Lincoln High School, 4400 Interlake Avenue North, Seattle ... · • A north service wing addition would be constructed between the central wing and north wing. The service wing would

WAC 197-11-970 Determination of Nonsignificance (DNS).

DETERMINATION OF NONSIGNIFICANCE

LINCOLN HIGH SCHOOL MODERNIZATION PROJECT

.

Proponent. Seattle Public SchoolsSEATTLE

Location of proposal, including street address, if any. Lincoln High School, PUBLIC4400 Interlake Avenue North, Seattle, Washington. SCHOOLS

Description of Proposal. Seattle Public Schools (SPS) is proposing to modernize the existingLincoln High School building and reopen it as a comprehensive high school. The project wouldbe funded by the BEX IV Capital Improvement Program, which was approved by voters inFebruary 2013. Some building infrastructure improvements included in the project would befunded by the BTA IV Program, which was approved by voters in February 2016. Theenrollment capacity of the reopened Lincoln High School would be 1,600 students, includingstudents in the Skill Center for Health Science and Medical Assisting.

Lincoln High School, located in the Wallingford neighborhood, was originally constructed in1907 and was used as a high school until 1981. The site was unused until 1997 when SPS startedusing the building as an interim school and it has housed various SPS schools including highschools, since then. The building is currently home to Cascadia Elementary School, LictonSprings K-8 School, and a Skill Center for Health Sciences and Medical Assisting. Permanentbuildings for Cascadia Elementary School and Licton Springs K-8 School are currently underconstruction and the programs will relocate to those buildings in fall 2017. The Skill Centerwould continue to be housed in the Lincoln Building after it is reopened as a high school.

Before reopening, the existing buildings would be renovated and reconfigured. Most of themodernization consists of reconfiguring interior spaces to accommodate classrooms, lab spaces,teacher and student support spaces, a library, a performing arts space, and new offices. A newADA-accessible entry would be constructed at the north side of the central wing where itconnects to the north wing. Aside from a service room addition between the central wing andnorth wing, the existing building footprints would not be expanded. Several small structureslocated between the wings of the school and the exterior covered walkway canopies would bedemolished to create an open space for student use. The north end parking area would berepaved and reconfigured and parking spaces in the southern lot would be retained to provide 162parking spaces plus a bus load/unload area with room for five Special Education (SPED) buses.Other site improvements would include excavation and grading, stormwater improvements, treeplanting, and landscaping.

The lead agency for this proposal has determined that it does not have a probable significantadverse impact on the environment. An environmental impact statement (EIS) is notrequired under RCW 43.2 1C.030 (2)(c). This decision was made after review of a completedenvironmental checklist and other information on file with the lead agency. This informationis available to the public on request at the following location: ). John Stanford Center, 2445Third Avenue South, Seattle (Attn: Steve Moore, Phone: 206-678-5981) and on line athttps://www.seatleschools.org/cms/aspx?pageld 1d16889.

D There is no comment period for this DNS.

D This DNS is issued after using the optional DNS process in WAC 197-11-3 55. There is nofurther comment period on the DNS.

This DNS is issued under WAC 197-11-340(2); the lead agency will not act on this proposalprior to January 30, 2017 (15 days from the date below plus allowance for the holiday).

This DNS may be appealed by written notice setting forth specific factual objections received nolater than January 30, 2017 (15 days plus allowance for the holiday), sent to:

SuperintendentSeattle Public SchoolsBox 34165, MS 32-15 1Seattle, WA 98124-1165SEPA.DNS.AppeaI(seattleschools.orgFax: (206) 252-0209

Name of agency making threshold determination. Seattle Public Schools

Responsible official Pegi McEvoy, Assistant Superintendent for Operations

Position/title Seattle Public Schools SEPA Official

Phone (206) 252-0102

Date / Signature

2

Lincoln High School

Modernization Project

SEPA Checklist

January 2017

PREPARED FOR:

SEATTLE PUBLIC SCHOOLS 2445 THIRD AVENUE SOUTH

SEATTLE, WA 98134

PREPARED BY:

ESA 5309 SHILSHOLE AVENUE

NW, STE. 200 SEATTLE, WA 98107

SEPA Environmental Checklist

TABLE OF CONTENTS

TABLE OF CONTENTS ............................................................................................................................ i

ENVIRONMENTAL CHECKLIST ......................................................................................................... 1

A. BACKGROUND ............................................................................................................................ 1

B. ENVIRONMENTAL ELEMENTS .............................................................................................. 5

1. Earth .................................................................................................................................... 5

2. Air ....................................................................................................................................... 6

3. Water ................................................................................................................................... 7

4. Plants ................................................................................................................................. 10

5. Animals ............................................................................................................................. 12

6. Energy and Natural Resources .......................................................................................... 13

7. Environmental Health ....................................................................................................... 14

8. Land and Shoreline Use .................................................................................................... 17

9. Housing ............................................................................................................................. 20

10. Aesthetics .......................................................................................................................... 20

11. Light and Glare ................................................................................................................. 21

12. Recreation ......................................................................................................................... 21

13. Historic and Cultural Preservation .................................................................................... 22

14. Transportation ................................................................................................................... 24

15. Public Services .................................................................................................................. 31

16. Utilities.............................................................................................................................. 32

C. SIGNATURE ................................................................................................................................ 33

REFERENCES .......................................................................................................................................... 35

FIGURES ................................................................................................................................................... 37

APPENDIX A: TRAFFIC IMPACT ANALYSIS .................................................................................. 39

APPENDIX B: TRAFFIC IMPACT ANALYSIS ADDENDUM FOR SITE PLAN REVISIONS ... 41

APPENDIX C: TREE INVENTORY AND ASSESSMENT ................................................................ 43

APPENDIX D: COMMENTS AND RESPONSES ................................................................................ 45

Figure 1: Project Vicinity Figure 2: Project Area and Existing Facilities Figure 3: Site Plan

January 2017 Page i

ENVIRONMENTAL CHECKLIST

A. BACKGROUND

1. Name of the proposed project, if applicable:

Lincoln High School Modernization Project

2. Name of Applicant:

Seattle Public Schools (SPS)

3. Address and phone number of applicant and contact person: Steve Moore Seattle Public Schools 2445 3rd Ave S Seattle, WA 98134 (206) 678-5981

4. Date checklist prepared:

January 2017

5. Agency requesting checklist:

Seattle Public Schools (SPS)

6. Proposed timing or schedule (including phasing, if applicable):

Construction is expected to begin in summer 2017 and to be completed in August 2019.

7. Do you have any plans for future additions, expansion, or further activity related to or connected with this proposal? If yes, explain.

In addition to developing the Lincoln High School Modernization Project described in this document, SPS has developed a master plan for future upgrades at Lincoln High School. The master plan projects have not been fully developed, are not scheduled or funded, and are not evaluated in this SEPA Checklist. This work would be undertaken with future capital levy funding and would undergo SEPA review if the projects are carried forward.

The master plan includes replacement of the gymnasium and auditorium/ performing arts buildings with a new building addition. The master plan could also include replacement of a portion of the parking lot at the north end of the site with an athletic practice field.

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8. List any environmental information you know about that has been prepared, or will be prepared, directly related to this proposal.

Building Excellence Phase IV (BEX IV) Capital Improvement Program Programmatic Environmental Impact Statement, ESA, July 2012

Buildings, Technology, Academics/Athletics Phase IV (BTA IV) Programmatic Environmental Impact Statement, ESA, July 2016

Cultural Resources Review Memo, ESA, July 2016

Transportation Technical Report, Heffron Transportation, Inc., August 2016

Transportation Addendum for Site Plan Revisions, Heffron Transportation, Inc., December 2016

Geotechnical Report: Interim Ballard High School at Lincoln High School, Seattle, Washington, Shannon & Wilson, Inc., April 1997

Landmark Nomination Application, The Johnson Partnership, October 2015

Preliminary Limited Hazardous Materials Survey Report, PBS Engineering and Environmental, June 2016.

Tree Inventory and Assessment, Tree Solutions, Inc., November 2016

9. Do you know whether applications are pending for governmental approvals of other proposals directly affecting the property covered by your proposal? If yes, explain.

SPS is currently negotiating with the Seattle Landmarks Board on the Controls and Incentives Agreement for Lincoln High School. The Agreement is scheduled to be completed by November 2017.

10. List any governmental approvals or permits that will be needed for your proposal, if known: The following permits would be needed:

• Demolition

• Grading

• Building/Mechanical

• Stormwater Control

• A Certificate of Appropriateness from the City of Seattle Landmarks Preservation Board

Page 2 January 2017

11. Give brief, complete description of your proposal, including the proposed uses and the size of the project and site. There are several questions later in this checklist that ask you to describe certain aspects of your proposal. You do not need to repeat those answers on this page.

Seattle Public Schools (SPS) is proposing to modernize the existing Lincoln High School building and reopen it as a comprehensive high school. The project would be funded by the BEX IV Capital Improvement Program, which was approved by voters in February 2013. Some building infrastructure improvements included in the project would be funded by the BTA IV Program, which was approved by voters in February 2016. The enrollment capacity of the reopened Lincoln High School would be 1,600 students, including students in the Skill Center for Health Science and Medical Assisting.

Lincoln High School, located in the Wallingford neighborhood (Figure 1), was originally constructed in 1907 and was used as a high school until 1981. The site was unused until 1997 when SPS started using the building as an interim school. Since then the site has temporarily housed various SPS schools, including elementary, middle, and high schools. The building is currently home to Cascadia Elementary School, Licton Springs K-8 School, and a Skill Center for Health Sciences and Medical Assisting. Permanent buildings for Cascadia Elementary School and Licton Springs K-8 School are currently under construction and the programs will relocate to those buildings in fall 2017. The Skill Center would continue to be housed in the Lincoln Building after it is reopened as a high school.

The Lincoln High School campus includes five buildings built at different times (Figure 2). Before reopening, the existing buildings would be renovated and reconfigured. Aside from a service room addition (described below), the existing building footprints would not be expanded.

• The central wing (originally constructed in 1907) would be renovated to add a new two-story common space, new offices, classrooms, labs, and other student and teacher support space. A new ADA-accessible entry would be constructed at the north side of the central wing where it connects to the north wing.

• The north wing (originally constructed in 1914) would be reconfigured to expand classroom space, add building support space, and add a high school library, all within the existing building.

• A north service wing addition would be constructed between the central wing and north wing. The service wing would include a loading dock, custodial space, electrical rooms, mechanical rooms, and a boiler room.

• The south wing (originally constructed in 1931) would be reconfigured to hold classroom and lab spaces.

• The gymnasium building (originally constructed in 1959) would largely remain configured as it is currently. Several nonstructural partitions in the gymnasium basement would be relocated to accommodate program requirements.

January 2017 Page 3

• The auditorium/performing arts building (originally constructed in 1959) would largely remain as is. The raked floor of the small theater would be infilled to create a level floor and allow the space to be used as a multi-purpose performing arts support space.

Several small structures located between the wings of the school would be demolished, including the 1986 steam boiler equipment building, the 1997 hot water boiler equipment building, the 1911 brick boiler room and its decommissioned boiler equipment, the 1955 brick transformer vault, and the 1959 storage shed. Exterior covered walkway canopies between the east and west buildings, constructed in 1959, would also be demolished. The courtyard between the east and west buildings would be regraded and redeveloped as open space for student use.

The north parking lot would be reconfigured and some existing parking for staff in the southern portion of the site would be retained. In total, the site would have 210 parking spaces available for regular school-day demand including: 185 in the northern parking lot; three staff spaces in the delivery/loading area; and 22 spaces in the southern lot. In addition, the proposal includes an on-site load/unload zone for five 25-foot Special Education (SPED) buses. That area would accommodate approximately six additional parked cars for evening or weekend events. SPS plans to renew a lease with the adjacent Solid Ground Building for the 48 parking spaces in the northeast corner of the site. With that lease-renewal, the regular school-day supply of parking would be 162 spaces which is more than the City’s minimum code requirement (161 spaces) determined by DCI in October 2016. Other site improvements would include excavation and grading, stormwater improvements, tree planting, and landscaping.

12. Location of the proposal. Give sufficient information for a person to understand the precise location of your proposed project, including a street address, if any, and section, township, and range, if known. If a proposal would occur over a range of area, provide the range or boundaries of the site(s). Provide a legal description, site plan, vicinity map, and topographic map, if reasonably available. While you should submit any plans required by the agency, you are not required to duplicate maps or detailed plans submitted with any permit applications related to this checklist.

The proposed project is located at 4400 Interlake Avenue N, Seattle, Washington, 98103. The project site is bounded by Woodlawn Avenue N to the east, N 43rd Street to the south, Interlake Avenue N to the west, and commercial structures to the north.

The site is located in the northeast quarter of Section 18, Township 25 North, Range 4 East Willamette Meridian. The legal description of the site is “SMITH & BURNS ADD ALL BLKS 8-9 & BLK 1 FERGUSONS ADD & LOTS 3 THRU 6 BLK 5 & ALL BLK 6 & VAC STS & POR VAC ST ADJ LAKE UNION ADD & LOTS 13 THRU 24 BLK 1 SMITH & BURNS ADD.”

Page 4 January 2017

Figure 1 shows the project vicinity. Figure 2 shows the project area. Figure 3 shows the site plan.

B. ENVIRONMENTAL ELEMENTS

1. Earth

A geotechnical investigation was performed at the project site by Shannon & Wilson Inc. in April 1997 (Shannon & Wilson, 1997). The work included a review of existing subsurface information for the property as well as drilling four soil borings on the project site. Information from this report is presented in this section and incorporated throughout the SEPA Checklist.

a. General description of the site (underline):

Flat, rolling, hilly, steep slopes, mountainous, other ___________

The site is generally flat, with approximately 20 feet of relief across the site from the east to west.

b. What is the steepest slope on the site (approximate percent slope)?

The steepest slopes are at the southwest corner of the site and are roughly at a 35-degree slope. No slopes on the site meet applicable definitions as Steep Slope areas in accordance with Seattle Municipal Code (SMC) Section 25.09.020. The nearest steep slope area is located approximately 75 feet to the west of the project site.

c. What general types of soils are found on the site (for example clay, sand, gravel, peat, muck)? If you know the classification of agricultural soils, specify them and note any agricultural land of long-term commercial significance and whether the proposal results in removing any of these soils.

Soil borings in 1997 found that soils on the site were made up of layers of manmade fill and sand deposits. Fill was encountered up to 11.5 feet below ground surface and consisted of loose to medium dense, slightly silty to silty fine to medium sand (Shannon & Wilson, 1997).

d. Are there any surface indications or a history of unstable soils in the immediate vicinity? If so, describe.

There are no potential slide, known slide, or liquefaction areas mapped by the City of Seattle on or near the project site.

January 2017 Page 5

e. Describe the purpose, type, total area, and approximate quantities of total affected area of any filling or grading proposed. Indicate source of fill.

Approximately 2,500 cubic yards would be excavated. Approximately 315 cubic yards of clean fill would be required from a source approved by the City of Seattle.

f. Could erosion occur as a result of clearing, construction, or use? If so, generally describe.

Construction activities could cause erosion on the site. Erosion potential would be reduced in compliance with current Ecology Construction Storm Water General Permit requirements through an erosion control plan consistent with City of Seattle standards (SMC 22.800) and implementation of best management practices (BMPs).

g. About what percent of the site will be covered with impervious surfaces after project construction (for example, asphalt or buildings)?

Approximately 80 percent of the site is currently covered with impervious surfaces. No new impervious surface would be added as part of the project.

h. Proposed measures to reduce or control erosion, or other impacts to the earth, if any:

Temporary erosion and sedimentation control BMPs and construction water quality treatment measures would be installed to minimize erosion and to treat stormwater runoff during construction. BMPs specific to the site and project would be specified by SPS in the construction contract documents that the construction contractor would be required to implement.

2. Air

a. What types of emissions to the air would result from the proposal during construction, operation, and maintenance when the project is completed? If any, generally describe and give approximate quantities if known.

During construction, there would be a small increase in exhaust emissions from construction vehicles and equipment and a temporary increase in fugitive dust due to earthwork for the project. The most noticeable increase in emissions and fugitive dust would occur during demolition and earthwork. Exhaust emissions would also be generated from construction employee and equipment traffic to and from the site.

Page 6 January 2017

The Skill Center for Health Sciences and Medical Assisting would not be impacted by construction dust because it would be temporarily relocated during construction.

Some food would be prepared in the on-site kitchen, while other food production for the high school would be done at a central kitchen and delivered to the site. Any odors from food production, food warming, or other future kitchen uses would be controlled with the use of exhaust hoods.

b. Are there any off-site sources of emissions or odor that may affect your proposal? If so, generally describe.

There are no off-site sources of emissions or odors that would affect the proposed project.

c. Proposed measures to reduce or control emissions or other impacts to air, if any.

The contractor chosen for the proposed project would be required to comply with applicable Puget Sound Clean Air Agency (PSCAA) regulations. Regulations that apply to the proposed project include Regulation I, Section 9.11 prohibiting the emission of air contaminants that would or could be injurious to human health, plant or animal life, or property; and Regulation I, Section 9.15 prohibiting the emission of fugitive dust, unless reasonable precautions are employed to minimize the emissions.

To reduce fugitive dust emissions from construction vehicles leaving the site, the contractor would be required to establish wheel-cleaning stations at the exits from the site if necessary. Streets would be regularly swept to remove dust and debris from construction vehicles.

3. Water

a. Surface Water:

1. Is there any surface water body on or in the immediate vicinity of the site (including year-round and seasonal streams, saltwater, lakes, ponds, wetlands)? If yes, describe type and provide names. If appropriate, state what stream or river it flows into.

There are no surface water bodies on or in the immediate vicinity of the site.

January 2017 Page 7

2. Will the project require any work over, in, or adjacent to (within 200 feet) the described waters? If yes, please describe and attach available plans.

The project would not require any work over, in, or adjacent to any surface water bodies.

3. Estimate the amount of fill and dredge material that would be placed in or removed from surface water or wetlands and indicate the area of the site that would be affected. Indicate the source of fill material.

The proposed project would not require any work in or near surface water, and would not place any amount of fill or dredge material in surface waters or associated wetlands.

4. Will the proposal require surface water withdrawals or diversions? Give general description, purpose, and approximate quantities, if known.

The project would not require surface water withdrawals or diversions.

5. Does the proposal lie within a 100-year floodplain? If so, note location on the site plan.

The proposal is not located within a 100-year floodplain.

6. Does the proposal involve any discharges of waste materials to surface waters? If so, describe the type of waste and anticipated volume of discharge.

The project would not involve the discharge of waste materials to any surface waters. All waste materials from the project, including grading spoils and demolition debris, would be transported off-site to an appropriate disposal facility. BMPs to control runoff specific to the site and project would be specified by SPS in the construction contract documents that the construction contractor would be required to implement.

Page 8 January 2017

b. Groundwater:

1. Will groundwater be withdrawn from a well for drinking water or other purposes? If so, give a general description of the well, proposed uses and approximate quantities withdrawn from the well. Will water be discharged to groundwater? Give general description, purpose, and approximate quantities if known.

No groundwater would be withdrawn as part of the project and no water would be discharged to groundwater. The geotechnical exploration borings described above in Section 1, which were extended to depths of 21.5 or 31.5 feet, did not find groundwater (Shannon & Wilson, 1997).

2. Describe waste material that will be discharged into the ground from septic tanks or other sources, if any (for example: Domestic sewage; industrial, containing the following chemicals. . . ; agricultural; etc.). Describe the general size of the system, the number of such systems, the number of houses to be served (if applicable), or the number of animals or humans the system(s) are expected to serve.

No waste material would be discharged into the ground. The project site would not utilize septic tanks.

c. Water Runoff (including stormwater)

1. Describe the source of runoff (including stormwater) and method of collection and disposal, if any (include quantities, if known). Where will this water flow? Will this water flow into other waters? If so, describe.

The new building and adjacent surfaces would generate runoff. The existing site runoff is collected in an underground storm drain system and conveyed to the City's combined sewer overflow (CSO) system. The stormwater requirements for discharging to the combined sewer include flow control and on-site stormwater management. A small stormwater detention area would be constructed under the parking lot. Pervious pavement, bioswales, and rain gardens would be constructed around the site to reduce runoff.

2. Could waste materials enter ground or surface waters? If so, generally describe.

During construction, contamination could enter surface waters. Generally this is limited to sedimentation loading. Measures to

January 2017 Page 9

control contamination entering surface waters are discussed below in Section 3.d.

d. Proposed measures to reduce or control surface, ground, and runoff water, and drainage pattern impacts, if any:

During construction, BMPs would be implemented to ensure that sediment originating from disturbed soils would be retained within the limits of disturbance. BMPs may include installation of a rock construction entrance, catch basin filters, interceptor swales, hay bales, sediment traps, and other appropriate cover measures. BMPs specific to the site and project would be specified by SPS in the construction contract documents that the construction contractor would be required to implement.

4. Plants

a. Check the types of vegetation found on the site:

_X_deciduous tree: alder, maple, aspen, other

_X_evergreen tree: fir, cedar, pine, other

_ X _shrubs: ornamental

_ X _grass

____pasture

____crop or grain

____orchards, vineyards or other permanent crops

____wet soil plants: cattail, buttercup, bullrush, skunk cabbage, other

____water plants: water lily, eelgrass, milfoil, other

____other types of vegetation (see below)

A tree survey, conducted by Tree Solutions Inc., inventoried 44 trees measuring 6 inches or greater in diameter at standard height on the school property (Tree Solutions, 2016; Appendix C). Tree species on the site include European beech (Fagus sylvatic), deodar cedar (Cedrus deodara), littleleaf linden (Tilia cordata), and English yew (Taxus baccata). The trees are mostly in good health and structural condition, though some trees have very restricted growing spaces and some trees are covered by a significant amount of invasive ivy. Fifteen of the 44 trees assessed qualify as exceptional trees, per Seattle Director’s Rule 16‐2008. An additional 23 trees were inventoried within the City of Seattle road right-of-way (ROW) adjacent to the site.

Page 10 January 2017

b. What kind and amount of vegetation will be removed or altered?

Up to 15 trees would be removed from the site, three of which are exceptional trees. Two of the exceptional trees proposed for removal are deodar cedars that flank the existing main entrance (Photo 1). These trees are growing immediately adjacent to the building and compromise the structure because they overlap the roof and the roots cause damage to the building foundation. The two cherry plum (Prunus cerasifera) trees in front of the entrance would remain. One other exceptional tree, a beech, and one non-exceptional tree, a horse chestnut tree (Aesculus hippocastanum), would be removed to accommodate the ADA entrance.

The other non-exceptional trees proposed for removal are located around the property. Several are located too close to the existing buildings and some are in declining health. Two trees on the east side of the property would be removed to improve access to the north parking lot.

Photo 1. Exceptional deodar cedar trees proposed for removal. Photo by Tree Solutions, Inc. (2016).

January 2017 Page 11

c. List threatened or endangered species known to be on or near the site.

The project site, comprised almost entirely of school buildings and asphalt, does not contain any documented threatened or endangered plant species (WNHP, 2013).

d. Proposed landscaping, use of native plants, or other measures to preserve or enhance vegetation on the site, if any:

Planting areas would be included on the west end of the site near the new main entry and throughout the central courtyard. Raingardens would be included in some areas. Drought tolerant native and adapted species of plants would be used.

SPS will comply with Seattle’s tree protection ordinance for the removal of exception trees. The ordinance requires the one-to-one replacement of exceptional trees and replacement trees must be of a similar type, approved by the Director of DCI, and must provide, upon maturity, a canopy cover equal or greater to that prior to tree removal (SMC 25.11.090). SPS will replace any non-exceptional trees that are removed according to City requirements. The landscaping and planting plans would be reviewed by DCI prior to issuance of a master use permit.

Existing trees on the site would be protected to the extent possible. SPS is working with Tree Solutions, Inc. to develop measures to protect the trees that would remain on site both during construction and after.

5. Animals

a. List any birds and other animals which have been observed on or near the site or are known to be on or near the site.

Animals observed on the site are restricted to typical urban birds and animals.

Fish: not applicable

Amphibians: none observed

Reptiles: none observed

Birds: species adapted to urban areas such as gulls, American crow, rock pigeon, chickadee, robin, Steller’s jay, northern flicker, red-breasted nuthatch, and Bewick’s wren.

Mammals: species adapted to urban areas such as Norway rat, raccoon, opossum


b. List any threatened or endangered species known to be on near the site.

No threatened or endangered species are known to be on or near the site.

The Washington Department of Fish and Wildlife (WDFW) Priority Habitats and Species program has mapped two bald eagle breeding area approximately 0.7 miles to the northwest in Woodland Park. Bald eagles occasionally roost in tall trees on the school property.

The WDFW Priority Habitats and Species program also maps a waterfowl concentration area at Green Lake, approximately 0.8 miles to the north of the project site (WDFW, 2016). The proposed project would not affect any of these areas.

c. Is the site part of a migration route? If so, explain.

The Puget Sound area is located within the Pacific Flyway, which is a flight corridor for migrating waterfowl and other avian fauna. The Pacific Flyway extends south from Alaska to Mexico and South America. No portion of the proposed project would interfere with or alter the Pacific Flyway.

d. Proposed measures to preserve or enhance wildlife, if any.

The project is not expected to have any negative impacts on animals within or near the project site; therefore, no mitigation is required. Some birds and animals may be disturbed during construction, but would return following construction. Most of the construction for the modernization project would be interior work which would reduce disturbance to birds and animals. While two large trees near the entrance of the school would be removed, other tall trees would remain on the site and be available for eagle roosting.

6. Energy and Natural Resources

a. What kinds of energy (electric, natural gas, oil, wood stove, solar) will be used to meet the completed project's energy needs? Describe whether it will be used for heating, manufacturing, etc.

Electricity and natural gas would be required to operate the school’s new renovated rooms and offices.

b. Would your project affect the potential use of solar energy by adjacent properties? If so, generally describe.

The newly renovated rooms and offices would not block the use of solar energy by adjacent properties. No other aspect of the project would interfere with solar energy use by others.


c. What kinds of energy conservation features are included in the plans of this proposal? List other proposed measures to reduce or control energy impacts, if any:

Energy conservation features would include those required to meet or exceed the requirements of the Washington Sustainable Schools Protocol, which is equivalent to LEED Silver or better, and the Seattle Energy Code.

7. Environmental Health

a. Are there any environmental health hazards, including exposure to toxic chemicals, risk of fire and explosion, spill, or hazardous waste, that could occur as a result of this proposal? If so, describe.

Accidental spills of hazardous materials from equipment and vehicles could occur during construction. However, a spill prevention and control plan would be developed to prevent the accidental release of contaminants into the environment.

1. Describe any known or possible contamination at the site from present or past uses.

According to the Department of Ecology Facility/Site(s) database, the Lincoln High School site is not known to be contaminated (Ecology, 2016).

2. Describe existing hazardous chemicals/conditions that might affect project development and design. This includes underground hazardous liquid and gas transmission pipelines located within the project area and in the vicinity.

Several existing small structures would be demolished, including a steam boiler equipment building, hot water boiler equipment building, brick boiler room and equipment, and brick transformer vault, all of which could potentially contain hazardous chemicals or conditions.

The Hazardous Materials Survey Report developed by PBS Engineering and Environmental found asbestos-containing materials, lead-containing paint, and mercury-containing light tubes in the existing buildings at Lincoln High School. No PCB light ballasts were observed, but there is potential for a limited number of older PCB light ballasts to exist in the school (PBS, 2016).


3. Describe any toxic or hazardous chemicals that might be stored, used, or produced during the project's development or construction, or at any time during the operating life of the project.

Chemicals stored and used during construction would be limited to gasoline and other petroleum based products required for maintenance and operation of construction equipment and vehicles.

During operation of the high school, chemicals stored and used on site would be limited to cleaning supplies and chemicals needed for chemistry classes. These chemicals would be stored in safe locations.

4. Describe special emergency services that might be required.

No special emergency services would be required. The project would widen an access lane between auditorium and south wing buildings to 20 feet to meet fire access standards.

5. Proposed measures to reduce or control environmental health hazards, if any:

Site-specific pollution prevention plans and spill prevention and control plans would be developed to prevent or minimize impacts from hazardous materials.

Where hazardous materials, such as asbestos-containing materials, lead-containing paint/components, PCB light ballasts, and mercury-containing light tubes, are present, construction would comply with applicable regulations for removal and disposal.

b. Noise

1. What types of noise exist in the area which may affect your project (for example: traffic, equipment, operation, other)?

There are no existing sources of noise in the area that would adversely affect the proposal. Lincoln High School is located less than 150 feet from N 45th Street, a major arterial street which generates traffic noise.


2. What types and levels of noise would be created by or associated with the project on a short-term or long-term basis (for example: traffic, construction, operation, other)? Indicate what hours noise would come from the site.

Vehicle and equipment operation during construction could cause noise impacts to nearby residents. Construction hours and noise levels would comply with the City of Seattle noise standards.

