South Sequim Complete Streets Improvement Plan

Complete Streets Improvement Plan P REPA RED FOR CI T Y OF SEQUIM

FA L L 202 0

Contents Overview

1

Project Purpose

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Process & Planning

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Project Goals

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Executive Summary South Sequim Today

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Neighborhood

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Transportation

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Economic Opportunity Zones

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Existing Conditions Report

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Existing Street Sections

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Key Findings

15

Outreach

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Community Design Charrette

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Design Approach

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Appendix I South Sequim Complete Streets

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Street Concepts

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Near-Term Improvements

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Capital Projects

29

Demonstration Projects

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Action Plan

41

Funding Strategy

43

Figures Figure 1

South Sequim Downtown Study Area

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Figure 2

Citywide Layered Street Network

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Figure 3

Sidewalks & Economic Opportunity Areas

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Figure 4

South Sequim Avenue - Existing

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Figure 5

West Bell Street - Existing

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Figure 6

West Maple Street - Existing

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Figure 7

West Hammond Street- Existing

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Figure 8

West Prairie Street - Existing

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Figure 9

South 3rd Avenue - Existing

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Figure 10

South 7th Avenue - Existing

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Figure 11

Community Composite Map

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Figure 12

West Bell Street - Proposed

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Figure 13

South 3rd Avenue - Proposed

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Figure 14

South 5th Avenue - Proposed

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Figure 15

South 7th Avenue - Proposed

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Figure 16

West Prairie Street - Proposed

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Figure 17

Neighborhood Traffic Safety Measures

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Figure 18

West Prairie Street Block Concept 2

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Figure 19

West Prairie Street Block Concept 2

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Figure 20

West Prairie Street Corridor Concept

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Figure 21

West Hemlock Street - Block 1 Proposed

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Figure 22

West Hemlock Street - Block 2 Proposed

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Figure 23

“Sequim Street� Demonstration Project Flyer

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Figure 24

Demonstration Project Flyer Concept

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Figure 25

Demonstration Project Street Kit Concept

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Figure 26

Action Plan Matrix

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Figure 27

Funding Strategy Matrix

Overview Project Purpose The City of Sequim is working to develop plans for local streets that improve and expand walking, cycling, and driving networks in the South Sequim neighborhood while connecting the City’s two Economic Opportunity Areas (EOAs) on the east and west sides of the project area.

South Sequim’s downtown civic core is an important foundation for the local economy, supporting strong service and tourism industries. Because many of South Sequim’s roads pre-date current right-of-way standards and have been impacted by historic barriers, including the former rail line that cut diagonally through the neighborhood, there is a real need for improved connectivity within and through the neighborhood with enhanced pedestrian infrastructure and multi-modal connections.

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With community outreach and input, this project identifies Prairie Street as a preferred east-west corridor to improve overall network connectivity, mobility and safety without compromising community integrity or local character. This document establishes a replicable process and broader set of design concepts for future complete street improvements in South Sequim.

These design concepts & improvements intend to address the neighborhood’s public safety and mobility needs while strengthening access to the EOAs east of S Sequim Ave and west of S 7th Ave near US Highway 101.

S OU T H SEQUIM DOW N T OW N S T UDY A RE A FIGURE 1 - CITY OF SEQUIM; FRAMEWORK, 2020

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Process & Planning w in t er 2019

sp ring 2019

summer 2019

fa l l 2019

summer 2020

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Initial Kick-Off Meeting

Existing Conditions Report

Community Design Charrette

Concept & Plan Development

Public Meeting

Legislative Process & Final Plan

This project began in February, 2019, and the first step in the planning process was an assessment of existing conditions in the study area with particular attention to existing streets in the neighborhood. The Existing Conditions Report was developed in Spring 2019 and details the project context including local destinations, land use, and community form, and assessed existing streets based on existing traffic and current configuration.

Findings from this Existing Conditions Report and draft project goals were presented to the public as part of a three-day design charrette.

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During the charrette the planning team created a studio space in Downtown Sequim to engage with engaged with stakeholders for continued input and feedback.

The ideas and design concepts that form the basis of this plan were developed during charrette based on community input and have since been refined with added detail.

Project Goals t r a nsp or tat ion, mobil i t y a nd sa f e t y

A

qua l i t y of l if e a nd l i va bil i t y

B

p ubl ic ou t re ach & p l a nning p roces s

C

S T ORM WAT ER M A N AGEMEN T

D

economic de v el op men t

E

Improve connections to nearby neighborhoods, multi-modal circulation and safe walking corridors, explore traffic calming opportunities, and reduce cut-through traffic.

Support development and redevelopment within downtown Sequim to preserve the district’s character, support pedestrian-oriented circulation, and strengthen Sequim as the cultural heart of the Sequim-Dungeness Valley.

Improve the city’s public outreach and communication and the process for planning, construction and design projects.

Implement low-impact design strategies for effective utilization, treatment and reuse of limited water resources.

Create an environment that attracts residents, business, and investment while maintaining Sequim’s small-town atmosphere.

