South Sequim Complete Streets Existing Conditions Report by Framework

EXISTING CONDITIONS REPORT AUGU S T 2 019

C O M P L E H T S O U TM I U Q E S T R E E T S P HO T O BY Mich a el Da shiel l P REPA RED F OR CI T Y OF SEQUIM

CONTENTS Overview

Goals

Key Findings

Context & Opportunities

Land Use & Community Form

Street Views

Economic Development

Properties & Ownership

Open Space & Environment

Street Network

Section Vignettes

Vehicle Circulation

Traffic Volumes

Pedestrian & Bicycle

Figure 1

Preliminary Study Area

Figure 2

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Section of S 7th Ave

Figure 18

Figure 19

Figure 20

Figure 21

Figure 22

Infrastructure & Street Lights

Section of W Prairie St

Figure 12

Pedestrian Newotk

Section of S Sequim Ave

Figure 11

Figure 17

W Washington St Peak Daily Traffic

Street Network

Figure 10

E Washington St Peak Daily Traffic

Environmental Resources

Figure 9

Figure 16

S Sequim Ave Peak Daily Traffic

Undeveloped Properties

Figure 8

Average Daily Traffic Counts

Redevelopment Potential

Figure 7

Figure 15

Section of W Maple St

EOA Properties & Acreage

Figure 6

Section of W Hammond St

Existing Land Uses

Figure 5

Figure 14 Section of W Bell St

Zoning Designations

Figure 4

Section of S 3rd Ave

Context & Opportunities

Figure 3

Figure 13

Figure 23

Bicycle Network

OVERVIEW The City of Sequim is beginning a process to develop conceptual complete street design improvements to enhance multimodal connections in Sequim’s south Downtown area and connect the City’s two Economic Opportunity Areas (EOAs) on the east and west sides of the project area. With community input, this project will identify a preferred route, termini, and conceptual design for an EastWest corridor, and establish a replicable process and broader set design concepts for complete street improvements in South Sequim. These design concepts and improvement intended 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 Interstate 101.

This 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. The study area boundaries considered as part of this project are shown in Figure 1 below. .

W HEMLO CK st US-10 1

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EOAs

STUDY AREA

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SIDEWALKS

Sequim S ou t h Dow n t ow n P rel imin a ry s t udy a re a FIGURE 1 - CITY OF SEQUIM; FRAMEWORK, 2019

Downtown Sequim is the heart of the city both spatially and culturally. The area extends south from Washington Street, Sequim’s historic main street, until it meets Interstate 101. The downtown civic core remains an important foundation for the local economy, supporting strong service and tourism industries. Because many of South Sequim’s roads predate current

right-of-way standards and have been impacted by historic barriers, including the former rail line that cut through the neighborhood diagonally, there is a real need for improved connectivity within and through the neighborhood with enhanced pedestrian infrastructure and multimodal connections.

PROJECT GOALS EC ONOMIC DE V EL OP MEN T

//01. Create an environment that attracts residents, business, and investment while maintaining Sequim’s small-town atmosphere

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

//02. 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.

T R A NSP OR TAT ION, MOBIL I T Y A ND S A F E T Y

//03. Improve connections to nearby neighborhoods and multi-modal circulation and safe walking corridors, reduce cut-through traffic, and explore traffic calming opportunities.

S T OR M WAT ER M A N AGEMEN T

//04. Implement low-impact design strategies for effective utilization, treatment and reuse of limited water resources.

P UBL IC OU T R E ACH & P L A NNING P ROCE S S

//05. Improve the city’s public outreach and communication and the process for planning and design projects.

KEY FINDINGS

Opportunities

Land Use & Zoning

Preserve and enhance South Sequimâ&#x20AC;&#x2122;s assets and

South Sequim is a relatively compact mixed-use

neighborhood character while improving and expanding

neighborhood with larger gaps in the built environment

access, public spaces, and economic development

created by large undeveloped properties in and around the

opportunities in South Sequim.

Cityâ&#x20AC;&#x2122;s Economic Opportunity Areas (EOAs) on the east and west ends of the study area.