Maximum permissible sound levels in residential communities are not to exceed 55 A-weighted decibels (dB(A)s). However, construction activities are permitted to exceed the established maximum level by 25 dB(A) by the Seattle Noise Control Ordinance (SMC 25.08.425). Maximum permissible sound levels established in SMC 25.08.425 may be exceeded by construction activities between 7:00 a.m. and 10:00 p.m. on weekdays, and between the hours of 9:00 a.m. and 10:00 p.m. on weekends.

Expanded enrollment at Lincoln High School would cause an increase in sound from human voices and from cars in the immediate vicinity during daytime hours. If more evening events are held at the school, they would generate some additional noise as people arrive and depart the building. This increased noise is expected to be minor and no events would be scheduled to end past 10 p.m. Increases in noise would be short-term and would not violate noise regulations.

3. Proposed measures to reduce or control noise impacts, if any:

Construction activities would be restricted to hours and levels designated by SMC 25.08.425. Maximum permissible sound levels established in SMC 25.08.425 may be exceeded by construction activities between 7:00 a.m. and 10:00 p.m. on weekdays, and between the hours of 9:00 a.m. and 10:00 p.m. on weekends. If construction activities exceed permitted noise levels, SPS would instruct the contractor to implement measures to reduce noise impacts to comply with the Noise Control Ordinance, which could include additional muffling of equipment. While construction noise is permitted during evenings and weekends, construction would generally occur between 7:00 a.m. and 5:00 p.m. on weekdays.


8. Land and Shoreline Use

a. What is the current use of the site and adjacent properties? Will the proposal affect current land uses on nearby or adjacent properties? If so, describe.

The site is used as a school and currently houses Cascadia Elementary School, Licton Springs K-8 School, and the Skill Center for Health Sciences and Medical Assisting. The building was originally constructed as a high school in 1907 and the site was used as a high school until 1981. The site was then unused until 1997 when SPS started using the site as an interim school. Since then, the site has temporarily housed various SPS schools, including elementary, middle, and high schools.

The school is located in a residential neighborhood. The current zoning classification of the school site is low-rise. Areas to the south and east are zoned SF 5000 (residential single family 5,000). There are single-family and low-rise multi-family residences to the west, east and south of the school. Commercial development is located north of the project area along North 45th Street. Wallingford Playfield is located one block to the southeast and Hamilton International Middle Schools is located two blocks to the southeast.

The project would not affect current land uses. The site has been used as a school and would continue to be used as a school.

The Seattle Municipal Code contains development standards for public schools in residential zones in SMC 23.51B.002. The Seattle Land Use Code (Chapter 23.79) includes a procedure by which departures from the required development standards of the code can be granted for public school structures. The departure process requires SPS to apply to the Director of DPD for departures.

The Lincoln High School Modernization Project does not include any actions that would require a departure from standards for lot coverage, height, or bulk of the building.

Permanent buildings for Cascadia Elementary School and Licton Springs K-8 School are currently under construction and the programs will relocate to those buildings in fall 2017. The Skill Center would continue to be housed in the Lincoln Building after it is reopened as a high school.


b. Has the project site been used as working farmlands or working forest lands? If so, describe. How much agricultural or forest land of long-term commercial significance will be converted to other uses as a result of the proposal, if any? If resource lands have not been designated, how many acres in farmland or forest land tax status will be converted to nonfarm or nonforest use?

The site is not currently and has not been previously used for working farmlands or working forest lands. No agricultural or forest land would be converted to other uses.

1. Proposed measures to reduce or control noise impacts, if any: Will the proposal affect or be affected by surrounding working farm or forest land normal business operations, such as oversize equipment access, the application of pesticides, tilling, and harvesting? If so, how:

No working farm or forest lands are located near the proposed project, so the project would not affect or be affected by farm or forest land operations.

c. Describe any structures on the site.

Structures on the project site include five buildings: the central wing, north wing, south wing, gymnasium, and auditorium and performing arts building (Figure 2). The site also features a parking lot to the north of the gym and north wing buildings.

d. Will any structures be demolished? If so, what?

The exterior covered walkway canopies between the east and west buildings would be demolished. The 1986 steam boiler equipment building, the 1997 hot water boiler equipment building, the 1911 brick boiler room and its decommissioned boiler equipment, the 1955 brick transformer vault, and two 1959 storage sheds would also be demolished. The existing basement tunnels would also be demolished.

f. What is the current comprehensive plan designation of the site?

The City of Seattle comprehensive plan designation of the site is residential urban village (City of Seattle, 2015)


g. If applicable, what is the current shoreline master program designation of the site?

The project site is not within a shoreline jurisdiction; therefore, there is no applicable shoreline master plan designation.

h. Has any part of the site been classified as a critical area by the city or county? If so, specify.

No environmentally critical areas have been mapped on or adjacent to the school site.

i. Approximately how many people would reside or work in the completed project?

No people would reside in the completed project. The completed school would house 1,600 students (including those from the Skills Center) with a staff of 120 to 130. This represents an increase of approximately 715 students and 20 to 30 staff over the current interim uses of the site. Historic enrollment at Lincoln High School and the enrollment of various schools that have used the site on an interim basis have varied, reaching a high of 2,800 students in 1959-60 (Thompson and Marr, 2002). From 1996 to 1998, the Enrollment was approximately 1,000 when Ballard High School was housed at the site and approximately 1,200 when Garfield and Roosevelt high schools occupied the site.

j. Approximately how many people would the completed project displace?

The completed project would not displace any people.

k. Proposed measures to avoid or reduce displacement impacts, if any:

No displacement would occur; therefore, no mitigation measures are needed.

l. Proposed measures to ensure the proposal is compatible with existing and projected land uses and plans, if any:

The project is consistent with existing land use regulations and plans. No departures from the land use code would be required.

m. Proposed measures to ensure the proposal is compatible with nearby agricultural and forest lands of long-term commercial significance, if any: The project is not located near any agricultural or forest lands, so no measures to ensure compatibility are required.


9. Housing

a. Approximately how many units would be provided, if any? Indicate whether high, middle, or low-income housing.

No housing units would be provided as part of the project.

b. Approximately how many units, if any, would be eliminated? Indicate whether high, middle, or low-income housing.

No housing units would be eliminated.

c. Describe proposed measures to reduce or control housing impacts, if any.

The project would not cause housing impacts; therefore, mitigation measures to control housing impacts would not be required.

10. Aesthetics

a. What is the tallest height of any of the proposed structure(s), not including antennas; what is the principal exterior building material(s) proposed?

The central wing is the tallest structure on site, and is 64 feet and 8 inches above grade on the courtyard side. The height of the new service addition would be no taller than the existing central wing building.

The exterior building materials of the existing buildings would not be changed. The new service addition would likely have a metal wall panel exterior.

b. What views in the immediate vicinity would be altered or obstructed?

View from adjacent residences facing the current high school would not be altered as the site building footprint and heights would remain the same.

c. Proposed measures to control or reduce aesthetic impacts, if any:

The project would not cause aesthetic impacts; therefore, mitigation measures to control aesthetic impacts would not be required.


11. Light and Glare

a. What type of light or glare will the proposal produce? What time of day would it mainly occur?

Lighting on the site would remain similar to present conditions. There would be an increase in light when renovated rooms and offices are being used during school hours. However, this would occur predominately during daylight hours and would not generate off-site light or glare. The number of evening events may increase with use of the site as high school, resulting in building lights being on later in the evening. Any exterior lights associated with the renovated buildings or parking areas would be designed to minimize spillover to adjacent properties.

b. Could light or glare from the finished project be a safety hazard or interfere with views? Exterior building and property lighting from the completed project would not be a safety hazard and would not be expected to interfere with views.

c. What existing off-site sources of light or glare may affect your proposal?

No off-site sources of light or glare would affect this proposal. The site is located less than 150 feet from N 45th Street, a major arterial site which generates ambient lighting in the area.

d. Proposed measures to reduce or control light and glare impacts, if any:

It is anticipated that both exterior and interior lighting would be on timers so that the site would be mostly dark at night. Evening activities and events could cause increased light, but impacts on adjacent structures are anticipated to be minor.

12. Recreation

a. What designated and informal recreational opportunities are in the immediate vicinity?

Lincoln High School is located within 150 feet of Wallingford Playfield, which is a public park managed by the Seattle Parks and Recreation Department. The school is located approximately 0.3 miles from Woodland Park, 0.8 miles from Green Lake, and 0.4 miles from Meridian Playground.

Wallingford Playfield is 4.5 acres and includes tennis courts, a wading pool, play equipment, and a grass play area (Seattle Parks and Recreation, 2016a). Woodland Park is located south of Green Lake and includes picnic areas, several lighted playfields and tennis courts, skatepark, off-


leash dog area, walkway paths, and grassy areas (Seattle Parks and Recreation, 2016b). Meridian Playground is 6.5 acres in size and contains a large grass play area, gazebo, shelter, and play equipment (Seattle Parks and Recreation, 2016b).

Additional recreation facilities on the Lincoln High School site include a gymnasium.

b. Would the proposed project displace any existing recreational uses? If so, describe.

Reopening the Lincoln site as a high school would likely increase the use of Wallingford Playfield by students, especially after school. The Playfield would not be used for Lincoln High School athletic programs. Athletic programs at Lincoln High School would be required to use off-site fields for practice and games. Programs would likely use the fields at Woodland Park for practice and games and Memorial Stadium for games. Use of public fields at Woodland Park could displace recreational uses of the fields during those times.

c. Proposed measures to reduce or control impacts on recreation, including recreational opportunities to be provided by the project or applicant, if any:

Use of Seattle Parks and Recreation fields at Woodland Park or other sites would be coordinated with Seattle Parks and Recreation to minimize impacts to other users. SPS and Parks will develop a Joint Use Agreement that address use of both Woodland Park playfields and Wallingford Playfield by Lincoln High School students.

13. Historic and Cultural Preservation

A Cultural Resources Technical Memorandum for the Lincoln High School site was developed by ESA (ESA, 2016). Information from the technical memorandum is presented in this section.

a. Are there any buildings, structures, or sites, located on or near the site that are over 45 years old listed in or eligible for listing in national, state, or local preservation registers located on or near the site? If so, specifically describe.

Aboveground historic properties within the study area include Lincoln High School itself, which is a designated Seattle Landmark as well as listed on the National Register of Historic Places (NRHP) and Washington Heritage Register (WHR) (Abbott, 2001; Johnson Partnership, 2015). Seven commercial and 22 residential buildings constructed over 45 years ago are located in the Study Areas. Although all of these meet the historic age threshold of 25 years as defined by Seattle Landmarks criteria (the


applicable local preservation register for this project), the properties do not meet any of the other criteria for listing as Seattle Landmarks.

Lincoln High School, comprised of five buildings, was built in four phases. The original building was constructed in 1907 and designed by architect James Stephen. Other buildings include a 1914 renovation and northern addition (designed by Edgar Blair), a 1930 annex building (designed by Floyd A. Naramore), and a 1959 gymnasium and auditorium (by architecture firm NBBJ) (Johnson Partnership, 2015). The property has been designated a Seattle City Landmark, though the designation ordinance has not yet been completed. SPS is currently negotiating with the Seattle Landmarks Board on the Controls and Incentives Agreement for Lincoln High School. The Controls and Incentives Agreement will list the features and characteristics of the Landmark that would or would not necessitate a Certificate of Approval, should alterations or significant changes to these elements be proposed.

Based on a review of geotechnical drilling, geological information, and historic background, the area with the highest probability of encountering buried cultural resources is the existing parking lot, which is proposed to have a stormwater detention vault installed beneath it. There may be buried evidence of the residences that occupied that area north of former Allen Street (outbuildings, foundations, etc.).

b. Are there any landmarks, features, or other evidence of Indian or historic use or occupation? This may include human burials or old cemeteries. Are there any material evidence, artifacts, or areas of cultural importance on or near the site? Please list any professional studies conducted at the site to identify such resources.

There are no recorded archaeological sites within the study area. The study area is classified as “High Risk” for containing subsurface archaeological deposits in DAHP’s Statewide Predictive Model (DAHP, 2010). No previous cultural resources assessments have been conducted in the study area.

Other than the parking lot area at the north end of the site (discussed above under 13.a), areas of the property that are proposed for ground-disturbance (a new entryway on the west elevation of the Central Wing and those structures scheduled for demolition) have undergone previous ground-disturbance, grading, and/or filling. It is unlikely that buried precontact resources exist in the project area.


c. Describe the methods used to assess the potential impacts to cultural and historic resources on or near the project site. Examples include consultation with tribes and the department of archeology and historic preservation, archaeological surveys, historic maps, GIS data, etc.

ESA conducted a literature review of the Project Area. The study area examined for this review included the parcel containing the school and those immediately adjacent. Information reviewed included any previous archaeological survey reports, ethnographic studies, historic maps, government landowner records, aerial photographs, regional histories, geological maps, soils surveys, and environmental reports. These records were reviewed in order to determine the presence of any potentially significant cultural resources, including Traditional Cultural Properties (TCPs), within the Project Area. Relevant documents were examined at DAHP, the University of Washington Libraries, online, and within ESA’s research library (ESA, 2016).

d. Proposed measures to avoid, minimize, or compensate for loss, changes to, and disturbance to resources. Please include plans for the above and any permits that may be required.

SPS would conduct on-site archaeological monitoring during construction for those excavations near the existing parking lot. Because the area is classified as “High Risk,” SPS has developed an Archaeological Resource Monitoring Plan and Inadvertent Discovery Plan (ARMP/IDP) to outline protocols to be followed in the event that cultural resources are observed during implementation of the project. In the event that cultural resources were inadvertently discovered during the project, construction would be temporarily halted in the immediate vicinity of the identified resources and the City, DAHP, and affected tribes would be notified. Mitigation and/or avoidance measures would be coordinated with the City, DAHP, and other stakeholders.

14. Transportation

A Transportation Technical Report for the project was developed by Heffron Transportation, Inc. (Heffron, 2016a; Appendix A). An addendum to the report was prepared in November 2016 to address changes to the site plan (Heffron, 2016b; Appendix B). Information from the technical report is presented in this section.

a. Identify public streets and highways serving the site or affected geographic area and describe proposed access to the existing street system. Show on site plans, if any.

The school site is bounded by Interlake Avenue N to the west, N 43rd Street to the south, Woodlawn Avenue N to the east, and a combination of


private commercial properties and a short, narrow, one-way eastbound segment of Woodlawn Place N to the north.

The largest parking lot and access drive are accessed from two driveways—one signed as “enter-only” on Interlake Avenue N opposite N Allen Place and another signed as “exit only” on Woodlawn Avenue N about 100 feet north of N 44th Street. There is a second parking lot located at the northeast corner of the site that is separated from the main lot by a fence. This lot is currently leased to tenants in the Solid Ground Building across Woodlawn Place N and is accessed from the one-way eastbound segment of Woodlawn Place N.

As part of the project, the parking area at the north end of the site would be reconfigured. The lot would retain the existing access from the driveways on Interlake and Woodlawn Avenues N. The access to the northeast corner lot from Woodlawn Place N would be eliminated. The parking in the central and south portions of the site would be removed; the existing access driveway on N 43rd Street may be retained for emergency access.

b. Is the site or affected geographic area currently served by public transit? If so, generally describe. If not, what is the approximate distance to the nearest transit stop?

King County Metro Transit provides bus service very near the Lincoln High School site. The closest bus stops are located on N 45th Street at Woodlawn Avenue N, less than 300 feet north of the site. A stop serving westbound buses is located west of the Woodlawn Avenue N (north leg) intersection; a stop serving eastbound buses is located between Woodlawn Place N and Woodlawn Avenue N (south leg). These stops are served by Metro Routes 44, 62, and 82, which are described below. Stops serving Routes 62 and 82 are also located on Stone Avenue N about 400 feet west of the site. Within less than 0.4 mile to the west, there are stops on Aurora Avenue N at N 46th Street that are served by Metro’s RapidRide E-Line service. Some teachers or staff and a large portion of the student population are likely to use Metro transit to access the site.

Many high school students living within the future enrollment area of Lincoln High School would require transportation on Metro routes with or without the re-opening project. However, the availability of a new high school located roughly between Ballard High School and Roosevelt High school would mean that some students that currently qualify for transportation would instead live within walking or biking distance of the new school. As a result, the increase in transit trips on Metro routes from overall increases in high school student population may be off-set by reductions in the students that qualify for Orca cards. It is likely that increases in ridership would occur on the routes that serve the immediate site vicinity, but may be reduced on other routes.


Based on the expected school schedule, the largest numbers of high-school-related trips are anticipated to occur during the shoulders of transit route peak periods (arrivals around 8:30 a.m. and departures at about 3:30 p.m.), when other ridership levels are generally lower than during peak hours. As a result, the existing routes are anticipated to accommodate the added high school-related trips. However, SPS should coordinate with Metro after the enrollment area is determined and prior to school opening to allow Metro to plan its coach needs to accommodate the increases in school-related trips to and from the site vicinity.

c. How many additional parking spaces would the completed project or non-project proposal have? How many would the project or proposal eliminate?

The project includes reconfiguration of the north parking lot and retention of some existing parking for staff in the southern portion of the site. In total, the site would have 210 parking spaces: 185 in the northern parking lot; three staff spaces in the delivery/loading area; and 22 spaces in the southern lot. In addition, the proposal includes an on-site load/unload zone for five 25-foot Special Education (SPED) buses. That area would accommodate approximately six additional parked cars for evening or weekend events. SPS plans to renew its lease with the adjacent Solid Ground building for 48 parking spaces in the northeast corner of the site. This would result in a net availability of 162 spaces during the regular school-day which is more than the City’s minimum code requirement (161 spaces) determined by DCI in October 2016.

The re-opened Lincoln High School is not anticipated to utilize on-street school bus load/unload zones. A Special Education (SPED) bus load/unload area with room for five 25-foot buses would be located on-site between the north parking lot and the building. Therefore, the existing school-bus zone located along the north side of N 43rd Street adjacent to the site would be eliminated. Public comments related to the Neighborhood Greenway on this segment indicate that an active automobile load zone is not desired. An active automobile load zone will not be proposed by the District

The 1,600-student high school could generate school-day demand that ranges from 224 to 368 vehicles. Of those, 162 could be contained on site, which could result in on-street demand ranging from 62 to 206 vehicles. Along the roadways adjacent to the site, there are approximately 110 unrestricted spaces that are likely to be used for school-day parking; about 65 of those were observed to be available on school-day mornings before students would typically begin arriving. At the lower end of the demand range, all of the overspill could be accommodated on-street and the overall utilization of on-street parking within 800 feet of the site would remain below the 85% threshold considered to be full by the City of Seattle. If the school generates demand at the higher-end of the range, that could


leave excess demand of about 140 vehicles beyond the adjacent streets. If the school generates demand at any rate over about 0.20 vehicles per student, utilization could exceed 90%; with all available unrestricted spaces taken by the excess high-school-related demand, school-day parking utilization could increase to over 95%. With the mitigation measures discussed below under B.14.h, these impacts would not be considered significant. New parking demand counts performed at and around Ingraham High School in September 2016, which was found to have excess on-site supply and substantial available on-street parking capacity, indicate a school-day parking demand rate of 0.20 vehicles per student. Therefore, achieving a rate at the lower end of the observed range for the Lincoln High School site is reasonable.

The re-opened Lincoln High School is expected to host activities and evening events regularly throughout the school year consisting of meetings, club activities, or indoor sports practices (in the gymnasium). These types of activities may occur daily and consist of between 15 and 50 participants or spectators. The site would also be expected to host three or four larger events (such as Curriculum Night, dances, and talent shows) each month that may draw higher levels of participation and/or spectators.

Parking demand generated by the smaller types of events and activities could be accommodated by the on-site parking lot or on-street parking adjacent to the site along Interlake Avenue N, Woodlawn Avenue N, or N 43rd Street. A large event in the auditorium could generate parking demand between 290 and 410 vehicles. A portion of this demand (up to 168 vehicles including parking within the SPED-bus load zone) could be accommodated within the on-site parking lot. The remaining demand would require on-street parking.

Events with total attendance of between 675 and 950 would likely cause on-street parking utilization to exceed the 85% threshold; any event with more than about 1,000 attendees is estimated to result in full parking conditions (100%) within 800 feet of the site and could impact streets beyond 800 feet. The on-street supply could accommodate the overflow demand of some of the larger events likely to occur at the high school; however, for the largest events, all on-street parking along the roadways surrounding the school site could be at or above capacity. With the mitigation measures discussed below under B.14.h, these impacts would not be considered significant.


d. Will the proposal require any new or improvements to existing roads, streets, pedestrian, bicycle or state transportation facilities, not including driveways? If so, generally describe (indicate whether public or private).

The project would not require any new streets or improvements to existing streets.

e. Will the project or proposal use (or occur in the immediate vicinity of) water, rail, or air transportation? If so, generally describe.

The project is not in the vicinity of, or proposes to use, water, rail, or air transportation.

f. How many vehicular trips per day would be generated by the completed project or proposal? If known, indicate when peak volumes would occur and what percentage of the volume would be trucks (such as commercial and nonpassenger vehicles). What data or transportation models were used to make these estimates?

At the proposed capacity and compared to the site’s current school program uses, the re-opened high school is projected to generate a net increase of 325 trips during the morning peak hour (from 8:00 to 9:00 a.m.) and a net reduction in trips during the afternoon peak hour (from 3:00 to 4:00 p.m.). Afternoon trip generation by high schools is typically spread out over several hours as students and staff stay on campus for a variety of activities, while afternoon primary school trips are largely concentrated to the hour around dismissal. During the commuter PM peak hour, the high school is expected to generate a relatively small net increase of 65 trips.

Similar to existing conditions, traffic congestion is expected during morning arrival and afternoon dismissal periods along the roadways that surround the site, especially Interlake Avenue N, Woodlawn Avenue N, and N 43rd Street.

Some student-driver trips and parent-vehicle load/unload activities are expected along many roadways that surround the site, but would be concentrated along those closest to the site—Interlake Avenue N, Woodlawn Avenue N, and N 43rd Street. Some activity may also occur along the one-way segment of Woodlawn Place N at the northeast corner of the site.

The current site plan includes a proposed change to the access on Interlake Avenue N. The change would allow ingress and egress (instead of ingress only) as suggested by community members. The effects of these changes were evaluated in the Lincoln High School Modernization Project –


Addendum for Site Plan Revisions (Heffron Transportation, Inc., December 30, 2016). As outlined in the addendum, additional traffic and pedestrian activity generated by the re-opened Lincoln High School is forecast to add some delay to several of the study area intersections and turning movements during both the morning and afternoon peak hours. All of the study area intersections would continue to operate at LOS C or better overall. During both periods, all movements except one would operate at LOS D or better. One movement—southbound from Interlake Avenue N at N 45th Street—would operate at LOS E with or without the project. With the currently-proposed change in site access, the project is forecast to add less than 5 seconds to the average delay to that movement. Some congestion is expected during morning arrival and afternoon dismissal, especially along Interlake and Woodlawn Avenues N, N Allen Place, N 44th Street, N 43rd Street, and roadways that extend south of the site.

g. Will the proposal interfere with, affect or be affected by the movement of agricultural and forest products on roads or streets in the area? If so, generally describe.

The proposal would not interfere with the movement of agricultural or forest products on streets in the area because no agricultural or working forest lands are located within the vicinity of the project site.

h. Proposed measures to reduce or control transportation impacts, if any:

Impacts associated with construction include truck traffic to remove excavated material from the site and to import of fill and construction materials to the site. Construction would require the removal of approximately 2,500 cy of material and import of approximately 315 cy to the site. Assuming an average of 20 cy per truck (truck/trailer combination), the excavation and fill would generate about 14 truckloads (14 trucks in and 14 trucks out). The export and import would likely occur over about nine months and would likely result in an average of only a few truckloads per day. This volume of truck traffic may be noticeable to adjacent residents, but is not expected to result in significant impacts to traffic operations in the site vicinity.

Project construction would also generate employee and equipment trips to and from the site. It is anticipated that construction workers would arrive at the construction site before the AM peak traffic period on local area streets and depart the site prior to the PM peak period. Construction work shifts for schools are usually from 7:00 a.m. to 3:30 p.m. with workers arriving between 6:30 and 6:45 a.m. The number of workers at the project site at any one time would vary depending upon the construction element being implemented. Parking for construction personnel would be provided within the site during most phases, but construction workers are


likely to park along the site frontage, particularly during construction activities associated with the north parking lot.

Measures to reduce construction traffic impacts would include:

• SPS would require the selected contractor to develop a construction management plan (CMP) that addresses traffic and pedestrian control during school construction. The CMP would define truck routes, lane closures, walkway closures, and parking disruptions, as necessary. To the extent possible, the CMP would direct trucks along the shortest route to arterials and away from residential streets to avoid unnecessary conflicts with resident and pedestrian activity. The CMP could also include measures to keep adjacent streets clean on a daily basis at the truck exit points (such as street sweeping or on-site truck wheel cleaning) to reduce tracking dirt offsite. The CMP would identify parking locations for construction staff. To the extent possible, construction employee parking would be contained on-site.

SPS would implement the following measures to reduce the traffic and parking impacts associated with the re-opening of Lincoln High School:

• Transportation and Parking Management Plan: Prior to the school’s re-opening, SPS and the school administration would develop a Transportation Management Plan (TMP) to minimize automobile travel to and from the site and reduce parking demand generated during school-day and event conditions. The plan would educate parents and students about access and parking challenges for the school. The plan would encourage Metro transit ridership, carpooling, and walking/biking options. The plan would define clear procedures for on-site student parking with incentives for carpooling, when possible.

• Added Egress: To reduce project-related volume and delay for northbound movements on Woodlawn Avenue N at N 45th Street, the site access on Interlake Avenue N could be configured to allow entry and exit.

• Load/Unload Zone: SPS would work with SDOT to determine if an automobile load/unload zone is desired along the north side of N 43rd Street adjacent to the school site.

• Safety Committee Review: SPS would engage the Seattle School Safety Committee (of which SDOT is a member) to review walk routes and determine if any changes would be made to crosswalk locations, signage, pavement markings, and school zone speed limits.


• Speed Enforcement: SPS would coordinate with SDOT and the Seattle Police Department to enforce speed limits (including within the school-zones) near the site.

• Event Calendar Coordination: The school event calendar would be actively coordinated to ensure that only one large event (those attracting 675 or more attendees) occurs on site at a time. In addition, the calendar would be coordinated with the calendar for nearby Hamilton International Middle School to ensure large events are not held at both schools simultaneously.

• Neighborhood Communication Plan: SPS and the school administration would develop and maintain a neighborhood communication plan to inform nearby neighbors of events each year. The plan would be updated annually (or as events are scheduled) and would provide information about the dates, times, and rough magnitude of attendance. The communication would be intended to allow neighbors to plan for the increase in on-street parking demand that would occur with large events.

• On-Street Parking Monitoring Program: SPS would implement an annual on-street parking utilization monitoring program to document school-day and event-related parking impacts surrounding the school. The monitoring effort would occur annually for 5 years or for at least 2 years after the school reaches at least 90% of its enrollment capacity. The results of the monitoring studies would be used to determine if parking management measures such as new or expanded time restrictions, expansion of the Restricted Parking Zone (RPZ), or other measures would be implemented. If additional measures are identified to mitigate high-school related parking impacts, SPS would coordinate with SDOT to implement those measures.

• Metro Coordination: SPS would coordinate with Metro after the enrollment area is determined and prior to school re-opening to allow Metro to plan its coach needs to accommodate the increases in school-related trips to and from the site vicinity.

15. Public Services

a. Would the project result in an increased need for public services (for example: fire protection, police protection, public transit, health care, schools, other)? If so, generally describe.

The proposed project would add attendance to the facility, but is not anticipated to require additional public services above those already needed for operation of interim schools at the site.


b. Proposed measures to reduce or control direct impacts on public services, if any.

Since an increased need for public services is not anticipated, mitigation to reduce impacts to public services is not proposed.

16. Utilities

a. Underline utilities currently available at the site:

Electricity, natural gas, water, refuse service, telephone, sanitary sewer, septic systems, other

b. Describe the utilities that are proposed for the project, the utility providing the service, and the general construction activities on the site or in the immediate vicinity which might be needed.

Electricity, telephone, and natural gas would continue to be provided to the school. SPS would work with Seattle City Light, Puget Sound Energy, and its telephone provider to coordinate the extension of utilities to the new rooms and offices, if needed.

The contractor would coordinate with utility purveyors to locate all existing utilities prior to proceeding with construction activity. Any active underground pipes encountered would be protected. Should undocumented piping or other utilities be encountered, the utility purveyor would be immediately contacted prior to resuming construction activity near the utility. Storm drains would be maintained and protected as catch basins.



C. SIGNATURE

The above answers are true and complete to the best of my knowledge. I understand thatthe lead agency is relying on them to make its decision.

SignaturJaA

Name of signee:

Position andAgency/Organization:

___________________________________________________

Date Submitted:

‘1Pegi McEvoy

Assistant Superintendent for Operations Seattle PublicSchools SEPA Official

/7/7

Page 30 March 2016January 2017 Page 33


REFERENCES

Abbott, Martin. 2001. Historic Property Inventory Form: Historic Lincoln High School, 4400 Interlake Avenue, Seattle, WA. On file, DAHP, WA.

City of Seattle. 2014. City of Seattle Generalized Zoning Map. August 2, 2014.

