City of Walla Walla Comprehensive Plan Update Draft Enivronmental Impact Statement
March 2018
Walla Walla Comprehensive Plan Update Draft EIS | Fact Sheet
Walla Walla Comprehensive Plan Update Draft Environmental Impact Statement
March 2018
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Walla Walla Comprehensive Plan Update Draft EIS | Fact Sheet
Fact Sheet
Project Title Walla Walla Comprehensive Plan Update Draft Environmental Impact Statement
Proposed Action and Alternatives The City of Walla Walla is updating its Comprehensive Plan in compliance with the Growth Management Act (GMA). The update includes the following: ▪ Revisions to the Walla Walla Comprehensive Plan Elements to address growth during the 2018- 2038 planning period; land use plan and zoning changes to accommodate growth targets for population, housing, and employment; transportation and capital facilities plans, and housekeeping amendments. ▪ Amendments and updates to comprehensive plan elements to ensure consistency with the City’s review of its plans in response to GMA requirements and Countywide Planning Policies. ▪ Consideration of changes to the Urban Growth Area (UGA) to accommodate new growth in an area that is easier to serve with urban infrastructure and remove an area that is difficult to serve and can only support low-density development. ▪ Updates to zoning and development regulations for consistency with the updated future land use plan. To consider alternative means to accomplish the purpose and objectives of the update, the following alternatives have been developed: ▪ Alternative 1 No Action: This is a required alternative under the State Environmental Policy Act (SEPA). This alternative accommodates medium growth through 2038 within the current City limits and UGA boundaries. Minimal policy changes would be made to update the plan to meet new GMA requirements, otherwise no other changes would be made to update the Comprehensive Plan. ▪ Alternative 2 Medium Growth with UGA Alterations: This alternative accommodates medium growth through 2038 within the current City limits and a modified UGA boundary. Approximately 198 acres of the southern UGA near “3rd and Langdon” would be removed because they are encumbered with critical areas and difficult to serve with urban infrastructure and services. Approximately 329 acres in the “North Area” would be added to the UGA for new mixed-use development. Other land use changes include adoption of a new residential land use designation that would allow for a greater variety of housing forms and increased density, any privately initiated amendments, and amendments to correct consistency and compatibility issues. In addition to meeting new GMA requirements, there would be a number of policy changes to the plan. These policy changes would address: community character, health, energy efficiency, enhancement of the Mill Creek corridor, improvement of parks and gathering spaces, climate change, housing affordability, neighborhood commercial uses, and transportation improvements. ▪ Alternative 3 High Growth: Alternative 3 looks at how higher growth could be accommodated within the existing City limits and UGA boundaries. Land use changes would be limited to the adoption of a Walla Walla Comprehensive Plan Update Draft EIS | Fact Sheet
new residential land use designation that would allow a greater variety of housing forms and increase density, any privately initiated amendments, and amendments to correct consistency and compatibility issues. Policy changes would include the changes in Alternative 2 plus additional policy support for multi-family zoning and infill development.
Location The primary study area includes the City of Walla Walla and its designated Urban Growth Area (UGA), which is currently approximately 13,238 acres. The proposed areas of UGA change include: ▪ Withdrawal of approximately 198 acres near 3rd and Langdon in the south part of the UGA. This area is characterized by more intensive rural development including 1 unit/acre development on septic and wells. The location, development pattern, and presence of critical areas make it cost prohibitive to provide urban services and facilities in this location. ▪ Addition of 329 acres to the UGA for the North Area properties. The properties are adjacent to existing urban services and facilities and would be used for future mixed use development. See Exhibit 1.2 1. for a map of the City of Walla Walla, its UGA, and the proposed UGA changes.
Proponent City of Walla Walla.
Tentative Date of Implementation June 2018.
Lead Agency City of Walla Walla.
Responsible SEPA Official Elizabeth Chamberlain, AICP Development Services Director 55 E. Moore Street Walla Walla, WA 99362 [email protected] 509.524.4710
Contact Person Elizabeth Chamberlain, AICP Development Services Director 55 E. Moore Street Walla Walla, WA 99362 [email protected] 509.524.4710 Walla Walla Comprehensive Plan Update Draft EIS | Fact Sheet
Required Approvals The Walla Walla City Planning Commission has the authority to make recommendations on changes to the Comprehensive Plan. The Walla Walla City Council has the authority to approve amendments to the Comprehensive Plan. In addition, the change of the UGA boundary requires an update to the Walla Walla County Comprehensive Plan. The Walla Walla County Planning Commission has the authority to make recommendations on the Walla Walla County Comprehensive Plan amendments to the Walla Walla County Commissioners. The Walla Walla Board of County Commissioners has the authority to approve amendments to the Walla Walla County Comprehensive Plan. The Washington State Department of Commerce reviews proposed Comprehensive Plan and development regulation amendments during a 60-day review period prior to adoption. The Walla Walla Valley Metropolitan Planning Organization certifies Transportation Elements.
Principal EIS Authors and Principal Contributors
Principal Authors BERK Consulting 2025 First Avenue, Suite 800 Seattle, WA 98121 (Alternatives, Land Use and Housing, Plans and Policies, Community Character and Historic Preservation, Public Services, Capital Facilities, and Utilities)
Contributing Authors The Watershed Company 750 Sixth Street South Kirkland, WA 98033 (Earth and Natural Resources, Surface and Ground Water)
DKS 117 Commercial Street NE, Suite 310 Salem, OR 97301 (Transportation and Traffic)
City of Walla Walla 55 E. Moore Street and 15 N. 3rd Ave Walla Walla, WA 99362 (GIS and Mapping, Land Capacity Analysis, and Citizen/Property Owner Amendment Requests)
Date of Draft Environmental Impact Statement Issuance March 9, 2018
Date Comments are Due April 9, 2018 Walla Walla Comprehensive Plan Update Draft EIS | Fact Sheet
Prior and Future Environmental Review The City has issued the following SEPA documents related to its Comprehensive Plan and relevant to the current study area: ▪ Environmental Impact Statement – 2008 Comprehensive Plan Update, May 2008. ▪ Addendum to 2008 Environmental Impact Statement – January 2010. ▪ Determination of Non-significance – 2014 Comprehensive Plan Annual Amendments (Annexation Policy amendment) – May 2014 ▪ Determination of Non-Significance – Wenham Comprehensive Plan Amendment (SEP-16-0012) – September 2016
Location of Background Data See Lead Agency and Responsible Official address listed above.
Draft EIS Purchase Price
The Draft EIS is available for free at the City of Walla Walla website at www.wallawallawa.gov/2040. A CD of the document can be purchased from the Responsible Official at the address listed above for $5. A hard copy of the document is also available for review at the City of Walla Walla Development Services at the address listed above. Walla Walla Comprehensive Plan Update Draft EIS | Distribution List
Distribution List
Tribes Confederated Tribes of the Umatilla Indian Reservation Cultural Resources and Fisheries Program; Nez Perce Federal Agencies US Army Corp of Engineers State Agencies Department of Commerce, Department of Ecology, Department of Fish and Wildlife, Department of Natural Resources, Department of Archaeology and Historic Preservation, Department of Transportation South Central, Department of Social and Health Services Regional Agencies Walla Walla County Commissioners, Walla Walla County Community Development, Walla Walla County Public Works, Walla Walla Valley Metropolitan Planning Organization, Valley Transit, Columbia REA, Cascade Natural Gas, Pacific Power, Walla Walla Basin Watershed Council, Tri-State Steelheaders Local Agencies City of College Place, Walla Walla Public Schools, Fort Walla Walla Museum, Walla Walla Chamber of Commerce, Downtown Walla Walla Foundation Newspapers and Radio Newspapers: Union Bulletin, Waitsburg Times Radio: KGTS, KHSS, KONA Interested Parties City of Walla Walla Planning Commission, City of Walla Walla Sustainability Committee, City of Walla Walla Historic Preservation Commission, Home Builders Association of Tri-Cities, Walla Walla Realtors Association. Additionally, 211 individuals were notified via email who signed up for notification during our various outreach events. Walla Walla Comprehensive Plan Update Draft EIS | Table of Contents
Table of Contents
Summary ...... 1-1 1.1. Purpose of Proposed Action ...... 1-1 1.2. Planning Area ...... 1-1 1.3. State Environmental Policy Act Process ...... 1-2 1.4. Public Involvement ...... 1-3 1.5. Proposed Action, Alternatives, and Objectives ...... 1-4 1.6. Summary of Impacts and Mitigation Measures ...... 1-6 1.7. Privately Initiated Comprehensive Plan Amendments ...... 1-11 1.8. Major Issues, Significant Areas of Controversy and Uncertainty, and Issues to be Resolved ... 1-15
Alternatives ...... 2-1 2.1. Purpose and Introduction ...... 2-1 2.2. Description of the Study Area ...... 2-2 2.3. Purpose of this Draft EIS ...... 2-4 2.4. SEPA Process ...... 2-4 2.5. Objectives and alternatives ...... 2-5
Affected Environment, Significant Impacts, and Mitigation Measures ...... 3-1 3.1. Earth And Natural Resources ...... 3-1 3.2. Land Use And Housing ...... 3-10 3.3. Plans And Policies ...... 3-21 3.4. Community Character And Historic Preservation ...... 3-39 3.5. Transportation And Traffic ...... 3-50 3.6. Public Services, Capital Facilities, And Utilities ...... 3-59
References ...... 4-1
Appendix A – Transportation Analysis ...... 5-1
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Walla Walla Comprehensive Plan Update Draft EIS | Table of Exhibits
Table of Exhibits
Exhibit 1.2-1 Walla Walla Planning Area with Proposed UGA Changes ...... 1-2 Exhibit 1.5-1 Alternative Comparisons ...... 1-6 Exhibit 1.7-1. Privately Initiated Comprehensive Plan Amendments ...... 1-11 Exhibit 1.7-2. Land Use Changes Related to Privately Initiated Amendments ...... 1-13 Exhibit 1.7-3. Specific Impacts Related to Privately Initiated Amendments ...... 1-14 Exhibit 2.2-1 Walla Walla and the Region ...... 2-2 Exhibit 2.2-2 3rd and Langdon Study Area ...... 2-3 Exhibit 2.2-3 North Properties Study Area ...... 2-4 Exhibit 2.5-1 Household and Employment Growth by Alternative 2017-2038 ...... 2-6 Exhibit 2.5-2 Adopted Future Land Use in the Study Area Including UGA Areas ...... 2-7 Exhibit 2.5-3. Current Zoning and UGA Prezoning ...... 2-8 Exhibit 2.5-4 Overview of Alternatives ...... 2-9 Exhibit 3.2-1. Current Land Uses in the Planning Area ...... 3-11 Exhibit 3.2-2. Current Land Use Table ...... 3-12 Exhibit 3.2-3. City of Walla Walla and UGA Future Land Use Map ...... 3-13 Exhibit 3.2-4. Future Land Use Designation Table ...... 3-14 Exhibit 3.2-5. City of Walla Walla Population – Age Distribution ...... 3-15 Exhibit 3.2-6. City of Walla Walla Population – Gender, Race, and Ethnicity ...... 3-16 Exhibit 3.2-7. Walla Walla Housing Units by Type ...... 3-16 Exhibit 3.2-8. Walla Walla Population and Housing Capacity ...... 3-18 Exhibit 3.3-1. Walla Walla County Growth Target and City of Walla Walla Allocation ...... 3-25 Exhibit 3.3-2. Growth Management Act Goals and Alternatives ...... 3-29 Exhibit 3.3-3. Population Growth Targets and Capacity ...... 3-31 Exhibit 3.4-1 Parks and Open Space in Walla Walla...... 3-40 Exhibit 3.4-2 Community Character Areas ...... 3-41 Exhibit 3.4-3 Historically Significant Properties and Structures in Walla Walla ...... 3-44 Exhibit 3.5-1– Intersection Operating Standards ...... 3-51 Exhibit 3.5-2. Land Use and Household Increases by Alternative ...... 3-53 Exhibit 3.5-3. Potential UGA Amendments in Alternative 2 ...... 3-53 Exhibit 3.5-4. Household Growth for Alternative 2 Relative to Alternative 1 Baseline ...... 3-54
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Walla Walla Comprehensive Plan Update Draft EIS | Table of Exhibits
Exhibit 3.5-5. Household Growth for Alternative 3 Relative to Alternative 1 Baseline ...... 3-56 Exhibit 3.5-6. 2038 System Impacts of UGA Land Use Alternatives ...... 3-57 Exhibit 3.6-1. Essential Public Services Included in Environmental Impact Statement ...... 3-60 Exhibit 3.6-2 Water and Sewer System in Walla Walla...... 3-61 Exhibit 3.6-3. Fire Protection and Emergency Medical Services Effective Level of Service ...... 3-62 Exhibit 3.6-4. Police Services Effective Level of Service ...... 3-62 Exhibit 3.6-5. Inventory of Walla Walla Parks ...... 3-63 Exhibit 3.6-6. Parks and Recreation Services Effective Level of Service ...... 3-64 Exhibit 3.6-7. Walla Walla Public Schools Service Map ...... 3-65 Exhibit 3.6-8. School Services Effective Level of Service ...... 3-66 Exhibit 3.6-9. Population and Employment Growth Projections ...... 3-67 Exhibit 3.6-10. Population and Housing Projections by Alternative ...... 3-67 Exhibit 3.6-11. Impacts of Increased Demand on Wastewater Services ...... 3-69 Exhibit 3.6-12. Impacts of Increased Demand on Fire and Emergency Medical Services ...... 3-69 Exhibit 3.6-13. Impacts of Increased Demand on Police Services ...... 3-70 Exhibit 3.6-14. Impacts of Increased Demand on Adjusted Parks and Recreation Services ...... 3-70 Exhibit 3.6-15. Impacts of Increased Demand on School Services ...... 3-71
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Walla Walla Comprehensive Plan Update Draft EIS | Summary
Summary 1.1. PURPOSE OF PROPOSED ACTION The City of Walla Walla is updating its Comprehensive Plan in compliance with the Growth Management Act (GMA). The update includes the following: ▪ Revisions to the Walla Walla Comprehensive Plan Elements to address growth during the 2018- 2038 planning period; land use plan and zoning changes to accommodate growth targets for population, housing, and employment; transportation and capital facilities plans, and housekeeping amendments. ▪ Amendments and updates to comprehensive plan elements to ensure consistency with the City’s review of its plans in response to GMA requirements and Countywide Planning Policies. ▪ Consideration of changes to the Urban Growth Area (UGA) to accommodate new growth in an area that is easier to serve with urban infrastructure and remove an area that is difficult to serve and can only support low-density development. Updates to zoning and development regulations for consistency with the updated future land use plan. 1.2. PLANNING AREA The primary study area includes the City of Walla Walla and its designated Urban Growth Area (UGA), which is currently approximately 13,238 acres. The proposed areas of UGA change include: ▪ Withdrawal of approximately 198 acres near 3rd and Langdon in the south part of the UGA. This area is characterized by more intensive rural development including 1 unit/acre development on septic and wells. The location, development pattern, and presence of critical areas make it cost prohibitive to provide urban services and facilities in this location. ▪ Addition of 329 acres to the UGA for the North Area properties. The properties are adjacent to existing urban services and facilities and would be used for future mixed use development. See Exhibit 1.2 1. for a map of the City of Walla Walla, its UGA, and the proposed UGA changes.
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Walla Walla Comprehensive Plan Update Draft EIS | Summary
Exhibit 1.2-1 Walla Walla Planning Area with Proposed UGA Changes
Source: Walla Walla, 2018. 1.3. STATE ENVIRONMENTAL POLICY ACT PROCESS This section describes the State Environmental Policy Act (SEPA) and the use of the Draft Environmental Impact Statement (EIS) to solicit public input. 1.3.1. Purpose of the EIS The purpose of this Draft EIS is to assist the public and local government decision makers in considering future growth and land use patterns as well as goals, policies, and development regulations as part of the Walla Walla Comprehensive Plan Update. These broad decisions will provide direction and support for more specific actions by the City, such as capital improvements and implementing regulations. 1.3.2. Programmatic and Integrated Analysis This Draft EIS provides a qualitative and quantitative analysis of environmental impacts as appropriate to the general nature of a comprehensive plan update. The adoption of comprehensive plans or other long-range planning activities is classified by SEPA as a nonproject (i.e., programmatic) action. A
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Walla Walla Comprehensive Plan Update Draft EIS | Summary
nonproject action is defined as an action that is broader than a single site-specific project and involves decisions on policies, plans, and programs. An EIS for a nonproject proposal does not require site-specific analyses; instead, the EIS discusses impacts and alternatives appropriate to the scope of the nonproject proposal and to the level of planning for the proposal (Washington Administrative Code [WAC] 197 11- 442). The City has elected to integrate SEPA and the Washington State Growth Management Act (GMA) in both the process and the document. Integration of the environmental analysis with the planning process informs the preparation of GMA comprehensive plan amendments and facilitates coordination of public involvement activities. The information contained in this Draft EIS will assist the City in refining a preferred alternative, related comprehensive plan amendments, and implementing regulations. This Draft EIS will support the Walla Walla Comprehensive Plan as it may be amended through this update process. 1.3.3. Phased Review SEPA encourages the use of phased environmental review to focus on issues that are ready for decision and to exclude from consideration issues already decided or not yet ready for decision making (WAC 197-11-060(5)). Phased review is appropriate where the sequence of a proposal is from a programmatic document, such as an EIS addressing a comprehensive plan, to documents that are narrower in scope, such as those prepared for site-specific, project-level analysis. The City is using phased review in its environmental review of the City Comprehensive Plan update with a programmatic review of the proposal and alternatives. Examples of proposals that may require more area-specific or site-specific SEPA review when more details are known include, but are not limited to, capital improvement projects and private development. 1.3.4. EIS Scoping and Public Comment In accordance with the requirements of SEPA and GMA, the City has provided for continuous public review and comment over the course of the planning process. First, the City conducted scoping, including an opportunity for written and oral comments. In addition, a comment period has been initiated with issuance of this Draft EIS, and public meetings will be held as identified in the fact sheet at the front of this document. 1.4. PUBLIC INVOLVEMENT The City of Walla Walla adopted a Comprehensive Plan in compliance with the Washington State Growth Management Act (GMA) in 1996. The Comprehensive Plan was updated significantly in 2007. There have also been minor amendments on an annual basis. Each plan update process included extensive opportunities for public involvement both in plan development and as part of the public involvement and notice provisions required for compliance with SEPA. The City has begun the 2018 Comprehensive Plan Update as required by the GMA. Staff has completed the Periodic Update Checklist for Cities, public workshops seeking the public’s vision for the future, and a survey. Feedback from the public involvement process influenced development of the proposal being analyzed as part of the Draft EIS process.
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Walla Walla Comprehensive Plan Update Draft EIS | Summary
1.5. PROPOSED ACTION, ALTERNATIVES, AND OBJECTIVES 1.5.1. Objectives As part of describing proposed actions and alternatives, SEPA requires the description of proposal objectives and features. Agencies are encouraged to describe a proposal in terms of objectives, particularly for agency actions to allow for consideration of a wider range of alternatives and measurement of the alternatives alongside the objectives. The objective of the proposal is to plan for the next 20 years of population and employment growth in Walla Walla and its UGA and to complete a periodic update consistent with the Growth Management Act (GMA). The Alternatives provide different means of implementing City goals for addressing growth. Although the Comprehensive Plan as a whole guides the development of the City over the next 20 years, the following objectives from the 2007 Comprehensive Plan provide more specific direction for this proposal. ▪ Objective 1.1 To make development decisions within the context of the Comprehensive Plan. ▪ Objective 1.2 To ensure compatibility among land uses. ▪ Objective 1.4 To preserve and enhance the natural beauty of Walla Walla’s setting and natural environment, including its many streams. ▪ Objective 2.1 To preserve historic areas and buildings and to identify unique areas of the City for preservation. ▪ Objective 2.4 To encourage public participation in planning and implementation. ▪ Objective 3.3 To incorporate urban design to concentrate development and improve transportation and commuting choices. ▪ Objective 4.1 To provide an array of sustainable employment and housing choices for all income and age levels. ▪ Objective 4.6 To encourage a broad range of housing options adequate to meet the needs of underserved middle to lower-income households. ▪ Objective 6.1 To balance commercial, industrial, and residential development with conservation of natural resources. ▪ Objective 7.1 To promote an approach to growth management to better conserve infrastructure, land, and natural resources. ▪ Objective 7.2 To maintain a sound financial condition to allow flexibility that ensures the City is in a position to react and respond to changes in the economy and new service challenges without measurable financial stress.
1.5.2. Proposed Action and Alternatives The City of Walla Walla is updating its Comprehensive Plan and development regulations in compliance with the GMA consistent with the purpose objectives above. To consider alternative means to accomplish the purpose and objectives of the update, the following alternatives have been developed:
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Walla Walla Comprehensive Plan Update Draft EIS | Summary
Alternative 1 No Action: This is a required alternative under the State Environmental Policy Act (SEPA). This alternative accommodates medium growth through 2038 within the current City limits and UGA boundaries. Minimal policy changes would be made to update the plan to meet new GMA requirements, otherwise no other changes would be made to update the Comprehensive Plan. Alternative 2 Medium Growth with UGA Alterations: This alternative accommodates medium growth through 2038 within the current City limits and a modified UGA boundary. Approximately 198 acres of the southern UGA near “3rd and Langdon” would be removed because they are encumbered with critical areas and difficult to serve with urban infrastructure and services. Approximately 329 acres in the “North Area” would be added to the UGA for new mixed use development. Other land use changes include adoption of a new residential land use designation that would allow for a greater variety of housing forms and increased density, any privately initiated amendments, and amendments to correct consistency and compatibility issues. In addition to meeting new GMA requirements, there would be a number of policy changes to the plan. These policy changes would address: community character, health, energy efficiency, enhancement of the Mill Creek corridor, improvement of parks and gathering spaces, climate change, housing affordability, neighborhood commercial uses, and transportation improvements. Alternative 3 High Growth: Alternative 3 looks at how higher growth could be accommodated within the existing City limits and UGA boundaries. Land use changes would be limited to the adoption of a new residential land use designation that would allow a greater variety of housing forms and increase density, any privately initiated amendments, and amendments to correct consistency and compatibility issues. Policy changes would include the changes in Alternative 2 plus additional policy support for multi- family zoning and infill development. The following table compares the features of the three Draft EIS alternatives.
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Walla Walla Comprehensive Plan Update Draft EIS | Summary
Exhibit 1.5-1 Alternative Comparisons
Topic Alternative 1 Alternative 2 Alternative 3 (No Action) Moderate Growth Higher Growth with UGA Changes without UGA Changes
Comprehensive Plan and Development Regulation Update
Policy Updates Consistency updates only Consistency updates plus Same as Alternative 2, community character, plus additional policies to health, energy efficiency, support multi-family housing and infill. enhancement of the Mill Creek corridor, improvement of parks and gathering spaces, climate change, housing affordability, neighborhood commercial uses, and transportation improvements.
Zoning Map and Regulations Current Map only Update Update
Capital Facility Plan Update Current Plan Update Update
UGA Changes
3rd and Langdon Remain in UGA Remove from UGA Remain in UGA
North Area Properties Continue as Rural Expand UGA Continue as Rural
Population (net increase) 2017-2038 5,690 5,690 6,480
Source: BERK Consulting, 2018. 1.6. SUMMARY OF IMPACTS AND MITIGATION MEASURES 1.6.1. Earth, Water, and Natural Resources
How did we analyze Earth, Water, and Natural Resources? The DEIS analyzes potential impacts to Earth, Water, and Natural Resources by comparing existing conditions to the projected land use in each alternative. It looks at potential effects of activities associated with urban development, including vegetation removal and increased impervious surfaces. Existing conditions were identified through review of City documents such as critical area studies, maps, and shoreline studies.
What impacts did we identify? Potential impacts are related to increased urbanization including: habitat loss, decreased vegetation, increased impervious surfaces, soil compaction, and environmental contamination.
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Walla Walla Comprehensive Plan Update Draft EIS | Summary
What does it mean? What is different between the alternatives? Alternative 2 allows the opportunity for additional protection of critical areas and habitat with the removal of the 3rd & Langdon area from the UGA. Alternative 3 has the highest level of urban growth and is most likely to result in impacts. In Alternative 1, urban development is expected to change the natural landscape of the City, which may increase erosion, soil compaction, impervious surface coverage, and decrease vegetation. This may lead to increase potential for landslides and habitat loss. Increases in impervious surfaces could affect water flows and reduce groundwater recharge. Changes in waterflow could also include changes in water quality and result in more contaminants in aquatic organisms. Alternative 2 has the same potential impacts as Alternative 1 for most of the City. However, the removal of 198 acres of rural land encumbered by critical areas in the 3rd & Langdon area would provide additional opportunities to maintain habitat corridors and preserve critical areas. Alternative 3 would provide the highest amount of growth and increase the likelihood of the impacts discussed in Alternative 1.
What are some solutions or mitigation for the impacts? The City’s Critical Area regulations, Shoreline Master Program, stormwater regulations, and tree protection regulations will mitigate adverse impacts. Changes to zoning codes or other regulations, such as landscaping regulations, could further reduce or minimize the cumulative impacts of increased urban development.
With mitigation, what is the ultimate outcome? There will be some losses of habitat and vegetation and some increase in pollutants as a result of urban development. Although not wholly unavoidable, mitigation can reduce the impacts. 1.6.2. Land Use and Housing
How did we analyze Land Use and Housing? We used current land use information from the County Assessor to analyze existing patterns of land use and housing. Projected levels of growth and policy change in each of the alternatives were compared to existing land use conditions to identify areas where growth could potentially occur, how land use might change, and if there were potential land use compatibility issues.
What impacts did we identify? Growth in Walla Walla will consume vacant lands for residential and commercial development. Some lands could also be redeveloped into higher-density development.
What does it mean? What is different between the alternatives? Alternative 1 would reinforce existing land use patterns with commercial growth along highways and arterials and with residential development in outlying areas, mostly to the south and east of the planning area. Residential development will primarily consist of single-family homes since there are no redevelopable lands zoned for multi-family development. Alternative 2 would consolidate residential land use designations, making it easier to rezone residential areas for increased density in the City or for
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Walla Walla Comprehensive Plan Update Draft EIS | Summary
construction of additional housing units. Removing the 3rd & Langdon area would have little effect on land use patterns because it is difficult to develop and serve. However, adding the North Area Properties would make it possible to develop that area for a mixed use Master Planned Community in the north part of Walla Walla. This alternative would best allow higher-density residential development and promote housing diversity. Alternative 3 would result in the greatest conversion of land uses within the existing City planning area. This would require policy and code updates to accommodate a high level of growth.
What are some solutions or mitigation for the impacts? Changes to the zoning code, development regulations, and design standards would allow additional development, ensure quality of design, and make it possible for additional diversity and density of housing.
With mitigation, what is the ultimate outcome? There will be additional development of vacant and underutilized lands and a general increase in intensity of development. Adverse effects can be managed through appropriate mitigation, but some level of change is an unavoidable aspect of growth. 1.6.3. Plans and Policies
How did we analyze Plans and Policies? The DEIS examines the plans, policies, and regulations that guide or inform the proposal. This includes the Growth Management Act (GMA), the Walla Walla Countywide Planning Policies (CPPs), the Walla Walla Valley Metropolitan Planning Organization (WWVMPO) and Sub-Regional Transportation Planning Organization (SRTPO), Walla Walla’s current Comprehensive Plan and development regulations.
What impacts did we identify? The alternatives are generally consistent with the plans and policies. However, it should be noted that Alternatives 2 and 3 include updates to the Walla Walla Comprehensive Plan to accommodate changes necessary to implement these alternatives, such as policies supporting community character, healthy, energy efficiency, housing affordability, transportation improvements, and land use and zoning changes to support mixed use.
What does it mean? What is different between the alternatives? Alternatives 1 reinforces existing development patterns and policies in the current Comprehensive Plan. Alternative 2 supports population growth within a UGA boundary that is easier to serve with public services and utilities; it also provides more protection for critical areas by removing the 3rd & Langdon area from the UGA, as well as considers infill development. Alternative 3 might better accommodate higher growth through additional multi-family zoning and infill development, which makes good use of existing infrastructure.
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Walla Walla Comprehensive Plan Update Draft EIS | Summary
What are some solutions or mitigation for the impacts? Alternatives 2 and 3 contain changes to plans and policies that prevent these actions from inconsistency with adopted plans and policies. Regular updates to plans, including those for capital facilities and transportation, will ensure future consistency.
With mitigation, what is the ultimate outcome? With mitigation, the Comprehensive Plan would be consistent with state and regional policy guidance and requirements. No significant unavoidable adverse impacts have been found. 1.6.4. Community Character and Historic Preservation
How did we analyze Community Character and Historic Preservation? The DEIS compared the existing conditions for Community Character and Historic Preservation and analyzed how they may change in response to increased urban development.
What impacts did we identify? New growth with bring new development, most likely to occur on vacant and redevelopable lands throughout the City. New development has the potential to alter existing character both in terms of increasing density and by introducing new styles of development. Redevelopment pressures may impact the preservation or adaptive reuse of buildings in historic areas, reducing historic character.
What does it mean? What is different between the alternatives? All alternatives have the potential to alter community character, including historic preservation. Alternative 3 includes the highest amount of growth and has the most potential for impacts. Alternative 2 would make the North Study Area properties available for new development, which could reduce impacts related to new development in other parts of the City. However, it will change the character of that area from rural to urban.
What are some solutions or mitigation for the impacts? Policy changes in the Comprehensive Plan in Alternatives 2 and 3 would support historic preservation efforts that could mitigate increased pressure to redevelop in historic districts. The adoption of design guidelines and a Parks and Open Space plan could potentially mitigate or minimize impacts related to increased density.
With mitigation, what is the ultimate outcome? As Walla Walla grows, some community character will be unavoidably altered, but mitigation measures can help to mitigate the negative impacts of this outcome.
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Walla Walla Comprehensive Plan Update Draft EIS | Summary
1.6.5. Transportation and Traffic
How did we analyze Transportation and Traffic? Traffic counts from the past three years were used as a baseline for a review of how growth under each of the alternatives would impact level of service at key intersections throughout the City and UGA.
What impacts did we identify? Additional growth will result in a reduced level of service at a handful of intersections throughout the city.
What does it mean? What is different between the alternatives? Alternative 1 and Alternative 3 would result in four intersections falling below the adopted level of service standard without mitigation: 9th Avenue/Dalles Military Road/Plaza Way; 9th Avenue/Pine Street; Howard Street/Chestnut Street; and 3rd Avenue/Tietan Street. Alternative 2 would affect all the above intersections except 9th Avenue/Pine Street, but it would require an additional feasibility study for the vicinity of US Highway 12/Clinton Street. Alternative 3 would result in the same impacts as Alternative 1, plus impacts to Cottonwood Road/Prospect Avenue.
What are some solutions or mitigation for the impacts? The City is working on a Transportation Management Plan concurrently with its Comprehensive Plan. That plan will identify concurrency requirements to address mitigation of impacts. Additional measures such as an interchange feasibility study for the US 12, changes in signalization, or lane improvements are anticipated to mitigate impacts.
With mitigation, what is the ultimate outcome? Adverse impacts are likely to be mitigated through various types of intersection improvements, but growth will bring an unavoidable increase in traffic. 1.6.6. Public Services, Capital Facilities, and Utilities
How did we analyze Public Services, Capital Facilities, and Utilities? The DEIS uses population projections to estimate future demand for water and wastewater utilities, parks facilities, fire and police protection, and public schools. Estimated needs are compared to current and future estimates of capacity.
What impacts did we identify? All alternatives will increase the demand for public services, utilities, and capital facilities. Without mitigation there will be a need for additional police and fire services, public school services, and parks facilities under all the alternatives. There is adequate capacity in the water and wastewater facilities to accommodate future growth under all the alternatives.
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Walla Walla Comprehensive Plan Update Draft EIS | Summary
What does it mean? What is different between the alternatives? Alternatives 1 and 3 would use the existing service area for City-provided public services and utilities. Growth will generate localized demands, particularly with the higher growth projected in Alternative 3, but improvements will be located within the existing service area. Alternative 2 alters the UGA boundaries, which would modify the service area. The 3rd & Langdon area, which is difficult to serve due to critical areas and other constraints, would be removed. Expansion of the service area into the North Area Properties is expected to be more efficient.
What are some solutions or mitigation for the impacts? Comprehensive Plan policies require maintaining an adequate level of service for public services and facilities without straining City financial resources. The City also plans to maintain and regularly update functional plans for water, wastewater, capital facilities, and parks that specifically plan for future growth, capital facility needs, operation, and maintenance. Increased tax revenue related to growth may pay for some upgrade facilities and services. The City may also consider impact fees and other financial tools to provide facilities and services.
With mitigation, what is the ultimate outcome? The City should be able to maintain adequate levels of service with mitigation. 1.7. PRIVATELY INITIATED COMPREHENSIVE PLAN AMENDMENTS In addition to the overall changes to the Comprehensive Plan, Alternatives 2 and 3 include a series of privately initiated Comprehensive Plan Amendments that are under City review. These minor adjustments to the Future Land Use Map are detailed in the table and maps that follow in Exhibit 1.7-1 and 1.7-2. Exhibit 1.7-1. Privately Initiated Comprehensive Plan Amendments
Map Applicant Location and Parcel Current Requested/ Proposed/ Amendment Number Designation Proposed Land Corresponding Number Use Zoning
1 Galen Tom Myra Road and Dell Ave Residential (R-96) Commercial and Highway Industrial Commercial and 350724130036, Light Industrial/ 350724420023, Commercial 350724420022, 350724410071
2 Steven Pao 625 Woodland Ave Residential (R-96) Industrial Light Industrial/ Commercial 360719330002
3 Steven Pao 537 Woodland Ave Residential (R-60) Industrial Light Industrial/ c/o Davis Trust Commercial 360719330011
4 Mark Anderson 500 block of Woodland Residential (R-60) Industrial Light Industrial/ Street 360719330027 Commercial
5 City of Walla East of Woodland Ave Residential Industrial Light Industrial/ Walla (400 Block) Commercial 360719340032
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Walla Walla Comprehensive Plan Update Draft EIS | Summary
6 City of Walla West of Woodland Ave Residential Industrial North Light Industrial/ Walla (300 Block) and Residential Commercial, South 360730210012 South Multi-Family Residential
7 Gary Petersen North 11th Ave at Cherry Residential (R-60) Industrial Light Industrial/ Street 360719593802 Commercial
8 City of Walla Country Club Road (WW Residential Public Public Reserve Walla Country Club Driving Range) 360731510115, 360731410067, 360731410061
9 City of Walla 8th and Poplar (St. Mary's Residential Public Public Reserve Walla Parking Lot) 36072952080436
10 City of Walla Downtown Historic and Remove and Varies Walla Downtown Amend Boundary Boundary
11 City of Walla 1400 Block of Lower Residential (R-96) Industrial Light Industrial/ Walla Waitsburg Road Commercial 360716650002, 360716320029
12 Anthony Highway US 12 /Clinton Residential (R-72) Industrial Light Industrial/ Wenham Street Commercial 360717440036
13 Evans Trust Lower Waitsburg Road Residential (R-96) Approx. 15 Acres 15 Acres Commercial Highway 360717410002, adjacent to Hwy Commercial; 360717440028 12 rezone 15 acres to Multi-Family Residential
14 City of Walla Tietan/Modoc Street Residential Public Public Reserve Walla (WW Clinic) 360732120027, 360732120010, 360732120009, 360732120014
15 City of Walla 1625 E Alder Street Residential Commercial Highway Walla (Church) Commercial 360722560002
16 City of Walla Isaacs Avenue/Melrose Commercial Industrial Light Industrial/ Walla Street Commercial
17 City of Walla Tausick Way Public Residential Multi-family Walla Residential 360722140049
Source: City of Walla Walla, 2018.
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Walla Walla Comprehensive Plan Update Draft EIS | Summary
Exhibit 1.7-2. Land Use Changes Related to Privately Initiated Amendments
Overall, the changes represented by these private amendments have no significant impact and no impact beyond what is studied in Chapter 3 of this DEIS. The table below in Exhibit 1.7-3 evaluates the potential level of impact of each request.
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Walla Walla Comprehensive Plan Update Draft EIS | Summary
Exhibit 1.7-3. Specific Impacts Related to Privately Initiated Amendments
Map Earth, Water, Land Use and Plans and Community Traffic and Public Amendment and Natural Housing Policies Character and Transportationf Services, Number Resourcesa Historic Capital Preservation Facilities, and Utilities
1 b
2 b d
3 b d
4 b
5 b
6 b
7 b e
8 b
9 b
10
11 b
12 b
13 b
14 b
15 b
16 b
17 c Notes: a. At the policy level there is no anticipated impact, but environmental review is phased and will take place on future development proposals. b. No current housing units will be lost. This change represents a small loss of residential capacity, but there is adequate capacity Citywide under all alternatives to address the loss. c. This may result in a small increase in residential capacity, but does not significantly affect citywide capacity. d. This proposed change affects an area that is currently in transition between residential and industrial character, so the potential character impacts are unknown. e. This would alter residential character in the area in which the proposal is located. f. Potential transportation impacts of these changes are included in the Traffic and Transportation analysis KEY: No additional impact beyond what is studied in the DEIS May have a minor impact Significant Impact Source: City of Walla Walla and BERK Consulting, 2018.
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Walla Walla Comprehensive Plan Update Draft EIS | Summary
1.8. MAJOR ISSUES, SIGNIFICANT AREAS OF CONTROVERSY AND UNCERTAINTY, AND ISSUES TO BE RESOLVED All alternatives result in increased population, housing, and growth that will lead to some unavoidable changes to the environment, land use, housing, transportation, and capital improvements. Prior to development of the FEIS, the following issues are anticipated to be resolved: ▪ Selection and refinement of future land use and zoning within the ranges studied by the alternatives. ▪ Refinement of the goals and policies of the Walla Walla Comprehensive Plan. ▪ Refinements on proposed code changes to implement actions within the range studied by the alternatives. ▪ Refinements to the growth projections and allocations for Walla Walla County as a whole. ▪ Consideration of the requests for UGA changes. Key environmental issues and options facing decision makers include: ▪ Alternative land use patterns in relation to the 20-year growth estimates and the community’s vision for Walla Walla. ▪ The relationship between the land use patterns and the natural environment, land use compatibility, the availability of housing, and community character. ▪ The effect of growth on the demand for public services, utilities, parks, and transportation.
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Walla Walla Comprehensive Plan Update Draft EIS | Alternatives
Alternatives 2.1. PURPOSE AND INTRODUCTION The City of Walla Walla is updating its Comprehensive Plan in accordance with the Growth Management Act (GMA). Periodic updates are required to ensure that local Comprehensive Plans are responsive to changes in growth and that they reflect any amendments to state and county planning policies in GMA or the Countywide Planning Policies. As part of this update, Walla Walla has revised its planning timeframe to prepare for growth that will occur between 2017-2038. Currently, Walla Walla city limits is home to approximately 33,840 people. It is anticipated that by 2038 Walla Walla’s population (within the City and UGA) could increase to a population of about 39,500 to 42,500 people. The City of Walla Walla, in coordination with Walla Walla County, is considering a change to its UGA boundary as part of its 20-year plan for growth. There are two potential areas of change. The proposed 3rd and Langdon area change would remove approximately 198 acres from the UGA in the southern part of the boundary. This area is characterized by more intensive rural development including 1 unit/acre development on septic and wells. The location, development pattern, and presence of critical areas make it cost prohibitive to provide urban services and facilities in this location. The proposed North Area change would add approximately 329 acres to the UGA in the northern part of the boundary. The properties are adjacent to existing urban services and facilities and would be used for future mixed use development. The Walla Walla UGA changes would require adoption in the Walla Walla County Comprehensive Plan since the County is the responsible agency for determining population growth allocations and UGA boundaries. This Chapter presents three alternatives that are evaluated in this Draft Environmental Impact Statement (Draft EIS). These alternatives are intended to support policies in the Walla Walla Comprehensive Plan. The three alternatives are: Alternative 1 No Action: This is a required alternative under the State Environmental Policy Act (SEPA). This alternative accommodates medium growth through 2038 within the current City limits and UGA boundaries. Minimal policy changes would be made to update the plan to meet new GMA requirements, otherwise no other changes would be made to update the Comprehensive Plan. Alternative 2 Medium Growth with UGA Alterations: This alternative accommodates medium growth through 2038 within the current City limits and a modified UGA boundary. Approximately 198 acres of the southern UGA near “3rd and Langdon” would be removed because they are encumbered with critical areas and difficult to serve with urban infrastructure and services. Approximately 329 acres in the “North Area” would be added to the UGA for new mixed use development. Other land use changes include adoption of a new residential land use designation that would allow for a greater variety of housing forms and increased density, any privately initiated amendments, and amendments to correct consistency and compatibility issues. In addition to meeting new GMA requirements, there would be a number of policy updates to the plan. These policy updates would address: community character, health, energy efficiency, enhancement of the Mill Creek corridor, improvement of parks and gathering spaces, climate change, housing affordability, neighborhood commercial uses, and transportation improvements. Alternative 3 High Growth: Alternative 3 looks at how higher growth could be accommodated within the existing City limits and UGA boundaries. Land use changes would be limited to the adoption of a new
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Walla Walla Comprehensive Plan Update Draft EIS | Alternatives residential land use designation that would allow for a greater variety of housing forms and increased density, any privately initiated amendments, and amendments to correct consistency and compatibility issues. Policy changes would include the changes in Alternative 2 plus additional policy support for multi- family zoning and infill development. 2.2. DESCRIPTION OF THE STUDY AREA The City of Walla Walla is the county seat of Walla Walla County. It is in the southeast corner of Washington State, within 200 miles of the border with Idaho and within 3 miles of the border with Oregon. Its City and UGA together occupy over 20 square miles in the Walla Walla Valley. It is adjacent to College Place, which lies immediately west. Highway 12 connects Walla Walla to the Tri-Cities to the west and to Lewiston, Idaho to the east. Highway 11 connects it to Milton-Freewater and Pendleton, Oregon to the south. See Exhibit 2.2-1See Exhibit 2.2-1. Exhibit 2.2-1 Walla Walla and the Region
Source: City of Walla Walla, 2018.
The 3rd and Langdon study area is approximately 198 acres located within the southern boundary of the existing UGA. This area is generally south of Prospect Ave, east of Plaza Way, and west of Cottonwood Road. This area is characterized by more intensive rural development including 1 unit/acre development on septic and wells. The area contains three creeks: Yellowhawk Creek, Caldwell Creek, and Russell Creek and is subject to a high concentration of critical areas. See Exhibit 2.2-2See Exhibit 2.2-2.
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Walla Walla Comprehensive Plan Update Draft EIS | Alternatives
Exhibit 2.2-2 3rd and Langdon Study Area
Source: City of Walla Walla, 2018.
The North Area properties are located on 329 acres adjacent to the current city limits and UGA to the north. This area in generally north of Highway 12 and west of the airport. The North Area properties are currently owned by a family trust and by the Washington State Department of Natural Resources (DNR). The 160-acre DNR property is leased for agricultural use. DNR has stated that they do not intend to renew the lease on these properties when it expires in 2022 because it is not providing sufficient income to the state. See Exhibit 2.2-3.
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Walla Walla Comprehensive Plan Update Draft EIS | Alternatives
Exhibit 2.2-3 North Properties Study Area
Source: City of Walla Walla, 2018. 2.3. PURPOSE OF THIS DRAFT EIS The Draft EIS provides a qualitative and quantitative analysis of the 2038 update to the Walla Walla Comprehensive Plan and the UGA changes. The purpose of the EIS is to assist the public and decision- makers at the City of Walla Walla and Walla Walla County in considering alternatives for accommodating future growth and implementing related policies by providing information about potential impacts and mitigation measures. 2.4. SEPA PROCESS 2.4.1. Public Review Opportunities As lead agency, the City issued a Determination of Significance and Scoping Notice on December 22, 2017. The comment period closed on February 5, 2018. Comments received during this period were used to help define alternatives and the scope of the environmental review in the Draft EIS. Appendix A contains the Scoping Notice and a summary of comments. The Final EIS will include responses to public comments received during a 30-day comment period that
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Walla Walla Comprehensive Plan Update Draft EIS | Alternatives
will follow issuance of this Draft EIS. The Fact Sheet at the front of this document contains information on how to submit comments. The Alternatives in the Draft EIS are not final proposals, and any future preferred proposal could be a composite of the three alternatives or another in the range of the alternatives. Any legislation that changes the land use designations, zoning, or development standards in the study area will be considered following community input on the Draft EIS, as well as other public meetings associated with the approval of Comprehensive Plan policy changes, or zoning and development regulation changes. 2.4.2. Prior Environmental Review The City completed an EIS in 2008 for its Comprehensive Plan Update that projected a total population of 39,530 people in 2025. An Addendum to that EIS was issued in January 2010 to consider policy updates and Future Land Use Map updates to the Comprehensive Plan. Both documents are available to review at the Development Services offices (see the Fact Sheet). In 2014, the City of Walla Walla enacted a significant policy change requiring annexation prior to the City providing sewer and water utilities to a property. A DNS was issued for 2014 Comprehensive Plan Amendments in May 2014. As part of the 2016 annual amendments, a land use change was applied for by Tony Wenham, who owns property at US 12 and Clinton Street. City Council ultimately denied the land use change. A DNS was issued for the 2016 annual amendments September 2016. Mr. Wenham re-applied for consideration as part of the City’s periodic update. 2.5. OBJECTIVES AND ALTERNATIVES 2.5.1. Proposal Objectives The objective of the proposal is to plan for the next 20 years of growth in Walla Walla and its UGA and to complete a periodic update consistent with GMA. The Alternatives provide different means of implementing City goals for addressing growth. Although the Walla Walla Comprehensive Plan as a whole guides the development of the City over the next 20 years, the following objectives from the 2007 Comprehensive Plan provide more specific direction for this proposal. ▪ Objective 1.1 To make development decisions within the context of the Comprehensive Plan. ▪ Objective 1.2 To ensure compatibility among land uses. ▪ Objective 1.4 To preserve and enhance the natural beauty of Walla Walla’s setting and natural environment including its many streams. ▪ Objective 2.1 To preserve historic areas and buildings and to identify unique areas of the City for preservation. ▪ Objective 2.4 To encourage public participation in planning and implementation. ▪ Objective 3.3 To incorporate urban design to concentrate development and improve transportation and commuting choices. ▪ Objective 4.1 To provide an array of sustainable employment and housing choices for all income and age levels. ▪ Objective 4.6 To encourage a broad range of housing options adequate to meet the needs of underserved middle to lower-income households.
