SR 522: Paradise Lake Road Interchange - Summary Report ......May 22, 2019  · interchange at the...

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SR 522: Paradise Lake Road Interchange Washington State Department of Transportation Summary Report March 2019

Transcript of SR 522: Paradise Lake Road Interchange - Summary Report ......May 22, 2019  · interchange at the...

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SR 522: Paradise Lake Road Interchange Washington State Department of Transportation

Summary Report

March 2019

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Washington State Department of Transportation

Northwest Region

State Route 522 Paradise Lake Road Interchange

Documentation Summary

FINAL

March 2019

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SR 522 PARADISE LAKE ROAD INTERCHANGE I

ACKNOWLEDGEMENTS

The SR 522 Paradise Lake Road Interchange was the result of the much focused hard work and dedication of a group of professionals, volunteers and organizations over an intense seven month period. The WSDOT would like to acknowledge and thank everyone involved.

Technical Advisory Committee Snohomish County Council Jed Gonzales Snohomish County Public Works Steve Dickson Doug McCormick Max Phan Mohammad Uddin City of Monroe Public Works Scott Peterson Snohomish County Committee for Improved Transportation Erik Ashlie Snohomish County Planning and Development Services Jacqueline Reid Snohomish B.I.K.E.S. Bob Nyberg Rick Proctor Kristin Kinnamon Snohomish County Planning Commission & Maltby Area Advisory Board Jim Langston

Washington State Department of Transportation Roger Millar, Secretary of Transportation Kris Olsen, Communications Mike Cotton, Northwest Region Administrator Laura Claywell, Design Project Manager Hung Huynh, Engineering Manager Barbara Briggs, Area Operation Engineer Miguel Gavino, Traffic Engineer Norene Pen, Engineering Manager

Consultant Team H.W. Lochner, Inc., Prime Consultant Concord Engineering, Traffic PRR, Public Involvement

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SR 522 PARADISE LAKE ROAD INTERCHANGE II

TABLE OF CONTENTS

Page Acknowledgements .......................................................................................................................................... I Table of Contents............................................................................................................................................. II Acronyms ......................................................................................................................................................... VI

1: Introduction ...................................................................................................................... 1 1.1: What is the purpose of this project? .................................................................................................. 1 1.2: How has the public been involved in the process? ............................................................................ 2 1.3: What process was used to arrive at the selected interchange design? ............................................. 3 1.4: What are the constraints and limitations of this effort? ...................................................................... 3

2: Existing Conditions ......................................................................................................... 4 2.1: What are the current traffic conditions? ............................................................................................. 4 2.2: What are the safety issues? .............................................................................................................. 8 2.3: What are the current and future railroad operations? ........................................................................ 9 2.4: What are the current and future transit operations? .......................................................................... 9

3: Future Traffic Conditions ................................................................................................ 10 3.1: How were the future 2040 No Build traffic forecasts developed? ...................................................... 10 3.2: What are the future 2040 traffic volumes and operations? ................................................................ 11 3.3: What are the existing and future deficiencies? .................................................................................. 14

4: Preliminary Alternatives Considered .............................................................................. 16 4.1: What alternatives were considered? ................................................................................................. 16 4.2: What process was used for the qualitative screening of alternatives? ............................................... 16 4.3: Which alternatives were advanced for more detailed analysis? ........................................................ 17

5: Evaluation of Alternatives Advanced for Further Consideration ................................. 21 5.1: What traffic conditions can be expected under the No Build and the six Build alternatives? ............. 21 5.2: What criteria were used to evaluate the six alternatives? .................................................................. 24 5.3: How did the Technical Advisory Committee, score each alternative? ............................................... 25

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SR 522 PARADISE LAKE ROAD INTERCHANGE III

TABLE OF CONTENTS, Continued Page

6: Evaluation of Refined Alternatives ................................................................................. 27 6.1: What local improvements are analyzed with the Refined Alternatives? ............................................. 27 6.2: What traffic conditions can be expected under the Refined Alternatives? ......................................... 28

7: Preliminary Preferred Alternative ................................................................................... 31 7.1: How was the Preliminary Preferred Alternative selected? ................................................................. 31 7.2: What does the Preliminary Preferred Alternative look like? ............................................................... 32 7.3: How does the Preliminary Preferred Alternative perform? ................................................................. 33

8: Environmental Review ..................................................................................................... 41 8.1: What level of environmental review was undertaken? ....................................................................... 41 8.2: What environmental issues were considered? .................................................................................. 41 8.3: What type of environmental documentation would be needed for this project? ................................. 41 8.4: Will there be long-term environmental commitments? ....................................................................... 42 8.5: How will utilities be affected by the SR 522 / Paradise Lake Road Interchange Project? .................. 43

9: Implementation Plan ........................................................................................................ 44 9.1: How does this project fit in with overall SR 522 corridor improvements? .......................................... 44 9.2: What activities will take place prior to construction? ......................................................................... 44 9.3: Is additional right of way needed in order to complete this project? .................................................. 45 9.4: What activities will take place during construction? ........................................................................... 45

10: Conceptual Cost and Funding Options ........................................................................ 50 10.1: What is the conceptual cost of the Preliminary Preferred Alternative? ............................................ 50 10.2: What design elements can be delayed to reduce the cost of the

Preliminary Preferred Alternative? ................................................................................................... 52 10.3: How will the project be funded? ....................................................................................................... 52

11: Next Steps ...................................................................................................................... 54 11.1: What are the next steps in the process? ......................................................................................... 54

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SR 522 PARADISE LAKE ROAD INTERCHANGE IV

List of Exhibits Page

1: Project Area ........................................................................................................................................ 1 2: 2018 AM and PM Peak Hour Turning Volumes .................................................................................. 6 3: Severity of Crashes – SR 522/SR 524/Paradise Lake Road Intersection ........................................... 8 4: Future 2040 No Build AM and PM Peak Hour Traffic Volumes .......................................................... 12 5: Description of Six Initial Alternatives for Further Analysis ................................................................... 19 6: Comparison of 2040 PM Peak Hour Traffic Operations – Initial Build Alternatives ............................ 23 7: Refined Alternatives ........................................................................................................................... 29 8: Operational summary for the 2040 Refined Build Alternatives ........................................................... 30 9: Preliminary Preferred Alternative ........................................................................................................ 31 10: Conceptual Layout of the Preliminary Preferred Alternative ............................................................... 35 11: 2040 AM & PM Peak Hour Traffic Volumes for the Preliminary Preferred Alternative ....................... 37 12: 2040 Operational Summary for the Preliminary Preferred Alternative ................................................ 39 13: Environmental Considerations & Permits for the SR 522/Paradise Lake Road Interchange .............. 42 14: Utilities Potentially Impacted by the SR 522/Paradise Lake Road Improvement Project .................... 43 15: Preliminary Right-of-Way Requirements for the SR 522/Paradise Lake Road Interchange ............... 46 16: Preliminary Staging Plan for the SR 522/Paradise Lake Road Interchange Project ........................... 47 17: Opinion of Probable Cost for the Preliminary Preferred Alternative .................................................... 51 18: Possible Options to Reduce the Cost of the Preliminary Preferred Alternative .................................. 52 19: Preliminary Project Schedule ............................................................................................................. 55

Appendices A. Assumptions Document B. Basis of Design C. Community Engagement Plan D. SR 522 / Paradise Lake Road Interchange Project – Operational and Safety Report E. Summary of Workshop Alternatives F. Weighting Criteria Summary G. Alternative Evaluation Scoring Sheets by TAC Members H. Environmental Review and Analysis Report (WSDOT) I. Preliminary Utility Review J. Conceptual Plan Sheets K. Optional Design – SPUI L. Winter 2019 Fact Sheet

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SR 522 PARADISE LAKE ROAD INTERCHANGE V

References A. SR 522, SR 9 to SR 2 Final Environmental Impact Statement, WSDOT, May, 1994. B. “Woodinville-to-Snohomish train faces an uncertain future,” Herald.net, Noah Haglund, July, 26, 2016. C. Broadway Ave. Realignment @ SR 524, Snohomish County public Works, Plan Sheet, March 27, 2003.

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SR 522 PARADISE LAKE ROAD INTERCHANGE VI

COMMONLY USED ACROYNMS

AADT Annual Average Daily Traffic AAWDT Annual Average Weekday Traffic ADT Average Daily Traffic AASHTO American Association of State Highway and Transportation Officials ATR Automatic Traffic Recorder ARM Accumulated Route Mile BNSF Burlington Northern Santa Fe (Railway) BRT Bus Rapid Transit CARA Critical Aquifer Recharge Area CCTV Closed Circuit Television CWG Corridor Working Group DAHP Department of Archaeology and Historic Preservation Eastbound DNS Determination of Non-Significance EB Eastbound EBL Eastbound left-tum EBR Eastbound right-tum EBT Eastbound thru-movement EMME Equilibre Multimodal, Multimodal Equilibrium E/O East of ERS Environmental Research Summary FEMA Federal Emergency Management Agency FGTS Washington State Freight and Goods FHWA Federal Highway Administration FIRM Flood Insurance Rate Maps GIS Geographical Information Systems GP General Purpose Lane MP Milepost HAC High Accident Corridor HAL High Accident Location HNS Highway of National Significance HSP Washington State Highway System Plan HSS Highway of Statewide Significance ICU Intersection Capacity Utilization ID Identification ITS Intelligent Transportation Systems LOS Level of Service N/A Not applicable

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SR 522 PARADISE LAKE ROAD INTERCHANGE VII

NB Northbound NBL Northbound left-tum NBR Northbound right-tum NBT Northbound thru-movement NEPA National Environmental Policy Act NFIP National Flood Insurance Program NOAA National Oceanic and Atmospheric Administration N/O North of NRHP National Register of Historic Places NWI National Wetland Inventory O&D Origin and Destination OFM Washington State Office of Financial Management PAL Pedestrian Accident Location P&R Park & Ride PHS Priority Habitat and Species PSRC Puget Sound Regional Council RCW Revised Code of Washington RDP Route Development Plan SB Southbound SBL Southbound left-turn SBR Southbound right-tum SBT Southbound thru-movement SEPA State Environmental Policy Act S/O South of SR State Route SRMP State Route Milepost TAZ Traffic Analysis Zone USFWS United States Fish and Wildlife Service USGS United States Geological Survey US2 United States Route 2 VMS Vehicle Management Systems WB Westbound WBL Westbound left-tum WBR Westbound right-tum WBT Westbound thru-movement WDFW Washington State Department of Fish and Wildlife WDNR Washington State Department of Natural Resources W/O West of WSDOT Washington State Department of Transportation WTP Washington State Transportation Plan

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SR 522 PARADISE LAKE ROAD INTERCHANGE VIII

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SR 522 PARADISE LAKE ROAD INTERCHANGE IMPROVEMENT PROJECT 1

1: Introduction This section provides a brief history of the evolution of the SR 522 Paradise Lake Road Interchange Report and how it came about. It describes the purpose of the report, what it contains, and how the public was involved in the process.