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Executive Summary

W WAS HING TON ST

W MAP LE ST

Complete Streets Improvement Plan Project Purpose

With public input, this project identifies preferred street routes and proposes conceptual designs for near-term, capital, and demonstration projects that together establish a toolkit for complete street improvements.

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5

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P

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US- 101

Project Goals

The City of Sequim is developing a plan for street improvements that enhances multi-modal connections in South Sequim for people walking, biking, driving and living in the neighborhood.

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W HEM LOCK st

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• Transportation, Mobility & Safety

S 3RD AVE

W PRA IRIE ST

S SEQU IM AVE

S 7TH AVE

W BEL L ST

Design Principles Local Character

• Public Outreach & Planning

Retain residential character of the neighborhood with streets that support the needs of the people who live there

• Stormwater Management

Distribution

• Economic Development

Create alternate route options for local residents to distribute traffic from the south to Washington Street

Design Elements

Safety

• Quality of Life & Livability

1 2 3 4

Travel Lanes Sidewalks Parking Landscape

5 6 7 8

Bike Facilities Street Fixtures

Improve safety by slowing traffic, improving street crossings and adding lighting

Pocket Parks

Walkability

Infrastructure

Add sidewalks and comfortable walking routes on neighborhood streets

The project elements were developed with the community during the 2019 design charrette and represent the components that are to be considered in the design of complete streets.

The street concept plans are designed to be flexible and respond to the needs of adjacent property owners. It is not expected that every street will have the same elements but to apply a kit of parts effectively.

Multi-Modality Improve and expand the network of safe bicycle facilities

Connectivity

Improve connections to and through the neighborhood by fixing gaps in the network

Development Develop the Economic Opportunity Areas in ways that does not overburden the neighborhood street system

Capital Projects

• S 5th Ave • S 3rd Ave • W Hemlock St

Actions Near-term street design improvements include various low-cost treatments to improve safety, multi-modal access and connectivity to Downtown.

• Sharrows along W Bell St • Bike lanes on S 5th & S 7th Aves • Multi-use paths along S 3rd Ave

Demonstrations

Near-Term Improvements

Streets

Streets • W Hemlock St • Between S 3rd & S 5th Aves

Actions Temporary design interventions that test different street layouts to guide the City on preferred concepts for future near-term or capital projects.

• Design options include multiuse paths, shared roadways, advisory shoulders, crossing improvements and small public spaces

Streets • W Prairie St Redesigning the corridor requires more extensive changes to ROW

se q str uim kit eet

Actions

b

The W Prairie St capital project includes implementation of longterm design improvements that require more investment like roadway resurfacing. curbless multi-use path on one side of the street and an 8-foot sidewalk on the other side with a 4-foot buffer; a flex zone may be used for onstreet parking, landscaping, or stormwater management

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a W Prairie St Capital Project b Demonstration Project temporary signage

c Demonstration Project

• 12-foot

neighborhood street kit

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4’ b u f f e r new trees Flex z o ne : park ing

SIDE

MUL TI-U

WA L

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Flex zone: parkin g

SE P

ATH

Flex zone: planti ng 6

CI T Y W IDE L AY ERED S T REE T NE T WORK FIGURE 2 - CITY OF SEQUIM; FRAMEWORK, 2020

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South Sequim Today Neighborhood

Transportation

South Sequim is where the City’s retail and services along Washington Street come together with established residential streets and more recent multifamily development.

Sequim’s historically rural, small-town character allowed for the simultaneous use of streets by all users, motorists and pedestrians alike. With growth and modernization it has become apparent that, for safety and mobility, a revitalization of facilities and separation of users is necessary. The City has begun to prioritize multi-modal connections and efforts to improve non-motorized facilities including sidewalks, bike lanes, and separated trails.

While sections of South Sequim north of Maple Street and east of Sequim Avenue are zoned for mixed-use development, they have remained largely single-family residential or undeveloped. On the neighborhood’s mixed-use corridors, businesses tend to have a lower-scale pedestrianoriented character. From S 7th Avenue to Bell Creek, the neighborhood has a continuous, predominantly residential fabric. The older residential center of the neighborhood between S Sequim Avenue and S 5th Avenue is mainly single-family homes interspersed with office and retail uses, with more multifamily housing east of S Sequim Avenue and west of S 5th Avenue.

The 2013 Transportation Master Plan (TMP) and 2015-2035 Comprehensive Plan encourage a compact land use pattern and transportation network to reduce energy consumption and prioritize multi-modal infrastructure.

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SIDE WA L KS & ECONOMIC OP P OR T UNI T Y A RE AS FIGURE 3 - CITY OF SEQUIM; FRAMEWORK, 2020

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Economic Opportunity Zones The City of Sequim’s 2015 Comprehensive Plan proposed two designated Economic Opportunity Areas (EOAs) in 2015 with the intent of diversifying Sequim’s local economy. New development regulations for both EOAs were adopted in 2018.

The EOAs are intended to leverage undeveloped or underutilized properties to advance this long-term strategy and spur investment in prominent locations on either end of the downtown core.

