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HomeMy WebLinkAboutMuckleshoot Indian Tribe ,0 () "> ? INTERLOCAL AGREEMENT FOR TRANSPORTATION IMPROVEMENTS RELATED TO MUCKLE SHOOT INDIAN TRIBE CASINO GARAGE MITIGATION 1. INTERRLOCAL AGREEMENT ,/ This Interloeal Agreement (Agreement) is made and entered into on the ,) ~ day of ----..L1J;;t , 2004, by and between the City of Auburn, a municipal ~~~ratio of the State of Washington, hereinafter referred to as the "City," the Muckleshoot Indian Tribe, a sovereign jurisdiction located within the State of Washington, hereinafter referred to as "MIT," pursuant to the authority of Chapter 39.34 ofthe Revised Code of Washington. 2. PURPOSE The purpose of this Agreement is to document the implementation of the recommendations included in the Muckleshoot Casino Garage Traffic hnpaet Analysis Study attached as Enclosure 1 and incorporated herein as a part of this agreement and hereinafter referred to as the study. 3. RESPONSIBILITIES A. The MIT agrees to perform the improvements recommended to the public street system as set forth in the study recommendations at its own cost and fully reimburse the City for all city costs incurred for improvements performed by the City that are consistent with the reimbursement estimate provided to MIT. The MIT also agrees to mark the garage exits so that traffic towards the exit leading to Dogwood is deemphasized. B. The addition of, and specific design of the c-curb recommendation to be installed by the MIT, is subject to WSDOT approval. Should WSDOT fail to approve the addition of the c-curb, MIT shall be relieved of all responsibility pertaining to this recommendation in the study. To obtain approval of the scope of work agreed, the MIT Traffic Consultant's will prepare a more detailed conceptual plan in the final draft of the study to relate the on-site traffic channelization plan to the street access control plan. Upon City and WDOT approval of the submitted concept access control plan, the MIT agrees to proceed by contract to install the access control facility (C- curb) in a manner that is coordinated in time with the on-site traffic routing plan illustrated in the attached Traffic Mitigation study. The MIT agrees to have its contractor that performs the on-site work obtain a City construction permit prior to proceeding to contract to install the public access control improvements using the City's Construction Permit Process. The City agrees to inspect the right of way improvements using its normal permit system. The Page I City agrees to review and approve the MIT plans to the conformance with City standards, coordinate with and obtain the WSDOT approval for the particular proposed access control features and inspect the work of the MIT contractor until satisfactory completion of the work. C. The City agrees to use in-house staff and equipment to make the signal modifications recommended in the study and upon final completion of the work will submit to the MIT a final bill consistent with the estimate provided to MIT for the actual costs to include labor, equipment rental, materials, and any subcontract work that may be required to complete the scope of work. Upon receipt of the City's letter of final billing the MIT agrees to pay the amount due within 30 days. 4. INDEMNIFICATION Each party shall indemnify and hold the other parties, and their agents, employees, and/or officers, harmless ITom and shall process and defend at its own expense any and all claims, demands, suits, at law or equity, actions, penalties, losses, damages, or costs, of whatsoever kind or nature, brought against the other parties arising out of, in connection with, or incident to the indemnifying party's performance or failure to perform any aspect of this Agreement; provided, however, that if such claims are caused by or result ITom the concurrent negligence of two or more parties, their agents, employees, and/or officers, this indemnity provision shall be valid and enforceable only to the extent of the negligence of the indemnifying party; and provided further, that nothing herein shall require the party to hold harmless or defend the other parties, their agents, employees and/or officers ITom any claims arising &om the sole negligence of the other parties, their agents, employees, and/or officers. No liability shall attach to the other parties by reason of entering into this Agreement except as expressly provided herein. 