1.1: What is the purpose of this project? The SR 522 Paradise Lake Road Interchange project was undertaken to develop and select a preliminary interchange design that would serve not only as a template for updating overall project costs but also to establish the necessary next steps towards preparation of final design and construction plans SR 522 from Paradise Lake Road to the Snohomish River experiences severe congestion during peak commute hours of the day. This section of the highway has two lanes (one in each directions) versus four lanes upstream and downstream of this section. The present traffic signal at Paradise Lake Road also adds to the severity of congestion. As congestion and crashes persist due to current highway conditions, improving SR 522 between Woodinville and Monroe has remained a goal of the Washington State Department of Transportation (WSDOT), dating back even before the 1994 Public Private Initiatives program that included SR 522 as one of six projects approved by the Transportation Commission. Most recently, in 2015, $10 million in funding was provided through the Connecting Washington transportation package, to advance design for an interchange at the Paradise Lake Road junction (and will be available in the 2025-2027 biennium). In June 2018, WSDOT formed a Technical Advisory Committee (TAC), consisting of representatives from area communities and agencies, to provide input from their communities and make recommendations on an interchange design for the intersection. Over three meetings, TAC members worked with WSDOT to identify the preliminary preferred alternative using criteria such as safety, local street operations, SR 522 operations and forward compatibility. The TAC reviewed forecasted traffic analysis maps, area development plans, community benefits and impacts, and project costs. The State and selected Consultant worked with TAC to develop a preliminary preferred design concept for the SR 522 Paradise Lake Road Interchange. WSDOT provided environmental support.

Purpose: The purpose of the SR 522 Corridor Improvement Project is to develop a preferred conceptual design for the SR 522 Paradise Lake Road Interchange in order to improve the safety, traffic operations, traffic carrying capacity, and existing level of service of SR 522 and Paradise Lake Road. Need: SR 522 serves as a primary access route to US 2/Stevens Pass Highway from the Seattle area. The project area experiences high levels of congestion and long travel delays during peak hours.

Exhibit 1: Project Area

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SR 522 PARADISE LAKE ROAD INTERCHANGE IMPROVEMENT PROJECT 2

In the early 1990’s, the area was identified as needing infrastructure improvements. At that time, a preferred build alternative was chosen for a new Paradise Lake Road / SR 522 interchange. The process involved an Interdisciplinary Team, a value engineering study, several public hearings, as well as a draft and final Environmental Impact Statement (EIS). The preferred alternative has not been built, and the local residents, business owners, and commuters are frustrated with the lack of progress towards a solution. The current level of service (LOS) during peak periods at the intersection of SR 522 and SR 524/Paradise Lake Road is LOS E during the morning peak hour and LOS F during the afternoon peak hour. There were 69 vehicle crashes in the vicinity of this intersection from 2013 to 2017, with 15 possible injury crashes and one crash with suspected serious injuries. This project will study the travel issues in and around the SR 522 / SR 524 / Paradise Lake Road intersection and recommends possible improvements to address the following needs:

• Lower the serious and fatal crash rate. • Shorten travel times along the corridor, as well as for vehicles crossing

and accessing the corridor. • Improve freight travel time both on the corridor and for freight vehicles

accessing the corridor during peak travel times. • Remove barriers to non-motorized travel across and parallel to SR 522.

1.2: How has the public been involved in the process? In June 2018, WSDOT formed a Technical Advisory Group (TAC), consisting of representatives from area communities and agencies, to provide feedback from their communities and make recommendations on an interchange design for the intersection. Over three meetings, TAC members worked with WSDOT to identify the preliminary preferred alternative using criteria such as safety, local street operations, SR 522 operations and forward compatibility. The TAC reviewed forecasted traffic analysis maps, area development plans, community benefits and impacts, and project costs. The project team also scheduled two opportunities for community input and information sharing using an Open House format at local venues to coincide with major project milestones. These open house meetings allowed the community to stay engaged and informed throughout the project. In addition, staff held community briefings with the Snohomish County and Woodinville Councils. The team also provided written and graphical content for the project website at key milestones. To help keep the community informed, as well as provide information to those unable to attend a community briefing, WSDOT maintained a project website that included project details, event/meeting summaries, contact information and a project library of project materials.

Summaries of the TAC meetings and public outreach open houses are contained in Appendix C: Community Engagement Plan.

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SR 522 PARADISE LAKE ROAD INTERCHANGE IMPROVEMENT PROJECT 3

1.3: What process was used to arrive at the selected interchange design? The project included six distinct and interrelated steps, as follows:

• An assessment of current or existing conditions within the study area • Based on known and anticipated population and land use changes over

time, a forecast of future traffic conditions, assuming no action by WSDOT • Development of a variety of alternatives to be considered by the Technical

Advisory Committee (TAC) and WSDOT • Screening of those alternatives to a manageable number by the TAC • Selection of a preliminary preferred alternative, by the TAC, including a

high level environmental review of potential impacts of this project

• In addition, an implementation plan of the preliminary preferred alternative was prepared that anticipates further refinements when the project advances into preliminary design

1.4: What are the constraints and limitations of this effort? At the outset, it should be clarified that this project has two significant constraints – time and budget. A consultant agreement was issued on May 24, 2018, with an expectation that a preferred alternative would be agreed upon by project stakeholders in December of 2018, only six months later, in order to make a recommendation to the legislature prior to the beginning of the session. Additionally, the budget was constrained to the degree that normal WSDOT processes and work elements not only had to be streamlined because of schedule, the level of effort had to be scoped to match the limited budget. Ultimately, this project will develop a preferred conceptual design for the SR 522 Paradise Lake Road Interchange and eliminate the last at-grade intersection along the corridor between Monroe and Woodinville. Currently the segment of SR 522 to the immediate north, between Paradise Lake Road and the Snohomish River, remains one lane in each direction. This project is limited to replacing the at grade intersection; with a grade-separated interchange design and does not involve any segment yet to be widened to four lanes, per legislative direction. Additionally, there are four potential fish passage barriers within the project limits. Each barrier will have to be improved to current permitting and design criteria if within the impact area of this project. There are no construction funds currently allocated to complete the widening.

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SR 522 PARADISE LAKE ROAD INTERCHANGE IMPROVEMENT PROJECT 4

2: Existing Conditions This section provides a description of the key roadways and intersections in the study area, existing traffic volumes, intersection level of service and queuing back-up summaries. It also describes the crash history at the SR 522/SR 524/Paradise Lake Road intersection, as well as railroad and transit overviews. 2.1: What are the current traffic conditions? The existing roadway system and key intersections, traffic volumes and operations are presented below. Description of Key Roadways: There are three main roadways in the study area, as illustrated in Exhibit 1, namely SR 522, SR 524 (Maltby Road/212th Street SE) and Paradise Lake Road.

• SR 522 is a four-lane divided highway through most of the study area that currently narrows to two lanes with a four foot paved median at the north end of the study area. SR 522 is designated as a highway of statewide significance (HSS) and classified as an urban other freeway/expressway with a posted speed of 60 mph. Interchanges are currently located at SR 9 to the south and Echo Lake Road to the north. It extends from Seattle in King County to Monroe in Snohomish County.

• SR 524 (Maltby Road/212th Street SE) is a two-lane undivided highway through the study area and designated as a regionally significant state highway (non-HSS) by Snohomish County. It is classified as an urban minor arterial with a posted speed of 35 mph. It extends from Edmonds to SR 522.

• Paradise Lake Road is a two-lane undivided highway through the study area and designated as a major collector with a posted speed of 35 mph. It extends from the vicinity of SR 522 in Snohomish County to the King County line, connecting with the arterial network in King County.

Description of Intersections: The only signalized intersection within the study area is the intersection of SR 522 and Paradise Lake Road. The intersection has dedicated left turn lanes on all legs with short storage capacities. Right turns are made from the rightmost through lanes. At the intersection of SR 524 and Yew Way, southbound and eastbound traffic have stop control. Northbound traffic is uncontrolled. There are no dedicated turn lanes. WSDOT has plans to signalize the intersection and provide a NB left turn lane. Snohomish County will improve the “railroad crossing safety devices” under a separate County project. The intersection signal and the railroad signal will be coordinated with one another, however. At the intersection of Paradise Lake Road and Bostian Rd (91st Ave SE), northbound and southbound traffic have stop control. Eastbound and westbound traffic is uncontrolled. There are no dedicated turn lanes. All other intersections in the study area are stop controlled on the minor leg(s) of the intersection.