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Walla Walla Comprehensive Plan Update Draft EIS | Alternatives
▪ Objective 6.1 To balance commercial, industrial and residential development with conservation of natural resources. ▪ Objective 7.1 To promote an approach to growth management to better conserve infrastructure, land and natural resources. ▪ Objective 7.2 To maintain a sound financial condition to allow flexibility that ensures the City is able to react and respond to changes in the economy and new service challenges without measurable financial stress.
2.5.2. Description of Alternatives
Development and Land Use GROWTH RANGE According to the 2017 population projections developed by the Washington State Office of Financial Management, Walla Walla County could have a population between approximately 59,000 – 77,000 people in the year 2038. At the high end, this represents a growth of over 15,600 people between 2017-2038. Historically, Walla Walla County has assigned the City of Walla Walla about a 55% – 60% share of growth. At a high rate of growth, the City of Walla Walla’s share is 8,601 additional people. At a medium rate of growth, Walla Walla’s share is 5,690 people. Walla Walla County is expected to complete its population allocations as part of their Comprehensive Plan Update in 2018. Under Alternative 1 (No Action), new growth would occur at a medium-high level and would be accommodated within the existing City limits and UGA. Alternative 2 accommodates the same medium- high level of growth, but changes the existing UGA boundaries to include new mixed use growth in the North Area and remove the hard to serve area at 3rd and Langdon. Alternative 3 examines what would happen if the City was to accommodate high growth within the existing City limits and UGA. Exhibit 2.5-1 lists the levels of growth expected with each Alternative. Exhibit 2.5-1 Household and Employment Growth by Alternative 2017-2038
Current New Units New Units New Units Alternative 1 Alternative 2 Alternative 3 (No Action) Population 33,840 39,530 39,530 40,321 Net Change from Current: 5,690 5,690 6,480 Households 12,428 14,695 14,695 15,034 Net Change from Current: 2,342 2,342 2,700
Source: Washington State Office of Financial Management, 2017; BERK Consulting, 2018.
LAND USE Walla Walla has a variety of land uses planned for its City limits and UGA as shown in Exhibit 2.5-2. Within city limits, the town is laid out in a grid system, with the grid of the historic downtown askew from the grid pattern in the rest of the City. Commercial development clustered along major boulevards or
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Walla Walla Comprehensive Plan Update Draft EIS | Alternatives highways and single-family residential uses form several neighborhoods. Civic buildings, schools, churches, and parks are mixed in to serve the surrounding community. Walla Walla Regional Airport is in the northeastern corner of the planning area and the Washington State Penitentiary is in the northwestern quadrant of the City. Land use for the North Area is currently determined by the Walla Walla County Comprehensive Plan. Land use in the UGA is governed by Walla Walla County until such time that it is annexed, or unless there is a formal agreement between the City and the County that allows the Walla Walla to administer land use approvals with a portion of the UGA. In the County’s plan the land is designated and zoned as Agricultural Resource Land. However, DNR, which owns 160 acres of the land, DNR, has stated an intention to stop using the land for agriculture in 2022. Currently the land is leased for agricultural use, but that use does not provide sufficient income to the state. The family trust that owns the remainder of the land in the North Area Properties is also interested in redevelopment. Exhibit 2.5-2 Adopted Future Land Use in the Study Area Including UGA Areas
Source: Walla Walla, 2018.
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Walla Walla Comprehensive Plan Update Draft EIS | Alternatives
Exhibit 2.5-3. Current Zoning and UGA Prezoning
Source: City of Walla Walla, 2018.
ALTERNATIVE 1 (NO ACTION): The Future Land Use Map in Exhibit 2.5-2 shows the pattern of land use that will be continued. New commercial development would occur along major highways and arterials. Opportunities for new residential development would occur either through infill development in existing residential areas, or likely on larger, undeveloped parcels near the city limits or within the UGA. Zoning, as shown in Exhibit 2.5-3 would also stay the same. ALTERNATIVE 2: Under Alternative 2, 198 acres of the UGA would be removed in the 3rd and Langdon area and 329 acres would be added to the North Area. In 3rd and Langdon, the future land use and zoning would be the responsibility of the County, but existing uses, including those developed at intensities of approximately 1 unit per acre would remain in this area. Future land use and zoning in the North Area would be Urban Planned Community. Other land use changes in Alternative 2 include changes to the classifications of residential lands and consideration of private land use amendments. The change in the classification of residential lands would classify all residential lands in one future land use category. A single residential future land use category exists for lands within the city limits. The change in classification would apply to lands within the UGA to designate those residential lands similar to how residential lands within the city limits are designated. A single residential land use classification would allow the city to be more strategic in its zoning decisions for lands within the UGA through a future pre-zone ordinance. Policies would define how residential land use would be further classified
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Walla Walla Comprehensive Plan Update Draft EIS | Alternatives through zoning. The intention of this change is to facilitate additional multi-family uses in the City. This could occur by making rezoning easier and potentially through the creation of additional multi-family zones. The private initiated and city minor adjustment amendments are identified under Exhibits 1.7-1 and 1.7-3. ALTERNATIVE 3: Under Alternative 3 there would be no changes to Walla Walla’s Urban Growth Area, but higher growth would need to be accommodated within the existing planning area. The City would change the classification of residential lands as in Alternative 2 within the UGA Zoning, and development regulations would need to change to accommodate additional residential growth. New zoning would create more multi-family zoning, and existing zoning would be modified to accommodate additional infill development.
Exhibit 2.5-4 provides an overview of the features of the three alternatives: Exhibit 2.5-4 Overview of Alternatives
Topic Alternative 1 Alternative 2 Alternative 3
Comprehensive Plan and Development Regulation Update
Policy Updates Consistency updates only Consistency updates plus Same as Alternative 2, community character, plus additional policies to health, energy efficiency, support multi-family housing and infill. enhancement of the Mill Creek corridor, improvement of parks and gathering spaces, climate change, housing affordability, neighborhood commercial uses, and transportation improvements.
Zoning Map and Regulations Current Map only Update Update
Capital Facility Plan Update Current Plan Update Update
UGA Changes
3rd and Langdon Remain in UGA Remove from UGA Remain in UGA
North Properties Continue as Rural Expand UGA Continue as Rural
Growth Capacity
Population (net increase) 2017-2038 5,690 5,690 6,480
Households (net increase) 2017-2038 2,342 2,342 2,606
Source: BERK Consulting, 2018.
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Walla Walla Comprehensive Plan Update Draft EIS | Alternatives
2.5.3. Future Alternatives It is likely that additional review and evaluation will lead to the development of a preferred alternative or zoning legislation that falls within the range of the alternatives analyzed in this Draft EIS. These alternatives were conceptualized in early 2018 to allow for environmental review, which will help refine future proposals. A preferred alternative may be developed after public comment and would be evaluated as part of the Final EIS.
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Walla Walla Comprehensive Plan Update Draft EIS | Affected Environment, Significant Impacts, and Mitigation Measures
Affected Environment, Significant Impacts, and Mitigation Measures 3.1. EARTH AND NATURAL RESOURCES This section addresses the environment, specifically critical areas including geologically hazardous areas; water resources including wetlands, frequently flooded areas, and critical aquifer recharge areas; and fish and wildlife habitat conservation areas. 3.1.1. Affected Environment
Geologically Hazardous Areas According to WWMC 21.04.500, geologically hazardous areas are designated as those areas that are susceptible to one or more of the following types of hazards: ▪ 1. Erosion hazard; ▪ 2. Landslide hazard; ▪ 3. Seismic hazard; ▪ 4. Other geological events including mass wasting, debris flows, rock falls, and differential settlement. In contrast to most other GMA-mandated critical areas, where the goal is to protect a valued resource, the purpose of regulating activities in geologically hazardous areas is not just to protect the area, but to protect the public from the hazard represented by the area. The incorporated area of the City of Walla Walla and the unincorporated portion of the UGA have a relatively flat topography which slopes from the northeast (elevation 1,260 feet) to the southwest (elevation 850 feet), an overall grade change of approximately four percent. The City’s critical areas mapping for geologically hazardous areas includes potential liquefaction susceptibility zones, potential water and wind erosion susceptibility, and steep slopes. This mapping indicates that potential seismic hazard areas, based on liquefaction susceptibility, are the most widespread geologically hazardous area in the City. Moderate to high liquefaction susceptibility is shown over much of the City and UGA, including both the area proposed for removal from the UGA and the area proposed for addition to the UGA under Alternative 2. Potential water erosion susceptibility is also mapped in both UGA change areas. The City’s critical area regulations require a buffer at minimum equal to the height of the slope or fifty feet, whichever is greater, for erosion and landslide hazard areas. Development in geologic hazard areas or buffers must meet certain standards in order to avoid increasing risk associated with landslides, erosion, or seismic activity.
Wetlands Approximately 226 acres of wetland are mapped within the City of Walla Walla and the existing UGA.
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Walla Walla Comprehensive Plan Update Draft EIS | Affected Environment, Significant Impacts, and Mitigation Measures
Wetlands are mapped predominantly in the western third of the City, with the two largest areas near Bryant Creek and the College Place city limits. Mapped wetland locations rely on the National Wetland Inventory (NWI) dataset which is based on many factors, including soil inventories and aerial interpretations. Although the NWI is very comprehensive and fairly accurate in approximating wetland locations, it is acknowledged that many wetlands, especially small wetlands, are not identified by the NWI. Likewise, some areas identified as NWI wetlands may not meet wetland criteria. Undocumented wetlands are likely present within the City, its existing UGA, and possibly within the proposed UGA. Wetland boundaries and conditions may have changed since NWI mapping was completed, and this mapping may not reflect current site conditions. Site-specific studies are necessary to determine the presence or absence of wetlands for individual projects. However, gross-scale mapping does have planning utility. Wetlands within 200 feet of Mill Creek are managed under the City’s Shoreline Master Program (SMP). There are no mapped wetlands within the area proposed for removal from the UGA, nor the area proposed for addition to the UGA under Alternative 2. However, it is possible that unmapped wetland areas may be present. Wetland functions are affected by physical, chemical, and biological processes that occur within a wetland and the surrounding landscape. Wetland scientists generally acknowledge that wetlands perform the following eight functions: 1) flood/storm water control; 2) base stream flow/groundwater support; 3) erosion/shoreline protection; 4) water quality improvement; 5) natural biological support; 6) general habitat functions; 7) specific habitat functions; and 8) cultural and socioeconomic values (Cooke Scientific Services 2000). Wetland functions for flood and stormwater control, erosion protection, and water quality improvement are particularly valuable to protect infrastructure and limit the effects of development on water quality in the area’s streams and rivers. Upland vegetated buffer areas are an important factor in protecting wetland functions from effects of surrounding land uses. The factors that influence the performance of a buffer include vegetative structure, percent slope, soils, and buffer width and length. Wetland buffer conditions in urban areas are frequently narrower than what would be necessary to fully protect wetland water quality and habitat functions. Buffers in the City limits are frequently interrupted by roads and adjacent development. Standard wetland buffer widths per the WWMC are based on the category of wetland, habitat score and proposed adjacent land use. Buffer widths range from 25 feet to 200 feet (WWMC 21.04.340.C). Options for standard buffer modifications, typically through buffer averaging or buffer reduction with enhancement, are provided in the WWMC. Wetland buffers within the proposed North Area UGA boundary change are currently determined by Walla Walla County regulations which are based on the same system the City uses.
Frequently Flooded Areas Frequently flooded areas (FFA) are regulated to manage potential risks to public safety. Such areas also provide valuable instream habitat benefits, such as recruitment of large woody debris. The City of Walla Walla defines flood hazard areas as: “‘Frequently flooded areas’ means lands in the floodplain subject to a one percent or greater chance of flooding in any given year and those lands that provide important flood storage, conveyance and attenuation functions, as determined by the city official ...Classifications of frequently flooded areas include, at a minimum, the one-hundred-year floodplain designations of the Federal
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Walla Walla Comprehensive Plan Update Draft EIS | Affected Environment, Significant Impacts, and Mitigation Measures
Emergency Management Agency and the National Flood Insurance Program.” (WWMC 21.04.020). Mill Creek, a tributary to the Walla Walla River, is the most prominent stream within the City limits. Historically, the Walla Walla area was very prone to flooding from Mill Creek. Consequently, the U.S. Army Corps of Engineers completed flood control projects along Mill Creek in 1943. Within the City of Walla Walla, the channel has been widened and substantially reinforced with weirs and concrete flumes. Between N. 3rd Avenue and S. Colville Street the channel flows underground. Levees are present along 100% of the above ground portions of the creek, eliminating any functional floodplain. These reaches have very low flows during the summer months because the majority of water is diverted down Yellowhawk and Garrison Creeks to provide irrigation water and in-stream flow levels for migrating fish. A hydroelectric plant is present north of Rooks Park and some return flow enters Mill Creek near Looking Glass Road. No other streams within the City limits have a mapped floodplain. In the existing UGA approximately 169 acres of floodplain is mapped, predominantly along Russel and Reser Creeks in the southern portion of the UGA, including the 3rd and Langdon area proposed for removal from the UGA under Alternative 2. No frequently flooded areas are present in the North Area proposed for addition to the UGA under Alternative 2.
Critical Aquifer Recharge Areas The City of Walla Walla defines Critical Aquifer Recharge Areas (CARAs) as “…areas designated by WAC 365-190-080(2) that are determined to have a critical recharging effect on aquifers used for potable water as defined by WAC 365-190-030(2)”. The City’s critical areas regulations addresses CARAs, and designates them, more specifically, as wellhead protection areas, which may be defined by the boundaries of the ten-year time of ground water travel or boundaries established using alternate criteria approved by the Washington State Department of Health in those settings where ground water time of travel is not a reasonable delineation criterion; and, the ten-year time of travel as defined in the wellhead protection plans submitted by communities and water providers to the Department of Health as of 2007. An aquifer is a geologic formation that readily transmits water to wells or springs. Where the surficial geology consists of glacial deposits, aquifers are typically the sand and gravel-dominated deposits where there is ample pore space for infiltrated water to be stored and discharged. Groundwater resources beneath the Walla Walla Basin are found in two distinct aquifers: a deep basalt aquifer that underlies the entire basin and a shallower gravel aquifer that underlies the lower central basin. The City and UGA is entirely within the shallow gravel aquifer area. The functions and values of CARAs are to provide clean drinking water and to contribute clean cool water to streams and wetlands that support wildlife. The protection of CARAs is important because a portion of the Walla Walla municipal water supply is derived from groundwater sources. CARAs are mapped within Walla Walla city limits and the UGA, including the majority of the 3rd and Langdon area proposed for removal from the UGA under Alternative 2. CARAs are not mapped in the North Area UGA boundary change proposed under Alternative 2.
Fish and Wildlife Habitat Conservation Areas Per WWMC 21.04.600, Fish and Wildlife Habitat Conservation Areas (FWHCAs) include: 1. Areas where state or federal designated endangered, threatened, and sensitive species have a
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Walla Walla Comprehensive Plan Update Draft EIS | Affected Environment, Significant Impacts, and Mitigation Measures
primary association 2. State Priority Habitats and areas associated with State Priority Species 3. Habitats and Species of Local Importance 4. Naturally occurring ponds under twenty acres 5. Waters of the State 6. Lakes, ponds, streams, and rivers planted with game fish by a governmental or tribal entity 7. State natural area preserves and natural resource conservation areas 8. Land essential for preserving eco-connectivity between habitat blocks and open spaces 9. Areas of rare plant species and high-quality ecosystems that are identified by the Washington State Department of Natural Resources through the Natural Heritage Program The City includes numerous creeks, streams, and ponds which are designated FWHCAs. The quality and quantity of aquatic habitat has been affected by de-watering and by increasing urban and agricultural development and flood control activities. The reduction of riparian vegetation along creeks within the UGA and the elimination of vegetation along the channelized portion of Mill Creek have resulted in higher water temperatures, decreased cover for fish, and decreased food availability. Sedimentation from stormwater runoff and destabilized stream banks has degraded fish habitat by filling pools, creating wider and shallower channels, and covering spawning gravel. The degradation of aquatic habitat is an important issue because the Washington Department of Fish and Wildlife (WDFW) lists Chinook salmon, steelhead, and bull trout as candidate species. Additionally, within an area that includes the Walla Walla UGA, steelhead and bull trout are listed as threatened species under the Federal Endangered Species Act (ESA). Populations of these aquatic species within the Columbia River Basin have suffered declines. Chinook salmon and steelhead are anadromous (live in salt water and return to fresh water to spawn). Bull trout populations within the Walla Walla River and Mill Creek are fluvial (migrate between small tributaries and main rivers) and/or resident (remain non- migratory). According to WDFW’s SalmonScape, creeks in the City support the following species listed under the ESA: ▪ Garrison Creek - Summer Steelhead (presumed) ▪ Yellowhawk - Chinook (documented) Within the Walla Walla UGA, both Mill Creek and Yellowhawk Creek have been identified by the Walla Walla Watershed Plan (WWWP) as Priority Protection Areas with respect to aquatic habitat and protection of focal aquatic species. Priority Protection Areas are stream reaches that, if allowed to further degrade, represent substantial decline in abundance, productivity and life history diversity. The WWWP and related plans/documents include specific management strategies and actions to improve aquatic habitat within the UGA. WDFW Priority Habitats and Species (PHS) Program mapping identifies the following priority habitats and species within the City and/or existing UGA: ▪ Wetlands ▪ Riparian areas
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Walla Walla Comprehensive Plan Update Draft EIS | Affected Environment, Significant Impacts, and Mitigation Measures
▪ Ring-necked pheasant ▪ Waterfowl Ring neck pheasant regions are concentrated around several of the streams within the City including Yellowhawk Creek, Kathy Creek, Bryant Creek, Garrison Creek and Russel Creek. The area proposed for removal from the UGA under Alternative 2 includes Yellowhawk Creek, Caldwell Creek and Russel Creek, as well as mapped ring neck pheasant concentrations. Intermittent, unnamed streams are mapped by the City in the North Area proposed for addition to the UGA. No PHS habitat or species are mapped within the North Area. As for wetlands, a key technique for the protection of fish and wildlife habitat conservation areas employed by the CAO is the use of buffers. Regulations have a recommended 35-foot minimum streamside buffer width for waterways within the City, except for Yellowhawk Creek from Russell to Mill Creeks, which has a minimum 50-foot buffer (WWMC 21.04.650). 3.1.2. Impacts This section addresses potential impacts of the alternatives on the natural environment.
Impacts Common to All Alternatives All alternatives would result in an increase in population density in the City, with a corresponding increase in residential and commercial development. Differences in the effects of the proposed alternatives on the environment will depend on where population growth and development is directed within the City. In general, as noted in the above sections, natural resources are regulated by the City’s critical areas regulations, which require that development within these areas meet certain standards. These standards are intended to protect critical areas from intensified development. They are also intended to minimize risk of damage to property and human safety caused by building within hazardous areas. Activities associated with urban development, including vegetation removal and increased impervious surfaces, can increase erosion and landslide hazards in susceptible areas. Urban development such as parking lots, roads, and buildings prevent rain from infiltrating into the soil, generating more rapid runoff from the land into nearby streams and rivers. This results in an increase in peak flow volumes in streams, which in turn produces higher energy and increases the potential for streambank erosion (Booth 1990, Booth 1991, Nelson and Booth 2002). Vegetation also plays a significant role in erosion and landslide potential by intercepting a substantial amount of rainfall, preventing it from infiltrating into the soil where it can cause erosion. Roots from vegetation also take up and transpire some of the water that does reach the soil. A dense root matrix can also lend considerable strength to the soil, physically binding the soil together and, on slopes, decreasing the likelihood of slope failure and landslides (Booth et al. 2002, Schmidt et al. 2001). In addition to damage to property and human life, erosion and landslides may have an adverse effect on plants and animals in the vicinity. For example, excessive erosion and landslides can both produce abundant fine sediment, which can deposit in gravels that many fish species use to spawn, causing eggs to suffocate and die (Nelson and Booth 2002). Urban development does not increase risk of seismic activity; however, building within seismic hazard areas increases risk of damage to property and human life in the event of seismic activities. Increasing
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Walla Walla Comprehensive Plan Update Draft EIS | Affected Environment, Significant Impacts, and Mitigation Measures development in susceptible areas will increase damage to property and human life in the case of an earthquake. Additionally, under all alternatives, residential development will increase within existing single-family, multi-family, and mixed use residential areas. While development within designated geologically hazardous areas will be regulated to minimize risk, increased development in general could lead to an increase in impervious surfaces and reduction in vegetation. These land cover changes may lead to increased erosion and associated landslide hazards in this area. Development affects surface and groundwater quality and quantity as a result of soil compaction, draining, and ditching across the landscape, increased impervious surface cover, and decreased forest cover (Booth and Jackson 1997, Moore and Wondzell 2005). Urban land cover is correlated with increased high flows, increased variability in daily streamflow, reduced groundwater recharge, and reduced summer low flow conditions (Burges et al. 1998, Jones 2000, Konrad and Booth 2005, Cuo et al. 2009). However, the effects of redevelopment can result in an improvement of water quality and increased infiltration as areas come into compliance with applicable stormwater quality standards. Differences in the effects of the proposed alternatives on water resources will depend on where population growth is directed within the City limits. Population growth within the UGA will increase demand for potable water from groundwater which could impact the aquifers and CARAs. However, the Aquifer Storage and Recovery (ASR) program in 1999 consists of injecting treated drinking water from the watershed into the City’s wells for recovery at a later date when needed. In general, existing FWHCAs and wetlands are regulated by the City’s Critical Areas Regulations and SMP, which require mitigation for impacts to these areas with the intent of maintaining ecological functions. Potential impacts of development not addressed by these regulations include overall loss and fragmentation of habitat and landscape-scale habitat corridor connections, and associated reduction of habitat quality. In addition to removing habitat for species present in the area, development in vegetated areas causes fragmentation of habitat. Many studies address the importance of habitat connectivity, particularly in developed areas (Knopf et al. 1998, Gillies at St. Clair 2008, Gilbert-Norton et al. 2010). Vegetated corridors facilitate movement or dispersal through fragmented landscapes by invertebrates, plants, and non-avian wildlife (Gilbert-Norton et al. 2010). Riparian corridors also play a role in maintaining microhabitat and suitable microclimates for species associated with streams (Klubar et al. 2008). Fragmentation may exert a greater influence on wildlife than habitat loss alone, with declines in populations a primary impact (Bender et al. 1998). Less mobile species, such as invertebrates and small mammals, often exhibit more profound response to fragmentation than more mobile species (Hansen et al. 2005), and might be expected to be more greatly impacted by development. Proximity of development, in addition to habitat loss, has been demonstrated to impact some taxa, such as native grassland rodents, when it disrupts habitat (Bock et al. 2002). Infestation by invasive and non- native species can be a consequence of development (McKinney 2002, Southerland 1993, Zedler and Kercher 2004), and riparian quality has been shown to be inversely proportional to the level of urbanization (May et al. 1997). Light from buildings, streetlamps, and vehicles; traffic noise; and other disturbances associated with urban activity can cause avoidance behavior in birds and other wildlife.
Alternative 1 - No Action Under this alternative the current pattern of land use will be continued and the UGA boundaries would
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Walla Walla Comprehensive Plan Update Draft EIS | Affected Environment, Significant Impacts, and Mitigation Measures remain the same. New commercial development would occur along major highways and arterials. Opportunities for new residential development would occur either through infill development in existing residential areas, or likely on larger, undeveloped parcels near the City limits or within the UGA. The increase in housing density over time under the present plan would be expected to increase impervious surfaces. Although stormwater provisions would apply, as well as tree protection regulations, there could be increased impervious area and reduced vegetation cover that could reduce groundwater infiltration. A reduction in groundwater recharge would further reduce groundwater sources and increase sedimentation associated with stormwater flows. The reduction in groundwater would also be expected to increase stream temperatures and reduce the availability of cold water refugia for salmon downstream. Additionally, increased residential densities overlying aquifers have the potential to increase the likelihood of groundwater contamination. Regardless of density, the City could set impervious surface and clustering standards that are anticipated to result in compact development forms to reduce impervious areas and land clearing. Changes to water flow and water quality resulting from increased impervious surfaces over time would be expected to affect water flow processes. Changes in fish assemblages have been correlated with changes in stream temperature and base flow as a result of increased impervious surface coverage (Wang et al. 2003). Development may reduce water quality, increasing temperature and contaminant loading. The full suite of sublethal and indirect effects of contaminants on aquatic organisms is not fully understood (Fleeger et al. 2003); however, recent research has linked urbanized watersheds with the premature death of mature coho salmon that return to creeks (Feist et al. 2011). Salmon and native freshwater fish require cool waters (55-68 degrees F) for migrating, rearing, spawning, incubation, and emergence (USEPA 2003). Amphibians also have narrow thermal tolerances, and they are particularly influenced by changes in microclimate conditions. Headwater streams and wetlands, and the riparian areas associated with them, are particularly important to biological productivity (Sheridan and Olson 2003, Olson et al. 2007, Welsch and Hodgson 2008).
Alternative 2 – Medium Growth, UGA Alterations The impacts associated with Alterative 1 would also occur under Alternative 2. However, Alternative 2 would remove 198 acres of rural land encumbered with critical areas from the UGA and add 329 acres which have fewer critical areas present. The area proposed for removal includes portions of Yellowhawk Creek, Caldwell Creek and Russel Creek; floodplain associated with Caldwell Creek; CARA; and PHS habitat. In contrast, area proposed for addition to the UGA has no known encumbering critical areas other than unnamed intermittent streams. The future land use and zoning of the 3rd and Langdon area removed from the UGA, would be the responsibility of the County, but existing uses, including those developed at intensities of approximately 1 unit per acre would remain in this area. Removing the critical areas associated with this area from the UGA would protect them from the more intense urban development planned for the UGA compared to the unincorporated County. The area would also continue to be protected by the County’s’ critical areas regulations which would require mitigation for impacts to the streams or buffers in this area with the intent of maintaining ecological functions. Potential impacts of development not addressed by these regulations include overall loss and fragmentation of habitat and landscape-scale habitat corridor connections, and associated reduction of habitat quality. These types of impacts are more closely associated with
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urbanized areas which see high growth and densities. Maintenance of habitat corridors and landscape scale functions through the 3rd and Langdon area would likely be more achievable under this alternative as rural development patterns in the County would allow for a lower level of development and more opportunity for the preservation of buffer areas.
Alternative 3 – High Growth Alternative 3 provides for the highest level of growth. Potential impacts would be similar to those discussed above, but intensified by the higher levels of growth which would be expected to result in more impervious surface coverage and vegetation removal. Without the removal of key critical areas from the UGA, this Alternative would be expected to have the most impact to the environment of the three alternatives. Similar to Alternative 2, Alternative 3 would include adoption of a new residential land use designation that would potentially allow for additional multi-family zoning. To accommodate high growth within the existing City and UGA boundaries, it is likely that the 3rd and Langdon area would become subject to increased development which would negatively impact the critical areas present there. This alternative would also be expected to most negatively impact wildlife due to the high growth and increased proximity of the species and habitat which are still present within City boundaries, to more and/or intensified areas of humans and urban infrastructure. 3.1.3. Mitigation Measures
Incorporated Plan Features Proposed changes to the City’s existing Critical Area Regulations will bring the standards used to help avoid damage to the City’s critical areas up to date with the best available science. Under all three alternatives, existing critical areas would be managed to maintain ecological functions and values. This would be accomplished through the Critical Area Regulations and SMP regulations that require mitigation for adverse impacts.
Regulations and Commitments Under all three alternatives, new and existing development must comply with the City’s critical area regulations, stormwater design specifications, and other applicable regulatory standards. Current local, state, and federal regulations protecting earth, water and other natural resources include the following: ▪ Critical Areas Regulations. Within City boundaries, applicable regulations include Walla Walla Municipal Code Chapter 21.04– Critical Areas. In the incorporated UGA applicable regulations include Walla Walla County Code Chapter 18.08- Critical Area Protection. In each jurisdiction, regulations establish standards to protect critical areas through prohibiting certain uses within them, establishing design criteria, and requiring buffers particularly for wetlands and streams. Regulations for frequently flooded areas in both jurisdictions reference floodplain management regulations (WWMC 21.10 Floodplain Management and WWCC 18.12 Flood Damage Prevention) which establish safety standards within the floodplain and limit any development within the floodway that would result in a rise of flood levels. ▪ SMP. Within City boundaries, Mill Creek and its associated shorelands are regulated as shorelines of the state under the City’s SMP. Regulations require no net loss of shoreline ecological functions. There
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Walla Walla Comprehensive Plan Update Draft EIS | Affected Environment, Significant Impacts, and Mitigation Measures
are no County SMP regulated shorelines in the unincorporated UGA, nor the proposed North Area UGA revision. ▪ Consultation with the U.S. Fish and Wildlife Service and/or the National Marine Fisheries Service may be required for federally permitted or funded actions that could affect endangered species (e.g. salmon or bull trout). ▪ National Pollutant Discharge Elimination System (NPDES) Phase II Municipal Stormwater Permit. The City’s current Phase II Permit was issued in August of 2012. The permit requires the City to reduce the discharge of pollutants to the maximum extent practicable. Under the Permit, the City of Walla Walla is required to implement a Stormwater Management Program consisting of tasks associated with six minimum control measures: Public education and outreach Public involvement and participation Illicit discharge, detection and elimination Construction site runoff control Post-construction stormwater management for new development and redevelopment; and Pollution prevention and good housekeeping for municipal operations. ▪ In 2017, the City of Walla Walla adopted amendments to development regulations to address low impact development strategies in compliance with our Phase II Municipal Stormwater Permit. ▪ The Walla Walla Basin Aquifer Recharge Strategic Plan (January 2013) summarizes aquifer recharge goals, activities, and data for Walla Walla watershed stakeholders so that they may use it while making sustainable water resource decisions for ecological, agricultural, and economic benefit.
Other Proposed Mitigation Measures ▪ As the population density grows, pollutant loads from vehicles will tend to increase proportionately. Untreated runoff in areas of high road densities contains metals and PAHs, which has been shown to adversely affect salmon (Feist, B. et al 2011; McIntyre, J. et al. 2012). In addition to stormwater standards, transportation programs and facilities that encourage alternative forms of transportation and minimize the need for single-occupant vehicles could significantly help in mitigating the effects of a growing population on water quality conditions in the City. ▪ Comprehensive Plan and zoning standards that focus new development and redevelopment away from areas of geologic hazard would help reduce the additional population exposed to risk of damage due to geologic hazards. ▪ Where the City’s permit approval authority determines it necessary to provide additional critical areas protection based on critical areas documentation, wetland and/or stream buffers may be increased. ▪ Landscaping associated with new development, as well as park spaces, should incorporate native planting, snags, logs, and other special habitat features to improve habitat functions and values.
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Walla Walla Comprehensive Plan Update Draft EIS | Affected Environment, Significant Impacts, and Mitigation Measures
▪ To mitigate some of the impacts that typically occur with high intensity land use, the City could invest in education and outreach materials to encourage good stewardship practices by individual residents. This could include: providing property owners with educational resources to encourage native plant use and backyard habitat projects; installing interpretive signage along trails and/or within parks; and incorporating community garden spaces into parks.
3.1.4. Significant Unavoidable Adverse Impacts All three alternatives would cause some cumulative and unavoidable impacts to the natural environment. These include increased human activity associated with more dense development, which could result in long-term disturbance to sensitive wildlife species within existing riparian and wildlife corridors. Cumulative impacts such as habitat fragmentation and disturbance generally occur as a watershed is developed. While these impacts cannot be wholly avoided, they can be minimized and mitigated. Zoning changes or land use designations under each alternative allow the City to minimize impacts to plants and animals through targeted placement of higher intensity land uses. All alternatives would maintain critical area buffer requirements as redevelopment occurs; these regulations require new development to avoid, minimize, and mitigate for impacts. Some loss of existing tree and shrub patches would occur during redevelopment. However, redevelopment would be in compliance with Walla Walla building, land use, and Critical Areas Regulations. While urban growth can impact plants and animals, landscape-scale planning that considers natural resource sensitivity and existing infrastructure can minimize the unavoidable impacts of urbanization. Even with the implementation of stormwater standards and tree protection standards, increased population density and impervious surfaces would be expected to contribute to increase pollutant loadings to watercourses and wetlands. This effect could be reduced by limiting impervious area and vegetation clearing. In general, alternatives that allow for the greatest amount of new development on vacant and partially developed lands have the greatest potential for adverse impacts on plants and animals. Alternatively, in areas of redevelopment improved water quality and enhanced buffer conditions required through development regulations could improve conditions. Alternative 2 would remove an area encumbered with critical areas from the UGA, thus ensuring lower intensity development would take place there and reducing the area potentially susceptible to significant unavoidable adverse impacts as a result of increased development.
3.2. LAND USE AND HOUSING This section addresses potential impacts related to changes in existing land use and housing patterns in the City of Walla Walla planning area, and compares the effects of the proposed alternatives on land use, development intensity, and housing patterns.
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3.2.1. Affected Environment
Current Land Use Walla Walla and its unincorporated Urban Growth Area (UGA) contain a variety of land use types, including both intense urban uses and lower-intensity uses more commonly seen in rural areas, including agriculture and ag-related activities. Exhibit 3.2-1 shows the current distribution of land uses in the Walla Walla planning area. Exhibit 3.2-1. Current Land Uses in the Planning Area
Source: City of Walla Walla, Walla Walla County, 2018.
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Exhibit 3.2-2. Current Land Use Table
Land Use Category City Limits UGA Total
Agriculture* 1,638 780 2,418
Residential 2,393 910 3,303
Commercial 642 47 689
Industrial 108 39 148
Transportation/Communication/Utilities 127 1,949 2,076
Public/Cultural/Recreational 1,284 131 1,416
Natural Resource 31 - 31
Undeveloped 1,069 423 1,493 Total 7,294 4,279 11,573
Source: City of Walla Walla, Walla Walla County, 2018. *City of Walla Walla leases land at the Sudbury Landfill for agricultural uses until such time those lands are needed to support the landfill.
CITY LIMITS Residential uses constitute the largest use category in city limits (32.8%) and cover most of the area immediately east and south of downtown. Smaller concentrations of residential uses are present in the areas northwest of downtown, which also contain a mix of commercial and industrial uses. An important feature of Walla Walla’s existing land use pattern is the extensive presence of public and cultural lands. Public, cultural, and recreational lands (government property, parks, educational facilities, etc.) constitute the third-largest land use category in the city (17.6%). Major public and cultural facilities in city limits include the Walla Walla State Penitentiary, Whitman College, the Jonathan M. Wainwright Memorial VA Medical Center, and Walla Walla Community College. Walla Walla’s city limits also contains a relatively large amount of land used for agriculture or agriculture-related activities (22.5%), primarily along the northern edge of the city. The two largest concentrations are in the northwest corner of the city (immediately east and west of the penitentiary), where the City leases land at Sudbury Landfill for agricultural uses until such time those lands are needed to support the landfill, and in the northeast corner of the city (adjacent to the east side of the Walla Walla Regional Airport). UNINCORPORATED URBAN GROWTH AREA The largest land use category in the unincorporated UGA, as shown in Exhibit 3-2.2, is Transportation/Communication/Utilities (45.5%); this category includes the Walla Walla Regional Airport, located northeast of the city. Most of the rest of the UGA consists of residential and agricultural land, particularly on the southern and southeastern edges of the city. 3RD & LANGDON STUDY AREA As described in Chapter 2, current land uses in this study area are primarily single-family residential, with
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Walla Walla Comprehensive Plan Update Draft EIS | Affected Environment, Significant Impacts, and Mitigation Measures some associated small-scale agricultural uses. Lot sizes are generally larger than the residential uses north of the study area, with no urban water or sewer services. NORTH STUDY AREA As described in Chapter 2, the North Study Area consists of state-owned land and land held by a family trust, currently leased for agricultural production.
Future Land Use One of the key components of the Walla Walla Comprehensive Plan is the Future Land Use Map (FLUM), which establishes future land use designations to guide development in the planning area. The currently adopted FLUM for the City and its UGA is shown in Exhibit 3.2-3. Exhibit 3.2-3. City of Walla Walla and UGA Future Land Use Map
Source: City of Walla Walla, Walla Walla County, 2018.
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Exhibit 3.2-4. Future Land Use Designation Table
Future Land Use Designation City Limits UGA Total
Residential 2,870 1,785 4,655
Public 2,863 99 2,962
Commercial 633 4 636
Industrial 462 386 848
Airport - 2,006 2,006
Master Planned Community 353 - 353
Downtown 113 - 113 Total 7,294 4,279 11,573
Source: City of Walla Walla, Walla Walla County, 2018.
CITY LIMITS The predominant future land use designations in the incorporated portion of the planning area are Residential (39.3%), which occupies large areas of the city east and south of Downtown, and Public (39.3%), which covers a large area in the northwest of the city that includes the state penitentiary, as well as other government, educational, and cultural/recreational facilities around the city. The Commercial and Industrial designations account for 8.7% and 6.8% of the city, respectively, and are generally clustered in the areas west and northwest of Downtown, as well as in the northeast city, near the airport. The Downtown designation, which covers Walla Walla’s central business district, including the historic downtown area, is centrally located in the city and accounts for 1.6% of the incorporated land area. UNINCORPORATED URBAN GROWTH AREA Future land use designations in the City’s UGA are consist primarily of Residential (41.7%) in the south and west and Airport (46.9%) in the north. The Industrial designation accounts for 9% of the UGA, covering areas near the airport and adjacent to the state penitentiary. The UGA also includes approximately 99 acres designated Public and approximately 4 acres designated Commercial; the Commercial area is located in an unincorporated “island” within the city near the County Fairgrounds. 3RD & LANGDON STUDY AREA Future land use designations in the 3rd & Langdon Study Area are exclusively low-density residential. NORTH STUDY AREA The North Study Area is currently outside the City of Walla Walla planning area. Walla Walla County’s FLUM designates the area as Primary Agriculture.
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Population and Housing Patterns CITY LIMITS The Washington State Office of Financial Management (OFM) estimates the City of Walla Walla’s 2017 population at 33,840. The city’s population has grown 6.2% since 2010 and 14.0% since 2000. As shown in Exhibit 3.2-5, youth under 18 and adults 18-34 together comprise 50% of Walla Walla’s population, which is greater than comparable statewide figures. The city also contains a slightly greater proportion of seniors 65 and older. Exhibit 3.2-5. City of Walla Walla Population – Age Distribution
30%
26% 25% 25% 24% 21% 20% 20% 20% 19% 17% 15% 15% 14%
10%
5%
0% Under 18 18 to 34 35 to 49 50 to 64 65 and over
City of Walla Walla Washington State
Source: U.S. Census, American Community Survey 5-yr. Estimates, 2011-2015; BERK, 2017
As shown in Exhibit 3.2-6, Walla Walla’s population is approximately 52.1% male and 47.9% percent female. Walla Walla County also shows a greater proportion of males than females, though the difference is smaller than in the city; Washington State displays an almost even split. (The increased male population in Walla Walla is likely due to the presence of the Walla Walla State Penitentiary.) Approximately 91% of Walla Walla’s population identifies as white, almost 10% more than the comparable statewide figure, but similar to the population of Walla Walla County. Just less than 15% of the city’s population identifies as Hispanic or Latino, nearly double the statewide proportion.
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Walla Walla Comprehensive Plan Update Draft EIS | Affected Environment, Significant Impacts, and Mitigation Measures
Exhibit 3.2-6. City of Walla Walla Population – Gender, Race, and Ethnicity
City of Walla Walla Washington Walla Walla County State
Male 52.1% 51.2% 49.9% Female 47.9% 48.8% 50.1%
White 83.5% 86.2% 82.6% Black or African American 2.4% 1.6% 3.5% American Indian or Alaska Native 1.5% 0.9% 1.2% Asian 2.4% 1.6% 6.6% Native Hawaiian and Other Pacific Islander 0.2% 0.1% 0.4% Some other race 4.9% 5.6% 2.5% Two or more races 5.1% 3.8% 3.1%
Hispanic or Latino origin (of any race) 23.7% 21.0% 7.9%
Note: Hispanic or Latino origin is considered an ethnicity and not a race by the U.S. Census.
Source: U.S. Census, American Community Survey 5-yr. Estimates, 2011-2015, City of Walla Walla, 2018.
As of 2017, Walla Walla contained an estimated 13,500 housing units, of which 9,174 are single-family homes (68%). As shown in Exhibit 3.2-7, the next largest category is multifamily residential buildings with 5 units or more (19.7%). Exhibit 3.2-7. Walla Walla Housing Units by Type
10,000 9,174
8,000
6,000
4,000 2,655
2,000 501 560 610 0 Single Family Duplex MF 3 or 4 Units MF 5+ Units Mobile Home
Source: OFM, 2017; BERK, 2017
UNINCORPORATED URBAN GROWTH AREA OFM population estimates for 2017 show a total population of 36,761 for the entire Walla Walla UGA, including both incorporated and unincorporated areas. This suggests that the unincorporated UGA has a population of approximately 2,921, which would place more than 92% of the Walla Walla UGA
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Walla Walla Comprehensive Plan Update Draft EIS | Affected Environment, Significant Impacts, and Mitigation Measures
population within city limits. Housing in the unincorporated UGA is characterized by a mix of single-family residences at suburban scales and large-lot single-family residences, often with associated agricultural uses. The latter type of housing is mostly located in the southern portion of the UGA. 3RD & LANGDON STUDY AREA As described in the previous section on current land use, the 3rd & Langdon Study Area is mostly residential in nature, characterized by large-lot single-family residences, many with associated agricultural uses. NORTH STUDY AREA The North Study consists entirely of lands used for agriculture; no housing units are present in this location. 3.2.2. Impacts
Impacts Common to All Alternatives As described in Chapter 2, residential and commercial growth are anticipated to continue in Walla Walla under all alternatives. Appendix A in the draft Comprehensive Plan shows the results of a land capacity analysis prepared by City staff in 2017. The analysis identified lands in the city limits and in the unincorporated UGA that were vacant or redevelopable (defined as developed properties whose acreage was at least three times as large as the minimum lot size for the zone in which they are located). The analysis also deducted environmentally critical areas and allowances for public dedications (road right-of-way, utilities, etc.). The remaining available acreage was converted to housing unit capacity based on the density limits for each zone, as shown below. The Assumed capacity represents the number of units projected based on average lot size trends from recent platting activity and is a conservative estimate of capacity. Potential capacity represents the units projected based on the maximum density allowed in each zone and the minimum necessary public dedications.
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Exhibit 3.2-8. Walla Walla Population and Housing Capacity
Housing Units Population
City Limits Vacant 798 1,932 Redevelopable 476 1,154 City Subtotal 1,274 3,086 Unincorporated UGA Vacant 1,414 3,425 Redevelopable 888 2,150 UGA Subtotal 2,302 5,575
Combined Total 3,576 8,661
City of Walla Walla, 2018.
Under all alternatives, Walla Walla would continue to experience residential and commercial growth. This growth would consume vacant lands and potential convert redevelopable lands for higher-density development. Each of the alternatives would result in a different growth allocation or a change to the boundary of the planning area; specific impacts of each alternative are described in the following sections.
Alternative 1 - No Action LAND USE PATTERNS As described in Chapter 2, the No Action Alternative would maintain the current planning area boundaries and Future Land Use Map. The No Action Alternative would therefore reinforce existing land use patterns, directing new commercial growth to the areas along major highways and guiding residential growth to more outlying areas, particularly the southern and eastern city and the southern UGA, where the greatest amount of developable land is located. The City’s land capacity analysis indicates that most of the vacant residential land in the city is located in single-family zones (R-60, R-72, and R-96), with only about 20% of vacant residential unit capacity located in areas zoned for multifamily residences (RM); the city currently has no redevelopable lands zoned for multifamily residences. As a result, future residential development under the No Action Alternative is anticipated to reinforce the existing pattern of mostly single-family residences. POPULATION AND HOUSING As described in Chapter 2, the No Action Alternative would accommodate a net population increase of 5,690 persons (2,342 households) within the existing planning area. Based on the City’s land capacity analysis (
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Walla Walla Comprehensive Plan Update Draft EIS | Affected Environment, Significant Impacts, and Mitigation Measures
Exhibit 3.2-8), the planning area has sufficient residential capacity to absorb this level of population and housing growth; roughly half of this growth could be accommodated with city limits, but approximately 44% (933 households) would need to be accommodated in the unincorporated UGA.
Alternative 2 – Medium Growth, UGA Alterations LAND USE PATTERNS As described in Chapter 2, Alternative 2 would entail the same level of population and housing growth as the No Action Alternative and would revise the planning area boundary. Alternative 2 would also consolidate residential future land use designations citywide into a single designation, exerting control over development through the underlying zoning, to providing greater development flexibility. Unification of all residential future land use designations would make it easier to rezone residential areas and would potentially lead to increased residential densities as vacant lands are developed and large residential lots are redeveloped at higher densities or subdivided to create additional housing units. Alternative 2 would remove approximately 198 acres from the UGA in the 3rd & Langdon area. As described in Chapter 2 and Section 3.3.1, development in this area is characterized by large-lot residential uses, often with associated agricultural uses, and extensive environmentally critical areas. The overall development pattern is not urban in nature, and the area is difficult for the city to serve with urban services. Removal of the 3rd & Langdon Study Area from the UGA would have little to no effect on land use patterns; the study area would continue in low-density residential use under County jurisdiction. Alternative 2 would also add approximately 329 acres to the UGA in the North Study Area. As described in Chapter 2, this study area is a combination of state-owned land and land in a private family trust, all of which is currently used for agriculture. Alternative 2 would add these properties to the Walla Walla UGA and apply a future land use designation of Master Planned Community and a zoning designation of Urban Planned Community (UPC), with the intention of promoting mixed use development in the study area. This would be a marked change from the current agricultural use, but the study area is adjacent to single-family residential uses inside city limits to the south and the Walla Walla Regional Airport to the east, and mixed use development would be compatible with these neighboring uses. POPULATION AND HOUSING Alternative 2 would entail the same level of population and housing growth as the No Action Alternative. The UGA boundary revisions proposed under Alternative 2 would result in a net increase in the size of the planning area of 131 acres. While the land capacity analysis prepared by the City shows potential for 364 housing units, based on achieved density in the R-96 zone, the area removed in the 3rd & Langdon Study Area provides relatively little housing capacity, due to the large-lot residential pattern, low-density zoning, and extensive presence of environmentally critical areas. The area added in the North Study Area would be designated for mixed use development, providing housing capacity on lands currently used for agriculture, and at higher housing densities than the areas removed in the 3rd & Langdon Study Area. Alternative 2 would therefore produce a higher level of housing capacity in the planning area than the No Action Alternative and would can accommodate the forecasted level of growth. Like the No Action Alternative, Alternative 2 would be able to accommodate projected levels of population growth through a combination of development within city limits and in the unincorporated UGA. Implementation of policies to promote greater housing diversity, specifically higher-density
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residential and mixed use development, could increase housing capacity within city limits and reduce the proportion of future projected growth that would need to be absorbed by the unincorporated UGA.