5. COMPLIANCE WITH REGULATIONS AND LAWS The parties shall comply with all applicable rules and regulations pertaining to them in connection with the matters covered herein. 6. ASSIGNMENT The parties shall not assign this Agreement or any interest, obligation or duty therein without the express written consent of the other parties. 7. ATTORNEYS' FEES Each party shall be responsible for its own attorney fees and costs. Page 2 8. NOTICES The Parties have designated formal points of contact and coordination for this Agreement as shown below. All interagency correspondence outlined herein, will be sent through these designated contacts: THE MUCKLE SHOOT INDIAN TRIBE CITY OF AUBURN Name: Steve Taylor Name: Dennis Dowdy Title: Planning Director Title: Public Works Director Address: 39015 - 172nd Avenue S.E. Auburn, W A 98092 Telephone: (253) 876-3329 FAX: (--.J Address: City of Auburn 25 West Main Auburn, WA 98001-4998 Phone:(253) 931-3023 FAX: (253 931-3053 9. NONDISCRIMINATION Each party agrees that it will comply with pertinent statutes, Executive Orders and such rules as are promulgated to assure that no person shall, on the grounds of race, creed, color, national origin, sex, age, or the presence of any sensory, mental or physical handicap be discriminated against or receive discriminatory treatment by reason thereof 10. MISCELLANEOUS A. All of the covenants, conditions and agreements in this Agreement shall extend to and bind the legal successors and assigns of the parties hereto. B. This Agreement shall be deemed to be made and construed in accordance with the laws ofthe State of Washington. C. The captions in this Agreement are for convenience only and do not in any way limit or amplify the provisions ofthis Agreement. D. The duration of this Agreement shall be for the period of time it reasonably takes for the performances by the parties as completed herein. E. The oversight and administration of the Agreement shall be by the respective named representatives identified in Section 8 hereof, or their designees. Page 3 . .--------,---..-- F. No provision of this Agreement shall relieve either party of its public agency obligations and or responsibilities imposed by law. G. If any term or provision of this Agreement or the application thereof to any person or circumstance shall, to any extent, be held to be invalid or unenforceable by a final decision of any court having jurisdiction on the matter, the remainder of this Agreement or the application of such term or provision to persons or circumstances other than those as to which it is held invalid or unenforceable shall not be affected thereby and shall continue in full force and effect, unless such court determines that such invalidity or unenforceability materially interferes with or defeats the purposes hereof, at which time the parties shall have the right to terminate the Agreement. H. No modifications or amendments of this Agreement shall be valid or effective unless evidenced by an agreement in writing signed by all Parties. . 11. TERMINATION OF AGREEMENT By signing this Agreement, the City and MIT agree to the terms and commitments outlined above. This Agreement may be modified at any time upon the mutual agreement of all Parties. MUCKLESHOOT INDIAN TRIBE CTIT~ Peter B. Lewis, Mayor ... By: /¿ 0. - . /f-- Its: £If, £4. /.....~~ ~ --" / ,/, . . . '-J., Attest: JJ~¿IJrJ<d~ ~ City Clerk Attest: Approved as to form: t' / I /'lI-- i' )'/;1 J /'. 'j14L I." Atto~ey for MuckleshoqÍ Indian Tribe Page 4 heffron t ran s ) 0 r t ,'I t lon, ¡ r 1 c MEMORANDUM Date: June 4, 2004 To: Steve Taylor, Muckleshoot Indian Tribe CC: Dennis Dowdy, City of Auburn Public Works Director Paul Krauss, City of Auburn Planning & Community Development Director Laura Philpot, City of Auburn Traffic Engineer Marni C. Heffron, P.E., P.T.O.E. 0 Muckleshoot Casino Parking Garage Additional Traffic Analysis From: Subject: Per the request of the City of Auburn, Heffron Transportation has perfonned additional analysis for the Muckleshoot casino parking garage. This additional analysis includes: · Review of prior traffic analyses prepared by Transportation Solutions, Inc. (TS!), · Evaluation