Both locations are of high visibility at major entrances to the city and may be designed for any major development that contributes to city goals for economic resilience and diversity.

Existing Conditions Report The EC Report provides a comprehensive evaluation of existing conditions in Sequim’s South Downtown to support the City’s Transportation Master Plan and future design and planning processes.

This includes a review of existing land uses, zoning community form, environmental resources, infrastructure and connectivity in South Sequim.

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Existing Street Sections South Sequim Avenue FIGURE 4 - CITY OF SEQUIM; FRAMEWORK, 2020

5’

4’

10 ’

12’

10 ’

4’

5’

s i de wa l k

bi ke lane

trav el lane

p l ant ing me dian / t ur ning l ane

t r ave l l ane

b ike l ane

side wal k

w PRAIRIE st

w hammon d st

w hEMLOCK st

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S SEQUIM AVE

S 2nd AVE

E MAPLE st

Traffic to and from US-101 impacts neighborhood streets in South Sequim, particularly S Sequim Avenue and Washington-street.

Lower traffic neighborhood streets can more easily support pedestrian and bicycle routes while higher traffic streets like S Sequim Avenue and Washington Street may require more extensive infrastructure to create a safe environment for walking and biking.

West Bell Street FIGURE 5- CITY OF SEQUIM; FRAMEWORK, 2020

w BELL st S 3RD AVE

w MAPLE st

S 4TH AVE

w WASHIN GTON st

w PRAIRIE st

5 ’ 5’ s i de wa l k b u f f e r

8’

1 2’

12 ’

8’

parki ng lane

trav el lane

trave l lane

par king

W Bell Street is a pedestrian oriented, mixed use street with complete sidewalks that are buffered from vehicular traffic. There is a mix of parallel and perpendicular on-street parking.

5’ 5’ buffe r sidewalk

It is the most pedestrian-friendly eastwest connection through the Study Area and has complete sidewalks from S 5th Avenue to S Sequim Avenue.

West Maple Street FIGURE 6 - CITY OF SEQUIM; FRAMEWORK, 2020

S 2ND AVE

w BELL st

S 3RD AVE

w WASHIN GTON st

w MAPLE st

w PRAIRIE st

5’

15’

10’

10’

15’

5’

sidewalk

grav el sh ould er

trav el lane

trav e l lane

gr ave l shoul de r

side wal k

W Maple Street is a residential street with narrow travel lanes, large gravel shoulders and intermittent 5-foot sidewalks up against the property line.

E Maple Street has a somewhat wider roadway, with more formal on-street parking and pedestrian facilities, although there are still gaps in the pedestrian network.

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West Hammond Street w MAPLE st

w PRAIRIE st

S 2nd AVE

S 3rd AVE

FIGURE 7 - CITY OF SEQUIM; FRAMEWORK, 2020

w hammon d st

w PINE st

10 ’

8’

g r av el s h o u ld er

10 ’

trav el lane

t r ave l l ane

Between S 3rd Avenue and S Sequim Avenue, W Hammond Street is a narrow residential street (roughly 28 feet wide) with no formal pedestrian facilities or onstreet parking.

The segment of W Hammond Street between S 3rd Place and S 5th Avenue, however, is somewhat wider, with sidewalks running along the north side of the street and a gravel shoulder along the south side.

West Prairie Street FIGURE 8 - CITY OF SEQUIM; FRAMEWORK, 2020

S 5TH AVE

S 7TH AVE

w WASH INGT ON st

w MAPLE st

w PRAIRIE st

7’

s i de wa l k

16 ’

trav el lane

16 ’

trave l lane

Prairie Street has wide travel lanes (16 feet wide in each direction), in part because of a lack of formalized on-street parking areas. Prairie Street’s cross section varies as it crosses Sequim from east to west, with pedestrian space ranging from curb, 13

6’

b uffe r

5’

side wal k

gutter, and sidewalk to walkable gravel shoulders that also serve as on-street parking. The travel lanes along the street are consistently wide, and portions of this excess width could be repurposed as clearly demarcated pedestrian or bicycle infrastructure.

South 3rd Avenue

S 3RD AVE

FIGURE 9 - CITY OF SEQUIM; FRAMEWORK, 2020

w MAPLE st

w PRAIRI E st

w hEMLOCK st

10’

20 ’

20 ’

10 ’

g r av e l s h o u l de r

trav el lane

trav el lane

gr ave l shoul de r

S 3rd Avenue has large gaps in sidewalks and pedestrian facilities. Gravel shoulder accommodates both people walking and parking for nearby homes and local businesses. 3rd is also a major school route/connection and identified as a

Future Bike path in the Transportation Master Plan. The right-of-way is 60 feet wide, with travel lanes in either direction that are roughly 20 feet wide, and 10-foot shoulders or sidewalk and landscaping areas on either side of the roadway.

