa8u dt Spragua ~ 34.6 ~ 0.52 ~ U ~ k 35.0 I 0.78 ~ Q 41.6 ~ 0.89 ~ E Sult~van and 4th I I I 11 201 IE I i 1-90 fF I-172 l~ & Conklin ~ I I I 109 I D I 1 i 473 A I I ~ 14$ ~ D , ~ 5~~~~ ~ 16th 98 l E ~ ~ I ! 71 I E . 1 I I 53 1 E , Table 9 - Phase 2 - P1VI Peak Hour Intersection Levels nf Service - Afternattve No. I ~ • P4` t+?, aM1; ' ' O ~ ~~S~~n- : ?~+C~ • ; ~ ~ ~ ~[MIV ~ Y < acR~w i>>e' ~ ` ` ' x;~~~~~~• ~EXI57'~iG 1~~BALICGitC1I.JAipC - JPltOJECT",M~AMC V{~ ,~`d 5~<` ~.sted . , #7n~nal~ed •,`,•`~4p'xyt~^ z i~e ~lll~ {'e h 'Wlc;~ , Y.US •!.:,`Cap`> WSi ~ el~ty;~~~ ;I G(ls , ~.~[lS , L , ~i1S. Csp ~ . ~ F . y ~ . I ` I ~ ~la ~ , ~ ~ ~ . ~ . ~ M Sullivan & 5prague ~ 39.7 I 0.59 I P] 30.2 1 1.12 ~ F 117.7 ~ 1.22 ~ F 5uliivan ead 4th ~ ~ I k 98 I B ~ I -192 I F ~-232 ~ F ..SPmpe & Cvnklin 116 I D 225 I c -35 I 11 Sullivan and 16th 152 ~D I k ~ -Il3 ~ F -18 ~ F L !rrland Pacific EngfeeMn,g Gmqmny 45 Shelley I.ake TIA The second intersection, to experience a reductivn in LOS is the Sullivan Road and Sprague Ar+enue rntersaction. This intersection reduces fmnn and I.C1S of D, with an average delay vf 36.0 secvnds to an LQ5 of D!E with an average delay of 41.6 secands. Althvugh the L9S I7 ler►el is exceeded, an i4ncrease vf 5.€ seconds of total delay, is somewhat arbib-ary due co the = snmewliat subjective nature of signalized intersectian ler+el of serwice calcuTations. LTsually, the rrale of thumb wvuld state, that with rnrare aggressive sigrial timmi.ng, by incorparating sharter ~ cycle 1engths, incurrporating mvre right fiurn on red ar left turn permittedlpratected phasi.ng a 10 - tv 25 percent aeductiQn in deTay can be achieved. Ir1 vrder to mainttain continuity tetween 1eVe1 vf service calculations for rer+iew, these timing revisions were nat incorpvratad. `I'hherefvre, an average delay change frvm 36 tv 4I.6 secands cvuld be r.ensider+ed tv be very little change, if anyatall. Additivnally, the grimary reason for the increase in LQ5 is due tv the overall uecrease in traffic vvlumes at this intersectian an+d the reductivn in green time far the eastbaund and westbaund - directians given the larger thraugh vvlumes alang Sullivan Adenue. Therefore, if there were more dirough lanes available for thmugh baffic p~gressivn ar northbound lefr turns the aVerall intersectivn level af service c,ould be maintained wi#hin fihe acceptable limits vf nv 1ess than an ~ L05 nf D. PM Peak Hour - As can be seen from fiable g, fvr Phase 2(buildaut) this project wiU reduce ~ the Sull.ivan and 5prague and the Sprague and Conklin intersections belvw the levels vf servive from the backgrvun+d grovvth in traf~~e. A5 Wlth tlle eaIT1eT L'I1SCU551Un5, the levels af senrice reductions vri Sprague Avenue are avt reductions an Sprague Avenue, rather they are the result Qf ad'ditional throragh vvlumes on ~ Sprague Avenue and fihis through tr-af'fics imgact vn the inierseclin,g side streets. The impact tv ' the intersecting side streets is usually in either the narthbaund vr sauthbound unsignalired left _tum. As indicat.ed for Phase I rompletivn, the increase in both through trafftc on Sprague and an increase of 16 lef4 turns reduced the reserve rapacity by 150 vehicles. ThL sa11e Y5 'LLlIe for the Phase 2 cvmpletivn, where the increase irt narthbvund left turns frvm a pre-d'eve~oped alternatiVe vvYwme flf 4 is ta a develvped buildaut vvlume af 6$ 1eft tums. It shQU1d te nvted . that this valume is apprcaximatEly half that af the lefit tums in the AM peac hour. However, the higher eastbouad cammuting r+vlurnesoa Sprague and the cvnflict that they present, forces this irotersectiQn to art LC]S of F. P~ At the Sullivan Rcad and Sprague Avenue intersectivn, fihe reduction in level vf service created tsy this intersectivn is twv fvld. First, the increase in through dolumes due to cansiderahle backgaound grvwth, combined wiih an sncrease in left tum vvlumes for access to the gropased ` Fred Meyez facility, have pushed this intersectivn beyvnd it's capacit}+ ta serve tne expected growth. By the year 2000, with a backgraund 1evel of serrvice at an LOS of E(9Q. 2 seconds), the additional delay and level aF service reduction to an LGS af F(117.'l secvnds) is the msu1t vf the sauthlbound to eastbaund left turn being beyond capacit-y with no additianal ,green time a►iai]able tv improve this Tevel of service. In the event tr►at the r,vunty we~ to canstruct dual Jnknd Pruifilc Engincering CtrrrPanY 46 Shel2cy T.akr T!.! i ~ , lefrs at this intersectian as part oi' the Sullivan Road imprvr+ement prvject, L0S at this ~ intersectivn wiU increase w an LOS 'of Ewith an average de1ay of 55 seconds. ~ ~ ~ ~ ~ Inkwd Pacif c Lngineerin8 CowavtY 47 SheUcY Lake TM i ~ . . ~ . _ . _ . . - - . ~ ~ ~ ~ N N ^ O n~bb Q9 I 187 154 17, 188-0 o- 239 451'~ o- 458 71 c:~7 ~ 93 12 a~r~ a4r~ I v~~ WNN u + a~ SPRAGUE AVE SPRAGUE AVE . o °X~ a I Z n~bb D 24 ~ 332 ~ Y s~ o-12 z 4~ f35 U I FOURTH ~ ~rhfn r~bb , s J' se I e-:C> o- s 2 1s ~ m o ~ x U H O I 16TM ~ O ~ ~ Z > J J I D i cn NOT TO SCALE ~ ~ J r INLAND PACIFIC ` nGURE 15 ~ SHELLEY LAKE ~ ~m AM P=HOUR ~ ENGINEERING SPOKANE. WASHINGTON FUTURE TRAFFlC VOLUMES South 25 Altomont Spokane,Woahington ULTIPLE SULLNAN RD PROJECTS , (509) 535-1410 99202 W(TH SHELLEY LAKE TRAFFIC IMPACT ANALYSIS J ' - - . . \ \ 1 A 473 ~ Q 302 56 ~ 9 574 -0 C~ 511 ~2 -0 o- 9~ 273 ~ ~ 295 3~ ~ 1 O_ 31 t~p N N ~ SPRAGUE AVE SPRAGUE AVE ~ 1 ~ N 4~ Z _N O Q D Y ss ~ 16 8 c~ z » ~ o- ,4 0 22 ~ ~ 34 V N o FOURTH + ~gb 1165 ~34 9 6 10 3 " N~+ o m = 0 16TH cr- . 