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95-100457
CITY OF NYv FTIV 33530 1ST WAY SOUTH FEDERAL WAY,WA9>8003-662010 April 25, 1995 X UN( . Sitts & Hills Engineers Inc. ' �` " 2901 So. 40th St. tJ � t (`1v� � Tacoma, WA 98409 ;. , A L : Atten: Randy Haydon Subject: Pavilions Centre Boundary Line Adjustment - BLA95-0001 Dear Mr. Haydon: The Public Works Department has completed the review of the re-submitted boundary line adjustment for the Pavilion Centre. The redline comments and checklist are enclosed. Please address the following items: /Equipment and procedures used statement. /Date visted monuments for all controlling corners. Provide a copy of the ROS 950118903. Item 11 of Schedule B of Title Report needs to be addressed. Provide document AF #920423429. • Title and name of person signing for the Federal Way Shopping Center Assoc. Provide lot closures for proposed lots. /..Revise lot corner staking to be shown as a condition of approval. ,,, Show distance to Point A from Section breakdown. • Show difference between centerline of Pacific Highway and east 1/4 corner. Distance along Pacific Highway to the intersection of So 316th St. (designate whether the distance is along the centerline of highway or along the section line. ✓ Ghost in A & B on Sheet 6/7. Page 2 April 25, 1995 Mr. Randy Haydon ✓` Provide width of power easement of AF 5551051. ✓'" Remove the reference to AF 9004161393 on water easement AF 7409060342. / Designate the future use of Tracts Y and Tract X for future right-of-way. ✓ Distances along Tract Y north line and the south line of Tract X needs to shown as 30.00 feet. v Power easement AF 6416135 should be 100 feet not 110 feet. Call out the centerline of the So 316th Street. If I can be of further assistance call me at 661-4125. Sincerely, a7/4.4--.) Julie A. Venn Engineering Plans Reviewer Attachments: Redline comment print and checklist c: Stephan Clifton, AICP, Senior Planner Ron Garrow, PE, Sr. Development Engineer Dale Pinney, First Western Development Services Inc., 120 W. Dayton, Suite D-9, Edmonds, WA 98020 file ::0d 1,1d00 :ZO SF,-90-; _ 4r�• ,. , •1',�i1:4:•15,•i1« A1 r.,,•�� S'• JY:4;;,Y`V �. :�f• '1, 1'.'u- '{.•' .... •/, r., , 4 ,i •,;,'i,..,.' ,Jr .r.I,�'1 ' :'/r) l' I ',Sl„�' r.,,' 1..r.t-,,V,,ll. ,r•, ,.✓ i „ ...1,:..?' ' -t }, • , i�}i�' ('` �'R,S'j'• ,t!.,�„ 'Ip ':1" `j .�.:�'''•�• „d. • �} :>ji;W:�. `dSt'.`t '1:" A'''`;',.. : �%'''j,'F•i�'.Y.i•,. '�,'� •^ .\ ;.,, 11 ni rpp II''•' .. ...ram'^,r i' i .,,, }: .7 ,� :y ''4 •r`•. 'ti.-.''•:, a ,, •f Y.•,.:,.,� ,• • 4.. ;� ; ryl ,.�� � ,:' l ll' ,,LP rll � ';' l `K�„ I t , I ';, 1 . 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'"F: `•. toze5 , r-r Ti , g, ; ,, '4 • PdyvLOS¢ Drug..S, i. k • C Ali° ' �''' {TT. � :'rC,:: ,fit•, Z` b' ,,i; ,•,•,.,•''• ' • , „� 7•l}. ,,�,. �, )d.r .r 11v.f. Il I I j loll' i i' F .ridIIL: {,•1!►U In.-_. ..:`1idnntitied ui{ , i' ,,. f'-' , ;,aZ1 at oh drla lhereto (the 7L•gased re-tries") . u Exhibit 1 attach . '..,F '� a• ion" f _�'c �„C 2' se of the tip; • The parties have eitecuted a Termination of Lea This a ,N r s and conditions including • '^^' leased L'rvr^'crs• under certain terror the Lease Premises• r3pri in i .1�1nr�.: ' Artq Store. Restriction 81t Lie u64 11 ll's a Memorandum memorializes thatHashingten�n an3 sh'�11 be rc:44r �' Lai. the records of King GountY. ti �i /1j Sto st 'r n. =r`, r« 3 orticn of f Lease. provides that noaportion o or used • t o 11• {a`� The Termination- scribed on Exhibit 1 shall b. Leased Premist� business; trade or profession which or - ,: d' ' for *hot purposes of a o conduct 0 on whicy, Prttit.t licensed' ,,. • ' ; 'Q'x:: requires or has . irequi /ited t` o a YBglsLercd Pr i�' " rJ ,.,t,i ch employs or' is retired to e'lnP store, business, trade.Or fi •, 1 v.nr 1 r tha ;nnAuct of any�mwd Usinn s known oY ` �' profession which is cailo, 1�LH3Ta"pharmacy" or �a Lttut all r" ar -!1 u store. P 3 2002. •'^' that the to as a drug i terminate on October 1, ''• • •that res[ricllun etil • 4" Store �V r,_that the Drug Q 'flle Tell 1,"'ti;rn ,•F Tr.ase provide „t the Drug'L{lL'land and +• dAnnio. upon lend1a�d i RestriGtiori shall cmir% thereof and shall be bittdiny un 1rntsC3ucc ssOrs, .rr. Inn aaai.gno. 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'; Peter T Jiflasi •: " ' ' : I.t..".;„'";;;,;.; ..:',, ..."'•,..1;;, , ., .,,,./,`I. , .., 1,,,,.. ,;,.. % ,•9:1• , .. :- • 3 ‘t,,t,'. " - ' , ,..;:%;:x .• .,,,,,,,,, 0 -,,,-. • . ,, :,• - . , 7. • • ,• .. .••.••..1.',q:7 ..li''Iv/:..17y . ;b. 1,J•Ky..;,.4÷,..i.,t4,,,:,,tf.,, :. ,,,, ,• , , , ,s...n. .Y1/:' ••• / '' '''' ' 4*'PETER •'71::VOUFLAS""-and- SANDRA,'11,•1 : '...,"' .:1f,.•,.f..1.,.;2;..‘%:•v,•.;•t:.!s•... •..'.,4:',.;•.!.•..,.,2.•...•. ."'...,..•.f.a..a.r4: 9",,...•.r'•.'1'.'9'•5 a•4n7°"-,•„o,1. N4ii.D d.•',e,"•,1'd,• i1,•,,1)17,*+%.,•,'1.•r1...•,•.,ti,2•t41-•"•:a.•..i'-.n.'•iA•'.a.•n•.I',C:)..,.4.%.....,1x.„..1*...„'.,f••.•=•.',,'„:',,,:s,••?,1Z....':,•..,.$0..'...6,,,‘'Ar1','i,•i;,•;(-,;::,.,-','..,..", • •'••.• , V « ,2-,..--;„•,•„•4t•,„.•:.,t$oi4.",3,,1,m?+.....•.•, •.tw,.e•.1•t4.•••,.•.•,...9,.,. a.',,'.,,,,:,:sY,. :•:,•. ,,. '•• •,•2•1'f A ,;4,,,,..';':• ' • '• • .. 'r•'••• • , • , .t• •'.: . .t ... .' •.' • 7 „ ., . , • peter . 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I,:':••' .' ;1,c''. ., :.: ,.,'' ",,•';':,' /...•;',..'''' ' ''•:'' :.'''‘': •‘: ,• ''..). • was,authorizpd to execute.,the instFumentsi:Vand:acKhowledged•;1- r..,k,,,,..t.;:l •,, ,.,..:.;•11,,,..• .,.....s.,,:,•,,:,. .,. ,..,.4 -,h, the . es , ,y -.1,;„ . ::?•.,.7_:.:. . . ,.. ,,,. 5k:,.!4‘.0f...14EbER3,5..r,,..yAx,: ,HO...,i;..P,;ld''' #.,•‘,... :.; °:•,.....4.. .. .'•':'4/.;4.., •.. ,•,,.,„ „ ,,CENTER ASSOCIATES to be 'the ,free .,a5nd.volUnta ry act,and deed 91,.,,,,,•:,,,,,.:1; i sad:Corporaton for the uS es,.aiid:''piirpOs,eS'7:!M•entl.fr?ed•'.,ilittl,1471„4:' ••; •T•,..,-.,',4,', .tr,,,,i• .',•rt,V; '‘,‘ ‘ ' ' '•'''' ''''''''t••'',•',- ." '1,,". •V '• - •1 "4',' ' '• .•X i,v, ,• ,.0P ';:t." ', ''`,•••:::::: ;‘fe•?;Al,,,••?-'•Iis;:%', instrument ':...',••;),: •,..„ ••• --„; ,,••••‘,,•,.,„-,••••;1• 17 ,,,•,-r.,it• ,..1,,,,•,.4,;•;1•„..to-;,,•••,t1; 1 ,i,l',1Ctit.'•.,: '-' ,i'l' '1%."' . IfiriA• :::, ;,•,,,, .v,4<:'''';';• - ..: l:'.4....,-''. : 'C' ' '. • .• :2: . '' '''•'..41..1..•;:1; ".:'•'.'4'14;.'•`.,:l.Wj• ..j'..." ie .',...n..::;:..,T.•;F•-•' ,'',., 7.-.',' "'•,-..: T•I'''•:'• ' '' 1--':•1 ',. • ''•',.:I .1.-- L .:•0;. 4:S..0;;;;,, ,:,:.....,...-IN, WITNESS WHEREOF;',;I„1"fa,Nre•.her,eunt,q,',Lsleti..•my,‘•han,d.14•4n..44.O..f,f.,,i,„Cire1.;,,,1,,•0:ta."1..,.A'2,.::,:,.;, '4,44,',,',4.;,..,‘•...c,:p :,•••:e••'''' :•‘. seal the year f irst "above..W'ritter ?.,... •• %. .',..••'•:•..,1•6''''', ‘‘'.•'','•,•,'),,..,%T.,•':;' ,,,;••••14t,,'••7'•;,,..-, '•::••. 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OF KNG ) , •:• •••,• i • • . , On this 1511/44. day of •,.... . • • • 1992, before me, a v•ii • Notary Public in and for the State of Washington, personally It • appeared PETER T. JOUFLAS and SAND RA H. JOUFLAS, personally known. •• Cr) IP- to me (or proved to ale on the basis' of' satisfactory' evidence) -•::.., • ti, . be the persons who executed this instrument and acknowledged it ..,•3. C) to be their free and voluntary acts and deeds for the uses and Lr; ,;„•.(*) , purposes mentioned in the instrument. ' • . , " „ N •,., , - -• cr ,. • •• - ,, IN .WITZAS WHEREOF, I,•have hereunto,:set my hand and.,official • •., haltli4rear :first,above••written. • ' : • ' • '.%'T'f' ...'.-i•. ' , . ;,. '.. ' .;.''.1 C\I ' '...' ..' ' '' •' ::.0; ,....•,"•,•,, 4,9 ii; . • : ,•.• ' .',••••,'•,':,''' :i's,•:'',,,,;.:,; i,',. '' ',, ,.. ,• ,...''; •,: , ;.. \ • n -- .... ,--.„....,,,,„. 0,..,,, :: CC_icy' ,..,•,,....6.:1, Zi. - .:•• • ,,, ..: ,;4. Ia.,- k . . .. eV)7-• —•->I,4-.., :: ,•• :1•••45, O P . • .;* : NOTARY PUBLIC in and for the Sate of . LI%• ., --..:' shington, residing at i• . ., , .77 %, -e .".. Wa e.• L-0,7 • , My appointment expires , ,,l;_s,41_1_-1-,Y_ fi e , . , . 0.,-.• -‘,1‘..........--•••• ' . 1. . . • • STATE OF WASHINGTON ) • . . ) ss. . • , . , . ;•. . , • . 1 ' COUNTY OF KING ) . 1 ' . e. On this /5-II... day of /41-.1---A • ., • _,, 1992, before /Ile, a • Notary Public in and for the'.State,of•Washington, personally 2./t7a.d • ' • appeared PETER T. JOUFLAS„. a 'maried man as his separate estate, personally known to me (or.poved. to me on the basis of , satisfactory evidence)' to• be.:the:person who executed this' instrument and acknowledged it to be his free and voluntary act and deed for the uses and purposes mentioned in the instrument. BAETHNO2619.AGg/4.3,92 . seattle .• . • • . .. „: 3 2. . • , , • . . li . ld0T:E0 • . •• i. !.. i • •• SE, 90 eidtl . ci 0 d. 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',•i.a.l 1I a )oyi , . , 144 74Z? f ! , , , • OTARY: 1Btic,ilend-for'the State ofWhington, idingat JLL± fJI Ny appointt expires 5, „. _12 il . ' , .• . . .,-'•.:-,.'',,'•.,4 '.:.;:':.,‘•,:•t'.1,••'t:°•. *..1g;.1e.•' ••.•; ' ;•;.1;.;:: 11. • ••,,_ ,,,• -, ' - ':' ', • sTATE-c?•ORZGi-7•6 ••'•• .‘:•• ,,;) '•.',..1y,••,.. ''.,_.•',..'•• ' • : 1,, , . • • ••. „, ., ,,. . • • ••• '• ,•,.,•. ••;' ) •,,,•6 s'-= :•:••4,•••4"6,4,.,,•,1;;•••,44••:,•4 r• * •!-,q:•.•••• .? •• ,,,,••, •.,.•••,1,,•,.,,,• 's • ?,•••,?:e-iti•i-leilf,;ii.•4 • ,.•k, , 2,;,•• • •• • .. • •,••,1•,;..i. -•.. .4• • • •••4'.,,,••, •• • •• ‘' ••• •,•,'4,' ,. ..,./., coirca y o F4,....,, . , , • .• ..• . . .. .A.,..,,,-i• 4 ''.. V./..,s'.—, •• ' ',.. ••••• •' .i. , .; ::::'.1."', ,,. ,,, , , , . •,' 1. ,. :' • ' • N'tY,i: :. ' .". '' before re 'a ' • ''' 1 1,' ' 'T,• ';' :• •-'7'' :': - '' '.• 'a Lk • ' '•••• • .., .• . , . 1 ' /'' ': . '''':.• . . ' ..:' On this° 1 _t.I it, . day...or • • , i Notary Public in and for the Sta e of Oregon, personally appeared • '• % , personally known to me (or proved to me la , • ' on the basis of satisfactory evidenceY to be the person who , • -..','; 1 • ' • executed this instrumenti' ,on oath. stated. that kt.i... was :,•.. • ti Ct. Zia..IAL. !tuthforited to e ecute ,tole71elettgellt:t1,..marsIfil.ozgn;w0glidc4; Ti,tiesiLtttl.: i . be the, free and voluntary act and deed of said corporation for 4' the uses and purposes me ntioned in the instrument. • '', .t, IN WITNESS WHERE01 , I have hereunto set my hand and official C4 seal the day and year first above written. i- • • C) . • • . . c-:. • (t1/7_676 . 4. ,',.. • ___, r(41 ' — ., RT ' • ,. , .. NOTARY' PUBLIC, i and for thR/State •-/ • , C) ._. of Oregon, residing at CN2 ,<„1.•,. . OFFicim.scAL CT) t'o TA.MMY L.AN 0 0 My appointment expires _____ ---- -.•/_,.._ _.._ ' . 't .z.r., NOTARY PUBLIC-OREGON 1 COMMISSION NO.003961 . . TAY COMMISSION EXPI;ES JAN.13.1955 - 1 . , • . ' • ' s' ) , $ . 1 , I . t • . • , 1 , • ' , . . • . . ' . . . . r . • • • . • l':i '; , , ,. (;•. 1 , ' • . . 1 • . • . BAtim\02619.AC0114.3.92 . . 4 . • • Serttle , • . . •. . • . • , . . •• .. • ' • ‘ • . . . . . 2./S•d .. .• TULL .1:251;13IHO kldt:T:E0 SE, .9 0 eldt1 • • - - _ --..d.,:imsawriCAR10,10"'" --3___ _ % r 4-26-95 Page 6 MAP CHECK #2 - SET INVERSE SET #1 FEDERAL WAY SHOPPING CENTER FROM BEARING/ANGLE DISTANCE TO NORTH EAST ELEV 139 6009 . 95099 4949 . 14900 139 NE 0 06 ' 17" 96 . 86 127 6106 , 81083 4949 . 32604 127 NW 6 06 ' 10" 156 . 81 128 6262 . 73215 4932 . 65521 128 SW 90 00 ' 00" 28 . 04 103 6262 . 73215 4904 . 61521 103 NE 0 06 ' 16" 56 . 00 101 6318 . 73206 4904 . 71729 101 NE 90 00 ' 00" 25 . 00 110 6318 . 73206 4929 . 71729 110 NE 0 06 ' 16" 32 . 00 111 6350 . 73201 4929 . 77562 111 NE 90 00 ' 00" 20 . 00 112 6350 . 73201 4949 . 77562 112 NE 0 06 ' 16" 1223 . 32 117 7574 . 04998 4952 . 00561 PC CHORD BRG LENGTH PT NORTH EAST ELEV 117 NW 44 56 ' 52" 35 .39 119 7599 . 09555 4927 . 00565 DELTA ARC RP NORTH EAST ELEV - 90 06 ' 16" 39 . 32 118 7574 . 09555 4927 . 00565 RADIAL PC*RP RADIUS RADIAL RP*PT DEG OF CURVE MID ORD NW 89 53 ' 44" 25 . 00 NE 0 00 ' 00" 229 10 ' 59" 7 . 34 TANGENT PC*PI TAN LENGTH TANGENT PI*PT EXTERNAL NE 0 06 ' 16" 25 . 05 SW 90 00 ' 00" 10.38761 119 SW 90 00 ' 00" 585 . 62 120 7599 . 09555 4341 . 38565 120 SW 0 05 ' 30" 1938 . 31 121 5660 . 78803 4338 . 28458 121 SE 89 55 ' 15" 331 . 09 122 5660 . 33056 4669 . 37426 122 NE 0 03 ' 56" 220 . 00 144 5880 . 33042 4669 . 62598 144 SE 89 55 ' 15" 58 . 32 143 5880 . 24984 4727 . 94592 143 NE 0 02 ' 23" 130 . 00 138 6010 . 24981 4728 . 03605 138 SE 89 55 ' 15" 221 . 12 139 6009 . 94428 4949 . 15584 CLOSURE: 139 NW 45 32 ' 59" . 01 139 6009 . 95099 4949 . 14900 ERROR: - . 00671 . 00684 1 PART IN 538712 PERIMETER AREA (sq ft) AREA (acres) 5161 . 81507 1088714 . 6757 24 .9934 SET #6 PARCEL A FROM BEARING/ANGLE DISTANCE TO NORTH EAST ELEV 166 5660 . 75333 4368 . 27964 166 NE 0 05 ' 30" 610. 08 ,-'4167 6270 . 83255 4369 . 25570 167 SE 89 53 ' 44" 358 . 95 165 6270 . 17822 4728 . 20510 165 SW 0 02 ' 23" 389 .92 143 5880 . 25831 4727 . 93477 143 NW 89 55 ' 15" 58. 32 144 5880 . 33889 4669 . 61483 144 SW 0 03 ' 56" 220 . 00 122 5660 . 33903 4669 . 36311 122 NW 89 55 ' 15" 301 . 09 166 5660 . 75505 4368 . 27340 CLOSURE: 4-26-95 Page 7 166 SE 74 35 ' 23" . 01 166 5660 . 75333 4368 . 27964 ERROR: . 00172 - . 00624 1 PART IN 299466 PERIMETER AREA (sq ft) AREA (acres) 1938 . 36647 206286 . 4889 4. 7357 SET #7 PARCEL B FROM BEARING/ANGLE DISTANCE TO NORTH EAST ELEV 139 6009 .95099 4949 . 14900 139 NW 89 55 ' 15" 221 . 12 138 6010. 25652 4728 . 02921 138 NE 0 02 ' 23" 259 . 92 165 6270 . 17646 4728 . 20941 165 SE 89 53 ' 44" 176. 41 134 6269 . 85488 4904 . 61912 134 SW 0 06 ' 16" 7 . 12 103 6262 . 73489 4904 . 60614 103 NE 90 00 ' 00" 28 .04 128 6262 . 73489 4932 . 64614 128 SE 6 06 ' 10" 156 . 81 127 6106 . 81357 4949 . 31697 127 SW 0 06 ' 17" 96 . 86 139 6009 . 95373 4949 . 13993 CLOSURE: 139 SE 73 11 ' 27" . 01 139 6009 . 95099 4949 . 14900 ERROR: . 00274 - . 00907 1 PART IN 99872 PERIMETER AREA (sq ft) AREA (acres) 946 . 28948 55858 . 2365 1 . 2823 SET #8 PARCEL C FROM BEARING/ANGLE DISTANCE TO NORTH EAST ELEV 153 6330 . 83314 4369 . 35169 153 NE 0 05 ' 30" 243 . 95 182 6574 . 78283 4369 . 74198 182 SE 89 53 ' 44 131 . 33 183 6574 . 54343 4501 . 07176 183 SW 0 06 ' 16" 26 . 00 184 6548 .54347 4501 . 02436 184 SE 89 53 ' 44" 149 . 00 185 6548 . 27186 4650 .02411 185 NE 0 06 ' 16" 69 . 17 186 6617 . 44175 4650. 15020 186 SE 89 41 ' 12" 300 . 11 148 6615 . 80055 4950. 25571 148 SW 0 06 ' 16" 265 . 06 112 6350 . 74099 4949 . 77253 112 SW 90 00 ' 00" 20 . 00 111 6350 . 74099 4929 . 77253 111 SW 0 06 ' 16" 20. 92 135 6329 . 82102 4929 . 73439 135 NW 89 53 ' 44" 560. 38 153 6330 . 84254 4369 . 35532 CLOSURE: 153 SW 21 06 ' 54" . 01 153 6330 . 83314 4369 . 35169 ERROR: . 00940 . 00363 1 PART IN 177235 PERIMETER AREA (sq ft) AREA (acres) 1785 . 93009 150084 . 4723 3 . 4455 SET #9 PARCEL D FROM BEARING/ANGLE DISTANCE TO NORTH EAST ELEV 148 6615 . 80038 4950 . 25380 148 NW 89 41 ' 12" 211 . 44 149 6616 . 95668 4738. 81696 149 NE 0 18 ° 48" 168 . 75 160 6785 . 70416 4739 . 73980 4-26-95 Page 8 160 SE 89 41 ' 12" 58 . 52 163 6785 . 38413 4798 . 25892 163 NE 0 18 ' 48" 25 . 23 164 6810 . 61375 4798 . 39689 164 SE 89 41 ' 12" 152 . 21 147 6809 . 78136 4950 . 60461 147 SW 0 06 ' 16" 193 . 98 148 6615 .80168 4950 . 25100 CLOSURE : 148 SE 65 05 ' 43" 0 . 00 148 6615 . 80038 4950 . 25380 ERROR: . 00130 - .00280 1 PART IN 262426 PERIMETER AREA (sq ft) AREA (acres) 810. 13308 39469 . 5358 . 9061 SET #10 PARCEL E FROM BEARING/ANGLE DISTANCE TO NORTH EAST ELEV 147 6809 . 78064 4950 . 60741 147 NW 89 41 ' 12" 152 .21 164 6810 . 61303 4798 . 39969 164 SW 0 18 ' 48" 25 . 23 163 6785 . 38341 4798 . 26172 163 NW 89 41 ' 12" 67 . 52 161 6785 . 75265 4730 . 74273 161 NE 0 18 ' 48" 193 . 57 162 6979 . 31976 4731 . 80130 162 SE 89 41 ' 12" 219 . 12 146 6978 . 12146 4950 . 91802 146 SW 0 06 ' 16" 168 . 34 147 6809 . 78174 4950 . 61115 CLOSURE : 147 SW 73 36 ' 38" 0 . 00 147 6809 . 78064 4950. 60741 ERROR: .00110 . 00374 1 PART IN 211878 PERIMETER AREA (sq ft) AREA (acres) 825 . 99389 38641 . 8479 . 8871 SET #11 PARCEL F FROM BEARING/ANGLE DISTANCE TO NORTH EAST ELEV 146 6978 . 12191 4950. 91428 146 NW 89 41 ' 12" 219 . 12 162 6979 . 32021 4731 . 79756 162 SW 0 18 ' 48" 193 . 57 161 6785 . 75310 4730 . 73899 161 SE 89 41 ' 12" 9 .00 160 6785 . 70388 4739 . 73886 160 SW 0 18 ' 48" 168 . 75 149 6616 . 95640 4738 . 81602 149 NW 89 41 ' 12" 88 . 67 186 6617 . 44131 4650 . 14735 186 SW 0 06 ' 16" 69 . 17 185 6548 . 27142 4650 . 02126 185 NW 89 53 ' 44" 149 . 00 184 6548 . 54303 4501 . 02151 184 NE 0 06 ' 16" 26 . 00 183 6574 . 54299 4501 . 06891 183 NW 89 53 ' 44" 131 . 33_ 182 6574 . 78239 4369 . 73913 182 NE 0 05 ' 30" 723 . 43 154 7298 . 21146 4370 .89653 154 SE 89 53 ' 44" 237 . 83 156 7297 . 77792 4608 . 72613 156 SW 0 18 ' 48" 98 . 93 157 7198 . 84940 4608 . 18511 157 SE 89 41 ' 12" 307 . 04 158 7197 . 17030 4915 . 22052 158 SW 0 18 ' 48" 31 . 00 159 7166 . 17076 4915 . 05099 159 SE 89 41 ' 12" 36 .20 145 7165 . 97279 4951 . 25045 145 SW 0 06 ' 16" 187 . 85 146 6978 . 12310 4950 . 90802 CLOSURE : 146 SE 79 14 ' 12" . 01 146 6978 . 12191 4950. 91428 ERROR: . 00119 - .00626 . 4-26-95 Page 9 1 PART IN 420095 PERIMETER AREA (sq ft) AREA (acres) 2676 . 89638 297671 . 3265 6. 8336 SET #12 PARCEL G FROM BEARING/ANGLE DISTANCE TO NORTH EAST ELEV 145 7165 . 97177 4951 . 25672 145 NW 89 41 ' 12" 36 . 20 159 7166 . 16974 4915 . 05726 159 NE 0 18 ' 48" 31 . 00 158 7197 . 16928 4915 .22679 158 NW 89 41 ' 12" 307 . 04 157 7198 . 84838 4608. 19138 157 NE 0 18 ° 48" 98 . 93 156 7297 . 77690 4608. 73240 156 NW 89 53 ' 44" 237 . 83 154 7298 . 21044 4370 . 90280 154 NE 0 05 ' 30" 300 . 89 155 7599 . 10005 4371 . 38419 155 NE 90 00 ' 00" 555 . 62 119 7599 . 10005 4927 . 00419 PC CHORD BRG LENGTH PT NORTH EAST ELEV 119 SE 44 56 ' 52" 35. 39 117 7574 . 05448 4952 .00415 DELTA ARC RP NORTH EAST ELEV 90 06 ' 16" 39 . 32 118 7574 . 10005 4927 . 00419 RADIAL PC*RP RADIUS RADIAL RP*PT DEG OF CURVE MID ORD SE 0 00 ' 00" 25 . 00 SE 89 53 ' 44" 229 10 ' 59" 7 . 34 TANGENT PC*PI TAN LENGTH TANGENT PI*PT EXTERNAL NE 90 00 ' 00" 25 . 05 SW 0 06 ' 16" 10. 38761 117 SW 0 06 ' 16" 408 . 08 145 7165 .97516 4951 . 26026 CLOSURE: 145 SW 46 14 ' 24" 0 . 00 145 7.165 . 97177 4951 .25672 ERROR: . 00339 .00354 1 PART IN 411087 PERIMETER AREA (sq ft) AREA (acres) 2014 . 91038 210141 . 4935 4. 8242 SET #13 TRACT X FROM BEARING/ANGLE DISTANCE TO NORTH EAST ELEV 121 5660 . 79478 4338 . 27967 121 NE 0 05 ' 30" 610 . 09 133 6270 . 88400 4339 . 25574 133 SE 89 53 ' 44" 30 . 00 167 6270 . 82931 4369 . 25569 167 SW 0 05 ' 30" 610 . 08 166 5660 . 75009 4368 . 27963 166 NW 89 55 ' 15" 30 . 00 121 5660 . 79154 4338 . 27966 CLOSURE: 121 NE 0 10 ' 37" 0 . 00 121 5660. 79478 4338 . 27967 ERROR: - . 00324 - .00001 1 PART IN 395112 PERIMETER AREA (sq ft) AREA (acres) 1280 . 17324 18302 . 5962 . 4202 SET #14 TRACT Y 4-26-95 Page 10 FROM BEARING/ANGLE DISTANCE TO NORTH EAST ELEV 132 6330. 88783 4339 . 35174 132 NE 0 0530" 1268 . 21 120 7599 . 09621 4341 . 38073 120 NE 90 00 ' 00" 30 . 00 155 7599 . 09621 4371 . 38073 155 SW 0 0530" 1268 . 27 153 6330 .82783 4369 . 35164 153 NW 89 5344" 30 .00 132 6330 .88252 4339 . 35169 CLOSURE: 132 NE 0 32 ° 22" . 01 132 6330. 88783 4339 . 35174 ERROR: - . 00531 - . 00005 1 PART IN 488957 PERIMETER AREA (sq ft) AREA (acres) 2596. 48532 38047 . 2285 .8734 - 4-26-95 Page 11 MAP CHECK #2 - SET INVERSE SET #2 SOUTH 316TH STREET FROM BEARING/ANGLE DISTANCE TO NORTH EAST ELEV 134 6269 . 85729 4904 . 62317 134 NW 89 53 ' 44" 565 . 37 133 6270. 88790 4339 . 25411 133 NE 0 0530" 60 . 00 132 6330 . 88782 4339 . 35010 132 SE 89 53 ' 44" 590 . 38 135 6329 .81162 4929 . 72912 135 SW 0 0616" 11 . 08 110 6318 . 73164 4929 . 70892 110 SW 90 0000" 25 . 00 101 6318 . 73164 4904 . 70892 101 SW 0 0616" 48 . 88 134 6269 . 85172 4904 . 61982 CLOSURE: 134 NE 31 01 ' 27" . 01 134 6269 . 85729 4904 . 62317 ERROR: - . 00557 - . 00335 1 PART IN 200115 PERIMETER AREA (sq ft) AREA (acres) 1300 . 71650 34199 . 9676 . 7851 Executive Summary The King County Department of Public Works has undertaken a route study to deter- mine the feasibility of various alignment alternatives to construct a new street in the Federal Way area in the vicinity of 11th Place/14th Avenue South between South 320th Street and South 312th Street (see Figures 1 & 2). This report presents the findings of the route study. The route study was prepared by a consultant team led by REID MIDDLETON, INC., under contract to the King County Department of Public Works. Subconsultants in- cluded KJS Associates Inc., (Traffic Forecasting and Analysis); Hong Consulting En- gineers (Geotechnical Engineering), and Engineering Technician Services (Graphics). Various alternatives were analyzed to connect l lth Place South and 14th Avenue South in Federal Way. This connection would provide the last leg of a ring road around the intersection of SR 99 and South 320th. The Federal Way Community Council has ac- tively supported construction of this street segment for the purposes of alleviating traf- fic congestion and providing improved traffic service for the commercial and residential citizens of Federal Way. All alignments start at the intersection of South 320th and llth Place South, west of SR • 99. The four alternatives follow the same northerly alignment across the Federal Way School District Bus Maintenance Facility (see Figure 3). Near the northeast corner of the Bus Maintenance Facility the alternatives begin to separate. Alternatives A, B, and C follow similar alignments, with the primary differences being in the portion that paral- lels the property line between the residential area to the west and the Federal Way Shop- ping Center to the east. In this area the alternatives are located at different distances from the residences and shopping center, resulting in differing impacts on the two types of property. Near the north end of the Federal Way Shopping Center the two easterly alternatives traverse reverse curves to join the Alternative C alignment. All three alter- natives then intersect South 312th Street at 14th Avenue South. A fourth alternative, Alternative D (refer to Figure 4), creates a connection to SR 99 at its intersection with South 316th Street, which is currently under construction. No con- nection north to South 312th Street would be provided with this alternative. However, two variants of Alternative D have also been developed to provide both the connection to South 316th Street and the north-south connection. The first variant is the combina- tion of Alternative D with Alternative D-1, creating a tee intersection with any of the alignments north to South 312th Street. (These alignments, which are essentially the same as Alternatives A, B, or C, have been designated Ai, B1, and C1 to differentiate them for cost estimating purposes). The second variant, Alternative D-2, would involve construction of a westerly extension of South 316th Street to a tee connection with any of the north-south alignments (Alternatives A, B or C). The primary design difference between Alternatives D-1 and D-2 relates to traffic operations, since D-1 gives 1 preference to traffic on the South 320th Street - South 316th Street link, while alterna- tive D-2 gives preference to the north-south traffic between South 320th Street and South 312th Street. Conclusions All four alignment alternatives are physically feasible to construct. Project costs, in 1989 dollars, are projected to range between $3,020,000 and $6,080,000, depending on the alternative selected. Construction of any one of the alternatives would require demolition or relocation of both commercial and residential properties, as well as the Federal Way School District Bus Maintenance Facility. Detailed analysis of traffic forecasts indicates that the proposed new route, regardless which alternative is selected, would have no significant impact on traffic volumes on SR 99 or South 320th Street. However, the proposed route will provide improved commercial access and circulation in the northwest quadrant of the Central Business District. The roadway might ap- propriately be constructed when redevelopment of the Federal Way Shopping Center and the Bus Maintenance Facility occur. r 2 Existing Conditions Vicinity Road System As mentioned previously, the study area is located within the Federal Way central busi- ness district. The area road network has generally been developed to urban standards, as is typical for the type of relatively low density auto-oriented suburban commercial development found in the vicinity. Typically, parallel streets are 0.25 to 0.5 miles apart. As a result, a significant amount of circulation between businesses occurs within private parking lots. Key streets in the study area are shown in Figure 2, and include the fol- lowing: SR 99 (Pacific Highway South), a five-lane principal arterial, is a major north/south route through King County. It is approximately 0.75 miles west of and parallel to I-5. The roadway generally has no sidewalk, curb, or gutter. The speed limit is 40 MPH. The Washington State Department of Transportation has programmed SR 99 to be widened to 7 lanes by the year 2000. South 320th Street is a principal east/west arterial serving the residential areas to the west and the commercial areas to the east. The roadway section varies between 5 and 7 lanes. It has curb, gutter and sidewalk. The speed limit is 35 MPH. South 312th Street is a minor east/west arterial. It is three lanes wide, widening to 5 lanes at the intersection with SR 99. The speed limit is 35 MPH. There is sidewalk, curb and gutter to the west of SR 99. I lth Place South, is a four-lane collector running south from South 320th Street to South 324th Street. The speed limit is 25 MPH. There is sidewalk, curb and gutter. 14th Avenue South is a two-lane collector serving the residential area north of South 312th Street. 14th Avenue South also provides a connection from South 312th Street to the Federal Way High School. The speed limit is 25 MPH. There is no sidewalk, curb or gutter. South 316th Street is a four-lane commercial access street between SR 99 and 23rd Avenue South. The section between SR 99 and 28th Avenue South is currently under construction. A new traffic signal will be installed at the intersection with SR 99. The street has curbs, gutter and sidewalks. • Existing traffic volumes are found in Appendix C. Land Use The area west of the potential 11th Place/14th Avenue South connector is primarily single family residential and is zoned RS-7,200. Access to this area is via 10th Avenue South and 12th Place South from South 312th Street, and via 8th Avenue South from 9 South 320th Street. There is no formally developed legal access from SR 99, although some drivers use South 317th Street and the circulation aisles through the Federal Way Shopping Center parking lot to reach SR 99. Similarly, some drivers use the driveways of the King County Library to access 10th Avenue South from South 320th Street. Three small areas, two at the southeast corner of the 13th Avenue South/South 312th Street intersection, and a third immediately west of the Bus Maintenance Facility on South 320th Street, are zoned RM-900, Multiple-Dwelling. The area adjacent to South 312th Steet is occupied by a medical office building, as is part of the area adjacent to South 320th Street. The northern portion of the RM-900 parcel on South 320th Street is occupied by a multiple unit condominium complex. The majority of the area to the east of the corridor along SR 99 is strip commercial and is zoned BC, Community Business. The area from South 317th Street north to South 312th Street is occupied by the Federal Way Shopping Center, which was the first shop- ping center to be built in the area. The Federal Way School District Bus Maintenance Facility, zoned CG, General Commercial, is located at the south end of the corridor along South 320th Street. With the exception of one undeveloped parcel immediately east of the school district property, the remainder of the area is auto-oriented strip com- mercial, including such uses as a grocery store, tire store and several fast food res- taurants. Utilities All utilities serving the study area were contacted to obtain information regarding exist- ing facilities and proposed improvements which might be impacted by the proposed project. Those utilities having facilities in the study area include Puget Sound Power & Light (overhead and underground electric); U.S. West Communications (overhead telephone); and Washington Natural Gas (buried gas lines). In general, the facilities in- volved provide primarily local service to the study area. Puget Sound Power & Light Company has aerial electric cables on South 312th Street, South 320th Street, and 13th Avenue South. Additional aerial service lines cross the study area in the vicinity of the Bus Maintenance Facility and at the south end of the Federal Way Shopping Center. A portion of the shopping center is also served by un- derground electric lines. U.S. West Communications has aerial telephone lines installed on the same poles as the Puget Power facilities. Washington Natural Gas provides buried natural gas service to the residential area from the 13th Avenue South right-of-way. Gas service to the Federal Way Shopping Center originates at South 312th Street and runs south through the commercial complex. Although information was not received from the Federal Way Water and Sewer District regarding the location of water mains and sanitary sewers within the study area, it is as- 10 sumed that those facilities are located primarily within the various street rights-of-way, with services extending into the private properties. Current Traffic Volumes Detailed information regarding current traffic volumes is contained in Appendix C - Traffic Report. Accidents The intersection of SR 99 and South 312th Street has the highest accident rate in the study area, with an annual rate of 2.03 accidents per million entering vehicles (MEV). The greatest contributing factor to the number of accidents in the study area is severe traffic congestion, resulting in rear end and turning movement accidents. The average accident rate for King County's signalized intersections is 1.14 per MEV • and 1.58 per MEV at nonsignalized intersections. Please refer to Appendix C for fur- ther detail regarding traffic accident data in the study corridor. Other Transportation METRO operates nine different transit routes in the study area. Details of transit routes and service frequencies are in Appendix C. Pedestrian and bicycle circulation routes are the shoulders and sidewalks of the existing roadways. Bicycle lanes have not been included in the design criteria used for the 11th Place/14th Avenue South corridor. Soils and Geology A preliminary geotechnical evaluation was performed to identify major soils and geological features in the study area which might affect design feasibility and construc- tion costs. The evaluation included a review of available literature and historic topographic maps, and a visual reconnaissance of the study areas. The complete Geotechnical Report is found in Appendix F. 11 Alignment Comparisons Description All alignment alternatives begin at the intersection of South 320th Street and 11th Place South, west of the intersection of SR 99 and South 320th Street. The first three alterna- tives, A, B and C, are connections from South 320th Street to South 312th Street. (Refer to Figure 3). The fourth alternative, D, is a connection between South 320th Street and South 316th Street at SR 99. Two variants to Alternative D, D-1 and D-2, provide both the connection to South 316th Street and the north-south connection. (Refer to Figure 4). Plan and profile plates for all alternatives are located in Appen- dix D. The four alternatives follow the same northerly alignment through the first curve to the east across the Federal Way School District Bus Maintenance Facility. The alternatives separate as a reverse curve to the west is developed at the northeast corner of the school district property. From the northeast corner of the school district property, Alternatives A,B,and C follow similar alignments, with the primary difference between the three being the relative location with respect to the property line between the residential area to the west and the Federal Way Shopping Center to the east. Near the north end of the Federal Way Shopping Center the two easterly alternatives, A and B traverse a reverse curve to join Alternative C. All three alternatives intersect South 312th Street at 14th Avenue South. Alternative A follows the most easterly alignment. The entire right-of-way along the north leg of the roadway is within the Federal Way Shopping Center. The west right- of-way limit of the street is proposed for 30 feet east of the property line to avoid dis- turbing the steep embankment which separates the Federal Way Shopping Center from the adjoining residential area. Alternative B follows a similar alignment to Alternative A. The west right-of-way limit of the street would be the property line between the Federal Way Shopping Center and the residential area to the west. This places the roadway fully on Federal Way Shop- ping Center property. Alternative C follows the same basic alignments as Alternatives A and B, except at the north end, where there is no reverse curve. The major difference is that the centerline of the proposed roadway is the property line between the Federal Way Shopping Center and the residential area. Thus one-half of the right-of-way is taken from the residential area and the other half from the Federal Way Shopping Center. The vertical profile, or grade line, of all three north-south alignments is proposed to fol- low the grade of the existing school district parking area, then cut through the knoll at the northeast corner of the school district property. From the knoll it would gradually transition to match the existing grades in the shopping center parking lot. 