City of Seattle. 2015. Seattle 2035 Your City, Your Future 2035 Future Land Use Map. Draft July, 2015.

Department of Archaeology and Historic Preservation (DAHP). 2010. Statewide Predictive Model. Last updated 2010. Electronic document, http://www.dahp.wa.gov/, accessed June 3, 2016.

ESA. 2016. Lincoln High School Modernization Project Cultural Resources Technical Memorandum. July 7, 2016.

Heffron Transportation, Inc. 2016. Draft Transportation Technical Report for Lincoln High School Modernization Project. Prepared for Seattle Public Schools. August 16, 2016.

Heffron Transportation, Inc. 2016. Addendum for Site Plan Revisions, Lincoln High School Modernization Project. Prepared for Seattle Public Schools. December 30, 2016.

Johnson Partnership. 2015. Lincoln High School: Landmark Nomination Report, 4400 Interlake Avenue North, Seattle, WA. Electronic resource: http://www.seattle.gov/Documents/Departments/Neighborhoods/HistoricPreservation/Landmarks/CurrentNominations/LPBCurrentNom_LincolnHighSchoolNom.pdf.

PBS Engineering and Environmental. 2016. Preliminary Limited Hazardous Materials Survey Report: Lincoln Building Renovation. Prepared for Seattle Public Schools. June 17, 2016.

Seattle Parks and Recreation. 2016a. Wallingford Playfield. Accessed May 2016. Available at: http://www.seattle.gov/parks/park_detail.asp?ID=449.

Seattle Parks and Recreation. 2016b. Woodland Park. Accessed May 2016. Available at: http://www.seattle.gov/parks/park_detail.asp?id=292.

Seattle Parks and Recreation. 2016c. Meridian Playground. Accessed May 2016. Available at: http://www.seattle.gov/parks/park_detail.asp?ID=1104.

Shannon & Wilson, Inc. 1997. Geotechnical Report, Interim Ballard High School at Lincoln High School, Seattle, Washington. April 1997.

Thompson, Nile and Carolyn J. Marr. 2002. Building for Learning: Seattle Public School Histories, 1862-2000. Seattle Public Schools.

Tree Solutions, Inc. 2016. Tree Inventory & Assessment. November 1, 2016.

Washington Department of Ecology (Ecology). 2016. Facility/Site Database Webmap. Available at https://fortress.wa.gov/ecy/facilitysite/MapData/MapSearch.aspx?RecordSearchMode=New. Accessed May 2016.


http://www.seattle.gov/parks/park_detail.asp?ID=449

http://www.seattle.gov/parks/park_detail.asp?id=292

http://www.seattle.gov/parks/park_detail.asp?ID=1104

https://fortress.wa.gov/ecy/facilitysite/MapData/MapSearch.aspx?RecordSearchMode=New

https://fortress.wa.gov/ecy/facilitysite/MapData/MapSearch.aspx?RecordSearchMode=New


Washington Department of Fish and Wildlife (WDFW). 2016. PHS on the Web. Accessed: May 2016. Available: http://apps.wdfw.wa.gov/phsontheweb/

Washington Department of Natural Resources Natural Heritage Program (WNHP). 2013. Geographic information data set for rare plant species and ecosystems. October 2013.


http://apps.wdfw.wa.gov/phsontheweb/


FIGURES


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Figure 3Site Plan

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APPENDIX A: TRAFFIC IMPACT ANALYSIS

January 2017 Appendix A

TRANSPORTATION TECHNICAL REPORT

for

Lincoln High School Modernization Project

PREPARED FOR:

Seattle Public Schools

PREPARED BY:

August 22, 2016

Lincoln High School Modernization Project Transportation Technical Report

- i - August 22, 2016

TABLE OF CONTENTS

1. INTRODUCTION ........................................................................................................................... 1 1.1. Project Description ................................................................................................................. 1

2. BACKGROUND CONDITIONS .................................................................................................... 6 2.1. Roadway Network .................................................................................................................. 6 2.2. Traffic Volumes ..................................................................................................................... 8 2.3. Traffic Operations ................................................................................................................ 11 2.4. Site Access ........................................................................................................................... 17 2.5. Parking ................................................................................................................................. 17 2.6. Traffic Safety ....................................................................................................................... 21 2.7. Transit Facilities and Service ............................................................................................... 22 2.8. Non-Motorized Transportation Facilities ............................................................................. 23

3. PROJECT IMPACTS .................................................................................................................... 24 3.1. Roadway Network ................................................................................................................ 24 3.2. Traffic Volumes ................................................................................................................... 24 3.3. Traffic Operations ................................................................................................................ 31 3.4. Site Access ........................................................................................................................... 32 3.5. Parking Demand and Supply ................................................................................................ 33 3.6. Traffic Safety ....................................................................................................................... 37 3.7. Transit .................................................................................................................................. 37 3.8. Non-Motorized Transportation Facilities ............................................................................. 38 3.9. Short-term Impacts from Construction ................................................................................ 38

4. FINDINGS AND RECOMMENDATIONS .................................................................................. 39

APPENDIX A – LEVEL OF SERVICE DEFINITIONS APPENDIX B – PARKING UTILIZATION STUDY DATA


- ii - August 22, 2016

LIST OF FIGURES Figure 1. Site Location and Vicinity ...................................................................................................... 2 Figure 2. Proposed Site Plan .................................................................................................................. 5 Figure 3. Vicinity Traffic Volumes – 2005 thru 2015 ............................................................................ 9 Figure 4. Hourly Traffic Volumes on N 45th Street – October 2014 .................................................... 10 Figure 5. Existing (2016) Traffic Volumes – Morning Peak Hour ...................................................... 12 Figure 6. Existing (2016) Traffic Volumes – Afternoon Peak Hour .................................................... 13 Figure 7. Forecast 2019 Without-Project Traffic Volumes – Morning Peak Hour .............................. 14 Figure 8. Forecast 2019 Without-Project Traffic Volumes – Afternoon Peak Hour ............................ 15 Figure 9. Study Area for On-Street Parking Utilization Surveys ......................................................... 18 Figure 10. Project Trip Distribution and Assignment – Morning Peak Hour ...................................... 27 Figure 11. Project Trip Distribution and Assignment – Afternoon Peak Hour .................................... 28 Figure 12. Forecast 2019 With-Project Traffic Volumes – Morning Peak Hour ................................. 29 Figure 13. Forecast 2019 With-Project Traffic Volumes – Afternoon Peak Hour ............................... 30

LIST OF TABLES

Table 1. Level of Service Summary – Existing (2016) and 2019-Without-Project Conditions ........... 16 Table 2. On-Street Parking Demand Survey Results – March, April, May, and June 2016 ................ 20 Table 3. Off-Street Parking Demand Survey Results – May and June 2016 ....................................... 21 Table 4. Historical Collision Summary – Study Area Intersections & Roadways ............................... 22 Table 5. Lincoln High School Re-Opening – Net Trip Generation Estimates ..................................... 25 Table 6. Level of Service Summary – 2019-Without- and With-Project Conditions........................... 32 Table 7. Potential School-Day On-Street Parking Impacts by Location .............................................. 34


- 1 - August 22, 2016

1. INTRODUCTION This report presents the transportation impact analyses for the Seattle Public Schools’ proposal to modernize and re-open Lincoln High School as a high school with enrollment capacity of up to 1,600 students. The scope of analysis and approach were based on extensive past experience performing transportation impact analyses for projects throughout the City of Seattle, including numerous analyses prepared Seattle Public Schools’ projects, and based on comments and questions raised and submitted by community members.1 These analyses were prepared to support the SEPA Checklist for this project. This report documents the existing conditions in the site vicinity, presents estimates of project-related traffic, and evaluates the anticipated impacts to the surrounding transportation system including transit, parking, safety, and non-motorized facilities. It also recommends measures to mitigate the potential transportation-related impacts.

1.1. Project Description

The following sections describe the existing Lincoln High School site and the proposed project to modernize and re-open the campus as a high school.

1.1.1. Existing School

The Lincoln High School project site is located at 4400 Interlake Avenue N in Seattle’s Wallingford neighborhood. The site is bounded by Interlake Avenue N to the west, N 43rd Street to the south, Woodlawn Avenue N to the east, and a combination of private commercial properties and a short, narrow, one-way eastbound segment of Woodlawn Place N (which functions like an alley) to the north. The project site location and vicinity are shown in Figure 1. The existing school site has five buildings with a total of about 258,200 square feet (sf). According to information published in Building for Learning, Seattle Public Schools Histories, 1862-2000,2 the Lincoln High School opened in 1907 with 900 students and enrollment nearly doubled by its second year. Over the following years, enrollment continued to increase with occasional decreases caused by openings of other high schools including Queen Anne High School in 1909 and Roosevelt High School in 1922. To accommodate the growth, the main building was remodeled and a north wing was added in 1914; a south wing was added in 1930 as part of an overall modernization effort. In response to continued growth in the 1950s, a large east addition was constructed in 1959. This expansion effort included a gymnasium, auditorium, instrumental and vocal music rooms, audiovisual classrooms, and two industrial arts shops. At the same time, the former auditorium was converted into art rooms, a large study hall, and a library. The chemistry and physics laboratories were also modernized. Enrollment at Lincoln High School peaked at 2,800 students during the 1959-1960 school year. Another remodel project occurred in 1969, and in 1971 the school became a four-year high school and had enrollment of 1,750 students. The school was closed as a high school in 1981 due in part to declining enrollment.

1 Community informational meeting held at Lincoln High School, June 23, 2016. 2 Nile Thompson and Carolyn J. Marr, 2002.

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Site Location and Vicinity


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The Lincoln High School site and buildings have since been actively used as an interim site for numerous schools during modernization and replacement projects. These have included Ballard High School (from 1997 to 1999), Latona Elementary (from 1999 to 2000), Bryant Elementary (from 2000 to 2001), Roosevelt High School (from 2004 to 2006), Garfield High School (from 2006 to 2008), and Hamilton International Middle School (from 2009 to 2010). The site is currently home to three programs including Cascadia Elementary School (with 751 students), Licton Springs K-8 School (with 135 students), and a Skills Center for Health Sciences and Medical Assisting. A permanent building for Cascadia Elementary School and Licton Springs K-8 School is under construction and those programs will relocate to the new buildings in fall 2017. The Skills Center, which offers school-year and summer courses in technical and professional fields, would continue to be housed at the site after it is reopened as a high school. The Lincoln High School site consists of the existing school buildings with parking and an access drive aisle along the north side of the buildings. The largest parking lot and access drive are accessed from two driveways—one signed as “enter-only” on Interlake Avenue N opposite N Allen Place and another signed as “exit only” on Woodlawn Avenue N about 100 feet north of N 44th Street. There is a second parking lot located at the northeast corner of the site that is separated from the main lot by a fence. This lot is currently leased to tenants in the Solid Ground Building across Woodlawn Place N and is accessed from the one-way eastbound segment of Woodlawn Place N.

1.1.2. Proposed Site Changes

As part of its effort to accommodate City-wide enrollment increases, the District proposes to re-open Lincoln High School as a high school with enrollment capacity for up 1,600 students. To accomplish this, several modifications to the existing site and buildings (resulting in additions totaling about 11,030 sf) would occur as listed below.

• Central Wing: The central wing (constructed in 1907) would be renovated to add a new two-story common space, new offices, classrooms, labs, and other student and teacher support space. A new ADA-accessible entry would be constructed at the north side of the central wing where it connects to the north wing.

• North Wing: The north wing (constructed in 1914) would be reconfigured to expand classroom space, add building support space, and a high school library. A north service wing addition would be constructed between the central wing and north wing. The north service wing would house an elevator that would access all floors of the school. The service wing would also include a loading dock, custodial space, electrical rooms, and a boiler room.

• South Wing: The south wing (constructed in 1931) would be reconfigured to hold classroom and lab spaces. A three-story south service room addition would be constructed adjacent to the south wing to house mechanical equipment.

• Gymnasium: The gym building (constructed in 1959) basement would be reconfigured to support new locker rooms, training rooms, and storage space. On the ground floor, space would be added to accommodate weight rooms.

• Health Center: A community and school health center would be added to the auditorium building, and the existing Skills Center would be retained. A new corridor would be constructed between the two buildings.

• Courtyard: The courtyard between the east and west buildings would be regraded and redeveloped as open space for student use.


- 4 - August 22, 2016

• Demolition: Several small structures located between the wings of the school would be demolished, including the 1986 steam boiler equipment building, the 1997 hot water boiler equipment building, the 1911 brick boiler room and its decommissioned boiler equipment, the 1955 brick transformer vault, and two 1959 storage sheds. Exterior covered walkway canopies between the east and west buildings, constructed in 1959, would also be demolished.

• Parking and Access: The hard-surface parking area at the north end of the site would be reconfigured to provide a single parking lot with 188 spaces and new landscaping. The lot would retain the existing access from the driveways on Interlake and Woodlawn Avenues N. The access to the northeast corner lot from Woodlawn Place N would be eliminated. A Special Education school bus load/unload zone would be located on site between the parking lot and the north wing of the school, this zone could be used for parallel parking (for an additional 6 vehicles during an event). The parking in the central and south portions of the site would be removed; the existing access driveway on N 43rd Street may be retained for emergency access.

• Other Site Changes: Other site improvements would include excavation and grading, stormwater improvements, tree planting, and landscaping.

Outdoor sports practices and competitive games would be held offsite at the nearby Woodland Park fields, Memorial Stadium, or other locations. The existing auditorium has 1,024 fixed seats and the existing gym bleachers have about 1,550 fixed seats. The exact staffing level of re-opened Lincoln High School is unknown at this time. However, based on the existing staffing levels of nearby Roosevelt High School (128 employees) and Nathan Hale High School (106 employees), the school is likely to have between 120 and 130 employees. Project construction is scheduled to begin in summer 2017; school opening is expected to be completed by August 2019. Frontage improvements may be required by the City and could include sidewalk replacement and widening is some areas, as well as new street trees. The proposed site plan is depicted in Figure 2.

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Source: Bassetti Architects, SDAT #6, July 1, 2016.

Figure 2

Proposed Site Plan


- 6 - August 22, 2016

2. BACKGROUND CONDITIONS This section of the report presents the existing and future conditions without the proposed project. The impacts of the proposed project were evaluated against these base conditions. Year 2019 was selected as the future horizon year for the analyses, because this is the year school is expected to be re-opened as a high school. For comparison, and to provide an analysis of potential new traffic and parking impacts, year 2019 without-project conditions assume that the programs similar to those currently in the building would remain at the site. The following sections describe the existing roadway network, traffic volumes, traffic operations, traffic safety, transit facilities, non-motorized facilities, and parking. Study area intersections were selected based on the travel routes used by parents, buses, and staff to access and egress the site area. The following eights intersections were identified for analysis for both the morning and afternoon peak hours. One of the study intersections—N 45th Street/Stone Way N—is signalized; the remaining seven are unsignalized.

• N 45th Street / Stone Way N • N 45th Street / Interlake Avenue N • N 45th Street / Woodlawn Avenue N • N 43rd Street / Stone Way N

• N 43rd Street / Interlake Avenue N • N 43rd Street / Woodlawn Avenue N • N Allen Pl / Interlake Ave N / Site Access • Site Access / Woodlawn Avenue N

2.1. Roadway Network As described previously, the school site is bounded by Interlake Avenue N to the west, N 43rd Street to the south, Woodlawn Avenue N to the east, and a combination of private commercial properties and a short, narrow, one-way eastbound segment of Woodlawn Place N to the north. The following provides descriptions of the key roadways near the site. Within the City of Seattle, the speed limit on arterials is 30 mph, unless otherwise posted; the speed limit on other local access residential streets is 25 mph. N 45th Street is a predominately three-lane, east-west roadway that provides access from about Aurora Avenue on the west to the Laurelhurst neighborhood on the east. Near the site and between Aurora Avenue N and Interstate 5 (I-5), the roadway is designated as a Minor Arterial;3 east of I-5, the roadway becomes NE 45th Street and is designated as a Principal Arterial. Near the site, the roadway has one lane in each direction with a center, two-way left-turn lane and curbs, gutters, sidewalks, and parking on both sides. Its intersection with Stone Way N is signalized. There is a marked and signed school crossing at Woodlawn Place N (west leg). There are also crosswalks on all four legs of the signalized intersection with Stone Way N. Stone Way N is a north-south three-lane roadway that extends from N Northlake Way on the south to N 50th Street on the north. The roadway is designated as a Minor Arterial. The roadway has one lane in each direction with a center, two-way left-turn lane and curbs, gutters, sidewalks, bike lanes, and parking on both sides. Its intersection with N 45th Street is signalized. There are marked and signed pedestrian and bicycle crossings at N 43rd Street (north and south legs) with raised center refuge islands. Interlake Avenue N is a north-south local access roadway that extends from N 35th Street on the south to Stone Way N just north of N 48th Street on the north. North of N 45th Street, the roadway is about 39 feet wide (curb-to-curb) with two travel lanes (one in each direction) and parallel on-street parking on both sides. South of 45th Street and adjacent to the project site, the roadway is approximately 25-feet wide (curb-to-curb). Between N Allen Place and N 45th Street, two-way travel is permitted; however, due to its width, the travel way can be limited to one lane for both directions of travel when on-street parking 3 Source: City of Seattle, Arterial Classification Map (2003).


- 7 - August 22, 2016

occurs on both sides. Between N Allen Place and N 43rd Street (two blocks), Interlake Avenue N is designated for one-way southbound travel only with back-in angle parking on the east side of the street adjacent to the school site and no parking is permitted on the west side. South of N 43rd Street, two-way travel is again permitted with parallel on-street parking on both sides. Similar to the north segment, the travel way south of N 43rd Street can be limited to one lane for both directions of travel when on-street parking occurs on both sides. A school-zone speed limit exists from just south of N 45th Street to just south of N 43rd Street. Within the analysis study area, its approaches to N 45th Street are stop-sign controlled; its intersection with N 43rd Street is controlled with a traffic circle; the intersections with N Allen Place and N 44th Street are uncontrolled. There are curbs, gutters, and sidewalks on both sides. Woodlawn Avenue N is a north-south local access roadway that extends from N Northlake Place on the south to NE 75th Street on the north. However, the segments of Woodlawn Avenue N north of N 45th Street are not continuous. North of N 45th Street, the roadway is approximately 25-feet wide (curb-to-curb) with two-way travel permitted; however, due to its width, the travel way can be limited to one lane for both directions of travel when on-street parking occurs on both sides. Between N 43rd and N 45th Streets (two blocks), Woodlawn Avenue N is designated for one-way northbound travel only with back-in angle parking on the west side of the street adjacent to the school site and no parking is permitted on the east side. South of N 43rd Street, two-way travel is again permitted with parallel on-street parking on both sides. Similar to the north segment, the travel way south of N 43rd Street can be limited to one lane for both directions of travel when on-street parking occurs on both sides. A school-zone speed limit exists from just north of N 42nd Street to just south of N 45th Street. Within the analysis study area, its approaches to N 45th Street are stop-sign controlled; its intersection with N 43rd Street is controlled with a traffic circle; the intersection with N 44th Street is uncontrolled. There are curbs, gutters, and sidewalks on both sides. Woodlawn Place N is a short, narrow one-way roadway segment that extends south of N 45th Street and then bends 90-degrees east to Woodlawn Avenue N. The one-way designation permits travel southbound from N 45th Street and eastbound to Woodlawn Avenue N. There are sidewalks along both sides of the north-south leg, but none on the east-west leg. Parking is not permitted on either side. N Allen Place is a two-lane, east-west local-access roadway that extends from west of Aurora Avenue N on the west to Interlake Avenue N on the east. The roadway is not continuous due to several offset intersections. Near the school site, the street has curbs, gutters, sidewalks, and on-street parking on both sides. The N Allen Place approach to Stone Way N is stop-sign controlled; its intersection with Interlake Avenue N is uncontrolled. N 44th Street is a two-lane, east-west local-access roadway with two unconnected segments in the study area separated by the school site. To the west, it extends between Interlake Avenue N and Woodland Park Avenue N; on the east it extends from Woodlawn Avenue N east to 5th Avenue N. Near the school site, the street has curbs, gutters, sidewalks, and on-street parking on both sides. The segment between Interlake Avenue N and Stone Avenue N (one block) is designated for one-way westbound travel only. Its approaches to Stone Way N are stop-sign controlled; its intersection with Interlake Avenue N and Woodlawn Avenue N are uncontrolled. N 43rd Street is a two-lane, east-west local-access roadway that extends west to Aurora Avenue N and east to 5th Avenue NE. The roadway is not continuous due to several offset intersections. Near the school site, the street has curbs, gutters, sidewalks, and on-street parking on both sides. Its approaches to Stone Way N and Wallingford Avenue N are stop-sign controlled; its intersections with Interlake Avenue N and Woodlawn Avenue N controlled with traffic circles. N 43rd Street’s intersections with other local access streets (e.g. Densmore and Ashworth Avenues N) are uncontrolled. N 43rd Street near the site is designated in the adopted Seattle Bicycle Master Plan4 as a Neighborhood Greenway. A 4 City of Seattle, April 2014.


- 8 - August 22, 2016

neighborhood greenway is defined in the plan as “…a shared street environment on streets with low speeds and volumes of motorists….” Wallingford Avenue N is a two-lane north-south roadway that provides access between N 34th Street north to Green Lake Park. There are curbs, gutters, and sidewalks on both side of the street. Parking is also allowed on both sides in the site vicinity. Signals control its intersections with N 45th Street and N 40th Street. The approaches of other east-west streets are controlled with stop signs at their intersections with Wallingford Avenue N. When Lincoln High School was first refurbished to temporarily accommodate Ballard High School (in 1997), Seattle Public Schools paid the City to install four traffic circles at neighborhood street intersections. These traffic circles, which were intended to calm traffic on the neighborhood streets, were approved through the City’s neighborhood petition process. They were installed at the Interlake Avenue N/N 43rd Street, Interlake Avenue N/N 42nd Street, Ashworth Avenue N/N 42nd Street, and Woodlawn Avenue N/N 43rd Street intersections. The City of Seattle’s 2016-2021 Capital Improvement Program5 was reviewed to determine if there are any planned improvements that could affect the study-area roadways or intersections. One project included in the list of 2016 Neighborhood Project Funds – Small Projects would install a Rectangular Rapid Flashing Beacon (RRFB) at the N 43rd Street crossing of Stone Way N to enhance pedestrian and bicycle crossing safety. No other roadway or intersection improvements were identified that would affect the study area roadways or intersections. The adopted Seattle Bicycle Master Plan recommends a new ‘neighborhood greenway’ with a north-south ‘local connector’ along Interlake Avenue N south to N 36th Street and an east-west ‘City-wide network connector’ along N 46th Street one block north of the site. A new north-south ‘local connector’ in the form of an ‘in-street’ bicycle facility with minor separation is recommended for Wallingford Avenue N. Local Connectors are defined in the plan as “…composed of bicycle facility types…served with conventional bicycle treatments, such as bicycle lanes or buffered bicycle lanes (In street, minor separation) and shared streets.” The 2015-1019 BMP Implementation Plan6 does not indicate any of these projects would be implemented by 2019 and it is unclear whether any of these projects would affect channelization, control, or capacity of study-area roadways or intersections. Therefore, the existing intersection configurations and operational conditions were assumed to remain for year 2019.

2.2. Traffic Volumes To evaluate the potential traffic conditions near the site during the morning arrival and afternoon dismissal times for the re-opened Lincoln High School, new peak period turning movement traffic counts were performed at the identified study-area intersections. The following sections describe existing and future background traffic volumes.

2.2.1. Historical Traffic Volumes The City of Seattle Department of Transportation (SDOT) has performed traffic counts on N 45th Street (west of Eastern Avenue N) and Stone Way N (south of N 45th Street) nearly every year since 2005. These counts were compiled to show how morning peak hour, PM peak hour, and daily traffic volumes in the study area have changed in the past decade. Figure 3 shows the AM, PM, and weekday daily volumes on both roadways from 2005 through 2015. As shown, these counts indicate relatively stable or declining volumes over the past ten years.

5 City of Seattle, 2015. 6 Seattle Department of Transportation, Bike Master Plan Implementation Plan 2015-2019, October 17, 2014.


- 9 - August 22, 2016

Figure 3. Vicinity Traffic Volumes – 2005 thru 2015

AM Peak Hour Volumes N 45th Street west of Eastern Ave N Stone Ave N south of N 45th Street

PM Peak Hour Volumes

N 45th Street west of Eastern Ave N Stone Ave N south of N 45th Street

Average Weekday Daily Traffic (AWDT) Volumes

N 45th Street west of Eastern Ave N Stone Ave N south of N 45th Street

Source: Seattle Department of Transportation Traffic Count Database, May 2016.

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Traffic data for N 45th Street were compiled to show how traffic on this street changes by time of day. SDOT’s most recent count during the school year (with both Seattle Public Schools and the University of Washington in session) was performed in October 2014. The average weekday volumes by hour of the day are shown in Figure 4. For reference, based on the adopted 2016-2017 bell schedules for high schools, the anticipated school-day schedule for the re-opened Lincoln High School is expected to be—8:45 A.M. to 3:15 P.M. As a result, traffic generated by the re-opened high school is expected to peak during student arrival from 8:00 to 9:00 A.M. and during dismissal from 3:00 to 4:00 P.M. Those times are highlighted in Figure 4.

Figure 4. Hourly Traffic Volumes on N 45th Street – October 2014

Source: Average weekday volumes from machine counts performed by SDOT on N 45th Street at west of Eastern Avenue N, Tuesday, October 14 through Thursday, October 16, 2014.

2.2.2. Existing Traffic Volumes

In addition to review and analysis of historical counts, new peak period traffic counts were performed at study-area intersections from 8:00 to 10:00 A.M. and from 2:30 to 4:30 P.M. In order to understand peak commuter traffic patterns and volumes on the nearby arterials, the counts at the two Stone Way intersections (at N 45th Street and N 43rd Street), were conducted from 7:30 to 10:00 A.M. and from 2:30 to 6:00 P.M. All new counts were performed on Wednesday, March 16, 2016 and included traffic currently generated by the school programs that occupy the Lincoln High School site. The highest hourly volumes during the morning arrival period varied by location, but most had peaks from 8:30 to 9:30 A.M. During the afternoon dismissal period, volumes consistently peaked from 3:00 to 4:00 P.M. The commuter PM peak hour of the nearby arterials began between 4:45 and 5:00 P.M. As previously discussed, traffic generated by the re-opened high school is expected to peak from 8:00 to 9:00 A.M. and from 3:00 to 4:00 P.M.; therefore, these times were selected as the primary analysis periods. Traffic volumes for these times are shown on Figure 5 and Figure 6, respectively.

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- 11 - August 22, 2016

2.2.3. Future Without-Project Traffic Volumes

Lincoln High School is expected to be re-opened and occupied in the fall of 2019. Therefore, future analyses were performed for the year 2019 and traffic forecasts for that year were developed based on a combination of data sources to determine an appropriate forecasting approach. As described in the previous section, historical volumes have been relatively stable or declining. However, planned new development in the area could result in increased study-area traffic volumes. According to information available on the City of Seattle Department of Construction and Inspections’ (SDCI) online Property & Building Activity tool,7 there are six development projects N 45th Street and Stone Way N that are expected to add over 310 residential units and over 16,000 sf of commercial/retail space. Based on standard rates for these uses, they could result in local traffic increases of between 0.5% and 1.5%. Therefore, a 1.5% compound annual growth rate was applied to existing volumes to estimate 2019 traffic volumes without the project. This rate is intended to account for possible general background traffic increases and traffic generated by new development in the vicinity. The 2019-without-project morning and afternoon peak hour traffic volumes are shown on Figure 7 and Figure 8, respectively.

2.3. Traffic Operations

Traffic operations analyses were performed for the study-area intersections. Traffic operations are evaluated using levels of service (LOS) with six letter designations, “A” through “F.” LOS A is the best and represents good traffic operations with little or no delay to motorists. LOS F is the worst and indicates poor traffic operations with long delays. The level of service definitions and thresholds are provided in Appendix A. The City has no adopted level of service standards for individual intersections; however, project-related intersection delay that causes a signalized intersection to operate at LOS E or F, or increases delay at a signalized intersection that is projected to operate at LOS E or F without the project, may be considered a significant adverse impact. The City may tolerate delays in the LOS E or F range for minor movements at unsignalized intersections where traffic control measures (such as conversion to all-way-stop-control or signalization) are not applicable or desirable. Levels of service were determined using procedures in the Highway Capacity Manual 2010.8 Delay calculations rely on complex equations that consider a number of variables. For example, delay at signalized intersections is determined based on a complex combination of variables including: the quality of progression, cycle length, green ratio, and a volume-to-capacity ratio for the lane group or approach in question. Delay at unsignalized intersections is determined for vehicles that must stop or yield for oncoming traffic. That delay is related to the availability of gaps in the main street's traffic flow and the ability of a driver to enter or pass through those gaps. All level of service calculations were performed using the Synchro 9.1 traffic operations analysis software. The software models reflect current intersection geometries and levels of service were reported using the Synchro module for signalized intersections and the HCM 2010 module for unsignalized intersections. Signal timing information was field verified.

