12131 113th Avenue NE, Suite 203, Kirkland, WA 98034 | 425.821.3665 | TECHNICAL MEMORANDUM Date: March 10, 2017 TG: 16360.00 To: Chris Comeau, City of Bellingham From: Ryan Peterson, PE, PTOE, Transpo Group Jon Pascal, PE, PTOE, Transpo Group CC: Tom Rosenberg, TranTech Engineering Subject: Northwest/Bakerview Intersection Safety Improvements Study – Existing Conditions Evaluations and Transportation Analysis This memorandum summarizes the results of the data collection and existing and future transportation analysis for the Northwest Avenue/W Bakerview Road (Northwest/Bakerview) intersection in Bellingham, Washington. Existing conditions were evaluated, as well as horizon years 2026 and 2036 assuming no improvements. The purpose of the study is to analyze the intersection, collision history, surrounding land uses and growth potential, forecasts of future traffic volumes, and explore all opportunities for safety improvements for all transportation modes and users of all ages and physical abilities. Background and Study Area Description The City of Bellingham is located about 90 miles north of Seattle, 21 miles south of the Canadian border with an estimated population of 83,000 with another 10,000 in the surrounding Bellingham Urban Growth Area (UGA). Bellingham is planning for another 30,000 residents over the next 20 years (2016-2036) within the city limits and the Urban Growth Area (UGA). Most of this growth will occur in north-central and northwest Bellingham, as well as the UGA as it is annexed into the city. Significant commercial and residential development is occurring along Northwest Avenue and West Bakerview Road in the rapidly growing Cordata Neighborhood as shown in Figure 1. The study area is the intersection of W Bakerview Road with Northwest Avenue as well as the adjoining streets segments. These roadways are principal arterials, high-frequency transit routes, designated freight truck routes in Bellingham, and service a rapidly developing section of the City. The intersection of Northwest Avenue /Aldrich Road is 400 feet northwest of the Northwest/Bakerview intersection and its close proximity is a major concern, which will require southbound left-turn restrictions in the near future. Significant residential development is under construction along June Road and both Whatcom Community College (WCC) and the Cordata Neighborhood areas are growing. A new signalized intersection will be constructed in 2017 at Northwest Avenue and Mahogany Avenue, 1,000 feet northwest of Northwest Avenue /Aldrich Road, and will provide direct access to a new 160,000 square foot Costco Wholesale store. This is expected to significantly increase vehicle traffic volumes on both Northwest Avenue and W Bakerview Road. As part of the Interchange Justification Report (IJR) for improvements to the W Bakerview/I-5 interchange, the Northwest/Bakerview intersection was identified as a high crash location. WSDOT conducted a Highway Safety Manual (HSM) analysis of the intersection which reported an average of 19.3 crashes per year, with a predicted rate of 4.9 crashes per year, suggesting a potential for improvement of 14.5 crashes per year.
Transcript
12131 113th Avenue NE, Suite 203, Kirkland, WA 98034 | 425.821.3665 |
TECHNICAL MEMORANDUM
Date: March 10, 2017 TG: 16360.00
To: Chris Comeau, City of Bellingham
From: Ryan Peterson, PE, PTOE, Transpo Group
Jon Pascal, PE, PTOE, Transpo Group
CC: Tom Rosenberg, TranTech Engineering
Subject: Northwest/Bakerview Intersection Safety Improvements Study – Existing Conditions Evaluations and Transportation Analysis
This memorandum summarizes the results of the data collection and existing and future transportation analysis for the Northwest Avenue/W Bakerview Road (Northwest/Bakerview) intersection in Bellingham, Washington. Existing conditions were evaluated, as well as horizon years 2026 and 2036 assuming no improvements. The purpose of the study is to analyze the intersection, collision history, surrounding land uses and growth potential, forecasts of future traffic volumes, and explore all opportunities for safety improvements for all transportation modes and users of all ages and physical abilities.
Background and Study Area Description
The City of Bellingham is located about 90 miles north of Seattle, 21 miles south of the Canadian border with an estimated population of 83,000 with another 10,000 in the surrounding Bellingham Urban Growth Area (UGA). Bellingham is planning for another 30,000 residents over the next 20 years (2016-2036) within the city limits and the Urban Growth Area (UGA). Most of this growth will occur in north-central and northwest Bellingham, as well as the UGA as it is annexed into the city. Significant commercial and residential development is occurring along Northwest Avenue and West Bakerview Road in the rapidly growing Cordata Neighborhood as shown in Figure 1. The study area is the intersection of W Bakerview Road with Northwest Avenue as well as the adjoining streets segments. These roadways are principal arterials, high-frequency transit routes, designated freight truck routes in Bellingham, and service a rapidly developing section of the City. The intersection of Northwest Avenue /Aldrich Road is 400 feet northwest of the Northwest/Bakerview intersection and its close proximity is a major concern, which will require southbound left-turn restrictions in the near future. Significant residential development is under construction along June Road and both Whatcom Community College (WCC) and the Cordata Neighborhood areas are growing. A new signalized intersection will be constructed in 2017 at Northwest Avenue and Mahogany Avenue, 1,000 feet northwest of Northwest Avenue /Aldrich Road, and will provide direct access to a new 160,000 square foot Costco Wholesale store. This is expected to significantly increase vehicle traffic volumes on both Northwest Avenue and W Bakerview Road. As part of the Interchange Justification Report (IJR) for improvements to the W Bakerview/I-5 interchange, the Northwest/Bakerview intersection was identified as a high crash location. WSDOT conducted a Highway Safety Manual (HSM) analysis of the intersection which reported an average of 19.3 crashes per year, with a predicted rate of 4.9 crashes per year, suggesting a potential for improvement of 14.5 crashes per year.
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Existing Conditions
Physical Features
W Bakerview Road is a primary arterial with a posted speed limit of 35 mph. This street provides an east-west connection from I-5 to Hannegan Road through north Bellingham. At its widest extents near the study intersection, the roadway has a 5-lane cross-section with occasional landscaped medians and turn lanes. East of Meridian Street (SR 539), Bakerview Road narrows to a 2-lane cross-section with turn lanes at major intersections. Parking is not provided along any stretch of the roadway. Bike lanes and sidewalks are present through much of the western portion of the roadway, including near the study intersection. Bakerview Road is a designated truck route1. Northwest Avenue is a primary arterial with a posted speed limit of 35 mph north of the intersection and 25 mph south of the intersection. This street serves as a north-south connection from City of Bellingham to the county and the City of Ferndale. For much of the roadway to the south, there are 3 lanes which includes a two-way left turn lane. At various driveways and intersections there are right turn lanes provided. Similarly, the roadway to the north includes 3 lanes and right turn lanes at the study intersection and nearby intersections. Farther north on Northwest Avenue, the cross-section narrows to a 2-lane roadway. There is some parking on the south section of Northwest Avenue with bike lanes along the majority of the section. To the north, there is no designated parking provided and no bike facilities present north of Aldrich Road. Sidewalks are present in the vicinity of the study intersection. For the portion of Northwest Avenue in the study area the roadway is a designated truck route1.
Intersection Geometry
The Northwest/Bakerview intersection is a skewed intersection. Channelized right-turn lanes are provided on the north and south approaches. These channelized right-turn lanes require vehicles to merge with traffic when turning right. All approaches have a designated left turn lane. Table 1 summarizes the cross-section characteristics on all approaches.
Table 1. Cross-Section Summary
Location Width
(ft.) #
of Lanes Left Turn
Lane Right Turn
Lane Bike Lane Comments
East Leg Bakerview Road
64.5 5 X EB and WB
West Leg Bakerview Road
64.5 5 X EB and WB
North Leg Northwest Avenue
54.5 4 X X NB NB Bike lane ends
at Aldrich Road
South Leg Northwest Avenue
52.5 4 X X SB
Source: Transpo Group and City of Bellingham
1 Comprehensive Plan. City of Bellingham. 2016.
Looking east towards the intersection of W Bakerview Road/Northwest Drive.
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The grade of Northwest Avenue decreases from south to north (slopes downward traveling northward) while the grade of Bakerview Road decreases in both directions from the intersection (the intersection is at or near the crest of a vertical curve). It should be noted that the crest of this vertical curve along the Bakerview Road alignment is located approximately 50 feet west of the center of the intersection.
Non-Motorized Facilities and Operations
Bike lanes lead up to the intersection along Bakerview Road for both east and west directions although bike lane markings are discontinued between 75 and 100 feet from the intersection. On the south leg of the intersection, there is a southbound bike lane provided. There is a northbound bike lane on Northwest Avenue, however, it is discontinued approximately 650 feet south of the intersection. Within this distance, there is a dedicated right-turn lane which creates a difficult scenario for cyclists who must either stay to the right of the lane and merge over when closer to the intersection, or bike in traffic for the entire length of the turn lane. The north leg of Northwest Avenue has a northbound bike lane that ends at the nearby Northwest Avenue/Aldrich Road intersection. In the southbound direction on the north approach, there are no bike lanes. North of the Northwest Avenue/Aldrich Road intersection, Northwest Avenue has shoulders that are sufficiently wide for bike travel but are not marked as such. Sidewalks are provided on all legs of the Northwest/Bakerview intersection. The east leg has a landscape strip adding a buffer between cars and pedestrians. On all other legs, there is no landscape strip constructed. At the intersection, there are curb ramps that appear to not meet ADA requirements. For instance, the curb ramps are missing a detectable warning surface. Accessible Pedestrian Signal (APS) push buttons are not provided on all legs of the intersection. The channelized right-turn lanes do not have APS push buttons or pedestrian signals. Figure 2 illustrates the existing and proposed bicycle and pedestrian facilities based on the City of Bellingham’s Bicycle Master Plan (2014). Bicycle and pedestrian counts were completed for a 24-hour period on October 25, 2016. Figure 3 shows the total 24-hour bicycle and pedestrian counts observed. Approximately 18 percent of observed cyclists utilized the sidewalk. This behavior was not unique to one movement but observed evenly across the entire intersection. The majority of cyclists were traveling northeast in the AM peak hour and southeast in the PM peak hour. The following sections describe the plans the City of Bellingham have adopted concerning bicycle and pedestrian facilities.