Alternative 3 – High Growth LAND USE PATTERNS Under Alternative 3, the planning area would experience a higher level of housing and population growth than Alternative 2 or the No Action Alternative. Like the No Action Alternative, Alternative 3 would make no amendments to the UGA boundary: the 3rd & Langdon Study Area would remain part of the UGA, and the North Study Area would remain rural. Alternative 3 would therefore accommodate a higher level of growth than the other two alternatives within the existing planning area boundary. Like Alternative 2, it is likely that the planning area would experience some conversion of uses and increased density in residential areas as vacant land develops and developed areas experience infill, redevelopment, and subdivision. Alternative 3 would include new policies to encourage a greater diversity of housing types, including higher density residential mixed with commercial uses (LU Policy 3.5) and small-scale single-family housing types like cottages (LU Policy 3.7). Due to the higher level of growth and smaller area in which to accommodate it, as well as policies supporting higher-density forms of housing, conversion of uses and increased development intensity is anticipated to be greater under Alternative 3 than under Alternative 2 or the No Action Alternative. POPULATION AND HOUSING Under Alternative 3, the planning would be required to accommodate 2,700 new households by 2038. Alternative 3 would also adopt new comprehensive plan policies supporting housing diversity, including multifamily residential, cottage housing, and mixed residential-commercial development. Walla Walla’s current housing stock has a very high proportion of single-family homes, and introduction of these housing types would provide a greater range of housing options for residents. 3.2.3. Mitigation Measures
Incorporated Plan Features ▪ Alternative 2 would increase the size of the Walla Walla UGA by approximately 131 acres, providing additional land capacity with which to accommodate projected future growth in the planning area. ▪ Alternative 3 would focus future growth within the existing planning area, minimizing conversion of rural lands for urban development. ▪ Consolidation of residential FLUM designations and development of updated policies under Alternative 2 and Alternative 3 to promote more multifamily residential development and residential infill in existing neighborhoods.
Regulations and Commitments The following regulations would apply to development under all three of the alternatives and would serve to minimize and mitigate land use conflicts as new development occurs in proximity to existing uses. WALLA WALLA MUNICIPAL CODE, TITLE 20 - ZONING
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▪ Chapter 20.106 – Landscaping and Screening Requires landscaping and/or screening to minimize land use conflicts between zones of different intensities (e.g., between commercial and residential zones). ▪ Chapter 20.169 – Multi-Family Dwellings in Highway Commercial Zone Regulates development in the Highway Commercial Zone to promote multifamily development in these areas while protecting residents from adverse effects associated with nearby commercial development. ▪ Chapter 20.178 – Design Standards for Downtown Walla Walla Establishes development standards for Walla Walla’s downtown, including setback regulations, building material and color standards, signage, and controls for building heights and façade ornamentation.
Other Proposed Mitigation Measures In addition to the incorporated plan features and applicable regulations listed above, the City could further mitigate the effects of future development under the Comprehensive Plan by implementing the some or more of the following measures: ▪ Modify the zoning code’s permitted use table (Chapter 20.100) to allow multi-family and mixed use residential uses in a wider range of zones to promote greater housing diversity and increase housing capacity within city limits and reduce the need for housing development in the unincorporated UGA. ▪ As future rezones occur in residential areas to promote multifamily uses, require review of potential land use, community character, and aesthetic impacts that could arise due to changes in height, building form, and development density. ▪ Establish or updated neighborhood/master plans for specific areas targeted for future growth and establish design guidelines to maintain community character and reduce land use conflicts as future growth occurs. ▪ Refine dimensional standards for residential zones to discourage residential platting at significantly lower densities than the optimum for each zone. ▪ Consider targeted rezones of appropriate residential areas to increase available housing capacity.
3.2.4. Significant Unavoidable Adverse Impacts As future growth occurs under all alternatives, the planning area will experience additional development of vacant and underutilized lands, including potential conversion of existing uses and a general increase in development intensity. While such impacts can be partially mitigated through the application of development regulations and other standards, some level of change in use and development character is an unavoidable aspect of urban growth.
3.3. PLANS AND POLICIES This section of the Draft EIS describes pertinent plans, policies, and regulations that guide or inform the
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proposal. Plans and policies of the Growth Management Act and the Walla Walla County Countywide Planning Policies define a policy framework with which all comprehensive plans must be consistent. The other plans and policies relate to City of Walla Walla policy and regulatory framework, including elements of the Comprehensive Plan and regional transportation plans. 3.3.1. Affected Environment
Washington Growth Management Act The Washington Growth Management Act (GMA) was adopted in 1990 by the Washington State Legislature. The GMA contains a comprehensive framework for managing growth and coordinating land use with infrastructure. Provisions of the GMA apply to the state’s largest and fastest growing jurisdictions, including the County and all its cities. A selected summary of the major provisions of the GMA together with specific provisions that directly pertain to the alternatives is provided below.
State Goals RCW Section 36.70A.020 of the GMA lists the 13 planning goals designed to guide the preparation of a community’s comprehensive plan and development regulations. The goals are not listed in order of priority. They address the following topics:
(1) Urban growth. Encourage development in urban areas where adequate public facilities and services exist or can be provided in an efficient manner.
(2) Reduce sprawl. Reduce the inappropriate conversion of undeveloped land into sprawling, low-density development.
(3) Transportation. Encourage efficient multimodal transportation systems that are based on regional priorities and coordinated with county and city comprehensive plans.
(4) Housing. Encourage the availability of affordable housing to all economic segments of the population of this state, promote a variety of residential densities and housing types, and encourage preservation of existing housing stock.
(5) Economic development. Encourage economic development throughout the state that is consistent with adopted comprehensive plans, promote economic opportunity for all citizens of this state, especially for unemployed and for disadvantaged persons, promote the retention and expansion of existing businesses and recruitment of new businesses, recognize regional differences impacting economic development opportunities, and encourage growth in areas experiencing insufficient economic growth, all within the capacities of the state's natural resources, public services, and public facilities.
(6) Property rights. Private property shall not be taken for public use without just compensation having been made. The property rights of landowners shall be protected from arbitrary and discriminatory actions.
(7) Permits. Applications for both state and local government permits should be processed in a timely and fair manner to ensure predictability.
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(8) Natural resource industries. Maintain and enhance natural resource-based industries, including productive timber, agricultural, and fisheries industries. Encourage the conservation of productive forestlands and productive agricultural lands, and discourage incompatible uses.
(9) Open space and recreation. Retain open space, enhance recreational opportunities, conserve fish and wildlife habitat, increase access to natural resource lands and water, and develop parks and recreation facilities.
(10) Environment. Protect the environment and enhance the state's high quality of life, including air and water quality, and the availability of water.
(11) Citizen participation and coordination. Encourage the involvement of citizens in the planning process and ensure coordination between communities and jurisdictions to reconcile conflicts.
(12) Public facilities and services. Ensure that those public facilities and services necessary to support development shall be adequate to serve the development at the time the development is available for occupancy and use without decreasing current service levels below locally established minimum standards.
(13) Historic preservation. Identify and encourage the preservation of lands, sites, and structures, that have historical or archaeological significance. A fourteenth goal of GMA consists of the goals and policies of the Shoreline Management Act as set forth in RCW 90.58.020.
Urban Growth Areas (UGAs) Under GMA, counties must designate Urban Growth Areas (UGAs) – areas already characterized by urban development or adjacent to areas characterized by urban development – in consultation with cities. These UGAs should accommodate planned population growth, and other planned uses such as commercial, institutional, and other nonresidential uses.
RCW 36.70A.110 (2) Based upon the growth management population projection made for the county by the office of financial management, the county and each city within the county shall include areas and densities sufficient to permit the urban growth that is projected to occur in the county or city for the succeeding twenty-year period, except for those urban growth areas contained totally within a national historical reserve. As part of this planning process, each city within the county must include areas sufficient to accommodate the broad range of needs and uses that will accompany the projected urban growth including, as appropriate, medical, governmental, institutional, commercial, service, retail, and other nonresidential uses.
Each urban growth area shall permit urban densities and shall include greenbelt and open space areas. In the case of urban growth areas contained totally within a national historical reserve, the city may restrict densities, intensities, and forms of urban growth as determined to be necessary and appropriate to protect the physical, cultural, or historic integrity of the reserve. An urban growth area determination may include a reasonable
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land market supply factor and shall permit a range of urban densities and uses. In determining this market factor, cities and counties may consider local circumstances. Cities and counties have discretion in their comprehensive plans to make many choices about accommodating growth. Designated UGAs must also have public facilities and services available or planned to support future urban growth in these areas. All cities must be within UGAs and unincorporated land within UGAs must be urban in character or adjacent to such lands. Lands outside of UGAs are to be designated as resource lands or rural. In general, urban development is not to be permitted on these lands and all development must be resource-related or rural in character. In coordination with Walla Walla County, the City is considering changes to its UGA. The proposed change would include the removal of approximately 198 acres on the south side of the UGA (“3rd and Langdon”), and the addition of approximately 329 acres (the “north properties”) to the UGA on the north side of the UGA that are currently in agricultural use. Zoning for the north properties would allow for mixed use development.
Population Forecasts In addition to showing that UGAs can accommodate growth, the County must meet GMA goals of focusing growth in urban areas and avoiding sprawl (RCW 36.70a.020). Under GMA, the Washington State Office of Financial Management (OFM) is directed to prepare 20-year county population forecasts for use in GMA comprehensive plans. The projections are updated every 5 years. Each county’s projection is expressed as a range, with low and high thresholds. This range is intended to allow local government’s reasonable discretion in determining their local population projections. Recently, OFM prepared forecasts in 2017 that extend to the year 2038. To help guide land use plans and UGA sizing, counties are responsible for allocating population growth in consultation with cities. In 2005, Walla Walla County allocated 9,030 persons, approximately 60% of its population growth number, to the Walla Walla UGA (city limits and unincorporated UGA – the County opted to plan for a 15,000-population increase, a figure between the intermediate and high projection figures generated by the state). With its 2018 Comprehensive Plan Update, Walla Walla County intends to plan for a figure between the medium and high forecast developed by OFM. Since this forecast is close to the projection for 2025, the County plans to carry over its 2025 allocations. The Walla Walla UGA share would be about 55%, which is representative of its current share of population. However, this yields a smaller net growth change resulting in 5,690 new persons over the 2018-2038 planning period, where previously the city was allocated a population forecast for the city limits and unincorporated UGA. See Exhibit 3.3-1.
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Exhibit 3.3-1. Walla Walla County Growth Target and City of Walla Walla Allocation
Jurisdiction/Planning Area 2007 County Plan 2018 Update
Base Year/Population Estimate 2004 56,700 2017 61,400 Future Year/Population Projection 2025 71,724 2038 71,724 Net Countywide Growth 15,000 10,324
City of Walla Walla Allocation 5,690
Source: Walla Walla County, 2018; BERK Consulting, 2018.
Plan Consistency A central concept of the GMA is that comprehensive plans must be internally and externally consistent. Internally, each GMA comprehensive plan must demonstrate that the land use element, capital facilities element and financing plan, and other elements are consistent. If funding is not available to support the proposed land use pattern at the adopted level of service (LOS), the jurisdiction is required to reassess the land use pattern and/or the LOS until balance is reached. Externally, local comprehensive plans are required to be consistent with the comprehensive plans of other jurisdictions with common borders or related regional issues. Standards for transportation LOS should be regionally coordinated. Commerce rules (WAC 365-196-510) indicate that inter- jurisdictional (external) consistency is accomplished by consistency with Countywide Planning Policies (CPPs) which are discussed below.
Countywide Planning Policies for Walla Walla County (1993) The Walla Walla County Countywide Planning Policies (CPPs) provide a GMA-mandated framework that all cities in the county must follow when they prepare or update their comprehensive plans. The framework is intended to ensure that these plans are consistent. In accordance with GMA, Walla Walla County prepares CPPs in consultation with the cities of Walla Walla, College Place, Waitsburg, and Prescott. The original CPPs were adopted in 1993 and integrated throughout the Walla Walla County Comprehensive Plan. The Walla Walla County CPPs address the topics of the 13 GMA Goals listed above: urban growth; reduce sprawl; transportation; housing; economic development; property rights; permits; natural resource industries; open space; environment; citizen participation; facilities/services; and historic preservation.
City of Walla Walla Comprehensive Plan (2007) The City of Walla Walla adopted its first Comprehensive Plan in 1996 to comply with GMA. A major update of the Comprehensive Plan occurred in 2007, updating the planning period to a 2025 horizon. Amendments to the Urban Growth Area were included in 2007, with smaller amendments occurring in intervening years to address changes in conditions and make minor adjustments to the plan. Walla Walla’s Comprehensive Plan contains the following elements. Those required by GMA are indicated with an asterisk. ▪ Regional Context;
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▪ Community Character; ▪ Environment and Natural Resources*; ▪ Land Use*; ▪ Population and Housing*; ▪ Economic Vitality*; ▪ Commercial Retail Community; ▪ Utilities* ▪ Transportation*; ▪ Capital and Community Facilities*; ▪ Parks and Recreation; and ▪ Historic and Cultural Resources. As part of the 2007 update, the original vision was revised through a series of Visions Sessions into a set of goals, objectives, and policies that provide a framework to guide development and change in the City of Walla Walla (Chapter 2). The goals from the 2007 update are as follows:
Goal 1: Walla Walla will … seek wholeness through inclusivity and connectedness in the economic, social and natural environments.
Goal 2: Walla Walla will … seek ways to celebrate and preserve its unique character while adapting to change.
Goal 3: Walla Walla will … seek unity through strong linkages between the City and County, Region and beyond.
Goal 4: Walla Walla will … foster an atmosphere of economic diversity including housing and job development to allow members of the workforce to live here and contribute to the community.
Goal 5: Walla Walla will … build its future on the foundation of its strong history and culture.
Goal 6: Walla Walla will … protect and enhance its natural environment for the safety and enjoyment of this generation and those that follow.
Goal 7: Walla Walla will … support transparency in local government operations to foster a collaborative relationship between residents and government.
Walla Walla Municipal Code The Walla Walla Municipal Code establishes which uses are permitted outright, which are conditionally permitted, and which are prohibited. The Zoning Map applies a zoning designation to each property within City limits and includes pre-annexation zoning designations within the UGA. There are ten zoning districts in the City of Walla Walla: three single family residential zones of varying minimum lot size (R-
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96, R-72, and R-60), Multi-family Residential (RM), Urban Planned Community (UPC), Central Commercial (CC), Highway Commercial (CH), Light Industrial/Commercial (IL), Heavy Industrial (IH), and Public Reserve (PR). A majority of the land in Walla Walla is zoned residential. The zoning map also reflects an Airport Approach Overlay (AA), a district that implements a set of rules specific to runway approaches for the Walla Walla City-County Regional Airport. See the section on Land Use and Housing for further discussion of zoning.
Airport Overlay Zone The Walla Walla Zoning Ordinance includes and Airport Approach Overlay Zone (AA) intended to protect public health and safety by limiting density and types of high occupancy uses near Walla Walla City-County Regional Airport and to minimize exposure to excessive noise. It also protects certain runway approaches from encroachment by incompatible land uses and structures. The rules of this overlay zone are imposed in addition to those of the underlying district. Developments must comply with the requirements of both zones, or the more restrictive of the two. The following types of development and similar developments are prohibited in the AA Overlay Zone: All dwelling units, except a single-family dwelling unit is permitted when used exclusively by security personnel employed by the existing use; Theaters; Churches; Schools; Commercial recreation facilities such as stadiums, coliseums, and amusement parks where heavy concentrations of population assemble; Clubs, lodges; Hospitals, convalescent centers; RV parks, campgrounds; Motels, hotels; and Large capacity retail facilities such as supermarkets, department stores or multiple tenant complexes. In addition, building heights must conform to standards provided by the Federal Aviation Administration.
Walla Walla Valley Metropolitan Planning Organization (WWVMPO) and Sub-Regional Transportation Planning Organization (SRTPO) The Walla Walla Valley Metropolitan Planning Organization (WWVMPO) and Sub-Regional Transportation Planning Organization (SRTPO) are bodies comprised of representatives from city, county, tribal, and transportation organization in the region. The planning area includes Walla Walla County, WA and the northeast portion of Umatilla County, OR, as well as the cities within (College Place, Milton-Freewater, Prescott, Waitsburg, and Walla Walla). In addition to these counties and cities, members of the WWVMPO include Valley Transit, the Port of Walla Walla, the Washington State Department of Transportation (WSDOT) South Central Region, and the Oregon Department of Transportation (ODOT) Region 5.
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The WWVMPO also serves as a SRTPO of the Benton-Franklin Council of Governments for Walla Walla County.1 In addition to the MPO member list shown above, other participants in the SRTPO are from area tribes, local transportation service providers, and private employers.
Metropolitan and Regional Transportation – 2040 Plan (2016) In March 2016, the Policy Board of the WWVMPO adopted the Metropolitan and Regional Transportation – 2040 Plan (2040 Plan) to guide regional multi-million-dollar investments into all modes of transportation in the Planning Area – including roadway, bicycle, pedestrian, public transportation, and freight. The plan examines current infrastructure, services, and deficiencies, as well as forecasts regional growth and anticipated transportation needs through the year 2040. The 2040 Plan embraces nine transportation goals: safety, system preservation, quality of life, economic vitality, regional connectivity, connectivity and continuity, efficiency of connection, accessibility, and operations, distinct community character, and funding for maintenance and improvements. Policy recommendations included in the 2040 Plan address the following topics: ▪ Pedestrians and bicycles; ▪ Public transportation; ▪ Intermodal freight and interregional passenger transport; ▪ Roadway; ▪ Maintenance and operations; and ▪ Safety and security.
Human Services Transportation Plan (2016) The first WWVMPO/SRTPO coordinated Human Services Transportation Plan (HSTP) was adopted in December 2014 and later updated in 2016. The plan describes the overall transportation needs in the Walla Walla Valley for those who do not have their own form of transportation due to limited income, being elderly, youth, or having a disability. It outlines the current transportation options available in the region, identifies how some needs are met, and acknowledges where other needs are still not addressed. Based on feedback received from the community and from service providers, the HSTP identifies the following primary transportation needs of special population groups: ▪ Clear information on available transportation options and convenient trip planning ▪ Meeting the required funding for special needs population non-fixed route transportation ▪ Safe and secure transportation
1 An agreement with Benton-Franklin Council of Governments was finalized in August 2013 to create a Walla Walla SRTPO from the existing Benton-Franklin-Walla Walla RTPO to more efficiently facilitate regional planning. There are 15 RTPOs across Washington State with some covering only one county and many covering multiple counties.
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▪ Door to door transportation service demand exceeding the existing service level offered ▪ More active coordination between transportation service providers ▪ Additional bus stops and more frequent bus service The top priority strategies to implement to meet these needs, as identified in the HSTP, are: Improve the distribution of information about public transportation options in the Walla Walla Valley region. Sustain and enhance the existing public transportation services. Coordinate transportation providers to meet the demand of services for the special needs population. Provide new options with transportation services like improved safety, convenient payment, and expanded schedules. 3.3.2. Impacts This section examines the relationship between the alternatives and whether they support, enhance, or conflict with existing plans, policies, and regulations.
Growth Management Act and Countywide Planning Policies Walla Walla County’s CPPs mirror GMA. Each alternative is weighed in relation to the GMA goals and Countywide Planning Policies in Exhibit 3.3-2. As noted in the Washington State Administrative Code (WAC 365-196-060(2)), each jurisdiction is to harmonize the goals of GMA., and differences in emphasis are expected depending upon the vision and priorities of each community. Exhibit 3.3-2. Growth Management Act Goals and Alternatives
GMA Goal Alt. 1 (No Alt. 2 Alt. 3 Discussion Action)
Guide growth in All alternatives would allow growth in the City or UGA. urban areas Implementing zoning would require urban levels of development. In Alternative 2, the UGA would be amended for this purpose. The proposed change would include the removal of approximately 198 acres on the south side of the UGA (“3rd and Langdon”), and the addition of approximately 329 acres (the “north properties”) to the UGA on the north side of the UGA that are currently in agricultural use. The property owner of that land, DNR, has stated an intention to stop using the land for agriculture in 2022. Currently the land is leased for agricultural use, but that use does not provide sufficient income to the state. Zoning for the north properties would allow for mixed use development under Alternative 2. Under Alternative 3, new zoning would create more multi-family zoning and existing zoning would be modified to accommodate additional infill development. Changes to the reclassification of residential lands under Alternatives 2 and 3 would provide additional opportunities to accommodate residential growth. Reduce sprawl All the alternatives would allow for urban levels of employment and housing within the UGA. Alternatives 2 would expand the UGA and be designed to meet population allocations through
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additional mixed use zoning. Existing low density uses in the 3rd and Langdon area (proposed for removal from the UGA under Alternative 2) would remain. As discussed above, new zoning under Alternative 3 and changes to residential zoning under Alternatives 2 and 3 would provide additional opportunities to accommodate infill development and residential growth, respectively. Encourage an Policies supporting multi-modal transportation are included in the efficient Comprehensive Plan. In Alternative 2, expansion of the UGA multimodal boundary would provide the opportunity to implement policies transportation related to bicycle and pedestrian transportation as properties system develop. Alternatives 2 and 3 include additional policy changes to support transportation improvements. Encourage a Policies supporting affordable housing and variety of housing variety of housing types are included in the Comprehensive Plan. Development on the types including UGA expanded north properties in Alternative 2 would allow affordable additional mixed use development in the city. housing Alternative 3 would include additional policies to support multi- family and infill housing opportunities. Promote economic All alternatives support economic development. In Alternative 2, development expansion of the UGA to the north would promote conversion of Department of Natural Resource Lands to a higher and better use, either through commercial leasing or sales opportunities to the private sector, improving the local tax base. Alternatives 2 and 3 include additional policy changes to support neighborhood commercial uses in limited areas. Recognize Under all alternatives, implemented zoning would allow for property rights reasonable use of property. Ensure timely and N/A N/A N/A The alternatives do not affect regulations that address permit fair permit procedures. procedures Protect Alternatives 1 and 3 do not directly affect agricultural, forest, or agricultural, forest, mineral lands. The Comprehensive Plan includes policies that and mineral lands protect these lands generally under all alternatives. In addition, under Alternative 2, expansion of the UGA to the north would rezone land currently in agricultural use to mixed use development. DNR has stated an intention to stop using the north properties for agricultural purposes in 2022 because of low productivity – converting this under-productive agricultural use to a mixed use urban environment could thus protect more productive agricultural land elsewhere from future conversion. Retain open space, Policies in the Comprehensive Plan support recreation, open space, enhance and conservation. recreational opportunities, Alternatives 2 and 3 include additional policy changes to improve conserve fish and parks and gathering spaces. wildlife habitat Protect the All alternatives are subject to critical area, floodplain environment, management, and shoreline master program regulations. including air and Removing the 3rd and Langdon portion of the UGA under water quality Alternative 2 would preserve existing lower density uses in an area encumbered with critical areas. Alternatives 2 and 3 include policy changes to support health and energy efficiency, and respond to climate change. See Section 3.1 for more information.
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Foster citizen All alternatives are undergoing public review as part of the SEPA participation process. Section 1.4 describes opportunities to participate. Ensure adequate All alternatives increase the demand for public facilities and public facilities services. All would require mitigation measures to ensure and services adequate facilities and services. See Section 3.6 for more information. Under Alternative 2, amendments to the UGA would reduce the City’s future infrastructure investment to areas that have already developed to Walla Walla County road density standards. Encourage historic All alternatives would be subject to policies in the Comprehensive preservation Plan that support historic preservation.
Legend: = generally meets; = greater emphasis; = partially meets; N/A not applicable Source: BERK Consulting, 2018.
Urban Growth Areas In 2017, the City of Walla Walla completed a land capacity analysis in to help size the UGA as part of the Comprehensive Plan Update process. Per GMA requirements, the City is required to provide sufficient capacity of land suitable for development within its jurisdiction to accommodate allocated housing and employment growth, including medical, governmental, educational, institutional, commercial, and industrial facilities consistent with the 20-year population forecast provided by the Washington State Office of Financial Management. The analysis is based on a current parcel layer, current zoning (Alternative 1 No Action), maps identifying critical areas, and most recent census population information. Results indicate the combined city and unincorporated UGA capacity could conservatively accommodate about 8,675 persons.2 This is more than the allocated 5,690 population by approximately 53% (alternatives 1 and 2). Growth under Alternative 3 would also be slightly less than the land capacity by 1%. See Exhibit 3.3-3. Exhibit 3.3-3. Population Growth Targets and Capacity
Growth
Jurisdiction/Planning Area Capacity Alt. 1 Alt. 2 Alt. 3* (No Action)
City of Walla Walla Allocation 8,675 5,690 5,690 6,480 Capacity Surplus (Deficit) N/A 3,165 3,165 2,343 *This growth target was established for Alternative 3 and has not been allocated to the City by the County. Source: Walla Walla County, 2018; BERK Consulting, 2018.
2 This capacity represents the number of units projected based on average lot size trends from recent platting activity and is a conservative estimate of capacity. See Section 3.2 for more information.
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All alternatives would allow growth in the City or UGA. However, in 2014 the City changed its policy regarding extension of water and sewer utility services in the UGA, and requires that property owners who wish to receive city water and/or sewer services must annex. The vast majority of the approximately 458 acres annexed from 2008 (the time of the last land use capacity analysis) to 2016 were annexed as a result of this policy.3 It is likely that further large tracts of land will be annexed in order for new housing developments to occur. Alternative 1 (No Action) and Alternative 3 would maintain current UGA boundaries. However, Alternative 1 would reinforce existing development patterns while Alternative 3 would accommodate higher growth within existing City and UGA boundaries through additional multi-family zoning and infill development. Under Alternative 2, the UGA would be amended to support population growth with adequate and appropriate public services. The proposed change would include the removal of approximately 198 acres on the south side of the UGA (“3rd and Langdon”), and the addition of approximately 329 acres (the “north properties”) to the UGA on the north side of the UGA that are currently in agricultural use. Modifications to the 3rd and Langdon and north property UGAs support nearly all the GMA planning goals identified in RCW 36.70A.020, as discussed in Exhibit 3.3-2 above. The 3rd and Langdon properties are partially developed with suburban and rural densities (one to five acres lots with homes, outbuildings, and hobby farms), are geographically separated on all sides but the north from other properties in the UGA, and there is a high concentration of critical areas within the UGA with three creeks (Yellowhawk Creek, Caldwell Creek, and Russell Creek). Any future development would most likely require road improvements to 3rd Avenue that includes three bridge crossings over the creeks. Due to these constraints and the high cost to deliver services to this area, the properties are unlikely to be annexed to the City, thus not accommodating any new housing or development. Maintaining the current development pattern allowed within the 3rd and Langdon UGA of one to five acre lots promotes housing that is not affordable (the average assessed value of lots with homes in the 3rd and Langdon area is approximately $175,000 above the average assessed value of all lots in the area). In contrast, the north properties are north of lands which have already experienced development in the past few years, and DNR has indicated it does not intend to continue agricultural uses past 2022 due to low productivity. Under Alternative 2, the north properties would be designated for mixed-use development upon annexation. While this would convert agricultural land, it is not anticipated to set a precedent for UGA conversion in the future, as the north properties are located between existing developed single-family uses and the Walla Walla City-County Regional Airport (both of which receive water and sewer service from Walla Walla). See Section 3.2 for further discussion of land use compatibility. In contrast, the north properties are north of lands which have already experienced development in the past few years. Because of this, the infrastructure cost per acre to construct utilities and roadway for future potential development of the north properties is less than half that of the 3rd and Langdon properties. Directing future growth towards lower cost areas would help increase the supply of
3 This land was mostly on the south and west portions of the city, with some annexations extending the northern boundaries.
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Walla Walla Comprehensive Plan Update Draft EIS | Affected Environment, Significant Impacts, and Mitigation Measures affordable housing that meets the needs of all segments of the population. Under Alternative 2, the north properties would be designated for mixed use development upon annexation. While this would convert agricultural land, it is not anticipated to set a precedent for UGA conversion in the future, as DNR has indicated it does not intend to continue agricultural uses past 2022 due to low productivity. The properties are also located approximately 1 mile from the commercial area within Eastgate neighborhood, between existing developed single-family uses and the Walla Walla City- County Regional Airport (both of which receive water and sewer service from Walla Walla). See Section 3.2 for further discussion of land use compatibility.
Population Forecasts Consistent with GMA provisions, the Comprehensive Plan Update and UGA Review is intended to accommodate anticipated urban and rural population growth for the next 20-year period (through 2038). All the alternatives propose population forecasts that are within the OFM population range.
City of Walla Walla Comprehensive Plan The City of Walla Walla’s Comprehensive Plan is comprised of a vision and introduction, and twelve elements. Walla Walla is in the process of updating its Comprehensive Plan, and part of the purpose of this draft EIS is to review those updates. Under each alternative, most of the plan policies will stay the same. A summary of the impacts of proposed policy changes under each alternative are described below.
Alternative 1 – No Action Alternative 1 (No Action) accommodates medium growth through 2038 within the current City limits and UGA boundaries. Minimal policy changes would be made to update the plan to meet new GMA requirements, including provisions for manufactured homes and planning approaches that consider physical activity. These updates complement existing policies and do not create any significant change in policy direction for the City. No other changes would be made to update the Comprehensive Plan.
Impacts Common to Alternative 2 and 3 Alternative 2 accommodates medium growth through 2038 within the current City limits and a modified UGA boundary, while Alternative 3 accommodates higher growth through 2038 within the existing City limits and UGA boundary. In addition to the policy changes described under Alternative 1 to maintain consistency with new GMA requirements, alternatives 2 and 3 include additional policies to support policy direction already established in the plan, such as enhancement of community character, improvement of parks and gathering spaces, enhancement of the Mill Creek corridor, and transportation improvements. These alternatives also add new policies related to energy efficiency, housing affordability, neighborhood commercial uses, and climate change. While these policies are new they do not conflict with policies in the existing plan – they increase compliance with related state, federal, and regional policies. Proposed changes to the vision statement under Alternatives 2 and 3 would also reaffirm Walla Walla’s Vision and reorganize the ideas into a concise and easy to read format.
Alternative 2 – Medium Growth, UGA Alterations Under Alternative 2, the existing UGA boundary would be modified to remove approximately 198 acres
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Walla Walla Comprehensive Plan Update Draft EIS | Affected Environment, Significant Impacts, and Mitigation Measures of the southern UGA near “3rd and Langdon” and add approximately 329 acres in the “north properties.” As discussed under Urban Growth Areas above, the 3rd and Langdon properties would be removed because they are already partially developed at low densities, encumbered with critical areas, and difficult to serve with urban infrastructure and services. In contrast, the north properties are located near compatible land uses currently served by city utilities. Modifications to the 3rd and Langdon and north property UGA boundaries are supported by the following Walla Walla Comprehensive Plan policies: ▪ LU Policy 6. Residential and commercial development should be consistent with availability of infrastructure resources. ▪ LU Policy 14. As the city grow, development should be encouraged to the north. ▪ ENR Policy 2. Environmentally sensitive land areas and stream corridors within the UGA should be identified and protected.
Walla Walla Municipal Code The Walla Walla Municipal Code establishes zoning districts, land use and development standards, and design and development guidelines. Zoning districts include districts for residential, commercial, mixed use, industrial, and public reserve uses. Design standards for Downtown Walla Walla are also identified, including historic rehabilitation/restoration standards. The code allows for planned residential development that provides greater flexibility in the design of development projects. Development regulations address height, setback, and yard area regulations in addition to requirements for off-street parking, signage, landscaping, and non-conforming lots, structures, and uses. Alternative 1 (No Action) would not require any changes to the Walla Walla Municipal Code except as needed to comply with the periodic update requirements, including compliance with standards for manufactured homes. Alternatives 2 and 3 could require the adoption of a new residential land use designation that would allow for a greater variety of housing forms and increased density. This would provide additional opportunities to accommodate residential growth within the city or maintain the four residential zones identified in the municipal code and rezone certain areas within the city to a higher density zone. Alternative 2 would apply the existing UPC zone, a mixed use zone, to the added north properties under the modified UGA boundary. Alternative 3 would require adoption of more multi- family zoning and modification to existing zoning to accommodate additional infill development.
Airport Overlay Zone Under all alternatives, uses in the Airport Approach Overlay Zone (AA) would continue to be limited in type and height in proximity to Walla Walla City-County Regional Airport. Proposed modifications to the UGA boundary under Alternative 2 do not include any land in the AA Zone.
Walla Walla Valley Metropolitan Planning Organization (WWVMPO) and Sub-Regional Transportation Planning Organization (SRTPO)
Metropolitan and Regional Transportation – 2040 Plan (2016) The Walla Walla Valley SRTPO coordinates regional transportation planning for Walla Walla County, WA and the northeast portion of Umatilla County, OR, as well as the cities within. Cities and counties
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Walla Walla Comprehensive Plan Update Draft EIS | Affected Environment, Significant Impacts, and Mitigation Measures planning under GMA submit their Comprehensive Plans to the SRTPO for review and certification upon completion. Certification of the Comprehensive Plan indicates that it is consistent with regional transportation planning efforts. The 2040 Plan includes the following policy directives:
Pedestrians and Bicycles: ▪ Conduct a regional bicycle and pedestrian study, and implement identified recommendations and improvements to design effective and efficient corridors for a bikeable and walkable community. ▪ Make streets and intersections safer for pedestrians and cyclists. ▪ Improve maintenance of bike routes and sidewalk facilities. ▪ Improve connectivity to major destinations and natural resource areas. ▪ Encourage a Context-Sensitive Solutions approach. ▪ Promote the retrofitting of existing roadways with pedestrian and bicycle infrastructure. ▪ Based on data obtained through the compilation of a bicycle and pedestrian inventory and a regional study, develop and adopt a regional methodology for evaluating the level of service for non-motorized transportation.
Discussion: The policies in the 2013 City of Walla Walla Bicycle and Pedestrian Plan (adopted by references in the Comprehensive Plan) support pedestrians and bicycles with specific policies supporting and maintaining safe and adequate connections, facilities, and convenient access; safe routes to school; retrofitting existing roadways to improve safety for pedestrians and cyclists; universal access (ADA compliance and accessible signals); and public education and support. The City was an integral part of the Blue Mountain Region Trails project, which identified non-motorized regional connections as well as needed improvements within the city limits. The improvements identified within the city limits focus on gaps within the sidewalk and bicycle network. The Walla Walla Valley MPO adopted the Blue Mountain Region Trails Plan on February 7, 2018. Expansion of the UGA boundary under Alternative 2 would afford additional opportunity to implement policies related to bicycle and pedestrian transportation as the north properties develop.
Public Transportation: ▪ Improve service overlap and provider coordination. ▪ Conduct a regional transit study with a particular focus on rural public transportation; implement identified recommendations and improvements. ▪ Increase transit accessibility and connectivity to pedestrian and bicycle infrastructure. ▪ Improve public awareness of available service. ▪ Extend service hours for transit. ▪ Increase transportation options to and from the airport. ▪ Based on data obtained through the completion of a regional transit study, develop and adopt a regional methodology for evaluating the level of service for public transportation.
Discussion: The polices in the Walla Walla Comprehensive Plan support public transportation with specific policies supporting Valley Transit, Benton Franklin Transit, and the Walla Walla City-County Regional
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Walla Walla Comprehensive Plan Update Draft EIS | Affected Environment, Significant Impacts, and Mitigation Measures
Airport. Additional policies in the 2013 City of Walla Walla Bicycle and Pedestrian Plan, as discussed above, support non-motorized connections and accessibility to transit facilities.
Intermodal Freight and Interregional Passenger Transport: ▪ Establish Myra Road as a primary truck route. ▪ Discourage freight truck traffic on non-freight routes and improve identification of primary truck routes. ▪ Encourage the Port of Walla Walla and WSDOT to continue the Grain Train program. ▪ Encourage WSDOT to seek funding to complete Phase 8 of the widening of U.S. 12.4 Discussion: The movement of freight is addressed in multiple policies in Walla Walla’s Comprehensive Plan. The plan identifies freight corridors, establishes policies for efficiency, and addresses the movement of freight by water (Port of Walla Walla), land (truck routes), air (Walla Walla City-County Regional Airport), and rail (Blue Mountain Railroad and the Grain Train program).
Roadway: ▪ Increase maintenance of existing roads and bridges, and improve core transportation infrastructure. ▪ Increase safety, prevent loss of life, and adopt ‘Target Zero’ as performance measure for the WWVMPO/SRTPO area. ▪ Provide a comprehensive update to the Long-Term Arterial Plan. ▪ Support a Context Sensitive Solutions approach to project development. ▪ For the Washington portion of the study area, adopt LOS D within and LOS C outside of the urbanized area for all regionally significant roadways, which is reflective of the standards set by WSDOT for the state highway systems. ▪ Within the Oregon portion of the study area, adopt the volume-to-capacity (V/C) ratio 0.90 on regional highway-freight routes and 0.95 on regional highways, district, and local interest roads, which is reflective of the standards set by ODOT.
Discussion: Walla Walla’s policies provide for the equitable assignment of transportation funds, including funds for maintenance of existing facilities. Additional policies specifically support safe, efficient transportation facilities. National Highway System roads, Highways of Statewide Significance, Heritage Corridors, Regional Transportation System roads and City streets are recognized in Walla Walla’s functional classification system. In complying with GMA, Walla Walla has adopted the STRPO’s defined acceptable LOS definitions for urban areas (LOS D) and non-urban areas (LOC C). Section 3.5 includes additional discussion of LOS.
4 Phase 8 is west of the City of Walla Walla, from Wallula to Nine Mile Hill, and is partially funded as of early 2018. Preliminary design will start in the fall of 2018 and right-of-way acquisition will begin in the fall of 2019.
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Walla Walla Comprehensive Plan Update Draft EIS | Affected Environment, Significant Impacts, and Mitigation Measures
Maintenance and Operations: ▪ Encourage WWVMPO/SRTPO entities to consider cost‐effective Travel Demand Management and Transportation System Management & Operations strategies prior to investing in roadway capacity improvements. ▪ Consider giving funding preference to projects that incorporate Travel Demand Management and Transportation System Management & Operations strategies.
Discussion: As discussed under Roadway above, Walla Walla’s policies provide for the equitable assignment of transportation funds, including funds for maintenance of existing facilities. Multiple policies in the Comprehensive Plan support regional travel demand management goals, rideshare, Valley Transit, and alternate modes of transportation.
Safety and Security: Safety ▪ Encourage WWVMPO/SRTPO entities to identify and implement relevant State Highway Safety Plan strategies. ▪ Consider giving funding preference to projects that incorporate safety improvements. Security ▪ Assess the most significant threats, high‐potential targets, and least hardened infrastructure elements within the WWVMPO/SRTPO area. ▪ Participate in regular reviews of and updates to emergency management plans. Discussion: The polices in the Walla Walla Comprehensive Plan support safe, secure transportation facilities that are well integrated with land uses. Adopted city codes ensure that facilities are constructed to mitigate hazards and withstand natural disasters to the best of their ability.
Human Services Transportation Plan (2016) The WWVMPO/SRTPO Human Services Transportation Plan describes the overall transportation needs for those who do not have their own form of transportation due to being low income, elderly, having a disability, or youth. As discussed above under the Metropolitan and Regional Transportation – 2040 Plan (2016), policies in the Walla Walla Comprehensive Plan and 2013 City of Walla Walla Bicycle and Pedestrian Plan (adopted by references in the Comprehensive Plan), support universal access (ADA compliance and accessible signals), public education and support, safe and secure motorized and non- motorized transportation, coordination between providers, and public transportation options. Expansion of the UGA boundary under Alternative 2 would afford additional opportunity to implement policies supporting special needs populations in a coordinated manner as the north properties develop under an Urban Planned Community zone. 3.3.3. Mitigation Measures
Incorporated Plan Features ▪ All alternatives include policy changes to ensure compliance with GMA.
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Walla Walla Comprehensive Plan Update Draft EIS | Affected Environment, Significant Impacts, and Mitigation Measures
▪ Alternative 2 includes a modified UGA boundary intended to protect critical areas and better provides urban services to locations well suited for higher density development. Approximately 198 acres of the southern UGA near “3rd and Langdon” would be removed because they are encumbered with critical areas and difficult to serve with urban infrastructure and services. Approximately 329 acres in the “North Area” would be added to the UGA for new mixed use development. These proposed changes to the City’s UGA would remove difficult to serve areas, allow for higher density residential development better suited to urban development levels, and increase the supply of land available for multi-purpose, mixed use development in an easy to serve and access location. ▪ Under Alternatives 2 and 3, land use changes include potential adoption of a new residential land use designation or maintain the four residential zones and rezone certain areas of the city to a higher density residential zone that would allow for a greater variety of housing forms and increased density, any privately initiated amendments, and amendments to correct consistency and compatibility issues. ▪ Alternatives 2 and 3 include policy changes to ensure compliance with regional, state, and federal policy initiatives, including changes to address community character, health, energy efficiency, enhancement of the Mill Creek corridor, improvement of parks and gathering spaces, climate change, housing affordability, neighborhood commercial uses, and transportation improvements. ▪ Alternative 3 includes additional policy support for multi-family zoning and infill development to accommodate greater growth within existing City and UGA boundaries. ▪ The Capital Facilities Plan would be updated under alternatives 2 and 3 to include any necessary infrastructure improvements needed to serve anticipated growth with adequate public services and utilities. See Mitigation Measures in Section 0.
Regulations and Commitments The Walla Walla Municipal Code includes the following zoning and development regulations: ▪ Walla Walla Subdivision Code (Title 19) includes standards for the division of land to ensure that new development is served by adequate infrastructure and public facilities consistent with the Comprehensive Plan. ▪ Walla Walla Zoning Code (Title 20) includes land use standards and development standards intended to allow for development compatible with the Comprehensive Plan. ▪ Walla Walla Environment Code (Title 21) addresses critical areas, environmental review, and floodplain management to ensure that development has minimal impact on the environment. The Capital Facilities Plan (updated annually) and Transportation Improvement Plan (updated annually) will continue to be updated to include any necessary infrastructure improvements needed to serve anticipated residential and employment growth with adequate public services and utilities under all alternatives. See Mitigation Measures in Sections 0 and 3.5.3. Other existing city plans, programs, and regulations updated periodically by varying City departments and service provides or under consideration include:
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Walla Walla Comprehensive Plan Update Draft EIS | Affected Environment, Significant Impacts, and Mitigation Measures
▪ Environment and Natural Resources: Operations Sustainability Plan, Shoreline Master Program, Urban Forest Management Plan, Walla Walla County Multi-Jurisdictional Hazard Mitigation Plan ▪ Land Use: Myra Road Sub-Area Plan, Downtown Master Plan ▪ Housing: Housing Affordability Program, Housing Assistance Program, Minimum Property Maintenance Standards ▪ Economic Vitality: Port of Walla Walla Economic Development Plan ▪ Transportation: Transportation Management Plan and Transportation Improvement Plan. ▪ Public Services and Utilities: Water System Plan, Wastewater Plan, Stormwater Management Program Plan, Solid Waste Plan, Walla Walla Public Schools Long Range Facilities Master Plan, and Stormwater Code Updates (Title 13). ▪ Parks and Recreation: Parks, Recreation, and Open Space Plan; impact fees for park development; planning for acquisition of land adjacent to Mill Creek for trail corridor ▪ Historic and Cultural Resources: establish preservation districts with design standards for neighborhoods, code amendment to prohibit demolition of structures for construction of parking lots, develop a program/process that highlights historic preservation projects
3.3.4. Significant Unavoidable Adverse Impacts With implementation of plan and zoning amendments, and mitigation measures, plan and policy consistency would be achieved under any of the alternatives.
3.4. COMMUNITY CHARACTER AND HISTORIC PRESERVATION 3.4.1. Affected Environment Walla Walla is the county seat of Walla Walla County and is both currently and historically the largest City in its region. It is located in southeast Washington within 200 miles of the border of Idaho and three miles from the border with Oregon. The City and its UGA occupy over 20 square miles. Walla Walla incorporated prior to Washington obtaining statehood, providing goods and services during the Idaho gold rush and later settling in as a center for the vast agricultural lands around it. At times it has been referred to as “the Cradle of Northwest History.” Walla Walla is composed of a collection of neighborhoods with an active, pedestrian-oriented historic Downtown. Commercial development tends to be concentrated along highways and arterials. Industrial uses are located primarily in the northwestern quadrant of the City along with the state penitentiary, with a few industrial uses located in the northeastern part of the City near the Walla Walla Regional Airport. There are a variety of parks and open spaces spread throughout the City as shown in Exhibit 3.5 1. The edge of Walla Walla is clearly defined by agriculture and the Blue Mountains Foothills.
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Walla Walla Comprehensive Plan Update Draft EIS | Affected Environment, Significant Impacts, and Mitigation Measures
Exhibit 3.4-1 Parks and Open Space in Walla Walla
Source: City of Walla Walla, 2018.
Community Character Areas The Walla Walla Comprehensive Plan defines the character of different areas of the community. These areas were defined using zoning and land use maps, aerial photography, and observation. The map of community character areas is shown in Exhibit 3.5 2. Each character area is summarized below.
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Walla Walla Comprehensive Plan Update Draft EIS | Affected Environment, Significant Impacts, and Mitigation Measures
Exhibit 3.4-2 Community Character Areas
Source: MAKERS Architecture, 2018.