7 SDCI, accessed May 2016. 8 HCM 2010, Transportation Research Board, 2010.

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- 16 - August 22, 2016

Table 1 summarizes existing (2016) and forecast 2019 levels of service without the proposed project for both the morning and afternoon peak hour conditions. As shown, all of the study area intersections currently operate at LOS C or better overall with all movements operating at LOS D or better. The assumed growth in background traffic is projected to add delay to most intersections, but all would continue operating at existing levels. Southbound movements from Interlake Avenue N at N 45th Street are forecast to degrade from LOS D to LOS E due to an increased average delay of 4.5 seconds per vehicle resulting from higher volumes on N 45th Street. As noted previously, the N Allen Place/Interlake Avenue N intersection is uncontrolled; however, based on field observations, drivers approaching from the west generally yield to southbound traffic on Interlake Avenue N. Therefore, this intersection was evaluated assuming stop-control on the eastbound approach.

Table 1. Level of Service Summary – Existing (2016) and 2019-Without-Project Conditions

Morning Peak Hour (8:00–9:00 A.M.) Afternoon Peak Hour (3:00-4:00 P.M.) Control Type / Intersections Existing (2016) 2019 w/o project Existing (2016) 2019 w/o project

Signalized LOS 1 Delay 2 LOS Delay LOS Delay LOS Delay

N 45th Street / Stone Way N C 23.4 C 24.0 C 28.2 C 29.1

Two-Way-Stop Controlled LOS Delay LOS Delay LOS Delay LOS Delay

N 43rd Street / Stone Way N (overall) A 1.4 A 1.9 A 2.3 A 2.9 Northbound Left Turns A 9.1 A 9.2 A 8.6 A 8.7 Eastbound Movements C 19.7 C 22.6 C 22.6 C 23.6 Westbound Movements C 16.7 C 19.1 C 20.1 C 24.0 Southbound Left Turns A 8.0 A 8.0 A 8.8 A 8.9

N 45th Street / Interlake Ave N (overall) A 1.6 A 1.9 A 2.1 A 2.3 Northbound Movements B 14.2 B 14.3 C 20.6 C 21.5 Eastbound Left Turns A 8.4 A 8.5 A 9.4 A 9.5 Westbound Left Turns A 8.8 A 8.9 A 9.9 B 10.1 Southbound Movements C 19.7 C 24.0 D 32.2 E 36.7

N 45th Street / Woodlawn Ave N (overall) A 1.0 A 1.0 A 4.5 A 5.0 Northbound Movements B 14.3 B 14.7 D 28.5 D 32.0

N Allen Pl / Interlake Ave N (overall) 4 A 1.2 A 1.5 A 3.4 A 3.5 Eastbound Movements A 9.0 A 9.1 B 10.6 B 10.8

Traffic-Circle Controlled LOS Delay LOS Delay LOS Delay LOS Delay

N 43rd Street / Interlake Ave N (overall) 3 A 4.1 A 4.2 A 4.3 A 4..3

N 43rd Street / Woodlawn Ave N (overall) 3 A 4.4 A 4.5 A 4.1 A 4.2 Source: Heffron Transportation, Inc., June 2016. 1. Level of service. 2. Average seconds of delay per vehicle. 3. Intersection is controlled by a traffic circle. Analysis assumes roundabout control for evaluation of level of service. 4. Assumes that eastbound traffic on N Allen Place will yield to southbound traffic on Interlake Avenue N, which is the observed behavior

at the intersection.


- 17 - August 22, 2016

2.4. Site Access

The existing site has four vehicular access locations. One entry driveway is located on Interlake Avenue N opposite N Allen Place; an exit driveway is located on Woodlawn Avenue N. School buses, staff, and some parents use the access driveways on Interlake and Woodlawn Avenues N. The separated parking lot located on the northeast corner of the site has access to and from Woodlawn Place N to the north. Finally, parking in the central south part of the site is accessed from a driveway on N 43rd Street just east of Ashworth Avenue N.

2.5. Parking

On-street parking at and around the Lincoln High School site was examined to determine the existing parking supply and parking demand. The following sections describe the on-street parking supply as well as the current parking demand and utilization rates.

2.5.1. On-Street Parking Utilization

A detailed on-street parking study was performed per the methodology outlined in the City of Seattle’s TIP #117.9 The City requires use of this methodology to document the number and type of on-street parking spaces that are available to neighborhood residents or other users in the area. This analysis was completed to determine the existing parking supply and how much of that supply is currently utilized at different times of the day. The study area for the on-street parking utilization analysis included all roadways within an 800-foot walking distance from the school site corners. The 800-foot walking distance results in a study area that extends just north of N 47th Street, west to Midvale Ave N, just east of Wallingford Avenue N, and south to N 41st Street. The study area is predominantly comprised of residential land uses. Many of the residences within the study area have some off-street parking capacity such as driveways and/or garages and residents use these spaces for vehicle parking. Some residents also use on-street parking. Commercial land uses, some of which generate on-street parking by customers and employees, are primarily located along N 45th Street and Stone Way N. There is also a restaurant located on the northwest corner of the N 43rd Street/Interlake Avenue N intersection. Details about parking supply and demand are provided in the following sections.

Existing On-Street Parking Supply

The study area was separated into individual block faces. A block face consists of one side of a street between two cross-streets. For example, the south side of N 45th Street between Interlake Avenue N and Woodlawn Place N is one block face (identified as block face ‘BI’). The study area and the designated block faces are shown on Figure 9.

9 City of Seattle, Department of Planning and Development (now Seattle Department of Construction and Inspections),

Parking Waivers for Accessory Dwelling Units, Updated May 12, 2011.

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- 19 - August 22, 2016

Each block face was measured and analyzed to determine the number of available on-street parking spaces. First, common street features—such as driveways, fire hydrants, and special parking zones—were noted and legal clearance distances on each side of the street features were noted. No on-street parking capacity was assumed within 30 feet of a signalized or marked intersection, within 25 feet of a traffic circle, within 20 feet of an uncontrolled intersection, within 15 feet on either side of a fire hydrant, or within 5 feet on either side of a driveway or alley. The remaining unobstructed lengths of street between street features were converted to legal on-street parking spaces using values in the City’s TIP #117. It should be noted that the curb-face values in TIP #117 reflect space lengths that range from about 18.5 feet to 26.5 feet per space. Based on our extensive past experience preparing on-street parking utilization studies, the increased popularity of smaller cars (such as smart cars) and the tendency for drivers to park closer together in areas with higher utilization can result in more available supply than would be suggested by the TIP #117 guidance. The parking supply survey determined that there are a total of 831 on-street parking spaces within the defined study area for the Lincoln High School site. The majority of these spaces (516) are unrestricted. There are 18 block faces (141 spaces) with Zone 22 Restricted Parking Zone (RPZ) limits interspersed throughout the study area. Along these block faces, vehicles without a city-issued Zone 22 permit cannot park for longer than two hours. The days and time limits of the RPZ restrictions vary. There are 109 spaces with time restrictions of two hours (82 spaces) or one hour (27 spaces). These time-restricted spaces are primarily located near the commercial retail areas and apply to all users, even those with RPZ permits. There are 27 general and passenger load/unload spaces with various day and time restrictions. Of these, only six are restricted to load/unload 24 hours per day, seven days per week. The north curb of N 43rd Street adjacent to the Lincoln High School site is currently designated for bus load/unload during the school arrival (8:00 to 10:00 A.M.) and dismissal times (2:00 to 4:00 P.M.). The east curb of Woodlawn Avenue N adjacent to Hamilton International Middle School is also designated for bus load/unload from 7:00 to 9:00 A.M. and 2:00 to 4:00 P.M. At other times of the day, these parking areas are available for general parking and can accommodate a combined total of 32 passenger vehicles.

Existing On-Street Parking Demand

Existing parking demand counts within the study area were performed in March, April, May, and June 2016. Weekday demand counts were performed mid-morning (between 10:00 and 11:00 A.M.) to reflect conditions when school-related parking demand would occur; and both weekday and weekend evenings (between 7:00 and 8:00 P.M.) to reflect conditions when occasional school events could occur. The weekday mid-morning and evening counts without a large event were performed on two Wednesdays: March 16th and March 23rd, 2016. The weekend evening counts were performed on two Saturdays: March 26th and April 9th, 2016. Weekday evening counts were also performed when there were large evening events held at the site for the Cascadia Elementary School. Counts were performed at about 7:00 P.M. on May 23, 2016 during the Instrumental Spring Concert and on June 2, 2016 during the Talent Show. The count results for each day and count period were compiled and averaged. The results of the parking demand surveys are summarized in Table 2. Detailed summaries of the on-street parking demand for each block face for all counts are included in Appendix B. On-street parking utilization was calculated using the methodology described in TIP #117. Parking utilization is calculated as the number of vehicles parked on street divided by the number of legal on-street parking spaces within the study area or on a specific block face. The study area utilization totals are also summarized in Table 2. As shown, on-street parking in the study area was observed to be 71% utilized midday on weekdays (an average of 587 vehicles parked in 830 spaces). In the evenings, the utilization averaged 75% (621 vehicles parked in 831 spaces) during the week and 74% (612 vehicles parked in 831 spaces) on the weekend. There was a small evening event held at Cascadia Elementary on the evening of Wednesday,


- 20 - August 22, 2016

March 23rd (Circus Arts Festival); however, it did not appear to effect on-street parking utilization based on a comparison to the count on March 16th with no event. Average on-street parking utilization during the evenings when there were larger events at the site increased to 90%. For reference, the City of Seattle generally considers parking utilization rates of 85% and higher as effectively full. It should be noted that parking utilization over 100% occurred on some individual block faces, and is possible when there are many small cars (which increases the number that can park on each block) or when drivers park closer together. Drivers may also park in spaces that are not considered legal or fully legal based on the defined (e.g. vehicles parking too close to intersections or driveways). The analysis of existing on-street parking also found that the majority of available spaces (55%) during school-day hours are restricted with RPZ and/or time limits (30 minute to 2 hours) that would not be available to students or employees for long-term parking.

Table 2. On-Street Parking Demand Survey Results – March, April, May, and June 2016

Time Period Surveyed

Parking Supply

Total Vehicles Parked

% Utilization

Weekdays Mid School Day (10:00 to 11:00 A.M.)

Wednesday, March 16, 2016 830 a 595 72%

Wednesday, March 23, 2016 830 a 579 70%

Average Mid-School Day 830 a 587 71%

Weekday Evenings (7:00 to 8:00 P.M.)

Wednesday, March 16, 2016 831 622 75%

Wednesday, March 23, 2016 b 831 620 75%

Average Weekday Evening 831 621 75%

Weekend Evenings (7:00 to 8:00 P.M.)

Saturday, March 26, 2016 831 618 74%

Saturday, April 9, 2016 831 605 73%

Average Weekend Evening 831 612 74%

Weekday Evenings with Large Events (7:00 P.M.)

Monday, May 23, 2016 831 763 92%

Thursday, June 2, 2016 831 733 88%

Average Weekday Evenings with Large Event 831 748 90% Source: Heffron Transportation, Inc., March, April, May, & June 2016 a. One on-street space is restricted between the hours of 7:00 A.M. – 4:00 P.M. during school days and is not available for parking, but is

available during the evening and weekend times studied. b. There was a small event (Circus Arts Festival) held at Cascadia Elementary during this count.

2.5.2. On-Site Parking

On-site parking is located at the north, center, and south end of the site. The northern parking lot is divided into two sections. The larger western portion has a total of 139 striped spaces and is used for staff and visitor parking. For events, the school-bus zone and the area along north side of the building


- 21 - August 22, 2016

are used for supplemental parking. Just south of the bus load/unload zone, there are four (4) disabled permit spaces that do not appear to be regularly used by the current school program in the building. Within the central and south portion of the site, there are 27 parking spaces including three (3) for vehicles with disabled permits, four (4) for security vehicles, four (4) signed for APP at Lincoln, four (4) signed for Licton, and 12 unmarked. In total, there are 170 spaces for school use on the site. At the northeast corner of the site, there are 49 parking spaces that are physically separated from the school parking and leased to the Solid Ground Building (formerly the Fremont Public Association (FPA) Building). This lease was established with a covenant and joint-use parking agreement10 to satisfy permit conditions for construction of the FPA building. The spaces are signed for the Wallingford Library, Family Works, Solid Ground staff, FPA staff, and visitors. The joint-use agreement entitles the District to terminate the agreement with proper notice, if the parking or property is required for school use. Parking demand within the existing on-site lots was observed during school day and weekday evening event conditions. The results are presented in Table 3. As shown, the school parking supply is not fully utilized during school-day conditions; however, on-site parking (including the school-bus load zone) is heavily used for events. The leased parking lot is well used during the weekday; the spaces that were available in the evening were those with signed restrictions for specific users.

Table 3. Off-Street Parking Demand Survey Results – May and June 2016

Parking

School Day Demand (May 12, 2016)

Evening Event Demand (~7:00 P.M.)

Lincoln High School Site Parking Surveyed Supply 9:20 A.M. 3:30 P.M. May 23 June 2

North School Lot 143 a 40 57 b 168 c 127 c

South & Central Lots 27 22 22 18 18

Total School Parking 170 62 79 186 145

Northeast Leased Lot (Solid Ground Bldg) 49 44 48 16 16

Total Off-Street Parking at Lincoln HS Site 219 106 127 202 161 Source: Heffron Transportation, Inc., May & June 2016 a. Total supply includes 139 spaces in main lot and 4 disable permit spaces south of drive aisle that are not currently used. b. Observations indicate demand count included some parents that arrived to pick up students just prior to dismissal. c. Demand included vehicles angle parked in the bus zone and parallel parked along the north side of the school building.

2.6. Traffic Safety

Collision data for the study area intersections and roadway segments adjacent to the site were obtained from SDOT. These data, reflecting the period from January 1, 2013 to February 29, 2016 (3.2 years), were examined to determine if there are any unusual traffic safety conditions that could impact or be impacted by the proposed project. Unsignalized intersections with five or more collisions per year and signalized intersections with 10 or more collisions per year are considered high collision locations by the City. Table 4 summarizes collision data. None of the intersections averaged more than five collisions per year. No fatalities were reported at any of the study area intersections during the study period. These data do not indicate any unusual traffic safety conditions.

10 Joint Use Parking Agreement between Seattle School, District No. 1 and Fremont Public Association, Dec. 29, 1994.


- 22 - August 22, 2016

Table 4. Historical Collision Summary – Study Area Intersections & Roadways

Collision Type Intersections

Rear-End

Side-Swipe

Right Turn

Left Turn

Right Angle

Ped/ Cycle

Other a

Total for 3.2 Years

Average/ Year

N 45th St / Stone Way N 0 1 0 0 2 1 1 5 1.6

N 45th St / Interlake Ave N 0 0 0 0 2 0 0 2 0.6

N 45th St / Woodlawn Ave N 1 0 0 0 0 0 0 1 0.3

N Allen Pl / Interlake Ave N 0 0 0 0 1 0 1 2 0.6

N 43rd St / Stone Way N 0 0 0 0 2 0 1 3 0.9

N 43rd St / Interlake Ave N 0 0 0 0 0 0 0 0 0.0

N 43rd St / Woodlawn Ave N 0 0 0 0 0 0 0 0 0.0

Roadway Segment

Rear-End

Side-Swipe

Right Turn

Left Turn

Right Angle

Ped/ Cycle

Other a

Total for 3.2 Years

Average/ Year

N 45th St btwn Interlake Ave N and Woodlawn Ave N 2 0 0 0 1 0 3 6 1.9

N 43rd St btwn Interlake Ave N and Woodlawn Ave N 0 0 0 0 0 0 1 1 0.3

Interlake Ave N btwn N 45th St and N 43rd St 0 0 0 0 0 0 1 1 0.3

Woodlawn Ave N btwn N 45th St and N 43rd St 1 0 0 0 0 0 0 1 0.3

Source: City of Seattle Department of Transportation, March 2016. a. Other collision types include no diagram available, or vehicle hit an object.

2.7. Transit Facilities and Service

King County Metro Transit provides bus service very near the Lincoln High School site. The closest bus stops are located on N 45th Street at Woodlawn Avenue N, less than 300 feet north of the site. A stop serving westbound buses is located west of the Woodlawn Avenue N (north leg) intersection; a stop serving eastbound buses is located between Woodlawn Place N and Woodlawn Avenue N (south leg). These stops are served by Metro Routes 44, 62, and 82, which are described below. Stops serving Routes 62 and 82 are also located on Stone Avenue N about 400 feet west of the site. Within less than 0.4 mile to the west, there are stops on Aurora Avenue N at N 46th Street that are served by Metro’s RapidRide E-Line service, which is also described below.

Route 44 provides all-day service seven days per week between the University of Washington, Wallingford, and Ballard. On weekdays, the route operates from about 5:00 A.M. to 2:15 A.M. with headways (time between consecutive buses) of 7 to 15 minutes during most hours on weekdays and 30 to 40 minutes after midnight. Route 62 provides all-day service seven days per week between the Sand Point, Ravenna, Roosevelt, Fremont, Southlake Union, and Downtown Seattle. On weekdays, the route operates from about 5:00 A.M. to 2:00 A.M. with headways (time between consecutive buses) of 10 to 15 minutes during most hours on weekdays and 25 to 30 minutes after midnight.


- 23 - August 22, 2016

Route 82 (Night Owl) provides nightly service with two trips between Downtown Seattle, Queen Anne, Green Lake and Greenwood between 2:15 and 4:35 A.M.. RapidRide E-Line operates between the Aurora Village Transit Center and Downtown Seattle seven days per week nearly 24-hours per day with headways of 5 to 15 minutes on weekdays.

Seattle Public Schools provides yellow bus, door-to-door, Metro, and cab service. Eligibility for District-provided transportation depends on several factors including grade level and proximity to assigned schools. The following describes the basic eligibility considerations outlined for high school students in the District’s Transportation Service Standards 2016-2017. 11 Note that exceptions are defined for individuals based on health requirements, educational program needs, or based on certain geographical considerations.

High School students who live within the boundaries of the District and who live more than 2.0 miles from their assigned school are eligible for an Orca card for use on regular Metro bus route or Link light rail. Currently, all high schools utilize Metro for their primary regular program transportation. Some geographic areas with limited Metro service require supplemental school bus transportation.

Students in grades 6 through 12 who do not receive district-provided transportation, live between one and two miles from their assigned school, and qualify for the District’s Free and Reduced Lunch Program, are also eligible for Orca cards.

2.8. Non-Motorized Transportation Facilities

As described in the Roadway Network section, all roadways in the study area have sidewalks on both sides. There is a marked and signed school crossing of N 45th Street at Woodlawn Place N (west leg) and crosswalks on all four legs of the signalized N 45th Street/Stone Way N intersection. There are marked and signed pedestrian and bicycle crossings of Stone Way N at N 43rd Street (north and south legs) with raised center refuge islands. N 43rd Street near the site is designated in the adopted Seattle Bicycle Master Plan12 as a Neighborhood Greenway. The City has plans to install a Rectangular Rapid Flashing Beacon (RRFB) at the N 43rd Street crossing of Stone Way N to enhance pedestrian crossing safety. As described previously, the adopted Seattle Bicycle Master Plan recommends a new ‘neighborhood greenway’ with a north-south ‘local connector’ along Interlake Avenue N south to N 36th Street and an east-west ‘City-wide network connector’ along N 46th Street one block north of the site. A new north-south ‘local connector’ in the form of an ‘in-street’ bicycle facility with minor separation is recommended for Wallingford Avenue N.

11 Approved by the Seattle School Board November 18, 2016. 12 City of Seattle, April 2014.


- 24 - August 22, 2016

3. PROJECT IMPACTS This section of the report describes the conditions that would exist with the Lincoln High School re-opened as a high school operating at the enrollment capacity of 1,600 students. The forecast 2019 study area traffic volumes were adjusted to remove trips estimated to be generated by the existing school programs using the site (which would be relocated) and to add vehicle trips estimated for the re-opened high school. Level-of-service analyses were performed to determine the proposed project’s impact on traffic operations in the study area.

3.1. Roadway Network

Frontage improvements could consist of replacing curb and sidewalk and installing street trees according to City of Seattle roadway standards. No other changes to the roadway network are proposed as part of the project.

3.2. Traffic Volumes

3.2.1. Re-Opened High School Trip Generation

Trip generation for the proposed Lincoln High School was estimated using rates that had previously been derived from historic counts at Roosevelt High School and Garfield High School. These rates better reflect the likely transportation conditions that existing at and around the Lincoln High School, including limited availability of parking and anticipated student use of Metro Transit. Standard rates for a high school published in the Institute of Transportation Engineers’ Trip Generation Manual13 were not used since the published ITE rates are based on data from schools that had considerable variability in number of students transported by bus, on-site parking available for students/staff, and the types of facilities provided. For morning peak hour conditions when students and staff would arrive at the school, a rate of 0.29 trips per student, derived from counts performed around Garfield High School14 and confirmed by counts performed around Roosevelt High School15 was selected and applied. This rate is about 67% of the published ITE rate and accounts for a higher number of students that are expected to arrive by transit (due to limited parking availability and common mode-of-travel trends for Seattle high schools). For the afternoon peak hour condition when students are dismissed and many leave the site for the day, a rate of 0.20 trips per student (also derived from counts performed around Roosevelt High School16 and Garfield High School) was applied. This rate is about 69% of the published ITE rate. Trip generation for high schools during the afternoon is typically spread out of several hours as students often stay at the site after the school day for extracurricular activities and as staff have variable end-of-day schedules. As a result, the afternoon peak hour volume is usually less than the morning peak hourly volume. During the commuter PM peak hour, high schools typically generate relatively little traffic compared to the morning arrival and afternoon dismissal periods. A rate of 0.11 trips per student, which matches the high-end of rates derived from counts at Roosevelt and Garfield, was applied and is about 85% of the published ITE rate for high schools. This is reasonable given that commuter PM peak hour trips for high schools typically include some staff leaving for the day, and student or public use of site amenities such

13 ITE, 9th Edition, 2012. 14 Heffron Transportation, Inc., 2004. 15 Heffron Transportation, Inc., 2009. 16 Heffron Transportation, Inc., 2002 and 2009.


- 25 - August 22, 2016

as theater spaces, gymnasiums, and or commons spaces. However, the Lincoln site would have relatively limited site amenities since there would be no athletic fields. The resulting trip generation estimates for the re-opened Lincoln High School are presented in the next section in Table 5. It is noted that some of the trips generated during the afternoon and PM peak hour may include students walking or driving between the site and athletic practices and/or games that may be held at the Lower Woodland athletic facilities located less than a half mile north of the site.

3.2.2. Trip Generation of Removed School Programs

As described previously, the Licton Springs K-8 and Cascadia Elementary School programs would both be removed from the site and relocated to the Wilson-Pacific site on N 90th Street. Traffic currently generated by these two school programs and present in the counts performed for this analysis would be removed from the study-area roadways and intersections. To estimate the amount of traffic that would be removed, the detailed counts were examined and volumes during the main school arrival and dismissal periods were compared to volumes during times when the schools generate little traffic. Cascadia Elementary currently begins at 9:30 A.M. and is dismissed at 3:40 P.M.; Licton Springs K-8 begins at 8:40 A.M. and is dismissed at 3:10 P.M. As a result, Cascadia Elementary likely generates little traffic during the 8:00 to 9:00 A.M. analysis hour (possibly some staff and before-school care drop-off trips). However, most of the Licton Springs K-8 arrival traffic would be expected to occur during this time. In the afternoon, most of the dismissal traffic from both schools occurs during the 3:00 to 4:00 P.M. analysis hour. Table 5 presents the resulting trip estimates for the two schools that would be removed from the site. The estimates presented in Table 5 include school bus trips, employee trips, and parent-vehicle trips. The table also presents the net change in students on site as well as the changes in traffic expected during each of the peak hours.

Table 5. Lincoln High School Re-Opening – Net Trip Generation Estimates

Enrollment

Morning Peak Hour (8:00 to 9:00 A.M.)

Afternoon Peak Hour (3:00 to 4:00 P.M.)

PM Peak Hour (5:00 to 6:00 P.M.)

Site Condition / Component (students) In Out Total In Out Total In Out Total

Re-Opened Lincoln High School 1,600 a 255 210 465 125 195 320 80 95 175

Removed Elementary & K-8 -886 b -85 -55 -140 -165 -205 -370 -55 -55 -110

Net Change 714 170 155 325 -40 -10 -50 25 40 65

Source: Heffron Transportation, Inc., May 2016. a. Planned enrollment capacity for Lincoln High School is 1,600 students b. Includes enrollment of 751 students at Cascadia Elementary and 135 students at Licton Springs K-8 in March 2016. As shown, the replacement of the two existing school programs with the re-opened Lincoln High School program is expected to generate a net increase in trips during the 8:00 to 9:00 A.M. arrival peak hour. (Note that it would result in a decrease in site generated traffic between 9:00 and 10:00 A.M., since the majority of Cascadia Elementary traffic would be removed from that hour.) The afternoon dismissal peak hour for re-opened Lincoln High School (3:00 to 4:00 P.M.) would overlap the existing dismissal peak hour for the two program on site. During this hour, the high school is expected to generate slightly less traffic than the two school programs it would replace. This is reasonable since, as described previously, afternoon trip generation by high schools is typically spread out over several hours as students and staff stay on campus for a variety of activities, while afternoon primary school trips are largely concentrated to the hour around dismissal. During the commuter PM peak hour, the high school is expected to generate a relatively small net increase of 65 trips.


- 26 - August 22, 2016

The trip estimates and net changes presented reflect a comparison of current conditions to those with the site operating as a high school. However, as described previously, the site has been actively used as an interim site for numerous schools including three high schools—Ballard, Roosevelt, and Garfield—which occurred for a combined total of eight years including the period from 2004 through 2008. It is likely that future traffic generation at the site would be similar to levels experienced during those periods. As shown previously in Figure 3, the traffic volumes on the nearest arterials declined during the years from 2005 through 2008.

3.2.3. Trip Distribution & Assignment

The re-opened Lincoln High School is expected to draw students within the surrounding area that is currently assigned to Roosevelt and Ballard High Schools. Therefore, trip distribution patterns for the high school trips were developed based on existing student enrollment density for the feeder schools within this vicinity. Nearest the site, the distribution patterns reflect the existing and expected future travel characteristics of the local roadway network including the location of site access, one-way streets, expected on-street parking influence areas, and likely student drop-off/pick-up areas. Morning and afternoon peak hour trips are expected to consist of staff, student drivers, and parent vehicles (for student drop off and pick up) and a few special education school buses. Parents dropping off and picking up students could arrive from all directions, but a likely to be concentrated on-site and along the roadways that front the school (Interlake Avenue N, N 43rd Street, Woodlawn Avenue N, and some along N 45th Street or the short one-way segment of Woodlawn Place N to the north of site). Some parent-vehicle load/unload could also occur in areas one or more blocks from the site, especially during the afternoon, since high school students are more likely to arrange specific pick up locations that avoid congested areas, a behavior observed at other high schools in Seattle. Potential pick-up and drop-off areas could include N 45th Street, Stone Avenue N, Allen Place, N 44th Street, and possibly Wallingford Avenue N. The estimated project traffic distribution patterns and assignments of new trips are shown on Figure 10 for the morning peak hour and on Figure 11 for the afternoon peak hour. Trips generated during each peak hour by the two existing school programs were subtracted from the future-without-project traffic volumes and then the new high school trips were added to represent future conditions with the re-opened Lincoln High School. The forecast 2019 with-project morning and afternoon peak hour traffic volumes are shown on Figure 12 and Figure 13, respectively.

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Figure 102019 Net Project Trips Distribution and Assignment

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Figure 112019 Project Trips Distribution and Net Trips Assignment

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Figure 12Forecast 2019 With-Project Traffic Volumes

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Figure 13Forecast 2019 With-Project Traffic Volumes

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- 31 - August 22, 2016

3.3. Traffic Operations

Intersection levels of service for future with-project conditions were determined using the same methodology described previously for existing and future without-project conditions. The re-opened high school is expected to generate new pedestrian and bicycle trips. Increased pedestrian activity is expected between the site and nearby transit stops along N 45th Street and Stone Way N and possibly to the RapidRide stop on Aurora Avenue N. These added trips would increase the number of pedestrian crossings at the nearby study-area intersections. The potential increases in pedestrian crossing activity and the peaking characteristics of school traffic (school drop-off and pick-up primarily occurs during about 20 minutes in the peak hours) have all been accounted for in the operations analyses of the study area intersections. Levels of service for the off-site study area intersections were calculated using the 2019-with-project traffic volumes. Table 6 shows the results of the analysis; levels of service for the 2019-without-project conditions are shown for comparison. As shown, the additional traffic and pedestrian activity generated by the re-opened Lincoln High School is expected to add some delay to several of the study area intersections and turning movements during both the morning and afternoon peak hours. All of the study area intersections would continue to operate at LOS C or better overall. During both periods, all movements except one would operate at the same levels as without-project conditions. In the morning, southbound movements from Interlake Avenue N at N 45th Street are projected to be degraded to LOS E; however, this would affect only 40 trips (about 3% of the total hourly volume at the intersection. In the afternoon, northbound movements from Woodlawn Avenue N at N 45th Street would be degraded to LOS E due to an estimated increased delay of about seven seconds per vehicle. However, the intersection would continue to operate at LOS A overall. As potential a mitigation measure, the site access on Interlake Avenue N could be configured to allow entry and exit. This would allow drivers destined to the west to exit the site onto Interlake Avenue N, use alternate routes to Stone Way N and roadways west of the site, which would reduce project-related volume and delay for northbound movements on Woodlawn Avenue N at N 45th Street. With the limited amount of on-site parking and loading/unloading space for parent-vehicles, some congestion is expected during morning arrival and afternoon dismissal, especially along Interlake and Avenues N, N Allen Place, N 44th Street, N 43rd Street, and roadways that extend south of the site.


