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2017, 06-06 Study Session MINUTES SPOKANE VALLEY COUNCIL MEETING STUDY SESSION Spokane Valley City Hall Council Chambers Spokane Valley, Washington June 6, 2017 Attendance: Councilmembers Staff Rob Higgins,Mayor Mark Calhoun, City Manager Arne Woodard,Deputy Mayor Chelsie Taylor, Finance Director Caleb Collier, Councilmember Cary Driskell, City Attorney Pam Haley, Councilmember John Holman, Deputy City Manager Mike Munch, Councilmember Mark Werner, Police Chief Ed Pace, Councilmember Mike Stone,Parks & Recreation Director Sam Wood, Councilmember Jenny Nickerson, Assistant Building Official Ray Wright, Senior Traffic Engineer Carrie Koudelka,Deputy City Clerk Mayor Higgins called the meeting to order at 6:00 p.m. ROLL CALL: Deputy City Clerk Koudelka called the roll; all Councilmembers were present. ACTION ITEM: 1. Consent Agenda a. Approval of claim vouchers on June 6, 2017 Request for Council Action Form Total: $813,991.71 b.Approval of May 16,2017 Council Meeting Minutes, Study Session It was moved by Deputy Mayor Woodard, seconded, and unanimously agreed to approve the Consent Agenda. 2. Second Reading Proposed Ordinance 17-008 Amending 2017 Budget—Chelsie Taylor After Deputy City Clerk Koudelka read the ordinance title, it was moved by Deputy Mayor Woodard and seconded to approve Ordinance 17-008 amending Ordinance 16-017 which adopted a budget for the period January 1, 2017 through December 31, 2017. Finance Director Taylor said this second reading follows an administrative report given to Council on May 16th and a public hearing and first reading of the ordinance on May 23rd. She said Council is asked to approve the amendment that affects eleven funds as outlined in the RCA (Request for Council Action). She offered to walk Council through each fund change again but they had no further questions.Mayor Higgins invited public comments.Al Merkel,Spokane Valley said the Council said it would look into the issue of the elimination of the traffic signal program and he asked if they would look into how it would be restructured and if anything is proposed on a future agenda. Deputy Mayor Woodard said next Tuesday is the budget workshop and he invited the public to attend that meeting. Vote by acclamation:In Favor: Unanimous. Opposed:None. Motion carried. 3. Second Reading Proposed Ordinance 17-009,Acceptance of Donations—Cary Driskell After Deputy City Clerk Koudelka read the ordinance title, it was moved by Deputy Mayor Woodard and seconded to approve Ordinance 17-009 adopting chapter 3.34 Spokane Valley Municipal code relating to acceptance of donations. City Attorney Driskell said this is the second reading of this ordinance and explained that if the City wants to accept donations, whether cash or property, then it has to adopt an ordinance under RCW 35.21.100 that establishes the process and criteria to do so. He said this ordinance would adopt chapter 3.34 of the Municipal Code to address acceptance of donations, and he said the ordinance has not changed since the first reading. Mayor Higgins invited public comments. Al Merkel, Spokane Valley said he is curious as to whether there is any way to place a quid pro quo on gifts to the City. Deputy Mayor Woodard asked Mr. Driskell and City Manager Calhoun if the donations would Council Study Session:06-06-2017 Page I oft Approved by Council:06-27-2017 be subject to an audit.Mr.Calhoun confirmed all donations would be audited and he pointed out the conflict of interest language set forth in the ordinance stating the City would be sensitive to quid pro quo. Vote by acclamation: In Favor: Unanimous. Opposed:None. Motion carried. NON-ACTION ITEMS: 4. CenterPlace Food Event: Crave! NW—John Holtman Deputy City Manager Holtman introduced guests Adam Hegsted, executive chef and owner of Le Catering Company, and Tom Stebbins of Vision Marketing to give Council an update on the Crave NW food event in Spokane Valley that begins Thursday and goes through Father's Day. Mr. Stebbins said the invited Council and the media to the opening event on Thursday and he said Crave NW is a four-day annual food and drink event with over ten ticketed tasting events. He said there will be Grand Tastings Friday and Saturday with forty food and beverage participants.Thursday is a Seafood Bash,Friday features street food, Saturday is their Fire and Smoke event and Sunday there will be a Father's Day brunch from 11:00 a.m.— 2:00 p.m. He said they will also offer classes with the guest chefs and the Chamber of Commerce has promoted the event. Mr. Hegsted said it has been difficult to get the chefs together, he said Spokane and Coeur d'Alene chefs are participating, as well as chefs from Chicago, Las Vegas and Las Angeles. Mr. Stebbins added that this kind of event has never happened in the area before and Ile said there is a buzz in the community for the event. Deputy Mayor Woodard asked how many breweries and wineries are participating and Mr. Hegsted said there are fifteen breweries and fifteen wineries and distilleries, and he said they are all local. Couneilmember Munch asked if they are preselling the tickets and he asked how the sales have been so far. Mr. Stebbins said this is the first year for the event, sales have not been what they had hoped and they will have to be prepared for walk-up ticket sales which,he said, makes things difficult. He said that hotels have offered lodging packages. Deputy Mayor Woodard asked where people can find and purchase tickets. Mr. Stebbins said the tickets are available online at CRAVENW.com and he said primary play for advertising is on social media. 5. 8th and McDonald Traffic Update—John Hohman Deputy City Manager Hohman said he is here to follow up on the long-standing problem of accidents at 8th and McDonald. He said Council last heard an administrative report on October 18, 2016, concerning the intersection. He said since then, work has been done at the intersection and we have now had time to review those changes and a consultant has studied the area and provided us with a traffic study. He said traffic mitigation options have included a four-way stop and flashing beacons.Mr.Hohman said there were eight accidents last year at this intersection and two this year, and he said three accidents have occurred since the improvements were made. He said 8th and McDonald is a two-way controlled intersection, and after the report to Council in October 2016,large forty-eight inch stop signs were installed at the intersection on 8th and vegetation was cut back. He said either people do not stop on 8th or they stop and miscalculate the time needed to clear the intersection. He said the problem seems to be westbound traffic on 8th pulling out in front of south bound traffic on McDonald. The traffic study focused on the speed limits and he said a McDonald speed study was added and the consultant came up with four options. The first is to lower the speed limit on 8th and review the situation over a six-month period. The second option is to deal with the sight obstructions approaching the intersection and the third option is to add flashing lights to the stop signs. He said the fourth option is installation