Workforce Historic The workforce housing area constitutes a district defined by pre-World War II cottage style homes of approximately 600 - 1,200 square feet. There are few architectural appurtenances except for porches, and most homes are constructed of horizontal wood siding. The area is predominantly single family residential, although some homes have been converted to duplexes. Front yard setbacks are small and intimate to the street. Front yards are often fenced. The area has many mature trees in the landscape. The streetscape trees are not as large; however, streets are wide, offer sidewalks, and allow parking on both sides. The area is generally in poor condition; building maintenance is low and many yards are used to store household possessions. The area supports workforce housing on lots that average 6,500 square feet. Light Industrial/Business The light industrial and business area is home to a variety of office and commercial businesses as well as light industrial and warehousing. Large setbacks and front and side yards are characteristic; in some cases, these are used for outdoor storage and display of goods. Land uses include auto related, office, warehousing, sales, manufacturing, business park, and the mall. Materials include less expensive metal siding, stucco, tilt-up concrete panels, and wood. Residential uses include duplexes and higher density residential as well as mobile homes. Streetscape and landscape
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Walla Walla Comprehensive Plan Update Draft EIS | Affected Environment, Significant Impacts, and Mitigation Measures vegetation are not dominant elements of the area. Fort Walla Walla The institutional and historic character in the vicinity of Fort Walla Walla is dominated by the open space and mature vegetation of the Fort site. It also includes the Jonathan M. Wainwright VA Medical Center, an 80 bed Veteran’s home with skilled nursing care, office, and commercial uses with minimal residential use. Buildings are generally large and have large setbacks Rural Transition The rural transition area is evolving from agriculture to a suburban style and density. Lots and setbacks are larger than the adjacent urban area. Land uses include small remnant areas of agriculture and livestock mixed with single story and single-family ranch style homes on lots that average 30,000 square feet. Streetscapes are minimal with new development offering curbs and sidewalks. Most streets are rural in nature: drained by swales with no streetlights or sidewalks. Cul-de-sacs and irregular subdivision roads have replaced the adjacent urban street grid. Collector streets in new residential areas are lined with wood privacy fences. Country Club The Country Club area is primarily the private golf course, and golf course residential. Homes consist of 1960s to 1980s single family and attached residences at a higher density than most suburban single family residential. The area is characterized by open space and mature vegetation. Older Suburban For the older suburban area, it is somewhat ambiguous to define an explicit boundary. The area offers a broad mix of uses including single-family residential, multi-family residential and mobile homes, with stand-alone commercial and strip development along primary corridors. Building materials offer a mixture of stucco, brick, wood, and wood shingle siding. Porches are the main architectural feature. The residential style is dominated by home sizes of approximately 1,500 square feet and greater on lots that average 14,000 square feet with larger setbacks. Homes are in a mix of styles from the 1920 to the 1950s. Mature street trees and lawns dominate the residential landscape and streetscape. Street parking is not predominant. Pre-War The area characterized by pre-World War II homes consists of older homes approximately 600 - 1,200 square feet on lots averaging 7,000 to 8,000 square feet. Buildings mainly feature horizontal wood siding. There are no predominant architectural features; however, some porches are prevalent. The area is dominated by single and multi-family residential and commercial mixed uses with at grade parking in the setbacks. Streets are laid out with the urban grid, are relatively wide, and allow parking on both sides. There are curbs and streetlights. Street trees and residential trees are not predominant in the landscape. University The area within the vicinity of Whitman College offers a mixture of homes, sizes, and styles. Front yard setbacks are small, creating a strong relationship with the street. The homes are generally older and include historic homes. Architectural features include historic details, porches, turrets, and balconies. Most
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Walla Walla Comprehensive Plan Update Draft EIS | Affected Environment, Significant Impacts, and Mitigation Measures are single• family with some multiple-family homes. Characteristic sizes are in the range of 2,000 square feet or greater. Primary materials are horizontal wood siding and stucco. The residential landscape and streetscape are dominated by mature vegetation. Historic The historic area constitutes a mix of house sizes and styles but there is a dominant historic flavor. Large multiple story homes of wood construction with broad overhangs and grand porches characterize these pre- turn-of-the-century to World War I era buildings. Mature residential landscapes and street trees are a signature of the district. Post War Some lots are smaller and homes are single story. Homes, constructed in the 1950s to 1960s, are primarily built of wood and offer few architectural features and little detailing; sizes range from 800 - 1,200 square feet on lots that average 8,000 square feet. Some streets are laid out on a traditional grid but others, form a curvilinear network with cul-de-sacs. Setbacks are minimal but fail to create a strong relationship to the street. The landscape and street trees are minimal, although some feature sidewalks. Streets are narrower without sidewalks and parking is predominantly on one side. Driveways leading to carports are a common feature Community College A mixture of commercial, retail, higher density residential, mobile homes, older residential and strip development characterize the college area. Sites are dominated by parking areas and outdoor storage and offer minimal landscape. Collector streets support freestanding commercial buildings and commercial strips that are dominated by a wide variety of commercial signs. Airport The airport area supports industrial, mixed uses and airport related commercial land uses. There is a historic flavor to the World War II barrack style buildings. The landscape is minimal with a sense of vast open space and long sight lines to the mountains, across the agricultural landscape. Industrial Historic warehouses and massive grain elevators visually dominate the industrial area. Building construction is primarily single-story metal or concrete and brick masonry. Land uses include newer warehousing and industry; there is a minimal amount of mixed use, which includes a recreational trailer park. Wide streets, large setbacks and no landscape or street trees characterize the area. Downtown The downtown area is a gem in the City of Walla Walla and acts as a signature for the city. It offers a diversity of building styles, many of which are unique and historic. The buildings are primarily brick and multi-story, to approximately 50 feet. The uses include: mixed use, predominantly commercial, retail, office and institutional. Many of the Downtown buildings were constructed in the late 1800s and early 1900s. The Downtown cityscape is characterized by minimal setbacks, at grade parking areas, wide sidewalks, and street trees. Historic Preservation The City of Walla Walla has valued preservation of its historic buildings for many years and formalized
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Walla Walla Comprehensive Plan Update Draft EIS | Affected Environment, Significant Impacts, and Mitigation Measures that commitment by establishing the Historic Preservation Commission in 2002. Walla Walla is also a Certified Local Government (CLG). CLG status is given by the National Parks Service (NPS) and is a means for local governments to strengthen their historic preservation efforts. CLGs are eligible for technical assistance and matching grants from their State Historic Preservation Offices (SHPO), which are sponsored by the NPS and state governments. The City has collaborated with residents, private investors, and organizations such as the Downtown Walla Walla Foundation to adaptively reuse and redevelop several historic structures in the City’s core, and with Walla Walla 2020 to preserve Walla Walla’s architectural heritage. Over the past 30 years, historic preservation has been used to transform the Downtown core, Fort Walla Walla Historic District, and neighborhoods throughout the City. Significant preservation and revitalization efforts include: ▪ Establishment of the Downtown Walla Walla Foundation. ▪ Renovation of the Liberty Theater. ▪ Rehabilitation and renovation of the Die Brucke Building. ▪ Rehabilitation and renovation of the Whitehouse-Crawford Building. ▪ Development of the Marcus Whitman Hotel and Conference Center. ▪ Creation of the City of Walla Walla Downtown Master Plan and Design Standards. ▪ Designation of the City of Walla Walla as a Certified Local Government. ▪ Generation of historic reports for 160 homes and buildings, to allow for listing on the historic registers. Fifty-two properties and structures within the City of Walla are listed either in the National Register of Historic Places, Washington Heritage Register, or the City’s Local Register of Historic Places. Exhibit 3.5 3 lists properties and structures on the various historic registers. Exhibit 3.4-3 Historically Significant Properties and Structures in Walla Walla
Property name Location Year National State Local built register register register
Baumeister, Max Bldg 25 and 27 W. Main 1889 X X
Boyer, John F. House 204 Newell St. 1883 X X
Breier, C.J. Building 57-61 E. Main 1926 X
Butler, Norman Francis 207 E. Cherry St. X X House
Dacres Hotel 201 W. Main, 205 W. 1899 X X Main, 4 S. Fourth Ave
Electric Light Works 111 N. 6th Ave 1930 X Building (Gesa
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Walla Walla Comprehensive Plan Update Draft EIS | Affected Environment, Significant Impacts, and Mitigation Measures
Property name Location Year National State Local built register register register Powerhouse Theatre)
Fort Walla Walla Historic 77 Wainwright Dr. 1858 X X District (Oldest Buildings in the Walla Walla Area) Jonathan M. Wainwright VA Medical Center
Fort Walla Walla Historic 777 S.E. Myra Road 1859 X Military Cemetery
Marcy’s Service 33 and 35 S Colville St X Station/Union Gas Station
Garden City Buildings 119, 123, & 125 W Alder 1906 X St
Gardner Building 30 W Main St 1870 X
Green Park School 1105 Isaacs 1905 X X
Johnson Electric 35 S. Spokane St 1917 X Building
Kirkman House 214 N. Colville 1880 X X (Museum)
Liberty Theater 50 E. Main 1917 X X
Ludwigs, George House 125 Newell St. 1904 X X
Marcus Whitman Hotel 6 W. Rose St 1928 X X
McDonald’s Feed & 126 W. Poplar St 1905 Sales Co.
Memorial Bldg, Whitman 345 Boyer 1899 X X College
Moore, Miles C. House 720 Bryant 1884 X X
Northern Pacific Railway 416 N. Second Ave 1914 X Depot
Oddfellows/YMCA 28 S. Spokane St X Building
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Walla Walla Comprehensive Plan Update Draft EIS | Affected Environment, Significant Impacts, and Mitigation Measures
Property name Location Year National State Local built register register register
Osterman House 508 Lincoln St. 1892 X
Office Building 216 S. Palouse St 1910 X
Pantorium Building 2, 6, & E. Rose St and 16, 1922 X 18, & 20 N. 2nd Ave.
Pastime Building 215 W. Main ST 1903 X
Pioneer Park 940 E. Alder St. 1902 X
Residence 366 S Palouse St. 1903 X
Residence 10 S Bellevue 1882 X
Residence 1004 Alvarado Terrace 1910 X
Residence, J. Arthur 1040 Alvarado Terrace 1922 X Ingles House
Residence, Mammie 1050 Alvarado Terrace 1921 X McLean House
Residence 1106 Woodlawn St 1909
Residence 123 Eagan St 1898 X
Residence 145 Thorne St. 1909 X
Residence, John Jacob 310 S 2nd Ave 1874 X Spansail House
Residence 366 S. Palouse St 1903 X
Residence 43 S. Palouse St X
Residence 423 N. 7th Ave 1896 X
Residence 510 S. Palouse St 1905 X
Residence 524 Catherine ST 1898 X
Residence 571 Boyer Ave 1910 X
Residence 740 Whitman St 1892/1906 X
Residence 803 Valencia 1917 X
Saint Patrick Catholic 415 W. Alder St 1881 X Church (Oldest Standing
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Walla Walla Comprehensive Plan Update Draft EIS | Affected Environment, Significant Impacts, and Mitigation Measures
Property name Location Year National State Local built register register register Church Bldg. in Walla Walla)
Small-Elliott House 314 E. Poplar St. X X
Sutherland Building 102, 104, & 106 E. Main 1913 X
US Post Office (Federal 128 N. Second 1914 X X Bldg.)
Walla Walla County Fair 363 Orchard St 1906 X Pavilion (Oldest Standing Octagonal Fair bldg. in NW)
Walla Walla Public 109 S. Palouse 1905 X X Library (Carnegie Library Bldg.)
Walla Walla Valley 1102 W. Cherry 1907 X X Traction Co. Electric Street Car Barn
Washington School 501 N. Cayuse 1904 X X
Whitehouse Crawford 55 W. Cherry St, 212 N. 1904 X X Co. Planing Mill 3rd
WH Harold Building 210 E Alder 1905 X
Retail Building 51 and 53 E. Main St. 1890 X
Source: City of Walla Walla, 2017 3.4.2. Impacts
Impacts Common to All Alternatives Under all alternatives Walla Walla is expected to experience growth that will consume vacant lands and redevelop some lands for higher density residential development. (See Land Use and Housing for additional information). This will affect the community character of areas where there are existing vacant and redevelopable parcels. New development and redevelopment will provide opportunities to alter or reinforce the existing community character throughout the city. Investment in residential areas west of 3rd Avenue may improve the physical conditions in older areas. Conversely, the pressure for redevelopment could also increase pressures for demolition in areas of the City with historic character given the high costs typically associated with the rehabilitation of historic structures. For each alternative, specific impacts are described below.
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The 3rd and Langdon study area is unlikely to have any major changes in character. This area is primarily rural in character now and critical areas prevent it from major development, even in Alternatives 1 and 3 where it remains with in the City’s planning area. Commercial areas are likely to grow through infill as growing population creates additional demand for goods and services. This is likely to reinforce the character of existing commercial areas.
Alternative 1 - No Action Alternative 1 would maintain the current planning area boundaries and Future Land Use Map as described in Chapter 2. It would accommodate growth by reinforcing existing land use patterns by focusing growth in single family areas where there is the most capacity for new development or redevelopment. Vacant parcels would be more likely to develop at or near the maximum intensity allowed under the zoning classification. This would result in pockets of higher intensity development throughout the City. These areas would be subject to current standards and design and will be accompanied by localized improvement in infrastructure and landscaping. This is likely to distinguish them from the existing character of the areas in which they are located and create a general sense of discontinuity in these areas. Existing neighborhoods would experience an increase in density in areas where there are where properties have the capacity to be subdivided for additional single-family homes or converted into duplexes or other small-scale multi-family uses. This smaller scale conversion and increase in density is likely to occur in neighborhoods throughout the City. Increased density could create localized changes in character, such as a neighborhood feeling more crowded. This may be especially true in areas currently characterized by less off-street parking, fewer street trees and other landscaping, and fewer open spaces. Commercial areas are likely to grow through infill as growing population creates additional demand for goods and services. This is likely to reinforce the character of existing commercial areas. Pressure for redevelopment is likely to impact historic districts more than Alternative 2, but less than Alternative 3. Buildings not protected with a historic designation may be demolished as part of redevelopment projects. Overall, this would reduce the historic character of some parts of Walla Walla.
Alternative 2 – Medium Growth, UGA Alterations Alternative 2 accommodates the same amount of growth as in Alternative 1, but changes the planning area boundary. Changes to land use policy would create a single residential designation to allow greater flexibility and encourage more multi-family housing. Where land is available for development, this would tend to create pockets of higher density to support growth. There would likely be less pressure on redevelopment and conversion of existing uses than in Alternative 1. This means that community character of most existing neighborhoods would remain about the same, except for pockets of new development that may be developed at higher densities and with a different variety of housing types. There could be discontinuity of character where these pockets of new development exist. One area of higher density would be concentrated in the North Study Area. The plan for this area is to convert it to an area with mixed use zoning and character. This would unavoidably alter the rural character of this area as it exists today. However, by designating a higher density area for new growth, it would result in less overall pressure for the redevelopment and conversion of existing neighborhoods
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now. Except for pockets of new development in neighborhoods with vacant parcels as described above, there would be less change the character of existing neighborhoods than in Alternatives 1 and 3. With less pressure for redevelopment, this alternative is also less likely to impact the character of historic areas than Alternatives 1 and 3. Commercial areas are likely to grow through infill as growing population creates additional demand for goods and services. This is likely to reinforce the character of existing commercial areas, but policy changes will also allow for some new types of neighborhood commercial development. In neighborhoods with existing infrastructure to support pedestrian travel, this is likely to positively impact local character. With new mixed use development in the North Study Area, there may be less pressure for new mixed use development in Downtown.
Alternative 3 – High Growth Alternative 3 envisions a higher level of population growth than in Alternatives 1 or 2, but all the population growth must be accommodated within the existing City limits and UGA. Policies would be amended to allow additional multi-family development and a greater diversity of housing types. Without the North Study Area for expansion of growth, Alternative 3 is most likely to result in the conversion to higher density uses and housing types and the greatest conversion of existing uses. This means that Alternative 3 is more likely than Alternative 1 or Alternative 2 to impact the character of existing neighborhoods by making them feel more crowded and creating discontinuities in character. It also will put the most pressure on the demolition and conversion of buildings in historic areas. Impacts to commercial areas are likely to be similar as in Alternative 2. However, without the development of the new mixed use area in the North Study Area, there may be more pressure on the redevelopment of commercial uses throughout the City. Additionally, there may be additional pressure to create mixed use development in Downtown. 3.4.3. Mitigation Measures
Incorporated Plan Features Alternative 2 includes an expansion of the UGA to include the North Study Area properties. This expansion would provide a new area for higher intensity growth that would help to reduce growth pressures that could alter the character of existing areas, including areas of historical character. Policy changes in Alternatives 2 and 3 would support a variety of techniques to encourage historic preservation and adaptive reuse of buildings in historic areas such as pursuing grant funding, development of regulatory incentives, education programs, and design guidelines. Regulatory changes that allow additional housing types may provide opportunities to develop additional density using units that are smaller in scale in Alternatives 2 and 3. That could potentially reduce impacts to neighborhood character.
Regulations and Commitments Adoption of residential, mixed use, and historic design guidelines would mitigate for impacts to character in Alternatives 2 and 3. Programs that assist homeowners with home and streetscape improvements could improve community
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character in Alternative 2 and 3, particularly in neighborhoods west of 3rd Avenue South. The adoption of a Parks, Recreation, and Open Space Plan for the City could ensure that there is adequate space for recreation and relaxation, particularly in neighborhoods of the City that are most likely to experience increased density. 3.4.4. Significant Unavoidable Adverse Impacts Growth will result in additional density, which will unavoidably alter the community character of Walla Walla by some amount under all the Alternatives. Alternatives 1 and 3 are likely to produce the greatest impact to existing community and historic character, but Alternative 3 may be able to mitigate for some impacts through policy and regulatory measures such as historic preservation programs and design guidelines. Alternative 2 will permanently convert the North Study Area from its rural and agricultural character to urban in character. 3.5. TRANSPORTATION AND TRAFFIC 3.5.1. Affected Environment
Street Network The City’s 2017 Transportation Master Plan (TMP) identifies recommended capacity, system, and safety projects to maintain the integrity of the City’s street network through 2040. The City’s Capital Improvement Plan identifies street projects anticipated to occur within the next six years. All streets in the City of Walla Walla are assigned a functional classification based on their function, adjacent land uses, and traffic characteristics. The City’s streets are divided into four functional class categories: ▪ Principal Arterial: Principal Arterials serve major centers of activity and are the principal connection points between the City’s road network and outside roads. ▪ Minor Arterial: Minor Arterials allow for travel within the community, serving trips of moderate length and providing travelers with direct access to adjacent properties. Minor arterials serve as connector routes between Principal Arterial and Collectors. ▪ Collector: Collectors provide land access and intra-community circulation, as well as connecting neighborhoods to small community centers. Collectors also provide connections between local streets and arterials. ▪ Local Street/Road: Local streets provide direct property access, serving individual neighborhoods, and connect individual properties to the arterial street system. Through traffic is generally discouraged on these roads, often through design controls.
State Highways Walla Walla contains segments of State Route 125 and US Highway 12, which have large impacts on traffic patterns in the City, due to large volumes of pass-through traffic. Both highways are managed by WSDOT. US Highway 12 is a freeway and WSDOT manages the entirety of the roadway, including approaches, access, operation, and maintenance. SR 125 is a managed-access highway, which means
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Walla Walla Comprehensive Plan Update Draft EIS | Affected Environment, Significant Impacts, and Mitigation Measures that the City and WSDOT share responsibility for maintenance of the highway right-of-way. The City is responsible for drainage, sidewalks, street lights, snow plowing, street sweeping, and those portions of the right-of-way behind the curb or shoulder. In addition, new access points may be permitted by the City of Walla Walla. Highways of Statewide Significance (HSS) include interstate highways and other arterials managed by WSDOT that are needed to connect major communities in the state. Within the City of Walla Walla, SR 125 is designated as an HSS, while US Highway 12 is not.
Level of Service Standards and Existing Conditions Quality of transportation operations is measured in terms of level of service (LOS). A LOS rating of LOS A indicates good service or freely flowing traffic, while a rating of LOS F indicates very poor service or severely congested traffic conditions. For the intersections under the City of Walla Walla’s and WSDOT’s jurisdiction, the operating standard is LOS D5. Exhibit 3.5-1– Intersection Operating Standards
Agency Jurisdiction Operating Standard
WSDOT LOS D City of Walla Walla LOS D/E Walla Walla County LOS C
Source: DKS Consulting, 2018.
Of the 25 major intersections currently monitored by the City, none of the locations controlled by a traffic signal operate below the performance standard used by the City or WSDOT. The performance analysis conducted in 2017 for the City’s Comprehensive Plan Update showed that only one of the study intersections fell below the peak hour standard: ▪ Howard Street/Chestnut Street. The east-west approaches of Chestnut Street have stop signs, while Howard Street approaches a free flowing. The eastbound approach of Chestnut Street is offset from the opposite leg. During the PM peak hour this approach has significant delays for crossing and left- turning traffic, operating at LOS E. The City’s transportation concurrency program is described in Chapter 20.51 of the Walla Walla Municipal Code (WWMC). WWMC 20.51.080 states that any project that would cause a roadway or intersection to fall below adopted standards shall not be approved unless it meets the following conditions (WWMC 20.51.080(K)(1-3): ▪ Mitigating measures needed to meet the level of service standards are identified in an impact study
5 Walla Walla Urban Area Comprehensive Plan; Element 12: Transportation. City of Walla Walla. October 2008.
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(e.g., approved traffic study), and the project development provides the financial commitment to guarantee the funding of the approved mitigating measures and the anticipated completion date of construction of the mitigating measures. For City-owned roads, highways and transportation facilities, the completion of construction shall not be more than six years from the date of the development permit approval. ▪ The applicant reduces the traffic impacts to achieve an acceptable level of service by a reduction of the size of intensity change in the land use or mix of land uses, delay for the committed facility construction, or phasing the development to match future facility construction. ▪ The applicant reduces the impacts to achieve an acceptable level of service by scaling the project down, by reducing the demand for new facilities or by providing ways to utilize facilities that are not at capacity. According to the City’s traffic impact analysis guidelines, the adopted roadway performance standard is LOS D during peak hours of operation for the following key streets: ▪ Myra Road ▪ Poplar Street (Myra Road to 9th Avenue) ▪ Rose Street (Myra Road to 9th Avenue) ▪ 2nd Avenue (excluding CBD) ▪ Isaacs Avenue (Wilbur to Airport Way) ▪ Tietan Street On all other City streets higher levels of congestion are allowed with an LOS E standard.
3.5.2. Impacts
Methodology The Walla Walla Valley Metropolitan Planning Organization (WWWVMPO) travel demand model was utilized for the City’s Transportation System Plan. The City of Walla Walla provided the population and employment information for the travel demand model, which was aggregated into the Transportation Analysis Zones (TAZs) for the City limits and UGA. The population and employment forecasts incorporated into the WWVMPO 2040 Plan were based on the existing Comprehensive Plan (Alternative 1). The population growth assumed under the 2007 Comprehensive Plan is unchanged in Walla Walla County’s final 2038 population allocation to the City of an additional 5,690 people. Alternatives 2 and 3 represent a relocation of future growth as well as additional land use growth to other geographic areas around the City. Alternative 2 assumes growth would occur within the North Area with some infill development within the City limits. Alternative 3 assumes higher growth on vacant and redevelopable lands along Myra Road, Tausick Way, and the Cottonwood Road area. Exhibit 3.5-2 shows the amount of population and households anticipated for each alternative.
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Exhibit 3.5-2. Land Use and Household Increases by Alternative
Alternative Population Increase Household Increase
Alternative 1 5,690 2,342
Alternative 2 5,690 2,342
Alternative 3` 6,480 2,707
Source: BERK Consulting and DKS, 2018.
As shown above, the population and housing represented by Alternative 3 is higher than for Alternatives 1 or 2. Additional details about allocations by sub area is provided in the maps in Appendix A. These maps indicate the relative change in housing and employment compared to the Alternative 1 (No Action) baseline.
Exhibit 3.5-3. Potential UGA Amendments in Alternative 2
Source: City of Walla Walla, 2018.
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Alternative 1: No Action Alternative This alternative maintains current land use assumptions and UGA.
Alternative 2: Medium Growth with UGA Amendments Alternative 2 assumes two amendments to the City’s UGA. There is approximately 330 acres proposed to be added to the City’s UGA that is adjacent to the City limits, east of Lower Waitsburg Road, which changes names to Clinton Street south of US Highway 12. This land is currently agricultural land and does not have residential development. To the east of this proposed UGA is the Walla Walla Regional Airport. The second change is a proposed removal of 198 acres from the City’s UGA that is located in the area of 3rd Avenue and Langdon Road. Exhibit 3.5-4 illustrates the changes in household growth represented by Alternative 2 compared to the Alternative 1 baseline case. Note that the travel model transportation analysis zone (TAZ) along the northern boundary is very large, however the growth is adjacent to the US Highway 12 corridor, as shown in Exhibit 3.5-4. . Exhibit 3.5-4. Household Growth for Alternative 2 Relative to Alternative 1 Baseline
Source: DKS, 2018.
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Street Network The proposed Northern UGA is located north of the City in Walla Walla County. Walla Walla County Department of Public Works is currently responsible for transportation planning and road maintenance in this area. The UGA contains the following roadways: ▪ Lower Waitsburg Road: This rural major collector street provides north-south circulation along with western frontage of the Northern UGA area. The intersection of Lower Waitsburg Road at US Highway 12 was recently modified to limit access, such that vehicles cannot cross the highway north- south. ▪ Middle Waitsburg Road: This street runs along with southern and eastern boundary of the Northern UGA. This roadway divides the proposed UGA area from the existing boundary of the Walla Walla Regional Airport. Walla Walla County classifies this as a rural minor collector. There are no other existing public streets within the proposed Northern UGA. Rainier Drive/Wellington Avenue is a City street that connects with Middle Waitsburg Road via a one block segment of Blue Mountain Road. Walla Walla designated this as a minor arterial street, which continues to the south and provides the only uninterrupted crossing of US Highway 12 in this area. Rainier Drive/Wellington Avenue crosses under US Highway 12, then continues south where it changes names to Wellington Avenue. Wellington Avenue continues south for several blocks before it terminates at Isaacs Avenue. About ¼ mile to the east of Rainier Avenue is a full access at-grade intersection with US Highway 12 at North Wilbur Avenue. TRANSPORTATION NETWORK/OPERATIONS The proposed UGA addition (known as the North UGA) has no arterial intersections and it has limited access to US Highway 12. The westerly connection is at Lower Waitsburg Road, which is limited access that does not allow left-turns from the side street or crossing movements north-south across the highway. Trips desiring to make those movements would use other routes. The nearest full access US Highway 12 interchange is about 1 mile to the west at 2nd Avenue. The east side of the UGA can cross under US Highway 12 via Rainier Drive, travel ¼ mile to the east then access US Highway 12 via North Wilburn Avenue. Walla Walla County has adopted a LOS standard of LOS C for rural arterials. WSDOT has adopted LOS D for State highway intersections in this area. The 2007 City of Walla Walla Transportation Element had no coverage of WSDOT facilities along US Highway 12. The nearest City arterial intersections are located on Isaacs Avenue at Clinton Street and Isaacs Avenue at Roosevelt Street. These locations operate today at LOS B and C, respectively, during the PM peak hours.
Alternative 3: High Growth This alternative allocates the planned growth into four sub areas around the City’s UGA, as illustrated in Exhibit 3.5-5. This map compares household allocations relative to the Alternative 1 baseline case. Most of growth is allocated to the west, near Myra Road and West Rose Street, to the east near Wilbur Area, and to the southeast near Cottonwood Road. A small portion is allocated in the subarea north of US Highway 12.
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Exhibit 3.5-5. Household Growth for Alternative 3 Relative to Alternative 1 Baseline
Source: DKS, 2018.
TRANSPORTATION NETWORK/OPERATIONS The major arterial roadways serving these smaller growth areas include Myra Road, Rose Street, Cottonwood Road and Tausick Way. The small growth area north of US Highway 12 is served by Rainier Avenue, which is a minor arterial roadway. The 2017 baseline conditions for intersections near these subarea growth districts all operated within the City’s Level of Service (LOS) standard. Those locations include Myra Road/Rose Street (LOS B), Myra Road/Poplar Street (LOS B), Cottonwood Road/Prospect Avenue (LOS B), Isaacs Avenue/Roosevelt Street (LOS C).
Impacts Common to All Alternatives Traffic impacts were evaluated consistent with the methodologies and procedures used in the 2018 Walla Walla TMP Update (which is being updated as part of the City’s periodic Comprehensive Plan update). The traffic counts that were collected in the past 3 years for the TMP update were applied for this analysis. Under Alternatives 2 and 3, turning movement forecasts at individual study intersections were projected to evaluate intersection levels of services in 2040. Exhibit 3.5-6 summarizes intersection levels of service projected to occur under Alternatives 1, 2 and 3. The following section describes the results of each Alternative in detail.
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Exhibit 3.5-6. 2038 System Impacts of UGA Land Use Alternatives
Intersection Standard Alternative 1 (No Alternative 2 Alternative 3 Action)
Traffic Signals v/c LOS v/c LOS v/c LOS
2nd Avenue/Tietan Street LOS D 0.61 B 0.66 B 0.70 B
2nd Avenue/Alder Street LOS D 0.64 B 0.57 B 0.58 B
2nd Avenue/Main Street LOS D 0.59 B 0.55 B 0.54 B
2nd Avenue/Rose Street LOS D 0.91 D 0.74 C 0.75 C
2nd Avenue/Pine Street LOS D 0.79 B 0.67 B 0.66 B
Isaacs Avenue/Clinton Street LOS D 0.38 B 0.43 B 0.42 B
Isaacs Avenue/Roosevelt Street LOS D 0.49 B 0.48 B 0.49 B
Alder Street/Park Street LOS D 0.35 A 0.34 A 0.34 A
Alder Street/Clinton Street LOS D 0.67 B 0.67 B 0.66 B
Myra Road/Rose Street LOS D 0.47 C 0.58 C 0.59 C
Myra Road/C Street/Poplar Street LOS D 0.65 C 0.71 C 0.70 C
Myra Road/Dalles Military Road LOS D 0.38 B 0.44 B 0.44 B
Myra Road/SR-125 LOS D 0.54 C 0.48 B 0.47 B
9th Avenue/Rose Street LOS D 0.81 C 0.70 C 0.73 C
9th Avenue/Poplar Street LOS D 0.90 C 0.73 C 0.74 C
9th Avenue/Chestnut Street LOS D 0.85 C 0.75 C 0.77 C
9th Avenue/Dalles Military Road/Plaza Way LOS D >1.0 F >1.0 E >1.0 E (WSDOT)
Tietan Street/Plaza Way LOS D 0.82 D 0.72 C 0.72 C
STOP controlled
2nd Avenue/Abbott Road/Howard Street LOS D 0.56 A/B 0.56 B/B 0.79 B/D
9th Avenue/Pine Street LOS D >1.0 A/F 0.71 A/D 0.76 A/E
Howard Street/Chestnut Street LOS D >1.0 A/F >1.0 A/F >1.0 A/F
Cottonwood Road/Prospect Avenue LOS D 0.73 B/C 0.81 C/D >1.0 D/F
Prospect Avenue/Plaza Way LOS D 0.43 B/B 0.47 B/B 0.56 B/C
Prospect Avenue/3rd Avenue LOS D 0.36 A/B 0.59 C/C 0.7 C/C
Tietan Street/3rd LOS D 0.98 A/F 0.92 A/F 0.96 A/F
Notes: v/c = Volume-to-Capacity Ratio, LOS = Level of Service. For STOP controlled locations two LOS values are shown (X/Y). The first value is the major street condition while the second value is the minor street approach. Source: DKS, 2018.
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Alternative 1 - No Action Three of the study intersections were identified as falling below acceptable performance standards. Spot intersection improvements needed to address growth under Alternative 1 (No Action) were identified in the City’s TMP, and these would include: ▪ 9th Avenue / Dalles Military Road/Plaza Way (WSDOT) intersection – WSDOT and the City of Walla Walla currently have a funding project to either install a new traffic signal or a dual lane roundabout. Either improvement will mitigate the future growth for this Alternative. ▪ 9th Avenue / Pine Street – A project was identified in the TMP to install new traffic signal at this currently uncontrolled intersection. The installation of a traffic signal would mitigate the impacts of future growth for this Alternative. ▪ Howard Street / Chestnut Street – future study is recommended to determine a low impact, low-cost intersection upgrade for this neighborhood intersection. Intersection improvements could include a mini-roundabout or a new traffic signal with non-standard signal phasing. ▪ 3rd Avenue / Tietan Street – A project was identified in the TMP to install new traffic signal or a mini-roundabout at this uncontrolled intersection. The installation of a traffic signal or mini- roundabout would mitigate the impacts of future growth for this Alternative.
Alternative 2 – Medium Growth with UGA Alterations No additional improvements are recommended beyond those noted in the Transportation Plan Chapter (No Action Alternative) for locations within the City street system. It is noted that the prior impacts at 9th Avenue / Pine Street in the Alternative 1 baseline do not occur with Alternative 2. The City’s TMP does recommend, as well as the WWVMPO 2040 Plan, consideration of a full interchange at North Clinton Street to improve access in this area to US Highway 12. It is recommended that an interchange feasibility study be prepared for US Highway 12/Clinton Street and vicinity (2nd Avenue interchange, and Wilbur Avenue) intersection interchanges) within the City’s planning area to evaluate the viability of the new interchange at Clinton Street (or other possible interchange alternatives) and to assess long-range operating conditions at adjacent interchanges. The feasibility study should be coordinated with WSDOT, Walla Walla County, and the Port of Walla Walla to assure all key roadways and intersections are evaluated. The WWVMPO 2040 Plan also shows US Highway 12 operating at a LOS A in the 2040 Build Scenario. The City of Walla Walla is currently working with WSDOT and other agencies to begin the interchange feasibility study process.
Alternative 3 – Higher Growth The impacts of this alternative are like the 2040 Baseline condition, however travel conditions at one intersection will require additional improvements, as noted below. ▪ Cottonwood Road/ Prospect Avenue intersection – Install traffic signal. The installation of a traffic signal will mitigate the future growth for this Alternative.
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3.5.3. Mitigation Measures
Recommendations ▪ Alternative 2 creates more impacts to US Highway 12 than the other alternatives. Proximity of existing full-access interchanges to the proposed UGA site is limited. It is recommended that an Interchange Feasibility Study be conducted for the Clinton Street area to identify feasible options to upgrade access and crossings to US Highway 12. The interchange feasibility study would be needed to identify future improvements to support the desired UGA land uses. The feasibility study should be coordinated with WSDOT, Walla Walla County, and the Port of Walla Walla to assure all key roadways and intersections are evaluated.
Applicable Regulations and Commitments ▪ The City has a draft TMP that will be adopted and existing street design standards. ▪ The City addresses concurrency for transportation in WWMC Chapter 20.51.
Other Potential Mitigation Measures See required improvements listed under each alternative in the impact section to achieve LOS and concurrency standards. 3.5.4. Significant Unavoidable Adverse Impacts Implementation of any of the alternatives would result in increased traffic within the city, with the lowest increase occurring under Alternative 1 and the greatest increase occurring under Alternative 3. Under the three alternatives considered, adverse impacts can be mitigated to ensure the adopted City of Walla Walla LOS standards can be met, however the actual increase in traffic is considered a significant unavoidable adverse impact.
3.6. PUBLIC SERVICES, CAPITAL FACILITIES, AND UTILITIES This section documents existing public services, capital facilities, and utilities provided within the City of Walla Walla. It details adopted and effective level of service standards, estimated demand for services, and projects future levels of service and demand for each alternative. The services analyzed are provided by City and the Walla Walla School District. The methodology for impacts is based on analyzing data available in the Comprehensive Plan, functional plans, provider annual reports, budgets, and other data sources as necessary. Impacts are quantified by population and employment based summaries and projections. Exhibit 3.6-1 shows which essential public services, utilities, and capital facilities were analyzed and notes what service plans or capital planning documents guide those services. For existing conditions and impacts analysis for Transportation and Traffic, those facilities and infrastructure are considered essential and are analyzed in their own section.
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Exhibit 3.6-1. Essential Public Services Included in Environmental Impact Statement
Service Provider Details
Water City Comprehensive Water System Plan (2013)
Wastewater City General Sewer Plan Update (2015)
Fire/ EMS City City Capital Facilities Plan (2018-2023)
Police City City Capital Facilities Plan (2018-2023)
Parks and Recreation City City Capital Facilities Plan (2018-2023) Parks and Recreation Plan (under development)
Schools Walla Walla Public Schools Long Range Facilities Master Plan (anticipated vote in fall 2018)
Source: City of Walla Walla; BERK, 2018. 3.6.1. Affected Environment
Water The City of Walla Walla operates a Group A community water system, providing service to approximately 33,000 residents via 10,500 connections. A map of the water system can be found in Exhibit 3.6-2. In Washington State, Group A water systems must apply for an annual operating permit and are regulated by the State Department of Health or a local health jurisdiction. Group A water systems are regulated to maintain federal standards for drinking water quality under the Safe Drinking Water Act. The City must also provide sufficient supply to meet the projected demands for water. In December 2015, City Council adopted a 6-year utility rate increase to support on-going repair and replacement of water facilities. Maximum daily demand is used as an effective LOS because if the City is meeting capacity for water service peaks then it is also meeting the average daily demand. The Mill Creek Water Treatment Plant has a capacity of 24.7 million gallons per day and produces roughly four billion gallons of water per year.
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Exhibit 3.6-2 Water and Sewer System in Walla Walla.
Source: City of Walla Walla, 2018.
Wastewater The City of Walla Walla owns an advanced secondary domestic wastewater treatment plant, which provides Class A effluent limits. In Washington State, the Department of Ecology issues permits and regulates wastewater treatment. The City adopted a General Sewer Plan Update in April of 2015. City wastewater facilities are listed in the General Sewer Plan Update and in the 2018-2023 Capital Facilities Plan. In December 2015, City Council adopted a 6-year utility rate increase to support on- going repair and replacement of wastewater facilities. A map of the sewer system is shown in Exhibit 3.6-2. The Washington State Department of Ecology regulates wastewater that requires treatment facilities to treat wastewater and controls discharge quality. While the City must meet permit standards for its wastewater treatment facilities, there is no City adopted level of service standard for wastewater. An effective level of service is whether wastewater treatment for peak flow days are able to be achieved with treatment capacity.
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Fire Protection and Emergency Medical Services The Walla Walla Fire Department (WWFD) provides fire prevention, fire response and suppression, and emergency medical service (EMS) to the city. WWFD services EMS and Technical Rescue Team (TRT) calls throughout Walla Walla County, with a total coverage area of approximately 1,200 square miles. The Department operates two fire stations with a full-time staff of 47 employees, many of whom are cross- trained as firefighters and paramedics. Fire Station 1 is located at 200 S 12th Avenue, and Fire Station 2 is at 170 N Wilbur Street. The Walla Walla Fire Department is capable of responding within the city to 90% of all reported emergencies (fire and EMS) within six minutes, a response capability which meets the National Fire Protection Association Standard 1710. However, WWFD has not formally adopted a level of service standard. An effective level of service for fire and emergency medical response relates to the ability of firefighters and medics to respond to calls for service, which is number of service calls per 1,000 capita. Exhibit 3.6-3. Fire Protection and Emergency Medical Services Effective Level of Service
Year Population Firefighters and Firefighters and Medics Medics per 1,000 Capita
2017 33,840 47 1.4
Source: City of Walla Walla Budget 2017-2018.
Police The City of Walla Walla Police Department (WWPD) provides police and law enforcement services. WWPD operates an Enhanced 911 Center for all law enforcement, fire, and ambulance services in Walla Walla County, except Rural Fire District 5. WWPD has 46 commissioned officers and 11 civilian employees. WWPD has a headquarters located at 54 East Moore Street and was built in 2012. The WWPD Headquarters building was designed for 54 officers and 42 civilian staff. The 2018-2023 Capital Facilities Plan anticipates the development of a satellite police station. WWPD responded to 20,911 calls in 2015. Walla Walla Emergency Services Communications (WESCOMM) provides emergency services communications in Walla Walla County. The effective level of service for law enforcement relates to the ability of officers to respond to calls for service. Walla Walla’s most recent data for population, commissioned officers, and service calls are used to analyze impacts. Exhibit 3.6-4. Police Services Effective Level of Service
Year Population Officers Officers per 1,000 Capita
2017 33,840 46 1.4
Source: City of Walla Walla Budget 2017-2018.
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Parks and Recreation The City of Walla Walla provides parks and recreation services. Walla Walla has three categories of city parks: community parks, neighborhood parks, and mini-parks. Community parks are largest, with a desirable size of 25 acres and a service area radius of two miles. Neighborhood parks have a desirable size of 5-10 acres and a service area radius of a half-mile. Mini-parks are typically one acre or less and have a service area radius of under one quarter mile. The City of Walla Walla is in the process of developing a comprehensive park and recreation plan. An inventory of current park and recreation facilities and planned projects is included in the 2017-2022 Capital Facilities Plan and shown in Exhibit 3.6-5. In addition, Walla Walla provides trails as part of its services, which includes the Mill Creek Trail, Fort Walla Walla Trail, and US 12 Trail. The City also operates the Carnegie Center, Garden Center at Pioneer Park, and partners with the school district to use school facilities for recreation programming. Exhibit 3.6-5. Inventory of Walla Walla Parks
Park Name Acres
Community Parks
Borleske Stadium/Veterans Memorial Pool 12
Fort Walla Walla Park 205
Mill Creek Sportsplex 50
Pioneer Park 58
Subtotal 325
Neighborhood Parks
Eastgate Lions Park 12
Howard‐Tietan Park 19
Jefferson Park 9
Menlo Park 7
Vista Terrace Park 7
Washington Park 12
Wildwood Park 6
Subtotal 72
Mini‐Parks
Crawford Park 1.2
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Walla Walla Comprehensive Plan Update Draft EIS | Affected Environment, Significant Impacts, and Mitigation Measures
Heritage Square .7
Volunteer Park .1
Xeriscape Park .2
Subtotal 2.2
Other City Park Facilities
Mountain View Cemetery 65
Veterans Memorial Golf Course 135
Subtotal 200
Total 599.2
Adjusted Total (less Other City Park Facilities) 399.2
Source: City of Walla Walla Capital Facilities Plan, 2016.
An effective level of service standard is based on acres of park per 1,000 capita. An adjusted acres effective LOS is used in this analysis because of the unique status of Other City Park Facilities. Exhibit 3.6-6. Parks and Recreation Services Effective Level of Service
Population Acres Acres per 1,000 Adjusted Adjusted Acres capita Acres per 1,000 capita
33,840 599.2 17.7 399.2 11.8
Source: BERK, 2018.
Schools The Walla Walla Public Schools provides public educational services to the City of Walla Walla. The district has two high schools, two middle schools, and six elementary schools. It serves over 5,800 students and employees 350 teachers.
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Walla Walla Comprehensive Plan Update Draft EIS | Affected Environment, Significant Impacts, and Mitigation Measures
Exhibit 3.6-7. Walla Walla Public Schools Service Map
Source: Walla Walla Public Schools, 2018.
An effective level of service for public education relates to the number of students per teacher at each school level. Another effective level of service relates to permanent capacity of classroom space per student. As of August 2017, Walla Walla Public Schools is in the process of developing a long-range Facilities Improvement Plan, overseen by a Community Facilities Task Force. Enrollment projections have not been made for a 20-year time horizon at this time.
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Exhibit 3.6-8. School Services Effective Level of Service
Student Count School Level Teachers Student to (May 2017) (2016-17) Teacher Ratio
Walla Walla Public Schools 5,842 350 16.7
Elementary Schools 2,535 174 14.6
Berney Elementary School 426 25 17.0
Blue Ridge Elementary 369 35 10.5
Edison Elementary School 415 28 14.8
Green Park Elementary School 429 31 13.8
Prospect Point Elementary 433 28 15.5
Sharpstein Elementary School 463 27 17.1
Middle Schools 1,256 76 16.5
Garrison Middle School 583 36 16.2
Pioneer Middle School 673 40 16.8
High Schools 1,899 106 17.9
Lincoln High School 213 16 13.3
Walla Walla High School 1,686 90 18.7
Source: WA Office of Superintendent of Public Instruction; BERK, 2018. 3.6.2. Impacts The EIS assumes the City and Urban Growth Area population projections shown in Exhibit 3.6-9. More specific factors of growth such as timing, location, and specific uses will be driven by economic trends and market factors. Population projections and housing estimates, with total amounts and net growth compared to a 2017 base year are shown in Exhibit 3.6-10.
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Walla Walla Comprehensive Plan Update Draft EIS | Affected Environment, Significant Impacts, and Mitigation Measures
Exhibit 3.6-9. Population and Employment Growth Projections
Year Walla Walla and UGA Population
2017 33,840
2024 35,547
2038 39,530
Source: Walla Walla County; BERK, 2018.
Exhibit 3.6-10. Population and Housing Projections by Alternative
Alternative Population Net
Alternative 1 – No Action 39,530 5,690
Action Alternative 2 39,530 5,690
Action Alternative 3 40,321 6,480
Source: BERK, 2018.
Each alternative will increase demand for public services and utilities due to residential and employment growth. While each alternative will have similar impacts, the intensity and location of the effects will be different. These indirect impacts are discussed below before the analysis of direct impacts by service provider. Alternative 1- No Action Alternative 1 projects a moderate level of City growth with no adjustment to the urban growth boundary. Adopting Alternative 1 means the City will grow according to the policies of its current Comprehensive Plan with only a few changes. Under Alternative 1, growth and development patterns are predicted to be spread throughout the existing City limits and UGA. With no boundary adjustments, all city service provider boundaries will be the same. Non-city service providers may change their service boundaries as their plans and policies dictate. Alternative 2 Under Alternative 2, the City is considering potential Urban Growth Area (UGA) amendments to remove 198 acres in the 3rd & Langdon Study Area and to add 329 acres of land in the North Area Properties Study Area. The 3rd & Langdon area is difficult to provide services to, and with its removal from the UGA the City would not be responsible for its future infrastructure costs. The North Area Properties are under consideration for more intensive development and uses. In this area the City would emphasize new mixed use development, which would require the extension of utilities and services to that area. While the North Area Properties provide a larger service area it is expected that services and utilities would be more efficient. The area does not contain the critical areas present at 3rd & Langdon that make it difficult to serve.
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Walla Walla Comprehensive Plan Update Draft EIS | Affected Environment, Significant Impacts, and Mitigation Measures
Alternative 3 Under Alternative 3, a higher level of growth is assumed and the City would accommodate that growth within existing city and UGA boundaries. Zoning changes would be made to accommodate residential growth, including infill development and more multi-family housing. Growth and development patterns would be spread throughout the existing City limits and UGA, but at higher intensities than in Alternative 1. With no boundary adjustments, all city service provider boundaries would probably be the same.