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SR 522 PARADISE LAKE ROAD INTERCHANGE IMPROVEMENT PROJECT 5

Current Traffic Volumes: Traffic turning movement data were collected in June 2018 for both the AM and PM peak hours within the study area at eleven locations. 2018 turning movement volumes are shown on Exhibit 2 for the AM and PM peak hours for the following locations

• SR 524 and 86th Avenue SE • SR 524 and 87th Avenue SE • SR 524 and Broadway Avenue • SR 524 and Yew Way and West Bostian Road • West Bostian Road and Paradise Lake Road • Yew Way and Broadway Avenue

• Yew Way and Yew Way connector • Paradise Lake Road and SR 522 • Paradise Lake Road and Bostian Road and 91st Avenue SE • Paradise Lake Road and 96th Avenue SE • Paradise Lake Road and 99th Avenue SE

Current Traffic Level of Service: SR 522 and Paradise Lake Road currently operates at Level of Service (LOS) E during the AM peak hour; these level of service ranges are from WSDOT network analyses procedures using SimTraffic software. In addition, at the two way stop controlled (TWSC) intersections, stopped traffic operates at LOS F at the SR 524/Broadway Avenue, SR 524/Yew Way/West Bostian Road and at the Paradise Lake Road/West Bostian Road intersections. During the PM peak hour, the SR 522/Paradise Lake Road signalized intersection operates at LOS F. In addition, at the TWSC intersections, stopped traffic operates at LOS F at the SR 524/86th Avenue SE, SR 524/87th Avenue SE, SR 524/Yew Way/W Bostian Road, Paradise Lake Road/W Bostian Road, Paradise Lake Road/Bostian Road/91st Avenue SE, and the Paradise Lake Road/99th Avenue intersections. In many cases, the LOS on the stopped controlled streets is affected by queue build up along Paradise Lake Road and along SR 524 from the SR 522/Paradise Lake Road signalized intersection. Vehicle Back-ups: From a review of the SimTraffic model output, it can be observed that the westbound queue lengths along Paradise Lake Road during the AM peak hour extends from the SR 522/Paradise Lake Road intersection past the Paradise Lake Road/91st Avenue SE intersection. Likewise the eastbound queue along SR 524 extends from the SR 522/Paradise Lake Road intersection to north of the Paradise Lake Road/W. Bostian Road intersection and west of Yew Way/SR 524 intersection to near the 87th Avenue / SR 524 intersection. There are also long queues (~1,150 ft.) southbound along Yew Way approaching SR 524. During the PM peak hour the westbound queue lengths along Paradise Lake Road from the SR 522/Paradise Lake Road intersection past the Paradise Lake Road/99th Avenue SE intersection. Likewise the eastbound queue along SR 524 extends from the SR 522/Paradise Lake Road intersection to north of the Paradise Lake Road/W. Bostian Road intersection and west of Yew Way/SR 524 intersection to past the 86th Avenue / SR 524 intersection. There are also long queues northbound along Broadway Avenue from SR 524 to Yew Way. A detailed analysis of the existing traffic analyses and conditions are contained in Appendix D: SR 522 / Paradise Lake Road Interchange Project – Operational and Safety Report.

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SR 522 PARADISE LAKE ROAD INTERCHANGE IMPROVEMENT PROJECT 6

Exhibit 2: 2018 AM and PM Peak Hour Turning Volumes

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SR 522 PARADISE LAKE ROAD INTERCHANGE IMPROVEMENT PROJECT 7

Exhibit 2: 2018 AM and PM Peak Hour Turning Volumes (Cont.)

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SR 522 PARADISE LAKE ROAD INTERCHANGE IMPROVEMENT PROJECT 8

It should also be noted that at the SR 522/Paradise Lake Road intersection, queue back-ups along SR 522 are approximately 670 feet southbound and 380 feet northbound during the AM peak hour and about 650 feet southbound and 3,880 feet northbound during the PM peak hour. A detailed analysis of the existing traffic analyses and conditions are contained in Appendix D: SR 522 / Paradise Lake Road Interchange Project – Operational and Safety Report.

2.2: What are the safety issues? A five-year crash analysis from January 2013 through December 2017 was conducted along SR 522 from the vicinity of SR 9 interchange to the Echo Lake interchange, along SR 524 (Maltby Road) from west of Broadway Avenue to SR 522, and along Paradise Lake Road from SR 522 to east of 99th Avenue SE. An analysis of crashes along the corridor in the study area is contained in Appendix D: SR 522 / Paradise Lake Road Interchange Project – Operational and Safety Report. In the vicinity of the SR 522/SR 524/Paradise Lake Road intersection, there were a total of 69 reported crashes during the five year period, of which 54 crashes had no apparent injuries and one crash involved a suspected serious injury. There were no crashes with fatalities at this intersection over the five year period. A breakdown of the severity of these crashes is shown in Exhibit 3.

Nearly 60 percent of the crashes were rear end crashes, nearly 16 percent involved vehicles entering at an angle, and almost 12 percent were sideswipe type crashes. These types of crashes are common in heavily congested areas.

Under Federal law 23 of the United States Code Section 409, crash data maintained for purposes of evaluating potential highway safety enhancements “shall not subject to discovery or admitted into evidence in a federal or state court proceeding or considered for other purposes in any action for damages arising from any occurrence at a location mentioned or addressed in such reports, surveys, schedules, lists, or data.”

Exhibit 3: Severity of Crashes, SR 522/SR 524/ Paradise Lake Road Intersection (January 2013 to December 2017)

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SR 522 PARADISE LAKE ROAD INTERCHANGE IMPROVEMENT PROJECT 9

The contributing factors that were reported involved driver inattention (25 percent) and drivers following too closely (15 percent). Apparent alcohol or drug usage was reported in six crashes.

2.3: What are the current and future railroad operations? An independent freight railroad operates in the rail corridor with authority from the Surface Transportation Board. Two trains per week operate on the set of double rail lines that run parallel with SR 522 on the west. The railroad property is 200 feet wide within the NW 1/4 of Section 25 (south of SR 524) and 100 feet wide in the SW 1/4 of Section 24 (north of SR 524). South of SR 524, the 200 foot railroad right of way is adjacent to the SR 522 right of way. There is an easement for a road (West Bostian Road including the north-south portion of SR 524) over the east 50 feet of the railroad right of way (see Exhibit 15 on page 41). Federal freight railroad operating rights apply to the railroad right of way. When the property was sold by BNSF to the Port of Seattle, a permanent freight easement was independently sold to those who operate the trains today. Snohomish County acquired the railroad corridor from the Port of Seattle. The County plans to build a regional trail in the corridor along the east side of the existing rail and preserve the corridor for existing and future railway operations; this includes freight rail today and potentially passenger rail in the future.

2.4: What are the current and future transit operations? Community Transit Route 424 runs on SR 522 with two weekday westbound trips in the am peak hour and two weekday eastbound trips in the pm peak hour. There are no current transit stops in the study area. Community Transit’s 2030 Long Range Plan states: “…as demand warrants, expand commute hour services operating along the SR 522 corridor.”

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3: Future Traffic Conditions This section provides a description of the future no build traffic conditions in the study area if the existing at grade SR 522/SR 524/Paradise Lake Road intersection remains unchanged. It includes a summary of future 2040 traffic volumes, intersection level of service, and queuing back-ups.

3.1: How were the future 2040 No Build traffic forecasts developed? The Snohomish County travel demand model was used to develop the future year forecast. Snohomish County’s travel demand model is a refined version of the PSRC’s trip-based four-county regional travel demand model with a base year of 2012 and future year of 2035 that was developed to support the County’s 2015 Comprehensive plan update. Since the Comprehensive plan update, the County has updated its travel demand model from 2012 to 2018, and is referred to by the County as the Snoco2018 model. The Snoco2018 model has a base year of 2018 and a future forecast year of 2035. The Snoco2018 model was calibrated by the County to existing traffic counts and travel times. Snohomish County used the refined Snoco2018 model to provide existing (2018) and future (2035) model forecast volumes to the SR 522/Paradise Lake Road team for evaluation. In addition to reflecting programmed land use changes consistent with Snohomish County’s comprehensive plan, the 2035 travel demand model includes the following roadway network assumptions within the vicinity of the study area:

• Widening of I-405 between NE 195th St and SR 527 to result in 5 lanes of travel in each direction on I-405,

• Widening of SR 522 from two lanes to four lanes from north of Paradise Lake Road to the Snohomish River,

• Construction of a grade separated diamond interchange at SR 522 and Paradise Lake Road

The forecasted change in traffic volumes between the Snoco2018 model and the Snoco2035 model was applied to the total existing demand volumes for the intersections within the SR 522/SR 524/Paradise Lake Road study area based on the methodology documented in NCHRP Report 765: Analytical Travel Forecasting Approaches for Project-Level Planning and Design. Because the Snohomish County travel demand model only has a 2035 forecast horizon, the post-processed 2035 intersection turning movement volumes were then extrapolated to 2040 conditions assuming the same growth rate that occurred between 2018 and 2035 would continue to 2040 conditions. The main difference in the roadway network between the No Build and Build conditions for the SR 522/Paradise Lake Road area is whether the junction of SR 522 and Paradise Lake Road is accommodated as an at-grade intersection or a grade separated interchange. Based on discussions with Snohomish County and

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WSDOT, it was decided that the same 2040 forecast volumes should be used to evaluate both the No Build and Build conditions within the study area, given that both alternatives allow for the same movements between SR 522 and Paradise Lake Road and also given the fact that there are no alternative connections within close proximity of this junction.