of a four-way stop at the intersection. Mr. Hohman said once we received the study from the consultants,the staff engineers reviewed and evaluated the information to make their recommendation based on our street standards and what will work best for our community. He said we are looking at options for the next step and he said flashing stop signs cost$2,000.00 per sign. He said the does not know if there will be an ideal solution to the situation, but he said he thinks a four-way stop will improve the safety for the citizens, but he also cautioned that it will not eliminate accidents altogether. He said people will still miss the stop signs and people will still run through traffic signals. Mr. Hohman said staff has received several complaints, some against installing a four-way stop at the intersection and others asking why a four-way stop has not already been installed there. He said another possibility is to install flashing beacons prior to installing a four-way stop, flashing yellow on McDonald and red on 8th. He said he recommends looking at flashing beacons and keeping the four-way stop on the Council Study Session:06-06-2017 Page 2 of 4 Approved by Council:06-27-2017 table for now,but he said we need to take some sort of action at this intersection. Councilmember Pace said he thinks we should go ahead with the four-way stop now. Councilmember Munch said in the past they talked about installing rumble strips leading up to 8th but some thought that option would be too noisy. He said he would like to look at that as an option again and he said lie does not want to impede the traffic on McDonald. Councilmember Haley said she would also like a four-way stop installed and said she does not think a flashing yellow beacon will slow anybody down. Senior Traffic Engineer Wright said currently the level of service through the intersection is an"A," indicating the best and lie said if a four-way stop goes in, it will reduce the service level to a "B" which he said is still ok. He said 6,000 vehicles a day use McDonald and 1,200 use 8th. Councilmember Wood said he does not want to spend the funds on flashing lights only to end up with a four-way stop anyway.He said he would like to install the four-way stop signs and be done with it. Councilmember Collier asked if we know the cost of rumble strips and Mr. Hallman said he does not know the cost and added that rumble strips cause noise for the neighbors but he said we can look at putting them closer to the intersection so traffic would be going slower. Mayor Higgins said they also discussed looking at the speed limits and Mr. Hohman said he will address that and thanked the Mayor for the reminder. Councihnember Pace asked if rumble strips would fill with water and ice in the winter and become ineffective and Mr. Hohman confirmed that is correct. Deputy Mayor Woodard asked what time of day the accidents happened and Senior Traffic Engineer Wright answered that the accidents primarily occurred in the afternoon to evening hours. Deputy Mayor Woodard said he would like to start out with yellow and red flashing beacons and lie said if we decide to go to a four-way stop we can convert the yellow light to red and it will still help with the intersection. He said he is fine with a four-way stop but he would like to approach it incrementally. Mr. Hohman said the study recommended a reduction in speed from 35 mph to 30 mph on 8th Avenue from Pines to Sullivan and he said staff agrees that change would be prudent and justifiable, but he said staff needs to look at the speed limits throughout the City and determine more universal speed limits. He said the intersection meets the warrants for a traffic signal for accidents but not for traffic volume, but he said when staff broke down the data,the traffic volume indicates that six out of eight hours are met indicating it is very close to meeting the warrants in those areas. Mr. Wright said in addition to considering the engineering numbers, we also need to look at the characteristics of the intersection and other factors. He said in his opinion it is best to make a decision with caution and that unwarranted four-way stops can cause more rear-end collisions as drivers are not expecting a stop. He said in his career he has done numerous incremental solutions and he said it takes people some time to adjust to the changes.He said Mr.Woodard's idea with the overhead flashing lights is a good idea and he has seen success with that.Mayor Higgins said flashing lights could augment the four-way stop and would help get the attention of drivers. Mr. Hohman said he will spend more time refining staffs recommendation to bring back to Council for consideration. 6. Human Trafficking in Spokane Valley—Chief Mark Werner Chief Werner introduced Sargent Aaron Myhre of the Sexual Assault Unit who said he has been with the Sheriffs office about ten years and with the Sexual Assault Unit the past year and a half. He went through his Powerpoint presentation and invited questions and comments from the Council. He said humane trafficking is exploitation of someone through force,fraud or coercion, either for labor or a sex act.He said the victims are usually females aged sixteen to forty, typically addicted to drugs and/or runaways. He said the trafficking crimes are not generally reported to law enforcement and when they are,they are challenging to investigate because victims become uncooperative, traffickers move locations, and it is hard to build a strong case with limited surveillance resources.He said police priority is to identify juveniles who are being trafficked and they have a detective who works in partnership with a local federal agency on a Child Exploitation Task Force. Councilmember Wood asked if there is a distinction between prostitution and sex trafficking, and Sgt. Myhre stated that there is a distinction in that people are forced into sex trafficking while prostitutes may be supporting their habits, such as drugs. Councilmember Collier said this is becoming more prevalent because of our lack of prosecuting cases and he said we are tougher on drug crimes than trafficking cases. In response, Sgt.Myhre said a successfully prosecuted trafficking case got a fifteen-year sentence where drug cases typically get a sentence of a few weeks. Mr. Collier said lie would like us to work with the police to get this out of our city and lie would like to know how the Council can Council Study Session:06-06-2017 Page 3 of 4 Approved by Council:06-27-2017 help do that. At the invitation of Councilmember Collier and approval of the Mayor, two guest speakers were given three minutes to comment. Caleb Altmeyer of HRC(Helping Reach Community) Ministries said they work with women from sixteen to forty years old that are victims of sex trafficking and he said the women have a difficult time calling the police department for help. He said he wants to offer their help to the police department to work with the community to get the word out so people feel safe contacting the police.He said our past culture has viewed these women as prostitutes and not victims and that perception needs to be broken so the women feel safe coming forward. Mr. Altmeyer said he has a plan to work with Spokane Valley and that it starts with educating our young and vulnerable people so they do not get into this lifestyle. Jennifer Thomas of Jonah Project said that her agency is similar to HRC Ministries in that it is primarily a resource for girls caught trafficking,but includes boys too. She said any time we have a vulnerable youth, it can become a breeding ground for trafficking. She said across the nation more money is made in sex trafficking girls than by Google and other companies combined and that there are 1,500 homeless school- aged kids in Spokane Valley who are vulnerable to trafficking. She said awareness is a huge piece. 