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"" ,',).4;1.,.*t:I.., • 1 -, ' "7, ';,./.6-...,/,-". _III:l. ! - • '! \ , ?,l 1 4 .! _,__ •,, ,,,dcs-____ ...., _11 ...._ •ei.,, int -..11 •,: : ,f- , 1.- - •, .:i • .,a • • 1 ,,, . 0.1::".., •••: . .4/'/).1.1,-::I./.:\ ' ,...., 7 ! • . , 1, 71111,. .)• ) ,Q....,. . • 0 I ALT E 9 iii -T I'-'VE: ' ) ' ° •': . V.-71 ;C‘.1:,/2,1.71 -_-----r: - I •_ .'" , ,ff ' A I 4 '''''..-..** • Y.' .'•:1•7"r77:-.`, -. !--;.:77i to j ALTER NATIVE B I ;, ,1. \•,.. 7 iri ,1 L-cp, • ,r- ALTERNATIVE C I ,i 1....: .(0,5!" /7 :-.• :,..,-;--,_•-,,,t,i,r ",--_, - ,,..„1-,, _,1[_. 1 .i t'--1777: ,,p SI'',,-•'4- '' 4---73,-- "" e: :1-T2fj: .-.1-3-..; . - L i :_11 .1 • . 11 .! , ..-r•! •.•:,(,). ••,-., .. .1-' 't 1-11,._-_-1-,:.!,,, ,!c:.-.1 Rio,. i_ -; ..... d . ;\„., : . ';',/ 7--..,..._27----1-,, 1/-1', ____ ... ,_._.... y_.,..,_,4.--_,.......„. ....- I -. ( • ....., 11 • I • ..1-77-:'—.T-7 (--- .1,, •',,.- -7:: ::.'''''''.•;1-Li.. j j, ,. ' --•• -......; .. • :' 0/i- oi-icri,c_ilinvi.taciiti. u-a i:1--)0.7r , . _I-- /; :• --' it:- ) . / $ • A ‘....., , .7 . ‘$, lir r, NI. ;1 0:121, -----1.-‘''iti l',..• ; . .$'' '-'; . ,. i- : • R A- IV;E-' 9 I, , fi / „l • ''':-. .1 I.,+0'7!II-.7...;4-'-':-IL: ' '---)::.r— ••• . . t,•. , ,-, , _ ' ' ? .'-,- ' .,, 1,-,---L1 1 i. ::•.(!i, 1 ' , ; *- i / e 1', IS /Q--- ,! :\ r 1 I • .r--'' \./ f It /---,r. •:._ '•••• ' '4-P ,'_Lit''-i ,.v ,,,i;•-..01,.....- • ...2,11-7-: .--; .,. .- c'.z. ,.:,..1"; i-, _ ' ..... / --.. .-&.11 ,.4,.„ ••••,•;--.0-•'; ', ) ri.!.i -r. T.%) ...c._.11/ . ,. /..e..-- ///- g "17 , ,_ , ., _, •-- S-111 i 7:,0 `-1-.--,L'..4 1 t'''j j'.-i'('il_.z.'.---",/,`"-c414111.`”-->•----‘. x 4.' -.:.•.----- ‘z-.- ----- .-- _(-,_ 77-1----• •;---i:'- .. 4-Q ii:4; ,-11 , •'-'- - - 1 ..: L le, : "Ri • . 4.) ,) 44'-I! ri..,.k, 1 -,-,i-z- ---, ) f, 1 r..- Le 1 • ...3.•-.1. - ••,•...7..:,.,.......i,..•1- 41..i•-i i'' i__.b '' r) •••.---- ` \' I 1, ,...1) POO.-e- :1"....-).,•.) ...1,..77-1-„,,.........;.......;;........., ';..;',.' .- • : '-' .• --- --- 1 \ '1 •0 ( ' „. - ./,, I..1_Ars I -'-''' l 1(clz_.,j,s --Ili El , :1 1 •• • ....... 0 , .... I ..r-,...=____ f"-- 4 ) ./ __- 1 ,..- I CR),'<Jai. • - 1 !;.. , .Cil.. •-•/' li ALTERNATIVE D I i „ .,. • - - ! \1, . . ' ,(p _//,/,T.- - • t______ 10 —A j '--:• tl t'i L______I. /I- '. .--- i. 1. i •-• i , ? 0 .4:-..,• , • \ ....• -• ---S.32 0 ST: ...., •1 . -•,..%1Z '. - '----c,,.-.,..-,-/-7:-..- - II:.:1 1 Pg. ii---!-- • . , ''. / /I "" Pa'l Y •U -- -- ..,...- ALTERNATIVE ALIGNMENTS-CONNECTIONS TO 316111 MIDDL REIDETON 1 -I th Place/ 14th Avenue South FIGURE #4. ROUTE STUDY . • , . ... differ somewhat for each alternative, but in all cases the design intent is to provide driveway access to the commercial properties while depressing the street as much as practical below the adjacent residences. To accommodate the differences in elevation between the existing ground and the proposed roadway, it would be necessary in all three cases to construct retaining walls through the knoll at the southerly end of the project . Alternatives B and C would also require retaining walls along much of the west edge of the road to provide positive separation between residential and commercial activities. Alternative A does not require a retaining wall on the west edge, because it is located at the base of the existing em- bankment slope. The fourth alternative, Alternative D, would serve a somewhat different purpose than the first three, since it would connect South 320th Street with South 316th Street at SR 99. South 316th Street, east of SR 99, is currently under construction. The southern portion of Alternative D would follow the alignment of Alternative B most closely, al- though it could also be constructed along the alignments of Alternatives A or B. Alter- native D would deviate from the other alignments at the northeast corner of the Bus Maintenance Facility, where it would go in an northeasterly direction through another curve to the intersection of SR 99 and South 316th Street. This alternative would provide no connection north to South 312th Street. However, two variants of Alterna- tive D have been developed to provide the connection to South 316th Street and the north-south connection. The first variant is the combination of Alternative D with Al- ternative D-1, which would create a connection with any of the alignments north to South 312th Street (These alignments, which are essentially the same as Alternatives A,B, or C, have been designated Ai, B1, and Ci to differentiate them for cost estimating purposes). The second variant, Alternative D-2, would involve construction of a wester- ly extension of South 316th Street to a tee connection with any of the north-south align- ments (Alternatives A, B or C). The primary design difference between Alternatives D-1 and D-2 is in the assignment of the preference, or through, route for traffic operations. The geometric design of Alter- native D-1 would give preference to traffic on the South 320th Street - South 316th Street link. Traffic southbound from South 312th Street would be stopped at the inter- section with D, and traffic northbound from South 320th Street to South 312th Street would make a left turn across opposing traffic. Alternative D-2 would give preference to the north-south traffic between South 320th Street and South 312th Street, since traf- fic from SR 99 would be stopped at the T - intersection with the north-south street. For all alternatives, cul-de-sacs are proposed to be constructed at the southern terminus of 13th Avenue South and the eastern terminus of South 317th Street. While this will cause some inconvenience and additional travel for residents of the immediate area, the benefits should far outweigh the costs by preventing the intrusion of through and com- mercial traffic into the residential neighborhood. 17 Two other drainage considerations common to all alternatives are erosion control and collection of groundwater. The final design would include a detailed erosion and sedimentation control plan, designed to prevent sediments from leaving the site during the construction phase. Implementation of this plan would provide significant protection to the downstream drainage systems and receiving waters. In the long term, the provision of vegetation on all pervious areas, particularly slopes, would minimize the potential for erosion to occur. All erosion control systems would be designed in accord- ance with SWM requirements. Although the geotechnical investigation found no specific evidence of groundwater in the project area, it is likely that some seepage would be encountered, both during con- struction and long-term. For this reason, provisions have been included in the construc- tion cost estimates for footing drains behind all retaining walls. These footing drains would be connected to the storm sewer system to ensure positive drainage. Some addi- tional underdrains might be required in cut slopes, as well. Potential groundwater seepage locations and volumes would be identified during design, so that adequate drainage facilities can be employed. Right-of-Way Requirements The basic right-of-way width proposed for the project is 60 feet. Right-of-way width is increased to 70 feet for a length of 300 feet along each alternative. The additional width is required to allow the retaining walls to be offset from the edge of pavement a suffi- cient distance to provide adequate sight distance around Curve No. 2. The area of right-of-way required to construct each alternative is tabulated in Table 1. Right-of-way requirements are based on the widths set forth above, and are ap- proximate, since final design engineering has not been performed. The proposed profile grade line for each alternative was compared to existing ground elevations determined from available two foot contour interval mapping, and cross-sections were analyzed to determine where retaining walls would be needed in order to construct the road within the established right-of-way widths. The right-of-way area for Alternative A shown in Table 1 includes the area between the west property line of the shopping center and the edge of the basic 60 foot wide right- of-way. It is anticipated that it would be necessary to acquire this property because con- struction of either alternative would render it inaccessible from the east, and thus un- usable for the shopping center owners. With the exception of the shopping center property west of Alternative A, the areas in Table 1 are based on either the 60 or 70 foot right-of-way width, as appropriate. They do not reflect the possibility that in some cases it might be necessary to purchase an en- tire parcel of land in order to acquire the needed right-of-way. 22 • 4.1 •C O ti w E V • 0 .� as GI 8 N a UIA ►.. — - rn v gll s s a 8 C7 c a. v v v v o�. v v Cr; o�. ... U U 'etu CD C C 0 a, [ CO) •C C •V 44 C Le O C' a, a) •-. gso .-• CID OA CI rel M In o 53 R g 53 v" C y a.� M cn v� M M Vl V V c. 01 C y E.4 .0 4441 Tr a . CO a M. CS -. CCU O)C Q . p p O p •"' 'd v vi 0 0 O § M R O M V1 0 ed N et ,r .r 'D .-4 n cc .0 N h 4 — .-i N ,a, v-1 Cl) Chi d C a) E biD ,1.4 N WA M ~ ,... ~ M + d A U a .a + + + + Ci _ _ �+ N �O \D 1-4 1-1 I"'I O N N CV L.. en ~ H ' ' el U o o A A A en A A A .' •- + + + + + + "r° Q A U ... 0 A A A IA U N p O N ti M M t7 M Construction of Alternative A, B or C would require removal of at the three structures at the northern terminus of the project - the Medical Arts Building, Cerbone's Produce, and the Flower Shop/Flags West Village complex. In addition, it would probably be necessary to remove the two residences at the southeast corner of 13th Avenue South and South 317th Street for any of these alternatives. More detailed design may indicate that the two residences can remain but that a significant portion of rear and side yards would be acquired. Alternatives A and B also require acquisition of a small portion of the rear yard of one residence immediately south of the Medical Arts Building. Alterna- tive C would require acquisition of a 30 foot deep portion of each rear yard from all residences east of 13th Avenue South. Construction of any variant of Alternative D would require removal of portions of the Federal Way Shopping Center. In addition, the Muckleshoot Indian Mission Church would have to be removed or relocated if Alternative D or D-1 is constructed. All alter- natives being considered would cause physical disruption to the Federal Way School District Bus Maintenance Facility. Estimated Project Costs The following cost estimate (Table 2) is intended primarily to identify the order of mag- nitude of probable project cost, and the potential cost variations between the various al- ternatives. Construction costs have been developed using approximate quantities of major construction items multiplied by April 1989 unit prices for similar construction items in the Puget Sound area. Right-of-way costs were provided by the King County Real Property Division. Other project costs are based on King County Department of Public Works and consultant team experience for projects of similar magnitude and complexity. This cost estimate is approximate and should be used only for preliminary planning pur- poses. Actual construction bids may vary significantly from this statement of probable costs due to timing of construction, changed conditions, labor rate changes, or other fac- tors beyond the control of the estimator. As Table 2 indicates, the cost of right-of-way acquisition is a major element of the total estimated project costs, and exceeds construction costs in all cases. Right-of-way ac- quisition costs are relatively high because the various alternatives traverse a developed commercial area, and land values reflect prices currently being paid for comparable property in the Federal Way area. Geotechnical Considerations A preliminary geotechnical site investigation was performed to determine: a) surficial geology along each alignment alternative, and b) probable procedures for construction of cuts and fills along the various alignments, as well as geotechnical considerations for construction of retaining walls. In summary, it was determined that most of the sub- grade encountered along the project consists of glacial tills, outwash sand and gravel, 24 r a S " �,Q ,, f-, N) M M " Ir V'1 OO 0 V) V) a t,1 t,) U V ��00 N R Oh tM .r 00 rr 0.3 r 0' n - v1 an v) - .. o _ M w Col Kj to t0 V3 N3 0 U C ea 0 N N c i SON an r.+ .� en N .--. u 1.1 C vj 4 to) <4 N VI 0 = :r C.) W( u a p C ,-- 0 0 n. 00 N N. •-. of U A co a q N M ~ ~ d: .O V O A .tt[ y En W cd V N -.E = a tli . tv y Lan cn tn . U 0 0 AG u I. c1 W v-.) 11. l o in 0 � ,n .0 O , N o L. 0 o c`�`. Pio"r'o (.4tn. M Ea," 60) • U a, E 0 00 .11 'o G1 + U M ci 0 o .rC + + + •C Li t7 rag .-/ ' ' ' O N N N cLi (n N 2 o c A A A en A A -4 + + + 0 + + + r Q cq U . A '.. A A A :: Q cA U t7 N N N M M M and some fill or man-modified material. No evidence was found of significant differen- ces in soil conditions between the various alternatives. The complete geotechnical report is contained in Appendix F. Summary All four alignment alternatives have been found physically feasible to construct based on the engineering studies performed to date. Project costs, in 1989 dollars, are es- timated to range between $3,020,000 and $6,080,000, depending on the alternative selected. Probably the most significant conclusion of the efforts to date is that detailed analysis of traffic forecasts reveals that none of the alternatives, if constructed, would result in significant traffic flow improvements within the project area. In essence, the study effort has revealed that construction of the 11th Place 14th Avenue South connection would provide improved commercial access and circulation in the northwest quadrant of the Federal Way Central Business District, with minimal adverse environmental impacts. This benefit cannot be achieved at the present time, however, without disrupting several existing land uses. These land uses vary depending on which alignment alternative is considered, but all include the Federal Way School District Bus Maintenance Facility, portions of the Federal Way Shopping Center, Cerbones' Produce, La Petite Flowers, the Medical Arts Building, and from two to seventeen single family residences. In our opinion, implementation of the 11th Place/14th Avenue Route should most ap- propriately occur at such time as significant development or redevelopment occurs within the study area. In order to proceed with the project at the present time, several functioning businesses and a major public facility would have to be demolished or relo- cated. The overall physical impact on the Federal Way Shopping Center would be rela- tively significant, and could probably be best accommodated in concert with implemen- tation of major site plan revisions to the entire property. This type of coordinated effort would yield a design solution which provides the best overall site access and circulation plan, thereby maximizing the effectiveness of the new commercial access streets. Similarly, the project, if adopted, should be driven by the relocation of the Bus Main- tenance Facility, rather than forcing such a relocation. It is doubtful that the Bus Main- tenance Facility could be modified to function effectively if divided by the new street, so relocation is a virtual necessity. While the location and commercial zoning of the School District property may suggest that maximum value of the property could be real- ized by relocation of the facility, experience in several Seattle area school districts has shown that cost effective siting of new bus maintenance facilities can be a very time consuming and expensive process. It is unlikely that any jurisdiction would wish to force relocation of the facility, since that jurisdiction might then have to assume respon- sibility for finding a new site which was acceptable to both the School District and the surrounding community. Further, both School District staff and interested citizens have 26 • expressed concern about the possible decrease in property value caused by bisecting the school district property, which would divide it into two smaller commercial parcels. In summary, the single most significant benefit to be realized by construction of a com- mercial access street in the 11th Place/14th Avenue South corridor would be an im- provement in access to and circulation within the commercial properties west of SR 99. Construction of the street has been shown to be physically feasible. However, construc- tion of the street in the near future would be extremely disruptive to existing land uses. We submit at this time that the most appropriate immediate action would be to indicate that a corridor has been identified for construction of the commercial access street, and require that such construction be a condition of any major redevelopment of the com- mercially zoned parcels. 27 lowered on S 320th Street west of SR 99 to reflect the extreme congestion at the SR 99/S 320th intersection. Again, the results of these assignment did not show any significant differ- ence from the other alternative forecasts presented above. CONCLUSIONS 1. The proposed llth/14th collector route from S 312th to S 320th Streets would not have any significant effect on traffic volumes or congestion on any of the vicinity streets: S 312th Street, S 320th Street or Pacific Highway S (SR 99). 2. Both S 320th Street and Pacific Highway S (SR 99)would experience extreme levels of congestion (LOS F) in year 2000 without or with the proposed route. Even the assumed seven lanes on SR 99 will not be able to keep up with the forecasted growth in traffic on these two major arterial corridors serving Federal Way. 3. The connection of S 317th Street to the proposed llth/14th route and on to SR 99 via S 316th Street would draw about 7,000 AWDT through the residential neighborhood lying just west of the study corridor. 4. The proposed 11th/14th route would carry 6,000 to 10,000 AWDT under any of the route alternatives, but the vast majority of this traffic would already be destined to or from land uses within the study corridor. There would not be any significant diversion of through trips to the proposed new route under even the most extreme assumptions about conges- tion on S 320th Street or SR 99. • page 28 DRAFT ENVIRONMENTAL CHECKLIST June 5, 1989 A. BACKGROUND 1. Name of proposed project, if applicable: 11th Place/14th Avenue South Route Study - South 320th Street to South 312th Street 2. Name of applicant: King County (City of Federal Way) 3. Address and phone number of applicant and contact person: Jackie Spears, Consultant Liaison, Engineering Services Section King County Department of Public Works 900 King County Administration Building Seattle, Washington 98104 Phone: 296-3737 (The appropriate City of Federal Way contact, address and phone number will need to be substituted in the final checklist). 4. Date checklist prepared: 5. Agency requesting checklist: King County (City of Federal Way) 6. Proposed timing or schedule (including phasing, if applicable): Not yet determined, pending further action by the City of Federal Way. 7. Do you have any plans for future additions, expansion, or further activity related to or connected with this proposal? If yes, explain. No 8. List any environmental information you know about that has been prepared, or will be prepared, directly related to this proposal. This checklist was prepared by King County as a preliminary draft to guide further environmental documentation that would be required to pursue the proposed road establishment and construction. The response to several questions in this checklist is a description of information needed to adequately answer the question. This checklist would need to be augmented with that information before a threshold determination under SEPA could be made and issued. 1 • . PRELIMINARY 1:.st iRMAT1ON ONLY 11th PIace/14th Avenue Sout -° " : - " INITIALS Traffic Analysis PROJECT DESCRIPTION The purpose of the 11th Place/14th Avenue S route study is to determine the feasibility of constructing a new street in the vicinity of 11th Place/14th Avenue S between S 312th Street and S 320th Street in Federal Way. The proposed street would provide the last link in a series of arterial streets which form a "ring road" around the large commercial area centered at the intersection of SR 99 and S 320th Street. This area is essentially the "Central Business Dis- trict".of Federal Way, and completion of the ring road is a very high priority for the local community council. Portions of the ring road around the SR 99 and S 320th Street intersection are already com- pleted. This series of arterial streets serves to divert local circulation traffic from the major north-south and east-west through routes, SR 99 and S 320th, as well as allowing turning traffic to bypass the highly congested intersection of those two routes. The project study area is shown in Figure 1. The Study Corridor The study corridor along 11th Place S and 14th Avenue S, if extended, is bordered on the east by extensive commercial development, and on the west by a single family residential area. Much of the commercial property in this northwest quadrant of the Federal Way CBD is underdeveloped. Some major properties are vacant, and the study corridor is probably ripe for upgrading/redevelopment. The northern terminus of the project, opposite 14th Avenue S, is surrounded by several one- and two-story office and retail buildings. The intersection of 13th Place S,which serves the residential area to west, is offset west of 14th Avenue S. The suggested southern terminus, at the signalized intersection of 11th Place S and S 320th, is currently occupied by the Federal Way School District Bus Maintenance Facility. The terrain in the study area is generally level, sloping slightly to the south. In general, vertical alignment for the proposed street is likely to be relatively gentle, with no steep grades. How- ever, the paved parking area at the rear of the commercial properties is located as much as 15 feet below the grade of the backyards in the residential area. This grade difference will affect cost and ultimate location of the street, but may also offer opportunities for sound attenuation. EXISTING CONDITIONS This section of the report describes the current traffic conditions on key streets in the corridor vicinity. The 1987 daily traffic volumes on these streets are presented in Figure 2. Street System SR 99 (Pacific Highway S). This five-lane principal arterial is a major north/south route which parallels I-5 through southern King County. The pavement is in fair condition but the roadway generally has no sidewalk, curb, or gutter. The speed limit is 40 MPH. -"\ ` — I _ �c-1S i s. \ N e N N DI i {7u��1 St 1 •r t 4 tr. .c tr .� N N b `. ?>• N ,n 8 3e2nd 8t v to > u ; 'tilt P t Rd v\ s 1 r1 S t , '� < r �° .ti ..fl S 3e4th St 5 314th P11 < No Nr • 1c STEEL L AK£ J • .r v, .1 / 6 ]eeth St s )enth st v _ > y ��:-' e9th St < v v) In In $ c > u .. Ietlt St V v�till .( •• > > V ► • y� <. ,< .Td"fi:s c c I Itl st y 1>,w;x .c o N u IV V f flt Y !t f not N l S )12th St ,p 6 312th S : .: .:.Y'+ ` �' _ - ' - Y _ 2. Si)1)tI ©©t" e,'. 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MI ON :; 7; 311:11 : t ..•: .... •. 5 tio.11 5t. : ri 1-. ....---...------, F-4 ,,,, -------, \ . ...j........ -6 ...--1 4.- N's '". " 5110 r.l. ••••: tS) In . ..------•"-- •.:•L'-'""""----‘---- " ,.... C51 .•••••"'....---' ••''. I;. s tiCt L, 3 a :t.ii Gt. •N , t:S) :--1 ... .... \ , csz 30 , 500 1, 400 .341•400 . 33 , 800 " 34 ,500 34 , 400 „ 45 , 6 4. I A. '.1. 44Z1 In r: al . ll 1 •• ea •Z• cs) ... a.) ‘ •' /Thts3 .. ... .. CD •4: • CO ••-• csa :.• 1::::,:li Vt I-4 . ul t, co G "74 t II C!: ......-.• r. •• l'••• tO ::........ .....3 ...I N.T.S. s Pet', tit 151 ts. SCALE 1/40 3 it 33 13 •• If Milli .. 4, et 4. •01; ••••4 • 1 I I• 3•01 flit ...• .4. SOURCE' KING COUNTY TRANSPORTATION PLANNING• s 31)1•J !:t fl .. ,. / - • 1 1 I' • F(5,....„-e_ 2•-• . • . . • • i er 7 r-n(142 (A)(,,,-, u- Most of the adjacent land has been developed in strip commercial uses, creating high volumes of turning traffic at driveways. The roadway currently carries 31,100 Average Weekday Traffic (AWDT) on the section between S 312th Street and S 320th Street, as shown in Figure 2. The state has programmed SR 99 to be widened to 7 lanes by the year 2000. S 320th Street. This principal east/west arterial serves the residential areas to the west and the commercial areas to the east. The roadway section varies between 5 and 7 lanes from its interchange with I-5 to its intersection with SR 99; it continues west with a five lane cross- section. It has curb, gutter, and sidewalk, and the pavement is in good condition. The speed limit is 35 MPH The current AWDT on S 320th is 33,800 to the west and 34,400 to the east of SR 99. S 312th Street. This three-lane minor arterial widens to 5 lanes at its intersection with SR 99 on the west approach; it has a two lane cross-section east of SR 99. There is new curb, gutter, and sidewalk west of SR 99 and the pavement is in excellent condition. The speed limit is 35 MPH and the roadway volume is currently 15,700 AWDT west of SR 99. 11th Place S. This collector arterial runs south from S 320th to S 324th Street. It has a four lane cross-section with a 25 MPH speed limit. The pavement is in good condition, and there are sidewalk, curb and gutter. The daily volume is currently 8,800 AWDT. 14th Avenue S. This roadway is a two-lane collector arterial that extends to the north of S 312th Street into a residential area. 14th S also provides a connection to the Federal Way High School at S 308th Street. The pavement is in fair condition, and there is no sidewalk, curb or gutter. The current volume is 3,000 AWDT. 13th Place S. This residential street intersects with S 312th Street just west of the 14th Avenue S intersection. 13th Place provides a connection to the single family neighborhood which borders the study area to the west. It is a typical two-lane county residential street without curbs or sidewalks, and there are many driveways along the street serving the abutting homes. Intersections and Traffic Control The traffic analysis looked at existing and future traffic conditions for five intersections which may be affected by the proposed new roadway. Existing geometrics and traffic control at each intersection are described below and illustrated on the following figures. Current (1987) AM and PM peak hour traffic volumes at these intersections are presented in Figures 3 and 4. S 320th Street at 11th Place S. S 320th Street is basically a five-lane facility with two through lanes in each direction and a center left turn lane. As shown in Figure 5, lane designations for the approaches are a left turn lane, one through lane and one shared lane for through and right turn movements. The northbound approach on 11th Place S provides an exclusive right turn lane and one shared lane for left and through movements. The southbound approach, the exit of the Federal Way School District bus barn, consists of a single shared lane for all move- ments. The intersection is controlled by a two phase, fully actuated traffic signal with equipment provisions for future east/west left turn signal phasing. The signal is operated and maintained by the King County Department of Public Works. S 312th Street at 14th Avenue S. S 312th Street is a five-lane arterial.east of 14th Avenue S, similar to S 320th described above. West of 14th Avenue S, S 312th has a three-lane section as depicted in Figure 6. Lane designations for the westbound approach to the "T" intersection on t m e1 r� mco Y N IA tv tf� N 11 ,....-., ..-•-•-••-•)4 j k•-- 24 4-- 256 �— 554- 111 01)� _ 235 4— 202.4- 226 25 f—9 6 6 —!' 4___ 3 3 7 �---� f_ 1,022 —Y 82 _� �— 953 —► 412---- 7 87 — 0..705 7 27 --PP. 166---- --1111P AI t 710 —►,13 2 223 ---)10- S. 312th St M , y r-o. .: .1 r N -• I 1 ) •m en w ,a I I >1 x lir 0 N.T. S F4 44 N .. 0us '" th m DnnN il p, 1r r; to t^ v ON o. •4 j`- 'r Q1 b t N - R: N 506 I 28 4-- 435 134 �_ 571 4— 1,437 .4— 1,808 ---r� '�"_')- 333 Q- 1,860 —� .4- 1471 208 �1'— 104 6 I •� ,1,970 1,360 +17 1,137 --�� 1,186 { ` �- 1,691 _` 1 373 28 M Atli 1,399 —� 15 7 ?" 1,2 2 0 ---OP i. S. 320th S N GoI'1 N .f P1 N * .o V1 •y Tr t .o11 m n •r rn cr.N r r ,� b Mwf 3 'Yffr AP" re04. f{,,,...- 1'I1,....rr • m 1 444 n ,n .� H N + N N m 1p N • co CO 1•'1 co .-4 (1,1 4D 01 , — r ea -•1 in h 4 j t...\... II) f-994 47 -14--- 901 85 �- 814 861 f 3 51 ,�- 5 4 5 .4-- 1,698 ♦► 704 -� IP 113 ,4__.� 1,493 321 109 591 -{ 0632 -� 743•-► 205 -� ` 4-- -�950 4- 1,724•-* 217 413 -Ow 1 / ,:il IT, ..._,.. • N to 4T N N CO In Ah. P1 -i r-4 F4 O� n n ti I N.T. S e Nin FW DUS 1. I DARN• �r -4 v 4a N r1 IN b � 11 ::/) I .4) �— 1 790 1 1,654t \:. 1,343 T r 433 f- 2,909 -►. 1,385 ,�_ 3,246 -{� 44- 2 27 44S 1,235 �- 1.,94 4 • 1 255* 1,003 �04- 2,377 -r 1,456 -► 967 -L_ ~ • 326 ' -7 411- 3,g 8 2 -4111` 250 1,045 44 i..41.1,800 1\ 1 e4 m, a•.i N w in N t 1 to F'1 n � •-1 In ^4 0 11 ` r1 1;:141 ` 4-1�4 I. �•4 4V T T 1 • 7i'S,.