0 ~ ~ z > NOT TO SCALE J J D N 10 INLAND PACIFIC ~10 FlGURE 16 SHEUEY LAKE 1 1995 PM PEAK HOUR SPOKANE, WASHINGTON FUTURE TRAFFlC VOLUMES ENGINEERING South 25 Altamont Spokane.Woahtngton MULTIPLE SULLNAN ROAD ~FIC IMPACT ANALYSIS \ (509) 535-1410 99202 ~\pROJECTS WITH SHELLEY LAKE~ ~ / - ~ ~ ie ~ rs w - 210 ~ t~t.223 +fi4 241 ~ <3!- 388 2G Sg 4' 917 ~~G'. - + # o^~~ a~n _ W~ V SPRAGUE AVE p SPRRGL1E AVE ~ ~ ~ z z _ ~ ~ ~ 342 V=! ~ 10-c7 <36-13 0 5 ~ ~35 U FvuRTH r ~7 }ry 16 ~ ~ SB 8--C> <3- 6 ~ 17 ~ v o w~i . Q _ - - u , 8 16TH ~ r~ ~ ~ ~ i ~ raOT ro SCALF , Il~*TLAND P'~iA CTFIL ~ ~ fIGUf~E 17 S~iELLEY LA~CE ~ '2000 AM PEAK N OUfR ~~~~~~~~~1■ ~ SPQKANE. WA5HINGTQN FUTURE TRAFFIC VOLUMES 5auth 25 Attamont 5poitane.W"hinptan ML1LT11PLE SULLNAJV RD PRiJJECTS (5~) ~5-1410 892~2 ~ ~ WIIH SHELLEY LAKE I/ \ TF2AFFl(. IMPACT ANAL'ISES ' I r~~ hn~ 513 Jn J:~. 354 9 I 680••=p 588 1232 -0 o- 1066 325 353 133 ~ ~ 42 u I SPRAGUE AVE SPRAGUE AVE r ~ a ~ I ~ m `-n p~~ Z I r( ~ ~ 57 175 D Y N Z 1s~ o-1a o 34 U ..m mo~ I FOURTH ~ ~ ~oOD 65 J411 52 8 sD a- 6 I ~0 cz~r v 4 a4r~ ~ N ~ + ~ I U H ' O 16TH ~ 0 ~ ~ Q • Z J J D ~ I N NOT TO SCALE ~ INLAND PACIFIC FlGURE 18 SHELLEY LAKE ENGINEERING 2000 PM PEAK HouR SPOKANE, WASHINGTON I FUTURE TRAFFlC VOLUMES South 25 Altamont Spokane,Woahington MULTIPLE SULWAN ROAD ~q~C IMPACT ANALYSIS + (509) 535-1410 89202 ~~ROJECTS WRH SHELLEY LAK£/ ` ~ ' SheUey Lake Fu#ure Year Leve1 of Service - Alternative No. Z Tu #he Phase 1 anci Phase 2 (buildnut) AM and PM background peak hvur intersectian volumes, -fihe site generated traffic volurnes as shown in, Figures 9 and 10 wem added and are shown in , Figures 19, 20, 21 and 22. ' The resultant traffic vvlume.s were then anaillyzed far future year L()S with the project. Tables IU, 11, 12 and 13 indicate the resulting levels of service fmm the traffic vvlurnes generated by . this alternative. ~ Aiternative Na. 2 Piase I - Resuiting eT.eve1 of Service A~ Peck Haur - As can be seen from Table 10, for Phase 1 cvmpletion of this alteanative will ' vnly affect the reserve capac'rty of the Sullivan Raad and 4th Adenue intersectivn but will nvt degrade the 1eve1 of service, beyand the backgmund LAS fvr any of the identified intersectivns, , including the 5ullivan and 4th intersectian. PM Peak Hour - As can be seen from Table 11, for Phase l cornpletivn of this atternative will only affect the reserve capacity of the 5ullivari Road and 4th Avenue in#ersection bu# will not degrade the 1eve1 of servicae, beyond tfie background i.QS for any of the identifi@d intersectivns, including the 5ullivan and 4th intersection. A1lernative Na. 2 PhQSe a{Buildout} - Resulling Ievet of Service AV! Peak Hvur - As can be seen frarn Table 12, for Phase 2 campletion of this alternative vrrill nnly affect the reserve capacity of the Suilivan Road and 4tlx Avenue interswtion hut will not degrade the leuel of service, beyvnd the backgraund LC15 fer any of the identified in#ersectians, including the 5utlivan arzd 4th intersectian. PM Peak Hvur - As can be seen fram Table 13, for Phase 2 campletian of this alternative will Qnly affect the reserve capacity of the Su1livan Rvad and 4th Avenue interrsectivn but will not degrade the 1eVe1 of service, beyond the backgraund I.C]S far any of the identified 'antersections, including the Sullivan and 4#h interswtivn. , . , InFaru[ P=fic En8ineerin8 CompanY 52 sherley r.ake U4 'I'eble 10 - P'hase 1- AM Pea'k Hvue iatersection I.evels of Service - Afternative Nv. 2 ~ ' ~+~j•~~y • ~~~ry • ; ~/~•7 ~,r~+ r/~ ' L .F..„M.Elll.7llf111 yS7.7 ~Al..ll~M'VRl1~l1 1RA~L~`kjr7; CRLI.Jtti Y ~31. ~~`t.~ro~ • g : ~ v~+~ . . st~~~a' : ir~~~ s~ ` ; ;v&rina~~a r. ~ • `'~~.i.` ~ ~tc ~Gas ~ ~R ~o►s °V't~, ~is neta9 ~ VeC LUS ~ ii~ ~ ~s; . Sulliran & 5prague ~ 34.6 0.52 ~ 17 ~ I 34.0 ~ 4.68 I D ~ I 34.0 ~ 0.68 ~ D Snllivan aM 4th 201 ~ C -21 ~ F -143 ~ F , Sprague 8t Gvnldin 463 ~ A 717 I A 4M ~ B Sulliwan and 16th 201 I C 94 ~ E 63 ~ E ' 'i'able 11 - Phase 1-PM Pea& Haur Intersmtinn Lervels of Servic+e - A,Itcmatioe Nv. 2 . ~ • ; ~ t f;~° , ~ a>~• >m~ ~ , ~ ,C~ i~,g~►~~c~aaavrnv j4mcg,~,~;~ nme vn*tWizea slg~ized" UnSWWiwd . ~kmfiwd ~U Vic • ~ r.as _ +cap I x.os~ £n~i~y I vic . ~ ~ ~tio~ LO ~ ~ ~~y 3ulFivaa dk Spragua ~ 39.7 ~ 0.59 I D 62.5 ~ 1.02 F I ~ I 63.7 ~ 1.02 ~ F I I 5ullivas aad 4th I ~ I I 98 ~ E I I'146 I F ~"188 I F Sprague & Couklin ~ ~ I I 116 I I) I ~ I236 ~ C I ~ ~237 ~ C Sullivan and 16th ~ I ~ I 152 I I7► ~ I ~ 5 ~ E , ~ ~ I 5 ~ E lrelur+d Pactfec Engirreering C.nmprrrry 53 Shelfey Lake lZ# r Table 12 - Phase 2 - AM Peak Hvur Intersection Levels of Servi+ce - Alterna#i►►e Na. 2 •z ~r ~ ~ • , • ' ~ ~S~►iG~ ~s , ~44djaA,CICGRUNI3,:TRAMC 2~i;WCi'H PlL(iC.'.'~ '~'~A~"iC ' I ' Unvigr~slked ~ , • , S~ru~l.I'd tJ < ,3,~<.~•~! 0 5, 1 ~~'nry< ! `;,Lt7~' l~ VDela~y Y1C ~ ~LUS'` ~ " C.~p~ ~ L[)~ Ue~~ ~ ~ V G I LtIS XAS I Sullivan ~ ~praglue 34,5 ~ 0.52 f D f I 36.0 ~ 0.79 ~ a 35.9 ~ 0.79 ~ a ~ i Sullivan and 4rh 201 ~ G "80 ~ F -416 ~ P 5prague & Conklin ~ ~ I I 463 ~ '4 473 ~ A 342 , B Su1livu and 16,h I 1 i I 201 IC~ 1 ~ l71 IE I ~ I33 F- Table 13 - Phase 2- PM Peak Hour Intecsectivn I.evels o[ Serrice - Alternative No. 2 '~FV~n'a> kh7`~' i ~rh(!, nFr . • ' ' . , ? ~~N~'r~~; w;Y~.n ` ' ~A~..'~C~"'rl~~~~r L~ F l~~wft~rg~jwi ~ ~ ~ y♦ ~ . . ~ ~1 + + ~ u~S~,11A...~.