7. City Hall Update—Jenny Nickerson Assistant Building Official Nickerson said we are on schedule for the September 30,2017 final completion date. She said the vestibule for the permit center has been glassed in, the sidewalks are installed and are curved making it a pleasant walk for citizens and the Public Works lobby reception area now has countertops,carpet and the ceiling installed. She said eighty-three percent of the schedule is completed and eighty-two percent, roughly $8,084,854, has been paid to the contractor. Ms. Nickerson said upcoming activities include sheetrock tape and paint in the Council Chambers, landscape sleeving and masonry sealing,taping and finishing the sheetrock in the basement and lobby,finishing the elevator,and completing the ceiling tile and flooring on the third floor. Lastly, she encouraged Council to try the chair options set up in Suite 106 and let her know their favorite. 8.Advance Agenda- Mayor Higgins There were no suggestions for changes to the Advance Agenda. 9. Council check-in—Mayor Higgins There were no Council comments. 10. City Manager Comments—Mark Calhoun City Manager Calhoun said next Tuesday, June 13th, is the budget workshop in Council Chambers from 8:30 a.m. to 3:30 p.m. He said there will be no evening meeting that night, and the June 20th meeting has been cancelled due to the AWC conference that three members of Council are attending. It was moved by Deputy Mayor Woodard, seconded and unanimously agreed to adjourn. The meeting adjourned at 7:23 p.m. .. .Y,/' j~` 1 . '--- • • f L.R. Higgins ii_A V r''i.`_1 L. pristine Bainbridge, City Clerk — Council Study Session:06-06-2017 Page 4 of 4 Approved by Council:06-27-2017 JA, Public Works Department ►j i UIi t le Traffic Engineering Valley 11707 E Sprague Ave Suite 106 ♦ Spokane Vatley WA 99206 509.921.1000 • Fax: 509.921.1008 ♦ cityhall®spokanevatley.org Memorandum To: Ray Wright, Senior Traffic Engineer Ryan Kipp, Assistant Traffic Engineer From: Jerremy Clark, Contract Traffic Engineer CC: John Hohman, Deputy City Manager Date: 51/8/2017 Re: Engineering and Traffic Evaluation for 8th and McDonald The attached technical memorandum contains a summary of evaluations conducted for the intersection of 8th and McDonald. The contents are summarized below: Contents INTRODUCTION 3 STUDY AREA 4 CRASH HISTORY 6 SPEED STUDY RECOMMENDATIONS 9 8t''Avenue 9 McDonald Road 9 RECOMMENDED IMPROVEMENTS I 1 SUMMARY AND CONCLUSION 13 APPENDIX: PREVAILING SPEEDS A 1 DATA COLLECTION A I SPEED STUDY RESULTS A2 8th Avenue A2 McDonald Road A4 ENVIRONMENTAL CONTEXT AG 8th Avenue AG McDonald Road A9 Engineering and Traffic Evaluation 8th Avenue and McDonald Road Prepared fir the City of Spokane Valley DEA Project No. SPKV0000-0028 May 18, 2017 DAVID EVANS 4N1) ASSOC, IATES Mc_ 908 N. Howard Street, Suite 300 Spokane, it /199021 INTRODUCTION This Engineering and Traffic Evaluation for the City of Spokane Valley was completed to analyze the existing configuration of the intersection of 8th Avenue and McDonald Road. The evaluation was conducted in response to an increased number of crashes observed in early 2016. As shown in Figure 1 below,between 2008 and 2015 there were typically one to three crashes per year at the intersection. In 2016,however,that frequency increased to eight(8)crashes,six of which occurred between January and June. This surge in crashes prompted interest from Citizens, Council, and City staff, as evidenced by the studies conducted in September, January, and this document: • In September 2016, a 4-Way Stop Control Warrant Analysis was completed to investigate the feasibility for converting from 2-way to 4-way stop control based on approach volumes. It was found that the approach volumes were not sufficient to warrant a conversion to 4-way stop control at 8th and McDonald. However, an evaluation of the crashes between January and December of 2016 was shown to meet the crash warrant, as illustrated later in this document. • The January 2017 study included an evaluation of the Speed Limit along 8th Avenue based on existing speeds and the environmental context of the corridor. The results of the study included a recommendation to set the speed limit at 30 mph between Dishman-Mica and Sullivan. • An additional speed study was conducted along McDonald Road for inclusion in this document in March 2017, which established that the current speeds and geometric elements along McDonald are consistent with the posted speeds. In addition to the aforementioned studies, physical improvements were completed at the intersection as mitigation that are further described in this document. Finally, recommendations are provided based on the studies summarized herein for future operations at the intersection. 8th/McDonald Crash History 2(111 r 2013 2012 2011 --- 2010 ._ .__2010 2009 ■Number of 2008 Crashes 0 1 2 3 4 5 6 7 8 Figure 1. Crash History (three additional crashes in 2016 were not validated or reported) 3 of 13 As referenced, the three evaluations conducted represent individual components of the study area operations: 8th, McDonald,and their intersection. The purpose of this document is to combine the results of the previous efforts with an additional look at the crash history and characteristics to formulate recommendations for improving the safety at the intersection. First, an assessment of the crash frequency is presented along with a comparison to a similarly configured intersection at 8t"and Bowdish. Next, a summary of the speed studies along 8th Avenue and McDonald Road is included. Finally, an incremental assortment of recommendations is provided for improvements at the intersection. STUDY AREA McDonald Road is a two to three lane minor arterial roadway with continuous bicycle lanes. McDonald Road has three lanes (one in each direction with a center turn lane) from Mission Avenue to south of Sprague Avenue. McDonald is reduced to two lanes from approximately 625' south of Sprague to 16th Avenue. The posted speed limit is 35 mph with two exceptions: (1) a 20 mph school zone between 5th Avenue and 8th Avenue (approximately 1000') at the Central Valley School District transitional building, and (2) a 20 mph school zone between 12th Avenue and 16th Avenue (approximately 1330') at McDonald Elementary. The study area limits are illustrated in Figure 2. The McDonald Road study area was broken down into five study segments. These segments were each independently evaluated due to their varying context. According to a speed survey conducted in May 2014, the 85th percentile speeds along McDonald Road were centered around the posted speed limit of 35 mph. The 2014 speeds are a good representation of speeds prior to the 2016 crash surge and subsequent improvements. Table 1 summarizes the study roadway segments. As summarized in Table 1, the segments of McDonald Road between Mission Avenue and 16th Avenue predominantly have curb, sidewalk, and striped bicycle lanes. The segments north of Sprague Avenue have a higher density of driveways than the segments south of Sprague Avenue. 