3.2: What are the future 2040 traffic volumes and operations? Based on the Snoco2018 model and the process described previously, the 2040 AM and PM peak hour traffic forecasts for the No Build conditions were developed and are shown in Exhibit 4. These volumes assume that SR 522 is widened from two lanes to four lanes from north of Paradise Lake Road to the Snohomish River, the SR 522 / Paradise Lake Road remains as an at-grade intersection with signal time adjusted for the future traffic volumes and all other intersections remain as TWSC using existing configurations. A detailed summary of future 2040 No Build traffic operations is contained in Appendix D: SR 522 / Paradise Lake Road Interchange Project – Operational and Safety Report. Based on the SimTraffic network analysis of the 2040 traffic flow, it was seen that in 2040 the SR 522/Paradise Lake Road signalized intersection is expected to operate at LOS F, during both the AM and PM peak hours. In addition, most of the TWSC intersections are expected to also operate at LOS F, caused by increased congestion along SR 524, Paradise Lake Road and SR 522. Some of the delays on the stopped streets are quite long. This is because SimTraffic is a static assignment model and the network only covers the study area. These factors do not allow vehicles to be diverted to different routes or travel at different times of the day because of congestion in the study area. From a review of these queue lengths, it was observed that the westbound queue lengths along Paradise Lake Road during the AM peak hour extends from the SR 522/Paradise Lake Road intersection to near the Paradise Lake Road/96th Avenue SE intersection. Likewise the eastbound queue along SR 524 extends from the SR 522/Paradise Lake Road intersection past the SR 524/86th Avenue intersection. Queues also extend southbound along Yew Way from SR 524 to beyond Broadway Avenue. During the PM peak hour, the westbound queue lengths along Paradise Lake Road during the AM peak hour extends from the SR 522/Paradise Lake Road intersection to near the Paradise Lake Road/99th Avenue SE intersection. Likewise the eastbound queue along SR 524 extends from the SR 522/Paradise Lake Road intersection past the SR 524/86th Avenue intersection. Queues also extend southbound along Yew Way for about 920 feet north of SR 524 and along Broadway Avenue from SR 524 to beyond Yew Way. It should also be noted that at the SR 522/Paradise Lake Road intersection, queues back-up approximately 4,647 feet southbound and 840 feet northbound during the AM peak hour and about 1,418 feet southbound and 3,888 feet northbound during the PM peak hour.

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Exhibit 4: Future 2040 No Build AM and PM Peak Hour Traffic Volumes

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Exhibit 4: Future 2040 No Build AM and PM Peak Hour Traffic Volumes (Cont.)

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3.3: What are the existing and future deficiencies? Based upon the above analyses, the SR 522/SR 524/Paradise Lake Road intersection currently operates at a low level of service with operations continuing to deteriorate as traffic levels increase in future years. Some of the operational and safety issues and constraints at this intersection include:

• Increased Traffic Volumes: Existing approach volumes at this intersection range from about 3,200 vehicles during the AM peak hour and about 3,700 vehicles during the PM peak hour. These traffic volumes are expected to increase to over 5,300 vehicles in the AM peak hour and to over 5,800 during the PM peak hour.

• Increased Vehicle Delay and Deteriorating of LOS: The level of service at SR 522 / SR 524 / Paradise Lake Road intersection is currently at LOS E with 75 second of vehicle delay in the AM peak hour and over three minutes of delay during the PM peak hour. By 2040, it is expected that these delays will increase to about five minutes in the AM peak hour and to three and a half minutes in the PM peak hour. The reason for the shorter vehicle delay during the PM peak hour is that SR 522 is assumed to be widened to four lanes north of Paradise Lake Road by 2040, which allows for a better northbound traffic flow from the intersection.

• Increased Vehicle Queue Lengths along SR 522: During the AM peak hour, queue lengths along SR 522 in 2018 are estimated at about 380 feet northbound and about 670 feet southbound. By 2040, these AM queue lengths are expected to increase to over 840 feet northbound and nearly 4,650 feet southbound. During the PM peak hour, queue lengths along SR 522 in 2018 are estimated at about 3,880 feet northbound and about 640 feet southbound. By 2040, the PM queue lengths are expected to be nearly 3,890 feet northbound and over 1,400 feet southbound (queue lengths did not get substantially worse in 2040 because of the assumption that SR 522 is widened to four lanes).

• Increased Vehicle Queue Lengths along SR 524: Eastbound queues along SR 524 currently extend from SR 522 to nearly 87th Avenue SE in the AM peak hour and beyond 86th Avenue in the PM peak hour. By 2040, eastbound queues along SR 524 will extend beyond 86th Avenue SE during both AM and PM peak hours. In addition, long southbound queues are expected along Yew Way during the AM and PM peak hours and along Broadway Avenue during the PM peak hour.

• Increased Vehicle Queue Lengths along Paradise Lake Road: Currently, westbound queues along Paradise Lake Road extend from SR 522 to beyond 91st Avenue SE in the AM peak hour and beyond 99th Avenue in the PM peak hour. BY 2040, these westbound queues are expected to be longer. In addition, long queues are expected along the side roads approaching Paradise Lake Road.

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• Long Cross Street Delays: Currently drivers experience long delays and queues along cross streets as they approach Paradise Lake Road and SR 524 in the study area and generally have a poor LOS during the peak hours. These delays and queues are forecasted to be longer by 2040. Much of the delay is caused by the queue back-up along both SR 524 and Paradise Lake Road that minimizes gaps for cross street traffic entering or crossing SR 522 at Paradise Lake Road.

• Safety: Over the five year period from 2013 thru 2017, there were 69 reported crashes at the SR 522 / SR 524 / Paradise Lake Road intersection or about 14 crashes per year and one suspected serious crash during this period. No fatalities were reported. Over 78 percent of these crashes were property damage only crashes with no apparent injuries. Over 59 percent were rear end type crashes and about 16 percent involved vehicles entering at an angle. These types of crashes are often congestion related. The main factors that were reported which may have contributed to these crashes were driver inattention or drivers following too closely.

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4: Preliminary Alternatives Considered 4.1: What alternatives were considered? At the outset of this project, two parameters for which alternatives were to be considered were: 1) the ultimate recommendation should be significantly less costly than the preferred alternative established in the 1994 Environmental Impact Statement1 (estimated to cost in excess of $110 million, not including removal of fish barriers) and 2) it must meet the purpose and need for the project. With those two parameters in mind, WSDOT developed what started as sixteen alternatives and became twenty conceptual level alternatives or variations for qualitative review by both WSDOT and Snohomish County staff. During an alternatives workshop held on August 17, 2018, technical staff reduced the number of alternatives to six, that were then forwarded to the Technical Advisory Committee for further evaluation (see Appendix E: Summary of Workshop Alternatives). 4.2: What process was used for the qualitative screening of alternatives? During the “alternatives workshop”, participants collaboratively went over the alternatives or variation on an alternative, evaluating each based on five operations performance metrics and five “impact” metrics previously agreed upon by the TAC. As a further gradation of the operations metrics, each was further divided into how well an alternative is believed to improve auto, pedestrian/bicycle, and freight operations. Operations categories included:

• SR 522 Operations • Local Street Operations • Safety • Non-Motorized Access • Forward Compatibility (with other known proposed

improvements)

Impact metrics included: • Land Use Context • Construction Impacts • Environmental Impacts • Utility Impacts • Right of Way Impacts

As a last qualitative evaluation tool, anticipated project cost was also considered. The qualitative assessment used the following assignment system for both impacts and operations: ++ An alternative receiving this symbol meant, relative to

other alternatives, it was rated as “very positive.” + This symbol results in a rating with “some advantage”

over other alternatives Alternatives noted with this symbol meant their

advantages were “neutral” when compared to other alternatives.

- An alternative getting a single negative symbol meant there were considered to be some comparative disadvantages when compared to other alternatives.

-- Two negative signs or symbols meant the metric for that alternative was rated as “very negative” when compared to other alternatives.

1 SR 522, SR 9 to SR 2, Final Environmental Impact Statement, May 1994, Washington State Department of Transportation.

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For the qualitative cost analysis, a similar system was used, as follows: 0 Means the alternative has no construction cost (only the no build

alternative) $ Means the alternative has a relatively low cost to construct $$ The improvement has a relatively moderate cost to construct $$$ The improvement or alternative has a high cost to construct $$$$ The improvement has an extremely high cost to construct (1994

Preferred Alternative) How each alternative was “scored” in comparison to the other alternatives is included with the graphic example of the alternatives in Appendix E: Summary of Workshop Alternatives.

4.3: Which alternatives were advanced for more detailed analysis? Based on the qualitative screening process discussed above, the TAC selected five alternatives for further review and discussion; to which a sixth was later added that is a variation on Alternative 3. Each of the six alternatives is graphically represented and described in Exhibit 5. Prior to further screening by the TAC, the Project Team briefed both the Snohomish County Council and Woodinville City Council. A presentation was made to each governing body on September 18, 2018. From those presentations, the Project Team informed the TAC of a strong preference by the Snohomish County Council not to extend the local streets over SR 522, due to the visual and physical barrier each of those options would create between SR 524 and the business community adjacent to SR 524 as a result of the rise in the roadway.

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Exhibit 5: Description of Six Initial Alternatives for Further Analysis

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5: Evaluation of Alternatives Advanced for More Detailed Analysis 5.1: What traffic conditions can be expected under the No Build and the

six Build alternatives? Traffic volumes for each of the six build alternatives were developed by reassigning the 2040 No Build forecast volumes to the revised roadway network for the conceptual layouts of each of the Build alternatives. To compare the operational results of the initial six alternatives, SimTraffic simulation software was used in accordance with the latest Highway Capacity Manual (HCM) version 6 and WSDOT guidelines. The various intersection control types used in these initial alternatives are temporary assumptions for comparison purposes. Based on discussions with the study team and because of time constraints, it was decided that only the PM peak hour operational analysis would be performed for the initial set of alternatives. The distribution of traffic and the detailed results of the operational analyses for the six alternatives are included in Appendix D: SR 522 / Paradise Lake Road Interchange Project – Operational and Safety Report. A summary of these operational analyses for the 2040 PM peak hour traffic operations for the initial Build Alternatives is presented In Exhibit 6. The 2040 No Build operation is also presented for comparison purposes. From a review of the data in Exhibit 6, all of the alternatives show improvement over the No Build conditions, although the SR 522 northbound (NB) ramps in Alternatives 3 and 4 indicate LOS E operations. If selected, a more detailed operational analysis is needed to select the proper intersection control type and channelization improvements. The queue back-up caused by the at-grade intersection of SR 522 and Paradise Lake Road was eliminated because of the grade separation of SR 524 or Paradise Lake Road with SR 522 in the various Build Alternatives. Queues from the ramp intersections do not back-up onto the SR 522 for any of the Build Alternatives The westbound queues along Paradise Lake Road and the eastbound queues along SR 524 were also reviewed and are summarized below.