Open Space & Environment

Street Network

Parks and open space in South Sequim are limited, but

Streets in the Study Area are irregular, with variable travel

there are opportunities to build upon existing resources and

lane widths, shoulders used informally for parking, and lack

repair natural habitat with new open space connections and

consistent or continuous pedestrian facilities.

ecological restoration, particularly in and around the Bell Creek EOA.

Economic Development

Properties & Ownership

The designated Economic Opportunity Areas (EOAs) present

There are opportunities to reconnect portions of the street

an opportunity for new commercial, and light industrial

grid severed by the former rail line, new public and open

development with easy access, but could be better linked to

spaces and infill development in the Study Area and the

pedestrian and bike networks connecting to the study area

EOAs.

and to businesses Downtown.

Vehicular Circulation

Pedestrian & Bicycle

Sequim Ave and Washington Street both connect to US-101

South Sequimâ&#x20AC;&#x2122;s pedestrian network is relatively complete

and carry heavy traffic through and around South Sequim,

along major roadways like S Sequim Avenue and Washington

while other neighborhood streets carry lower traffic volumes.

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 eastwest connections.

C ITY HAL L

W WASHIN GTON ST

GRA IN ELE VATOR

PIONEER MeML PARK

W BELL ST

S 7TH AVE

W MAPLE ST

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S 3RD AVE

W PRAIR IE ST W HAMM OND ST

EOAs

DOWNTOWN CORE

BIKE LANE

PARKS

CURRENT OLYMPIC DISCOVERY TRAIL

STUDY AREA

RESIDENTIAL CORE

OAK CANOPY

SOCIAL / CIVIC

SHARROWS

s ou t h DOW N T OW N c on t e x t & op p or t uni t ie s FIGURE 2 - CITY OF SEQUIM; FRAMEWORK, 2019

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CONTEXT & OPPORTUNITIES Sequim’s downtown core is primarily along Washington St from S 7th Ave on east towards Pioneer Memorial Park and N Govan Ave. The City’s shopping, and outdoor attractions are concentrated within this stretch of the Washington Street corridor, with auto-oriented regional shopping centers farther east and west. The older single- and multifamily residences in the study area are concentrated between S Sequim Avenue and S 7th Avenue and between W Bell Street and W Pine Street. This area tends to experience lower traffic volumes, and inconsistent pedestrian infrastructure with frequent gaps in the sidewalk network. Traffic congestion is primarily a concern along Washington Avenue and S Sequim Avenue, with heavy traffic volume and occasional delays at W Washington Street and 7th Avenue and Washington Street and Sequim Avenue. These intersections connect to US-101 and are relied on by both locals and visitors, which can create significant congestion during the summer tourist season.

S Sequim Avenue is the only street in the Study Area with dedicated bike lanes in both directions, running from E Bell Street over US-101, and connection to bike facilities along E Brownfield Road. These bike lanes are relatively narrow and have no physical separation from vehicular traffic. There are no east-west bicycle connections between US-101 and Washington Street, only one marked eastwest bicycle connection within the City along E Fir Street, north of Washington Street. The Olympic Discovery Trail, a roughly 140-mile multi-use trail, runs through the northern Olympic Peninsula and crosses through Sequim’s Center City north of Washington Street, The trail travels south from Old Olympic Highway over W Hendrickson Rd to E Fir and then picks up again at the intersection of Blake before following Washington St towards Sequim Bay. With proposed extensions and improvements to the trail through Sequim, the trail could provide a complete bicycle corridor connecting Railroad Bridge ark along the Dungeness River to Johnson Creek and the estuaries of Sequim Bay. The trail brings an estimated 10,000 visitors each month to the northern Olympic Peninsula, and a more complete local bicycle network would enhance local access to the trail and encourage recreators to stop Downtown. A map presenting the framework of opportunities in the Study Area is shown in Figure 2 (left). 07

LAND USE & COMMUNITY FORM South Sequim is where the City’s retail and services along Washington Street come together with established residential streets and more recent multifamily development. It is a fairly compact mixeduse neighborhood with local commercial uses along Washington Street and Bell Street running east-west on the northern edge of the neighborhood and Sequim Ave running north-south through the center of the neighborhood. While sections of South Sequim north of Maple Street and east of Sequim Avenue are zoned for mixed-use development, they have remained largely residential or undeveloped. On the neighborhood’s mixed-use corridors, businesses tend to have a lower-scale pedestrian-oriented character.

