DRA
AFT
TE
ECHNIC
CAL MEMOR
RANDU
UM
Project:
Capitol Hill Station Transit
T
Oriented De
evelopmen
nt
Subject:
Trransporta
ation Analy
ysis
Date
e:
March
M
14, 2011
2
Auth
hors:
Marni
M
Heffrron, P.E., P.T.O.E.
Je
ennifer Ba
arnes, P.E
E.
1.
What is
s the purpo
ose of this
s memora
andum?
The purpose
p
of thiss memorandu
um is to present the backgrround transpoortation inform
mation, forecaast
trip geeneration, and
d transportation access and
d circulation aassessment foor the proposeed Capitol Hill
Statio
on Transit Oriiented Develo
opment. The Capitol
C
Hill S
Station, locateed just south oof the intersecction
of Bro
oadway, E Ollive Way and E John Streeet, is currentlyy under constrruction. Oncee the station iss
complete, Sound Transit
T
proposses to develop
p the sites it aacquired for thhe station, staation portals, aand
constrruction stagin
ng with a mix of residential and commerrcial uses. Thhe backgroundd transportation
inform
mation togeth
her with the trip generation
n estimates proovide the basis for evaluattion of site access,
includ
ding potentiall use and conffiguration of E Denny Wayy east of Broaadway, whichh is currently
closed
d to traffic du
uring construcction.
2.
What is
s transit-orriented de
evelopmen
nt?
Transsit-oriented deevelopment (T
TOD) is charaacterized by a mix of residdential and coommercial lannd
uses, designed to maximize
m
acceess to public transport, andd often incorpporating featuures to encourrage
transit ridership. A TOD neighb
borhood typiccally has a cennter with a traansit station oor stop, surrouunded
by rellatively high-density devellopment. Natiionwide reseaarch indicatess that TOD coommuters typiically
use transit two to five
f times morre than other commuters inn their regionn; these findinngs are similarr for
non-ccommute tripss as well.1
3.
What co
ould be de
eveloped at the Ca
apitol Hill S
Station?
Sound
d Transit acqu
uired many prroperties to co
onstruct the C
Capitol Hill S
Station and proovide pedestrrian
access to the statio
on. For plannin
ng purposes, these have beeen grouped iinto four parccels as shown on
Figure 1 below:

t Station bllock (located on the east siide of Broadw
way
Paarcel A – The west half of the
beetween E John
n Street and E Denny Wayy).

Paarcel B – The east half of th
he Station bloock
1
Arrin
ngton, G.B. and
d Robert Cevero. 2008. Effeccts of TOD on Housing, Parkking, and Traveel. Transit
Coopeerative Researcch Program (TC
CRP) Report 128. Transportaation Research Board. Washinngton, DC.
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
Paarcel C – Site where the Staation’s Southh Entrance woould be locateed (east side oof
Brroadway south
h of E Denny
y Way)

Paarcel D – Site located on th
he west side oof Broadway nnorth of Seatttle Central
Co
ommunity Co
ollege.
Figurre 1. Capito
ol Hill Station
n Schematic Plan
Source:: Capitol Hill Statiion TOD Sites Basseline Report, Deccember 2008. Illusstration by Hewitt A
Architects and Sw
wift Design.
Tablee 1 summarizees the potentiaal land uses on
o each parcell. The land usses shown, annd subsequenttly
analyzzed, reflect th
he most intensse of the alterrnatives underr consideratioon and alloweed by current
zonin
ng, and would reflect “worsst case” traffic conditions. A range of parking supplyy is currently being
consid
dered, and wiill be confirm
med after addittional analysiis has been coompleted.
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March 14, 2011
Capitol H
Hill Station T
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Table
e 1. Prelimin
nary Project Land Use Summary
Apartmeents
(units))
R
Retail
(squuare feet)
Other
(square feet)
Parkingg
(spacess)
Parrcel A – 100 Brooadway E
Staation Block – wesst half
195
229,240
Service-4,500
Pavillion-3,400
105 – 2002
Parrcel B – 100 Brooadway E
Staation Block – easst half
137
---
Service-4,500
69 – 1377
Parrcel C – 1830 Brroadway
Souuth entrance
115
223,040
---
63 – 121
75
1 5,360
---
0 – 79
522
667,820
Service-9,000
Pavillion-3,400
237 – 5339
Sitee
Parrcel D – 1827 Brroadway
Seaattle Central Com
mmunity Collegee
Tottal
Source:: GVA Kidder Matthews, November 2010.
4.
What arre the cha
aracteristics of the e
existing trransportattion syste
em?
The existing
e
transp
portation systeem includes roadways,
r
biccycle and peddestrian facilitties, and transsit
facilitties and servicce. Planned future
fu
projectss that are not yyet constructeed, but have bbeen program
mmed
and arre expected to
o be in place under
u
future conditions,
c
arre also considdered. The folllowing sectioons
descriibed the existting and plann
ned future tran
nsportation syystem elemennts in the studdy area.
4.1.
Roadwa
ays, Pedesttrian Faciliities, and B
Bicycle Fac
citities
The Capitol
C
Hill Sttation, curren
ntly under con
nstruction, is llocated on Brroadway, just south of E Joohn
Streett/E Olive Way
y. Roads in th
he station viciinity have beeen classified bby the City off Seattle (Cityy)
and arre described as
a follows. Biicycle and ped
destrian faciliities located oon each of thee roadways arre
also described.
d
dway is classsified as a Min
nor Arterial, with
w one trav el lane in eacch direction annd a two-wayy-leftBroad
turn laane that becomes left turn pockets at sig
gnalized interrsections. On--street parkinng is allowed oon
both sides
s
of the sttreet, with som
me restriction
ns on time andd location. Siddewalks are ppresent on botth
sides of the street, and sharrowss are provided
d in both direcctions on the street. It has bbeen designaated
by thee City as a Maajor Transit Street.
S
Major changes
c
will be made alonng Broadway south of E Joohn
Streett to accommo
odate the futurre First Hill Streetcar.
S
The se changes arre described bbelow.
E Oliive Way/E Jo
ohn Street is classified as a Principal A
Arterial west oof Broadway aand as Minor
Arteriial east of Bro
oadway. It haas one travel lane in each ddirection durinng most hourss of the day, bbut
peak hour
h
parking restrictions are
a in place to provide two lanes westboound during thhe AM peak
period
d (7:00 to 9:0
00 A.M.) and tw
wo lanes easttbound duringg the PM peakk period (4:000 to 6:00 P.M..).
Curreently, parking is also prohib
bited between
n Broadway aand 10th Avennue E adjacennt to the Capittol
Hill Station
S
site wh
hile it is undeer construction
n. With these exceptions, oon-street parkking is alloweed on
both sides
s
of the sttreet. Sidewallks are presen
nt on both sidees of the streeet. It has beenn designated bby the
City as
a a Minor Trransit Street.
10th Avenue
A
E is classified
c
as a local access street, and haas one travel llane in each ddirection. It
conneects E John Sttreet to E Den
nny Way and Cal Andersonn Park, on thee east side off Capitol Hill
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Statio
on. Parking was previously
y allowed on the
t west side of the street, but is currenttly prohibitedd
while the station iss under constrruction. Sidew
walks are pressent on both ssides of the sttreet.
Naglee Place is a lo
ocal access strreet located along the westt side of Cal A
Anderson Parrk, between E
Denny
y Way and E Pine Street. It
I is a narrow road (about 220-feet wide ffrom curb to curb) but doees
allow one lane of travel
t
in each direction, and parking on the west sidee of the street.. Parking adjaacent
to thee Capitol Hill Station site iss currently prrohibited whille the project is under consstruction. A
sidew
walk is presentt on the west side of the strreet.
E Den
nny Way is classified
c
as a Minor Arteriial west of Brroadway, andd is a local acccess street easst of
Broad
dway. Currenttly, the sectio
on between Brroadway and 10th Avenue E is closed w
while the statioon is
underr construction
n. West of Bro
oadway, it hass one throughh lane in eachh direction, siddewalks on booth
sides of the street, and parking allowed
a
on th
he south side oof the street. E
East of 10th A
Avenue E, it hhas
one narrow through
h-lane in each
h direction, siidewalks on bboth sides of tthe street, andd parking alloowed
on both sides of the street. It is located
l
along
g the north sidde of Cal Andderson Park.
E How
well Street iss a local accesss street locatted on the souuth side of thee Capitol Hilll Station area.. It
has on
ne through lan
ne in each dirrection, and sidewalks on bboth sides of the street. In the project arrea, it
conneects Nagle Plaace west to Brroadway and beyond. It terrminates at N
Nagle Place (aat Cal Anderson
th
Park) but then resu
umes on the east side of thee park at 11 Avenue.
4.2.
Transit
The following
fo
Mettro bus routess run on Broad
dway:
 Ro
oute 9 providees weekday-o
only service bbetween Capittol Hill, Internnational Distrrict,
Co
olumbia City,, and Rainier Beach.