• Paradise Lake Road westbound queues: o No Build Alternative: Queues extend from SR 522 back past 99th Avenue SE o Alternative 1: Minimal queues mainly for left turning traffic o Alternative 2: Some longer queues than Alternative 1 but does not exceed

spacing between analyzed intersections o Alternative 3: Minimal queues mainly for left turning traffic with long queues

along 212th Street o Alternative 4: Minimal queues mainly for left turning traffic with long queues

along 212th Street o Alternative 5: Queues extend from SR 522 back to approximately 97th Drive o Alternative 6: Minimal queues mainly for left turning traffic

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• SR 524 (Maltby Road) eastbound queues: o No Build Alternative: Queues extend from SR 522 back past 86th Avenue o Alternative 1: Queues back-up from 91st Avenue/212th Street intersection

across the new bridge and nearly to 86th Avenue o Alternative 2: Some queues but does not exceed spacing between analyzed

intersections o Alternative 3: Queues back-up from the SR 522 NB ramp intersection,

across the new bridge and half way back to 87th Avenue, and from 87th Avenue back past 86th Avenue

o Alternative 4: Queues back-up from the SR 522 NB ramp intersection, across the new bridge and part way to Broadway Avenue with extended queues at 87th Avenue and 86th Avenue from left turning traffic

o Alternative 5: Queues extend from the new SR 522 interchange at Paradise Lake Road nearly back to 87th Avenue

o Alternative 6: Queues back-up from the SR 522 NB ramp intersection, across the new bridge to the grade separated railroad crossing, and from 87th Avenue past 86th Avenue

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Exhibit 6: Comparison of 2040 PM Peak Hour Traffic Operations – Initial Build Alternatives

Intersections Alternatives

No Build Alt 1 Alt 2 Alt 3 Alt 4 Alt 5 Alt 6

SR 522/Paradise Lake Road S 210 – F NA NA NA NA NA NA

Paradise Lake Rd/91st Ave/Bostian Rd TWSC 1,187 - F

S 19 - B

S 41 - D

TWSC 9 - A

TWSC 8 - A

S 159 - F NA

Paradise Lake Road/96th Ave TWSC 5 – A

TWSC 3 - A

TWSC 71 - F

TWSC 5 - A

TWSC 3 - A

TWSC 141 - F

TWSC 5 - A

Paradise Lake Road/99th Ave TWSC 140 - F

TWSC 998 – F

TWSC 54 -F

S 27 - C

S 21 - C

TWSC 179 - F

TWSC 857 - F

SR 524(Maltby Rd)/86th Ave TWSC 1,230 - F

TWSC 33 – D

TWSC 24 - C

TWSC 148 - F

TWSC 36 - E

TWSC 62 - F

TWSC 158 - F

SR 524(Maltby Rd)/87th Ave TWSC 455 - F

RAB 18 - B

RAB 6 - A

RAB 21 - C

RAB 7 - A

RAB 11 - B

RAB 18 - B

SR 524(Maltby Rd)/Broadway Ave TWSC 37 - E NA TWSC

4 - A NA TWSC 6 - A

TWSC 5 - A NA

SR 524(Maltby Rd)/Yew Way/West Bostian Rd

TWSC 801 - F

RAB 26 - C

RAB 7 - A NA S

50 - D S

32 - C NA

Paradise Lake Road/West Bostian Rd TWSC 410 - F

TWSC 14 – B

TWSC 13 - B NA S

46 - D NA

Yew Way/Broadway Avenue TWSC 1,019 - F NA TWSC

333 - F S

43 - D TWSC 452 - F

TWSC 507 - F

RAB 18 - B

Yew Way/Yew Way Connector TWSC 1,368 - F

S 32 - C

S 12 - B

TWSC 43 - E

S 15 - B

S 16 - B

TWSC 24 - C

212th Ave/91st Ave NA S 22 - C NA NA NA NA NA

SR 524 / SR 522 SB Ramps NA NA NA S 18 - B

S 15 - B NA S

12 - B

SR 524 / SR 522 NB Ramps NA NA NA S 57 - E

S 56 - E NA S

19 B

Paradise Lake Rd / SR 522 SB Ramps NA NA NA NA NA S 10 – B NA

Paradise Lake Rd / SR 522 NB Ramps NA NA NA NA NA S 23 - C NA

Relocated Paradise Lake Rd / Bostian Rd NA NA NA NA NA NA S 15 - B

Notes: • NA = Not Applicable • SB = Southbound NB = Northbound • S = Signalized intersection RAB = Roundabout • TWSC = Two-way Stop Controlled Intersection • For signalized and RAB intersections, LOS and delay is for overall intersection condition • For TWSC intersections, LOS and delay is for worst minor street condition • Shaded cells = show LOS below LOS D

Traffic Control Type Delay (sec) - LOS

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5.2: What criteria were used to evaluate the six alternatives? The TAC agreed upon twelve criteria by which they would compare each alternative to the others and determine which, if any, should be advanced to the next stage of evaluation. Each alternative was then evaluated against the other alternatives, to determine if one alternative performed better than the next, based on that single criteria (see the Criteria Weighting Worksheet in Appendix F: Weighting Criteria Summary). The criteria included:

• How well does the alternative connect to Broadway Avenue? Positive = works without realigning Broadway. Neutral = works with county realignment of Broadway. Negative = Broadway realignment will cost more than current county

plan. • Does the alternative include a direct connection from SR 522 to SR 524?

Positive = direct connection. Neutral = connection meets existing condition. Negative = connection less direct than existing.

• Does the alternative improve operations on SR 522 (congestion on SR 522)? Positive = congestion reduction improvements in addition to signal

removal. Neutral = improvements limited to signal removal. Negative = congestion increase.

• Are local street operations improved (congestion on SR 524 and other side streets)?

Positive = congestion reduction in addition to intersection area. Neutral = operational improvements only at existing intersection. Negative = congestion increase on local roads.

• Does the alternative improve safety (risk of serious and injury crashes)? Positive = crash risk reduction at locations in additional to existing

intersection. Neutral = improvements limited to existing intersection. Negative = no change from existing condition.

• Is non-motorized access improved (pedestrian and bicycle facilities and connection to future trail)?

Positive = facilities for non-motorists and direct connection to future trail. Neutral = facilities for non-motorists and indirect connection to future trail. Negative = no facilities for non-motorists and no connection to future trail.

• Is the project compatible with other planned improvements (expanding the system in the future)?

Positive = conducive to future expansion. Neutral = no change from existing condition. Negative = hinders future expansion.

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• Does the alternative maintain access to existing businesses (land use context)?

Positive = improved access. Neutral = no change from existing condition. Negative = no access.

• How difficult are the construction impacts to mitigate (maintenance of traffic (MOT) during construction)?

Positive = straightforward MOT. Neutral = some challenges to MOT. Negative = very challenging MOT.

• How serious are the environmental impacts (effects caused by the construction)?

Positive = fish passages will be improved or avoided. Wetlands will be avoided.

Neutral = no change from existing condition. Negative = fish passages and wetlands will be negatively impacted.

• Are there utility impacts (relocations caused by construction)? Positive = no utility relocation required. Neutral = minor utility relocation required. Negative = major utility relocation required.

• What are the right of way (ROW) impacts (quantity of acquisition and relocation)?

Positive = no acquisition(s) or minor acquisition(s) with no relocation. Neutral = acquisition(s) with access revision. Negative = business and household relocation(s).

5.3: How did the Technical Advisory Committee, score each alternative? Prior to the second TAC meeting, each TAC member was asked to score the six alternatives using the above criteria. How each alternative was “scored” in comparison to the other alternatives is included in Appendix G: Alternative Evaluation Scoring Sheets. This exercise provided each TAC member with a better understanding of the operations and impacts of each of the six alternatives. This understanding of the benefits and constraints fostered a robust discussion at the second TAC meeting held on September 19, 2018. Based on these discussions, it was decided that:

• An extended SR 524 over the railroad, Yew Way and SR 522 would severely impact businesses located along SR 524 (Maltby Road) east of 86th Avenue SE and should not be given further consideration.

• Any crossing of SR 522 should elevate SR 522 over the cross street.

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• 212th Street SE east of SR 522 would end in a cul-de-sac and would not be connected to the extended SR 524 under SR 522 to avoid increased traffic on 212th Street SE.

As a result of this evaluation process, TAC selected two alternatives (that combined various elements of the six alternatives) to advance for further analysis, as well as be presented to the public in an open house on October 2, 2018. The two refined alternatives are shown in Exhibit 7. The key difference between the two refined alternatives is the location of the on and off ramps with SR 522. In Refined Alternative 1, the ramps are configured like a traditional tight diamond, connecting to extensions of SR 524 and Paradise Lake Road. In Refined Alternative 2, the ramps are configured with direct connections to the current Paradise Lake Road intersection. In both cases, cross SR 522 traffic is routed along relocated Paradise Lake Road to intersect directly with SR 524.

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6: Evaluation of Refined Alternatives 6.1: What local improvements are analyzed with the Refined Alternatives? Several local roadway improvements are included with each of the refined alternatives. These improvements are listed below for each alternative: Refined Build Alternative 1: Extend SR 524 (Maltby Road) diagonally under an elevated SR 522 as a Diamond Interchange and connect to Paradise Lake Road This alternative contains the following improvements:

• Extend SR 524 diagonally under an elevated SR 522 as a diamond interchange and connect to Paradise Lake Road with a signalized intersection

• Signalize the at-grade intersection with Yew Way and West Bostian Road • Maintain the at-grade railroad crossing of SR 524 • Change the 87th Avenue intersection to a roundabout • Close the SR 522 / Paradise Lake Road intersection • Close a section of Paradise Lake Road between West Bostian Road and the

driveway to Hidden River Middle School • Extend Bostian Road to extension of SR 524 as a signalized intersection • Add a cul-de-sac on 91st Avenue SE south of the SR 524 extension

with a realigned 91st Avenue SE to tie into the Bostian Road extension and a cul-de-sac on 212th Street SE east of 91st Avenue

• Maintain the existing alignment of Broadway Avenue • Add a signal to the Yew Way/Yew Way connector intersection.