City of Bellingham Bicycle Master Plan (2014)
The Bellingham Bicycle Master Plan (BMP) was approved in 2014, creating a vision for the completion of a well-connected bicycle network that is attractive to cyclists of all ages and experience levels. The BMP recommends 130 miles of new on-street bikeways, which will create a 170-mile network throughout the City and the UGA. While most links and intersections in the Bicycle Network were prioritized with specific bikeway recommendations, several links and intersections were prioritized as "Further Study Needed" to determine what type of bikeway would be most appropriate and feasible. Northwest Avenue, Aldrich Road, and the Northwest/Bakerview intersection were identifies as “Further Study Needed”.
City of Bellingham Pedestrian Master Plan (2012)
The Bellingham Pedestrian Master Plan (PMP) identifies steps toward creating a safe, well-connected and attractive pedestrian environment for all members of the community. The PMP calls for development of nearly 77 miles of sidewalks, 58 improved crossings, and a robust set of studies and programs to support and encourage walking in Bellingham over the next 20 years. The plan identifies a network of on-street routes to connect people with the paces they live, work, play, and learn within the city.
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The PMP identifies the Northwest Avenue and W Bakerview Road corridors as a primary pedestrian network to destinations in the city. The PMP recommends sidewalk infill for Northwest Avenue and Aldrich Road, travelling north from the intersection.
Transit Facilities and Operations
Whatcom Transportation Authority (WTA) provides transit service on Northwest Avenue and West Bakerview Road with one of its most productive high-frequency routes going through the Northwest/Bakerview intersection. Figure 4 shows the bus routes, ridership and stop locations within the study area. The existing transit service is summarized in Table 2.
Table 2. Transit Routes and Headways
Route Service/Destinations Average Weekday Headway
3 Maplewood/Cordata 30 minutes (AM)
60 minutes (Mid-day and PM)
4 Hospital/Cordata 60 minutes
27 Ferndale/Cordata/WCC 60 minutes
55 Blaine/Cordata/WCC 60 minutes (AM only)
232 Bellingham Station/Cordata/WCC 15 minutes
Source: Whatcom Transportation Authority
Historical average running times for Route 232 between the W Bakerview Road/Palisades Way intersection and the Northwest Avenue/Sterling Drive intersection were provided by WTA and included in Attachment A. This data shows an average annual increase in running times of 2.2 percent for the northbound direction and 2.4 percent for the southbound direction.
Vehicle Speeds
Speeds for all vehicles were collected along the intersection approaches of Bakerview Road and Northwest Avenue on October 25, 2016. Data collection locations were selected to reduce, as much as possible, the influence of signal changes on the speed of vehicles. Summary sheets, included in Attachment B, show the speed data by direction for all approaches to the intersection. As mentioned above, the posted speed limit on the south approach to the intersection is 25mph and on all other approaches is 35 mph. Key speed indicators include the median speed, 85th percentile speed, 10 mph pace, percent in pace, and percent of vehicles 5 mph over the speed limit. These indicators are used to help identify if a speeding problem exists and to what extent. They also assist in determining appropriate engineering treatments to consider to help reduce speeds, if warranted. Table 3 summarizes the key speed indicators for the Northwest Avenue/Bakerview Road intersection.
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Table 3. Speed Data Summary
Location
Posted Speed (mph) Direction ADT1
Median
Speed
(mph)
85th Percentile
(mph)
10 mph
Pace
%
in Pace
% of Vehicles
over
Speed Limit2
East Leg Bakerview Road
35 EB 12,400 33 37 28-38 84% 4%
35 WB 11,800 29 36 25-35 50% 4%
West Leg Bakerview Road
35 EB 11,600 28 34 23-33 58% 2%
35 WB 11,000 30 35 25-35 60% 3%
North Leg Northwest Avenue
35 NB 5,800 26 30 22-32 85% 0%
35 SB 5,400 21 25 15-25 71% 0%
South Leg Northwest Avenue
25 NB 7,600 27 31 23-33 76% 22%
25 SB 7,100 27 30 22-32 86% 17%
Source: Transpo Group 1. Average Weekday Daily Traffic. 2. Represents the vehicles exceeding the posted speed limit by at least 5 mph.
The following points summarize the findings based on the speed data results summarized in the table above:
• The median speed, which 50 percent of the vehicles travel at or below, is less than 35 mph in both directions for all locations. The median speed is below the speed limit at all locations except the south leg of Northwest Avenue, which is 2 mph above the posted speed limit. Ideally, the median speeds should be under the posted speed limit.
• The 85th-percentile speed exceeds the posted speed limit of 35 mph by under 5 mph on the east leg and 5 to 10 mph above the 25 mph posted speed on the south leg. On the other legs, the 85th-percentile speed is either at or below the posted speed limit by less than 10 mph. Typically the 85th-percentile speed is used to set the posted speed limit and should be within 5 to 10 mph of the posted speed. The observed 85th percentile speeds are within this range.
• The 10 mph pace is a measure of the range in speeds and is defined as the consecutive 10 mph range containing the highest number of vehicles. For Bakerview Road, the lower threshold for 10 mph pace is between 23 and 28 mph, with upper thresholds ranging from 33 and 38 mph. On the north leg the lower limit is between 15 and 22 mph and upper limit is between 25 and 32 mph. The south leg has a 10 mph pace around 22 to 32 mph for both directions of travel. Ideally, the upper limits of the 10 mph pace should be close to the posted speed limit. The range of pace observed along Bakerview Road indicates the 35 mph posted speed limit is an acceptable speed limit. On the north leg, the posted speed may be higher than necessary based on the posted speed being above the 10 mph pace in both directions. The posted speed limit on the south leg falls on the lower end of the 10 mph pace indicating there are more vehicles speeding.
• The percent in pace represents the percentage of all vehicles traveling within the 10 mph pace. It is desirable to have a high percentage of the total number of vehicles in the 10 mph pace. The eastbound and westbound approaches to the intersection have lower percentages, indicating higher speed variability.
• The percent of vehicles traveling five mph or greater over the speed limit at the study locations ranges between zero and 22 percent at approaches to the study intersection. The majority of the speeding occurred on the south leg. Typically, any location higher than 15 percent indicates a possible speeding issue. The high percentage of vehicles traveling greater than five mph over the speed limit indicates a speeding issue exists on the south leg of the intersection.
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To further illustrate the findings found in the speed analysis indicators, the following series of charts summarize the vehicle speeds collected for each of the approaches to the intersection. Individual data points were grouped into 5-mph hour ranges and graphed by direction. Figures 5 and 6 summarize the speed distribution for the east and west legs of Bakerview Road.
As shown in these figures, the common speed range for most directions is 30 to 35 mph, with the exception of the eastbound direction for the west leg of W Bakerview Road. The eastbound direction of the east leg and westbound direction of the west leg had highest percentage of people traveling over the posted speed limit of 35 mph. The higher rate of speeding vehicles in these
directions may be due to vehicles speeding up as they travel away from the signalized intersection.
Figures 7 and 8 summarize the speed distribution for the north and south legs Northwest Avenue. The graphs show the percentage of people operating in speed ranges of 5 mph.
As shown in Figure 7, the south leg had a majority of speeds within the 25 to 30 mph range which is above the posted speed limit of 25 mph. Figure 8 shows the most common speed range for vehicles is between 25 to 30 mph for northbound and 20 to 25 mph for Southbound both lower than the posted speed limit of 35 mph.
0.0%
10.0%
20.0%
30.0%
40.0%
50.0%
60.0%
0 - 15 15 - 20 20 - 25 25 - 30 30 - 35 35+
Pe
rce
nt
of
ve
hic
les
Speed (mph)
Figure 7
Speed Distribution for South Leg of Northwest Avenue
Northbound
Southbound
0.0%
10.0%
20.0%
30.0%
40.0%
50.0%
60.0%
0 - 15 15 - 20 20 - 25 25 - 30 30 - 35 35+
Pe
rce
nt
of
ve
hic
les
Speed (mph)
Figure 8
Speed Distribution for North Leg of Northwest Avenue
Northbound
Southbound
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Vehicle Classifications
Vehicle counts and vehicle classifications were collected along Northwest Avenue and W Bakerview Road on October 25, 2016. Average Daily Traffic volumes ranged from 5,400 vehicles on the north leg of Northwest Avenue to 12,400 vehicles on the east leg of Bakerview Road. Table 4 summarizes the key vehicle classifications for the Northwest/Bakerview intersection. The two main categories of vehicles are passenger cars and heavy vehicles. Attachment C contains the complete vehicle classification data sheets summarized by Federal Highway Administration (FHWA) vehicle type.
Table 4. Vehicle Classification (2016)
Vehicle Type
Bakerview Road Northwest Avenue
East Leg West Leg North Leg South Leg
EB WB EB WB NB SB NB SB
Heavy Vehicles 5.8% 6.8% 7.8% 5.0% 6.4% 6.5% 6.1% 4.9%
Heavy vehicles represent approximately 5 percent to 8 percent of all vehicles utilizing the intersection. Within the study area, W Bakerview Road and Northwest Avenue are designated truck routes. Percentages of heavy vehicles are similar on all legs of the intersection.