•.,. ~ ~'b'ivw ~ UV*11edind ~ z bela YVIC ; LAS F C'a` : L(~s ; b~la ,,i~1+~ La3 , ~ VIC i +Ca IA5 I ~ t 5ullivaa dt 5gragne ~ 39.7 ~ 0.59 ~ i] ~ I 90.2 I 1.12 ~ F I I 103.4 ~ 1.1$ ~ F I ~ Sullivan and 4th 98 ~ E ! I ~ -192 ~ P -32Z ~ F Spragne & Conklin 116 ~ ll m ~ C M ~ C Sullivan and 16th ~ I I I 152 ~ L] I ~ I-13 I P I ~ ~-13 ~ F Inland Padfic Engineering Campatry 54 Shetley Lakr TU I ~ ~ Co s ] 50 452--C> r,.- 460 194 C31- 238 75 -'7 gT 3 ~ ~ [f 8 ° ~ ~ frA7 N ~ ~pRAGuE AvE p SPRAcUE AVE . C3 ~ ~ 23 33s U) z ; I o 12 0 `I 4-kN735 I FOURTH ~ 9s~` ~67 a~ -co-- s N a -kl 17 ~ vmN , Q ~ ~ - ~ L) , o 7 6TH ~ ~ a ~ z ~ ~ ~ HOT TO SCALE ~ I ~~r~~ ~ f FIGUFtE 19 SHELL.~' i.A4fE ~ 1995 AM F EAK HU lt! R ~~~~~~~~~~~.T SPDK►ANE, WAS~iIhEGTO~1 F4,FTURE i'RAFFIC VL]LUMES 5outh 25 Altarnont Spakone.Wcahin~ttan ~U~LTfPLE SULL,fVAN Rp '~1~O1E'~S (508) 535-14i0 9920z ~NfTH 5HELLEf LAKE AL71ERNATIV51 ~ TRAFFIC 1MPACT ANALYSIS ~ ~ ~ ~ . . , ~ ; 4pIs" ~ 58 a-P 473 1894~,7 4. 940 559 -908 , 27 277 299 - ~%4~ ~ SPRAGUE AVE r 5PRAGUE A'VE , •I 2 Y ~ > a 3 ~ 1e+ ~ 54 14 22 ~ ~ ',i5 ~'+ce FOURTH t w m ~ 3i 65 ~ 8 -=C9 C9- 8 10 3 011Qt1~' a , y~~ v m ~ ~ - - ~ ~ ~ 1 STH , z ~ ~ NDt T0 SCALE ~ 5HE[~LEY LAKE * ~TI~ ~'A~~~`I~ nGURE 20 ~ . INi ~~~~~~~~~T~ SPDKpJ~IE. WAS~iIN[~TQN lj~ FUTIJRE Tfr'AF'FIC VflLUMES South 25 AFtamvn# Spokane.Woahingtvn MULTIPL.E SULLI►~IA1V RD F'i~C}.IECTS _ (509) 535-1410 9~~D2 ~ +~NfTH SHELLEY IAKE ALTEl3NATIV5r TRAFFIC IMPAC7 AIdALYSlS ~ 20 Rg I 210 -P 'k,. 787 525--C7 :M - ~ 276 a 93 ~ 126 v I SPFaAGL1E AUE SPR4GLfE AVE 0 ~ z 23 420 z 12 ~ C.- 13 U 3] N ~ R.e # ; FOURTH ~ . ~ ~ wn zslp ~67 s-> o- 6 1 2 17 a ~ cc _ ca ~ r~ 16T}-1 • tr a ~ z ~ ~ ~ ~ i ~ Nf3T TO SCALE 'I~T~D Pt~~"~u~1IF1 '+~'C FIGC~RE 21 SHE~Y LAKE 1 IV 2000 AM PERK HOUR ~l~l ~11~ ~~~11~~ 5P(~K~WE. WASHINGTdI~ FUTl1FiE 7RAFFiC VQLLIMES Scuth 25 Rltcroont Spokana,Woehing#on ML7LTIPLE SVLL~A~1 1~a PR~EC a (5~39) 535-7410 99~iY2 ~<VTH SHEL1E1f i,AiCE ►4LTERNAT ~TRAFFIC IMPACT ANAL°°s`515 ~ . ~ ~ )727 ~ =~62 ~ sPRacu€ ~PRAcu~ AVE ~ ~ 's~~ ~ ~ ~ ~ ~ ~ ~ ~ 17 16 ° ~ 2;y 39 co~m FOURTH ~ m a vo ~ ~ 85 34 9~ ~ fi c~ 3 1~ ~7~ ~ f! p ~ O - a = [a H Q ~1C 16TH ~ O ~ ~ ~ NaT TQ ~ ~ ~ ~ D Px,,i ,pr CI1 IC ~ Fi ure 22 ~ SHEL~_LEY IAKE 2000 M PLA sPoKANE. wAsMiNGrrN El~ ~INEERI1■'I.T FUTURE TRAFFIC VOLIIMES South 25 Altornont Spokons.Woah9ng#on MULTIQL.E SLILLNAid Rfl PR9JEL"~$ ~~C IMPACT ►MIALYSlS (509) ~-1 ai o 89202 ~ VRH SH~LEY IAKE ALTEFdNATN ~ SrFTELLEY LARE FUTiIIRL DEVF.LpPMENT TMP'ACTS ALTER2YATIVE N(1, 1 Fhase I -1995 Based ugon the analysis perfomed fsar this altematiWe for the praposed Shelley Laice - development, nv direct specific irnpact, which would degrade the Ptase 1, 1995, hackgrvund leVeT of 5eN1ce of the 511IroW1[Illlg 5t1'eet 5y5teIITi CSI► ~~etermll]Bd. W'ith the exception of the Sprague Avenue and Cvnklin Rvad intersection during the PM peak hvur. How+ever, in - canjunctinn with the expected growth levels associated with this locatian within Spokane Cvunty, this intersectian does ngt drerp belaw the minimum acceptable L.C]S of E, during the PM peak hvur, fvr an unsignalized intersection v►+ithin Spokane Cvunty. ALTERNA77'VE N[]. 1 Phase Z - 2000 AM Peak Flour - Based upvn #he analysis as perfartned for this alternative of xhe proposed Shelley Lake develogment for the future year buildout of 2000, several int.ersections drop belvw the backgrvund 1evels of servic.e, while one of these irrtersections drvp below the minimum threshvld as outlined by 5pokane +Cvunty. I3uring Ehe AM peak hvur, the #wo intersecbivns which drvp belvw ttre backgraund levels of service are the 5u1Tivan and Sprague and the Sprague and Cvnklin intersections. The SuTliVan and Sprague intersectivn, however, Ms below the minimum acceptable level of servir.e fvr this intersectian. As described earlier, the change in LOS ns fnrom arr LD5 of D (36.0 seconds) ta srid LOS of E(41. fa seconds). A1though, the change carries the intersection thrnugh the L,f]S of DlE thmhnld, several timing Terrisivns could be u::carparated to mirrimize or negate the impacts, The real rneasure of this signalized intersectians capabilities ta haridle the added traffic volumes fmm this alt.ematiVe is that the v!c ratio nnoves fram a background vIc ratio of 0.7$ ta a with the alternative VIc ration of 0.89. 'Ifierefom, this intersactivn maintains adequate capacity to handle the wolumes generated by this proposed prvject as vve1l a.s she background growt'hii, but the signal timing and existang lane cvnfigurations do not allvw the intersectivn to operate at it's zmaximum pvtential. PM Pea& Hcaur - Sased upon the analysis as gerfrarmed for this altemative of the proposed Shelley L.alce develapment, far the future year buiTdvut of 2000, only Qne intersectivn drops _ belvw tfie backgrvund Ieuels of service. This intersecfion is the Spra,a,gue and Canklin interssction, and in addition to dropping below the backgrvund level of service, it alsa dmps below Spo9cane Connty's rninimum acceptable ieve1 of service. For an unsignalizeci interseedan the minimum accieptable leVel of servic,e is ary L9S of E. At this locativn the rsesulting level of service for this alternative is an LQS of F, with a reser►+e caFacity of -35. As nated earlier, this is due to the increase of 64 a+dditivnal northbovnd tv westbvund left turns fmrn Canklin onto Sprague. It should be noted ttat a reduction in intersection reserve r-apacity is being reduced by €orar times the number of addeci 1eft tums. This type of capacity reductivn as indirative of increased through brauffic volumes vn the intersecting stwt, in ohis case Sprague Ar►enue. ln2and Padfic Engineeriag Conpam 59 Shel1ty Lcrts TIA il ~ ALTERrvA77VE No. a ' Phase I - 1995 ' - Based upon the analysis gerformed far xhis alternative far the propaseci Shelley I.ake development, nv direct specific irnpapt, which wauld degrade the Phase 1, 1995, background level rrf service of the surr4unding str~et system can be deterrninei. 