8th Avenue is a two-lane minor arterial roadway. The posted speed limit along it is primarily 35 mph with two exceptions: (3) a 1-mile segment between University Road and Pines Road which is set at 25 mph, and (4) a 20 mph school zone between Adams Road and east of Burns Road at Adams Elementary. The study area limits are illustrated in Figure 2. Table 2 summarizes the study roadway segments along 8th Avenue, As summarized in Table 2,the segments of 8th Avenue between University Road and Adams Road are predominantly without curb, sidewalk, or bicycle lanes. Additionally, these segments have a higher density of driveways than the segments on the east and west termini. 4 of 13 Figure 2.Vicinity Map I 11 111....{6 E Wellesley AveI. !!r., Pasadena Park p p p g�=.z... 24� Y Spok ' • Business .II f Niter p } 1 \---------- = & t ustrial P , , l EI(f,I'd , iliwoodl Spokane 6 Spokane Valley Mall i I:I,1i. ionAve Valley LI Tf GILZECTI ACRES ' • T v.en. m v E E.vayAve n. 7. r 11:5,, r F QiSilnlan 1 + s N E vraArwr Snt 0 'p E a: 41 V3 t Pishman/�1- IS c y C re w Natural Q m ip Q oas Q p 2i .; tar.! ,l011,i LIALLi \A. ., �� nI 5"' f EH I.r E 2�91h Ave E[ I1f r I °" E 32nd Ave 'grid Ave I j a , E r rr ISO)... .-f I .r..t,. / J 27 1e:A.:: 7/1 ��{1tP t.i e k:(,+.{rMr( 1152 l.{ SGrh ht�� r[ Z� 1 (3) — 8t Avenue � � • Images Courtesy of yogic"' 5 of 13 Table 1. McDonald Road Studied Segments Posted 2014**Speed Presence Presence Average Driveways Speed Survey 85m of of Segment Length ADT Limit Percentile Speeds Bicycle Sidewalk Pavement Per Limits (miles) Width Mile (mph) NB SB Lanes? or Curb , Mission Ave.to 0.50 4,538 35 N/A N/A Yes 100% 45 68 Broadway Ave. Broadway Ave.to 0.50 5,914 35 NIA N/A Yes 100% 44 76 Sprague Ave. Sprague Ave.to 0.25 5,710 35 N/A N/A Yes 100% 45 60 4111 Ave. 4'm Ave.to 0.25 5,439 35t 36 34 Yes 100% 40 56 8th Ave. 8th Ave.to 0.50 4,121 35t 37 36 Yes 100% 40 42 16th Ave. t: With the exception of the school zones between 5th and 8th and between 14th and 16th,Which are 20 mph during school hours, **:The 2014 Speed Data was collected prior the increase in crash frequency and the subsequent improvements Table 2. 8th Avenue Studied Segments Posted Presence of Presence of Average Driveways Segment Length AOT Speed Bicycle Sidewalk Pavement per Limits (miles) , Limit(mph) Lanes? or Curb` Width Mile Dishman Mica Rd. 0.78 3,597 35 Yes 19% 40 74 to University Rd. _ University Rd.to 0.50 1,781 25 No 6% 32 92 Bowdish Rd. Bowdish Rd.to 0.50 1,568 25 No 10% 33 86 Pines Rd. Pines Rd.to 0.50 1,811 35 No 13% 24 72 McDonald Rd. McDonald Rd.to 0.50 1,444 35 No 5% 23 84 Evergreen Rd. Evergreen Rd.to 0.50 2,162 35 No 15% 27 80 Adams Rd. Adams Rd.to 0.50 1,532 35t No 55% 30 60 Sullivan Rd. *:Sidewaik/Curb is approximate and is based on Spokane County Scout Map Measurements 'I':With the exception of the school zone between Adams and Burns which is 20 mph during school hours, CRASH HISTORY Crash data was obtained from the City of Spokane Valley for the McDonald Road/8th Avenue intersection. Data from years 2008 to 2016 was analyzed. The results are summarized as follows: Table 3,Intersection Crash Data (2008-2016) Intersection 2008 2009 2010 2011 2012 2013 2014 2015 2016 McDonald Road!8th Avenue 3 2 3 2 1 3 1 2 8 Bowdish Road/8th Avenue 1 3 3 2 6 of 13 As shown in Table 3, there were a total of 17 crashes at McDonald and 8th from 2008 to 2015, which equates to Figure 3 8th&McDonald L 2011-2015 Crash Totals an average of just over 2 crashes per year. Based on the type of violation, eleven of the crashes resulted from 1bl "on ttm rn•`"' ,+t a .00. vehicles on 8th not granting the right of way to McDonald ;°k"`'" • vehicles or disregarding the stop sign. The other reported A causes were inattention, following too closely, and ___________________________________________ driving under the influence (DUI). The allocation of the types of crashes are illustrated in Figure 3, which is consistent with the trend in violations of vehicles from 8h not granting the right of way. A comparison to the crash history at the intersection of 8th Avenue and Bowdish Road was conducted.As shown in Table 3, there were seven crashes between 2013-2015 at 8th and Bowdish, resulting in an annual average crash frequency of 2.3, as compared to 2.1 at 8th and McDonald. In 2016, the crash frequency at the intersection of 8th and Bowdish was consistent with previous years resulting in two (2) additional crashes. At 8th and McDonald, however, there were eight (8) documented crashes in 2016, as summarized below: • 6 of the 8 crashes were cited as failure to yield right-of-way and 2 cited as"Failure to Stop". • 7 of the 8 crashes (88%) were angle crashes. • One bicyclist crash occurred in January. Given the primary causes of the crashes cited above, the most likely causes are visibility of the stop sign on the 8th Avenue approaches and the visibility of approaching traffic on McDonald from vehicles on 8t1' Avenue. Based on the available crash reports, most vehicles along 8th Avenue initially stopped, and then proceeded across McDonald despite conflicting traffic. In June of 2016, City staff conducted an evaluation of the clearview triangle per the City's ordinance and trimmed trees along 8t''Avenue to improve visibility. Additionally,the City implemented improvements at the intersection including 48" stop signs on 8t1' Avenue with reflective posts and "Cross Traffic Does Not Stop" supplemental placards and a refreshed stop bar on 8th Avenue. Along the entire corridor, the City completed a resurfacing and restriping of McDonald Road between Mission Avenue and 16th Avenue in 2016, which included new striping and bicycle lanes and signal modifications. Since the completion of these improvements, there have been three crashes reported: 12/17/16:Westbound vehicle stopped and then proceeded across intersection, being struck by a southbound vehicle 04/27/17: Eastbound vehicle stopped and then proceeded across intersection, being struck by a northbound vehicle. The eastbound driver was cited for driving under the influence (DUI). 05/07/17: Westbound vehicle did not stop at the stop sign, was struck by southbound vehicle. 7 of 13 An evaluation of the combined data was completed, which included crashes from 2011 through the most recent crash on May 7. As shown in Figure 4, most of the crashes occurred during daylight conditions and were caused by vehicles on the westbound approach. As illustrated in Figure 5,most of the crashes were caused by westbound vehicles either striking or being struck by southbound vehicles. This would typically indicate a potential visibility issue on the northeast corner of the intersection, which was not observed during the field review. Sufficient crash data is not yet available to accurately evaluate the effect of the mitigation improvements on the safety of the intersection. It is recommended that data be collected between October 2016 and September 2017 to evaluate the full year after the documented improvements. "'"Inejectionof ng 124 Violation �;� Conditic�tLighti1 Fasth4.mld I pas west oind s9v, i,et I s2i4 I Figure 4.Additional Crash Characteristics,2011-Current 1 ; '+ C ' "- - . l — I .I--11. .