of traffic operations at the two signalized intersections adjacent to the site on Auburn Way S, · Review of internal traffic flow and proposed site circulation modifications, · Evaluation of traffic accidents along Auburn Way S adjacent to the site, and · Recommendations for additional mitigation measures. Summary of Findings Heffron Transportation reviewed past analyses prepared by TS! and found it to be consistent with standard practices and acceptable. New analysis was perfonned by Heffron Transportation to assess traffic safety and signal phasing needs at the adjacent intersectJons. This analysis detennined that the eastbound left-turn movement at the Auburn Way S/Dogwood Street SE intersection should be provided protected-only (no pennitted turns) signal phase. In addition, a sensitivity analysis was perfonned, which detennined that traffic operations at the Auburn Way S/Dogwood Street SE intersection would not degrade to an unacceptable level of service even if aU of the casino traffic were to enter and exit the site via Dogwood Street SE. Based on new analysis presented herein, the following mitigation measures are recommended. 6544 NE 61st Street, Seattle, WA 98115 Phone: (206) 523·3939 Fax: (206) 523-4949 --------,---- Muckleshoot Casino Parking Garage Additional Traffic Analysis June 4, 2004 Page20fll heffron t r ð n s 0 f t ;;1 t Ion. I r 1 c · Provide a protected-only left-turn signal phase for eastbound-to-northbound traffic at the Auburn Way S/Dogwood Street SE intersection. The volume of traffic making this left turn was high enough before the parking garage was constructed to warrant this change. The protected-only phase should be set up as a "lagging" phase. · Extend C-curb on Auburn Way S through the eastern site driveway adjacent to the bingo hall. This C-curb wiU help enforce the right-turn-only restrictions at this eastern site driveway intersection. · Install signage in the garage that directs motorists to exit through the main parking lot to Riverwalk Drive SE. Provide only secondary signage at the back exit via Dogwood Street SE. Review of Prior Traffic Analysis A traffic impact analysis was perfonned for this site by Transportation Solutions, Inc. (TSI). Heffron Transportation reviewed two documents: Muckleshoot Indian Casino Parking Garage Traffic Study (November 25,2003) and Transportation Comment Response/or Muckleshoot Casino Parking Garage (December 16, 2003). In addition, Heffron Transportation obtained and reviewed detailed trip generation calculations and the Synchro traffic operations models from TSJ. Heffron Transportation concurs with the trip generation estimates presented in the traffic study. Because the project was not increasing the size of the casino, trip generation to and ITom the site is not expected to change- it would simply redistribute traffic from one area of the site to another. PM peak hour traffic counts at the existing driveways were reviewed to evaluate current arrival and departure traveJ patterns for the site. This information was not disclosed in the TS! traffic study. The existing trip distribution pattern is shown on Figure l.This shows that 80% of the site's PM peak hour traffic arrives from the west on Auburn Way S or from the south on Riverwalk Drive SE. Traffic leaving the site to the west and south accounts for 75% of the total departing traffic. The trip distribution pattern is consistent with Muckleshoot Tribe information about the market area for the casino. The vast majority of their patrons are from areas west of the site. Heffron Transportation agrees with TSl's conclusions that trips using Dogwood Street SE north of the site are not likely to change with the new garage. An occasional patron unfamiliar with the area my drive through this neighborhood once, but will not do it a second time. Heffron Transportation also agrees with TSl's position that most drivers would enter the site at the main driveway (Driveway A in the TSI report opposite Riverwalk Drive). This driveway is well marked with the casino's sign, and is located at the first signalized intersection along this segment of roadway when arriving from the west As mentioned previously, the vast majority (80%) of the casino's patrons arrive from this direction. When patrons leave the site, Heffron Transportation