Ro
oute 49 provid
des everyday service betw
ween the University Districtt, Capitol Hilll, and
Do
owntown.

Ro
oute 60 provid
des everyday service betw
ween Capitol H
Hill, Beacon H
Hill, Georgetoown,
an
nd White Centter
The following
fo
Mettro bus routess run on E Oliive Way/E Joohn Street:
 Ro
oute 8 providees everyday service
s
betwe en Seattle Ceenter, Capitol Hill, Madison
Paark, and Rainiier Valley

Ro
oute 43 provid
des everyday service betw
ween the University Districtt, Capitol Hilll, and
Do
owntown.
When
n the Capitol Hill
H Station iss completed, it
i will serve aas a stop in Soound Transit’s North Link light
rail co
orridor, which
h will extend light rail from
m Downtownn to Capitol H
Hill, Universityy District,
rthgate.
Rooseevelt, and No
4.3.
Planned
d Future Prroject – Firrst Hill Stre
eetcar
The City,
C
through a funding and
d cooperative agreement w
with Sound Trransit, has prooposed to connstruct
the Fiirst Hill Streetcar to serve the
t Capitol Hill,
H First Hill,, Central Disttrict, Chinatow
wn/Internatioonal
Distriict and Pioneeer Square areaas of Seattle. The system i s expected to operate 20 hhours per day
(appro
oximately 5:0
00 A.M. to 1:0
00 A.M.), with
h ten minutes between streeetcar arrivals during the peeak
hours and 15 minu
utes between arrivals
a
during
g off-peak hoours. The plannned route is aapproximatelly 2.5
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miles long, and fro
om Yesler Waay north it is planned
p
to runn on Broadwaay. The northhern terminus will
be loccated at the prroject site, jusst south of thee intersectionn of Broadwayy and E Dennny Way. Figurre 2
showss an illustratio
on of the plan
nned configurration. In the sstudy area, feeatures of the streetcar incllude
the fo
ollowing:2

dway section with parkingg and passengger loading onn both sides of
A two-lane road
Pine Street. Thhis lane
Brroadway is prroposed betweeen E Denny Way and E P
co
onfiguration would
w
eliminaate the existinng two-way leeft-turn-lane thhrough this
secction.

A streetcar stop
p, with side pllatforms, is pllanned in both
th directions oon Broadway
beetween E How
well Street and
d E Denny W
Way. Typical sstreetcar statioon platforms are
ex
xpected to ran
nge from 9 to 14 feet in widdth. Platformss would incluude passengerr
sh
helters, passen
nger informatiion systems, ffare collectionn equipment, and public arrt. At
staation platform
m intersections, pavement m
material and ccolor would bbe used to maake
cro
ossing areas distinctive.
d

A new traffic siignal serving the stop locat
ation and streeetcar-only moovements wouuld be
insstalled at the intersection of
o Broadway aand E Howelll Street.

Th
he streetcar will
w be powereed with a tracttion power syystem featurinng traction poower
su
ubstations and
d an overhead contact systeem. Sound Trransit has desiigned the Cappitol
Hiill Station to provide
p
spacee for a future streetcar tracttion power suubstation.

