Green Lake Drive Improvement

Proposal
Team 2 - Sundodger Denali
Jillian Backman, Aryssa Brantner, Adam Crosby, Michael Cummings, Emily Johanning, Andrew
Kozel, Daniel Lam, Jonathan Shuster, Jakob Ward, Mitchell Yin
Table of Contents
Executive Summary 1
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Introduction 2
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Pedestrian/bicycle use and safety 2
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Transit use and safety 2
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Intersection traffic and geometric design 2
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Pavement design 2
...............................................................................................................
Construction scheduling 2
......................................................................................
Cost estimate 2
.....................................................................................................................
Stakeholder engagement plan 2
.......................................................................................
Conclusion 2
.........................................................................................................................

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 Project Elements Issues and Concerns Proposed Solutions

Pedestrian/bicycle use Multi-modal conflicts are an
and safety issues at Ravenna and
Greenlake, and along
Greenlake drive up to 80th
Buffered cycle track for bicycles,
curb bulbs to increase sight
distances and decrease pedestrian
walking distanced, signage and
markings

Transit use and safety Routes 26, 45, 82, and 316 all Improved bus stops with benches
travel through the area, turning and shelters, roundabout easy for
movements can be difficult, buses to navigate, some stops
transit stops can be improved moved

Intersection traffic and Traffic flow can be improved Cycle track and roundabout
geometric design for all modes implementation, roadway cross
section redesign

Pavement design Pavement is worn and cracked Place new, long last lasting
in places pavement that is good for bicycle,
pedestrian, vehicle, and bus
movements

Construction scheduling Many summer and weekend Complete tasks as quickly as

users, also plenty of residents possible while shutting down the
least amount of road

Cost estimate Cost should be kept to a Cheap materials used when possible
minimum without compromising quality

Sustainability Incorporate sustainability into Promoting active transit, permeable

design. Follow Greenroads pavement on the bike path, 20%
criteria. recycled and recovered asphalt

Stakeholder Concerns of residents Mail/flyers, emails, public forums,

engagement plan businesses, travellers, and review sessions
park users must be taken into
account

Executive Summary
This proposal was written for The Seattle Department of Transportation, which requested
improvements in design and construction to roadways on the Northeast side of Green Lake. The
area under proposal includes East Green Lake Drive N from NE Ravenna Blvd to Green Lake
Dr N, Green Lake Dr N from East Green Lake Dr to N 80th St, and N 80th St from Green Lake
Dr N to Wallingford Ave N, and the related intersections. In considering design and construction
improvements for this corridor, City plans were consulted in order to align ourselves suggestions
with City desires and goals. Moreover, calculations and field surveys were conducted so that all

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suggestions are reasonable and justifiable. Our proposal focuses on making improvements to
pedestrian and cyclist safety, as well as increasing transit appeal by creating quality facilities for
all modes of transportation along the existing corridor.

Introduction (copied from TR 4 & 2)

The Green Lake Way / East Green Lake Way North project is owned by the Seattle Department
of Transportation (SDOT) and is located north of downtown Seattle, Washington and west of
Interstate 5 along the northeast portion of Green Lake in the Northwest Seattle neighborhood.
The project follows East Green Lake Drive N and Green Lake Drive N from NE Ravenna Blvd to
N 80th St, and includes portions of N 80th St. This project area includes a combination of trails,
dedicated bike lanes, dirt/unpaved trails, and bike-friendly roads. Businesses, residents, and
park areas also all surround this project area. The objectives of this project are to implement
transportation improvements that support equitable transit-oriented development (TOD),
enhance sustainable travel modes (transit, bicycle and pedestrian), mixed-income housing, and
acceptable Level of Service (LOS), non-motorized transportation, safety, and existing
neighborhood values.

Following the Seattle pavement update schedule, this projects goal is to design a rehabilitation
or reconstruction of the previously defined project boundaries. Our plan includes a full
reconstruction of East Greenlake Dr N with Hot Mix Asphalt (HMA) as well as a rechannelization
of the roadway to include a protected cycle track. N 80th St and Green Lake Dr N will also be
fully reconstructed with HMA but with minimal design changes to existing lane widths. Minor
design changes will also be made to Greenlake Dr N at East Greenlake Dr N. The major
improvement to the function of the corridor is changing the intersection of East Greenlake Dr N
at NE Ravenna Blvd and NE 71st st from an all way stop to a roundabout. These changes are
discussed further below. An overall plan view showing our design for this project can be found in
Appendix A.