Water The Water System Plan projects effective level of service capacity at different time projections than the Comprehensive Plan given the Water System Plan was completed in 2013. The Water System Plan projects that Walla Walla will meet its water supply LOS through at least 2031 based on its current capacity. However, the growth estimate of 41,058 for 2031 accommodates the projected growth estimates under Alternative 1 and Alternative 2 for 2038, and is very close to the growth estimate for Alternative 3. This includes an estimate of 4.95 million gallons per day (MGD) for residential demand and 3.39 MGD for non-residential demand. The Water System Plan does not show a deficit of water capacity (based on current demand assumptions) until 2061, where growth is projected above 55,000 people. The Water System Plan includes future upgrades to the water treatment plan to increase its efficiency for providing potable water and other conservation measures. With expected increases in efficiency, the service demands for water are expected to be met beyond 2061.
Wastewater The Wastewater Master Plan projects the Wastewater Treatment Plant has capacity for the 20-year planning window analyzed. The Wastewater Master Plan shows a surplus of capacity within the Comprehensive Plan growth projection horizon. The Wastewater Master Plan is updated on a periodic schedule and can fine tune its projections and analysis to address future growth. Exhibit 3.6-11uses per capita demand analysis of peak daily flow capacity to project service impacts. Although the growth projections in the Wastewater Plan differ slightly from the projections used in this analysis (a 1% annual growth rate was used), they are quite close and assumptions and methodology for both analyses demonstrate capacity for wastewater service. From the Wastewater Master Plan, the current capacity for wastewater treatment is 12.3 million gallons per day of maximum flow. This is modeled as an effective level of service of 208 peak daily demand (PDD) per capita, using 2013 data as a base year. Given these assumptions, the table shows projected need for 2038, and additional need occurring from growth. This analysis finds that for wastewater treatment services, the City has a surplus of 3.9 to 4 million gallons per day of treatment capacity.
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Walla Walla Comprehensive Plan Update Draft EIS | Affected Environment, Significant Impacts, and Mitigation Measures
Exhibit 3.6-11. Impacts of Increased Demand on Wastewater Services
Alternative Population Population Effective Level Projected Additional Surplus or Net of Service Need for Need for Deficit Growth 2038 2038
PDD/capita gal./day gal./day gal./day Current capacity 12.3 million gallons per day maximum daily flow capacity
Alternative 1 39,530 5,690 208 8,220,457 1,183,263 4,079,543
Alternative 2 39,530 5,690 208 8,220,457 1,183,263 4,079,543
Alternative 3 40,321 6,480 208 8,386,768 1,347,840 3,913,232
Source: Walla Walla General Sewer Plan Update, 2015, BERK, 2018.
Fire Protection and Emergency Services
3.6-12 uses per capita service demands to project needs for fire protection and emergency services. The City’s current capacity is delivered by employing 47 firefighters and emergency medical responders. This creates an effective level of service of 1.39 responders per 1,000 capita. The impacts to fire and emergency services are projected to create an additional need of 8 to 9 responders within the 20-year planning horizon.
3.6-12. Impacts of Increased Demand on Fire and Emergency Medical Services Alternative Population Population Effective Level of Projected Additional Surplus or Net Service Need for Need for Deficit Growth 2038 2038 Responders Responders Responders Responders per 1,000 capita Current capacity: 47 firefighters and medics
Alternative 1 39,530 5,690 1.4 55 8 (8)
Alternative 2 39,530 5,690 1.4 55 8 (8)
Alternative 3 40,321 6,480 1.4 56 9 (9)
Source: City of Walla Walla, BERK, 2018.
Police
Exhibit 3.6-13 uses per capita service demands to project need for police services. The City’s current capacity is delivered by employing 46 officers as service responders. This creates an effective level of service of 1.36 responders per 1,000 capita. The impacts to fire and emergency services are projected to create an additional need of 8 to 9 responders within the 20-year planning horizon.
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Walla Walla Comprehensive Plan Update Draft EIS | Affected Environment, Significant Impacts, and Mitigation Measures
Exhibit 3.6-13. Impacts of Increased Demand on Police Services
Alternative Population Population Effective Level of Projected Additional Surplus or Net Service Need for Need for Deficit Growth 2038 2038 Responders Responders Responders Responders per 1,000 capita Current capacity: 46 officers
Alternative 1 39,530 5,690 1.4 55 8 (8)
Alternative 2 39,530 5,690 1.4 55 8 (8)
Alternative 3 40,321 6,480 1.4 56 9 (9)
Source: City of Walla Walla, BERK, 2018.
Parks Exhibit 3.6-14 uses per capita service levels to project needs for parks. The current inventory of parks and open spaces includes 599 acres of facilities. However, 200 acres of those facilities are attributed to the golf course and the cemetery. Those acreages are removed from the level of service calculation. Cemeteries are not typically considered to be areas that that meet recreation demands of a community. The operations of the golf course require registration and payments from community members for its use, beyond what may be considered a normal use fee for operation, which may not make it accessible for all members of the community. Under this adjusted capacity analysis, Walla Walla is projected to have a future need for 67 to 77 acres of parks as shown in Exhibit 3.6-14. Exhibit 3.6-14. Impacts of Increased Demand on Adjusted Parks and Recreation Services
Alternative Population Population Effective Level of Projected Additional Surplus or Net Service Need for Need for Deficit Growth 2038 2038 Acres/ 1,000 capita Acres Acres Acres
Current capacity 399 acres
Alternative 1 39,530 5,690 11.8 466 67 (67)
Alternative 2 39,530 5,690 11.8 466 67 (67)
Alternative 3 40,321 6,480 11.8 475 77 (77)
Source: City of Walla Walla, BERK, 2018.
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Walla Walla Comprehensive Plan Update Draft EIS | Affected Environment, Significant Impacts, and Mitigation Measures
Schools This section uses the number of students per housing unit to project impacts on school services. More information regarding housing units can be found in the Housing Element. The effective level of service provided based the ratio of students per teacher in 2017 was 16.7 students per teacher. Washington State’s Office of Financial Management estimates occupied housing units, and it estimated 14,312 occupied housing units within the Walla Walla district. In 2017, the state Office of the Superintendent for Public Instruction reported that there were 5,872 students district-wide. This results in an estimated ratio of 0.41 students per occupied housing unit. The student to housing unit ratio was applied to projected housing development to analyze future need as seen in Exhibit 3.6-15. Growth in Walla Walla is expected to create need for 13 to 21 new teachers in the district.
Exhibit 3.6-15. Impacts of Increased Demand on School Services Alternative Housing Housing Student Effective Projected Surplus Units Unit Net Generation Level of Need for or Deficit Growth Ratio Service 20386 Students per Teachers Teachers Teacher 350 Current capacity of teachers
Alternative 1 14,770 2,342 0.41 16.7 363 (13)
Alternative 2 14.770 2,342 0.41 16.7 363 (13)
Alternative 3 15,128 2,700 0.41 16.7 371 (21)
Source: WA Office of Financial Management, WA Office of Superintendent of Public Instruction, BERK 2018. 3.6.3. Mitigation Measures
Incorporated Plan Features As Walla Walla grows, new housing units will generate additional property tax revenues and new residents will generate additional sales tax revenues for the City. These additional revenues may be able to mitigate some of the impacts of increased capacity needs. The Walla Walla Compressive Plan identifies public services goals and policies that will mitigate the potential impacts to public services and capital facilities. Taken together, the goal and policy direct the City to plan for the provision of public services and utilities to accommodate future growth: ▪ Goal CFU-5. The sound fiscal management of government services and facilities promotes a transparent and collaborative relationship between government and residents.
6 Projected need only for the City of Walla Walla, not for the district as a whole.
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Walla Walla Comprehensive Plan Update Draft EIS | Affected Environment, Significant Impacts, and Mitigation Measures
▪ CFU Policy 5.3. Anticipate and control demand for services to ensure that the City can maintain an appropriate level of service within its financial resources while serving new growth. ▪ CFU Policy 5.3 could also allow for adjustments to the level of service standards applied to the provision of public services and capital facilities. Level of service standards may be lowered, which would alter the anticipated need for services or facilities. This may be appropriate when there are increases in efficiency due to providing a facility or service as a result of conservation, new technology, the location of facilities, or other measures.
Regulations and Commitments The City is committed to maintaining and updating functional plans to address the public services and utilities that it provides. These functional plans, such as those for the water and wastewater utilities, include plans that address the future needs for capital facilities, operations, and maintenance. As applicable, they address efficiency policies and programs. These plans are updated regularly, along with the City’s overall Capital Facilities Plan and budget. Currently, the City is undertaking the development of a functional plan for Parks and Recreation. Similarly, the Walla Walla Public Schools system is in the process of developing a facilities improvement plan that will address capacity needs for the district. Although this plan is not written or administered by the City, it is used by the school district to manage future growth impacts.
Other Proposed Mitigation Measures Impact fees may be levied on new growth to pay for capital improvements. RCW 82.02 authorizes communities to collect impact fees related to transportation, fire, parks, and schools. In order to collect the fees, the City will need to conduct an impact fee analysis to determine which capital facilities are needed to serve new growth and to set an appropriate fee. The fee is then assessed on new development. There are other financial tools that the City and school district may use to improve public services and build capital facilities. This includes levies, state and federal grants, increases in rates or fees for service, or cost recovery programs. 3.6.4. Significant Unavoidable Adverse Impacts There are no significant, unavoidable, or adverse impacts to the development of capital facilities or public services to serve growth under any of the alternatives.
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Walla Walla Comprehensive Plan Update Draft EIS | References
References Bender, D., T. Contheran, and L. Fahrig. 1998. Habitat loss and population decline: A meta-analysis of the patch size effect. Ecology, 79(2):517-533. Bock, C.E., K.T. Vierling, S.L. Haire, J.D. Boone, and W.W. William. 2002. Patterns of rodent abundance on open-space grasslands in relation to suburban edges. Conserv. Biol. 16:1653-1658. Booth, D.B. 1990. Stream-channel incision following drainage-basin urbanization. Journal of American Water Resources Association, 26(3):407-417. Booth, D.B. 1991. Urbanization and the natural drainage system impacts, solutions, and prognoses. The Northwest Environmental Journal, 7(1):93-118. Booth, D.B., D. Hartley, and R. Jackson. 2002. Forest cover, impervious surface area, and the mitigation of stormwater impacts. Journal of the American Water Resources Association, 38(3):835-845. Booth, D.B. and C.R. Jackson. 1997. Urbanization of aquatic systems – degradation thresholds, stormwater detention, and the limits of mitigation. Journal of American Water Resources Association 33(5):1077-1090. Burges, S.J., M.S. Wigmosta, and J.M. Meena. 1998. Hydrological effects of land-use change in a zero- order catchment. Journal of Hydrologic Engineering, ASCE, 3(2):86-97. Cooke Scientific Services, Inc. 2000. Wetland and buffer functions semi-quantitative assessment methodology (SAM). Final working draft, user’s manual. Seattle, WA. Cuo, L., D.P. Lettenmaier, M. Alberti, and J.E. Richey. 2009. Effects of a century of land cover and climate change on the hydrology of the Puget Sound basin. Hydrol. Process. 23(6):907-33. Feist, B.E., E.R. Buhle, P. Arnold, J.W. Davis and N.L. Scholz. 2011. Landscape Ecotoxicology of Coho Salmon Spawner Mortality in Urban Streams. PLoS ONE, 6(8):e23424. doi:10.1371/journal.pone.0023424. Fleeger, J.W., K.R. Carman, and R.M. Nisbet. 2003. Indirect Effects of Contaminants in Aquatic Ecosystems. The Science of the Total Environment. Gilbert-Norton, L., R. Wilson, J.R. Stevens, and K.H. Beard. 2010. A meta-analytic view of corridor effectiveness. Conservation Biology, 24:660-668. Gillies, C.S. and C.C. St. Clair. 2008. Riparian corridors enhance movement of a forest specialist in a fragmented tropical forest. Proceedings of the National Academy of Sciences, 105(50):19774-19779. Hansen, A.J., R.L. Knight, J.M. Marzluff, S Powell, K. Brown, P.H. Gude, and K. Jones. 2005. Effects of exurban development on biodiversity: patterns, mechanisms, and research needs. Ecol. Applic. 15:1893- 1905. Jones, J.A. 2000. Hydrologic processes and peak discharge response to forest removal, regrowth, and roads in 10 small experimental basins, western Cascades, Oregon. Water Resources Research, 36(9):2621-2642. Klubar, M.R., D.H. Olson, and K.J. Puettmann. 2008. Amphibian distributions in upslope areas and their habitat associations on managed forest landscapes in the Oregon coast range. For Ecol. And Manage.
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256:529-535. Knopf, F.L., R.R. Johnson, T. Rich, F.B. Samson, and R.C. Szaro. 1998. Conservation of riparian ecosystems in the United States. Wilson Bull. 100:272-284. Konrad, C.P. and D.B. Booth. 2005. Hydrologic changes in urban streams and their ecological significance. In L.R. Brown, R.H. Gray, R.M. Hughes, and M.R. Meador (editors). Effects of urbanization on stream ecosystems. Symposium 47. American Fisheries Society, Bethesda, Maryland (in press). May, C.W., R.R. Horner, J.R. Karr, B.W. Mar, and E.B. Welch. 1997. Effects of urbanization on small streams in the Puget Sound lowland ecoregion. Watershed Protection Techniques, 2(4). McIntyre, J.K., D.H. Baldwin, D. Beauchamp, and N.L. Scholz. 2012. Low-level copper exposures increase visibility and vulnerability of juvenile coho salmon to cutthroat trout predators. Ecological applications: a publication of the Ecological Society of America, 22(5):1460-71. McKinney, M.L. 2002. Urbanization, Biodiversity, and Conservation. BioScience, 52(10). Moore, R.D. and S.M. Wondzell. 2005. Physical hydrology and the effects of forest harvesting in the Pacific Northwest: a review. Journal of the American Water Resources Association, 41:763-784. Nelson, E., and Booth, D.B. 2002. Sediment budget of a mixed use, urbanizing watershed. Journal of Hydrology, 264(1):51-68. Olson, D., P. Anderson, C. Frissell, H. Welsh, and D. Bradford. 2007. Biodiversity management approaches for stream-riparian areas: Perspectives for Pacific Northwest headwater forests, microclimates, and amphibians. For Ecol Manage 246(1):81-107. Schmidt, K.M., J.J. Roering, J.D. Stock, W.E. Dietrich, D.R. Montgomery, and T. Schaub, 2001. The variability of root cohesion as an influence on shallow landslide susceptibility in the Oregon Coast Range. Can. Geotech. J., 38:995-1024. Sheridan, C. and D. Olson. 2003. Amphibian assemblages in zero-order basins in the Oregon coast range. Can J. for Res/Rev can Rech for 33(8):1452-77. Southerland, M. 1993. Habitat Evaluation: Guidance for the review of environmental impact assessment documents. Prepared for the U.S. Environmental Protection Agency. United States Environmental Protection Agency (USEPA). 2003. EPA Region 10 guidance for Pacific Northwest state and tribal temperature water quality standards. EPA 910-B-03-002. Region 10 Office of Water, Seattle, WA. Welsch Jr., H.H. and G.R. Hodgson. 2008. Stream amphibians as metrics of critical biological thresholds in the Pacific Northwest, U.S.A.: a response to Kroll et al. Freshwater Biology 54(11):2374-2382. Zedler, J.B., and S. Kercher. 2004. Causes and Consequences of Invasive Plants in Wetlands: Opportunities, Opportunists, and Outcomes. Critical Reviews in Plant Sciences, 23(5):431-452.
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Walla Walla Comprehensive Plan Update Draft EIS | Appendix A – Transportation Analysis
Appendix A – Transportation Analysis
Part A – 2040 UGA Land Use Maps ...... 5-2
Part B – 2040 Network Volume Plots ...... 5-7
Part C – Alternative 1 HCM Analysis ...... 5-10
Part D – Alternative 2 HCM Analysis ...... 5-38
Part E – Alternative 3 HCM Analysis ...... 5-66
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Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis
PART A: 2040 UGA Land Use Maps
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1113
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8 150 20 100 27 -40 129 71 59 10 50 72 26 829 50 25 20 327 Legend 10 Roadways 58 1210 Highways 24 80 Households 107 < 0 382 0 237 757 1 - 150 151 - 500 186 > 500 Urban Growth Area Boundary City Limits
Household Growth: Alternative 2 - 2014 Base Data Source: City of Walla Wall5-3a G IS Database µWalla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis
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Employment Growth: Alternative 2 - 2014 Base Data Source: City of Walla Wall5-4a G IS Database µWalla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis
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Legend Roadways Highways Households 0 78 1 - 76 77 - 78 79 - 115 340 116 - 473 Urban Growth Area Boundary City Limits
Household Growth: Alternative 3 - 2040 Base Data Source: City of Walla Wall5-5a G IS Database µWalla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis
158 39
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45 40 40 45 65 62 45 20 75 115 40 460 35 Legend 60 Roadways Highways 65 40 20 Employees 0 1 - 45 46 - 86 87 - 158 159 - 460 Urban Growth Area Boundary City Limits
Employment Growth: 2040 Base - 2014 Base Data Source: City of Walla Wall5-6a G IS Database Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis
PART B: 2040 Network Volume Plots
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PART C: Alternative 1 HCM Analysis
5-10 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM 2010 AWSC Future Baseline 1: Howard St & 2nd Ave/Abbott Rd Walla Walla Transportation Plan
Intersection Intersection Delay, s/veh 12.6 Intersection LOS B
Movement EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR Lane Configurations Traffic Vol, veh/h 0 10 90 270 0 20 45 20 0 125 95 15 Future Vol, veh/h 0 10 90 270 0 20 45 20 0 125 95 15 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles, % 204120002100 Mvmt Flow 0 11 98 293 0 22 49 22 0 136 103 16 Number of Lanes 001000110010 Approach EB WB NB Opposing Approach WB EB SB Opposing Lanes 2 1 1 Conflicting Approach Left SB NB EB Conflicting Lanes Left 1 1 1 Conflicting Approach Right NB SB WB Conflicting Lanes Right 1 1 2 HCM Control Delay 14.1 9.7 12.3 HCM LOS B A B
Lane NBLn1 EBLn1 WBLn1 WBLn2 SBLn1 Vol Left, % 53% 3% 31% 0% 6% Vol Thru, % 40% 24% 69% 0% 85% Vol Right, % 6% 73% 0% 100% 9% Sign Control Stop Stop Stop Stop Stop Traffic Vol by Lane 235 370 65 20 165 LT Vol 125 10 20 0 10 Through Vol 95 90 45 0 140 RT Vol 15 270 0 20 15 Lane Flow Rate 255 402 71 22 179 Geometry Grp 25772 Degree of Util (X) 0.398 0.555 0.126 0.034 0.28 Departure Headway (Hd) 5.607 4.971 6.441 5.572 5.618 Convergence, Y/N Yes Yes Yes Yes Yes Cap 641 724 555 640 638 Service Time 3.653 3.014 4.202 3.332 3.67 HCM Lane V/C Ratio 0.398 0.555 0.128 0.034 0.281 HCM Control Delay 12.3 14.1 10.1 8.5 10.9 HCM Lane LOS BBBAB HCM 95th-tile Q 1.9 3.4 0.4 0.1 1.1
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5-11 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM 2010 AWSC Future Baseline 1: Howard St & 2nd Ave/Abbott Rd Walla Walla Transportation Plan
Intersection Intersection Delay, s/veh Intersection LOS
Movement SBU SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 10 140 15 Future Vol, veh/h 0 10 140 15 Peak Hour Factor 0.92 0.92 0.92 0.92 Heavy Vehicles, % 2010 Mvmt Flow 0 11 152 16 Number of Lanes 0010 Approach SB Opposing Approach NB Opposing Lanes 1 Conflicting Approach Left WB Conflicting Lanes Left 2 Conflicting Approach Right EB Conflicting Lanes Right 1 HCM Control Delay 10.9 HCM LOS B
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5-12 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline 2: 2nd Ave & Tietan Street Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 55 340 90 100 420 65 85 210 35 50 300 65 Future Volume (vph) 55 340 90 100 420 65 85 210 35 50 300 65 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 0.99 1.00 0.99 1.00 1.00 1.00 0.99 Flpb, ped/bikes 0.99 1.00 1.00 1.00 0.99 1.00 1.00 1.00 Frt 1.00 0.97 1.00 0.98 1.00 0.98 1.00 0.97 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1793 1787 1801 1831 1795 1837 1800 1839 Flt Permitted 0.27 1.00 0.34 1.00 0.45 1.00 0.59 1.00 Satd. Flow (perm) 507 1787 637 1831 847 1837 1124 1839 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 60 370 98 109 457 71 92 228 38 54 326 71 RTOR Reduction (vph) 0 21 0 0 12 0 0 11 0 0 15 0 Lane Group Flow (vph) 60 447 0 109 516 0 92 255 0 54 382 0 Confl. Peds. (#/hr) 14 4 4 14 8 3 3 8 Confl. Bikes (#/hr) 3 4 Heavy Vehicles (%) 0% 3% 0% 0% 1% 2% 0% 1% 0% 0% 0% 0% Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4826 Permitted Phases 4826 Actuated Green, G (s) 17.4 17.4 17.4 17.4 19.7 19.7 19.7 19.7 Effective Green, g (s) 17.4 17.4 17.4 17.4 19.7 19.7 19.7 19.7 Actuated g/C Ratio 0.38 0.38 0.38 0.38 0.43 0.43 0.43 0.43 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 191 674 240 691 361 785 480 785 v/s Ratio Prot 0.25 c0.28 0.14 c0.21 v/s Ratio Perm 0.12 0.17 0.11 0.05 v/c Ratio 0.31 0.66 0.45 0.75 0.25 0.32 0.11 0.49 Uniform Delay, d1 10.1 11.9 10.8 12.4 8.5 8.8 7.9 9.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.9 2.5 1.4 4.4 1.7 1.1 0.5 2.2 Delay (s) 11.1 14.4 12.1 16.8 10.2 9.9 8.4 11.7 Level of Service BB BB BA AB Approach Delay (s) 14.0 16.0 10.0 11.3 Approach LOS BBAB Intersection Summary HCM 2000 Control Delay 13.3 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.61 Actuated Cycle Length (s) 46.1 Sum of lost time (s) 9.0 Intersection Capacity Utilization 70.0% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group
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5-13 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline 3: 2nd Street & Alder Street Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 20 100 45 60 145 120 15 425 40 35 550 25 Future Volume (vph) 20 100 45 60 145 120 15 425 40 35 550 25 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.4 4.4 4.4 4.4 4.4 4.4 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 0.99 0.98 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 0.99 1.00 0.99 1.00 Frt 0.96 0.95 1.00 0.99 1.00 0.99 Flt Protected 0.99 0.99 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1663 1638 1485 1723 1644 1751 Flt Permitted 0.93 0.91 0.33 1.00 0.41 1.00 Satd. Flow (perm) 1553 1502 515 1723 707 1751 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 22 109 49 65 158 130 16 462 43 38 598 27 RTOR Reduction (vph) 0 18 0 0 29 0040020 Lane Group Flow (vph) 0 162 0 0 324 0 16 501 0 38 623 0 Confl. Peds. (#/hr) 20 7 7 20 17 12 12 17 Confl. Bikes (#/hr) 2112 Heavy Vehicles (%) 0% 3% 2% 0% 1% 1% 14% 3% 0% 3% 2% 0% Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 8462 Permitted Phases 8462 Actuated Green, G (s) 21.1 21.1 50.1 50.1 50.1 50.1 Effective Green, g (s) 21.1 21.1 50.1 50.1 50.1 50.1 Actuated g/C Ratio 0.26 0.26 0.63 0.63 0.63 0.63 Clearance Time (s) 4.4 4.4 4.4 4.4 4.4 4.4 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 409 396 322 1079 442 1096 v/s Ratio Prot 0.29 c0.36 v/s Ratio Perm 0.10 c0.22 0.03 0.05 v/c Ratio 0.40 0.82 0.05 0.46 0.09 0.57 Uniform Delay, d1 24.2 27.7 5.8 7.9 5.9 8.7 Progression Factor 0.81 0.70 0.51 0.81 0.75 0.58 Incremental Delay, d2 0.6 12.3 0.3 1.4 0.3 1.9 Delay (s) 20.2 31.7 3.2 7.8 4.7 6.9 Level of Service C C AA AA Approach Delay (s) 20.2 31.7 7.6 6.7 Approach LOS C C A A Intersection Summary HCM 2000 Control Delay 13.5 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.64 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 8.8 Intersection Capacity Utilization 70.1% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group
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5-14 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline 4: 2nd Street & Main St Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 30 145 50 45 150 65 35 485 45 65 515 35 Future Volume (vph) 30 145 50 45 150 65 35 485 45 65 515 35 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.4 4.4 4.4 4.4 4.4 4.4 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 0.97 0.96 1.00 0.99 1.00 1.00 Flpb, ped/bikes 0.99 0.99 0.99 1.00 0.97 1.00 Frt 0.97 0.97 1.00 0.99 1.00 0.99 Flt Protected 0.99 0.99 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1662 1611 1689 1728 1620 1739 Flt Permitted 0.91 0.88 0.36 1.00 0.37 1.00 Satd. Flow (perm) 1529 1432 633 1728 630 1739 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 33 158 54 49 163 71 38 527 49 71 560 38 RTOR Reduction (vph) 0 16 0 0 18 0030020 Lane Group Flow (vph) 0 229 0 0 265 0 38 573 0 71 596 0 Confl. Peds. (#/hr) 66 44 44 66 18 47 47 18 Confl. Bikes (#/hr) 3 1 4 Heavy Vehicles (%) 0% 1% 0% 0% 2% 2% 0% 2% 0% 2% 2% 4% Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 8462 Permitted Phases 8462 Actuated Green, G (s) 19.6 19.6 51.6 51.6 51.6 51.6 Effective Green, g (s) 19.6 19.6 51.6 51.6 51.6 51.6 Actuated g/C Ratio 0.25 0.25 0.65 0.65 0.65 0.65 Clearance Time (s) 4.4 4.4 4.4 4.4 4.4 4.4 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 374 350 408 1114 406 1121 v/s Ratio Prot 0.33 c0.34 v/s Ratio Perm 0.15 c0.19 0.06 0.11 v/c Ratio 0.61 0.76 0.09 0.51 0.17 0.53 Uniform Delay, d1 26.8 28.0 5.4 7.5 5.7 7.7 Progression Factor 1.00 1.00 0.53 0.46 0.61 0.50 Incremental Delay, d2 3.0 9.0 0.4 1.5 0.7 1.3 Delay (s) 29.8 37.0 3.3 4.9 4.1 5.1 Level of Service C D AA AA Approach Delay (s) 29.8 37.0 4.8 5.0 Approach LOS C D A A Intersection Summary HCM 2000 Control Delay 13.3 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.59 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 8.8 Intersection Capacity Utilization 73.6% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group
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5-15 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline 5: 2nd Street & Rose St Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 140 410 90 95 380 90 80 420 80 80 430 90 Future Volume (vph) 140 410 90 95 380 90 80 420 80 80 430 90 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Lane Width 11 10 10 11 12 12 11 12 12 11 12 12 Total Lost time (s) 4.4 4.4 4.4 4.4 4.4 4.4 4.4 4.4 4.4 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 0.95 1.00 0.99 1.00 0.99 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.97 1.00 0.98 1.00 0.97 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1621 1663 1361 1618 1689 1653 1693 1653 1718 Flt Permitted 0.17 1.00 1.00 0.22 1.00 0.14 1.00 0.16 1.00 Satd. Flow (perm) 287 1663 1361 370 1689 249 1693 283 1718 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 152 446 98 103 413 98 87 457 87 87 467 98 RTOR Reduction (vph) 0 0 69 0 11 0080090 Lane Group Flow (vph) 152 446 29 103 500 0 87 536 0 87 556 0 Confl. Peds. (#/hr) 15 11 11 15 23 25 25 23 Confl. Bikes (#/hr) 1 1 Heavy Vehicles (%) 2% 1% 0% 2% 3% 0% 0% 3% 0% 0% 1% 0% Turn Type pm+pt NA Perm pm+pt NA pm+pt NA pm+pt NA Protected Phases 3 8 7 4 1 6 5 2 Permitted Phases 8 8 4 6 2 Actuated Green, G (s) 30.4 23.8 23.8 27.8 22.5 33.3 28.0 33.3 28.0 Effective Green, g (s) 30.4 23.8 23.8 27.8 22.5 33.3 28.0 33.3 28.0 Actuated g/C Ratio 0.38 0.30 0.30 0.35 0.28 0.42 0.35 0.42 0.35 Clearance Time (s) 4.4 4.4 4.4 4.4 4.4 4.4 4.4 4.4 4.4 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 219 494 404 211 475 196 592 208 601 v/s Ratio Prot c0.06 0.27 0.03 c0.30 c0.03 0.32 0.03 c0.32 v/s Ratio Perm 0.21 0.02 0.14 0.16 0.15 v/c Ratio 0.69 0.90 0.07 0.49 1.05 0.44 0.90 0.42 0.92 Uniform Delay, d1 19.6 27.0 20.2 19.4 28.8 17.0 24.7 16.7 25.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.05 0.73 1.00 1.00 Incremental Delay, d2 9.2 19.6 0.1 1.8 56.0 1.4 17.8 1.4 22.3 Delay (s) 28.8 46.6 20.2 21.1 84.7 19.3 35.9 18.1 47.2 Level of Service CDCCF BD BD Approach Delay (s) 39.0 74.1 33.6 43.3 Approach LOS D E C D Intersection Summary HCM 2000 Control Delay 47.1 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.91 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 17.6 Intersection Capacity Utilization 84.7% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group
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5-16 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline 6: 2nd Street & Pine St Walla Walla Transportation Plan
Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (vph) 330 135 110 450 405 195 Future Volume (vph) 330 135 110 450 405 195 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.4 4.4 4.4 4.4 Lane Util. Factor 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 Frt 0.96 1.00 1.00 0.96 Flt Protected 0.97 0.95 1.00 1.00 Satd. Flow (prot) 1649 1660 1765 1660 Flt Permitted 0.97 0.22 1.00 1.00 Satd. Flow (perm) 1649 387 1765 1660 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 359 147 120 489 440 212 RTOR Reduction (vph) 19 0 0 0 29 0 Lane Group Flow (vph) 487 0 120 489 623 0 Confl. Bikes (#/hr) 1 Heavy Vehicles (%) 1% 2% 3% 2% 1% 7% Turn Type Prot Perm NA NA Protected Phases 8 6 2 Permitted Phases 6 Actuated Green, G (s) 21.1 26.8 26.8 26.8 Effective Green, g (s) 21.1 26.8 26.8 26.8 Actuated g/C Ratio 0.37 0.47 0.47 0.47 Clearance Time (s) 4.4 4.4 4.4 4.4 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 613 182 834 784 v/s Ratio Prot c0.30 0.28 c0.38 v/s Ratio Perm 0.31 v/c Ratio 0.79 0.66 0.59 0.79 Uniform Delay, d1 15.9 11.5 10.9 12.6 Progression Factor 1.00 1.00 1.00 1.00 Incremental Delay, d2 7.0 8.4 1.1 5.6 Delay (s) 22.9 19.8 12.0 18.2 Level of Service C BBB Approach Delay (s) 22.9 13.5 18.2 Approach LOS C BB Intersection Summary HCM 2000 Control Delay 17.9 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.79 Actuated Cycle Length (s) 56.7 Sum of lost time (s) 8.8 Intersection Capacity Utilization 82.4% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group
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5-17 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline 7: E Isaacs Avenue & N Clinton Street Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 40 415 25 30 335 15 15 70 35 15 70 30 Future Volume (vph) 40 415 25 30 335 15 15 70 35 15 70 30 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 3.0 4.0 3.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.99 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 0.99 0.96 0.96 Flt Protected 0.95 1.00 0.95 1.00 0.99 0.99 Satd. Flow (prot) 1804 1849 1805 1853 1801 1808 Flt Permitted 0.41 1.00 0.36 1.00 0.97 0.96 Satd. Flow (perm) 780 1849 690 1853 1751 1754 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 43 451 27 33 364 16 16 76 38 16 76 33 RTOR Reduction (vph) 03002002000170 Lane Group Flow (vph) 43 475 0 33 378 0 0 110 0 0 108 0 Confl. Peds. (#/hr) 2 1 1 2 4 1 1 4 Confl. Bikes (#/hr) 1 Heavy Vehicles (%) 0% 1% 0% 0% 1% 0% 0% 0% 0% 0% 0% 0% Bus Blockages (#/hr) 020020000000 Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Protected Phases 7 4 3 8 2 6 Permitted Phases 4826 Actuated Green, G (s) 41.3 37.3 38.7 36.0 24.0 24.0 Effective Green, g (s) 41.3 37.3 38.7 36.0 24.0 24.0 Actuated g/C Ratio 0.55 0.50 0.52 0.48 0.32 0.32 Clearance Time (s) 4.0 3.0 4.0 3.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 484 919 396 889 560 561 v/s Ratio Prot c0.00 c0.26 0.00 0.20 v/s Ratio Perm 0.04 0.04 c0.06 0.06 v/c Ratio 0.09 0.52 0.08 0.43 0.20 0.19 Uniform Delay, d1 8.3 12.8 9.6 12.7 18.5 18.5 Progression Factor 1.00 1.00 0.63 0.93 1.00 1.00 Incremental Delay, d2 0.1 2.1 0.1 1.5 0.8 0.8 Delay (s) 8.4 14.8 6.1 13.3 19.3 19.2 Level of Service AB AB B B Approach Delay (s) 14.3 12.8 19.3 19.2 Approach LOS BBBB Intersection Summary HCM 2000 Control Delay 14.8 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.38 Actuated Cycle Length (s) 75.0 Sum of lost time (s) 11.0 Intersection Capacity Utilization 55.9% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group
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5-18 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline 8: E Isaacs Avenue & N Roosevelt Street Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 35 380 60 220 315 30 45 80 170 20 80 40 Future Volume (vph) 35 380 60 220 315 30 45 80 170 20 80 40 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.98 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.98 1.00 0.99 1.00 0.90 1.00 0.95 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1803 1825 1787 1854 1805 1666 1801 1782 Flt Permitted 0.51 1.00 0.30 1.00 0.67 1.00 0.43 1.00 Satd. Flow (perm) 968 1825 567 1854 1268 1666 822 1782 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 38 413 65 239 342 33 49 87 185 22 87 43 RTOR Reduction (vph) 080040010200240 Lane Group Flow (vph) 38 470 0 239 371 0 49 170 0 22 106 0 Confl. Peds. (#/hr) 2 1 1 2 2 2 Confl. Bikes (#/hr) 1 Heavy Vehicles (%) 0% 1% 0% 1% 1% 0% 0% 0% 1% 0% 2% 0% Bus Blockages (#/hr) 020000000000 Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Protected Phases 7 4 3 8 2 6 Permitted Phases 4826 Actuated Green, G (s) 38.1 34.2 45.9 38.1 21.0 21.0 21.0 21.0 Effective Green, g (s) 38.1 34.2 45.9 38.1 21.0 21.0 21.0 21.0 Actuated g/C Ratio 0.51 0.46 0.61 0.51 0.28 0.28 0.28 0.28 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 535 832 473 941 355 466 230 498 v/s Ratio Prot 0.00 c0.26 c0.05 0.20 c0.10 0.06 v/s Ratio Perm 0.03 0.26 0.04 0.03 v/c Ratio 0.07 0.57 0.51 0.39 0.14 0.36 0.10 0.21 Uniform Delay, d1 9.3 15.0 8.4 11.4 20.2 21.6 20.0 20.7 Progression Factor 0.53 0.56 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.1 2.7 0.9 1.2 0.8 2.2 0.8 1.0 Delay (s) 5.0 11.0 9.3 12.6 21.0 23.8 20.8 21.7 Level of Service AB AB CC CC Approach Delay (s) 10.6 11.3 23.4 21.5 Approach LOS B B C C Intersection Summary HCM 2000 Control Delay 14.5 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.49 Actuated Cycle Length (s) 75.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 63.3% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group
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5-19 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline 9: S Park St & Alder Street Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 35 490 125 25 360 25 85 85 65 30 110 25 Future Volume (vph) 35 490 125 25 360 25 85 85 65 30 110 25 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 0.97 1.00 1.00 0.97 1.00 0.96 Flpb, ped/bikes 0.99 1.00 1.00 1.00 0.99 1.00 1.00 1.00 Frt 1.00 1.00 0.85 0.99 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.98 1.00 0.99 1.00 Satd. Flow (prot) 1795 3574 1569 3497 1841 1565 1876 1550 Flt Permitted 0.49 1.00 1.00 0.90 0.80 1.00 0.92 1.00 Satd. Flow (perm) 934 3574 1569 3172 1518 1565 1749 1550 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 38 533 136 27 391 27 92 92 71 33 120 27 RTOR Reduction (vph) 0 0 93 0 12 0 0 0 39 0 0 15 Lane Group Flow (vph) 38 533 43 0 433 0 0 184 32 0 153 12 Confl. Peds. (#/hr) 9 7 7 9 15 10 10 15 Confl. Bikes (#/hr) 1 1 5 Heavy Vehicles (%) 0% 1% 0% 0% 2% 0% 0% 0% 0% 0% 0% 0% Turn Type Perm NA Perm Perm NA Perm NA Perm Perm NA Perm Protected Phases 4826 Permitted Phases 4 4 8 2 2 6 6 Actuated Green, G (s) 12.7 12.7 12.7 12.7 18.2 18.2 18.2 18.2 Effective Green, g (s) 12.7 12.7 12.7 12.7 18.2 18.2 18.2 18.2 Actuated g/C Ratio 0.32 0.32 0.32 0.32 0.46 0.46 0.46 0.46 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 297 1137 499 1009 692 713 797 707 v/s Ratio Prot c0.15 v/s Ratio Perm 0.04 0.03 0.14 c0.12 0.02 0.09 0.01 v/c Ratio 0.13 0.47 0.09 0.43 0.27 0.05 0.19 0.02 Uniform Delay, d1 9.7 10.9 9.5 10.7 6.7 6.0 6.5 5.9 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.2 0.3 0.1 0.3 0.9 0.1 0.5 0.0 Delay (s) 9.9 11.2 9.6 11.0 7.7 6.1 7.0 6.0 Level of Service ABA B AA AA Approach Delay (s) 10.8 11.0 7.2 6.9 Approach LOS BBAA Intersection Summary HCM 2000 Control Delay 9.9 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.35 Actuated Cycle Length (s) 39.9 Sum of lost time (s) 9.0 Intersection Capacity Utilization 55.1% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group
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5-20 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline 10: Clinton Street & Alder Street Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 70 650 20 10 325 20 10 35 5 35 50 85 Future Volume (vph) 70 650 20 10 325 20 10 35 5 35 50 85 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 0.99 0.99 0.93 Flt Protected 0.95 1.00 0.95 1.00 0.99 0.99 Satd. Flow (prot) 1736 1817 1736 1808 1721 1609 Flt Permitted 0.43 1.00 0.25 1.00 0.94 0.92 Satd. Flow (perm) 780 1817 453 1808 1633 1494 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 76 707 22 11 353 22 11 38 5 38 54 92 RTOR Reduction (vph) 0100300400640 Lane Group Flow (vph) 76 728 0 11 372 0 0 50 0 0 120 0 Confl. Bikes (#/hr) 5522 Heavy Vehicles (%) 4% 4% 4% 4% 4% 4% 2% 2% 2% 2% 2% 2% Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Protected Phases 7 4 3 8 2 6 Permitted Phases 4826 Actuated Green, G (s) 30.2 26.3 24.2 23.3 9.0 9.0 Effective Green, g (s) 30.2 26.3 24.2 23.3 9.0 9.0 Actuated g/C Ratio 0.61 0.53 0.49 0.47 0.18 0.18 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 548 961 243 847 295 270 v/s Ratio Prot c0.01 c0.40 0.00 0.21 v/s Ratio Perm 0.07 0.02 0.03 c0.08 v/c Ratio 0.14 0.76 0.05 0.44 0.17 0.44 Uniform Delay, d1 4.3 9.2 7.3 8.8 17.2 18.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.1 3.5 0.1 0.4 0.3 1.2 Delay (s) 4.4 12.6 7.4 9.2 17.5 19.3 Level of Service AB AA B B Approach Delay (s) 11.9 9.1 17.5 19.3 Approach LOS BABB Intersection Summary HCM 2000 Control Delay 12.3 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.67 Actuated Cycle Length (s) 49.7 Sum of lost time (s) 13.5 Intersection Capacity Utilization 64.8% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group
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5-21 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline 11: Myra Rd & W Rose Street Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 85 265 60 150 295 95 25 295 105 55 355 90 Future Volume (vph) 85 265 60 150 295 95 25 295 105 55 355 90 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 0.98 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.96 1.00 0.97 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1752 3539 1563 1787 3539 1590 1805 3352 1752 3379 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 1752 3539 1563 1787 3539 1590 1805 3352 1752 3379 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 92 288 65 163 321 103 27 321 114 60 386 98 RTOR Reduction (vph) 0 0 51 0 0 75 0 50 0 0 31 0 Lane Group Flow (vph) 92 288 14 163 321 28 27 385 0 60 453 0 Confl. Peds. (#/hr) 1 1 1 1 Confl. Bikes (#/hr) 3 Heavy Vehicles (%) 3% 2% 2% 1% 2% 0% 0% 4% 2% 3% 4% 2% Turn Type Prot NA Perm Prot NA Perm Prot NA Prot NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 Actuated Green, G (s) 4.0 13.0 13.0 7.7 16.7 16.7 2.5 19.3 4.0 20.8 Effective Green, g (s) 4.0 13.0 13.0 7.7 16.7 16.7 2.5 19.3 4.0 20.8 Actuated g/C Ratio 0.06 0.21 0.21 0.12 0.27 0.27 0.04 0.31 0.06 0.34 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 113 742 327 221 953 428 72 1043 113 1133 v/s Ratio Prot 0.05 0.08 c0.09 c0.09 0.01 0.11 c0.03 c0.13 v/s Ratio Perm 0.01 0.02 v/c Ratio 0.81 0.39 0.04 0.74 0.34 0.06 0.38 0.37 0.53 0.40 Uniform Delay, d1 28.6 21.1 19.5 26.2 18.2 16.8 29.0 16.6 28.1 15.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 34.4 0.3 0.1 12.1 0.2 0.1 3.3 1.0 4.7 1.1 Delay (s) 63.0 21.4 19.6 38.3 18.4 16.9 32.3 17.6 32.8 16.9 Level of Service ECBDBBCB CB Approach Delay (s) 29.8 23.7 18.5 18.6 Approach LOS C C B B Intersection Summary HCM 2000 Control Delay 22.5 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.47 Actuated Cycle Length (s) 62.0 Sum of lost time (s) 18.0 Intersection Capacity Utilization 47.7% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group