Auto-oriented commercial development with large-scale retail businesses flank Sequim’s downtown core to the east and west and draw a regional customer base from around the Olympic Peninsula. Near these commercial areas, the neighborhood maintains a more agrarian character that reflects Sequim’s heritage as a farming community, and development is sparser with gaps in the built environment created by large undeveloped properties and surface parking. On the southern edge of the neighborhood, various industrial, utility and highway oriented are located primarily around access to US-101 and along the former rail right-of-way that cut diagonally through the neighborhood from Sequim Avenue to Washington Street at the historic Clallam Co-Op grain elevator. 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 City of Sequim’s existing zoning in the study area is shown in Figure 3 (right). Current land uses in the study area are shown in Figure 4 (Page 14).

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EOA

DMU-II

HC/W

R4-8

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ECONOMIC OPP AREA DOWNTOWN CORE

DOWNTOWN MIXED USE DOWNTOWN MIXED USE

REGIONAL COMMERCIAL HIGHWAY COMMERCIAL

HIGHWAY COMM / WAREHOUSE COMMUNITY BUSINESS

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SINGLE FAMILY RESIDENTIAL LIFESTYLE DISTRICT

P ermi t t ed L a nd U se s FIGURE 3 - CITY OF SEQUIM; FRAMEWORK, 2019

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E MAPLE ST

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EOAs

RESIDENTIAL

PARKS

WA STATE OWNED

UTILITY

UNDEVELOPED

COMMERCIAL

AGRICULTURE / OPEN LAND

SOCIAL / CIVIC

INDUSTRIAL

E X IS T ING L A ND U SE S IN S OU T H DOW N T OW N FIGURE 4 - CITY OF SEQUIM; FRAMEWORK, 2019

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W E S T BEL L S T R EE T The predominant land use in Sequim single-family residential, with several areas of higher density residential development for senior and multifamily housing. Over half of the 660 total parcels in south downtown are residential, equating to 164 acres of land area. Residents in these higher density housing developments may lack continuous and convenient pedestrian and bicycle routes to places where they regularly work or shop. According to the Cityâ&#x20AC;&#x2122;s 2015 Comprehensive Plan, this disconnect may discourage the formation of close social networks between neighbors.

Development along W Bell Street, which runs parallel to Washington Street is a healthy mixture of residential and commercial uses with more pedestrian oriented buildings, and storefronts that have a more direct relationship with the street.

S SEQUIM AV E A ND W P R A IRIE S T South Sequimâ&#x20AC;&#x2122;s established residential core is composed of older single-family or small scale (2-4 unit) multifamily homes like this set of houses along S Sequim Ave and Prairie Street.

E A S T BEL L S T R EE T East of S Sequim Avenue, Bell Street assumes a more auto-oriented character with front yard parking, drive throughs, and commercial strip development, and lower scale buildings.

E A S T M A P L E S T R EE T Multifamily development on the eastern end of the Study Area tends is largely 2-story garden apartments with substantial surface parking. The Pebble Bay Apartments at E Maple Street and Sunnyside Avenue represents this housing typology that is common along E Prairie Street.

W E S T P R A IR IE S T R EE T Multifamily housing is also common near the River Road EOA on the western end of the study area outside of the neighborhoodâ&#x20AC;&#x2122;s established residential core. This is one example of two-story multifamily development along W Prairie Street.

W E S T P R A IR IE S T R EE T Multifamily housing is also common near the River Road EOA on the western end of the study area outside of the neighborhoodâ&#x20AC;&#x2122;s historic residential core. This is one example of two-story multifamily development along W Prairie Street.

ECONOMIC DEVELOPMENT EOA ZONING V ISION & IN T EN T Recognizing the strength of the City’s tourism and service industries and room for growth in other sectors, 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 Economic Development element of Sequim’s Comprehensive Plan notes that there is growth potential for high-tech and light industrial uses in downtown Sequim, which could generate livingand family-wage jobs. 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 the downtown core.

resilience and diversity. Both EOAs are flexible in what non-residential uses they can accommodate, ranging from offices, research and development, and light manufacturing to residential, mixed use, and live/work uses, and allow for higher intensity development. Because development in the Bell Creek EOA will be adjacent to critical areas, particularly around Bell Creek, some development buffers will be required. The EOAs contain a number of parcels with redevelopment potential, including 54 acres of undeveloped land between both the Bell Creek and River Road EOAs and a 29-acre undeveloped parcel in the Bell Creek EOA owned by the state. Most of the land in the River Road EOA is still in active use for residences and agriculture. The table in Figure 5 (below) shows the number of parcels and acreage of various uses in each of the EOAs.

