Transportation Technical Report

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1 Transportation Technical Report

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3 Puyallup Station Access Improvements Transportation Technical Report 4 South Jackson Street Seattle, WA February 26

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5 Puyallup Station Access Improvements Table of Contents Introduction Project Background Purpose of Technical Report Organization of Technical Report METHODOLOGY AND ASSUMPTIONS RELEVANT PLANS, POLICIES, AND COORDINATION AFFECTED ENVIRONMENT Study Area Existing Transportation Conditions Roadway Network Traffic Volumes Traffic Operations Public Transportation Freight Rail Transportation Non-motorized Transportation Parking Safety LONG-TERM IMPACTS Roadway Network Traffic Volumes No Build Alternative Build Alternative Traffic Operations Public Transportation Freight Rail Transportation Non-motorized Transportation Parking Safety Transportation Technical Report February 26 i

6 Puyallup Station Access Improvements 6 CONSTRUCTION SEQUENCING AND IMPACTS Construction Duration and Phasing Construction Impacts Haul Routes INDIRECT AND SECONDARY IMPACTS POTENTIAL MITIGATION MEASURES Potential Traffic Mitigation Measures Transit Mitigation Freight Mitigation Rail Transportation Mitigation Non-motorized Mitigation Parking Mitigation Safety Mitigation Construction Mitigation List of Tables Table 4-. Level of Service Thresholds Table 4-2. Existing Peak Hour LOS Table 4-3. Average Travel Times (minutes) Table 4-4. Bus Routes and Sounder Trains Serving the Puyallup Station Table 4-. Freight and Goods Transportation System Classifications Table 4-6. Puyallup Station Parking Facilities Table 4-7. On-street Parking Survey near Puyallup Station Table 4-8. Existing Crashes by Severity (January 2 to April 2) Table 4-9. Existing Crashes by Type (January 2 to April 2) Table No Build Alternative and Build Alternative Peak Hour LOS Table No Build and Build Alternatives Average Travel Times (minutes)... - Table Build Alternative with Mitigation Peak Hour LOS ii Transportation Technical Report February 26

7 Puyallup Station Access Improvements List of Figures Figure 4-. Puyallup Station Study Area Figure 4-2. Traffic Volume 24 Existing Figure -. Forecasted Traffic Volumes No Build Alternative 23 Peak Hour... - Figure -2. Forecasted Traffic Volumes Build Alternative 23 Peak Hour Figure -3. Summary of Proposed Improvements... - List of Appendices A B C Traffic Operations Methodology and Assumptions Report for Puyallup Station Non-Motorized Methodology and Assumptions Report for Puyallup Station Existing Traffic Counts for Puyallup Station Transportation Technical Report February 26 iii

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9 Puyallup Station Access Improvements Acronyms and Abbreviations ADA CFR City FGTS LOS MAP 2 MEV mph NEPA RCW SEPA Sound Transit Americans with Disabilities Act Code of Federal Regulations City of Puyallup Freight and Goods Transportation System level of service Moving Ahead for Progress in the 2st Century Act million entering vehicles miles per hour National Environmental Policy Act Revised Code of Washington State Environmental Policy Act Central Puget Sound Regional Transit Authority ST2 Sound Transit 2 TWSC WSDOT two way stop controlled Washington State Department of Transportation Transportation Technical Report February 26 v

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11 Puyallup Station Access Improvements INTRODUCTION. Project Background The project would be located on the Eagles site west of the existing station at 22 th Street NW, Puyallup, WA. The project includes maintaining the majority of existing parking spaces at the Sounder station surface lot and building a structured parking garage at the station. The proposed project includes a new five level, approximately 3 space parking garage, and expands an existing surface lot from 68 to 66 parking spaces. The total increase in parking from the project is 6 spaces. The existing 364 parking spaces located immediately adjacent to the Puyallup Sounder Station, and 29 leased parking spaces at the Red Lot would remain. On completion of the project, the total Puyallup Station dedicated parking spaces would be,22. The project also includes flashing yellow arrows to improve intersection operations in some locations, and non motorized improvements, such as sidewalks, curb ramps, street lighting, flashing beacon, and two optional pedestrian bridges. Also included would be bicycle facilities consisting of a new approximately one mile bicycle lane within existing pavement and bicycle storage in the parking garage. The proposed parking garage would be the tallest structure of the project, and would be approximately feet tall. The parking garage would be a concrete structure with exterior architectural features. Landscaping, including trees, would be incorporated into the site design. The landscaping would be consistent with the design goals of providing an aesthetically pleasing, functional building that works within the context of its surroundings. The project would provide stormwater runoff control and treatment. The final control method would be determined during final design of the project. Sound Transit also would provide water quality treatment for pollution generating impervious surface. Because the parking facility would be in an urban area, a treatment technology with a small footprint would be used, such as linear modular wetlands or Filterra Biofiltration Units (which are like bioretention areas), as part of the on site landscaping. The project is anticipated to acquire five private properties and one parcel of city right of way. Temporary construction easements will be needed for one or more properties. The project site currently contains: Two fuel storage tanks surrounded by a concrete enclosure. A one story wooden structure (,983 square feet). A one story wooden structure (93 square feet). A one story wooden structure (32 square feet). A two story masonry structure (6,328 square feet). This is building is currently owned and used by the Fraternal Order of Eagles, Daffodil Aerie 238. Transportation Technical Report February 26

12 Puyallup Station Access Improvements The current use of the project site is the Fraternal Order of Eagles, Daffodil Aerie 238 meeting hall and two associated parking lots. The project site also includes two parcels of land that are not actively used, which contain some abandoned structures. All structures will be demolished. The project would include removal of a natural gas line and structure that connects to the parcel on which the Eagles building sits. Sound Transit would provide mitigation measures to improve traffic operations, which are proposed as follows: () install a traffic signal at the intersection of 7th Street NW and Stewart Avenue with a left turn pocket on each approach, and (2) construct a right turn pocket on the eastbound approach of the Meridian/Stewart Avenue intersection. Final mitigation for all traffic impacts would be determined in conjunction with the City. 2 Transportation Technical Report February 26

13 Puyallup Station Access Improvements.2 Purpose of Technical Report This technical report presents detailed findings from the technical transportation analysis conducted as part of the environmental review for the Puyallup Station Access Improvements Project. The analysis evaluates potential project impacts and develops proposals to mitigate project impacts, where warranted..3 Organization of Technical Report In addition to this Chapter, Introduction, the technical report comprises the following chapters: Chapter 2, Methodology and Assumptions, summarizes the analysis methods used to assess the alternatives in this technical report. Chapter 3, Relevant Plans, Policies, and Coordination, provides information regarding guiding regulations, plans, and policies and agency participation in the planning and analysis processes. Chapter 4, Affected Environment, discusses current transportation conditions. Chapter, Long Term Impacts, describes anticipated impacts on all modes of travel. Chapter 6, Construction Sequencing and Impacts, discusses the sequence of construction activities and expected impacts due to project construction activities. Chapter 7, Indirect and Secondary Impacts, describes the potential effects that may occur later in time or some distance from the project. Chapter 8, Potential Mitigation Measures, describes the potential measures that could be implemented to mitigate effects of the project. Transportation Technical Report 3 February 26

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15 Puyallup Station Access Improvements 2 METHODOLOGY AND ASSUMPTIONS The methodology and assumptions used to analyze the transportation impacts of the Puyallup Station Access Improvements have been compiled in two documents: Puyallup Station Access Improvements Project Traffic Operations Analysis Methodology and Assumptions (Appendix A), and the Puyallup Station Access Improvements Project Non motorized Analysis Methodology and Assumptions (Appendix B). These methodology and assumption documents provide the following information: Introduction Study Area Data Collection Analysis Techniques and Models Measures of Effectiveness Identification of Operational Impact Documentation Future Ridership Distribution Transportation Technical Report 2 February 26

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17 Puyallup Station Access Improvements 3 RELEVANT PLANS, POLICIES, AND COORDINATION Transportation facilities and functions are governed by national, state, regional, and local laws, plans, and policies. These regulations identify goals, infrastructure needs, and performance standards for various transportation modes and systems. This transportation analysis is guided by the following laws, regulations, and plans: National Environmental Policy Act (NEPA) State Environmental Policy Act (SEPA) Moving Ahead for Progress in the 2st Century Act (MAP 2), Public Law 2 4 Washington State Growth Management Act (Revised Code of Washington [RCW] 36.7A.7) ST2 Plan, approved November 4, 28 Washington State Transportation Plan (Washington State Department of Transportation [WSDOT], November 4, 26) Puyallup Comprehensive Plan Puyallup Transportation Improvement Program The Puyallup Station improvements, as well as other transportation improvements within the study area, are identified in and are consistent with the local plans listed above. Transportation Technical Report 3 February 26

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19 Puyallup Station Access Improvements 4 AFFECTED ENVIRONMENT This chapter documents the affected environment for this transportation analysis by defining the study area and describing the 24 existing transportation conditions. The 24 existing transportation conditions serve as the basis against which conditions projected for 23, the project design year, will be compared. 4. Study Area The proposed project would build a parking garage west of the station and provide pedestrian and bicycle improvements at the Puyallup Station. The Puyallup Station is located between North Meridian Street and th Street NW, as shown in Figure 4. Ingress and egress driveways to the Puyallup Station parking lots are located on W Stewart Avenue, W Main Street, th Street NW, and 3rd Avenue NW. Roadway segments and intersections were selected for analysis in coordination with City of Puyallup (City) staff and include the roadway network in the vicinity of the existing and proposed station area parking lots, the nearby railroad crossings, and all driveways to the existing and proposed station area parking lots. 4.2 Existing Transportation Conditions The transportation facilities, service types, and conditions that exist in the study area in 24 are listed below and discussed in subsequent sections. Roadway Network: Roadway type and facilities within the study area Traffic Volumes: Peak hour intersection volumes at all study area intersections and daily volumes at several locations throughout the study area Traffic Operations: Intersection level of service and average vehicle delay, as well as average travel time on key corridors Public Transportation: Summary of transit routes and stops within the study area Freight: Summary of freight routes and freight volumes at study area intersections Rail Transportation: Summary of rail facilities and users within the study area Non motorized Transportation: Bicycle and pedestrian facilities and non motorized volumes at the study area intersections Parking: Summary of parking facilities supply and utilization Safety: Summary of safety issues at intersections within the study area Transportation Technical Report 4 February 26

20 6TH AVE NW Grayland Park 8TH ST NW W STEWART 3RD AVE NW 8TH ST NW 2ND AVE NW 3 7TH ST NW 7TH ST NW 2 6TH ST NW 6TH ST NW TH ST NW 2 3 4TH ST NW TH AVE NW 3RD ST NW 4TH AVE NW 8 9 2ND ST NW W MA IN N MERIDIAN 2ND ST NE ND ST NW TH AVE NE 3RD ST NE 4TH ST NE 4TH ST NE 4TH AVE NE SPRING ST 2ND AVE W MEEKER 23 Document Path: P:\364_SoundTransit\Puyallup_Sumner_Stations\PH_Basemap\Figure PuyallupStation_Intersections.mxd 7TH ST SW 4 6TH ST SW 9 TH AVE SW 7TH AVE SW 9TH AVE SW TH ST SW 4 4TH ST SW 4TH ST SW W PIONEER E PIONEER 3RD ST SW 2ND ST SW 2 Pioneer Park S MERIDIAN S MERIDIAN 24 2ND ST SE 3RD ST SE 27 9TH AVE SE 4TH ST SE 4TH AVE SE 4TH ST SE Feet 2 Analyzed Intersections Driveway Turn Movement Intersection Turn Movement Railroad Crossing Station Location Existing Parking Railroad New Parking Garage New Surface Parking Figure 4- Puyallup Station Study Area

21 Puyallup Station Access Improvements 4.2. Roadway Network The project area is served by a network of roadways consisting of principal arterials, minor arterials, collector streets, and local streets. The Meridian (southbound) and 2nd Street NE/3rd Street SE (northbound) couplet is a principal arterial through the study area, with two lanes in each direction. This one way couplet is one of the primary north south roadways through Puyallup, and connects the downtown central business district with the valley to the north and with the commercial area on South Hill. The Meridian (southbound) portion of the couplet runs directly through the central business district. This is a 2 mile per hour (mph) roadway with highly utilized on street parking on both sides of the street and curb extensions at intersections in the study area. The 2nd Street NE/3rd Street SE (northbound) portion of the couplet is a 3 mph roadway on the eastern boundaries of the central business district. Parking is available on both sides of the street, but is not as highly utilized as on Meridian. Pioneer is a principal arterial with two lanes west of Meridian, and three lanes, including a center turn lane, east of Meridian. The speed limit is 2 mph east of th Street SW and 3 mph west of th Street SW; parking is available on both sides of the street west of Meridian. Stewart Avenue is a minor arterial that parallels the railroad tracks to the north. The speed limit is 2 mph east of Meridian, 3 mph between Meridian and th Street NW, and 3 mph west of th Street NW. Stewart Avenue is a two lane roadway that widens at intersections to include a center turn lane. th Street (west) is a north south minor arterial with a 3 mph speed limit. In the study area, it is primarily a three lane roadway, including a center turn lane, except for a short two lane section between 2nd Avenue NW and the railroad tracks. All other roadways in the study area are classified as local roads, and typically have a 2 mph speed limit Traffic Volumes Existing weekday turning movement counts were collected on November 8, 24 between 3:3 and 7: pm at the study area intersections identified in Figure 4. These included intersections, railroad crossings, and driveways. The counts collected the total number of vehicles, heavy vehicles, pedestrians, and bicycles. Typically, turn movement counts are aggregated into minute periods, but because Sounder train related traffic fluctuates in shorter durations, traffic volumes were aggregated into minute periods. The peak period was analyzed because the short duration surges in traffic volumes after the arrival of each Sounder train in the evening commute have a greater impact on the surrounding transportation network than comparatively steady traffic volumes accessing the station during the morning Transportation Technical Report 4 3 February 26

22 Puyallup Station Access Improvements commute. Also, traffic volumes are higher during the evening commute period compared to the morning commute period. Daily (24 hour) traffic counts were collected over a 3 day period at locations in the study area: th Street SW south of Pioneer Meridian south of Pioneer 3rd Street SE south of Pioneer 4th Street NW north of Stewart Avenue Meridian north of Stewart Avenue 2nd Street NE north of Stewart Avenue Stewart Avenue west of 7th Street NW Pioneer west of 7th Street NW Main Street east of 2nd Street NE/3rd Street SE Pioneer east of 2nd Street NE/3rd Street SE The daily (24 hour) traffic volumes range between 8, and 3, vehicles per day. Figure 4 2 summarizes the existing 24 traffic volumes during the peak hour. All of the peak period and daily traffic count information is included in Appendix C Traffic Operations Intersection Operations A common method of measuring traffic operations is level of service (LOS), a scale ranging from A to F, to designate the LOS depending on the delay conditions at the intersection. LOS A represents the best conditions with minimal delay and LOS F represents the worst conditions with severe congestion. Table 4 lists the intersection LOS delay thresholds for signalized and stop controlled intersections. At signalized intersections, LOS is calculated based on the delay of all vehicles entering the intersection. At two way stop controlled (TWSC) intersections the LOS is calculated based on the worst stopped approach. The delay thresholds are also lower for stop controlled intersections because driver behavior considerations make delays at stop controlled intersections more onerous. For example, at a signalized intersection, drivers may relax during the red interval while waiting for the green interval, but drivers on the stopped approach of a stop controlled intersection must remain attentive to the task of identifying acceptable gaps in oncoming traffic. 4 4 Transportation Technical Report February 26

23 Unsignalized Intersection Signalized Intersection New Parking Garage New Surface Parking rayland Park 6TH AVE NW TH AVE NE 7TH ST NW N MERIDIAN 2ND ST NE W STEWART 3RD AVE NW TH AVE NW 4TH ST NE 3RD ST NE 2ND ST NW 8TH ST NW 3RD ST NW 4TH ST NW TH ST NW 6TH ST NW 4TH AVE NE 2ND ST NW 4TH AVE NW W MAIN 2ND AVE 6TH ST NW 7TH ST NW 8TH ST NW 4TH ST NE 2nd Ave NW 3 8 SPRING ST W MEEKER W PIONEER E PIONEER 4 9 Pioneer Park TH ST SW 6TH ST SW 7TH ST SW 3RD ST SE 4TH ST SE 2ND ST SW 2ND ST SE 3RD ST SW 4TH ST SW S MERIDIAN 4TH AVE SE TH AVE SW th ST NW / Stewart Ave 7th ST NW / 3rd Ave NW th ST SW / Main 7th ST SW / Pioneer Eagles Lot Driveway(exit) / 3rd Ave NW 6th ST NW / 3rd Ave NW th ST NW / 2nd Ave NW 6th ST NW / Main th ST SW / Pioneer 4th ST NW / th ST NW / Stewart Ave th ST NW / 3rd Ave NW th ST NW / 2nd Ave NW th ST NW / th ST SW / Main th ST SW / Pioneer Stewart Ave / North Lot Driveway(West) Stewart Ave / North Lot Driveway(Center) Stewart Ave / North Lot Driveway(East) Main Ave / Station Lot Driveway(West) Main / 3rd ST SW / Station Lot Driveway(East) 2nd ST SW / Pioneer Meridian / Stewart Ave Meridian / Main Meridian / Meeker Meridian / Pioneer nd ST NE / Stewart Ave / Main 2nd ST NE / 3rd ST SE / Main / Spring X X 3 2 3rd ST SE / Pioneer Figure 4-2 Puyallup Traffic Volume - 24 Existing Puyallup Station Access Improvements