On
n Broadway, a continuous separated biccycle facility (or “cycle traack”) is propoosed
on
n the east sidee of the street,, south of E D
Denny Way, too address pottential effects of
strreetcar tracks on bicycle travel while alsso minimizing impacts to uutilities. No left
turrns would be allowed from
m the cycle traack, so bicycllists would bee required to
po
osition themseelves in bicyccle boxes provvided on the eeast-west runnning streets too
heead east, crosssing the streettcar tracks at close to 90 deegrees.
Traffiic control meaasures are also proposed att various interrsections alonng the length of the propossed
streetccar route, butt none are located in the vicinity of the C
Capitol Hill S
Station.
2
City of Seattle. Sep
ptember 29, 2010. Environmeental Checklistt: First Hill Streeetcar. Prepareed by URS for the
Seattlee Department of
o Transportatiion.
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Figure 2.
2 Illustration
n of Broadwa
ay south of E Denny Wa
ay with the S
Streetcar
Source: Seaattle Department of
o Transportation, Image
I
on Seattlesstreetcar.com, Deccember 1, 2010.
5.
What arre the currrent traffic
c conditio
ons?
Evalu
uation of trafffic conditions includes asseessment of exxisting vehiclee and pedestriian volumes
during
g the most co
ongested hours (peak hourss) in a typical week. The foollowing sectiions describe how
the peeak hours werre determined
d, and then pro
ovide assessm
ment of trafficc volumes andd operations.
Traffiic conditions both before and
a after the closure
c
of E D
Denny Way arre assessed.
5.1.
Peak Ho
our Definitions
Hourlly traffic dataa collected by the Seattle Department
D
off Transportation (SDOT) inn the project aarea
were compiled to confirm
c
the times in which
h the peak perriods occur.Fiigure 3 and Figure 4 show the
hourly
y volumes on
n Broadway so
outh of E Den
nny Way, for a weekday annd Saturday, respectively. The
data in
ndicate that th
he weekday AM
A peak hou
ur occurs from
m approximateely 8:00 to 9:00 A.M., and the
weekd
day PM peak hour (the hig
ghest volume hour in a typiical week) occcurs from approximately 55:00
to 6:0
00 P.M. The weekend
w
peak hour occurs on
o Saturday ffrom approxim
mately 1:00 too 2:00 P.M. The
figurees show that northbound
n
an
nd southboun
nd traffic flow
ws are relativeely equal throuughout the daay;
there are no sharp peaks
p
in direcctional trafficc as often occuur on arterialss in Seattle.
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Figure 3. Hourly Traffic
c Volumes on
n Broadway south of E D
Denny Way – Weekday
Source: Seatttle Department of Transportation hisstoric count databaase. Average weeekday conditions rreflect counts perfo
formed
on Tuesday, Wednesday,
W
and Thursday
T
during thhe week starting 1 0/01/2009.
Figure 4. Hourly Traffic
c Volumes on
n Broadway south of E D
Denny Way – Saturday
Source: Seatttle Department of Transportation hisstoric count databaase. Saturday couunts were perform
med on 10/03/20099.
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5.2.
Overall Traffic
T
Gro
owth Trend
ds
Historrical traffic data were assessed to determ
mine the typiccal level of trraffic growth that has occuurred
in thee area over thee past 5 years. Table 2 sum
mmarizes SDO
OT counts takken in the studdy area betweeen
2005 and 2008/200
09. All countss reflect cond
ditions prior too constructionn of the Capittol Hill Statioon.
hat traffic volu
umes in the arrea have geneerally declineed over this peeriod. This is
The taable shows th
consisstent with tren
nds that have been observeed throughoutt the city overr the past few
w years.
Table
e 2. Study Area Traffic Volume
V
Tren
nds
AM Peak Hoour Vehicle Tripss
PM Peakk Hour Vehicle TTrips
20008/09
472
Changge
-11.9%
%
2005
599
2008/09
565
Chhange
-55.7%
Locattion
Direction
Broaddway, north of E John Street
Southbound1
2005
536
Broaddway, south of E John Street
Northbound1
462
410
-11.3%
%
584
507
-133.2%
Southbound2
490
445
-9.2%
%
613
570
-77.0%
Eastbound2
447
313
-30.0%
%
536
406
-244.3%
Westbound2
525
463
-11.8%
%
525
508
-33.2%
E Johhn Street, east of Broadway
1. Mostt recent count takeen in 2008
2. Mostt recent count takeen in 2009
Source:: SDOT 2010
5.3.
Traffic Effect
E
of E Denny Wa
ay Closure
E Den
nny Way betw
ween Broadw
way and 10th Avenue
A
E is cuurrently closeed to all traffic (vehicle andd
pedesstrian) and is part
p of the con
nstruction areea for the Cappitol Hill Stattion. As part oof the station
projecct, substantiall pedestrian en
nhancements will be madee to the street, but there aree many optionns for
vehicu
ular use of the street. Thesse include fullly or partiallyy closing the sstreet, or returrning two-waay
trafficc to it. There are
a also optio
ons for calmin
ng traffic to reeduce both veehicular speedd and volumees.
Vario
ous options wiill be evaluateed in later secctions of this rreport. As baackground forr future analysses,
the efffect that closiing the street has had on ex
xisting trafficc patterns wass evaluated. T
This was donee by
comparing available traffic dataa collected priior to station construction to new data ccollected in 20010.
The data
d comparison is presenteed below.
Peak hour
h
turning movement co
ounts were tak
ken at the inteersection of B
Broadway/E JJohn Street/E Olive
Way in
i October 20
010. These vo
olumes reflectt conditions w
with E Dennyy Way closed to traffic betw
ween
Broad
dway and 10thh Avenue E. To
T determine how traffic ppatterns have cchanged due to the closuree,
these new counts were
w compareed to SDOT counts that hadd been taken prior to the closure. Givenn the
trendss summarized
d in Table 2 th