South 7th Avenue FIGURE 10 - CITY OF SEQUIM; FRAMEWORK, 2020

S 7TH AVE

w WAS HING TON st

w MAPLE st

w PRAIRIE st

12’

16 ’

6’

5’

t rav el l ane

trav el lane

b uffe r

side wal k

S 7th Avenue has curb, gutter and sidewalk along the east side of the street between Washington Street and W Hammond Street, and on both sides of the street south of W Hammond Street.

Sidewalks on S 7th Avenue tend to be

located alongside newer development, but are variable in their width, buffering, and relationship to adjacent development.

The travel lanes on the street are fairly wide, and the overall width of the roadway is generally between 28 and 30 feet.

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Key Findings The Existing Conditions Report provides a comprehensive evaluation of existing conditions in South Sequim to support the City’s Transportation Master Plan and future design and planning processes.

The review focused on existing streets and transportation, but included a holistic consideration of land uses, zoning, building form, open spaces and patterns, and environmental resources.

The key findings from this report are summarized on the right.

Street Network Streets in the Study Area are irregular, with variable travel lane widths, shoulders used informally for parking, and lack consistent or continuous pedestrian facilities.

Land Use & Zoning South Sequim is a relatively compact mixed-use neighborhood with larger gaps in the built environment created by large undeveloped properties in and around the City’s EOAs on the east and west ends of the study area.

Vehicular Circulation Sequim Ave (N-S) and Washington Street (E-W) both connect to US-101 and carry heavy traffic through and around South Sequim, while other neighborhood streets carry lower traffic volumes. Washington is currently the sole E-W route for South Sequim.

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Open Space & Environment Parks and open space in South Sequim are limited, but there are opportunities to build upon existing resources and repair natural habitat with new open space connections and ecological restoration, particularly in and around the Bell Creek EOA.

Opportunities Preserve and enhance South Sequim’s assets and neighborhood character while improving and expanding access, public spaces, and economic development opportunities in South Sequim.

Properties & Ownership There are opportunities to reconnect portions of the street grid severed by the former rail line, new public and open spaces and infill development in the Study Area and the EOAs.

Pedestrian & Bicycle South Sequim’s pedestrian network is relatively complete along major roadways like S Sequim Avenue and Washington Street, but there are substantial gaps in connections from side streets and a lack of consistency in pedestrian facilities. The Bicycle network in the City as a whole and in the study area is limited, and somewhat disconnected with few east-west connections.

Economic Development The designated EOAs present an opportunity for new commercial and light industrial development with easy access, but could be better linked to pedestrian and bike networks connecting to the study area and to businesses Downtown.

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Outreach Community Design Charrette In August 2019 the City and its design and planning consultant, Framework, held a community design charrette with residents to collect feedback and develop street improvement options for South Sequim.

Community members identified several streets in the neighborhood that would benefit from near-term and long-term design improvements. Based on this input, Framework created a community composite map of feedback (Figure 11) and a series of preliminary street design concepts.

COMMUNITY DESIGN CHARRETTE OPENING NIGHT; AUGUST 2019

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COMMUNI T Y COMP O SI T E M A P FIGURE 11 - CITY OF SEQUIM; FRAMEWORK, 2020

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The opening night public meeting included presentations from City of Sequim staff and the Framework design team. Community members then broke into small groups for a South Sequim visioning and mapping exercise. Each group recorded their thoughts by mapping local assets, existing challenges, and potential connections. Residents were encouraged to find inspiration for street improvements from a selection of urban design precedents. Feedback was translated into a composite map that addressed the local community’s concerns and ideas (Figure X).

Community members were invited to join city staff and the Framework team the following day for a walking tour of the South Sequim neighborhood. The group walked along streets with identified safety and mobility concerns, such as insufficient sidewalks or increasing traffic speeds/ volumes. Framework’s team hosted two open studio days for residents to stop by and provide feedback on preliminary design guidelines and street improvement options.

COMMUNITY DESIGN CHARRETTE OPENING NIGHT; AUGUST 2019

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COMMUNITY DESIGN CHARRETTE SITE WALK; AUGUST 2019

COMMUNITY DESIGN CHARRETTE SITE WALK; AUGUST 2019

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Design Approach Principles The design principles were developed during the design charrette based on community input at the opening night event, on the site walk, and at open studio hours.

A

Retain residential character of the neighborhood with streets that support the needs of the people who live there

E

Improve and expand the network of safe bicycle facilities to and through the neighborhood

B

Create alternate route options for local residents to distribute traffic from the south to Washington St, including better access to US-101

F

Improve the connections to and through the neighborhood by fixing the gaps in the network

C

Improve safety by slowing traffic through the neighborhood, improving street crossings and adding lighting

D

Add sidewalks and comfortable walking routes on the neighborhood streets that are designed for users on foot as well as those with mobility scooters/wheelchairs

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G

Develop Economic Opportunity Areas in a way that does not overburden the neighborhood street system

Elements

T R AV EL L A NES

BICYCL E FACIL I T IES

The project elements were developed at the design charrette and represent the components that are to be considered in the design of complete streets. The street concept plans are designed to be flexible and respond to the needs of adjacent property owners.

It is not expected that every street will have the same elements but to have a kit of parts that can be applied most effectively.