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Pedestrian/Bicycle Use and Safety

The pedestrian and bicycle safety for the greenlake corridor will be improved to help
facilitate a better corridor for users of Greenlake and the surrounding area. Luckily, the corridor
is already relatively safe due to increased user awareness of bike and pedestrian movements,
but that does not mean there is not room for improvements. Greenlake is a neighborhood
greenway that is used by freight, bikes, pedestrians, cars, and buses; reducing conflict between
those modes is an important part of the City of Seattles plan to repave and re design the project
area. One of our major safety improvements is to reorganize the street cross section to put both
the parking lane and a buffer between bikes and moving vehicles. Both directions of bike traffic
will be in this so called cycle track, which will help protect them from cars and buses by
separating the two modes on roadway
segments between intersections.
Many of our safety improvements will be
seen in terms of design and how it relates
to sight distance, signage, and perception.
This involves presenting information about
turning, bicycles, pedestrians and other
potential safety hazards consistently and
sequentially, while prioritizing the important
information. The most important aspect of
this safety improvements will be promoting
longer sight distances and making sure
that vehicles are able to see other cars,
buses, bikes, and pedestrians. Longer
sight distances allow users to see other
users sooner, and thus have more time to plan how to avoid a conflict with another user. This
can be a car turning off Greenlake way and looking for bicycle and pedestrian traffic or, a
pedestrian avoiding a bicycle when getting off the bus. Since our cycle track is on the outside of
Greenlake way (to the east), cars will be turning across not only crosswalks and oncoming
vehicular traffic, but through bicycle traffic as well. To help prevent conflicts and accidents from
occurring during these movements, we will be placing curb bulbs at most intersections on
greenlake way. These bulbs extend the curb into the intersection, and take up the space directly
before/after an intersection. This not only makes pedestrians crossing distance shorter to and
from the lake and reduced vehicle speed, but increases sight distances at intersections so
turning vehicles can view bikes, pedestrians, and oncoming cars. Increasing these sight
distances is a major key in promoting bicycle and pedestrian safety along Greelake Drive. In
addition to the curb bulbs there will be signage that alerts drivers to cycles and pedestrians and
conflict zones/intersections will be painted to alert people of potential conflicts, similar to other
renovated bike lanes around the city.
Detection is a key part of visual safety, and failures in detection are often caused objects
not actively being searched for by the driver. It is key that there is signage and other indicators

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that drivers should be searching for bicycles and pedestrians when they are driving, especially
when turning. Additionally, people often drive slower when there are lots of objects on the side
of the road. Our plan to add trees to the lake side of the street as well as maintain parking and
vegetation on the side away from the lake will help slightly reduce driver speed and increase
safety along the corridor. Also, at the roundabout we are planning to implement, the design will
be one that alerts drivers to the presence of a cycle track and pedestrian movements and
instructs them to move slowly through the intersection. The cycle track will be on the outside of
the roundabout, and so drivers will have to check for bikes when entering and exiting the
roundabout. Our plan makes it clear to drivers that they are not the only ones using the
roundabout, and are possibly not even the priority at the intersection and along the corridor.
This will be done with signage, conflict paint, and making sure drivers are aware of multimodal
movements at intersections and throughout the entire project location. New, long lasting
smoother pavement will also help keep drivers eyes up for conflicts, instead of down, directly on
the road looking for deformations.The combination a cycle track buffered by parking and flexible
posts, increased sight distances for all users, and clear signage and markings will greatly
improved bicycle safety in the project area.
Part of the city of Seattle bicycle master plan is to reduce collisions and improve what
are called Greenway Gateways. Looking at bicycle collision data, the intersection of Greenlake
with Stroud Ave and Latona Ave. Latona specifically is a key intersection since it is at the
entrance to the Greenlake Community Center and there is a particularly large amount of bicycle,
pedestrian, and vehicle traffic in the area. At Latona and at Stroud our team will install extra
signage and conflict mitigation, to ensure that all users are aware of the high traffic zone, and
help increase safety for cyclists. The design aspect of Greenway Gateways involves getting
users to understand that they have entered a neighborhood greenway and alerting them to
higher level of bike and pedestrian traffic. Our design will do this with signage and paint, but
also can be accomplished with art installations and other civic projects. We encourage the city
to work with local artists and landscape architects to design a friendly, inviting, and informing
roadway. This will not only increase the safety of the corridor but will make it more pleasant for
people to use.