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25 Puyallup Station Access Improvements Table 4-. Level of Service Thresholds Note: The LOS criteria are based on control delay, which includes initial deceleration delay, queue move-up time, stopped delay, and final deceleration delay. Two traffic model analysis tools, Synchro and VISSIM, were used to capture the impacts of the proposed project. The tools are described in more detail in the methodology and assumptions document in Appendix A. Synchro was used to model existing signal timing plans and to optimize signal timing plans for the future scenarios for signalized study area intersections. Vehicle trips generated by Sounder station service occur in short duration surges, with high vehicle flows for short periods after the arrival of a train, and low vehicle flows between train arrivals. VISSIM explicitly models these short duration surges, impacts from rail crossings on nearby intersections, and impacts from closely spaced intersections. Therefore, VISSIM was used to calculate the intersection delay and corresponding intersection LOS for the study area intersections. Pedestrians, bicycles, and trains, as well as buses stopping at bus stops and vehicles performing on street parking maneuvers, were also modeled, thereby capturing the impact of these modes and maneuvers on the transportation system. The City s performance threshold for intersections is LOS D. Average Control Delay per Vehicle (seconds) Level of Service Signalized Intersections Stop-controlled Intersections A B > and 2 > and C > 2 and 3 > and 2 D > 3 and > 2 and 3 E > and 8 > 3 and F > 8 > The existing peak hour LOS and delay for the study area intersections evaluated are shown in Table 4 2. The average delay for all vehicles is reported for signalized intersections and delay is reported for the worst operating stopped approach at unsignalized intersections. As shown in Table 4 2, all of the study area intersections meet the City s LOS performance threshold. Transportation Technical Report 4 7 February 26

26 Puyallup Station Access Improvements No. Name Table 4-2. Existing Peak Hour LOS Intersection Intersection Control LOS Delay (sec./vehicle) 7th Street NW and Stewart Avenue TWSC C 2 7th Street NW and 3rd Avenue TWSC A 7 3 7th Street SW and Main TWSC A 6 4 7th Street SW and Pioneer TWSC B 4 Eagles Lot Driveway (exit) and 3rd Avenue NW TWSC A 6 6 6th Street NW and 3rd Avenue NW TWSC A 7 7 6th Street NW and 2nd Avenue NW TWSC A 6 8 6th Street NW and Main TWSC A 6 9 6th Street SW and Pioneer TWSC B 4th Street NW/th Street NW/Stewart Avenue Signal C 26 th Street NW and 3rd Avenue TWSC B 2 th Street NW and 2nd Avenue TWSC B 2 3 th Street (west) and Main Signal B 4 th Street SW and Pioneer Signal C 24 Stewart Avenue and North Lot Driveway (west) TWSC B 6 Stewart Avenue and North Lot Driveway (center) TWSC A 7 Stewart Avenue and 2nd Street NW/North Lot Driveway (east) TWSC C 8 Main and Station Lot Driveway (west) TWSC A 8 9 Main and 3rd Street SW/Station Lot Driveway (east) TWSC A 9 2 2nd Street SW and Pioneer TWSC B 2 2 Meridian and Stewart Avenue Signal D Meridian and Main Signal B 8 23 Meridian and Meeker Signal B 24 Meridian and Pioneer Signal B 2 2nd Street NE/Stewart Avenue/Main Signal B nd Street NE/3rd Street SE and Main/Spring Street TWSC C rd Street SE and Pioneer Signal C Travel Time Analysis Average travel times from VISSIM along key corridors are summarized in Table 4 3. As shown, travel times range between.8 minutes and 3.2 minutes. The travel times are similar per direction when both directions were surveyed, except for the travel time segment along Stewart Avenue where eastbound travel times are minute longer than westbound travel times. 4 8 Transportation Technical Report February 26

27 Puyallup Station Access Improvements Table 4-3. Average Travel Times (minutes) Segment Direction Travel Time Meridian th Avenue to Pioneer Southbound.9 Pioneer 6th Street SW to 3rd Street SE th Street th Avenue NW to 4th Avenue SW Stewart Avenue 8th Street NW to 2nd Street NE Public Transportation Westbound 3.2 Eastbound 3. Southbound 2. Northbound.8 Westbound 2.6 Eastbound 3.6 Public transportation options are available within the study area. Table 4 4 summarizes the Pierce Transit and Sound Transit bus routes and Sounder commuter trains that serve the Puyallup Station during the evening commute. Table 4-4. Bus Routes and Sounder Trains Serving the Puyallup Station Service Provider and Route Frequency Station Served/Route Notes Pierce Transit Between Puyallup and Downtown Tacoma Between Puyallup and Federal Way Between Puyallup and South Tacoma 42 Puyallup Connector 3 minutes all day 49 Between South Hill Mall Transit Center and Puyallup Station 3 6 minutes throughout the day Serves Puyallup Station. 3-6 minutes throughout the day Serves Puyallup Station. 6 minutes all day Serves Puyallup Station. 2 3 minutes during the 3-hour peak period only 3 Between Puyallup and Fife 3 6 minutes all day Sound Transit 78 Between Puyallup and Seattle Sounder Trains Between Lakewood and Seattle 3 minutes throughout the day with service not available during the 3-hour AM and peak periods 2-3 minutes during the 3-hour AM and peak periods Serves Puyallup Station. 2-month demonstration route. Serves Puyallup Station. Provides service from Puyallup Station to South Hill Mall Transit Center during the evening commute only. Buses coincide with Sounder trains. Serves Puyallup Station. 2-month demonstration route. Serves Puyallup Station. No southbound service is provided during the evening commute. Serves Puyallup Station. Transportation Technical Report 4 9 February 26

28 Puyallup Station Access Improvements 4.2. Freight Truck freight within the Puget Sound region is transported along a system of designated freight routes that consist of freeways and arterial streets connecting major freight destinations. The Washington State Freight and Goods Transportation System (FGTS) is used to classify roadways according to the average annual gross truck tonnage they carry. Truck tonnage values are derived from actual or estimated truck traffic count data that are converted into average weights by truck type. Classifications range from T, which includes roadways that carry over million tons per year, to T, which includes roadways that carry over 2, tons in 6 days (Table 4 ). Jurisdictions determine their designated truck route system according to the FGTS classifications. Table 4-. Freight and Goods Transportation System Classifications FGTS Classification T- More than million tons T-2 4 to million tons T-3 3, to 4 million tons T-4, to 3, tons Annual Gross Tonnage T- At least 2, tons in 6 days and less than, tons per year Source: Washington State Freight and Goods Transportation System 23 Seattle, Tacoma, and Everett Urbanized Area Stewart Avenue is the only FGTS classified (T3) roadway in the study area. Other facilities in the study area carry truck traffic; however, they are not designated as freight routes. Most truck traffic provides local deliveries to nearby businesses and residential areas. During the peak hour, trucks account for to percent of vehicle traffic at study area intersections Rail Transportation The main BNSF railroad line through the region travels east west through the study area, paralleling Stewart Avenue. The four at grade crossings within the study area are located at 7th Street NW, 4th Street NW/th Street NW, Meridian, and 2nd Street NE/3rd Street SE. The rail line is used by freight train, passenger rail, and commuter rail services Freight Trains During the 3 hour peak period, freight trains arrive at a rate of approximately one per hour, and range in length from 4 cars to 3 cars (average train includes cars). The gates are typically closed between :4 and 3: minutes with the average gate closure of 2:3 minutes. The main BNSF rail line through the corridor is a major freight route for freight trains; however, BNSF has an agreement with Amtrak and Sound Transit to minimize freight traffic during commute hours to give passenger service priority. 4 Transportation Technical Report February 26

29 Puyallup Station Access Improvements Passenger Trains Passenger rail service in the study area includes two passenger rail routes along the BNSF tracks: the Amtrak Cascades route from Vancouver, British Columbia, to Eugene, Oregon and the Coast Starlight route from Seattle to Los Angeles. These two routes result in five passenger trains operating along the BNSF tracks daily in each direction. During the 3 hour peak period, one northbound and one southbound passenger train would travel through the study area resulting in gate closures of less than 6 seconds Sounder Commuter Trains Sounder commuter rail service, operated by Sound Transit, also uses the BNSF tracks in the study area. The Seattle to Lakewood route operates trains per day (8 peak direction/2 offpeak direction) on weekdays and provides weekend service for events at Safeco Field and CenturyLink Field. The Sounder Station in Puyallup is oriented in an east west direction and is located along the BNSF railroad between the rail crossings at Meridian and 4th Street NW/th Street NW. Northbound trains travel eastbound through the study area while southbound trains travel westbound through the study area. Gate operations at the rail crossings are influenced differently by trains stopping at the station and their respective approaches.. As southbound trains approach the station, the gates at the Meridian and 4th Street NW/th Street NW close. Once the southbound train has completely stopped at the station, the gates at both adjacent crossings open while the train is stopped at the station. Once the train begins leaving the station, the gate at 4th Street NW/th Street NW closes until the train has cleared the crossing. When northbound trains are approaching the station, the gates at 4th Street NW/th Street NW and Meridian close. Once the northbound train has completely stopped at the station, the gates open at the 4th Street NW/th Street NW crossing but the gates at the Meridian crossing remain closed. The gates at the Meridian crossing stay closed until the train leaves the station and has cleared the crossing Non-motorized Transportation Pedestrian and Regional Trail Facilities Pedestrian facilities were evaluated within a.2 mile radius of the station platform. There are no regional trails within.2 mile of the station. Sidewalks in the station area are fully built out. There are curb extensions at West Main Avenue and 3rd Street SW at the entrance to the station s existing surface lot, with marked pedestrian paths through the lot to the station platform. Pedestrian crossings at the east and Transportation Technical Report 4 February 26

30 Puyallup Station Access Improvements west ends of the station platform are signalized and gated, and a fence runs between the tracks along the station platform to prevent pedestrians from crossing the tracks between the controlled crossings. Sounder riders walking to and from home currently comprise less than percent of all riders who board at Puyallup Station. Unless residential density around the station increases, this proportion is not expected to change substantially with the adding of more trains, long term growth in overall ridership, or potential investments as a result of this project. Overall, a larger proportion of Sounder riders walking to Puyallup Station park on city streets and in parking facilities away from the station and walk to and from the station to these outlying parking spaces, as shown in Table 4 6 below Bicycle Facilities Bicycle facilities were evaluated within a. mile radius of the station platform. The City recently installed sharrows (pavement markings indicating that bicycles are sharing the road) on th Street NE to close a gap in the Riverwalk Trail, which runs along the south side of the Puyallup River between the east and west city limits. There are no other on street bicycle facilities in the city of Puyallup. Bicycle lockers and racks are located on the station platform. Sounder riders who bicycle to and from the Puyallup Station represent less than percent of all riders; this proportion is unlikely to change substantially as a result of the potential investments of this project or other future changes Parking Parking surveys were conducted to inventory the dedicated off street parking lots and the supply and use of unrestricted on street parking near the station. Table 4 6 summarizes the existing dedicated parking facilities and the additional parking near the Puyallup Station. Table 4-6. Puyallup Station Parking Facilities Puyallup Station Dedicated Parking Facilities Station Parking Lot North 62 Station Parking Lot South 32 Existing Eagle Lot (Lease) 68 Subtotal Close-in Parking 432 Red Lot (Fairgrounds) 29 Dedicated Sounder Parking 6 Additional Parking South Hill Park-and-Ride 34 Unrestricted on-street parking on Spring Street (between 3rd Street SE and th Street SE) 9 Additional Parking 444 Available Sounder Parking,9 4 2 Transportation Technical Report February 26

31 Puyallup Station Access Improvements With the exception of ADA accessible spaces, percent of the 432 Puyallup Station dedicated parking spaces are utilized on weekdays. Utilization of the Red Lot and South Hill Park and Ride is approximately 8 percent and 6 percent, respectively. The unrestricted on street parking on Spring Street is percent utilized on weekdays. Parking supply and utilization on Spring Street was estimated as described below. An unrestricted on street parking survey was conducted on Spring Street between 3rd Street SE and th Street SE because this parking does not have time restrictions and is used by Sounder train passengers. On the south side of Spring Street, the parallel parking does not have demarcations defining parking spots. On the north side of Spring Street, parking is perpendicular in the gravel area between Spring Street and the railroad tracks to the north within the BNSF right of way. Similar to the south side of the street, the perpendicular parking does not have demarcations defining parking spots. The number of vehicles parked along Spring Street between 3rd Street SE and th Street SE were surveyed before each of the peak period Sounder trains arriving at the station, and then after the passengers from the final train had left. The parking capacity along Spring Street is 9 vehicles and it was fully utilized prior to the first train arriving at the station. After passengers from the final train had departed, there were approximately 3 vehicles remaining on Spring Street. Table 4 7 summarizes the results of the on street parking survey along Spring Street between 3rd Street SE and th Street SE. Survey Time Table 4-7. On-street Parking Survey near Puyallup Station Vehicles Parked in BNSF Right-of-way (north) Vehicles Parked on the South Side of the Street Vehicles Parked on Spring Street 3:4 pm : pm :3 pm : pm :2 pm 4 6 :4 pm : pm :3 pm : pm Safety Crash data were obtained from the City for over 4 years between January 2 and April 2 within the study area. Crash rates were calculated for the study area intersections as number of crashes per million entering vehicles (MEV). Crash data were reviewed to identify which, if any, Transportation Technical Report 4 3 February 26

32 Puyallup Station Access Improvements of the study area intersections, had high crash rates and/or safety concerns. Table 4 8 summarizes the intersection locations, intersection volumes, crash severity, and crash rate. Table 4-8. Existing Crashes by Severity (January 2 to April 2) Intersection Average Daily No. Name Traffic Fatality Injuries Crash Severity Property Damage Only Intersection Crash Rate (crashes/mev) 7th Street NW and Stewart Avenue 2, th Street NW and 3rd Avenue 3, th Street SW and Main 2, th Street SW and Pioneer 3, Eagles Lot Driveway (exit) and,3. 3rd Avenue NW 6 6th Street NW and 3rd Avenue NW,7. 7 6th Street NW and 2nd Avenue 76. NW 8 6th Street NW and Main,. 9 6th Street SW and Pioneer 2,23. 4th Street NW/th Street NW and 8, Stewart Avenue th Street NW and 3rd Avenue 2, th Street NW and 2nd Avenue, th Street (west) and Main 3, th Street SW and Pioneer 2, Stewart Avenue and North Lot 8,7. Driveway (west) 6 Stewart Avenue and North Lot 8,7.8 Driveway (center) 7 Stewart Avenue and 2nd Street 8, NW/North Lot Driveway (east) 8 Main and Station Lot Driveway 4,8. (west) 9 Main and 3rd Street SW/Station, Lot Driveway (east) 2 2nd Street SW and Pioneer 9, Meridian and Stewart Avenue 2, Meridian and Main, Meridian and Meeker 4, Meridian and Pioneer 22, nd Street NE/Stewart 8, Avenue/Main 26 2nd Street NE/3rd Street SE and, Main/Spring Street 27 3rd Street SE and Pioneer 2, Source: Puyallup Crash Data from January 2 to April Transportation Technical Report February 26

33 Puyallup Station Access Improvements The only intersection with a crash rate over. MEV is the intersection of 7th Street NW at Stewart Avenue. Of the 2 crashes that occurred over the study period at 7th Street NW at Stewart Avenue, crashes resulted in injuries and crashes resulted in property damage only. In addition to 7th Street NW at Stewart Avenue intersection, the other two intersections that had over 2 crashes over the 4+ year period included Meridian at Pioneer and 3rd Street SE at Pioneer. The majority of the crashes at the 27 study area intersections resulted in property damage only (27 crashes of the 9 total crashes). The only fatality that occurred at study area intersections within the station area was at th Street NW and 2nd Avenue NW, which was a pedestrian related crash. In addition to summarizing crashes by severity, study intersection crashes were summarized by type in Table 4 9. The most common type of crashes at the 27 study area intersections included angle and left turn crashes. Other prevalent crash types included rear end, sideswipe, and right turn collisions. Six crashes involved bicyclists and seven crashes involved pedestrians. Table 4-9. Existing Crashes by Type (January 2 to April 2) Intersection Crash Type No. Name 7th Street NW and Stewart Avenue 2 7th Street NW and 3rd Avenue Angle Rear-end Sideswipe Right-turn Transportation Technical Report 4 February 26 Left-turn U-turn Reverse Travel Fixed Object th Street SW and Main 4 7th Street SW and Pioneer Eagles Lot Driveway (exit) and 3rd Avenue NW 6 6th Street NW and 3rd Avenue NW 7 6th Street NW and 2nd Avenue NW th Street NW and Main 9 6th Street SW and Pioneer 4th Street NW/th Street NW/ and Stewart Avenue Pedacyclist Pedestrian

34 Puyallup Station Access Improvements Table 4-9. Existing Crashes by Type (January 2 to April 2) (continued) Intersection Crash Type No. Name th Street NW and 3rd Avenue 2 th Street NW and 2nd Avenue 3 th Street (west) and Main 4 th Street SW and Pioneer Stewart and North Lot Driveway (west) 6 Stewart Avenue and North Lot Driveway (center) 7 Stewart and 2nd Street NW/North Lot Driveway (east) 8 Main and Station Lot Driveway (west) 9 Main and 3rd Street SW/Station Lot Driveway (east) 2 2nd Street SW and Pioneer 2 Meridian and Stewart Avenue Angle Rear-end Sideswipe Right-turn Left-turn U-turn Reverse Travel Fixed Object Meridian and Main Meridian and Meeker 3 24 Meridian and Pioneer nd Street NE and Stewart Avenue/Main 26 2nd Street NE/3rd Street SE and Main/Spring Street 27 3rd Street SE and Pioneer Source: Puyallup Crash Data from January 2 to April Pedacyclist Pedestrian 4 6 Transportation Technical Report February 26

35 Puyallup Station Access Improvements LONG-TERM IMPACTS This chapter describes the transportation facilities, service types, and conditions that are expected to exist in the study area in 23 for the No Build and Build alternatives. The Build Alternative transportation conditions are compared with those of the No Build Alternative to identify project related impacts on transportation and potential mitigation measures for adverse impacts. As was done for existing conditions, quantitative traffic analyses for 23 were developed only for the peak hour. This is because the short duration surges in traffic volumes that occur after the arrival of each Sounder train in the evening commute have a greater impact on the surrounding transportation network than comparatively steady traffic volumes accessing the station during the morning commute; moreover, there are higher traffic volumes during the peak period compared to the AM peak period. Modifications to the transportation system assumed to be in place under the No Build and Build alternatives are described in detail in the following subsection. The effects of the Build Alternative were analyzed assuming the proposed Puyallup Station Access Improvements were in place. Potential mitigation measures to improve conditions were identified for the Build Alternative and are described in more detail in Chapter 8.. Roadway Network The roadway configuration and the 27 study area intersections for the 23 No Build Alternative would be the same as existing conditions summarized in the affected environment section. With the Build Alternative, 3rd Avenue between th Street NW and 6th Street NW would be vacated. There would likely be two driveways accessing the new parking garage and lot: one on 3rd Avenue NW west of 6th Street NW, and one on 2nd Avenue NW between th Street and 6th Street NW. There would be multiple routes for users to access the proposed parking garage, including 4th Street NW/th Street NW, W Main Avenue, W Stewart Avenue, and 7th Street NW. At the intersection of th Street NW and 2nd Avenue NW (Intersection No. 2), eastbound left turns would not be allowed; therefore, traffic exiting the new parking garage or lot via 2nd Avenue NW would be forced south on th Street NW. A pedestrian signal would also be installed on th Street NW at the 2nd Avenue NW intersection to facilitate pedestrian movements between the Puyallup Station and the parking garage. Flashing yellow arrows would be included to improve intersection operations at four locations: W Stewart Ave and 7th Street NW, W Main Avenue and th Street SW, W Pioneer Avenue and th Street SW, and 9th Avenue SW and th Street SW. Transportation Technical Report February 26