SIDE WA L KS

S T REE T F I X T URES

P

PA RK ING

P OCK E T PA RKS

P L A N T ING A RE AS & T REES

INF R AS T RUC T URE

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South Sequim Complete Streets Street Concepts While traditional roadway design focuses on capacity and vehicle traffic volumes, the Complete Streets approach challenges engineers and planners to think more comprehensively about project goals and community impact. Complete Streets provide all people, regardless of their age, ability, or mode of transportation with safe and healthy travel options throughout their community.

Smaller communities like Sequim face unique transportation challenges - major roads are not only key transportation routes but are also important to the liveability and economic vitality of a community. A connected network of Complete Streets can improve access for residents and calm traffic so out of town visitors are more likely to drive slowly down a main street and stop to patronize local businesses.

COMMUNITY DESIGN CHARRETTE SITE WALK; AUGUST 2019

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Near-Term Improvements

BUFFERED BIKE LANE; EVANSTON, IL

Near-term improvements for S 5th Ave, S 3rd Ave, W Hemlock St and W Bell St include different temporary treatments to improve multi-modal access. Creating opportunities for new bicycle and pedestrian facilities can help connect residents to businesses and services Downtown.

Shared lane markings or “sharrows” are a low-cost improvement that could be implemented in the short term in coordination with restriping.

These potential improvements include shared lane markings or “sharrows” along W Bell St and S 5th Ave, and multi-use paths along S 3rd Ave and W Hemlock St. Such improvements can help calm traffic, introduce safe routes to school improvements, create safer bike and pedestrian connections and ultimately become a part of a larger network of multi-modal facilities to the neighborhood.

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West Bell Street w bell st

FIGURE 12 - CITY OF SEQUIM; FRAMEWORK, 2020

5’

5’

8’

S I DE WA L K

BUF F ER

PARALLEL PARKI NG

10’

8’

5’

5’

PAR AL L E L PAR KING

B UFFE R

SIDE WAL K

10’

SH ARROW T R AVE L L ANE

TR AVE L SHAR R OW L ANE

w BELL st S 3RD AVE

w MAPLE st

S 4TH AVE

w WASHI NGTON st

w PRAIRIE st

STANDARD SHARROWS; DURHAM NC

West Bell Street has two travel lanes, sidewalks, landscape buffers and parallel parking on both sides with limited angle parking between 4th Ave and 3rd Ave.

Crossing improvements may include crosswalks and pedestrian flashing beacons. Color blocks or dotted lines may be used to enhance the visibility of sharrows.

The concept plan for W Bell St includes the addition of painted sharrows along the east- and west-bound travel lanes as well as crossing improvements for bicyclists.

W Bell St improvements are planned in the near term and are expected to be relatively low-cost.

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South 3rd Avenue FIGURE 13 - CITY OF SEQUIM; FRAMEWORK, 2020

12’

2’

11’

M U LTI - USE PATH

BUF F ER

T RAV EL LANE

11’ TR AVE L L ANE

w MAPL E st

w PRAIR IE st

S 2nd AVE

S 3RD AVE

S 4th AVE

S 3RD AVE

w hEMLOC K st

SHARED PED & BIKE PATHWAY; HOLLISTER AVE, CA

South 3rd Avenue is an important connection to the south over Highway 101 and the campuses of Sequim High School, Sequim Middle School, Helen Haller Elementary and the Boys & Girls Club to the north of W Washington St. There is approximately 36’ of roadway with an additional 14’ of shoulder on either side of the street. The concept plan for S 3rd Ave includes two travel lanes, a protected multi-use path on the

west side and could be implemented in the near-term with relatively minor improvements to pavement conditions, striping, and low-cost barriers such as candlesticks and landscape. The proposed multi-use path is 12’ with a 2’ buffer. Colorful paint, striping and/ or signage should be used to ensure that drivers are aware of bicycles when accessing driveways and off-street parking along S 3rd Ave.

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South 5th Avenue

S 5TH AVE FIGURE 14 - CITY OF SEQUIM; FRAMEWORK, 2020

5’

6’

1’

11’

11’

1’

6’

5’

S I DE WA L K

BI KE LANE

BUF F ER

TRAV EL LANE

TR AVE L L ANE

B UFFE R

BIKE L ANE

SIDE WAL K

S 7TH AVE

w WAS HIN GTO N st

w MAPL E st

w PRAIRIE st

POP-UP BIKE LANE; ALTA PLANNING

There is currently 36’ of usable rightof-way on both S 5th Ave and 7th Ave between 5’ of existing sidewalks on either side of the street.

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The concept plans for S 5th Ave and S 7th Ave are the same. Both concept plans convert the two parallel on-street parking lanes to one-way buffered bicycle lanes.