Safety Evaluation
As identified during the W Bakerview Road/I-5 IJR conducted by WSDOT, the Northwest/Bakerview intersection experiences a high number of crashes. Collision analysis at the was evaluated by WSDOT using their Highway Safety Manual (HSM) Urban and Suburban tool. Collision history used in their analysis was from the years of 2010 to 2014. As part of this study, recent collision data spanning 2012 and 2016 was collected from WSDOT and input into this HSM tool. The original WSDOT HSM analysis, as well as the updated 2017 analysis is included in Attachment D. A comparison of results is shown in Table 5.
Table 5. HSM Analysis Results – WSDOT vs 2017 Analysis
Crash Severity Level
WSDOT Analysis 2017 Analysis
N Predicted (crashes/year)
N Expected (crashes/year)
N Potential for Improvement (crashes/year)
N Predicted (crashes/year)
N Expected (crashes/year)
N Potential for Improvement (crashes/year)
Fatal and Injury (KABC)
2.0 7.8 5.8 1.9 4.7 2.8
Property Damage Only (PDO)
2.9 11.6 8.7 2.9 6.9 4.1
Total (KABCO) 4.9 19.3 14.5 4.8 11.7 6.9
Source: Transpo Group
As can be seen, a decrease was seen in expected average crash frequency and potential for safety improvements in the 2017 analysis, while predicted average crash frequency remained approximately the same. In addition, the revised analysis showed a potential for improvement of 6.8 crashes/year. This is lower than the original WSDOT HSM analysis done as part of the Bakerview Interchange IJR but still represents a significant potential for improvement. The likely reason for this drop on expected crash rate and potential for improvement is the WSDOT analysis included all crashes reported within one tenth of a mile from the intersection. The revised analysis
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performed as part of this study considered the crashes observed near the nearby commercial accesses and removed driveway related crashes from the intersection analysis. Collisions at the intersection of Bakerview Road and Northwest Avenue were analyzed to determine where potential safety concerns arise. This data is summarized in Table 6 and all collisions are shown on Figure 9 in their approximate locations.
Table 6. Bakerview Rd and Northwest Ave Collision History – October 7, 2011 to November 8, 2016
Location
Type of Collision
Severity
Total Collisions
Angle Rear-End Ped/Bike Other PDO1 Injury Fatality
At Intersection 28 41 3 10 54 28 0 82
Intersection Approaches 22 22 6 6 38 18 0 56
Total Collisions 50 63 9 16 92 46 0 138
Source: WSDOT and Transpo Group, 2016 1. Property Damage Only
The most frequent type of collisions at the intersection were rear-end crashes. The majority of the rear-end collisions at the intersection occurred for vehicles traveling straight on the EB and WB approaches. Northwest Avenue experienced a high number of rear-end collisions associated with the channelized right-turn lanes on the north and southbound approaches. The rear-ends at the intersection could potentially have been caused by drivers needing to respond quickly to a changing environment such as red lights or slowing or stopped vehicles. The other prominent type of crash at the intersection were angle collisions. These collisions are often caused by drivers disregarding the signal or not granting right-of-way to the correct vehicle. The most frequent of the angle collisions were eastbound or westbound vehicles turning left from W Bakerview Road colliding oncoming vehicles. These specific collisions represent 22 percent of all collisions at the intersection. The left turn signal phasing at Bakerview Road and Northwest Avenue are designated as protected/permissive. During the permissive phase, drivers must identify an appropriate opening to make a left turn, exposing themselves to conflicts with oncoming vehicles. On the intersection approaches, the most concentrated collisions occurred on the west leg near two commercial driveways. Angle collisions involving vehicles turning left into and out of these driveways were the predominant collision type. The other common collision on the approaches were rear-end collisions. These rear-end crashes are potentially the result of drivers conflicting with other vehicles stopped for people exiting or entering the driveways or conflicts with stopped vehicles at the signalized intersection. Queues on the west approach can reach around 600 feet during peak conditions.
Existing Operations Analysis
Peak hour turning movement counts were collected in October 2016 for two hour periods during the morning (7 to 9 a.m.) and evening (4 to 6 p.m.) peak periods. Traffic volumes for both time periods were analyzed for peak hour traffic operations. Peak hour traffic volumes are summarized in Figure 10, and Attachment E contains the peak hour turning movement count worksheets Existing weekday peak hour traffic operations were evaluated at the Northwest/Bakerview intersection based on Level of Service (LOS) methodology. The LOS analysis method is identified in the Highway Capacity Manual (2010) as described in Attachment F, and evaluated using Synchro version 9.1. At signalized intersections, LOS is measured in average control delay per vehicle and described with a range of LOS values (LOS A through F). LOS A indicates free-flowing traffic and LOS F indicates extreme congestion and long vehicle delays.
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Based on the Transportation Element of the Comprehensive Plan (2006), the City of Bellingham has adopted an LOS E standard. Table 7 summarizes the existing weekday peak hour operations. The detailed LOS worksheets are included in Attachment G.
Table 7. Existing (2016) Weekday Level of Service
Intersection Approach
AM Peak Hour PM Peak Hour
LOS1 Delay2 LOS Delay
Eastbound B 18.6 C 28.1
Westbound B 15.9 C 23.9
Northbound C 22.8 D 36.7
Southbound C 21.9 D 36.2
Overall Intersection B 19.1 C 28.8
Source: Transpo Group 1. Level of service (LOS), based on 2010 Highway Capacity Manual methodology. 2. Average delay in seconds per vehicle.
As shown in Table 7, the intersection currently operates at LOS B during the morning peak hour and LOS C during the evening peak hour. These are both within the City of Bellingham’s intersection operations standards for signalized intersections. Under both analysis periods, the northbound leg to the intersection has the highest approach delays. Queues were evaluated to determine if intersection turning movements have 95th percentile queues that extend beyond available storage. Table 8 summarizes the results of the analysis.
Table 8. Existing (2016) Weekday Queuing Summary
Location
Available Storage Length
(Feet)
2016 Existing
AM Peak Hour
(Feet)
PM Peak Hour
(Feet)
Northwest Avenue
Southbound Right Turn 150 50 65
Southbound Through NA 240 360
Southbound Left Turn 100 115 195
Northbound Right Turn 600 55 90
Northbound Through NA 210 460
Northbound Left Turn 90 95 215
Bakerview Road
Westbound Left Turn 100 100 410
Westbound Through-Right NA 146 465
Eastbound Left Turn 100 75 155
Eastbound Through-Right NA 280 600
Source: Transpo Group
As shown in Table 8, existing 95th-percentile queues for all left-turn movements exceed available storage capacity. All approaches of Bakerview Road and Northwest Avenue also have two-way left turn lanes that extend midway to the nearest adjacent intersection. This lane helps to extend the storage available for left-turn movements. However, access to adjacent driveways may be limited if the queue length extends to the 95th-percentile length. Additionally, the queues that develop for the through movements on the approaches to the intersection are long enough to block access to some of the turn lanes at the intersection. Level of service indicates that intersection operations are acceptable, but queuing results suggest there may be geometric challenges at the intersection regarding channelization and access management.
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Future Conditions
Future Demand
The future analysis years for this evaluation include 2026 and 2036 conditions. Traffic volume demand for each year were developed based on two primary sources: existing counts collected in October 2016; and forecast traffic growth from the Whatcom Council of Governments (WCOG) regional travel demand model between the 2013 model and the 2036 model. The WCOG 2013 model land use was last updated in July 2015, and the 2036 model land use was last updated in October 2015. Many of the recent development plans in the vicinity of the study intersection were assumed to be accounted for in the travel demand model. Intersection traffic volumes for 2036 were developed by extracting intersection traffic volumes from the 2013 and 2036 WCOG travel demand model to determine anticipated traffic growth in the areas. This traffic growth was then added to the existing 2016 counts. 2026 horizon year traffic volumes were developed by interpolating traffic volumes between 2016 and 2036. In general, traffic is expected to grow 36 percent in the east-west direction and 21 percent in the north-south direction by 2036.
Northwest Drive/Aldrich Road Intersection
The Northwest Drive/Aldrich Road intersection is located in close proximity of the Northwest/Bakerview intersection, which means changes at one intersection would likely change traffic operations at the other. Southbound vehicle queues along Northwest Drive approaching Bakerview Road longer than 350 feet would block the Aldrich Road intersection. To understand the future potential traffic conditions, traffic volume forecasts were prepared for the Northwest Drive/Aldrich Road intersection. As before, the 3036 forecast is based on the 2036 WCOG model and 2026 conditions are interpolated from 2036 and 2016 conditions. The volume forecasts also assume on PM peak hour conditions, completion of the Mahogany Avenue corridor, and no turn restrictions at the Aldrich Road intersection. The existing and future forecast turning movements for Northwest Drive/Aldrich Road during PM peak hour conditions are shown in the attachments. Total entering volumes at this intersection are expected to grow from 1,160 to 1,630 between 2016 and 2036. In 2036, the westbound left-turn volumes from Aldrich Road would have 285 vehicles and southbound left-turn volumes into Aldrich road would be 175 vehicles. A higher number of Aldrich Road vehicle trips would be oriented to the north to access Mahogany Avenue and associated commercial areas.
Future Operations Analysis
Future operations analyses were evaluated for the Northwest/Bakerview intersection under 2026 and 2036 horizon year traffic conditions. Intersection operations were evaluated using Synchro 9.1 software for the 2026 and 2036 horizon year volumes using existing lane configurations. Peak hour factors for these scenarios were assumed at .95 and signal lengths were optimized. Figure 11 shows the traffic volumes. Table 9 summarizes the 2026 and 2036 horizon year peak hour LOS at the study intersection by approach. Detailed LOS worksheets are included in Attachment H and Attachment I shows queue worksheets.