agrees that most first-time visitors would exit using the same route used to enter. Those more familiar with the site could short-cut directly to Auburn Way S and turn right at the unsignalized site driveway (Driveway C). Unless extreme congestion occurs at these two driveways, it is unlikely that many westbound patrons would try to exit using Dogwood Street SE since it would require out-of-direction travel and travel through a second signalized intersection. About 10% of the casino's traffic arrives from and departs to the east. This traffic is the most likely to use Dogwood Street SE. When entering the site, some of the traffic from the east will continue to use driveways along Auburn Way S because there will be no restriction on these right-turn movements. When exiting, however, almost all traffic would likely use Dogwood Street SE because left-turns are prohibited at the Muckleshoot Casino Parking Garage Additional Traffic Analysis June 4, 2004 Page 3 of II heffron t ran S 0 r t ,¡;¡ t Ion ! 11 (: unsignalized driveways on Auburn Way S, and exiting through the main driveway would require out-of- direction travel. For the reasons listed above, TSI's assumption that 30% of the traffic using Dogwood Street SE to exit the site is conservatively high. However, Hem-on Transportation perfonned additional analysis to show how both the Auburn Way S/Dogwood Street SE and Auburn Way S/Riverwalk Drive SE/Driveway A intersections would operate if required to accommodate more traffic than evaluated in the TSI report. That analysis is presented later in this memorandum. Additional Traffic Data Additional traffic data were obtained for this analysis. Specifically, seven-day traffic counts at Auburn Way S and Riverwalk Drive SE perfonned for the City of Auburn beginning the week of November 16, 2003 were obtained. These counts were then compiled to show the peaking characteristics on Auburn Way S. Existing counts of the casino performed for TSI were also compiled to show how the peak hour of the casino relates to the peak hour on the local street. Figures 2 and 3 below show traffic volumes on Auburn Way S and at the casino for a weekday and Saturday, respectively. It should be noted that the Sunday traffic volume pattern were very similar to Saturday, except that there was no late peak for casino traffic. Figure 2. Weekday Traffic Volume Comparison 3,000 2.500 ..-.-- -] -weekda. y Traffic Volumes on Aubum Way - - Casino Trafflc on Monday. Thursday ___~~ Cas noTrafflco~aFrlday ____ ___ --"-.- 2,000 ! J i 1,500 f 1.000 ,"0 -,,- -- ---+---- ./ ' , , , - - p , .. /' ...;_... - .........--" ,.. . "-~-"--'------,,..- ,,... ..."----/ .. ............. .........- ~--- "';";-:';::-" ..... . -- .-----.--.---.-------- o ¡ ~ ¡ § ¡ ¡ ~ ~ ¡ ¡ ~ ~ ¡ ~ ¡ a , ¡ ~ ¡ ~ ¡ ~ ¡ ~ i' ~ i' § i' ~ i' ~ i' a . i' a . i' ~ i' a , i' ~ i' ~ i' ~ i' ~ -,---- Muckleshoot Casino Parking Garage Additional Traffic Analysis June 4, 2004 Page40fll heffron t ran s ) 0 r t -í; t lon, j r 1 (; Figure 3. Saturday Traffic Volume Comparison 3000 2500 ------.--------, -Saturday Traffic Volumes On Auburn Way I - - C8SjnO!raff Co~aSat~:~________J --'---- -----._.~-, ------- ----.._-- ',--- --- 2000 j I 1500 f 1000 . . , , 500 --._---- , . . . ... - - - --------:,......----,~ ~:-:----.::.- . . . . -----,--- --'-'-- ~_.._..._----_._.--._-----------_._-- o ~ ~ ~ ~ § ~ ~ ~ ~ ~ . ~ ~ ~ ~ . ~ ~ ~ 8 . ~ 8 . ~ 8 ~ ~ ~ ~ 8 ~ ~ 8 .. ~ 8 N ~ ~ ~ 8 . ~ 8 . ~ 8 . ~ 8 " ~ 8 . ~ 8 . ~ ~ ~ ~ The volume comparisons above show that TSI's analysis of the afternoon commuter peak hour is when traffic volume in the corridor is the highest. It is also when traffic operations will be the worst. Therefore, TS['s analysis adequately reflected the worst-case conditions for the site. However, Heffron Transportation did penoon additional analysis of the 10:00 to 11 :00 P.M. Friday night peak period when casino traffic is highest. This analysis is presented later in this report. Accident Analysis Accident data were provided by the City of Auburn for the four-year period between January 1,2000 and December 31, 2003. These data extended from Elm Street SE east of the site to M Street SE. Accident data were compiled for the intersections immediately adjacent to the site to show types of accidents and the number of accidents per year. The