Refined Build Alternative 2: Extend SR 524 (Maltby Road) diagonally under an elevated SR 522 and connect to Paradise Lake Road with SR 522 ramps connected to Paradise Lake Road

This alternative contains the following improvements: • Extend of SR 524 diagonally under an elevated SR 522 and connect to

Paradise Lake Road • Connect SR 522 ramps with Paradise Lake Road as a signalized intersection • Close the SR 522 / Paradise Lake Road intersection • Re-align Paradise Lake Road to connect to extension of SR 524 • Signalize the Paradise Lake Road / 91st Avenue / Bostian Road intersection • Signalize the at-grade intersection with Yew Way and West Bostian Road • Maintain the at-grade railroad crossing of SR 524 • Change the 87th Avenue intersection to a roundabout • Add a cul-de-sac on 91st Avenue SE south of the SR 524 extension and a

cul-de-sac on 212th Street SE east of 91st Avenue

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• Maintain the existing alignment of Broadway Avenue • Add a signal to the Yew Way/Yew Way connector intersection.

6.2: What traffic conditions can be expected under the Refined Alternatives? The 2040 traffic volumes for the two refined alternatives were based on the 2040 forecasts and adjusted to account for the physical layout of the alternatives. These volumes assume that SR 522 is widened from two lanes to four lanes from north of Paradise Lake Road to the Snohomish River. A summary of the operational analysis for the refined build alternatives during the 2040 AM and PM peak hours is listed in Exhibit 8, showing intersection control type, approach volumes, average vehicle delay and intersection LOS. These results are developed from the SimTraffic simulations because of the closely spaced intersections. By comparing the 2040 operational results for the refined build alternatives in Exhibit 8 with the 2040 No Build Alternative results presented previously, it can be observed that both refined build alternatives improved traffic operations at the selected intersections. Although some stopped cross street approaches still operated at LOS F, the amount of delay is greatly reduced at most of these TWSC intersections. As can be observed, the SR 522 signalized ramp intersections are expected to operate at LOS C or D in the AM peak hour and LOS B and D in the PM peak hour for Refined Build Alternative 1. For the Refined Build Alternative 2, nearby intersections to the on and off ramps with SR 522 off Paradise Lake Road operate at LOS B or C, including the Paradise Lake Road/Bostian RD/91st Avenue, Paradise Lake Road/West Bostian Road, and extended SR 524/Paradise Lake Road intersections.

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Exhibit 7: Refined Alternatives

Refined Alternative 1

Refined Alternative 2

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Exhibit 8: Operational Summary for 2040 Refined Build Alternatives

Intersections Traffic Control

Refined Build Alternative 1 AM Peak Hour PM Peak Hour

Approach Volume LOS Delay

(sec) Approach Volume LOS Delay

(sec) SR 524(Maltby Rd)/86th Ave TWSC 1,312 F 112 1,076 F 171 SR 524(Maltby Rd)/87th Ave RAB 1,556 B 15 1,131 C 27 SR 524(Maltby Rd)/Broadway Ave TWSC 1,335 F 74 1,005 C 15 SR 524(Maltby Rd)/Yew Way/West Bostian Rd S 2,024 D 44 2,022 C 21

Extended SR 524/SR 522 SB Ramps S 2,517 C 29 2,036 B 11 Extended SR 524/SR 522 NB Ramps S 3,023 B 17 3,641 D 40 Extended SR 524/Paradise Lake Rd/Bostian Rd S 1,808 A 5 1,660 D 41

Paradise Lake Road/96th Ave TWSC 1,511 E 47 1,438 F 111 Paradise Lake Road/99th Ave TWSC 1,532 F 308 1,474 F 873 Yew Way/Yew Way Connector S 876 B 11 1,493 B 18 Yew Way/Broadway Avenue TWSC 1,101 D 25 1,164 F 757

Intersection Traffic Control

Refined Build Alternative 2 AM Peak Hour PM Peak Hour

Approach Volume LOS Delay

(sec) Approach Volume LOS Delay

(sec) SR 524(Maltby Rd)/86th Ave TWSC 917 F 239 1,076 D 32 SR 524(Maltby Rd)/87th Ave RAB 1,556 B 17 1,131 B 10 SR 524(Maltby Rd)/Broadway Ave TWSC 1,335 F 183 1,005 A 5 SR 524(Maltby Rd)/Yew Way/West Bostian Rd S 2,605 C 31 2,263 B 13

Extended SR 524/Paradise Lake Rd S 2,162 C 25 2,102 B 19 Paradise Lake Road/96th Ave TWSC 1,511 E 36 1,438 F 58 Paradise Lake Road/99th Ave TWSC 1,565 F 325 1,474 F 915 Paradise Lake Rd/Bostian Rd/91st Ave S 841 C 35 1,167 B 10 Paradise Lake Rd/West Bostian Rd TWSC 1,595 B 12 787 B 10 Yew Way/Yew Way Connector S 876 B 12 1,493 C 21 Yew Way/Broadway Avenue TWSC 1,101 D 25 1,164 F 455

Notes:

• S / E = Traffic Control Type / Level of Service (LOS) • S = Signalized intersection • TWSC = Two-Way Stop Controlled Intersection • For signalized intersections, LOS and delay is for overall intersection condition • For TWSC intersections, LOS and delay is for worst minor street condition

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7: Preliminary Preferred Alternative 7.1: How was the Preliminary Preferred Alternative selected? The previously discussed information, along with other evaluation data and alternative variations, was discussed at the third TAC meeting held on October 17, 2018. Based on these discussions, it was decided that Refined Build Alternative 1, with additional local street improvements, including a ten-foot non-motorized path on both sides of relocated Paradise Lake Road, be moved forward as the preliminary preferred alternative. The next step involved analysis of the preliminary preferred alternative with roundabouts at four intersections along with local improvements, as illustrated in Exhibit 9. The proposed four roundabout intersections are:

• SR 524 / 87th Avenue SE • Extended SR 524 /SR 522 SB Ramps • Extended SR 524 / SR 522 NB Ramps • Extended SR 524 / Relocated Paradise Lake Road / Relocated Bostian Road

Exhibit 9: Preliminary Preferred Alternative

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Other local Improvements suggested by the TAC members included in the analysis of the preliminary preferred alternative are as follows:

• The County will relocate Broadway Avenue to connect to the intersection of SR 524 with 87th Avenue SE

• A new connector road along a proposed 94th Avenue SE alignment between 212th Avenue SE and the new roundabout at the extended SR 524 / Relocated Paradise Lake Road / Relocated Bostian Road

• Cul-de-sac on Yew Way north of SR 524 (Maltby Road) • Do not connect the extension of SR 524 to 212th Street SE or 91st Avenue SE

east of SR 522

7.2: What does the Preliminary Preferred Alternative look like? A conceptual layout of the preliminary preferred alternative is shown in Exhibit 10 (See Appendix J: Conceptual Plan Sheets for more detail) and contains the following improvements:

• Extend SR 524 diagonally under an elevated SR 522 as a diamond interchange and connect to Paradise Lake Road with roundabout intersections with SR 522 NB and SB ramps

• Tie West Bostian Road into the roundabout at SR 524 and the SR 522 SB ramps

• Maintain the at-grade railroad crossing of SR 524 • Connect Broadway Avenue to the SR 524/87th Avenue intersection with a

roundabout • Close the SR 522 / Paradise Lake Road intersection • Close a section of Paradise Lake Road between West Bostian Road and the

driveway to Hidden River Middle School • Extend Bostian Road to the roundabout of the extended SR 524 and

Paradise Lake Road • Add a cul-de-sac on 91st Avenue SE south of the SR 524 extension with a

realigned 91st Avenue SE to tie into the Bostian Road extension • Add a cul-de-sac on 212th Street SE east of 91st Avenue • Add a cul-de-sac on Yew Way north of the SR 524 • Add a signal to the Yew Way/Broadway Avenue connector intersection • Add a new connector roadway along the 94th Street alignment from the SR

524/Paradise Lake Road intersection and tie into 212th Street SE • Add a ten-foot non-motorized path on both sides of relocated Paradise Lake

Road

7.3: How does the Preliminary Preferred Alternative perform? The 2040 traffic volumes were adjusted to account for the physical layout of the preliminary preferred alternative. The adjusted 2040 AM and PM peak hour volumes are shown on Exhibit 11.

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Exhibit 10: Conceptual Layout of the Preliminary Preferred Alternative

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Exhibit 11: 2040 AM & PM Peak Hour Traffic Volumes for the Preliminary Preferred Alternative

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Exhibit 11: 2040 AM & PM Peak Hour Traffic Volumes for the Preliminary Preferred Alternative (Cont.)

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To analyze the traffic operations of the preliminary preferred alternative and conduct an initial evaluation of the type of traffic control needed, SIDRA software was used for the roundabout intersections and Synchro for isolated intersections not affected by queues from other intersections. A summary of the operational analysis results for the preliminary preferred alternative during the 2040 AM and PM peak hours is listed on Exhibit 12, showing intersection control type, approach volumes, average vehicle delay and intersection LOS.