The four main goals of the Seattle Pedestrian Master Plan are safety, vibrancy, equity
and health. For safety, the goal is to reduce the number and severity of pedestrian crashes. Our
design hopes to do this by alerting cars to an increased amount of pedestrian traffic, and
designing the roadway in a way that slows down vehicular traffic. Pedestrians are much more

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likely to be seriously injured or killed when the vehicle is travelling at slower speeds so it is
imperative that we take action to attempt to slow drivers own. The curb bulbs and signage will
help reduce vehicle speed and keep pedestrians safer. In terms of vibrancy, the city wants to
connect the pedestrian environment to help support a vibrant economy. Our plan does this by
providing shorter and safer crossings between the lake and businesses across the street.
Greenlake is already a vibrant neighborhood hub and our plan is to make that hub safer and
more comfortable for pedestrians to use. Equity involves making the city pedestrian accessible
which our plan does by the methods mentioned above. We also plan to make every intersection
and bus stop wheelchair accessible. The main goal of the health part of the pedestrian master
plan, is simply to get people to walk more. By providing a more pedestrian friendly environment
with safer crossings, tree lined streets and slower and more alert traffic, we can help the city
accomplish the goal of increasing walking trips in the Greenlake area. Walking and biking are
seen as a more sustainable form of transportation than driving a car or even bussing. Creating
a space that allows, encourages, and entices people to use active forms of transportation will
help secure the livability of the greenlake neighborhood for future generations by helping to
reduce greenhouse gas production and supporting people in living an active and healthy life
style. Another goal of the city is to build more complete streets, which accommodate multi
modal travel and have provisions for bike, pedestrians, transit and freight movements. Design
considerations to make a complete street that are included in our project are curbs ramps and
ADA accessibility, landscape buffers, drainage features, lighting, and streetscape elements.
Other amenities such as trash bins and benches will also be provided to users of the corridor.
Besides looking at safety, we are also looking to improve bicycle and pedestrian flow in
the area. This was done computing the level of service before and after out adjustments. For
bicycles, we are increasing the width of the bike lane by putting the lanes into one bi-directional
cycle track, increasing the distance between bicycles and moving vehicles, expecting less
heavy vehicles due, reducing speed with signage and awareness, and improving the pavement
condition. All these adjustments have the effect of increasing bicycle level of service (LOS) from
C to A, meaning there will be more opportunities for cyclists to pass and better cyclist flow along
Greenlake Drive.
Through our analysis of the four way intersection at Ravenna Blvd, Green Lake Way, and 71st
Street, we found an average pedestrian crosswalk LOS of F. We found that the average
pedestrian delay for the crosswalks to be 69 seconds, and as Pedestrian LOS is determined by
pedestrian delay, this is the only determining factor. For a four way stop with zebra striping,
pedestrians have the right of way. Technically, the HCM doesnt account for this, and
recommends just using the equations from a TWSC intersection for the analysis. We dont think
this is a valid solution. To start, a pedestrian delay of 69 seconds isnt reasonable when
pedestrians have the right of way. In addition, there is no data within a LOS analysis that takes
into account any factors that would dictate safety for a intersection. Safety at an intersection is
determined by a number of factors including: sight distance, vehicle speed, and With these
in mind, we believe that the introduction of a roundabout in the intersection listed above will
improve safety for all modes of transportation, improve vehicle flow, and.. Speeds within
roundabouts are slower than in their intersection counterparts, improving pedestrian safety.

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According to NACTO, these lower speeds will greatly decrease the chance of pedestrian death
if struck by a vehicle. Roundabout splitter islands provide refuge to pedestrians and allow them to
cross one direction of traffic at a time. This reduces the number of high risk crosses pedestrians will
take, improving the safety of the intersection.