hat show a geeneral decline in traffic vollumes over thhe past few yeears,
there is a likelihood that any inccrease in trafffic volume thaat occurred affter the closurre are likely ddue to
shifts in traffic pattterns, rather than
t
from regional growth..
Tablee 3 summarizees the comparrison of the to
otal entering ttraffic volumee on each appproach, beforee and
after the
t E Denny Way
W closure. The table sho
ows that in thhe AM peak hhour, the trafffic volumes onn
three approaches are
a lower than
n they were beefore the closuure. On the foourth (southbbound) approaach,
the vo
olume is abou
ut 5% higher. Overall, the total
t
AM peakk hour trafficc volume enteering the
intersection after th
he road closurre is about 13
3% lower thann the total beffore the closuure. Thus, therre is
no evidence to sug
ggest that the closure
c
of E Denny
D
Way hhas shifted addditional traffiic to the
intersection of Bro
oadway/E Joh
hn Street/E Ollive Way duriing the AM peak hour.
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In thee PM peak hou
ur, however, the data indiccate that traffi
fic volumes inn the eastbounnd and westboound
intersection approaaches are high
her by 12 to 16%
1
than theyy were prior too the road cloosure. These
movements are parrallel to the trraffic previously accommoodated on E D
Denny Way. Inn the northboound
and so
outhbound dirrections, volu
umes after thee closure are ssimilar or low
wer than they were before.
Overaall, the total PM
P peak hourr traffic volum
me entering thhe intersectionn is about 5%
% higher than tthe
total before
b
the clo
osure.
Table
e 3. Broadwa
ay/E John Street/E Olive
e Way Appro
oach Volume
es
AM
A Peak Hour V
Vehicle Trips
PM Peak H
Hour Vehicle Triips
Beefore
Cloosure
Afterr
Closu re
Change
Before
Closure
After
Closure
Chaange
Northbbound1
410
4
263
-35.9%
507
513
1..2%
Broaddway
Southbound1
472
4
498
5.5%
565
512
-9.4%
E Olivve Way
Easboound1
486
4
398
-18.1%
572
664
166.1%
E Johhn Street
Westbbound2
463
4
430
-7.1%
508
572
122.6%
1,,831
1,5899
-13.2%
2,152
2,261
5..1%
Interssection Approachh
Directtion
Broaddway
TOTA
AL
1. "Befoore Closure" referss to closure of E Denny
D
Way, east of
o Broadway – couunt taken in 2008
2. "Befoore Closure" countt taken in 2009
Sourcess: “Before Closuree” data, SDOT 20110; “After Closure”” data, Heffron 20110.
As co
onstruction off the Capitol Hill
H Station is currently undderway, it is ppossible that the October 22010
countts reflect somee additional construction-g
c
generated trafffic. The PM ppeak hour traaffic counts
indicaate heavy veh
hicle percentag
ges that rangee from 1.5% tto 2.0% in eaach direction, which translaates
to a to
otal of about 40
4 heavy veh
hicles traveling
g through thee intersection during that period. All thrree
haul routes
r
to the Capitol
C
Hill Station
S
propossed in the Connstruction Traaffic Engineering Report3
includ
de the westbo
ound movemeent through th
he intersectionn, and one of the three haul routes incluudes
the eaastbound mov
vement. The report
r
indicatees that truck hhauling operaations “may be limited” duuring
the co
ommute peak periods, but there
t
is still potential
p
that ssome construuction-generatted traffic,
unrelaated to station
n excavation spoils
s
removaal, is occurrinng during thosse times.
5.4.
Level off Service att Broadway
y/E Olive W
Way/E John Street
Levell of service is a qualitative measure used
d to characterrize traffic opperating condiitions. Six levvel of
servicce (LOS) letteer designation
ns, “A” throug
gh “F,” are ussed to define level of serviice. LOS A is the
best and
a representss good traffic operations with
w little or noo delay to mootorists. LOS F is the worsst and
indicaates poor trafffic operationss with long deelays.
LOS analysis
a
was completed for AM peak ho
our, PM peakk hour, and Saaturday peak hour 2010 “aafter
closurre” conditionss at the intersection of Bro
oadway/E Olivve Way/E Johhn Street. In aaddition, the
percen
ntage changes in traffic growth on each
h approach (shhown in Tablee 3) were appplied to the
existin
ng volumes to
o estimate traaffic volumes and level of sservice prior to the E Dennny Way closuure.
3
Grijaalva Engineerin
ng, L.L.C. Deccember 2008. Construction
C
Trraffic Engineerring Report: Capitol Hill Stattion
and Co
onnection to Pine Street Stub
b Tunnel, For U211,
U
U230 annd U240 Contraacts. Prepared for Northlink
Transiit Partners.
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Tablee 4 summarizees the level off service calcu
ulated for connditions beforre and after thhe closure. Thhe
table shows that du
uring the AM peak hour, av
verage delay at the interseection is slighttly lower thann it
was before
b
the streeet closure, bu
ut it is calculaated at LOS B under both cconditions. D
During the PM
M peak
hour, the average delay
d
is slighttly higher than
n it was beforre the closuree, but it is calcculated at LO
OS C
ons. The Satu
urday peak ho
our is also calcculated at LO
OS C under exxisting condittions.
underr both conditio
Overaall, the analyssis shows thatt shifts in traff
ffic patterns h ave occurred since the closure of E Dennny
Way, and they hav
ve had some effect
e
on averaage delay at tthe intersectioon of Broadw
way/E Olive W
Way/E
John Street. Howev
ver, they havee not substanttially changedd overall intersection operrations.
e 4. Existing Broadway/E
E John Stree
et/E Olive W
Way Level of Service
Table
AM Peak
P
Hour
Time Period
After Denny Way Closure
Beforre Denny Way
1
Closure
C
PM Peakk Hour
LOS
Average
Delay
LOS
Average
Delay
B
17.6
C
B
18.7
C
S
Saturday Peak H
Hour
LOS
Average
Deelay
25.1
C
233.9
20.9
(2)
(2)
Source:: Heffron Inc., October 2010.