„ ! a a: I r .. . r 14 - * I Now -0 ! rot ice` _ ` •f „ . C l . Figure 5. Crash Diagram,2011-Current (image courtesy of Google) (only including crashes caused by eastbound or westbound vehicles) 8 of 13 SPEED STUDY RECOMMENDATIONS A complete speed study analysis was completed for both 8th Avenue between Dishman-Mica Road and Sullivan Road and McDonald Road between Mission Avenue and 16t1'Avenue. The study is included in the appendix to this document and the results are summarized in this section. Based on the data collected and evaluated, the measured speeds and environmental context were used to develop recommended speed limits as summarized in this section. 8th Avenue As shown in Table 4,the measured 50th percentile speeds and 85th percentile speeds on 8th Avenue between University Road and Pines Road are 3-6 mph and 8-10 mph above the 25 mph posted speed limit, respectively. In addition, the 10 mph pace on these segments range from 23 mph to 33 mph. Based on the aforementioned measures, the most likely speed limit for these segments would be 30 mph. The measured 85th Percentile speed on 8th Avenue is within 2 mph of the posted speed along the remainder of the corridor. While the 85th percentile speeds on 8th Avenue west of University Road and east of Pines Road are typically higher than posted speed limit of 35 mph,a potential reduction of speed due to driveway density and pavement width results in a value closer to 30 mph. Intersection sight distance evaluations were conducted for 30 mph and 35 mph conditions in the area of Glenn Road and Pierce Road where there is a horizontal curve in the roadway. It was found that the geometries at Pierce Road satisfy a 30 mph posted speed on 8th Avenue;given the trees on the southwest corner are trimmed back. The geometries at Glenn Road;however, were shown not to meet the conditions for 25 mph, 30 mph, or 35 mph posted speeds on 8th Avenue. As a result, it is recommended that an intersection warning sign (W2-2) with an advisory speed limit of 20 mph be installed for the westbound approach. Considering the characteristics of the overall corridor along 8th Avenue between Dishman-Mica Road and Sullivan Road, it is recommended to establish the speed limit at 30 mph. This would result in an increase in the speed limit from 25 mph to 30 mph between University Road and Pines Road and a reduction of the speed limit from 35 mph to 30 mph on the remainder of the corridor. McDonald Road As shown in Table 5, the measured 50th percentile speeds and 85th percentile speeds on McDonald Road between Mission Avenue and 16th Avenue are within 5 mph of the 35 mph posted speed limit. In addition, the 10 mph pace on these segments range from 27,7 mph to 39.8 mph. Based on the aforementioned measures, the most likely speed limit for these segments would remain at 35 mph. A field review was conducted through the corridor to evaluate intersection sight distance. It was found that no geometric constraints existed to limit the sight distance. However,a combination of a vegetated fence and a utility/luminaire pole on the northwest intersection of 8th and McDonald created a visibility limitation as illustrated by Figure A-9 in the appendix. Considering the characteristics of the overall corridor along McDonald Road between Mission Avenue and 16th Avenue, it is recommended that the established posted speed be retained. 9 of 13 Table 4. 8'Avenue Speed Survey Results 500 85th Posted Percentile Percentile Segment Speed Speed Speed Recommendations Limit EB WB EB WB Dishman Mica Rd. 35 34.0 34.1 37.9 38.4 Speed limit to to University Rd. Remain 35 mph University Rd.to 25 28.7 28.1 33.0 33.0 Increase speed limit 13owdish Rd. to 30 mph Bowdish Rd.to 25 31.0 29.5 35.6 34.6 Increase speed limit Pines Rd. to 30 mph Pines Rd.to 35 31.6 32.4 35.5 36.4 Reduce Speed limit to McDonald Rd. 30 mph McDonald Rd.to 35 31.1 31.4 35.5 35.3 Reduce Speed limit to Evergreen Rd. 30 mph Evergreen Rd.to 35 32.4 32.5 36.4 36.5 Reduce Speed limit to Adams Rd. 30 mph Adams Rd.to 35 29.6 30.8 34.2 35.4 Reduce Speed limit to Sullivan Rd. 30 mph Table 5. McDonald Road Speed Survey Results Posted 50th 85th Segment Speed Percentile Percentile Recommendation Limit Speed Speed NB SB NB SB Mission Ave.to 35 34.0 34.0 37.7 39,0 Speed limit to Broadway Ave. Remain 35 mph Broadway Ave.to Speed limit to 35 34.6 32,2 38.0 35.8 Sprague Ave. Remain 35 mph Sprague Ave.to 35 33.1 33,4 37.1 37.3 Speed limit to 4th Ave. Remain 35 mph 4th Ave,to35 33.5 33.9 37.4 38.4 Speed limit to 81h Ave. Remain 35 mph 8Ih Ave,to 35 34.8 32.9 38.9 37.0 Speed limit to 160 Ave. Remain 35 mph 10 of 13 RECOMMENDED IMPROVEMENTS The abrupt increase in crashes at the intersection in 2016 and the nature of those crashes points to one of two issues: visibility or enforcement. The majority of the crashes occurring at the intersection have taken place after vehicles stopped at the 8th Avenue approach and then proceeded across McDonald without proper right-of-way. There were several recent physical improvements completed at the intersection to improve the visibility at the intersection. Beyond these improvements, there are several potential actions that could be taken to further improve the safety at the intersection. The list below represents an incremental approach to mitigation at 8'1' and McDonald: Option 1 —Continue to Monitor Since the completed improvements, there have been three crashes reported. Sufficient crash data is not yet available to accurately evaluate the effect of the mitigated improvements implemented on the safety of the intersection. Additionally,the speed study conducted along 8th Avenue resulted in a recommendation of a lower speed limit on the approaches to McDonald Road. It is recommended that future crash data (full year 2017) be obtained to further evaluate the intersection prior to additional intersection improvements. Option 2—Visibility Improvements and Approach Lighting As referenced in the ENVIRONMENTAL CONTFXT section of the speed study (APPENDIX: PREVAILING SPEEDS), the northwest corner of the intersection has potential visibility restrictions due to the utility pole and adjacent fence with vegetation. There is also a street light mounted atop the existing utility pole. By relocating the utility pole further from the intersection and placing luminaires on each of the McDonald Road approaches,visibility would be improved for vehicles on Sgt'Avenue.The feasibility of the relocation of the pole should be further evaluated with the affected utilities,however, as it would impact facilities on both McDonald and 8th. Option 3—Enhanced/Active Intersection Control Recent improvements at the intersection include the installation of oversized (48") high visibility stop signs