OBJECTION TO CITY'S RSESPONSE TO MOTION FOR RECONSIDERATION
1424 Fourth Avenue, Suite 500, Seattle, WA 98101 ● 25 West Main, Suite 234, Spokane, WA 99201
(206) 264-8600 ● (877) 264-7220 ● www.bricklinnewman.com
Reply to: Seattle Office
June 7, 2017
VIA E-MAIL TO jsmith@bainbridgewa.gov
Wick Dufford, Hearing Examiner Pro Tempore
280 Madison Avenue North
Bainbridge Island, WA 98110
Re: Madrona School Conditional Use Permit, PLN18970B CUP
Objection to City’s Response to Motion for Reconsideration
Dear Mr. Examiner:
On July 6, 2017, the City of Bainbridge Island filed a response to my motion for reconsideration
in the above-referenced matter, which I filed on behalf of my clients, Don and Deena Hanke, Merry
McAllister, Bill Eckel, and Dana Halvorsen. This morning, Ms. Jennifer Smith forwarded the
city’s response to me by e-mail. For the reasons below, we object to the city’s response.
First, we object to the city’s mischaracterization of school-related traffic impacts at intersection of
Madison and SR 305. In our request for reconsideration, we noted that the city’s traffic consultant
determined that the school would cause the east- and west-bound approaches to that intersection
to fail by 2018. Specifically, we wrote the following:
According to the school’s traffic consultant, the school is expected
to cause the east- and west-bound approaches to that intersection to
fail by 2018, impacting the neighborhood greatly.
Request for Reconsideration at 1 (July 2, 2017).
In its response, the city alleges that the quote above is false. It writes:
Also, contrary to the Request for Reconsideration, which indicates
that the traffic impacts at the intersection of Madison and SR-305
from the proposed are expected to cause the intersection to fail by
2018, the consultant who conducted the traffic study for the City
determined that failure (LOS E or F) of that intersection would occur
in 2040, not 2018.
Response at 1. The quote above is a clear mischaracterization of our request for reconsideration.
We did not allege that the school would cause the intersection to fail by 2018, but rather that it
would cause the east- and west-bound approaches to fail by that date.
Wick Dufford, Hearing Examiner Pro Tempore
Madrona School Conditional Use Permit
Objection to City’s Response on Reconsideration
Page 2
In turn, the statement in our request for reconsideration is wholly supported by the record. Attached
hereto are four pages from TSI’s January 24, 2017 traffic impact analysis. These excerpts show
that the school will cause the morning east-bound approach to SR-305 to fail by 2018, and that it
will cause the afternoon east- and west-bound approaches to fail by that date, too. These excerpts
— showing a failure of the east- and west-bound approaches by 2018 — are also consistent with
findings in the transportation element of the city’s comprehensive plan. In part, the transportation
element discusses increased school-related traffic impacts on Sportsman Club Road, the west
approach to the Madison/SR-305 intersection:
Congestion related to schools has become more problematic, such
as intersections on New Brooklyn and Sportsman Club Roads.
Youth are routinely being driven to and from school and not taking
the school bus, walking, or bicycling to home or to after-school
activities, causing additional demands on the transportation system.
Comprehensive Plan, Transportation Element at TR-3 (Feb. 28, 2017) (emphasis added), available
at < https://wa-bainbridgeisland.civicplus.com/DocumentCenter/View/7803>.
Apparently recognizing that the School will cause the east- and west-bound approaches to fail by
2018, the city’s response goes on to opine that “[t]he standard methodology to evaluate signalized
intersections is to evaluate the intersections as a whole. Individual approaches to signalized
intersections frequently experience greater delays than higher volume approaches from different
directions.” Response at 1.
But again, the city is wrong. While the city’s intersection-as-a-whole methodology is appropriate
for generalized concurrency analyses under BIMC chapter 15.32 — applicable to all projects, not
just conditional uses, as part of the city’s ongoing planning obligations under the Growth
Management Act — the more specific standards for a conditional use permit are more stringent.
As we discussed in our request for reconsideration, a major conditional use permit may only be
granted if all potential impacts are mitigated “to the fullest extent possible.” BIMC 2.16.110.D.1.f.
Clearly, traffic-related impacts cannot be mitigated to the fullest extent possible if some of those
impacts are completely ignored or masked.
Yet, that is precisely what the city requests when it asks the Hearing Examiner to ignore significant
impacts to the east- and west-bound approaches to the Madison/SR-305 intersection, which will
have a direct impact on residents who live in the immediate vicinity of the proposed school (not to
mention residents of the entire northeast quadrant of the island). To obtain a major conditional use
permit, the school must reduce or eliminate these impacts to the greatest extent possible. That is
the language of the law and the city cannot side-step that requirement by using a methodology that,
while it may have its place, also masks significant impacts to the community.