REGUL AT ORY F R A ME WOR K & INCEN T I V E S The EOA zoning designation recognizes large, undeveloped lands with good access to US 101 and other infrastructure as venues to expand and diversify the city’s economic base in order to increase living-wage employment opportunities. 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

RIVER ROAD EOA

BELL CREEK EOA

PARCELS

ACRES

PARCELS

ACRES

RESIDENTIAL

AGRICULTURE / OPEN SPACE

UNDEVELOPED / UNUSED

WASHINGTON STATE OWNED

2.5

PROPERTIES & ACREAGE WITHIN THE EOAs FIGURE 5 - CITY OF SEQUIM; FRAMEWORK, 2019

PROPERTIES & OWNERSHIP The city of Sequim and Clallam County together own 19 parcels in the Study Area totaling around 25 acres, including a cluster of six properties between S 3rd Ave, W Hammond St, and S Sequim Ave that is roughly 11 acres in land area. Land uses within that assemblage of parcels under public ownership is undeveloped or used for public purposes by local governments. Other largely undeveloped, publicly owned parcels include the 5 acres of land owned by Washington State on the western boundary of the River Road EOA on US-101, part of which is occupied by the highway itself. There are a few unimproved sections of right-of-way, or vacated right-of-way in the Study Area. A vacated rail right-ofway runs diagonally through the Study Area for three quarters of a mile from E Washington Street to US-101. This former rail alignment has largely been divided and consolidated into surrounding uses and has affected development and street improvements in South Sequim.

Maple Street is disconnected between S 4th Avenue and S 5th Avenue because small portions of private property from this former rail line cut through the public right-of-way in the middle of the block. This former rail line also prevents W Hammond Street from connecting S 3rd Avenue and S 4th Avenue and bisects the alley in the 300 Block between W Prairie Street and W Hammond St. These connections may not be important for vehicular traffic but could be valuable parts of a pedestrian or bicycle network, particularly with potential infill development in South Sequim and growth in the surrounding area. There are some private improvements and structures within the public rightof-way In South Sequim. Most of these improvements are on the edges of the Prairie Street right-of-way and include the house at the corner W Prairie Street and S 3rd Ave and front yard and parking improvements on E Prairie Street both located partially within the right-of-way.

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EOAs

IMPROVEMENT VALUE < = 50% LAND VALUE

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PUBLICLY OWNED PROPERTIES

REDE V EL OP MEN T P O T EN T I A L IN S OU T H DOW N T OW N FIGURE 6 - CITY OF SEQUIM; FRAMEWORK, 2019

Several properties in the Study Area have Improvement-to-Land-Value (ILV) ratios of under 50%, meaning that the value of improvements on the property is 50% of the land value or less. This is generally an indication of development capacity, or likelihood to redevelop in the future. Many of these properties are within

or adjacent to the River Road EOA, or where the rail line cut diagonally across South Sequim. None of these parcels are publicly owned. Properties in the study that fall below this land value threshold of 50% or are under public ownership are shown in Figure 6 (above). 19

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OWNED BY CITY OF SEQUIM

UNDE V EL OP ED P ROP ER T IE S IN S OU T H DOW N T OW N FIGURE 7 - CITY OF SEQUIM; FRAMEWORK, 2019

There are a number of undeveloped properties in the Study Area that may present an opportunity for development in the future. Most of these properties are privately owned, although some, located within the EOAs are under public ownership. Altogether, there are around 40 privately owned undeveloped or 20

unused parcels in the Study Area totaling approximately 77 acres. Many of these properties are clustered in and around the River Road EOA and in and to the north of the Bell Creek EOA. The undeveloped parcels in the Study Area are shown in Figure 7 (above).