36 Puyallup Station Access Improvements.2 Traffic Volumes.2. No Build Alternative The 23 No Build Alternative traffic volumes were forecasted using a cumulative growth rate of. percent annually. This growth rate was provided by staff from the Puget Sound Regional Council and applied globally to existing traffic volumes to forecast 23 traffic volumes. Traffic volumes in the study area are generally expected to increase by approximately to 2 percent between 24 and 23 due to regional population and employment growth. By the end of 27, Sound Transit plans to operate 3 daily round trips on the Sounder South Line, with at least 9 of these trips operating in the peak direction during the 3 hour commute window. It was assumed that by 23 Sound Transit would operate daily round trips in the peak direction during the 3 hour commute window. This would allow a Sounder train to run every 2 minutes during the entire 3 hour evening peak period. A number of variables (outlined in Appendix A) would affect future vehicular traffic volumes from Sounder passengers traveling on the ten southbound trains in the peak direction during the 3 hour commute window: number of Sounder riders (,6 passengers in 23) Portion of Sounder riders able to park at the station Portion of Sounder riders leaving the station by other modes than vehicles Distribution of riders by mode and by time of return Figure shows the forecasted traffic volumes in 23 under the No Build Alternative during the peak hour..2.2 Build Alternative The Build Alternative includes construction of a new 3 space parking garage on the Eagles site to the west of the station. The proposed improvements also include an expansion of the existing surface parking along 3rd Avenue NW between th Street NW and 7th Street NW. This expansion would yield 98 additional surface spaces, for a total increase of 6 spaces. The garage footprint would occupy the block of 3rd Avenue NW between th Street NW and 6th Street NW, and would require abandonment of the existing City right of way. The location of new parking is shown on Figure 2. The 23 Build Alternative traffic volumes were forecasted using the same cumulative growth rate of. percent annually provided by staff from the Puget Sound Regional Council (for trips unrelated to Puyallup Station improvements) plus the Sounder train related traffic volumes. The Sounder train related traffic volumes are different between the No Build and Build 2 Transportation Technical Report February 26

37 Puyallup Station Access Improvements alternatives because the Puyallup Station improvements would increase parking capacity and traffic activity near the Puyallup Station. The strong demand for parking makes it likely that the proposed new parking will fill soon after opening, and that many riders who own cars will begin parking at the Station rather than using one of the other modes. The future ridership assumptions by mode for the Build Alternative are summarized in Appendix A. Figure 2 shows the forecasted traffic volumes in 23 under the Build Alternative during the peak hour. Transportation Technical Report 3 February 26

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39 Unsignalized Intersection Signalized Intersection New Parking Garage New Surface Parking rayland Park 6TH AVE NW TH AVE NE 7TH ST NW N MERIDIAN 2ND ST NE W STEWART 3RD AVE NW TH AVE NW 4TH ST NE 3RD ST NE 2ND ST NW 8TH ST NW 3RD ST NW 4TH ST NW TH ST NW 6TH ST NW 4TH AVE NE 2ND ST NW 4TH AVE NW W MAIN 2ND AVE 6TH ST NW 7TH ST NW 8TH ST NW 4TH ST NE 2nd Ave NW 3 8 SPRING ST W MEEKER W PIONEER E PIONEER 4 9 Pioneer Park TH ST SW 6TH ST SW 7TH ST SW 3RD ST SE 4TH ST SE 2ND ST SW 2ND ST SE 3RD ST SW 4TH ST SW S MERIDIAN 4TH AVE SE TH AVE SW th ST NW / Stewart Ave 7th ST NW / 3rd Ave NW th ST SW / Main 7th ST SW / Pioneer Eagles Lot Driveway(exit) / 3rd Ave NW 6th ST NW / 3rd Ave NW th ST NW / 2nd Ave NW 6th ST NW / Main th ST SW / Pioneer 4th ST NW / th ST NW / Stewart Ave th ST NW / 3rd Ave NW th ST NW / 2nd Ave NW th ST NW / th ST SW / Main th ST SW / Pioneer Stewart Ave / North Lot Driveway(West) Stewart Ave / North Lot Driveway(Center) Stewart Ave / North Lot Driveway(East) Main Ave / Station Lot Driveway(West) Main / 3rd ST SW / Station Lot Driveway(East) 2nd ST SW / Pioneer Meridian / Stewart Ave Meridian / Main Meridian / Meeker Meridian / Pioneer nd ST NE / Stewart Ave / Main 2nd ST NE / 3rd ST SE / Main / Spring X X rd ST SE / Pioneer Figure - Puyallup Traffic Volume - 23 No Build Puyallup Station Access Improvements

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41 Unsignalized Intersection Signalized Intersection New Parking Garage New Surface Parking rayland Park 6TH AVE NW TH AVE NE 7TH ST NW N MERIDIAN 2ND ST NE W STEWART 3RD AVE NW TH AVE NW 4TH ST NE 3RD ST NE 2ND ST NW 8TH ST NW 3RD ST NW 4TH ST NW TH ST NW 6TH ST NW 4TH AVE NE 2ND ST NW 4TH AVE NW W MAIN 2ND AVE 6TH ST NW 7TH ST NW 8TH ST NW 4TH ST NE 2nd Ave NW 3 8 SPRING ST W MEEKER W PIONEER E PIONEER 4 9 Pioneer Park TH ST SW 6TH ST SW 7TH ST SW 3RD ST SE 4TH ST SE 2ND ST SW 2ND ST SE 3RD ST SW 4TH ST SW S MERIDIAN 4TH AVE SE TH AVE SW th ST NW / Stewart Ave 7th ST NW / 3rd Ave NW th ST SW / Main 7th ST SW / Pioneer Eagles Lot Driveway(exit) / 3rd Ave NW 6th ST NW / 3rd Ave NW th ST NW / 2nd Ave NW 6th ST NW / Main th ST SW / Pioneer 4th ST NW / th ST NW / Stewart Ave Intersection Removed in Build th ST NW / 3rd Ave NW th ST NW / 2nd Ave NW th ST NW / th ST SW / Main th ST SW / Pioneer Stewart Ave / North Lot Driveway(West) Stewart Ave / North Lot Driveway(Center) Stewart Ave / North Lot Driveway(East) Main Ave / Station Lot Driveway(West) Main / 3rd ST SW / Station Lot Driveway(East) W Pioneer / 2nd ST SW Meridian / Stewart Ave Meridian / Main Meridian / Meeker Meridian / Pioneer nd ST NE / Stewart Ave / Main 2nd ST NE / 3rd ST SE / Main / Spring X X rd ST SE / Pioneer Figure -2 Puyallup Traffic Volume - 23 Build Puyallup Station Access Improvements

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43 Puyallup Station Access Improvements.2.3 Traffic Operations.2.3. Intersection Operations The traffic operations analysis compares the 23 No Build and Build alternatives at the same study area intersections analyzed under existing conditions. The 23 No Build and Build peak hour LOS and delay for the study area intersections evaluated are shown in Table. The average delay for all vehicles is reported for signalized intersections; delay is reported for the worst operating stopped approach at unsignalized intersections. Table No Build Alternative and Build Alternative Peak Hour LOS Intersection Existing 23 No Build Alternative 23 Build Alternative Delay Delay Delay No. Name Intersection Control LOS (sec./ vehicle) LOS (sec./ vehicle) LOS (sec./ vehicle) 7th Street NW and Stewart Avenue TWSC C F 68 F 2 7th Street NW and 3rd Avenue TWSC A 7 A 8 F th Street SW and Main TWSC A 6 A 6 A 7 4 7th Street SW and Pioneer TWSC B 4 C 24 C 23 Eagles Lot Driveway (exit) and 3rd TWSC A 6 A 7 D 33 Avenue NW 6 6th Street NW and 3rd Avenue NW TWSC A 7 A 6 E th Street NW and 2nd Avenue NW TWSC A 6 A 6 E th Street NW and Main TWSC A 6 A 6 A 8 9 6th Street SW and Pioneer TWSC B B 4 B 4 4th Street NW/th Street NW and Stewart Avenue th Street NW and 3rd Avenue (removed in Build) Signal C 26 E 64 E 66 TWSC B C 8 NA NA 2 th Street NW and 2nd Avenue TWSC B 2 B 2 C 2 3 th Street (west) and Main Signal B D 36 C 3 4 th Street SW and Pioneer Signal C 24 D 36 C 3 Stewart Avenue and North Lot Driveway (west) 6 Stewart Avenue and North Lot Driveway (center) 7 Stewart Avenue and 2nd Street NW/North Lot Driveway (east) TWSC B B 4 B 3 TWSC A D 32 D 28 TWSC C E 42 E 42 8 Main and Station Lot Driveway (west) TWSC A 8 D 26 D 29 9 Main and 3rd Street SW/Station Lot Driveway (east) TWSC A 9 C 2 D 28 Transportation Technical Report 9 February 26

44 Puyallup Station Access Improvements Table No Build Alternative and Build Alternative Peak Hour LOS (continued) Intersection Intersection No. Name Control LOS Existing Delay (sec./ vehicle) 23 No Build Alternative 23 Build Alternative Transportation Technical Report February 26 LOS Delay (sec./ vehicle) LOS Delay (sec./ vehicle) 2 2nd Street SW and Pioneer TWSC B 2 C 7 C 2 2 Meridian and Stewart Avenue Signal D 36 D 3 E 6 22 Meridian and Main Signal B 8 C 2 C Meridian and Meeker Signal B B 6 B 8 24 Meridian and Pioneer Signal B C 2 C 2 2 2nd Street NE/Stewart Avenue/Main Signal B 9 C 24 C nd Street NE/3rd Street SE and Main/Spring Street TWSC C 24 C 2 E rd Street SE and Pioneer Signal C 2 C 23 C 22 Note: Cells highlighted in grey/bold exceed the City s LOS standards. As shown in Table, three of the study area intersections are forecast to operate below the City s LOS performance threshold in 23 for the No Build Alternative. The three intersections include the TWSC intersection of 7th Street NW at Stewart Avenue (Intersection No. ), the signalized intersection of 4th Street NW/th Street NW at Stewart Avenue (Intersection No. ), and the TWSC intersection of 2nd Street NW/North Lot Driveway (east) at Stewart Avenue (Intersection No. 7). Of these three intersections, only Intersection No. would have a substantial increase in delay with the Build Alternative. The LOS and delay would be the same at Intersections No. and No. 7 for the No Build and Build alternatives. Also, the signalized intersection of Meridian at Stewart Avenue (Intersection No. 2) is forecast to operate close to the LOS D/LOS E threshold. Five additional intersections are forecast to operate below the City s LOS performance threshold in 23 for the Build Alternative (as shown in Table ). The five additional intersections include the four TWSC intersections of 7th Street NW at 3rd Avenue (Intersection No. 2), 6th Street NW at 3rd Avenue NW (Intersection No. 6), 6th Street NW at 2nd Avenue NW (Intersection No. 7), 2nd Street NE/3rd Street SE at Main/Spring Street (Intersection No. 26) and one signalized intersection, and Meridian at Stewart Avenue (Intersection No. 2). The TWSC intersections of 7th Street NW at 3rd Avenue (Intersection No. 2), 6th Street NW at 3rd Avenue (Intersection No. 6), and 6th Street NW at 2nd Avenue (Intersection No. 7) are in the immediate vicinity of the new parking garage. Congestion on Stewart Avenue at 4th Street NW/th Street NW (Intersection No. ) causes traffic to back up on the local streets, resulting in long delays at the stop controlled approaches. For the signalized intersection of Meridian at Stewart Avenue (Intersection No. 2), some movements are over capacity in the No Build Alternative, and the intersection is close to the

45 Puyallup Station Access Improvements LOS E threshold with 3 seconds of delay. The additional traffic volume from the new parking garage adds 3 seconds of delay and causes the intersection to exceed the second LOS E threshold by one second. The 2nd Street NE/3rd Street SE at Main/Spring Street intersection (Intersection No. 26) is adjacent to the rail crossing and the forecast intersection delay is heavily influenced by train traffic, and the adjacent signalized intersections along 2nd Street NE/3rd Street SE, which causes vehicles to back up on 2nd Street NE/3rd Street SE. In addition, Sounder passengers parked along Spring Street cross 2nd Street NE/3rd Street SE at this intersection, which also causes vehicles to back up on 2nd Street NE/3rd Street SE. Additional Sounder related traffic on the eastbound approach results in increased delay at this intersection. In both the No Build and Build alternatives, congestion extends beyond the limits of the VISSIM model study area. At the end of the modeled peak hour, VISSIM accounts for the number of unserved vehicles that were not able to enter the study area; these vehicles are waiting in queues outside of the model study area. Therefore, an increase in the number of unserved vehicles indicates that delays are worsening. The No Build Alternative has approximately unserved vehicles and the Build Alternative has approximately 6 unserved vehicles. If the VISSIM model study area were extended such that all queued vehicles were able to enter the modeled area, the delay at some intersections would increase. This delay increase is relative to the number of unserved vehicles; therefore, more delay would be expected for the Build Alternative compared to the No Build Alternative based on the additional unserved vehicles Travel Times Average travel times from VISSIM along key corridors for the 23 No Build and Build alternatives are summarized in Table 2. All of the segment travel times are forecast to increase slightly over existing conditions for both 23 alternatives, except for the eastbound travel time segment along Stewart Avenue, which increased over 8 minutes for both alternatives in 23. Table No Build and Build Alternatives Average Travel Times (minutes) 24 Existing 23 No Build Alternative 23 Build Alternative Segment Direction Travel Time Travel Time Travel Time Meridian th Avenue to Pioneer Southbound Pioneer 6th Street SW to 3rd Westbound Street SE Eastbound th Street th Avenue NW to 4th Southbound Avenue SW Northbound Stewart Avenue 8th Street NW Westbound to 2nd Street NE Eastbound Transportation Technical Report February 26

46 Puyallup Station Access Improvements As discussed in Section.2.3. Intersection Operations, the Meridian/Stewart Avenue intersection is over capacity in the No Build and Build alternatives. The proximity to the rail crossing on Meridian contributes to this condition. Queues on Meridian southbound routinely back up beyond the Stewart Avenue intersection, in part due to the rail crossing. Also, there are times when vehicles traveling eastbound on Stewart Avenue cannot make the right turn onto Meridian. Considering eastbound Stewart Avenue is only one lane, when right turning vehicles are blocked by congestion on Meridian, through vehicles on Stewart Avenue are also blocked. This situation occurs frequently, resulting in substantial queues along eastbound Stewart Avenue. The queue on eastbound Stewart Avenue causes additional backups to propagate throughout the study area. For example, the situation for northbound right turns at the 4th Street/th Street and Stewart Avenue intersection is similar to the situation at the Meridian/Stewart Avenue intersection, with queues on eastbound Stewart Avenue blocking northbound right turning vehicles, which in turn blocks northbound through traffic on 4th Street/th Street. Travel times on key corridors with the Build Alternative are similar to the No Build Alternative. The Build Alternative adds traffic volume to the network compared to the No Build Alternative; however, congestion levels in the No Build Alternative cause the additional vehicles to queue on local streets that are not included in the travel time segments shown in Table 2. The impact of the additional vehicles that queue on the local streets with the Build Alternative is captured by the delay increases shown in Table. The Build Alternative includes a new pedestrian signal on th Street to facilitate pedestrian movements between the new parking garage and the station and to minimize traffic impacts on th Street. The coordinated pedestrian signal improves traffic flow on th Street, resulting in slightly better travel times with the Build Alternative compared to the No Build Alternative. The improved traffic flow on th Street with the Build Alternative has a positive effect on traffic flow on westbound Pioneer. In the No Build Alternative, congestion on th Street would block right turning vehicles on Pioneer westbound, but the pedestrian signal in the Build Alternative improves traffic flow on th Street and right turning vehicles on Pioneer are no longer blocked, resulting in slightly better travel times on Pioneer westbound..2.4 Public Transportation No substantial changes to bus service at the Puyallup Station are anticipated in the future beyond the increases in intersection delay and roadway congestion that could occur over time. The bus routes summarized in Table 4 4 were assumed to remain the same. However, routes 42 and 3 were 2 month demonstration routes at the time of this writing; whether they continue to operate in the future is uncertain. It is also expected that Sound Transit and Pierce Transit will coordinate bus service to match any changes in Sounder service. 2 Transportation Technical Report February 26

47 Puyallup Station Access Improvements.2. Freight No substantial changes to truck freight mobility and access are expected with this project beyond the increases in intersection delay and roadway congestion that could occur over time. Truck freight is expected to use the currently designated freight facilities for moving truck freight..2.6 Rail Transportation Except for the additional southbound Sounder trains during the evening commute, no changes to rail transportation were assumed. It is anticipated that freight traffic would continue to be minimal during the 3 hour evening commute period when Sounder trains are running..2.7 Non-motorized Transportation.2.7. Pedestrians Potential pedestrian improvements associated with the project are shown in Figure 3. The proposed project is located west of the existing Puyallup Station, on the west side of th Street NW. A person who parks at the new existing Puyallup Station would access the Puyallup station in two ways, depending on which train they wanted to take. For the eastbound train, a person would cross th Street NW and use a new sidewalk that connects with the existing surface parking lot sidewalk, which leads to the station platform. For a westbound train, a person would head north from the garage, cross over the train tracks to W Steward Avenue, at that point they would turn right (head east) and walk about a block to get to the station. These potential pedestrian improvements were included with the project to be consistent with Sound Transit s System Access Policy, which encourages convenient and safe connections to Sound Transit services through all access modes. In 22, Sound Transit prepared a Sounder Stations Access Study, which identified several pedestrian improvements that could improve access to the station. This initial list of improvements was reviewed with City staff in a field reconnaissance. Based on City feedback, the program of potential improvements was modified to include the current proposal of upgrading curb ramps, installing accessible pedestrian signal retrofits and a flashing beacon, providing additional street lighting, and completing or improving sidewalks around the proposed parking facility and surface lot. The project also adds an expanded pedestrian path connecting the new parking area with the station platform. The project includes two optional pedestrian bridges: one crossing th Street NW, and one crossing the BNSF tracks at the station. These improvements would improve pedestrian safety, comfort, and convenience, but are unlikely to substantially affect pedestrian volumes Bicycles Potential bicycle improvements considered for the project are shown in Figure 3, and include a bicycle lane within existing pavement on West Stewart Avenue, as well as additional bicycle Transportation Technical Report 3 February 26