-4 q /(.31 Pm., Pe,f I( btu (,,,(1..,,-0 INTERSECTION TRAFFIC CONTROL FULLY ACTUATED • 2 PHASE SIGNAL• W/PED. MOVEMENTS A 2-- -r- 01 6 FEDERAL WAY SCHOOL DISTRICT BUS BARN 02 8 H.T.S 4-j METRO S. 320th ST <�--- 10.5` 1 1 .7' -� 10.5 METRO 0 10.7' ) V a • • INTERSECTION TRAFFIC CONTROL 13th AVE S. - STOP SIGN 14th AVE S. - STOP SIGN • N.T.S 10� ri • ) %114 STOP 0 41 METRO BIKE LANE 11.5' + › 11.51 2.51 III DIKE LANE /. .1. S. 312th STREET 0 STOP in Q L m ri • provide one exclusive right turn lane and one through lane. The eastbound approach provides a left turn lane and two through lanes. The southbound approach on 14th Avenue S is chan- nelized as a single lane, but it has adequate width to provide two ten-foot lanes and typically operates as such. The inside lane is used as an exclusive left turn lane, while the outside lane is used as an exclusive right turn lane. The intersection is stop-sign controlled for the south- bound movement on 14th Avenue S. S 312th Street at 13th Avenue S. This T-intersection, also shown in Figure 6, lies about 150 feet west of 14th Avenue S. If there were high volumes of turning traffic at either location, the two intersections would interfere with each other's traffic operations. However, since volumes are currently low at both places, there are not a significant number of conflicts between the two; stop sign control is sufficient to maintain adequate, safe traffic flow. SR 99 (Pacific Highway South) at S 312th Street. SR 99 at S 312th Street is a five-lane facility which widens for exclusive right turn lanes on the north and southbound approaches, as illus- trated in Figure 7. The north and southbound approaches also provide two through lanes and one exclusive left turn lane. The westbound approach has two lanes; the inside lane is pro- vided for left turn movements while the outside lane provides a shared lane for through and right turn movements. The eastbound approach has one exclusive right turn lane, one exclu- sive left turn lane and one shared lane for left and through movements. The intersection is controlled by a six-phase, fully-actuated traffic signal, operated and main- tained by the Washington State Department of Transportation (WSDOT). Currently, signal phases are assigned for through/right turn movements and left turn movements in both direc- tions on SR 99. The eastbound movement is assigned as a single phase for all movements. The westbound traffic is also controlled as one phase; however, the two east/west phases do not time concurrently. SR 99 (Pacific Highway South) at S 320th Street. SR 99 at S 320th Street is a five-lane facility which widens at the north and south approaches for additional turning lanes, as depicted in Figure 8. The southbound approach on SR 99 provides two exclusive left turn lanes, two exclusive through lanes and one exclusive right turn lane. The northbound approach on SR 99 provides one exclusive left turn lane, two exclusive through lanes and one exclusive right turn lane. The westbound approach on S 320th Street provides one exclusive left turn lane, two exclusive through lanes and one exclusive right turn lane. The eastbound approach on S 320th Street provides one exclusive left turn lane, one exclusive through lane and one shared lane for through and right turn movements. The intersection is controlled by an eight-phase, fully-actuated traffic signal, operated and maintained by the WSDOT. Signal phases are assigned for each left turn movement and through/right turn movements on all approach legs to the intersection. Allowable phases are timed concurrently, according to vehicle demand for maximum system and intersection per- formance. Existing Level of Service Level-of-Service (LOS) refers to the degree of congestion on a roadway or intersection and is based on vehicle operating speed, travel time, traffic interruptions, delays, safety, and driving comfort. LOS is described by a letter scale from A to F, with "A" representing the best service and "F" the worst as described in Table 1. This table relates LOS to flow conditions and intersection delay, and describes the corresponding traffic operation. 4 . I I I INTERSECTION a i I I I • TRAFFIC CONTROL D 0 y I I I FULLY ACTUATED 6 Pf{ASE I SIGNAL WIPED MOVEMENTS U 4 Split Crossrood I 'e'. �11 I01 eS ^ 5 et 0 En I I W 0 2 2 -t—\. - 6 86 )( g5 -�...� I I o a 0 0 14 I I U 03 1 L.3. 8 07 BLANK rxi 4 H m 4 N.T.S. • 3' I I 84 BLANK 0 B vV r 01 , 11' 11 121 X �11. - 1 01 I a ) II \ METRO 1F>METR,0.1 S. 312th ST 1 11-�j� I t' �. A,------ ,I 1.51 I _�,k-- >K —� 10' --Thl HETRO '\ t I t METRO IilE X 12' Il 1-4-tl ,U Iin 0 a a 0 . m I I in U en I \ I I _1 ` 11 I \ .I I INTERSECTION TRAFFIC CONTROL II • FULLY ACTUATED 8 PHASE QUAD W/PED MOVEMENTS s /q si i (3 � � � 85 el 1c x cc $R 99 1 I43 -E-�►— U 0 02 2 �—�—►- 6 0 6 H enSR 99 03 (02_ ' w I U H I \ '� 7 87 • or4 \4m N.T.S. a IO,S t� 11.51 .. METRO 5. 120th ST -I I.5'X1 4 II 2i�•I2' ; ) 04 4 08 ly a I sIt h 8 V) S. 320th ST lk IF> METRO / I ` 2' �� /// .r \ i \S4 >J 4— II — 11.5' S 12.5. Jr� _fir _� —I► ---- ,Ik _.---- I I.5i —I1. — — — —1� —— — — — 7777(tMETRO<- I I METRO a I I.S1 0 a F12' ,./.I2'II' ) 0 x N U I i • 4 m •M/ . \ I I Table 1 LEVEL-OF-SERVICE DESCRIPTIONS llth/14 Corridor Study LOS Volume-to-Capacity Ratio Description A Less than or equal Free traffic flow with low volumes and high to .60 speeds. Speedsare controlled by driver desires, speed limits, and roadway physical conditions. Average intersection delay is typically 5 seconds or less. B Greater than 0.6, Stable traffic flow, with operating speeds less than or equal beginning to berestricted by traffic to 0.7 conditions. Drivers still have reasonable freedom to select their speed. Average intersection delay is typically 5.1 to 15.0 seconds per vehicle. C • Greater than 0.7, Stable flow, but speeds and maneuverability less than or equal are more closely controlled by higher to 0.8 volumes. Average intersection delay is typically 15.1 to 25.0 seconds per vehicle. D Greater than 0.8, Approaches unstable flow with tolerable less than or equal operating speeds maintained, but with to 0.9 considerably affected by changes in operating conditions. Average intersection delay is typically 25.1 to 40.0 seconds per vehicle. E Greater than 0.9, Unstable flow with low speed and less than or equal momentary stoppages. Average intersection to 1.0 delay is typically 40.1 to 60.0 seconds per vehicle. F Greater than 1.0 Forced flow with low speed. Stop-and-go with stoppages for long periods is possible. Average intersection delay is greater than 60.0 seconds per vehicle. Source: Highway Research Board, Highway Capacity Manual, 1985. Transportation Research Board "Circular 212," January 1980, Table 7, p. 12. Transportation Research Board "Highway Capacity Manual," 1985, Table 9-1. Levels of Service were calculated for the five intersections under study for both AM and PM peak hour conditions. The methods used in LOS calculation were from the 1985 Highway Capacity Manual (Special Report 209, Transportation Research Board, 1985). Chapter 9, .Signalized Intersections, methodology was used for the signalized intersections of SR 99 and S 320th Street, SR 99 and S 312th Street, and S 320th Street and 11th Place S. The methodology found in Chapter 10 was used for the unsignalized intersections of S 312th Street and 13th Avenue S, and S 312th Street and 14th Avenue S. At the intersection of SR 99 and S 320th Street, motorists currently experience LOS D condi- tions during the AM peak hour, with an average delay of 36 seconds per vehicle. In the PM peak hour, the intersection operated at LOS F with an average delay of 77 seconds. The critical movements in the AM peak hour are eastbound through and westbound left, operating at LOS D and LOS E, respectively. During the PM peak hour, the critical movements are westbound through and eastbound left, both operating at LOS F. The intersection of SR 99 and S 312th Street operates at LOS D during both the AM and PM peak hours, with average delays occurring at 26 seconds per vehicle and 31 seconds, respec- tively. The critical movements during the AM peak hour are eastbound through and west- bound left, with both movements operating at LOS D. During the PM peak hour, the critical movements change to southbound through and northbound left; these movements operate at LOS D and LOS E, respectively. The intersection of S 320th and 11th Place S operates at LOS B during the AM peak hour, with delays averaging 12 seconds per vehicle. The PM peak hour operates at LOS C with an average delay of 21 seconds. The critical movements are eastbound through in the AM and westbound left turn/eastbound through combination and northbound through movements during the PM peak hour. At S 312th Street and 14th Avenue, motorists turning left from 14th to eastbound 312th experi- ence LOS A during the AM peak hour and LOS E during the PM peak hour. Just 100 feet west at the T-intersection of 13th Avenue and S 312th Street, motorists turning left from 13th to westbound 312th experience LOS D during the AM peak hour and LOS F during the PM peak hour. Traffic Accidents and Operational Safety Table 2 shows the number of accidents and accident rates for the intersections and roadway sections in the study area. Data used for analysis was collected for the years of 1985, 1986, and 1987. The intersection of SR 99 at S 312th Street was found to have the highest accident rate in the study area with an annual rate of 2.03 accidents per million entering vehicles (acc/MEV). The 1987 average accident rate for King County's signalized intersections is 1.14 acc/MEV and 1.58 acc/MEV at nonsignalized intersections. The accident rate for the roadway section on SR 99 between S 3I2th Street and S 320th Street was 1.53 accidents per million vehicle miles (acc/MVM) which fell below the 1987 average accident rate of 1.90 acc/MVM for State highways. The portion of S 320th Street between 11th Place and SR 99 experienced an accident rate of 2.70 acc/MVM, or substantially above the statewide average. The greatest contributing factor to the number of accidents in the study area is severe traffic congestion, resulting in rear end and turning movement type accidents. Table 2 STUDY AREA ACCIDENT DATA 1985 - 1987 Ilth/14th Corridor Study • Average Total Annual Intersection and Roadway Section Number Accident Rate* SR 99 (Pacific Highway S) @ S 304th Street 30 0.69 S 304th St. to S 312th St. 49 1.62 @ S 312th Street 84 2.03 S 312th St. to S 320th St. 52 1.53 @ S 320th Street 115 1.68 S 320th St. to S 324th St. 7 0.31 @ S 324th Street 56 1.20 S 324th St. to S 336th St. 113 4.94 @ S 336th Street 49 1.25 S 312th Street @ 14th Avenue S 26 1.33 14th Ave. S to SR 99 24 1.40 S 320th Street @ I 1 th Place S 30 0.86 I 1 th Place S to SR 99 100 2.70 * Average annual accident rates are shown as accidents per million entering vehicles at intersections and accidents per million vehicle miles on roadway sections. Sources: Washington State Department of Transportation, Transportation Data Of- fice. King County Department of Public Works, Traffic and Planning Section. Public Transportation Study area transit routes (operated by METRO) are shown in Figure 9. Nine routes operate in the study area. Routes 171,175,176,177,178,179 run from downtown Seattle to the Metro Park- and-Ride lot at 23rd Avenue S and S 320th Street via I-5. The P&R lot is located to the east of the study corridor adjacent to the I-5 freeway and south of S 320th Street. Routes 171,176, 178 and 179 serve the P&R lot, and then continue west along S/SE 320th Street. Route 173 is a peak-hour-only route connecting south Seattle and Boeing Industrial area with the Federal Way Park-and-Ride lot. Route 174 operates from downtown Seattle to the Sea-Tac Mall via SR 99. Route 181 runs generally east-west, connecting Auburn and Federal Way via SR 18, SR 99, S 320th Street, SW 312th Street and SR 509. The nine routes serving Federal Wayprovide a total of 36 outbound morning peak (6 AM to 9 AM) and 36 inbound evening peak (3 PM to 6 PM) connections.with downtown Seattle. In addition, there are five outbound morning peak and four inbound evening peak connections •e■milp w / 111111,1 i . cn • • S 288 ST Y. . .O I . 1.0 S 304 ST �° � ' 1 . g aw. let tE. SW 32Q ST 20 STML WIN L KES w; ;WIFEDER ;WI WAY • a Scl;I: h' )3365T7•°° \ 'PO ',.-N, • 0 ,1 344 ' 0"Z 348 ST CS1J . . .QV /h /�! rn• PORT OF TACOMA • SCALE IN MILES • F/FE 0 1/2 1 2 LEGEND MAJOR ROUTE t,\\\\ RUSH HOUR LIMITED SERVICE 111111 PARK a RIDE LOT t SOURCES METRO ROUTE SERVICE SCHEDULE, I988 • REND ' STUDYAREATRANSSERVICE MIDDLETON IT 11th Place/14th Avenue South ROUTE'STUDY • FIGURE 419 KIS Associates.Inc. • TRAFFIC ANALYSIS • with Auburn. All 87 of these peak connections pass through the Federal Way Park-and-Ride at S 320th and 23rd S. Pedestrian and Bicycle Facilities The majority of non-motorized vehicle circulation routes are simply shoulders of existing roadways. Currently, Des Moines Way S is a non-signed bicycle route through the study area. 24th Avenue S is a non-signed route connecting Seattle with the Sea-Tac Airport. Currently there is one signed bicycle route on S 312th Street west of SR 99 in the study area. ALTERNATIVES The traffic analysis looked at three basic alternatives in addition to the No Action alternative for Year 2000: Alternative 1. Construction of a collector street through the full corridor between S 312th and S 320th Streets with access to abutting properties and a direct connection to S 316th Street to the east. This alternative would provide improved access and internal circula- tion for all of the commercial properties along the study corridor. There would be signal- ized intersections with S 312th and S 320th at either end of the corridor. Alternative 2. This is the same as Alternative 1 except that there would also be a connec- tion to the west to S 317th Street. This alternative would provide a new major access route to the residential areas lying west of the study corridor via S 316th Street and SR 99 intersection. Alternative 3. This "half-corridor" variation would be similar to Alternative 1 except that it would develop the connector only between S 316th and S 320th Streets; no through access would be provided to S 312th Street beyond driveways serving commercial develop- ment south of S 312th Street. The purpose of this alternative was to provide a bypass route for the highly congested SR 99/S 320th intersection, without shifting traffic to the also congested SR 99/S 312th intersection. In each of the alternatives, driveway access to the collector street was assumed for all commer- cial properties fronting along it. The physical location of the collector was assumed to be along the base of the slope between the commercial area and the residential areas to the west, so there would not be any direct access to residential parcels from the collector. Only Alterna- tive 2 had any connection to the residential areas from the collector street, so the existing substandard roadway linking S 317th Street and the parking lot for the strip commercial devel- opment along SR 99 would be deleted under Alternatives 1 and 3. TRAFFIC FORECASTS Traffic forecasts for the l lth/14th Avenue S corridor study were prepared by the Transporta- tion Planning Section of the King County Department of Public Works. A year 2000 target was chosen for the analysis because travel data forecasts were readily available for that year from the Federal Way Community Plan Update and EIS process. Model Description Vehicle trips produced by and attracted to the study area are derived from Puget Sound Coun- cil of Governments (PSCOG) year 2000 vehicle trip tables for five trip purposes: home-based • • work; home-based other; non home-based; commercial vehicle; and through vehicle. The PSCOG tables of trips between regional traffic analysis zone (TAZs) are expanded to 144 King County study area zones (SAZs) for the southwest portion of the County, and the five vehicle trip tables are combined to produce a single vehicle trip origin- destination table for 144-zone southwest County area. The process of splitting PSCOG TAZs into smaller County SAZs allows more detailed estimates. Roadway network assignments are produced by the MVROAD program of the King County Roads Division's MicroTRIPS transportation planning package: Zone to zone traffic volumes from the trip table are assigned to the roadway network using a five-iteration capacity restraint method. The iterations assign 30, 25, 20, 15 and 10 percent of the trip table. . Each roadway section (or link) in the roadway network is defined by length, free flow volume and speed, and capacity volume and speed. At volumes less than or equal to the free flow volume, travel time on a link is constant. When free flow volume is exceeded, the decreasing speed as capacity is approached or exceeded results in longer link travel times. The changes in travel times between successive iterations result in shifts in the zone to zone travel paths ("trees") as the shortest travel time between zones is sought by the model. Baseline Traffic Forecast The year 2000 Baseline Traffic Forecasts included development of the Federal Way area as envisioned in the Federal Way Community Plan. In addition, the forecasts assumed redevel- opment of all commercial parcels (including the school district bus barn site) in the study corridor to their highest and best use. This assumption allowed the analysis to consider the maximum traffic impacts which might be associated with the proposed new street link. The baseline forecasts also assumed that SR 99 would be widened to seven lanes throughout the Federal Way area per the WSDOT's long term plan. Assignments were made on the King County southwest network developed in 1984 for the update of the Countywide transportation plan. This network includes all roads on the PSCOG regional system as well as many County minor and collector arterials which are not contained in the regional network. Traffic forecasts for the llth/14th corridor route included were run for all road projects which were "committed" or "recommended" as of mid-1988. A commit- ted project is one which appears on a State or local agency capital improvement program and is scheduled for construction by the third year of a six-year construction program. Table 3 lists road improvements to the existing system that are included in the year 2000 "committed" network. The "recommended" network includes all committed projects and adds projects which are either scheduled for construction in the last three years of six-year capital improvement programs, or have a documented need and are seen as likely improvements to the road network by the year 2000. Table 4 lists these additional projects. Road improve- ments in the recommended network should be considered preliminary, since actual lane re- quirements and new roadway alignments cannot be identified until project-specific traffic studies are prepared. Figure 10 shows the year 2000 Baseline traffic forecasts. Under the No Action alternative, S 320th Street would have a demand of 43,000 to 47,000 AWDT, and SR 99 would have a de- mand ranging from 42,000 to 52,000 AWDT. Peak Hour Traffic and LOS. Using conversion factors derived from existing (1988) PM peak • hour traffic counts, year 2000 PM peak hour demand volumes were estimated for key intersec- tions. The baseline PM peak hour forecasts are shown in Figure 11. Although congestion and Table 3 COMMI'U ia.D PROJECTS llth/14th Corridor Study Location Improvement Jurisdiction 1. SW Campus Parkway Construct four-lane King County/ (21 AV SW to 1 AV S) arterial Private (Completed) 2. 11 PL/14 AV S Study Construct new road Private (S 312 ST to S 320 ST) 3. S 312 ST Widen to three lanes; King County (1 AV S to SR-99) add turn channels (Completed) 4. S 312 ST Widen to three lanes; King County/ (SR-99 to 28 AV SE) add traffic signal Private 5. 16 AV S Widen to four lanes King County (SR-99 to S 348 ST) with 2-way LT lane 6. S/SW 356 ST Widen to four/five King County (21 AV SW to SR-99) lanes; provide left turn lane; traffic signal 7. S 356 ST Widen to four lanes King County (SR-99 to SR-161) 8. S 348 ST Widen to four lanes; King County (1 AV S to 500' E of add two-way left- (Completed) SR-99) turn lane 9. S 272 ST Widen to four lanes King County (SR-99 to 16 AV S) add two-way left- turn lane 10. SW 320 ST - Phase IV Widen to four/five King County (Hoyt Rd. to 21 AV SW) lanes (Under Const.) 11. Redondo Seawall Reconstruct seawall; King County (I AV S to S 284 ST) widen roadway 12. SW 344 ST Extension Construct four-lane King County/ (21 AV SW to Campus arterial; intersection/ Private (Parkway) operational improve- (EIS/Estab. ments Process) 13. 1 AV S @ S 348 ST Traffic signal; turn King County/ channels Private Table 4 RECOMMENDED PROJECTS llth/14th Corridor Study Location Improvement Jurisdiction 1. SW 330 St/10 AV SW Construct two-lane Private (6 AV S to SW campus arterial (parkway) 2. 11 PL/14 AV SW Construct two-lane Private (SW 356 ST to SW 344 ST) arterial; add traffic signal; turn channel 3. •SW 344 ST Widen to four lanes King County (21 AV S to 35 AV SW) • 4. Federal Way Business Construct two-lane Private District Road arterial (S 312 ST to S 320 ST) 5. 35 AV SW Widen to four lanes King County (SW 340 ST to SW 344 ST) 6. SW 320 ST Widen to three lanes King County (35 AV SW to Hoyt Rd) 7. 28 AV S @ SR-161 Turn channels WSDOT/ Private 8. 1 AV S @ S 330 ST Turn channels; Private traffic signal 9. Military Rd. Widen to four lanes King County (S 272 ST to S 304 ST) 10. S 336 ST Widen to three lanes King County (SR-99 to 20 AV S) II. SW 340 ST Construct four-lane City of (Hoyt Rd to County line) arterial plus two-way Tacoma left-turn lane 12. SW 340 ST @ Hoyt Rd Turn channels City of Tacoma 13. SR-161/Kit Corner Rd Widen to four lanes WSDOT (S 348 ST to Milton Rd) 14. SR-161 @ Milton Rd Traffic signal; turn WSDOT channel Table 4 (continued) RECOMMENDED PROJECTS llth/14th Corridor Study Location Improvement Jurisdiction 15. SR-509 Widen to three lanes WSDOT (S 312 ST to 21 AV SW) 16. S 272 ST @ SR-99 Provide left-turn WSDOT/ lane Private 17. 23 AV S @ 320 ST Turn channels Private 18. •S 348 ST Widen to six lanes; WSDOT (SR-99 to I-5) add two-way left- turn lane 19. Military Rd @ S 272 ST Provide left turn King County lane 1 p R 0 0 0 0 0 0 0 0 Q 8 R 0 A - 0 o I R _ 8 1 - 8 1 § R $ R .(0 0 [67 0 ,{8 0 o Q . LS • I v� �S 0 0 R E :, 0 0 �� R .. '2o L (4. 00 _ ,, L _ R r R s O i 1 ii ,,1 I r, + -) n 000 R Q 0. N e N f �' 7 [. 0 R of Q n X i 3 0. IS 2 Y N a 0 S. ^ R R E R $ = 8 = 8 R r. - R - L S X 2 2 ° 0 R 8 8 = V. pp N A i . R R '2 Ar S ° f. 0 . . 880 2 52 E E 131 R ' RR RRS R 0 0 ` R = I 8 Y ° R a • I a $ R R $ s 2 R ^ - a ` 8 R 0 R 0 0 tL o R 1:.] 2 ' It 1_ level of service will be discussed in more detail later on, the volumes shown on Figure 11 indicate that the critical intersections of S 320th/SR 99 and S 312th/SR 99 would be well over capacity (LOS E) in year 2000 under the No Action alternative. Daily Traffic Forecasts by Alternative The King County traffic model was used to test year 2000 daily traffic flows for the three alternatives described previously. Figure 12 summarizes the result of the traffic assignments for each alternative. In general, the volumes on S 312th and S 320th Streets, and on Pacific Highway South (SR 99) are not significantly different from the No Action baseline forecast under any of the alternative alignments/connections. . For example, the decreases in daily traffic on S 320th Street ranged from 800 to 2,100 AWDT, or less than 5 percent of the total 43,000 AWDT on this street segment. Similarly, the maxi- mum impact on SR 99 was a decrease of 2,700 AWDT as a result of the proposed llth/14th collector, a drop of only 5.2 percent over the baseline condition. Such minor changes, while indicative of a positive impact on these two major arterial corridors, are not statistically signifi- cant from a network modelling viewpoint. Variations in assumptions about land use intensity, location of driveway connections and internal circulation patterns could easily influence the AWDT forecasts by plus or minus five percent on any given link. 11th/14th Route Traffic Volumes The proposed l lth/14th collector route would carry signifi- cant traffic levels under any of the schemes tested. Volumes on the proposed llth/14th route would range from 4,300 AWDT for the partial connection from S 320th to S 316th Street only, up to 10,200 AWDT for the full S 320th to S 312th route with connections to the east and west to S 316th and 317th Streets. However, detailed analysis of traffic flows using the proposed llth/14th route showed that the vast majority of the collector street's traffic would be destined to or from the commercial sites within the corridor. For example, of the 6,100 AWDT on the llth/14th link just south of S 316th Street under Alternative 1, 5100 AWDT, or about 84 percent, had the trip's origin or destination (or both) within the study corridor between. Thus, there did not appear to be any significant diversion from the SR 99/S 320th intersection to the proposed bypass route. Analysis of vicinity traffic flows indicated that traffic conditions throughout the Federal Way area would be so congested in year 2000, that any potential reduction in traffic volumes by the l lth/14th route would be immediately offset by a shift of traffic to SR 99 from some other congested route. In any event, the proposed new route would have no significant impact on traffic volumes on either SR 99 or S 320th Street. S 317th Street Connection. The only option which showed any significant percentage of through traffic on the proposed new route was Alternative 2 which included a connection to S 317th Street. This connector diverted some 3,500 AWDT from S 312th and S 320th Streets (each) to S 317th Street. This diverted traffic was generated by the single family residential areas lying west of the llth/14th corridor. This alternative would essentially turn S 317th Street into a residential collector street carrying 5,000 to 7,000 AWDT. • PM Peak Hour Impacts In order to specifically examine the effects of the proposed l lth/14th route, the impacts on PM peak hour turning movement volumes were estimated for each alternative. As discussed above for daily volumes, there were not any significant differences in PM peak hour traffic impacts among the alternatives. c Vt M H r 1 N r 4,000 cill 41800 3,990 41,300 3.960 ` 7 41,300 3,750 41,000 5 3/tikR s.1.-►.>< 2`00 I / 27,200 26,300 t+ 21,800 25,100 24,900 17.200 I 24,100 24.500 17,400 e('L✓ 23,300 25,700 I 1.500 8.000 41,600 17 8.800 ♦1,100 41,000 43,100 1 IS 5/Ct'1 f la74' 900 \ �- we a 7,� 2,000 _ p 7,700 8,700"4 „- - 0 5,800 8100 10,200 �` 4.300 \r 12.000 0 51,800 5.000 5,000 50,200 9,000 . 5,000 49.800 4,700 4,400 49,103 t•f'( f.L-r- /- 1 48.800 45 500 47 -- ,100 47.800 12,300 41,300 43,700 47,200 45,700 12.700 41,600 44,200 47,600 46,000 12,900 42,100 44,600 47,200 13,100 ‘." 41,100 43.300 Q. 43.000 Legend r 42,700 ea,eae No Action(1C) 1" • bb,bbb 1-Ftfl Corridor w/318111,w/o 317Ih (4C) -L cc,ccc 2•FW Corridor w/both J 16th d J 17th(2C) Fri)f�.•-e dd,ddd J-lief Corridor-316th Io 320th,no(317th (SC) t1 Tra 6 c t/u/4.,.re f 6) A- I /(.e„r.h K- Figure 13 illustrates the maximum positive impact on critical turning movement volumes at the four intersections most affected by the proposed collector route. These PM peak hour impacts were based on the maximum diversion of traffic from each intersection,and are presented to show how small the effect would be under even the most optimistic assumptions. In general, the proposed llth/14th route between S 312th and S 320th Streets would shift about 200 vehicles per hour from the intersection of S 320th and SR 99 to the new road. In addition, the connection to S 316th Street would likely draw another 240 vehicles from S 320th east of SR 99. However, as discussed above under daily impacts, almost all of this "diverted" traffic begins or ends at one of the land uses in the llth/14th corridor, and the new route simply provides more direct access to their ultimate destination. LOS Impacts Table 5 summarizes the calculated PM peak hour levels of service at four key intersections in the study area. As this table clearly shows, the proposed roadway would not have any signifi- cant positive effect on traffic congestion on S 312th, S 320th or SR 99. The intersections along SR 99 and on S 320th Street would be far into LOS F with theoretical delays of 400 seconds or more per vehicle with or without the proposed connection. The improvements in these delay values by adding the llth/14th collector route would not be significant. (Note: The delay values presented in Table 5 are theoretical and would not likely be experi- enced or tolerated in actual practice. By year 2000, significant improvements in the Federal Way transportation system would be necessary to support the land use pattern implied by the traffic forecasts which led to the delay values in Table 5. If such improvements, such as a new interchange with I-5 to relieve east/west traffic concentrations on S 320th Street, are not made, it is likely that the ensuing traffic congestion will make the area so unattractive as to inhibit land development and result in lower traffic volumes on these streets. However, the intersec- tion LOS conditions would still be LOS F, with very long average delays ranging from 120 to 150 seconds per vehicle in the PM peak hour.) Sensitivity Analysis In order to explore the level of attractiveness of the proposed llth/14th collector route for through traffic, several tests were made with the King County traffic model to check the sensi- tivity of the assignments to changes in the vicinity congestion levels. These tests included an "unconstrained" assignment which allowed all trips to choose the shortest time path without regard for traffic congestion, and a "severely constrained" assignment where speeds were lowered on S 320th Street west of SR 99 to reflect the extreme congestion at the SR 99/S 320th intersection. Again, the results of these assignment did not show any significant differ- ence from the other alternative forecasts presented above. CONCLUSIONS 1. The proposed llth/14th collector route from S 312th to S 320th Streets would not have any significant effect on traffic volumes or congestion on any of the vicinity streets: S 312th Street, S 320th Street or Pacific Highway S (SR 99). 2. Both S 320th Street and Pacific Highway S (SR 99) would experience extreme levels of congestion (LOS F) in year 2000 without or with the proposed route. Even the assumed seven lanes on SR 99 will not be able to keep up with the forecasted growth in traffic on these two major arterial corridors serving Federal Way. c VI M 1 y v• v 0. . i. Co sre -�� 60 1. 53/1.4*( s.1 ,,f I , - Co 1 . 7e 11 rso -� ti % lo0 1io -6`) M I I I IT 1/C rj t i--,e.7‘- I . t _too -30 f I ~--s° .0-- —24a t•ft i4-,. f- tr o t 60 , •) co _so r �, .. 0. er- �, l3 qe V. T-h`�.� 6In I ww�� �1. N.v7 7�r D4Pi ." Ae,fin. .+ T.,-k.re,I,o-,t T., .r.r ' IrK//v/. (,,..-, It..,. 3. The connection of S 317th Street to the proposed llth/14th route and on to SR 99 via S 316th Street would draw about 7,000 AWDT through the residential neighborhood lying just west of the study corridor. 4. The proposed l lth/14th route would carry 6,000 to 10,000 AWDT under any of the route alternatives, but the vast majority of this traffic would already be destined to or from land uses within the study corridor. There would not be any significant diversion of through trips to the proposed new route under even the most extreme assumptions about conges- tion on S 320th Street or SR 99. • TABLE 5 Level of Service Summary llth/14th Corridor Study PM Peak Hour Level of Service 2000 2000 Location 1988 Without Project With Project Pacific Highway S (SR99) F F F and S 320th Street (77) (454) (390) Pacific Highway S (SR99) D F F and S .3119141 Street (32) (544) (542) 312. S 320th Street C F F and llth Place S (21) (390) (428) S 312th Street C D E and 14th Avenue S (No signal) (38) (55) Note: (xx) = Average Delay Per Vehicle in Seconds KINGOUNTY DEP PUB IC W. AS LE . LSE u TED 0V' 7171QKSKIOTIQL Engineering Services Section 900 King County Administration Building SEATTLE, WASHINGTON 98104 DATE JOB NO. ATTEN ON TO ,,., RE: //"Agf1;4„-'d ,e s 4✓/ 74)t re‘p?o,/ 7,t(a ? _ WE ARE SENDING YOU Attached 0 Under separate cover via the following items: ❑ Shop drawings 0 Prints ❑ Plans 0 Samples 0 Specifications ❑ Copy of letter 0 Change order ❑ COPIES DATE NO. /� 7� � �� DESCRIPTI N �/ f X/r/1 ! z k i��� � aim /� 5 - Ss/ 5 6-5-. 1 r�IL-" � r t/ C.a �'al .. F,,. f �.M- �.+•c� m C E I v o) (i" �.i� �t, (� (3/ 1 Ic F''! 7" TN.), I.!'••( t lie Gel fJI-f-- (Ay GF' 1 .1\,,f.l nr-i k rr,t--5 5 T' to4-4,.,^ot. t-v-N -,r•.F . . 'Tit- 4-1 a (,f r A/ THESE ARE TRANSMITTED as checked below: fit.-ply R� `4 V/� ( r-ro In..44 �l-, p\t.1 _ @,,,rah/'Afi. ( 4t,, it-Nr ❑ For approval 0 Approved as submitted 0 Resubmit copies for approval "rW,<<, ❑ For your use 0 Approved as noted 0 Submit _copies for distribution , ^ra ,) G, zI As requested 0 Returned for corrections 0 Return corrected prints ❑ For review and comment ❑ ❑ FOR BIDS DUE 19 0 PRINTS RETURNED AFTER LOAN TO US REMARKS ' -/e'r :- !.