OPEN SPACE & ENVIRONMENT Sequim has limited parks and open space resources but has worked to preserve rural lands for agro-tourism, food production, and a connection to its agrarian past. Currently, there are just under 60.5 acres of parkland and publicly accessible green space throughout the city. Carrie Blake Park alone comprises 40 acres (nearly two thirds) of the City’s open space, and includes the Water ReUse Demonstration Park, James Center for the Performing Arts, skateboard park and Sequim Botanical Gardens. Other landscaped areas accounted for a substantial portion of the remaining green space, such as the 3-acre landscaped area within Sherwood Village’s senior living development. Only three parks, approximately 4.5 acres altogether, are located in the Study Area. Whimsy Park, a one-half acre park on the north side of E Washington St is located just outside the study area. Pioneer Memorial Park is the primary park space in South Sequim. The land was historically used as a cemetery until established as Sequim’s first park in 1951 through the Sequim Prairie Garden Club, who own and maintain a rentable club house in the park. Two out of four acres of parkland are dedicated to an arboretum of Garry Oak trees, a cherished resource after 100 years of leveling these native species for farmland. There are two other smaller public and green spaces in the study area: Margaret Kirner Playground on S 4th Ave & W Pine St; and 1st Security Bank’s plaza on S Sequim Ave & E Etta St.

There are roughly 500 acres of open space and agricultural open land throughout Sequim with 40 acres in the Study Area. The city also designates over 1000 acres as unused or undeveloped land, 50 of which are in the project area. Publicly owned and undeveloped lands hold the potential to function as vital public space with new pedestrian and bicycle connections through South Sequim. Natural features can be preserved and incorporated into public open spaces that retain local character and contribute to ecological health. Sequim is home to 38 miles of streams with approximately 15 miles in pipelines and another 15 miles in ditches or canals. Bell Creek is the only open and accessible creek, and the only fish bearing stream in Sequim’s Center City. with 2 miles running through the city and crossing the Bell Creek EOA on the east side of the Study Area.

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OPEN WATER

DITCH/CANAL

PASTURE

OPEN LAND

WETLAND

PIPELINE

STREAM

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EN V IRONMEN TA L RE S OURCE S FIGURE 8 - CITY OF SEQUIM; FRAMEWORK, 2019

Sequimâ&#x20AC;&#x2122;s 2015-2035 Comprehensive Plan outlines community incentives for the protection and preservation of critical ecosystems such as wetlands, streams, aquifer recharge areas, native vegetation, and vegetative buffers.

A map of the environmental resources in the City of Sequim and the Study Area is shown in Figure 8 (above)..

STREET NETWORK

S T REE T NE T WOR K FIGURE 9 - CITY OF SEQUIM; FRAMEWORK, 2019

Most of Sequim’s streets were designed to prioritize vehicular mobility with little attention to pedestrian infrastructure, public spaces and amenities. The City has begun to prioritize multimodal connections and has made efforts to improve non-motorized facilities— sidewalks, bike lanes, and separated trails—but these connections still need improvement. The City’s 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.

US-101 is a principal arterial that handles heavy traffic volumes and serves local and regional traffic, including freight. 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 active transportation.

SEC T ION OF S SEQUIM AV E FIGURE 10 - CITY OF SEQUIM; FRAMEWORK, 2019

FIGURE 11 - CITY OF SEQUIM; FRAMEWORK, 2019

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 Streetâ&#x20AC;&#x2122;s cross section varies as it crosses Sequim from east to west, with pedestrian space ranging from curb, 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 can be repurposed as clearly demarcated pedestrian or bicycle infrastructure. 25

FIGURE 12 - CITY OF SEQUIM; FRAMEWORK, 2019

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. 26

FIGURE 13 - CITY OF SEQUIM; FRAMEWORK, 2019

FIGURE 14 - CITY OF SEQUIM; FRAMEWORK, 2019

W Bell Street is pedestrian oriented, mixed use street with complete sidewalks that are buffered from vehicular traffic and a mix of parallel and perpendicular parking on street. It is the most pedestrianfriendly east-west connection through the Study Area and have complete sidewalks from S 5th Avenue to S Sequim Avenue.

FIGURE 15 - CITY OF SEQUIM; FRAMEWORK, 2019

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 on-street 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.