48 Puyallup Station Access Improvements parking at the station. Similar to the pedestrian improvements above, these potential improvements were included to be consistent with Sound Transit s System Access Policy. The list of improvements was reviewed with City staff in a field reconnaissance to determine the potential bicycle improvements. These improvements would improve cycling safety, comfort, and convenience, but are unlikely to substantially affect bicycle volumes..2.8 Parking The proposed project would build a five level parking garage with 3 spaces and increase surface parking near the garage by 98 spaces. The total additional parking provided by the project would be 6 spaces. On completion of the project, the total Puyallup Station dedicated parking spaces would be,22, including the existing parking spaces that remain at the station. As summarized in Appendix A, the following assumptions were made regarding future parking: New parking at or near the Puyallup Station will be fully utilized shortly after opening of the new parking facilities (assumed to be in 22)..2.9 Safety Traffic volumes at the study area intersections are forecast to be similar between the 23 No Build and Build alternatives; therefore, the vehicle crash rates are expected to be similar at these intersections. 4 Transportation Technical Report February 26

49 S MERIDIAN TH ST SW 9TH ST SW 3RD ST SE 7TH ST SE 2TH ST NW ¼ MILE RADIUS ½ MILE RADIUS W STEWART AVE Optional Pedestrian Bridges 4TH AVE SW CURB RAMPS SIDEWALKS ACCESSIBLE PEDESTRIAN SIGNAL RETROFIT FLASHING BEACON FLASHING YELLOW ARROWS STREET LIGHTING EXISTING RAILROAD TRACK Puyallup Station Access Improvements Project Eagles Surface Lot (66 Surface) Stewart Avenue Bike Lane (Continues to 23rd St NW) Eagles Garage ( Levels, 3 ) W MAIN AVE W PIONEER AVE 7TH AVE SW Pedestrian Signal (Near Pedestrian Bridge) 9TH AVE SW Eastbound Right-Turn Pocket E MAIN AVE E PIONEER AVE Figure -3. Summary of Proposed Improvements

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51 Puyallup Station Access Improvements 6 CONSTRUCTION SEQUENCING AND IMPACTS This chapter discusses and compares potential transportation mobility impacts resulting from construction of the Puyallup Station improvements. The construction approach will be refined during the final design effort to establish the limits and parameters for various construction phases, contracts, and active work zones. Construction impacts identified in this chapter are estimated based on the level of design completed to date. 6. Construction Duration and Phasing Construction of the Puyallup Station improvements would result in temporary impacts on roadways, transit, sidewalks, and parking within the study area. The overall construction duration would be approximately 8 months. Construction activities would be primarily confined to the sites of the new parking garage and surface parking to the west of th Street NW. Therefore, existing station parking and operations could continue with minor disruptions. The one potential improvement that could temporarily disrupt normal station operations is the construction of a potential pedestrian bridge across the BNSF tracks, approximately mid platform. 6.2 Construction Impacts Construction of the Build Alternative would affect local vehicle access, transit service, and nonmotorized travel. These impacts would include increased congestion, traffic diversions caused by temporary road closures and detours, increased truck traffic associated with construction activity, and temporary changes in roadside characteristics that could affect safety. Impacts could also result from the intrusion of non local traffic into residential areas as a result of temporary street closures and traffic detours, disruptions to vehicular and pedestrian access, and the temporary loss of on street or off street parking. The proposed bicycle lane on W Stewart Avenue would striped and use existing pavement, with relatively minor disruption. As part of normal construction planning and permitting, Sound Transit and the City would work to minimize the duration and impact of lane closures and reductions by (a) maintaining through traffic, where practical, except for short duration closures that would generally occur on nights and weekends; (b) establishing detour routes on nearby arterials for short duration closures; and (c) maintaining traffic management systems. A Maintenance of Traffic Plan that addresses all travel modes would be prepared at final design for approval and implementation during construction. This plan would include construction drawings establishing physical and operating characteristics for staging, access, lane or shoulder closures and transitions, haul routes, traffic management, detours, lane modifications, and other construction zones or activities. The plan would incorporate established guidance for best Transportation Technical Report 6 February 26

52 Puyallup Station Access Improvements practices to be applied during construction periods, many of which would be focused on reducing congestion impacts and minimizing safety hazards. For example, typical measures would include providing signage, communicating traveler advisories, installing special lighting for work zones and travel lanes, scheduling work during reduced travel times, and establishing contractor requirements. Some parking spaces at park and ride lots could be lost during construction but would be minimized with construction phasing and temporary parking. Temporary lost parking spaces at park and ride lots or on street could shift demand to other nearby on street parking, other nearby park and ride lots such as the Fairgrounds Red Lot and South Hill Park and Ride, or change travel modes to access Puyallup Station. Parking for construction workers would be provided by the contractor or could occur on city streets where parking is unrestricted. 6.3 Haul Routes Most construction related trips would use SR 2 to access the site. Once off the freeway, construction related trips would likely use Pioneer and then minor north south streets to access the construction site. Specific haul routes would be identified as part of the Maintenance of Traffic Plan, minimizing cut through traffic in residential neighborhoods. 6 2 Transportation Technical Report February 26

53 Puyallup Station Access Improvements 7 INDIRECT AND SECONDARY IMPACTS This chapter discusses indirect and secondary transportation impacts as a result of the Puyallup Station improvements. As defined in 4 Code of Federal Regulations (CFR) 8.8, indirect impacts are caused by the action and are later in time or farther removed in distance, but are still reasonably foreseeable. Indirect effects may include growth inducing effects and other effects related to induced changes in the pattern of land use, population density or growth rate, and related effects on air and water and other natural systems, including ecosystems. The completion of the improvements would improve parking at and near the Puyallup Station and also improve non motorized access and operations near the station. The increase in parking spaces would make using the Puyallup Station more convenient and, thus, could result in an increase in ridership on the Sounder commuter train. More people riding the train could result in less growth of commuter related congestion on roads that serve employment centers. With more parking spaces at the station, additional Sounder commuters would be able to park at the station versus parking at off site facilities or on the street, as many do today, which could free up parking around the station for uses other than transit. Transportation Technical Report 7 February 26

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55 Puyallup Station Access Improvements 8 POTENTIAL MITIGATION MEASURES This chapter describes the potential mitigation measures for transportation mobility impacts caused by the Puyallup Station improvements. 8. Potential Traffic Mitigation Measures For assessing potential traffic mitigation measures, impacts were determined by comparing intersection LOS for the No Build and Build alternatives during the peak hour. The following criteria were used to identify traffic impacts caused by the implementation of the Build Alternative. Increase in traffic demand that results in unacceptable intersection operations according to the City s LOS standards (LOS E or F) at an intersection that operates acceptably (LOS D or better) under the No Build Alternative in 23 Increase in traffic demand at an intersection that increases delay by more than percent at an intersection that operates unacceptably (LOS E or F) in the No Build Alternative in 23 As shown in Table -, under the Build Alternative five intersections degrade from an acceptable LOS (D or better) to an unacceptable LOS (E or F): Intersection No. 2-7th Street NW at 3rd Avenue (TWSC) Intersection No. 6-6th Street NW at 3rd Avenue (TWSC) Intersection No. 7-6th Street NW at 2nd Avenue (TWSC) Intersection No. 2 - Meridian at Stewart Avenue (Signal) Intersection No. 26-2nd Street NE/3rd Street SE at Main/Spring Street (TWSC) In addition, the intersection delay at the TWSC intersection of Stewart Avenue at 7th Street NW (Intersection No. ) increases by more than percent from 68 seconds of delay (LOS F) in the No Build Alternative to seconds of delay (LOS F) in the Build Alternative. Except for the Meridian at Stewart Avenue intersection (Intersection No. 2) and the 2nd Street NE/3rd Street SE at Main/Spring Street intersection (Intersection No. 26), the affected intersections are in the immediate vicinity of the new parking garage. The increase in delay for the TWSC intersections is a direct result of increased traffic volume trying to access congested arterials, especially Stewart Avenue. At the th Street NW and 2nd Avenue intersection (Intersection No. 2), the eastbound left turn will be prohibited, and traffic exiting the new garage via 2nd Avenue must turn right onto southbound th Street. The most direct route north is through the Stewart Avenue and 7th Street NW intersection (Intersection No. ). Eastbound Stewart Avenue experiences heavy Transportation Technical Report 8- February 26

56 Puyallup Station Access Improvements congestion in the No Build and Build alternatives and this blocks northbound right-turning vehicles at the Stewart Avenue and 7th Street NW intersection (Intersection No. ). Because there is only one approach lane on northbound 7th Street NW, all other northbound traffic is also affected. This causes congestion that propagates through the local street network surrounding the new parking garage and causes degradation at many of the study area intersections listed above. The following mitigation measures would improve the LOS to D or better at all study intersections, except for the 2nd Street NE/3rd Street SE at Main/Spring Street intersection (Intersection No. 26), as shown in Table 8-: Install a traffic signal at the intersection of Stewart Avenue at 7th Street NW (Intersection No. ) with a left-turn pocket on each approach Construct a right-turn pocket on the eastbound approach of the Meridian and Stewart Avenue intersection (Intersection No. 2) Table Build Alternative with Mitigation Peak Hour LOS Intersection Intersection No. Name Control LOS 7th Street NW and Stewart Avenue TWSC (Signal after Mitigation) 23 No Build Alternative Delay (sec.) 23 Build Alternative with Mitigation LOS Delay (sec.) F 68 C th Street NW and 3rd Avenue TWSC A 8 C th Street SW and Main TWSC A 6 A 7 4 7th Street SW and Pioneer TWSC C 24 C 23 Eagles Lot Driveway (exit) and 3rd Avenue NW TWSC A 7 A 8 6 6th Street NW and 3rd Avenue NW TWSC A 6 A 8 7 6th Street NW and 2nd Avenue NW TWSC A 6 B 3 8 6th Street NW and Main TWSC A 6 A 8 9 6th Street SW and Pioneer TWSC B 4 B 4 4th Street NW/th Street NW and Stewart Avenue Signal E 64 D 4 th Street NW and 3rd Avenue (removed in Build) TWSC C 8 NA NA 2 th Street NW and 2nd Avenue TWSC B 2 C 9 3 th Street (west) and Main Signal D 36 C 23 4 th Street SW and Pioneer Signal D 36 C 3 Stewart Avenue and North Lot Driveway (west) TWSC B 4 B 3 6 Stewart Avenue and North Lot Driveway (center) TWSC D 32 C Transportation Technical Report February 26

57 Puyallup Station Access Improvements Intersection Intersection No. Name Control LOS 7 Stewart and 2nd Street NW/North Lot Driveway (east) 23 No Build Alternative Delay (sec.) 23 Build Alternative with Mitigation LOS Delay (sec.) TWSC E 42 D 32 8 Main and Station Lot Driveway (west) TWSC D 26 B 3 9 Main and 3rd Street SW/Station Lot Driveway (east) TWSC C 2 B 4 2 2nd Street SW and Pioneer TWSC C 7 C 9 2 Meridian and Stewart Avenue Signal D 3 D 4 22 Meridian and Main Signal C 2 C Meridian and Meeker Signal B 6 B 7 24 Meridian and Pioneer Signal C 2 B 2 2 2nd Street NE/Stewart Avenue/Main Signal C 24 C nd Street NE/3rd Street SE and Main/Spring Street TWSC C 2 E rd Street SE and Pioneer Signal C 23 C 2 Note: Cells highlighted in grey/bold exceed the City s LOS standards. While 2nd Street NE/3rd Street SE (Intersection No. 26) exceeds the City s performance threshold, the impact is not expected to be significant. The northbound congestion from 2nd Street NE at Stewart Avenue/Main (Intersection No. 2) backs up into this study intersection, which results in limited gaps for traffic to turn from the Main/Spring Street intersection onto 2nd Street NE/3rd Street SE. It is anticipated that drivers will shift to parallel roadways if the delay on the stopped approach becomes undesirable. Potential improvements for the 2nd Street NE/3rd Street SE at Main/Spring intersection include signal timing modifications at adjacent intersections to provide gaps in the traffic to allow Main/Spring Street traffic to enter 2nd Street NE/3rd Street SE. Another potential improvement could include adding a left turn pocket on Main Street. With the mitigation measures described above for the 23 Build Alternative, congestion would no longer extend beyond the limits of the VISSIM model study area, and the number of unserved vehicles would be zero. As a result, delays shown in Table 8- would remain the same, even if the study area was extended. However, with unserved vehicles, the 23 No Build Alternative would have higher delays than those shown in Table 8- because the delays from the unserved vehicles are not included in the analysis. To mitigate the 23 Build Alternative intersection operations, Sound Transit would provide the proposed improvements identified or other improvements as agreed to with the City. In lieu of constructing the improvements identified, Sound Transit could instead contribute to a City project to improve intersection performance where the No Build Alternative would already be Transportation Technical Report 8-3 February 26

58 Puyallup Station Access Improvements below standards, as agreed to with the City. Final mitigation for all traffic impacts, including the potential for intersection degradation traffic impacts, would be determined in conjunction with the City. 8.2 Transit Mitigation Transit mitigation would not be required because Sound Transit and Pierce Transit services will be maintained and enhanced by the Puyallup Station improvements. 8.3 Freight Mitigation The Puyallup Station improvements would not require freight mitigation because truck routes and freight mobility would be maintained throughout the study area. 8.4 Rail Transportation Mitigation Rail transportation mitigation would not be required because rail transportation service is not expected to experience adverse changes in operations with the completion of the Puyallup Station improvements. 8. Non-motorized Mitigation Non-motorized mitigation would not be required because pedestrians and cyclists are not expected to experience adverse changes in access with the completion of the Puyallup Station improvements, nor would the potential investments adversely affect other pedestrians and cyclists in the station area. 8.6 Parking Mitigation No parking mitigation would be required. 8.7 Safety Mitigation The only intersection with an existing crash rate over. MEV is planned to be improved by converting the intersection control from TWSC to a signal as needed for enhancing intersection operations. No additional safety mitigation would be required because safety throughout the study area for all travel modes would be improved with the Puyallup Station improvements and the proposed intersection mitigation indicated in Section Construction Mitigation As part of the proposed Puyallup Station improvements, Sound Transit would finalize construction plans in coordination with the City during the final design and permitting phases of the project. All mitigation measures associated with constructing these improvements would 8-4 Transportation Technical Report February 26

59 Puyallup Station Access Improvements comply with local regulations governing construction traffic control and construction truck routing. Traffic Operations Potential mitigation measures for all modes during construction could include: Parking Develop the Maintenance of Traffic Plan to conform to the Manual on Uniform Traffic Control Devices and to jurisdictional agency requirements for traffic control. Use lighted or reflective signage to direct drivers to truck haul routes to ensure visibility during nighttime work hours. Communicate public information about construction activities via print, radio, posted signs, websites, , and direct communication with other agencies and affected parties to provide information regarding any required street closures, hours of construction, business access, and parking impacts. Coordinate access closures with affected businesses and residents. The contractor would be required to perform this task in coordination with Sound Transit staff. If access closures are required, then property access to residences and businesses would be maintained to the extent possible. If access to the property could not be maintained, the specific construction activity would be reviewed to determine if it could occur during non-business hours, or if the parking spaces and users of the affected access (for example, deliveries) could be provided at an alternative location. Provide detour, open for business, and other signage as appropriate. Post advance notice signs prior to construction in areas where surface construction activities would affect access to surrounding businesses. Provide regular updates to schools, emergency service providers, local agencies, solid waste utilities, and postal services, and assist public school officials in providing advance and ongoing notice to students and parents concerning construction activity near schools. Schedule traffic lane closures and high volumes of construction truck traffic during off-peak (including school peak) hours to minimize delays during periods of higher traffic volumes as much as possible. Cover potholes and open trenches, where possible, and use protective barriers to protect drivers from open trenches. To mitigate the temporary loss of Sounder parking spaces during construction, Sound Transit would coordinate with local jurisdictions and transit providers to develop and implement plans for replacement parking and alternative access measures. Mitigation measures would include the following, as appropriate or other measures developed in coordination with the City of Puyallup and Pierce Transit: Transportation Technical Report 8- February 26

60 Puyallup Station Access Improvements Lease parking lots and/or new parking areas near the Station Redirect transit riders who use these locations to nearby park-and-ride lots. Use construction phasing strategies to build new parking facility and temporary parking spaces before the loss of existing spaces. Inform passengers about changes to parking space by using signage, website information, rider information systems, s, and agency mailing lists. Require the contractor to provide parking areas for construction workers. This may include providing remote parking with shuttle service to and from the construction site if sufficient onsite parking cannot be provided 8-6 Transportation Technical Report February 26

61 APPENDIX A Traffic Operations Methodology and Assumptions Report for Puyallup Station

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63 Puyallup Station Access Improvements PUYALLUP STATION ACCESS IMPROVEMENTS PROJECT TRAFFIC OPERATIONS ANALYSIS METHODOLOGY AND ASSUMPTIONS Introduction This technical memorandum describes the methods that will be used in the traffic operations analysis to be conducted as part of the environmental review for the Puyallup Station Access Improvements Project. The analysis will evaluate the impacts and develop proposals to mitigate impacts, where warranted. The following sections describe the geographic boundaries of the study area, the data collection, the traffic operations analysis techniques and models, measures of effectiveness, and documentation. Study Area The proposed project would build a parking garage and pedestrian and bicycle improvements near the Puyallup Station. Puyallup Station The Puyallup Station is located between North Meridian Street and th Street NW, as shown in Figure. The proposed project would build a parking garage west of the station. Roadway segments and intersections to be analyzed were developed in coordination with City staff and include the roadway network in the vicinity of the existing and proposed station area parking lots, the nearby railroad crossings, and all driveways to the existing and proposed station area parking lots. PSSAI Traffic Operations Analysis Methodology and Assumptions June 2