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Table 9. Horizon Year (2026 and 2036) Weekday Level of Service
AM Peak Hour PM Peak Hour
Intersection Approach
2026 Year 2036 Year 2026 Year 2036 Year
Eastbound B 19.6 C 22.5 D 38.1 F 88.7
Westbound B 16.5 B 18.1 C 31.2 D 48.2
Northbound C 24.3 C 29.2 E 56.1 F 88.1
Southbound C 23.4 C 28.1 E 56.0 F 120.9
Overall Intersection C 20.2 C 23.4 D 40.1 E 76.2
Source: Transpo Group 1. Level of service (LOS), based on 2010 Highway Capacity Manual methodology. 2. Average delay in seconds per vehicle.
As shown in the table, overall intersection operations under 2026 horizon year traffic conditions degrade slightly from 2016 existing year traffic conditions. During the AM peak hour, the intersection operates at LOS C under both the 2026 and 2036 traffic conditions, while during the PM peak hour the intersection moves from LOS C under existing conditions to LOS D in 2026 and LOS E under 2036 horizon year traffic conditions. Under the 2036 horizon year conditions, the eastbound leg operates at LOS F in the PM peak hour. The approach experiences an approximately 15 percent increase in inbound traffic between 2026 and 2036 which is slightly higher than overall intersection growth. The additional westbound traffic can trigger higher delay and LOS under HCM 2010 methodology. Queues were also evaluated under 2026 and 2036 horizon year traffic conditions. Table 10 shows the 95-percentile queue lengths expected under the two future horizon scenarios. Queue are expected to be more problematic as traffic operations degrade in 2036.
Table 10. Future (2026 and 2036) Weekday Queuing Summary
Location
Available Storage Length (Feet)
2026 Year 2036 Year
AM Peak Hour
(Feet)
PM Peak Hour
(Feet)
AM Peak Hour
(Feet)
PM Peak Hour
(Feet)
Northwest Avenue
Southbound Right Turn 150 53 69 61 104
Southbound Through NA 256 446 352 526
Southbound Left Turn 100 122 241 164 329
Northbound Right Turn 600 65 89 76 161
Northbound Through NA 223 571 309 686
Northbound Left Turn 90 100 256 133 322
Bakerview Road
Westbound Left Turn 100 102 532 142 650
Westbound Through-Right NA 146 686 191 905
Eastbound Left Turn 100 79 145 103 207
Eastbound Through-Right NA 304 890 428 1247
Source: Transpo Group
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Impacts to Transit
Increases in delay at the Northwest/Bakerview intersection will adversely affect the speed and reliability of transit through the intersection. Table 11 shows the increase in delay for transit serving movements as a percentage of growth over 2016 estimated delay.
Table 11. Transit Delay - Existing (2016) and Future (2026 and 2036)
Location
Existing (2016) 2026 Year 2036 Year
AM Peak
Hour PM Peak
Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour
Transit Delay
(s/veh)
Transit Delay
(s/veh)
Transit Delay
(s/veh) Percent Growth
Transit Delay
(s/veh) Percent Growth
Transit Delay
(s/veh) Percent Growth
Transit Delay
(s/veh) Percent Growth
Northwest Avenue
Southbound Left Turn
21.9 36.6
23.3 6% 56.1 3% 27.4 25% 192.1 425%
Northbound Right Turn
0.0 0.0
0.0 0% 0.0 0% 0.0 0% 0.0 0%
Bakerview Road
Westbound Through
16.9 24.4
17.4 3% 27.9 14% 18.7 11% 36.8 51%
Eastbound Left Turn
12.0 19.3
12.6 5% 24.3 26% 14.4 20% 37.7 95%
Eastbound Right Turn
19.7 30.1
20.8 6% 40.4 34% 23.9 21% 97.3 223%
Eastbound Through
19.5 29.8
20.7 6% 39.9 34% 23.8 22% 92.0 208%
Source: Transpo Group
Summary of Existing and Future Conditions Evaluation
The following points summarize the key findings from the safety analysis:
• Non-motorized facilities are non-continuous and appear to not meet current ADA standards. Existing bike lanes on each approach do not continue through the intersection. Pedestrian facilities including curb ramps and pedestrian signal equipment do not meet current ADA standards.
• The intersection serves 5 different transit routes including a high frequency, high ridership route connecting downtown Bellingham with Whatcom Community College. Transit travel times through the intersection have increased at nearly 2.5 percent annually in the last 10 years.
• Average Daily Traffic volumes ranged from 5,400 vehicles on the north leg of Northwest Avenue to 12,400 vehicles on the east leg of Bakerview Road.
• The percent of vehicles traveling five mph or greater over the speed limit at the study locations ranges between zero and 22 percent at approaches to the study intersection. Highest variations of speed relative to the posted speed limit was observed on the south leg, where the posted speed limit is 25 mph but 85th percentile speeds were closer to 30 mph.
• Heavy vehicles, including two-axle single unit trucks and larger vehicles, constitute roughly 5 to 8 percent of the vehicles at the intersection. Bakerview Road and Northwest Avenue are both designated truck routes.
• An updated HSM analysis revealed the potential for improvement of 6.8 crashes/year. There was a total of 82 collisions reported at the intersection
14
and 56 collisions reported on approaches to the intersection during the four-year period of collision data analyzed. Rear-end collisions were the most frequent type of crash reported, followed by left-and right-turn movement related crashes. Numerous crashes were also observed on the west leg of the intersection near two commercial driveways. Potential improvements should focus on reducing left- and right-turn related crashes and crashes related to commercial access points.
The following points summarize the key findings from the existing and future conditions traffic operations analysis:
• The intersection currently operates at LOS B during the morning peak hours and LOS C during evening weekday peak hours. Existing 95th-percentile vehicle queues exceed the available storage capacity for all left-turn lanes during the morning and/or evening peak hours. Existing two-way left-turn lanes are present on all approaches which provide additional storage capacity, but utilizing this lane, as well as the long queue experienced by the through movements, impedes access to nearby driveways, particularly on the west approach.
• With existing lane configurations and signal timing, 2026 horizon year traffic conditions degrade slightly from 2016 existing year traffic conditions. During the AM peak hour, the intersection is expected to operate at LOS C, while during the PM peak hour the intersection is expected to degrade to LOS D. Under 2036 horizon year conditions, the intersection is expected to operate at LOS C during the AM peak hour, and LOS E during the PM peak hour.
• Transit travel times through the intersection are expected to increase, affecting speed and reliability of transit vehicles. It is estimated that transit delay will increase 18 percent on average by 2026.
Alternatives Analysis
The main purpose of the Northwest/Bakerview Intersection Safety Improvement Study was to increase safety, for both vehicle drivers and pedestrians. Improved capacity at signalized intersections can reduce the number of rear end crashes. Consolidated driveways and improved on-site circulation can reduce crash risks along the busy corridor. Non-motorized safety can be improved with additional crosswalk facilities, modern ADA hardware, a complete sidewalk and bicycle network, and improved driveway designs. After reviewing the Existing and Future Conditions Evaluation, comments from stakeholders, and guidance from City staff, potential alternatives were identified. The identified improvement projects generally fell into two major categories:
• Interim: These included projects that could be implemented quickly with limited
dependence on external financing such as grants.
• Long Term: These included projects with higher cost implications that would require
substantial external funding sources. These projects have higher impacts to right-of-way
and utilities.
Measures of Effectiveness (MOE’s) were developed to objectively evaluate the alternatives. These MOE’s were chosen to be consistent with the goals of the study and with the results of the existing and future conditions analysis. Table 12 summarizes the MOE’s used in the alternatives analysis and the results of the alternatives analysis in relation to the MOE’s is shown in Attachment J.
Intersection Operations Average Intersection Delay and LOS
95% Queue lengths
Changes in average intersection delay and LOS
Changes in 95% Queue lengths
Safety Mapped collisions
Crash trends
HSM predictive collision frequencies based on infrastructure changes
Removal of conflict points
Non-motorized Safety
ADA assessment of existing facilities (curb ramps, pedestrian signal system)
Map of existing bicycle facilities
Upgrades to ADA compliance
Completion of bicycle connections
Change in level of protection for Cyclists
Transit Travel Times Estimated impact to transit travel time based on changes in average delay for transit serving movements
Changes in estimated transit travel times based on changes in average delay for transit serving movements
The following sections provide a summary of the alternatives analysis.
Interim
Possible interim projects were identified that addressed issues identified through the existing and future conditions evaluation but could be completed within existing City revenue sources. These improvements were typically limited to minor reconstruction of curbs, changes in signal infrastructure, and channelization improvements. The projects included in the alternatives analysis are defined as follows:
• Restrict left-turns from Bakerview Road. This improvement would involve changes to signal timing and phasing to eliminate permissive left-turns from the east-and westbound movements of the intersection. While the improvement did address the high number of left-turn related crashes observed at the intersection by removing the conflict between left-turning and opposing through vehicles, the negative impact to the operations of the intersection was deemed unacceptable by the City.
• Extend bike lanes through intersection with appropriate markings. This improvement was aimed at providing a connection for bike facilities on each leg of the intersection. This improvement would include channelization as well as minor reconstruction of the right-turn channelizing islands on the northwest and southeast corners of the intersection. This alternative analysis showed a neutral impact with regards to intersection operations, vehicle safety and transit travel times but had a positive benefit to non-motorized safety.
• Shorten northbound right-turn lane. As stated previously, the northbound right-turn lane is approximately 500 feet long. This presents a challenge to providing a bike facility that interacts with right-turning motor vehicles. This project was identified as a way to limit the length of roadway where the northbound bike lane would be ‘sandwiched’ between the northbound through and right-turn lanes. While the alternatives analysis showed this improvement would increase non-motorized safety, there were concerns with how the right-turn lane would be shortened. Shortening the lane by simply dechannelizing would result in a large area of unused pavement leading up to the right-turn lane. There was concern that motorists would ignore the new striping and negate any benefit to bicycle safety.