Transit Use and Safety

Turning movements through the intersections are challenging?,

When developing our plan for transit use on Greenlake, we were guided by the Transit Master
Plan (TMP), Transit Strategic Plan (TSP), and Comprehensive Plan. Specifically, we recognized
the common thread that dictated much of Seattles current policy--that being the limited space
for expansion or construction of new roads. With a desire to improve transit operations and
increase ridership along Greenlake Drive and its associated intersections, while acknowledging
the limited space available, our plan focuses on using the existing streets and sidewalks space
in the most efficient way possible. Efficiency, as well as quality, are the two defining
characteristics of our plan for transit design along the Greenlake corridor.
In terms of efficiency, our group suggests the installation of a roundabout at the
intersection of E Greenlake Dr & Ravenna (see complete discussion on page 9). This will help
improve transit flow and traffic calming, both valuable factors in providing efficient, reliable
transit service. Moreover, our group suggests the consolidation of two bus stops along
Greenlake Drive, as depicted in Fig. X below. The consolidation of stops was justified by
statistics taken from the TMP, which show that consolidating stops can positively impact transit
service anywhere from 2-20% of overall run time. As it is currently, the bus stops at 4th and
Sunnyside along Greenlake Drive are closer than the maximum half mile stop distance
requirement. The stop at Sunnyside, therefore, can be consolidated without unfairly affecting a
population, while simultaneously increasing transit run time.

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 Perhaps even more important than increasing transit efficiency is increasing transit
appeal. Increasing appeal can encompass many things, however, and requires coordination
with bicycle, and pedestrian plans. For Greenlake in particular, our team recognizes the
popularity of cyclists, and therefore wishes to improve bicycle facilities in a manner that
increases access to transit facilities. Improving bicycle facilities can therefore increase transit
ridership via the development of an efficient intermodal transportation system. The same holds
true for pedestrians. Better connected facilities can increase ridership and use of each facility.
Therefore, our team has designed for a dual bike track along the street-side of
Greenlake Drive. (For full discussion, see page X). The safer bike track can better deliver
cyclists to bus stops. Pedestrians, too, will see improvements to transit facilities aimed at them.
Bus stop shelters will be erected to increase appeal, and clear wayfinding to key transfer points
and transit information will be prominently displayed (such as the electronically updated board
SB at Wallingford & Greenlake). These improvements directed towards cyclists and pedestrians
adhere to city desires to create not only efficient facilities, but provide quality service as well.
Busses will still pull into the parking lane for on-loading and off-loading, as shown in the
plan view below. Also visible is the new bus shelter, dual bike lane, and pedestrian access
points across the lanes, all increasing access to transit to increase ridership. For a commuter
based corridor with large influxes of visitors, increasing transit appeal is the most equitable
option for future-minded needs of a growing city in a limited area. We believe that both our
interrelated and directly related improvements to transit maintain the best interest for future
transportation needs and have the ability to attract more riders in the most efficient way
possible.

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Intersection Traffic & Geometric Design

To improve traffic flow in the area and the experience for all roadway users, we will be
installing a protected cycle track on the east side of East Greenlake Dr N. The cycle track will be
separated from the general purpose lane with a parking lane as well as an additional buffer
zone. The cross section is shown below in Figure XX. The cycle track dedicates and protects
space for cyclists by improving perceived comfort and safety. Separating the cyclists from the
general purpose lane eliminates the conflicts with vehicles traveling along the corridor. Also by
separating cyclists from the general purpose lane, vehicles are now able to travel more
efficiently.

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 Figure XX: East Greenlake Dr N Cross Section from NE 72nd St to NE 78th St

By installing the cycle track on the east side of the street, there will be a safe route
connecting with the existing bike infrastructure further north. This also allows us to be able to
take advantage of the street parking as an additional buffer zone. The parking lane as a buffer
will provide greater safety for cyclists from vehicles on the road. Having a large buffer will make
the cycle track more appealing to users of all ages and experience levels. Children are also able
to take advantage of the cycle track as the risk and fear of collisions with over-taking vehicles is
eliminated. By making the cycling more comfortable to a wider range of users, local businesses
will also benefit from the increased cyclist traffic through the area. The cycle track on the east
side also provides safe connections to the side neighborhood streets that branch off from E
Greenlake N. Drive.
A key component of this project is installing a roundabout at the intersection of East
Greenlake Dr N at NE Ravenna Blvd and NE 71st St. As traffic volumes increase, drivers
experience heavy traffic congestion and longer delays. Faced with these conditions, drivers are
sometimes making decisions that result in a collision or a near miss. The roundabout will reduce
collisions, delays, and improve bicycle and pedestrian mobility. A roundabout will have fewer
conflict points in comparison to the existing intersection. The potential for hazardous conflicts
such as left turn head-on crashes is eliminated. The lower speeds needed to travel around the
roundabout allow more time for users to react and reduces crash severity. Safety is not only
increased for drivers, but pedestrians as well. With the island dividing traffic lanes, it makes it
easier for pedestrians to cross on section a time in a shorter amount of time.
The roundabout will promote a continuous flow of traffic as compared to the existing
intersection. Our team utilized several software to analyze the traffic flow improvements after
installing a roundabout. First, a Synchro model was created to simulate the traffic flow in the
area. Our Synchro model showed a significant improvement to the LOS for this intersection.
Next, our team used TrafficSim to compare the delay times and queuing for an all way stop to a