as well as retroreflective sheeting on the posts and"Cross Traffic Does Not Stop" signage for 8th Avenue. Embedded Light Emitting Diodes (LED) in the stop sign faces have been shown to improve the visibility of the signs, which is expected to improve the drivers' compliance, specifically at locations with documented problems of drivers failing to recognize an intersection. A study on safety effects of LEDs embedded in STOP signs, conducted by the Texas Transportation Institute in 2004i showed a 28.9 percent reduction in the number of vehicles not fully stopping and a 52.9 percent reduction in the number of vehicles moving through the intersection without significantly slowing. Additional options to enhance the influence of the traffic control devices include the installation of"STOP"pavement marking and overhead red (8th) and yellow (McDonald) flashing beacons. Gates, TJ., Carlson, P.J., and Hawkins, H.G., Jr., Field Evaluations of warning and Regulatory Signs with Enhanced Conspicuity Properties 11 of 13 Option 4—Traffic Control Revision Four-way stop control could potentially benefit in a situation where there is a high incident of right angle or left turn collisions within a given time period or if intersection visibility at the intersection is impeded by trees, vegetation, fences or other large obstructions in close proximity to the intersection. Additionally, pedestrian safety may improve at an all way stop controlled intersection. A volume warrant analysis for the proposed installation of four-way stop control was conducted at 8th Avenue at McDonald Road in September 2016. It was found that the traffic volumes did not meet warrants for four-way stop control, even with up to a 10%increase in traffic. The inclusion of the 2016 crash history,however, was shown to potentially meet one of the warrants. See Table 6 (as modified from the September study). When evaluating the period of time after the completion of improvements (October 2016--Current), the warrant has not been met. Table 6.Four-Wa Sto Control Warrant Analysis—8th Avenue!McDonald Road WARRANT \VA[t[ir1�t CRITERIA ! 11E'r? • Mitigable Crash History Five or more crashes in a 12-month period susceptible to YES* correction by a multi-way stop installation 300 vehicles on major street approaches NO 8-Hour Volume (volume criteria met for each of 8 hours) 200 vehicles,pedestrians,or cyclists on minor approaches NO Paragraph Ci&C2 Average delay of 30 seconds per vehicle during highest NO hour on minor approaches 80%Criterion 80%of the above volume thresholds for BOTH approaches NO Paragra'h t) *based on data from January-December 2016 12 of 13 SUMMARY AND CONCLUSION A series of evaluations were conducted in response to an increased number of crashes observed in 2016 at the intersection of 8th Avenue and McDonald Road. Between 2008 and 2015 there were an average of two crashes per year at the intersection; which was consistent with the crash frequency at the similar intersection of 8th and Bowdish. However, in 2016 the number of reported crashes increased to eight with three additional non-documented incidents. The City implemented improvements at the intersection including 48" stop signs on 8th Avenue with reflective posts and a "Cross Traffic Does Not Stop" placard and a refreshed stop bar on 8i1' Avenue. Furthermore, a resurfacing and restriping project was completed along the corridor on McDonald Road between Mission Avenue and 16t1'Avenue in 2016 including new bicycle lanes. In addition to the baseline speed survey conducted in May 2014 along McDonald Road before the crash surge, two additional speed surveys were completed in November 2016 (8t11 Avenue) and March 2017(McDonald Road). The 85th percentile speeds along 8th Avenue were centered around the recommended speed limit of 30 mph. The 85th percentile speeds along McDonald road were near the posted speed limit of 35 mph. A field review assessing potential limitations in sight distance was conducted at the intersection. It was noted that the eastbound approach facing northbound at McDonald Roadie Avenue has a utility pole and a fence with vegetation within the driver's sight line on the northwest corner of the intersection. The initial recommendation resulting from this study is the revision of the speed limit along 8t" Avenue to 30 mph, as documented by the speed study. Given this change, the primary recommendation for the mitigation of safety concerns at the intersection of 8t1i and McDonald is to continue to monitor how recently completed improvements have affected the frequencies and causes of the crashes at 8th and McDonald. Pending the results of the necessary monitoring period to evaluate crashes (through September 2017), it is recommended that improvements be made to the approaches based on the causes of continued crashes(if any), as follows: • If crashes continue which are caused by vehicles not stopping along 8th Avenue, it is recommended that enhanced intersection control components be installed, such as STOP signs with flashing LEDs or painted STOP legends. • If crashes continue which are focused on the eastbound approach citing reduced visibility due to the northwest corner, it is recommended that the utility pole and vegetation on the corner be removed with street lighting relocated as determined through discussion with the utility company. • If crashes continue with are caused by vehicles stopping on 8t11 at McDonald, then proceeding through the intersection and crashing with vehicles on McDonald, it is recommended that the 4-way stop control warrant be refreshed with current data and that 4-way stop control be considered for implementation. 13 of 13 APPENDIX: PREVAILING SPEEDS Posted speed limits are primarily established to protect the general public from unreasonable behavior of reckless, unreliable, or otherwise dangerous drivers. The majority of drivers comply with the basic speed law(RCW 46.61.400)and maximum limits. These posted limits provide law enforcement with the means to identify and cite those that violate what is accepted by the majority. RCW 46.6 I.400 states that, "no person shall drive a vehicle on a (highway) at a speed greater than is reasonable and prudent under the conditions and having regard to the actual and potential hazards then existing. In every event speed shall be so controlled as may be necessary to avoid colliding with any person, vehicle or other conveyance on or entering the highway in compliance with legal requirements and the duty of all persons to use due care. " Washington Administrative Code (WAC)468-95-045 defines the display of speed limit signs and requires that the established speed limit be defined by statute or by an ordinance adopted by the authorized agency. The WAC further lists several criteria for consideration when establishing the speed limit, including: 85th percentile speed, roadway characteristics, pace speed, and roadside development and environment. This document summarizes the evaluation of the speed limit along McDonald Road. Speed zones establish the speed limit contrary to that set by state law,which is 25 miles per hour (mph)on City streets, 50 mph on County roads, and 60 mph on State highways. According to the