accident data are summarized in Table 1. --T"'--- Muckleshoot Casino Parking Garage Additional Traffic Analysis June 4, 2004 Page 5 of 11 heffron t ran s ) 0 r tat Ion. t f 1 \; Table 1. Study Area Accident Summary (January 1, 2000 - December 31,2003) Tvoe of Accident iTotals for Four Yearsl Accidents bv Year Rear- Side- Left Right Ped/ Intersection or Roadway Seament End Swioe Turn Angle Bike Other 2000 2001 2002 2003 Total Auburn Way SlDogwood Street SE 8 1 3 3 4 4 4 9 5 5 23 Auburn Way S/Arco Driveways 2 1 2 1 0 0 1 1 2 2 6 Auburn Way/East Bingo Hall Dwy 0 0 0 0 0 0 0 0 0 0 0 Auburn WaylWest Bingo Hall Dwy 0 0 0 1 0 0 0 0 0 1 1 Auburn Way/RivelWalk Drive 12 5 10 12 1 1 12 10 13 6 41 Source: City of Auburn, 2004. The following summarizes some of the key findings in the review of accident data: Auburn Way S/Dogwood Street SE · Rear-end accidents were the type that occurred most frequently. Four involved eastbound vehicles, three involved westbound vehicles, and one involved northbound vehicles. None of the rear-end collisions involved southbound vehicles on Dogwood Street SE. · All three of the left-turning accidents involved vehicles turning from eastbound Auburn Way S to northbound Dogwood Street SE. This movement is currently controlled as a protected-permissive signal phase, and it is likely that these accidents involved vehicles turning on the pennissive phase. · There were a high number of pedestrian-related accidents at this intersection. One of the four accidents resuJted in a fatality, which was the only fatality at the intersection for the study period. It appears from the City's data that many of these accidents involved westbound vehicles on Auburn Way S; however, actual accident records would need to be ubtained to confinn this. The data do not provide enough infonnation to attribute a specific cause to the pedestrian accidents. Auburn Way S/Riverwalk Drive SE · About 30% of the accidents were rear-end collisions. Five involved westbound vehicles, four involved eastbound vehicles, two involved northbound vehicles, and one involved southbound vehicles exiting the casino site. · About 30% of the accidents were right-angle collisions. Seven of the twelve accidents involved vehicJes exiting the casino site. · Ten accidents involved left-turning vehicles colliding with oncoming through traffic. Half of these (5) involved vehicles turning left from westbound Auburn Way S to Riverwalk Drive SE. Two involved vehicles turning left into the casino site and two involved vehicles turning left out of the casino site. Both the eastbound and westbound left-turn movements at this intersection are already protected. Auburn Way S/Casino Driveways · There is record of only one accident involving vehicles turning to or from the two unsignalized casino driveways located between Riverwalk Drive SE and Dogwood Street SE. This was a right-angle accident. Muckleshoot Casino Parking Garage Additional Traffic Analysis June 4, 2004 Page6nfll heffron t ran s 0 r t il t Ion I I, l: As described in the following section, a signal phasing modification is recommended at the Auburn Way SlDogwood Street SE intersection to provide a lagging protected-only left-turn phase for eastbound to northbound left-turns. This modification would likely improve safety conditions for this movement. These signal phasing changes may also improve safety for pedestrians crossing Auburn Way S at this location by forcing westbound traffic to stop well in advance of the east-west pedestrian phase. The accident data do not reveal any other trends that may be correctable by changes in traffic signal phasing or lane geometry, Signal Phasing Analysis The City of Auburn requested analysis of signal phasing at both the Auburn Way S/Riverwalk Drive SE/Casino Drive intersection and Auburn Way S/Dogwood Street SE intersection. Both intersections now have some movements with "pennissive left-turn" phasing which requires left-turning vehicles to yield to oncoming traffic. At the Riverwalk Drive SE intersection, left turns from Auburn Way S are protected (meaning motorists receive a green arrow, and do not need to yield to oncoming traffic). Left turns from Riverwalk Drive SE, however, are permissive. At Dogwood Street SE, the eastbound left-turn movement has a short protected phase (green