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roundabout structured intersection. Averaging three runs of TrafficSim, we found that the all way
stop intersection resulted in worse queueing and delay times. Lastly, our team also conducted a
LOS analysis using the Highway Capacity Software (HCS) for an all way stop intersection and
roundabout. The outputs are summarized below in Table XX.

Table XX.
All Way Stop Roundabout

Total Average Intersection 14.9 2

Delay (hours)

Total Average delay per 35.4 4.8

Vehicle (seconds/vehicle)

Level of Service C B

An additional advantage to the roundabout is the potential for added parking spaces or
parklet locations. There is also space for new bike parking. The added parking spaces and bike
parking are viable to improve conditions for users visiting the Green Lake area and the
surrounding businesses. The center area of the roundabout can also be enhanced with
landscaping, sculptures, or other urban design to increase the aesthetics and appeal to the
public. Some examples can be seen below in Figure XX.

Figure XX. Examples of Urban Design for Roundabouts.

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 Our team will maintain a similar design to the existing intersection at E Green lake Dr N
and Green Lake Dr N. By squaring off the intersection, turning speeds will be reduced and
including an additional island helps in reducing crossing distances. These changes will better
increases infrastructure and sight distance for cyclists and pedestrians.

Construction Scheduling

Greenlake Drive is an extremely busy and complex roadway which requires an efficient
construction schedule to help reduce impacts to the area. Considerations had to be made for
many entities such as commuters, local residents and the businesses that occupy the area.
Each of these has their own preference to when construction is occurring and it was up to us to
develop a sequence which would minimize our overall impact on the area. There are three main
time frames in which construction is often done; during the week using continuous or shift
operations, weekends and night closures. After conducting research on the following methods,
we discovered that we would use 6 weekend closures divided into 5 separate phases because
this would allow us to have the smallest impact on the users. Locations of these 5 phases, along
with dates of construction can be observed in Figure X and table X.

Using 55-hour weekend closures provides several benefits over the other time frames
mentioned above. To start with, there were a few options which we found to be impossible to
use. Using a night closure would not allow us to be productive and get enough work done in the
time frame it provided. Along with night closures, we also discovered that using a continuous
closure, meaning we would work all 24 hours of the day, was not an option. This method would
allow us to complete the project in the shortest amount of time, but it would have a major impact
on all of the users in the area. Businesses would lose money during the day due to limited road
access, commuters would significantly have to increase travel time because of closures or

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taking detours, and local residents would not be accepting of the noise or lack of parking they
would experience.

Due to two of the options not being feasible, we were left to compare only the 55-hour
weekend closure and shift operation. Significant research has gone into the types of closures
that are used in roadway construction and what the public prefers. In a majority of these studies
it was found that people would rather a fewer number of long continuous closures over a larger
amount of shorter closures as it allows the users to become more familiar with what is being
closed and the optimal detours to use. This in turn helps reduce accidents due to confusion and
ensure a safer work zone. In addition to the public preferring continuous closures, this method
also helps to improve construction efficiency which reduces the overall time which is vital in
congested areas like Greenlake. Using weekend closures allows us meet these public and
construction preferences by closing sections down for 55-hours over the weekend rather than
using a shift operation during the week which would only occur for 6 hours a day to avoid peak
hour commuter traffic. By using weekend closures we were able to reduce the total amount of
hours just over 300 down to 255. An even more significant reduction than total hours is the total
amount of days that would experience an impact. A shift operation would require 51 workdays to
complete the project, where as our weekend closure would need less than 20.

Along with the amount of time a paving job takes, the type of access and availability the
public is presented with must also be taken into consideration. Paving jobs require good
weather to be done correctly which is why they are most often done during the Summer, but
when they take place in an area like Greenlake that experiences most of its use during the
Summer, the access available becomes significantly more important. Using weekend closures
not only provided optimal efficiency, but it also allowed us to phase the project in a way which
maintained great access to users in the area. Our first 2 phases will each take 2 weekends to
complete, the third taking 1 weekend, and phases 4 and 5 will complete in a single weekend.