- 32 - August 22, 2016

Table 6. Level of Service Summary – 2019-Without- and With-Project Conditions

Morning Peak Hour (8:00–9:00 a.m.) Afternoon Peak Hour (3:00-4:00 p.m.) Control Type / Intersections 2019 w/o project 2019 w/ project 2019 w/o project 2019 w/ project





N 45th Street / Interlake Ave N (overall) A 1.9 A 2.3 A 2.3 A 2.4 Northbound Movements B 14.3 C 15.7 C 21.5 D 25.2 Eastbound Left Turns A 8.5 A 8.8 A 9.5 A 9.7 Westbound Left Turns A 8.9 A 9.8 B 10.1 B 10.2 Southbound Movements C 24.0 E 35.8 E 36.7 E 42.5

N 45th Street / Woodlawn Ave N (overall) A 1.0 A 3.3 A 5.0 A 6.8 Northbound Movements B 14.7 C 21.0 D 32.0 E 39.2

N Allen Pl / Interlake Ave N (overall) A 1.5 A 1.3 A 3.5 A 3.3 Eastbound Movements A 9.1 B 10.6 B 10.8 B 10.1


N 43rd Street / Interlake Ave N (overall) 3 A 4.2 A 4.0 A 4..3 A 4.0

N 43rd Street / Woodlawn Ave N (overall) 3 A 4.5 A 4.1 A 4.2 A 4.0 Source: Heffron Transportation, Inc., June 2016. 1. Level of service. 2. Average seconds of delay per vehicle. 3. Intersection is controlled by a traffic circle. Analysis assumes roundabout control for evaluation of level of service.

3.4. Site Access

All movements to and from the two site access driveways—inbound on Interlake Avenue N opposite N Allen Place and outbound on Woodlawn Avenue N—are expected to operate at LOS B or better during all peak periods. Depending on the level of demand, it may be desirable to establish a curbside load/unload zone to serve the school. One potential location could be the north side of N 43rd Street, which is currently designated for school bus load only during morning and afternoon peak periods. Other than Special Education or supplemental transportation, which is expected to be accommodated on site, yellow school bus service is not provided for Seattle Public Schools’ high schools.


- 33 - August 22, 2016

3.5. Parking Demand and Supply

The project proposes to reconfigure the north parking lot to provide a total of 188 parking spaces. This 19 more spaces than the parking requirement established by the City of Seattle for the school use in 1998 when parking lot improvements were made to accommodate interim occupancy by Ballard High School.17

3.5.1. Changes to On-Street Parking

The re-opened Lincoln High School is not anticipated to utilize on-street school bus load/unload zones. Therefore, the existing school-bus zone located along the north side of N 43rd Street adjacent to the site would be removed and that curbside space could be used for general-purpose parking or could be designated as a part-time passenger-vehicle load/unload zone. If designated for school load/unload, the restrictions would likely be in effect during peak morning and afternoon periods (likely 7:00 to 9:00 A.M. and 2:00 to 4:00 P.M.) and would be available for parking during times other than peak arrival and dismissal periods.

3.5.2. School-Day Parking Demand

Parking demand estimates for the re-opened Lincoln High School were developed based on counts and observations at Roosevelt and Garfield High Schools. These schools have had similar enrollment levels as the proposed capacity for Lincoln and also have similar limitations on surrounding on-street parking, transit availability, and surrounding residential and commercial land uses. Recent and historical peak school-day parking demand rates at both existing schools have ranged from 0.14 vehicles per student to 0.23 vehicles per student. Prior to the renovation and modernization of Roosevelt High School, the school had only nine on-site parking spaces and school-related demand on-street was determined from multi-day parking utilization counts at several times during the school day. Based on those counts, the school generated demand at a rate of about 0.14 vehicles per student. After the modernization project, which included construction of an-on-site parking totaling 181 stalls, the demand rate has increased. On-site and on-street demand counts performed in May 2016 indicate the current peak school-day demand rate is about 0.23 vehicles per student. Most or all of the increased demand appears to have occurred on-site since the school-related demand on-street is similar to levels observed in 2001 prior to the modernization. At Garfield High School, the demand rate determined from counts in 2004 found a rate of 0.14 vehicles per student, similar to Roosevelt’s rate before the renovation. Given the range of observed rates (0.14 to 0.23 vehicles per student), the 1,600-student high school could generated school-day demand that ranges from 224 to 368 vehicles. The locations where high-school-related demand could occur were estimated based on proximity to the site and available unrestricted parking supply. The potential parking impacts are summarized in Table 7.

17 Approved by DCLU, October 29, 1998.


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Table 7. Potential School-Day On-Street Parking Impacts by Location

Parking Locations Parking Supply Available Capacity a

Potential Demand from Lincoln High School

On-Site Parking b 188 spaces 188 spaces 188 vehicles

Unrestricted On-Street Parking D

Interlake Ave N btwn N 43rd and 45th Streets 43 spaces 7 spaces 7 vehicles

Woodlawn Ave N btwn N 43rd and 45th Streets 46 spaces 38 spaces 29 to 38 vehicles

N 43rd Street adjacent to site c 20 spaces 20 spaces 0 to 20 vehicles

Streets beyond site 427 spaces 106 spaces 0 to 106 vehicles

Restricted On-Street Parking 295 spaces 38 spaces 0 vehicles

Total On-Street Parking 831 spaces 209 spaces 36 to 171 vehicles Projected On-Street Utilization 81% to 95%

a. Reflects parking spaces available at 7:30 A.M. on weekdays before existing schools generate noticeable on-street demand. Some staff/teacher demand from the two existing schools along Interlake and Woodlawn Avenues N may be removed, which would result in some additional capacity along those roadways.

b. Proposed on-site supply expected to be available to staff and some students. c. Assumes school-bus zone on north side could be removed and spaces could be available for staff or student parking. As shown, 188 vehicles could be contained on site, which could result in on-street demand ranging from 36 to 180 vehicles. Along the roadways adjacent to the site, there are approximately 110 unrestricted spaces that are likely to be used for school-day parking; about 65 of those were observed to be available on school-day mornings before students would typically begin arriving. That could leave excess demand of up to 115 vehicles beyond the adjacent streets. As experienced at Roosevelt and Garfield High Schools, parking availability can influence mode-of-travel by students. The limited availability for on-street parking near Lincoln High School may result in a parking demand rate toward the middle or lower end of the range observed. At the lower-end of the range (between about 0.14 and 0.18 vehicles per student) and accounting for redistributed displaced demand generated by the Solid Ground Building (assuming they do not acquire substitute off-street parking from a new joint-use agreement), increased on-street demand could cause study area utilization to increase to about 81% on school days. However, if the school generates demand at any rate over about 0.20 vehicles per student, utilization could exceed 90% within 800 feet of the site. At the high end of the range with all available unrestricted spaces taken by the excess high-school-related demand, school-day parking utilization could increase to 95% within 800 feet and some demand could occur beyond 800 feet. Historically, the City of Seattle has considered parking utilization rate increases to levels above 85% as potential significant impacts. At the higher end of the demand range and without mitigation, these impacts could be considered significant. Therefore, in order to mitigate these potential impacts and minimize school-day-related impacts, parking mitigation measures are recommended and are summarized in the Findings and Recommendations section of this report. This could include expanding RPZ parking restrictions to protect residential parking in the neighborhood.

3.5.3. Evening Event Parking

The re-opened Lincoln High School is expected to host activities and evening events regularly throughout the school year. The types, sizes, and frequency of events will depend on the curriculum and programs of the school, which have not been developed yet. However, based on activity and event


- 35 - August 22, 2016

schedules at other Seattle high schools, many of these events and activities are expected to consist of meetings, club activities, or indoor sports practices (in the gymnasium). These types of activities may occur daily and consist of between 15 and 50 participants or spectators. They may include monthly booster meetings, parent organization meetings and programs, student presentations, evening club activities and movies, and specialized activities (e.g. robotics). It is possible that there could be two or more activities in various locations on the site simultaneously. Parking demand generated by these types of events and activities could be accommodated by the on-site parking lot or on-street parking adjacent to the site along Interlake Avenue N, Woodlawn Avenue N, or N 43rd Street. In addition, Seattle high schools also have three or four larger events each month that may draw higher levels of participation and/or spectators. The following lists and describes the types of larger evening events likely to occur on site during each of the three school-year quarters. About three or four of the larger events each quarter (about one per month) involve full-school attendance with parents/guardians and staff. These are expected to be the highest-attendance events. The remaining events listed often involve only a portion of the student body (e.g. only one grade level or only athletes from one sports season) and would have lower attendance.

Fall • Open House /Curriculum Night – Parents and guardians of students in all four grades attend

with activities held in the entire school including the performing arts venue.

• Fall Ninth Grade Exhibition Night – All ninth graders and their parents/guardians attend this event typically held in commons, library, and three classrooms.

• Homecoming Dance – All-school dance often held in the commons spaces.

• Fall Play – Drama performance held in the auditorium/theater with students, families, and staff attending.

• Halloween Event (e.g. Haunted House) – Can be held in commons or small theater.

• Fall Sports Dessert – Fall sports athletes (football, cross-country, girls soccer, volleyball, girls swimming, and golf), parents/guardians, and coaches attend event often held in the commons.

• Jazz Concert – Student musicians, families, staff, and guests attend event held in auditorium/theater or commons

• Candidate Forums – Candidates for public offices, students, staff, families, and community. auditorium/theater.

• Fall Sports Recognition Evenings –Fall sport teams may hold separate recognition event for team participants, coaches, and families.

Winter • Prospective Student and Family Night – Prospective ninth graders and their families attend

with activities in the commons and auditorium/theater with building tours. Event may occur multiple times.

• Winter Concert – Student musicians, families, staff and guests attend event in the auditorium/theater

• Talent Show – Students, families, staff, and guests attend event in the auditorium/theater


- 36 - August 22, 2016

• Winter Ninth Grade Exhibition Night – Ninth graders and their parent/guardians attend exhibition event often held in the commons, library, and a few classrooms

• Dessert and Politics – Seniors and their families attend event often in the library

• Winter Ball – Students, some staff, and chaperones attend from all four grades—usually held in a commons space

• Student Talent Show – All school event, students, staff and families attend event held in the auditorium/theater

• Winter Sports Dessert – Winter sports athletes (basketball, gymnastics, boys swimming, and wrestling) and parents, guardians, and coaches attend event in the commons.

• Winter Sports Recognition Evenings – Winter sport teams may hold separate recognition event for team participants, coaches, and families.

Spring • Action Project Night –Seniors and panelists participate in presentations often held in the

commons and classrooms.

• Spring Sports Dessert – Spring sports athletes (baseball, softball, boys soccer, track, and tennis) and parents, guardians, and coaches attend event in the commons.

• Spring Sports Recognition Evenings –Spring sport teams may hold separate recognition event for team participants, coaches, and families.

• Food & Culture Event – All school event with students, staff, and families attending in various locations on campus including commons and halls

• Exhibition Night – All eleventh graders and their families participate in exhibitions usually held in the commons and halls.

• Spring Dance – All-school dance often held in the commons spaces.

• Musical – Student performance often held on Thursdays, Fridays, and Saturdays over two weeks with parents, students, staff, and community attending in the auditorium/theater

• Jazz Night – Student musicians, families, staff and guests attend event in the auditorium/theater or Commons.

• Spring Concert – Student musicians, families, staff and guests. auditorium/theater.

• Senior Portfolio Night – Twelfth graders, families, and staff. Commons and courtyards.

• New Student and Family Night – Incoming students, families, staff and coaches attend event held in the commons, gymnasium, halls, auditorium/theater, and other areas.

• Graduation Reception – Graduating seniors, families, guests and staff often attend a reception in a commons space (may depend on location of graduation).

Since the site does not include any athletic fields, outdoor athletic activities that are common at most other high schools (including outdoor practices and competitions) would not occur at this site. So in comparison to other similarly sized high schools in Seattle, the re-opened Lincoln High School will likely have fewer total events each year. To estimate parking demand for some of the larger types of high school events that may occur on site, new on-site and on-street parking demand counts were performed at and around Roosevelt High School


- 37 - August 22, 2016

on two nights in May 2016—one during a school musical and one with no event.18 Based on a comparison of those counts, the event generated an estimated demand of about 260 vehicles including about 160 on-site and about 100 vehicles parked on streets near and surrounding the school. The Roosevelt Performing Arts Theater has a capacity of 750 seats, which would indicate a rate of about 2.9 attendees per vehicle. At the re-opened Lincoln High School, the auditorium would have capacity to seat up to 1,024 spectators. Typically for larger events, there are between 2.5 and 3.5 persons attending for each parked vehicle. This rate accounts for higher levels of carpooling (parents and students in a single vehicle) as well as drop-off activity that does not generate parked vehicles. At these rates, a capacity event in the auditorium could generate parking demand between 290 and 410 vehicles. A portion of this demand (up to 195 vehicles, including parking in the bus load zone) could be accommodated within the on-site parking lot. The remaining demand would require on-street parking. As presented previously, the on-street parking study performed around the site indicated that evening utilization (weekday and weekend) is currently at about 75%. At this level, an increase of about 85 vehicles parked on street would cause utilization to exceed the 85% level; 210 additional on-street vehicles would push utilization to 100% full. Based on the attendee-per-parked-vehicle rates above, events with total attendance of between 675 and 950 would likely cause on-street parking utilization to exceed the 85% threshold; any event with more than about 1,000 attendees is estimated to result in full parking conditions (100%) within 800 feet of the site and could impact streets beyond 800 feet. Based on these analyses, the on-street supply could accommodate the overflow demand of some of the larger events likely to occur at the high school. However, for the largest events, all on-street parking along the roadways surrounding the school site could be at or above capacity. Without mitigation and depending on the frequency of the largest events, these impacts could be considered significant. In order to mitigate these potential impacts and minimize event-related impacts, parking mitigation measures are recommended and are summarized in the Findings and Recommendations section of this report.

3.6. Traffic Safety

The collision data provided for the study area did not indicate any unusual collision patterns that would impact or be impacted by the proposed project. The project is not expected to result in any significant adverse traffic safety impacts.

3.7. Transit

Some teachers or staff and a large portion of the student population are likely to use Metro transit to access the site. As described previously, the closest bus stops are located on N 45th Street at Woodlawn Avenue N, less than 300 feet north of the site, on Stone Avenue N about 400 feet west of the site, and on Aurora Avenue N at N 46th Street less than 0.4 mile to the west. These stops are served by Metro Routes 44, 62, 82, and RapidRide E-Line service, which are likely to have increased high-school trips as a result of the re-opening project. It should be noted that many high school students living within the future enrollment area of Lincoln High School would require transportation on Metro routes with or without the re-opening project. However, the availability of a new high school located roughly between Ballard High School and Roosevelt High school would mean that some students that currently qualify for transportation would

18 Sweeney Todd Musical held on May, 26, 2016, count without event performed on Tuesday, May 24,2016.


- 38 - August 22, 2016

instead live within walking or biking distance of the new school. As a result, the increase in transit trips on Metro routes from overall increases in high school student population may be off-set by reductions in the students that qualify for Orca cards. It is likely that increases in ridership would occur on the routes that serve the immediate site vicinity, but may be reduced on other routes. Based on the expected school schedule the largest numbers of high-school-related trips are anticipated to occur during the shoulders of transit route peak periods (arrivals around 8:30 A.M. and departures at about 3:30 P.M.), when other ridership levels are generally lower than during peak hours. As a result, the existing routes are anticipated to accommodate the added high school-related trips.

3.8. Non-Motorized Transportation Facilities

The re-opened Lincoln High School is expected to generate additional pedestrian and bicycle trips within the site vicinity. The proposal includes the provision of new on-site bicycle parking (bike racks) on the east side of the site at the existing entry between the gymnasium and auditorium, on the west side near the new entry, and on the south side at the entry between the west and east buildings. The site vicinity has a complete pedestrian network and several bicycle facilities. No significant adverse impacts to non-motorized transportation are anticipated. However, the District should coordinate with SDOT to determine if any changes to the school-zone speed limits near the site require adjusted locations due to the planned change in school program.

3.9. Short-term Impacts from Construction

Construction at the Lincoln High School site is planned to start in summer 2017 and last until August 2019 with the school planned to be complete for occupancy by fall of 2019. Construction would require earthwork including export of about 2,500 cubic yard (cy) of excavated material and import of about 315 cubic yards of fill material. Assuming an average of 20-cubic yards per truck (truck/trailer combination), the import and export would generate about 141 truckloads (141 trucks in and 141 trucks out). The export and import would likely occur over about nine months and would likely result in an average of only a few truckloads per day. This volume of truck traffic may be noticeable to adjacent residents, but is not expected to result in significant impacts to traffic operations in the site vicinity. The construction of the project would also generate employee, equipment, and material-delivery trips to and from the site. It is anticipated that construction workers would arrive at the construction site before the morning peak traffic period on local area streets and depart the site prior to the PM peak period; construction work shifts for schools are usually from 7:00 A.M. to 3:30 P.M., with workers arriving between 6:30 and 6:45 A.M. The number of workers at the project site at any one time would vary depending upon the construction element being implemented. Parking for construction personnel would be provided within the site during most phases, but construction workers are likely to along the site frontage, particularly during construction activities associated with the north parking lot.


- 39 - August 22, 2016

4. FINDINGS AND RECOMMENDATIONS The following summarizes the findings of the analysis:

• The re-opened Lincoln High School is expected to accommodate a student capacity of 1,600 students and have 120 to 130 employees and staff.

• At the proposed capacity and compared to the site’s current school program uses, the re-opened high school is projected to generate a net increase of 325 trips during the morning peak hour (from 8:00 to 9:00 A.M.) and a net reduction in trips during the afternoon peak hour (from 3:00 to 4:00 P.M.). Afternoon trip generation by high schools is typically spread out over several hours as students and staff stay on campus for a variety of activities, while afternoon primary school trips are largely concentrated to the hour around dismissal. During the commuter PM peak hour, the high school is expected to generate a relatively small net increase of 65 trips.

• Similar to existing conditions, traffic congestion is expected during morning arrival and afternoon dismissal periods along the roadways that surround the site, especially Interlake Avenue N, Woodlawn Avenue N, and N 43rd Street.

• Some student-driver trips and parent-vehicle load/unload activities are expected along many roadways that surround the site, but would be concentrated along those closest to the site—Interlake Avenue N, Woodlawn Avenue N, and N 43rd Street. Some activity may also occur along the one-way segment of Woodlawn Place N at the northeast corner of the site.

• Additional traffic and pedestrian activity generated by the re-opened Lincoln High School is forecast to add some delay to several of the study area intersections and turning movements during both the morning and afternoon peak hours. All of the study area intersections would continue to operate at LOS C or better overall. During both periods, all movements except one would operate at the same levels as without-project conditions; southbound movements from Interlake Avenue N at N 45th Street are projected to be degraded to LOS E. In the afternoon, northbound movements from Woodlawn Avenue N at N 45th Street would be degraded to LOS E. Some congestion is expected during morning arrival and afternoon dismissal, especially along Interlake and Avenues N, N Allen Place, N 44th Street, N 43rd Street, and roadways that extend south of the site.

• The project proposes to reconfigure the north parking lot to provide a total of 188 parking spaces, which is 19 more than the parking requirement established by the City of Seattle for the site use as a high school in 1998.

• The 1,600-student high school could generate school-day demand that ranges from 224 to 368 vehicles. Of those, 188 could be contained on site, which could result in on-street demand ranging from 38 to 180 vehicles. However, there are likely only about 170 spaces available that could serve excess demand. If the school generates demand at any rate over about 0.20 vehicles per student, utilization could exceed 90%; with all available unrestricted spaces taken by the excess high-school-related demand, school-day parking utilization could increase to over 95%. At the higher end of the demand range and without mitigation, these impacts could be considered significant.

• The re-opened Lincoln High School is expected to host activities and evening events regularly throughout the school year consisting of meetings, club activities, or indoor sports practices (in the gymnasium). These types of activities may occur daily and consist of between 15 and


- 40 - August 22, 2016

50 participants or spectators. The site would also be expected to host three or four larger events each month that may draw higher levels of participation and/or spectators.

• Parking demand generated by the smaller types of events and activities could be accommodated by the on-site parking lot or on-street parking adjacent to the site along Interlake Avenue N, Woodlawn Avenue N, or N 43rd Street. A large event in the auditorium could generate parking demand between 290 and 410 vehicles. A large portion of this demand (up to 194 vehicles including the school-bus load zone) could be accommodated within the on-site parking lot. The remaining demand would require on-street parking.

• Events with total attendance of between 675 and 950 would likely cause on-street parking utilization to exceed the 85% threshold; any event with more than about 1,000 attendees is estimated to result in full parking conditions (100%) within 800 feet of the site and could impact streets beyond 800 feet. The on-street supply could accommodate the overflow demand of some of the larger events likely to occur at the high school; however, for the largest events, all on-street parking along the roadways surrounding the school site could be at or above capacity. Without mitigation and depending on the frequency of the largest events, these impacts could be considered significant.

Based on the above findings, the following measures are recommended to reduce the traffic and parking impacts associated with the re-opening of Lincoln High School.

A. Transportation & Parking Management Plan: Prior to the school’s re-opening, the District and school should develop a Transportation Management Plan (TMP) to minimize automobile travel to and from the site and reduce parking demand generated during school-day and event conditions. The plan should educate parents and students about access and parking challenges for the school. The plan should encourage Metro transit ridership, carpooling, and walking/biking options. The plan should define clear procedures for on-site student parking with incentives for carpooling, when possible.

B. Added Egress: To reduce project-related volume and delay for northbound movements on Woodlawn Avenue N at N 45th Street, the site access on Interlake Avenue N could be configured to allow entry and exit.

C. Load/Unload Zone: The District should work with SDOT to determine if an automobile load/unload zone is desired along the north side of N 43rd Street adjacent to the school site.

D. Safety Committee Review: The District should engage the Seattle School Safety Committee (of which SDOT is a member) to review walk routes and determine if any changes should be made to crosswalk locations, signage, pavement markings, and school zone speed limits.

E. Speed Enforcement: The District should coordinate with SDOT and the Seattle Police Department to enforce speed limits (including within the school-zones) near the site.

F. Event Calendar Coordination: The school event calendar should be actively coordinated to ensure that only one large event (those attracting 675 or more attendees) occurs on site at a time. In addition, the calendar should be coordinated with the calendar for the nearby Hamilton Middle School to ensure large events are not held at both schools simultaneously.


- 41 - August 22, 2016

G. Neighborhood Communication Plan: The District and school administration should develop and maintain a neighborhood communication plan to inform nearby neighbors of events each year. The plan should be updated annually (or as events are scheduled) and should provide information about the dates, times, and rough magnitude of attendance. The communication would be intended to allow neighbors to plan for the increase in on-street parking demand that would occur with large events.

H. On-Street Parking Monitoring Program: The District should implement an annual on-street parking utilization monitoring program to document school-day and event-related parking impacts surrounding the school. The monitoring effort should occur annually for five years or for at least two years after the school reaches at least 90% of its enrollment capacity. The results of the monitoring studies would be used to determine if parking management measures such as new or expanded time restrictions, expansion of the RPZ, or other measures should be implemented. If additional measures are identified to mitigate high-school related parking impacts, the District should coordinate with SDOT to implement those measures.

I. Construction Management Plan: The District will require the selected contractor to develop a construction management plan (CMP) that addresses traffic and pedestrian control during school construction. It will define truck routes, lane closures, walkway closures, and parking disruptions, as necessary. To the extent possible, the CMP will direct trucks along the shortest route to arterials and away from residential streets to avoid unnecessary conflicts with resident and pedestrian activity. The CMP may also include measures to keep adjacent streets clean on a daily basis at the truck exit points (such as street sweeping or on-site truck wheel cleaning) to reduce tracking dirt offsite. The CMP will identify parking locations for the construction staff; to the extent possible, construction employee parking should be contained on-site.


APPENDIX A Level of Service Definitions


A-1

Levels of service (LOS) are qualitative descriptions of traffic operating conditions. These levels of service are designated with letters ranging from LOS A, which is indicative of good operating condi-tions with little or no delay, to LOS F, which is indicative of stop-and-go conditions with frequent and lengthy delays. Levels of service for this analysis were developed using procedures presented in the Highway Capacity Manual (Transportation Research Board, 2010). Level of service for signalized intersections is defined in terms of delay. Delay can be a cause of driver discomfort, frustration, inefficient fuel consumption, and lost travel time. Specifically, level-of-service criteria are stated in terms of the average delay per vehicle in seconds. Delay is a complex measure and is dependent on a number of variables including: the quality of progression, cycle length, green ratio, and a volume-to-capacity ratio for the lane group or approach in question. Table A-1 shows the level of service criteria for signalized intersections from the Highway Capacity Manual 2010.

Table A-1. Level of Service for Signalized Intersections

Level of Service Average Delay Per Vehicle General Description

A Less than 10.0 Seconds Free flow

B 10.1 to 20.0 seconds Stable flow (slight delays)

C 20.1 to 35.0 seconds Stable flow (acceptable delays)

D 35.1 to 55.0 seconds Approaching unstable flow (tolerable delay—occasionally wait through more than one signal cycle before proceeding.

E 55.1 to 80.0 seconds Unstable flow (approaching capacity)

F Greater than 80.0 seconds Forced flow (jammed) Source: Transportation Research Board, Highway Capacity Manual, 2010. For unsignalized intersections, level of service is based on the average delay per vehicle for each turning movement. The level of service for a two-way, stop-controlled intersection is determined by the computed or measured control delay and is defined for each minor movement. Delay is related to the availability of gaps in the main street's traffic flow, and the ability of a driver to enter or pass through those gaps. Table A-2 shows the level of service criteria for unsignalized intersections from the Highway Capacity Manual 2010.