arrow), followed by pennissive phasing in which both eastbound and westbound left turns must yield to oncoming traffic. This is called "protected-pennissive" phasing. The northbound and southbound left-turn movements from Dogwood Street SE are pennissive. Analysis was perfonned to detennine ¡fsome of the permissive left-turn phases should be changed to protected phases. Guidelines from the Traffic Control Devices Handbook, 2001 (Insritute of Transportation Engineers) was used for this analysis. Applicable guidelines in the book suggest that a separate left-turn phase be considered based on: I. Traffic Volume: a. When the number of left turns multiplied by the opposing conflicting volume in the peak hour exceeds 100,000 on a four-lane street, or exceeds 50,000 on a two-lane street. b. When the left-turn peak~hour volume Îs more than 90 vehicles or more than 50 vehicles on streets with through traffic speeds over 45 mph. 2. Delay: a. When left-turn delay is more than 2.0 vehicle hours during the peak hour on a critical approach providing there are at least two left turns per cycle during the peak hour and average delay per left-turning vehicle exceeds 35 seconds. 3. Accidents - Number of left-turn accidents: a. When four accidents occur in I year or 6 accidents occur in 2 years on one approach. b. When six accidents occur in 1 ycar or 10 accidents occur in 2 years on both approaches. The pennissive left-turn movements at the two intersections were evaluated using the above guidelines. Volume and delay criteria were measured for conditions with the new parking garage open. Accident data were based on the accident history from the past four years presented previously. The results are summarized in Table 2. Muckleshoot Casino Parking Garage Additional Traffic Analysis June 4, 2004 Page 7 of II heffron t r (i n ~ ) 0 r t ,I t Jon, \ t 1 C Table 2. Protected Left-Tum Phasing Guidelines Movement Meets or Exceeds ITE Guidelines Volume Delav Accidents Auburn Way S/Riverwalk Drive SE - Northbound & Southbound Left No No Auburn Way S/Dogwood Street SE - Eastbound Left Turn Yes No Auburn Way S/Dogwood Street SE - Northbound & Southbound Left No No Source: Evaluated using guidelines from the Traffic Control Devices Handbook, 2001 (Institute of Transportation Engineers). No No No As shown above, the eastbound-ta-northbound left-turn movement would exceed the volume criteria of more than 90 vehicles during the peak hour. This volume is already exceeded and would be higher once the parking garage is opened. Therefore, it is recommended that this movement be changed from protected-pennissive phasing to protected-only phasing. A protected phase at the end ofthe eastbound through cycle (also called a lagging phase) is recommended for the eastbound-ta-northbound left-turn movement. This requires that westbound traffic be stopped before the protected phase begins. As previously mentioned, a lagging phase may also improve safety for pedestrians who cross Auburn Way S in the afternoon because westbound traffic would be stopped well in advance of the east-west pedestrian phase. It appears that all of the pedestrian accidents at this intersection involved westbound vehicles. The westbound-to-southbound left-turn movement does not meet any of the criteria and could remain as permissive phase during the PM peak hour. Sensitivity Analysis The City of Auburn and TSI did not agree as to the percentage of traffic that may use Dogwood Street SE to access the new parking garage. Of particular concern is the number of vehicles that could travel through the Auburn Way S/Dogwood Street SE intersection. and how the mitigation needed for that intersection could change if the volume of traffic using Dogwood Street SE was higher than assumed. To address this concern, a sensitivity analysis was performed with a range of casino traffic using the Auburn Way S/Dogwood Street SE intersection. The distribution pattern shown previously on Figure I was used for this analysis. As shown, about 10% of the site traffic now travels on Dogwood Street SE north of the garage (to/from the residential neighborhood located north), and do not pass through the Auburn Way S/Dogwood Street SE intersection. This percentage is not expected to change. Another ¡ 0% is destined to and from the east on Auburn Way S, and