• / l' . --c e A • /i/LRi7 // !, / _il I • rjaCOUNITIEPUFPUBLICIORKS JACKI MARK BRZOSKA LUCY MONGER 296-3737 COPY TO c_. • SIGNED: rrtooutrt4at (nosJI Man 0117� if enclosures are not as noted, kindly notify us once. • b D RAFT Rom ARC r ittli MID% 0%13 Alignment � INfil Description DNTE All alignment alternatives begin at the intersection of South 320th Street and l lth Place South, west of the intersection of SR 99 and South 320th Street. The first three alterna- tives, A, B and C, are connections from South 320th Street to South 312th Street. (Refer to Figure 3). The fourth alternative, D, is a connection between South 320th Street and South 316th Street at SR 99. Two variants to Alternative D, D-1 and D-2, provide both the connection to South 316th Street and the north-south connection. (Refer to Figure 4). Plan and profile plates for all alternatives are located in Appen- dix D. The four alternatives follow the same northerly alignment through the first curve to the east across the Federal Way School District Bus Maintenance Facility. The alternatives separate as a reverse curve to the west is developed at the northeast corner of the school district property. From the northeast corner of the school district property, Alternatives A,B,and C follow similar alignments, with the primary difference between the three being the relative location with respect to the property line between the residential area to the west and the Federal Way Shopping Center to the east. Near the north end of the Federal Way Shopping Center the two easterly alternatives, A and B traverse a reverse curve to join Alternative C. All three alternatives intersect South 312th Street at 14th Avenue South. /,,. t,TV Alternative A follows the most easterly alignment. The entire right-of-way along the �N north leg of the roadway is within the Federal Way Shopping Center. The proposed o /` west right-of-way limit of the street is 30 feet east of the property line to avoid disturb- ing the steep embankment which separates the Federal Way Shopping Center from the ?Mt' 4147 adjoining residential area. So Alternative B follows a similar alignment to Alternative A. The west right-of-way limit of the street would be the property line between the Federal Way Shopping Center and the residential area to the west. This places the roadway fully on Federal Way Shop- ping Center property. Alternative C follows the same basic alignments as Alternatives A and B, except at the north end, where there is no reverse curve. The major difference is that the centerline of the proposed roadway is the property line between the Federal Way Shopping Center and the residential area. Thus one half of the right-of-way comes from the residential area and the other half from the Federal Way Shopping Center. The vertical profile, or grade line, of all three north-south alignments is proposed to fol- low the grade of the existing school district parking area, then cut through the knoll at the northeast corner of the school district property. From the knoll it gradually comes back to match the existing grades in the shopping center parking Iot. The profiles differ 14 • f:i , so A151 aDry „oi.... : ' ex/'.' I- /[.•..,,„. ! , jam•.:... ~ t....7.1 i .....,' ...••_._______' "e• .../ ...,• "••• '. ,. •••1:t....:, •. 1 , ,• , / ''• • DERAI WAY SHOPPING CTR. j SO • _...f ,may `�'' %;l`U...0../ ... •`_' • j •Ir;.. -l`.`•'i.,_/'.r •:•�„:'�'• �r • •i • V I ':1 _•1 'RATED WASHING' V. • : ••If' I. - ,. y /��/.,J r: •? �i=)!i 'Si .0 •!• .. •. .• OWNERS INC. '�O r �� i „• H A • FEDERL WAY I .I 1 % HOPPING./r3a• ` " " " " /• 'd 4"; 0 "1 I I •••.:...- : / i /I `,: VI? ` _ I WINMAR } • 11: NW INC� 1) ' •..• • ... .i j r. /: 1►�.1 • •• r:r .: ./� %'/ FEDERAL WIM : . :'1 I r• I ..l .. —n••••. • t R.S.ASSOCIXLE I ,' ' �. 'r r .• .. • -.. n •• .�, • ` • • VILLAGE INNS • ' • '• `.,4� :•= i ' • ' i, I• r• j:,1 ••iPANCAKE MO.06E• + /; ••,• •i rI 11 ',•• • �: '• ••• ^/ r .�.:r• COIL •• .•' j. , „1;: .. •• ....C•r•• ...,..•:.rye- i `1 INS �.. .... r' .....111111 r f:• o.' ,..1.0 ti F0045 l+ V '•' OI INCH 0v:� /� EMT • iJ qv;• 7 c ! • • OMPANY ■tf• •••+s°1•a•11 Y o'1i' PACIFIC 320 CENTER ' t FEDERAL •r ..0 r /• i :O • SCHOOL DI CT 210 i •• C '••„ i 0 0 , :r PACIFIC • j �• > j . PGORI•,•S 1 HATA'.: 1 •n,.wnc • r FEDERAL WAY: • !!.� gA K , q w�s„s • { M GDENTAL, ••, • .. O :1 A goue..•• ,• I ,•. v_ ,/ •,;:., , co•nWvr ALTERNATIVE ALIGNMENTS-312TH TO 320TH REID i, F: ;:c FIGURE 3 MIDDLETDN 11TH PLACE/ 14TH AVENUE SOUTH ROUTE STUDY 'REPORT 15 _ _ _ Tom, ._.....; — } ..:.... ;� `• • • I� ,ate iy/;"i n .. i . •� , t=• r I SO.t+:YAf SI \` ON n10....•,�r-�•.•• %i•• IriJ ; s • -•.... . •�..I.:_: • _. .- s. ' ., ' 1r�.'L /• • Jt i I �I .r 1' •'/ 'r' ...(A ' > 1DALWAHOLClR• • Jam„ .` .!O I ••'t' .'• el. ./ • :. , • ., ham• `• / �, ./o i •• /T:,, ••,r;J •''• 1�. ..�•,� •i to Z J .. ,�• •J. \J/v>r• • j�-,.,'.._, __-V, EDRATED WASHING_•I •4':t;, !,/(P\-1....,...er. rJ>- I: (., i r CO •WHERS INC. , ;� 'i Z OLD• • WORL •^.r _•t r;_ c...c.. . • LIMtTbA�J •r 1 .11 . 'tr//▪ 1 ,• ,• „ • , ., 1 9: -... .., , ;•• I-- 1.f.._.,.,,1 ,:, •••'; *,\• !• '" - ... \ 7ALYJ .) PING PR, 1 J!' H :I • ; •1 •11 .1 II Ili I• •• :. , • 4 '\ •term 1 . •''' i i i� it •�.• d•' '_ ,• ���— -�,f,..__ .. ':. .. - 0- - `,.�• - • _ - ii . t; ` I WINMAR • .•• �I. .' . !•. HW INCr• ... 1-i ,• IJ 4 ir• %+ fEOERAt WAY. ' ..:•--.--_- -'3-.: 1•trw U---•.—.• .:•• :':. —;• % IR.B.ASSOCIA'fVi ...t. . . . . ''•p•.•� •� • I r • .r •r » •, �; VILLAGE INN .. ,• 0'% /l:• . • • / .' ,!'• • v •IPAHCAKE HOD6/E' • �ti COILINS ►• ate'• FF. 71- r- . •J '' b 0.19 MERIT • t• • OUPANY actr MOOS Ar.T'O)NS.I) • •� FEDERAL • PACIFIC 320 CENTER • Y �+� SCHOOL ICT 2%0 ; ••• •' i �: W• .: • •O ..i• I• J` IRIET AO'S •T•HATICI r'Ga +FEDERAL WAY-; • QQ '1 aTlyrnC f uEO. DENTAL, .•• •'• 0�:? CORP. SANK qq ►t•!s1A ;t• ALTERNATIVE ALIGNMENTS—CONNECTION TO. 316TH • REID '' " k FIGURE 4 MIDDLFTON 11TH PLACE/14TH AVENUE SOUTH ROUTE STUDY 3511111111P REPORT L 16 DRAFT somewhat between alternates, but in all cases the design intent is to provide driveway access to the commercial properties while depressing the street as much as practical below the adjacent residences. In order to accommodate the differences in elevation between the existing ground and the proposed roadway, it would be necessary in all three cases to construct retaining walls through the knoll at the southerly end of the project . Alternatives B and C would also require retaining walls along much of the west edge of the road, providing positive separation between residential and commercial activities. Alternative A does not require a retaining wall on the west edge, because it is located at the base of the existing em- bankment slope. The fourth alternative, Alternative D, serves a somewhat different purpose than the first three, since it connects South 320th Street with South 316th Street. The southern portion of Alternative D follows the alignment of Alternative B most closely, although it could also be constructed along the alignments of Alternatives A or B. Alternative D deviates from the other alignments at the northeast corner of the Bus Maintenance Facility, where it goes in an northeasterly direction through another curve to the intersection of SR 99 and South 316th Street. liftzessivereolien den* n, developed to provide both the connection to South variants Street and the Alternative havel been north-south con- nection. The first variant is the combination of Alternative D with Alternative D-1, which would create a tee intersection with any of the alignments north to South 312th Street (These alignmergs, which are essentially the same as Alternatives A,B, or C, have been designated Ai, 0,1 and 4.to differentiate them for cost estimating purposes). The second variant, Alternative D-2, would involve construction of a westerly extension of South 316th Street to a tee connection with any of the north-south alignments (Alterna- tives A, B or C). The primary design difference between Alternatives D-1 and D-2 is in the assignment of the preference, or through, route for traffic operations. The geometric design of Alter- native D-1 would give preference to traffic on the South 320th Street - South 316th Street link. Traffic southbound from South 312th Street would be stopped at the inter- section with D, and traffic northbound from South 320th Street to South 312th Street would make a left turn across opposing traffic. Alternative D-2 gives preference to the north-south traffic between South 320th Street and South 312th Street,since traffic from SR 99 would be stopped at the T - intersection with the north-south street. In all cases, it is proposed that cul-de-sacs be constructed at the southern terminus of 13th Avenue South and the eastern terminus of South 317th Street to prevent the in- trusion of through and commercial traffic into the residential neighborhood. While this will cause some inconvenience and additional travel for residents of the immediate area, the benefits should far outweigh the costs. 17 DRAW ar Design Features King County Road Standards were followed for an urban business access street. The design speed, which establishes horizontal and vertical alignment criteria and sight dis- tance requirements, is 35 MPH. For a business access street the standards require a pavement width of 36 feet, which allows for 12 foot wide travel lanes in each direction and a 12 foot center left turn lane. There would be an eight foot sidewalk on the east side of the street. No sidewalk is proposed on the west side since there will be either a retaining wall or embankment along most of that side of the street and there is no access to the west. There would be a three foot buffer between the front of curb and any retaining.wall. Figure 5 shows typical cross sections for each alternative. Utility Considerations It is expected that construction of any of the proposed alternatives would require reloca- tion, or possibly undergrounding of the existing overhead lines. No impacts to the natural gas services are anticipated. Drainage The proposed street is located within three drainage basins. Stormwater runoff from the north end of the Federal Way Shopping Center parking lot and from South 312th Street currently drains to Easter Lake. Easter Lake is a man-made lake approximately 400 feet northwesterly of the northern terminus of the intersection of South 312th Street and 14th Avenue South. The northern 25% of the road alignment would have a closed drainage system which would connect with the existing drainage system in South 312th Street and drain into Easter Lake. An additional oil/water separator would be incorporated into the drainage system to ensure that pollutants would not reach Easter Lake. The southern third of the project would drain directly to the Hylebos Creek Basin. This system would be a closed storm drainage system consisting of a system of catch basins, storm sewer pipe and an oil/water separator. The remaining portion of the project drains into a volume control area of the Pacific Highway South Drainage Area. In this area, which is a sub-basin of the Hylebos Creek Basin, stricter detention requirements are imposed than in the other basins because flooding currently occurs on a regular basis. Stormwater detention facilities provide a means.to detain part of the volume of water which runs off the land during a rainstorm and then release it at a slower rate over a longer period of time. Construction of any of the proposed alternatives would require the development of a substantial volume of detention for that portion of the roadway which drains to the Pacific Highway South Drainage Area. Alternative A, which is located mostly on the existing parking lot, would require significantly less detention than Alternative C, which would create the most new impervious area. 18 • 441 Pt CAST �9• R/W 4. . . . ie' 0 0 ' i,n / e /r r / PROPOSED ROADWAY 3 LANE SECT/ON • \I • I TYPICAL CROSS-SECTION REID MIDDLETON 11TH PLACE/14TH AVENUE SOUTH ROUTE STUDY' FIGURE 5 REPORT 19 • WINSTON MANAGEMENT, INC. 31205-K Pacific Hwy So. P.O. Box 4834 (206) 839-6130 Federal Way, WA 98063-4834 June 28, 1989 Ms. Jacqueline Spears, P.E. Department of Public Works 900 King County Administration Building Seattle, Washington 98104 Re: Federal Way Shopping Center Citizen Comments - llth Place/14th Avenue South Route Study Dear Ms. Spears: Enclosed is a letter dated June 23 , 1989 from our engineer , Terry Gibson of Gibson Traffic Consultants regarding his review of the recent feasibility route study. Based on his professional futher action is needed for the llth Place/14th Avenue SouthaRoute, oor Ring Road, at this time. Very truly yours, FEDERAL WAY SHOPPING CENTER Frank Mudrovich Regional Manager FM: laa Enclosure cc: Trevor C. Roberts Fairwood Shopping Center Federal Way Shopping Center Salem Properties 0 6 T C M11-,`M ]7'2 TRAFFIC ENGINEERING • TRANSPORTATION PLANNING 4214 W. LAKE SAMM.PKWY. N.E.,#201 • REDMOND,WA 98052 • (206)885-2317 I • June 23 , 1989 Mr. Frank Mudrovich Winston Management, Inc. Federal Way Shopping Center 31205-K Pacific Hwy . S. Federal Way , WA 98063-4834 RE: Comments on 11th Place/14th Avenue S. Route Study Dear Frank: Per our discussion at the King County' s Open House at Dana Plaza in Federal Way on June 14th, we are providing written comments on the various route alternatives recently studied for the new commercial access street between 320th/11th and 312th/14th intersections. Gibson Traffic Consultants (GTC ) has reviewed the draft report for the 11th Place/14th Avenue S. Route Study by King County Public Works and their consultants , including the traffic study (Appendix C) by KJS & Associates. As you are aware , we completed a field/video reconnaissance of the route alignments and impacted street system/intersections as well as parking utilization surveys during peak weekday and weekend conditions. We also discussed the route study and findings with King County and consultant staffs at the June 14th Open House. This letter summarizes GTC' s comments on the proposed commercial access connections, as to traffic flow and parking impacts. Existing Traffic Conditions: As summarized in Figure 2 of the traffic report (Appendix C by KJS Associates) , S. 320th Street presently carries approximately 34, 000 vehicles daily (ADT) west of SR-99 at south terminus of new commercial access street. SR- 99 currently handles 31 , 000 ADT between 312th and 320th Streets . Both 5-lane principal arterials are operating at capacity during peak-hour commute periods, with 30 , 000 ADT being a typical daily capacity for a 5-lane urban arterial . 312th Street presently carries 16 ,000 ADT east of 14th Avenue at north terminus of proposed collector arterial . Signalized SR-99 intersections with 312th and 316th Streets experience significant congestion during the critical PM peak hour, with LOS "D" and "F" conditions respectively . Motorists at the unsignalized 312th/14th intersection also experience significant delays due to eastbound queuing from the SR-99/312th signal , with LOS "F" conditions during the PM peak hour. Traffic accidents at the SR-99/312th location have occurred at a very high incidence rate of 2 . 03 accidents per million entering vehicles (acc/MEV ) , compared wtih a countywide average of 1 . 14 acc/MEV . The SR-99/320th signal has an average annual accident rate of 1 . 68 acc/MEV , or 50 % higher than average. COUNTS/SURVEYS • SITE IMPACTS • LOS ANALYSIS • EIS • HEARINGS • SAFETY• SIGNALS • PARKING Mr. Frank Mudrovich June 23, 1989 Page Two The section of 320th Street between 11th Place and SR-99 has also experienced a high number of accidents ( 2 . 70 vs . 1 . 90 acc/MVM for statewide average) . 312th Street between 14th and SR-99 has a moderate accident rate of 1 .40 acc/MVM. Evaluation of "Ring Road" Alternatives Effect on Future Traffic Flows & Peak LOS: As concluded in the traffic report, the proposed 11th/14th commercial access street from 312th to 320th Streets would not significantly reduce traffic volumes or congestion on adjacent arterials (SR-99 , 320th Street and 312th Street) . SR-99 is projected to carry approximately 50 ,000 ADT by the year 2000 with or without the proposed 11th/14th and 316th connections, which exceeds the arterial ' s carrying capacity even if widened to 7 traffic lanes as planned. 320th Street would handle 44 ,000 ADT if the access street were completed, compared with 45 , 500 ADT with "No Action" , and this 7-lane section would also be operating at or in excess of capacity conditions. Some daily/peak traffic could be diverted from the 312th Street corridor (2 ,000-3 ,000 ADT) , but the 5-lane section west of SR-99 would still experience significant congestion during peak periods (85 % of capacity; LOS "D/E" ) . As summarized in Table 5 of the traffic report, all critical intersections for adjacent arterials would operate at LOS "E" or "F" in the year 2000 with or without the connections. Average PM peak delays at "terminus" signals would increase with the new access street and average 6-10 minutes ( LOS "F" ; extreme congestion ) per entering vehicle at SR-99 signals with 312th and 320th Streets. The 11th/14th arterial would attract only 6 , 000- 10 , 000 ADT for any of the route alternatives, with the majority of the trips being " local " in nature (destined to/from land uses within study corridor) . Site Access/Circulation & Parking Impacts: Primary access to the Federal Way Shopping Center is presently provided via SR-99 to the main parking area, while secondary access is provided via 312th Street to north and rear parking areas. The proposed 316th connection to SR-99 would severely impact the existing shopping center facilities, with several buildings eliminated and front and rear parking areas both bisected . A total of 592 on-site parking spaces are presently provided, with 61 % ( 364) along SR- 99 in front of the shopping center and 39 % ( 228) to the rear . The primary site users with rear entrances are Highline Community College (HCC) , Goodwill Industries and Payless. Per GTC' s parking utilization surveys last January, front parking spaces are half full on weekends while rear spaces are 40 % occupied ( see attached Summary) . During the peak/Xmas shopping seasons, the front lots are usually full on weekends and rear spaces are 60-70 % occupied . Route Alternatives A, B and C would eliminate 65 , 40 and 20 spaces, respectively , from the rear parking as 90 , UZ &OKI RAFFIC Mr. Frank Mudrovich June 23, 1989 Page Three 60 and 30-foot rights-of-way are taken from the shopping center property to construct the new arterial . The projected loss of 10-30 % of rear parking spaces would significantly impact existing users , shoppers and college events at Goodwill store, Payless and HCC. The new commercial access street would function as a truck/service road since rear parking spaces would be limited (for back side "exposure" ) or nonexistent when shopping center is redeveloped, with buildings pushed back to rear of property to enhance the primary entrance off SR-99 . Cost Estimates: According to Paul Masten of Reid Middleton, the preliminary cost estimates developed for the various route alternatives do not include compensation for: 1 ) damage to remaining parcels of land, or 2) loss of parking spaces. Developability of land parcels, site access and adjacent parking availability are critical to the financial success/livelihood of a shopping center facility, and the Federal Way Shopping Center should be fairly compensated if the northwest "ring road" system is implemented at a future date. Preferred Route Alternative: From traffic access and parking impact standpoints, Alternative B or C are preferred to minimize the impact on the Federal Way Shopping Center and access/parking facilities. Alternative C ( symmetrical widening from shopping center and residential properties) would best align with 14th Avenue at 312th Street, but would be the least acceptable route to adjacent residents (who would lose 30 feet of their backyards ) . Alternative B would not impact adjacent yards and would take less parking spaces than Alternative A, which preserves the existing bank along the rear property line of the shopping center. The impact of the 316th connection to SR-99 would be devastating to existing building and parking facilities, but Alternative D-2 is preferred ( if this connection is implemented in the future by the City of Federal Way) to better 'square up" properties for redevelopment and parking facilities. Note: A property swap with adjacent owner to south ( FWAC, Inc. ) could be incorporated as part of negotiations, if the B + D-2 Alternative is selected, to enhance the redevelopment potentials for both commercial property owners. Conclusions: GTC concurs with the conclusions stated in the Route Study report that " implementation of the 11th Place/14th Avenue Route ( and especially the 316th connection to SR-99 ) should most appropriately occur at such time as significant development or redevelopment occurs within the study area. . .The overall physical impact on the Federal Way Shopping Center would be relatively significant, and could probably be best accommodated in concert with major site plan revisions to the entire property. This type of coordinated effort would yield a design solution which provides the best overall site access and D OOH RAFFIC OO HMILYQOO Mr. Frank Mudrovich • June 23 , 1989 Page Four circulation plan, thereby maximizing the effectiveness of the new commercial access streets. " The Federal Way Shopping Center would receive little benefit with the new connector from a traffic access or exposure standpoint, since the depth of property is very "shallow" (and would become even shallower with new north-south connector) and since present building locations do not enhance parking potentials . At the November 15 , 1988 open house, one graphic outlined the four (4) goals of the 11th Place/14th Avenue Route Study: 1 ) Alleviate congestion on 320th and 312th 2 ) Improved commercial circulation 3) Provide westerly access to business corridor 4) Respond to community concern The findings of the June 1989 draft report indicate that traffic congestion in the 320th and 312th Street corridors will not be reduced much less eliminated with the proposed "NW Ring Road" street connections. Commercial circulation and access would be improved to the study area. Providing access to the business corridor from the west can be achieved (over 7 ,000 ADT attracted to the 317th link) , but at the expense of residential intrusion and this feature of the plan has been deleted with cul-de-sacs to remain for 317th Street and 13th Avenue. The final route alternatives do respond to the concerns of adjacent residents , but the Route Study report does not adequately address the significant impacts on the Federal Way Shopping Center or mitigation/compensation issues. In summary, we realize that the newly formed City of Federal Way would still need to complete environmental documentation, design report (corridor selection ) , final design (PS & E) and right-of- way acquistion/compensation stages before construction can begin for the "NW Ring Road" street system. We strongly feel that since two ( 2 ) of the primary goals 312th/320th congestion & westerly access) cannot be satisfied, per findings of the preliminary Route/Feasibility Study, implementation of the 11th/14th and 316th collector streets should be "tabled" until redevelopment of the Federal Way Shopping Center/FWAC and School District Bus Maintenance Facility sites occur at a future date. Sincerely, e014Ss\ GIBSON TRAFFIC CONSULTANTS 007 0* wAsy fi Terry L. Gibson, P. E. 44 XC: Joel E. Haggard, Attorney osnigt 44�� NAL iiDOOM RAFFIC PARKING UTILIZATION SUMMARY (Federal Way Shopping Center) Weekday (Thurs. ) Weekend (Sat. ) Total Parking Area 5 : 00 5 : 30 6 : 00 1 :00 2 :00 Stalls Front Parking Areas: South 1 /3 Lot 38 32 16 60 96 190 Middle 1 /3 Lot 38 50 28 44 40 90 North 1 /3 Lot 45 29 27 63 51 56 Adjacent to 312th 5 7 9 9 11 28 Front Pkg. Totals 126 118 80 176 198 364 Avg. Occup. Spaces 108 187 Rear Parking Areas : North (HCC) 25 27 14 32 23 100 Middle (Goodwill ) 25 24 14 18 39 78 South (Payless ) 25 20 13 51 19 50 South of Site 12 13 10 7 2 37 Rear Pkg. Totals 87 84 51 108 83 265 Avg. Occup. Spaces 74 ( 62 ) 96 (91 ) ( 228) Parking Utilization: Weekday Weekend Front Parking Areas 30 % 51 % Rear Parking Areas 28 % 36 % ( Excl . South of Site) ( 27 %) (40 %) Total Parking Spaces 29 % 45 % ( 29 %) (47 %) NOTE: Parking utilization surveys were completed on Thursday January 19 , 1989 (4:45-6 : 30 PM) and Saturday January 21 , 1989 (•1 : 00-3 :00 PM) . RAFFIC FEDERAL WAY SHOPPING CENTER REDEVELOPMENT TRAITIC IMPACT ANALYSTS Prepared for WESTERN STATES REALTY till • 118th Ave. S.E., Suite 1 Bellevue, Washington 98005-3859 Transportation Planning & Engineering , Inc. 2101 - 112th Avenue N.E., Suite 110 Bellevue, Washington 98004 (206) 455-5320 FEDERAL WAY SHOPPING CENTER REDEVELOPMENT TRAFFIC IMPACT ANALYSIS Prepared for WESTERN STATES REALTY 1111 - 118th Ave. S.E., Suite 1 Bellevue, Washington 98005-3859 Prepared by TRANSPORTATION PLANNING & ENGINEERING, INC. 2101 - 112th Ave. N.E., Suite 110 Bellevue, Washington 98004 Telephone - (206) 455-5320 November 11, 1993 TRANSPORTATION PLANNING & ENGINEERING, INC. 2101 - 112th AVENUE N.E.,SUITE 110— BELLEVUE,WASHINGTON 98004 VICTOR H.BISHOP P E.,President TELEPHONE(206)455-5320 DAVID H.ENGER,P E.Vice President FACSIMILE(206)453-7180 November 11, 1993 Mr. James Moilanen WESTERN STATES REALTY 1111 - 118th Ave. S.E., Suite 1 Bellevue, WA 98005-3859 Re: Federal Way Shopping Center Redevelopment Traffic Impact Study Dear Mr. Moilanen: We are pleased to submit this traffic impact study for the proposed Federal Way Shopping Center redevelopment project. This project is located on the west side of SR 99 (Pacific Highway) between S. 312th St. and S. 316th Street. The scope of this study is based on the comments of the technical review meeting to the preliminary trip generation and distribution letters sent to you dated February 24, 1993, April 9, 1993, and April 19, 1993; the July 12, 1993 Traffic Impact Analysis Scoping Sheet and our telephone communication with Mr. James Solaegui, Traffic Analyst of the City of Federal Way Public Works Department. PROJECT DESCRIPTION Figure 1 is a vicinity map showing the location of the site and the surrounding street network. Figure 2 shows a preliminary site plan prepared by Mithun Partners Architects. The plan consists of a 75,950 sq. ft. of Food Pavilion, 202,500 sq. ft. of retail shops and 3,500 sq. ft. for a bank. The new shopping center will completely replace the existing shopping center. Access to the proposed project site will be provided by two driveways on S. 312th St., one driveway on SR 99 (Pacific Hwy. S.) and two driveways on S. 316th Street. Full development of the Federal Way Shopping Center Redevelopment project is expected to occur by 1995; therefore, 1995 will be the horizon year for the purposes of the study. F0815B93.rpt Mr. James Moilanen WESTERN STATES REALTY November 11, 1993 Page -2- EXISTING PHYSICAL CONDITIONS The project site presently is developed as a shopping center. The site is surrounded by commercial and industrial establishments on the north, south and east sides, and residential developments on the west side. Roadway Facilities Figure 3 shows existing traffic control, number of roadway lanes, number of approach lanes at intersections, and other pertinent information. The primary roads within the study area are: - SR 99 (Pacific Hwy.) State Highway - S. Dash Point Way (SR 509) State Highway - S. 320th St. Major Arterial - S. 312th St. Secondary Arterial 1st Ave. S. Secondary Arterial - S. 336th St. Secondary Arterial - S. 304th St. Collector Arterial - S. 324th St. Collector Arterial - S. 308th St. Local Street - S. 316th St. Local Street Transit Facilities According to the information provided by METRO Transit, there are two bus routes on SR 99 (Pacific Hwy.) adjacent to the project site; route numbers 174 and 194. Bus route no. 174 operates in both directions on SR 99 (Pacific Highway). This route operates seven days of the week: from 7:40 AM to 12:10 AM (northbound), 6:40 PM to 2:20 PM (southbound) Monday through Friday; from 7:10 PM to 12:10 AM (northbound) and 6:40 PM to 2:20 AM (southbound) on Saturday; and from 6:10 AM to 12:10 AM (northbound) and 7:35 AM to 2:20 AM (southbound) on Sundays at one-half hour intervals. Route no. 194 operates in both directions on SR 99 (Pacific Highway). This route operates six days of the week, from 4:30 AM to 7:00 PM (northbound), and 6:30 AM to 8:00 PM (southbound) Monday through Friday; 5:50 AM to 6:50 PM (northbound) and 7:25 AM to 7:00 PM (southbound) on Saturday at half hour intervals. There are bus stops along both sides of SR 99 (Pacific Hwy.) at regular intervals. F0815B93.rpt Mr. James Moilanen WESTERN STATES REALTY November 11, 1993 Page -3- There are two bus routes (numbers 175 and 178), and a van (no. 901) on S. 312th Street. These bus routes operate five days of the week (Monday through Friday) from 5:40 AM to 7:10 AM in the morning and from 3:30 PM to 5:45 PM in the afternoon at half-hour intervals. The van (no. 901) operates six days of the week from 8:00 AM to 3:30 PM Monday through Friday, and from 10:40 AM to 5:25 PM on Saturday at one hour intervals. There are bus stops along both sides of S. 312th St. at regular intervals. EXISTING TRAFFIC CONDITIONS Figure 4 shows existing PM peak hour traffic volumes at pertinent intersections affected by site-generated traffic in the study area. The PM peak hour traffic volumes are based on the 1992 data provided by the City of Federal Way and the turning movement counts conducted by TP&E. The following intersections were counted by TP&E on the days, dates and peak hours shown: SR 99/S. 336th St. (Thursday, July 22, 1993, 5:00 PM-6:00 PM peak hour) S. 312th St./8th Ave. S. (Tuesday, February 2, 1993, 4:45 PM-5:45 PM peak hour) S. 320th St./1st Ave. S. (Tuesday, August 18, 1993, 4:45 PM-5:45 PM peak hour) S. 320th St./8th Ave. S. (Tuesday, August 10, 1993, 3:30 PM-4:30 PM peak hour) S. 312th St./8th Ave. S. (Tuesday, August 10, 1993, 4:45 PM-5:45 PM peak hour) Level of Service Analysis Level of service (LOS) is a qualitative measure describing operational conditions within a traffic flow, and the perception of these conditions by drivers or passengers. These conditions include factors such as speed, delay, travel time, freedom to maneuver, traffic interruptions, comfort, convenience, and safety. Levels of service are given letter designations, from A to F, with LOS A representing the best operating conditions (free flow, little delay) and LOS F the worst (congestion, long delays). Generally, LOS A and B are high, LOS C and D are moderate, and LOS E and F are low. Table 1 shows calculated LOS for existing conditions at the pertinent street intersections. The LOS were calculated using the procedures in the Transportation Research Board Highway Capacity Manual - Special Report 209, 1985. The LOS shown indicate overall intersection operation at signalized F0815B93.rpt Mr. James Moilanen WESTERN STATES REALTY November 11, 1993 Page -4- intersections and worst case traffic movement operation at stop sign controlled intersections. At signalized intersections, LOS is determined by the calculated average delay per vehicle. At two-way stop sign controlled intersections and driveways, LOS is determined by reserve capacity. Reserve capacity is the number of new vehicles that can be added to a traffic movement before the operational conditions deteriorate and motorists begin to experience serious backups and delays (LOS F). The unsignalized intersection analysis procedure is conservative, and tends to indicate a worse operation than most motorists perceive at the intersection. Typically the LOS shown for an unsignalized intersection is the LOS for the side street left turn, which is usually the worst case traffic movement. At intersections where the left turn volume is low, the operation indicated should be tempered by engineering judgement based on roadway and traffic conditions. The intersections of S. 320th St./1st Ave. S. and S. 336th St./SR 99 are calculated to be operating at LOS E with the existing traffic volumes, signal phasing and signal timing. Based on field observations and discussions with City staff, the SR 99/S. 320th St. intersection operates at capacity. All the other pertinent intersections are operating at LOS D or better. LOS analysis work sheets are given in the Appendix. FUTURE TRAFFIC CONDITIONS WITHOUT THE PROJECT Figure 5 shows projected 1994 PM peak hour and average daily traffic volumes without the project. These volumes include the existing traffic volume counts plus background growth. The growth factor used in this report is 5% per year, determined from historical data on SR 99 (Pacific Hwy.) as given in WSDOT 1990 Annual Traffic Report. Pipeline Projects According to the information provided by the City of Federal Way, the following future development projects have been approved in the study area. They are: - Campus Glen - State Farm - Bellacarrio Woods F0815B93.rpt IR Mr. James Moilanen WESTERN STATES REALTY November 11, 1993 Page -5- - Campus Highlands - 316th Street Plaza The traffic generated by the above-named projects has been added to background traffic shown in Figure 5. PROPOSED ROAD IMPROVEMENT PROJECTS According to the City of Federal Way's 10 year Transportation Improvement Program (TIP) for 1993-2002 dated August 4, 1992, there are only two roadway improvement projects identified in the vicinity of the project. They are: 1. 