1. The percentage
p
changge in traffic volumees by approach, suummarized in Tablle 3, were appliedd to existing traffic volumes to estimaate
trraffic volumes andd level of service prior
p to the closuree of E Denny Wayy.
2. No “B
Before Closure” Saaturday volumes available,
a
so LOS could not be estim
mated.
6.
How ma
any trips would
w
the proposed
d TOD ge
enerate?
TOD,, by design, iss intended to generate
g
feweer vehicle tripps than a non--TOD projectt. Projects on
Capito
ol Hill alread
dy generate a very
v
high perrcentage of waalking and traansit trips, and the presencce of
light rail
r is expecteed to increasee transit use an
nd further deccrease vehiclee trips. In adddition, the mixx of
uses on
o the sites would
w
allow reesidents to obttain services oon the site, geenerating inteernal trips thaat
furtheer reduce off-site trips. Thee number of trrips that the pproposed TOD
D program woould generatee was
estimaated using thee following methodology:
m
1. The total number
n
of “peerson trips” generated by th
the apartmentts and commeercial space onn the
site was deetermined using trip generaation rates annd equations ffrom the Instittute of
Transportaation Engineeers (ITE) Trip Generation4 plus informaation about the average num
mber
of persons per vehicle. These
T
person
n trips reflect aall trips generrated by the ssite by all moddes
of travel in
ncluding transsit, bike, and foot. It also inncludes the trrips made bettween on-site uses.
2. Internal triips between on-site
o
uses were
w determineed using the m
methodology in Chapter 7 of
the Trip Generation
G
Ha
andbook.5 An example of aan internal tripp is when an apartment ressident
within the project shopss or dines at th
he on-site com
mmercial spaace. The perceentage of inteernal
trips depen
nds on the ballance of trips generated byy the individuaal land uses—
—a developmeent
that has a balanced
b
mix
x of uses (retaiil versus residdential trips) w
will have a hiigher percenttage
of internal trips than a development
d
that
t has one lland use that ddominates thee sites trip
generation
n. For the prop
posed TOD program, it is eestimated thaat the percentaage of internaal
trips in thee PM peak hour would be about
a
9%.
4
5
Instittute of Transpo
ortation Engineeers. 2003. Trip
p Generation, 7 th Edition. Waashington, DC.
Instittute of Transpo
ortation Engineeers. 2004. Trip
p Generation H
Handbook, 2nd Edition. Washhington, DC.
- 10 -
March 14, 2011
Capitol H
Hill Station T
Transit Orien
nted Develop
pment
Transp
portation Ana
alysis
DR
RAFT
3. The trip geeneration ratees applied for apartment annd retail uses rreflect a subuurban conditioon
with little to
t no transit or
o walking triips. This will not be the case for this urbban site on Caapitol
Hill. Data from the Cen
nsus 2000 (thee most recent Census data that are publiically availabble)
shows thatt 28% of the existing
e
resideential trips onn Capitol Hilll are made byy private vehiccle;
about 50%
% are walk, bik
ke, or other trrips; and abouut 22% are traansit trips. With the additioon of
light rail seervice, it is ex
xpected that more
m
of the veehicle trips w
would switch tto transit,
increasing that percentaage to about 30%.
3
For the rretail uses on the site, it is estimated thaat
only 10% of the trips would
w
be by veehicle. These modes of trav
avel were appllied to the extternal
person trip
ps. The person
n trips made by
b vehicle weere then reducced to accounnt for carpooliing
that could occur. The ex
xisting Censu
us data determ
mined that thee average vehiicle occupanccy
rate on Cap
pitol Hill is 1.06 persons per
p vehicle.
All off the assumptiions listed above were used to determinne the numberr of vehicle trrips that the siite
would
d generate. Taable 5 summaarizes the trip generation foor the entire T
TOD program
m. As shown, the TOD
is projjected to geneerate over 4,4
400 walk/bikee trips per dayy and almost 1,500 transit trips each dayy. The
full prroject is estim
mated to generrate just undeer 1,000 vehiccle trips each day.
The vehicle
v
trips were
w then diviided into the individual
i
parrcels for use iin future plannning (e.g., acccess
analysis). Table 6 summarizes
s
the
t vehicle triip generation by parcel.
Table
e 5. Trip Gen
neration Sum
mmary
Trip Type
T
Size /
% of Trips
Dailyy Trips
522
5 Units
50%
30%
20%
100%
1,,910
1,,150
760
7
3,,820
32
19
12
63
124
75
50
249
156
94
62
312
117
70
47
234
62
37
25
124
179
107
72
358
2,,510
310
3
320
3
3,,140
36
5
4
45
22
2
3
27
58
7
7
72
104
13
13
130
110
14
14
138
214
27
27
268
720
7
270
2
990
9
12
3
15
46
3
49
58
6
64
44
10
54
24
13
37
68
23
91
AM
M Peak Hour Trips
In
Out
Total
PM
M Peak Hour Tripps
In
Out
TTotal
PERS
SON TRIPS1
Resid
dential Uses
Waalk or Bicycle Trips
Traansit Trips2
Perrson Trips by Veehicle
Tottal Residential Trips
T
Retaiil Uses
Waalk or Bicycle Trips
Traansit Trips2
Perrson Trips by Veehicle
Tottal Residential Trips
VEHICLE TRIPS2
Residential Vehiclee Trips
Rettail Vehicle Tripss
Tottal Vehicle Trips
677,820 sf
80%
10%
10%
100%
Source:: Heffron Transporrtation Inc., February 2011.
1.
Innternal trips are noot included in the total. The numberr of internal trips w
was determined ussing capture factorrs in the Trip Geneeration
Handbook,
H
Institutee of Transportation Engineers, Junee 2004. These com
mprise approximately 9% of the totaal daily trips, 4% oof the
AM
A peak hour tripss, and 9% of the PM
P peak hour tripss.
2.
Person
P
trips by vehhicle were convertted to vehicle tripss assuming an aveerage vehicle occuupancy (AVO) ratee of 1.06 for the
residential
r
uses, annd 1.20 for the rettail uses. The residdential rate was dderived from data ffor this area of Cappitol Hill from Pugget