Exhibit 12: 2040 Operational Summary for the Preliminary Preferred Alternatives

Intersections Control Type

AM Peak Hour PM Peak Hour Approach Volume LOS Delay

(sec) Approach Volume LOS Delay

(sec) SR 524(Maltby Rd)/86th Ave TWSC 1,312 E 44 1,076 D 28 SR 524(Maltby Rd)/87th Ave RAB 2,288 B 15 2,317 A 8 SR 524(Maltby Rd)/West Bostian Rd/SR 522 SB Ramps RAB 2,664 B 19 2,201 A 9

Extended SR 524/SR 522 NB Ramps RAB 2,147 B 14 2,148 A 9 Extended SR 524/Paradise Lake Rd/Bostian Rd RAB 1,812 A 7 1,667 A 7

Paradise Lake Road/96th Ave TWSC 1,321 D 26 1,343 C 19 Paradise Lake Road/99th Ave TWSC 1,345 C 17 1,372 C 21 Yew Way/Yew Way Connector TWSC 194 B 11 694 E 44 Yew Way/Broadway Avenue S 1,172 A 7 1,634 A 8

Notes: • S: Signalized intersection TWSC: Two way stop controlled intersection • RAB: Roundabout • SB: Southbound NB: Northbound • For signalized intersections, LOS and delay is for overall intersection condition • For TWSC intersections, LOS and delay is for worst minor street condition

By comparing the 2040 operational results with the 2040 No Build Alternative results, it can be observed that preliminary preferred alternative with roundabouts improves traffic operations at the selected intersections. Although some stopped cross street approaches are expected to operate below LOS D, the amount of delay is greatly reduced at most of these TWSC intersections. As can be observed from Exhibit 12, the SR 522 ramp intersections with roundabouts are expected to operate at LOS B or better in the AM peak hour and LOS A during the PM peak hour. The queue back-ups at the various intersections for the preliminary preferred alternative were also analyzed. The queue back-up caused by the at-grade intersection of SR 522 and Paradise Lake Road was eliminated because of the grade separation of SR 524 from SR 522. Queues from the SR 522 ramp intersections do not back-up onto SR 522; however, the AM peak hour 95% queue on the southbound off-ramp is expected to extend over 467 feet. There are some queues that extend between various intersections with the preliminary preferred alternative. At the SR 524/87th Avenue roundabout during the AM peak hour, the 95% eastbound queue extends past the 86th Avenue SE

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intersection and may require a two lane approach to reduce the queue length. Also the PM peak hour 95% queue for the westbound approach to the SR 524/West Bostian Road/SR 522 SB ramp intersection extends back to the SR 524/SR 522 NB ramp intersection and may need to be widened to two lanes between the roundabouts to accommodate the queue length. If signals were used instead of roundabouts at the four intersections, the following improvements would be needed for the intersections to operate at LOS D or better:

• A three lane SR 524 would be needed between 86th Avenue SE and 87th Avenue SE including an eastbound left turn lane.

• A four lane SR 524 would be needed between 87th Avenue SE and the SR 524/West Bostian Road/SR 522 SB ramp intersection in addition to right turn lanes.

• Additional turn lanes are need on both the northbound and southbound approaches on 87th Avenue SE as it approaches SR 524.

• A six lane SR 524 would be needed between the SR 522 SB ramp intersection and the SR 522 NB ramp intersections including parallel left turn lanes.

• Left turn lanes would be needed on the SR 522 NB and SB off ramps. • A four lane SR 524 between the SR 522 NB intersection and the SR

524/Paradise Lake Road with additional turn lanes at intersections. • A transition section on Paradise Lake Road from four lanes to two lanes

west of the SR 524/Paradise Lake Road intersection.

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8: Environmental Review 8.1: What level of environmental review was undertaken? A high-level environmental review of the SR 522/Paradise Lake Road interchange area, approximately from milepost (MP) 16.42 to MP 17.13 was completed to assist in evaluating alternatives. The information presented primarily comes from online resources and databases and GIS. A brief explanation of the likely environmental constraints in the proximity of interchanges, together with an Environmental Research Summary (ERS) is contained in Appendix H: Environmental Review and Analysis Report. The ERS was used as a tool to gather information about the various environmental considerations typical for WSDOT projects. Conservative assumptions about the project were made.

8.2: What environmental issues were considered? Based on the ERS completed for this project, Exhibit 13 contains an initial list of environmental considerations that may aid in comparing the alternatives. These topics would help define the level of NEPA and SEPA documentation needed for a future project, as well as identifying potential permitting requirements. Also listed is an assessment of the potential budget and schedule impacts. This may not be an exhaustive list of environmental considerations. Also, the information provided is only preliminary and is to be used for project planning. More comprehensive environmental studies will be needed once funding is assigned and the project moves forward.

8.3: What type of environmental documentation would be needed for this project?

Based on the initial review of the project and the high level assessment of the environmental issues, an Environmental Assessment (EA) would be required. The EA could be adopted and then a Determination of Non-Significance (DNS) would be issued. If significant impacts are determined, mitigation would need to be documented. As project design progresses and more detailed information is developed, the level of classification needs to be confirmed with WSDOT Environmental Services Office staff and with the project‘s Federal NEPA lead, which is anticipated to be the US Army Corps of Engineers.

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Exhibit 13: Environmental Considerations & Permits for the SR 522/ Paradise Lake Road Interchange

8.4: Will there be long-term environmental commitments? Long-term environmental commitments may be needed. The fish passage structures will require monitoring for ten years. Plant establishment will require monitoring for approximately three years or more.

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8.5: How will utilities be affected by the SR 522 / Paradise Lake Road Interchange project?

As part of this study, WSDOT did a high level assessment of possible utility conflicts if the Preliminary Preferred Alternative was constructed. The analysis focused on electric power, natural gas, public water supply lines, sanitary sewers, telephone, and cable telecommunications. A summary of potential utility conflicts is illustrated in Exhibit 14. Any utility disruption caused by the construction of this project should be short-term and outages minimized. In general, utility franchise holders are required by their permit agreements to relocate at their own expense, prior to construction. Overall, no unavoidable adverse effects on utility services are anticipated. The complete utilities conflict summary memorandum is contained in Appendix I: Preliminary Utility Review.

Exhibit 14: Utilities Potentially Impacted by the SR 522/ Paradise Lake Road Improvement Project

PRELIMINARY PREFERRED ALTERNATIVE

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9: Implementation Plan 9.1: How does this project fit within the overall SR 522 corridor

improvement program? The design of SR 522 as a four-lane, access controlled freeway dates back to the early 1960s. Even then, construction was anticipated to occur in stages based on operational, safety, and traffic needs; including available funding. In early 1991, WSDOT appointed an Interdisciplinary Team to identify and evaluate potential impacts of the specific alternatives developed for SR 522 that resulted in a recommendation for construction of the corridor over five stages, as follows:

Stage 1: Construct four lanes from SR 9 through the existing Paradise Lake Road intersection, construct interim intersection improvements at Paradise Lake Road.

Stage 2: Construct four lanes from Paradise Lake Road through Fales Road/Echo Lake Road.

Stage 3: Construct Paradise Lake Road interchange. Stage 4: Construct four lanes to the Snohomish River and construct the

Fales Road/ Echo Lake Road interchange. Stage 5: Construct four lanes to SR 2, including a new Snohomish River

Bridge. In 1994, WSDOT accepted proposals for fourteen projects that would be funded through private means, six of which were approved, including SR 522. However, at that time, with concern over funding public projects with tolls, only Tacoma Narrows proceeded, but it too converted to a public toll facility. As time progressed, WSDOT has been able to implement elements of the initial strategy, leaving only the four-lanes between Paradise Lake Road and the Snohomish River, completing the second overpass of Echo Lake Road, and the interchange at Paradise Lake Road to complete. Initial planning for the entire corridor (except an implementable interchange at Paradise Lake Road) is also complete, including design and construction of most of the subgrade for the four-lane expansion. This project completes the planning process for the entire corridor from Monroe to Woodinville, with only final design, permitting and construction remaining. Prioritization of which of the final elements proceeds to construction will require legislative action.

9.2: What activities will take place prior to construction? In 2015, the Washington State Legislature approved and the Governor signed the Connecting Washington funding package. Connecting Washington includes $10 million in 2025-2029 design.

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With a preliminary preferred alternative accepted by both the TAC and WSDOT, there remain a number of priority activities to complete prior to construction, including:

• Complete preliminary design, cost estimate, and environmental analysis, with recommendations for a phased implementation program if appropriate.

• Undertake a value engineering/practical design process. • Determine the most appropriate procurement approach (design-bid-build

or design-build). • Complete a risk assessment. • Acquire right-of-way and permits. • Complete necessary local agency projects required to be in place prior to

SR 522 improvements, including relocation of Broadway Avenue in order to close both Yew Way north of SR 524 and the current intersection of Broadway Avenue with SR 524.

• Complete a Benefit/Cost Analysis and Operational Analysis to support decision making related to corridor project staging.

9.3: Is additional right of way needed in order to complete this project? While a right of way mitigation assessment has not been made, as can be seen on Exhibit 15, most of the right of way (ROW) needed for this project is already owned by WSDOT. There are exceptions, with additional ROW needed for the proposed roundabout/intersection with 87th Ave. SE; the east ramp terminal roundabout and north on ramp; and for extensions connecting Bostian Road to the new Paradise Lake Road extended roundabout, including the alignment north to 212th Street SE.

9.4: What activities will take place during construction? Acknowledging that construction funding is not currently in place, once full funding becomes available, it is anticipated that as currently configured, assuming all right of way has been acquired and permits are in place, the preliminary preferred alternative will take three years to construct. A high priority for WSDOT, the Snohomish County Council and the TAC is maintaining traffic and business access during construction. In response to those concerns, an interim conceptual staging plan was developed as shown in Exhibit 16.

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Exhibit 15: Preliminary Right-of-Way Requirements for the SR 522 / Paradise Lake Road Interchange

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Exhibit 16: Preliminary Staging Plan for the SR 522 / Paradise Lake Road Interchange Project ………..

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An outline of the construction sequence is discussed below. Stage One: Initial Ramp Improvements

1. Construct permanent on and off ramps from Paradise Lake Road to the north project limits.

2. Provide temporary detour connections from SR 522 mainline to the new ramps.

3. Move mainline traffic to the new ramps as a temporary detour route. Stage Two: Main Line Improvements

4. Construct the SR 522 mainline improvements from Paradise Lake Road to the north end of the project, including the new bridges, mainline fill, grading, drainage improvements, etc.

Stage Three: Local Roadway Improvements 5. Construct SR 524 extension from 87th Avenue SE to the 212th connector,

including the west roundabout, fish passage under SR 524, east roundabout and on to Paradise Lake Road.