64 6TH AVE NW Grayland Park 8TH ST NW W STEWART 3RD AVE NW 8TH ST NW 3 7TH ST NW 7TH ST NW 2 6TH ST NW 6TH ST NW TH ST NW 2 3 4TH ST NW TH AVE NW 3RD ST NW 4TH AVE NW 8 9 2ND ST NW W MA IN N MERIDIAN 2ND ST NE ND ST NW TH AVE NE 3RD ST NE 4TH ST NE 4TH ST NE 4TH AVE NE SPRING ST 2ND AVE W MEEKER 23 Document Path: P:\364_SoundTransit\Puyallup_Sumner_Stations\PH_Basemap\Figure PuyallupStation_Intersections.mxd 7TH ST SW 4 6TH ST SW 9 TH AVE SW 7TH AVE SW 9TH AVE SW TH ST SW 4 4TH ST SW 4TH ST SW W PIONEER E PIONEER 3RD ST SW 2ND ST SW 2 Pioneer Park S MERIDIAN S MERIDIAN 24 2ND ST SE 3RD ST SE 27 9TH AVE SE 4TH ST SE 4TH AVE SE 4TH ST SE Feet 2 Analyzed Intersections Driveway Turn Movement Intersection Turn Movement Railroad Crossing Station Location Existing Parking Railroad New Parking Garage New Surface Parking Figure Puyallup Station Study Area

65 Puyallup Station Access Improvements Data Collection The purpose of the data collection effort is to understand the elements that affect the operational characteristics of the transportation network. This includes physical elements such as the number of travel lanes, traffic control (e.g., stop signs or traffic signal locations), non-motorized amenities, as well as non-physical elements such as speed and the vehicular volumes on the road at a given time. Data will be collected for the following components of the project: Physical characteristics of the existing transportation network, including roadway geometry, intersection control, traffic signal timing and phasing patterns, speed limits, bus stop locations, and the presence of on-street parking. Traffic signal information will be obtained from the agency responsible for signal operation, and verified in the field. All other physical characteristics of the transportation network will be obtained through a combination of aerial imagery and field observation. Turn movement counts will be collected at the locations identified in Figure. These include intersections, railroad crossings, and driveways. Counts will be collected from 3:3 to 7: pm, and will include the total number of vehicles, heavy vehicles, pedestrians, and bicycles. Typically, turn movements are aggregated into -minute periods, but since the Sounder train-related traffic fluctuates in shorter durations, traffic volumes will be aggregated in -minute periods. Daily (24-hour) traffic counts will be collected over a 3-day period at locations to be determined in conjunction with City staff. Parking surveys will be conducted to determine the number of Sounder train passengers that use off-street parking in areas near the Puyallup Station. Existing transit routes and schedules that operate in the study area will be compiled. Data will be collected at rail crossings, including the gate closure time, the number of trains, the type of train, and the number of cars on the train. Current railroad preemption strategies applied to traffic signals affected by gate closures will be obtained from the City of Puyallup. Funded improvements to the transportation network in the study area will be identified and applied to the future analysis. Existing and forecast Sounder train ridership and mode split data will be obtained from Sound Transit. PSSAI Traffic Operations Analysis Methodology and Assumptions 3 June 2

66 Puyallup Station Access Improvements Analysis Techniques and Models Overview The existing physical and non-physical elements collected will be used to understand and analyze the existing transportation system. Forecasts of future conditions will also be developed and used to analyze how the proposed project will affect the transportation system in the future. Traffic operations models will be used to determine specific, measureable impacts to the future transportation system. After the specific impacts are understood, mitigation measures will be developed to address impacts, and the traffic operations models will be used to confirm that the proposed mitigation measures would be effective. The following sections describe the methodology used to determine direct and cumulative impacts on transportation. Transportation Analysis Years The transportation analysis will focus on the following time periods: Existing Year 24 Design Year 23 Study Time Period The analysis will include the evening commute period because that is the time period when the Sounder train has the greatest impact on the local transportation system. The evening commute produces impacts because vehicle traffic exiting the station increases substantially for short periods following the arrival of each Sounder train as many Sounder train passengers exit the train at one time, get into their vehicles, and drive away. In contrast, during the morning commute, vehicle traffic entering the station is relatively steady because Sounder train passengers arrive at the station over a longer period of time prior to the departure of each Sounder train. The short-duration surges in traffic volume that occur after the arrival of each Sounder train during the evening commute have a greater impact on the surrounding transportation network than the comparatively steady traffic volume accessing the station during the morning commute. Also, traffic volumes are typically higher during the evening commute period compared to the morning commute period. Turn movement counts will be collected at the study intersections shown in Figure from 3:3 to 7: pm. The turn movement counts will be used to determine which hour of the evening commute experiences the highest traffic volumes, and this -hour period will be analyzed, including the surges in traffic. 4 PSSAI Traffic Operations Analysis Methodology and Assumptions June 2

67 Puyallup Station Access Improvements Travel Modes The transportation networks in the vicinity of Puyallup Station support a variety of travel modes, including passenger cars, freight, buses, pedestrians, and bicycles. The rail lines support Sounder train service, freight trains and Amtrak service. The following travel modes are included as part of this study: Vehicular traffic Travel patterns associated with the following trip types will be a part of the travel forecasts: Local Traffic Passenger vehicles on the roadway network that do not access Puyallup Station. Park-and-Ride Traffic Vehicles on the roadway network that park at one of the designated Puyallup Station parking lots. Kiss-and-Ride Traffic Vehicles on the roadway network that drop off or pick up passengers at the Puyallup Station. On-street Parking Traffic Vehicles on the roadway network that use on-street parking near the Puyallup Station. Truck Traffic Freight traffic on the roadway network that do not access Puyallup Station. Bus Transit Pierce Transit and Sound Transit bus routes that provide access to Puyallup Station during the evening commute are listed in Table. Rail Traffic The rail lines used by the Sounder train also support freight train and Amtrak passenger service. Rail traffic delays vehicles at the crossings, causing congestion. Pedestrian and Bicycle Traffic This type of travel will also be included in the analysis at the study intersections, primarily to determine the effect it has on the other travel modes. PSSAI Traffic Operations Analysis Methodology and Assumptions June 2

68 Puyallup Station Access Improvements Table. Bus Routes that Serve the Puyallup Station Service Provider and Route Frequency Station Served/Route Notes Pierce Transit 4 Between Puyallup and Downtown Tacoma Tacoma to Puyallup: 2 3 minutes Puyallup to Tacoma: 3 6 minutes Serves Puyallup Station. 42 Between Puyallup and Federal Way 6 minutes Serves Puyallup Station. 49 Between Puyallup and South Tacoma 6 minutes Serves Puyallup Station. 42 Puyallup Connector 3 minutes Serves Puyallup Station. 2-month demonstration route. 49 Between South Hill Mall Transit Center and Puyallup Station 2 3 minutes Serves Puyallup Station. Provides service from Puyallup Station to South Hill Mall Transit Center during the evening commute only. Buses coincide with Sounder trains. 3 Between Puyallup and Fife Puyallup to Fife: 3 6 minutes Fife to Puyallup: 9 minutes Serves Puyallup Station. 2-month demonstration route. Sound Transit 78 Between Puyallup and Seattle 3 minutes Serves Puyallup Station. No southbound service provided during evening commute. Alternative Scenarios Traffic Volume Development This section describes the strategy for developing traffic volumes for the study area for the existing year (24) and future year (23) No Build and Build alternatives. Existing Year Volumes Existing year traffic volumes will be based on the turn movement counts collected in the study area. The turn movement counts collected at the driveways will be compared to the Sounder train schedule to determine how much the traffic volumes increase following the arrival of Sounder trains, and the duration in which the volume increase lasts. The turn movement counts collected at the driveways to the stations, along with the parking survey data, will be used to determine what portion of the existing traffic on the transportation system is related to the Sounder train service. 6 PSSAI Traffic Operations Analysis Methodology and Assumptions June 2

69 Puyallup Station Access Improvements Traffic volumes will be divided into the following categories: Park-and-ride trips Kiss-and-ride trips (drop-off and pickup) On-street parking trips (Trips related to the Sounder train station) Bus trips Local traffic trips (Trips not related to the Sounder train station) This information will be used to model the surges in traffic volumes that occur on the local system as the Sounder trains arrive and depart. Future Year Volumes Future year traffic volumes will be developed for a No Build Alternative and a Build Alternative for each station area. The assumed growth in local traffic volume of. percent annually (for trips unrelated to the stations) will be the same for the No Build and Build alternatives based on growth rates from the Puget Sound Regional Council. The Sounder train-related traffic volumes will be different between the No Build and Build alternatives because the proposed project would increase parking capacity and traffic activity near the station areas. For purposes of traffic analysis, all available parking will be assumed to be utilized in 23. Currently in the evening commute, Sounder trains run southbound on 2- to 3-minute headways, for a total of eight southbound trains arriving at the Puyallup Station between 3: and 6: pm. By year 23, Sound Transit could add two peak southbound trips to the evening commute. This would allow a Sounder train to run every 2 minutes during the entire 3-hour peak period. A number of variables would affect future vehicular traffic volumes from Sounder passengers returning on the trains: number of Sounder riders Portion of riders able to park at the station Portion of riders leaving the station by other modes than parking at the station Distribution of riders by mode and by time of return The assumptions on these variables are outlined in Attachment A. Traffic Operations A common method of measuring traffic operations is level of service (LOS), a scale ranging from A to F, to designate the LOS depending on the delay conditions at the intersection. LOS A represents the best conditions with minimal delay and LOS F represents the worst PSSAI Traffic Operations Analysis Methodology and Assumptions 7 June 2

70 Puyallup Station Access Improvements conditions with severe congestion. LOS ratings are based on the ratio of actual traffic volumes to traffic capacity of the intersection or roadway being studies. Table 2 lists the intersection LOS delay thresholds for signalized and stop-controlled intersections. At signalized intersections, LOS is calculated based on the delay of all vehicles entering the intersection. At stop-controlled intersections, the LOS is calculated based on the worst stopped approach. The delay thresholds are also lower for stop-controlled intersections because driver behavior considerations make delays at stop-controlled intersections more onerous. For example, at a signalized intersection, drivers may relax during the red interval while waiting for the green interval, but drivers on the stopped approach of a stop-controlled intersection must remain attentive to the task of identifying acceptable gaps in oncoming traffic. Table 2. Level of Service Thresholds Average Control Delay per Vehicle (seconds) Level of Service Signalized Intersections Stop-controlled Intersections A B > and 2 > and C > 2 and 3 > and 2 D > 3 and > 2 and 3 E > and 8 > 3 and F > 8 > Note: The LOS criteria are based on control delay, which includes initial deceleration delay, queue move-up time, stopped delay, and final deceleration delay. Agency Thresholds The City of Puyallup has a Level of Service (LOS) standard of LOS D for intersections. Analysis Tools Two analysis tools, Synchro and VISSIM, will be used to capture the impacts of the proposed project. The tools are described in more detail below. Synchro is useful for calculating intersection LOS and delay and optimizing signal timing plans, however this project includes elements that would not be captured in a typical intersection LOS analysis. Trips generated by the Sounder Station occur in short duration surges, with high vehicle flows for short periods of time after the arrival of a train, and low vehicle flows between train arrivals. VISSIM can be used to explicitly model these short duration surges in vehicle and non-motorized traffic. There are also four rail crossings in the study area, and the Sounder Trains and freight trains can also be explicitly modeled in VISSIM. Finally, there are closely spaced intersections in the study area and VISSIM will capture the effects of queues from one intersection extending back to upstream intersections. 8 PSSAI Traffic Operations Analysis Methodology and Assumptions June 2

71 Puyallup Station Access Improvements Synchro A Synchro (version 9.) model of the transportation network in the study area, identified in Figure, will be developed. Synchro is a macroscopic analysis and signal timing optimization software. Synchro implements the methods of the Transportation Research Board s 2 Highway Capacity Manual. These methods calculate capacities at intersections based on the geometric configuration and signal timing at the intersection. The traffic volume approaching the intersection is compared with the available capacity, and this relationship is used to calculate vehicle delay. Synchro will be used to optimize signal timing plans for the future scenarios with and without the proposed project. VISSIM A VISSIM (version 7.) model of the study area (see Figure ) will be developed using the data described in the previous sections. VISSIM is a microscopic simulation software for modeling and analyzing multimodal transportation systems. VISSIM models individual vehicles on the transportation network. Each vehicle interacts with the vehicles around it and with network elements (such as signals and stop signs) as it travels through the network. Pedestrians, bicycles and trains are also modeled so the impact of these modes on the transportation system is captured. VISSIM also provides a highly flexible framework for modeling traffic volumes that can accurately capture the short duration increases in traffic flow that are associated with vehicles exiting the parking lots after a Sounder train arrival. Buses stopping at bus stops and vehicles performing on-street parking maneuvers are also explicitly modeled. The VISSIM model will capture the effects of the short duration increases in traffic flow associated with the Sounder passengers exiting the station, and account for the effects the rail crossings have on the transportation system. VISSIM provides a high degree of flexibility for reporting measures of effectiveness that can accurately describe the full impact of short duration increases in volume will have on the overall transportation system. The following measures of effectiveness will be used to calibrate the existing conditions VISSIM models and determine the effects the proposed project would have on the transportation system: Travel times and travel speeds on primary corridors and routes to and from the stations Maximum queue lengths at intersections, driveways, and rail crossings Vehicle throughput on primary corridors and at station access points The existing VISSIM models will be calibrated to accurately reflect conditions during the weekday evening commute period using the measures of effectiveness and criteria listed in Table 3. PSSAI Traffic Operations Analysis Methodology and Assumptions 9 June 2

72 Puyallup Station Access Improvements Table 3. VISSIM Calibration Criteria Calibration Measure Location Criteria Travel Time Meridian Street southbound Pioneer Street eastbound Pioneer Street westbound < % or minute, whichever is greater All entry and exit locations All locations GEH < 3 Vehicle Throughput Meridian, Pioneer, Stewart, th Street NW segments 8% of locations GEH < Vehicle Queues All intersections on Meridian Street, 4th Street NW/th Street NW, and West Stewart Avenue th Street SW and West Pioneer Street Match field observation Note: The GEH statistic is a formula used to compare two data sets. Traffic volume flows vary widely, and using a single percentage for an acceptance threshold can be problematic because the threshold for relatively low volumes is too strict and the threshold for relatively high volumes is too lax. The GEH statistic is non-linear, allowing a single acceptance threshold to be used. In the equation below, M is the traffic volume in the model, and C is the traffic volume counted in the field. A key factor when calibrating a microscopic simulation model is developing the correct capacity for vehicle flow rates. Typically, the default driving behavior parameters in VISSIM result in a roadway capacity much higher than conditions in the field, and must be adjusted to decrease vehicle flows in the model. The primary parameters in VISSIM that affect vehicle flow, which will be adjusted, are the average standstill distance, the additive part of safety distance, and the multiplicative part of safety distance. These three factors will be adjusted so that at known capacity constraints the vehicle flow in the model matches vehicle flow in the field. Intersection control, such as traffic signals and stop signs, also have an effect on roadway capacity. Traffic signal timing plans will be obtained from the City of Puyallup and coded in the model. At stop-controlled intersections, and at permitted movements at signalized intersections, gap acceptance becomes an important factor. Similar to the driving behavior parameters, the default gap acceptance parameters in VISSIM s priority rules and conflict areas result in higher vehicle flows than are typically found in the field. The gap acceptance parameters will be adjusted so that the model meets the calibration criteria listed above. No changes to the roadway network in the future year alternatives are expected to change the roadway capacity. The adjusted parameters used to calibrate the existing conditions in the VISSIM model will be held constant in the future year models. However, signal timings will be optimized for future year traffic volumes. VISSIM will be used to calculate the intersection delay and corresponding intersection LOS. PSSAI Traffic Operations Analysis Methodology and Assumptions June 2

73 Puyallup Station Access Improvements Measures of Effectiveness The following measures of effectiveness will be summarized for the evening commute period operational analysis: Intersection LOS Average vehicle delay by intersection Average travel time on key corridors Identification of Operational Impact The following criteria will be used to identify impacts caused by the implementation of the Build Alternative. For vehicular traffic, impacts will be determined by comparing LOS for the No Build and Build Alternatives during the evening commuter period. The Build Alternative will consider mitigation if it would do any of the following compared to the No Build Alternative: Cause an increase in traffic demand that results in unacceptable (LOS E or F) operations at an intersection that operates acceptably (LOS D or better) under the No Build Alternative in 23. Cause an increase in traffic demand at an intersection that increases delay by more than percent at an intersection that operations unacceptably (LOS E or F) in the No Build Alternative for 23. Documentation The transportation data gathering and analysis will provide information about the project s affected environment, potential impacts (construction, operation, and cumulative), and potential mitigation measures to address impacts associated with the Build alternatives. This information will be documented through the following deliverables: Traffic Operations Analysis Technical Memorandum Environmental checklist section PSSAI Traffic Operations Analysis Methodology and Assumptions June 2

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75 ATTACHMENT A Future Ridership Distribution for Puyallup Station

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77 Puyallup Station Access Improvements The purpose of this appendix is to summarize the assumptions related to future ridership volumes and the mode by which riders will access the stations after parking is expanded. Existing Ridership and Mode Split Sounder service from the Puyallup Station has been very popular, and demand for parking is much greater than the supply. As a result, parking at each station is full around :3 am before the second morning train. In addition to parking at the station, riders use several other modes of access: Bus Kiss-and-ride Non-motorized (walk and bike) Parking on city streets Based on automated passenger count (APC) data and detailed traffic counts in the fall of 24, there were,7 riders exiting the 8 peak-direction trains in Puyallup, and leaving the station area by the various modes as shown below: Exiting Riders by Mode 24 Puyallup : 4: 4: 4:2 4:3 4:4 4: : : :2 :3 :4 : 6: 6: 6:2 6:3 6:4 6: Park and Ride On Street Parking Kiss and Ride Bus Non motorized As shown in the chart above, trains are spaced at approximately 3-minute intervals in the first hour and third hour of the commute window, and spaced at 2-minute intervals in the second hour. (Some current arrival times have been adjusted by minute to keep the intervals even). PSSAI Traffic Operations Analysis Methodology and Assumptions A- June 2