Sound
S
Regional Council (PSRC) jouurney to work dataa.
- 11 -
March 14, 2011
Capitol H
Hill Station T
Transit Orien
nted Develop
pment
Transp
portation Ana
alysis
DR
RAFT
Table
e 6. Vehicle Trips by Pa
arcel - Capittol Hill TOD
AM Peakk Hour
% of Spacee
Land Use
In
Out
Hour
PM Peak H
Size
By Land Usee
Daily
Total
IIn
Out
Total
Retail (LU 820)
29,420 sf
43%
117
1
1
3
5
6
11
Aparttment (LU 220)
195 units
37%
269
4
17
21
16
9
25
386
5
18
23
21
15
36
Parceel A
Total – Parcel A
Parceel B
Retail (LU 820)
Aparttment (LU 220)
0 sf
0%
0
0
0
0
0
0
0
137 units
26%
189
3
12
15
12
6
18
189
3
12
15
12
6
18
Total – Parcel B
Parceel C
Retail (LU 820)
23,040 sf
34%
92
1
1
2
3
4
7
Aparttment (LU 220)
115 units
22%
159
3
10
13
10
6
16
250
4
11
15
13
10
23
Total – Parcel C
Parceel D
Retail (LU 820)
15,360 sf
23%
61
1
1
2
2
3
5
Aparttment (LU 220)
75 units
14%
103
2
7
9
6
3
9
165
3
8
11
8
6
14
Total – Parcel D
Total All
Retail (LU 820)
67,820 sf
100%
270
3
3
6
10
13
23
Aparttment (LU 220)
522 units
100%
720
12
46
58
44
24
68
990
15
49
64
54
37
91
Total All Parcels
Source:: Heffron Transporrtation Inc., February 2011. Based on allocation of sppace to TOD sitess provided GVA Kiidder Mathews.
7.
Where are projec
ct-generatted vehiclle trips exxpected to
o go?
The projected
p
AM peak hour an
nd the PM peaak hour distribbution patternns for projectt generated veehicle
trips are
a shown on Figure 5. Sep
parate trip disstribution pattterns were deeveloped for thhe proposed
resideential and retaail spaces usin
ng data from the
t City of Seeattle’s Concuurrency Direcctor’s Rule 5--2009,6
and co
ompiled into the overall diistribution sho
own on the fiigure. This daatabase providdes vehicle triip
patterrns for various types of lan
nd uses for eacch transportattion analysis zone in the ciity. The data w
were
compiled, and in conjunction with
w knowledg
ge of local travvel routes, weere used to deetermine inboound
and ou
utbound patteerns during th
he AM and PM
M peak hourss. The assumeed patterns aree shown on F
Figure
5. Thee paths that motorists
m
choo
ose to travel to
o and from thhese general ddirections wouuld depend onn the
access characteristics at the site, as discussed
d in the follow
wing section.
6
City of Seattle Dep
partment of Traansportation, Transportation
T
Concurrency P
Project Review
w System, Direcctor’s
Rule 5-2009,
5
Effectiv
ve April 13, 20
009.
- 12 -
March 14, 2011
N
12TH AVENUE E
11TH AVENUE E
14%
17%
10TH AVENUE E
20%
20%
E JOHN STREET
E OLIVE WAY
13%
17%
48%
38%
B
A
33%
38%
14%
19%
E DENNY WAY
C
D
NAGLE PLACE
BROADWAY
HARVARD AVENUE E
E HOWELL STREET
Cal Anderson
Park
E OLIVE STREET
E PINE STREET
Key: Project Trip Distribution Pattern
XX%
XX%
PM Peak Hour Trips
AM Peak Hour Trips
Capitol Hill Station
Transit Oriented Development
24%
26%
34%
25%
Figure 5
PROJECT TRIP DISTRIBUTION
AM and PM PEAK HOURS
02.14.2011
Capitol H
Hill Station T
Transit Orien
nted Develop
pment
Transp
portation Ana
alysis
DR
RAFT
8.
How wo
ould vehic
cles circula
ate to and
d from the
e site?
Direct vehicle acceess to/from th
he site would be
b provided vvia the parkinng garage drivveways. The
drivew
ways for Parccels A and C were
w assumed
d to be locatedd on Nagle Place, and for Parcel B it w
was
assum
med to be locaated on 10th Avenue
A
E. Sin
nce it is likely that no parkiing would be provided at P
Parcel
D (wh
hich would haave to take acccess from Broadway), the analysis pressented in the m
memorandum
m
assum
mes that vehiccle trips generrated by Parceel D would paark on Parcel C, entering aand exiting at
Naglee Place. This represents
r
a conservative
c
‘worst
‘
case’ aassumption inn which trips w
would be lesss
disperrsed, with a higher
h
proporttion of trips using
u
Nagle Pllace. It shouldd also be noteed that analyssis
conseervatively assu
umes that all vehicle trips generated by the site woulld park on-sitte; however, ssome
trips, particularly those
t
generateed by the site’s retail, coul d park along area streets.
Two factors
f
were considered
c
in the assessmeent of vehicle circulation aat the site: (1) the feasibilityy of
left-tu
urning vehiclees to/from thee site at E Joh
hn Street, and (2) the effectt of closing E Denny Way
betweeen Broadway
y and Nagle Place,
P
either permanently
p
oor occasionallly for festivall activities. Leevel
of serrvice at Broad
dway/E Olive Way/E John Street, and ooverall circulaation at the sitte, was evaluaated
for 20
016 condition
ns (year of pro
oject opening)) under differrent combinattions of these conditions, w
with
and without
w
the pro
oject in place.
To esttimate 2016 baseline
b
(with
hout project) volumes,
v
an aaverage annuaal growth ratee of 0.5% wass
applieed to the 2010
0 traffic volum
mes. Given th
he recent dow
wnward volum
me trends sum
mmarized in Table
2, thiss was consideered to provid
de a conservattive estimate oof traffic thatt would occurr as a result off
region
nal growth. As
A discussed earlier,
e
closure of Denny W
Way has had ssome effect onn area traffic
patterrns, including
g turning movement volum
mes at Broadw
way/E Olive W
Way/E John Sttreet. Thus, 22016
baseliine volumes were
w projected
d for both thee “without Deenny closure”” and “with Denny closure””
scenarios, by apply
ying the grow
wth rates to theeir respectivee 2010 volumees. To estimaate ‘with projeect’
trafficc volumes at Broadway/E
B
Olive
O
Way/E John Street, tthe project-geenerated tripss were added to the
‘witho
out project’ volumes
v
for eaach scenario.
Figure 6 shows thee expected sitee-generated trrips at Broadw
way/E Olive Way/E John Street under tthe
follow
wing four scen
narios:

Leeft turns allow
wed to/from th
he site at E Joohn Street, E D
Denny Way cclosed

Leeft turns allow
wed to/from th
he site at E Joohn Street, E D
Denny Way oopen

Leeft turns prohiibited to/from
m the site at E John Street, E Denny Waay closed

Leeft turns prohiibited to/from
m the site at E John Street, E Denny Waay open
- 14 -
March 14, 2011
AM PEAK HOUR
Left turns allowed on E John Street
E Denny Way open
3
PM PEAK HOUR
7
11
14
5
21
3
7
Left turns prohibited on E John Street
E Denny Way open
21
3
11
11
21
7
3
4
6
11
4
8
5
Transit Oriented Development
6
14
8
4
5
Capitol Hill Station
11
23
10
5
Left turns prohibited on E John Street
E Denny Way closed
6
23
Left turns allowed on E John Street
E Denny Way closed
N
21
11
Figure 6
PROJECTED TRIPS UNDER
CIRCULATION SCENARIOS
Broadway/E Olive Way/E John Street
02.14.2011
Capitol H
Hill Station T
Transit Orien
nted Develop
pment
Transp
portation Ana
alysis
DR
RAFT
9.
How wo
ould traffic
c operate with the T
TOD proje
ect?
9.1.
Operatio
ons with Le
eft Turns Allowed
A
at E John Sttreet Site A
Access
As sh
hown on Figurre 6, the highest project-geenerated traffi
fic volumes w
would be expected at this
intersection under the scenario in
i which left turns
t
to/from
m E John Streeet would be alllowed and E
Denny
y Way closed
d. Under this scenario,
s
mosst trips with nnorthbound, soouthbound annd westboundd
origin
ns/destination
ns could poten
ntially travel through
t
the B
Broadway/E O
Olive Way/E JJohn Street
intersection. If left turns were alllowed but E Denny Way oopen, it is exppected that m
most trips withh
southb
bound originss/destinationss would accesss or egress thhe site via E D
Denny Way annd Broadwayy.
Tablee 7 summarizees projected operations
o
at Broadway/E
B
O
Olive Way/E John Street uunder the scennarios
in wh
hich left turns would occur to/from the project
p
site at E John Streett, which refleect the highestt
poten
ntial volume conditions. Th
he table showss that the leveels of service would be exppected to rem
main at
LOS B during the AM
A peak perriod and LOS C during the PM peak perriod, under thhese ‘worst caase’
projecct scenarios.
Table
e 7. 2016 Broadway/E Jo
ohn Street/E
E Olive Way Level of Se
ervice
AM Peak Hour
H
PM Peakk Hour
WB
B Queue Lengthh1
LOS
Average
A
Delay
500th
Perceentile
95thh
Percenntile
Left tuurns
Dennny Way open
B
19.3
1004
Left tuurns allowed,2
Dennny Way closed
B
18.1
97
9
allowed,2
W
WB Queue Lenggth1
LOS
Average
Delay
50th
Percentile
955th
Perceentile
1477
C
22.7
194
3229
1388
C
31.1
232
4222
Source:: Heffron Inc., Febbruary 2011.
1. 50th Percentile
P
Queue means that this leength of queue (in feet) or shorter is expected to occuur 50% of the time.. 95th Percentile Q
Queue
means
m
that this lenngth of queue (in feet)
f
or shorter is expected
e
to occurr 95% of the time.
2. Indicaates that left turnss would be allowedd to/from the site at
a E John Street.
Howeever, while an
nalysis shows that adequatee levels of serrvice would bbe expected foor vehicles
travelling through the
t intersectio
on, the westbo
ound queue att Broadway/E
E Olive Way/E John Streett
could
d frequently baack up past th
he site access mid-block onn E John Streeet during the PM peak houur and
would be located
imped
de egress from
m the site at th
hat location. That
T site acceess driveway w
appro
oximately 200
0 feet to the eaast of Broadw
way. As shownn in Table 7, the length off queue is exppected
to excceed this leng
gth as much ass half of the tiime during thhe PM peak hhour. This is cconsistent withh
observ
vations underr existing con
nditions, in wh
hich westbounnd queues exceeding this llength have bbeen
regulaarly noted durring peak periods.
9.2.
Effect off E Denny Way
W Closu
ure
As deescribed above, it may be difficult
d
for motorists
m
to ennter or exit thee site at E Johhn Street durinng
the PM
M peak hour because
b
the westbound
w
qu
ueue extendingg from the Brroadway/E Ollive Way/E Joohn
Streett would often extend beyon
nd 200 feet frrom the interssection, whichh would blockk the site acceess
drivew
way. Under this
t condition
n, motorists may
m opt for ann alternative rooute. This couuld have the
follow
wing effects on
o site circulaation:
- 16 -
March 14, 2011
Capitol H
Hill Station T
Transit Orien
nted Develop
pment
Transp
portation Ana
alysis
DR
RAFT
10.

If E Denny Way were open between
b
Broaadway and Naagle Place, thhe majority off
ou
utbound drivers could exit the site by traaveling south along the acccess drive bettween
Paarcels A and B to E Denny Way, and dissperse in all ffour general ddirections from
m
theere. Motoristss could accesss Broadway aat E Denny W
Way and reachh destinations north
an
nd south of thee site via Broadway.

If E Denny Way were closed
d between Brooadway and N
Nagle Place, iit is expectedd that
ou
utbound site-g
generated trips would traveel in a more ddispersed patteern to their
resspective destiinations. Motorists headedd south wouldd most likely ccontinue southh on
Naagle Place to E Pine Streett and dispersee from there. IIt is expected that without direct
access to Broad
dway, a greateer number of drivers wouldd take E Johnn Street or E D
Denny
Way
W to 12th Av
venue E, and travel
t
on that road to destinnations north and south. The
deestinations mo
ost restricted under
u
this sceenario would be those mosst easily accesssed
dirrectly from E Olive Way/D
Denny, such aas the I-5 ram
mps at Yale Avvenue and Ollive
Way,
W South Lak
ke Union, and
d Queen Annne. Without acccess provided via E John Street
or E Denny Waay, drivers wo
ould need to ttake a more ciircular path too get to this aarea.
Th
his could be achieved
a
by going south to E Pine Street and then loooping back noorth
viaa Broadway or
o Boren. It iss likely that m
many would chhoose a smalller ‘loop’, in which
theey would turn
n eastbound on
o E John Streeet, northbounnd on to 10th or 11th Avenuues E,
weestbound on E Thomas Strreet, and then take Broadw
way south to E Olive Way. Thus,
resstriction of left turns on E John Street ccombined withh a closure off E Denny Waay
do
oes increase th
he potential fo
or ‘cut througgh’ traffic in tthe neighborhhood to the noorth
an
nd east of the site.