'Ihe Qnly significa,nt change rs nat in ]eve1 af service, rather oonccerras the degroe of impact. As shvwm in Table 10, the AM peak haur reserve capaCity of the SriWvan and 4th intersecbcrn, decreases fram- an LOS of P(- 21) to an L[3S of F(-143). WtlaL thi5 SigIllf es 15 thati due w ancreases af thraugh traffic volumes along Sullivan Road arry ine ream in ftff'ic to the adjac,ent side streets will noticeably reduce the availahle gaps te great+er degree than the specific numFer of cars added. M example Qf th'rs was dnscussed for AltematiVe No. 1, where 641eft turns were intWuved and the reserve capacity was Teduced by a 4: 1 ratio. During the pM peak hour this same intersectivn decreases from abaclcgmund LOS of E (-146) to an LC]S vf E(-188), the reasvn,ing far this is the same as deccribed fvr the ANI peak haur, ~ I AUERNATTYE NO. 2 ' Phase 2 - 3004 i The impacts fvr this alternatiwe are samilar to t'hvse described atove far Phase 1, vnly that the degree of seVerity is cvmplicated by development further south vf 4th AVenue, and not necessarily fihe develvpments alvng 4th Avenue. Hvwever, the arinung vvlumes antv 4th from, 5ullir+an are signif cant and wvuld force this intersectivn w not only meet se►+erral wan-ants for signaYiaatian by year 3000, but wauld alsa re.sult in significant intersaction improvements such as left tum lanes and intersectian sigFlion. ~ ALIER2VATWE IVO, 3 Nv aznpacts tv the future transpartatian system other than frorn background growth cauld be a#ributed to this prvject site. i ~ InJaszd Paofic En8znemng Cw~n?' 60 Sj+alley Iake 7111 I ~ POTEnr~ MM~A77aN Patential mitigatian was investigated by alternative for thase identified intersections affected by the pmgased develapment of the Shelley Lake praject, This investigativn evaluated the existing LQS, the future background L.QS and the future L.QS witta the pmject, by intersectivn with - recvmmendatians as follow. ALTERIVATIYE N(1. I Suldivon Road and Spmgue Avenue - Hased upon the existing, future backgraund and future P1ase 1 as well as future Phase 2(buildout), tfiis intersection, will continue tv Qperate beyond the minimum aCceptabTe levels of setvice fvr a signaliaxci in#ersection as identified by Spe►lcarie Gvunty. At this tirne, there is ver}+ Little mitigadon that cauld be recammended exceept Lhat th.is prvject cnuld participate iin the develvpment of the future dua9 left turrtis whicta will be required _ an both QF the northbound and southiound iegs of the intersecti¢n. Hnwever, due tca the lvcativn of this project, participatian woulri onty te Timitad to the percent traffic participation for the sauthbound (PM peak hour) dual left tum lane. Based upon ex.isting and fialure Walumes, and _ depending upan consCruction, t3us develvprnent cvuld FarGicipate by contributing, ($0f504) 15.8d percent of the tvral cvst of vnly the southbound dual left, in the year 2000. Pleaw note that this is not ihe petcent paztic'rpation in the entim intersechon imprvvements, only the percent particigation in the cvst of ttae dual left turn lane. It shvuld be reoommended that the face of this plat be c+anditioneci so taat in the event that Spolcane County were to f+arnn ari RID, that participation in this irnproVement would be mmanndar.oTy. ~ SuNvun Rc►ad and 4th Avenue -Baseci upon existing, future backgraund, future Phase 1 as well as future Phase 2(buildvut), this intersectian will cantinue tv operate belova the minimum thresholds of level of service as identified by the 5pokane Caun#y. Hawever, this altemative sgecif callly, re-aligns the pmpvsed 4th Avenue and Con'klin Raad int.ersection tv al1vw ~e through traf~`ic, with a home based-wvrk orientation to access Sprague Avenue ra..ther than to allnw aavel down 4th Avenue fa Suffivan Roa1. '3berefore, mitigatian as prvposed by this alternative rs to allow fnr the realignment and reconfiguration of the 4th Awenue and Gonklan Road intersection, and nvt provide for any improvetnent whether physical or via plat notatia~n fvr any fruture cnnstruction of the dth Aaenue and SuUivan Road intersectian. Spmgue Avenue and Canklin Rncd - Based upan existing, future background, future Phase 1 as well as future Phase 2 (buildout), t3us interswtion wiU continue tv operate wi#hin the minimum thresshvlds of Yevel of service as identifiei hy the Spvkane Cvunty. It is recognized that after future buildout, this intersectian will be vperating w°ith levels of serrvice in the L[]S DIE tange. However, as has been noted ttae reductian in level of service by yeat 2IX00 tQ an LOS of F(-35) is due more to continued development alnd traffic grvwth alvng Spmgue AWenue , than with the dewelopmeni of thiS alternative. Part of the decreased ler+ei of service at xhis xntersectivn has been in response ta the poar lewels of servioe, and nv cagacity aVaalable at the Inl'arul' Paafie Er+gineerins C~any 61 She1ky LmYe M Sulhvan Road and 4th Avenue nntecswtian. Due ta the r+eaiignment of ?he 4th and Conklin intersectian aD arternative traffic is en"ourage to use this intersection. At this time and with the future level of service at an LOS of FJF, the mitigativn at this intersectifln should involve the rearialysis of this intersection priar ta full plat buildout fQr #he potenbal installation of a signal. Due to the trdffic vviunnes present, land the nature of Conklin Road both north and svuth of SpFague, the vnly intersection madrfications wvuld be ttee instaTlatian of a~tG sigrial and detection equipment. '3'his sigral, would need tv be vperated in che splat phase mvde fvr Canklin, and the permitted protecW phase fvr Sprague. In the event that this signal is wazranted, an 1tTD shvutd be farmed by the caur►ty, via an RID statement vn the plat fvr participation in these improv€ments, Due to ttte nature of this altematir+e, ihe plat shauld contribute 100-percent of the cast vi the trafEre signal construction. Additivnal, intersectivn imprvveme.nts, would need tv be distributad amvng nther RIID participants. . 