78 Puyallup Station Access Improvements Future Ridership Projection Ridership projections for the year 23 were made by Bob Harvey of Sound Transit, and communicated via on August, 23 for use by Parametrix (the consultant mentioned below). Key points in this guidance included: The consultant should treat the Sounder markets for the Sumner and Puyallup stations as a single market. The consultant should use the station boarding estimates for 23 that are currently assumed by Sound Transit as the base for any analysis of access mode shares (e.g., for Sumner and Puyallup, this is the combined weekday total of 3, that we have already discussed with them). The 3, may be apportioned between Sumner and Puyallup using the current ridership distribution between the two stations, as available from the most recent Sounder station-level count data (Mike Bergman, Service Planning). The consultant will propose various methods to describe likely changes in access shares related to differing potential Sound Transit investments in station access improvements and select a combination of methods that best addresses the evaluation criteria described in the scope of work. The guidance above is a refinement of the ridership forecast contained in Sound Transit s Sounder Stations Access Study, completed in 22. Based on the total ridership forecast of 3, riders between the two stations, and the observed split of riders in 24, the analysts have rounded to the nearest hundred and used,6 riders per day in Puyallup and, riders per day in Sumner. Future Distribution by Mode The strong demand for parking makes it likely that new parking areas will fill fairly soon after they are brought on line, and that many riders who own cars will begin parking at the station rather than using one of the other modes. This likelihood is represented graphically below for the Puyallup Station. The scenario below shows the potential growth in riders and shifts in access mode in the timeframe between 22 (assumed year of opening) and 23 with the largest addition of parking currently being considered. A-2 PSSAI Traffic Operations Analysis Methodology and Assumptions June 2

79 Puyallup Station Access Improvements Puyallup Station Future Ridership by Mode (with Option B Garage) Park and Ride On Street Parking Kiss and Ride Transit Non motorized The ridership estimate in the chart illustrates some basic assumptions for the future year traffic analysis:. The total Sounder ridership in 23 will be,6. This number does not depend on how much parking is available. 2. Ridership will grow linearly between 22 and New parking at the station will be full shortly after opening (assumed open by 22). 4. The majority of riders parking on city streets will move into station parking initially, but volumes on city streets will rebuild over time.. The majority of current bus riders own cars, and will drive their cars rather than riding the bus if convenient parking is available. 6. After dropping initially, bus usage will rebuild close to current volumes by The majority of current kiss-and-ride riders own cars, and will drive their cars rather than getting a ride if convenient parking is available. 8. After dropping initially, kiss-and-ride volume will rebuild to approximately 9 by The number of riders walking or biking to the station will increase slightly by 23. These assumptions are key to estimating traffic volumes for the future condition in the station area. The kiss-and-ride volumes are especially important, because they generate a round trip in the peak hour rather than a one-way exiting trip. PSSAI Traffic Operations Analysis Methodology and Assumptions A-3 June 2

80 Puyallup Station Access Improvements Future Distribution by Arrival Time In addition to projecting the total future ridership and the mode split of those riders, it is necessary to estimate the time that riders will return to the station in the 3-hour evening commute window. There are currently 8 peak-direction (southbound) trains. In the 23 planning year, there are planned to be at least 9, and potentially peak-direction trains in the 3-hour window. For purposes of this analysis, the assumption is trains. The chart below shows the distribution of riders returning to the Puyallup Station, expressed as a cumulative percentage of the riders that have returned by a particular time in the 3-hour period. Note that the future train arrivals are assumed to be spaced at 2-minute intervals. % 8% 6% 4% 2% Cumulative % of Trips Arriving Puyallup Station % 3: 4: 4: 4:2 4:3 4:4 4: : : :2 :3 :4 : 6: 6: 6:2 6:3 6:4 6: The 24 line is based on data from the APC sensors at the train doors and the 23 line is an assumed projection. The key assumption is that distribution of return times in 23 will be very similar to 24. There is reason to think that the distribution by mode may be different in 23 than it was in 24. Data show that at stations with a larger supply of parking, the park-and-ride usage occurs later in the day than it does in Puyallup. This is reasonable, because almost everyone currently parking at the station in Puyallup is arriving in Seattle before 6:3 am; most commuters would choose to start their work days later if they had a reasonable commute option. The chart below shows an assumed distribution of the time Sounder riders who park at the station will return to the station in the evening. A-4 PSSAI Traffic Operations Analysis Methodology and Assumptions June 2

81 Puyallup Station Access Improvements % Cumulative % of Park & Ride Trips Arriving Puyallup Station 8% 6% 4% 2% % 3: 4: 4: 4:2 4:3 4:4 4: : : :2 :3 :4 : 6: 6: 6:2 6:3 6:4 6: In 24, 89 percent of the Sounder riders who parked at the station had returned by : pm. This is understandable, because a person who left Puyallup on the first train at :7 am and returned on the 6th train at : pm would have spent more than hours in Seattle. The projection for 23 shown above assumes that with a greater supply of parking, the average person parking at the station will start their day later, and the later start will result in a slightly later return in the evening. The key assumption is that the average arrival time of riders who parked at the station will be approximately 2 minutes later in 23 than it was in 24. Assuming the distribution of park-and-ride riders shown above by percent results in the distribution by number of riders below Cumulative Arrivals Puyallup Riders All Modes 3: 4: 4: 4:2 4:3 4:4 4: : : :2 :3 :4 : 6: 6: 6:2 6:3 6:4 6: 24 Cumulative 23 Cumulative PSSAI Traffic Operations Analysis Methodology and Assumptions A- June 2

82 Puyallup Station Access Improvements This chart illustrates that even with a later average return time, there will be higher absolute numbers of park-and-ride riders who have returned even in the earliest parts of the 3-hour commute window. The assumed distribution of riders parking on city streets is shown below. % 8% 6% 4% Cumulative % of On Street Parking Trips Arriving Puyallup Station 2% % 3: 4: 4: 4:2 4:3 4:4 4: : : :2 :3 :4 : 6: 6: :2 6:3 6:4 6: The key assumption is that the distribution in 23 will be more uniform over the commute window than it was in 24. The assumed distribution of the other access modes in 23 is very close to what it was in 24, as shown in the following charts: % Cumulative % of Kiss & Ride Trips Arriving Puyallup Station 8% 6% 4% 2% % 3: 4: 4: 4:2 4:3 4:4 4: : : :2 :3 :4 : 6: 6: :2 6:3 6:4 6: A-6 PSSAI Traffic Operations Analysis Methodology and Assumptions June 2

83 Puyallup Station Access Improvements Cumulative % of Bus Rider Trips Arriving Puyallup Station % 9% 8% 7% 6% % 4% 3% 2% % % 3: 4: 4: 4:2 4:3 4:4 4: : : :2 :3 :4 : 6: 6: :2 6:3 6:4 6: % Cumulative % of Non motorized Trips Arriving Sumner Station 8% 6% 4% 2% % 3: 4: 4: 4:2 4:3 4:4 4: : : :2 :3 :4 : 6: 6: 6:2 6:3 24 6:4 6: Combining the projections of total future ridership, mode split, and time distribution by mode, the chart below illustrates the assumed distribution of peak-direction riders returning to the Puyallup Station in 23. PSSAI Traffic Operations Analysis Methodology and Assumptions A-7 June 2

84 Puyallup Station Access Improvements Exiting Riders by Mode 23 Puyallup : 4: 4: 4:2 4:3 4:4 4: : : :2 :3 :4 : 6: 6: 6:2 6:3 6:4 6: Park and Ride On Street Parking Kiss and Ride Bus Non motorized This distribution will be a key input to the future-condition VISSIM model. A-8 PSSAI Traffic Operations Analysis Methodology and Assumptions June 2

85 APPENDIX B Non-Motorized Methodology and Assumptions Report for Puyallup Station

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87 Puyallup Station Access Improvements PUYALLUP STATION ACCESS IMPROVEMENTS PROJECT NON-MOTORIZED ANALYSIS METHODOLOGY AND ASSUMPTIONS Introduction This technical memorandum describes the methods that will be used in the non-motorized analysis to be conducted as part of the environmental review for the Puyallup Station Access Improvements Project. The analysis will evaluate the impacts and develop proposals to mitigate impacts, where warranted. The following sections describe the geographic boundaries of the study area, the data collection, the non-motorized analysis techniques, measures of effectiveness, and documentation. Study Area The Puyallup Station is located between North Meridian Street and th Street NW, as shown in Figure. The proposed project would build a parking garage west of the station. Included in the project are limited pedestrian and bicycle facility improvements to encourage nonmotorized travel to the station. The study area is a ¼ mile radius for pedestrian access and a ½ mile radius for bicycle access. PSSAI Non motorized Analysis Methodology and Assumptions June 2

88 6TH AVE NW Grayland Park 8TH ST NW W STEWART 3RD AVE NW 8TH ST NW 3 7TH ST NW 7TH ST NW 2 6TH ST NW 6TH ST NW TH ST NW 2 3 4TH ST NW TH AVE NW 3RD ST NW 4TH AVE NW 8 9 2ND ST NW W MA IN N MERIDIAN 2ND ST NE ND ST NW TH AVE NE 3RD ST NE 4TH ST NE 4TH ST NE 4TH AVE NE SPRING ST 2ND AVE W MEEKER 23 Document Path: P:\364_SoundTransit\Puyallup_Sumner_Stations\PH_Basemap\Figure PuyallupStation_Intersections.mxd 7TH ST SW 4 6TH ST SW 9 TH AVE SW 7TH AVE SW 9TH AVE SW TH ST SW 4 4TH ST SW 4TH ST SW W PIONEER E PIONEER 3RD ST SW 2ND ST SW 2 Pioneer Park S MERIDIAN S MERIDIAN 24 2ND ST SE 3RD ST SE 27 9TH AVE SE 4TH ST SE 4TH AVE SE 4TH ST SE Feet 2 Analyzed Intersections Driveway Turn Movement Intersection Turn Movement Railroad Crossing Station Location Existing Parking Railroad New Parking Garage New Surface Parking Figure Puyallup Station Study Area

89 Puyallup Station Access Improvements Data Collection The purpose of the data collection effort is to understand the elements that affect the operational characteristics of the transportation network for pedestrians and bicycles. The physical elements such as the number of travel lanes, traffic control (e.g., stop signs or traffic signal locations), as well as non-physical elements such as speed and the vehicular volumes on the road at a given time will be collected in the Traffic Analysis work (see Puyallup Station Access Improvements Project Traffic Operations Analysis Methodology and Assumptions ), and analyzed with regards to pedestrian and bicycle access, focusing on safety, comfort and convenience. In addition, the non-motorized evaluation will collect data for the following components of the project: Physical characteristics of walk routes within ¼ mile of the station and bicycle routes within a ½ mile of the station focused on routes from existing and proposed Sounder parking garages and parking lots. Informal on-street parking used by Sounder riders will be identified and physical characteristics of walk routes will be noted. The focus will be on possible impediments to safety, comfort and convenience for pedestrians and bicycles not captured in the Traffic Operations data collection, including pedestrian scale lighting and driveway locations and sightlines. Physical characteristics of the pedestrian and bicycle network will be obtained through a combination of aerial imagery and field observation. Detailed surveying and/or measuring will not be conducted with the exception of documenting sidewalk widths. Funded improvements to the pedestrian and bicycle network in the study area will be identified and applied to the future analysis. Existing and future land uses within the station area will be identified as well as clusters of employment and/or housing developments that could be considered areas that might generate potential Sounder walking or biking to the station. Walk and bicycle sheds as prepared for the 22 Access Study. Analysis Techniques Overview Analysis of future conditions will focus on the potential effects of increases in vehicular traffic on pedestrian and bicycle access to the station. Based on existing data we do not expect significant increases in walk or bike access to the station, so the analysis will focus on the effects of changes in traffic patterns in the station area on pedestrian and bike access. Documentation to support this assumption will be provided. Documentation will come from existing sources. PSSAI Non motorized Analysis Methodology and Assumptions 3 June 2

90 Puyallup Station Access Improvements The existing physical and non-physical elements collected will be used to understand and analyze the existing pedestrian and bicycle access system. Forecasts of future conditions will also be developed (in the Traffic Operations work) and used to analyze how the proposed project will affect the transportation system in the future. After the specific impacts are understood, mitigation measures will be developed to address impacts. Transportation Analysis Years Consistent with the traffic operations analysis methodology, the non-motorized analysis will focus on the following time periods: Existing Year 24 Design Year 23 Study Time Period The non-motorized analysis will evaluate conditions for the shortest day of the year when pedestrians and bicyclists will be arriving and leaving in the dark. Data from the traffic operations analysis may be used and the study time period will be consistent with that analysis. Travel Modes The non-motorized portion of this study will analyze pedestrian and bicycle station access with emphasis on safety, comfort and convenience for these passengers. Alternative Scenarios Traffic Volume Development Results from the traffic operations models will be used identify locations where specific, measureable impacts to the future transportation system might affect potential pedestrian and bicycle access to the station. Measures of Effectiveness After the specific impacts are understood, mitigation measures will be developed to address impacts, and a qualitative analysis based on industry experience will be used to confirm the effectiveness of proposed mitigation measures. Documentation The transportation data gathering and analysis will provide information about the project s affected environment and potential mitigation measures to address impacts associated with the Build alternative(s). This information will be documented through the following deliverables: A Non-motorized section in the Traffic Operations Analysis Technical Memorandum Environmental checklist section 4 PSSAI Non motorized Analysis Methodology and Assumptions June 2

91 APPENDIX C Existing Traffic Counts for Puyallup Station

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93 7TH ST NW W STEWART AVE N Peak Hour Date: Count Period: Peak Hour: Wed, Nov 9, 24 2: 4:4 to to 8: :4 7TH ST NW W STEWART AVE TEV:, PHF: W STEWART AVE HV %: PHF EB.3%.8 WB 2.6%.86 NB.%.89 SB.3%.98 TOTAL.%.96 Peak-Hour Count Summaries W STEWART AVE W STEWART AVE 7TH ST NW Start Eastbound Westbound Northbound LT TH RT LT TH RT LT TH RT 4: : : : Peak Hr Note: For all six-hour count summary, see next page TH ST NW 7TH ST NW Southbound LT TH RT min ,2 Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 4: : : 2 3 :3 2 Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

94 Six-Hour Count Summaries W STEWART AVE W STEWART AVE 7TH ST NW 7TH ST NW Eastbound Westbound Northbound Southbound Start LT TH RT LT TH RT LT TH RT LT TH RT 3: : : : : : : : : : : : : : : 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count , Peak Hr Note: Six-hour count summary volumes include heavy vehicles but excludes bicycles in overall count. -min ,83,2 Rolling One Hour 989, , Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 3: :4 2 4: : : : : : 2 3 :3 2 :4 4 6: : : :4 2 7: 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

95 4TH ST NW W STEWART AVE N Peak Hour Date: Count Period: Peak Hour: Wed, Nov 9, 24 3:3 3:4 to to 7: 4:4 4TH ST NW W STEWART AVE TEV:, PHF: W STEWART AVE HV %: PHF EB 3.%.83 WB 3.7%.87 NB 4.%.92 SB 3.%.89 TOTAL 3.6%.93 Peak-Hour Count Summaries W STEWART AVE W STEWART AVE TH ST NW Start Eastbound Westbound Northbound LT TH RT LT TH RT LT TH RT 3: : : : Peak Hr Note: For all six-hour count summary, see next page TH ST NW 4 4TH ST NW Southbound LT TH RT min ,4 Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 3: : : :3 3 9 Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

96 Six-Hour Count Summaries W STEWART AVE W STEWART AVE TH ST NW 4TH ST NW Eastbound Westbound Northbound Southbound Start LT TH RT LT TH RT LT TH RT LT TH RT 3: : : : : : : : : : : : : : : 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count ,22 63 Peak Hr Note: Six-hour count summary volumes include heavy vehicles but excludes bicycles in overall count. -min ,827,4 Rolling One Hour,499,4,44,437,,486,494,42,374,247, Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 3: : : : : :4 7 2 : : : : : : :3 3 6: : 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

97 N MERIDIAN STEWART N Peak Hour Date: Count Period: Peak Hour: Tue, Nov 8, 24 3:3 4:4 to to 7: :4 N MERIDIAN 6, STEWART TEV:, PHF: STEWART HV %: PHF EB 3.3%.83 WB 3.%.87 NB -.92 SB.4%.89 TOTAL 2.%.93 Peak-Hour Count Summaries STEWART STEWART N MERIDIAN Start Eastbound Westbound Northbound LT TH RT LT TH RT LT TH RT 4: : : : Peak Hr Note: For all six-hour count summary, see next page.,2 N MERIDIAN 2 N MERIDIAN Southbound LT TH RT min ,73 Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 4: : : : Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

98 Six-Hour Count Summaries STEWART STEWART N MERIDIAN N MERIDIAN Eastbound Westbound Northbound Southbound Start LT TH RT LT TH RT LT TH RT LT TH RT 3: : : : : : : : : : : : : : : 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count , Peak Hr Note: Six-hour count summary volumes include heavy vehicles but excludes bicycles in overall count. -min ,47,73 Rolling One Hour,6,69,677,664,72,73,692,664,43,437, Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 3: : : : : : : : : : : : : : : 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

99 2ND ST NE E STEWART/E MAIN N Peak Hour Date: Count Period: Peak Hour: Tue, Nov 8, 24 3:3 4:3 to to 7: :3 2ND ST NE 867 E STEWART/E MAIN TEV:, PHF: E STEWART/E MAIN HV %: PHF EB.7%.88 WB 2.3%.93 NB.% - SB -.93 TOTAL.8%.92 Peak-Hour Count Summaries E STEWART/E MAIN E STEWART/E MAIN 2ND ST NE Start Eastbound Westbound Northbound LT TH RT LT TH RT LT TH RT 4: : : : Peak Hr Note: For all six-hour count summary, see next page ND ST NE 8 2ND ST NE Southbound LT TH RT -min ,692 Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 4: : : : Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

100 Six-Hour Count Summaries E STEWART/E MAIN E STEWART/E MAIN 2ND ST NE 2ND ST NE Eastbound Westbound Northbound Southbound Start LT TH RT LT TH RT LT TH RT LT TH RT 3: : : : : : : : : : : : : : : 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count 66, , Peak Hr Note: Six-hour count summary volumes include heavy vehicles but excludes bicycles in overall count. -min ,9,692 Rolling One Hour,22,,64,643,692,63,76,422,36,222, Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 3: : : : : : : : : : : 3 3 6: 2 3 6: : : 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