Nor may these impacts be discounted on the sole basis that individual approaches to intersections
“frequently” experience “greater delays” in comparison to higher volume approaches. This may
be true (though, the city cites no evidence). But again, the code clearly requires any and all negative
Wick Dufford, Hearing Examiner Pro Tempore
Madrona School Conditional Use Permit
Objection to City’s Response on Reconsideration
Page 3
impacts to be mitigated, not just those impacts that are unusual or that affect “higher volume
approaches.” See Response at 1. That is the standard for a conditional use permit.
Second, we object to the city’s belated request to strike Condition 36 in its entirety. See Response
at 2 (“City recommends removal of Condition 36”). If the city was displeased with Condition 36,
then it should have brought its own motion for reconsideration within the ten-day timeframe
established at BIMC 2.16.100.C.7. The city chose not to do so. Its belated request to simply strike
Condition 36 is untimely and should be denied.
As stated in our request for reconsideration, the Hearing Examiner should replace Condition 36
with a clear and unambiguous right-turn-only requirement, as the Planning Commission
recommended. Alternatively, the Hearing Examiner should adopt an enforceable process for
further data collection, public input, and decision-making on the need for a right-turn-only
requirement, as outlined in our request. See Request for Reconsideration at 3. The city may oppose
public input on this important issue, but the process outlined in our request for reconsideration is
a fair compromise and is consonant with the spirit and intent of the city’s municipal code and
stringent requirements for a conditional use permit. A public agency charged with protecting the
quality of life in Bainbridge Island should have no trouble endorsing that commonsense approach.
Thank you for your consideration of this matter.
Very truly yours,
BRICKLIN & NEWMAN, LLP
Bryan Telegin
cc: Clients
HCM 2010 Signalized Intersection SummaryMadrona School SR 305 Analysis
2: SR 305 & Sportsman Club Rd/Madison Ave 2018 Without School AM
01/24/2017 Synchro 9 Report
TSI Page 2
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Volume (veh/h)1156035235905253858570765120
Future Volume (veh/h)1156035235905253858570765120
Number7414381852121616
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT)1.001.001.001.001.001.001.001.00
Parking Bus, Adj1.001.001.001.001.001.001.001.001.001.001.001.00
Adj Sat Flow, veh/h/ln190018631900190018811900182718271827186318631863
Adj Flow Rate, veh/h1216337247955264058974805126
Adj No. of Lanes 010010111111
Peak Hour Factor0.950.950.950.950.950.950.950.950.950.950.950.95
Percent Heavy Veh, %222111444222
Cap, veh/h138724228010863482470095903768
Arrive On Green0.140.140.140.220.220.220.020.450.450.050.480.48
Sat Flow, veh/h965502295129049626174018271553177418631583
Grp Volume(v), veh/h2210034700264058974805126
Grp Sat Flow(s),veh/h/ln176200181200174018271553177418631583
Q Serve(g_s), s14.50.00.021.90.00.01.818.53.94.946.45.3
Cycle Q Clear(g_c), s14.50.00.021.90.00.01.818.53.94.946.45.3
Prop In Lane0.550.170.710.011.001.001.001.00
Lane Grp Cap(c), veh/h25300393003482470095903768
V/C Ratio(X)0.870.000.000.880.000.000.770.490.130.780.890.16
Avail Cap(c_a), veh/h31300551005910048531801149977
HCM Platoon Ratio1.001.001.001.001.001.001.001.001.001.001.001.00
Upstream Filter(I)1.000.000.001.000.000.001.001.001.001.001.001.00
Uniform Delay (d), s/veh49.60.00.044.90.00.057.822.918.955.327.617.1
Incr Delay (d2), s/veh19.70.00.011.80.00.029.80.50.113.07.50.1
Initial Q Delay(d3),s/veh0.00.00.00.00.00.00.00.00.00.00.00.0