1st Ave. S. - S. 320th St. to S. 316th St. Widen to five lanes with provision for bicycles, sidewalks, drainage, illumination and property acquisition. The approximate cost of the project is $378,000.00. 2. S. 312th St. at 8th Ave. S. Signal Signalize intersection to improve southbound traffic. The approximate cost of this project is $204,000.00. 3. S. 336th St. at SR 99 The City is proposing to widen S. 336th St. to five lanes with provisions for bicycles, sidewalks, signal modification, illumination, street trees, and property acquisition. The approximate cost of this project is $4,789,000.00. TRIP GENERATION AND DISTRIBUTION Trip Generation Prior to preparing the trip generation for this study, several letters discussing trip generation were prepared for the initial concept for this project. Since initially conceived, the project proponent has added redevelopment of the buildings on the south side of S. 316th Street. Copies of these letters are included in the Appendix. F0815B93.rpt ft Mr. James Moilanen WESTERN STATES REALTY November 11, 1993 Page -6- The initial trip generation and distribution report dated February 24, 1993 used the trip generation rates in the Institute of Transportation Engineers (ITE) Trip Generation, Fifth Edition, 1991 for supermarket (Food Pavilion), specialty retail and bank (ITE Land Use Codes 850, 814 and 912, respectively. According to ITE Trip Generation, Fifth Edition, 1991 Preface: "Because trip generation characteristics for a land use may vary, extreme care must be taken in the use of the data. You may wish to modify or adjust the trip generation rates and equations presented in this report to reflect a site's location, public transportation service, ridesharing program, proximity to other developments that may reduce vehicle trip-making through walking or combining trips, and special characteristics of the site or the surrounding area. You should collect local data for comparison when considering use of the data in this report." Based on these guidelines we prepared a second letter dated April 9, 1993, to determine the trip generation rate using these guidelines. We obtained hourly cash register transaction data for three box retail grocery stores in Lynnwood, Lake Meridian and Snohomish. These three stores are of comparable size and type to the proposed Federal Way Food Pavilion. Supermarket Development Corp. has provided this information to us in the "Daily Customer Reports," which we have summarized to determine the trip rate. Each transaction was assumed to generate two trips; one entering and one exiting the store site. The weighted average PM peak hour rate during the PM peak hour trip generation of adjacent street traffic is 8.83 trips per 1,000 square feet. Based on this rate the total number of driveway trips generated by the Food Pavilion portion of the redevelopment project during the PM peak hour is projected to be 670 trips. A third letter, dated April 19, 1993, was prepared regarding trip generation. This letter discussed the fact that the project currently exists as a Shopping Center and the project proponent's proposal is to redevelop it as a Shopping Center. Since no change in land use is proposed and the redeveloped center will be slightly smaller, no net trips should be assigned to the project. Subsequent to this letter, the size of the proposed redeveloped shopping center increased and will now be larger than the existing shopping center. F0815B93.rpt Mr. James Moilanen WESTERN STATES REALTY November 11, 1993 Page -7- The existing Federal Way Shopping Center consists of 202,243 sq. ft. of retail shops and offices. With the redevelopment of Federal Way Shopping Center, the total building area will be increased to 281,950 sq. ft.; an increase of 79,707 sq. ft. of building space. The increase in building area in conjunction with the inclusion of the Food Pavilion will increase the trip generation for the site as shown in Table 2. Pass-By Trip Credits The pass-by rates used in our trip generation and distribution report were based on the rates identified in Snohomish County's "Transportation Impact Project Schedule" dated February 9, 1991. The following data supports our pass- by rates: 1. ITE Trip Generation, Fifth Edition, 1991 Table VII-3 for land use code 850 - Super Market. Average percent of pass-by trips of the five grocery stores is 42%. 2. The percent of pass-by trips for supermarkets as given in Snohomish County's "Transportation Impact Payment Schedule" is 40%. 3. The ITE pass-by trip equation for shopping centers as given in Trip Generation section VII - Quantifying Pass-by and Diverted Linked Trips on page no. I-23 gives a value of 36.4% for a 186,250 (205,731 - 110,931 + 91,450 sq. ft.) center. 4. The ITE Journal for May, 1992, has an article on pass-by trip rates for grocery stores and fast food restaurants. A copy of this article is attached with this letter. This study was conducted in Omaha, Nebraska jointly by the University of Nebraska and the Nebraska Department of Transportation. The study concludes that, on the average, 34% of all the trips made to grocery stores are primary trips, 16% of all trips are diverted trips and 50% pass-by trips. Based on the findings, linear and logarithmic regression equations were developed. The logarithmic regression equation for estimating the pass-by percentage is: Y = 91.84 x3 o.°31 where x3= Percentage of commercial land use within one mile radius Using the logarithmic regression equation, and a conservative estimate of 50% of commercial land use within a one mile radius of the site, the percent F0815B93.rpt Mr. James Moilanen WESTERN STATES REALTY November 11, 1993 Page -8- of pass-by and diverted in-bound trips for the Federal Way Food Pavilion is 81%. To further verify the above information, we have collected information regarding the pass-by percentages from various traffic engineering firms specializing in traffic impact studies. This data is summarized in the Appendix. The data shows that the pass-by trip percentages range from 25% (based on the now obsolete ITE Trip Generation, Third Edition) to 60%. This information verifies that our selection of 40% for pass-by trips for net new trip generation for the Food Pavilion portion of the project is well within the scope of acceptable values of pass-by trip credit. The pass-by rate for the retail shops is lower at 25% and for the bank it is higher at 60%. Based on the pass-by trips and the revised number of trips generated by the Food Pavilion portion of the site, the net new trips will be 464 trips during the PM peak hour for the shopping center redevelopment project. Table 2 shows the PM peak hour trip generation only, since the PM peak hour is generally considered the critical time period. According to Trip Generation, Fifth Edition, 1991, a credit for captured trips can also be applied to a multi-purpose development. The ITE captured rates range from 0 to 45%. Detailed discussion is given in Section VIII - Multi-Use Development/Quantifying Capture Rates, Page I-41. We have not taken any credits for captured trips at this time, i.e. Food Pavilion shared trips with the other retailers in the shopping center and vice versa. Due to the location of the redeveloped shopping center in the heart of the City of Federal Way retail core area, many of the trips to and from the center will be shared with other retail projects in the area such as the Sea-Tac Mall. Trip Distribution Figure 6 shows the calculated site-generated traffic and assumed distribution. The distribution is based on the characteristics of the road network, existing traffic volume patterns, the location of likely trip origins and destinations, estimated travel times, and other traffic studies done in the site vicinity. The site-generated trip distribution is extended to all the pertinent intersections impacted by 10 or more PM peak hour trips as per the City of F0815B93.rpt Mr. James Moilanen WESTERN STATES REALTY November 11, 1993 Page -9- Federal Way's guidelines. The intersections impacted by 10 or more PM peak hour trips are identified in Figure 6. FUTURE TRAFFIC CONDITIONS WITH PROJECT Figure 7 shows the projected 1994 PM peak hour traffic volumes with the proposed project. The site-generated PM peak hour traffic volumes shown on Figure 6 were added to the projected background traffic volumes shown on Figure 5 to obtain the Figure 7 volumes. Table 1 shows calculated LOS for future with and without project conditions at the pertinent road intersections. The intersection of S.320th St./1st Ave S. and S. 336th St/ SR 99 will be operating at LOS F in the year 1995 with or without project conditions. Currently the S. 320th St./1st Ave. S. intersection is allowing all the left turns to move only in protected phase. The introduction of protected/permitted phasing on north/south approaches will improve the LOS at this intersection to LOS E. To mitigate the projects impact at this intersection, the project proponent may be required to revise the signal phasing from protected only to protected/permitted phasing on north/south approaches. The Federal Way Shopping Center project's participation in S. 336th St./SR 99 improvement project is considered as its mitigation for any impacts on this intersection. All the intersections analyzed in this report used a saturation flow rate of 1,800 vehicles per hour per lane (vphpl). However, based on our experience, on heavily travelled corridors such as SR 99 the actual saturation flow rate is higher than 1,800 vphpl. With the higher saturation flow rate, the calculated LOS will be better than the LOS shown at the SR 99 intersections. All the other pertinent intersections are operating at LOS D or better. The unsignalized intersection of S. 312th St./8th Ave. S. (west) is expected to operate at LOS E in the year 1995 with the proposed project. TRAFFIC IMPACT MITIGATION REQUIREMENTS According to the City of Federal Way, the proposed Federal Way shopping center will be requested to participate on a pro rata share basis in the following project: F0815B93.rpt Mr. James Moilanen WESTERN STATES REALTY November 11, 1993 Page -10- 1. S. 312th St. at 8th Ave. S. Signalization Project's share: Site-generated PM peak hour trips entering intersection = 24 x 100 = 1.19% Total PM peak hour trips entering intersection 2,023 2. First Ave. S. - S. 320th St. to S. 316th St. Road Widening Project's share: Site-generated PM peak hour trips on First Ave. S. = 5 x 100 = 0.26% Total number of PM peak hour trips on First Ave. S. 1,891 3. S. 336th St. at SR 99 Signalization a. Project's share at signal: Site-generated PM peak hour trips using pertinent portion of this project = 55 x 100 = 1.20% Total PM peak hour trips entering intersection 4,573 b. Project's share west of SR 99 Site-generated PM peak hour trips using pertinent portion of this project= 14 x 100 = 0.70% Total PM peak hour trips entering intersection 2,013 CONCLUSIONS AND RECOMMENDATIONS We recommend that the proposed Federal Way project be constructed with the following traffic mitigation measures. 1. Offer to participate on a pro rata share basis in the cost to install a signal at the S. 312th St./8th Ave. S. intersection. The calculated pro rata share is 1.19%. 2. Offer to participate on a pro rata share basis in the cost to widen the First Ave. S. from S. 320th St. to S. 316th St. Transportation Improvement Project. The calculated pro rata share is 0.26%. F0815B93.rpt Mr. James Moilanen WESTERN STATES REALTY November 11, 1993 Page -11- 3. Offer to participate on a pro rata share basis in the cost to install improvements at the S. 336th St./SR 99 intersection. The calculated pro rata share is 1.20% for signal and 0.70% for S. 336th S. improvements. 4. If required by the City, pay for the cost involved in changing the phasing on north/south approaches of the S.320th St./1st Ave. S. intersection from protected only to protected/permitted. No other traffic mitigation should be necessary. If you have any questions please call Masood Mirza, P.E. or me. Very truly yours, 1. J,�c Q ov WASj 1 '-' TRANSPORTATION PLANNING ti� t o & ENGINEERING, INC. 2 ly5 4/4 Mark J. Jacobs, P.E. stpN,�, ' Project Engineer MM:adb EXPIRES MI 91( Enc. F0815B93.rpt TABLE 1 LEVEL OF SERVICE ANALYSIS 1995 WIO 1995 1995 INTERSECTION EXISTING PROJECT WIPROJECT WIPROJECT WIMITIGATION Dash Point/SR 99 C C C -- (17.4) (20.0) (21.8) S. 304th St./SR 99 D D E -- (28.0) (32.6) (41.9) S. 308th St./SR 99 C C C -- (16.4) (18.6) (23.0) S. 312th St./SR 99 C D D -- (22.2) (29.7) (33.1) S. 316th St./SR 99 C D D -- (14.8) (26.0) (28.5) S. 324th St./SR 99 D D D -- (33.2) (35.7) (38.6) S. 320th St./1st Ave.S E F F E (45.9) (70.2) (74.5) (59.6) S. 336th St./SR 99 E F F -- (40.4) (64.1) (68.4) S. 312th St./ D D D -- 1st Ave. S. (26.9) (33.0) (34.4) S. 320th St./ B B B -- 8th Ave. S. (10.8) (13.0) (13.4) S. 312th St./8th Ave. B B C -- S. (east intersection) [386] [321] [289] S. 312th St./8th Ave. D D E -- S. (west intersection) [174] [111] [66] Driveway 2 -- -- D -- (on S. 312th St.) [125] Driveway 3 -- -- E -- (on SR 99) [180] ° Number in parenthesis ( ) is the average delay in seconds/vehicle which determines the LOS for a signalized intersection per the 1985 Highway Capacity Manual. ° Number in brackets [ 1 is the reserve capacity for the worst case minor approach traffic per the 1985 Highway Capacity Manual. November 10, 1993 F0815B93.tbl O Cn O bd Cn 1-3 tt 1-3 bd 3 R. Cn o b �d ti di t crq ` Ui 13 cp w cD 0' o cD 0 o r p P 'a• 1 b b ro 0 I b' y b 0 . , 0 Z 4 0 1-3tii ; C ro tli ti 1-1 PO a. E — tl m — . 0 . m . � °° � ND � � o li p is co cn cn "co u p co 0 0 0 0 ,,`�., '� y 4 o y PI p 0 ra 1.3 0 e co a O - It � 0 O cn w cn op 5+ 4 pcoo Cr) w ix) H 0 � co - 0 01 o op 01 co °z 0 cri co cn co cn cn 01 41. 0 it 0 NI 0 0 CO CCD c~n * * * * y d hh b V A 0 0 0 0 0 0 0 0 0 Mn qy CD hi hl i 0.. co � c s ►--► 1-4ND ND 0 0 b ,) -.1,..',. 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I ;X .__._—s '-_1_ 1 I I y,I�� i x<: S VICINITY MAP ii'' 'l FIGURE FEDERAL WAY SHOPPING CENTER TRAFFIC IMPACT STUDY 1 N 4not to scale 4 LEGEND 0 Traffic Control Signal 41 Stop Sign S 288th St. 0 Approach Lane & Direction Ui ,hl ai ti f f • Ra. � I OoSr P°��� �+��` S 304th St. U) 111� 6 > S 308th St. �� a s t o (N ,._ N "11 0 ,'- r 111 1 S 312th St. 1 N\fr Y : N\f fr \ , Pro jec,. 1 Site ii. ° 1 a7 _ lit �. f�S 316th St. S 320th ST. 11\ r f e r -� NO( 324th St. ai 6i 1/~ S 336th e7 St. V) ti f�' I EXISTING TRAFFIC CONDITIONS ^ 1FIGURE� FEDERAL WAY SHOPPING CENTER TRAFFIC IMPAC1 STUDY 3 / \ in o SIN _ rnN �ANM N59 `-"I'-r �67 (ii ' �73 l. J \ 857 r jp ! j 252 ) r` r 30 r89 98--e 518--► 1 r 444-1 R } 34_ 176_' If r603� 36� 121� II 30--► 'ft 23—► lfr �� N� 44toN� 90� NoM (D^n \ \ \ I— \ \ \ . \\ / \\ \\ \\ / N \ \ \ 99 , not to scale \ \ \\ \ S 288th\\St. 1 \ \\ \ \ / \ \ \ \ / \ \ \ ) / \\ \ // // J \ / I / \ Po`0t co. \ / S/304th St. / / . / N ) , / S 308th/St. / N / / \ a / I � co / / 0 St � _ / / N , / 0 Ai / 6 > •I•2 o- / Q Q V% 316th PI. J / 1,1 ro Project / Site / S 320th ST. / / _.� / /1 ,,,0 / / 324th St. \/ / I � --, // / I \ / ( S 336th Si // / I \\ \\ / / I \ \I \ L NNO1O �152 t334 N�rn t1101---"7-39) �73 2E5) 58 t00 _1 522r(14-)11 ) I ` —1247 )IL L 1454I —316 I I ---136 I �--224 340 r 163 i 14 t� r74 �i ` r315 I �� \ r148 271— NIfr 687--.- )fr 1046 1f r 384-- )1( 140 ) f r 1 15-- 1f r 86� ��� 111� own 12� tON� 291� rnNa 226� Loa;''') 30� o1-o ^NN 00 NMN �01•- 1FIGURE� EXISTING TRAFFIC VOLUMES FEDERAL WAY SHOPPING CENTER TRAFFIC IMPACT STUDY 4 1 \ i I c o to�to (14 IcI°v .`65 •-883 � rrlir `i 6 arrl�v � 4 V)iGD �81 / \ �-945 A--85 ) 1 � .-278 ` )1y r-34 )1L ,-993 108-d I 570-- 489J 38� ` 1 194,E 302.E 665--- 40� � r 133-+ � f 34-+ I f r 25--- 1 f r 204--• nor- tor, 48-� N.N(0 100-r a''o 235'-‘ I f r N V Nr7a0 of04 N \ \ -I\ \ \ 1' / i \ \ \ / N \ \ \ 1 \ \ \ 99 not to scole \\ \ S 288th\\St. \ \\ \ 1 / \ \ \ \ \ \ ) / d \ / / / \ Pc`°� R \ / S/304th St. / ..,' \ > 7 43 S 308th/St. V N / / co / L'I . '. ---. � / / o S 312th St. /_ / , 0 1---/ /N co • ••• / / N > IV p / ¢' ¢ • ••�• 316th P1. J / - w Project - / Site • I / S 320th ST. .,, / / / .„. ,,,,v / / ( 324th St. / I / / I / / S 336t Sf / I \ / \I I \ ' 1 \ / 1 \I \ N�GD tp 01 O toMO tp� N CMv°0 t168 �cr`� t357 °N°�o �122 rr2 i.-`-' �75 v1Oi:`� �65 rnrn 1 ` r 575 I 2065 J 1 l ;-.1 625 , I ` 355 �-150 24 375 r l �' i _ 86 11 l �-348 )1 r-169 _ _ 299-- �fr 762- � fr 1169-- 1f r 434-- )fr 1540-- ) f ( 17-• )f 95� �rno 126� (Di* 14 ti oornr� 323� �o� \247-r rnwo 34-r orno •-Mry NdM Ord \ NCDN N0N / 1FIGURE� 1995 PM PEAK HOUR TRAFFIC VOLUMES WITHOUT PROJECT if [. FEDERAL WAY SHOPPING CENTER TRAFFIC IMPACT STUDY 5 / i A not to scale CO / LEGEND (,(2f xx% Trip Distribution Percentage N l X PM Peak Hour Traffic 3% 5% Volume & Direction 12 S 288th St. 7 —► f 11—.. � M in ai (04ja NN f � K. < 0 1 in st- •05r Po\n� Rd. - 3 7 N 7%7 S 304th St. O S. 7 --► f 16 —► E. v) 2% a co 3% v) v) ai r-- ``' ! cos— 7 aai aa) tS 308th St. 5 Q Q 75K. ' .c tsu N M Nc0 to I K N 2% 10% 1 20% M i 09 5% -0— 5 �— 23 �—46 12 5 0 S 312th St. 24 —► 47--► :::.4 11 N I Proje=� N a s. N f s\ N f Site 0, 15% t� llk to 1 r\ In l ( -* 484 -- 35 / r--- 4 34--► a,°. (0 8% 11% 8% N I rn 5% S 320th ST. -0--- 18 — 25 -0— 18 t "' 12 '0-14 4— 26 -0-- 12 19-0- 26—► . 11—► 14—' 25—► Nf 6% it—► N1 b) -* f u7 t N 1 CO CO j Nlt 324th St. , N I � 3% 3% "� 6 -0— 7 7 S 336th St. 1 IN Q Q 7--► 7 --I- to f+/ C rEIGURE� SITE GENERATED PM PEAK HOUR TRIPS & DISTRIBUTION ti _ [. FEDERAL WAY SHOPPING CENTER TRAFFIC IMPACT STUDY 6 In N N (;11--- o`t u° -,--fn �65 --Iv �74 �roI t" �81 A ++-968 1977 )I 11� r295 ) f L #-41 )Iik r g5 77' 40 108-i 606� , ( 489-i f 38_. )f( 194 )f r 215 1 f r 145 I3MOp N o55� �a000105� ��� 235� O00^0 .......i; _ NO NN O \ \ \ \ \ \ 1` / \\ \\ \\ / N \ \ \ 0 / not to scale \ 1 / \\ \ S 288th\\St. I \ \\ \ I / \ \ \ 1 / \ \ \ ) / \\ \ // // J / / \ o. \ // S/304th St. i / 5\Oor \ / - / S 308th/St. V � \ a / a co / � �.4. 0 S 312th St. � � \ // / � N J i•• � o / v, .�•� •�• -p / > %NI: o / a' Q : 316th Pl. J / TA Project / ro Site / S 320th ST. / / J / / / � ',. 0 / / ( 324th St. / // I , / / I \ S 336th St / I I \\ i \\ / / I 1 \I \ 1 00u) _ N NN� �179 �d-d- O�t0 DONN � �0 M1201 ( _ I I �364 ro a---II(3 �122 Mom.-- �82 it - �65 M� �119 ) 1L r382 )1L r--2203 )IL --2243 )1� rgr i ` r348 )/ .-P- 9 304 1 f r 781 1 f r 1189-J-- 1 f r 434-- 1 f r 15�7--.- ) f r 78 ) f 95� •-•inN 126� roro� 14� oOor� 323-r u)co 247 N�rn 94� MNo �MN �u)O Nd.tl' \ Nr. �OMV c0 Oi ON \ / c. 0.1995 PM PEAK HOUR TRAFFIC VOLUMES WITH PROJECT - lFIGURE� [. FEDERAL WAY SHOPPING CENTER TRAFFIC IMPACT STUDY r 7 } I .4 1i HCM: SIGNALIZED INTERSECTION SUMMARY 11-09-1993 TRANSPORTATION PLANNING & ENGINEERING , INC . Streets: ( N-S ) SR99 ( E-W ) DASH POINT WAY Analyst: M .M File Name: DASHEX .HC9 Area Type: Other 8-13-93 PM PEAK Comment: EXISITING PEAK HOUR TRAFFIC y Northbound ti Southbound ` Eastbound Westbound !:_ T R G:.. T R L. T R , L: T R No , Lo.T1 c 1 1 i2 1. 12 1. Volumes 1 237 937 1 1257 958 444 121 PHF or PK1610 ,94 0 ,94 0 ,96 .96 0 .94 0 ,941 Lane Width 12 .0 12 .0 12 .0 12 ,0 12 ,0 1 ,01 Grade 0 ; 0 0 Heavy Veh 1 1 1 1 2 2 Parking ( Y/N ) N ( Y/N ) N ( Y/N ) N Bus Stops 0 0 0 Con . Peds 0 0 . 0 0 Ped Button ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s Arr Type 3 3 4 4 4 4 RTOR Vols 0 20 10 Prop . Share 0 0 0 0 0 0 Prop . Prot . Assign Perm 0 0 0 Signal Operations Phase Combination 1 2 3 4 5 6 7 8 NB Left * EB Left * Thru * * Thru Right Right * Pads Peds SB Left WB Left Thru * Thru Right * Right Peds Peds EB Right * NB Right WB Right SB Right * Green 14 .OA 34 .0A . Green 30 .0A Yellow/A-R 4 .0 4 .0 Yellow/A- 4 .0 Lost Time 3 .0 3 .0 Lost Time 3 .0 Cycle Length: 90 .0 secsPhase combination order : #1 #2 #5 Intersection Performance Summary Lane Group: Adj Sat v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS NB L 284 1701 0 .89 0 .17 46 .9 E 14 .8 B T 2109 3582 0 .50 0 .59 7 .1 B 5B T 1393 3582 0 .99 0 .39 28 .5 D 19 .6 C R 1167 1522 0 .84 0 .77 7 . 1 B EB L 1129 3279 0 .42 0 .34 17 .3 C 14 .1 B R 1162 1515 0 . 10 0 .77 1 .3 A Intersection Delay = 17 .4 sec/veh Intersection LOS = C Lost Time/Cycle , L = 6 .0 sec Critical v/c( x ) = 0 .847 HCM: SIGNALIZED INTERSECTION SUMMARY 11-09-1993 TRANSPORTATION PLANNING & ENGINEERING , INC . Streets: ( N-S ) SR99 ( E-W ) DASH POINT WAY Analyst: M .M File Name: DASHWOP .HC9 Area Type: Other 10-6-93 PM PEAK Comment: 1995 PM PEAK HOUR WITHOUT PROJECT Northbound Southbound Eastbound Westbound L T R L T R L T R L T R ____ ____ ____ ____ ____ ____ ____ ____ ____ ____ ____ ____ No . Lanes 1 2 2 1 2 1 Volumes 261 1033 1386 1056 489 133 PHF or PK15 0 .94 0 .94 0 .96 0 .96 0 .94 0 .94 Lane Width 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 Grade 0 0 0 Heavy Veh 1 1 1 1 2 2 Parking ( Y/N ) N ( Y/N ) N ( Y/N ) N Bus Stops 0 0 0 Con . Peds 0 0 0 0 Ped Button ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s Arr Type 3 3 4 4 4 4 RTOR Vols 0 20 10 Prop . Share 0 0 0 0 0 0 Prop . Prot . Assign Perm 0 0 0 Signal Operations Phase Combination 1 2 3 4 5 6 7 8 NB Left * EB Left * Thru * * Thru Right Right * Peds Peds SB Left WB Left Thru * Thru Right * Right Peds Peds EB Right * NB Right WB Right SB Right * Green 18 .0A 37 .0A Green 23 .0A Yellow/A-R 4 .0 4 .0 Yellow/A- 4 .0 Lost Time 3 .0 3 .0 Lost Time 3 .0 Cycle Length: 90 .0 secsPhase combination order : #1 #2 #5 Intersection Performance Summary Lane Group: Adj Sat v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS NB L 359 1701 0 .77 0 .21 32 .3 D 10 .2 B T 2388 3582 0 .48 0 .67 4 .9 A SB T 1512 3582 1 .00 0 .42 29 .7 D 25 .9 D R 1099 1522 0 .98 0 .72 20 .4 C EB L 874 3279 0 .59 0 .27 22 .7 C 18 .5 C R 1094 1515 0 .12 0 .72 1 .8 A Intersection Delay = 20 .0 sec/veh Intersection LOS = C Lost Time/Cycle , L = 6 .0 sec Critical v/c( x ) = 0 .935 HCM: SIGNALIZED INTERSECTION SUMMARY 11-09-1993 TRANSPORTATION PLANNING & ENGINEERING , INC . Streets: ( N-S ) SR99 ( E-W ) DASH POINT WAY Analyst : M .M File Name: DASHWP .HC9 Area Type: Other 10-1-93 PM PEAK Comment: 1995 PM PEAK HOUR WITH PROJECT Northbound Southbound Eastbound Westbound L T R L T R L T R L T R No . Lanes 1 2 2 1 2 1 Volumes 272 1067 1421 1056 489 145 PHF or PK15 0 .94 0 .94 0 .96 0 .96 0 .94 0 .94 Lane Width 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 Grade 0 0 0 % Heavy Veh 1 1 1 1 2 2 Parking ( Y/N ) N ( Y/N ) N ( Y/N ) N Bus Stops 0 0 0 Con . Peds 0 0 0 0 Ped Button ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s Arr Type 3 3 4 4 4 4 RTOR Vols 0 20 10 Prop . Share 0 0 0 0 0 0 Prop . Prot . Assign Perm 0 0 0 Signal Operations Phase Combination 1 2 3 4 5 6 7 8 NB Left * EB Left * Thru * * Thru Right Right * Peds Peds SB Left WB Left Thru * Thru Right * Right Peds Peds EB Right * NB Right WB Right SB Right * Green 18 .0A 37 .0A Green 23 .0A Yellow/A-R 4 .0 4 .0 Yellow/A- 4 .0 Lost Time 3 .0 3 .0 Lost Time 3 .0 Cycle Length: 90 .0 secsPhase combination order : #1 #2 #5 Intersection Performance Summary Lane Group: Adj Sat v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS NB L 359 1701 0 .80 0 .21 34 .2 D 10 .7 B T 2388 3582 0 .50 0 .67 5 .0 A SB T 1512 3582 1 .03 0 .42 35 .0 D 29 .0 D R 1099 1522 0 ,98 0 .72 20 .4 C EB L 874 3279 0 .59 0 .27 22 .7 C 18 .2 C R 1094 1515 0 . 13 0 .72 1 .8 A Intersection Delay = 21 .8 sec/veh Intersection LOS = C Lost Time/Cycle , L = 6 .0 sec Critical v/c( x ) = 0 .942 HCM: SIGNALIZED INTERSECTION SUMMARY 11-09-1993 TRANSPORTATION PLANNING & ENGINEERING , INC . Streets: ( N-S ) SR99 ( E-W ) S . 304TH STREET Analyst: M .M File Name: S304EX .HC9 Area Type : Other 8-13-93 PM PEAK Comment: EXISTING PM PEAK HOUR TRAFFIC Northbound Southbound Eastbound Westbound L T R L T R L T R L T R ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ----- No . Lanes 1 2 < 1 2 1 > 1 1 > 1 < Volumes 51 1120 169 34 1248 53 34 30 44 252 69 59 PHF or PK15 0 .95 0 .95 0 .95 0 .96 0 .96 0 .96 0 .75 0 .75 0 .75 0 .83 0 .83 0 .83 Lane Width 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 Grade 0 0 0 0 % Heavy Veh 1 1 1 1 1 1 1 1 1 1 1 1 Parking ( Y/N ) N ( Y/N ) N ( Y/N ) N ( Y/N ) N Bus Stops 0 0 0 0 Con . Peds 0 0 0 0 Ped Button ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 Arr Type 4 4 4 4 4 4 3 3 3 3 3 3 RTOR Vols 0 10 0 0 Prop . Share 0 0 0 0 0 0 0 0 Prop . Prot . Assign Perm 0 0 0 0 Signal Operations Phase Combination 1 2 3 4 5 6 7 8 NB Left * EB Left * Thru * Thru * Right * Right * Peds Pods SB Left * WB Left * Thru * Thru * Right * Right * Pods Peds EB Right * NB Right WB Right SB Right Green 8 .0A 35 .0A Green 35 .0A Yellow/A-R 4 .0 4 .0 Yellow/A- 4 .0 Lost Time 3 .0 3 .0 Lost Time 3 .0 Cycle Length: 90 .0 secsPhase combination order : #1 #2 #5 Intersection Performance Summary Lane Group: Adj Sat v/c g/C Approach : Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS - NB L 170 1701 0 .32 0 .10 29 .0 D 33 .1 D TR 1405 3512 1 .01 0 .40 33 .2 D SB L 170 1701 0 .21 0 . 10 28 .4 D 23 .2 C T 1433 3582 0 .95 0 .40 23 .6 C R 609 1522 0 .07 0 .40 7 .9 B EB LT 566 1414 0 .15 0 .40 11 . 1 B 9 .3 B R 812 1522 0 .07 0 .53 6 .6 B WB LTR 490 1226 0 .93 0 .40 32 .2 D 32 .2 D Intersection Delay = 28 .0 sec/veh Intersection LOS = D Lost Time/Cycle , L = 9 .0 sec Critical v/c( x ) = 0 .901 HCM: SIGNALIZED INTERSECTION SUMMARY 11-09-1993 TRANSPORTATION PLANNING & ENGINEERING , INC . Streets: ( N-S ) SR 99 ( E-W ) S . 304TH STREET Analyst: M .M File Name: S304WOP .HC9 Area Type: Other 10-6-93 PM PEAK Comment: 1995 PM PEAK HOUR WITHOUT PROJECT Northbound Southbound Eastbound Westbound L T R L T R L T R L T R ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- No. Lanes 1 2 < 1 2 1 > 1 1 > 1 < Volumes 57 1235 186 38 1376 38 38 34 48 278 77 65 PHF or PK15 0 .96 0 .96 0 .96 0 .95 0 .95 0 .95 0 .75 0 .75 0 .75 0 .83 0 .83 0 .83 Lane Width 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 Grade 0 0 ; 0 ; 0 Heavy Veh 1 1 1 1 1 1 1 1 1 1 1 1 Parking ( Y/N ) N ( Y/N ) N ( Y/N ) N ( Y/N ) N Bus Stops 0 0 0 0 Con . Peds 0 0 0 0 Ped Button ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 Arr Type 4 4 4 4 4 4 3 3 3 3 3 3 RTOR Vols 0 10 0 0 Prop . Share 0 0 0 0 0 0 0 0 Prop . Prot . Assign Perm 0 0 0 0 Signal Operations Phase Combination 1 2 3 4 5 6 7 8 NB Left * EB Left * Thru * Thru * Right * Right * Peds Peds SB Left * WB Left * Thru * Thru * Right * Right * Peds Peds EB Right * NB Right WB Right SB Right Green 5 .OA 38 .OA Green 35 .0A Yellow/A-R 4 .0 4 .0 Yellow/A- 4 .0 Lost Time 3 .0 3 .0 Lost Time 3 .0 Cycle Length: 90 .0 secsPhase combination order : #1 #2 #5 Intersection Performance Summary Lane Group: Adj Sat v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS - NB L 113 1701 0 .52 0 .07 34 .2 D 33 .2 D TR 1522 3512 1 .02 0 .43 33 .2 D SB L 113 1701 0 .35 0 .07 31 .3 D 25 .3 D T 1552 3582 0 .98 0 .43 25 .5 D R 660 1522 0 .04 0 .43 6 .9 B EB LT 547 1368 0 . 18 0 .40 11 .3 B 9 .8 B R 761 1522 0 .08 0 .50 7 .6 B WB LTR 478 1194 1 .06 0 .40 60 .6 F 60 .6 F Intersection Delay = 32 .6 sec/veh Intersection LOS = D Lost Time/Cycle , L = 9 .0 sec Critical v/c( x ) = 1 .001 HCM: SIGNALIZED INTERSECTION SUMMARY 11-09-1993 TRANSPORTATION PLANNING & ENGINEERING , INC . Streets: ( N-S ) SR 99 ( E-W ) S . 304TH STREET Analyst: M .M File Name: S304WP .HC9 Area Type : Other 10-1-93 PM PEAK Comment: 1995 PM PEAK HOUR WITH PROJECT Northbound Southbound Eastbound Westbound L T R L I R L T R L T R ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- No . Lanes 1 2 < 1 2 1 > 1 1 > 1 < Volumes 64 1280 202 38 1411 59 38 34 55 295 77 65 PHF or PK15 0 .96 0 .96 0 .96 0 .95 0 .95 0 .95 0 .75 0 .75 0 .75 0 .83 0 .83 0 .83 Lane Width 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 Grade 0 0 0 0 % Heavy Veh 1 1 1 1 1 1 1 1 1 1 1 1 Parking ( Y/N ) N ( Y/N ) N ( Y/N ) N ( Y/N ) N Bus Stops 0 0 0 0 Con . Peds 0 0 0 0 Ped Button ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 Arr Type 4 4 4 4 4 4 3 3 3 3 3 3 RTOR Vols 0 10 0 0 Prop . Share 0 0 0 0 0 0 0 0 Prop . Prot . Assign Perm 0 0 0 0 Signal Operations Phase Combination 1 2 3 4 5 6 7 8 NB Left * EB Left * Thru * Thru * Right * Right * Peds Peds SB Left * WB Left * Thru * Thru Right * Right * Peds Peds EB Right * NB Right WB Right SB Right Green 5 .0A 38 .0A Green 35 .0A Yellow/A-R 4 .0 4 .0 Yellow/A- 4 .0 Lost Time 3 .0 3 .0 Lost Time 3 .0 Cycle Length: 90 .0 secsPhase combination order : #1 #2 #5 Intersection Performance Summary Lane Group: Adj Sat v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS NB L 113 1701 0 .59 0 .07 36 .5 D 44 .7 E TR 1521 3509 1 .07 0 .43 45 .0 E SB L 113 1701 0 .35 0 .07 31 .3 D 29 .0 D T 1552 3582 1 .00 0 .43 29 .6 D R 660 1522 0 .08 0 .43 7 .0 B EB LT 546 1365 0 .18 0 .40 11 .3 B 9 .7 8 R 761 1522 0 . 10 0 .50 7 .6 B WB LTR 469 1173 1 . 12 0 .40 83 .8 F 83 .8 F Intersection Delay = 41 .9 sec/veh Intersection LOS = E Lost Time/Cycle , L = 9 .0 sec Critical v/c( x ) = 1 .055 HCM: SIGNALIZED INTERSECTION SUMMARY 11-09-1993 TRANSPORTATION PLANNING & ENGINEERING , INC . Streets: ( N-S ) SR99 ( E-W ) S . 308TH STREET Analyst: M .M File Name : S308EX .HC9 Area Type: Other 8-13-93 PM PEAK Comment: EXISTING PM PEAK HOUR TRAFFIC Northbound Southbound Eastbound Westbound L T R L T R L T R L T R ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- No . Lanes 1 2 < 1 2 1 > 1 < > 1 < Volumes 76 901 36 45 1244 135 176 23 90 23 28 67 PHF or PK15 0 .93 0 .93 0 .93 0 .87 0 .87 0 .87 0 .94 0 .94 0 .94 0 .89 0 .89 0 .89 Lane Width 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 Grade 0 0 0 0 Heavy Veh 2 2 2 2 2 2 2 2 2 2 2 2 Parking ( Y/N ) N ( Y/N ) N ( Y/N ) N ( Y/N ) N Bus Stops 0 0 0 0 Con . Peds 20 20 20 20 Ped Button ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 Arr Type 4 4 4 4 4 4 3 3 3 3 3 3 RTOR Vols 0 60 0 0 Prop . Share 0 0 0 0 0 0 0 0 Prop . Prot . Assign Perm 0 0 0 0 Signal Operations Phase Combination 1 2 3 4 5 6 7 8 NB Left * EB Left Thru * Thru * Right * Right * Peds Peds SB Left * WB Left * Thru * Thru * Right * Right * Peds Peds EB Right NB Right WB Right SB Right Green 10 .OA 40 .0A Green 28 .0A Yellow/A-R 4 .0 4 .0 Yellow/A- 4 .0 Lost Time 3 .0 3 .0 Lost Time 3 .0 Cycle Length: 90 .0 secsPhase combination order : #1 #2 #5 Intersection Performance Summary Lane Group: Adj Sat v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS NB L 207 1693 0 .40 0 . 12 28 .4 D 12 .0 B TR 1614 3543 0 .66 0 .46 10 .8 B SB L 207 1693 0 .25 0 .12 27 .3 D 18 .6 C T 1624 3564 0 .92 0 .46 19 .0 C R 690 1515 0 .12 0 .46 6 .7 B EB LTR 413 1281 0 .74 0 .32 21 .7 C 21 .7 C WB LTR 451 1400 0 .29 0 .32 14 .8 B 14 .8 B Intersection Delay = 16 .4 sec/veh Intersection LOS = C Lost Time/Cycle , L = 9 .0 sec Critical v/c( x ) = 0 .788 HCM: SIGNALIZED INTERSECTION SUMMARY 11-09-1993 TRANSPORTATION PLANNING & ENGINEERING , INC . Streets: ( N-S ) SR 99 ( E-W ) S . 