During our first 2 phases of the project we will be working on East Greenlake Drive N
from NE Maple Leaf Pl to Wallingford Ave N. The first of these 2 phases taking place on the 22
feet of roadway on the lake side. By only using 22 feet of the 40 foot cross section, we will be
able to keep 1 lane of traffic heading southbound during phase 1. The second phase will involve
working on the remaining 18 feet and because we chose to do 22 feet during the first phase,we
will be able to keep traffic open in both directions as normal during phase 2. For both phase 1
and 2 the first weekend will be used to pave from NE Maple Leaf Pl to Bagley Ave NE and finish
to Wallingford Ave N on the second weekend. Creating our first 2 phases in this way creates
numerous benefits of the users and workers during construction. First, we are limiting the
amount of detours needed during construction which reduces user costs by saving travel time.
In addition to this, our phasing helps to reduce confusion by working on the same sections
during both phases. By reducing confusion this will allow the public to be more comfortable
driving through the construction zone and also reduce risk to the workers which is always a top
priority.

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 Phase 3 will take place at the Greenlake and Ravenna intersection along with part of NE
Ravenna Blvd and only take a single weekend to complete. Our first step during this phase will
be to install the roundabout and complete the intersection before moving on to the small
stretches of road that lead up to it. By doing this it will allow us to open up traffic around the lake
quicker and limit the amount of detours required during this step of construction. Our last 2
phases will consist of a single weekend closure and take place on Greenlake Drive N from
Wallingford Ave N up to N 80th St along with the section of N 80th St from Greenlake Drive N to
Wallingford Ave N. Each of these sections will be a separate phase so we do not have to close
down the entire section and limit the amount of detours needed. We will begin construction at
the intersection of Greenlake Drive N and N 80th Street since our operation begins on Friday
night and we believe by constructing the intersection at this time the amount of people affected
will be the lowest. From here we will pave down Greenlake Drive N and finish this section at
approximately 1 am Sunday. At this point we will move to the last phase along N 80th St which
we will be able to complete during the same weekend closure.

Cost Estimate

When dealing with publicly funded projects such as this one, price is always one of the
determining factors in obtaining the project. This does not mean that quality of work should be
undermined just to lower the cost. Instead, decisions must be made from a wide range of
options to obtain a balance. To do this we put a lot of thought into cost versus the value of what
we were paying for to suit our projects needs. Our construction cost came out to roughly $6.6M
using HMA with a total project cost of $9.9M.

Although our project cost using HMA was considerably lower than the cost of $30.4M it
would take to reconstruct using PCC, these values dont mean much until a lifecycle cost is
analyzed. Performing this analysis allows us to look at the long term cost by taking into account
how each will last over time and the type of rehabilitation that is needed to maintain a suitable
surface. We constructed our design so it would have a 50 year structural life. To last for the
designed 50 years, maintenance must be performed, which we scheduled to occur every 15
years. This repeating 15 year maintenance will include removing the deteriorating top surface
and replacing it so the layers underneath remain structurally sound. After taking servicing the
road into account, the construction cost for the entire life of the project ends up being $7.3M.

In addition to the construction costs, there are also user costs which are the costs that
are inflicted onto the public due to disruption during construction. These disruptions can cause
longer travel times for the public because they have to use alternate routes which results in less
time they could be using for work. The initial user cost that will occur will come out to $18,000
but after including the user costs from future rehabilitation mentioned earlier, the total ends up at
approximately $21,000.

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Sustainability

For the amount this project costs, it would be wasteful to not consider sustainability. By
measuring and managing resources, we are able to contribute to not only one of the main
project objectives (to enhance sustainable travel modes), but also to minimize environmental
impacts and improve quality of life. A Greenroads A-Lined Assessment was completed to
objectively identify sustainability features of the project for certification and pursuit. Greenroads
is a non-profit organization whose Rating System is an easy way to measure and manage the
sustainability on transportation project for streets, highways, bridges, rails, trails and more (from
greenroads.org). The Rating System consists of attainable points and credits earned towards
a total score within specific categories, resulting in a gauge of a projects sustainability
performance and potentially a Greenroads Certification. Our team anticipates this project
achieving a Greenroads Bronze Certification. With added costs and effort, we believe this
project could achieve up to a Greenroads Evergreen Certification. Our complete Greenroads
Scorecard and A-Lined Assessment Summary Report can be found in Appendix A of our
Technical Report 4: Sustainability.