%ile BackOfQ(50%),veh/ln8.40.00.012.30.00.01.19.41.72.725.62.3
LnGrp Delay(d),s/veh69.40.00.056.70.00.087.623.419.068.335.117.2
LnGrp LOSEEFCBEDB
Approach Vol, veh/h2213475201005
Approach Delay, s/veh69.456.725.835.3
Approach LOSEECD
Timer 12345678
Assigned Phs124568
Phs Duration (G+Y+Rc), s10.357.421.06.361.429.7
Change Period (Y+Rc), s4.04.04.04.04.04.0
Max Green Setting (Gmax), s12.065.021.04.073.036.0
Max Q Clear Time (g_c+I1), s6.920.516.53.848.423.9
Green Ext Time (p_c), s0.110.50.50.09.01.7
Intersection Summary
HCM 2010 Ctrl Delay40.1
HCM 2010 LOSD
HCM 2010 Signalized Intersection SummaryMadrona School SR 305 Analysis
2: SR 305 & Sportsman Club Rd/Madison Ave 2018 With School AM
01/24/2017 Synchro 9 Report
TSI Page 2
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Volume (veh/h)115863527710852538512970765120
Future Volume (veh/h)115863527710852538512970765120
Number7414381852121616
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT)1.001.001.001.001.001.001.001.00
Parking Bus, Adj1.001.001.001.001.001.001.001.001.001.001.001.00
Adj Sat Flow, veh/h/ln190018631900190018811900182718271827186318631863
Adj Flow Rate, veh/h121913729211452640513674805126
Adj No. of Lanes 010010111111
Peak Hour Factor0.950.950.950.950.950.950.950.950.950.950.950.95
Percent Heavy Veh, %222111444222
Cap, veh/h131994031312253279767894877745
Arrive On Green0.150.150.150.240.240.240.020.440.440.050.470.47
Sat Flow, veh/h862648263128850322174018271553177418631583
Grp Volume(v), veh/h24900411002640513674805126
Grp Sat Flow(s),veh/h/ln177300181300174018271553177418631583
Q Serve(g_s), s19.10.00.030.60.00.02.122.17.55.755.66.3
Cycle Q Clear(g_c), s19.10.00.030.60.00.02.122.17.55.755.66.3
Prop In Lane0.490.150.710.011.001.001.001.00
Lane Grp Cap(c), veh/h27000440003279767894877745
V/C Ratio(X)0.920.000.000.930.000.000.810.510.200.790.920.17
Avail Cap(c_a), veh/h270004730050860731154985838
HCM Platoon Ratio1.001.001.001.001.001.001.001.001.001.001.001.00
Upstream Filter(I)1.000.000.001.000.000.001.001.001.001.001.001.00
Uniform Delay (d), s/veh57.70.00.051.20.00.067.528.224.064.634.021.0
Incr Delay (d2), s/veh34.90.00.025.00.00.038.70.50.113.712.30.1
Initial Q Delay(d3),s/veh0.00.00.00.00.00.00.00.00.00.00.00.0
%ile BackOfQ(50%),veh/ln12.00.00.018.40.00.01.311.23.23.231.42.8
LnGrp Delay(d),s/veh92.60.00.076.20.00.0106.128.724.278.346.321.1
LnGrp LOSFEFCCEDC
Approach Vol, veh/h2494115671005
Approach Delay, s/veh92.676.231.145.5
Approach LOSFECD
Timer 12345678
Assigned Phs124568
Phs Duration (G+Y+Rc), s11.364.225.06.669.037.5
Change Period (Y+Rc), s4.04.04.04.04.04.0
Max Green Setting (Gmax), s12.065.021.04.073.036.0
Max Q Clear Time (g_c+I1), s7.724.121.14.157.632.6
Green Ext Time (p_c), s0.010.60.00.07.40.8
Intersection Summary
HCM 2010 Ctrl Delay52.8
HCM 2010 LOSD
HCM 2010 Signalized Intersection SummaryMadrona School - SR 305 Analysis
2: SR 305 & Sportsman Club Rd/Madison Ave 2018 Without School Afterschool
01/24/2017 Synchro 9 Report
TSI Page 2
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Volume (veh/h)195753515045202076519530530120
Future Volume (veh/h)195753515045202076519530530120
Number7414381852121616
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT)1.001.001.001.001.001.001.001.00
Parking Bus, Adj1.001.001.001.001.001.001.001.001.001.001.001.00
Adj Sat Flow, veh/h/ln190017761900190018811900186318631863186318631863
Adj Flow Rate, veh/h203783615647212179720331552125
Adj No. of Lanes 010010111111
Peak Hour Factor0.960.960.960.960.960.960.960.960.960.960.960.96
Percent Heavy Veh, %777111222222
Cap, veh/h226874018054243091477739924785
Arrive On Green0.210.210.210.140.140.140.020.490.490.020.500.50