FIGURE 16 - CITY OF SEQUIM; FRAMEWORK, 2019

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.

VEHICLE CIRCULATION 14,277 ADT

7,962 ADT e WASH INGTO N ST

1,003 ADT 1 1 , 9 6 9 A DT

W PRAIRIE ST s 3rd ave

s 7th ave

2 ,8 8 8 A D T

W WASHIN GTON ST

seq u i m bay

3,167 ADT

AV ER AGE DA ILY T R A F F IC C OUN T S FIGURE 17 - CITY OF SEQUIM; FRAMEWORK, 2019

To better understand travel patterns in South Sequim, All Traffic Data, Inc. collected traffic volumes for weekend and weekday traffic on Washington Street, S Sequim Avenue, Prairie Street, South 7th Avenue and South 3rd Avenue. Traffic counts were recorded each hour throughout the day and every 15 minutes for peak periods (2:00pm â&#x20AC;&#x201C; 4:00pm) on Thursday, June 13th, Friday, June 14th, and Saturday, June 15th, 2019. Average daily traffic based on collected volumes for each of the streets included in the study are shown on the map in Figure 5 below.

Washington Street is the primary eastwest thoroughfare for local access in downtown Sequim. The street carries heavy traffic volumes, with a recorded ADT of 14,277 west of 3rd Avenue, near the center of Downtown. Traffic volumes were more moderate, with 7,962 ADT, west of W Sequim Bay Road, near the eastern entrance to Downtown. This traffic represents both local and regional traffic to Downtown Sequim. 0

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Prairie Street is a local east-west connection running through South Sequim that primarily serves local traffic from nearby residents and businesses. With just over 1,000 ADT, Prairie Street experiences a fair a amount of cut-through traffic and is beginning to transition from a residential streets to a collector street. It is the only street that runs uninterrupted through South Sequim from S 7th Avenue to the east of Sunnyside Avenue near the Bell Creek EOA. Traffic on Prairie Street is fairly low speed, with a mean speed of roughly 20 miles per hour. The street cross-section below illustrates existing conditions along Prairie Street. S 7th Avenue and S 3rd Avenue are lower traffic north-south streets that cross both US-101 and Washington Avenue, connecting the Cityâ&#x20AC;&#x2122;s neighborhoods. Each of these streets carry volumes of around 3,000 ADT and are primarily used for local access within Sequim and surrounding parts of unincorporated Clallam County.

Traffic on Sequimâ&#x20AC;&#x2122;s major thoroughfares includes regional pass-through and shopping traffic, seasonal and recreational traffic to the Olympic Peninsula, and local access and commuting traffic that does not present a typical morning and afternoon commuting pattern. This is compounded by the relatively high population of retirees in the City of Sequim and surrounding region. These atypical travel patterns result in smaller, irregular peaks throughout the day and relatively constant daytime traffic volumes. Weekday traffic on S Sequim Avenue peaks consistently between 2:00pm and 4:00pm along S Sequim Avenue, although traffic volumes generally remain within the 800-1000 vehicle-per-hour range at other times of day between 7:00am and 5:00pm, with a moderated peak in the early morning around 8:00am. Weekend traffic on S Sequim Avenue peaks midday between 11:00am and 2:00pm. Traffic volumes along S Sequim Avenue across all three days for which data was collected is shown in Figure 18 (right).

S SEQUIM AV E P E A K DA ILY T R A F F IC C OUN T FIGURE 18 - CITY OF SEQUIM; FRAMEWORK, 2019

E Washington Street, near the eastern end of Downtown, generally experiences two peaks in traffic volume between 11:00am and 12:00pm and between 4:00pm and 5:00pm. Traffic volumes between 10:00am and 6:00pm on weekdays held consistently between 500 and 600 vehicles-per-hour. There was more weekend than weekday traffic on E Washington Street, with a more pronounced peak starting at 10:00 until 5:00pm, with an ebb traffic between 2:00pm and 3:00pm. The total number of vehicles per hour traveling east- and westbound along E Washington Street west of W Sequim Bay Road is shown in Figure 19 on the following page.