South 7th Avenue

S 7TH AVE FIGURE 15 - CITY OF SEQUIM; FRAMEWORK, 2020

5’

6’

1’

11’

11’

1’

6’

5’

s i de wa l k

BI KE LANE

BUF F ER

TRAV EL LANE

TR AVE L L ANE

B UFFE R

BIKE L ANE

side wal k

S 7TH AVE

w WAS HIN GTO N st

w MAPL E st

w PRAIRIE st

WAVE LANE; MILWAUKEE, WI

The proposed bike lanes are 6’ with a 1’ buffer. These improvements are planned in the near term and can be implemented with paint and candlesticks for the buffer.

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Capital Projects Capital projects include long-term design improvements that require more investment like roadway resurfacing and utilities. Many of the near term improvements can be incorporated into future capital projects such as repaving or street rebuilds with design changes based on public response and City evaluation of near term projects.

Prairie Street by design, location and associated use is a valuable connector in South Sequim. In order to promote safety and minimize traffic without sacrificing mobility, additional traffic control measures will be necessary.

Due to existing pavement conditions

WEST FIR STREET CAPITAL PROJECT; SEQUIM, WA

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and an expected rise in traffic volume along Prairie Street, the design concept for the street will require a capital project for implementation.

Redesign of the Prairie Street with a 12-foot curbless multi-use path on one side of the street and 8-foot sidewalk on the other side with a 4-foot buffer would require more extensive changes in the existing right-of-way. Later stage design work on the corridor should determine where parking or landscaping is most appropriate in the flex zones on either side of the street.

The plantings in landscaped areas should include native or droughttolerant groundcovers and street trees that will require minimal maintenance.

West Prairie Street

w PRAIRIE st FIGURE 16 - CITY OF SEQUIM; FRAMEWORK, 2020

8’

4’

8’

10’

10’

S I DE WA L K

BUF F ER

F LEX Z ONE

TR AVE L L ANE

TR AVE L L ANE

8’ FL E X ZONE

12’ MULTI-USE PATH

S 5TH AVE

S 7TH AVE

w WAS HING TON st

w MAPLE st

w PRAIRIE st

MULTI-USE PATH; SANDY HOOK, NJ

West Prairie Street is a designated Urban Avenue in the City’s Transportation Master Plan (TMP), but it lacks sidewalks, bike facilities, and consistent on-street parking. W Prairie St provides an important east/west connection south of W Washington St and runs through the center of the neighborhood.

The concept plan for W Prairie Street is designed to be flexible and multimodal with safe facilities for people walking or on bikes. Figure 17 on the next page includes sidewalks and a multi-use trail for walking and biking with two vehicle travel lanes and a flex zone on both sides.

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NE W T REES

4’ BUF F ER f l e x zone: pa rk ing f l e x zone: p l a n t ing

SIDE

MUL TI-U

WA L

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f l e x zone: pa rk ing SE P

ATH

f l e x zone: p l a n t ing

W ES T P R A IRIE S T REE T BLOCK C ONCEP T 1 FIGURE 17 - CITY OF SEQUIM; FRAMEWORK, 2020

The flex zone can be used for parking, landscaping, stormwater treatment, community gardens, or other uses depending on the physical constraints and needs of the adjacent property owners for curb lane use.

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The specific uses of the flex zone will be determined during final design with additional public outreach to residents, businesses, and property owners along the corridor.

4’ BUF F ER

NE W T REE

f l e x zone: pa rk ing f l e x zone: pa rk ing SIDE

MUL TI-U

WA L

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f l e x zone: p l a n t ing SE P

ATH

f l e x zone: p l a n t ing

W ES T P R A IRIE S T REE T BLOCK C ONCEP T 2 FIGURE 18 - CITY OF SEQUIM; FRAMEWORK, 2020

Several types of neighborhood safety measures (see Figure 19 on next page) will be applied for both pedestrians and vehicles along the Prairie corridor.

The types of control measures will be determined for each segment during final design and following additional analysis and input from the community.

Control measures will also be applied as necessary to the near term improvements to provide additional traffic calming or improve pedestrian safety at crossings.

TRAFFIC CONTROL MEASURES CounterMeasure

Two-Way Stop Control

Multi-Way Stop Control

•

of the major street • Provides controlled pedestrian crossings along main line roadway

• The need is based on an engineering study • Provides controlled pedestrian crossings in all directions • Should not be used solely for

Improved Signage

Curb Extensions

• Provides information and warnings to motorists

• Shorten pedestrian crossing • • Improves sight visibility for pedestrians and motorists

PEDESTRIAN CONTROL MEASURES CounterMeasure

NEIGHB ORHOOD T R A F F IC SA F E T Y ME ASURES FIGURE 19 - TRANSPO GROUP, 2020

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Neighborhood

MiniRoundabouts

Compact Roundabout

• • • Can replace stop signs

• • Reduces delays • Fully traversable median allows for roundabout installation in smaller intersections

• • Reduces delays • Partially traversable median allows for landscaping

Reduced Curb Radius

RectangularR apid Flashing Beacon

Raised Crosswalk

• Slows vehicular turns • Reduces pedestrian crossing distances and times

• Increases motorist compliance to yield to pedestrians crossing at uncontrolled marked locations • Provides additional visibility to crosswalks • Visible during both night and day

• Increases visibility of pedestrians •

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West Prairie Street Corridor FIGURE 20 - CITY OF SEQUIM; FRAMEWORK, 2020

The graphic below shows the concept design for W Prairie Street between S 4th Ave and 2 2nd Ave. The specific elements for the flex zone will be determined during final design with additional community input.