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5-22 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline 12: Myra Rd & NE C Street/W Poplar St Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 95 140 30 160 345 55 40 320 130 45 400 160 Future Volume (vph) 95 140 30 160 345 55 40 320 130 45 400 160 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.97 1.00 0.98 1.00 0.96 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 1835 1787 1852 1805 3264 1719 3471 1583 Flt Permitted 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1770 1835 1787 1852 1805 3264 1719 3471 1583 Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Adj. Flow (vph) 102 151 32 172 371 59 43 344 140 48 430 172 RTOR Reduction (vph) 0 13 0090062000120 Lane Group Flow (vph) 102 170 0 172 421 0 43 422 0 48 430 52 Confl. Peds. (#/hr) 1 1 1 1 Heavy Vehicles (%) 2% 1% 0% 1% 0% 2% 0% 6% 3% 5% 4% 2% Turn Type Prot NA Prot NA Prot NA Prot NA Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 6 Actuated Green, G (s) 5.5 12.1 9.3 15.9 3.9 18.8 3.9 18.8 18.8 Effective Green, g (s) 5.5 12.1 9.3 15.9 3.9 18.8 3.9 18.8 18.8 Actuated g/C Ratio 0.09 0.19 0.15 0.26 0.06 0.30 0.06 0.30 0.30 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 156 357 267 474 113 988 107 1050 479 v/s Ratio Prot 0.06 0.09 c0.10 c0.23 0.02 c0.13 c0.03 0.12 v/s Ratio Perm 0.03 v/c Ratio 0.65 0.48 0.64 0.89 0.38 0.43 0.45 0.41 0.11 Uniform Delay, d1 27.4 22.2 24.8 22.2 27.9 17.3 28.1 17.2 15.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 9.5 1.0 5.2 18.0 2.1 1.4 3.0 1.2 0.5 Delay (s) 36.8 23.2 30.1 40.2 30.1 18.7 31.0 18.4 16.1 Level of Service DC CD CB CBB Approach Delay (s) 28.1 37.3 19.6 18.7 Approach LOS C D B B Intersection Summary HCM 2000 Control Delay 25.7 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.65 Actuated Cycle Length (s) 62.1 Sum of lost time (s) 18.0 Intersection Capacity Utilization 60.9% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group
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5-23 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline 13: Myra Rd & Dalles Military Rd Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 95 160 45 30 195 120 50 300 35 105 405 165 Future Volume (vph) 95 160 45 30 195 120 50 300 35 105 405 165 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Grade (%) 0% 0% 4% 3% Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 0.99 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.98 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1787 1900 1598 1804 1881 1481 1769 3261 1743 3419 1544 Flt Permitted 0.41 1.00 1.00 0.65 1.00 1.00 0.45 1.00 0.51 1.00 1.00 Satd. Flow (perm) 771 1900 1598 1234 1881 1481 838 3261 943 3419 1544 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 101 170 48 32 207 128 53 319 37 112 431 176 RTOR Reduction (vph) 0 0 30 0 0 89 0 11 0 0 0 97 Lane Group Flow (vph) 101 170 18 32 207 39 53 345 0 112 431 79 Confl. Peds. (#/hr) 1 1 Confl. Bikes (#/hr) 1 Heavy Vehicles (%) 1% 0% 0% 0% 1% 8% 0% 7% 5% 2% 4% 3% Turn Type pm+pt NA pm+ov pm+pt NA pm+ov pm+pt NA pm+pt NA pm+ov Protected Phases 74538152 167 Permitted Phases 4 4 8 8 2 6 6 Actuated Green, G (s) 26.1 19.6 24.4 17.1 14.6 19.4 26.2 21.4 26.2 21.4 28.9 Effective Green, g (s) 26.1 19.6 24.4 17.1 14.6 19.4 26.2 21.4 26.2 21.4 28.9 Actuated g/C Ratio 0.41 0.30 0.38 0.27 0.23 0.30 0.41 0.33 0.41 0.33 0.45 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 431 579 606 350 427 446 410 1085 443 1137 693 v/s Ratio Prot c0.03 0.09 0.00 0.00 c0.11 0.01 0.01 0.11 c0.02 c0.13 0.01 v/s Ratio Perm 0.07 0.01 0.02 0.02 0.04 0.08 0.04 v/c Ratio 0.23 0.29 0.03 0.09 0.48 0.09 0.13 0.32 0.25 0.38 0.11 Uniform Delay, d1 12.4 17.1 12.5 17.6 21.6 16.1 13.4 16.0 13.4 16.4 10.3 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.3 0.3 0.0 0.1 0.9 0.1 0.1 0.8 0.3 1.0 0.1 Delay (s) 12.7 17.3 12.5 17.8 22.5 16.2 13.5 16.8 13.7 17.3 10.3 Level of Service BBBBCBBB BBB Approach Delay (s) 15.1 19.9 16.4 15.1 Approach LOS BBBB Intersection Summary HCM 2000 Control Delay 16.3 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.38 Actuated Cycle Length (s) 64.3 Sum of lost time (s) 16.0 Intersection Capacity Utilization 44.1% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group
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5-24 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline 14: SR 125 & Myra Rd Walla Walla Transportation Plan
Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph) 190 675 940 180 150 300 Future Volume (vph) 190 675 940 180 150 300 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Grade (%) 0% 0% 2% Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 0.95 1.00 1.00 0.88 Frt 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1787 3574 3574 1599 1769 2786 Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1787 3574 3574 1599 1769 2786 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 200 711 989 189 158 316 RTOR Reduction (vph) 0 0 0 56 0 15 Lane Group Flow (vph) 200 711 989 133 158 301 Heavy Vehicles (%) 1% 1% 1% 1% 1% 1% Turn Type Prot NA NA Perm Prot pm+ov Protected Phases 7 4 8 1 7 Permitted Phases 8 1 Actuated Green, G (s) 30.9 68.6 33.7 33.7 13.4 44.3 Effective Green, g (s) 30.9 68.6 33.7 33.7 13.4 44.3 Actuated g/C Ratio 0.34 0.76 0.37 0.37 0.15 0.49 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 613 2724 1338 598 263 1495 v/s Ratio Prot c0.11 0.20 c0.28 c0.09 0.07 v/s Ratio Perm 0.08 0.04 v/c Ratio 0.33 0.26 0.74 0.22 0.60 0.20 Uniform Delay, d1 21.9 3.2 24.3 19.2 35.8 12.9 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.4 0.1 2.2 0.2 3.8 0.1 Delay (s) 23.3 3.2 26.5 19.4 39.6 12.9 Level of Service CACBDB Approach Delay (s) 7.6 25.4 21.8 Approach LOS AC C Intersection Summary HCM 2000 Control Delay 18.4 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.55 Actuated Cycle Length (s) 90.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 54.8% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group
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5-25 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM 2010 TWSC Future Baseline 15: N 9th Ave/N 9th Ct & W Pine Street Walla Walla Transportation Plan
Intersection Int Delay, s/veh 47.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 5 185 185 160 150 0 200 5 150 5 5 5 Future Vol, veh/h 5 185 185 160 150 0 200 5 150 5 5 5 Conflicting Peds, #/hr 0 0 7 7 0 0 1 0 1 1 0 1 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 014 370 604 000 Mvmt Flow 5 201 201 174 163 0 217 5 163 5 5 5
Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 163 0 0 409 0 0 837 831 310 909 931 164 Stage 1 ------320 320 - 511 511 - Stage 2 ------517 511 - 398 420 - Critical Hdwy 4.1 - - 4.13 - - 7.16 6.5 6.24 7.1 6.5 6.2 Critical Hdwy Stg 1 ------6.16 5.5 - 6.1 5.5 - Critical Hdwy Stg 2 ------6.16 5.5 - 6.1 5.5 - Follow-up Hdwy 2.2 - - 2.227 - - 3.554 4 3.336 3.5 4 3.3 Pot Cap-1 Maneuver 1428 - - 1144 - - 282 307 725 258 269 886 Stage 1 ------683 656 - 549 540 - Stage 2 ------534 540 - 632 593 - Platoon blocked, % -- -- Mov Cap-1 Maneuver 1427 - - 1143 - - 237 253 719 170 221 885 Mov Cap-2 Maneuver ------237 253 - 170 221 - Stage 1 ------675 648 - 546 450 - Stage 2 ------436 450 - 482 586 -
Approach EB WB NB SB HCM Control Delay, s 0.1 4.5 137.4 19.8 HCM LOS F C
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 331 1427 - - 1143 - - 260 HCM Lane V/C Ratio 1.166 0.004 - - 0.152 - - 0.063 HCM Control Delay (s) 137.4 7.5 0 - 8.7 0 - 19.8 HCM Lane LOS F A A - A A - C HCM 95th %tile Q(veh) 15.9 0 - - 0.5 - - 0.2
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5-26 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline 16: N 9th Ave & W Rose Street Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 105 290 235 75 315 40 195 475 75 40 375 130 Future Volume (vph) 105 290 235 75 315 40 195 475 75 40 375 130 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.98 1.00 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.98 1.00 0.96 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1752 1810 1615 1805 1845 1577 1805 3437 1805 1777 Flt Permitted 0.26 1.00 1.00 0.31 1.00 1.00 0.15 1.00 0.42 1.00 Satd. Flow (perm) 485 1810 1615 596 1845 1577 287 3437 801 1777 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 114 315 255 82 342 43 212 516 82 43 408 141 RTOR Reduction (vph) 0 0 199 0 0 34 0 16 0 0 17 0 Lane Group Flow (vph) 114 315 56 82 342 9 212 582 0 43 532 0 Confl. Peds. (#/hr) 2 2 6 6 Confl. Bikes (#/hr) 1 Heavy Vehicles (%) 3% 5% 0% 0% 3% 0% 0% 3% 0% 0% 2% 2% Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 8 2 6 Actuated Green, G (s) 20.9 15.2 15.2 20.5 15.0 15.0 34.7 26.5 26.1 22.2 Effective Green, g (s) 20.9 15.2 15.2 20.5 15.0 15.0 34.7 26.5 26.1 22.2 Actuated g/C Ratio 0.30 0.22 0.22 0.30 0.22 0.22 0.50 0.38 0.38 0.32 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 251 398 355 273 400 342 324 1318 359 570 v/s Ratio Prot c0.04 0.17 0.02 c0.19 c0.08 0.17 0.01 c0.30 v/s Ratio Perm 0.10 0.03 0.07 0.01 0.25 0.04 v/c Ratio 0.45 0.79 0.16 0.30 0.85 0.03 0.65 0.44 0.12 0.93 Uniform Delay, d1 18.6 25.5 21.8 18.3 26.0 21.3 13.3 15.8 13.7 22.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.3 10.3 0.2 0.6 16.2 0.0 4.7 1.1 0.2 24.4 Delay (s) 19.9 35.8 22.0 18.9 42.2 21.3 18.0 16.9 13.9 47.1 Level of Service BDCBDCBB BD Approach Delay (s) 28.0 36.2 17.2 44.7 Approach LOS C D B D Intersection Summary HCM 2000 Control Delay 29.9 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.81 Actuated Cycle Length (s) 69.1 Sum of lost time (s) 18.0 Intersection Capacity Utilization 76.0% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group
Synchro 9 Report 02/16/2018 Page 17
5-27 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline 17: N 9th Ave & Poplar St Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 75 215 165 275 265 60 120 760 145 65 925 80 Future Volume (vph) 75 215 165 275 265 60 120 760 145 65 925 80 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 0.95 1.00 0.95 Frpb, ped/bikes 1.00 0.99 1.00 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.93 1.00 0.97 1.00 0.98 1.00 0.99 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1797 3286 1769 3446 1805 3429 1769 3534 Flt Permitted 0.54 1.00 0.34 1.00 0.19 1.00 0.21 1.00 Satd. Flow (perm) 1022 3286 631 3446 364 3429 388 3534 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 82 234 179 299 288 65 130 826 158 71 1005 87 RTOR Reduction (vph) 0 146 0 0 30 0 0 21 0090 Lane Group Flow (vph) 82 267 0 299 323 0 130 963 0 71 1083 0 Confl. Peds. (#/hr) 14 1 1 14 2 2 Heavy Vehicles (%) 0% 3% 1% 2% 1% 3% 0% 3% 0% 2% 1% 0% Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4826 Actuated Green, G (s) 17.0 11.6 21.4 13.8 26.6 20.9 23.2 19.2 Effective Green, g (s) 17.0 11.6 21.4 13.8 26.6 20.9 23.2 19.2 Actuated g/C Ratio 0.27 0.19 0.34 0.22 0.43 0.34 0.37 0.31 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 347 613 356 765 288 1154 233 1092 v/s Ratio Prot 0.02 0.08 c0.10 0.09 c0.04 0.28 0.02 c0.31 v/s Ratio Perm 0.04 c0.19 0.15 0.09 v/c Ratio 0.24 0.44 0.84 0.42 0.45 0.83 0.30 0.99 Uniform Delay, d1 17.2 22.4 16.7 20.7 13.4 19.0 13.7 21.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.4 0.5 15.8 0.4 1.1 7.2 0.7 25.3 Delay (s) 17.5 22.9 32.5 21.1 14.5 26.2 14.4 46.7 Level of Service BC CC BC BD Approach Delay (s) 22.0 26.3 24.8 44.7 Approach LOS CCCD Intersection Summary HCM 2000 Control Delay 31.5 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.90 Actuated Cycle Length (s) 62.1 Sum of lost time (s) 18.0 Intersection Capacity Utilization 76.4% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group
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5-28 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline 18: 9th Ave/N 9th Ave & W Chestnut Street/Chestnut St Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 40 80 80 240 35 120 10 875 160 100 1155 25 Future Volume (vph) 40 80 80 240 35 120 10 875 160 100 1155 25 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.98 1.00 0.98 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.88 1.00 0.98 1.00 1.00 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1660 1800 1490 1693 1563 1710 3300 1676 3370 Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 1660 1800 1490 1693 1563 1710 3300 1676 3370 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 43 87 87 261 38 130 11 951 174 109 1255 27 RTOR Reduction (vph) 0 0 77 0 100 0 0 17 0020 Lane Group Flow (vph) 43 87 10 261 68 0 11 1108 0 109 1280 0 Confl. Peds. (#/hr) 10 2 2 10 6 3 3 6 Confl. Bikes (#/hr) 1 1 Heavy Vehicles (%) 3% 0% 1% 1% 0% 0% 0% 1% 0% 2% 1% 5% Turn Type Prot NA Perm Prot NA Prot NA Prot NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 Actuated Green, G (s) 4.0 7.7 7.7 11.9 15.6 1.2 23.5 5.5 27.8 Effective Green, g (s) 4.0 7.7 7.7 11.9 15.6 1.2 23.5 5.5 27.8 Actuated g/C Ratio 0.06 0.12 0.12 0.18 0.23 0.02 0.35 0.08 0.42 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 99 208 172 302 366 30 1164 138 1406 v/s Ratio Prot 0.03 c0.05 c0.15 0.04 0.01 0.34 c0.07 c0.38 v/s Ratio Perm 0.01 v/c Ratio 0.43 0.42 0.06 0.86 0.19 0.37 0.95 0.79 0.91 Uniform Delay, d1 30.2 27.4 26.2 26.6 20.4 32.3 21.0 30.0 18.2 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 3.0 1.4 0.1 21.7 0.2 7.4 17.0 25.2 10.4 Delay (s) 33.2 28.7 26.4 48.3 20.7 39.8 38.0 55.2 28.6 Level of Service CCCDC DD EC Approach Delay (s) 28.7 37.5 38.0 30.7 Approach LOS CDDC Intersection Summary HCM 2000 Control Delay 34.1 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.85 Actuated Cycle Length (s) 66.6 Sum of lost time (s) 18.0 Intersection Capacity Utilization 72.9% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group
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5-29 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline 19: SR 125/N 9th Ave & Dalles Military Road/Plaza Way Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 175 205 10 245 195 370 5 570 280 480 865 215 Future Volume (vph) 175 205 10 245 195 370 5 570 280 480 865 215 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1900 1900 1800 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.97 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 0.85 1.00 0.95 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.97 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1693 1769 1709 1500 1710 3398 1676 3539 1539 Flt Permitted 0.95 1.00 0.97 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1693 1769 1709 1500 1710 3398 1676 3539 1539 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 186 218 11 261 207 394 5 606 298 511 920 229 RTOR Reduction (vph) 0200030705800065 Lane Group Flow (vph) 186 227 0 0 468 87 5 846 0 511 920 164 Confl. Peds. (#/hr) 2 2 3 3 Heavy Vehicles (%) 1% 1% 0% 2% 3% 2% 0% 1% 1% 2% 2% 2% Turn Type Split NA Split NA Perm Prot NA Prot NA Perm Protected Phases 4 4 8 8 5 2 1 6 Permitted Phases 4 8 6 Actuated Green, G (s) 16.1 16.1 22.5 22.5 1.3 23.6 21.5 43.8 43.8 Effective Green, g (s) 16.1 16.1 22.5 22.5 1.3 23.6 21.5 43.8 43.8 Actuated g/C Ratio 0.16 0.16 0.22 0.22 0.01 0.23 0.21 0.43 0.43 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 268 280 378 331 21 788 354 1524 662 v/s Ratio Prot 0.11 c0.13 c0.27 0.00 c0.25 c0.30 0.26 v/s Ratio Perm 0.06 0.11 v/c Ratio 0.69 0.81 1.24 0.26 0.24 1.07 1.44 0.60 0.25 Uniform Delay, d1 40.5 41.3 39.6 32.7 49.7 39.0 40.1 22.3 18.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 7.6 16.2 127.9 0.4 5.8 53.9 214.9 1.8 0.9 Delay (s) 48.0 57.5 167.5 33.2 55.5 92.9 255.0 24.1 19.3 Level of Service DE FCEF FCB Approach Delay (s) 53.3 106.1 92.7 94.5 Approach LOS D F F F Intersection Summary HCM 2000 Control Delay 92.2 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 1.16 Actuated Cycle Length (s) 101.7 Sum of lost time (s) 18.0 Intersection Capacity Utilization 105.2% ICU Level of Service G Analysis Period (min) 15 c Critical Lane Group
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5-30 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline 20: Plaza Way & W Tietan St Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 120 110 5 155 95 325 10 310 145 335 435 130 Future Volume (vph) 120 110 5 155 95 325 10 310 145 335 435 130 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 0.99 1.00 0.99 1.00 1.00 0.97 Flpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 0.88 1.00 0.95 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1786 1851 1777 1654 1805 3352 1787 1881 1543 Flt Permitted 0.31 1.00 0.68 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (perm) 578 1851 1268 1654 1805 3352 1787 1881 1543 Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Adj. Flow (vph) 129 118 5 167 102 349 11 333 156 360 468 140 RTOR Reduction (vph) 0300228008300055 Lane Group Flow (vph) 129 120 0 167 223 0 11 406 0 360 468 85 Confl. Peds. (#/hr) 2 4 4 2 3 10 10 3 Confl. Bikes (#/hr) 1 Heavy Vehicles (%) 1% 2% 0% 1% 2% 0% 0% 2% 0% 1% 1% 2% Turn Type Perm NA Perm NA Prot NA Prot NA Perm Protected Phases 4 8 5 2 1 6 Permitted Phases 4 8 6 Actuated Green, G (s) 13.0 13.0 13.0 13.0 1.3 21.8 10.6 31.1 31.1 Effective Green, g (s) 13.0 13.0 13.0 13.0 1.3 21.8 10.6 31.1 31.1 Actuated g/C Ratio 0.22 0.22 0.22 0.22 0.02 0.37 0.18 0.53 0.53 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 127 408 279 365 39 1240 321 993 814 v/s Ratio Prot 0.06 0.13 0.01 0.12 c0.20 c0.25 v/s Ratio Perm c0.22 0.13 0.06 v/c Ratio 1.02 0.29 0.60 0.61 0.28 0.33 1.12 0.47 0.10 Uniform Delay, d1 22.9 19.1 20.6 20.7 28.3 13.3 24.1 8.7 6.9 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 84.1 0.4 3.4 3.0 3.9 0.7 87.1 1.6 0.3 Delay (s) 107.1 19.5 24.0 23.7 32.3 14.0 111.3 10.3 7.2 Level of Service FB CC CB FBA Approach Delay (s) 64.3 23.8 14.4 47.4 Approach LOS E C B D Intersection Summary HCM 2000 Control Delay 35.9 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.80 Actuated Cycle Length (s) 58.9 Sum of lost time (s) 13.5 Intersection Capacity Utilization 80.4% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group
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5-31 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM 2010 TWSC Future Baseline 21: Howard St/Howard Street & Chestnut St/Chestut St Walla Walla Transportation Plan
Intersection Int Delay, s/veh 174.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 110 125 220 5 55 15 140 300 20 10 305 100 Future Vol, veh/h 110 125 220 5 55 15 140 300 20 10 305 100 Conflicting Peds, #/hr 0 0 1 1 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 001 020 000 000 Mvmt Flow 120 136 239 5 60 16 152 326 22 11 332 109
Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1087 1060 387 1237 1103 337 440 0 0 348 0 0 Stage 1 408 408 - 641 641 ------Stage 2 679 652 - 596 462 ------Critical Hdwy 7.1 6.5 6.21 7.1 6.52 6.2 4.1 - - 4.1 - - Critical Hdwy Stg 1 6.1 5.5 - 6.1 5.52 ------Critical Hdwy Stg 2 6.1 5.5 - 6.1 5.52 ------Follow-up Hdwy 3.5 4 3.309 3.5 4.018 3.3 2.2 - - 2.2 - - Pot Cap-1 Maneuver 195 226 663 154 211 710 1131 - - 1222 - - Stage 1 624 600 - 466 469 ------Stage 2 445 467 - 494 565 ------Platoon blocked, % -- -- Mov Cap-1 Maneuver 122 186 662 35 174 710 1130 - - 1222 - - Mov Cap-2 Maneuver 122 186 - 35 174 ------Stage 1 520 593 - 388 391 ------Stage 2 307 389 - 240 558 ------
Approach EB WB NB SB HCM Control Delay, s $ 528.8 50.9 2.6 0.2 HCM LOS F F
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1130 - - 239 156 1222 - - HCM Lane V/C Ratio 0.135 - - 2.069 0.523 0.009 - - HCM Control Delay (s) 8.7 0 -$ 528.8 50.9 8 0 - HCM Lane LOS A A - F F A A - HCM 95th %tile Q(veh) 0.5 - - 37 2.6 0 - - Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
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5-32 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM 2010 AWSC Future Baseline 22: Cottonwood Rd/Howard St & Prospect Ave/Reser Rd Walla Walla Transportation Plan
Intersection Intersection Delay, s/veh 17.7 Intersection LOS C
Movement EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR Lane Configurations Traffic Vol, veh/h 0 50 135 30 0 65 130 50 0 15 105 50 Future Vol, veh/h 0 50 135 30 0 65 130 50 0 15 105 50 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles, % 200020132800 Mvmt Flow 0 54 147 33 0 71 141 54 0 16 114 54 Number of Lanes 001000100010 Approach EB WB NB Opposing Approach WB EB SB Opposing Lanes 1 1 1 Conflicting Approach Left SB NB EB Conflicting Lanes Left 1 1 1 Conflicting Approach Right NB SB WB Conflicting Lanes Right 1 1 1 HCM Control Delay 14.1 14.9 12.7 HCM LOS B B B
Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, % 9% 23% 27% 22% Vol Thru, % 62% 63% 53% 58% Vol Right, % 29% 14% 20% 20% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 170 215 245 415 LT Vol 15 50 65 90 Through Vol 105 135 130 240 RT Vol 50 30 50 85 Lane Flow Rate 185 234 266 451 Geometry Grp 1111 Degree of Util (X) 0.331 0.418 0.468 0.732 Departure Headway (Hd) 6.445 6.433 6.327 5.838 Convergence, Y/N Yes Yes Yes Yes Cap 556 559 567 618 Service Time 4.508 4.494 4.384 3.886 HCM Lane V/C Ratio 0.333 0.419 0.469 0.73 HCM Control Delay 12.7 14.1 14.9 23.3 HCM Lane LOS BBBC HCM 95th-tile Q 1.4 2.1 2.5 6.3
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5-33 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM 2010 AWSC Future Baseline 22: Cottonwood Rd/Howard St & Prospect Ave/Reser Rd Walla Walla Transportation Plan
Intersection Intersection Delay, s/veh Intersection LOS
Movement SBU SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 90 240 85 Future Vol, veh/h 0 90 240 85 Peak Hour Factor 0.92 0.92 0.92 0.92 Heavy Vehicles, % 2001 Mvmt Flow 0 98 261 92 Number of Lanes 0010 Approach SB Opposing Approach NB Opposing Lanes 1 Conflicting Approach Left WB Conflicting Lanes Left 1 Conflicting Approach Right EB Conflicting Lanes Right 1 HCM Control Delay 23.3 HCM LOS C
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5-34 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM 2010 AWSC Future Baseline 23: 3rd Ave & Prospect Ave Walla Walla Transportation Plan
Intersection Intersection Delay, s/veh 9.9 Intersection LOS A
Movement EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 55 175 15 0 10 155 40 0 15 35 10 0 30 55 85 Future Vol, veh/h 0 55 175 15 0 10 155 40 0 15 35 10 0 30 55 85 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles, % 2 000201320002000 Mvmt Flow 0 60 190 16 0 11 168 43 0 16 38 11 0 33 60 92 Number of Lanes 0 010001000100010 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 10.5 9.8 8.9 9.6 HCM LOS B A A A
Lane NBLn1 EBLn1WBLn1 SBLn1 Vol Left, % 25% 22% 5% 18% Vol Thru, % 58% 71% 76% 32% Vol Right, % 17% 6% 20% 50% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 60 245 205 170 LT Vol 15 55 10 30 Through Vol 35 175 155 55 RT Vol 10 15 40 85 Lane Flow Rate 65 266 223 185 Geometry Grp 1111 Degree of Util (X) 0.095 0.355 0.293 0.25 Departure Headway (Hd) 5.257 4.794 4.737 4.869 Convergence, Y/N Yes Yes Yes Yes Cap 674 743 751 730 Service Time 3.351 2.863 2.809 2.946 HCM Lane V/C Ratio 0.096 0.358 0.297 0.253 HCM Control Delay 8.9 10.5 9.8 9.6 HCM Lane LOS ABAA HCM 95th-tile Q 0.3 1.6 1.2 1
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5-35 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM 2010 AWSC Future Baseline 24: Plaza Way & Taumarson Rd Walla Walla Transportation Plan
Intersection Intersection Delay, s/veh11.7 Intersection LOS B
Movement EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 50 100 10 0 85 120 45 0 20 80 90 0 65 145 65 Future Vol, veh/h 0 50 100 10 0 85 120 45 0 20 80 90 0 65 145 65 Peak Hour Factor 0.92 0.95 0.95 0.95 0.92 0.95 0.95 0.95 0.92 0.95 0.95 0.95 0.92 0.95 0.95 0.95 Heavy Vehicles, % 2 010211020502040 Mvmt Flow 0 53 105 11 0 89 126 47 0 21 84 95 0 68 153 68 Number of Lanes 0 010001000100010 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 10.9 12.2 10.7 12.4 HCM LOS B B B B
Lane NBLn1 EBLn1WBLn1 SBLn1 Vol Left, % 11% 31% 34% 24% Vol Thru, % 42% 62% 48% 53% Vol Right, % 47% 6% 18% 24% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 190 160 250 275 LT Vol 20 50 85 65 Through Vol 80 100 120 145 RT Vol 90 10 45 65 Lane Flow Rate 200 168 263 289 Geometry Grp 1111 Degree of Util (X) 0.297 0.267 0.402 0.431 Departure Headway (Hd) 5.342 5.714 5.501 5.354 Convergence, Y/N Yes Yes Yes Yes Cap 670 627 653 672 Service Time 3.399 3.776 3.555 3.406 HCM Lane V/C Ratio 0.299 0.268 0.403 0.43 HCM Control Delay 10.7 10.9 12.2 12.4 HCM Lane LOS BBBB HCM 95th-tile Q 1.2 1.1 1.9 2.2
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5-36 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM 2010 TWSC 1: 3rd Ave & Tietan St 2/22/2018
Intersection Int Delay, s/veh 14.1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Vol, veh/h 30 440 50 100 440 100 70 5 60 5 60 50 Future Vol, veh/h 30 440 50 100 440 100 70 5 60 5 60 50 Conflicting Peds, #/hr 1 0 0 0 0 1 2 0 0 0 0 2 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - 50 - - 50 75 - - 75 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94 Heavy Vehicles, % 8 1 5 2 2 0 0 0 6 0 0 0 Mvmt Flow 32 468 53 106 468 106 74 5 64 5 64 53
Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 470 0 0 470 0 0 1275 1217 471 1251 1217 471 Stage 1 ------534 534 - 683 683 - Stage 2 ------741 683 - 568 534 - Critical Hdwy 4.18 - - 4.12 - - 7.1 6.5 6.26 7.1 6.5 6.2 Critical Hdwy Stg 1 ------6.1 5.5 - 6.1 5.5 - Critical Hdwy Stg 2 ------6.1 5.5 - 6.1 5.5 - Follow-up Hdwy 2.272 - - 2.218 - - 3.5 4 3.354 3.5 4 3.3 Pot Cap-1 Maneuver 1061 - - 1092 - - 145 182 585 151 182 597 Stage 1 ------534 528 - 442 452 - Stage 2 ------411 452 - 511 528 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1060 - - 1091 - - 76 148 583 112 148 595 Mov Cap-2 Maneuver ------76 148 - 112 148 - Stage 1 ------510 504 - 422 386 - Stage 2 ------267 386 - 430 504 -
Approach EB WB NB SB HCM Control Delay, s 0.5 1.4 106.5 37.2 HCM LOS F E
Minor Lane/Major Mvmt NBLn1 NBLn2 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 76 475 1060 - - 1091 - - 112 225 HCM Lane V/C Ratio 0.98 0.146 0.03 - - 0.098 - - 0.047 0.52 HCM Control Delay (s) 192.4 13.9 8.5 0 - 8.7 0 - 38.7 37.1 HCM Lane LOS F B A A - A A - E E HCM 95th %tile Q(veh) 5.2 0.5 0.1 - - 0.3 - - 0.1 2.7
Walla Walla TP 11/29/2017 Alternative Synchro 9 Report DKS Associates Page 1
5-37 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis
PART D: Alternative 2 HCM Analysis
5-38 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM 2010 AWSC Future Baseline EIS Alternative 2 1: Howard St & 2nd Ave/Abbott Rd Walla Walla Transportation Plan
Intersection Intersection Delay, s/veh 12.2 Intersection LOS B
Movement EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR Lane Configurations Traffic Vol, veh/h 0 10 90 275 0 30 60 30 0 85 85 10 Future Vol, veh/h 0 10 90 275 0 30 60 30 0 85 85 10 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles, % 204120002100 Mvmt Flow 0 11 98 299 0 33 65 33 0 92 92 11 Number of Lanes 001000110010 Approach EB WB NB Opposing Approach WB EB SB Opposing Lanes 2 1 1 Conflicting Approach Left SB NB EB Conflicting Lanes Left 1 1 1 Conflicting Approach Right NB SB WB Conflicting Lanes Right 1 1 2 HCM Control Delay 13.9 9.9 11.4 HCM LOS B A B
Lane NBLn1 EBLn1 WBLn1 WBLn2 SBLn1 Vol Left, % 47% 3% 33% 0% 6% Vol Thru, % 47% 24% 67% 0% 86% Vol Right, % 6% 73% 0% 100% 9% Sign Control Stop Stop Stop Stop Stop Traffic Vol by Lane 180 375 90 30 175 LT Vol 85 10 30 0 10 Through Vol 85 90 60 0 150 RT Vol 10 275 0 30 15 Lane Flow Rate 196 408 98 33 190 Geometry Grp 25772 Degree of Util (X) 0.311 0.555 0.171 0.049 0.297 Departure Headway (Hd) 5.725 4.906 6.307 5.426 5.623 Convergence, Y/N Yes Yes Yes Yes Yes Cap 626 734 567 658 637 Service Time 3.771 2.946 4.06 3.178 3.67 HCM Lane V/C Ratio 0.313 0.556 0.173 0.05 0.298 HCM Control Delay 11.4 13.9 10.4 8.5 11 HCM Lane LOS BBBAB HCM 95th-tile Q 1.3 3.4 0.6 0.2 1.2
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5-39 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM 2010 AWSC Future Baseline EIS Alternative 2 1: Howard St & 2nd Ave/Abbott Rd Walla Walla Transportation Plan
Intersection Intersection Delay, s/veh Intersection LOS
Movement SBU SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 10 150 15 Future Vol, veh/h 0 10 150 15 Peak Hour Factor 0.92 0.92 0.92 0.92 Heavy Vehicles, % 2010 Mvmt Flow 0 11 163 16 Number of Lanes 0010 Approach SB Opposing Approach NB Opposing Lanes 1 Conflicting Approach Left WB Conflicting Lanes Left 2 Conflicting Approach Right EB Conflicting Lanes Right 1 HCM Control Delay 11 HCM LOS B
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5-40 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline EIS Alternative 2 2: 2nd Ave & Tietan Street Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 55 320 70 100 460 75 65 205 30 50 325 70 Future Volume (vph) 55 320 70 100 460 75 65 205 30 50 325 70 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 0.99 1.00 0.99 1.00 1.00 1.00 0.99 Flpb, ped/bikes 0.99 1.00 1.00 1.00 0.99 1.00 1.00 1.00 Frt 1.00 0.97 1.00 0.98 1.00 0.98 1.00 0.97 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1794 1795 1800 1828 1796 1841 1800 1840 Flt Permitted 0.23 1.00 0.40 1.00 0.40 1.00 0.60 1.00 Satd. Flow (perm) 426 1795 750 1828 765 1841 1134 1840 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 60 348 76 109 500 82 71 223 33 54 353 76 RTOR Reduction (vph) 0 17 0 0 13 0 0 10 0 0 15 0 Lane Group Flow (vph) 60 407 0 109 569 0 71 246 0 54 414 0 Confl. Peds. (#/hr) 14 4 4 14 8 3 3 8 Confl. Bikes (#/hr) 3 4 Heavy Vehicles (%) 0% 3% 0% 0% 1% 2% 0% 1% 0% 0% 0% 0% Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4826 Permitted Phases 4826 Actuated Green, G (s) 18.6 18.6 18.6 18.6 19.6 19.6 19.6 19.6 Effective Green, g (s) 18.6 18.6 18.6 18.6 19.6 19.6 19.6 19.6 Actuated g/C Ratio 0.39 0.39 0.39 0.39 0.42 0.42 0.42 0.42 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 167 707 295 720 317 764 470 764 v/s Ratio Prot 0.23 c0.31 0.13 c0.23 v/s Ratio Perm 0.14 0.15 0.09 0.05 v/c Ratio 0.36 0.58 0.37 0.79 0.22 0.32 0.11 0.54 Uniform Delay, d1 10.1 11.2 10.1 12.6 8.9 9.3 8.5 10.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.3 1.1 0.8 5.9 1.6 1.1 0.5 2.8 Delay (s) 11.4 12.3 10.9 18.5 10.5 10.4 9.0 13.2 Level of Service BB BB BB AB Approach Delay (s) 12.2 17.3 10.5 12.7 Approach LOS BBBB Intersection Summary HCM 2000 Control Delay 13.8 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.66 Actuated Cycle Length (s) 47.2 Sum of lost time (s) 9.0 Intersection Capacity Utilization 73.8% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group
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5-41 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline EIS Alternative 2 3: 2nd Street & Alder Street Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 25 110 55 50 165 80 20 360 40 35 475 30 Future Volume (vph) 25 110 55 50 165 80 20 360 40 35 475 30 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.4 4.4 4.4 4.4 4.4 4.4 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 0.99 0.98 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 0.99 1.00 0.99 1.00 Frt 0.96 0.96 1.00 0.99 1.00 0.99 Flt Protected 0.99 0.99 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1657 1672 1481 1719 1641 1745 Flt Permitted 0.91 0.91 0.39 1.00 0.46 1.00 Satd. Flow (perm) 1525 1528 600 1719 800 1745 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 27 120 60 54 179 87 22 391 43 38 516 33 RTOR Reduction (vph) 0 20 0 0 19 0040030 Lane Group Flow (vph) 0 187 0 0 301 0 22 430 0 38 546 0 Confl. Peds. (#/hr) 20 7 7 20 17 12 12 17 Confl. Bikes (#/hr) 2112 Heavy Vehicles (%) 0% 3% 2% 0% 1% 1% 14% 3% 0% 3% 2% 0% Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 8462 Permitted Phases 8462 Actuated Green, G (s) 20.0 20.0 51.2 51.2 51.2 51.2 Effective Green, g (s) 20.0 20.0 51.2 51.2 51.2 51.2 Actuated g/C Ratio 0.25 0.25 0.64 0.64 0.64 0.64 Clearance Time (s) 4.4 4.4 4.4 4.4 4.4 4.4 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 381 382 384 1100 512 1116 v/s Ratio Prot 0.25 c0.31 v/s Ratio Perm 0.12 c0.20 0.04 0.05 v/c Ratio 0.49 0.79 0.06 0.39 0.07 0.49 Uniform Delay, d1 25.6 28.0 5.4 6.9 5.4 7.6 Progression Factor 0.84 0.71 0.43 0.70 0.79 0.62 Incremental Delay, d2 1.0 10.2 0.3 1.0 0.3 1.4 Delay (s) 22.6 30.1 2.6 5.8 4.5 6.1 Level of Service C C AA AA Approach Delay (s) 22.6 30.1 5.7 6.0 Approach LOS C C A A Intersection Summary HCM 2000 Control Delay 13.0 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.57 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 8.8 Intersection Capacity Utilization 63.6% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group
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5-42 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline EIS Alternative 2 4: 2nd Street & Main St Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 30 155 50 45 155 65 30 390 45 70 445 35 Future Volume (vph) 30 155 50 45 155 65 30 390 45 70 445 35 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.4 4.4 4.4 4.4 4.4 4.4 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 0.97 0.96 1.00 0.99 1.00 1.00 Flpb, ped/bikes 0.99 0.99 0.99 1.00 0.96 1.00 Frt 0.97 0.97 1.00 0.98 1.00 0.99 Flt Protected 0.99 0.99 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1667 1614 1685 1720 1604 1735 Flt Permitted 0.92 0.88 0.40 1.00 0.44 1.00 Satd. Flow (perm) 1536 1428 716 1720 737 1735 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 33 168 54 49 168 71 33 424 49 76 484 38 RTOR Reduction (vph) 0 15 0 0 18 0040030 Lane Group Flow (vph) 0 240 0 0 270 0 33 469 0 76 519 0 Confl. Peds. (#/hr) 66 44 44 66 18 47 47 18 Confl. Bikes (#/hr) 3 1 4 Heavy Vehicles (%) 0% 1% 0% 0% 2% 2% 0% 2% 0% 2% 2% 4% Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 8462 Permitted Phases 8462 Actuated Green, G (s) 19.8 19.8 51.4 51.4 51.4 51.4 Effective Green, g (s) 19.8 19.8 51.4 51.4 51.4 51.4 Actuated g/C Ratio 0.25 0.25 0.64 0.64 0.64 0.64 Clearance Time (s) 4.4 4.4 4.4 4.4 4.4 4.4 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 380 353 460 1105 473 1114 v/s Ratio Prot 0.27 c0.30 v/s Ratio Perm 0.16 c0.19 0.05 0.10 v/c Ratio 0.63 0.76 0.07 0.42 0.16 0.47 Uniform Delay, d1 26.8 27.9 5.4 7.0 5.7 7.3 Progression Factor 1.00 1.00 0.53 0.45 0.50 0.40 Incremental Delay, d2 3.4 9.5 0.3 1.1 0.6 1.1 Delay (s) 30.2 37.4 3.1 4.3 3.4 4.0 Level of Service C D AA AA Approach Delay (s) 30.2 37.4 4.2 4.0 Approach LOS C D A A Intersection Summary HCM 2000 Control Delay 14.0 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.55 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 8.8 Intersection Capacity Utilization 70.2% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group
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5-43 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline EIS Alternative 2 5: 2nd Street & Rose St Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 110 315 75 65 290 60 65 365 55 60 410 80 Future Volume (vph) 110 315 75 65 290 60 65 365 55 60 410 80 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Lane Width 11 10 10 11 12 12 11 12 12 11 12 12 Total Lost time (s) 4.4 4.4 4.4 4.4 4.4 4.4 4.4 4.4 4.4 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 0.95 1.00 0.99 1.00 0.99 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 1.00 Frt 1.00 1.00 0.85 1.00 0.97 1.00 0.98 1.00 0.98 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1616 1663 1361 1616 1695 1649 1703 1644 1721 Flt Permitted 0.23 1.00 1.00 0.29 1.00 0.23 1.00 0.31 1.00 Satd. Flow (perm) 385 1663 1361 491 1695 401 1703 540 1721 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 120 342 82 71 315 65 71 397 60 65 446 87 RTOR Reduction (vph) 0 0 61 0 10 0060080 Lane Group Flow (vph) 120 342 21 71 370 0 71 451 0 65 525 0 Confl. Peds. (#/hr) 15 11 11 15 23 25 25 23 Confl. Bikes (#/hr) 1 1 Heavy Vehicles (%) 2% 1% 0% 2% 3% 0% 0% 3% 0% 0% 1% 0% Turn Type pm+pt NA Perm pm+pt NA pm+pt NA pm+pt NA Protected Phases 3 8 7 4 1 6 5 2 Permitted Phases 8 8 4 6 2 Actuated Green, G (s) 25.4 20.1 20.1 25.4 20.1 37.1 31.8 36.9 31.7 Effective Green, g (s) 25.4 20.1 20.1 25.4 20.1 37.1 31.8 36.9 31.7 Actuated g/C Ratio 0.32 0.25 0.25 0.32 0.25 0.46 0.40 0.46 0.40 Clearance Time (s) 4.4 4.4 4.4 4.4 4.4 4.4 4.4 4.4 4.4 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 203 417 341 230 425 268 676 320 681 v/s Ratio Prot c0.04 0.21 0.02 c0.22 c0.02 0.26 0.01 c0.31 v/s Ratio Perm 0.15 0.02 0.08 0.11 0.08 v/c Ratio 0.59 0.82 0.06 0.31 0.87 0.26 0.67 0.20 0.77 Uniform Delay, d1 21.1 28.2 22.8 20.1 28.7 13.8 19.8 13.0 21.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 0.78 0.69 1.00 1.00 Incremental Delay, d2 4.6 12.2 0.1 0.8 17.4 0.5 4.7 0.3 8.2 Delay (s) 25.7 40.4 22.8 20.9 46.2 11.3 18.3 13.4 29.2 Level of Service CDCCD BB BC Approach Delay (s) 34.5 42.2 17.3 27.5 Approach LOS C D B C Intersection Summary HCM 2000 Control Delay 29.9 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.74 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 17.6 Intersection Capacity Utilization 73.7% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group
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5-44 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline EIS Alternative 2 6: 2nd Street & Pine St Walla Walla Transportation Plan
Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (vph) 195 135 90 490 460 95 Future Volume (vph) 195 135 90 490 460 95 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.4 4.4 4.4 4.4 Lane Util. Factor 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 Frt 0.94 1.00 1.00 0.98 Flt Protected 0.97 0.95 1.00 1.00 Satd. Flow (prot) 1629 1660 1765 1717 Flt Permitted 0.97 0.30 1.00 1.00 Satd. Flow (perm) 1629 517 1765 1717 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 212 147 98 533 500 103 RTOR Reduction (vph) 36 0 0 0 12 0 Lane Group Flow (vph) 323 0 98 533 591 0 Confl. Bikes (#/hr) 1 Heavy Vehicles (%) 1% 2% 3% 2% 1% 7% Turn Type Prot Perm NA NA Protected Phases 8 6 2 Permitted Phases 6 Actuated Green, G (s) 14.7 23.1 23.1 23.1 Effective Green, g (s) 14.7 23.1 23.1 23.1 Actuated g/C Ratio 0.32 0.50 0.50 0.50 Clearance Time (s) 4.4 4.4 4.4 4.4 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 513 256 874 851 v/s Ratio Prot c0.20 0.30 c0.34 v/s Ratio Perm 0.19 v/c Ratio 0.63 0.38 0.61 0.69 Uniform Delay, d1 13.6 7.3 8.5 9.0 Progression Factor 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.5 1.0 1.2 2.5 Delay (s) 16.2 8.3 9.7 11.5 Level of Service B AAB Approach Delay (s) 16.2 9.5 11.5 Approach LOS B AB Intersection Summary HCM 2000 Control Delay 11.8 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.67 Actuated Cycle Length (s) 46.6 Sum of lost time (s) 8.8 Intersection Capacity Utilization 71.1% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group
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5-45 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline EIS Alternative 2 7: E Isaacs Avenue & N Clinton Street Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 45 410 30 35 275 20 15 100 35 25 115 35 Future Volume (vph) 45 410 30 35 275 20 15 100 35 25 115 35 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 3.0 4.0 3.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.99 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 0.99 0.97 0.97 Flt Protected 0.95 1.00 0.95 1.00 1.00 0.99 Satd. Flow (prot) 1803 1845 1805 1845 1821 1826 Flt Permitted 0.48 1.00 0.34 1.00 0.97 0.95 Satd. Flow (perm) 908 1845 644 1845 1771 1745 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 49 446 33 38 299 22 16 109 38 27 125 38 RTOR Reduction (vph) 03003001400120 Lane Group Flow (vph) 49 476 0 38 318 0 0 149 0 0 178 0 Confl. Peds. (#/hr) 2 1 1 2 4 1 1 4 Confl. Bikes (#/hr) 1 Heavy Vehicles (%) 0% 1% 0% 0% 1% 0% 0% 0% 0% 0% 0% 0% Bus Blockages (#/hr) 020020000000 Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Protected Phases 7 4 3 8 2 6 Permitted Phases 4826 Actuated Green, G (s) 40.1 36.0 39.9 35.9 24.0 24.0 Effective Green, g (s) 40.1 36.0 39.9 35.9 24.0 24.0 Actuated g/C Ratio 0.53 0.48 0.53 0.48 0.32 0.32 Clearance Time (s) 4.0 3.0 4.0 3.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 534 885 404 883 566 558 v/s Ratio Prot c0.01 c0.26 0.01 0.17 v/s Ratio Perm 0.04 0.04 0.08 c0.10 v/c Ratio 0.09 0.54 0.09 0.36 0.26 0.32 Uniform Delay, d1 8.6 13.7 9.2 12.3 18.9 19.3 Progression Factor 1.00 1.00 0.58 0.91 1.00 1.00 Incremental Delay, d2 0.1 2.3 0.1 1.1 1.1 1.5 Delay (s) 8.6 16.0 5.5 12.3 20.1 20.8 Level of Service AB AB C C Approach Delay (s) 15.3 11.6 20.1 20.8 Approach LOS B B C C Intersection Summary HCM 2000 Control Delay 15.7 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.43 Actuated Cycle Length (s) 75.0 Sum of lost time (s) 11.0 Intersection Capacity Utilization 55.9% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group