4 SullUvdn Road atut Mh .dlvenue -nised upan existing, future background, future Phase 1 as well as future Phase 2 (buildaut), this intersectivn will cantinue tv vperate within the mitimum thresholds of Yeve1 of servive as identified by the 5pakane County. 'Iherefare, nv potential rritigativn is recommended at this time. ArLTERNATfLE NCl. Z SuRivan Raad and Spmgue Avenue - Based upon the existing, future backkgrnund and futm Phase 1 as vaell as future Phase 2 (buildout), this intersection, wM continue tv vperate during the AM peak hvur within the miiyimum acceptable lerrels of service fvr a signalized intersectivn - as identified by 5pokane Cvunty. During the FM peak hvur this intersectivn for futvre background as well as faiture with the prv}ect will operate belaw the acceptable levels of servire far this int.ersectivn. Fot L1115 alGeT11atTYei lt 35 eRpecLed thaT aU Ve't1iCle5 as5aC1a1.ed Wlth t115 pmject will be through vehicles at thns intersecction. Tn the event that Spakane County vvere to revise this intersectian by providing al~ditional thrvugh lanes, it wQUld be recommended that this Pro]ect parficiPate to the gercent leVel of respnnsibility due ta the vvlume of trips. Sased upon this participativn, this altemative shol u1d participated in the cast of any additianal svuthbvund thmugh lanes treyond those existing in year 2000, by providing {149J1583} 9.4 percent of the , aast far these lanes. Please nvte, that this is not the participation recommendatian for the eritrre in#ersection improVement, oniy the southtxaund thrvugh lanes. _ Suuivan Raud aEnd 4th Avenue -Based upon existing, future background, future Phase 1 as weTl as frature Phase 2(buildvut), thns intersection will continue to operate belaw the minimum threshalds of level of servioe as identified by Spnkane County. L7ue to the configuration of this altemative, Rotchfor+d Drive wvuld be extended straight thraugh to 4th Ar+enue. Fvr this altemat1Vei aIial]f515 w35 proVlded that 'Spllt thB traffiC 1eaV111g t1e prO]Ect 51te, based upOfl ti"dV@l tirne and speed. T#us analysis, indicated that 4th AVenue to 5u11ivan Rvad would he the quickest way to reach the SuRiVan and Sprajue intersectian. This is grimarily due ta aright tum aC Mand Paa,'fie Er+ginarri►rg Camperty 62 shetky Lake Tlr{ Sullivan and 4th aersus a left tum at Conklin and Sprague. I#" #his altematiVe is chasen, it vs+ould be the recvmmended mitigation that this plat t►e recvnfigured tn the point of !he lvss of additional lats, tv realign the Conklin RoadlRotchftird Drive and 4th Avenue intersection. Additivnal miagativn beyvnd this would be that recommended abnve for Alterna#ive No. i, at the 5prague Avenue and Canklin Road intersecban. , Sprague Avenue curd Conkliri Road - Hased upon existing, future background, future Fhase 1 as well as futur+e Phase 2 (buildaut), this intersectinn will continue to ogerate within ihe minimum threshvlds of level of service as identifaed hy the Spvkane C:nunty. Thereffmre3 no , pvtential rnitigation is recommended at th?s time. Svilivan Road ond I dth Avenue -Based upon ecisting, fuivre backgrourid, future Phase 1 as well as future Phase 2(buildaut), this intersection will cantinue tv operate within the rminimurn - #iiresholds of leVei of service as identified by the Spokane County. Therefare, no pvtential mitigation is recommended at dhis rime. ALTEAWATIVE N[1. 3 Nv mitigatian vvauld te required for the No Build altemalive. _ Inkind Podfic Engincaring Crmvany -63 ShaUey Lake TU ' GoNCLUSIgNS AND REECUMMENDA7I0IVS CONCLUSTDNS - A1#emative Na. I - Based upon the analysis, field observativns, 15511mpt1on5, methadvlvgies aind results which are provided i.n the body of this dvcument it is ooncluded that far AlternatiVe Na. 1, develapmem of Phase 1 of the 5heRey Lalm project can tte imglemented withvut having a signnFicant imgact - ta the vr+eaaU area transpvrtatian system. Additimnally, suhsequent phases of cvmpletian may h3ave nv affect tv the transpartatian systems witlun the immediate area depending upon any plannad vr proposed transpcrrtativn system improvernents. The following are conclusions - reached and documented within this document: ■ By 1995 with backgraund vvlumes present aU study area intersectians wi11 vperate within - acceptable levels of service, Sullivan and Sprague (LDS D), Sullivan and 4th ( LQS E), Sprague and Conklin (LQS C) and Suglivan and iCth (LOS E). Althaugh these intersecavns are currently vn the margins, there is capacity fQr additioaial vvestbound and northbound rnavements. + Should the overaD develogment and grvwth of the area be maintained at nearly 3.0 percent, two of these interseceon arre expected tv #aal prinr