Table A-2. Level of Service Criteria for Unsignalized Intersections

Level of Service

Average Delay (seconds per vehicle)

A Less than 10.0

B 10.1 to 15.0

C 15.1 to 25.0

D 25.1 to 35.0

E 35.1 to 50.0

F Greater than 50.0 Source: Transportation Research Board, Highway Capacity Manual, 2010


APPENDIX B Parking Utilization Study Data

Project Lincoln High School

Block Face ID Street Name Street Segment

Side of Street

AA Interlake Avenue N 800 ' point and N 47th St W 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 3

AB Interlake Avenue N 800 ' point and N 47th St E 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 4

AC N 47th Street 800 ' point and Interlake Ave N N 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 2

AD N 47th Street 800 ' point and Interlake Ave N S 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

AE N 47th Street Interlake Ave N and Woodlawn Ave N N 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8

AF N 47th Street Interlake Ave N and Woodlawn Ave N S 9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9 9

AG Woodlawn Avenue N 800 ' point and N 47th St W 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 4

AH Woodlawn Avenue N 800 ' point and N 47th St E 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 3

AI N 47th Street Woodlawn Ave N and 800 ' point N 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1

AJ N 47th Street Woodlawn Ave N and 800 ' point S 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 3

AK Interlake Avenue N N 47th St and N 46th St W 9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9 9

AL Interlake Avenue N N 47th St and N 46th St E 0 0 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 5

AM Woodlawn Avenue N N 47th St and N 46th St W 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 4

AN Woodlawn Avenue N N 47th St and N 46th St E 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 5

AO N 46th Street Stone Way N and Interlake Ave N N 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8

AP N 46th Street Stone Way N and Interlake Ave N S 5 0 0 0 0 0 0 7 0 0 1 0 0 0 0 0 0 0 13 13

AQ N 46th Street Interlake Ave N and Woodlawn Ave N N 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8

AR N 46th Street Interlake Ave N and Woodlawn Ave N S 9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9 9

AS N 46th Street Woodlawn Ave N and Densmore Ave N N 9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9 9

AT N 46th Street Woodlawn Ave N and Densmore Ave N S 16 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 16 16

AU Stone Way N N 46th St and N 45th St W 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1

AV Stone Way N N 46th St and N 45th St E 0 0 0 0 0 0 0 6 0 0 0 0 0 0 0 0 0 0 6 6

AW Interlake Avenue N N 46th St and N 45th St W 0 0 0 0 0 0 0 5 0 0 2 0 0 0 0 0 0 0 7 7

AX Interlake Avenue N N 46th St and N 45th St E 0 0 0 4 0 0 0 2 0 0 0 0 0 0 0 0 0 0 6 6

AY Woodlawn Avenue N N 46th St and N 45th St W 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 6

AZ Woodlawn Avenue N N 46th St and N 45th St E 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 5

BA Densmore Avenue N N 46th St and N 45th St W 0 0 0 0 0 7 0 0 0 0 0 0 0 0 0 0 0 0 7 7

BB Densmore Avenue N N 46th St and N 45th St E 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

BC N 45th Street 800 ' point and N Midvale Pl N 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

BD N 45th Street 800 ' point and Stone Way N S 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 4 4

RP

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Hou

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BE N 45th Street N Midvale Pl and Stone Way N N 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

BF N 45th Street Stone Way N and Interlake Ave N N 0 0 0 0 0 0 0 7 0 0 2 0 0 0 0 0 0 0 9 9

BG N 45th Street Stone Way N and Interlake Ave N S 0 0 0 0 0 0 0 3 0 0 0 0 0 0 0 0 0 0 3 3

BH N 45th Street Interlake Ave N and Woodlawn Ave N N 0 0 0 0 0 0 0 4 0 0 0 0 0 0 0 0 0 0 4 4

BI N 45th Street Interlake Ave N and Woodlawn Pl N S 0 0 0 0 0 0 0 7 0 1 2 0 0 0 0 0 0 0 10 10

BJ N 45th Street Woodlawn Ave N and Densmore Ave N N 0 0 0 0 0 8 0 0 0 0 0 0 0 0 0 0 0 0 8 8

BK N 45th Street Woodlawn Pl N and Woodlawn Ave N S 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

BL N 45th Street Woodlawn Ave N and Densmore Ave N S 0 0 0 0 0 0 0 8 0 0 0 0 0 0 0 0 0 0 8 8

BM N 45th Street Densmore Ave N and Wallingford Ave N N 0 0 0 0 0 0 8 0 0 0 1 0 0 0 0 0 0 0 9 9

BN N 45th Street Densmore Ave N and Wallingford Ave N S 0 0 0 0 0 0 7 0 0 0 0 0 0 0 0 0 0 0 7 7

BO Stone Way N N 45th St and N Allen Pl W 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 1

BP Stone Way N N 45th St and N Allen Pl E 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 2 0 0 4 4

BQ Interlake Avenue N N 45th St and N Allen Pl W 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8

BR Woodlawn Place N N 45th St and Woodlawn Ave N W&S 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

BS Woodlawn Place N N 45th St and Woodlawn Ave N E&N 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

BT Woodlawn Avenue N N 45th Street and Woodlawn Pl N W 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 1 0 2 2

BU Woodlawn Avenue N N 45th St and N 44th St E 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

BV Densmore Avenue N N 45th St and N 44th St W 2 0 0 9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11 11

BW Densmore Avenue N N 45th St and N 44th St E 0 0 0 0 0 0 0 6 0 0 0 0 0 0 0 0 0 0 6 6

BX Wallingford Avenue N 800 ' point and N 44th St W 0 0 0 0 0 0 6 0 0 0 2 0 0 0 0 0 0 0 8 8

BY Wallingford Avenue N 800 ' point and N 44th St E 0 0 0 0 0 0 0 4 0 0 2 0 0 0 0 0 0 0 6 6

BZ N Allen Place Midvale Ave N and Stone Way N N 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

CA N Allen Place Midvale Ave N and Stone Way N S 2 0 0 0 6 0 0 0 0 0 1 0 0 0 0 0 0 0 9 9

CB N Allen Place Stone Way N and Interlake Ave N N 6 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 7 7

CC N Allen Place Stone Way N and Interlake Ave N S 0 0 0 8 0 0 0 0 0 0 0 1 0 0 0 0 2 0 11 11

CD Stone Way N N Allen Pl and N 44th St W 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8

CE Stone Way N N Allen Pl and N 44th St E 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 4

CF Interlake Avenue N N Allen Pl and N 44th St W 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

CG Interlake Avenue N N 45th St and N 43rd St E 0 35 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 35 35

CH Woodlawn Avenue N Woodlawn Pl N and N 43rd St W 0 46 0 8 0 0 0 0 1 0 0 0 0 0 0 0 0 1 55 56



Side of Street R

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CI N 44th Street Woodlawn Ave N and Densmore Ave N N 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 6

CJ N 44th Street Woodlawn Ave N and Densmore Ave N S 0 0 0 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 7

CK N 44th Street Densmore Ave N and Wallingford Ave N N 4 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 6 6

CL N 44th Street Densmore Ave N and Wallingford Ave N S 0 0 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 5 5

CM N 44th Street Wallingford Ave N and 800 ' point N 0 0 0 0 0 0 0 7 0 0 0 0 0 0 0 0 0 0 7 7

CN N 44th Street Wallingford Ave N and 800 ' point S 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 4

CO N 44th Street Midvale Ave N and Stone Way N N 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

CP N 44th Street Midvale Ave N and Stone Way N S 12 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12 12

CQ N 44th Street Stone Way N and Interlake Ave N N 0 0 0 11 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11 11

CR N 44th Street Stone Way N and Interlake Ave N S 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

CS Woodlawn Avenue N N 44th St and N 43rd St E 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

CT Densmore Avenue N N 44th St and N 43rd St W 0 0 0 17 0 0 0 0 0 0 0 0 0 0 0 0 0 0 17 17

CU Densmore Avenue N N 44th St and N 43rd St E 17 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 17 17

CV Wallingford Avenue N N 44th St and N 43rd St W 17 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 17 17

CW Wallingford Avenue N N 44th St and N 43rd St E 17 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 17 17

CX Stone Way N N 44th St and N 43rd St W 0 0 0 0 0 0 0 9 0 0 0 0 0 0 0 0 0 0 9 9

CY Stone Way N N 44th St and N 43rd St E 0 0 0 0 0 0 0 6 0 0 0 0 0 0 0 0 0 0 6 6

CZ Interlake Avenue N N 44th St and N 43rd St W 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

DA N 43rd Avenue Midvale Ave N and Stone Way N N 9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9 9

DB N 43rd Avenue Midvale Ave N and Stone Way N S 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8

DC N 43rd Avenue Stone Way N and Interlake Ave N N 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 7

DD N 43rd Avenue Stone Way N and Interlake Ave N S 9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9 9

DE N 43rd Avenue Interlake Ave N and Woodlawn Ave N N 0 0 0 0 0 0 0 0 0 0 0 0 20 0 0 0 0 0 20 20

DF N 43rd Avenue Interlake Ave N and Ashworth Ave N S 0 0 0 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 6

DG N 43rd Avenue Ashworth Ave N and Woodlawn Ave N S 0 0 0 6 0 0 0 0 0 0 0 0 0 0 0 0 0 1 7 7

DH N 43rd Avenue Woodlawn Ave N and Densmore Ave N N 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 6

DI N 43rd Avenue Woodlawn Ave N and Wallingford Ave N S 21 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 21 21

DJ N 43rd Avenue Densmore Ave N and Wallingford Ave N N 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 5 5

DK N 43rd Avenue Wallingford Ave N and 800 ' point N 3 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3 3

DL N 43rd Avenue Wallingford Ave N and 800 ' point S 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 4



Side of Street R

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AM

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7PM

Mon

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DM Stone Way N N 43rd St and N 42nd St W 6 0 0 0 0 0 2 0 0 0 1 0 0 0 0 0 0 0 9 9

DN Stone Way N N 43rd St and N Menford Pl E 7 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 8 8

DO Interlake Avenue N N 43rd St and N 42nd St W 11 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11 11

DP Interlake Avenue N N 43rd St and N 42nd St E 9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9 9

DQ Ashworth Avenue N N 43rd St and N 42nd St W 10 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10 10

DR Ashworth Avenue N N 43rd St and N 42nd St E 9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9 9

DS Woodlawn Avenue N N 43rd St and N 42nd St W 0 0 0 12 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12 12

DT Wallingford Avenue N N 43rd St and 800 ' point W 7 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 8 8

DU Wallingford Avenue N N 43rd St and 800 ' point E 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 4

DV N Menford Place Stone Way N and dead end N 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

DW N Menford Place Stone Way N and dead end S 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

DX Stone Way N N Menford Pl and N 42nd St E 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 1 1

DY N 42nd Street Stone Way N and Interlake Ave N N 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8

DZ N 42nd Street Stone Way N and Interlake Ave N S 5 0 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12 12

EA N 42nd Street Interlake Ave N and Ashworth Ave N N 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

EB N 42nd Street Interlake Ave N and Ashworth Ave N S 4 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4 4

EC N 42nd Street Ashworth Ave N and Woodlawn Ave N N 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

ED N 42nd Street Ashworth Ave N and Woodlawn Ave N S 6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6 6

EE Woodlawn Avenue N N 43rd St and 800 ' point E 17 0 0 0 0 0 0 0 0 0 0 0 0 12 0 0 0 1 30 30

EF Interlake Avenue N N 42nd St and 800 ' point W 0 0 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8

EG Interlake Avenue N N 42nd St and 800 ' point E 0 0 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 7

EH Ashworth Avenue N N 42nd St and 800 ' point W 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 8 8

EI Ashworth Avenue N N 42nd St and 800 ' point E 9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 10 10

EJ Woodlawn Avenue N N 42nd St and 800 ' point W 12 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12 12

TOTAL 435 81 22 98 6 15 27 82 1 1 17 2 20 12 1 2 4 5 830 831



Side of Street

Wednesday 3/16/16

Wednesday 3/23/16 Average

Wednesday 3/16/16


Saturday 3/26/16

Saturday 4/09/16 Average

Weekeday Morning

Weekday Evening

Weekend Evening

AA Interlake Avenue N 800 ' point and N 47th St W 3 3 3 4 4 4 4 4 3 4 4 117% 133% 117%

AB Interlake Avenue N 800 ' point and N 47th St E 4 4 3 4 4 4 3 4 4 4 4 88% 88% 100%

AC N 47th Street 800 ' point and Interlake Ave N N 2 2 2 3 3 2 3 3 3 3 3 125% 125% 150%

AD N 47th Street 800 ' point and Interlake Ave N S 0 0 0 0 0 0 0 0 0 0 0 NS NS NS

AE N 47th Street Interlake Ave N and Woodlawn Ave N N 8 8 6 3 5 6 9 8 6 6 6 56% 94% 75%

AF N 47th Street Interlake Ave N and Woodlawn Ave N S 9 9 10 9 10 11 11 11 8 6 7 106% 122% 78%

AG Woodlawn Avenue N 800 ' point and N 47th St W 4 4 3 0 2 3 3 3 2 1 2 38% 75% 38%

AH Woodlawn Avenue N 800 ' point and N 47th St E 3 3 3 1 2 2 3 3 2 3 3 67% 83% 83%

AI N 47th Street Woodlawn Ave N and 800 ' point N 1 1 0 0 0 1 1 1 2 2 2 0% 100% 200%

AJ N 47th Street Woodlawn Ave N and 800 ' point S 3 3 3 2 3 3 3 3 3 2 3 83% 100% 83%

AK Interlake Avenue N N 47th St and N 46th St W 9 9 9 9 9 9 9 9 10 10 10 100% 100% 111%

AL Interlake Avenue N N 47th St and N 46th St E 5 5 4 6 5 5 7 6 4 4 4 100% 120% 80%

AM Woodlawn Avenue N N 47th St and N 46th St W 4 4 4 4 4 6 6 6 5 4 5 100% 150% 113%

AN Woodlawn Avenue N N 47th St and N 46th St E 5 5 5 5 5 7 7 7 7 7 7 100% 140% 140%

AO N 46th Street Stone Way N and Interlake Ave N N 8 8 8 9 9 8 9 9 7 9 8 106% 106% 100%

AP N 46th Street Stone Way N and Interlake Ave N S 13 13 12 12 12 13 15 14 11 12 12 92% 108% 88%

AQ N 46th Street Interlake Ave N and Woodlawn Ave N N 8 8 11 9 10 10 11 11 9 10 10 125% 131% 119%

AR N 46th Street Interlake Ave N and Woodlawn Ave N S 9 9 10 10 10 10 9 10 9 9 9 111% 106% 100%

AS N 46th Street Woodlawn Ave N and Densmore Ave N N 9 9 11 9 10 11 11 11 11 11 11 111% 122% 122%

AT N 46th Street Woodlawn Ave N and Densmore Ave N S 16 16 12 13 13 12 13 13 15 13 14 78% 78% 88%

AU Stone Way N N 46th St and N 45th St W 1 1 2 2 2 2 2 2 2 1 2 200% 200% 150%

AV Stone Way N N 46th St and N 45th St E 6 6 5 5 5 5 9 7 6 7 7 83% 117% 108%

AW Interlake Avenue N N 46th St and N 45th St W 7 7 2 6 4 4 8 6 6 4 5 57% 86% 71%

AX Interlake Avenue N N 46th St and N 45th St E 6 6 4 5 5 5 6 6 4 6 5 75% 92% 83%

AY Woodlawn Avenue N N 46th St and N 45th St W 6 6 8 5 7 8 7 8 7 7 7 108% 125% 117%

AZ Woodlawn Avenue N N 46th St and N 45th St E 5 5 5 6 6 7 7 7 7 6 7 110% 140% 130%

BA Densmore Avenue N N 46th St and N 45th St W 7 7 4 7 6 5 7 6 7 7 7 79% 86% 100%

BB Densmore Avenue N N 46th St and N 45th St E 0 0 0 0 0 0 0 0 0 0 0 NS NS NS

BC N 45th Street 800 ' point and N Midvale Pl N 0 0 0 0 0 0 0 0 0 0 0 NS NS NS

BD N 45th Street 800 ' point and Stone Way N S 4 4 3 2 3 2 0 1 1 0 1 63% 25% 13%

Average Parking Utilization

10:00 - 11:00 AM 7:00 - 8:00 PM 7:00 - 8:00 PM

Parking Supply

Tota

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Weekday-Morning Weekday-Evening Weekend-Evening

Tota

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Parking Demand



Side of Street

Wednesday 3/16/16


Wednesday 3/16/16


Saturday 3/26/16


Weekeday Morning

Weekday Evening

Weekend Evening


10:00 - 11:00 AM 7:00 - 8:00 PM 7:00 - 8:00 PM

Parking Supply

Tota

l Ava

ilabl

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g Sp

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Ev

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g an

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Tota

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Parking Demand

BE N 45th Street N Midvale Pl and Stone Way N N 0 0 0 0 0 0 0 0 0 0 0 NS NS NS

BF N 45th Street Stone Way N and Interlake Ave N N 9 9 7 6 7 9 9 9 8 8 8 72% 100% 89%

BG N 45th Street Stone Way N and Interlake Ave N S 3 3 0 1 1 2 2 2 3 0 2 17% 67% 50%

BH N 45th Street Interlake Ave N and Woodlawn Ave N N 4 4 1 0 1 4 3 4 4 4 4 13% 88% 100%

BI N 45th Street Interlake Ave N and Woodlawn Pl N S 10 10 3 0 2 8 8 8 8 10 9 15% 80% 90%

BJ N 45th Street Woodlawn Ave N and Densmore Ave N N 8 8 3 3 3 10 6 8 8 10 9 38% 100% 113%

BK N 45th Street Woodlawn Pl N and Woodlawn Ave N S 0 0 0 0 0 0 0 0 0 0 0 NS NS NS

BL N 45th Street Woodlawn Ave N and Densmore Ave N S 8 8 8 5 7 10 8 9 10 8 9 81% 113% 113%

BM N 45th Street Densmore Ave N and Wallingford Ave N N 9 9 2 4 3 8 7 8 7 8 8 33% 83% 83%

BN N 45th Street Densmore Ave N and Wallingford Ave N S 7 7 6 5 6 8 8 8 8 6 7 79% 114% 100%

BO Stone Way N N 45th St and N Allen Pl W 1 1 0 0 0 1 1 1 1 0 1 0% 100% 50%

BP Stone Way N N 45th St and N Allen Pl E 4 4 0 1 1 2 2 2 1 0 1 13% 50% 13%

BQ Interlake Avenue N N 45th St and N Allen Pl W 8 8 10 9 10 9 9 9 8 9 9 119% 113% 106%

BR Woodlawn Place N N 45th St and Woodlawn Ave N W&S 0 0 0 0 0 0 0 0 0 0 0 NS NS NS

BS Woodlawn Place N N 45th St and Woodlawn Ave N E&N 0 0 0 0 0 0 0 0 0 0 0 NS NS NS

BT Woodlawn Avenue N N 45th Street and Woodlawn Pl N W 2 2 0 1 1 2 2 2 1 1 1 25% 100% 50%

BU Woodlawn Avenue N N 45th St and N 44th St E 0 0 0 0 0 0 0 0 0 0 0 NS NS NS

BV Densmore Avenue N N 45th St and N 44th St W 11 11 10 9 10 7 7 7 8 8 8 86% 64% 73%

BW Densmore Avenue N N 45th St and N 44th St E 6 6 5 0 3 6 3 5 6 4 5 42% 75% 83%

BX Wallingford Avenue N 800 ' point and N 44th St W 8 8 3 3 3 1 5 3 7 2 5 38% 38% 56%

BY Wallingford Avenue N 800 ' point and N 44th St E 6 6 1 4 3 1 2 2 3 1 2 42% 25% 33%

BZ N Allen Place Midvale Ave N and Stone Way N N 0 0 0 0 0 0 0 0 0 0 0 NS NS NS

CA N Allen Place Midvale Ave N and Stone Way N S 9 9 8 9 9 8 11 10 11 11 11 94% 106% 122%

CB N Allen Place Stone Way N and Interlake Ave N N 7 7 3 6 5 6 6 6 6 6 6 64% 86% 86%

CC N Allen Place Stone Way N and Interlake Ave N S 11 11 8 7 8 7 11 9 11 8 10 68% 82% 86%

CD Stone Way N N Allen Pl and N 44th St W 8 8 8 9 9 8 9 9 8 10 9 106% 106% 113%

CE Stone Way N N Allen Pl and N 44th St E 4 4 3 2 3 3 4 4 4 1 3 63% 88% 63%

CF Interlake Avenue N N Allen Pl and N 44th St W 0 0 0 0 0 0 0 0 0 0 0 NS NS NS

CG Interlake Avenue N N 45th St and N 43rd St E 35 35 33 35 34 32 30 31 28 38 33 97% 89% 94%

CH Woodlawn Avenue N Woodlawn Pl N and N 43rd St W 55 56 32 26 29 26 20 23 22 25 24 52% 41% 42%



Side of Street

Wednesday 3/16/16


Wednesday 3/16/16


Saturday 3/26/16


Weekeday Morning

Weekday Evening

Weekend Evening


10:00 - 11:00 AM 7:00 - 8:00 PM 7:00 - 8:00 PM

Parking Supply

Tota

l Ava

ilabl

e Pa

rkin

g Sp

aces

Ev

enin

g an

d W

eeke

nds


Tota

l Ava

ilabl

e Pa

rkin

g Sp

aces

D

urin

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id-d

ay

Parking Demand

CI N 44th Street Woodlawn Ave N and Densmore Ave N N 6 6 7 9 8 5 6 6 8 4 6 133% 92% 100%

CJ N 44th Street Woodlawn Ave N and Densmore Ave N S 7 7 2 1 2 3 1 2 5 3 4 21% 29% 57%

CK N 44th Street Densmore Ave N and Wallingford Ave N N 6 6 4 5 5 5 4 5 5 3 4 75% 75% 67%

CL N 44th Street Densmore Ave N and Wallingford Ave N S 5 5 6 5 6 4 4 4 4 4 4 110% 80% 80%

CM N 44th Street Wallingford Ave N and 800 ' point N 7 7 4 3 4 6 4 5 1 3 2 50% 71% 29%

CN N 44th Street Wallingford Ave N and 800 ' point S 4 4 4 5 5 4 1 3 1 3 2 113% 63% 50%

CO N 44th Street Midvale Ave N and Stone Way N N 0 0 0 0 0 0 0 0 0 0 0 NS NS NS

CP N 44th Street Midvale Ave N and Stone Way N S 12 12 13 12 13 13 13 13 13 14 14 104% 108% 113%

CQ N 44th Street Stone Way N and Interlake Ave N N 11 11 4 8 6 8 6 7 7 8 8 55% 64% 68%

CR N 44th Street Stone Way N and Interlake Ave N S 0 0 0 0 0 0 0 0 0 0 0 NS NS NS

CS Woodlawn Avenue N N 44th St and N 43rd St E 0 0 0 0 0 0 0 0 0 0 0 NS NS NS

CT Densmore Avenue N N 44th St and N 43rd St W 17 17 4 7 6 12 9 11 12 11 12 32% 62% 68%

CU Densmore Avenue N N 44th St and N 43rd St E 17 17 16 14 15 11 11 11 13 8 11 88% 65% 62%

CV Wallingford Avenue N N 44th St and N 43rd St W 17 17 13 14 14 8 13 11 14 13 14 79% 62% 79%

CW Wallingford Avenue N N 44th St and N 43rd St E 17 17 15 13 14 8 13 11 14 8 11 82% 62% 65%

CX Stone Way N N 44th St and N 43rd St W 9 9 7 6 7 10 7 9 9 8 9 72% 94% 94%

CY Stone Way N N 44th St and N 43rd St E 6 6 3 3 3 4 6 5 4 3 4 50% 83% 58%

CZ Interlake Avenue N N 44th St and N 43rd St W 0 0 0 0 0 0 0 0 0 0 0 NS NS NS

DA N 43rd Avenue Midvale Ave N and Stone Way N N 9 9 8 7 8 9 10 10 12 9 11 83% 106% 117%

DB N 43rd Avenue Midvale Ave N and Stone Way N S 8 8 8 6 7 10 7 9 10 10 10 88% 106% 125%

DC N 43rd Avenue Stone Way N and Interlake Ave N N 7 7 0 7 4 9 8 9 8 9 9 50% 121% 121%

DD N 43rd Avenue Stone Way N and Interlake Ave N S 9 9 10 10 10 10 10 10 9 10 10 111% 111% 106%

DE N 43rd Avenue Interlake Ave N and Woodlawn Ave N N 20 20 0 0 0 0 3 2 1 3 2 0% 8% 10%

DF N 43rd Avenue Interlake Ave N and Ashworth Ave N S 6 6 2 2 2 3 2 3 2 3 3 33% 42% 42%

DG N 43rd Avenue Ashworth Ave N and Woodlawn Ave N S 7 7 4 4 4 2 1 2 0 3 2 57% 21% 21%

DH N 43rd Avenue Woodlawn Ave N and Densmore Ave N N 6 6 4 5 5 1 2 2 0 0 0 75% 25% 0%

DI N 43rd Avenue Woodlawn Ave N and Wallingford Ave N S 21 21 9 8 9 6 1 4 2 3 3 40% 17% 12%

DJ N 43rd Avenue Densmore Ave N and Wallingford Ave N N 5 5 0 1 1 0 1 1 1 2 2 10% 10% 30%

DK N 43rd Avenue Wallingford Ave N and 800 ' point N 3 3 2 0 1 1 3 2 3 1 2 33% 67% 67%

DL N 43rd Avenue Wallingford Ave N and 800 ' point S 4 4 1 1 1 2 2 2 2 2 2 25% 50% 50%



Side of Street

Wednesday 3/16/16


Wednesday 3/16/16


Saturday 3/26/16


Weekeday Morning

Weekday Evening

Weekend Evening


10:00 - 11:00 AM 7:00 - 8:00 PM 7:00 - 8:00 PM

Parking Supply

Tota

l Ava

ilabl

e Pa

rkin

g Sp

aces

Ev

enin

g an

d W

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nds


Tota

l Ava

ilabl

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id-d

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Parking Demand

DM Stone Way N N 43rd St and N 42nd St W 9 9 5 2 4 9 8 9 8 8 8 39% 94% 89%

DN Stone Way N N 43rd St and N Menford Pl E 8 8 8 7 8 7 7 7 6 8 7 94% 88% 88%

DO Interlake Avenue N N 43rd St and N 42nd St W 11 11 8 10 9 10 9 10 8 9 9 82% 86% 77%

DP Interlake Avenue N N 43rd St and N 42nd St E 9 9 3 5 4 10 7 9 8 7 8 44% 94% 83%

DQ Ashworth Avenue N N 43rd St and N 42nd St W 10 10 8 8 8 7 9 8 7 8 8 80% 80% 75%

DR Ashworth Avenue N N 43rd St and N 42nd St E 9 9 9 6 8 12 7 10 7 12 10 83% 106% 106%

DS Woodlawn Avenue N N 43rd St and N 42nd St W 12 12 8 2 5 6 5 6 7 6 7 42% 46% 54%

DT Wallingford Avenue N N 43rd St and 800 ' point W 8 8 1 1 1 2 0 1 0 0 0 13% 13% 0%

DU Wallingford Avenue N N 43rd St and 800 ' point E 4 4 1 0 1 0 0 0 2 1 2 13% 0% 38%

DV N Menford Place Stone Way N and dead end N 0 0 0 0 0 0 0 0 0 0 0 NS NS NS

DW N Menford Place Stone Way N and dead end S 0 0 0 0 0 0 0 0 0 0 0 NS NS NS

DX Stone Way N N Menford Pl and N 42nd St E 1 1 0 1 1 1 0 1 0 1 1 50% 50% 50%

DY N 42nd Street Stone Way N and Interlake Ave N N 8 8 10 10 10 3 3 3 4 9 7 125% 38% 81%

DZ N 42nd Street Stone Way N and Interlake Ave N S 12 12 10 9 10 6 7 7 6 5 6 79% 54% 46%

EA N 42nd Street Interlake Ave N and Ashworth Ave N N 0 0 0 0 0 0 0 0 0 0 0 NS NS NS

EB N 42nd Street Interlake Ave N and Ashworth Ave N S 4 4 5 5 5 4 5 5 4 5 5 125% 113% 113%

EC N 42nd Street Ashworth Ave N and Woodlawn Ave N N 0 0 0 0 0 0 0 0 0 0 0 NS NS NS

ED N 42nd Street Ashworth Ave N and Woodlawn Ave N S 6 6 7 7 7 1 3 2 4 3 4 117% 33% 58%

EE Woodlawn Avenue N N 43rd St and 800 ' point E 30 30 15 13 14 7 10 9 5 4 5 47% 28% 15%

EF Interlake Avenue N N 42nd St and 800 ' point W 8 8 4 7 6 7 4 6 7 5 6 69% 69% 75%

EG Interlake Avenue N N 42nd St and 800 ' point E 7 7 4 4 4 7 3 5 5 6 6 57% 71% 79%

EH Ashworth Avenue N N 42nd St and 800 ' point W 8 8 10 10 10 8 8 8 9 10 10 125% 100% 119%

EI Ashworth Avenue N N 42nd St and 800 ' point E 10 10 10 11 11 9 10 10 7 8 8 105% 95% 75%

EJ Woodlawn Avenue N N 42nd St and 800 ' point W 12 12 13 10 12 9 11 10 12 6 9 96% 83% 75%

TOTAL 830 831 595 579 587 622 620 621 618 605 612 71% 75% 74%


APPENDIX B: TRAFFIC IMPACT ANALYSIS ADDENDUM FOR SITE PLAN REVISIONS

January 2017 Appendix B

6544 NE 61st Street, Seattle, WA 98115 Phone: (206) 523-3939 Fax: (206) 523-4949

TECHNICAL MEMORANDUM

Project: Lincoln High School Modernization Project

Subject: Addendum for Site Plan Revisions

Date: December 30, 2016

Author: Tod S. McBryan, P.E. This technical memorandum presents additional information and analysis that address transportation and parking related elements of site plan revisions that have occurred since completion and publication of the draft SEPA Checklist for the project. This addendum is intended to supplement the analysis presented in the Transportation Technical Report for Lincoln High School Modernization Project.1

1. Background

The District has continued to refine the site plan for the Lincoln High School Modernization project. Due in part to comments from the community, one of the key site plan changes that would affect transportation and parking is the addition of more on-site parking and the decision to renew the lease of parking with the adjacent Solid Ground Building. The previous site plan showed a total of 188 parking spaces and elimination of on-site parking located on the south side of the site adjacent to the South Wing and Performing Arts / Music Building that is accessed from an existing driveway on N 43rd Street. In order to maximize on-site parking to meet the City’s required minimum (161 spaces for the school) as well as City landscaping requirements in the north parking lot, the current site plan would retain surface parking (22 spaces) in the southern part of the site. These spaces are intended for staff only and would be accessed from the existing driveway on N 43rd Street. Parking on the north side of the site has also been modified and would provide a total of 188 spaces (48 of which would be re-leased to the adjacent Solid Ground Building) plus a Special Education (SPED) bus load/unload area with room for five 25-foot buses or about six automobiles during times when not restricted to school buses (e.g. for evenings and weekend events). Access to and from the north parking area has also been modified compared to the previously published site plan. The northeast corner lot would retain its existing access to the one-way segment of Woodlawn Place N. Access to the main school parking area has also been slightly modified. The access on Interlake Avenue N has been revised to allow ingress and egress (instead of ingress only) as suggested by community members and as included in the prior recommendations. The revised site plan is shown in Figure A (attached); the following sections evaluate the transportation and parking related elements of the site plan modifications.