The consistent elements in the concept design are two travel lanes, two flex zones, a sidewalk, and the multi-use path. Other elements such as lighting will also be incorporated into the final design.

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SID EW AL K

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Demonstration Projects Design interventions along Hemlock Street between 3rd and 5th Avenue could serve as a demonstration project to test different improvements like multi-use paths, shared roadways and advisory shoulders, along with crossing improvements and small public spaces.

Continued engagement around these design concepts should guide the city in terms of what a preferred concept

BIKE LANE POP-UP; CHARLOTTE, NC

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for the street that can be integrated into the City’s capital projects in the future.

The demonstration projects on Hemlock St can also guide the design of improvements to other streets, with greater understanding of what neighborhood residents are receptive to, or where there are concerns and/or challenges.

West Hemlock Street Block 1 Shared Roadway

W HEMLOCK ST block 1 FIGURE 21 - CITY OF SEQUIM; FRAMEWORK, 2020

10’

min 20’

PA R A L LEL PA R KI NG

10’

SH ARED ROAD WAY

PAR AL L E L PAR KING

S 5TH AVE

S 7TH AVE

w WAS HING TON st

w MAPLE st

w PRAIRIE st

SHELBY ST TEMPORARY BIKE LANE; INDIANAPOLIS, IN

W Hemlock Street has wider pavement than other streets in the neighborhood and low traffic volumes.

There is approximately 20’ of roadway on Hemlock with an additional 10’ of shoulder on either side.

Both shoulders are currently used for informal parking and pedestrian access, where no sidewalks exist. However there are largely intact, connected sidewalks along most of the wider 60foot section of W Hemlock between S 3rd Ave and S 4th Ave.

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West Hemlock Street Block 2 Shared Roadway with Sidewalks W HEMLOCK ST block 2

FIGURE 22 - CITY OF SEQUIM; FRAMEWORK, 2020

5’

10’

min 20’

10’

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s i de wa l k

PARALLEL PARKI NG

SHAR E D R OADWAY

PAR AL L E L PAR KING

side wal k

S 5TH AVE

S 7TH AVE

w WAS HING TON st

w MAPLE st

w PRAIRIE st

NEIGHBORHOOD POP-UP; FORT WAYNE, IN

W Hemlock could be used to test different designs and uses for the public right of way with temporary improvements. Concepts explored during the project are a multi-use path, a greenway, and advisory shoulders with opportunities for crossing improvements and plazas.

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A successful demonstration may result in a new city standard to be applied in future capital or near-term projects.

Additional public outreach should be conducted to get input from people that live along the street.

Sequim Street FIGURE 23 - FRAMEWORK, 2020

1 2

Sequim Street Demontration Project

As part of the South Sequim Complete Streets Project, people said that they wanted safer, pleasant ways to walk and bike in their neighborhood.

Find more information at www.sequimcompletestreets.org

We would love to hear your thoughts on the demonstration project.

Post on social media with

3 4

Submit feedback to info@sequimcompletestreets.org

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Temporary signage to post along street explaining project and providing resources for residents to participate/engage

“You Are Here” map signage highlighting the network of different street improvement typologies

“Sequim Street” icon/logo designs for temporary ground markings and/or future permanent signage

Street Kit modelled after “little libraries” containing DIY activation supplies (chalk, etc.) and a place to submit comment cards

Examples of other crosswalk plazas with ground patterns for community to design/paint

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1

FIGURE 24- FRAMEWORK, 2020

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se q str uim kit eet

FIGURE 25 - FRAMEWORK, 2020

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Notes

The COVID-19 pandemic severely affected desired methods of implementation for this design effort. It was planned that the spring/summer of 2020 be devoted to test-driving numerous complete street concepts, from shared use paths, to traffic circles and sharrow style bike lanes.

Restrictions upon public gatherings and meetings as well as limited resources such as staff capacity necessitated the change in direction for this effort.

Instead, the consultant was directed to create a “toolkit� of well-vetted solutions that can be applied in the development of future near-term and long-term capital projects.

Some solutions could be implemented immediately, others tested with opportunities for public input. Some could be incorporated into the public outreach/ design efforts for an individual project.

Action Plan The Action Plan includes the steps necessary for implementation with corresponding timelines and required resources.

Different timelines apply to near-term, inexpensive actions (1 year), mediumterm actions (2-3 years) and long-term capital intensive actions (3+ years).

Fortunately, several of the plan actions can be done relatively inexpensively and without the need for major investments.