101 TH ST NW W MAIN ST N Peak Hour Date: Count Period: Peak Hour: Wed, Nov 9, 24 3:3 : to to 7: 6: TH ST NW W MAIN ST TEV:,32 6 PHF: W MAIN ST HV %: PHF EB.%.88 WB 2.3%.97 NB 3.8%.84 SB.4% - TOTAL.9%.92 Peak-Hour Count Summaries W MAIN ST W MAIN ST TH ST NW Start Eastbound Westbound Northbound LT TH RT LT TH RT LT TH RT : : : : Peak Hr Note: For all six-hour count summary, see next page TH ST NW 4 TH ST NW Southbound LT TH RT min ,32 Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South : : : : Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

102 Six-Hour Count Summaries W MAIN ST W MAIN ST TH ST NW TH ST NW Eastbound Westbound Northbound Southbound Start LT TH RT LT TH RT LT TH RT LT TH RT 3: : : : : : : : : : : : : : : 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count ,9 9 7,42 9 Peak Hr Note: Six-hour count summary volumes include heavy vehicles but excludes bicycles in overall count. -min ,37,32 Rolling One Hour,66,8,6,9,4,2,32,9, Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 3: : : : : : : : : : : 3 6: : : : 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

103 S MERIDIAN MAIN N Peak Hour Date: Count Period: Peak Hour: Tue, Nov 8, 24 3:3 : to to 7: 6: S MERIDIAN 7, MAIN TEV:, PHF: MAIN HV %: PHF EB.7%.9 WB.%.6 NB -.89 SB.9%.9 TOTAL.9%.93 Peak-Hour Count Summaries MAIN MAIN S MERIDIAN Start Eastbound Westbound Northbound LT TH RT LT TH RT LT TH RT : : : : 8 8 Peak Hr Note: For all six-hour count summary, see next page.,28 S MERIDIAN 3 S MERIDIAN Southbound LT TH RT min ,272 Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South : : : : Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

104 Six-Hour Count Summaries MAIN MAIN S MERIDIAN S MERIDIAN Eastbound Westbound Northbound Southbound Start LT TH RT LT TH RT LT TH RT LT TH RT 3: : : : : : : : : : : : : : : 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count , Peak Hr Note: Six-hour count summary volumes include heavy vehicles but excludes bicycles in overall count. -min ,9,272 Rolling One Hour,6,2,24,96,226,269,26,272,2, Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 3: : : : : : : : : : : : : : : 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

105 SPRING ST & 3RD ST NE E MAIN N SPRING ST & 3RD ST NE Peak Hour 87 Date: Count Period: Peak Hour: Tue, Nov 8, 24 3:3 4:3 to to 7: :3 E MAIN TEV: PHF: E MAIN HV %: PHF EB 2.3%.7 WB.%.9 NB 2.% - SB -.94 TOTAL.9%.9 Peak-Hour Count Summaries E MAIN E MAIN SPRING ST & 3RD ST NE Start Eastbound Westbound Northbound LT TH RT LT TH RT LT TH RT 4: : : : Peak Hr Note: For all six-hour count summary, see next page SPRING ST & 3RD ST NE 2 SPRING ST & 3RD ST NE Southbound LT TH RT -min Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 4: :4 6 4 : 4 : Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

106 Six-Hour Count Summaries E MAIN E MAIN SPRING ST & 3RD ST NESPRING ST & 3RD ST NE Eastbound Westbound Northbound Southbound Start LT TH RT LT TH RT LT TH RT LT TH RT 3: : : : : : : : : : : : : : : 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count ,48 46 Peak Hr Note: Six-hour count summary volumes include heavy vehicles but excludes bicycles in overall count. -min ,78 94 Rolling One Hour Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 3:3 4 3: : 2 3 4: : :4 6 4 : 4 : : :4 2 6: 2 6: 7 6: : : 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

107 S MERIDIAN MEEKER N Peak Hour Date: Count Period: Peak Hour: Tue, Nov 8, 24 3:3 4:4 to to 7: :4 S MERIDIAN 3, MEEKER TEV:, PHF: MEEKER HV %: PHF EB.%.88 WB.%.78 NB -.9 SB.2% - TOTAL.%.9 Peak-Hour Count Summaries MEEKER MEEKER S MERIDIAN Start Eastbound Westbound Northbound LT TH RT LT TH RT LT TH RT 4: : 23 9 : 7 : Peak Hr Note: For all six-hour count summary, see next page.,9 S MERIDIAN S MERIDIAN Southbound LT TH RT min ,78 Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 4: : : 2 : Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

108 Six-Hour Count Summaries MEEKER MEEKER S MERIDIAN S MERIDIAN Eastbound Westbound Northbound Southbound Start LT TH RT LT TH RT LT TH RT LT TH RT 3: : : : : : : : : : : : : : : 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count ,9 9 Peak Hr Note: Six-hour count summary volumes include heavy vehicles but excludes bicycles in overall count. -min ,669,78 Rolling One Hour,3,78,4,36,49,78,29,98, Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 3: : : : : : : : 2 : : : : : : : 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

109 7TH ST SW W PIONEER AVE N Peak Hour Date: Count Period: Peak Hour: Wed, Nov 9, 24 3:3 : to to 7: 6: 7TH ST SW W PIONEER AVE TEV:, PHF: W PIONEER AVE HV %: PHF EB.%.66 WB.%.82 NB.% - SB.%.92 TOTAL.%.94 Peak-Hour Count Summaries W PIONEER AVE W PIONEER AVE 7TH ST SW Start Eastbound Westbound Northbound LT TH RT LT TH RT LT TH RT : : : : Peak Hr Note: For all six-hour count summary, see next page TH ST SW 6 7TH ST SW Southbound LT TH RT min ,33 Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South : : : : Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

110 Six-Hour Count Summaries W PIONEER AVE W PIONEER AVE 7TH ST SW 7TH ST SW Eastbound Westbound Northbound Southbound Start LT TH RT LT TH RT LT TH RT LT TH RT 3: : : : : : : : : : : : : : : 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count 66, , Peak Hr Note: Six-hour count summary volumes include heavy vehicles but excludes bicycles in overall count. -min ,329,33 Rolling One Hour 96, 99,2,68,89,33, Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 3: : : : : : : : : : : 2 6: 3 6: : : 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

111 6TH ST SW W PIONEER AVE N Peak Hour Date: Count Period: Peak Hour: Wed, Nov 9, 24 3:3 : to to 7: 6: 6TH ST SW W PIONEER AVE TEV:, PHF: W PIONEER AVE HV %: PHF EB.6%.92 WB.%.89 NB.%.68 SB.%.74 TOTAL.%.92 Peak-Hour Count Summaries W PIONEER AVE W PIONEER AVE 6TH ST SW Start Eastbound Westbound Northbound LT TH RT LT TH RT LT TH RT : : : : Peak Hr Note: For all six-hour count summary, see next page TH ST SW 3 6TH ST SW Southbound LT TH RT min ,7 Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South : : : : Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

112 Six-Hour Count Summaries W PIONEER AVE W PIONEER AVE 6TH ST SW 6TH ST SW Eastbound Westbound Northbound Southbound Start LT TH RT LT TH RT LT TH RT LT TH RT 3: : : : : : : : : : : : : : : 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count 36,76 9 3, Peak Hr Note: Six-hour count summary volumes include heavy vehicles but excludes bicycles in overall count. -min ,46,7 Rolling One Hour , Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 3: : : : : :4 2 6 : : : : : 6: 2 6: : : 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

113 TH ST SW W PIONEER AVE N Peak Hour Date: Count Period: Peak Hour: Wed, Nov 9, 24 3:3 : to to 7: 6: TH ST SW W PIONEER AVE TEV:, PHF: W PIONEER AVE HV %: PHF EB.6%.93 WB.6%.96 NB 2.7%.44 SB.%.64 TOTAL.7%.94 Peak-Hour Count Summaries W PIONEER AVE W PIONEER AVE TH ST SW Start Eastbound Westbound Northbound LT TH RT LT TH RT LT TH RT : : : : Peak Hr Note: For all six-hour count summary, see next page TH ST SW TH ST SW Southbound LT TH RT min ,727 Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South : : : :4 2 2 Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

114 Six-Hour Count Summaries W PIONEER AVE W PIONEER AVE TH ST SW TH ST SW Eastbound Westbound Northbound Southbound Start LT TH RT LT TH RT LT TH RT LT TH RT 3: : : : : : : : : : : : : : : 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count , , Peak Hr Note: Six-hour count summary volumes include heavy vehicles but excludes bicycles in overall count. -min ,464,727 Rolling One Hour,639,672,638,66,676,677,727,64,89,464, Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 3: : : : : : : : : : : : : : : 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

115 N S MERIDIAN W PIONEER AVE Peak Hour Date: Wed, Nov 9, 24 Count Period: Peak Hour: 3:3 4:3 to to 7: :3 S MERIDIAN 84 83, TEV:,39 PHF: W PIONEER AVE,44 S MERIDIAN HV %: PHF EB 2.8%.63 NB -.93 SB.7%.86 TOTAL.7%.9 Peak-Hour Count Summaries W PIONEER AVE W PIONEER AVE S MERIDIAN S MERIDIAN Start Eastbound Westbound Northbound Southbound LT TH RT LT TH RT LT TH RT LT TH RT 4: : : : Peak Hr Note: For all six-hour count summary, see next page. -min ,84 Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 4: : : : Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

116 Six-Hour Count Summaries W PIONEER AVE W PIONEER AVE S MERIDIAN S MERIDIAN -min Rolling Eastbound Westbound Northbound Southbound Start One Hour LT TH RT LT TH RT LT TH RT LT TH RT 3: : : : ,7 4: ,828 4: ,822 : ,79 : ,84 : ,83 : ,767 6: ,7 6: ,636 6: ,49 6: ,464 7:,6 7: 69 7: :4 8: 8: 8:3 8:4 9: 9: Count , 364 2,72 27,849 Peak Hr ,84 Note: Six-hour count summary volumes include heavy vehicles but excludes bicycles in overall count. Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 3: : : : : : : : : : : : 7 2 6: : : 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

117 3RD ST NE E PIONEER N Peak Hour Date: Count Period: Peak Hour: Tue, Nov 8, 24 3:3 4:3 to to 7: :3 3RD ST NE 77 E PIONEER TEV:, PHF: E PIONEER HV %: PHF EB.3%.94 WB.8% - NB.8%.9 SB -.97 TOTAL.3%.97 Peak-Hour Count Summaries E PIONEER E PIONEER 3RD ST NE Start Eastbound Westbound Northbound LT TH RT LT TH RT LT TH RT 4: : : : Peak Hr Note: For all six-hour count summary, see next page RD ST NE 2 3RD ST NE Southbound LT TH RT -min ,73 Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 4: : : : Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

118 Six-Hour Count Summaries E PIONEER E PIONEER 3RD ST NE 3RD ST NE Eastbound Westbound Northbound Southbound Start LT TH RT LT TH RT LT TH RT LT TH RT 3: : : : : : : : : : : : : : : 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count 2,72, ,9 34 Peak Hr Note: Six-hour count summary volumes include heavy vehicles but excludes bicycles in overall count. -min ,47,73 Rolling One Hour,72,67,68,727,73,73,92,448,3,27, Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 3: : : : : : : : : : : 2 6: 2 6:3 3 6:4 7: 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

119 DRIVEWAY 3RD AVE NW N Peak Hour Date: Count Period: Peak Hour: Wed, Nov 9, 24 3:3 3:3 to to 7: 4:3 DRIVEWAY RD AVE NW TEV: PHF: RD AVE NW HV %: PHF EB 2.3%.87 WB 4.%.89 NB -.94 SB.% - TOTAL 26.4%.94 Peak-Hour Count Summaries 3RD AVE NW 3RD AVE NW DRIVEWAY Start Eastbound Westbound Northbound LT TH RT LT TH RT LT TH RT 3: : : 8 2 4: 4 7 Peak Hr Note: For all six-hour count summary, see next page. DRIVEWAY DRIVEWAY Southbound LT TH RT min Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 3: :4 4: 3 4 4: 6 6 Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

120 Six-Hour Count Summaries 3RD AVE NW 3RD AVE NW DRIVEWAY DRIVEWAY Eastbound Westbound Northbound Southbound Start LT TH RT LT TH RT LT TH RT LT TH RT 3: : : : : :4 7 4 : : : : : 9 6 6: 3 6 6: :4 4 7: 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count Peak Hr Note: Six-hour count summary volumes include heavy vehicles but excludes bicycles in overall count. -min Rolling One Hour Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 3: :4 4: 3 4 4: 6 6 4:3 4:4 : : : :4 3 6: 2 6: 6:3 6:4 7: 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

121 N DRIVEWAY 3RD AVE NW Peak Hour Date: Wed, Nov 9, 24 Count Period: Peak Hour: 3:3 3:3 to to 7: 4:3 DRIVEWAY 3 3RD AVE NW TEV: 2 6 PHF: RD AVE NW HV %: PHF EB.8%.6 WB 6.%.42 SB.%.69 TOTAL 2.3%.82 Peak-Hour Count Summaries 3RD AVE NW 3RD AVE NW Start Eastbound Westbound LT TH RT LT TH RT 3: : : : Peak Hr Note: For all six-hour count summary, see next page. 6TH ST NW Northbound LT TH RT DRIVEWAY Southbound LT TH RT -min Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 3: : : : Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

122 Six-Hour Count Summaries 3RD AVE NW 3RD AVE NW 6TH ST NW DRIVEWAY -min Eastbound Westbound Northbound Southbound Start LT TH RT LT TH RT LT TH RT LT TH RT 3: : : : : : : : : : : : : : : 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count Peak Hr Note: Six-hour count summary volumes include heavy vehicles but excludes bicycles in overall count. Rolling One Hour Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 3: : : : :3 4 4:4 : : : : : 3 3 6: 2 6:3 2 6:4 7: 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

123 TH ST NW DRIVEWAY N Peak Hour Date: Count Period: Peak Hour: Wed, Nov 9, 24 3:3 3:4 to to 7: 4:4 TH ST NW DRIVEWAY TEV: 96 PHF: TH ST NW HV %: PHF WB - - NB 7.8%.9 SB 3.4%.89 TOTAL.2%.9 Peak-Hour Count Summaries DRIVEWAY DRIVEWAY Start Eastbound Westbound LT TH RT LT TH RT 3:4 4: 4: 4:3 Peak Hr Note: For all six-hour count summary, see next page. TH ST NW Northbound LT TH RT 2 TH ST NW Southbound LT TH RT min Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 3:4 4: 4: 4:3 Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

124 Six-Hour Count Summaries DRIVEWAY DRIVEWAY TH ST NW TH ST NW Eastbound Westbound Northbound Southbound Start LT TH RT LT TH RT LT TH RT LT TH RT 3: :4 36 4: 98 4: : : : 9 8 : :3 79 : : : : : : 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count, ,687 Peak Hr Note: Six-hour count summary volumes include heavy vehicles but excludes bicycles in overall count. -min ,9 96 Rolling One Hour Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 3: : : 7 7 4: 7 4 4: :4 6 : 3 2 : 3 4 :3 : : 2 3 6: 2 3 6: : : 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

125 DRIVEWAY (E/O 4TH ST SW) W MAIN N DRIVEWAY (E/O 4TH ST SW) 72 Peak Hour Date: Count Period: Peak Hour: Tue, Nov 8, 24 3:3 4:4 to to 7: :4 W MAIN TEV: PHF: W MAIN HV %: PHF EB 2.4%.77 WB.6%.82 NB - - SB.7%.79 TOTAL 2.4%.92 Peak-Hour Count Summaries W MAIN W MAIN Start Eastbound Westbound Northbound LT TH RT LT TH RT LT TH RT 4: : : 28 3 : Peak Hr Note: For all six-hour count summary, see next page. DRIVEWAY (E/O 4TH ST SW) DRIVEWAY (E/O 4TH ST SW) DRIVEWAY (E/O 4TH ST SW) Southbound LT TH RT min Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 4: : 2 : 3 : Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

126 Six-Hour Count Summaries W MAIN W MAIN RIVEWAY (E/O 4TH ST SWRIVEWAY (E/O 4TH ST SW Eastbound Westbound Northbound Southbound Start LT TH RT LT TH RT LT TH RT LT TH RT 3: : : : : : : : : : : 2 3 6: :3 9 6: : 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count Peak Hr Note: Six-hour count summary volumes include heavy vehicles but excludes bicycles in overall count. -min Rolling One Hour Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 3:3 3: : 2 4: 3 2 4:3 4: : 2 : 3 : : : 6: 2 3 6:3 6: : 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

127 N DRIVEWAY W MAIN Peak Hour Date: Tue, Nov 8, 24 Count Period: Peak Hour: 3:3 4:4 to to 7: :4 DRIVEWAY W MAIN TEV: PHF: W MAIN HV %: PHF EB 3.%.72 WB 3.4%.86 SB.9%.38 TOTAL 2.2%.96 Peak-Hour Count Summaries W MAIN W MAIN Start Eastbound Westbound LT TH RT LT TH RT 4: : : : Peak Hr Note: For all six-hour count summary, see next page. 3RD ST SW Northbound LT TH RT DRIVEWAY Southbound LT TH RT min Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 4: : : : Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

128 Six-Hour Count Summaries W MAIN W MAIN 3RD ST SW DRIVEWAY -min Eastbound Westbound Northbound Southbound Start LT TH RT LT TH RT LT TH RT LT TH RT 3: : : : : : : : : : : : : : : 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count ,43 Peak Hr Note: Six-hour count summary volumes include heavy vehicles but excludes bicycles in overall count. Rolling One Hour Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 3:3 3: : 2 4 4: :3 4: : : : : : 6: :3 2 6:4 7: 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

129 DRIVEWAY W STEWART N Peak Hour Date: Count Period: Peak Hour: Tue, Nov 8, 24 3:3 4:4 to to 7: :4 DRIVEWAY W STEWART TEV: PHF: W STEWART HV %: PHF EB 2.8%.84 WB 4.8%.82 NB.% - SB -.6 TOTAL 3.9%.8 Peak-Hour Count Summaries W STEWART W STEWART DRIVEWAY Start Eastbound Westbound Northbound LT TH RT LT TH RT LT TH RT 4: : : : Peak Hr Note: For all six-hour count summary, see next page DRIVEWAY DRIVEWAY Southbound LT TH RT -min Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 4: : : :3 3 7 Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