tg develagment of this prvyect, they are Sullivan and 4th (LOS F) and SulHvan and lbth (L4S F). This is due to westbaund to nvrkhbound lefts and higher through volumes. • After thie fiu11 development of the 58 single farnily units, at ttne camptetian of Phase 1, all study intersections are expected ts remaidi at the sarne tsaackground level of service as pmjected. This does not mean that this development vvill nvt add additianal vehicles to the transpvrtation sysiem, vn.ty, that the fvr 1995 have the L[]S capacit}+ for the increase in backgrvund traffic and the development of the Phase 1. • That with the completivn aF full buildout of Phase 2, by 2000, several intersectians vvi1l neeci impravements to al1aw the volume of arrticipated traffic to pass at reasonable tevels of servic.e; Sullivan and 5prague, due tv the design of the plat directing tnps t4 5prague via Conlc1in, during the PM pealk hour (by adding 80 - 90 left turns frQm this project, aided W the 1995 expected 420 existing PM pea,k hauT left turns) will push this _ anteasectivn beynnd it's capac'rty tri serve left tums. It should be nvted that the as arule of thurnb, for either right turning ar left turning vehicles, the threshcald as identified f+nr a separate lane is 400 vehicles per hour. Addidvnailly, the Sprague and Conklin antersection during the PM peak hour wrM drop to an LOS of FJ'F, vvith LAS E, being the mirumurn standard for an unsigna[ized intersactivn. Tberefvre, it has been recommended that in the event ttat either the AM or PM nvrthbound to westbound 1eft turns begiri tv experience excessiae delays, atraffic sigrtal shvuld be instaTled, hvwever, at least fvur warrants for such signalisatian shvuld be met. Inland Pacifsc Enginearin8 Campam 64 Shelley Iake 7M r At this tirne, and by utilizing the grvvvth raates fvr the vverall area, it is uncleearr as ta whethcr tlne developrnent of Altemative Nv. 1 would require the izriprovements recornmended due to it's develapment alone. As was pmven, ~hat witti other area develvprrEents these impgvvements are reeommended and required in some ~ stances tv allvw tlirough traff'ic pmgression. P1ease refer w the reoommended mibgativn secti ~n of this document far rnvre detail. REC[1MME2VDA217ONS - AJ#ernalive No, I Althnugh the additivn of 5$ singTe faniUy homes in Phase 1, and assocciated tmffic will r„vntribute ta the existing traff ccurrentTy using the SulliVan Rvad and Sprague Avenue corridars, the anly impact wilh be that tvwards the cumulative average daily traffic volumes. Based upvn the analysis presentel, as required 6y Spvkane Cnunty, the praposed develvpment under this altemdVe of the SheUey Lake Piat will nat have any sigruficartt impact tQ leVeYs of servrvice, thrvugh the dewelopment of Phase 1. 4t rnust be understaod, that Spvkane Cvunty, has identified level of service as the indiratvr for pioblems assaciated with deWeYvpment and, therefore, based salely an LOS this praject wiR have iio impact. However, subsequent develvpment of this plat in cvnjunctinn with deveInpment in ar',~d around this area will require the improvement of several streets and mads within this general area of Spokane County. At the campletion of Phase 2a fvr this alt.emative, which includes all 264 single-famity and 195 - mu1ti-family units, a traffic signal may be warnanted at the intersection of Sprague Avenue and Conklin Road, Lhis signal wvuld be necessi#ated by a cambinatian of facctnrs, first the continued area clevelopment and grvwth exclulsive of the Shelley L.ak+e project, and the addition of rhe Shelley Lake vvlumes. Hawever, this si$naT shvuld vnly be prvvided if at le.ast fvur signal - warrants as uudined in the A+iLITGD are being m+et. Lf this int,erswtinn meets warmnts and the signal bas nnt been iristaUed prior io Phase 2 cvmgletivn, then it is recommended that this develvpmer~t contribute, rria an RID, wward it's development and constructian. Additionally, the backgmund traff'tc svuthbound to eastbound 1eft tums wifl warrant an additivnai left tum being require.d at the Sullivan Vand Sprague intersection prior to the campleticrn of Phase 2. If this dual left turn situation is nat pre,sent by the complete buildout of Phase 2, then rt is recommended that ttus devetopment contribute, via an RIID, towards it's develrapment and r.onstructYVn. , Cf1N(;LZISI((`IN'S - AI#ernative Nn. ~ Based upvn ttie analysis, field ohservations, assumptians, methvdalvgies and results which are provided in the body of this dvcument it is r.ancluded that for Alternative Na. 2, development of Phase 1 of the Shelley Lake groje ct ean be implemented without having a significant ampact ta the ovomll area transportation sy~tem. Additionally, subsequent phases of campletion may lrawe na affect ta the transportation systems within the immediate nrrea depending upvn arjy gTanr►ed vr proposed tiansportatian system impmvements. T'lie fQlluwing are canclusians reache3 and documented within this dvcument: I In lattd Padfic Enginemng CMVCRy 65 9uUey I.ake 77r1 • As with Altemative N❑, 1, all study area intersectians in 1995 with backgrvund vulumes added will operate vvithin acceptable levels of servgce; Sulli►+an auld Sprague (LO5 D), 5ullivan and 4th ( LQ5 E)/ SP1`aguB 8nd Conk11ri (LC}S C) and Sulli►+an a3d 16ih (L+QS E). Aithpugh these intersections are currently on the margins, there is capacity fvr additionaI wescYround and nvrthbound rnovements. ■ A,s with Altematiae No. 1, if the. overaU dewelapment and grawth- of the a.reaa is maintained at nearly 3.0 percent per year then twcr of these intersection are expected xo _ fail prior to de`+elopment of this prvjeet, they are Sullivan and 4th (T.