Ac t ion Adopt a Complete Streets Policy

Complete Near-Term Street Improvements on Bell Street, 5th Avenue, and 7th Avenues Complete Final Design and a Funding Strategy for Prairie Street Improvements Pursue additional street connections in South Sequim as opportunities arise with interested property owners and/or as part of a development permit

Implement a demonstration project on Hemlock and the west end of Prairie Street

Incorporate the City’s Capital Improvement Program and Annual 6-Year Transportation Improvement Program FIGURE 26 - FRAMEWORK, TRANSPO GROUP, 2020

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Summ a ry An adopted complete streets policy may help with obtaining grants and outside funding. Complete streets policies can maintain flexibility and do not require all complete streets to have the same design.

Dep t

Res ources T imel ine

Planning & Public Works

Staff time

Near-Term

Public Works

Staff time and equipment; potential Small Works Roster

Near-Term

Prairie Street is the major east/west Urban Avenue in South Sequim as identified in the Transportation Master Plan. This plan includes a concept design for a redesign and reconstruction of Prairie Street that should advance to final design along with a funding strategy for construction.

Public Works

Staff time; Design & Engineering services may be required

Mid-Term

Street connectivity is important to maintain traffic flow, mobility options, and livability in the South Sequim neighborhood. Economic Opportunity Areas on the east and west ends of South Sequim should be connected in the future as development occurs while maintain flexibility about where connections will occur.

Planning & Public Works

Staff time

Ongoing

Add pedestrian and bicycle facilities and intersection treatments using paint as temporary demonstrations.

The demo projects will test design concepts with the public to gather feedback. This will inform future capital improvements while providing safe walking and bike facilities in the near term.

Planning & Public Works

Staff time and equipment; potential Small Works Roster

Near-Term

The various near- and long-term projects should be added to the City’s capital improvement program so they can be prioritized for funding amongst the City’s entire list of capital needs, and be eligible for regional and statewide grant programs.

Public Works

Staff Time

Near-Term

These near-term improvements can be completed with restriping and paint to add bike lanes and sharrows without the need for a major capital investment.

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Funding Strategy

s ource Transportation Improvement Board (TIB) Complete Streets Funding

Implementation of the plan requires a funding strategy that includes pursuing outside grants and loans to leverage local funding.

Transportation Improvement Board (TIB) Urban Arterial Program (Different bands for the program)

Figure 26 on the right identifies local, state, and federal funding sources that may be available to implement the plan including final design and engineering, construction, permitting, and construction administration.

Peninsula Regional Transportation Planning Organization (PRTPO) through 6-year Transportation Improvement Program (TIP)

Some program funding is in flux due to the impacts of COVID-19, but there is the potential for an increase in infrastructure funding to aid in the economic recovery that the City should be prepared for should it occur.

Transportation Alternatives Program (TAP)

WSDOT Safe Routes to School and Pedestrian/Bicycle Program

City of Sequim Local Funds

Community and Economic Revitalization Board (CERB)

Public Works Trust Fund (PWTF)

Highway Safety Improvement Program (HSIP) FIGURE 27- FRAMEWORK, TRANSPO GROUP, 2020 45

Summ a ry

t imel ine

Provides grants up to $500,000 for cities and counties that have adopted a complete streets policy. The funds may be used for design and/or implementation.

Program has been suspended until 2021 and reinstatement is dependent on funding.

Provides design and construction funding for urban arterial projects.

Project applications are evaluated based on safety, growth & development, physical condition, and mobility. Sustainability and constructability are also considerations in reviewing applications

Application periods run from June to August each year. Funding is available the following January.

Projects are submitted by member agencies in September of each year and can include a mix of local, state, and federal funds. Funds may be used for design and construction.

Projects must be submitted for consideration in September of each year. Projects are reviewed by PRTPO staff and the board.

The TAP provides funding for smaller scale pedestrian and bicycle improvements through the PRTPO

The next application period will be in the spring of 2021.

Provides grants for technical assistance and funding for projects that improve connections, access, and safety for kids walking and biking to school. Approximately $40 million in funding is available for the period from 2019-21. Several cities and agencies in Clallam and Jefferson counties have recently received funding through the program.

Applications are due to WSDOT in July of even-numbered years and are very competitive. Funding is available in odd-numbered years.

The City has several potential local funding sources including from the Transportation Benefit District (TBD), Real Estate Excise Tax (REET), and local utility funds such as sewer and water than can fund infrastructure components of street capital projects.

Address during the annual budget process. The availability of funding may be impacted due to COVID-19.

Provides funding for infrastructure projects that encourage new employment opportunities. An economic feasibility study is required as part of the grant application. Funds may be used for planning, design, and implementation.

Applications are considered on a rolling basis and applicants must contact CERB staff prior to proceeding with development of an application.

The Public Works Trust Fund provides low interest loans to public agencies for capital projects. Loans are available for pre-construction activities such as design, engineering, right-of-way acquisition, and permitting.

Application periods occur every six months in June and the end of the year.

The HSIP is a federal program that allows local governments to target safety funds to their most critical safety needs. The goal of the program is to reduce fatal and serious injury crashes. Projects must be identified through the city’s local road safety plan. Specific record of safety issues must be documented. A Local Road Safety Plan is required to apply.

Applications are typically due March of even numbered years. Funding would be available early the following year.

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