Institute of Transportation Engineers (ITE) Traffic Engineering Handbook, prevailing speeds are the primary determinant of a speed zone. The primary measure for establishing speed zones is the 85th percentile speed of"free-floating"traffic. The speed limit is generally set at the nearest 5 mph increment at or below the 85th percentile. As with most laws, the premise of speed limits is such that they are dependent on the voluntary compliance of the greater majority of motorists. Speed zones established on these fundamentals conform to the consensus of those who drive the roads. DATA COLLECTION An Engineering and Traffic Survey form was prepared for each of the studied segments. Significant measures reported in the Engineering and Traffic Survey are summarized below: • The 50th percentile is the median speed of the observed data set. The 50th percentile speed represents the speed at which half of the observed vehicles are below and half of the observed vehicles are above. The 50th percentile of speed represents the average speed of the traffic stream. • The critical speed,or 85th percentile speed,is the speed at or below which 85 percent of the traffic is moving. This speed is the primary guide in determining the voluntary compliance of the greater majority of drivers.Speed limits set higher than the critical speed is not considered reasonable and safe. Speed limits set a great deal lower than the critical speed would not elicit respect from the public. • The 10 mph pace is the 10 mph range of speed which contains the most vehicles. It is a measure of the dispersion of speeds within the samples surveyed. The accepted practice is to keep the speed limit within the 10 mph pace after considering the critical speed and any factors requiring a speed lower than the critical speed. For the purpose of this analysis, 24-hour tube counts were conducted at seven (7) locations along 8th Avenue between Dishman-Mica Road and Sullivan Road during the week of October 31' to November 4th,2016. An additional five(5)locations were counted along McDonald Road between Mission Avenue and 16th Avenue during the typical weekday (Tuesday-Thursday) from March Al of A9 14th to March 16th, 2017 to obtain prevailing speeds in the study area. Traffic in both directions was recorded during the survey period. To ensure capture of free flow speed,the specific location of measurement of each segment was selected after considering the following criteria: • Minimal stop sign/traffic signal influence • Avoid influence of curvature or other • Little to no visibility restrictions roadway conditions that may affect the • Uncongested traffic flow normal operations of a vehicle SPEED STUDY RESULTS This section provides a summary of the results of the speed survey along the studied roadway segments. A 3-day weighted average during the typical weekdays of Tuesday, Wednesday, and Thursday was calculated as part of this analysis. Stn Avenue 8th Avenue between Dishman-Mica Road and Sullivan Road is approximately 3.8 miles. The 50tf, percentile speeds are summarized in Figure A- 1. The 50th percentile speed is the speed at or below which 50% of the drivers are traveling. With the exception of the segment between Dishman- Mica and University, the 50th percentile speed ranges from 29 mph to 32 mph. • 50th Percentile Speeds - 3-Day Average wEt • Posted S eed a l i � - a Dishman Mica University to Bowdish to Pines to McDonald to Evergreen to` ),Adams to' to University Bowdish Pines McDonald Evergreen Adams Sullivan 8TH AVENUE -WEEKDAY 24 HOUR TUBE COUNT Figure A- 1. 8th Avenue 50th Percentile Speeds (dashed red lines indicate posted speed) The 85th percentile speeds resulting from the speed survey are shown in Figure A- 2. The 85th percentile speed is the primary guide in determining the voluntary compliance of the greater majority of drivers. This level indicates that 85%of the drivers on the road are driving at or below the resultant speed. As shown in Figure A- 2, the 85th percentile speeds along 8th Avenue are centered around 35 mph, with the exception of the segment between Dishman-Mica and University. A2 of A9 As previously stated, the speed limit is typically within the 10 mph pace. As shown in Figure A- 3, the 85th percentile speed is near the upper limit of the 10 mph pace for each of the study segments. Both a 35 mph speed limit and a 30 mph speed limit would fall within the 10 mph pace. i " 85th Percentile Speeds - 3-Day Average F Posted 1 l� II EB - -�' I Speed r,WB - _ ' $,1 I ii i 1. EI 1 1. Dishrnan Mica University to Bowdish to Pines to McDonald to Evergreen to Adams to to University Bowdish Pines McDonald Evergreen Adams Sullivan 0 8TH AVENUE -WEEKDAY 24 HOUR TUBE COUNT Figure A-2. 8th Avenue 85th Percentile Speeds (dashed red lines indicate posted speed) is 10 MPH Pace and 85th Percentile Speeds ;,o; 8th Avenue 30 ic, , ED WB ED WB' LB WB EB WB LB WB EB WB EB WB Lower Pace .-••Upper Pace 85th Percentile 20 I)ishman-Mica university to tiowdish to Pines to McDonald to I ve:rgreen 10 Adams to to University Bowdish Pines McDonald Evergreen Adams Sullivan Figure A-3. 8th Avenue 10tuplt Pace Speeds A3 of A9 McDonald Road McDonald Road between Mission Avenue and 161h Avenue is approximately 2.0 miles. The 50th percentile speeds are summarized in Figure A-leTclites50pthepeerccientile speed is the speed at or below which 50% of the drivers are traveling. The 5th percentile speed ranges from 32.2 mph to 34.8 mph through the study area. 440 . _.: :. 50th Perce -' Seeds - 3-Day Average - . L1 H Pos 11 34 -4a ... i [IillitMission to Broadway to Sprague to 4th 4th to 8th 8th to 16th Broadway Sprague :.NB .S,1, MCDONALD ROAD- WEEKDAY 24 HOUR TUBE COUNT Figure A-4. McDonald Road 50th Percentile Speeds (dashed red lines indicate posted speed) The 851}t percentile speeds resulting from the speed survey are shown in Figure A- 5. The 85th percentile speed is the primary guide in determining the voluntary compliance of the greater majority of drivers. This level indicates that 85%of the drivers on the road are driving at or below the resultant speed. As shown in Figure A- 5, the 85th percentile speeds along McDonald Road are centered around 37 mph. The 10 mph pace for each of the study segments is illustrated in Figure A- 6. This measure,which identifies the 10-mph range describing the most frequently measured vehicle speeds, is a method to evaluate the distribution of the measured speeds. As shown, the 85th percentile speed is contained within the 10 mph pace near the upper limit for each of the study segments. The existing 35 mph speed limit falls within the 10 mph pace for each of the study segments. A4 of A9 .'.ttf ,.,,. --Percentile Speeds - 3-Day Average 1 � ;i,,, 1 I Posted Speed , rn; iiii25 - 1 Mission to Broadway to Sprague to 4t.. 4th to 8 4 •viii i;p i Broadway Sprague . . "Np;a so MCDONALD ROAD- WEEKDAY 24 HOUR TUBE COUNT -- ..;.