130 Six-Hour Count Summaries W STEWART W STEWART DRIVEWAY DRIVEWAY Eastbound Westbound Northbound Southbound Start LT TH RT LT TH RT LT TH RT LT TH RT 3: : : : : : : : : : : : : : : 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count ,2 8 4 Peak Hr Note: Six-hour count summary volumes include heavy vehicles but excludes bicycles in overall count. -min , Rolling One Hour Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 3: : : : : : : : :3 3 7 : : 3 4 6: 2 2 6: : : 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

131 DRIVEWAY (W/O 2ND ST NW) W STEWART N Peak Hour Date: Tue, Nov 8, 24 Count Period: Peak Hour: 3:3 4:4 to to 7: :4 W STEWART TEV: PHF: W STEWART 4 2 DRIVEWAY (W/O 2ND ST NW) HV %: PHF EB.%.6 WB 4.8%. NB 4.8%. TOTAL 3.3%.6 Peak-Hour Count Summaries W STEWART W STEWART DRIVEWAY (W/O 2ND ST NWDRIVEWAY (W/O 2ND ST NW Start Eastbound Westbound Northbound Southbound LT TH RT LT TH RT LT TH RT LT TH RT 4: : : : Peak Hr Note: For all six-hour count summary, see next page. -min Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 4:4 6 7 : 3 4 : 4 4 :3 6 8 Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

132 Six-Hour Count Summaries W STEWART W STEWART RIVEWAY (W/O 2ND ST NW RIVEWAY (W/O 2ND ST NW Eastbound Westbound Northbound Southbound Start LT TH RT LT TH RT LT TH RT LT TH RT 3: : : : : : : : : : : : : : : 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count 84 8, Peak Hr Note: Six-hour count summary volumes include heavy vehicles but excludes bicycles in overall count. -min , Rolling One Hour Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 3: : : 2 3 4: : :4 6 7 : 3 4 : 4 4 :3 6 8 : : 2 4 6: 6:3 4 6: : 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

133 N 2ND ST NW W STEWART Peak Hour Date: Tue, Nov 8, 24 Count Period: Peak Hour: 3:3 4:4 to to 7: :4 W STEWART TEV: PHF: W STEWART DRIVEWAY (AT 2ND ST NW) HV %: PHF EB.8%.84 WB 4.%.9 NB 3.6%.7 TOTAL 4.3%.94 4 Peak-Hour Count Summaries W STEWART W STEWART DRIVEWAY (AT 2ND ST NW) 2ND ST NW Start Eastbound Westbound Northbound Southbound LT TH RT LT TH RT LT TH RT LT TH RT 4: : : : Peak Hr Note: For all six-hour count summary, see next page. -min Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 4:4 3 9 : : : Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

134 Six-Hour Count Summaries W STEWART W STEWART RIVEWAY (AT 2ND ST NW 2ND ST NW Eastbound Westbound Northbound Southbound Start LT TH RT LT TH RT LT TH RT LT TH RT 3: : : : : : : : : : : : : : : 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count Peak Hr Note: Six-hour count summary volumes include heavy vehicles but excludes bicycles in overall count. -min , Rolling One Hour Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 3: : : : :3 4:4 3 9 : : : : : : 2 6: : : 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

135 DRIVEWAY 7TH AVE SW N Peak Hour Date: Count Period: Peak Hour: Wed, Nov 9, 24 3:3 :4 to to 7: 6:4 DRIVEWAY 7TH AVE SW TEV: PHF: TH AVE SW HV %: PHF EB.%.86 WB.4%.9 NB.%. SB - - TOTAL.6%.97 Peak-Hour Count Summaries 7TH AVE SW 7TH AVE SW DRIVEWAY Start Eastbound Westbound Northbound LT TH RT LT TH RT LT TH RT : : : 4 2 6: Peak Hr Note: For all six-hour count summary, see next page DRIVEWAY DRIVEWAY Southbound LT TH RT -min Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South :4 6: 6: 2 6:3 Peak Hr 2 3 Mark Skaggs: mark.skaggs@idaxdata.com

136 Six-Hour Count Summaries 7TH AVE SW 7TH AVE SW DRIVEWAY DRIVEWAY Eastbound Westbound Northbound Southbound Start LT TH RT LT TH RT LT TH RT LT TH RT 3: : : : : :4 3 : : : : : : 4 2 6: : : 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count Peak Hr Note: Six-hour count summary volumes include heavy vehicles but excludes bicycles in overall count. -min , Rolling One Hour Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 3:3 3: : 4: 4: :4 : 2 : 2 2 :3 2 :4 6: 6: 2 6:3 6:4 7: 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

137 N TH ST SW DRIVEWAY Peak Hour Date: Wed, Nov 9, 24 Count Period: Peak Hour: 3:3 : to to 7: 6: DRIVEWAY TEV: 386 PHF: DRIVEWAY 4 3 TH ST SW HV %: PHF EB.2%.82 WB -.9 NB 3.%.82 TOTAL.9%.94 Peak-Hour Count Summaries DRIVEWAY DRIVEWAY TH ST SW TH ST SW Start Eastbound Westbound Northbound Southbound LT TH RT LT TH RT LT TH RT LT TH RT : 3 76 : : : Peak Hr Note: For all six-hour count summary, see next page. -min Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South : 3 2 : : : 3 4 Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

138 Six-Hour Count Summaries DRIVEWAY DRIVEWAY TH ST SW TH ST SW Eastbound Westbound Northbound Southbound Start LT TH RT LT TH RT LT TH RT LT TH RT 3:3 82 3: : : : : : : 3 76 : : : : :3 43 6: : 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count ,3 Peak Hr Note: Six-hour count summary volumes include heavy vehicles but excludes bicycles in overall count. -min ,63 8 Rolling One Hour Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 3: : : 3 8 4: 6 7 4:3 2 4: : 2 3 : 3 2 : : : 3 4 6: 3 2 6: :4 7: 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

139 N DRIVEWAY 9TH AVE SW Peak Hour Date: Wed, Nov 9, 24 Count Period: Peak Hour: 3:3 : to to 7: 6: DRIVEWAY TEV: PHF: TH AVE SW DRIVEWAY HV %: PHF EB 4.2%.4 NB -.69 SB.%.7 TOTAL 2.%.8 Peak-Hour Count Summaries 9TH AVE SW 9TH AVE SW DRIVEWAY DRIVEWAY Start Eastbound Westbound Northbound Southbound LT TH RT LT TH RT LT TH RT LT TH RT : : 9 9 :3 2 :4 3 2 Peak Hr Note: For all six-hour count summary, see next page. -min Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South : : :3 6 :4 Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

140 Six-Hour Count Summaries 9TH AVE SW 9TH AVE SW DRIVEWAY DRIVEWAY -min Rolling Eastbound Westbound Northbound Southbound Start One Hour LT TH RT LT TH RT LT TH RT LT TH RT 3: : : : : : : : : : : : : : : 64 7: 39 7:3 3 7:4 8: 8: 8:3 8:4 9: 9: Count Peak Hr Note: Six-hour count summary volumes include heavy vehicles but excludes bicycles in overall count. Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 3:3 3:4 4: 3 4: 4:3 4:4 : : :3 6 :4 6: 6: 6:3 6:4 7: 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

141 N 7TH ST NW 3RD AVE NW Peak Hour Date: Wed, Nov 9, 24 Count Period: Peak Hour: 3:3 3:3 to to 7: 4:3 7TH ST NW RD AVE NW TEV: 24 2 PHF: RD AVE NW HV %: PHF EB 2.%.82 WB 42.%.82 SB.9%.72 TOTAL 4.6%.89 Peak-Hour Count Summaries 3RD AVE NW 3RD AVE NW Start Eastbound Westbound LT TH RT LT TH RT 3: : : : Peak Hr Note: For all six-hour count summary, see next page. 7TH ST NW Northbound LT TH RT TH ST NW Southbound LT TH RT min Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 3:3 8 3: : : Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

142 Six-Hour Count Summaries 3RD AVE NW 3RD AVE NW 7TH ST NW 7TH ST NW -min Eastbound Westbound Northbound Southbound Start LT TH RT LT TH RT LT TH RT LT TH RT 3: : : : : : : : : : : : : : : 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count Peak Hr Note: Six-hour count summary volumes include heavy vehicles but excludes bicycles in overall count. Rolling One Hour Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 3:3 8 3: : : : :4 4 : : :3 2 2 :4 2 6: : 6:3 6:4 2 7: 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

143 N TH ST NW 3RD AVE NW Peak Hour Date: Wed, Nov 9, 24 Count Period: Peak Hour: 3:3 3:4 to to 7: 4:4 TH ST NW TEV: PHF: RD AVE NW TH ST NW HV %: PHF EB.9%.76 NB 8.2%.93 SB 3.6%.9 TOTAL.3%.92 Peak-Hour Count Summaries 3RD AVE NW 3RD AVE NW TH ST NW TH ST NW Start Eastbound Westbound Northbound Southbound LT TH RT LT TH RT LT TH RT LT TH RT 3: : : : Peak Hr Note: For all six-hour count summary, see next page. -min Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 3: : : : Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

144 Six-Hour Count Summaries 3RD AVE NW 3RD AVE NW TH ST NW TH ST NW -min Rolling Eastbound Westbound Northbound Southbound Start One Hour LT TH RT LT TH RT LT TH RT LT TH RT 3: : : : : : : : : : : : : : : 27 7: 289 7:3 49 7:4 8: 8: 8:3 8:4 9: 9: Count ,22,99 9 3,36 Peak Hr Note: Six-hour count summary volumes include heavy vehicles but excludes bicycles in overall count. Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 3:3 3: : : : :4 7 : 4 23 : :3 2 : : 2 3 6: : : : 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

145 N TH ST SW 2ND AVE NW Peak Hour Date: Wed, Nov 9, 24 Count Period: Peak Hour: 3:3 3:3 to to 7: 4:3 TH ST SW 2 48 TEV: 937 PHF: ND AVE NW TH ST SW HV %: PHF EB.%.67 NB 7.8% - SB.3%.68 TOTAL 4.2%.76 Peak-Hour Count Summaries 2ND AVE NW 2ND AVE NW TH ST SW TH ST SW Start Eastbound Westbound Northbound Southbound LT TH RT LT TH RT LT TH RT LT TH RT 3: :4 39 4: : 9 7 Peak Hr 4 47 Note: For all six-hour count summary, see next page. -min Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 3:3 6 3: : 3 4 4: 8 9 Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

146 Six-Hour Count Summaries 2ND AVE NW 2ND AVE NW TH ST SW TH ST SW -min Rolling Eastbound Westbound Northbound Southbound Start One Hour LT TH RT LT TH RT LT TH RT LT TH RT 3: : : : : : : : : : : : : : : 24 7: 288 7:3 49 7:4 8: 8: 8:3 8:4 9: 9: Count ,28,73 8 3,6 Peak Hr Note: Six-hour count summary volumes include heavy vehicles but excludes bicycles in overall count. Heavy Vehicle s Bicycles Pedestrians (Crossing Leg) Start EB WB NB SB EB WB NB SB East West North South 3:3 6 3: : 3 4 4: 8 9 4: : : : 4 2 :3 : : 2 3 6: : : : 7: 7:3 7:4 8: 8: 8:3 8:4 9: 9: Count Peak Hr Mark Skaggs: mark.skaggs@idaxdata.com

147 Location: 4TH ST NW N/O 7TH AVE NW Date Range: /8/24 - /24/24 Site Code: T Tuesday Wednesday Thursday Friday Saturday Sunday Monday /8/24 /9/24 /2/24 /2/24 /22/24 /23/24 /24/24 Mid-Week Average Time NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB 2: AM : AM : AM : AM : AM : AM : AM : AM : AM : AM : AM : AM : : : : : : : : : : : : ,97 4,9 8,288 4,7 3,894 7,964 4,48 4,86 8, ,249 4,24 8,273 Percent % 49% - % 49% - 2% 48% % 49% -. Mid-week average includes data between Tuesday and Thursday. Mark Skaggs: mark.skaggs@idaxdata.com

148 Location: W STEWART W/O 7TH ST NW Date Range: /8/24 - /24/24 Site Code: T Tuesday Wednesday Thursday Friday Saturday Sunday Monday /8/24 /9/24 /2/24 /2/24 /22/24 /23/24 /24/24 Mid-Week Average Time EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 2: AM : AM : AM : AM : AM : AM : AM : AM : AM : AM : AM : AM : : : : : : : : : : : : ,3 4,4 8,67 4,7 4,69 8,86 4,322 4,72 9, ,94 4,62 8,89 Percent 48% 2% - 47% 3% - 48% 2% % 2% -. Mid-week average includes data between Tuesday and Thursday. Mark Skaggs: mark.skaggs@idaxdata.com

149 Location: N MERIDIAN S/O RIVER RD Date Range: /8/24 - /24/24 Site Code: T2 Tuesday Wednesday Thursday Friday Saturday Sunday Monday /8/24 /9/24 /2/24 /2/24 /22/24 /23/24 /24/24 Mid-Week Average Time SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB 2: AM : AM : AM : AM : AM : AM : AM : AM : AM : AM : AM : AM : : : :,7, : 99 99,26,26,9, ,3,3 :,94,94,43,43,68, ,68,68 6: : : : : : ,9-2,9,7 -,7,786 -, ,8 -,8 Percent % - - % - - % % - -. Mid-week average includes data between Tuesday and Thursday. Mark Skaggs: mark.skaggs@idaxdata.com

150 Location: 2ND ST NE N/O E STEWART Date Range: /8/24 - /24/24 Site Code: T3 Tuesday Wednesday Thursday Friday Saturday Sunday Monday /8/24 /9/24 /2/24 /2/24 /22/24 /23/24 /24/24 Mid-Week Average Time NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB 2: AM : AM : AM : AM : AM : AM : AM ,6, : AM ,77, : AM : AM : AM : AM : : : : : : : : : : : : ,89 -,89,8 -,8 2,6-2, ,7-2,7 Percent % - - % - - % % - -. Mid-week average includes data between Tuesday and Thursday. Mark Skaggs: mark.skaggs@idaxdata.com

151 Location: E MAIN AVE W/O TH ST SE Date Range: /8/24 - /24/24 Site Code: T4 Tuesday Wednesday Thursday Friday Saturday Sunday Monday /8/24 /9/24 /2/24 /2/24 /22/24 /23/24 /24/24 Mid-Week Average Time EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 2: AM : AM : AM : AM : AM : AM : AM : AM : AM : AM : AM : AM : : : : : : : : : : : : ,66 4,92 9,8 4,433 4,98 9,3 4,9,6 9, ,3 4,992 9,22 Percent 48% 2% - 47% 3% - 47% 3% % 2% -. Mid-week average includes data between Tuesday and Thursday. Mark Skaggs: mark.skaggs@idaxdata.com

152 Location: E PIONEER W/O TH ST SE Date Range: /8/24 - /24/24 Site Code: T Tuesday Wednesday Thursday Friday Saturday Sunday Monday /8/24 /9/24 /2/24 /2/24 /22/24 /23/24 /24/24 Mid-Week Average Time EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 2: AM : AM : AM : AM : AM : AM : AM : AM , ,3 8: AM : AM : AM : AM : : : 2 4, : 49 83, , , ,7 4: 2 73, ,8 8 43, ,77 : 2 22, ,63 99, ,6 6: : : : : : ,47 6,678 3,3 6,9 6,744 2,93 6,832 6,83 3, ,489 6,74 3,234 Percent 49% % - 48% 2% - % % % % -. Mid-week average includes data between Tuesday and Thursday. Mark Skaggs: mark.skaggs@idaxdata.com

153 Location: 3RD ST SE N/O 4TH AVE SE Date Range: /8/24 - /24/24 Site Code: T6 Tuesday Wednesday Thursday Friday Saturday Sunday Monday /8/24 /9/24 /2/24 /2/24 /22/24 /23/24 /24/24 Mid-Week Average Time NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB 2: AM : AM : AM : AM : AM : AM : AM ,47, : AM ,28, : AM : AM : AM : AM : : : : : : : : : : : : ,872-9,872 9,628-9,628 8,77-8, ,42-9,42 Percent % - - % - - % % - -. Mid-week average includes data between Tuesday and Thursday. Mark Skaggs: mark.skaggs@idaxdata.com

154 Location: S MERIDIAN S/O PIONEER Date Range: /8/24 - /24/24 Site Code: T7 Tuesday Wednesday Thursday Friday Saturday Sunday Monday /8/24 /9/24 /2/24 /2/24 /22/24 /23/24 /24/24 Mid-Week Average Time NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB 2: AM : AM : AM : AM : AM : AM : AM : AM : AM : AM : AM : AM : : : : : : : : : : : : ,382 -,382,334 -,334,383 -, ,366 -,366 Percent % - - % - - % % - -. Mid-week average includes data between Tuesday and Thursday. Mark Skaggs: mark.skaggs@idaxdata.com

155 Location: TH SW N/O TH AVE SW Date Range: /8/24 - /24/24 Site Code: T8 Tuesday Wednesday Thursday Friday Saturday Sunday Monday /8/24 /9/24 /2/24 /2/24 /22/24 /23/24 /24/24 Mid-Week Average Time NB SB NB SB NB SB NB SB NB SB NB SB NB SB NB SB 2: AM : AM : AM : AM : AM : AM : AM : AM : AM : AM : AM : AM : : : : : : : : : : : : ,6 4,847,498,438 4,83,273,686 4,868, ,92 4,8,442 Percent 4% 46% - 3% 47% - 4% 46% % 46% -. Mid-week average includes data between Tuesday and Thursday. Mark Skaggs: mark.skaggs@idaxdata.com

156 Location: W PIONEER W/O 7TH ST SW Date Range: /8/24 - /24/24 Site Code: T9 Tuesday Wednesday Thursday Friday Saturday Sunday Monday /8/24 /9/24 /2/24 /2/24 /22/24 /23/24 /24/24 Mid-Week Average Time EB WB EB WB EB WB EB WB EB WB EB WB EB WB EB WB 2: AM : AM : AM : AM : AM : AM : AM : AM : AM : AM : AM : AM : : : : : : : : : : : : ,68 4,76 9,386 3,227 3,94 7,4 4,923 4,76 9, ,277 4,462 8,738 Percent % % - 4% % - % 49% % % -. Mid-week average includes data between Tuesday and Thursday. Mark Skaggs: mark.skaggs@idaxdata.com

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