6. Extend Bostian Road to the east roundabout, including north to 212th Street SE.

7. Complete connections on both the east and west ends of the new Paradise Lake Road extended.

8. Install temporary signals at the ramp terminals with Paradise Lake Road. 9. Move local traffic to the new route.

Stage Four: Fish Passages 10. Construct the final ramp configuration at the south end of the project. 11. Remove the temporary SR 522 connections. 12. Move through traffic on SR 522 to the new ramps. 13. Remove and reconstruct the fish passage across SR 522, south of

existing Paradise Lake Road. Stage Five: Final Improvements

1. Complete SR 522 mainline improvement to the south end of the project. 2. Move mainline traffic from the ramps to SR 522. 3. Complete roundabouts including connection to West Bostian Road, RR

crossing, and fish passage improvement underneath W. Bostian Road. 4. Open fully functional interchange 5. Remove abandoned roadway pavement (Yew Way, Paradise Lake Road,

and 91st Avenue SE). Stage Five: Remove culvert and open fish passage crossing Paradise Lake

Road.

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10: Conceptual Cost and Funding Options 10.1: What is the Conceptual Cost of the Preliminary Preferred

Alternative? A planning level opinion of probable cost based on the conceptual layout of the preliminary preferred alternative was developed and summarized in Exhibit 17. This conceptual cost estimate of $80,000,000 (2018 dollars) includes the following elements:

• New SR 522 on and off ramps • Raising SR 522 on a new embankment with new structure over the

proposed extension of SR 524 • Extend SR 524 diagonally under an elevated SR 522 as a diamond

interchange and connect to Paradise Lake Road with roundabout intersections with SR 522 NB and SB ramps

• Re-align West Bostian Road to tie into the roundabout of SR 524 and the SR 522 SB ramps

• Upgrade the at-grade railroad crossing of SR 524 • Construct a roundabout at the SR 524/87th Avenue SE • Close the SR 522 / Paradise Lake Road intersection • Close a section of Paradise Lake Road between West Bostian Road and

the driveway to Hidden River Middle School and remove pavement • Extend Bostian Road to the roundabout of the extended SR 524 and

Paradise Lake Road • Re-align Paradise Lake Road to the extended SR 524 • Add a cul-de-sac on 91st Avenue SE south of the SR 524 extension with a

realigned 91st Avenue SE to tie into the Bostian Road extension • Add a cul-de-sac on 212th Street SE east of 91st Avenue • Add a cul-de-sac on Yew Way north of the SR 524 • Add a new connector roadway along the 94th Street alignment from the

SR 524/Paradise Lake Road intersection and tie into 212th Street SE • Upgrade fish passages in the project area • Add non-motorized paths on both sides of SR 524

Related Snohomish County projects not included in the conceptual estimate are:

• Relocate Broadway Avenue to tie in the SR 524/87th Avenue SE roundabout

• Channelization improvements at the Paradise Lake Road/99th Avenue SE intersections

• Add a signal to the Yew Way/Broadway Avenue intersection

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Exhibit 17: Opinion of Probable Cost for the Preliminary Preferred Alternative

PRELIMINARY PREFERRED ALTERNATIVE OPINION OF PROBABLE COST

SR 522 Paradise Lake Road Interchange Project ITEM No. Standard Item Unit Quantity

Unit Price Total

BASE BID: 1 Roadway Surveying LS 1 $ 100,000 $ 100,000 2 Project Temporary Traffic Control LS 1 $ 1,500,000 $ 1,500,000 3 Clearing and Grubbing LS 1 $ 50,000 $ 50,000 4 Removal of Structures and Obstruction LS 1 $ 270,000 $ 270,000 5 Roadway Costs LS 1 $ 6,500,000 $ 6,500,000 6 Roadway Excavation Incl. Haul LS 1 $ 2,650,000 $ 2,650,000 7 Gravel Borrow Incl. Haul LS 1 $ 8,200,000 $ 8,200,000 8 Structures LS 1 $ 2,340,000 $ 2,340,000 9 Concrete Barrier LS 1 $ 455,000 $ 455,000 10 High Tension Cable Barrier LS 1 $ 75,000 $ 75,000 11 Roundabout Cost LS 4 $ 850,000 $ 3,400,000 12 Conveyance system LS 1 $ 1,860,000 $ 1,860,000 13 Storm Water Ponds LS 1 $ 1,450,000 $ 1,450,000 14 Landscaping LS 1 $ 1,500,000 $ 1,500,000 15 Signals EA 0 $ - $ - 16 Illumination and ITS LS 1 $ 500,000 $ 500,000 17 Channelization LS 1 $ 100,000 $ 100,000 18 Erosion and Sedimentation Control LS 1 $ 1,500,000 $ 1,500,000 19 Fish Passages Upgrade LS 1 $ 5,000,000 $ 5,000,000

This Estimate of Probable Cost has been prepared for WSDOT for the purpose of planning and budgeting. The estimate is based on a conceptual level alternative with limited design and site assessment work.

SUBTOTAL $ 37,450,000 MOBILIZATION 10% $ 3,750,000

SUBTOTAL $ 41,200,000

CONTINGENCY 30% $ 12,360,000

CONSTUCTION SUBTOTAL $ 53,560,000 TAX 10% $ 5,360,000

CONSTRUCTION ADMINISTRATION 15% $ 8,040,000

CONSTRUCTION TOTAL $ 66,960,000

DESIGN ENGINEERING 15% $ 8,040,000

RIGHT OF WAY EST $ 5,000,000

PROJECT TOTAL $ 80,000,000

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10.2: What design elements can be delayed to reduce the cost of the Preliminary Preferred Alternative?

A practical design discussion was held with the project team to identify possible cost savings if design elements were delayed or deleted from the preliminary alternative. Based on these discussions, elements that may not be needed at the opening of the project are listed in Exhibit 18 with an estimate of cost savings. Exhibit 18: Possible Options to Reduce the Cost of the Preliminary Preferred Alternative

Design Element Potential Cost Savings Remove the new connector roadway along the 94th Street alignment from the SR 524/Paradise Lake Road intersection and tie into 212th Street SE*

$900,000

Locate the SR 524 / Paradise Lake Road roundabout closer to the existing Paradise Lake Road alignment so Bostian Road and 91st Avenue do not need to be relocated

$900,000

Add the non-motorized path on one side of the SR 524 extension $1,500,000

Reduce SR 522 median width to reduce fill quantity $2,000,000 Replace the roundabout at SR 524/87th Avenue SE with signal to reduce right-of-way, environmental impacts $700,000

$6,000,000 *$2.1 million is cost savings from 94th Street, $1.2 million in improvements to 99th Street, including new signal.

If, by applying practical solutions principals and considering each of these project elements as neither essential to meeting the short-term traffic needs of the area nor the “core” SR 522 Paradise Lake Road project purpose and need, there is a potential cost savings of $6 million.

10.3: How will the project be funded? Connecting Washington represents a major commitment to transportation improvements by the State of Washington. It represents a 16-year, $16 billion investment to enhance the State’s transportation system and maintain critical infrastructure. Even at the level of funding, many needs, such as SR 522, are left unmet. Traditional sources of funding that can and should be pursued include federal, state, local government, and in some cases the private sector.

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Federal: The last federal transportation authorization was the Fixing America’s Surface Transportation (FAST) Act. A $305 billion, five year (2016-2020) highway funding program to fund critical transportation projects, for highways, safety, public transportation, and freight projects. While it was one of the largest surface transportation investment programs in U.S. history, it fell far short of solving our infrastructure needs. In recognition of that, Congress is beginning a debate over additional funding, in hopes of returning the Highway Trust Fund to solvency, with additional investment authority ranging from a low of $200 billion to a high of $900 billion. State: The “core” funding for SR 522 / Paradise Lake Road will no doubt come from state resources, including the current Connecting Washington program. The state gas tax is the primary source of funding and at $0.494 per gallon, only California ($0.5522) and Pennsylvania ($0.587) have higher gasoline taxes although Michigan, Florida, New York, Indiana, and Connecticut each exceed 40 cents per gallon (it should be noted that most of the Washington gas tax goes toward retiring debt). Vehicle licenses, permits and fees add to state resources for transportation. Between 2003 and 2014, only 16.75% of the transportation funds received by the state of Washington were from federal sources. Local: Many of the investments in the overall SR 522 / Paradise Lake Road improvement, including the relocation of Broadway, the 212th Connector and extension of Paradise Lake Road to SR 522, are outside of state right of way, funding for which could potentially be in part from local sources. That opens a variety of revenue sources not typically used for a state project, including developer mitigation payments, the Freight Mobility Strategic Investment Board funds, the Rural Arterial Program managed by the County Roads Administration Board and the variety of sources available to County government, including the county road fund, real estate excise tax and others. While potential sources of revenue, most local resources are already dedicated to other projects and programs.

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11: Next Steps 11.1: What are the next steps in the process? As part of this process, there are a variety of near-term steps that are necessary to ensure project implementation. The following are among the many activities that will facilitate implementation:

• Prepare a two-page summary of the preliminary preferred alternative, with schedule and budget, for legislative use;

• Maintain this project in the Regional Transportation Plan, currently included with a completion date of 2032;

• Continue to work with Snohomish County on interim activities needed to be in place to make this project successful, including relocation of Broadway Avenue;

• Take advantage of other funding programs, such as for fish passage improvements, to correct current deficiencies in advance of the interchange project;

• Upgrade the SR 524 / Yew Way railroad crossing; • Complete preliminary design, environmental permitting, and ROW

acquisition if design funds are advanced by the legislature; • Determine the most appropriate construction procurement method; • Work with stakeholder agencies to promote this project in their priority

array in order to solicit and secure federal and state funding. The preliminary project schedule summarized in Exhibit 19 was developed to demonstrate a delivery approach for the interchange project assuming full project funding was available beginning in July of 2019. Activities for the 2019-2021 biennium would provide deliverables to allow the project to move forward regardless of delivery method, however Design/Build delivery was assumed.

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Exhibit 19: Preliminary Project Schedule (assumes full funding to resume design in July 2019)

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