Based on the assessment, we have determined that one of our preferred alternatives
top sustainability features that also heavily aligns with these objectives is the addition of a cycle
track. The cycle tracks features contribute to many of our highest scoring credits in our
Greenroads Scorecard, including Land Use Enhancements, Travel Time Reduction, Active
Transportation, and many others in the Construction Activities and Materials & Design
categories. The cycle track contributes to an overall reduced hardscape, as we plan on
replacing the existing HMA bike lanes on East Greenlake Dr N with permeable pavement,
resulting in an overall 15% or more decrease in the existing impervious surface area. The cycle
track will also allow through-commuters (cyclists) to not have to worry about traffic going into/out
of the nearby park, increasing the average person-hours traveled for cyclists, while also allowing
slightly more motorized vehicular traffic to travel through the corridor by having cyclists have to
cross the street less often. This design introduces a contraflow facility for cyclists and creates a
median buffer between active transport facilities (the cycle track and the sidewalk) and
motorized facilities, increasing safety overall. In general, we also plan on using a large percent
of Recycled & Recovered Content throughout the project, especially with the large amount of
HMA that would be used for the reconstruction. Many of the preexisting base materials could be
preserved or reused for the reconstruction as well, and both environmental and health product
declarations would be fairly simple to implement during construction.

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Stakeholder Engagement Plan

Stakeholder engagement is a necessity in order to not only convey necessary and

important project information to relevant parties, but also to obtain and implement feedback from
them. By implementing the following stakeholder engagement efforts, we hope to improve
communications, gain support, and gather user thoughts towards making decisions throughout
the project timeline.

For this project, a Community Engagement Plan (CEP) and Strategic Communications
Plan (SCP) will be created by the project team. In our CEP, our team will develop methods to
deliver information regarding the projects social impacts to relevant community stakeholders,
including but not limited to Northwest Seattle neighborhood and nearby Green Lake residents,
employees, and business owners, relevant public agencies, and related business groups. These
means may include but are not limited to physical means (mail, flyers), electronic (email,
website), and events (town hall meetings, public forums), and will include at least one review
committee to address stakeholder concerns and use feedback to adjust community engagement
efforts. Our SCP will enhance our preexisting public/media relations and community outreach
efforts, while adding strategies for sustainability education and outreach events specific to the
project, including a review of our projects sustainability considerations. Our SCP is to be
executed throughout project construction, whereas our CEP would mostly be developed and
executed before project construction would begin. The review committee is to be
hired/designated and managed by the Design Team, but otherwise the review committee will be
responsible for the execution of these plans.

We plan on implementing our outreach elements over the following general timeline:

Immediately after acceptance Create a website including project & closure information
6 months/2 months/2 weeks out Distribute contact information and website links
2 - 4 months out Open house(s) hosted with SDOT
3 months out Optional e-newsletter service begins
2 months out Posters & flyers posted locally
1 month out Posters & flyers mailed locally
2 weeks out Variable message signs installed locally

Our team plans on mitigating any impacts construction may have on local businesses
and residents as well. We will work closely with businesses in the area to ensure they can
remain open and accessible by the public during all phases of construction and with residents in
the area to ensure they maintain access to their property during construction. We also plan on
executing specific construction efforts in order to appease stakeholders as best as possible,
including separating construction into phases to help mitigate traffic delays while staying in
communication with the public as to when and where construction will be taking place, as well

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as the recommended detours to improve the flow of traffic. Finally, we have considered public
outreach in our cost estimate contingency plans, so we are aware of the costs these efforts may
accrue and are prepared to implement them as necessary. These efforts are to be executed by
the Construction Team with assistance from the review committee and compliance by the
contractor.

Finally, we plan to stay conscious of events happening within our construction window.
Events that seem mostly likely to occur and be of most concern during this construction window
includes: Thanksgiving related events (feasts and turkey trot 5K), volunteer beautification of the
park, and Halloween related events (costume contests, pumpkin carving, etc). These events all
seem primarily targeted to local and nearby residents. We plan to work closely with the
neighborhood, both residential and business, to ensure needs are met for visitors and providers
for these events. This can include additional traffic control to ensure adequate walking paths,
parking, and park/business access is provided. Overall, this stakeholder engagement plan is
necessary in order to avoid public confusion, but we plan on going above that by keeping
stakeholders informed and involved throughout the project timeline.

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