• Add Transit Signal Priority (TSP). This project was intended to address transit travel times and provide a reduction in the delay experienced by transit vehicles through the intersection. The improvement would include
16
improvements to the existing traffic signal cabinet and installation of TSP equipment on transit vehicles. The benefit of this alternative is hard to quantify through modeling. Intuitively TSP would be expected to decrease transit travel times through the intersection. However, the highest frequency, highest ridership route (#232) utilizes turn movements through the intersection. TSP would provide limited to no benefit to movements used by Route 232 - the northbound channelized free right-turn movement does not operate within signal timing and the westbound left-turn movement is one of the more congested movements.
• Install advanced warning ‘Prepare to Stop’ signing. This improvement was suggested to reduce rear-end related crashes, particularly along Bakerview Road. The improvement would involve the installation of mast-arm mounted blank-out signs that would activate a ‘Prepare to Stop’ message prior to signal clearance intervals and/or when a long queue was detected. This type of installation has been installed on other facilities in Washington State, primarily on intersections in rural areas with higher speed intersecting roadways. Due to the limited application of this alternative in similar low-speed, urban areas, this alternative was removed from further consideration.
• Upgrade pedestrian facilities to current ADA standards. This improvement was included to address the non-compliance of existing pedestrian facilities to current ADA standards. The improvement would include reconstructing curb ramps and installing Accessible Pedestrian System (APS) -style pushbuttons and pedestrian signal heads. This alternative would be expected to be included in any improvement at the intersection.
• Improve access management along Bakerview Road and the north leg of Northwest Drive. As discussed previously, several crashes were reported at the commercial driveways located near the intersection, as well as the closely spaced Northwest/Aldrich intersection. This improvement intended to reduce the frequency of driveway related crashes by restricting movements into and\or out of commercial driveways near the intersection. The alternatives analysis showed the improvement would eliminate 23 conflict points along approaches to the intersection, reducing the potential for crashes at these locations. In addition, this improvement would be expected to improve non-motorized safety along the approaches to the intersection by reducing vehicle/non-motorized conflict points at driveways. Specific to the restriction of the westbound left-turn movement from Aldrich Road onto Northwest Drive, the alternatives analysis showed the following possible results:
o The southbound vehicle queues along Northwest Drive approaching Bakerview Road would decrease. A large portion of southbound traffic volume comes from Aldrich Road.
o The 285 left-turning vehicles would need to shift to other routes. Some may turn right and head north to the Mahogany Avenue/Northwest Drive intersection and turn left (new path via Artic Avenue) or make a U-turn back south along Northwest Drive. Others may detour to local streets east of Aldrich Road to access Bakerview Road. A few others may choose other routes outside the immediate vicinity of the study intersections
Long Term
In addition to Interim improvements, possible projects were identified that would involve larger impacts to right-of-way, major utilities, or major reconstruction. These improvements would require
17
substantial external funding in the form of grants. The long-term projects included in this analysis include:
• Construct multi-lane roundabout. This improvement would construct a multi-lane roundabout at the intersection to address future operational needs and existing safety issues. The improvement would involve complete reconstruction of the intersection and require significant acquisition of right-of-way, most notably on the southwest corner. In addition, the project would likely impact at least two large power poles near the intersection. The analysis showed the roundabout would have a positive impact on intersection operations and both vehicular and non-motorized safety. Due to the improvement in intersection operations, transit travel times would also decrease.
• Add right-turn lanes on Bakerview. This improvement was aimed at increasing capacity at the intersection as well as reducing rear-end crashes related to right-turning vehicles on Bakerview. This improvement would involve the construction of right-turn lanes along Bakerview including acquisition of right-of-way and impacts to utilities. The improvement would also most likely require reconstruction of the traffic signal. The results of the alternatives analysis showed the improvement would result in significant decreases in intersection delay and would be expected to reduce rear-end crashes along approaches to the intersection. However, the improvement would also lengthen pedestrian crossing distances across Bakerview Road. The benefits to overall intersection operations would also translate to improved transit travel times through the intersection.
• Add dual left-turns on Bakerview. This improvement aimed to reduce the frequency of left-turn related crashes, while also providing adequate capacity for left-turn demand. The project would widen Bakerview to allow for the addition of an additional left-turn lane in the west- and east bound directions. This alternative would likely require the reconstruction of the entire intersection and approaches including right-of-way acquisition, utility impacts, etc. The alternatives analysis showed that while this alternative would provide improvements to intersection operations and transit travel times, the intersection would experience similar predicted crash rates as the existing observed rate. In addition, pedestrian crossings across Bakerview Roads would be lengthened.
• Extend northbound right-turn lane through intersection. This improvement would add additional capacity to the intersection in the northbound direction by extending the right-turn lane through the intersection and converting it to a shared through/right-turn lane. This would require the construction of an additional receiving lane on the north leg of the intersection between Bakerview Road and Aldrich Road. The alternatives analysis owed that this improvement is expected to provide a slight increase in delay at the intersection. This is mainly due to increases in delay to northbound right-turning vehicles as they would lose the existing dedicated right-turn lane and be required to use the new shared/right lane. The improvement is also not expected to have a positive impact on vehicular or non-motorized safety.
• Construct protected bicycle intersection. This improvement would reconstruct the intersection to provide protected bicycle facilities approaching and through the intersection. This improvement would require construction of the separated bike facilities on the approaches of the intersection, and the reconstruction of the existing signal system to provide bicycle signalization. The alternatives analysis showed a positive impact to non-motorized safety
18
but the improvement would be difficult to implement with the current geometric configuration of the intersection.
Improvement Packages
The results of the alternatives analysis, along with stakeholder feedback, were used to develop optional improvement packages that would be further developed with conceptual design drawings and cost estimates. The improvement packages are described below and conceptual drawings and cost estimates for each are shown in Attachment K.
• Alternative 1: Alternative 1 would combine the following alternatives into one construction project:
o Extend bike lanes through intersection with appropriate markings o Upgrade pedestrian facilities to current ADA standards o Access management along Bakerview Road and the north leg of Northwest Drive
• Alternative 2A: Alternative 2A included the construction of a multi-lane roundabout at the intersection.
• Alternative 2B: Alternative 2B included the construction of right-turn lanes on the east- and westbound approaches to the study intersection.
Upon review of the improvement projects and stakeholder feedback, Alternative 1 was selected as the preferred alternative.
Figures
1 – Cordata Neighborhood Growth 2 – Pedestrian and Bicycle Facilities 3 – Pedestrian and Bicycle Counts 4 – Transit Route and Ridership 9 – Collision History 10 – 2016 Existing Weekday Traffic Conditions 11 – Horizon Years (2026 and 2036) Volumes
Attachments
A – Transit Running Times B – Speed Data Summary Sheets C – Vehicle Classification Summary Sheets D – HSM Analysis E – Traffic Counts F – Highway Capacity Manual LOS G – Existing Year (2016) LOS Worksheets H – Horizon Years (2026 and 2036) LOS Worksheets I – Queuing Analysis Worksheets J – Summary of Alternatives Analysis K – Conceptual Drawings and Cost Estimates
FIGURE1
FIGUREBakerview Northwest Intersection Safety Study 3
Legend
Existing Bike Lanes (actual)
Existing Bike Lanes (in Bicycle Master Plan)
Proposed Bike Lanes(in Bicycle Master Plan)
Intersection Improvement(in Bicycle Master Plan)
Pedestrian and Bicycle Facilities
W BAKERVIEW RD
NO
RTH
WES
T AVE ALDRICH
RD
DARBY DR
HO
ME
RD
PALIS
AD
E W
AY
2
FIGUREBakerview Northwest Intersection Safety Study 4
Pedestrian and Bicycle Counts - 10/25/2016
W BAKERVIEW RD
NO
RTH
WES
T AVE
TOTAL COUNTS: 61 TOTAL COUNTS: 148
NO
RTH
WES
T AVE
NO
RTH
WES
T AVE
W BAKERVIEW RD W BAKERVIEW RD(2)
(1)
(4)
(1)
(21)(1)
(2)(4)
(18)(2) (5)
(21)(7)
(17)
(1)
(1)
(15) (5)(9)
(12)(2)
(8)
(20)(14) (12)
NWLOT
SWLOT
NWLOT
SWLOT
(1)
(1)
BICYCLE COUNTS PEDESTRIAN COUNTS
NWLOT
SWLOT
melissaw
Text Box
3
FIGUREBakerview Northwest Intersection Safety Study 2
4
4
55
553
3
232
232
27
27
154
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219
62
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6299
3433
1917
A
B
C
D
E
F
G
H
Legend
Bus Stop Locations
Boarding On Bus
Boarding Off Bus
#
#
Transit Route and Ridership
W BAKERVIEW RD
NO
RTH
WES
T AVE
ALDRICH
RD
DARBY DR
HO
ME
RD
PALIS
AD
E W
AY
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FIGURE1
Study Intersection Collision History - 10/2011 - 11/2016Bakerview Northwest Intersection Safety Study
(2)(2)(9)
(2)
(3)
(1)
(6)(1)(4) (1)
(11)
(1)
(1)(5)(2)
(1) (1)(7)(1)
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9
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2016 Existing Weekday Traffic Conditions
FIGURE
10
1 1
NOT TO SCALE
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Northwest Avenue / Bakerview Road Intersection Safety Study
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HSM ANALYSIS
Northwest Dr-Bakerview Rd Intersection
1 Safety
A safety analysis for existing conditions was performed to assess the type, cause and frequency of
accidents currently occurring within the intersection limits. For the future year analysis, a predictive
assessment of how existing conditions may change will be performed to assess the intersection with
and without the identified alternative design elements at the interchange.
1.2 Existing Safety Conditions
Existing accident data was collected from WSDOT from 2010 to 2014. The accident study was
included each approach within the intersection limits. The extent of the analysis included accidents
within a tenth of a mile from the intersection.