1 Heffron Transportation, Inc., August 22, 2016.

Lincoln High School Modernization Project Addendum for Site Plan Revisions

- 2 - December 30, 2016

2. Effects of Changes to Parking Supply

2.1. School-Day Parking Demand

The increase in on-site parking supply would allow the site to accommodate more combined demand from the school and the Solid Ground Building and reduce the overspill to on-street parking surrounding the site. As described in the Transportation Technical Report, the 1,600-student high school could generate school-day demand that ranges from 224 to 368 vehicles. The new site plan would accommodate up to 162 school-related vehicles on site, which could result in school-related on-street demand ranging from 62 to 206 vehicles (26 more than previously reported). However, the prior analysis also assumed that the Solid Ground lease of school parking would be terminated and the associated demand would be displaced to on-street parking. The current site plan and lease renewal are expected to result in the same (or lower) levels of on-street demand since estimated school-related demand would be exchanged for Solid-Ground-related demand. As described in the original report, the roadways adjacent to the site have approximately 110 unrestricted spaces that are likely to be used for school-day parking; about 65 of those were observed to be available on school-day mornings before students would typically begin arriving. At the lower end of the demand range, all of the overspill could be accommodated on-street and the overall utilization of on-street parking within 800 feet of the site would remain below the 85% threshold considered to be full by the City of Seattle. New parking demand counts performed at and around Ingraham High School in September 2016, which was found to have excess on-site supply and substantial available on-street parking capacity, indicate a school-day parking demand rate of 0.20 vehicles per student. Therefore, achieving a rate at the lower end of the observed range for the Lincoln High School site is reasonable. If the school generates demand at the higher-end of the range, that could result in excess demand of about 140 vehicles beyond the adjacent streets. In order to minimize the potential overspill to on-street parking, the same parking mitigation measures summarized in the Findings and Recommendations section of the original report are still recommended.

2.2. Evening Event Parking

As described in the Transportation Technical Report, a capacity event in the auditorium could generate parking demand between 290 and 410 vehicles. With the site plan revisions, up to 168 school-related vehicles (including parking in the bus load zone) could be accommodated within the on-site parking lot—27 fewer than previously assumed. The current site plan and lease renewal is expected to result in the same (or lower) levels of total on-street demand during events since the total off-street parking supply would be higher than previously evaluated and the school-event-related demand would be exchanged for Solid-Ground-related demand. Based on this update, the same parking mitigation measures summarized in the Findings and Recommendations section of the original report are still recommended.

3. Effects of Site Access Revisions

The effects of the site access revisions on study area traffic operations were also examined. The change to allow egress from the north parking lot to Interlake Avenue N would allow drivers destined to the north and west of the site to avoid the N 45th Street/Woodlawn Avenue N intersection and instead egress to the west toward Stone Way N. These drivers could then continue north on Stone Way N or turn left at the signal at N 45th Street. This change in traffic patterns would add a small amount of delay at the N 45th Street/Stone Way N intersection, but would reduce delay at the N 45th Street/Woodlawn Avenue N intersection. Maintaining access to the north lot from Woodlawn Place N would also shift some ingress trips away from Interlake Avenue N and improve delays at its intersection with N 45th Street during the


- 3 - December 30, 2016

morning peak hour. The additional westbound egress onto Interlake Avenue N would add some delay to the N Allen Place/Interlake Avenue N intersection; however, all movements are projected to operate at LOS C or better. The updated level of service analysis results are presented below in Table 1. The driveway on N 43rd Street would continue to provide access for a small amount of staff parking. It currently provides access to 27 staff parking spaces and would be reduced to 22 staff spaces with the project. As a result, the project is expected to slightly reduce traffic volumes turning to and from N 43rd Street at this location and incrementally improve conditions for the neighborhood greenway that exists along this street. This access is projected to operate at LOS A (all movements). Since it would be limited to staff parking, it is likely that very few trips would use this driveway during the peak 20 minutes before or after school; those staff trips are not expected to occur during the peak flows of student arrival and dismissal in the area or along the greenway.

Table 1. UPDATED Level of Service Summary – 2019-Without- and With-Project Conditions

Morning Peak Hour (8:00–9:00 a.m.) Afternoon Peak Hour (3:00-4:00 p.m.) Control Type / Intersections 2019 w/o project 2019 w/ project 2019 w/o project 2019 w/ project





N 45th Street / Interlake Ave N (overall) A 1.9 A 2.7 A 2.3 A 2.6 Northbound Movements B 14.3 C 15.5 C 21.5 C 20.8 Eastbound Left Turns A 8.5 A 8.5 A 9.5 A 9.4 Westbound Left Turns A 8.9 A 9.8 B 10.1 A 9.9 Southbound Movements C 24.0 D 34.3 E 36.7 E 41.1

N 45th Street / Woodlawn Ave N (overall) A 1.0 A 1.5 A 5.0 A 3.1 Northbound Movements B 14.7 C 15.1 D 32.0 C 21.3

N Allen Pl / Interlake Ave N (overall) A 1.5 A 9.4 A 3.5 A 9.2 Eastbound Movements A 9.1 B 12.8 B 10.8 B 12.1 Westbound Movements n/a 4 C 15.1 n/a 4 C 16.6 Southbound Left Turns A 7.3 A 7.5 A 7.6 A 7.7


N 43rd Street / Interlake Ave N (overall) 3 A 4.2 A 4.0 A 4..3 A 4.0

N 43rd Street / Woodlawn Ave N (overall) 3 A 4.5 A 4.1 A 4.2 A 4.0 Source: Heffron Transportation, Inc., October 2016. 1. Level of service. 2. Average seconds of delay per vehicle. 3. Intersection is controlled by a traffic circle. Analysis assumes roundabout control for evaluation of level of service. 4. n/a – Not applicable, movement does not exist without project.


- 4 - December 30, 2016

4. Conclusions

The site plan revisions would result in more on-site parking than previously evaluated. The renewal of the Solid Ground lease for 48 parking spaces on the northeast portion of the site would result in similar or slightly reduced potential overspill to on-street parking during school-day and event conditions compared to the prior analysis since Solid Ground parking demand (which was previously assumed to be displaced to on-street locations) would be exchanged for school-related demand. The revisions to site access would improve local circulation and egress options and would reduce delays at key unsignalized intersections along N 45th Street (Woodlawn Avenue N and Interlake Avenue N). Retaining some staff parking at the south end of the site along with the exiting site access driveway is not expected to result in new adverse impacts. The reduction in parking accessed from the existing driveway on N 43rd Street is expected to incrementally improve conditions for the N 43rd Street neighborhood greenway. Attachment: Revised Site Plan SPS Lincoln - Addendum for Site Plan Revisions-FINAL

N


Figure A

Revised Site Plan

Source: Bassetti Architects, December 2016.


APPENDIX C: TREE INVENTORY AND ASSESSMENT

January 2017 Appendix C

2940 Westlake Ave. N (Suite #200) · Seattle, WA 98109 · Phone 206.528.4670 · w w w . t r e e s o l u t i o n s . n e t

Project No. TS - 5187 Arborist Report

TO: Mike Finnegan, Seattle Public Schools

SITE: Lincoln High School, 4400 Interlake Ave N, Seattle, WA 98103

RE: Tree Inventory & Assessment

DATE: November 1, 2016

PROJECT ARBORISTS: Katie Hogan, ISA Certified Arborist #PN-8078A ISA Qualified Tree Risk Assessor J. Casey Clapp, ISA Certified Arborist #PN-7475A ISA Qualified Tree Risk Assessor

Summary Tree Solutions, Inc. inventoried and assessed forty-four (44) trees on site for health and structural condition. Fifteen (15) of the trees within the school property are Exceptional by size per Seattle Director’s Rule 16-2008. Based on proposed site plans seventeen (17) trees are proposed for removal; four (4) of which qualify as Exceptional. Two (2) Exceptional trees, numbers 310 and 312, flank the existing main entrance and are proposed for removal to decrease building maintenance and to make landscape improvements. One (1) Exceptional plum tree, number 313, is proposed for removal due to declining health and structural condition and for landscape improvements. One (1) Exceptional beach tree, number 295, is proposed for removal to accommodate the new ADA accessible main entry. Significant grading will be necessary to construct the new entry and associated paths that will encroach within the critical root zone of this tree. Twenty-seven (27) trees were inventoried along the right-of-way (ROW) adjacent to the site. These were identified with letters on the site map and were not tagged. Two (2) of these trees are proposed for removal and replacement per current site plans. Assignment & Scope of Report This report outlines the site inspection by Casey Clapp and Katie Hogan, of Tree Solutions Inc, on January 6, 2016. Included are observations and data collected at the above addressed site. Mike Finnegan, Senior Construction manager for Seattle Public Schools, requested these services to acquire information for project planning. We were asked to evaluate the significant trees on site and to produce an Arborist Report including our findings and recommendations. The tree size, species, health and structural condition, and related notes and recommendations for each tree can be found in the attached Table of Trees. A Site Map with tree locations can be found attached as well. Photographs, Glossary and References follow the report. Limits of assignment can be found in Appendix A. Methods can be found in Appendix B. Additional assumptions and limiting conditions can be found in Appendix C.

Lincoln High School - Arborist Report November 1, 2016 p.2 of 11

2940 Westlake Ave. N (Suite #200) · Seattle, WA 98109 · Phone 206.528.4670 w w w . t r e e s o l u t i o n s . n e t

Observations Site The 291,726 square foot site is located in the Wallingford neighborhood of Seattle. Several permanent structures, including a school house built in 1906, currently exist on site. The north area of the site is a paved parking area. The site is mostly flat, however it gains elevation slightly as you move to the east. The landscape is well-maintained and has many ornamental species of plants. The majority of the site is covered in impervious surface. Trees Forty-four significant trees currently exist on site, fifteen of which are Exceptional. Many of the trees looked to have been planted when the building was constructed. Species on site include European beech (Fagus sylvatica), deodar cedar (Cedrus deodara), littleleaf linden (Tilia cordata), and English yew (Taxus baccata). The trees were mostly in good health and structural condition. Some trees that had very restricted growing spaces, notably three English oaks (Quercus robur), were in fair to poor health condition due to limited growing space. A row of Exceptional European beech trees line the west side of the property; all of which appeared to be in good condition. In southwest corner of the site there was a significant amount of invasive ivy (Hedera spp.) that was growing on some of the trees. Tree D, a horse chestnut (Aesculus hippocastanum) street tree along Interlake Ave N, was in fair health and poor structural condition due to decay and poor trunk architecture. There were ten newly planted street trees along the eastern property line that were in good health. Discussion The European beech trees that were planted in a row along the western side of the site (trees 293 through 300) are Exceptional and are good candidates for retention due to their size, placement, and health condition. The trees were likely planted when the building was constructed and are very dominant in the landscape. One of these trees, number 295, is currently proposed for removal to accommodate the new main entryway to the school. In order to construct an entrance that meets the slope requirements for accessibility significant grading will be necessary and a large area of the critical root zone will be disturbed as a result. Tree 294 is located just north of tree 295 and the new entry ramp. This tree may be partially impacted by the proposed develop but should remain viable if appropriate tree protection measures are established. We recommend installing tree protection fencing around the largest area feasible prior to any construction activities. No materials shall be stored or operated within this area unless approved



root protection materials are in place. Encountered roots shall be cleanly cut using a sharp tool and should not remain exposed for more than 48 hours. The remainder of the beech trees should not be negatively impacted by the proposed construction. Most of these trees have shallow structural root systems that are growing above-ground. The roots should be protected throughout all stages of development to avoid destabilization. See Tree Protection Specifications below for more details. Tree 291 was an English yew that is growing in a very restricted area. This tree appears to have outgrown its planting space and is now declining in health due to restricted resources. Though this tree is notable for its size, it may not be a good tree for retention due to construction disturbances. Two deodar cedars (trees 310 and 312) were located near the main entrance on the west side of the building. Both trees are currently proposed for removal to accommodate the updated landscape and to reduce maintenance needs to the building. There were several trees in the interior of the site that appeared to have limited growing space. These trees may be good for retention in a courtyard space if they are properly protected during construction activities. There were twenty-seven street trees that were inventoried around the site. Several large-diameter European horsechestnuts (Aesculus hippocastanum) were located in the right-of-way for Interlake Avenue N. One of these chestnuts, tree B, conflicts with the new entryway and therefore is proposed for removal. An additional chestnut, tree D, was in fair health and poor structural condition due to significant decay and is proposed for removal and replacement as a result. The remainder of the street trees should be protected during site development as they were mostly in good health and structural condition. All of the street trees along Woodlawn Ave N were small and recently planted. These trees would be great long-term trees for the site and should be easy to protect throughout construction due to small size and rooting area. Tree Protection Specifications

Tree Protection Fencing: All trees planned for retention or on neighboring properties that overhang the site shall be protected for the entire duration of the construction project. Tree protection fencing shall consist of high visibility mesh or chain link fencing installed at the extent of the drip line area. Where trees are being retained as a group the fencing should encompass the entire area.

Soil Protection: No parking, materials storage, or dumping (including excavated soils) are allowed within the tree protection area. Any heavy machinery should remain outside of the protection area unless soils are protected from the load. Acceptable methods of soil protection include apply 18 inches of wood chip mulch, applying 1 inch plywood over 3 to 4 inches of wood chip mulch, or use of Alturna mats (or equivalent product).

Excavation: Excavation done at or within the tree protection area should be carefully planned to minimize disturbance. Where feasible consider using alternative methods such as pneumatic excavation which uses pressurized air to blow soil away from the root system, directional drilling to bore utility lines, or hand excavation to expose roots. Excavation done with machinery (backhoe) in proximity of trees should be performed slowly with flat front buckets, removing



small amounts of soil at a time with one person on the ground spotting for roots. When roots are encountered, excavation should stop and roots should be cleanly pruned as needed so they are not ripped or torn.

Root Pruning: Root pruning should be limited to the extent possible. All roots shall be pruned with a sharp saw making clean cuts. Avoid fracturing and breaking roots with excavation equipment. Root cuts shall be immediately covered with soil or mulch and kept moist.

Duff/Mulch: Retain and protect as much of the existing duff and understory as possible. Retained trees in areas where there are exposed soils shall have 4 to 6 inches of wood chips applied to help prevent water evaporation and compaction. Keep mulch 1 foot away from the base of the tree.

Irrigation: Retained trees may require supplemental water if construction occurs during summer drought periods.

Pruning: Any pruning required for construction and safety clearance in accordance with a pruning specification provided by the project arborist in accordance with American National Standards Institute ANSI A300 Standard Practices for Pruning. Use of an arborist with an International Society of Arboriculture Certification to perform pruning is strongly advised.

A Table of Trees with specific details for each tree and a Site Map with tree locations and canopy areas can be found below. Recommendations

Obtain permission to remove the four Exceptional trees.

Obtain permission prior to the removal of any site trees or ROW trees.

Establish tree protection around all trees proposed for retention to the greatest extent feasible.

Protect and retain trees in the right-of-ways surrounding the property.



Photographs

Photo 1: A view looking northeast at two of the European beech trees along the western edge of the property. These trees are good candidates for retention due to their size, health, and placement.

Tree 293 Tree 294



Photo 2: A view of tree 312 looking south. This is an Exceptional deodar cedar planted very close to the foundation of the current building. Tree 310 is located on the opposite side of the staircase. These trees are proposed for removal.



Photo 3: Looking south toward existing building at row of beech trees (to right) and English yew tree 291 (to left). Yew tree is proposed for removal.



Photo 4: Row of newly planted streets trees along eastern right-of-way. These are good long-term trees for this site.



Glossary

co-dominant stems: stems or branches of nearly equal diameter, often weakly attached (Matheny et al. 1998)

crown/canopy: the aboveground portions of a tree (Lilly 2001) DSH: diameter at standard height; the diameter of the trunk measured 54 inches (4.5 feet) above

grade (Matheny et al. 1998) ISA: International Society of Arboriculture included bark: bark that becomes embedded in a crotch between branch and trunk or between

codominant stems and causes a weak structure (Lilly 2001) significant size: a tree measuring 6” DSH or greater structural defects: flaws, decay, or other faults in the trunk, branches, or root collar of a tree, which

may lead to failure (Lilly 2001) References ANSI A300 (Part 1) – 2008 American National Standards Institute. American National Standard for Tree

Care Operations: Tree, Shrub, and Other Woody Plant Maintenance: Standard Practices (Pruning). New York: Tree Care Industry Association, 2008.

Sugimura, D.W. “DPD Director’s Rule 16-2008”. Seattle, WA, 2009. Dunster & Associates Environmental Consultants Ltd. Assessing Trees in Urban Areas and the Urban-

Rural Interface, US Release 1.0. Silverton: Pacific Northwest Chapter ISA, 2006 Lilly, Sharon. Arborists’ Certification Study Guide. Champaign, IL: The International Society of

Arboriculture, 2001. Matheny, Nelda and James R. Clark. Trees and Development: A Technical Guide to Preservation of Trees

During Land Development. Champaign, IL: International Society of Arboriculture, 1998. Mattheck, Claus and Helge Breloer, The Body Language of Trees.: A Handbook for Failure Analysis.

London: HMSO, 1994.



Appendix A - Limits of Assignment Unless stated otherwise: 1) information contained in this report covers only those trees that were examined and reflects the condition of those trees at the time of inspection; and 2) the inspection is limited to visual examination of the subject trees without dissection, excavation, probing, climbing, or coring unless explicitly specified. There is no warranty or guarantee, expressed or implied, that problems or deficiencies of the subject trees may not arise in the future. Tree Solutions did not review any reports or perform any tests related to the soil located on the subject property unless outlined in the scope of services. Tree Solutions staff are not and do not claim to be soils experts. An independent inventory and evaluation of the site’s soil should be obtained by a qualified professional if an additional understanding of the site’s characteristics is needed to make an informed decision. Appendix B - Methods We evaluated tree health and structure utilizing visual tree assessment (VTA) methods. The basis behind VTA is the identification of symptoms, which the tree produces in reaction to a weak spot or area of mechanical stress. A tree reacts to mechanical and physiological stresses by growing more vigorously to re-enforce weak areas, while depriving less stressed parts (Mattheck & Breloer 1994). An understanding of the uniform stress allows us to make informed judgments about the condition of a tree. We measured the diameter of each tree at 54 inches above grade, diameter at standard height (DSH). If a tree had multiple stems, we measured each stem individually at standard height and determined a single-stem equivalent diameter by using the method outlined in the City of Seattle Director’s Rule 16-2008. A tree is considered Exceptional based on this single stem equivalent value.



Appendix C - Assumptions & Limiting Conditions

1. Consultant assumes that any legal description provided to Consultant is correct and that title to

property is good and marketable. Consultant assumes no responsibility for legal matters. Consultant assumes all property appraised or evaluated is free and clear, and is under responsible ownership and competent management.

2. Consultant assumes that the property and its use do not violate applicable codes, ordinances, statutes or regulations.

3. Although Consultant has taken care to obtain all information from reliable sources and to verify the data insofar as possible, Consultant does not guarantee and is not responsible for the accuracy of information provided by others.

4. Client may not require Consultant to testify or attend court by reason of any report unless mutually satisfactory contractual arrangements are made, including payment of an additional fee for such Services as described in the Consulting Arborist Agreement.

5. Unless otherwise required by law, possession of this report does not imply right of publication or use for any purpose by any person other than the person to whom it is addressed, without the prior express written consent of the Consultant.

6. Unless otherwise required by law, no part of this report shall be conveyed by any person, including the Client, the public through advertising, public relations, news, sales or other media without the Consultant‘s prior express written consent.

7. This report and any values expressed herein represent the opinion of the Consultant, and the Consultant’s fee is in no way contingent upon the reporting of a specific value, a stipulated result, the occurrence of a subsequent event or upon any finding to be reported.

8. All photographs included in this report were taken by Tree Solutions Inc. during the documented site visit, unless otherwise noted.

9. Sketches, drawings and photographs in this report, being intended as visual aids, are not necessarily to scale and should not be construed as engineering or architectural reports or surveys. The reproduction of any information generated by architects, engineers or other consultants and any sketches, drawings or photographs is for the express purpose of coordination and ease of reference only. Inclusion of such information on any drawings or other documents does not constitute a representation by Consultant as to the sufficiency or accuracy of the information.

10. Unless otherwise agreed, (1) information contained in this report covers only the items examined and reflects the condition of the those items at the time of inspection; and (2) the inspection is limited to visual examination of accessible items without dissection, excavation, probing, climbing, or coring. Consultant makes no warranty or guarantee, express or implied, that the problems or deficiencies of the plans or property in question may not arise in the future.

11. Loss or alteration of any part of this Agreement invalidates the entire report.

Table of TreesLincoln High school4400 Interlake Ave NSeattle, W

A 98103

Date o f Inventory: 01.16.2016

Table Prepared: 01.11.2016, updated 10.31.2016

Tree ID

Scientific Nam

eCom

mon N

ame

DSH

(inches)

Health

ConditionStructural Condition

North

EastSouth

West

Exceptional Threshold (inches)

Exceptional (Yes/N

o)Proposed Action

Notes

286Carpinus betulus

European hornbeam6.6

Good

Good

37

67

16No

RetainIncluded bark; poor architecture; diam

eter measured at the narrow

est point below the union.

287Carpinus betulus

European hornbeam7.9

Good

Good

85

78

16No

Retain288

Acer platanoidesNorw

ay maple

6.4Good

Good

77

66

30No

Retain289


ay maple

6.6Good

Good

96

77

30No

Retain290


ay maple

6.2Good

Good

76

88

30No

Retain291

Taxus baccataEnglish yew

23.2Fair

Fair19

1716

2030

No

Remove

Included bark; poor architecture; limited grow

ing space

292Cornus kousa

Kousa dogwood

13.1Poor

Fair19

1818

012

YesRetain

Canker & wound on stem

; dead parts in canopy

293Fagus sylvatica

European beech36.0

Good

Good

3230

3125

30Yes

Retain294

Fagus sylvaticaEuropean beech

31.4Good

Good

1838

2223

30Yes

RetainCavity in stem

295Fagus sylvatica

European beech45.9

Good

Good

2735

3125

30Yes

Remove

Dead wood in canopy

296Fagus sylvatica

European beech36.5

Good

Good

2020

3223

30Yes

RetainDead w

ood in canopy297


39.0Good

Good

2322

2320

30Yes

Retain298


34.9Good

Good

2122

2320

30Yes

Retain299


32.0Good

Good

2021

2620

30Yes

Retain300


38.7Good

Good

1720

2117

30Yes

RetainIncluded bark; poor architecture

301Tilia cordata

Littleleaf linden24.6

Good

Fair18

1520

2030

No

RetainDecay; w

ound in stem; lean‐phototropic

(corrected); invasive ivy (Hedera spp.) on stem and

at base302

Arbutus menziesii

Pacific madrone

25.9Good

Fair0

2529

186

YesRetain

Decay; wound in stem

; lean‐phototropic (corrected); invasive ivy (Hedera spp.) on stem

and at base

303Tilia cordata


Good

Good

1512

158

30No

RetainWound on roots

304Tilia cordata


Good

Good

107

155

30No

RetainWound on roots

305Tilia cordata

Littleleaf linden9.9*

Good

Good

1413

1516

30No

Remove

Co‐dominant: 6.1, 4.6, 6.3; included bark; poor

architecture306

Prunus emarginata

Bitter cherry12.1

Good

Good

1313

1516

N/A

No

Retain307

Tilia cordataLittleleaf linden

10.0Good

Good

107

1019

30No

Remove

308Prunus em

arginataBitter cherry

21.4*Fair

Poor19

2120

13N/A

No

RetainCo‐dom

inant: 16.3, 13.8; trunk wound; cavity;

included bark; poor structure309

Taxus baccataEnglish yew

26.0*Good

Good

2010

1914

30No

Remove

Co‐dominant: 13.9, 21.9; included bark and narrow

angle of attachm

ent310

Cedrus deodaraDeodar cedar

37.6Good

Good

3117

2928

30Yes

Remove

Compacted soil around base

311Prunus cerasifera

Cherry plum20.4

Good

Fair15

89

1621

No

Remove

Trunk cavity and decay312

Cedrus deodaraDeodar cedar

46.9Good

Good

2730

3136

30Yes

Remove

313Prunus cerasifera

Cherry plum21.8*

FairFair

156

1416

21Yes

Remove

Co‐dominant: 13.3, 9.5, 14.5; trunk cavity and

decay314

Ilex aquifoliumEnglish holly

10.0Good

Good

56

79

18.8No

Retain

Drip line Radius (feet)

Tree Solutions, Inc.2940 W

estlake Ave. N (Suite #200) Seattle, W

A 98109Page 1 of 3

www.treesolutions.net

206‐528‐4670


A 98103



Tree ID

Scientific Nam

eCom

mon N

ame

DSH

(inches)

Health


North

EastSouth

West


Exceptional (Yes/N

o)Proposed Action

Notes


315Ulm

us americana

American elm

21.0Good

Good

1414

2325

30No

Remove

316Tsuga heterophylla

Western hem

lock18.6

Good

Good

1612

1414

24No

Remove

Thin crown

317Quercus robur

English oak11.7

Good

Good

1213

1317

30No

Remove

318Quercus robur

English oak10.5

Good

Good

1315

1715

30No

Remove

319Quercus robur

English oak9.7

PoorFair

57

712

30No

Remove

Thin crown; dead top

320Acer negundo

Box elder15.2

Good

Fair13

2524

1626.7

No

Remove

321Cotinus coggygria

European smoke tree

9.4*Fair

Good

88

88

6.5Yes

RetainCo‐dom

inant: 6.1, 7.1; trunk wound

322Pseudotsuga m

enziesiiDouglas‐fir

7.1Good

Good

87

87

30No

Remove

Compacted soils at base

323Calocedrus decurrens

Incense cedar12.9

Good

Good

78

87

30No

Remove

Compacted soils at base

324Malus sp.

Crabapple11.0

Good

Good

1010

106

20No

RetainIncluded bark; poor crow

n architecture325


27.3Good

Good

1723

1616

30No

Retain326

Acer circinatumVine m

aple8.3*

Good

Good

1011

107

8Yes

RetainCo‐dom

inant: 6.4, 5.3327

Chamaecyparis obtusa

Hinoki cypress8.8

Good

Good

187

65

16.4No

Retain

328Cedrus atlantica

Atlas cedar12.4

Good

Good

1312

99

30No

Retain329

Carpinus betulusEuropean hornbeam

7.1Good

Good

65

65

16No

Retain

AAesculus hippocastanum

European horsechestnut

30.6Good

Good

2516

2625

N/A

No

RetainStreet tree; w

ound at base and obstructed roots

BAesculus hippocastanum


30.0Good

Good

1916

2626

N/A

No

Remove

Street tree; obstructed roots

CAesculus hippocastanum


36.6Good

Good

2221

2923

N/A

No

RetainStreet tree; obstructed roots

DAesculus hippocastanum


24.0Fair

Poor17

1518

22N/A

No

Remove

Street tree; included bark, poor crown architecture;

canker and cavity present; obstructed roots

EAesculus hippocastanum


19.3Good

Good

1918

1820

N/A

No


FAesculus hippocastanum


20.3Good

Good

2016

2119

N/A

No


GAesculus hippocastanum


23.8Good

Good

1718

2220

N/A

No


HAesculus hippocastanum


21.4Good

Good

1913

2219

N/A

No

RetainStreet tree; obstructed roots; decay and cavities in stem

ITilia cordata


Good

Good

2221

1816

N/A

No

RetainStreet tree; decay and cavities in stem

JTilia cordata


Good

Good

1317

2021

N/A

No


KTilia cordata


Good

Fair24

1725

22N/A

No


LTilia cordata


Good

Fair15

715

14N/A

No


MFraxinus am

ericanaAm

erican ash21.5

Good

Good

1817

2014

N/A

No


Adjacent Site Trees



A 98109Page 2 of 3


206‐528‐4670


A 98103



Tree ID

Scientific Nam

eCom

mon N

ame

DSH

(inches)

Health


North

EastSouth

West


Exceptional (Yes/N

o)Proposed Action

Notes


NFraxinus am

ericanaAm

erican ash>3 inches caliper

Good

Good

33

33

N/A

No

RetainStreet tree; recently planted

OFraxinus sp.

Ash>3 inches caliper

Good

Good

22

22

N/A

No


PAcer sp.

Maple

>3 inches caliper

Good

Good

22

22

N/A

No


QAcer sp.

Maple

>3 inches caliper

Good

Good

22

22

N/A

No


RAcer sp.

Maple

>3 inches caliper

Good

Good

22

22

N/A

No


SAcer sp.

Maple

>3 inches caliper

Good

Good

22

22

N/A

No


TAcer sp.

Maple

>3 inches caliper

Good

Good

22

22

N/A

No


UGinkgo biloba

Ginkgo

>3 inches caliper

Good

Good

22

22

N/A

No


VAcer sp.