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5-46 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline EIS Alternative 2 8: E Isaacs Avenue & N Roosevelt Street Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 35 400 50 145 310 30 45 85 165 25 85 40 Future Volume (vph) 35 400 50 145 310 30 45 85 165 25 85 40 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.98 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.98 1.00 0.99 1.00 0.90 1.00 0.95 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1803 1833 1787 1854 1805 1673 1801 1785 Flt Permitted 0.51 1.00 0.30 1.00 0.66 1.00 0.44 1.00 Satd. Flow (perm) 969 1833 560 1854 1251 1673 825 1785 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 38 435 54 158 337 33 49 92 179 27 92 43 RTOR Reduction (vph) 06004009400220 Lane Group Flow (vph) 38 483 0 158 366 0 49 177 0 27 113 0 Confl. Peds. (#/hr) 2 1 1 2 2 2 Confl. Bikes (#/hr) 1 Heavy Vehicles (%) 0% 1% 0% 1% 1% 0% 0% 0% 1% 0% 2% 0% Bus Blockages (#/hr) 020000000000 Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Protected Phases 7 4 3 8 2 6 Permitted Phases 4826 Actuated Green, G (s) 38.4 34.5 45.6 38.1 21.0 21.0 21.0 21.0 Effective Green, g (s) 38.4 34.5 45.6 38.1 21.0 21.0 21.0 21.0 Actuated g/C Ratio 0.51 0.46 0.61 0.51 0.28 0.28 0.28 0.28 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 539 843 463 941 350 468 231 499 v/s Ratio Prot 0.00 c0.26 c0.03 0.20 c0.11 0.06 v/s Ratio Perm 0.03 0.17 0.04 0.03 v/c Ratio 0.07 0.57 0.34 0.39 0.14 0.38 0.12 0.23 Uniform Delay, d1 9.1 14.8 8.1 11.3 20.2 21.7 20.1 20.8 Progression Factor 0.57 0.56 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.1 2.7 0.4 1.2 0.8 2.3 1.0 1.0 Delay (s) 5.3 11.0 8.5 12.5 21.1 24.1 21.1 21.8 Level of Service AB AB CC CC Approach Delay (s) 10.6 11.3 23.6 21.7 Approach LOS B B C C Intersection Summary HCM 2000 Control Delay 14.7 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.48 Actuated Cycle Length (s) 75.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 66.3% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group
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5-47 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline EIS Alternative 2 9: S Park St & Alder Street Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 35 495 85 20 365 25 75 80 65 35 125 30 Future Volume (vph) 35 495 85 20 365 25 75 80 65 35 125 30 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 0.97 1.00 1.00 0.97 1.00 0.96 Flpb, ped/bikes 0.99 1.00 1.00 1.00 0.99 1.00 1.00 1.00 Frt 1.00 1.00 0.85 0.99 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.98 1.00 0.99 1.00 Satd. Flow (prot) 1795 3574 1569 3499 1843 1565 1876 1550 Flt Permitted 0.49 1.00 1.00 0.91 0.81 1.00 0.92 1.00 Satd. Flow (perm) 933 3574 1569 3208 1523 1565 1746 1550 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 38 538 92 22 397 27 82 87 71 38 136 33 RTOR Reduction (vph) 0 0 63 0 12 0 0 0 39 0 0 18 Lane Group Flow (vph) 38 538 29 0 434 0 0 169 32 0 174 15 Confl. Peds. (#/hr) 9 7 7 9 15 10 10 15 Confl. Bikes (#/hr) 1 1 5 Heavy Vehicles (%) 0% 1% 0% 0% 2% 0% 0% 0% 0% 0% 0% 0% Turn Type Perm NA Perm Perm NA Perm NA Perm Perm NA Perm Protected Phases 4826 Permitted Phases 4 4 8 2 2 6 6 Actuated Green, G (s) 12.6 12.6 12.6 12.6 18.1 18.1 18.1 18.1 Effective Green, g (s) 12.6 12.6 12.6 12.6 18.1 18.1 18.1 18.1 Actuated g/C Ratio 0.32 0.32 0.32 0.32 0.46 0.46 0.46 0.46 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 296 1134 497 1018 694 713 796 706 v/s Ratio Prot c0.15 v/s Ratio Perm 0.04 0.02 0.14 c0.11 0.02 0.10 0.01 v/c Ratio 0.13 0.47 0.06 0.43 0.24 0.05 0.22 0.02 Uniform Delay, d1 9.6 10.9 9.4 10.7 6.6 6.0 6.5 5.9 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.2 0.3 0.0 0.3 0.8 0.1 0.6 0.1 Delay (s) 9.8 11.2 9.5 11.0 7.4 6.1 7.2 6.0 Level of Service ABA B AA AA Approach Delay (s) 10.9 11.0 7.1 7.0 Approach LOS BBAA Intersection Summary HCM 2000 Control Delay 9.8 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.34 Actuated Cycle Length (s) 39.7 Sum of lost time (s) 9.0 Intersection Capacity Utilization 70.3% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group
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5-48 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline EIS Alternative 2 10: Clinton Street & Alder Street Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 80 675 10 5 350 20 15 45 5 40 35 115 Future Volume (vph) 80 675 10 5 350 20 15 45 5 40 35 115 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 0.99 0.99 0.92 Flt Protected 0.95 1.00 0.95 1.00 0.99 0.99 Satd. Flow (prot) 1736 1822 1736 1810 1725 1580 Flt Permitted 0.41 1.00 0.24 1.00 0.91 0.91 Satd. Flow (perm) 742 1822 443 1810 1591 1454 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 87 734 11 5 380 22 16 49 5 43 38 125 RTOR Reduction (vph) 00003004001000 Lane Group Flow (vph) 87 745 0 5 399 0 0 66 0 0 106 0 Confl. Bikes (#/hr) 5522 Heavy Vehicles (%) 4% 4% 4% 4% 4% 4% 2% 2% 2% 2% 2% 2% Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Protected Phases 7 4 3 8 2 6 Permitted Phases 4826 Actuated Green, G (s) 31.1 27.1 24.9 24.0 8.8 8.8 Effective Green, g (s) 31.1 27.1 24.9 24.0 8.8 8.8 Actuated g/C Ratio 0.62 0.54 0.50 0.48 0.17 0.17 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 537 981 242 863 278 254 v/s Ratio Prot c0.01 c0.41 0.00 0.22 v/s Ratio Perm 0.09 0.01 0.04 c0.07 v/c Ratio 0.16 0.76 0.02 0.46 0.24 0.42 Uniform Delay, d1 4.3 9.1 7.2 8.8 17.9 18.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.1 3.4 0.0 0.4 0.4 1.1 Delay (s) 4.4 12.5 7.2 9.2 18.3 19.6 Level of Service AB AA B B Approach Delay (s) 11.6 9.2 18.3 19.6 Approach LOS BABB Intersection Summary HCM 2000 Control Delay 12.4 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.67 Actuated Cycle Length (s) 50.3 Sum of lost time (s) 13.5 Intersection Capacity Utilization 66.8% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group
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5-49 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline EIS Alternative 2 11: Myra Rd & W Rose Street Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 75 215 65 180 280 90 40 365 135 65 530 110 Future Volume (vph) 75 215 65 180 280 90 40 365 135 65 530 110 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 0.98 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.96 1.00 0.97 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1752 3539 1563 1787 3539 1590 1805 3348 1752 3393 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 1752 3539 1563 1787 3539 1590 1805 3348 1752 3393 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 82 234 71 196 304 98 43 397 147 71 576 120 RTOR Reduction (vph) 0 0 56 0 0 72 0 54 0 0 24 0 Lane Group Flow (vph) 82 234 15 196 304 26 43 490 0 71 672 0 Confl. Peds. (#/hr) 1 1 1 1 Confl. Bikes (#/hr) 3 Heavy Vehicles (%) 3% 2% 2% 1% 2% 0% 0% 4% 2% 3% 4% 2% Turn Type Prot NA Perm Prot NA Perm Prot NA Prot NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 Actuated Green, G (s) 4.0 12.6 12.6 7.7 16.3 16.3 2.6 19.3 4.0 20.7 Effective Green, g (s) 4.0 12.6 12.6 7.7 16.3 16.3 2.6 19.3 4.0 20.7 Actuated g/C Ratio 0.06 0.20 0.20 0.12 0.26 0.26 0.04 0.31 0.06 0.34 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 113 723 319 223 936 420 76 1048 113 1140 v/s Ratio Prot 0.05 0.07 c0.11 c0.09 0.02 0.15 c0.04 c0.20 v/s Ratio Perm 0.01 0.02 v/c Ratio 0.73 0.32 0.05 0.88 0.32 0.06 0.57 0.47 0.63 0.59 Uniform Delay, d1 28.3 20.9 19.7 26.5 18.2 16.9 28.9 17.0 28.1 16.9 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 20.5 0.3 0.1 29.9 0.2 0.1 9.3 1.5 10.4 2.2 Delay (s) 48.8 21.1 19.7 56.4 18.4 17.0 38.3 18.5 38.5 19.2 Level of Service DC BEBBDB DB Approach Delay (s) 26.7 30.7 20.0 21.0 Approach LOS C C B C Intersection Summary HCM 2000 Control Delay 24.1 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.58 Actuated Cycle Length (s) 61.6 Sum of lost time (s) 18.0 Intersection Capacity Utilization 53.5% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group
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5-50 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline EIS Alternative 2 12: Myra Rd & NE C Street/W Poplar St Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 100 140 25 165 330 60 35 400 135 50 550 195 Future Volume (vph) 100 140 25 165 330 60 35 400 135 50 550 195 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.98 1.00 0.98 1.00 0.96 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 1841 1787 1846 1805 3282 1719 3471 1583 Flt Permitted 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1770 1841 1787 1846 1805 3282 1719 3471 1583 Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Adj. Flow (vph) 108 151 27 177 355 65 38 430 145 54 591 210 RTOR Reduction (vph) 0 10 0 0 11 0 0 46 0 0 0 140 Lane Group Flow (vph) 108 168 0 177 409 0 38 529 0 54 591 70 Confl. Peds. (#/hr) 1 1 1 1 Heavy Vehicles (%) 2% 1% 0% 1% 0% 2% 0% 6% 3% 5% 4% 2% Turn Type Prot NA Prot NA Prot NA Prot NA Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 6 Actuated Green, G (s) 5.6 12.2 9.1 15.7 2.6 19.6 4.0 21.0 21.0 Effective Green, g (s) 5.6 12.2 9.1 15.7 2.6 19.6 4.0 21.0 21.0 Actuated g/C Ratio 0.09 0.19 0.14 0.25 0.04 0.31 0.06 0.33 0.33 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 157 357 258 460 74 1022 109 1158 528 v/s Ratio Prot 0.06 0.09 c0.10 c0.22 0.02 0.16 c0.03 c0.17 v/s Ratio Perm 0.04 v/c Ratio 0.69 0.47 0.69 0.89 0.51 0.52 0.50 0.51 0.13 Uniform Delay, d1 27.8 22.5 25.5 22.8 29.5 17.8 28.5 16.8 14.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 11.8 1.0 7.4 18.9 5.9 1.9 3.5 1.6 0.5 Delay (s) 39.6 23.5 32.9 41.7 35.4 19.6 32.0 18.4 15.1 Level of Service DC CD DB CBB Approach Delay (s) 29.6 39.1 20.6 18.5 Approach LOS C D C B Intersection Summary HCM 2000 Control Delay 25.6 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.71 Actuated Cycle Length (s) 62.9 Sum of lost time (s) 18.0 Intersection Capacity Utilization 61.1% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group
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5-51 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline EIS Alternative 2 13: Myra Rd & Dalles Military Rd Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 115 180 30 45 210 155 20 275 25 125 510 150 Future Volume (vph) 115 180 30 45 210 155 20 275 25 125 510 150 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Grade (%) 0% 0% 4% 3% Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 0.99 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.99 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1787 1900 1598 1804 1881 1483 1769 3270 1743 3419 1544 Flt Permitted 0.38 1.00 1.00 0.64 1.00 1.00 0.37 1.00 0.54 1.00 1.00 Satd. Flow (perm) 712 1900 1598 1211 1881 1483 683 3270 993 3419 1544 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 122 191 32 48 223 165 21 293 27 133 543 160 RTOR Reduction (vph) 0 0 22 0 0 110 0900082 Lane Group Flow (vph) 122 191 10 48 223 55 21 311 0 133 543 78 Confl. Peds. (#/hr) 1 1 Confl. Bikes (#/hr) 1 Heavy Vehicles (%) 1% 0% 0% 0% 1% 8% 0% 7% 5% 2% 4% 3% Turn Type pm+pt NA pm+ov pm+pt NA pm+ov pm+pt NA pm+pt NA pm+ov Protected Phases 74538152 167 Permitted Phases 4 4 8 8 2 6 6 Actuated Green, G (s) 25.5 17.9 21.7 18.5 14.4 22.4 24.9 21.1 33.1 25.3 32.9 Effective Green, g (s) 25.5 17.9 21.7 18.5 14.4 22.4 24.9 21.1 33.1 25.3 32.9 Actuated g/C Ratio 0.38 0.27 0.32 0.28 0.21 0.33 0.37 0.31 0.49 0.38 0.49 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 392 506 516 370 403 495 314 1028 579 1289 757 v/s Ratio Prot c0.04 0.10 0.00 0.01 c0.12 0.01 0.00 0.10 c0.03 c0.16 0.01 v/s Ratio Perm 0.08 0.01 0.03 0.02 0.02 0.09 0.04 v/c Ratio 0.31 0.38 0.02 0.13 0.55 0.11 0.07 0.30 0.23 0.42 0.10 Uniform Delay, d1 14.2 20.1 15.5 18.1 23.5 15.5 16.2 17.4 10.3 15.5 9.2 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.5 0.5 0.0 0.2 1.6 0.1 0.1 0.8 0.2 1.0 0.1 Delay (s) 14.7 20.5 15.5 18.2 25.1 15.6 16.3 18.2 10.5 16.5 9.2 Level of Service BCBBCBBB BBA Approach Delay (s) 18.0 20.8 18.1 14.2 Approach LOS B C B B Intersection Summary HCM 2000 Control Delay 17.0 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.44 Actuated Cycle Length (s) 67.1 Sum of lost time (s) 16.0 Intersection Capacity Utilization 48.2% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group
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5-52 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline EIS Alternative 2 14: SR 125 & Myra Rd Walla Walla Transportation Plan
Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph) 245 585 740 60 95 460 Future Volume (vph) 245 585 740 60 95 460 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Grade (%) 0% 0% 2% Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 0.95 1.00 1.00 0.88 Frt 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1787 3574 3574 1599 1769 2786 Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1787 3574 3574 1599 1769 2786 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 258 616 779 63 100 484 RTOR Reduction (vph) 0 0 0 27 0 32 Lane Group Flow (vph) 258 616 779 36 100 452 Heavy Vehicles (%) 1% 1% 1% 1% 1% 1% Turn Type Prot NA NA Perm Prot pm+ov Protected Phases 7 4 8 1 7 Permitted Phases 8 1 Actuated Green, G (s) 41.9 72.8 26.9 26.9 9.2 51.1 Effective Green, g (s) 41.9 72.8 26.9 26.9 9.2 51.1 Actuated g/C Ratio 0.47 0.81 0.30 0.30 0.10 0.57 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 831 2890 1068 477 180 1705 v/s Ratio Prot c0.14 0.17 c0.22 c0.06 0.12 v/s Ratio Perm 0.02 0.04 v/c Ratio 0.31 0.21 0.73 0.08 0.56 0.27 Uniform Delay, d1 15.0 2.0 28.3 22.6 38.5 9.9 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.0 0.0 2.5 0.1 3.7 0.1 Delay (s) 16.0 2.0 30.8 22.7 42.1 10.0 Level of Service BACCDA Approach Delay (s) 6.1 30.2 15.5 Approach LOS AC B Intersection Summary HCM 2000 Control Delay 17.3 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.48 Actuated Cycle Length (s) 90.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 49.3% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group
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5-53 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM 2010 TWSC Future Baseline EIS Alternative 2 15: N 9th Ave/N 9th Ct & W Pine Street Walla Walla Transportation Plan
Intersection Int Delay, s/veh 10.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 5 225 180 90 145 0 145 5 110 5 5 5 Future Vol, veh/h 5 225 180 90 145 0 145 5 110 5 5 5 Conflicting Peds, #/hr 0 0 7 7 0 0 1 0 1 1 0 1 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 014 370 604 000 Mvmt Flow 5 245 196 98 158 0 158 5 120 5 5 5
Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 158 0 0 447 0 0 720 713 350 770 811 159 Stage 1 ------360 360 - 353 353 - Stage 2 ------360 353 - 417 458 - Critical Hdwy 4.1 - - 4.13 - - 7.16 6.5 6.24 7.1 6.5 6.2 Critical Hdwy Stg 1 ------6.16 5.5 - 6.1 5.5 - Critical Hdwy Stg 2 ------6.16 5.5 - 6.1 5.5 - Follow-up Hdwy 2.2 - - 2.227 - - 3.554 4 3.336 3.5 4 3.3 Pot Cap-1 Maneuver 1434 - - 1108 - - 338 360 689 320 316 892 Stage 1 ------650 630 - 668 634 - Stage 2 ------650 634 - 617 570 - Platoon blocked, % -- -- Mov Cap-1 Maneuver 1433 - - 1107 - - 303 321 684 240 282 891 Mov Cap-2 Maneuver ------303 321 - 240 282 - Stage 1 ------642 623 - 665 573 - Stage 2 ------577 573 - 502 563 -
Approach EB WB NB SB HCM Control Delay, s 0.1 3.3 33.5 16.1 HCM LOS D C
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 397 1433 - - 1107 - - 340 HCM Lane V/C Ratio 0.712 0.004 - - 0.088 - - 0.048 HCM Control Delay (s) 33.5 7.5 0 - 8.6 0 - 16.1 HCM Lane LOS D A A - A A - C HCM 95th %tile Q(veh) 5.4 0 - - 0.3 - - 0.2
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5-54 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline EIS Alternative 2 16: N 9th Ave & W Rose Street Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 110 245 215 35 280 20 180 260 40 25 260 175 Future Volume (vph) 110 245 215 35 280 20 180 260 40 25 260 175 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.98 1.00 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.98 1.00 0.94 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1752 1810 1615 1805 1845 1576 1804 3439 1805 1728 Flt Permitted 0.28 1.00 1.00 0.54 1.00 1.00 0.19 1.00 0.55 1.00 Satd. Flow (perm) 520 1810 1615 1024 1845 1576 357 3439 1054 1728 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 120 266 234 38 304 22 196 283 43 27 283 190 RTOR Reduction (vph) 0 0 171 0 0 17 0 14 0 0 32 0 Lane Group Flow (vph) 120 266 63 38 304 5 196 312 0 27 441 0 Confl. Peds. (#/hr) 2 2 6 6 Confl. Bikes (#/hr) 1 Heavy Vehicles (%) 3% 5% 0% 0% 3% 0% 0% 3% 0% 0% 2% 2% Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 8 2 6 Actuated Green, G (s) 24.7 19.0 19.0 18.7 16.0 16.0 35.8 28.8 25.6 23.1 Effective Green, g (s) 24.7 19.0 19.0 18.7 16.0 16.0 35.8 28.8 25.6 23.1 Actuated g/C Ratio 0.35 0.27 0.27 0.26 0.23 0.23 0.50 0.41 0.36 0.33 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 279 484 432 299 415 355 347 1394 406 562 v/s Ratio Prot c0.03 0.15 0.00 c0.16 c0.07 0.09 0.00 c0.25 v/s Ratio Perm 0.11 0.04 0.03 0.00 0.22 0.02 v/c Ratio 0.43 0.55 0.14 0.13 0.73 0.01 0.56 0.22 0.07 0.78 Uniform Delay, d1 17.0 22.3 19.8 19.7 25.5 21.4 12.4 13.8 14.7 21.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.1 1.3 0.2 0.2 6.6 0.0 2.1 0.4 0.1 10.5 Delay (s) 18.0 23.6 20.0 19.9 32.1 21.4 14.5 14.2 14.8 32.2 Level of Service BCBBCCBB BC Approach Delay (s) 21.2 30.2 14.3 31.2 Approach LOS C C B C Intersection Summary HCM 2000 Control Delay 23.5 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.70 Actuated Cycle Length (s) 71.0 Sum of lost time (s) 18.0 Intersection Capacity Utilization 70.4% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group
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5-55 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline EIS Alternative 2 17: N 9th Ave & Poplar St Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 65 200 150 220 255 45 120 590 125 55 750 75 Future Volume (vph) 65 200 150 220 255 45 120 590 125 55 750 75 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 0.95 1.00 0.95 Frpb, ped/bikes 1.00 0.99 1.00 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.94 1.00 0.98 1.00 0.97 1.00 0.99 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1796 3288 1769 3470 1805 3422 1769 3528 Flt Permitted 0.55 1.00 0.35 1.00 0.19 1.00 0.25 1.00 Satd. Flow (perm) 1049 3288 649 3470 362 3422 462 3528 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 71 217 163 239 277 49 130 641 136 60 815 82 RTOR Reduction (vph) 0 132 0 0 22 0 0 25 0 0 11 0 Lane Group Flow (vph) 71 248 0 239 304 0 130 752 0 60 886 0 Confl. Peds. (#/hr) 14 1 1 14 2 2 Heavy Vehicles (%) 0% 3% 1% 2% 1% 3% 0% 3% 0% 2% 1% 0% Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4826 Actuated Green, G (s) 16.1 12.0 22.9 15.4 26.7 21.0 23.1 19.2 Effective Green, g (s) 16.1 12.0 22.9 15.4 26.7 21.0 23.1 19.2 Actuated g/C Ratio 0.26 0.19 0.37 0.25 0.43 0.34 0.37 0.31 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 319 632 372 856 286 1151 252 1085 v/s Ratio Prot 0.01 0.08 c0.08 0.09 c0.04 0.22 0.01 c0.25 v/s Ratio Perm 0.04 c0.16 0.15 0.07 v/c Ratio 0.22 0.39 0.64 0.36 0.45 0.65 0.24 0.82 Uniform Delay, d1 17.9 22.0 14.7 19.4 12.5 17.6 13.1 20.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.4 0.4 3.8 0.3 1.1 2.9 0.5 6.8 Delay (s) 18.2 22.4 18.5 19.7 13.7 20.5 13.6 26.8 Level of Service BC BB BC BC Approach Delay (s) 21.8 19.2 19.5 26.0 Approach LOS C B B C Intersection Summary HCM 2000 Control Delay 21.9 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.73 Actuated Cycle Length (s) 62.4 Sum of lost time (s) 18.0 Intersection Capacity Utilization 67.5% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group
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5-56 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline EIS Alternative 2 18: 9th Ave/N 9th Ave & W Chestnut Street/Chestnut St Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 45 95 85 230 40 105 10 710 155 90 930 25 Future Volume (vph) 45 95 85 230 40 105 10 710 155 90 930 25 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.98 1.00 0.98 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.89 1.00 0.97 1.00 1.00 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1660 1800 1491 1693 1577 1710 3286 1676 3367 Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 1660 1800 1491 1693 1577 1710 3286 1676 3367 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 49 103 92 250 43 114 11 772 168 98 1011 27 RTOR Reduction (vph) 0 0 81 0 87 0 0 22 0020 Lane Group Flow (vph) 49 103 11 250 70 0 11 918 0 98 1036 0 Confl. Peds. (#/hr) 10 2 2 10 6 3 3 6 Confl. Bikes (#/hr) 1 1 Heavy Vehicles (%) 3% 0% 1% 1% 0% 0% 0% 1% 0% 2% 1% 5% Turn Type Prot NA Perm Prot NA Prot NA Prot NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 Actuated Green, G (s) 4.1 8.2 8.2 11.9 16.0 1.2 23.6 5.6 28.0 Effective Green, g (s) 4.1 8.2 8.2 11.9 16.0 1.2 23.6 5.6 28.0 Actuated g/C Ratio 0.06 0.12 0.12 0.18 0.24 0.02 0.35 0.08 0.42 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 101 219 181 299 374 30 1152 139 1400 v/s Ratio Prot 0.03 c0.06 c0.15 0.04 0.01 0.28 c0.06 c0.31 v/s Ratio Perm 0.01 v/c Ratio 0.49 0.47 0.06 0.84 0.19 0.37 0.80 0.71 0.74 Uniform Delay, d1 30.6 27.5 26.1 26.8 20.5 32.7 19.7 30.0 16.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 3.6 1.6 0.1 18.0 0.2 7.4 5.8 15.0 3.6 Delay (s) 34.2 29.1 26.3 44.7 20.7 40.1 25.5 45.1 20.1 Level of Service CCCDC DC DC Approach Delay (s) 29.1 35.5 25.6 22.3 Approach LOS CDCC Intersection Summary HCM 2000 Control Delay 26.0 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.75 Actuated Cycle Length (s) 67.3 Sum of lost time (s) 18.0 Intersection Capacity Utilization 66.5% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group
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5-57 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline EIS Alternative 2 19: SR 125/N 9th Ave & Dalles Military Road/Plaza Way Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 200 240 10 170 220 295 5 465 210 375 620 245 Future Volume (vph) 200 240 10 170 220 295 5 465 210 375 620 245 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1900 1900 1800 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.97 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 0.85 1.00 0.95 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.98 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1693 1771 1718 1500 1710 3408 1676 3539 1538 Flt Permitted 0.95 1.00 0.98 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1693 1771 1718 1500 1710 3408 1676 3539 1538 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 213 255 11 181 234 314 5 495 223 399 660 261 RTOR Reduction (vph) 0200024505000099 Lane Group Flow (vph) 213 264 0 0 415 69 5 668 0 399 660 162 Confl. Peds. (#/hr) 2 2 3 3 Heavy Vehicles (%) 1% 1% 0% 2% 3% 2% 0% 1% 1% 2% 2% 2% Turn Type Split NA Split NA Perm Prot NA Prot NA Perm Protected Phases 4 4 8 8 5 2 1 6 Permitted Phases 4 8 6 Actuated Green, G (s) 17.2 17.2 22.5 22.5 1.3 23.6 21.5 43.8 43.8 Effective Green, g (s) 17.2 17.2 22.5 22.5 1.3 23.6 21.5 43.8 43.8 Actuated g/C Ratio 0.17 0.17 0.22 0.22 0.01 0.23 0.21 0.43 0.43 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 283 296 376 328 21 782 350 1507 655 v/s Ratio Prot 0.13 c0.15 c0.24 0.00 c0.20 c0.24 0.19 v/s Ratio Perm 0.05 0.11 v/c Ratio 0.75 0.89 1.10 0.21 0.24 0.85 1.14 0.44 0.25 Uniform Delay, d1 40.8 41.9 40.1 32.9 50.3 38.0 40.6 20.8 18.9 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 10.8 26.9 77.4 0.3 5.8 11.5 91.8 0.9 0.9 Delay (s) 51.5 68.8 117.5 33.2 56.1 49.4 132.4 21.7 19.8 Level of Service DE FCED FCB Approach Delay (s) 61.1 81.2 49.5 54.8 Approach LOS E F D D Intersection Summary HCM 2000 Control Delay 60.5 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 1.00 Actuated Cycle Length (s) 102.8 Sum of lost time (s) 18.0 Intersection Capacity Utilization 92.7% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group
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5-58 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline EIS Alternative 2 20: Plaza Way & W Tietan St Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 105 110 5 160 95 270 10 285 140 260 410 120 Future Volume (vph) 105 110 5 160 95 270 10 285 140 260 410 120 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 0.99 1.00 0.99 1.00 1.00 0.97 Flpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 0.89 1.00 0.95 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1786 1851 1777 1663 1805 3345 1787 1881 1543 Flt Permitted 0.28 1.00 0.68 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (perm) 526 1851 1268 1663 1805 3345 1787 1881 1543 Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Adj. Flow (vph) 113 118 5 172 102 290 11 306 151 280 441 129 RTOR Reduction (vph) 0300186009200055 Lane Group Flow (vph) 113 120 0 172 206 0 11 365 0 280 441 74 Confl. Peds. (#/hr) 2 4 4 2 3 10 10 3 Confl. Bikes (#/hr) 1 Heavy Vehicles (%) 1% 2% 0% 1% 2% 0% 0% 2% 0% 1% 1% 2% Turn Type Perm NA Perm NA Prot NA Prot NA Perm Protected Phases 4 8 5 2 1 6 Permitted Phases 4 8 6 Actuated Green, G (s) 14.3 14.3 14.3 14.3 1.3 21.8 10.6 31.1 31.1 Effective Green, g (s) 14.3 14.3 14.3 14.3 1.3 21.8 10.6 31.1 31.1 Actuated g/C Ratio 0.24 0.24 0.24 0.24 0.02 0.36 0.18 0.52 0.52 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 124 439 301 395 38 1211 314 971 797 v/s Ratio Prot 0.06 0.12 0.01 0.11 c0.16 c0.23 v/s Ratio Perm c0.21 0.14 0.05 v/c Ratio 0.91 0.27 0.57 0.52 0.29 0.30 0.89 0.45 0.09 Uniform Delay, d1 22.3 18.7 20.2 20.0 29.0 13.7 24.2 9.2 7.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 54.2 0.3 2.6 1.2 4.2 0.6 25.5 1.5 0.2 Delay (s) 76.5 19.1 22.9 21.2 33.2 14.4 49.8 10.7 7.6 Level of Service EB CC CB DBA Approach Delay (s) 46.6 21.7 14.8 23.1 Approach LOS D C B C Intersection Summary HCM 2000 Control Delay 23.5 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.72 Actuated Cycle Length (s) 60.2 Sum of lost time (s) 13.5 Intersection Capacity Utilization 72.0% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group
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5-59 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM 2010 TWSC Future Baseline EIS Alternative 2 21: Howard St/Howard Street & Chestnut St/Chestut St Walla Walla Transportation Plan
Intersection Int Delay, s/veh 71.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 50 110 215 10 70 20 125 255 20 15 340 65 Future Vol, veh/h 50 110 215 10 70 20 125 255 20 15 340 65 Conflicting Peds, #/hr 0 0 1 1 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 001 020 000 000 Mvmt Flow 54 120 234 11 76 22 136 277 22 16 370 71
Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1047 1009 406 1175 1033 288 440 0 0 299 0 0 Stage 1 438 438 - 560 560 ------Stage 2 609 571 - 615 473 ------Critical Hdwy 7.1 6.5 6.21 7.1 6.52 6.2 4.1 - - 4.1 - - Critical Hdwy Stg 1 6.1 5.5 - 6.1 5.52 ------Critical Hdwy Stg 2 6.1 5.5 - 6.1 5.52 ------Follow-up Hdwy 3.5 4 3.309 3.5 4.018 3.3 2.2 - - 2.2 - - Pot Cap-1 Maneuver 208 242 647 170 232 756 1131 - - 1274 - - Stage 1 601 582 - 516 511 ------Stage 2 486 508 - 482 558 ------Platoon blocked, % -- -- Mov Cap-1 Maneuver 125 203 646 51 195 756 1130 - - 1274 - - Mov Cap-2 Maneuver 125 203 - 51 195 ------Stage 1 514 572 - 441 437 ------Stage 2 333 434 - 239 549 ------
Approach EB WB NB SB HCM Control Delay, s 227.5 56.3 2.7 0.3 HCM LOS F F
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1130 - - 294 172 1274 - - HCM Lane V/C Ratio 0.12 - - 1.386 0.632 0.013 - - HCM Control Delay (s) 8.6 0 - 227.5 56.3 7.9 0 - HCM Lane LOS A A - F F A A - HCM 95th %tile Q(veh) 0.4 - - 21.4 3.6 0 - -
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5-60 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM 2010 AWSC Future Baseline EIS Alternative 2 22: Cottonwood Rd/Howard St & Prospect Ave/Reser Rd Walla Walla Transportation Plan
Intersection Intersection Delay, s/veh 20.8 Intersection LOS C
Movement EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR Lane Configurations Traffic Vol, veh/h 0 50 160 50 0 55 120 30 0 30 95 60 Future Vol, veh/h 0 50 160 50 0 55 120 30 0 30 95 60 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles, % 200020132800 Mvmt Flow 0 54 174 54 0 60 130 33 0 33 103 65 Number of Lanes 001000100010 Approach EB WB NB Opposing Approach WB EB SB Opposing Lanes 1 1 1 Conflicting Approach Left SB NB EB Conflicting Lanes Left 1 1 1 Conflicting Approach Right NB SB WB Conflicting Lanes Right 1 1 1 HCM Control Delay 16.3 14.6 13.6 HCM LOS C B B
Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, % 16% 19% 27% 16% Vol Thru, % 51% 62% 59% 60% Vol Right, % 32% 19% 15% 24% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 185 260 205 450 LT Vol 30 50 55 70 Through Vol 95 160 120 270 RT Vol 60 50 30 110 Lane Flow Rate 201 283 223 489 Geometry Grp 1111 Degree of Util (X) 0.37 0.512 0.416 0.806 Departure Headway (Hd) 6.63 6.527 6.722 5.93 Convergence, Y/N Yes Yes Yes Yes Cap 539 551 533 607 Service Time 4.707 4.599 4.799 3.987 HCM Lane V/C Ratio 0.373 0.514 0.418 0.806 HCM Control Delay 13.6 16.3 14.6 29.2 HCM Lane LOS BCBD HCM 95th-tile Q 1.7 2.9 2 8
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5-61 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM 2010 AWSC Future Baseline EIS Alternative 2 22: Cottonwood Rd/Howard St & Prospect Ave/Reser Rd Walla Walla Transportation Plan
Intersection Intersection Delay, s/veh Intersection LOS
Movement SBU SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 70 270 110 Future Vol, veh/h 0 70 270 110 Peak Hour Factor 0.92 0.92 0.92 0.92 Heavy Vehicles, % 2001 Mvmt Flow 0 76 293 120 Number of Lanes 0010 Approach SB Opposing Approach NB Opposing Lanes 1 Conflicting Approach Left WB Conflicting Lanes Left 1 Conflicting Approach Right EB Conflicting Lanes Right 1 HCM Control Delay 29.2 HCM LOS D
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5-62 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM 2010 AWSC Future Baseline EIS Alternative 2 23: 3rd Ave & Prospect Ave Walla Walla Transportation Plan
Intersection Intersection Delay, s/veh15.4 Intersection LOS C
Movement EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 45 100 10 0 140 125 60 0 20 105 135 0 75 165 45 Future Vol, veh/h 0 45 100 10 0 140 125 60 0 20 105 135 0 75 165 45 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles, % 2 000201320002000 Mvmt Flow 0 49 109 11 0 152 136 65 0 22 114 147 0 82 179 49 Number of Lanes 0 010001000100010 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 12.4 17.6 14 15.7 HCM LOS B C B C
Lane NBLn1 EBLn1WBLn1 SBLn1 Vol Left, % 8% 29% 43% 26% Vol Thru, % 40% 65% 38% 58% Vol Right, % 52% 6% 18% 16% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 260 155 325 285 LT Vol 20 45 140 75 Through Vol 105 100 125 165 RT Vol 135 10 60 45 Lane Flow Rate 283 168 353 310 Geometry Grp 1111 Degree of Util (X) 0.465 0.305 0.594 0.524 Departure Headway (Hd) 5.918 6.52 6.055 6.095 Convergence, Y/N Yes Yes Yes Yes Cap 608 549 597 592 Service Time 3.967 4.58 4.102 4.144 HCM Lane V/C Ratio 0.465 0.306 0.591 0.524 HCM Control Delay 14 12.4 17.6 15.7 HCM Lane LOS BBCC HCM 95th-tile Q 2.5 1.3 3.9 3
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5-63 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM 2010 AWSC Future Baseline EIS Alternative 2 24: Plaza Way & Taumarson Rd Walla Walla Transportation Plan
Intersection Intersection Delay, s/veh11.8 Intersection LOS B
Movement EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 60 220 25 0 15 195 40 0 20 50 15 0 35 90 110 Future Vol, veh/h 0 60 220 25 0 15 195 40 0 20 50 15 0 35 90 110 Peak Hour Factor 0.92 0.95 0.95 0.95 0.92 0.95 0.95 0.95 0.92 0.95 0.95 0.95 0.92 0.95 0.95 0.95 Heavy Vehicles, % 2 010211020502040 Mvmt Flow 0 63 232 26 0 16 205 42 0 21 53 16 0 37 95 116 Number of Lanes 0 010001000100010 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 12.8 11.6 9.9 11.5 HCM LOS B B A B
Lane NBLn1 EBLn1WBLn1 SBLn1 Vol Left, % 24% 20% 6% 15% Vol Thru, % 59% 72% 78% 38% Vol Right, % 18% 8% 16% 47% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 85 305 250 235 LT Vol 20 60 15 35 Through Vol 50 220 195 90 RT Vol 15 25 40 110 Lane Flow Rate 89 321 263 247 Geometry Grp 1111 Degree of Util (X) 0.145 0.468 0.386 0.367 Departure Headway (Hd) 5.837 5.245 5.276 5.347 Convergence, Y/N Yes Yes Yes Yes Cap 612 687 682 670 Service Time 3.895 3.284 3.317 3.394 HCM Lane V/C Ratio 0.145 0.467 0.386 0.369 HCM Control Delay 9.9 12.8 11.6 11.5 HCM Lane LOS ABBB HCM 95th-tile Q 0.5 2.5 1.8 1.7
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5-64 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM 2010 TWSC 1: 3rd Ave & Tietan St 2/22/2018
Intersection Int Delay, s/veh 15.1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Vol, veh/h 40 380 50 80 380 20 90 10 80 10 70 50 Future Vol, veh/h 40 380 50 80 380 20 90 10 80 10 70 50 Conflicting Peds, #/hr 1 0 0 0 0 1 2 0 0 0 0 2 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - 50 - - 50 75 - - 75 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94 Heavy Vehicles, % 8 1 5 2 2 0 0 0 6 0 0 0 Mvmt Flow 43 404 53 85 404 21 96 11 85 11 74 53
Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 406 0 0 406 0 0 1131 1067 407 1115 1067 407 Stage 1 ------491 491 - 576 576 - Stage 2 ------640 576 - 539 491 - Critical Hdwy 4.18 - - 4.12 - - 7.1 6.5 6.26 7.1 6.5 6.2 Critical Hdwy Stg 1 ------6.1 5.5 - 6.1 5.5 - Critical Hdwy Stg 2 ------6.1 5.5 - 6.1 5.5 - Follow-up Hdwy 2.272 - - 2.218 - - 3.5 4 3.354 3.5 4 3.3 Pot Cap-1 Maneuver 1121 - - 1153 - - 182 224 636 187 224 648 Stage 1 ------563 552 - 506 505 - Stage 2 ------467 505 - 530 552 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1120 - - 1152 - - 104 191 634 138 191 646 Mov Cap-2 Maneuver ------104 191 - 138 191 - Stage 1 ------533 522 - 479 455 - Stage 2 ------323 455 - 426 522 -
Approach EB WB NB SB HCM Control Delay, s 0.7 1.4 78.3 30 HCM LOS F D
Minor Lane/Major Mvmt NBLn1 NBLn2 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 104 504 1120 - - 1152 - - 138 270 HCM Lane V/C Ratio 0.921 0.19 0.038 - - 0.074 - - 0.077 0.473 HCM Control Delay (s) 142.8 13.8 8.3 0 - 8.4 0 - 33.3 29.7 HCM Lane LOS F B A A - A A - D D HCM 95th %tile Q(veh) 5.5 0.7 0.1 - - 0.2 - - 0.2 2.4
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5-65 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis
PART E: Alternative 3 HCM Analysis
5-66 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM 2010 AWSC Future Baseline EIS Alternative 3 1: Howard St & 2nd Ave/Abbott Rd Walla Walla Transportation Plan
Intersection Intersection Delay, s/veh 19.5 Intersection LOS C
Movement EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR Lane Configurations Traffic Vol, veh/h 0 15 125 360 0 30 70 30 0 110 85 15 Future Vol, veh/h 0 15 125 360 0 30 70 30 0 110 85 15 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles, % 204120002100 Mvmt Flow 0 16 136 391 0 33 76 33 0 120 92 16 Number of Lanes 001000110010 Approach EB WB NB Opposing Approach WB EB SB Opposing Lanes 2 1 1 Conflicting Approach Left SB NB EB Conflicting Lanes Left 1 1 1 Conflicting Approach Right NB SB WB Conflicting Lanes Right 1 1 2 HCM Control Delay 26.6 11 13.8 HCM LOS D B B
Lane NBLn1 EBLn1 WBLn1 WBLn2 SBLn1 Vol Left, % 52% 3% 30% 0% 8% Vol Thru, % 40% 25% 70% 0% 82% Vol Right, % 7% 72% 0% 100% 10% Sign Control Stop Stop Stop Stop Stop Traffic Vol by Lane 210 500 100 30 195 LT Vol 110 15 30 0 15 Through Vol 85 125 70 0 160 RT Vol 15 360 0 30 20 Lane Flow Rate 228 543 109 33 212 Geometry Grp 25772 Degree of Util (X) 0.406 0.805 0.21 0.055 0.373 Departure Headway (Hd) 6.408 5.333 6.952 6.082 6.329 Convergence, Y/N Yes Yes Yes Yes Yes Cap 562 685 516 588 568 Service Time 4.46 3.333 4.699 3.829 4.382 HCM Lane V/C Ratio 0.406 0.793 0.211 0.056 0.373 HCM Control Delay 13.8 26.6 11.5 9.2 13.1 HCM Lane LOS BDBAB HCM 95th-tile Q 2 8.2 0.8 0.2 1.7
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5-67 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM 2010 AWSC Future Baseline EIS Alternative 3 1: Howard St & 2nd Ave/Abbott Rd Walla Walla Transportation Plan
Intersection Intersection Delay, s/veh Intersection LOS
Movement SBU SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 15 160 20 Future Vol, veh/h 0 15 160 20 Peak Hour Factor 0.92 0.92 0.92 0.92 Heavy Vehicles, % 2010 Mvmt Flow 0 16 174 22 Number of Lanes 0010 Approach SB Opposing Approach NB Opposing Lanes 1 Conflicting Approach Left WB Conflicting Lanes Left 2 Conflicting Approach Right EB Conflicting Lanes Right 1 HCM Control Delay 13.1 HCM LOS B
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5-68 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline EIS Alternative 3 2: 2nd Ave & Tietan Street Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 60 315 100 130 440 70 75 225 30 50 400 70 Future Volume (vph) 60 315 100 130 440 70 75 225 30 50 400 70 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00 Flpb, ped/bikes 0.99 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.96 1.00 0.98 1.00 0.98 1.00 0.98 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1793 1778 1801 1829 1797 1845 1800 1849 Flt Permitted 0.25 1.00 0.36 1.00 0.33 1.00 0.58 1.00 Satd. Flow (perm) 467 1778 683 1829 616 1845 1091 1849 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 65 342 109 141 478 76 82 245 33 54 435 76 RTOR Reduction (vph) 0 25 0 0 12 00900120 Lane Group Flow (vph) 65 426 0 141 542 0 82 269 0 54 499 0 Confl. Peds. (#/hr) 14 4 4 14 8 3 3 8 Confl. Bikes (#/hr) 3 4 Heavy Vehicles (%) 0% 3% 0% 0% 1% 2% 0% 1% 0% 0% 0% 0% Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4826 Permitted Phases 4826 Actuated Green, G (s) 18.0 18.0 18.0 18.0 19.7 19.7 19.7 19.7 Effective Green, g (s) 18.0 18.0 18.0 18.0 19.7 19.7 19.7 19.7 Actuated g/C Ratio 0.39 0.39 0.39 0.39 0.42 0.42 0.42 0.42 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 180 685 263 704 259 778 460 779 v/s Ratio Prot 0.24 c0.30 0.15 c0.27 v/s Ratio Perm 0.14 0.21 0.13 0.05 v/c Ratio 0.36 0.62 0.54 0.77 0.32 0.35 0.12 0.64 Uniform Delay, d1 10.2 11.6 11.1 12.5 9.0 9.1 8.2 10.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.2 1.8 2.1 5.1 3.2 1.2 0.5 4.0 Delay (s) 11.5 13.4 13.2 17.6 12.2 10.4 8.7 14.7 Level of Service BB BB BB AB Approach Delay (s) 13.1 16.7 10.8 14.1 Approach LOS BBBB Intersection Summary HCM 2000 Control Delay 14.2 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.70 Actuated Cycle Length (s) 46.7 Sum of lost time (s) 9.0 Intersection Capacity Utilization 76.4% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group
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5-69 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline EIS Alternative 3 3: 2nd Street & Alder Street Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 30 115 60 55 165 85 15 345 40 35 470 30 Future Volume (vph) 30 115 60 55 165 85 15 345 40 35 470 30 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.4 4.4 4.4 4.4 4.4 4.4 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 0.99 0.98 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 0.99 1.00 0.99 1.00 Frt 0.96 0.96 1.00 0.98 1.00 0.99 Flt Protected 0.99 0.99 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1655 1670 1481 1718 1640 1745 Flt Permitted 0.89 0.88 0.39 1.00 0.47 1.00 Satd. Flow (perm) 1484 1490 601 1718 815 1745 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 33 125 65 60 179 92 16 375 43 38 511 33 RTOR Reduction (vph) 0 20 0 0 19 0040030 Lane Group Flow (vph) 0 203 0 0 312 0 16 414 0 38 541 0 Confl. Peds. (#/hr) 20 7 7 20 17 12 12 17 Confl. Bikes (#/hr) 2112 Heavy Vehicles (%) 0% 3% 2% 0% 1% 1% 14% 3% 0% 3% 2% 0% Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 8462 Permitted Phases 8462 Actuated Green, G (s) 20.5 20.5 50.7 50.7 50.7 50.7 Effective Green, g (s) 20.5 20.5 50.7 50.7 50.7 50.7 Actuated g/C Ratio 0.26 0.26 0.63 0.63 0.63 0.63 Clearance Time (s) 4.4 4.4 4.4 4.4 4.4 4.4 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 380 381 380 1088 516 1105 v/s Ratio Prot 0.24 c0.31 v/s Ratio Perm 0.14 c0.21 0.03 0.05 v/c Ratio 0.53 0.82 0.04 0.38 0.07 0.49 Uniform Delay, d1 25.6 28.0 5.5 7.1 5.6 7.8 Progression Factor 0.86 0.71 0.39 0.68 0.79 0.63 Incremental Delay, d2 1.4 12.8 0.2 1.0 0.3 1.4 Delay (s) 23.4 32.6 2.3 5.8 4.7 6.3 Level of Service C C AA AA Approach Delay (s) 23.4 32.6 5.7 6.2 Approach LOS C C A A Intersection Summary HCM 2000 Control Delay 14.1 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.58 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 8.8 Intersection Capacity Utilization 64.2% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group
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5-70 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline EIS Alternative 3 4: 2nd Street & Main St Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 30 155 50 45 155 60 30 385 45 70 440 35 Future Volume (vph) 30 155 50 45 155 60 30 385 45 70 440 35 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.4 4.4 4.4 4.4 4.4 4.4 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 0.97 0.96 1.00 0.99 1.00 1.00 Flpb, ped/bikes 0.99 0.99 0.98 1.00 0.96 1.00 Frt 0.97 0.97 1.00 0.98 1.00 0.99 Flt Protected 0.99 0.99 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1667 1622 1684 1719 1602 1735 Flt Permitted 0.92 0.87 0.41 1.00 0.44 1.00 Satd. Flow (perm) 1538 1427 725 1719 745 1735 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 33 168 54 49 168 65 33 418 49 76 478 38 RTOR Reduction (vph) 0 15 0 0 17 0040020 Lane Group Flow (vph) 0 240 0 0 265 0 33 463 0 76 514 0 Confl. Peds. (#/hr) 66 44 44 66 18 47 47 18 Confl. Bikes (#/hr) 3 1 4 Heavy Vehicles (%) 0% 1% 0% 0% 2% 2% 0% 2% 0% 2% 2% 4% Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 8462 Permitted Phases 8462 Actuated Green, G (s) 19.6 19.6 51.6 51.6 51.6 51.6 Effective Green, g (s) 19.6 19.6 51.6 51.6 51.6 51.6 Actuated g/C Ratio 0.25 0.25 0.65 0.65 0.65 0.65 Clearance Time (s) 4.4 4.4 4.4 4.4 4.4 4.4 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 376 349 467 1108 480 1119 v/s Ratio Prot 0.27 c0.30 v/s Ratio Perm 0.16 c0.19 0.05 0.10 v/c Ratio 0.64 0.76 0.07 0.42 0.16 0.46 Uniform Delay, d1 27.0 28.0 5.3 6.9 5.6 7.2 Progression Factor 1.00 1.00 0.53 0.46 0.49 0.39 Incremental Delay, d2 3.5 9.4 0.3 1.1 0.6 1.1 Delay (s) 30.6 37.4 3.0 4.2 3.3 3.9 Level of Service C D AA AA Approach Delay (s) 30.6 37.4 4.1 3.8 Approach LOS C D A A Intersection Summary HCM 2000 Control Delay 13.9 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.54 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 8.8 Intersection Capacity Utilization 69.6% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group