Sat Flow, veh/h10814151921246375168177418631583177418631583
Grp Volume(v), veh/h31700224002179720331552125
Grp Sat Flow(s),veh/h/ln168800178900177418631583177418631583
Q Serve(g_s), s21.90.00.014.70.00.01.445.69.02.125.45.2
Cycle Q Clear(g_c), s21.90.00.014.70.00.01.445.69.02.125.45.2
Prop In Lane0.640.110.700.091.001.001.001.00
Lane Grp Cap(c), veh/h35300258003091477739924785
V/C Ratio(X)0.900.000.000.870.000.000.700.870.260.800.600.16
Avail Cap(c_a), veh/h4510034400891167992591136965
HCM Platoon Ratio1.001.001.001.001.001.001.001.001.001.001.001.00
Upstream Filter(I)1.000.000.001.000.000.001.001.001.001.001.001.00
Uniform Delay (d), s/veh46.10.00.050.10.00.058.627.117.858.321.616.5
Incr Delay (d2), s/veh17.30.00.016.20.00.026.16.10.233.40.60.1
Initial Q Delay(d3),s/veh0.00.00.00.00.00.00.00.00.00.00.00.0
%ile BackOfQ(50%),veh/ln11.90.00.08.40.00.00.924.83.91.413.22.3
LnGrp Delay(d),s/veh63.40.00.066.30.00.084.633.218.091.722.316.6
LnGrp LOSEEFCBFCB
Approach Vol, veh/h3172241021708
Approach Delay, s/veh63.466.331.324.3
Approach LOSEECC
Timer 12345678
Assigned Phs124568
Phs Duration (G+Y+Rc), s6.662.729.16.063.421.3
Change Period (Y+Rc), s4.04.04.04.04.04.0
Max Green Setting (Gmax), s4.075.032.06.073.023.0
Max Q Clear Time (g_c+I1), s4.147.623.93.427.416.7
Green Ext Time (p_c), s0.011.11.20.012.90.6
Intersection Summary
HCM 2010 Ctrl Delay37.0
HCM 2010 LOSD
HCM 2010 Signalized Intersection SummaryMadrona School - SR 305 Analysis
2: SR 305 & Sportsman Club Rd/Madison Ave 2018 With School Afterschool
01/24/2017 Synchro 9 Report
TSI Page 2
MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR
Lane Configurations
Traffic Volume (veh/h)200933519065202078022230540120
Future Volume (veh/h)200933519065202078022230540120
Number7414381852121616
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT)1.001.001.001.001.001.001.001.00
Parking Bus, Adj1.001.001.001.001.001.001.001.001.001.001.001.00
Adj Sat Flow, veh/h/ln190017761900190018811900186318631863186318631863
Adj Flow Rate, veh/h208973619868212181223131562125
Adj No. of Lanes 010010111111
Peak Hour Factor0.960.960.960.960.960.960.960.960.960.960.960.96
Percent Heavy Veh, %777111222222
Cap, veh/h2231043920570222889776239908772
Arrive On Green0.220.220.220.170.170.170.020.480.480.020.490.49
Sat Flow, veh/h10324811791239426131177418631583177418631583
Grp Volume(v), veh/h34100287002181223131562125
Grp Sat Flow(s),veh/h/ln169300179600177418631583177418631583
Q Serve(g_s), s27.50.00.022.10.00.01.655.712.32.430.86.1
Cycle Q Clear(g_c), s27.50.00.022.10.00.01.655.712.32.430.86.1
Prop In Lane0.610.110.690.071.001.001.001.00
Lane Grp Cap(c), veh/h36500297002889776239908772
V/C Ratio(X)0.930.000.000.970.000.000.740.910.300.790.620.16
Avail Cap(c_a), veh/h390002970077100585551979832
HCM Platoon Ratio1.001.001.001.001.001.001.001.001.001.001.001.00
Upstream Filter(I)1.000.000.001.000.000.001.001.001.001.001.001.00
Uniform Delay (d), s/veh53.50.00.057.60.00.068.133.121.967.626.119.8
Incr Delay (d2), s/veh28.50.00.042.70.00.030.910.70.244.51.10.1
Initial Q Delay(d3),s/veh0.00.00.00.00.00.00.00.00.00.00.00.0
%ile BackOfQ(50%),veh/ln15.80.00.014.40.00.01.031.35.41.716.02.7
LnGrp Delay(d),s/veh82.00.00.0100.30.00.099.043.922.1112.127.219.9
LnGrp LOSFFFDCFCB
Approach Vol, veh/h3412871064718
Approach Delay, s/veh82.0100.340.229.6
Approach LOSFFDC
Timer 12345678
Assigned Phs124568
Phs Duration (G+Y+Rc), s7.170.934.06.271.727.0
Change Period (Y+Rc), s4.04.04.04.04.04.0
Max Green Setting (Gmax), s4.075.032.06.073.023.0
Max Q Clear Time (g_c+I1), s4.457.729.53.632.824.1
Green Ext Time (p_c), s0.09.20.50.013.20.0
Intersection Summary
HCM 2010 Ctrl Delay50.1
HCM 2010 LOSD