Most inbound traffic
t
pattern
ns would not bbe affected unnder these sceenarios. Driveers
arrriving from th
he north, soutth, and west ccould access tthe site via E Denny Way iif it is
op
pen, or turn rig
ght to the sitee access driveeway directly from E John Street.
How mu
uch parkin
ng is need
ded for the
e propose
ed TOD?
The proposed
p
projeect would incclude between
n 237 to 529 pparking spacees on-site. Parrking would bbe
used primarily
p
by residents
r
in th
he buildings. Based on the 522 residentiial units that are proposed,, this
equatees to 0.45 to 1.01 parking space per uniit. A review oof vehicle ownnership data ffrom the Censsus
2000 Journey-to-W
Work Characteeristics showss an average oof 0.6 vehiclees per rental uunit, and 1.1
vehiclles per owned
d unit,7 indicaating that the optimal amouunt of parkingg provided maay depend onn how
many of the units are
a expected to
t be owned by
b occupants,, and how maany will be rennted.
Recen
nt analysis depicted in an ITE
I Journal article,
a
“Assesssing Multifam
mily Residenttial Parking
Dema
and and Transsit Service”8 determined parking demannd rates speciific for the Firrst Hill/Capitol
Hill Urban
U
Center. That analysis determined that the numb
mber of vehiclees per dwellinng unit in the
neigh
hborhood rang
ged from 0.33
3 to 0.82 with a weighted aaverage of 0.552.
The actual
a
parking
g supply for eaach of the parrcels could vaary dependingg on the develloper selectedd to
build each site and
d their intendeed market. Ho
owever, basedd on availablee data, the prooposed 0.45–11.01
7
Puget Sound Regio
onal Council. September
S
200
02. 2000 Censuus Journey-to-W
Work Characteeristics. Volum
me 1:
King County
C
Censuss Tracts. The ceensus tract useed for this analyysis (84.0) corrresponds physiically to the
transportation analyssis zone (TAZ)) used for the trrip generation analysis (TAZ
Z 143).
8
Row
we, Daniel H., Bae,
B Dr. Chang
g-Hee Christin
ne, and Shen, Q
Qing. Institute oof Transportatiion Engineers,
Decem
mber 2010.
- 17 -
March 14, 2011
Capitol H
Hill Station T
Transit Orien
nted Develop
pment
Transp
portation Ana
alysis
DR
RAFT
parkin
ng spaces perr unit reflect a reasonable range
r
for the pproject area. IIn addition, siince the proposed
develo
opment is by definition traansit-oriented and is locateed at the light rail station, it is expected that it
will attract
a
residen
nts who are mo
ore inclined to
t travel by allternative moddes. This, com
mbined with tthe
averag
ge vehicle ow
wnership data for the Capittol Hill area, iindicate that pparking supplly at the loweer end
of thee range could be justified.
As deescribed earlieer, it is expectted that the prroposed retaill developmennt would prim
marily attract nnonmotorrized trips by travelers who
o are already in the area. Itt is not expeccted to generaate many new
vehiclle trips and by
y extension, would
w
have lo
ow parking deemand that shhould be able to be
accom
mmodated witth available public
p
parking
g in the area. H
However, if ffewer spaces aare needed foor
resideents, it could be
b possible to
o reserve a few
w short term pparking spacees to support the retail
develo
opment. Shorrt-term on-streeet parking co
ould also be uused for the site’s retail uses.
Retaill uses may alsso require som
me on-street commercial
c
looad zones to ssupport smalll parcel deliveeries.
The future
fu
First Hiill Streetcar allong Broadwaay will removve parking aloong the site’s Broadway
frontaages; therefore, any load zo
ones would liikely need to bbe located aloong side streeets. The loadinng
functiion would be adversely afffected if E Deenny Way werre closed betw
ween Broadw
way and Naglee
Place and no parking was allow
wed in that secction.
11.
What arre the con
nclusions of this an alysis?
The proposed
p
TOD
D residential and
a retail usess at the Capittol Hill Station are expecteed to generatee over
5,800 daily transit and non-moto
orized trips, and
a approxim
mately daily 9990 vehicle tripps, with 64
expeccted to occur during
d
the AM
M peak and 91 during the P
PM peak houur. Operation aat the adjacennt
Broad
dway/E Olivee Way/E John
n Street interseection is curreently LOS B during the AM
M peak hour and
LOS C during the PM
P peak hou
ur. Under projected 2016 coonditions witth the project in place,
operaations are expeected to remaain at these lev
vels under alll access and ccirculation sceenarios. How
wever,
both field
f
observattions and anallysis indicatess that westbouund queues at this intersecction can reguularly
extend
d beyond the proposed sitee mid-block access
a
locatio n on E John S
Street, particuularly during the
PM peak hour, which would im
mpede left turn
ns out of the ssite at this loccation. When this occurs,
driverrs would choo
ose to avoid th
he delay asso
ociated with leeft turns and ttake an alternnate path.
E Den
nny Way is cu
urrently closeed between Brroadway and Nagle Place w
while the Cappitol Hill Stattion is
underr construction
n. Comparison
n of traffic counts conducteed at Broadw
way/E Olive W
Way/E John Sttreet,
beforee and after thee roadway waas closed, ind
dicate that the closure has rresulted in som
me shift in traaffic
patterrns but not to an extent thatt overall operration at the inntersection haas changed. T
The City and aarea
neigh
hborhoods hav
ve discussed the
t potential to
t permanentlly close E Deenny Way betw
ween Broadw
way
and Nagle
N
Place orr temporarily close it durin
ng events suchh as the farmeers’ market. IIf it is closed, it
would
d put addition
nal pressure on
n the site access at E John Street and/orr push more ssite trips onto
streets such as Nag
gle Place or otther residential streets nortth and east off the site.
The proposed
p
projeect would pro
ovide on-site parking
p
in thee range of 0.445 to 1.01 parrking space peer
unit. The
T actual paarking supply for each of th
he parcels couuld vary depeending on the developer sellected
to buiild each site and
a their inten
nded market. Based
B
on avaailable data thhis reflects a rreasonable rannge
for the project areaa. Since the prroposed development is byy definition trransit-orientedd and is locatted at
the lig
ght rail station
n, it is expectted that it willl attract resideents who are more inclinedd to travel by
altern
native modes. This, combin
ned with the average
a
vehiccle ownershipp data for the C
Capitol Hill aarea,
indicaate that parkin
ng supply at the
t lower end of the range could be justtified.
- 18 -
March 14, 2011
Capitol H
Hill Station T
Transit Orien
nted Develop
pment
Transp
portation Ana
alysis
DR
RAFT
12.
What is
s recomme
ended forr access to
o the Sou
und Transit sites?
Based
d on the findin
ng of the trafffic operationss analysis, thee following feeatures are reccommended ffor
the So
ound Transit sites:
s

Do
o not perman
nently close E Denny Waay to vehiculaar traffic. Allowing trafficc to
use E Denny Way
W to enter an
nd exit the sitte would keepp it from diveerting to Naglle
th
A
E. It would
w
also reelieve congesttion at the sitee’s driveway on E
Place and 10 Avenue
John Street wheere queues fro
om the adjaceent intersectioon would reguularly block leeftturrns from the site.
s E Denny
y Way would pprovide for siite egress witth right turns.

Deesign site acccess to allow E Denny Waay to be closeed during eveents. All garaage
driiveways on th
he Sound Transit sites A, B and C shouuld be able to bbe accessed
wiithout using E Denny Way
y. This includees making thee Nagle Placee Extension (aa
priivate alley) wide
w enough to
o accommodaate two-way ttraffic, and alligning the Naagle
Place Extension
n across E Deenny Way witth Nagle Placce. This wouldd allow E Dennny
Way
W to be closeed between Nagle
N
Place annd Broadway during eventts.

Deesign site to allow
a
the sou
uth end of thee Nagle Placee Extension tto be closed ffor
ev
vents. Neighborhood eventts, such as thee farmer’s maarket, could reequire closingg the
south end of Naagle Place Ex
xtension. Thiss may require that Site B (tthe site betweeen
thee Nagle Placee Extension an
nd 10th Avenuue E) be acceessed from 100th Avenue E.

Prrovide up to two
t commerrcial load zon
ne parking sp
paces on E D
Denny Way. T
These
spaces would seerve commercial uses alonng the site’s B
Broadway fronntage that willl
haave no on street loading du
ue to the First Hill Streetcarr.
- 19 -
March 14, 2011