- Figure A-5. McDonald Road 85th Percentile Speeds (dashed red lines indicate posted speed) 45 10 MPH Pace and 85th Percentile Speeds 40McDonald Road 35 30 ,r 25 NB SB NB SB NB SB NB SB NB SB —Lower Pace --Upper Pace 85th Percentile 20 Mission to Mission to Broadway to Broadway to Sprague to Sprague to 4th to Sth 4th to 8th 8th to 16th Sth to 16th Broadway Broadway Sprague Spdgue 4th 4th Figure A-6.McDonald Road 10tnph Pace Speeds A5 of A9 ENVIRONMENTAL CONTEXT As previously referenced, the 8511'percentile speed is the most common measure for setting speed limits. However, according to the Methods and Practices_for Setting Speed Limits informational report published by the Federal Highway Administration (FHWA), "the 85th percentile speed can be adjusted on the basis of engineering and traffic investigation". Two such adjustments are for high driveway density and narrow shoulder widths; which may reduce the 85th percentile speed as much as 10 mph. 8th Avenue The studied segments along 8th Avenue are summarized in Table 2, each of which has 60 or more driveways per mile. Further,three of the segments have a paved width of less than 30 feet,which includes any paved shoulder. Finally, as summarized in the table, most of the studied length is without curb or sidewalk. These characteristics all contribute to a recommended speed limit lower than suggested by the 85th percentile speed. In addition to the aforementioned characteristics,there is a segment of 8th Avenue with a horizontal curve between Glenn Road and Pierce Road. Such a deviation in the alignment is likely to cause limitations in sight distance required. Although there have not been any intersection related crashes in the past five years,an evaluation of the intersection sight distance for these intersections was conducted to determine their compliance with any recommended changes to the posted speed. Illustrations are provided of the sight triangles for a stop-controlled approach based on speeds of 35 mph and 30 mph. The yellow lines denote the required sight distances for each speed scenario. Figure A- 7 provides three illustrations of the sight distance requirements for vehicles making a right turn from Glenn Road. Condition (a) is based on the City's Street Standards (Section 7.6.5) for a stop-controlled approach onto a 30 mph roadway(Figure A- 7a). Condition(b) is also based on a 30 mph roadway, but is based on the distances defined in Chapter 9 of the AASHTO Green Book (Figure A- 7b). The Green Book provides a shorter distance for right turns as opposed to left turns, Condition (c) is based on the City's Standards for a stop-controlled approach onto a 35 mph roadway(Figure A- 7c). As shown in Figure A-7c,the sight triangle for an approach to a 35 mph roadway is obstructed by the existing dwelling on the northeast corner. Based on a field review conducted by City staff, the sight triangles for southbound right turning vehicles from Glenn Road are not met under any of the three stated conditions for the existing 25 mph speed. Vehicles turning left from Glenn Road have a sight distance of more than 1,000 feet to the west. Figure A-8 provides three illustrations of the sight distance requirements for vehicles turning from Pierce Road. Condition (a) is based on the City's Street Standards (Section 7.6.5) for a stop- controlled approach onto a 30 mph roadway (Figure A- 8a). Condition (b) is also based on a 30 mph roadway, but is based on the distances defined in Chapter 9 of the AASHTO Green Book (Figure A-8b). The Green Book provides a shorter distance for right turns as opposed to left turns. Condition(c) is based on the City's Street Standards for a stop-controlled approach onto a 35 mph roadway(Figure A- 8c). As shown in Figure A- 8c,the sight triangle for an approach to a 35 mph roadway is partially obstructed by the existing trees on the southwest corner. Based on a field review conducted by City staff, the sight triangles for right turning vehicles from Pierce Road are met for the 30 mph conditions (a&b) pursuant to the trimming of vegetation on the southwest quadrant. Vehicles turning left from northbound Pierce Road have a sight distance greater than 1,000 feet to the east. Vehicles turning left from southbound Pierce Road have a sight distance of approximately 600 feet to the west. A6 of A9 a Q Y r- .' ril�1At Y1,,''''':.:;-:;::-.. D ..,s _q * �i _._ �' r - �� i{ .:11„, ' , � 1 �'�p�r 4 ir.'. � f � N M1n.L 7 1 qct ;�* `k' ''' +. • • j V ' ` -1 .4.11'" : yv.a ,'-'°' 40 $t'' Avenin x '`;' :rt. , I s Ittkr" . 0, . NE � 11.-,_ �. l- ,,. l .'} il ..' U 0 yII no` F to r�`- E Jr 7 l� — .ti • o 1,ti v T -' •,.,,,,,,,_;._-..,,,,..,, 4 7 c :;:P::;•-;....! . Ir. - • - , r , , rs: _ , _ __ ,Il ,0 z E,. . — •1 ',,,1 ..'" , ,,',- •:1, 1 ;'' 'i i t ' .- -.,•,r. ';':7'``- 8th AV ,....J anus L n �f ~ t L ,Ari {S6 . E. . 't1 , y ' '. y ' l'.=*::'' .r _4 •1 . �. : :.- :1 r rr --- C -�'r(y" .4. 12 .r. ry", 2. i . + - . ; ill 0. h. ._,� .' `a Iu toil r 'Co` LI! or , - I O. , ' �� / ° 4 t Y { 1. ::1 y�. ,_'s 1.4. Is rA. 1:{f r �E r. J t h - , s S Avenue w Y.a r.r:. Figure A-7. Glenn Road at 8th Avenue Sight Distance (a) City of Spokane Valley Street Standards,30 mph Sight Distance (h) AASIITO 30 mph Intersection Sight Distance for Right Turns (c) City of Spokane Valley Street Standards,35 mph Sight Distance A7 of A9 a i �' I. 0! .14.:A*I s , to 1 , ,3 . _ ti ., . .., I . . . , - ..i. - -j 8th Avenue * — w 335f lit �1 290' 8tt Avenue ---. — I x- 1 ■ w c � +d } ._ w^.P• 1 L ill 8th Avenue .); r rrqpir I' ..7;417 3..-.. 7 r Figure A-8.Pierce Road at 8th Avenue Sight Distance (d) City of Spokane Valley Street Standards,30 mph Sight Distance (e) AASHTO 30 mph Intersection Sight Distance for Right Turns (I) City of Spokane Valley Street Standards,35 mph Sight Distance M of A9 McDonald Road The studied segments of McDonald Road are referenced in Table 1. The access density for each of the segments of McDonald Road between Mission and 4th is equal to or greater than 60 driveways per mile. However, all five studied segments have an average paved width of 40 feet or more and the entire length of McDonald between Mission and 16th has curb, sidewalk, and bicycle lanes. Given the aforementioned characteristics, no reductions to the 85th percentile speed are recommended along McDonald Road. In addition to the aforementioned characteristics, a field review was conducted by DEA of the 2- mile McDonald corridor to assess potential limitations in sight distance. Intersection sight distance is determined based on the posted speed of the roadway. It was found that no geometric constraints existed to limit the sight distance at the approaches along McDonald Road. However, there are several locations with potential visibility limitations due to fencing or vegetation, as described below: • The eastbound approach facing southbound at McDonald Road/11th Avenue has shrubs. within the driver's visibility at the southwest corner of the intersection. Visibility may be obstructed when the shrubs bloom. • The westbound approach facing southbound at McDonald Road/10th Avenue has an overgrown shrub within the driver's line of sight at the southeast corner of the intersection. Visibility may be obstructed when in bloom. • The eastbound approach facing northbound at McDonald Road/8th Avenue has a utility pole and a fence with vegetation within the driver's approach visibility on the northwest corner of the intersection. • /:. • w • Figure A- 9. McDonald Road at 8th Avenue eastbound, looking northbound A9 of A9