Maple

>3 inches caliper

Good

Good

44

44

N/A

No


WGinkgo biloba

Ginkgo

>3 inches caliper

Good

Good

22

22

N/A

No


XFraxinus pennsylvanica

Summit G

reen Ash6.0

Good

Good

44

44

N/A

No

RetainStreet tree

YFraxinus pennsylvanica

Summit G

reen Ash8.0

Good

Good

44

44

N/A

No

RetainStreet tree

ZFraxinus pennsylvanica

Summit G

reen Ash10.0

Good

Good

44

44

N/A

No

RetainStreet tree

AAFraxinus pennsylvanica

Summit G

reen Ash10.0

Good

Good

44

44

N/A

No

RetainStreet tree

Additional notes: DSH (Diam

eter at Standard Height) is measured 4.5 feet above average grade.

Multi‐stem

trees are noted (*), and a single stem equivalent is calculated using the m

ethod defined in the Director's Rule 16‐2008.Drip line is m

easured from the center of the tree to the outerm

ost extent of the canopy



A 98109Page 3 of 3


206‐528‐4670

Shrub

Shrub

Shrub

328.2


APPENDIX D: COMMENTS AND RESPONSES

January 2017 Appendix D

Appendix D Lincoln High School Modernization Project

SEPA Public Comments and Seattle Public Schools Responses SPS held a comment period on the Draft SEPA Checklist in September, 2016. Twenty-one comment letters were received. Comments are summarized and responded to in the table below.

Comment Number Comment Summary Response

SEPA Document Reference

1 Determination of Significance. Impacts are significant and either a Mitigated Determination of Nonsignificance should be issued or an Environmental Impact Statement should be prepared. SPS should evaluate all potentially adverse impacts even if not described in the Checklist to comply with RCW 43.21C.

Preparing a SEPA Checklist is the first step in determining the significance of impacts. The SPS SEPA Responsible Official is reviewing the revised SEPA Checklist and taking all comments received on the Draft SEPA Checklist into consideration in making a determination of the significance of impacts from the Lincoln High School Modernization. The SEPA Checklist prepared for the Lincoln High School Modernization project complies with the requirements of the State Environmental Policy Act (RCW 43.21C and WAC 197-11) as well as the SPS SEPA policy. The Checklist includes all of the elements of the environment listed in the SEPA rules (197-11-444).

N/A

2 Public Meeting Notice. Inadequate notice was given for the meeting on the draft Checklist and better notice should be given in the future.

SPS sent notice to adjacent landowners and to the standard distribution list. SPS also advertised the Checklist and meeting in the Daily Journal of Commerce and posted information on the district web site. Those who commented on the Draft Checklist will be added to the mailing list for the project.

N/A

Page 1 of 21



3 Public Comments. Request for copy of all other comments.

A copy of all the comments was provided. N/A

4 Comments related to the future Master Plan and other future projects. Impacts of the future Master Plan for the Lincoln High School site should be included in the Checklist. Comments included: • Proposed master plan and demolition of

buildings on the east side should be in the Checklist.

• Cumulative impacts of future projects should be considered.

• Potential of future proposals to restrict implementation of the current proposals should be evaluated.

This SEPA Checklist evaluates the potential environmental impacts of the Lincoln High School Modernization project which includes the actions described in Section A. 11 of the checklist. As stated in Section A.7 of the SEPA Checklist, the projects described in the Master Plan for Lincoln High School are future projects that are not currently scheduled or funded. The projects in the Master Plan have not been designed to a level that would permit impacts to be reasonably identified. As stated in the Checklist, SPS will conduct SEPA review on any projects included in the Master Plan if they are funded and carried forward.

Section A.11, A.7

5 Recommendations for future projects. Some recommendations were made for future projects and prioritization of those projects.

• Construct an underground parking garage beneath an athletic field

• Construct an underground or above ground parking structure

• Lincoln Master Plan should be prioritized in future capital funding

SPS will consider potential projects at Lincoln High School as it continues to develop the Master Plan for the school. Prioritization of Master Plan projects at Lincoln High School will be considered by the School Board in context of the District’s overall needs as part of the planning process for future SPS capital improvement proposals. Funding for a parking structure is not included in the BEX IV or BTA IV levy. SPS could consider a parking structure in the future, but the cost of such structures is usually prohibitive ($25,000 to $30,000 per parking space) and a parking structure creates personal security issues at a high school.

N/A

Page 2 of 21



6 Impacts of increased enrollment should be evaluated, including:

• Increased traffic and parking demand

• Increased noise, including noise generated by night-time events

• Increased lighting from more night and evening events, parking lot lighting

• Change in land use if the building is used as a high school

• Mitigation measures are needed for these impacts

The impacts of increased enrollment are evaluated in the SEPA Checklist. These impacts include:

• Noise (Section B.7.b) • Traffic and parking demand (Section B.14) • Lighting (Section B.11) • Land use (Section B.8)

The Checklist has been revised to more specifically describe how the Lincoln site has been used since Lincoln High School closed in 1981. Text has been added to Section B.11 to describe lighting impacts from night time events.

Sections: B.7.b B.14 B.11 B.8

7 Project description. Inconsistent description of the proposed parking lot and athletic field.

The proposal to replace a portion of the parking lot with an athletic field is part of the future proposed Master Plan and is not part of the proposed project. See Section A.7 of the Checklist which describes the future Master Plan and see the response to Comment 4. The Final Checklist has been revised to clarify and remove reference to a practice field on the north parking lot site. Section B.14 accurately describes the proposal for the parking lot included in this Lincoln High School Modernization Project.

Sections A.7, B.14c

8 Project description. Does the capacity of 1600 students include students in the Skills Center program?

The capacity of the Skills Center is included in the overall capacity of the school.

Section A.11

Page 3 of 21



9 Stormwater. Does the percent impervious surface exceed current standards for coverage in a single-family zone? Mitigation is required to reduce surface runoff from the project site.

The Seattle Municipal Code does not have specific requirements for percent of impervious surface, but does have standards for lot coverage (SMC 23.51B.002). Because Lincoln High School project is an existing school site, the applicable maximum lot coverage for new schools is the greater of a) 40 percent for single story buildings and 35 percent for multi-story buildings or b) the lot coverage of former school structures on the site. Since it is often not possible for schools located in residential areas to meet those standards, the Seattle Municipal Code also includes a process for public school departure from development standards. Information about the departure process has been added to Section B.8.f of the SEPA Checklist. The Lincoln High School Modernization Project does not include any actions requiring a departure from development standards. Although the project is not increasing impervious surface, it includes measures to improve stormwater management as described in Section B.3.c.1.

Sections B.8.f, B.3.c.1

10 Stormwater. Increased enrollment of the school could increase the potential for combined sewer overflows (CSO) to Lake Union.

As described in Section B.3.c, the stormwater system for Lincoln High School discharges to the City’s combined sewer overflow (CSO) system. The Lincoln High School Modernization Project

Section B.3.c

Page 4 of 21



will install stormwater detention measures as described in Section B.3.c.1 of the Checklist. These measures will mitigate for stormwater impacts caused by the project. Increasing the enrollment of the school will not affect the number of CSO events. CSO events are caused by high volumes of stormwater runoff during storm events. The increased amount of sanitary sewage from the increased school enrollment would be minor compared to the volume of water from storm events and would not trigger additional CSO events.

11 Plants. Impacts of tree removal, including: • Removal of exceptional trees should

be considered a significant impact • Tree Inventory does not describe

impacts of the proposal on trees • Describe City requirements for

canopy other than those for exceptional trees

• Trees should be designated City heritage trees

• Effect of tree removal on shading, air quality and carbon dioxide removal

• Trees proposed for removal should be evaluated to see if pruning is a better option

As described in Section B.4 of the SEPA Checklist, SPS proposes to remove three of the exceptional trees on the site, leaving 12 exceptional trees on the site. Removal of these exceptional trees and other trees from the site would be mitigated according to City of Seattle tree protection standards. SPS will comply with City requirements for tree replacement for all trees removed from the site. The standards for replacement and canopy cover are described in Section B.4.d. An updated Arborist Report that includes the impacts of tree removal is included in the Final SEPA Checklist. SPS does not believe the trees meet the specimen,

Section B.4 Appendix C

Page 5 of 21



historic, landmark or collection standards for City heritage trees. The trees on the west side of the property do provide shade to portions of the building, but not to the extent of providing major reductions in energy requirements for the building. Since most of the trees on the west side will be maintained and the trees will be replaced according to City standards, their removal would have only a minor, temporary impact on shading, air quality and carbon dioxide removal.

12 Animals. Bald eagles roost in the tall trees on the site and circulate over the adjacent park and neighborhood. Rufous hummingbirds in the area have been disturbed by construction.

Text acknowledging bald eagle use of the site has been added to Section B.5 of the Checklist. State and federal regulations do not require protection of roosting trees for bald eagles. While two tall trees will be removed near the west entrance, other tall trees will remain on the property for eagle roosting.

The text has also been revised to state that some birds and animals could be disturbed by construction activities, but are likely to return to the area following construction.

B.5.b and d

13 Compliance with Washington Sustainable Schools Protocol (WSSP) and other building standards. SPS should:

• Meet standards for new building, rather than modernization

As described in Section B.6.c of the Checklist, the Lincoln High School Modernization project would include energy conservation features to meet or exceed the requirements of the Washington Sustainable Schools Project. All new and remodeled SPS buildings meet these standards.

Section B.6.c

Page 6 of 21



• Conduct a greenhouse gas emissions inventory should be conducted

• Reduce potable water use • Reduce solid waste • Achieve high indoor air quality

Future projects would also meet or exceed the requirements. It is currently impractical for SPS buildings to be greenhouse gas neutral.

14 Hazardous materials. Potential for lead-based paint and asbestos contamination because of age of building.

The existence of asbestos-containing materials and lead-containing paint in the Lincoln High School buildings is described in the Checklist. As stated in the Checklist, SPS will comply with applicable requirements for removal and disposal.

Section B.7

15 Recreation. impacts to Wallingford Playfield, including:

• The agreement in place that high schools will not use park for physical education or practice and school will discourage students from visiting playfield during school hours should be acknowledged

• “Spillover impacts” to playfield from high school use

• Concern about impacts from use by Hamilton Middle School and future impacts from Lincoln High School

• Park is overused currently

Section B.12 of the SEPA Checklist has been revised to acknowledge increased use of Wallingford Playfield by high school students. It has also been revised to state that SPS will develop a Joint Use Agreement with Seattle Parks for use of Wallingford Playfield and Woodland Park fields.

B.12

16 Recreation. impacts to Woodland Park playfields

• Fields are already overused. • Use by Lincoln High School for

athletic practice would cause great

SPS will coordinate with Seattle Parks on the use of the Woodland Park playfields and will develop a Joint Use Agreement defining when the playfields would be used by Lincoln High School students. This has been clarified in Section B.12

B.12

Page 7 of 21



disruption to youth sports opportunities.

• Other options for athletic practice should be investigated.

of the Checklist.

17 Cultural Resources. The Archaeological Resource Monitoring Plan and Inadvertent Discovery Plan (ARMP/IDP) should list the Duwamish Tribe as a Tribe to be notified in the event that cultural resources were inadvertently discovered during the project.

The ARMP/IDP does list the Duwamish Tribe among several others as Tribes that may be appropriate stakeholders to be notified.

B.13.d

18 Cultural Resources. Landmark status of the school should be clarified including:

• School is not listed on the Landmarks Board website

• Controls and Incentives suggested by Landmarks Board may affect scope of the proposal

• Exteriors of the three main buildings and interior features should be preserved

• Victory Rock should be protected

As stated in Section B.13.a of the SEPA Checklist, Lincoln High School is a designated Seattle Landmark and is listed on the National Register of Historic Places and the Washington Heritage Register. SPS self nominated the building as a Seattle Landmark and is awaiting the Controls and Incentives Agreement. This agreement will list the features and characteristics that would require a Certificate of Approval if altered. SPS will comply with the Controls and Incentives Agreement. The school is not listed on the Landmarks website because the nomination process is not complete. Victory Rock is located at the southwest corner of the South Wing of Lincoln High School and would remain in place.

B.13.a

19 Transportation, increased traffic. Checklist should recognize the increase in traffic that would occur from

The City of Seattle is considering zoning changes within Seattle’s Urban Villages as part of the Housing Affordability and Livability Agenda

Section B.14.f, Appendix A, Transportation

Page 8 of 21



implementation of the Wallingford Residential Urban Village proposals.

(HALA). The exact timing, locations, and types of zoning changes will not be known until 2017 after a community engagement process and adoption by the City Council. The resulting changes to land use and density could not occur until 2018 and beyond. For the purposes of evaluating the traffic impacts of the Lincoln High School project, these zoning changes and the potential effects to land use are not currently reasonably foreseeable or measurable. However, as outlined in Section 2.2.3 of the Transportation Technical Report, historical volumes in the study area have been relatively stable or declining. It was noted that planned new development in the area could result in increased study-area traffic volumes. As a result, year 2019 traffic forecasts were developed using 1.5% compound annual growth rate. This rate is expected to account for possible general background traffic increases and traffic generated by new development in the vicinity by 2019.

Technical Report

20 Transportation bus loading. Bus loading zone on N 43rd Street should not be allowed because it has been prioritized as a Neighborhood Greenway

There is currently a school bus load zone adjacent to the site on the north side of N 43rd Street. The Lincoln High School project does not plan to use that frontage for school buses. Special Education (SPED) bus load/unload is planned on site between the parking lot and the building. The Transportation Technical Report suggested the existing bus load zone could be considered for conversion to a general school load zone for automobiles, if desired. It recommended the

Section B.14.b, Transportation Technical Report

Page 9 of 21



District work with SDOT to determine if one would be desired. However, public comments related to the Neighborhood Greenway on this segment indicate that an active automobile load zone is not desired. An active automobile load zone will not be proposed by the District.

21 Transportation parking. Impacts of increased parking demand.

As outlined in the Transportation Technical Report, at capacity, the high school could generate school-day demand ranging from 224 to 368 vehicles. The current site plan (Dec. 2016) includes 210 parking spaces on site (up from 188 presented in the original report). However, the District now intends to renew the lease with the adjacent Solid Ground building for 48 spaces located in the northeast corner of the lot. The new site plan would accommodate up to 162 school-related vehicles on site, which could result in school-related on-street demand ranging from 62 to 206 vehicles (26 more than previously reported). However, the prior analysis also assumed that the Solid Ground lease of school parking would be terminated and the associated demand would be displaced to on-street parking. The current site plan and lease renewal are expected to result in the same (or lower) levels of on-street demand since estimated school-related demand would be exchanged for Solid-Ground-related demand. There were 65 available on-street spaces observed adjacent to the site on school-day mornings, which could leave excess demand of

Section B.14.c, Transportation Technical Report

Page 10 of 21



about 140 vehicles beyond adjacent streets. To mitigate for potential parking impacts of the school project, the Transportation Technical Report has recommended (Rec. H) and the District has committed to an annual on-street parking utilization monitoring program to measure school-day and event-related parking demand surrounding the school. The results of the monitoring studies would be used to determine if added management measures such as new or expanded time restrictions, expansion of the RPZ, or other measures should be implemented. If so, the District would coordinate with SDOT to implement those measures.

22 Transportation parking. Requests to extend the Restricted Parking Zone (RPZ #22)

The establishment, extents, and restrictions on parking are controlled by SDOT based on requests from residents. The District would not object to residents’ efforts to expand or modify RPZ or other parking restrictions in the vicinity adjacent to residential or commercial properties. Recommendations for those types of changes could also come from the on-street parking monitoring program described previously (see response 21).

Section B.14.c, Transportation Technical Report

23 Transportation parking. Parking surveys should be conducted a statistically significant number of times to be able to accurately describe the variety of events at the school.

The recommendation for an on-street parking monitoring program does not limit the number of surveys performed annually. The days, frequency, and times of surveys would be determined consistent with SDOT requirements to document

Section B.14.h, Transportation Technical Report

Page 11 of 21



parking utilization for reviews of potential changes to on-street parking restrictions. These are likely to include multiple surveys on different days and times to capture conditions during both the school day and evening events at the high school.

24 Transportation typo. Street name is missing from the text

Section B.14.f has been amended to add the name Woodlawn Avenue

Section B.14.f

25 Transportation traffic. Comments about level of service at all study area intersections remaining and LOS C and impacts of traffic delays:

• Morning southbound movements from Interlake Avenue N at N 45th Street are projected to be degraded to LOS E

• LOS E for unsignalized intersections means a delay of 35.1 to 50.0 seconds

• Table 6 of the Transportation Technical Report indicates that the current delay is 24.0 seconds, and the new delay would be 35.8 seconds, which is a 49% increase. This seems like a large impact on those 40 trips

• The afternoon southbound movements from Interlake Avenue N at N 45th Street, which while staying at LOS E have a delay increase of 5.8 seconds to 42.5

As stated and as shown in Table 6 of the Transportation Technical Report, all of the study area intersections would continue to operate at LOS C or better overall. The overall level of service reflects total delays by all vehicles passing through an intersection. As also stated in the report (Section 2.3), the City of Seattle may tolerate delays in the LOS E or F range for minor movements at unsignalized intersections where traffic control measures (such as conversion to all-way-stop-control or signalization) are not applicable or desirable. As shown in Table 6 of the Transportation Technical Report, the intersection levels of service at the locations listed in the comment are forecast at LOS A overall. With the grid of streets in the area, there are alternative signalized locations for drivers to turn onto or cross N 45th Street just east or west of Interlake Avenue N (at Stone Way N and Wallingford Avenue N). Please also see the Addendum for Site Plan

Section B.14.f, Transportation Technical Report and Addendum for Site Plan Revisions

Page 12 of 21



seconds are not mentioned. • Afternoon northbound movements

from Woodlawn Avenue N at N 45th Street are projected to be degraded to LOS E due to an estimated increased delay of about seven seconds per vehicle.

Revisions (dated November 9, 2016) that shows that the current site plan and resulting circulation improvements, result in better operating conditions than originally reported.

26 Transportation traffic. Comment that the projected afternoon decrease in trips in Table 5 of the Transportation Technical Report conflicts with the conclusion in Table 6 that some intersections are projected to have increased delays.

Table 6 in the Transportation Technical Report presents the operational analysis results that examined the intersection levels of service at one signalized intersection and six unsignalized intersections (four stop-controlled and two traffic-circle controlled). During the afternoon peak hour, the results account for how the site is expected to be accessed differently compared to the existing schools. Although total traffic volumes generated by the site during this hour are projected to be lower, changes in the type of school, site access, and expected use of parking (e.g., driving students and load/unload would occur in the main parking lot whereas the existing school limits access to this lot) would likely result in changes to volumes and delays. This would include increases in delay for some movements and decreases in delay at other movements.

Section B.14.f, Transportation Technical Report

27 Transportation parking. Comment that the Checklist states there will be 188 on-site parking spaces, which is “19 more spaces than the parking requirement established by the City of Seattle for the school use in

Comment noted. In October 2016, the Seattle Department of Construction and Inspections (SDCI) determined that the minimum code-required parking supply for the project is 161 spaces. The updated site plan has added parking in

Section B.14.c and h, Transportation Technical Report

Page 13 of 21



1998 when parking lot improvements were made to accommodate interim occupancy by Ballard High School.”

• During that time the neighborhood often noted adverse impacts from parking.

• The Checklist notes that the project could generate school·day parking demand from 224 to 368 vehicles. These Impacts are clearly not covered by 188 on-site parking spaces.

the southern portion of the site and the new total supply is 210 spaces, up from the prior total supply of 188 spaces. The District now plans to renew a lease with the adjacent Solid Ground Building for 48 spaces located in the northeast corner of the site. This would leave 162 spaces for school-related use. See response to Comment 21. The potential for parking overspill and recommended mitigation measures to reduce or eliminate associated impacts were presented in Sections 3.5 and 4 of the Transportation Technical Report.

28 Transportation parking. Comment that the Checklist indicates that on-street parking utilization is 81 to 95% and the City of Seattle has considered parking utilization rate increases to levels above 85% as potential significant impacts, at the higher end of the demand range and without mitigation, these impacts could be considered significant.

The potential for parking overspill and recommended mitigation measures to reduce or eliminate associated impacts were presented in Section B.14.h of the SEPA Checklist and Sections 3.5 and 4 of the Transportation Technical Report.


29 Transportation parking. Comments that the proposed parking mitigation measures may not bring impacts down below significant levels, including the impacts of evening events. Other mitigation options should be considered such as reacquiring the currently leased northeast lot for school use. The joint use agreement for the lot

There are two ways to reduce potential on-street parking overspill impacts of development projects: 1) provide additional off-street supply that is proximate to the site and more attractive to users than on-street parking; or 2) reduce parking demand generated by the subject land use. Both are recommended for this project. The project site design has been developed to maximize on-site


Page 14 of 21



allows SPS to terminate the agreement with proper notice, if the parking or property is required for school use.

parking supply given constraints of the site and program. The measures to reduce demand consist of two components—encouraging alternative non-automobile modes of travel and managing the on-street parking supply to reduce parking available to school-related demand. All of these measures would serve to reduce the impacts to below significant levels. The annual parking monitoring effort would be used to confirm and/or adjust measures as needed. Large events that generate the highest potential for off-site parking would occur infrequently. In addition to the measures listed above, it is recommended that the school notify the neighbors in advance of such events so that they can plan or adjust trips.

30 Transportation parking. The existing auditorium has 1,024 fixed seats, and the existing gym bleachers have 1,550 fixed seats. Dividing the total of 2,574 seats by 8 would give an apparent City zoning requirement of 321 on-site parking spaces, 133 less than the District plans to provide in the 188 space lot.

In October 2016, the Seattle Department of Construction and Inspections (DCI) issued a preliminary determined that the minimum code-required parking supply for the project is 161 spaces. The reduced parking requirement is based on a provision in SMC 23.54.020F.2.a that allows a 50% reduction in parking requirements if the use is located within 1,320 feet of a street with frequent transit service. Lincoln High School meets that requirement. Parking requirements for the project will be confirmed during review of the MUP.

Section B.14

Page 15 of 21



31 Transportation parking. Existing on-site parking in the south and central portions of the site would be eliminated, but the Checklist does not explain why.

The early design for the site included removal of parking on the south and central portions of the site. SPS has revised the design to retain as many parking spaces on site as possible. These parking spaces will be designated for SPS staff.

Section B.14.c

32 Transportation mitigation. SPS should implement the following transportation mitigation measures: • Contribute to walking and biking

improvements within four blocks of the school site.

• Eliminate 75% of the on-site parking facilities.

• Achieve a high standard for non-private automobile trips to and from the school through the following:

- Staff driving rates should be less than 50% with monetary penalties for ongoing non-compliance.

- Staff should be required to pay for on-site parking with priority for handicapped and car/vanpools

- Students should not park on-site - Students should be entitled to

subsidized ORCA bus passes - Designate an off-site load/unload

zone at least one block away from any school frontage.

- Work with the City of Seattle to expand parking restrictions within

As outlined in the Transportation Technical Report, the District will engage the Seattle School Safety Committee to review walk routes and determine if any changes should be made to crosswalk locations, signage, pavement markings, and school zone speed limits. Based on extensive community comment, the site plan maximizes on-site parking given constraints of the site and program. Bicycle parking/storage is proposed in several locations on the campus. The recommended Transportation and Parking Management Plan would employ all reasonable measures to reduce automobile travel to and from the site. All SPS high school students that qualify for transportation are eligible for Orca cards, and policies would be developed to prioritize use of on-site parking for staff and students who carpool. While a cost to park could be considered, it could result in more vehicles pushed on-street. It would not be appropriate to designate street frontage, other than that of the school, for school-load/unload.


Page 16 of 21



four blocks of the area based on existing and projected parking utilization.

- Maximize the ability for people to access buildings on foot.

- Provide safe, accessible, and covered bike storage and design such space(s) for easy expansion.

The recommended On-Street Parking Monitoring Program is intended to identify and implement new or expanded time restrictions, RPZ expansion, or other measures.

33 Transportation parking. Comment that SPS will not actually terminate the lease with Solid Ground and return the parking to school use.

The current plan for on-site parking now includes renewal of the lease with Solid Ground to allow use of 48 parking spaces located in the northeast corner of the project site. The parking analysis conducted for the Transportation Technical Report assumed that the lease would be terminated and that parking demand currently generated within the spaces leased to the Solid Ground building could be displaced to on-street parking. With the current plan to renew the lease, school-related demand assumed to use those spaces would be either displaced to on-street parking or would be reduced through demand management measures. Therefore, the results of the analysis and recommendations are still valid for the current plan.

B.14.h, Transportation Technical Report

34 Transportation parking. Parking impacts when site was used as an interim site for Ballard High School were major. Since the enrollment for Lincoln High School would

It is noted that prior high school use of the Lincoln site was temporary for schools with more distant attendance areas (Ballard, Roosevelt and Garfield), which likely limited the ability to walk, bike or


Page 17 of 21



be approximately 600 more students, impacts are expected to be greater. True impacts have not been evaluated.

take convenient transit to school and increased use of personal vehicles. Those uses also occurred prior to the District’s changes to high school transportation that now provides Orca passes to students rather than yellow school bus transportation. Many measures are recommended to both reduce student use of vehicles and manage parking as part of the Transportation and Parking Management Plan (See response 32).

35 Transportation. Traffic impacts of interim high school use were major and would be worse with increased enrollment, including:

• Actual parking demand factor was closer to 0.33 than the 0.20 assumed in the Checklist.

• Congestion, including backups at Woodlawn Ave N, Densmore Ave N, and Wallingford Ave N, and the Greenway crossing at 43rd and Stone Way

• Backup of buses at Woodlawn Ave N after school

As stated in Section 3.5.2 of the Transportation Technical Report, parking demand estimates for Lincoln High School were developed based on counts and observations at Roosevelt and Garfield High Schools. These schools have had similar enrollment levels as proposed for Lincoln and also have similar limitations on surrounding on-street parking, transit availability, and surrounding residential and commercial land uses. Recent and historical peak school-day parking demand rates at both existing schools have ranged from 0.14 to 0.23 vehicles per student. When those schools occupied the Lincoln site, students came from more distant areas, which likely limited their ability to walk, bike or take convenient transit. As stated in Section 3.3 of the Transportation Technical Report, the additional traffic and pedestrian activity generated by Lincoln High School is expected to add some delay to several study area intersections and turning movements

Section B.14, Transportation Technical Report

Page 18 of 21



during both morning and afternoon peak hours. All study area intersections would continue to operate at LOS C or better overall. During both periods, all movements except one would operate at the same levels as without-project conditions. (See response 20regarding bus traffic.)

36 Transportation mitigation. Skepticism that recommended mitigation measures would be implemented, including:

• Event scheduling and community notice

• Parking monitoring program would be too late mitigate impacts

• Parking enforcement and speed monitoring

The recommended mitigation measures would become conditions of approval through the SEPA review process.


37 Transportation traffic. Vehicle trips by Hamilton International Middle School parents will compound traffic problems.

Review of potential overlap with traffic generated by Hamilton International Middle School was conducted as part of the overall transportation analysis. Based on counts and observations of traffic patterns around Hamilton, some overlap may occur between the two schools during arrival and dismissal periods; however, the overlapping percentages are estimated to be lower than 10%.


38 Transportation mitigation. Traffic mitigation and parking plans are needed.

Section 4 of the Transportation Technical Report prepared for the project includes numerous recommended mitigation measures to reduce potential traffic and parking impacts associated with the project.


Page 19 of 21



39 Transportation traffic. Traffic direction on Woodlawn Ave N should be reversed.

A change to the one-way designation of Woodlawn Avenue N adjacent to the site is not proposed by the District for this project. That segment is part of the one-way couplet with Interlake Avenue N on the west side of the school. SDOT is responsible for traffic control and designations of one-way travel. To help address potential added delay resulting from the one-way circulation pattern and based on community suggestions, the school driveway on Interlake Avenue N is proposed to be converted from ‘in only’ to serve in and out access, thus reducing school traffic on Woodlawn Avenue N.


40 Transportation construction impacts. Excavation of 2,500 cubic yards and import of 315 cubic yards will require a large number of trips using neighborhood streets and may impact existing availability of parking in order to allow trucks to maneuver.

Construction impacts have been added to Section B.14.h of the SEPA Checklist.

Section B.14.h

41 Other issues not related to SEPA. The Lincoln site currently does not comply with the District standards for use as a high school and should be used as a middle school or K-8 school.

At approximately 6.7 acres, the Lincoln school site is small for a high school in comparison to traditional national standards of 15 -20 acres. School sites in Seattle are generally smaller than the national average because available land is scarce and prices are high. SPS has evaluated the Lincoln site and determined that it meets the standards for use as a high school.

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42 Other issues not related to SEPA. SPS should specifically address its approach to adequate earthquake safety retrofit design in the Lincoln upgrades.

SPS is implementing seismic improvements at Lincoln High School to improve earthquake safety as part of the BTA IV program.

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43 Other issues not related to SEPA. Comments related to the Landmarks process at Wilson Pacific.

The Wilson Pacific comments are not relevant to this Checklist. SPS self-nominated Lincoln High School to the Landmarks Preservation Board.

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44 Other issues not related to SEPA. ADA access on the west side of the building reduces the visual quality of the western approach and should be redesigned so that trees do not need to be removed.

The proposed ADA access is located to the north of the main entrance and does not alter the historic front of the building. Removal of the two deodar cedars that flank the entrance will reduce damage to the building foundation.

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