all of this traffic is expected to turn to and fium Dogwood Street SE. What may vary is the amount of traffic arriving and departing to the west. Weekday PM peak hour level of service analyses for the Auburn Way S/Dogwood Street SE intersection were perfonned for a range of casino traffic conditions. The amount of casino traffic arriving and departing the site through this intersections was assumed to range from 10% to 60%. The lower end (10%) represents a condition where only traffic to and from the east passes through this intersection. The upper end (60%) represents a condition where two-thirds of the traffic arriving from or departing to the south and west (50% of all site traffic) would access the site through Dogwood Street SE instead of Riverwalk Drive SE. The level of service analysis was perfonned assuming the protected-lagging left-turn phase on eastbound Auburn Way S described earlier. For this reason, level-of-service results may not match prior TSI analysis, but better represent the anticipated intersection operations. The level of service calculations were performed in increments with 10% additional traffic to and from the west added until a total of60% of the site traffic would pass through this intersection. The results are illustrated in Figure 4. Muckleshoot Casino Parking Garage Additional Traffic Analysis June 4, 2004 Page80fll heffron tran~ )Ortötlon, 11)1: Figure 4. Sensitivity Analysis for Auburn Way S/Dogwood Street SE Intersection 30.0 ,..----~,,--_________.__ -_._.._---~'----.._._--------_.__._------_., 25.0 Lose f 20.0 !i 1 15.0 ..- ! 10.0 L:r- Intersection Delay During Commuter PM Peak Hour ~ -- - -'" ~ : - - --- ~- -- - - ~ - - --4- i Lose - .. -..--- -- - - - -- _ --tr- \ In!o"'oe!lon oolay ou,;ng Casino Poak Hou«10· 11 PM) - 5.0 0.0 10% 15% 20% 25% 30% 35% 40% 45% Percent Casino Traffic Through Intersection 50% 55% 60% Note: Traffic arriving from and departing to the west was increased to determine the level of service values above. At the bottom end of the fBf1g8 (10%), only traffic arriving from and departing to the east (towards Enumclaw) was assumed 10 pass through the intersection. The top range (60%), assumes that 50% of the total site's traffic would arrive from and depart to the west through the Auburn Way SIDogwood Street SE intersection. The analysis shows that the intersection would continue to operate below LOS C conditions even if 60% of the casino traffic were to enter/exit this location during the commuter PM peak hour. Even if 100% of the casino traffic were to enter and exit the site through this intersection, it would continue to operate at LOS C or better. The reason so much traffic can be added to this intersection with very little degradation in operations is that the peak left-turn movement onto Dogwood Street SE toward the garage would be in the same direction as the peak commuter flow (eastbound). Additional time for the eastbound left-turn phase can be addcd without causing further delay to the easthound through movement. Additional analysis was perfonned to show how the intersection would operate when casino traffic is the highest, which occurs between 10:00 and II :00 P.M. During this time period, the casino generates almost twice as much traffic as it does during the commuter PM peak hour. However, background traffic volumes on Auburn Way S between 10:00 and 11:00 P.M. are about 40% ofthe commuter PM peak hour volumes. The sensitivity analysis for this condition was also shown on Figure 4. It shows that the intersection would operate at LOS B or better even if 60% of the casino traffic were to enter and exit the site through Dogwood Street SE. The above analyses demonstrate that no further mitigation would be required for the Auburn Way S/Dogwood Street SE intersection. The eastbound-to-northbound protected left-turn phase recommended previously would accommodate any shift in traffic created by the casino parking garage. - ~"~..._------~ Muckleshoot Casino Parking Garage Additional Traffic Analysis June 4, 2004 Page90fll heffron trans JOrtHtlon, 111t; Site Plan Revisions The Muckleshoot Tribe has changed its site plan from the previous site plan submitted to the City of Auburn. Changes include: · Creation of an east-west internal access road between the main entrance on Riverwalk Drive