(3S F) and Su1livan and 16th (LOS F). ~ After the full develvpment of the 55 single family uruts, at the completion of Phase 1, the ledel of service of the Sullivan Road and 4th Avenue antersectian will be b+eyvn+d the capacity of this int.ersecdnn ta serve nvt vnly the exiseng apartrnents! Gurrently under construction but alss any additianal traffc from the proposed Shelley T.ake development. 'I'herefvre, without arty plat revisivns for Alternative No. Z, this intersectian will need to te campletely r+eebuilt with signaluation and left tunn lanes on all approaches. In vrder to minIlmizee the mitigamvn from this altemative, it wauld te recommensied that this altematir+e, be recvnfigureti to joiri Rotehfvrd Drive and Conklin Rvad as a through rmd directiy tv Spra,gue. 7'he recanfiguration, under the existing zonirig wnuld lead to the lvss of tetween three and five lots a,s cuffently shawn. The 4th and Sulliuan int. reconstructivn is not solely the cause of this project, rather a oarrebination of current development arlong 4th Avenue as well as vttrer area wide through u-affic grvwth. • For Phase 2, development of tfiis plat (rvithout either the recvnstxuction of the Sullivan Rvad and 4t.h Avenue intersection vr the reconfiguratian of the plat) wiU not be ab1e to proeeei as the adjacent street sys#em vvill nat be ahle ta handle the additivnal traffic volumes. In the ewenx that the plat is recanfigured, then the rnitigativn recomimendatians as autlined fQr Phase 2 completian far Altemative No. 1, wiU need to be implernented as proposed. At thns tirne, and by udlizing the gmwth rates for the oWecall area, it is unclear as tv whether the deVeFopment of Alternative No. Z wvuld re.quire the improvements recommended due to it's develoEpment alone. As was provers, that with ather area developments these imprvvements are recommended and required in some instanaes to allvw thuough traffic pragression. Please refer t+o tt~e recommended mitigation sectian of ttYis dacurnent far more detail. 1nfana Paafic Engineering Cwpa►ry 66 sherrey Lake TM i REcaMMENDA"oNS - ~~ernariv~i No. 2 1 It is apparent that, Phase 1 Qf this alt,ernatiVe (56 units) cvuld groceed with very little impravements tv the vverall tmspcrrtation system. Howgver, further develvpment af this alternative wilU require either retanfiguraaon vf the glat, so that the r+ecvmmendativns for Alternative No. P, would be met, or no further development past 56 lots unti.l the Sullivan Itoad and 4th Avenue irrtersection is carnpletely rehuilt. CONCLUSI[1NS - AUernattve Na 3 I For othis alternative, nv improvements vther than thvse required fvr baackground traffic and area grvwth would te requared. These impmdements wauld include the fallvwing: I • Recnnstructivn of the Sullivan Road and 4th Avenue iniersectian tp include full signaliTation and left tum chanineliaatson. • 'Ihe additaon of dual left turn lanes, toth nvrthbaund and southbound on SullRvan Rnad at the Sullavan and Sprdgue intersectivn. RECaMMLNbATIQNS - Alternutive No. 3 I - 'The recommendation fvr the Nv Bui1d alternabve wvuld be that the irnprovements hstei aboae - ~ proceed either by the County or through area wide RID's, and that future develapment, must in some way continue tv guarant~ thr~ugh traffic progression and apProPnate leVels vf service. r- i ~ 1'nland Pudfsc Enngineering Compgm 67 Shel14ry ddke TL! Ievel of Service Methods, Criteria and Tables lnkmd P~~~ ~nginee,ing C4mpany sheHey Lake rM _ i LEr Ea ~ SERVICE l WTHOl/l7 1'1N1J CRITERU SIGNALI~~ DnTMECTION: 'Ievel of Service (LnS) is a qualifiable gremise develvped by the transpvrtabon professian to quantify cirivex percepdmn for such elements as travel tirne, number of stcaps, tatal amount mf stoppecl delay, and impediments caused by ather vehicles afforded to drivers who utilixe the tcansportatian netwvrk. As defined by the Transpartation Research Board 'nn Spacial Repart No. - 209, the 195 Hi,ghWay C aci Xanual. This dacument has quairtif`aed ievel vf smvice inta ranging fram "A" which indicates little, if any, vehicle delay, to "F" which indic.ates sigriificant Wehicle deTay and mffic conge.stion and system breakdvwn due to an1umes far exceeding calacity. For si$nalized intersecticrns recent research has determinned that average stopged delay Per vehicle is the best availa6le measure of LflS. This is shnwrj gn page 3. The tables an page 3 identify the relatianships ge.r 1e►ret of service and aVerage scvpped delay per vehicle. Using this definiaan as presented in the Highway Gapacity Manuaals an IOS of "D" as generally cansidered to represent the rrunimum acceptable design standard #ar signalized intersectigns. LTNSIGNALIZED IIV7'ERSECTT[[]N: The calcutati~ ~f LQS at an unsigngiu,ed vr vneftwo rvay stvp eontralleci intersectian zequires _a different approach. The 1985 Highway Cagacity Nlanual includes a methnd far calculating the - LAS at aneltwv way stap-wntralled yntersections. For these unsignalized intersections, LOS is defined differently than for signalized intersectinns in that it is basei upon the roncept of "ReserVe CapaCll`y" (l. e. , that pOrtl[)il Of available hvurly capacity that is nnt used.) LQS in the crnteext for an unsignalizer3 intersectian Ys based upvn the idea of "Reserve Capacity'," which repnesents that hourTy portion of the