In the observed crash study period (2010 – 2014), the intersection averaged a total of 29 collisions
per year. After conducting a safety analysis for the intersection, it was found that the expected,
long-term average crash frequency was 19 collisions per year, while the predicted average crash
frequency was 5 crashes per year. This means that the potential for safety improvement averages 14
crashes per year.
Injury Types
There were no fatal or serious injury crashes occurring at this site from 2010 to 2014. Of 145 total
crashes, approximately 35% resulted in injury.
Crash Types
Crash Type Type 2010 2011 2012 2013 2014 Percentage Grand Total
Rear-end 18 9 18 15 11 49% 71
ODLT 7 7 5 9 5 23% 33
Enter-at-angle 6 5 3 5 5 17% 24
Sideswipe 1 1
3
3% 5
Bike
1 1
1 2% 3
Others
2
1
2% 3
Fixed Object
1 1 1 2% 3
Overturn
1
1% 1
Pedestrian
1
1 1% 2
Grand Total 32 25 30 34 24 100% 145
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Preliminary crash analysis revealed that opposite direction left-turn and enter-at-angle collisions
together account for roughly 40% of the collisions at this intersection.
Opposite Direction Left-Turn (ODLT) Collisions
At signalized intersections, these collisions typically occur where there is left-turn permissive
phasing. At this intersection, ODLT collisions account for roughly 25% of the total collisions at this
intersection—the majority of which consisted of the at-fault vehicle making a left from Bakerview Rd
(85%).
The at-fault vehicle making a left from westbound Bakerview Rd accounted for 65% of the total ODLT collisions
The at-fault vehicle making a left from eastbound Bakerview Rd accounted for 20% of the total ODLT collisions
Other Factors
The primary contributing causes were inattention/driver distraction (33%), did not grant right-of-
way to another vehicle (29%), following (12%) and speed (10%).
Contributing Cause Type 2010 2011 2012 2013 2014 Percentage Grand Total
1.3 Future Safety Conditions (Pending on Alternatives)
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APPENDIX
A.1 HSM WORKSHEET OUTPUTS
PROJECT SAFETY PERFORMANCE SUMMARY REPORT
General Information
Project Name Bakerview Interchange Justification Report
Total Crashes/yr Fatal and Injury Crashes/yr Property Damage Only Crashes/yr
2.0 2.9
4.9
7.8
11.6
19.3
5.8
8.7
14.5
0.0
5.0
10.0
15.0
20.0
25.0
Fatal and injury (KABC) Property damage only (PDO) Total (KABCO)
Summary of Anticipated Safety Performance of the Project (average crashes/yr)
Predicted average crash frequency - Average safetyperformance of projects consisting of similar elements(anticipated average crashes/yr)
Expected average crash frequency - Actual long-termsafety performance of the project (anticipated averagecrashes/yr)
Potential for Safety Improvement (anticipated averagecrashes/yr)
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PROJECT SUMMARY -- Site-Specific EB Method Summary Results for Urban and Suburban Arterial Project
Crash severity level
N predicted(PROJECT) N expected (PROJECT) N potential for improvement
(PROJECT)
Predicted average crash frequency - Average
safety performance of projects consisting of
similar elements (anticipated average
crashes/yr)
Expected average crash frequency - Actual long-
term safety performance of the project (anticipated average crashes/yr)
Potential for Safety Improvement
(anticipated average crashes/yr)
Fatal and injury (KABC) 2.0 7.8 5.8
Property damage only (PDO) 2.9 11.6 8.7
Total (KABCO) 4.9 19.3 14.5
Discussion of Results Given the potential effects of project characteristics on safety performance, results
indicate that:
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1. It is anticipated that the project will, on average, experience 19.3 crashes per year (7.8 fatal and injury crashes per year; and 11.6 property damage only crashes per year).
2. A similar project is anticipated, on average, to experience 4.9 crashes per year (2 fatal and injury crashes per year; and 2.9 property damage only crashes per year).
3. It is anticipated the project has, on average, a potential for safety improvement of 14.5 crashes per year (5.8 fatal and injury crashes per year; and 8.7 property damage only crashes per year).
A.2 HSM WORKSHEET INPUTS
WORKSHEET 2A -- GENERAL INFORMATION AND INPUT DATA FOR URBAN AND SUBURBAN ARTERIAL INTERSECTIONS
General Information Location Information
Analyst Olivia Aikala Roadway Bakerview Rd
Agency or Company WSDOT - NWR
Location Information Northwest Dr Intersection
Date Performed 12/18/2015 Jurisdiction City of Bellingham
AADT major (veh/day) (total entering on major approaches)*
AADTMAX = 67,700 (veh/day) 25,400 -- AADT OK
AADT minor (veh/day) (total entering on minor approaches)*
AADTMAX = 33,400 (veh/day) 13,300 -- AADT OK
Intersection lighting (present/not present) Present Not Present
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Calibration factor, Ci 1.00 1.00
Data for unsignalized intersections only:
Number of major-road approaches with left-turn lanes (0,1,2) 0 0
Number of major-road approaches with right-turn lanes (0,1,2) 0 0
Data for signalized intersections only:
Number of approaches with left-turn lanes (0,1,2,3,4) [for 3SG, use maximum value of 3]
4 0
Number of approaches with right-turn lanes: for 4SG, use maximum value of 4, all other, max 2)
2 0 OK
Number of approaches with left-turn signal phasing [for 3SG, use maximum value of 3]
4 --
Type of left-turn signal phasing for Leg #1 Protected/Permissive Permissive
Type of left-turn signal phasing for Leg #2 Protected/Permissive --
Type of left-turn signal phasing for Leg #3 Protected/Permissive --
Type of left-turn signal phasing for Leg #4 (if applicable) Protected/Permissive --
Number of approaches with right-turn-on-red prohibited [for 3SG, use maximum value of 3]
0 0
Intersection red light cameras (present/not present) Not Present Not Present
Sum of all pedestrian crossing volumes (PedVol) -- Signalized intersections only
700 --
Maximum number of lanes crossed by a pedestrian (nlanesx) 5 --
Number of bus stops within 300 m (1,000 ft) of the intersection 3 or more 0
Schools within 300 m (1,000 ft) of the intersection (present/not present)
Not Present Not Present
Number of alcohol sales establishments within 300 m (1,000 ft) of the intersection
1 to 8 0
Average Annual Crash History (3 or 5-yr average)
Multiple vehicle crashes KABC Fatal and Injury Only 8.4
If
inputs
PDO Property Damage Only 19.0
Single-vehicle crashes KABC Fatal and Injury Only 1.6
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PDO Property Damage Only 0.0
are complete,
click for
next ele
ment
NOTES: * AADT: It is important to remember that the AADT(major) = AADT(major approach1) + AADT(minor approach2) (refer to p.12-8 in Part C of the HSM)
Discussion of ResultsGiven the potential effects of project characteristics on safety performance, results indicate that:
General Information
4.7
N/A
(PDO)(KABC)
2.8
N predicted(PROJECT)
Transpo Group
1.9
N potential for improvement (PROJECT)
Potential for Safety Improvement
(anticipated average crashes/yr)
Potential for
Improvement
Potential for
Improvement
Potential for
Improvement
(KABCO)
6.9
N expected (PROJECT)Predicted average crash
frequency ‐ Average safety
performance of projects
consisting of similar elements
(anticipated average crashes/yr)
Expected average crash frequency
‐ Actual long‐term safety
performance of the project
(anticipated average crashes/yr)
Total (KABCO)
Fatal and injury (KABC)
Crash severity level
11.7
3. It is anticipated the project has, on average, a potential for safety improvement of 6.9 crashes per year (2.8 fatal and injury crashes per year; and 4.1 property damage only crashes per year).
PROJECT SUMMARY ‐‐ Site‐Specific EB Method Summary Results for Urban and Suburban Arterial Project
4.8
Project Element
1. It is anticipated that the project will, on average, experience 11.7 crashes per year (4.7 fatal and injury crashes per year; and 6.9 property damage only crashes per year).
2. A similar project is anticipated, on average, to experience 4.8 crashes per year (1.9 fatal and injury crashes per year; and 2.9 property damage only crashes per year).
6.9
4.1
Signalized Intersection
Property damage only (PDO)
Property Damage Only Crashes/yr
Transpo Group
0
‐
01/23/17
2.9
PROJECT SUMMARY
Total Crashes/yr Fatal and Injury Crashes/yr
PROJECT SAFETY PERFORMANCE SUMMARY REPORT
Bakerview Northwest Intersection Safety Study
1.92.9
4.84.7
6.9
11.7
2.8
4.1
6.9
0.0
2.0
4.0
6.0
8.0
10.0
12.0
14.0
Fatal and injury (KABC) Property damage only (PDO) Total (KABCO)
Summary of Anticipated Safety Performance of the Project (average crashes/yr)
Predicted average crash frequency ‐ Average safety performance ofprojects consisting of similar elements (anticipated averagecrashes/yr)
Expected average crash frequency ‐ Actual long‐term safetyperformance of the project (anticipated average crashes/yr)
Potential for Safety Improvement (anticipated average crashes/yr)
Attachment E:Traffic Counts
www.idaxdata.com 01
to
to
Three-Hour Count Summaries
Note: For all three-hour count summary, see next page.