308TH STREET Analyst: M .M File Name: S308WOP .HC9 Area Type: Other 10-6-93 PM PEAK Comment : 1995 PM PEAK HOUR WITHOUT PROJECT Northbound Southbound Eastbound Westbound L T R L T R L T R L T R No . Lanes 1 2 < 1 2 1 > 1 < > 1 < Volumes 84 993 40 49 1371 149 194 25 100 34 31 74 PHF or PK15 0 .93 0 .93 0 .93 0 .87 0 .87 0 .87 0 .94 0 .94 0 .94 0 .89 0 .89 0 .89 Lane Width 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 Grade 0 0 0 0 Heavy Veh 2 2 2 2 2 2 2 2 2 2 2 2 Parking ( Y/N ) N ( Y/N ) N ( Y/N ) N ( Y/N ) N Bus Stops 0 0 0 0 Con . Peds 20 20 20 20 Ped Button ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 Arr Type 4 4 4 4 4 4 3 3 3 3 3 3 RTOR Vols 0 60 0 0 Prop . Share 0 0 0 0 0 0 0 0 Prop . Prot . Assign Perm 0 0 0 0 Signal Operations Phase Combination 1 2 3 4 5 6 7 8 NB Left * EB Left Thru * Thru * Right * Right * Peds Peds SB Left * WB Left * Thru * Thru * Right * Right * Peds Peds EB Right NB Right WB Right SB Right Green 8 .OA 42 .OA Green 28 .OA Yellow/A-R 4 .0 4 .0 Yellow/A- 4 .0 Lost Time 3 .0 3 .0 Lost Time 3 .0 Cycle Length: 90 .0 secsPhase combination order : #1 #2 #5 Intersection Performance Summary Lane Group: Adj Sat v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS NB L 169 1693 0 .53 0 . 10 31 .7 D 12 .0 B TR 1693 3543 0 .69 0 .48 10 .5 B SB L 169 1693 0 .33 0 . 10 29 . 1 D 22 .0 C T 1703 3564 0 .97 0 .48 22 .7 C R 724 1515 0 . 14 0 .48 6 .2 B EB LTR 403 1252 0 .84 0 .32 26 .9 D 26 .9 D WB LTR 436 1354 0 .36 0 .32 15 .3 C 15 .3 C Intersection Delay = 18 .6 sec/veh Intersection LOS = C Lost Time/Cycle , L = 9 .0 sec Critical v/c( x ) = 0 .876 HCM: SIGNALIZED INTERSECTION SUMMARY 11-09-1993 TRANSPORTATION PLANNING & ENGINEERING , INC . Streets: ( N-S ) SR 99 ( E-W ) S . 308TH STREET Analyst: M .M File Name: S308WP .HC9 Area Type: Other 10-1-93 PM PEAK Comment: 1995 PM PEAK HOUR WITH PROJECT Northbound Southbound Eastbound Westbound L T R L T R L T R L T R ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- No . Lanes 1 2 < 1 2 1 > 1 < > 1 < Volumes 89 1061 47 49 1442 149 194 25 105 41 31 74 PHF or PK15 0 .93 0 .93 0 .93 0 .87 0 .87 0 .87 0 .94 0 .94 0 .94 0 .89 0 .89 0 .89 Lane Width 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 Grade 0 0 0 0 Heavy Veh 2 2 2 2 •2 2 2 2 2 2 2 2 Parking ( Y/N ) N ( Y/N ) N ( Y/N ) N ( Y/N ) N Bus Stops 0 0 0 0 Con . Pods 20 20 20 20 Ped Button ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 Arr Type 4 4 4 4 4 4 3 3 3 3 3 3 RTOR Vols 0 60 0 0 Prop . Share 0 0 0 0 0 0 0 0 Prop . Prot . Assign Perm 0 0 0 0 Signal Operations Phase Combination 1 2 3 4 5 6 7 8 NB Left * EB Left Thru * Thru * Right * Right * Peds Peds SB Left * WB Left * Thru * Thru * Right * Right * Pods Pods EB Right NB Right WB Right SB Right Green 8 .OA 42 .OA Green 28 .0A Yellow/A-R 4 .0 4 .0 Yellow/A- 4 .0 Lost Time 3 .0 3 .0 Lost Time 3 .0 Cycle Length: 90 .0 secsPhase combination order : #1 #2 #5 Intersection Performance Summary Lane Group: Adj Sat v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS NB L 169 1693 0 .57 0 .10 32 .6 D 12 .7 B TR 1692 3541 0 .74 0 .48 11 . 1 B SB L 169 1693 0 .33 0 .10 29 .1 D 30 .0 D T 1703 3564 1 .02 0 .48 31 .4 D R 724 1515 0 . 14 0 .48 6 .2 B EB LTR 403 1251 0 .86 0 .32 28 .1 D 28 .1 D WB LTR 426 1323 0 .38 0 .32 15 .5 C 15 .5 C Intersection Delay = 23 .0 sec/veh Intersection LOS = C Lost Time/Cycle , L = 9 .0 sec Critical v/c( x ) = 0 .912 HCM: SIGNALIZED INTERSECTION SUMMARY 11-09-1993 TRANSPORTATION PLANNING & ENGINEERING , INC . Streets: ( N-S ) SR-99 ( E-W ) S . 312TH STREET analyst: M .M File Name: S312EX .HC9 area Type: Other 8-13-93 PM PEAK comment: EXISTING PM PEAK HOUR TRAFFIC Northbound Southbound Eastbound Westbound L T R L T R L T R L T R 4o . Lanes 1 2 1 ; 1 2 1 ; 2 1 1 1 1 ( /olumes 366 743 79 150 770 351 274 185 213 89 249 73 PHF or PK15 0 .94 0 .94 0 .94 0 .98 0 .98 0 .98 0 .96 0 .96 0 .96 0 .92 0 .92 0 .92 _ane Width 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 .3rade 0 0 0 0 Heavy Veh 2 2 2 2 2 2 2 2 2 2 2 2 -)ar ki ng ( Y/N ) N ( Y/N ) N ( Y/N ) N ( Y/N ) N 3us Stops 0 0 0 0 °on . Peds 20 20 20 20 oed Button ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 arr Type 4 4 4 4 4 4 3 3 3 3 3 3 2TOR Vols 0 0 0 0 Prop . Share 0 0 0 0 0 0 0 0 'rop . Prot . assign Perm 0 0 0 0 Signal Operations phase Combination 1 2 3 4 5 6 7 8 AB Left * * EB Left * Thru * * Thru * Right * * Right Peds Peds SB Left * WB Left * Thru * Thru * Right * Right * Peds Peds EB Right * * * NB Right * AB Right SB Right * 'Green 9 .0A 9 .OA 22 .OA Green 10 .0A 20 .OA Yellow/A-R 4 L0 4 .0 4 .0 Yellow/A- 4 .0 4 .0 _ost Time 3 .0 3 .0 3 .0 ; Lost Time 3 .0 3 .0 :ycle Length: 90 .0 secsPhase combination order : #1 #2 #3 #5 #6 Intersection Performance Summary Lane Group: Adj Sat v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS yB L 433 1693 0 .90 0 .26 39 .6 D 18 .6 C T 1426 3564 0 .58 0 .40 10 .2 B R 842 1515 0 .10 0 .56 4 .4 A SB L 188 1693 0 .81 0 . 11 45 .3 E 24 . 1 C T 911 3564 0 .91 0 .26 26 .2 D R 623 1515 0 .57 0 .41 10 .2 B EB L 401 3279 0 .71 0 . 12 32 .8 D 19 .3 C T 416 1782 0 .46 0 .23 19 .7 C R 1178 1515 0 .19 0 .78 1 .7 A WB L 207 1693 0 .47 0 . 12 29 .2 D 31 .7 D TR 402 1722 0 .87 0 .23 32 .3 D Intersection Delay = 22 .2 sec/veh Intersection LOS = C L=. i imvfC'ycl , 1` - 12 .0 setc Critical vict )t ) = 0 .867 CM: SIGNALIZED INTERSECTION SUMMARY 11-09-1993 TRANSPORTATION PLANNING & ENGINEERING , INC . tr eets: ( N-S) SR-99 ( E-W ) S . 312TH STREET Analyst : M .M File Name : S312WOP .HC9 "rea Type: Other 10-6-93 PM PEAK omment: 1995 PM PEAK HOUR WITHOUT PROJECT Northbound Southbound Eastbound Westbound L T R L T R L T R L T R ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- No . Lanes 1 2 1 1 2 1 2 1 1 1 1 < olumes 403 825 87 166 854 386 302 204 235 99 273 81 UHF or PK15 0 .94 0 .94 0 .94 0 .98 0 .98 0 .98 0 .96 0 .96 0 .96 0 .92 0 .92 0 .92 Lane Width 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 ^rade 0 0 0 0 Heavy Veh 2 2 2 2 2 2 2 2 2 2 2 2 ar ki ng ( Y/N ) N ( Y/N ) N ( Y/N ) N ( Y/N ) N Bus Stops 0 0 0 0 :on . Peds 20 20 20 20 'ed Button ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 Arr Type 4 4 4 4 4 4 3 3 3 3 3 . 3 ;TOR Vols 40 40 40 0 'rop . Share 0 0 0 0 0 0 0 0 .'rop . Prot . Assign Perm 0 0 0 0 Signal Operations Phase Combination 1 2 3 4 5 6 7 8 aB Left * * EB Left * Thru * * Thru * Right * * Right * Peds Peds >B Left * WB Left * Thru * Thru * Right * Right * Peds Peds EB Right * * * NB Right * WB Right SB Right * green 12 .OA 6 .OA 22 .OA Green 11 .OA 19 .OA 'ellow/A-R 4 .0 4 .0 4 .0 Yellow/A- 4 .0 4 .0 Lost Time 3 .p 3 .0 3 .0 Lost Time 3 .0 3 .0 cycle Length: 90 .0 secsPhase combination order : #1 #2 #3 #5 #6 Intersection Performance Summary Lane Group: Adj Sat v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS NB L 433 1693 0 .99 0 .26 56 .6 E 26 .7 D T 1307 3564 0 .71 0 .37 14 .0 B R 808 1515 0 .06 0 .53 4 .8 A SB L 245 1693 0 .69 0 . 14 33 .3 D 30 .9 D T 911 3564 1 .00 0 .26 38 .6 D R 640 1515 0 .55 0 .42 9 .7 B EB L 437 3279 0 .72 0 .13 32 .3 D 20 .6 C T 396 1782 0 .54 0 .22 20 .9 C R 1162 1515. 0 . 17 0 .77 1 .8 A AB L 226 1693 0 .48 0 . 13 28 .7 D 48 .6 E TR 382 1721 1 .01 0 .22 54 .2 E Intersection Delay = 29 .7 sec/veh Intersection LOS = D _ost Time/Cycle , L = 12 .0 sec Critical v/c( x ) = 0 .958 HCM: SIGNALIZED INTERSECTION SUMMARY 11-09-1993 TRANSPORTATION PLANNING & ENGINEERING , INC . Streets: ( N-S ) SR-99 ( E-W ) S . 312TH STREET " nalyst: M .M File Name: S312WP .HC9 rea Type : Other 10-1-93 PM PEAK _omment: 1995 PM PEAK HOUR WITH PROJECT Northbound Southbound Eastbound ; Westbound L T R L T R L T R L T R ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- o . Lanes 1 2 1 1 2 1 2 1 1 1 1 < olumes 403 857 87 166 887 436 350 215 235 99 285 81 1-41F or PK15 0 .94 0 .94 0 .94 0 .98 0 .98 0 .98 0 .96 0 .96 0 .96 0 .92 0 .92 0 .92 '.ane Width 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 grade 0 0 0 0 s Heavy Veh 2 2 2 2 2 2 2 2 2 2 2 2 Parking ( Y/N ) N ( Y/N ) N ( Y/N ) N ( Y/N ) N 3us Stops 0 0 0 0 ;on . Peds 20 20 20 20 Ped Button ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 arr Type 4 4 4 4 4 4 3 3 3 3 3 3 ZTOR Vols 40 40 40 0 Prop . Share 0 0 0 0 0 0 0 0 'Drop . Prot . assign Perm 0 0 0 0 Signal Operations )hase Combination 1 2 3 4 5 6 7 8 SIB Left * * EB Left * Thru * * Thru .* Right * * Right * Peds Peds 3B Left * WB Left * Thru * Thru * Right * Right * Peds Peds EB Right * * * NB Right * 4B Right SB Right * 3reen 12 .OA 6 .OA 22 .OA Green 11 .OA 19 .OA Yellow/A-R 4 .,0 4 .0 4 .0 Yellow/A- 4 .0 4 .0 Lost Time 3 .0 3 .0 3 .0 Lost Time 3 .0 3 .0 cycle Length: 90 .0 secsPhase combination order : #1 #2 #3 #5 #6 Intersection Performance Summary Lane Group: Adj Sat v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS NB L 433 1693 0 .99 0 .26 56 .6 E 26 .6 D T 1307 3564 0 .73 0 .37 ' 14 .4 B R 808 1515 0 .06 0 .53 4 .8 A SB L 245 1693 0 .69 0 . 14 33 .3 D 36 .4 D T 911 3564 1 .04 0 .26 47 .3 E R 640 1515 0 .63 0 .42 12 . 1 B EB L 437 3279 0 .83 0 .13 38 .0 D 24 .0 C T 396 1782 0 .57 0 .22 21 .3 C R 1162 1515 0 . 17 0 .77 1 .8 A WB L 226 1693 0 .48 0 .13 28 .7 D 55 .6 E TR 383 1723 1 .04 0 .22 62 .8 F Intersection Delay = 33 . 1 sec/veh Intersection LOS = D Lost Time/Cycle , L = 12 .0 sec Critical v/c( x ) = 0 .995 1-,CM: SIGNALIZED INTERSECTION SUMMARY 11-09-1993 TRANSPORTATION PLANNING & ENGINEERING , INC . tr eets: ( N-S ) SR-99 ( E-W ) S .316TH STREET Analyst: M .M File Name : S316EX .HC9 rea Type : Other 8-13-93 PM PEAK omment : EXISTING PM PEAK HOUR TRAFFIC Northbound Southbound Eastbound Westbound L T R L T R L T R L T R ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- Mo . Lanes 1 2 1 1 2 1 1 1 < > 1 1 Plumes 109 948 108 104 1039 13 28 15 30 148 22 104 -IF or PK15 0 .90 0 .90 0 .90 0 .97 0 .97 0 .97 0 .87 0 .87 0 .87 0 .88 0 .88 0 .88 Lane Width 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 rade 0 0 0 0 Heavy Veh 2 2 2 2 2 2 2 2 2 2 2 2 Parking ( Y/N ) N ( Y/N ) N ( Y/N ) N ( Y/N ) N -us Stops 0 0 0 0 on . Peds 20 20 20 20 . ed Button ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 Arr Type 4 4 4 4 4 4 3 3 3 3 3 3 TOR Vols 0 0 0 0 rop . Share 0 0 0 0 0 0 0 0 Prop . Prot . ssign Perm 0 0 0 0 Signal Operations ^hase Combination 1 2 3 4 5 6 7 8 B Left * EB Left Thru * Thru * Right * Right * Peds Peds B Left * WB Left * Thru * Thru * Right * Right * Peds Peds cB Right NB Right ' 'B Right * SB Right reen 10 .0A 35 .0A Green 33 .OA ellow/A-R 4 .0 4 .0 Yellow/A- 4 .0 Lost Time 3 :0 3 .0 Lost Time 3 .0 ycle Length: 90 .0 secsPhase combination order : #1 #2 #5 Intersection Performance Summary Lane Group: Adj Sat v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS NB L 207 1693 0 .58 0 .12 31 .4 D 15 . 1 C T 1426 3564 0 .78 0 .40 14 .1 B R 606 1515 0 .20 0 .40 8 .3 B SB L 207 1693 0 .52 0 .12 30 .0 D 15 .6 C T 1426 3564 0 .79 0 .40 14 .3 B R 606 1515 0 .02 0 .40 7 .7 B EB L 315 833 0 . 10 0 .38 13 .8 B 12 .5 B TR 606 1604 0 .08 0 .38 11 .6 B B LT 575 1523 0 .34 0 .38 13 .0 B 10 .7 B R 808 1515 0 . 15 0 .53 6 .9 B Intersection Delay = 14 .8 sec/veh Intersection LOS = B ,ost Time/Cycle , L = 9 .0 sec Critical v/c( x ) = 0 .571 iCM: SIGNALIZED INTERSECTION SUMMARY 11-09-1993 TRANSPORTATION PLANNING & ENGINEERING , INC . >treets: ( N-S ) SR-99 ( E-W ) S .316TH STREET analyst : M .M File Name : 5316WOP .HC9 Area Type: Other 10-6-93 PM PEAK ^omment: 1995 PM PEAK HOUR WITHOUT PROJECT Northbound Southbound Eastbound Westbound L T R L T R L T R L T R ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- 4o . Lanes 1 2 1 1 2 1 1 1 < > 1 1 Volumes 120 1049 20 119 1152 15 30 17 34 169 24 119 )HF or PK15 0 .90 0 .90 0 .90 0 .97 0 .97 0 .97 0 .87 0 .87 0 .87 0 .88 0 .88 0 .88 .ane Width 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 .3rade 0 0 0 0 Heavy Veh 2 2 2 2 2 2 2 2 2 2 2 2 >ar ki ng ( Y/N ) N ( Y/N ) N ( Y/N ) N ( Y/N ) N 3us Stops 0 0 0 0 Con . Peds 20 20 20 20 >ed Button ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 ar r Type 4 4 4 4 4 4 3 3 3 3 3 3 RTOR Vols 0 0 0 0 Drop . Share 0 0 0 0 0 0 0 0 >rop . Prot . assign Perm 0 0 0 0 Signal Operations >hase Combination 1 2 3 4 5 6 7 8 NB Left * EB Left * Thru * Thru Right * Right * Peds Pods SB Left * WB Left * Thru * Thru * Right * Right * Pods Peds EB Right NB Right JB Right SB Right Green 23 .0A 31 .0A Green 24 .0A Yellow/A-R 4 .0 4 .0 Yellow/A- 4 .0 _ost Time 3 .0 3 .0 Lost Time 3 .0 cycle Length: 90 .0 secsPhase combination order : #1 #2 #5 Intersection Performance Summary Lane Group: Adj Sat v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS 1B L 451 1693 0 .29 0 .27 20 .1 C 26 .2 D T 1267 3564 0 .97 0 .36 27 .1 D R 539 1515 0 .04 0 .36 8 .9 B >B L 451 1693 0 .27 0 .27 19 .9 C 28 .6 D T 1267 3564 0 .98 0 .36 29 .7 D R 539 1515 0 .03 0 .36 8 .9 B EB L 139 502 0 .24 0 .28 19 .3 C 17 .1 C TR 446 1605 0 . 13 0 .28 15 .7 C WB LT 427 1536 0 .51 0 .28 18 .4 C 17 .8 C R 421 1515 0 .32 0 .28 16 .8 C Intersection Delay = 26 .0 sec/veh Intersection LOS = D -ost Time/Cycle , L = 9 .0 sec Critica.l v/c( x ) = 0 .634 HCM: SIGNALIZED INTERSECTION SUMMARY 11-09-1993 TRANSPORTATION PLANNING & ENGINEERING , INC . Streets: ( N-S ) SR-99 ( E-W ) S .316TH STREET Analyst: M .M File Name: S316WP .HC9 Area Type: Other 10-4-93 PM PEAK Comment: 1995 PM PEAK HOUR WITH PROJECT Northbound Southbound Eastbound Westbound L T R L I R L T R L T R ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- No . Lanes 1 2 1 1 2 1 1 1 < > 1 1 Volumes 193 1067 20 119 1163 33 58 77 94 169 86 119 PHF or PK15 0 .90 0 .90 0 .90 0 .97 0 .97 0 .97 0 .87 0 .87 0 .87 0 .88 0 .88 0 .88 Lane Width 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 Grade 0 0 0 0 % Heavy Veh 2 2 2 2 2 2 2 2 2 2 2 2 Parking ( Y/N ) N ( Y/N ) N ( Y/N ) N ( Y/N ) N Bus Stops 0 0 0 0 Con . Peds 20 20 20 20 Ped Button ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 Arr Type 4 4 4 4 4 4 3 3 3 3 3 3 RTOR Vo1s 0 0 0 0 Prop . Share 0 0 0 0 0 0 0 0 Prop . Prot . Assign Perrn 0 0 0 0 Signal Operations Phase Combination 1 2 3 4 5 6 7 8 NB Left * EB Left * Thru * Thru * Right * Right * Peds Peds SB Left * WB Left * Thru * Thru * Right * Right * Peds Peds EB Right NB Right WB Right SB Right Green 23 .0A 31 .0A Green 24 .0A Yellow/A-R 4 .0 4 .0 Yellow/A- 4 .0 Lost Time 3 .0 3 .0 Lost Time 3 .0 Cycle Length: 90 .0 secsPhase combination order : #1 #2 #5 Intersection Performance Summary Lane Group: Adj Sat v/c g/C Approach : Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS NB L 451 1693 0 .47 0 .27 21 .7 C 28 .0 D T ' 1267 3564 0 .98 0 .36 29 .4 D R 539 1515 0 .04 0 .36 8 .9 B SB L 451 1693 0 .27 0 .27 19 .9 C 29 .7 D T 1267 3564 0 .99 0 .36 31 .2 D R 539 1515 0 .06 0 .36 9 .0 B EB L 79 285 0 .85 0 .28 58 .9 E 28 . 1 D TR 454 1635 0 .43 0 .28 17 .6 C WB LT 339 1221 0 .86 0 .28 30 .9 D 26 .4 D R 421 1515 0 .32 0 .28 16 .8 C Intersection Delay = 28 .5 sec/veh Intersection LOS = D Lost Time/Cycle , L = 9 .0 sec Critical v/c( x ) = 0 _797 HCM: SIGNALIZED INTERSECTION SUMMARY 11-09-1993 TRANSPORTATION PLANNING & ENGINEERING , INC . Streets: ( N-S ) SR-99 ( E-W ) S .324TH STREET Analyst : M .M File Name : S324EX .HC9 Area Type: Other 8-13-93 PM PEAK Comment: EXISTING PM PEAK HOUR TRAFFIC Northbound Southbound Eastbound Westbound L T R L T R L T R L T R ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- No . Lanes 1 2 1 1 2 < > 1 1 1 > 1 < Volumes 235 591 263 140 673 50 64 140 224 315 136 58 PHF or PK15 0 .85 0 .85 0 .85 0 .91 0 .91 0 .91 0 .88 0 .88 0 .88 0 .92 0 .92 0 .92 Lane Width 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 Grade 0 0 0 0 % Heavy Veh 2 2 2 2 2 2 2 2 2 2 2 2 Parking ( Y/N ) N ( Y/N ) N ( Y/N ) N ( Y/N ) N Bus Stops 0 0 0 0 Con . Peds 20 20 20 20 Ped Button ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 Arr Type 4 4 4 4 4 4 3 3 3 3 3 3 RTOR Vols 0 0 0 0 Prop . Share 0 0 0 0 0 0 29 0 Prop . Prot . Assign Perm 0 0 0 0 Signal Operations Phase Combination 1 2 3 4 5 6 7 8 NB Left * EB Left Thru * Thru * Right * Right * Peds Peds SB Left * WB Left * Thru * Thru * Right * Right * Peds Peds EB Right NB Right WB Right SB Right Green 15 .0A 20 .OA Green 22 .OA 17 .OA Yellow/A-R 4 .0 4 .0 Yellow/A- 4 .0 4 .0 Lost Time 3 .0 3 .0 Lost Time 3 .0 3 .0 Cycle Length: 90 .0 secsPhase combination order : #1 #2 #5 #6 Intersection Performance Summary Lane Group: Adj Sat v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS NB L 301 1693 0 .92 0 .18 49 .9 E 31 .9 D T 832 3564 0 .88 0 .23 25 .6 D R 354 1515 0 .87 0 .23 31 .0 D SB L 301 1693 0 .51 0 .18 26 .7 D 39 .8 D TR 823 3527 1 .01 0 .23 42 .2 E EB LT 448 1754 0 .52 0 .26 19 .3 C 20 .6 C R 387 1515 0 .66 0 .26 21 .8 C WB L 339 1693 0 .72 0 .20 30 .4 D 35 .5 D LTR 340 1700 0 .91 0 .20 39 .5 D Intersection Delay = 33 .2 sec/veh Intersection LOS = D Lost Time/Cycle , L = 12 .0 sec Critical v/c( x ) = 0 .866 HCM: SIGNALIZED INTERSECTION SUMMARY 11-09-1993 TRANSPORTATION PLANNING & ENGINEERING , INC . Streets: ( N-S ) SR-99 ( E-W ) 5 .324TH STREET Analyst: M .M File Name: 5324W0P .HC9 Area Type: Other 10-6-93 PM PEAK Comment: 1995 PM PEAK HOUR WITHOUT PROJECT Northbound Southbound Eastbound Westbound L T R L T R L T R L T R ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- No . Lanes 1 2 1 1 2 < > 1 1 1 > 1 < Volumes 259 656 290 155 746 56 70 154 247 348 150 65 PHF or PK15 0 .85 0 .85 0 .85 0 .91 0 .91 0 .91 0 .88 0 .88 0 .88 0 .92 0 .92 0 .92 Lane Width 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 Grade 0 0 0 0 % Heavy Veh 2 2 2 2 2 2 2 2 2 2 2 2 Parking ( Y/N ) N ( Y/N ) N ( Y/N ) N ( Y/N ) N Bus Stops 0 0 0 0 Con . Peds 20 20 20 20 Ped Button ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 Arr Type 4 4 4 4 4 4 3 3 3 3 3 3 RTOR Vols 0 0 0 0 Prop . Share 0 0 0 0 0 0 30 0 Prop . Prot . Assign Perm 0 0 0 0 Signal Operations Phase Combination 1 2 3 4 5 6 7 8 NB Left * EB Left Thru * Thru * Right * Right * Peds Peds SB Left * WB Left Thru * Thru Right * Right * Peds Peds EB Right NB Right WB Right SB Right Green 16 .OA 22 .OA Green 17 .OA 19 .0A Yellow/A-R 4 .0 4 .0 Yellow/A- 4 .0 4 .0 Lost Time 3 .0 3 .0 Lost Time 3 .0 3 .0 Cycle Length: 90 .0 secsPhase combination order : #1 #2 #5 #6 Intersection Performance Summary Lane Group: Adj Sat v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS NB L 320 1693 0 .95 0 .19 55 .3 E 32 .7 D T 911 3564 0 .89 0 .26 25 .2 D R 387 1515 0 .88 0 .26 30 . 1 D SB L 320 1693 0 .53 0 . 19 26 .4 D 41 .0 E TR 901 3526 1 .03 0 .26 43 .6 E EB LT 351 1754 0 .73 0 .20 26 . 1 D 35 .0 D R 303 1515 0 .93 0 .20 43 .1 E WB L 376 1693 0 .70 0 .22 28 .6 D 34 .2 D LTR 378 1700 0 .92 0 .22 38 .5 D Intersection Delay = 35 .7 sec/veh Intersection LOS = D Lost Time/Cycle , L = 12 .0 sec Critical v/c( x ) = 0 .960 HCM: SIGNALIZED INTERSECTION SUMMARY 10-05-1993 TRANSPROTATION PLANNING & ENGINEERING , INC . === =___==============_==========__=__ Streets: ( N-S ) SR-99 ( E-W ) S.324TH STREET Analyst: M .M File Name: S324WP .HC9 Area Type: Other 10-5-93 PM PEAK Comment: 1995 PM PEAK HOUR WITH PROJECT === _ _--_--_ _ _-_--- Northbound Southbound ; Eastbound Westbound L T R L T R L T R L T R ---- No. Lanes 1 2 1 1 2 < > 1 1 1 ) 1 < Volumes 259 684 290 155 773 56 70 154 247 348 150 65 PHF or PK15 0 .85 0 .85 0 .85 0 .91 0.91 0.91 0.88 0 .88 0 .88 0.92 0 .92 0.92 Lane Width 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 Grade 0 0 0 0 Heavy Veh 2 2 2 2 2 2 2 2 2 2 2 2 Parking ( Y/N ) N ( Y/N ) N ( Y/N ) N ( Y/N ) N Bus Stops 0 0 0 0 Con . Peds 20 20 20 20 Ped Button ( Y/N) Y 0 .0 s ( Y/N) Y 0 .0 s ( Y/N) Y 0 .0 s ( Y/N ) Y 0 .0 Arr Type 4 4 4 4 4 4 3 3 3 3 3 3 RTOR Vols 0 0 0 0 Prop . Share -1 -1 -1 -1 -1 -1 30 -1 Prop . Prot . -3, -3: -3 : -3 Assign Perm 0; 0; 01 0 Signal Operations Phase Combination 1 2 3 4 5 6 7 8 NB Left * EB Left * Thru * Thru * Right * Right * Peds Peds SB Left * WB Left * Thru * Thru * Right * Right * Peds Peds EB Right NB Right WB Right SB Right Green 16A 22A Green 17A 19A Yellow/A-R 4 4 Yellow/A-R 4 4 Lost Time 3 .0 3 .0 Lost Time 3.0 3 .0 Cycle Length: 90 secs Phase combination order : #1 #2 #5 #6 Intersection Performance Summary Lane Group: Adj Sat v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS NB L 320 1693 0 .95 0 .19 55 .3 E 34 .1 D T 911 1664 0.93 0.26 28.0 D R 387 1515 0 .88 0 .26 30 .1 D SB L 320 1693 0.53 0.19 26 .4 D 48 .6 E TR 901 3527 1 .06 0 .26 52 .6 E EB LT 351 1754 0 .73 0.20 26.1 D 35 .0 D R 303 1515 0 .93 0 .20 43 .1 E WB L 376 1693 0.70 0 .22 28 .6 D 34 .1 D LTR 378 1701 0 .92 0 .22 38 .4 0 Intersection Delay = 38 .6 sec/veh Intersection LOS = D Lost Time/Cycle , L = 12 .0 sec Critical v/c( x) = o _q7n HCM: SIGNALIZED INTERSECTION SUMMARY 11-09-1993 TRANSPORTATION PLANNING & ENGINEERING , INC . Streets: ( N-S ) 1ST AVE . SO . ( E-W ) S . 320TH STREET Analyst: M .M File Name: 1ST320EX .HC9 Area Type: Other 8-13-93 PM PEAK Comment : EXSITING PEAK HOUR TRAFFIC Northbound Southbound Eastbound Westbound L T R L T R L T R L T R ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- No . Lanes 1 1 1 1 2 < 1 2 < 1 2 < Volumes 240 408 325 126 354 128 79 687 111 163 1247 334 PHF or PK15 0 .90 0 .90 0 .90 0 .81 0 .81 0 .81 0 .95 0 .95 0 .95 0 .91 0 .91 0 .91 Lane Width 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 Grade 0 0 0 0 Heavy Veh 2 2 2 2 2 2 2 2 2 2 2 2 Parking ( Y/N ) N ( Y/N ) N ( Y/N ) N ( Y/N ) N Bus Stops 0 0 0 0 Con . Peds 10 10 10 10 Ped Button ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 Arr Type 3 3 3 3 3 3 3 3 3 3 3 3 RTOR Vols 50 50 50 50 Prop . Share 0 0 0 0 0 0 0 0 Prop . Prot . Assign Perm 0 0 0 0 Signal Operations Phase Combination 1 2 3 4 5 6 7 8 NB Left * * EB Left * Thru * * Thru * Right * * * Right * Peds Peds SB Left * WB Left * * Thru * Thru * * Right * Right * * Peds Peds EB Right NB Right * * WB Right SB Right Green 11 .0A 8 .0A 25 .OA Green 8 .0A 21 .0A 40 .OA Yellow/A-R 4 .0 4 .0 4 .0 Yellow/A- 4 .0 4 .0 4 .0 Lost Time 3.0 3 .0 3 .0 Lost Time 3 .0 3 .0 3 .0 Cycle Length: 137 .0 secsPhase combination order : #1 #2 #3 #5 #6 #7 Intersection Performance Summary Lane Group: Adj Sat v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS NB L 297 1693 0 .90 0 .18 62 .0 F 37 .7 D T 494 1782 0 .92 0 .28 44 .3 E R 995 1515 0 .31 0 .66 6 .6 B SB L 148 1693 1 .05 0 .09 123 .0 F 58 .7 E TR 658 3468 0 .85 0 . 19 40 .8 E EB L 111 1693 0 .75 0 .07 63 .3 F 33 .7 D TR 1054 3521 0 .78 0 .30 30 .7 D WB L 420 1693 0 .43 0 .25 33 .3 D 51 .1 E TR 166.9 3465 1 .06 0 .48 52 .9 E Intersection Delay = 45 .9 sec/veh Intersection LOS = E Lost Time/Cycle , L = 12 .0 sec Critical v/c( x ) = 0 .992 HCM: SIGNALIZED INTERSECTION SUMMARY 11-09-1993 TRANSPORTATION PLANNING & ENGINEERING , INC . Streets: ( N-S ) 1ST AVE . SO . ( E-W ) S . 320TH STREET Analyst : M .M File Name : 1ST320WO .HC9 Area Type: Other 10-6-93 PM PEAK Comment : 1995 PM PEAK HOUR WITHOUT PROJECT Northbound Southbound Eastbound Westbound L T R L T R L T R L T R ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- No . Lanes 1 1 1 1 2 < 1 2 < 1 2 < Volumes 268 458 389 139 416 141 87 762 126 206 1375 357 PHF or PK15 0 .90 0 .90 0 .90 0 .81 0 .81 0 .81 0 .95 0 .95 0 .95 0 .91 0 .91 0 .91 Lane Width 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 Grade 0 0 0 0 Heavy Veh 2 2 2 2 2 . 2 2 2 2 2 2 2 Parking ( Y/N ) N ( Y/N ) N ( Y/N ) N ( Y/N ) N Bus Stops 0 0 0 0 Con . Peds 10 10 10 10 Ped Button ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 Arr Type 3 3 3 3 3 3 3 3 3 4 4 4 RTOR Vols 50 50 50 50 Prop . Share 0 0 0 0 0 0 0 0 Prop . Prot . Assign Perm 0 0 0 0 Signal Operations Phase Combination 1 2 3 4 5 6 7 8 NB Left * * EB Left Thru * * Thru * Right * * Right * Peds Peds SB Left * WB Left * * Thru * Thru * * Right * Right * * Peds Peds EB Right NB Right * WB Right SB Right Green 13 .OA 8 .OA 25 .0A Green 8 .OA 21 .OA 40 .0A Yellow/A-R 4 .0 4 .0 4 .0 Yellow/A- 4 .0 4 .0 4 .0 Lost Time 3 .0 3 .0 3 .0 • Lost Time 3 .0 3 .0 3 .0 Cycle Length: 139 .0 secsPhase combination order : #1 #2 #3 #5 #6 #7 Intersection Performance Summary Lane Group: Adj Sat v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS NB L 317 1693 0 .94 0 . 19 67 .9 F 56 . 1 E T 487 1782 1 .04 0 .27 71 .0 F R 545 1515 0 .69 0 .36 26 .7 D SB L 171 1693 1 .01 0 .10 103 .3 F 70 .9 F TR 649 3468 1 .01 0 . 19 62 .5 F EB L 110 1693 0 .84 0 .06 76 .2 F 40 .0 D TR 1037 3516 0 .89 0 .29 36 .4 D WB L 414 1693 0 .55 0 .24 36 .0 D 91 .7 F TR 1646 3467 1 . 18 0 .47 98 .2 F Intersection Delay = 70 .2 sec/veh Intersection LOS = F Lost Time/Cycle , L = 12 .0 sec Critical v/c( x ) = 1 .096 HCM: SIGNALIZED INTERSECTION SUMMARY 11-09-1993 TRANSPORTATION PLANNING & ENGINEERING , INC . Streets: ( N-S ) 1ST AVE . SO . ( E-W ) S . 320TH STREET Analyst : M .M File Name : 1ST320WP .HC9 Area Type: Other 10-5-93 PM PEAK Comment : 1995 PM PEAK HOUR WITH PROJECT Northbound Southbound Eastbound Westbound L T R L T R L T R L T R ---- ----- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- No . Lanes 1 1 1 1 2 < 1 2 < 1 2 < Volumes 268 458 403 146 416 141 87 781 126 220 1393 364 PHF or PK15 0 .90 0 .90 0 .90 0 .81 0 .81 0 .81 0 .95 0 .95 0 .95 0 .91 0 .91 0 .91 Lane Width 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 Grade 0 0 0 0 % Heavy Veh 2 2 2 2 2 2 2 2 2 2 2 2 Parking ( Y/N ) N ( Y/N ) N ( Y/N ) N ( Y/N ) N Bus Stops 0 0 0 0 Con . Peds 10 10 10 10 Ped Button ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 Arr Type 3 3 3 3 3 3 3 3 3 4 4 4 RTOR Vols 50 50 50 50 Prop . Share 0 0 0 0 0 0 0 0 Prop . Prot . Assign Perm 0 0 0 0 Signal Operations Phase Combination 1 2 3 4 5 6 7 8 NB Left * * EB Left * Thru * * Thru * Right * * Right * Pods Peds SB Left * WB Left * * Thru * Thru * * Right * Right * * Peds Peds EB Right NB Right * WB Right SB Right Green 13 .OA 8 .OA 25 .OA Green 8 .OA 21 .OA 40 .OA Yellow/A-R 4 .0 4 .0 4 .0 Yellow/A- 4 .0 4 .0 4 .0 Lost Time 3 .0 3 .0 3 .0 Lost Time 3 .0 3 .0 3 .0 Cycle Length: 139 .0 secsPhase combination order : #1 #2 #3 #5 #6 #7 Intersection Performance Summary Lane Group: Adj Sat v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS NB L 317 1693 0 .94 0 . 19 67 .9 F 56 .0 E T 487 1782 1 .04 0 .27 71 .0 F R 545 1515 0 .72 0 .36 27 .5 D SB L 171 1693 1 .06 0 . 10 120 . 1 F 74 .9 F TR 649 3468 1 .01 0 .19 62 .5 F EB L 110 1693 0 .84 0 .06 76 .2 F 41 .3 E TR 1037 3517 0 .91 0 .29 37 .9 D WB L 414 1693 0 .58 0 .24 36 .7 D 100 . 1 F TR 1646 3466 1 .20 0 .47 107 .9 F Intersection Delay = 74 .5 sec/veh Intersection LOS = F Lost Time/Cycle , L = 12 .0 sec Critical v/c( x ) = 1 . 111 HCM: SIGNALIZED INTERSECTION SUMMARY 11-09-1993 TRANSPORTATION PLANNING & ENGINEERING , INC . Streets: ( N-S ) 1ST AVE . SO . ( E-W ) S . 320TH STREET Analyst : M .M File Name : 1320WPM .HC9 Area Type: Other 10-5-93 PM PEAK Comment : 1995 PM PEAK HOUR WITH PROJEC I (W f Ti/ rl, T,LAY,o,,/) Northbound Southbound Eastbound Westbound L T R L T R L T R L T R ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- No . Lanes 1 1 1 1 2 < 1 2 < 1 2 < Volumes 268 458 403 146 416 141 87 781 126 220 1393 364 PHF or PK15 0 .90 0 .90 0 .90 0 .81 0 .81 0 .81 0 .95 0 .95 0 .95 0 .91 0 .91 0 .91 Lane Width 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 Grade 0 0 0 0 Heavy Veh 2 2 2 2 2 2 2 2 2 2 2 2 Parking ( Y/N ) N ( Y/N ) N ( Y/N ) N ( Y/N ) N Bus Stops 0 0 0 0 Con . Peds 10 10 10 10 Ped Button ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 Arr Type 3 3 3 3 3 3 3 3 3 4 4 4 RTOR Vols 50 50 50 50 Prop . Share 0 0 0 0 0 0 0 0 Prop . Prot . Assign Perm 57 58 43 28 Signal Operations Phase Combination 1 2 3 4 5 6 7 8 NB Left * * * EB Left * * Thru * * Thru * Right * * Right * Peds Peds SB Left * * WB Left * * * Thru * Thru * * Right * Right * * Peds Peds EB Right NB Right * WB Right SB Right Green 8 .0A 5 .OA 21 .OA Green 5 .OA 30 .OA 30 .OA Yellow/A-R 4 .0 4 .0 4 .0 Yellow/A- 4 .0 4 .0 4 .0 Lost Time 3 .0 3 .0 3 .0 Lost Time 3 .0 3 .0 3 .0 Cycle Length: 123 .0 secsPhase combination order : #1 #2 #3 #5 #6 #7 Intersection Performance Summary Lane Group: Adj Sat v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS NB L 248 1693 0 .97 0 .35 66 .8 F 69 .5 F T 449 1782 1 . 13 0 .25 101 .8 F R 493 1515 0 .80 0 .33 29 .6 D SB L 124 1693 0 .98 0 .25 92 . 1 F 76 .2 F TR 620 3468 1 .06 0 .18 71 .8 F EB L 83 1693 0 .59 0 .30 35 .3 D 65 .0 F TR 886 3517 1 .07 0 .25 67 .9 F WB L 551 1693 0 .39 0 .60 9 .9 B 45 .4 E TR 1832 3466 1 .08 0 .53 49 .8 E Intersection Delay = 59 .6 sec/veh Intersection LOS = E Lost Time/Cycle , L = 6 .0 sec Critical v/c( x ) = 1 .004 • HCM: SIGNALIZED INTERSECTION SUMMARY 11-09-1993 TRANSPORTATION PLANNING & ENGINEERING , INC . Streets: ( N-S ) SR-99 ( E-W ) S .336TH STREET Analyst : M .M File Name : S336EX .HC9 Area Type : Other 8-13-93 PM PEAK Comment: EXISTING PM PEAK HOUR TRAFFIC Northbound Southbound Eastbound Westbound L T R L T R L T R L T R ---- No . Lanes 1 2 < 1 2 1 1 1 < > 2 < Volumes 93 820 44 136 1111 331 386 384 291 71 316 73 PHF or PK15 0 .99 0 .99 0 .99 0 .96 0 .96 0 .96 0 .92 0 .92 0 .92 0 .90 0 .90 0 .90 Lane Width 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 Grade 0 0 0 0 Heavy Veh 2 2 2 2 2 2 2 2 2 2 2 2 Parking ( Y/N ) N ( Y/N ) N ( Y/N ) N ( Y/N ) N Bus Stops 0 0 0 0 Con . Peds 20 20 20 20 Ped Button ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 Arr Type 4 4 4 4 4 4 3 3 3 3 3 3 RTOR Vols 0 50 50 0 Prop . Share 0 0 0 0 0 0 0 0 Prop . Prot . Assign Perm 0 0 55 0 Signal Operations Phase Combination 1 2 3 4 5 6 7 8 NB Left * EB Left * * Thru * Thru Right * Right * Peds Peds SB Left * WB Left * Thru * Thru * Right * Right * Peds Peds EB Right NB Right WB Right SB Right Green 10 .0A 46 .OA Green 25 .OA 33 .OA Yellow/A-R 4 .0 4 .0 Yellow/A- 4 .0 4 .0 Lost Time 3 .0 3 .0 Lost Time 3 .0 3 .0 Cycle Length: 130 .0 secsPhase combination order : #1 #2 #5 #6 Intersection Performance Summary Lane Group: Adj Sat v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS NB L 143 1693 0 .66 0 .08 50 .8 E 23 . 1 C TR 1279 3537 0 .72 0 .36 20 .3 C SB L 143 1693 0 .99 0 .08 100 .3 F 34 .8 D T 1289 3564 0 .94 0 .36 31 .7 D R 548 1515 0 .53 0 .36 16 .0 C EB L 339 1693 1 .08 0 .48 91 .2 F 49 .2 E TR 814 1679 0 .83 0 .48 23 .2 C WB LTR 508 1944 1 .06 0 .26 72 .1 F 72 . 1 F Intersection Delay = 40 .4 sec/veh Intersection LOS = E Lost Time/Cycle , L = 9 .0 sec Critical v/c( x ) = 0 .985 HCM: SIGNALIZED INTERSECTION SUMMARY 11-09-1993 TRANSPORTATION PLANNING & ENGINEERING , INC . Streets : ( N-S ) SR-99 ( E-W ) S .336TH STREET Analyst: M .M File Name : S336W0P .HC9 Area Type : Other 10-6-93 PM PEAK Comment: 1995 PM PEAK HOUR WITHOUT PROJECT Northbound Southbound Eastbound Westbound L T R L T R L T R L T R ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- No . Lanes 1 2 < 1 2 1 1 1 < > 2 < Volumes 65 920 49 150 1239 375 447 434 323 86 355 75 PHF or PK15 0 .99 0 .99 0 .99 0 .96 0 .96 0 .96 0 .92 0 .92 0 .92 0 .90 0 .90 0 .90 Lane Width 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 Grade 0 0 0 0 Heavy Veh 2 2 2 2 2 2 2 2 2 2 2 2 Parking ( Y/N ) N ( Y/N ) N ( Y/N ) N ( Y/N ) N Bus Stops 0 0 0 0 Con . Pods 20 20 20 20 Ped Button ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 Arr Type 4 4 4 4 4 4 3 3 3 3 3 3 RTOR Vols 0 50 0 0 Prop . Share 0 0 0 0 0 0 0 0 Prop . Prot . Assign Perm 0 0 50 0 Signal Operations Phase Combination 1 2 3 4 5 6 7 8 NB Left * EB Left * * Thru * Thru * * Right * Right * * Peds Pods SB Left * * WB Left * Thru * * Thru * Right * * Right * Peds Peds EB Right NB Right WB Right SB Right Green 5 .0A 5 .OA 35 .0A Green 26 .0A 33 .0A Yellow/A-R 4 .0 4 .0 0 .0 Yellow/A- 4 .0 4 .0 Lost Time 3 .0 3 .0 3 .0 Lost Time 3 .0 3 .0 Cycle Length: 120 .0 secsPhase combination order : #1 #2 #3 #5 #6 Intersection Performance Summary Lane Group: Adj Sat v/c g/C Approach : Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS NB L 85 1693 0 .78 0 .05 66 .2 F 67 . 1 F TR 943 3537 1 .09 0 .27 67 .1 F SB L 212 1693 0 .74 0 .13 47 .0 E 60 .0 F T 1218 3564 1 . 11 0 .34 71 .7 F R 518 1515 0 .65 0 .34 19 .6 C EB L 381 1693 1 .14 0 .53 117 .8 F 60 . 1 F TR 890 1668 0 .93 0 .53 26 .0 D WB LTR 552 1948 1 .09 0 .28 79 .6 F 79 .6 F Intersection Delay = 64 .1 sec/veh Intersection LOS = F Lost Time/Cycle , L = 9 .0 sec Critical v/c( x ) = 1 .066 HCM: SIGNALIZED INTERSECTION SUMMARY 10-05-1993 TRANSPROTATION PLANNING & ENGINEERING , INC . --_= =_=___==_= _---_----= _---__ _---_.