SE and the parking garage that has no parking along it. This drive aisle will provide for unimpeded entrance and exit to the garage. · Creation of two northbound (inbound) lanes between the east-west internal access road and the garage to accommodate traffic arriving from Riverwalk Drive SE and the driveway located east of the bingo hall. Northbound traffic on the bingo hall driveway would be controlled by a stop sign where these two roadways intersect. · Reconfiguration of the handicap parking area nearest the family entrance to the casino to create a secondary access road between the passenger drop-off area and the garage entrance that is 32-feet wide. · Addition of a pedestrian walkway between the bingo hall and the casino. · Creation of a "speed table" across the drive aisle immediately adjacent to the family entnmce to the casino. A draft site plan reflecting these revisions is shown below on Figure 5. Figure 5. DRAFT Site Plan with Revised Access Drives ·~P'A." I ! ,-_.U .. .'NEiC:> " ~.::::~~-,-,._--~- , ---=... "'1 -71 co ------------- Muckleshoot Casino Parking Garage Additional Traffic Analysis June 4, 2004 Page IOofll heffron tranSJortatlon tllC Although the accident data obtained from the City of Auburn did not reveal any safety issues at either of the casino's unsignalized driveways on Auburn Way S, the new parking garage and site reconfiguration could increase traffic using the driveway east of the bingo hall. This driveway is currently signed for "Right Turn Only;" however, there is no physical constraint to prevent drivers from making a left tUrn. To help enforce the right-turn-only restriction, it is recommended that a C-curb be extended across the center turn lane to prevent exiting left-turn movements. Schematic design attributes of this C-curb are described below. Recommended Mitigation Measures Three measures are recommended to accommodate the shift in traffic associated with the new casino parking garage. These are: . Provide a protected-only left-turn signal phase for the eastbound-to-northbound movement at the Auburn Way S/Dogwood Street SE intersection. The volume of traffic making this left turn was high enough before the parking garage was constructed to warrant this change. The protected-only phase should be set up as a "lagging" phase. . Extend C-curb on Auburn Way S in ITont of the eastern site driveway adjacent to the bingo hall. C-curb currently exists between Riverwalk Drive and the western Bingo Hall Driveway, and between Dogwood Street and the Arco Station driveway. It is recommended that the C- curb be extended from Riverwalk drive through the east Bingo Hall driveway in a manner that would prohibit left-turns exiting the site, but still allow left turns to enter the site. Allowing the left-turn entrance would reduce potential impacts to Dogwood Street. A schematic drawing of this C-curb is shown below. This drawing depicts a break in the C-curb at the Areo driveway to allow left turn movements at this location. The City of Auburn could extend the C-curb across this driveway as part ofthis project or at sometime in the future. Figure 6. Schematic Drawing of Auburn Way Channelization Muckleshoot Casino Parking Garage Additional Traffic Analysis June 4, 2004 Page II of 11 heffron t r ii n s ) 0 r t ~J t I 0 f", I t 1 (: . Install signage in the garage that directs motorists to exit through the main parking lot. Provide only secondary signage at the back exit via Dogwood Street SE. MCH/mch Attachments -.-----------,------ ----........-,.,...-- _n..... ___.._....." _____.......___..... _____..._____...".._ .. ...- -- -- -- ~~~ o 0 ~ g ;: " o o . N ~MW JjL. 268-' . L, 1556_ _848 48. r238 11r N~N M ~ J ~ Jj 15-..J. ", 11 ~~ ~ N 45-..J . L23 1838_ -994 ~ M~W JIt 252-' . L36 1487- . -802 85. r12 11r WOM ~~~ W j eL13 1887- -1047 .---..,.,.-- ··.._____....._..__n_____........".....'..____n_ .....-.. --- ..-.- -- -------.-.- hcffron .......--....---....----- Figure 1 PM Peak Hour Traffic wlfhout Garage & Trip Distribution Pattern Muckleshoot Indian Casino Parking Garage -~._.._--_......_-----_. @ +-@þ 164 .~ ~ ~m ~~ j J 41-..J . ", 11 Mm M~ ....-----".-....-- _om. ----__..._.__n___m___"___........___~_._.____..m.... __ _ ..._...___._ ------..'...-----....-----.........-----...".-----..."...----.."'..._._--_.._"~-----