Total
14
8
5
2
29
Date: Tue, Oct 25, 2016
Peak Hour Count Period: 6:00 AM 9:00 AM
SB 1.5% 0.93
TOTAL 2.2% 0.86
WB 3.3% 0.93
NB 2.5% 0.72
Peak Hour: 7:45 AM 8:45 AM
HV %: PHF
EB 1.7% 0.86
76 0 32 61 34 607 0
0
149 2,091 0
0
0 478 0
Interval
Start
W BAKERVIEW RD W BAKERVIEW RD NORTHWEST DR NORTHWEST DR15-min
Highway Capacity Manual 2010 Signalized intersection level of service (LOS) is defined in terms of a weighted average control delay for the entire intersection. Control delay quantifies the increase in travel time that a vehicle experiences due to the traffic signal control as well as provides a surrogate measure for driver discomfort and fuel consumption. Signalized intersection LOS is stated in terms of average control delay per vehicle (in seconds) during a specified time period (e.g., weekday PM peak hour). Control delay is a complex measure based on many variables, including signal phasing and coordination (i.e., progression of movements through the intersection and along the corridor), signal cycle length, and traffic volumes with respect to intersection capacity and resulting queues. Table 1 summarizes the LOS criteria for signalized intersections, as described in the Highway Capacity Manual 2010 (Transportation Research Board, 2010). Table 1. Level of Service Criteria for Signalized Intersections
Level of Service Average Control Delay
(seconds/vehicle) General Description
A ≤10 Free Flow
B >10 – 20 Stable Flow (slight delays)
C >20 – 35 Stable flow (acceptable delays)
D >35 – 55 Approaching unstable flow (tolerable delay, occasionally wait through more than one signal cycle before proceeding)
E >55 – 80 Unstable flow (intolerable delay)
F1 >80 Forced flow (congested and queues fail to clear) Source: Highway Capacity Manual 2010, Transportation Research Board, 2010. 1. If the volume-to-capacity (v/c) ratio for a lane group exceeds 1.0 LOS F is assigned to the individual lane group. LOS for overall approach or
intersection is determined solely by the control delay.
Unsignalized intersection LOS criteria can be further reduced into two intersection types: all-way stop and two-way stop control. All-way stop control intersection LOS is expressed in terms of the weighted average control delay of the overall intersection or by approach. Two-way stop-controlled intersection LOS is defined in terms of the average control delay for each minor-street movement (or shared movement) as well as major-street left-turns. This approach is because major-street through vehicles are assumed to experience zero delay, a weighted average of all movements results in very low overall average delay, and this calculated low delay could mask deficiencies of minor movements. Table 2 shows LOS criteria for unsignalized intersections.
Table 2. Level of Service Criteria for Unsignalized Intersections Level of Service Average Control Delay (seconds/vehicle)
A 0 – 10
B >10 – 15
C >15 – 25
D >25 – 35
E >35 – 50
F1 >50 Source: Highway Capacity Manual 2010, Transportation Research Board, 2010. 1. If the volume-to-capacity (v/c) ratio exceeds 1.0, LOS F is assigned an individual lane group for all unsignalized
intersections, or minor street approach at two-way stop-controlled intersections. Overall intersection LOS is determined solely by control delay.
Attachment G:Existing Year (2016) LOS Worksheets
HCM 2010 Signalized Intersection Summary Bakerview Northwest Intersection Safety Study1: Northwest Dr & W Bakerview Rd AM Existing Network
AM Existing Network.syn Synchro 9 ReportTranspo Group Page 2
Intersection Summary~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles.# 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Attachment J: Summary of Alternatives Analysis
Intersection Operations Vehicle-Related Safety Non-Motorized Safety Transit Travel Time Cost
1Restrict Left-Turns from
Bakerview Rd
- Increases overall intersection delay (2016) by 33%
- Queue lengths, particularly EBL and WBL increase
- Reduces potential for LT angle collisions during
permitted phase
- HSM analysis shows 9% reduction in total
predicted collisions, larger reduction in PDO
- Removes conflict between EBT and WBT
pedestrians/cyclists with permitted left-turning
vehicles
- Delay increase on all movements serving transit
$10k
- Replace existing 4-section heads with 3-section left-
turn arrow heads
2
Extend Bike Lanes Through
Intersection with Appropriate
Markings
- Limited effect on vehicle operations - Limited effect on vehicle-related safety
- Raises awareness for both bicyclists and motorists
to potential conflict areas
- Reinforces that through bicyclists have priority
over turning vehicles or vehicles entering the
roadway
- Makes bicycle movements more predictable to
motorists
- Limited effect on transit travel time
$75 - 100k
- On south leg, lanes will need to be narrowed and
RT channelized island modified
- On north leg, RT channelized island will need to be
modified
- Bakerview approaches are paint only
3 Shorten NB Right-Turn Lane
- A 300ft NBR lane creates a 225 ft NBR queue in
future conditions. This seems to be the "sweet spot"
for incorporating a bike lane transition.
- Limited effect on vehicle-related safety
- Provides a safer and more comfortable navigation
of intersection for bicyclists
- Add "Yield to Bicyclists" signage before the
beginning of the right turn lane
- Consider apron on channelized intersection to
tighten curve, and slow traffic speeds
- Limited effect on transit travel time
$15k
- Rechannelize 650' of south leg of intersection
- Does not include cost of extending bike lanes to
intersection
4 Transit Signal Priority- Expected minor impact to general intersection
operations- Limited effect on vehicle-related safety - Limited effect on non-motorized safety
- Hard to quantify through modeling. Limited benefit
to high frequency route making northbound
left/westbound right movements.
$150k
- Assumes TSP system already in use by WTA and
COB
- Assumes installation of equipment on buses and at
intersection
5Install Advanced Warning
'Prepare to STOP' signage- Limited effect on vehicle operations
- Hard to quantify safety benefits - used for higher-
speed facilities. Not a lot of research to support
installation on low-speed, urban roadway.
- Provides advanced high-visibility warning of a stop
condition and may encourage motorists to slow the
vehicle sooner before intersection, potentially
reducing rear-end collisions.
- Limited effect on non-motorized safety - Limited effect on transit travel time
$75k
- Installation of overhead signage and connection to
signal cabinet
6Upgrade Pedestrian Facilities to
ADA- Limited effect on vehicle operations - Limited effect on vehicle-related safety
- ADA will be a necessary part of any intersection
improvements- Limited effect on transit travel time
$75 -100K
- Assumes parallel ramps
- Potential modifications to RT channelized islands
for drainage
7Access Management on
Bakerview and Northwest
- Limited effect on vehicle operations along
Bakerview
- Restricting westbound left-turns at Aldrich would
result in a decrease in southbound vehicle queues
along Northwest Drive approaching Bakerview Road.
A large portion of southbound traffic volume comes
from Aldrich Road.
- Diverted westbound left-turn trips at ALdrich
would need tp shift routes. There are not a lot of
good alternatives.
- Eliminates 23 conflict points along approaches to
the intersection
- Reduces access to nearby properties/businesses
- Non-motorist safety will be improved by removing
intersecting driveway, and roadway conflict points
near intersection
- Limited effect on transit travel time
<$75k
- Assumes pre-cast dual faced sloped mountable
curbing
Bakerview Road and Northwest Avenue Alternatives
ConsiderationsAlternatives
Interim
Intersection Operations Vehicle-Related Safety Non-Motorized Safety Transit Travel Time Cost
Bakerview Road and Northwest Avenue Alternatives
ConsiderationsAlternatives
8 Multi-Lane Roundabout
- Overall Intersection delay reduced by 47%
- EB delay reduced by 70%, Queues reduced to 500
ft
- WB delay increases by 40%, Queues increase
slightly to 1000 ft
- v/c ratios for 2036 volumes are >1.0
- v/c ratios are below 1.0 with 10% reduction in
2036 traffic volumes. This corresponds to a 2030
horizon.
- HSM analysis shows total collisions not expected to
decrease
- 66% reduction in fatal and injury collisions
- Wider (10'+) sidewalks around roundabout to
accommodate bicyclists
- Bicyclist exit ramps placed within 50 - 100' of the
intersection will allow bicyclists to exit roadway onto
sidewalk
- All approaches/exits will be multi-lane and require
pedestrian signal at crossings
- All transit serving movements experience a
reduction in delay
>$4M
- Significant ROW acquisition
- Significant utility impacts
- Potential retaining walls on NE corner
- Traffic control during construction will be very
complex
- Stormwater management
9 Right-Turn Lanes on Bakerview Rd
- Overall intersection delay reduced by 30%
- ~25% reduction in EBT and WBT queues
- reduction in all other queues
- Expected to reduce rear-end collisions
- HSM analysis shows 7% reduction in total
predicted collisions
- Will widen both pedestrian crossings of Bakerview
- Create more instances of vehicles making
permitted right-turn and RTOR
- Introduces additional mixing area with
cyclists/right-turning vehicles
- All transit serving movements experience a
reduction in delay
$250-500K
- Assumes 100' storage length
- ROW acquisition along both sides
- Significant utility impacts - utility poles, gas valve
- Potential relocation of traffic signal pole on NE
corner
10 Dual Left-Turn Lanes on Bakerview Rd
- Overall intersection delay reduced by 24%
- Large reduction in Left-turn queues
- Minor reduction in all other queues
- HSM analysis shows predicted rate similar to
baseline condition
- Will widen both pedestrian crossings of Bakerview
- Consider addition of bike queue boxes to facilitate
left-turning cyclists off of Bakerview
- All transit serving movements experience a
reduction in delay
$1.25 - 2.25M
- Stormwater management
- Reconstruct traffic signal
- Significant utility impacts
- ROW acquisition along both sides
- Would require addition of additional receiving
lanes on Northwest Ave.
- Potential retaining wall and barrier on NE corner
- Unknown impact to development on SE corner
11Extend NB Right-Turn Lane
Through Intersection
- Overall intersection delay increases by 10%
- NBT queue reduced by 20%
- HSM analysis shows increase in total predicted
collisions of 3%
- Will widen pedestrian crossing across south leg - NB Channelized right-turn lane converted to
Thru/RT.