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5-71 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline EIS Alternative 3 5: 2nd Street & Rose St Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 105 315 70 65 295 60 70 350 55 60 410 80 Future Volume (vph) 105 315 70 65 295 60 70 350 55 60 410 80 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Lane Width 11 10 10 11 12 12 11 12 12 11 12 12 Total Lost time (s) 4.4 4.4 4.4 4.4 4.4 4.4 4.4 4.4 4.4 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 0.95 1.00 0.99 1.00 0.99 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.99 1.00 Frt 1.00 1.00 0.85 1.00 0.97 1.00 0.98 1.00 0.98 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1617 1663 1361 1616 1696 1649 1701 1643 1721 Flt Permitted 0.22 1.00 1.00 0.29 1.00 0.23 1.00 0.33 1.00 Satd. Flow (perm) 376 1663 1361 498 1696 396 1701 567 1721 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 114 342 76 71 321 65 76 380 60 65 446 87 RTOR Reduction (vph) 0 0 57 090070080 Lane Group Flow (vph) 114 342 19 71 377 0 76 433 0 65 525 0 Confl. Peds. (#/hr) 15 11 11 15 23 25 25 23 Confl. Bikes (#/hr) 1 1 Heavy Vehicles (%) 2% 1% 0% 2% 3% 0% 0% 3% 0% 0% 1% 0% Turn Type pm+pt NA Perm pm+pt NA pm+pt NA pm+pt NA Protected Phases 3 8 7 4 1 6 5 2 Permitted Phases 8 8 4 6 2 Actuated Green, G (s) 25.6 20.3 20.3 25.6 20.3 36.9 31.6 36.7 31.5 Effective Green, g (s) 25.6 20.3 20.3 25.6 20.3 36.9 31.6 36.7 31.5 Actuated g/C Ratio 0.32 0.25 0.25 0.32 0.25 0.46 0.40 0.46 0.39 Clearance Time (s) 4.4 4.4 4.4 4.4 4.4 4.4 4.4 4.4 4.4 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 202 421 345 233 430 265 671 330 677 v/s Ratio Prot c0.04 0.21 0.02 c0.22 c0.02 0.25 0.01 c0.31 v/s Ratio Perm 0.14 0.01 0.08 0.11 0.08 v/c Ratio 0.56 0.81 0.06 0.30 0.88 0.29 0.65 0.20 0.78 Uniform Delay, d1 20.9 28.1 22.6 20.0 28.7 14.0 19.7 13.0 21.2 Progression Factor 1.00 1.00 1.00 1.00 1.00 0.76 0.67 1.00 1.00 Incremental Delay, d2 3.6 11.4 0.1 0.7 17.9 0.6 4.4 0.3 8.5 Delay (s) 24.5 39.4 22.7 20.7 46.5 11.2 17.6 13.3 29.6 Level of Service CDCCD BB BC Approach Delay (s) 33.8 42.5 16.7 27.9 Approach LOS C D B C Intersection Summary HCM 2000 Control Delay 29.8 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.75 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 17.6 Intersection Capacity Utilization 73.7% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group
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5-72 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline EIS Alternative 3 6: 2nd Street & Pine St Walla Walla Transportation Plan
Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (vph) 195 140 90 450 435 100 Future Volume (vph) 195 140 90 450 435 100 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.4 4.4 4.4 4.4 Lane Util. Factor 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 Frt 0.94 1.00 1.00 0.97 Flt Protected 0.97 0.95 1.00 1.00 Satd. Flow (prot) 1627 1660 1765 1711 Flt Permitted 0.97 0.31 1.00 1.00 Satd. Flow (perm) 1627 539 1765 1711 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 212 152 98 489 473 109 RTOR Reduction (vph) 36 0 0 0 13 0 Lane Group Flow (vph) 328 0 98 489 569 0 Confl. Bikes (#/hr) 1 Heavy Vehicles (%) 1% 2% 3% 2% 1% 7% Turn Type Prot Perm NA NA Protected Phases 8 6 2 Permitted Phases 6 Actuated Green, G (s) 14.5 21.9 21.9 21.9 Effective Green, g (s) 14.5 21.9 21.9 21.9 Actuated g/C Ratio 0.32 0.48 0.48 0.48 Clearance Time (s) 4.4 4.4 4.4 4.4 Vehicle Extension (s) 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 521 261 855 829 v/s Ratio Prot c0.20 0.28 c0.33 v/s Ratio Perm 0.18 v/c Ratio 0.63 0.38 0.57 0.69 Uniform Delay, d1 13.1 7.3 8.3 9.0 Progression Factor 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.4 0.9 0.9 2.4 Delay (s) 15.4 8.3 9.2 11.4 Level of Service B AAB Approach Delay (s) 15.4 9.1 11.4 Approach LOS B AB Intersection Summary HCM 2000 Control Delay 11.5 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.66 Actuated Cycle Length (s) 45.2 Sum of lost time (s) 8.8 Intersection Capacity Utilization 70.4% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group
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5-73 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline EIS Alternative 3 7: E Isaacs Avenue & N Clinton Street Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 40 415 30 35 280 15 15 90 35 20 105 35 Future Volume (vph) 40 415 30 35 280 15 15 90 35 20 105 35 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 3.0 4.0 3.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.99 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 0.99 0.97 0.97 Flt Protected 0.95 1.00 0.95 1.00 0.99 0.99 Satd. Flow (prot) 1803 1845 1805 1851 1816 1822 Flt Permitted 0.48 1.00 0.33 1.00 0.97 0.96 Satd. Flow (perm) 913 1845 634 1851 1764 1757 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 43 451 33 38 304 16 16 98 38 22 114 38 RTOR Reduction (vph) 03002001600140 Lane Group Flow (vph) 43 481 0 38 318 0 0 136 0 0 160 0 Confl. Peds. (#/hr) 2 1 1 2 4 1 1 4 Confl. Bikes (#/hr) 1 Heavy Vehicles (%) 0% 1% 0% 0% 1% 0% 0% 0% 0% 0% 0% 0% Bus Blockages (#/hr) 020020000000 Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Protected Phases 7 4 3 8 2 6 Permitted Phases 4826 Actuated Green, G (s) 40.0 36.0 40.0 36.0 24.0 24.0 Effective Green, g (s) 40.0 36.0 40.0 36.0 24.0 24.0 Actuated g/C Ratio 0.53 0.48 0.53 0.48 0.32 0.32 Clearance Time (s) 4.0 3.0 4.0 3.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 534 885 400 888 564 562 v/s Ratio Prot 0.00 c0.26 c0.01 0.17 v/s Ratio Perm 0.04 0.05 0.08 c0.09 v/c Ratio 0.08 0.54 0.10 0.36 0.24 0.29 Uniform Delay, d1 8.6 13.7 9.2 12.2 18.8 19.1 Progression Factor 1.00 1.00 0.58 0.91 1.00 1.00 Incremental Delay, d2 0.1 2.4 0.1 1.1 1.0 1.3 Delay (s) 8.6 16.1 5.5 12.2 19.8 20.4 Level of Service AB AB B C Approach Delay (s) 15.5 11.5 19.8 20.4 Approach LOS B B B C Intersection Summary HCM 2000 Control Delay 15.5 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.42 Actuated Cycle Length (s) 75.0 Sum of lost time (s) 11.0 Intersection Capacity Utilization 56.2% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group
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5-74 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline EIS Alternative 3 8: E Isaacs Avenue & N Roosevelt Street Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 35 405 50 155 320 30 45 85 170 25 85 40 Future Volume (vph) 35 405 50 155 320 30 45 85 170 25 85 40 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.98 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.98 1.00 0.99 1.00 0.90 1.00 0.95 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1803 1833 1787 1854 1805 1670 1801 1785 Flt Permitted 0.50 1.00 0.29 1.00 0.66 1.00 0.43 1.00 Satd. Flow (perm) 952 1833 549 1854 1251 1670 808 1785 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 38 440 54 168 348 33 49 92 185 27 92 43 RTOR Reduction (vph) 06004009600220 Lane Group Flow (vph) 38 488 0 168 377 0 49 181 0 27 113 0 Confl. Peds. (#/hr) 2 1 1 2 2 2 Confl. Bikes (#/hr) 1 Heavy Vehicles (%) 0% 1% 0% 1% 1% 0% 0% 0% 1% 0% 2% 0% Bus Blockages (#/hr) 020000000000 Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Protected Phases 7 4 3 8 2 6 Permitted Phases 4826 Actuated Green, G (s) 38.3 34.4 45.7 38.1 21.0 21.0 21.0 21.0 Effective Green, g (s) 38.3 34.4 45.7 38.1 21.0 21.0 21.0 21.0 Actuated g/C Ratio 0.51 0.46 0.61 0.51 0.28 0.28 0.28 0.28 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 530 840 459 941 350 467 226 499 v/s Ratio Prot 0.00 c0.27 c0.04 0.20 c0.11 0.06 v/s Ratio Perm 0.03 0.19 0.04 0.03 v/c Ratio 0.07 0.58 0.37 0.40 0.14 0.39 0.12 0.23 Uniform Delay, d1 9.2 15.0 8.2 11.4 20.2 21.8 20.1 20.8 Progression Factor 0.55 0.54 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.1 2.8 0.5 1.3 0.8 2.4 1.1 1.0 Delay (s) 5.1 10.9 8.7 12.7 21.1 24.2 21.2 21.8 Level of Service AB AB CC CC Approach Delay (s) 10.5 11.4 23.7 21.7 Approach LOS B B C C Intersection Summary HCM 2000 Control Delay 14.7 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.49 Actuated Cycle Length (s) 75.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 67.1% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group
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5-75 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline EIS Alternative 3 9: S Park St & Alder Street Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 35 490 85 20 365 25 75 85 65 35 135 35 Future Volume (vph) 35 490 85 20 365 25 75 85 65 35 135 35 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 0.97 1.00 1.00 0.97 1.00 0.96 Flpb, ped/bikes 0.99 1.00 1.00 1.00 0.99 1.00 1.00 1.00 Frt 1.00 1.00 0.85 0.99 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.98 1.00 0.99 1.00 Satd. Flow (prot) 1795 3574 1569 3499 1845 1565 1877 1550 Flt Permitted 0.49 1.00 1.00 0.91 0.81 1.00 0.92 1.00 Satd. Flow (perm) 933 3574 1569 3209 1524 1565 1753 1550 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 38 533 92 22 397 27 82 92 71 38 147 38 RTOR Reduction (vph) 0 0 63 0 12 0 0 0 39 0 0 21 Lane Group Flow (vph) 38 533 29 0 434 0 0 174 32 0 185 17 Confl. Peds. (#/hr) 9 7 7 9 15 10 10 15 Confl. Bikes (#/hr) 1 1 5 Heavy Vehicles (%) 0% 1% 0% 0% 2% 0% 0% 0% 0% 0% 0% 0% Turn Type Perm NA Perm Perm NA Perm NA Perm Perm NA Perm Protected Phases 4826 Permitted Phases 4 4 8 2 2 6 6 Actuated Green, G (s) 12.5 12.5 12.5 12.5 18.1 18.1 18.1 18.1 Effective Green, g (s) 12.5 12.5 12.5 12.5 18.1 18.1 18.1 18.1 Actuated g/C Ratio 0.32 0.32 0.32 0.32 0.46 0.46 0.46 0.46 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 294 1128 495 1012 696 715 801 708 v/s Ratio Prot c0.15 v/s Ratio Perm 0.04 0.02 0.14 c0.11 0.02 0.11 0.01 v/c Ratio 0.13 0.47 0.06 0.43 0.25 0.05 0.23 0.02 Uniform Delay, d1 9.7 10.9 9.4 10.7 6.6 6.0 6.5 5.9 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.2 0.3 0.0 0.3 0.9 0.1 0.7 0.1 Delay (s) 9.9 11.2 9.5 11.0 7.4 6.1 7.2 6.0 Level of Service ABA B AA AA Approach Delay (s) 10.9 11.0 7.1 7.0 Approach LOS BBAA Intersection Summary HCM 2000 Control Delay 9.8 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.34 Actuated Cycle Length (s) 39.6 Sum of lost time (s) 9.0 Intersection Capacity Utilization 70.3% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group
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5-76 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline EIS Alternative 3 10: Clinton Street & Alder Street Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 75 675 10 5 350 20 15 45 5 40 30 115 Future Volume (vph) 75 675 10 5 350 20 15 45 5 40 30 115 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.98 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 0.99 0.99 0.92 Flt Protected 0.95 1.00 0.95 1.00 0.99 0.99 Satd. Flow (prot) 1736 1822 1736 1810 1725 1575 Flt Permitted 0.41 1.00 0.24 1.00 0.91 0.91 Satd. Flow (perm) 742 1822 445 1810 1592 1445 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 82 734 11 5 380 22 16 49 5 43 33 125 RTOR Reduction (vph) 00003004001030 Lane Group Flow (vph) 82 745 0 5 399 0 0 66 0 0 98 0 Confl. Bikes (#/hr) 5522 Heavy Vehicles (%) 4% 4% 4% 4% 4% 4% 2% 2% 2% 2% 2% 2% Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Protected Phases 7 4 3 8 2 6 Permitted Phases 4826 Actuated Green, G (s) 30.9 26.9 24.7 23.8 8.6 8.6 Effective Green, g (s) 30.9 26.9 24.7 23.8 8.6 8.6 Actuated g/C Ratio 0.62 0.54 0.49 0.48 0.17 0.17 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 539 982 243 863 274 249 v/s Ratio Prot c0.01 c0.41 0.00 0.22 v/s Ratio Perm 0.08 0.01 0.04 c0.07 v/c Ratio 0.15 0.76 0.02 0.46 0.24 0.39 Uniform Delay, d1 4.2 9.0 7.1 8.8 17.8 18.3 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.1 3.4 0.0 0.4 0.5 1.0 Delay (s) 4.3 12.4 7.2 9.2 18.3 19.3 Level of Service AB AA B B Approach Delay (s) 11.6 9.1 18.3 19.3 Approach LOS BABB Intersection Summary HCM 2000 Control Delay 12.3 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.66 Actuated Cycle Length (s) 49.9 Sum of lost time (s) 13.5 Intersection Capacity Utilization 66.5% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group
Synchro 9 Report 02/16/2018 Page 11
5-77 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline EIS Alternative 3 11: Myra Rd & W Rose Street Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 75 215 60 175 295 100 35 385 135 70 530 115 Future Volume (vph) 75 215 60 175 295 100 35 385 135 70 530 115 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 0.98 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.96 1.00 0.97 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1752 3539 1563 1787 3539 1590 1805 3352 1752 3390 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 1752 3539 1563 1787 3539 1590 1805 3352 1752 3390 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 82 234 65 190 321 109 38 418 147 76 576 125 RTOR Reduction (vph) 0 0 52 0 0 80 0 50 0 0 25 0 Lane Group Flow (vph) 82 234 13 190 321 29 38 515 0 76 676 0 Confl. Peds. (#/hr) 1 1 1 1 Confl. Bikes (#/hr) 3 Heavy Vehicles (%) 3% 2% 2% 1% 2% 0% 0% 4% 2% 3% 4% 2% Turn Type Prot NA Perm Prot NA Perm Prot NA Prot NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 Actuated Green, G (s) 4.0 12.8 12.8 7.7 16.5 16.5 2.6 19.3 4.0 20.7 Effective Green, g (s) 4.0 12.8 12.8 7.7 16.5 16.5 2.6 19.3 4.0 20.7 Actuated g/C Ratio 0.06 0.21 0.21 0.12 0.27 0.27 0.04 0.31 0.06 0.33 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 113 732 323 222 944 424 75 1046 113 1135 v/s Ratio Prot 0.05 0.07 c0.11 c0.09 0.02 0.15 c0.04 c0.20 v/s Ratio Perm 0.01 0.02 v/c Ratio 0.73 0.32 0.04 0.86 0.34 0.07 0.51 0.49 0.67 0.60 Uniform Delay, d1 28.4 20.8 19.6 26.5 18.3 16.9 29.0 17.3 28.3 17.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 20.5 0.3 0.1 26.1 0.2 0.1 5.3 1.7 14.6 2.3 Delay (s) 48.9 21.1 19.6 52.6 18.5 17.0 34.3 18.9 42.9 19.4 Level of Service DCBDBBCB DB Approach Delay (s) 26.8 28.7 19.9 21.7 Approach LOS C C B C Intersection Summary HCM 2000 Control Delay 23.9 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.59 Actuated Cycle Length (s) 61.8 Sum of lost time (s) 18.0 Intersection Capacity Utilization 53.4% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group
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5-78 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline EIS Alternative 3 12: Myra Rd & NE C Street/W Poplar St Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 105 140 25 165 325 65 35 410 135 50 535 195 Future Volume (vph) 105 140 25 165 325 65 35 410 135 50 535 195 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.99 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.98 1.00 0.97 1.00 0.96 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1770 1841 1787 1842 1805 3285 1719 3471 1583 Flt Permitted 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1770 1841 1787 1842 1805 3285 1719 3471 1583 Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Adj. Flow (vph) 113 151 27 177 349 70 38 441 145 54 575 210 RTOR Reduction (vph) 0 10 0 0 11 0 0 45 0 0 0 140 Lane Group Flow (vph) 113 168 0 177 408 0 38 541 0 54 575 70 Confl. Peds. (#/hr) 1 1 1 1 Heavy Vehicles (%) 2% 1% 0% 1% 0% 2% 0% 6% 3% 5% 4% 2% Turn Type Prot NA Prot NA Prot NA Prot NA Perm Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 6 Actuated Green, G (s) 5.6 12.2 9.1 15.7 2.6 19.6 4.0 21.0 21.0 Effective Green, g (s) 5.6 12.2 9.1 15.7 2.6 19.6 4.0 21.0 21.0 Actuated g/C Ratio 0.09 0.19 0.14 0.25 0.04 0.31 0.06 0.33 0.33 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 157 357 258 459 74 1023 109 1158 528 v/s Ratio Prot 0.06 0.09 c0.10 c0.22 0.02 0.16 c0.03 c0.17 v/s Ratio Perm 0.04 v/c Ratio 0.72 0.47 0.69 0.89 0.51 0.53 0.50 0.50 0.13 Uniform Delay, d1 27.9 22.5 25.5 22.8 29.5 17.8 28.5 16.7 14.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 14.6 1.0 7.4 18.4 5.9 2.0 3.5 1.5 0.5 Delay (s) 42.5 23.5 32.9 41.2 35.4 19.8 32.0 18.3 15.1 Level of Service DC CD DB CBB Approach Delay (s) 30.9 38.7 20.8 18.4 Approach LOS C D C B Intersection Summary HCM 2000 Control Delay 25.7 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.70 Actuated Cycle Length (s) 62.9 Sum of lost time (s) 18.0 Intersection Capacity Utilization 61.7% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group
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5-79 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline EIS Alternative 3 13: Myra Rd & Dalles Military Rd Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 120 185 30 40 210 165 20 270 25 135 490 145 Future Volume (vph) 120 185 30 40 210 165 20 270 25 135 490 145 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Grade (%) 0% 0% 4% 3% Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 0.99 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.99 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1787 1900 1598 1804 1881 1483 1769 3269 1743 3419 1544 Flt Permitted 0.38 1.00 1.00 0.63 1.00 1.00 0.38 1.00 0.55 1.00 1.00 Satd. Flow (perm) 709 1900 1598 1204 1881 1483 713 3269 1003 3419 1544 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 128 197 32 43 223 176 21 287 27 144 521 154 RTOR Reduction (vph) 0 0 22 0 0 117 0900079 Lane Group Flow (vph) 128 197 10 43 223 59 21 305 0 144 521 75 Confl. Peds. (#/hr) 1 1 Confl. Bikes (#/hr) 1 Heavy Vehicles (%) 1% 0% 0% 0% 1% 8% 0% 7% 5% 2% 4% 3% Turn Type pm+pt NA pm+ov pm+pt NA pm+ov pm+pt NA pm+pt NA pm+ov Protected Phases 74538152 167 Permitted Phases 4 4 8 8 2 6 6 Actuated Green, G (s) 25.6 18.0 21.8 18.4 14.4 22.3 24.9 21.1 33.0 25.2 32.8 Effective Green, g (s) 25.6 18.0 21.8 18.4 14.4 22.3 24.9 21.1 33.0 25.2 32.8 Actuated g/C Ratio 0.38 0.27 0.33 0.27 0.21 0.33 0.37 0.31 0.49 0.38 0.49 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 393 510 519 366 404 493 324 1029 581 1285 755 v/s Ratio Prot c0.04 0.10 0.00 0.01 c0.12 0.01 0.00 0.09 c0.03 c0.15 0.01 v/s Ratio Perm 0.09 0.01 0.03 0.03 0.02 0.09 0.04 v/c Ratio 0.33 0.39 0.02 0.12 0.55 0.12 0.06 0.30 0.25 0.41 0.10 Uniform Delay, d1 14.2 20.0 15.3 18.1 23.4 15.5 15.9 17.3 10.4 15.4 9.2 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.5 0.5 0.0 0.1 1.6 0.1 0.1 0.7 0.2 1.0 0.1 Delay (s) 14.7 20.5 15.4 18.2 25.1 15.6 16.0 18.1 10.6 16.3 9.2 Level of Service BCBBCBBB BBA Approach Delay (s) 17.9 20.6 17.9 14.0 Approach LOS B C B B Intersection Summary HCM 2000 Control Delay 16.9 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.44 Actuated Cycle Length (s) 67.0 Sum of lost time (s) 16.0 Intersection Capacity Utilization 47.9% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group
Synchro 9 Report 02/16/2018 Page 14
5-80 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline EIS Alternative 3 14: SR 125 & Myra Rd Walla Walla Transportation Plan
Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph) 240 575 725 60 95 435 Future Volume (vph) 240 575 725 60 95 435 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Grade (%) 0% 0% 2% Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 0.95 1.00 1.00 0.88 Frt 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1787 3574 3574 1599 1769 2786 Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1787 3574 3574 1599 1769 2786 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 253 605 763 63 100 458 RTOR Reduction (vph) 0 0 0 28 0 34 Lane Group Flow (vph) 253 605 763 35 100 424 Heavy Vehicles (%) 1% 1% 1% 1% 1% 1% Turn Type Prot NA NA Perm Prot pm+ov Protected Phases 7 4 8 1 7 Permitted Phases 8 1 Actuated Green, G (s) 42.3 72.8 26.5 26.5 9.2 51.5 Effective Green, g (s) 42.3 72.8 26.5 26.5 9.2 51.5 Actuated g/C Ratio 0.47 0.81 0.29 0.29 0.10 0.57 Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 839 2890 1052 470 180 1718 v/s Ratio Prot c0.14 0.17 c0.21 c0.06 0.12 v/s Ratio Perm 0.02 0.04 v/c Ratio 0.30 0.21 0.73 0.08 0.56 0.25 Uniform Delay, d1 14.7 2.0 28.5 22.9 38.5 9.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.9 0.0 2.5 0.1 3.7 0.1 Delay (s) 15.7 2.0 31.0 23.0 42.1 9.7 Level of Service BACCDA Approach Delay (s) 6.0 30.4 15.5 Approach LOS AC B Intersection Summary HCM 2000 Control Delay 17.4 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.47 Actuated Cycle Length (s) 90.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 48.6% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group
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5-81 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM 2010 TWSC Future Baseline EIS Alternative 3 15: N 9th Ave/N 9th Ct & W Pine Street Walla Walla Transportation Plan
Intersection Int Delay, s/veh 11.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 5 240 190 90 160 0 150 5 105 5 5 5 Future Vol, veh/h 5 240 190 90 160 0 150 5 105 5 5 5 Conflicting Peds, #/hr 0 0 7 7 0 0 1 0 1 1 0 1 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 014 370 604 000 Mvmt Flow 5 261 207 98 174 0 163 5 114 5 5 5
Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 174 0 0 474 0 0 758 752 372 806 855 175 Stage 1 ------382 382 - 370 370 - Stage 2 ------376 370 - 436 485 - Critical Hdwy 4.1 - - 4.13 - - 7.16 6.5 6.24 7.1 6.5 6.2 Critical Hdwy Stg 1 ------6.16 5.5 - 6.1 5.5 - Critical Hdwy Stg 2 ------6.16 5.5 - 6.1 5.5 - Follow-up Hdwy 2.2 - - 2.227 - - 3.554 4 3.336 3.5 4 3.3 Pot Cap-1 Maneuver 1415 - - 1083 - - 319 342 669 303 298 874 Stage 1 ------632 616 - 654 624 - Stage 2 ------637 624 - 603 555 - Platoon blocked, % -- -- Mov Cap-1 Maneuver 1414 - - 1082 - - 285 304 664 228 265 873 Mov Cap-2 Maneuver ------285 304 - 228 265 - Stage 1 ------625 609 - 651 562 - Stage 2 ------564 562 - 492 549 -
Approach EB WB NB SB HCM Control Delay, s 0.1 3.1 39.8 16.8 HCM LOS E C
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 371 1414 - - 1082 - - 322 HCM Lane V/C Ratio 0.762 0.004 - - 0.09 - - 0.051 HCM Control Delay (s) 39.8 7.6 0 - 8.7 0 - 16.8 HCM Lane LOS E A A - A A - C HCM 95th %tile Q(veh) 6.2 0 - - 0.3 - - 0.2
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5-82 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline EIS Alternative 3 16: N 9th Ave & W Rose Street Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 110 240 245 40 285 20 185 255 40 25 275 175 Future Volume (vph) 110 240 245 40 285 20 185 255 40 25 275 175 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 0.98 1.00 1.00 1.00 0.99 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.98 1.00 0.94 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1752 1810 1615 1805 1845 1577 1804 3438 1805 1733 Flt Permitted 0.28 1.00 1.00 0.49 1.00 1.00 0.18 1.00 0.56 1.00 Satd. Flow (perm) 518 1810 1615 925 1845 1577 334 3438 1060 1733 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 120 261 266 43 310 22 201 277 43 27 299 190 RTOR Reduction (vph) 0 0 202 0 0 17 0 15 0 0 31 0 Lane Group Flow (vph) 120 261 64 43 310 5 201 305 0 27 458 0 Confl. Peds. (#/hr) 2 2 6 6 Confl. Bikes (#/hr) 1 Heavy Vehicles (%) 3% 5% 0% 0% 3% 0% 0% 3% 0% 0% 2% 2% Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA pm+pt NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 4 8 8 2 6 Actuated Green, G (s) 22.7 17.0 17.0 19.3 15.3 15.3 35.8 28.8 25.6 23.1 Effective Green, g (s) 22.7 17.0 17.0 19.3 15.3 15.3 35.8 28.8 25.6 23.1 Actuated g/C Ratio 0.32 0.24 0.24 0.27 0.22 0.22 0.51 0.41 0.36 0.33 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 267 437 390 304 401 343 341 1408 412 569 v/s Ratio Prot c0.04 0.14 0.01 c0.17 c0.07 0.09 0.00 c0.26 v/s Ratio Perm 0.11 0.04 0.03 0.00 0.23 0.02 v/c Ratio 0.45 0.60 0.16 0.14 0.77 0.01 0.59 0.22 0.07 0.81 Uniform Delay, d1 17.9 23.6 21.0 19.0 25.9 21.6 12.3 13.4 14.4 21.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.2 2.2 0.2 0.2 9.0 0.0 2.6 0.4 0.1 11.5 Delay (s) 19.1 25.8 21.2 19.2 34.8 21.6 14.9 13.8 14.5 33.1 Level of Service BCCBCCBB BC Approach Delay (s) 22.7 32.3 14.2 32.1 Approach LOS C C B C Intersection Summary HCM 2000 Control Delay 24.7 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.73 Actuated Cycle Length (s) 70.3 Sum of lost time (s) 18.0 Intersection Capacity Utilization 71.7% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group
Synchro 9 Report 02/16/2018 Page 17
5-83 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline EIS Alternative 3 17: N 9th Ave & Poplar St Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 65 200 150 220 250 45 120 595 125 60 770 75 Future Volume (vph) 65 200 150 220 250 45 120 595 125 60 770 75 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 0.95 1.00 0.95 Frpb, ped/bikes 1.00 0.99 1.00 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.94 1.00 0.98 1.00 0.97 1.00 0.99 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1796 3288 1769 3468 1805 3423 1769 3530 Flt Permitted 0.56 1.00 0.35 1.00 0.19 1.00 0.24 1.00 Satd. Flow (perm) 1054 3288 649 3468 364 3423 451 3530 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 71 217 163 239 272 49 130 647 136 65 837 82 RTOR Reduction (vph) 0 132 0 0 23 0 0 24 0 0 10 0 Lane Group Flow (vph) 71 248 0 239 298 0 130 759 0 65 909 0 Confl. Peds. (#/hr) 14 1 1 14 2 2 Heavy Vehicles (%) 0% 3% 1% 2% 1% 3% 0% 3% 0% 2% 1% 0% Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4826 Actuated Green, G (s) 16.1 12.0 22.9 15.4 26.6 20.9 23.2 19.2 Effective Green, g (s) 16.1 12.0 22.9 15.4 26.6 20.9 23.2 19.2 Actuated g/C Ratio 0.26 0.19 0.37 0.25 0.43 0.33 0.37 0.31 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 320 632 372 855 286 1146 252 1086 v/s Ratio Prot 0.01 0.08 c0.08 0.09 c0.04 0.22 0.02 c0.26 v/s Ratio Perm 0.04 c0.16 0.15 0.08 v/c Ratio 0.22 0.39 0.64 0.35 0.45 0.66 0.26 0.84 Uniform Delay, d1 17.9 22.0 14.7 19.4 12.6 17.7 13.1 20.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.4 0.4 3.8 0.2 1.1 3.0 0.5 7.7 Delay (s) 18.2 22.4 18.5 19.6 13.8 20.8 13.7 27.8 Level of Service BC BB BC BC Approach Delay (s) 21.8 19.1 19.8 26.9 Approach LOS C B B C Intersection Summary HCM 2000 Control Delay 22.4 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.74 Actuated Cycle Length (s) 62.4 Sum of lost time (s) 18.0 Intersection Capacity Utilization 68.0% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group
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5-84 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline EIS Alternative 3 18: 9th Ave/N 9th Ave & W Chestnut Street/Chestnut St Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 45 100 85 240 40 115 10 705 155 95 945 25 Future Volume (vph) 45 100 85 240 40 115 10 705 155 95 945 25 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 Frpb, ped/bikes 1.00 1.00 0.98 1.00 0.98 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.89 1.00 0.97 1.00 1.00 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1660 1800 1491 1693 1572 1710 3286 1676 3367 Flt Permitted 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 1660 1800 1491 1693 1572 1710 3286 1676 3367 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 49 109 92 261 43 125 11 766 168 103 1027 27 RTOR Reduction (vph) 0 0 81 0 95 0 0 22 0020 Lane Group Flow (vph) 49 109 11 261 73 0 11 912 0 103 1052 0 Confl. Peds. (#/hr) 10 2 2 10 6 3 3 6 Confl. Bikes (#/hr) 1 1 Heavy Vehicles (%) 3% 0% 1% 1% 0% 0% 0% 1% 0% 2% 1% 5% Turn Type Prot NA Perm Prot NA Prot NA Prot NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 Actuated Green, G (s) 4.1 8.4 8.4 12.0 16.3 1.2 23.4 5.5 27.7 Effective Green, g (s) 4.1 8.4 8.4 12.0 16.3 1.2 23.4 5.5 27.7 Actuated g/C Ratio 0.06 0.12 0.12 0.18 0.24 0.02 0.35 0.08 0.41 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 101 224 186 301 380 30 1142 136 1385 v/s Ratio Prot 0.03 c0.06 c0.15 0.05 0.01 0.28 c0.06 c0.31 v/s Ratio Perm 0.01 v/c Ratio 0.49 0.49 0.06 0.87 0.19 0.37 0.80 0.76 0.76 Uniform Delay, d1 30.6 27.4 26.0 26.9 20.3 32.7 19.8 30.2 17.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 3.6 1.7 0.1 22.1 0.2 7.4 5.9 21.1 4.0 Delay (s) 34.2 29.1 26.1 49.0 20.5 40.1 25.7 51.4 20.9 Level of Service CCCDC DC DC Approach Delay (s) 29.0 37.8 25.9 23.6 Approach LOS CDCC Intersection Summary HCM 2000 Control Delay 27.1 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.77 Actuated Cycle Length (s) 67.3 Sum of lost time (s) 18.0 Intersection Capacity Utilization 67.8% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group
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5-85 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline EIS Alternative 3 19: SR 125/N 9th Ave & Dalles Military Road/Plaza Way Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 200 260 10 170 230 305 5 445 220 390 605 245 Future Volume (vph) 200 260 10 170 230 305 5 445 220 390 605 245 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1900 1900 1800 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.97 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 0.85 1.00 0.95 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.98 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1693 1772 1718 1500 1710 3397 1676 3539 1538 Flt Permitted 0.95 1.00 0.98 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (perm) 1693 1772 1718 1500 1710 3397 1676 3539 1538 Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 213 277 11 181 245 324 5 473 234 415 644 261 RTOR Reduction (vph) 02000253059000101 Lane Group Flow (vph) 213 286 0 0 426 71 5 648 0 415 644 160 Confl. Peds. (#/hr) 2 2 3 3 Heavy Vehicles (%) 1% 1% 0% 2% 3% 2% 0% 1% 1% 2% 2% 2% Turn Type Split NA Split NA Perm Prot NA Prot NA Perm Protected Phases 4 4 8 8 5 2 1 6 Permitted Phases 4 8 6 Actuated Green, G (s) 17.7 17.7 22.5 22.5 1.3 23.6 21.5 43.8 43.8 Effective Green, g (s) 17.7 17.7 22.5 22.5 1.3 23.6 21.5 43.8 43.8 Actuated g/C Ratio 0.17 0.17 0.22 0.22 0.01 0.23 0.21 0.42 0.42 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 290 303 374 326 21 776 348 1500 652 v/s Ratio Prot 0.13 c0.16 c0.25 0.00 c0.19 c0.25 0.18 v/s Ratio Perm 0.05 0.10 v/c Ratio 0.73 0.95 1.14 0.22 0.24 0.84 1.19 0.43 0.24 Uniform Delay, d1 40.6 42.3 40.4 33.2 50.5 38.0 40.9 20.9 19.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 9.3 37.0 90.0 0.3 5.8 10.3 111.5 0.9 0.9 Delay (s) 49.8 79.3 130.4 33.5 56.3 48.3 152.4 21.8 20.0 Level of Service DE FCED FCC Approach Delay (s) 66.8 88.5 48.4 62.5 Approach LOS E F D E Intersection Summary HCM 2000 Control Delay 66.1 HCM 2000 Level of Service E HCM 2000 Volume to Capacity ratio 1.03 Actuated Cycle Length (s) 103.3 Sum of lost time (s) 18.0 Intersection Capacity Utilization 94.9% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group
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5-86 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM Signalized Intersection Capacity Analysis Future Baseline EIS Alternative 3 20: Plaza Way & W Tietan St Walla Walla Transportation Plan
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 110 110 5 165 95 280 10 295 145 275 420 125 Future Volume (vph) 110 110 5 165 95 280 10 295 145 275 420 125 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 0.99 1.00 0.99 1.00 1.00 0.97 Flpb, ped/bikes 1.00 1.00 0.99 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 0.89 1.00 0.95 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1786 1851 1777 1661 1805 3346 1787 1881 1543 Flt Permitted 0.31 1.00 0.68 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (perm) 578 1851 1268 1661 1805 3346 1787 1881 1543 Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Adj. Flow (vph) 118 118 5 177 102 301 11 317 156 296 452 134 RTOR Reduction (vph) 0300197009100054 Lane Group Flow (vph) 118 120 0 177 206 0 11 382 0 296 452 80 Confl. Peds. (#/hr) 2 4 4 2 3 10 10 3 Confl. Bikes (#/hr) 1 Heavy Vehicles (%) 1% 2% 0% 1% 2% 0% 0% 2% 0% 1% 1% 2% Turn Type Perm NA Perm NA Prot NA Prot NA Perm Protected Phases 4 8 5 2 1 6 Permitted Phases 4 8 6 Actuated Green, G (s) 13.0 13.0 13.0 13.0 1.3 21.8 10.6 31.1 31.1 Effective Green, g (s) 13.0 13.0 13.0 13.0 1.3 21.8 10.6 31.1 31.1 Actuated g/C Ratio 0.22 0.22 0.22 0.22 0.02 0.37 0.18 0.53 0.53 Clearance Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 127 408 279 366 39 1238 321 993 814 v/s Ratio Prot 0.06 0.12 0.01 0.11 c0.17 c0.24 v/s Ratio Perm c0.20 0.14 0.05 v/c Ratio 0.93 0.29 0.63 0.56 0.28 0.31 0.92 0.46 0.10 Uniform Delay, d1 22.5 19.1 20.8 20.4 28.3 13.2 23.7 8.6 6.9 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 57.7 0.4 4.7 2.0 3.9 0.6 30.8 1.5 0.2 Delay (s) 80.2 19.5 25.5 22.4 32.3 13.8 54.6 10.1 7.2 Level of Service FB CC CB DBA Approach Delay (s) 49.2 23.3 14.3 24.6 Approach LOS D C B C Intersection Summary HCM 2000 Control Delay 24.7 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.72 Actuated Cycle Length (s) 58.9 Sum of lost time (s) 13.5 Intersection Capacity Utilization 73.7% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group
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5-87 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM 2010 TWSC Future Baseline EIS Alternative 3 21: Howard St/Howard Street & Chestnut St/Chestut St Walla Walla Transportation Plan
Intersection Int Delay, s/veh 79 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 50 110 220 10 70 20 120 260 20 15 370 65 Future Vol, veh/h 50 110 220 10 70 20 120 260 20 15 370 65 Conflicting Peds, #/hr 0 0 1 1 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 001 020 000 000 Mvmt Flow 54 120 239 11 76 22 130 283 22 16 402 71
Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1073 1035 439 1204 1059 293 473 0 0 304 0 0 Stage 1 470 470 - 554 554 ------Stage 2 603 565 - 650 505 ------Critical Hdwy 7.1 6.5 6.21 7.1 6.52 6.2 4.1 - - 4.1 - - Critical Hdwy Stg 1 6.1 5.5 - 6.1 5.52 ------Critical Hdwy Stg 2 6.1 5.5 - 6.1 5.52 ------Follow-up Hdwy 3.5 4 3.309 3.5 4.018 3.3 2.2 - - 2.2 - - Pot Cap-1 Maneuver 200 234 620 162 224 751 1099 - - 1268 - - Stage 1 578 563 - 520 514 ------Stage 2 489 511 - 461 540 ------Platoon blocked, % -- -- Mov Cap-1 Maneuver 118 197 619 46 189 751 1098 - - 1268 - - Mov Cap-2 Maneuver 118 197 - 46 189 ------Stage 1 495 553 - 446 440 ------Stage 2 337 438 - 218 531 ------
Approach EB WB NB SB HCM Control Delay, s 256.8 62.8 2.6 0.3 HCM LOS F F
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1098 - - 284 163 1268 - - HCM Lane V/C Ratio 0.119 - - 1.454 0.667 0.013 - - HCM Control Delay (s) 8.7 0 - 256.8 62.8 7.9 0 - HCM Lane LOS A A - F F A A - HCM 95th %tile Q(veh) 0.4 - - 22.9 3.8 0 - -
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5-88 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM 2010 AWSC Future Baseline EIS Alternative 3 22: Cottonwood Rd/Howard St & Prospect Ave/Reser Rd Walla Walla Transportation Plan
Intersection Intersection Delay, s/veh 58.5 Intersection LOS F
Movement EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR Lane Configurations Traffic Vol, veh/h 0 50 185 65 0 80 140 30 0 40 125 85 Future Vol, veh/h 0 50 185 65 0 80 140 30 0 40 125 85 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles, % 200020132800 Mvmt Flow 0 54 201 71 0 87 152 33 0 43 136 92 Number of Lanes 001000100010 Approach EB WB NB Opposing Approach WB EB SB Opposing Lanes 1 1 1 Conflicting Approach Left SB NB EB Conflicting Lanes Left 1 1 1 Conflicting Approach Right NB SB WB Conflicting Lanes Right 1 1 1 HCM Control Delay 26.3 22.4 21.5 HCM LOS D C C
Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, % 16% 17% 32% 16% Vol Thru, % 50% 62% 56% 64% Vol Right, % 34% 22% 12% 20% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 250 300 250 545 LT Vol 40 50 80 85 Through Vol 125 185 140 350 RT Vol 85 65 30 110 Lane Flow Rate 272 326 272 592 Geometry Grp 1111 Degree of Util (X) 0.576 0.679 0.587 1.141 Departure Headway (Hd) 8.085 8.009 8.305 6.931 Convergence, Y/N Yes Yes Yes Yes Cap 448 453 437 521 Service Time 6.085 6.009 6.305 5.031 HCM Lane V/C Ratio 0.607 0.72 0.622 1.136 HCM Control Delay 21.5 26.3 22.4 109.7 HCM Lane LOS CDCF HCM 95th-tile Q 3.5 5 3.7 20
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5-89 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM 2010 AWSC Future Baseline EIS Alternative 3 22: Cottonwood Rd/Howard St & Prospect Ave/Reser Rd Walla Walla Transportation Plan
Intersection Intersection Delay, s/veh Intersection LOS
Movement SBU SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 85 350 110 Future Vol, veh/h 0 85 350 110 Peak Hour Factor 0.92 0.92 0.92 0.92 Heavy Vehicles, % 2001 Mvmt Flow 0 92 380 120 Number of Lanes 0010 Approach SB Opposing Approach NB Opposing Lanes 1 Conflicting Approach Left WB Conflicting Lanes Left 1 Conflicting Approach Right EB Conflicting Lanes Right 1 HCM Control Delay 109.7 HCM LOS F
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5-90 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM 2010 AWSC Future Baseline EIS Alternative 3 23: 3rd Ave & Prospect Ave Walla Walla Transportation Plan
Intersection Intersection Delay, s/veh 20 Intersection LOS C
Movement EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 50 110 10 0 155 130 70 0 20 120 155 0 85 185 50 Future Vol, veh/h 0 50 110 10 0 155 130 70 0 20 120 155 0 85 185 50 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles, % 2 000201320002000 Mvmt Flow 0 54 120 11 0 168 141 76 0 22 130 168 0 92 201 54 Number of Lanes 0 010001000100010 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 14.5 23.5 18 20.8 HCM LOS B C C C
Lane NBLn1 EBLn1WBLn1 SBLn1 Vol Left, % 7% 29% 44% 27% Vol Thru, % 41% 65% 37% 58% Vol Right, % 53% 6% 20% 16% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 295 170 355 320 LT Vol 20 50 155 85 Through Vol 120 110 130 185 RT Vol 155 10 70 50 Lane Flow Rate 321 185 386 348 Geometry Grp 1111 Degree of Util (X) 0.577 0.37 0.697 0.642 Departure Headway (Hd) 6.482 7.216 6.638 6.649 Convergence, Y/N Yes Yes Yes Yes Cap 558 499 548 546 Service Time 4.496 5.256 4.638 4.663 HCM Lane V/C Ratio 0.575 0.371 0.704 0.637 HCM Control Delay 18 14.5 23.5 20.8 HCM Lane LOS CBCC HCM 95th-tile Q 3.6 1.7 5.5 4.5
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5-91 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM 2010 AWSC Future Baseline EIS Alternative 3 24: Plaza Way & Taumarson Rd Walla Walla Transportation Plan
Intersection Intersection Delay, s/veh13.9 Intersection LOS B
Movement EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 65 245 30 0 20 220 40 0 25 60 20 0 40 115 120 Future Vol, veh/h 0 65 245 30 0 20 220 40 0 25 60 20 0 40 115 120 Peak Hour Factor 0.92 0.95 0.95 0.95 0.92 0.95 0.95 0.95 0.92 0.95 0.95 0.95 0.92 0.95 0.95 0.95 Heavy Vehicles, % 2 010211020502040 Mvmt Flow 0 68 258 32 0 21 232 42 0 26 63 21 0 42 121 126 Number of Lanes 0 010001000100010 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 15.5 13.5 10.9 13.5 HCM LOS C B B B
Lane NBLn1 EBLn1WBLn1 SBLn1 Vol Left, % 24% 19% 7% 15% Vol Thru, % 57% 72% 79% 42% Vol Right, % 19% 9% 14% 44% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 105 340 280 275 LT Vol 25 65 20 40 Through Vol 60 245 220 115 RT Vol 20 30 40 120 Lane Flow Rate 111 358 295 289 Geometry Grp 1111 Degree of Util (X) 0.195 0.554 0.462 0.457 Departure Headway (Hd) 6.342 5.575 5.641 5.688 Convergence, Y/N Yes Yes Yes Yes Cap 569 641 634 628 Service Time 4.342 3.657 3.727 3.774 HCM Lane V/C Ratio 0.195 0.559 0.465 0.46 HCM Control Delay 10.9 15.5 13.5 13.5 HCM Lane LOS BCBB HCM 95th-tile Q 0.7 3.4 2.4 2.4
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5-92 Walla Walla Comprehensive Plan Update Draft EIS Appendix A - Transportation Analysis HCM 2010 TWSC 1: 3rd Ave & Tietan St 2/22/2018
Intersection Int Delay, s/veh 17.2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Vol, veh/h 30 360 50 90 360 20 100 10 90 10 80 40 Future Vol, veh/h 30 360 50 90 360 20 100 10 90 10 80 40 Conflicting Peds, #/hr 1 0 0 0 0 1 2 0 0 0 0 2 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length - - 50 - - 50 75 - - 75 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94 Heavy Vehicles, % 8 1 5 2 2 0 0 0 6 0 0 0 Mvmt Flow 32 383 53 96 383 21 106 11 96 11 85 43
Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 385 0 0 385 0 0 1089 1025 386 1078 1025 386 Stage 1 ------449 449 - 576 576 - Stage 2 ------640 576 - 502 449 - Critical Hdwy 4.18 - - 4.12 - - 7.1 6.5 6.26 7.1 6.5 6.2 Critical Hdwy Stg 1 ------6.1 5.5 - 6.1 5.5 - Critical Hdwy Stg 2 ------6.1 5.5 - 6.1 5.5 - Follow-up Hdwy 2.272 - - 2.218 - - 3.5 4 3.354 3.5 4 3.3 Pot Cap-1 Maneuver 1141 - - 1173 - - 195 237 653 198 237 666 Stage 1 ------593 576 - 506 505 - Stage 2 ------467 505 - 555 576 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1140 - - 1172 - - 110 203 651 145 203 664 Mov Cap-2 Maneuver ------110 203 - 145 203 - Stage 1 ------570 554 - 486 451 - Stage 2 ------317 451 - 447 554 -
Approach EB WB NB SB HCM Control Delay, s 0.6 1.6 81.7 30.9 HCM LOS F D
Minor Lane/Major Mvmt NBLn1 NBLn2 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 110 533 1140 - - 1172 - - 145 264 HCM Lane V/C Ratio 0.967 0.2 0.028 - - 0.082 - - 0.073 0.484 HCM Control Delay (s) 149.9 13.4 8.2 0 - 8.3 0 - 31.8 30.8 HCM Lane LOS F B A A - A A - D D HCM 95th %tile Q(veh) 6.1 0.7 0.1 - - 0.3 - - 0.2 2.5
Walla Walla TP 11/29/2017 Alternative 3 Synchro 9 Report DKS Associates Page 1
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