intersecfion's availabie capacity which is unused. Fvr unsignaTized interswtions, this is based upan potentiay aVailahle gaps in the canflictin,g mfic stream that are avaftle to make asgecific turruing mrn+ernent. An exarnple is that an eastbvund left turning vehicle must yield ta bath northbound and southbound ttuough and left turning Wehicles. If there are not very many nvrth and se»#hbound vehicles, then the castbvund lefx tuming wetiicle vviR have more opportunities (gaps in the trafFic strean) wixh which to make the turning mavement. HnweVer, a5 traffic volumes nvrth and southbound iircrease, there are fewer and fewer agpoatunities in which tt►e westbvund left can be m,ade. The Transportation Research Board ha5 analyzeF ur►signafized inLersectiQns vver the years and has quantitatively and qualitatively deternnineti vvhat Ievels of service (LC}S) unsignlized in#+ersectians should be by designating LC]S 1e►►els o€ "A" thmu,gh "F", wiih LO5 "A" being thc Inland Facific EnginaMng Cmva+ry A2 SheHey Lake TIA best candition and LOS "F" represeri#ing a serivus aperational problem. T'he reserwwe capacity cancept applies, anly to an individual trafic znvvement pr to shared lane movements. Once the c.agaciry of a1 the individuaL moVements has bftn calcuiated and their LOS and expected delays detemuneci, an overall evaluation of the intersection ran be made. Narmally, the mvvement ttaving the worst LOS defines the overall evalluation, but this may be tempered by engirieering judgement. A L,fl5 nf - "D" is generally avnsidered to reprewnt the minimum acceptable aperational standiard. All LOS analysis described in this report were pert'armed in accordance with the procedures described abvve. As a final nvte, the HCvi analysis prvcedures are based upon wvrst case conditivns, therwefore, for the rernainder vf each weekday and t.hrvughout the weekends, traff~c aonditians within the study impact area are likely to be beW than that described in this report. I i Inlaird Pace'fic Zn$inseing C.omm+rY ' A3 She1Tey I.ake 7M 51GNAL1ZED INTERSECTI{]NS - - INVIVIf7UAL LEIAEL OMF SERVICE pESCRIPTIONS ~i ~ ~ x ,Le1AB1 `of~xav, ` T,,,,<, S&vi~rea~Y` , r6ffic,Ffdvi►C`f iar~~t Little to no average stopped delay, averape is less than fiue sect~nds per ►~ehicle. Most vehicles do noi stop at a1L Shoft cYcia length+s rruay also A contribute to law deley. Average stop de1aY is in the range af 5.1 ta 15.0 seconds per ve'hicle. 7his B generally occurs vvifh good prcgressign andlor shart cycle lengths. AVerag~ stopR~ dB~Y is in the renge oi 15.1 ta 25.0 secand5 per aehicle. These higher delays rr9ay result from fair progression andlor longer cycle ~ l~r~gths. The number vf vet+icles stopPinp is ~iQnificant et this leve1. Averege stsrpped delays are in ihe ran0e of 25.1 to 40.0 seconds per vehiGle. The Enfluence of congestion bBCames more noticeable. Longer delays may result fram s6mQ corrsbinetion of unfa►►orab9e propressian, lonp _ cycfe iength, ov high yalumslcapacity ratios. Most, if rant s11, vehicles stop. L7 This is considered to be ihe Amnt of acceptable defay. A►►era9e stoppad delays are in the ranga af 40.1 to 60.0 seconds per vehicle. These hig h dslay valuss generally Indicate poor pragression, IonQ E cycle lenpths, and high volumelr,spacity retios. Averaigg stop delay is in axCBSS ot fiD sectind9 Rer vehicle. This condition - Dften occurs with aver saturetion of the intersection. tt may also occur with F volumercapacfty ratios ol 1.0 ar abave. = 51GNALiZEU IRITERSECTIU' NS LEVEL OF SERVICE GRiTERIA n"vefl€►f,;~~~<<, ~t~ pe`d`~iefa • ; ' ,EC{ro%F FF SRGf1Ia~c4ex} r~}sw VeR'v~ (LkY i A ~ < = 5.~ ~ ~ 5.1 ia -15.~ C: 15.1 to 25.0 p 25.1 tn 40.0 E ~ 40.0 to 60.0 F ~ > 60.0 &aurae: Trbnspartatian Resaaech Board; 'Highwey Capaai~y lu~erwaf," 5peaial fieoart 209 {19851. , IAtand Pac#jec Enpreerfng Conipa" A4 She2ley Iaka TL! UNSIGNAL1ZEb ! VTERSECTiONS LEVEL OF 5ERViCE DESCRIF`TIC]NS ~ - • x ;~,~;.~:r "'e.•ne ` °Gral Desc piiorr ; , .r X{ •;Y ~=~v . ~ X +~Lp 'q.~r":. A - 1Vbre than adequeta ~e +~►+ailable ta proce~. - Venr aefdam is there more ~thsn ona vehjefe in the aueue. ~ I aps erveiYa6le. B - Little dslay encountersd witfi edequsts g - Oacesionella there is more than one vaMcle in the nueue. - Daleys are $Nart but parsieTant +ee tla ruttrbsr of gape mduce and dnvsr C aornfon drvps. - Uaualla thera is maro Nian one +wehiafe in tha aueue. - Alweys at least nne MeFucle 'sn the qreun. - Drive►s teaY quite restricted due iv tha few gaps a►aileble in wlEieh Ea make a safs wrning rnoverneM. - Delays ara lonp and et this; los drivers may dagin iookir►q for elternnn►ro routea priar to serterirsp tlhu; 4ueue. E - Represents e conditivrr in whiah tFsa demand e4ueke or exaeeda tha sofe mo►►ament of ►roFucles xhro~ph the interseadvn. - Alwavs rnore thnn ane vehicle in tFe aueue. Deleye are lang, driver frusitatian is hrgh and iE is rwf urusaal to see drivare F in tha queue turn ervund tv find altamativa routes. _ - Forced flow: Ijtt1c to na ayailahle gaps. - Raaresents an intereecti nn at fadure condltian. , UNSIGNALIZED INTEFtSECTIaNS LEVEL DF SERY,4CE +CRITERIA - ~iL R8Se1'Ve ' ~ - LeVai Qf - DAlajl to ~Cap~city ~pcphl`~ ,,~~.Serv7ce peCtBd Dela Traffic ~ 400 C ~ A Little of lllo Delay I~ 300-399 ~ El ~ 5hart fiTaffic Dafays 200-299 c ~ Averape Traffic Delays 100-199 ~ Q ~ Lang 7raffcc Uelays 4-99 ~ E ~ Very Long Traffic Detays 0 ] F Prngression 6reakdawn ' Stopped Condition Jnland Pacific Enginaering Comparry A5 Shelley I.ake 77A