$250-500k
- Potential relocation of utility pole on NE corner
- Other utility impacts - light pole, vault lid
- Minor ROW acquisition
- SE corner would need to be reconstructed to
provide adequate space for right-turn channelization
island
12 Protected Bicycle intersection- May impact operations of right-turning vehicles
- May require bike specific signal phasing- Limited effect on vehicle-related safety
- Will separate and protect bicycles from vehicle
traffic
- Interaction with right-turning traffic will need to be
evaluated
- Limited effect on transit travel time
$250k-500K
- All corners of the intersection would need
reconstruction
- possible modifications to traffic signal system -
pole relocation, bike signals, changes to
phasing/timing, etc.
- may not be feasible
Long-term
Attachment K:Conceptual Drawings and Cost Estimates
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SHEET
OF
REFERNCESHEET NO.
REVISIONNO. DATE
1 INCH SCALE BAR
ADJUST SCALE ACCORDINGLY
BELLINGHAM OFFICE:
1221 FRASER ST, SUITE E-3, BELLINGHAM, WA 98229
PH: 360-255-2563
XREF LIST: 2016034-BASE-GIS
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104 W. MAGNOLIA STREET BELLINGHAM,WA 98225 (360) 778-7900
NORTHWEST AVE/BAKERVIEW ROAD
INTERSECTION SAFETY IMPROVEMENTS
PROJECT NO.:
FED. AID NO.:
CITY OF BELLINGHAM
PUBLIC WORKS
DESIGN ALTERNATIVE 1 - EXHIBITDATUM:
SCALE: 1" = 30' HORZ
DESIGNED BY: DRAWN BY:
CHECKED BY: APPROVED BY:
20'
SCALE IN FEET
40' 40' 80'0
20'
SCALE IN FEET
40' 40' 80'0
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REFERNCESHEET NO.
REVISIONNO. DATE
1 INCH SCALE BAR
ADJUST SCALE ACCORDINGLY
BELLINGHAM OFFICE:
1221 FRASER ST, SUITE E-3, BELLINGHAM, WA 98229
PH: 360-255-2563
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104 W. MAGNOLIA STREET BELLINGHAM,WA 98225 (360) 778-7900
NORTHWEST AVE/BAKERVIEW ROAD
INTERSECTION SAFETY IMPROVEMENTS
PROJECT NO.:
FED. AID NO.:
CITY OF BELLINGHAM
PUBLIC WORKS
DESIGN ALTERNATIVE 1 - EXHIBITDATUM:
SCALE: 1" = 30' HORZ
DESIGNED BY: DRAWN BY:
CHECKED BY: APPROVED BY:
20'
SCALE IN FEET
40' 40' 80'0
NORTHWEST AVE.
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Engineer's Opinion of Cost - 10% Design Level
Short Term Improvements - Alternative #1
STD ITEM BID ITEM ITEM DESCRIPTIONUNIT
MEASURE
APPROX.
QUANTITYUNIT PRICE COST
A-001 MOBILIZATION (9%) LS 1 $37,800.00 $ 37,800.00
A-002 ROADWAY SURVEYING LS 1 $5,000.00 $ 5,000.00
A-003SWPPP PREPARATION AND
MAINTENANCELS 1 $2,500.00 $ 2,500.00
A-004 SPCC PLAN LS 1 $2,500.00 $ 2,500.00
A-005 TYPE B PROGRESS SCHEDULE LS 1 $2,500.00 $ 2,500.00
A-006
UNANTICIPATED
REPAIR/RESTORATION OF PUBLIC
& PRIVATE FACILITIES
FA EST $5,000.00 $ 5,000.00
A-007TEMPORARY PROJECT TRAFFIC
CONTROLLS 1 $35,000.00 $ 35,000.00
A-008 FLAGGERS HOUR 960 $55.00 $ 52,800.00
A-009CONSTRUCTION SIGNS
CLASS ASF 600 $20.00 $ 12,000.00
A-010REMOVAL OF STRUCTURES AND
OBSTRUCTIONSLS 1 $10,000.00 $ 10,000.00
A-011ROADWAY EXCAVATION INCL.
HAULCY 70 $25.00 $ 1,750.00
A-012 SAWCUTTING IN-FT 1,490 $1.00 $ 1,490.00
A-013CRUSHED SURFACING BASE
COURSETON 90 $30.00 $ 2,700.00
A-014CRUSHED SURFACING TOP
COURSETON 20 $50.00 $ 1,000.00
A-015HMA FOR PAVEMENT REPAIR
CLASS 1/2" PG-64-22TON 70 $130.00 $ 9,100.00
A-016 ADJUST MANHOLE EACH 1 $500.00 $ 500.00
A-017 ADJUST CATCH BASIN EACH 2 $600.00 $ 1,200.00
A-018 ESC LEAD DAY 6 $100.00 $ 600.00
A-019EROSION CONTROL/WATER
POLLUTION CONTROLFA EST $7,500.00 $ 7,500.00
A-020 INLET PROTECTION EACH 12 $100.00 $ 1,200.00
A-021CEMENT CONC. TRAFFIC CURB
AND GUTTERLF 60 $60.00 $ 3,600.00
A-022CEMENT CONC. CURB RAMP TYPE
PARALLEL EACH 5 $2,500.00 $ 12,500.00
A-023CEMENT CONC. CURB RAMP TYPE
PERPENDICULAREACH 1 $2,500.00 $ 2,500.00
A-024 DETECTABLE WARNING SURFACE SF 60 $55.00 $ 3,300.00
A-025PRECAST SLOPED MOUNTABLE
CURBLF 850 $30.00 $ 25,500.00
A-026 PERMANENT SIGNING LS 1 $2,000.00 $ 2,000.00
A-027 PEDESTRIAN SIGNAL SYSTEM LS 1 $150,000.00 $ 150,000.00
A-028 REMOVING PLASTIC LINE LF 110 $10.00 $ 1,100.00
A-029REMOVING PLASTIC TRAFFIC
MARKINGEACH 16 $100.00 $ 1,600.00
A-030RAISED PAVEMENT MARKER TYPE
1HUND 5 $600.00 $ 3,000.00
A-031RAISED PAVEMENT MARKER TYPE
2HUND 2 $600.00 $ 1,200.00
A-032 PLASTIC LINE LF 1,400 $4.00 $ 5,600.00
A-033 PLASTIC WIDE LANE LINE LF 1,400 $8.00 $ 11,200.00
A-034 PLASTIC STOP LINE LF 130 $14.00 $ 1,820.00
A-035 PLASTIC CROSSWALK LINE SF 144 $15.00 $ 2,160.00
A-036 PLASTIC TRAFFIC ARROW EACH 20 $300.00 $ 6,000.00
A-037 PLASTIC BICYCLE LANE SYMBOL EACH 15 $350.00 $ 5,250.00
A-038SOLID GREEN PAVEMENT
MARKINGSY 260 $105.00 $ 27,300.00
$ 457,770.00
SUBTOTAL CONSTRUCTION COST 457,770.00$
CONTINGENCY @ 20% 91,554.00$
1 YEAR OF ANNUAL CONSTRUCTION COST INFLATION (5%) 27,466.20$
GRAND TOTAL CONSTRUCTION COST (SUMMER 2018) 576,790.20$
Total Schedule A:
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SHEET
OF
REFERNCESHEET NO.
REVISIONNO. DATE
1 INCH SCALE BAR
ADJUST SCALE ACCORDINGLY
BELLINGHAM OFFICE:
1221 FRASER ST, SUITE E-3, BELLINGHAM, WA 98229
PH: 360-255-2563
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104 W. MAGNOLIA STREET BELLINGHAM,WA 98225 (360) 778-7900
NORTHWEST AVE/BAKERVIEW ROAD
INTERSECTION SAFETY IMPROVEMENTS
PROJECT NO.:
FED. AID NO.:
CITY OF BELLINGHAM
PUBLIC WORKS
DESIGN ALTERNATIVE 2A - EXHIBITDATUM:
SCALE: 1" = 40' HORZ
DESIGNED BY: DRAWN BY:
CHECKED BY: APPROVED BY:
20'
SCALE IN FEET
40' 40' 80'0
Engineer's Opinion of Cost - 10% Design Level
Long Term Improvements - Alternative #2B
STD ITEM BID ITEM ITEM DESCRIPTIONUNIT
MEASURE
APPROX.
QUANTITYUNIT PRICE COST
A-001 MOBILIZATION (9%) LS 1 $243,320.00 $ 243,320.00
A-002 ROADWAY SURVEYING LS 1 $40,000.00 $ 40,000.00
A-003SWPPP PREPARATION AND
MAINTENANCELS 1 $3,500.00 $ 3,500.00
A-004 SPCC PLAN LS 1 $4,000.00 $ 4,000.00
A-005 TYPE B PROGRESS SCHEDULE LS 1 $5,000.00 $ 5,000.00
A-006
UNANTICIPATED
REPAIR/RESTORATION OF
ROADSIDE FACILITIES
FA EST $20,000.00 $ 20,000.00
A-007
UNANTICIPATED
REPAIR/RESTORATION OF PUBLIC
& PRIVATE UTILITIES
FA EST $25,000.00 $ 25,000.00
A-008TEMPORARY PROJECT TRAFFIC
CONTROLLS 1 $75,000.00 $ 75,000.00
A-009 FLAGGERS HOUR 3,840 $55.00 $ 211,200.00
A-010CONSTRUCTION SIGNS
CLASS ASF 1,350 $20.00 $ 27,000.00
A-011 CLEARING AND GRUBBING AC $12,500.00 $ -
A-012REMOVAL OF STRUCTURES AND
OBSTRUCTIONSLS 1 $35,000.00 $ 35,000.00
A-013ROADWAY EXCAVATION INCL.
HAULCY 6,800 $25.00 $ 170,000.00
A-014 GRAVEL BORROW INCL. HAUL TON 1,500 $15.00 $ 22,500.00