-_ Streets: ( N-S ) SR-99 ( E-W ) 5 .336TH STREET Analyst: M .M File Name: S336WP .HC9 Area Type: Other 10-5-93 PM PEAK Comment: 1995 PM PEAK HOUR WITH PROJECT ______ = = Northbound Southbound Eastbound Westbound L T R L T R L T R L T R ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ----No. Lanes 1 2 < 1 2 1 1 1 < > 2 < Volumes 65 934 49 157 1252 382 454 434 323 86 355 82 PHF or PK15 0 .99 0.99 0.99 0 .96 0.96 0 .96 0 .92 0.92 0 .92 0 .90 0 .90 0 .90 Lane Width 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 Grade 0 0 0 0 % Heavy Veh 2 2 2 2 2 2 2 2 2 2 2 2 Parking ( Y/N ) N ( Y/N ) N ( Y/N ) N ( Y/N ) N Bus Stops 0 0 0 0 Con. Peds 20 20 20 20 Ped Button ( Y/N) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 Arr Type 4 4 4 4 4 4 3 3 3 3 3 3 RTOR Vols 0 50 0 0 Prop. Share -1 -1 -1 -1 -1 -1 -1 -1 Prop . Prot . -3 -3 -3 -3 Assign Perm 0 0 50 0 Signal Operations Phase Combination 1 2 3 4 5 6 7 8 NB Left * EB Left * * Thru * Thru * * Right * Right * * Peds Peds SB Left * * WB Left * Thru * * Thru * Right * * Right * Peds Peds EB Right NB Right WB Right SB Right Green 5A 5A 35A Green 26A 33A Yellow/A-R 4 4 0 Yellow/A-R 4 4 Lost Time 3 .0 3 .0 3 .0 Lost Time 3 .0 3.0 Cycle Length: 120 secs Phase combination order : #1 #2 #3 #5 #6 Intersection Performance Summary Lane Group: Adj Sat v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS NB L 85 1693 0 .78 0 .05 66 .2 F 72 .4 F TR 943 3537 1 .10 0 .27 72 .8 F SB L 212 1693 0 .77 0 .13 49 .6 E 63 .3 F T 1218 3564 1 .12 0 .34 75 .9 F R 518 1515 0 .67 0 .34 19 .8 C EB L 381 1693 1 .16 0 .53 128 .5 F 64 .5 F TR 889 1667 0 .93 0 .53 26 .1 0 WB LTR 551 1944 1 .11 0 .28 86 .1 F 86 .1 F Intersection Delay = 68 .5 sec/veh Intersection LOS = F Lost Time/Cycle , L = 9 .0 sec Critical v/c( x ) = 1 .080 HCM: SIGNALIZED INTERSECTION SUMMARY 11-09-1993 TRANSPORTATION PLANNING & ENGINEERING , INC . streets: ( N-S ) 1ST AVE . SO . ( E-W ) S . 312TH STREET "nalyst : M .M File Name : 1ST312EX .HC9 Tea Type: Other 8-13-93 PM PEAK omment : EXISTING PM PEAK HOUR TRAFFIC Northbound Sorthbound Eastbound Westbound L T R L T R L T R L T R ---- Ho . Lanes 1 1 1 1 2 < 1 1 1 1 1 1 olumes 179 284 218 166 206 22 36 271 86 348 522 152 r'HF or PK15 0 .95 0 .95 0 .95 0 .88 0 .88 0 .88 0 .72 0 .72 0 .72 0 .88 0 .88 0 .88 ' ane Width 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 grade 0 0 0 0 Heavy Veh 2 2 2 2 2 2 2 2 2 2 2 2 Parking ( Y/N ) N ( Y/N ) N ( Y/N ) N ( Y/N ) N us Stops 0 0 0 0 on . Pods 20 20 20 20 Ped Button ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 -Tr Type 3 3 3 3 3 3 3 3 3 3 3 3 TOR Vols 0 0 0 0 . Top . Share 0 0 0 0 0 0 0 0 Prop . Prot . ssign Perm 0 0 0 0 Signal Operations phase Combination 1 2 3 4 5 6 7 8 IB Left * EB Left * Thru * Thru -►: 1: Right * Right * * Peds Peds �B Left * WB Left * Thru * Thru * * Right * Right * * Peds Peds EB Right NB Right 18 Right SB Right green 13 .OA 17 .OA Green 23 .OA 8 .OA 9 .OA :ellow/A-R 4 .p 4 .0 Yellow/A- 4 .0 4 .0 4 .0 '.ost Time 3 .0 3 .0 Lost Time 3 .0 3 .0 3 .0 :ycle Length: 90 .0 secsPhase combination order : #1 #2 ##5 #6 #7 Intersection Performance Summary Lane Group: Adj Sat v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS dB L 263 1693 0 .71 0 . 16 33 .4 D 31 .0 D T 356 1782 0 .84 0 .20 31 .8 D R 303 1515 0 .76 0 .20 27 .9 D SB L 263 1693 0 .72 0 . 16 33 .6 D 25 .8 D TR 702 3512 0 .39 0 .20 20 .3 C =B L 188 1693 0 .27 0 . 11 28 .0 D 27 .7 D T 436 1782 . 0 .86 0 .24 30 .6 D R 370 1515 .0 .32 0 .24 18 .2 C JB L 451 1693 0 .87 0 .27 36 .0 D 24 .6 C T 713 1782 0 .83 0 .40 20 .6 C R 606 1515 0 .29 0 .40 11 .9 B Intersection Delay = 26 .9 sec/veh Intersection LOS = D _ost Time/Cycle , L = 12 .0 sec Critical v/c( x ) = 0 .835 CM: SIGNALIZED INTERSECTION SUMMARY 11-09-199:3 TRANSPORTATION PLANNING & ENGINEERING , INC . tr eets: ( N-S ) 1ST AVE . SO . ( E-W ) S . 312TH STREET Analyst : M .M File Name : 1ST312WO .HC9 rea Type: Other 10-6-93 PM PEAK omment: 1995 PM PEAK HOUR WITHOUT PROJECT Northbound Southbound ; Eastbound ; Westbound L T R L T R L T R L T R "b . Lanes 1 1 1 1 2 < 1 1 1 1 1 1 olumes 197 319 240 183 238 24 40 299 95 375 575 168 HF or PK15 0 .95 0 .95 0 .95 0 .88 0 .88 0 .88 0 .72 0 .72 0 .72 0 .88 0 .88 0 .88 Lane Width 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 rade 0 0 0 0 Heavy Veh 2 2 2 2 2 2 2 . 2 2 2 2 2 Parking ( Y/N ) N ( Y/N ) N ( Y/N ) N ( Y/N ) N us Stops 0 0 0 0 on . Pods 20 20 20 20 . ed Button ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 Arr Type 3 3 3 3 3 3 3 3 3 3 3 3 TOR Vols 0 0 0 0 'rop . Share 0 0 0 0 0 0 0 0 Prop . Prot . ssign Perm 0 0 0 0 Signal Operations -tease Combination 1 2 3 4 5 6 7 8 B Left * EB Left * Thru * Thru * .4, Right * Right * * Pods Peds 8 Left * WB Left * Thru * Thru * * Right * Right * Pods Peds LB Right NB Right WB Right SB Right ireen 13 .OA 17 .OA Green 23 .0A 8 .OA 9 .OA 'ellow/A-R 4 .0 4 .0 Yellow/A- 4 .0 4 .0 4 .0 Lost Time 3 .0 3 .0 Lost Time 3 .0 3 .0 3 .0 :ycle Length: 90 .0 secsPhase combination order : #1 #2 #5 #6 07 Intersection Performance Summary Lane Group: Adj Sat v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS NB L 263 1693 0 .79 0 . 16 37 .6 D 38 .5 D T 356 1782 0 .94 0 .20 43 .4 E R 303 1515 0 .83 0 .20 32 .8 D SB L 263 1693 0 .79 0 . 16 37 .9 D 27 .6 D TR 703 3515 0 .44 0 .20 20 .7 C EB L 188 1693 0 .30 0 . 11 28 .2 D 34 .9 D T 436 1782 0 .95 0 .24 41 . 1 E R 370 1515 0 .36 0 .24 18 .4 C 1B L 451 1693 0 .94 0 .27 45 .4 E 30 .7 D T 713 1782 0 .92 0 .40 26 .7 D R 606 1515 0 .32 0 .40 12 . 1 B Intersection Delay = 33 .0 sec/veh Intersection LOS = D _ost Time/Cycle , L = 12 .0 sec Critical v/c( x ) = 0 .918 HCM: SIGNALIZED INTERSECTION SUMMARY TRANSPROTATION PLANNING & ENGINEERING , INC . 10-05-1993 ================__=====_==_===_======== Streets: ( N-S) 1ST AVE . SO . _ Analyst: M.M ( E-W ) S . 312TH STREET File Name: 1STAVEWP .HC9 Area Type: Other 10-5-93 PM PEAK Comment: 1995 PM PEAK HOUR WITH PROJECT Northbound Southbound Eastbound Westbound L T R L T R L T R L T R -~ - No . Lanes 1 1 1 1 2 < 1 1 1 - 1 1 `1 - Volumes 197 319 247 195 238 24 40 304 95 382 580 179 PHF or PK15 0 .95 0 .95 0 .95 0 .88 0 .88 0 .88 0 .72 0 .72 0 .72 0 .88 0 .88 0 .88 Lane Width 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 Grade 0 0 0 0 % Heavy Veh 2 2 2 2 2 2 2 2 2 2 2 2 Parking ( Y/N ) N ( Y/N ) N ( Y/N ) N ( Y/N ) N Bus Stops 0 0 0 0 Con . Peds 20 20 20 20 Ped Button ( Y/N ) Y 0.0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 Ar r Type 3 3 3 3 3 3 3 3 3 3 3 3 RTOR Vols 0 0 0 0 Prop . Share -1 -1 -1 -1 -1 -1 -1 -1 Prop. Prot . -3 -3 -3 -3 Assign Perm 0 0 0 0 Signal Operations Phase Combination 1 2 3 4 5 6 7 8 NB Left * EB Left * Thru * Thru * * Right * Right * * Peds Peds SB Left * WB Left * Thru * Thru * * Right * Right * * Peds Peds EB Right NB Right WB Right SB Right Green 13A 17A Green 23A 8A 9A Yellow/A-R 1 4 4 Yellow/A-R 4 4 4 Lost Time 3 .0 3 .0 Lost Time 3 .0 3 .0 3 .0 Cycle Length: 90 secs Phase combination order : #1 #2 #5 #6 #7 Intersection Performance Summary Lane Group: Adj Sat v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS - NB L 263 1693 0 .79 0 .16 37 .6 D 39 .1 D T 356 1782 0 .94 0 .20 43 .4 E R 303 1515 0 .86 0 .20 34 .8 D SB L 263 1693 0 .84 0 . 16 42 .6 E 29 .8 D TR 703 3516 0 .44 0 .20 20 .7 C EB L 188 1693 0 .30 0 .11 28 .2 D 36 .9 D T 436 1782 0 .97 0 .24 43 .8 E R 370 1515 0 .36 0 .24 18 .4 C WB L 451 1693 0 .96 0 .27 48 .7 E 32 .2 D T 713 1782 0 .92 0 .40 27 .6 D R 606 1515 0 .33 0 .40 12 .2 B Intersection Delay = 34 .4 sec/veh Intersection LOS = D Lost Time/Cycle , L = 12 .0 sec Critical v/c( x ) = 0 .938 HCM: SIGNALIZED INTERSECTION SUMMARY 11-09-1993 TRANSPORTATION PLANNING & ENGINEERING , INC . Streets: ( N-S ) 8TH AVE SO . ( E-W ) S . 320TH STREET 4nalyst: M .M File Name: 8TH320EX .HC9 area Type: Other 8-13-93 PM PEAK ::omment: EXISTING PM PEAK HOUR TRAFFIC Northbound Southbound Eastbound Westbound L T R L T R L T R L T R 4o . Lanes > 1 < > 1 < 1 2 < 1 2 < iolumes 16 12 14 90 10 23 24 1046 13 12 1454 110 PHF or PK15 0 .70 0 .70 0 .70 0 .73 0 .73 0 .73 0 .89 0 .89 0 .89 0 .93 0 .93 0 .93 '_ane Width 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 3rade 0 0 0 0 Heavy Veh 2 2 2 2 2 2 2 2 2 2 2 2 Parking ( Y/N ) N ( Y/N ) N ( Y/N ) N ( Y/N ) N Sus Stops 0 0 0 0 :on . Peds 20 20 20 20 Ped Button ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 arr Type 3 3 3 3 3 3 3 3 3 3 3 3 RTOR Vols 0 0 0 30 ,prop . Share 0 0 0 0 0 0 0 0 Prop . Prot . assign Perm 0 0 0 0 Signal Operations chase Combination 1 2 3 4 5 6 7 8 VB Left * EB Left -* Thru * Thru * Right * Right * Peds Peds 3B Left * WB Left * Thru * Thru * Right * Right * Peds Peds EB Right NB Right AB Right SB Right green 28 .OP Green 54 .OP Yellow/A-R 4 .0 Yellow/A- 4 .0 Lost Time 3 .0 Lost Time 3 .0 1:ycle Length: 90 .0 secsPhase combination order : #1 #5 Intersection Performance Summary Lane Group : Adj Sat v/c g/C Approach : Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS NB LTR 472 1465 0 . 13 0 .32 16 .4 C 16 .4 C 58 LTR 454 1408 0 .37 0 .32 18 . 1 C 18 . 1 C EB L 79 130 0 .34 0 .61 7 .5 B 8 .2 B TR 2174 3557 0 .57 0 .61 8 .3 B 4B L 166 272 0 .08 0 .61 5 .4 B 11 .7 B TR 2161 3536 0 .80 0 .61 11 .7 B Intersection Delay = 10 .8 sec/veh Intersection LOS = B _ost Time/Cycle , L = 6 .0 sec Critical v/c( x ) = 0 .653 HCM: SIGNALIZED INTERSECTION SUMMARY 11-09-1993 TRANSPORTATION PLANNING & ENGINEERING , INC . Streets: ( N-S ) 8TH AVE SO . ( E-W ) S . 320TH STREET analyst: M .M File Name : 8T320W0P .HC9 area Type: Other 10-6-93 PM PEAK Comment : 1995 PM PEAK HOUR WITHOUT PROJECT Northbound Southbound Eastbound Westbound L T R L T R L T R L T R ---- ---- ----- ---- ----- ---- ---- ---- ---- ---- ---- ---- No . Lanes > 1 < > 1 ( 1 2 < 1 2 < Volumes 18 15 17 100 14 28 28 1169 14 17 1625 122 PHF or PK15 0 .70 0 .70 0 .70 0 .73 0 .73 0 .73 0 .89 0 .89 0 .89 0 .93 0 .93 0 .93 _ane Width 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 Grade 0 0 0 0 % Heavy Veh 2 2 2 2 2 2 2 2 2 2 2 2 Parking ( Y/N ) N ( Y/N ) N ( Y/N ) N ( Y/N ) N 3us Stops 0 0 0 0 Con . Peds 20 20 20 20 'red Button ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 arr Type 3 3 3 3 3 3 3 3 3 3 3 3 TOR Vols 0 0 0 30 Prop . Share 0 0 0 0 0 0 0 0 Prop . Prot . Assign Perm 0 0 0 0 Signal Operations Phase Combination 1 2 3 4 5 6 7 8 NB Left * EB Left Thru * Thru * Right * Right * Pods Peds SB Left * WB Left * Thru * Thru * Right * Right * Peds Peds EB Right NB Right AB Right SB Right Green 28 .0P Green 54 .OP Yellow/A-R 4 .0 Yellow/A- 4 .0 L..ost Time 3 .0 Lost Time 3 .0 ,:ycle Length: 90 .0 secsPhase combination order : #1 #5 Intersection Performance Summary Lane Group: Adj Sat v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS dB LTR 469 1455 0 . 15 0 .32 16 .5 C 16 .5 C SB LTR 450 1396 0 .43 0 .32 18 .7 C 18 .7 C EB L 79 130 0 .39 0 .61 8 .4 B 9 .0 B TR 2174 3558 0 .64 0 .61 9 .0 B AB L 106 174 0 . 17 0 .61 5 .8 B 15 .3 C TR 2160 3535 0 .90 0 .61 15 .4 C Intersection Delay = 13 .0 sec/veh Intersection LOS = B ..ost Time/Cycle , L = 6 .0 sec Critical v/c( x ) = 0 .736 HCM: SIGNALIZED INTERSECTION SUMMARY 10-05-1993 TRANSPROTATION PLANNING & ENGINEERING , INC . _ =__=____=__====_===_=.-___=_==___=_ ==_==== =_ Streets: (N-S ) 8TH AVE SO . ( E-W ) S . 320TH STREET Analyst: M.M File Name: 8TH320WP .HC9 Area Type: Other 10-5-93 PM PEAK Comment: 1995 PM PEAK HOUR WITH PROJECT = =-=_=_=____=====___=_____ ________________________= Northbound Southbound Eastbound Westbound L T R L T R L T R L I R ---- ---- ---- ---- ---- ---- ---- ---- ---- ---- ----No . Lanes > 1 < > 1 < 1 2 < 1 2 < Volumes 18 20 17 100 14 40 34 1189 14 22 1643 122 PHF or PK15 0 .70 0 .70 0 .70 0 .73 0 .73 0 .73 0 .89 0 .89 0 .89 0 .93 0 .93 0 .93 Lane Width 12 .0 12 .0 12 .0 12 .0 12 .0 12 .0 Grade 0 0 0 0 % Heavy Veh 2 2 2 2 2 2 2 2 2 2 2 2 Parking ( Y/N ) N ( Y/N ) N ( Y/N ) N ( Y/N ) N Bus Stops 0 0 0 0 Con . Peds 20 20 20 20 Ped Button ( Y/N ) Y 0 .0 s ( Y/N ) Y 0 .0 s ( Y/N ) Y 0.0 s ( Y/N ) Y 0 .0 Arr Type 3 3 3 3 3 3 3 3 3 3 3 3 RTOR Vols 0 0 0 30 Prop . Share -1 -1 -1 -1 -1 -1 -1 -1 Prop . Prot . -3 -3 -3 -3 Assign Perm 0 0 0 0 Signal Operations Phase Combination 1 2 3 4 5 6 7 8 NB Left * EB Left * Thru * Thru * Right * Right * Pods Peds SB Left * WB Left * Thru * Thru * Right * Right * Pods Peds EB Right NB Right WB Right SB Right Green 28P Green 54P Yellow/A-R 4 Yellow/A-R 4 Lost Time 3 .0 ;Lost Time 3 .0 Cycle Length: 90 secs Phase combination order : #1 #5 Intersection Performance Summary Lane Group: AdJ Sat v/c g/C Approach: Mvmts Cap Flow Ratio Ratio Delay LOS Delay LOS NB LTR 469 1456 0.17 0 .32 16 .6 C 16 .6 C SB LTR 446 1384 0 .47 0 .32 19 .2 C 19 .2 C EB L 79 130 0.48 0 .61 10 .7 B 9 .2 B TR 2175 3559 0 .65 0 .61 9 .1 8 WB L 97 159 0 .25 0 .61 6 .4 B 15 .8 C TR 2162 3537 0 .91 0 .61 16 .0 C Intersection Delay = 13 .4 sec/veh Intersection LOS = B Lost Time/Cycle , L = 6 .0 sec Critical v/c( x ) = 0 .757 1985 HCM: UNSIGNALIZED INTERSECTIONS Page-1 ********************************************************************* IDENTIFYING INFORMATION AVERAGE RUNNING SPEED , MAJOR STREET 35 PEAK HOUR FACTOR 1 AREA POPULATION 250000 NAME OF THE EAST/WEST STREET S .312TH STREET NAME OF THE NORTH/SOUTH STREET 8TH AVE . S NAME OF THE ANALYST M .M DATE OF THE ANALYSIS ( mrn/dd/yy ) 08-17-1993 TIME PERIOD ANALYZED PM PEAK HOUR OTHER INFORMATION . . . . EXISTING TRAFFIC ( EAST JUNCTION ) INTERSECTION TYPE AND CONTROL INTERSECTION TYPE : T-INTERSECTION MAJOR STREET DIRECTION: EAST/WEST CONTROL TYPE NORTHBOUND: STOP SIGN TRAFFIC VOLUMES EB WB NB SB LEFT 98 70 32 -- THRU 518 160 0 -- RIGHT 36 59 65 NUMBER OF LANES EB WB NB SB LANES 1 2 1 -- ADJUSTMENT FACTORS Page-2 PERCENT RIGHT TURN CURB RADIUS ( ft ) ACCELERATION LANE GRADE ANGLE FOR RIGHT TURNS FOR RIGHT TURNS EASTBOUND 0 .00 90 20 N WESTBOUND 0 .00 90 20 N NORTHBOUND 0 .00 90 20 N SOUTHBOUND --- --- - VEHICLE COMPOSITION % SU TRUCKS % COMBINATION AND RV 'S VEHICLES % MOTORCYCLES EASTBOUND 0 0 0 WESTBOUND 0 0 0 NORTHBOUND 0 0 0 SOUTHBOUND --- --- ---- CRITICAL GAPS TABULAR VALUES ADJUSTED SIGHT DIST . FINAL ( Table 10-2 ) VALUE ADJUSTMENT CRITICAL GAP MINOR RIGHTS NB 5 .70 5 .20 0 .00 5 .20 MAJOR LEFTS WB 5 . 10 4 .60 0 .00 4 .60 MINOR LEFTS NB 6 .80 6 .30 0 .00 6 .30 IDENTIFYING INFORMATION NAME OF THE EAST/WEST STREET 5 .312TH STREET NAME OF THE NORTH/SOUTH STREET 8TH AVE . S DATE AND TIME OF THE ANALYSIS 08-17-1993 ; PM PEAK HOUR OTHER INFORMATION . . . . EXISTING TRAFFIC ( EAST JUNCTION ) CAPACITY AND LEVEL-OF-SERVICE Page-3 POTEN- ACTUAL FLOW- TIAL MOVEMENT SHARED RESERVE RATE CAPACITY CAPACITY CAPACITY CAPACITY MOVEMENT v( pcph ) c ( pcph ) c ( pcph ) c ( pcph ) c = c - v LOS p M SH R SH MINOR STREET NB LEFT 35 352 330 > 330 > 294 > C > 492 > 386 >B RIGHT 72 650 650 > 650 > 579 > A MAJOR STREET WB LEFT 77 746 746 746 669 A IDENTIFYING INFORMATION NAME OF THE EAST/WEST STREET S .312TH STREET NAME OF THE NORTH/SOUTH STREET 8TH AVE . S DATE AND TIME OF THE ANALYSIS 08-17-1993 ; PM PEAK HOUR OTHER INFORMATION . . . . EXISTING TRAFFIC ( EAST JUNCTION ) 1985 HCM: UNSIGNALIZED INTERSECTIONS Page-1 *************************************: **= *************** :************ IDENTIFYING INFORMATION AVERAGE RUNNING SPEED , MAJOR STREET 35 PEAK HOUR FACTOR 1 AREA POPULATION 250000 NAME OF THE EAST/WEST STREET S .312TH STREET NAME OF THE NORTH/SOUTH STREET 8TH AVE . S NAME OF THE ANALYST M .M DATE OF THE ANALYSIS ( mm/dd/yy ) 10-06-93 TIME PERIOD ANALYZED PM PEAK HOUR OTHER INFORMATION . . . . 1995 TRAFFIC WITHOUT PROJECT INTERSECTION TYPE AND CONTROL INTERSECTION TYPE : T-INTERSECTION MAJOR STREET DIRECTION: EAST/WEST CONTROL TYPE NORTHBOUND : STOP SIGN TRAFFIC VOLUMES EB WB NB SB LEFT 98 85 36 --- THRU 570 177 0 -- RIGHT 40 59 74 NUMBER OF LANES EB WB NB SB LANES 1 2 1 --- ADJUSTMENT FACTORS Page-2 PERCENT RIGHT TURN CURB RADIUS ( ft ) ACCELERATION LANE GRADE ANGLE FOR RIGHT TURNS FOR RIGHT TURNS EASTBOUND 0 .00 90 20 N WESTBOUND 0 .00 90 20 N NORTHBOUND 0 .00 90 20 N SOUTHBOUND --- --- - VEHICLE COMPOSITION % SU TRUCKS % COMBINATION AND RV 'S VEHICLES % MOTORCYCLES EASTBOUND 0 0 0 WESTBOUND 0 0 0 NORTHBOUND 0 0 0 SOUTHBOUND --- --- --- CRITICAL GAPS TABULAR VALUES ADJUSTED SIGHT DIST . FINAL ( Table 10-2 ) VALUE ADJUSTMENT CRITICAL GAP MINOR RIGHTS NB 5 .70 5 .20 0 .00 5 .20 MAJOR LEFTS WB 5 . 10 4 .60 0 .00 4 .60 MINOR LEFTS NB 6 .80 6 .30 0 .00 6 .30 IDENTIFYING INFORMATION NAME OF THE EAST/WEST STREET S .312TH STREET NAME OF THE NORTH/SOUTH STREET 8TH AVE . S DATE AND TIME OF THE ANALYSIS 10-06-93 ; PM PEAK HOUR OTHER INFORMATION . . . . 1995 TRAFFIC WITHOUT PROJECT CAPACITY AND LEVEL-OF-SERVICE Page-3 POTEN- ACTUAL FLOW- TIAL MOVEMENT SHARED RESERVE RATE CAPACITY CAPACITY CAPACITY CAPACITY MOVEMENT v( pcph ) c ( pcph ) c ( pcph ) c ( pcph ) c = c - v LOS p M SH R SH MINOR STREET NB LEFT 40 310 283 > 283 > 243 > C > 442 > 321 >B RIGHT 81 608 608 > 608 > 526 > A MAJOR STREET WB LEFT 94 699 699 699 606 A IDENTIFYING INFORMATION NAME OF THE EAST/WEST STREET S .312TH STREET NAME OF THE NORTH/SOUTH STREET 8TH AVE . S DATE AND TIME OF THE ANALYSIS 10-06-93 ; PM PEAK HOUR OTHER INFORMATION . . . . 1995 TRAFFIC WITHOUT PROJECT 1985 HCM : UNSIGNALIZED INTERSECTIONS Page-1 ********************************************************************* IDENTIFYING INFORMATION AVERAGE RUNNING SPEED , MAJOR STREET 35 PEAK HOUR FACTOR 1 AREA POPULATION 250000 NAME OF THE EAST/WEST STREET S .312TH STREET NAME OF THE NORTH/SOUTH STREET 8TH AVE . S NAME OF THE ANALYST M .M DATE OF THE ANALYSIS ( mm/dd/yy ) 10-06-93 TIME PERIOD ANALYZED PM PEAK HOUR OTHER INFORMATION . . . . 1995 TRAFFIC WITH PROJECT" INTERSECTION TYPE AND CONTROL INTERSECTION TYPE: T-INTERSECTION MAJOR STREET DIRECTION: EAST/WEST CONTROL TYPE NORTHBOUND : STOP SIGN TRAFFIC VOLUMES EB WB NB SB LEFT 98 97 36 -- THRU 606 183 0 -- RIGHT 40 59 85 --- NUMBER OF LANES EB WB NB SB LANES 1 2 1 -- ADJUSTMENT FACTORS Page-2 PERCENT RIGHT TURN CURB RADIUS ( ft ) ACCELERATION LANE GRADE ANGLE FOR RIGHT TURNS FOR RIGHT TURNS EASTBOUND 0 .00 90 20 N WESTBOUND 0 .00 90 20 N NORTHBOUND 0 .00 90 20 N SOUTHBOUND --- --- VEHICLE COMPOSITION % SU TRUCKS % COMBINATION AND RV 'S VEHICLES % MOTORCYCLES EASTBOUND 0 0 0 WESTBOUND 0 0 0 NORTHBOUND 0 0 0 SOUTHBOUND --- --- --- CRITICAL GAPS TABULAR VALUES ADJUSTED SIGHT DIST . FINAL ( Table 10-2 ) VALUE ADJUSTMENT CRITICAL GAP MINOR RIGHTS NB 5 .70 5 .20 0 .00 5 .20 MAJOR LEFTS WB 5 . 10 4 .60 0 .00 4 .60 MINOR LEFTS NB 6 .80 6 .30 0 .00 6 .30 IDENTIFYING INFORMATION NAME OF THE EAST/WEST STREET S .312TH STREET NAME OF THE NORTH/SOUTH STREET 8TH AVE . S DATE AND TIME OF THE ANALYSIS 10-06-93 ; PM PEAK HOUR OTHER INFORMATION . . . . 1995 TRAFFIC WITH PROJECT CAPACITY AND LEVEL-OF-SERVICE Page-3 POTEN- ACTUAL FLOW- TIAL MOVEMENT SHARED RESERVE RATE CAPACITY CAPACITY CAPACITY CAPACITY MOVEMENT v( pcph ) c ( pcph ) c ( pcph ) c ( pcph ) c = c - v LOS p M SH R SH MINOR STREET NB LEFT 40 286 256 > 256 > 216 > C > 422 > 289 >C RIGHT 94 583 583 > 583 > 490 > A MAJOR STREET WB LEFT 107 674 674 674 568 A IDENTIFYING INFORMATION NAME OF THE EAST/WEST STREET S .312TH STREET NAME OF THE NORTH/SOUTH STREET 8TH AVE . S DATE AND TIME OF THE ANALYSIS 10-06-93 ; PM PEAK HOUR OTHER INFORMATION . . . . 1995 TRAFFIC WITH PROJECT 1985 HCM: UNSIGNALIZED INTERSECTIONS Page-1 ********************************************************;*.************ IDENTIFYING INFORMATION AVERAGE RUNNING SPEED , MAJOR STREET 35 PEAK HOUR FACTOR 1 AREA POPULATION 250000 NAME OF THE EAST/WEST STREET S .312TH STREET NAME OF THE NORTH/SOUTH STREET 8TH AVE . S NAME OF THE ANALYST M .M DATE OF THE ANALYSIS ( mm/dd/yy ) 08-17-1993 TIME PERIOD ANALYZED PM PEAK HOUR OTHER INFORMATION . . . . EXISTING TRAFFIC ( WEST JUNNCTION ) INTERSECTION TYPE AND CONTROL INTERSECTION TYPE : T-INTERSECTION MAJOR STREET DIRECTION: EAST/WEST CONTROL TYPE SOUTHBOUND : STOP SIGN TRAFFIC VOLUMES EB WB NB SB LEFT 98 0 -- 27 THRU 121 857 -µ 0 RIGHT 0 59 -- 128 NUMBER OF LANES EB WB NB SB LANES 2 1 -- 1 ADJUSTMENT FACTORS Page-2 PERCENT RIGHT TURN CURB RADIUS ( ft ) ACCELERATION LANE GRADE ANGLE FOR RIGHT TURNS FOR RIGHT TURNS EASTBOUND 0 .00 90 20 N WESTBOUND 0 .00 90 20 N NORTHBOUND --- --- - SOUTHBOUND 0 .00 90 20 N VEHICLE COMPOSITION % SU TRUCKS % COMBINATION AND RV 'S VEHICLES % MOTORCYCLES EASTBOUND 0 0 0 WESTBOUND 0 0 0 NORTHBOUND --- --- --- SOUTHBOUND 0 0 0 CRITICAL GAPS TABULAR VALUES ADJUSTED SIGHT DIST . FINAL ( Table 10--2 ) VALUE ADJUSTMENT CRITICAL GAP MINOR RIGHTS SB 5 .70 5 .20 0 .00 5 .20 MAJOR LEFTS EB 5 . 10 4 .60 0 .00 4 .60 MINOR LEFTS SB 6.80 6 .30 0 .00 6 .30 IDENTIFYING INFORMATION NAME OF THE EAST/WEST STREET 5 .312TH STREET NAME OF THE NORTH/SOUTH STREET 8TH AVE . S DATE AND TIME OF THE ANALYSIS 08-17-1993 ; PM PEAK HOUR OTHER INFORMATION . . . . EXISTING TRAFFIC ( WEST JUNNCTION ) CAPACITY AND LEVEL-OF-SERVICE Page-3 POTEN- ACTUAL FLOW- TIAL MOVEMENT SHARED RESERVE RATE CAPACITY CAPACITY CAPACITY CAPACITY MOVEMENT v( pcph ) c ( pcph ) c ( pcph ) c ( pcph ) c = c -- v LOS P M SF1 R SH MINOR STREET SB LEFT 30 213 181 > 181 > 151 > D > 345 > 174 >D RIGHT 141 426 426 > 426 > 286 > C MAJOR STREET EB LEFT 108 505 505 505 397 B IDENTIFYING INFORMATION NAME OF THE EAST/WEST STREET S .312TH STREET NAME OF THE NORTH/SOUTH STREET 8TH AVE . S DATE AND TIME OF THE ANALYSIS 08-17-1993 ; PM PEAK HOUR OTHER INFORMATION . . . . EXISTING TRAFFIC ( WEST JUNNCTION ) 1985 HCM: UNSIGNALIZED INTERSECTIONS Page-1 ********************************************************************* IDENTIFYING INFORMATION AVERAGE RUNNING SPEED , MAJOR STREET 35 PEAK HOUR FACTOR 1 AREA POPULATION 250000 NAME OF THE EAST/WEST STREET S .312TH STREET NAME OF THE NORTH/SOUTH STREET 8TH AVE . S NAME OF THE ANALYST M .M DATE OF THE ANALYSIS ( mm/dd/yy ) 10-06-93 TIME PERIOD ANALYZED PM PEAK HOUR OTHER INFORMATION . . . . 1995 TRAFFIC VOLUMES WITHOUT PROJECT INTERSECTION TYPE AND CONTROL INTERSECTION TYPE : T-INTERSECTION MAJOR STREET DIRECTION: EAST/WEST CONTROL TYPE SOUTHBOUND: STOP SIGN TRAFFIC VOLUMES EB WB NB SB LEFT 108 0 -- 29 THRU 133 945 -- 0 RIGHT 0 65 -- 141 NUMBER OF LANES EB WB NB SB LANES 2 1 -- 1 ADJUSTMENT FACTORS Page-2 PERCENT RIGHT TURN CURB RADIUS ( ft ) ACCELERATION LANE GRADE ANGLE FOR RIGHT TURNS FOR RIGHT TURNS EASTBOUND 0 .00 90 20 N WESTBOUND 0 .00 90 20 N NORTHBOUND --- --- - SOUTHBOUND 0 .00 90 20 N VEHICLE COMPOSITION % SU TRUCKS % COMBINATION AND RV 'S VEHICLES % MOTORCYCLES EASTBOUND 0 0 0 WESTBOUND 0 0 0 NORTHBOUND --- --- --- SOUTHBOUND 0 0 0 CRITICAL GAPS TABULAR VALUES ADJUSTED SIGHT DIST . FINAL ( Table 10-2 ) VALUE ADJUSTMENT CRITICAL GAP MINOR RIGHTS SB 5 .70 5 .20 0 .00 5 .20 MAJOR LEFTS EB 5 . 10 4 .60 0 .00 4 .60 MINOR LEFTS SB 6 .80 6 .30 0 .00 6 .30 IDENTIFYING INFORMATION NAME OF THE EAST/WEST STREET S .312TH STREET NAME OF THE NORTH/SOUTH STREET 8TH AVE . S DATE AND TIME OF THE ANALYSIS 10-06-93 ; PM PEAK HOUR OTHER INFORMATION . . . . 1995 TRAFFIC VOLUMES WITHOUT PROJECT CAPACITY AND LEVEL-OF-SERVICE Page-3 POTEN- ACTUAL FLOW- TIAL MOVEMENT SHARED RESERVE RATE CAPACITY CAPACITY CAPACITY CAPACITY MOVEMENT v( pcph ) c ( pcph ) c ( pcph ) c ( pcph ) c = c - v LOS P M SH R SH MINOR STREET SB LEFT 32 180 145 > 145 > 113 > D > 298 > 111 >D RIGHT 155 380 380 > 380 > 225 > C MAJOR STREET EB LEFT 119 455 455 455 336 B IDENTIFYING INFORMATION NAME OF THE EAST/WEST STREET S .312TH STREET NAME OF THE NORTH/SOUTH STREET 8TH AVE . S DATE AND TIME OF THE ANALYSIS 10-06-93 ; PM PEAK HOUR OTHER INFORMATION . . . . 1995 TRAFFIC VOLUMES WITHOUT PROJECT 1985 HCM: UNSIGNALIZED INTERSECTIONS Page-1 ********************************************************************* IDENTIFYING INFORMATION AVERAGE RUNNING SPEED , MAJOR STREET 35 PEAK HOUR FACTOR 1 AREA POPULATION 250000 NAME OF THE EAST/WEST STREET S .312TH STREET NAME OF THE NORTH/SOUTH STREET 8TH AVE . S NAME OF THE ANALYST M .M DATE OF THE ANALYSIS ( mm/dd/yy ) 10-06-93 TIME PERIOD ANALYZED PM PEAK HOUR OTHER INFORMATION . . . . 1995 TRAFFIC VOLUMES WITH PROJECT INTERSECTION TYPE AND CONTROL INTERSECTION TYPE : T-INTERSECTION MAJOR STREET DIRECTION: EAST/WEST CONTROL TYPE SOUTHBOUND: STOP SIGN TRAFFIC VOLUMES EB WB NB SB LEFT 108 0 -- 41 THRU 137 968 -- 0 RIGHT 0 76 -- 141 NUMBER OF LANES EB WB NB SB LANES 2 1 -- 1 ADJUSTMENT FACTORS Page-2 PERCENT RIGHT TURN CURB RADIUS ( ft ) ACCELERATION LANE GRADE ANGLE FOR RIGHT TURNS FOR RIGHT TURNS EASTBOUND 0 .00 90 20 N WESTBOUND 0 .00 90 20 N NORTHBOUND --- --- SOUTHBOUND 0 .00 90 20 N VEHICLE COMPOSITION % SU TRUCKS % COMBINATION AND RV 'S VEHICLES % MOTORCYCLES EASTBOUND 0 0 0 WESTBOUND 0 0 0 NORTHBOUND --- --- --- SOUTHBOUND 0 0 0 CRITICAL GAPS TABULAR VALUES ADJUSTED SIGHT DIST . FINAL ( Table 10-2 ) VALUE ADJUSTMENT CRITICAL GAP MINOR RIGHTS SB 5 .70 5 .20 0 .00 5 .20 MAJOR LEFTS EB 5 . 10 4 .60 0 .00 4 .60 MINOR LEFTS SB 6 .80 6 .30 0 .00 6 .30 IDENTIFYING INFORMATION NAME OF THE EAST/WEST STREET S .312TH STREET NAME OF THE NORTH/SOUTH STREET 8TH AVE . S DATE AND TIME OF THE ANALYSIS 10-06-93 ; PM PEAK HOUR OTHER INFORMATION . . . . 1995 TRAFFIC VOLUMES WITH PROJECT CAPACITY AND LEVEL-OF-SERVICE Page-3 POTEN- ACTUAL FLOW- TIAL MOVEMENT SHARED RESERVE RATE CAPACITY CAPACITY CAPACITY CAPACITY MOVEMENT v( pcph ) c ( pcph ) c ( pcph ) c ( pcph ) c = c - v LOS p M SH R SH MINOR STREET SB LEFT 45 172 138 > 138 > 92 > E > 267 > 66 >E RIGHT 155 367 367 > 367 > 211 > C MAJOR STREET EB LEFT 119 439 439 439 321 B IDENTIFYING INFORMATION NAME OF THE EAST/WEST STREET S .312TH STREET NAME OF THE NORTH/SOUTH STREET 8TH AVE . S DATE AND TIME OF THE ANALYSIS 10-06-93 ; PM PEAK HOUR OTHER INFORMATION . . . . 1995 TRAFFIC VOLUMES WITH PROJECT 1985 HCM: UNSIGNALIZED INTERSECTIONS Page-1 ****************************: ** :*******4:***************;************* IDENTIFYING INFORMATION AVERAGE RUNNING SPEED , MAJOR STREET 30 PEAK HOUR FACTOR 1 AREA POPULATION 250000 NAME OF THE EAST/WEST STREET S . 312TH STREET NAME OF THE NORTH/SOUTH STREET DRIVEWAY # 2 NAME OF THE ANALYST M .M DATE OF THE ANALYSIS ( mm/dd/yy ) 10-06-93 TIME PERIOD ANALYZED PM PEAK HOUR OTHER INFORMATION . . . . 1994 TRAFFIC WITH PROJECT INTERSECTION TYPE AND CONTROL INTERSECTION TYPE : T-INTERSECTION MAJOR STREET DIRECTION: EAST/WEST CONTROL TYPE NORTHBOUND : STOP SIGN TRAFFIC VOLUMES EB WB NB SB LEFT 0 131 109 -- THRU 375 248 0 -- RIGHT 75 0 300 -- NUMBER OF LANES EB WB NB SB LANES 2 2 1 --- ADJUSTMENT FACTORS Page-2 PERCENT RIGHT TURN CURB RADIUS ( ft ) ACCELERATION LANE GRADE ANGLE FOR RIGHT TURNS FOR RIGHT TURNS / EASTBOUND 0 .00 90 20 N WESTBOUND 0 .00 90 20 N NORTHBOUND 0 .00 90 20 N SOUTHBOUND --- --- - VEHICLE COMPOSITION % SU TRUCKS % COMBINATION AND RV 'S VEHICLES % MOTORCYCLES EASTBOUND 0 0 0 WESTBOUND 0 0 0 NORTHBOUND 0 0 0 SOUTHBOUND --- --- --- CRITICAL GAPS TABULAR VALUES ADJUSTED SIGHT DIST . FINAL ( Table 10-2 ) VALUE ADJUSTMENT CRITICAL GAP MINOR RIGHTS NB 5 .50 5 .00 0 .00 5 .00 MAJOR LEFTS WB 5 .50 5 .00 0 .00 5 .00 MINOR LEFTS NB 7 .00 6 .50 0 .00 6 .50 IDENTIFYING INFORMATION NAME OF THE EAST/WEST STREET S . 312TH STREET NAME OF THE NORTH/SOUTH STREET DRIVEWAY # 2 DATE AND TIME OF THE ANALYSIS 10-06-93 ; PM PEAK HOUR OTHER INFORMATION . . . . 1994 TRAFFIC WITH PROJECT CAPACITY AND LEVEL-OF-SERVICE Page-3 POTEN- ACTUAL FLOW- TIAL MOVEMENT SHARED RESERVE RATE CAPACITY CAPACITY CAPACITY CAPACITY MOVEMENT v( pcph ) c ( pcph ) c ( pcph ) c ( pcph ) c = c - v LOS p M SH R SH MINOR STREET NB LEFT 120 315 273 > 273 > 153 > D > 575 > 125 >D RIGHT 330 961 961 > 961 > 631 > A MAJOR STREET WB LEFT 144 754 754 754 610 A IDENTIFYING INFORMATION NAME OF THE EAST/WEST STREET S . 312TH STREET NAME OF THE NORTH/SOUTH STREET DRIVEWAY # 2 DATE AND TIME OF THE ANALYSIS 10-06-93 ; PM PEAK HOUR OTHER INFORMATION . . . . 1994 TRAFFIC WITH PROJECT 1985 MCM: UNSIGNALIZED INTERSECTIONS Page-1 ********************************************************************* IDENTIFYING INFORMATION AVERAGE RUNNING SPEED , MAJOR STREET 35 PEAK HOUR FACTOR 1 AREA POPULATION 2500 NAME OF THE EAST/WEST STREET DRIVEWAY # 3 NAME OF THE NORTH/SOUTH STREET SR-99 NAME OF THE ANALYST M .M DATE OF THE ANALYSIS ( mm/dd/yy ) 10-06-93 TIME PERIOD ANALYZED PM PEAK HOUR OTHER INFORMATION . . . . 1995 TRAFFIC VOLUMES WITH PROJECT INTERSECTION TYPE AND CONTROL INTERSECTION TYPE : T-INTERSECTION MAJOR STREET DIRECTION: NORTH/SOUTH CONTROL TYPE EASTBOUND: STOP SIGN TRAFFIC VOLUMES EB WB NB SB LEFT 16 -- 71 0 THRU 0 -- 957 243 RIGHT 45 -- 0 246 NUMBER OF LANES EB WB NB SB LANES 1 -- 2 2 ADJUSTMENT FACTORS Page-2 PERCENT RIGHT TURN CURB RADIUS ( ft ) ACCELERATION LANE GRADE ANGLE FOR RIGHT FURNS FOR RIGHT WRNS EASTBOUND 0 .00 90 20 N WESTBOUND --- --- - NORTHBOUND 0 .00 90 20 N SOUTHBOUND 0 .00 90 20 N VEHICLE COMPOSITION % SU TRUCKS % COMBINATION AND RV 'S VEHICLES % MOTORCYCLES EASTBOUND 0 0 0 WESTBOUND --- --- --- NORTHBOUND 0 0 0 SOUTHBOUND 0 0 0 CRITICAL GAPS TABULAR VALUES ADJUSTED SIGHT DIST . FINAL ( Table 10-2 ) VALUE ADJUSTMENT CRITICAL GAP MINOR RIGHTS EB 5 .70 5 .70 0 .00 5 .70 MAJOR LEFTS NB 5 .60 5 .60 0 .00 5 .60 MINOR LEFTS EB 7 .30 7 .30 0 .00 7 .30 IDENTIFYING INFORMATION NAME OF THE EAST/WEST STREET DRIVEWAY # 3 NAME OF THE NORTH/SOUTH STREET SR-99 DATE AND TIME OF THE ANALYSIS 10-06-93 ; PM PEAK HOUR OTHER INFORMATION . . . . 1995 TRAFFIC VOLUMES WITH PROJECT CAPACITY AND LEVEL-OF-SERVICE Page-3 POTEN- ACTUAL FLOW- TIAL MOVEMENT SHARED RESERVE RATE CAPACITY CAPACITY CAPACITY CAPACITY MOVEMENT v( pcph ) c ( pcph ) c ( pcph ) c ( pcph ) c = c - v LOS p M SH R SH MINOR STREET EB LEFT 18 91 84 > 84 > 66 > E > 247 > 180 >D RIGHT 50 810 810 > 810 > 761 > A MAJOR STREET NB LEFT 78 620 620 620 542 A IDENTIFYING INFORMATION NAME OF THE EAST/WEST STREET DRIVEWAY # 3 NAME OF THE NORTH/SOUTH STREET SR-99 DATE AND TIME OF THE ANALYSIS 10-06-93 ; PM PEAK HOUR OTHER INFORMATION . . . . 1995 TRAFFIC VOLUMES WITH PROJECT CRY OF • _ �Elr N) -- y TRAFFIC IMPACT ANALYSIS S COPING SHEET Project Name Forkii Uda/ SL,cp pl S (0,461.- Date 4 -12 -13 4kt Project Description Projected buildout year 3/914- Land Use V 4d Size Access SR Location SW ow,,,r RF S 3t7+1., 54-/5Q 99 t K-1- -1-;6 , Type of Analysis Scope pm peak I OS analysj< 0+ al( awaly<,< iv,-{-Prs.-A-— c ❑ AM peak ❑ Daily ❑ Other Analysis Intersections 1. SR 99 /S `24)A4L, S-t-- 6, SR 99/S 5t- 2. SR 94/ Dact, P.;y,-4- Rd 7 5P_ 99 /5 32v-ft^ S4 C���al�+ ��,,.� s�,�l.�s�s Or-) 3, SR 99 / S ,o4I-fit., 5+ 8.92 9975 32i44t^ 5t 4. SR 99/S 3oS-th S-}- 9. SR 99 / S 334,4ti S} 5 SP, 99/S 312-+Ii S+ 1O, S 32o-t I-+ 5-t- / t c-4- A v S ( I. s 32O- ' 5+/B-I (. AJ 5 Pipeline Projects t z, s 317+1, S+/t 5-+ Av S Name Description 13' S 312-'rL' e1 t^ A v 5 p 1�. Fvgjer� Dviv'u,ayes) 1. (aw,pn< <74et^ 2. S-Fa-4'P Fadw, 3. Belta(xvi I tem-I< 4. Ca ipos N;j t^laids [ ) l 5.S 3tA4 ( 5- .4 PI n-7-rt ( Fed P.'�91 Wai C 7� /A-]; ( C P✓-Pe Possible Pro-rata Share Contributions Toward Improvement Projects 1. 15+ A./ S — S s2o4-t- 5-I- -t-, s 3I kf 2 c, "g12--. 11- /A+L, A., S 3. 4. 5. Special Study Requests S, I icNT Cr,1r, ‘iev;rrw. (111 TRANSPORTATION PLANNING & ENGINEERING, INC. 2101 - 1 121h AVENUE N E.SUITE 110 — BELLEVUE.WASHINGTON 98004 CTOR H.BISHOP P E..President TELEPHONE(206)455.5320 fID H ENGER.P.E..Vice President FACSIMILE(206)453-7180 February 24, 1993 Mr. James Moilanen WESTERN STATES REALTY 1111 - 118th Ave. S.E., Suite 1 Bellevue, WA 98005-3859 Re: Federal Way Shopping Center Redevelopment Trip Generation and Distribution Dear Mr. Moilanen: We are pleased to submit this prospectus for the proposed redevelopment project. This report provides preliminary trip generation and distribution information for review by you and the City of Federal Way for use in identifying the limits of the study area and pertinent intersections that may be impacted by development traffic. PROJECT DESCRIPTION Figure 1 is a vicinity map showing the location of the site and the surrounding street network. Figure 2 shows a preliminary site plan prepared by Dykeman Architects dated January 28, 1993. The plan consists of a 75,950 sq. ft. of Food Pavilion, 12,000 sq. ft. of new specialty retail shops, 83,600 sq. ft. of existing specialty retail shops, 11,200 sq. ft. of existing office building and 3,500 sq. ft. for a new bank. The 75,000 sq. ft. Food Pavilion, 12,000 sq. ft. specialty shops and 3,500 sq. ft. of bank will replace 110,931 sq. ft. of specialty retail. Access to the proposed project F0815A93.rpt � E Mr. James Moilanen WESTERN STATES REALTY February 24, 1993 Page -2- site will be provided by two driveways on S. 312th St., one on Pacific Hwy. S. (SR 99) and one driveway on S. 316th Street. Full development of the Federal Way Shopping Center Redevelopment project is expected to occur by 1995, therefore 1995 will be the horizon year for the purposes of the study. TRIP GENERATION AND DISTRIBUTION The proposed Federal Way Shopping Center Redevelopment project is expected to generate the vehicular trips during an average weekday and during the street traffic peak hours as shown in table 1. The trip generation is calculated using the trip generation rate in the Institute of Transportation Engineers (ITE) Trip Generation, Fifth Edition, 1991 for supermarket (Food Pavilion), specialty retail and Bank (ITE Land Use Codes ' 850, 814 and 912, respectively). A vehicle trip is defined as a single or one direction vehicle movement with either the origin or destination (exiting or Ientering) inside the study site. The existing Federal Way Shopping Center consists of 205,731 sq. ft. of ' retail shops and offices. With the redevelopment of Federal Way Shopping Center, the total building area will be reduced to 185,250 sq. ft., a reduction of 19,481 sq. Ift. of building space. The reduction in building area will reduce the site generated trips as shown in table 1. IF0815A93.rpt II Mr. James Moilanen WESTERN STATES REALTY February 24, 1993 Page -4- A pre-submittal meeting to identify the scope of work has been scheduled for Thursday, February 25, 1993 at the City of Federal Way City Hall. If you have any questions please call Mr. Masood Mirza or me. Very truly yours, TRANSPORTATION PLANNING & ENGINEERING, INC. ---)e-- Mark J.do , P.E. Project Engineer MM:dsa cc: Catherine Carlson Landmark, Inc. 