W Washington Street west of 3rd Avenue at the center of Downtown carries heavier traffic volumes than any other roadway in South Sequim. Weekday traffic on W Washington Street peaks from 11:00am to 5:00pm with sustained higher traffic volumes and more pronounced peaks on Fridays. Weekend traffic reached those levels a bit earlier starting at 10:00am, and showed a single shorter midday peak, with the highest traffic volume observed between 11:00am and 2:00pm. The total number of vehicles per hour traveling east- and westbound along W Washington Street west of 3rd Avenue is shown in Figure 20 on the following page.

E WA SHING T ON S T P E A K DA ILY T R A F F IC C OUN T FIGURE 19 - CITY OF SEQUIM; FRAMEWORK, 2019

W WA SHING T ON S T P E A K DA ILY T R A F F IC C OUN T FIGURE 20 - CITY OF SEQUIM; FRAMEWORK, 2019

PEDESTRIAN & BICYCLE NETWORK While there is a largely complete network of pedestrian infrastructure in Sequimâ&#x20AC;&#x2122;s downtown core and some areas north of Washington Street, there are extensive gaps in sidewalks, and few marked crosswalks south of Bell Street. The exception is S Sequim Avenue, which has complete sidewalks and consistent crossings with few clear gaps in pedestrian infrastructure from Washington St to US-101. Still, a lack of pedestrian connections to surrounding streets, and higher stress crossings without marked crosswalks near the US-101 access ramps may discourage walking.

There are frequent gaps and missing connections in the pedestrian network through the neighborhoodâ&#x20AC;&#x2122;s older residential core and to the east of S Sequim Avenue. Maple, Prairie, Hammond and Hemlock Streets each have large gaps in pedestrian facilities, and along S 2nd, S 3rd, and 4th Avenues, sidewalks are largely disconnected or absent. The pieces of the pedestrian network through the central section of the neighborhood could be stitched together to form more complete local pedestrian connections that would help people living in South Sequim access downtown Sequim and regional transit connections on foot.

Off S Sequim Avenue pedestrian facilities were lacking with variable gravel shoulders, unbuffered painted walkways alongside parking lots, and narrow or disconnected sidewalks. While many of these lower-speed local streets can safely accommodate pedestrian traffic along shoulders and roadway edges during the day, they may be more dangerous for people walking with lower light or visibility. With future growth, these streets may carry more traffic in the future, and the lack of consistent, continuous pedestrian facilities may present a safety issue.

A map of sidewalks in Sequim with the Study area highlighted is shown in Figure 21on the following page.

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P EDE S T R I A N NE T WOR K FIGURE 21 - CITY OF SEQUIM; FRAMEWORK, 2019

South Sequimâ&#x20AC;&#x2122;s existing streetlights are placed at regular intervals along S Sequim Avenue and Bell Street, which both have fairly complete pedestrian facilities. There are also more regular streetlights along W Hemlock Street between S 7th and S 5th Avenues, near newer residential development on the west side of the neighborhood. Apart from these 36

corridors, there are single streetlights mounted to utility poles at most intersections with a scale appropriate for drivers, but no pedestrian-scale lights on most streets in South Sequim.

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INF R A S T RUC T UR E & S T R EE T L IGH T S FIGURE 22 - CITY OF SEQUIM; FRAMEWORK, 2019

This can create real or perceived safety concerns for people walking without clearly designated pedestrian facilities in low light. Pedestrian scale lighting could be integrated with investments in new pedestrian facilities and roadway improvements. A map of the Cityâ&#x20AC;&#x2122;s street lights along with sewer and water infrastructure is shown in Figure 22 (above). 37

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BICYCL E NE T W ORK FIGURE 23 - CITY OF SEQUIM; FRAMEWORK, 2019

Sequim was awarded bronze-level “Bike Friendly Community” status by the League of American Bicyclists in 2014. The city has several marked bike lanes and shared roadways that connect to regional recreation and various neighborhoods of the city, but there are substantial gaps in the bicycle network and a lack of eastwest connections both through the Study Area and the City as a whole. Further, none of these connections are separated

from vehicular traffic, which is crucial for encouraging people of all ages and abilities to bike on busier streets. There are opportunities to create new bicycle facilities in South Sequim that connect neighborhoods residents to businesses, services, and institutions within the City. A map of Sequim’s existing bicycle facilities is shown in Figure 23 (above).