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Ag L_ W A i UI51 . • :am i • tlLy 41 'V r 1I' t �N St S ■ I a iir !w 3 •b ` .� :nMl) 534TH SA N , 1KITTS -i (S A4>-rd If Rim FEIIERAL ,n.. r' r■RnmUAL l "�' J 1 ' ER 5 n t a, �+ l / . r I 1a J11 soon - l'4 �1 • A ,Y �1r1 � 5 j i • 1 lit_ _ y �" y ' l , "III II 1^. - ' • . ...._g]•_!,' .. 51.3 ; .� .ST. N...r' .cc I fnnw .. \ } / FIGURE VICINITY MAP FEDERAL WAY SHOPPING CENTER TRAFFIC IMPACT STUDY II 1 1 - -- ---•---._..__. ---------•—.--- W +u,n oann� —i.'fI't1F(Hirt iitnns w s-,E z-G -a-[--- r ` D CM O C ''Li I„ I- J-1 , 4 i f Cfltri U n °� 1. uAh?—/-11 1 ri--_ �- IA 11 . It n n : u; IIs 5t 1(1 u 11 lb. II _ ' 4• q y LVI-- y r, It . n (n -' .I F- Iv( •l * /6R a 0 moo—---V4 II Ili • Ls O V fi6 Q eL t• Ua tv V ~ Z H- o A viLLI Z S Le v V • W W a . . z di tl I o II 1 1 , 11 In II II II W 0 ti_ • Li_6 I I 4% A . 1 .1. -0--6 S 272nd ST. 6-0- N not to scale 0 t 3% 5% -4-- 4 7 S 288th St. 4--. f 7 ---- N 0 N N N N / / 1 0 M f O po\rti Rd -4—4 N 11 S 304th St. O°Sr 4-4 f 10-4- N 2% o 3% U) t j 't� a, f S 308th St.aj .-_3 4 > Q' Q ^ f 3_� 4� � j � Nf �� tci tot � � � MfN N N 2% 10% 20% M i 5% j N 3% f-3 +— 14 -4-28 - 7 —4 2 O 3—..- 15—0- 30--1- .••.:i 7—4" 4 S 312th St. .�. i Proje i4 En N 1 1 Ni -53 'r N Site Pi 15% ! N 5% f f to 1 a Eo N ;.;.; �-22 -•-7 J 21-0- N i 7-' 5% 11% 8% N II + 5% S 320th ST. -0--7 -4-15 4-11 1 "'--e-8 -4-8 -4-16 "-8 7-II. 15-0- 11-4- 7—...- 8—°- 15—°- 7-0.- 4° f o M 1 5% 6% 11% N N 324th St. 0 a t 3% 3%6 > i -4---4 -4--.4 S 336 t h S t. a Q 4 -0- 4 -4- 3, I-5 r I � Q it- t n / FIGURE SITE GENERATED PM PEAK HOUR TRIPS & DISTRIBUTION FEDERAL WAY SHOPPING CENTER TRAFFIC IMPACT STUDY 3 J TRANSPORTATION PLANNING & ENGINEERING, INC. 2101 - 112th AVENUE N.E.,SUITE 110— BELLEVUE,WASHINGTON 98004 VICTOR H.BISHOP P.E-.President TELEPHONE(206)455-5320 L./AVID H.ENGER,P E..Vice President FACSIMILE(206)453-7180 April 9, 1993 Mr. Tim Miller, P.E. Traffic Engineer CITY OF FEDERAL WAY 33530 1st Way S. Federal Way, WA 98003 Re: Federal Way Shopping Center Redevelopment Project Trip Generation Study Dear Mr. Miller: This letter is in response to your comments at the technical review meeting regarding our trip generation and distribution letter to Mr. James Moilanen of Western States Realty dated February 24, 1993. Our letter used the ITE Trip Generation rates which are conservative because the proposed grocery store is larger than typical to store goods on site, thus customer traffic through the door is less per sq. ft. than is the case with a typical grocery store. This letter has been prepared to detail the findings (which show a substantial reduction in trip generation rates) from our trip generation studies of similar facilities in the Puget Sound region. VEHICULAR TRIP GENERATION The initial trip generation and distribution report used the trip generation rates in the Institute of Transportation Engineers (ITE) Trip Generation, Fifth Edition, 1991 for supermarket (Food Pavilion), specialty retail and bank (ITE Land Use Codes 850, 814 and 912, respectively. According to ITE Trip Generation, Fifth Edition, 1991 Preface: "Because trip generation characteristics for a land use may vary, extreme care must be taken in the use of the data. You may wish to modify or adjust the trip generation rates and equations presented in this report to reflect a site's location, public transportation service, ridesharing program, proximity to other developments F0815A.Rpt Mr. Tim Miller, P.E. CITY OF FEDERAL WAY April 9, 1993 Page -2- that may reduce vehicle trip-making through walking or combining trips, and special characteristics of the site or the surrounding area. You should collect local data for comparison when considering use of the data in this report." Based on these guidelines we have obtained hourly cash register transaction data for three box retail grocery stores in Lynnwood, Lake Meridian and Snohomish. These three stores are of comparable size and type to the proposed Federal Way Food Pavilion. Supermarket Development Corp. has provided this information to us in the "Daily Customer Reports", which we have summarized on the attached Table 1. Each transaction is assumed to generate two trips one entering and one exiting the store site. The weighted average PM peak hour rate during the PM peak hour trip generation of adjacent street traffic is 8.33 trips per 1,000 square feet. Based on this rate the total number of driveway trips generated by the Federal Way Food Pavilion portion of the redevelopment project during the PM peak hour is 633 trips. PASS-BY TRIP CREDITS The pass-by rates used in our trip generation and distribution report were based on the rates identified in Snohomish County's "Transportation Impact Project Schedule" dated February 9, 1991. The following data supports our pass- by rates: i. ITE Trip Generation, Fifth Edition, 1991 Table VII-3 for land use code 850 - Super Market. Average percent of pass-by trips of the five grocery stores is 42%. ii. The percent of pass-by trips for supermarkets as given in Snohomish County's "Transportation Impact Payment Schedule" is 40%. iii. The ITE pass-by trip equation for shopping centers as given in Trip Generation section VII - Quantifying Pass-by and Diverted Linked Trips on page no. I-23 gives a value of 36.4% for a 186,250 (205,731 - 110,931 + 91,450 sq. ft.) center. iv. The ITE Journal for May, 1992, has an article on pass-by trip rates for grocery stores and fast food restaurants. A copy of this article is F0815A.Rpt Mr. Tim Miller, P.E. CITY OF FEDERAL WAY April 9, 1993 Page -3- attached with this letter. This study was conducted in Omaha, Nebraska jointly by the University of Nebraska and the Nebraska Department of Transportation. The study concludes that on the average, 34% of all the trips made to grocery stores are primary trips, 16% of all trips are diverted trips and 50% pass-by trips. Based on the findings linear and logarithmic regression equations were developed. The logarithmic regression equation for estimating the pass-by percentage is: Y = 91.84 x3'o.o31 where x3= Percentage of commercial land use within one mile radius Using the logarithmic regression equation, and a conservative estimate of 50% of commercial land use within a one mile radius of the site, the percent pass-by trips for the Federal Way Food Pavilion is 81%. To further verify the above information, we have collected information regarding the pass-by percentages from various traffic engineering firms specializing in traffic impact studies . This data is summarized in Table 2. The data shows that the pass-by trip percentages range from 25% (based on the now obsolete ITE Trip Generation, Third Edition) to 60%. This information verifies that our selection of 40% for pass-by trips for net new trip generation for the Food Pavilion portion of the project is well within the scope of acceptable values of pass-by trip credit. The pass-by rate for the retail shops is lower at 25% and for the bank it is higher at 60%. Based on the pass-by trips, the revised number of trips generated by the Food Pavilion portion of the site, the net new trips will be 102 trips during the PM peak hour for the shopping center redevelopment project. See Table 3. Table 3 shows the PM peak hour trip generation only since the PM peak hour is the critical time period. According to Trip Generation, Fifth Edition, 1991, a credit for captured trips can also be applied to a multi-purpose development. The ITE captured rates range from 0 to 45%. The detailed discussion is given in Section VIII - Multi-Use Development/Quantifying Capture Rates, Page I-41. We have not taken any F0815A.Rpt TE Mr. Tim Miller, P.E. CITY OF FEDERAL WAY April 9, 1993 Page -4- credits for captured trips at this time. CONCLUSION In conclusion, this letter provides data supporting the use of a lower trip generation rate for the food pavilion portion of the site. Using this lower rate results in 102 projected net new PM peak hour trips being generated by the proposed shopping center redevelopment project. Since the project will generate fewer new PM peak hour trips, fewer intersections should require analysis. I've attached a revised copy of Figure 3 (Figure 3R) which shows fewer intersections being impacted by 10 or more site-generated PM peak hour trips. If you have any questions please call me. Very truly yours, TRANSPORTATION PLANNING & ENGINEERING, INC. 771%-ik—a— 41) Mark J. o , P.E. Project Engineer MJJ:dsa cc: James Moilanen Western States Realty F0815A.Rpt TABLE 1 PM PEAK HOUR TRIP GENERATION RATES FOR EXISTING SUPERMARKETS STORE AVERAGE PM PM PEAK PM PEAK AREA PEAK HOUR HOUR HOUR RATES STORE (Sq. Ft.) (Transactions/ TRIPS (Trips/1,000 Sq. Hour) (Trips/Hour) Ft.) 1 Food Pavilion 60,500 280.6 561 9.27 (Lynnwood) 2 Stock Market 58,000 267.6 535 9.22 Foods (Lake Meridian) 3 Food Pavilion 72,000 245.4 490 6.81 (Snohomish) TOTAL 190,500 Weighted average = 9.27 (60,500) + 9.22 (58,000) + 6.81 (72,000) 190,500 PM peak of adjacent street traffic rate = 8.83 trips/1,000 sq. ft. Number of PM peak hour trips generated by 75,950 sq. ft. store (proposed food pavilion) equals 633 trips. April 9, 1993 F08I5B.TB1 U * " o o 8° 8° 8° Pq e E-+ o O 0., 0. p�; N C�'l Q A W 0 ; c� E, p4 cn C) ‘2r1) 2 ° .., g . -. g c, . p - a k 8 8 8 8 8 8 8 8 8 p g CI) N N AAA h Q) C) Q) Q) O) C) C)) CO A N ' .in �-4 0 N cr Cl Cl rn N � (� Q oO CO o 2 2 CO o o w �, ° PCI E t .. ... 0 wa w c w a za 0 w 00a a a mo � CI; EE- E- C0 a O A 0 o N 0 2 Z' O W U I 0 rxi o a w a o a U ›, a, (13 El o TABLE 3 PM PEAK HOUR TRIP GENERATION FOR FEDERAL WAY CENTER DESCRIPTION AREA TOTAL IN OUT NET NEW ITE LAND (SQ. FT.) (PRIMARY) USE TRIPS CODE Trip Generation Rates/1,000 Sq. Ft. Food Pavilion 75,950 / 8.33 53% 47% 60% #850 New Retail Shops 12,000 4.93 57% 43% 75% #814 New Retail Pad (Bank) 3,500 9.37 48% 52% 40% #912 TOTAL NEW 91,450 Existing Shopping 205,731 5.05 50% 50% 60% #820 Center TOTAL SITE-GENERATED TRIPS Food Pavilion 633 335 298 New Retail Shops 59 34 25 New Retail Pad (Bank) 33 16 17 TOTAL 725 385 340 EXISTING BUILDINGS TO BE REMOVED FROM SITE Shopping Center 110,931 560 319 241 TOTAL NET NEW 102 42 60 PRIMARY SITE- GENERATED TRIPS I N 4not to scale 4 � inf 3% ^ 1 5% 2 2 S 288th St. —► f 3—► c° o V) � ja) fo 0' cc) 3% N 4 N 7% r Poet 2 3 S 304th St. O°5 • ^v- 1 --...- N r f 4 —� 2% o 1 cc, 3% M N N () > 1 S 308th St. 1 ^~ Q Q 1—� 2 —► L _c I N in 5 r) o N N in 2% I 10% 20% j N 5% --.-- 1 • �— 6 12 �— 2 3 _—. 4 — 8--°. •••4 3 --s- eek o S 312th St. • t Proj�* N M13 s N f f Site•� 15% 4 1 N 1 •••0 —6 Ln 1 / 9y 5% 11% 8% N _ A� in 5% \ S 3 2 0 t h ST. ..— 3 • �-- 7 •-1--S *• -"*— 2 3 * 4 2 • 2 —► 5 -4.- 3 —► 3 4 -0- 7 —► 3 4- 5% 6% 11% \ —► N 1 N jo j N 324th St. N 3% 3% 6 Q 2 •-4— 1 S 336th St. Q 1—► 2 ---► r '' I-5 L SITE GENERATED PM PEAK HOUR TRIPS & DISTRIBUTION 1FIGURE� FEDERAL WAY SHOPPING CENTER TRAFFIC IMPACT STUDY 3R TRANSPORTATION PLANNING & ENGINEERING, INC. 2101 - 1 12th AVENUE N.E.,SUITE 110— BELLEVUE,WASHINGTON 98004 :TOR H.BISHOP P.E.,President TELEPHONE(206)455-5320 DAVID H.ENGER,P.E..Vice President FACSIMILE(206)453-7180 April 19, 1993 Mr. Tim Miller, P.E., Traffic Engineer CITY OF FEDERAL WAY 33530 1st Way S. Federal Way, WA 98003 Re: Federal Way Shopping Center Redevelopment project Trip Generation Study Dear Tim: This letter has been prepared at the request of Mr. James Moilanen at Western States Realty to evaluate the new trip generation at the above-referenced project, based on existing retail potential vs. future retail potential. It is our understanding that the existing older shopping center through tenant improvements could include a grocery store and other food retailing operations. In two previous reports, one written to Mr. James Moilanen dated February 24, 1993 and the other written to you dated April 9, 1993, we compared only the existing development and its existing uses vs. the proposed future redevelopment project and its proposed uses. Since the proposed redevelopment project will reduce the total square footage of the shopping center by about 19,500 sq. ft., the trips generated by the redevelopment project will actually be less when compared with the potential trips from the existing shopping center. In conclusion, the redevelopment project will reduce the shopping centers square footage by about 19,500 sq. ft. and the corresponding trip generation will also be reduced. Therefore, we request that the requirement for a formal traffic study be waived by the City of Federal Way due to the fact that the project's trips generation potential is less than the current center's potential. If you have any questions please call me. Very truly yours, TRANSPORTATION PLANNING ,4I El ING, INC. Mark J :��. .. MJJ:cds Project n:Ireer Enc: Report dated February 24, 1983 Report dated April 9, 1993 Ilk S �_ ,n� + 1. , �'• r y�114 1 i ! or1. Yiv ( Y 110, 'F.L1 010 : .°J Al 11/411r,\,*\\\4\'\\\- 40 tie . 4 L 1 ' 1 -,',, ' .1 • o0 i ` ' ` 6 •, M r tiw a 4 4, •• I Por- 0 1 00 1 pi v..., • 4,1 A. fit'• "•• A �,i , )1P-001101- k' • ,„ ilf r . 1l .. 4 -,- / J' 1II L� l l4. 1 :1 • illog.414.,II*--In 4-I1..e •�' ms r 1 , tlivt ,,,,,. , t ,,„L_._ , , �rr ,, ' i . 4, ikr: '''''4 ' 4 41-•-.6d- 4 # L. - ' , :1. .r' t.0918v- , 1 i,,EI it. --:. ' Air NI , , . 41 Ilitt tt 4' ,,_, 1 . 1.1 . ! co.,,,. it- , or i e, / . 1 WP, 4 ? t ' 1. '. * 'n , 14 L I .- : 4.'', _ , 440.411 11 ' ' ." - 1 .'1;i* 7 4,- . .-.A: - 1 '2 4 1\ ' ? , , A471 I. i - , pir E, I 4 # , ... , , v., \ i,\ In .•11,;; ilipill .. If, .., ia, , .. 'r i, , \ k f 1!l��� 1I r i 1 . fr. r 1k k .ii ‘. . , , c, 1 : i , ,".r., it Jr,., ,., 1- ItojA I , ,--: 1 ' I _J 1 • ell, w an © coz co � cn < El r da17 A = iP ANL From: TIM MILLER (TIMM) To: StephenC Date: Thursday, May 13, 1993 10:33 am Subject: Federal Way Shopping Center -Forwarded TRAFFIC STUDY Forwarded mail received from: HANNL I agree with Hann's assessment of the traffic impact analyses provided as stated in his memo to me. Corrections to the preliminary analysis are required before a scope can be accurately determined for the traffic study that will be required. RING ROAD As for the road issues, the developer has missed the point entirely regarding the roadway behind the shopping center. A. The City requires, as a minimum, the establishment of a separate 60 ' wide tract along the west property line. B. The parcel will be recorded to be dedicated to the City as right-of-way at such time as the City deems necessary, and at no cost to the City. C. IF an LID is used to construct the remaining portion of the roadway, the Shopping Center owners will be assessed according to State Law (RCW 35.43) which governs the LID process. The City has not formed an LID yet, and the exact methods and issues pertaining to this question are not resolved. This question should be referred to the Law Department for further comment. D. The City should make no agreement to forego any future condemnation actions relative to the roadway construction. Such action may be necessary, especially since plans for the roadway have not been completed at this time. E. This seems to be an all-encompassing promise that should not be agreed to, especially as future redevelopment of this same site is likely. SR 99 IMPROVEMENTS The curb should be placed at 43.5' from SR 99 centerline in accordance with the WSDOT SR 99 Route Continuity Plan. The developer should be reminded he must apply for a variance from the Code requirements to improve both sides of the street. Until the Public Works Director approves such a variance, the developer will be required to improve both the east and west sides of SR 99. There are also sidewalk, landscaping and street lighting requirements in addition to those listed in the developer's letter. • 1 f 7,J - ^( CITY OF = • RECEIVED N)� 33530 1ST WAY SOUTH O C T 04 1991 DERAL WAY, WA 98003-6210 October 4, 1993 FEDERAL WAY PUBLIC WORKS ADMINISTRATION DIVISION James Moilanen Western States Realty & Development 1111 - 118th Avenue SE, Suite 1 Bellevue, WA 98005-3859 CoPr( RE: Pavilions Center Dear Mr. Moilanen: Thank you for taking the time to meet with staff to discuss your May 17, 1993 letter, pre- application site plan, and recently revised pre-application site plan. You have requested the city memorialize your understanding of the resolution of several issues of concern to the City of Federal Way. Recent changes to the pre-application site plan include development between South 316th and 312th Streets, and between Pacific Highway South and the west property line. As such, comments related to improvements to South 312th Street have also been added to our previous draft letter. To assist you in preparing an application for subject development, consolidated responses from the Departments of Pubic Works and Community Development Services have been prepared to address the following items: 1. Surface Water Drainage and Treatment. 2. Dedication Rights-of-Way for Present and Future Traffic Circulation. 3. Improvements to Highway 99/Pacific Highway South. 4. Improvements to South 312th Street. 5. Traffic Studies/Trip Generation Criteria. 6. Building Fascia Modulation. 7. Boundary Line Adjustment vs. Subdivision of Land. Surface Water Drainage and Treatment: 1. Runoff from roofs of the redeveloped site are to be tight-lined to the on-site storm drainage system. Tight-lining shall be done as a part of the construction permits. In view of the other water quality issues in the items below, the roof runoff may be directed to the main public system or the private by-pass system and need not be routed through the water quality facilities. { 7 James Moilanen October 4, 1993 Page 2 2. Routing of runoff from the site, other than roof runoff, without draining the water directly into the existing main conveyance system through the property, requires two things. These include the regrading of a portion of the site, and the installation of a new on-site storm drainage collection and conveyance system. The proposed coalescing oil/water separator is to be designed to treat the developed runoff from the site for a storm event equivalent to one third of the 2-year precipitation. Any flows in excess of this rate must bypass the separator and drain into the public system (main conveyance system). 3. The city may only enforce water treatment requirements on upstream properties when substantial development or redevelopment is proposed on these properties. The requirement for water treatment of runoff from other properties is not relevant to this project and does not bear on the approval criteria for permitting. As such, the developer will need to convey an easement to the city for the existing storm water pipe line traversing the site prior to approval of the first phase of development. Should the location of the existing conveyance system be in conflict with any proposed development on the site, the pipes may be relocated at the developer's expense and the easement relocated to follow the new route. Dedicated Right-of-Way Under existing regulations, the developer is required to design and install full width street improvements for South 316th Street. Such improvements include 40 feet of pavement, vertical curbs, gutters, 6-foot landscape strips, 5-foot sidewalks, street lighting, and street trees, all on both sides of the centerline of the right-of-way, and associated storm drainage improvements. The classification of proposed South 316th Street will require the dedication of a 60-foot right- of-way. As stated in previous meetings, any modification to street improvement requirements requires approval by the Department of Public Works. To date, a request for modification has not been received by the city. With regard to the development of a new road along the west property line of the subject property, the following is the city's position: 1. A 30-foot wide Tract "X" along the west property line for street and utility purposes will be required. Tract "X" would be recorded to be dedicated to the city as right-of-way at such time as the city determines the road is needed and establishes a financing plan for construction of the road and at no cost to the city. Landscape requirements along the roadway or perimeter must meet the requirements of the recently adopted landscape code. Additional landscaping may be required to mitigate impacts identified during the environmental review process. James Moilanen October 4, 1993 Page 3 2. If an LID is used to construct the roadway, the Shopping Center owners agree to be assessed according to State Law (RCW 35.43) which governs the LID process. The exact methods of assessment and other issues pertaining to LID administration will be resolved at the time of such a formation. To the extend permitted by state law, credit will be given for the Tract "X" dedication. 3. The city can not agree to forego any future condemnation actions relative to the roadway construction. Such action may be necessary, especially since plans for the roadway have not been completed at this time. 4. The city can not make any agreement with respect to development capabilities on the site beyond what is required by the Federal Way City Code. Improvements to Highway 99 Under existing regulations, the developer is required to improve SR 99 full width for the frontage of the property. The improvements include, but may not be limited to, pavement widening to 42.5 feet as measured from the centerline of the right-of-way to the face of curb on both sides of the street, vertical curbs, gutters, 6-foot landscape strips, 8-foot sidewalks, street trees, street lighting, all on both sides of the street, and associated storm drainage improvements. As stated in previous meetings, any modification to street improvement requirements requires approval by the Department of Public Works. To date, a request for modification has not been received by the city. Past modifications granting improvements on one side of SR 99 have been granted only if the existing improvements on the other side have functional uses that nearly meet the city standards. Improvements to South 312th Street Under existing regulations, the developer is required to improve South 312th Street full width for the frontage of the property. The classification of proposed South 312th Street will require the dedication of a 50-foot right-of-way on both sides measured from centerline, including appropriate radius at the intersection of Pacific Highway South and South 312th. Improvements include, but may not be limited to, pavement widening to 33 feet as measured from the centerline of the right-of-way to the face of curb on both sides of the street, vertical curbs, gutters, 6-foot landscape strips, 8-foot sidewalks, street trees, street lighting, all on both sides of the street, and associated storm drainage improvements. As stated in previous meetings, any modification to street improvement requirements requires approval by the Department of Public Works. To date, a request for modification has not been received by the city. Past modifications granting improvements on one side of various streets have been granted only if the existing improvements on the other side have functional uses that nearly meet the city standards. 4 ' James Moilanen October 4, 1993 Page 4 Traffic Studies/Trip Generation A letter dated February 24, 1993, from TP&E compared the trip generation of the existing Federal Way Shopping Center site before the fire and the initial proposed redevelopment project (pre-application site plan). Trip generation rates from the ITE, 5th Edition were used in the trip generation analysis. A PM peak hour trip generation rate of 9.37 PM peak hour trips per 1000 gross square feet (gsf) was used for the proposed bank. A correct trip generation rate is 43.63 PM peak hour trips per 1000 gsf (if the bank is a drive-in bank). The trip generation rate for the bank should be corrected and the analysis resubmitted. A letter dated April 9, 1993, from TP&E letter revised the supermarket component of the trip generation analysis of the proposed redevelopment project. The supermarket trip generation rate used in this analysis was derived from actual counts at three similar sites. These rates are reasonable. However, this report also re-summarized the trip generation for the other proposed uses in the proposed redevelopment project. The error in the bank trip generation rate was carried through to this analysis. A change in land use with expansion and/or redevelopment requires review under the SEPA process. As a SEPA requirement, and as part of your application when it is made, a Transportation Impact Analysis will be required. Previous transportation studies, while of value, do not address the impact of the project. Trip generation credits are based on the most recent permitted uses on the site, not on potential uses of existing structures. Thus, the analysis will compare the actual pre-existing traffic generation to future post development traffic generation and identify impacts to the surrounding street system. Building Fascia Modulation In your letter, you state it is your understanding that the City of Federal Way will defer to the spirit and intent of their fascia-modulation provision in reviewing the building's elevations. As stated in a previous letter, pursuant to Note 4 of the CC Chapter, any facade of a structure that exceeds 50 feet in length must be modulated as follows: a) the minimum depth of the modulation is 3 feet; b) the minimum width of the modulation is 4 feet and the maximum width of the modulation is 35 feet. We believe that with some modification, your conceptual design will meet the intent and spirit of the code. However, should this present serious difficulties to your design, a variance to this requirement may be permitted if approved using process II. The Hearing Examiner must hold a public hearing and then decide upon the application using Process II (Section 22-443.c) and variance (Section 22-198) criteria. Potential Development South of South 316th Street It is our understanding that you are now considering to add approximately 80,000 square feet to proposed parcel #4 located south of SW 316th Street. Issues the city will focus on related James Moilanen October 4, 1993 Page 5 to this development include, but are not limited to, significant increase in daily vehicle trips, storm drainage, circulation, road alignment and improvements, SEPA mitigation, and etc. Boundary Line Adjustment vs. Subdivision of Land The City Attorney's office is still examining whether a Boundary Line Adjustment or full subdivision will be required to create the proposed eight lots. Please note that the above comments are based on the review of the most recent pre-application site plan. Based on the review of a specific site plan and associated materials received at the time of formal application, some items may be subject to change. I hope the above responses to your questions help to clarify the city's responsibilities on these issues. If we can be of further assistance, please contact me at 661-4101 or Stephen Clifton, Senior Planner, 661-4109. S. rely, Ke ne erg Assistan Ci Manager c: Stephen Clifton- Senior Planner 4hilip Keightley-Director of Public Works Carolyn Lake - City Attorney Greg Moore-Development Services Manager Kathy McClung -Land Use Administrator Ron Garrow- Senior Engineer • Bill Kingman- Associate Planner I:\..Vedwy.Le'pie93006.1 , if l // Federal Way Memorandum From: Stephen Clifton To: Ken Nyberg: Date: September 14, 1993 Subject: Federal Way Shopping Center Future Development As a follow-up to our conversation this morning, I called James Moilanen on your behalf to clarify recent discussions you had wit Moilanen. Specifically, he may want to expand the size of subjec project. The following list items Mr. Moilanen and I discussed: 1. A traffic study and SEPA checklist have been prepared by the applicant relating to development between S.W. 316th and 312 Streets and between Pacific Highway South and the west prope line. The existing vehicular trips have been subtracted fro future vehicular trips to determine traffic impacts. 2 . Applicant is now considering adding approximately 80, 000 squ feet to proposed parcel #4 located south of S.W. 316th Stree This will double the number of daily vehicle trips. Future development may include demolishing Goodyear and Sizzler (proposed lots 5 and 6) . 3 . Questions Mr. Moilanen would like answered are these: a. "Would the City be receptive to processing a SEPA checklist which would address proposed development both north and south of SW 316th Street, even thou the south parcel would not be project specific? b. Will an EIS be required with the addition of 80, 00 square feet. It may be possible to review both proposals even though we do not have a site plan for the area south of 316th. I am going to revi SEPA regulations to see what can be done. I have E-mailed a copy of our previous draft letter to Ron Garrow is amending the letter to address changes as a result of the curr proposal. Carolyn, Ron and I met to discuss language submitted b Keith Dearborn relating to Tract X and future improvements. Caro is comfortable with the language if one word is changed. I will this language into the letter. The letter will remain in draft f we determine what will be required to review the entire site (nor south of 316th) concurrently. • Mr. Moilanen would like a letter that addresses the current propo north of 316th and potential development south of 316th. I will research and let you know. c: Philip Keightley, Director of Public Works Kathy McClung, Land Use Administrator Greg Moore, Development Services Manager Carolyn Lake, City Attorney Ron Garrow, Senior Engineer Greg Fewins, Senior Planner Bill Kingman, Associate Planner CITY OF • vv -- Y PUBLIC WORKS MEMORANDUM TO: Stephen Clifton FROM: Ron Darrow For Your Information DATE: May 17, 1993 SUBJECT: Federal Way Shopping Center The following is a consolidated response to the letter from Western States regarding the redevelopment of the Federal Way Shopping Center. The comments are in order of the subjects presented in the letter. Surface Water Drainage and Treatment: 1. Runoff from the roofs of the redeveloped site are to be tight-lined to the on-site storm drainage system. Tight-lining shall be done as a part of the construction permits. In view of the other water quality issues in the items below, the roof runoff may be directed to the main public system or the private by-pass system and need not be routed through the water quality facilities. 2. Routing of runoff from the site, other than roof runoff, without draining the water directly into the existing main conveyance system through the property, will require the regrading of a portion of the site and the installation of a new on-site storm drainage collection and conveyance system. The proposed coalescing oil/water separator is to be designed to treat the developed runoff from the site for a storm event equivalent to one third of the 2-year precipitation. Any flows in excess of this rate must bypass the separator and drain into the public system (main conveyance system). 3. The City may only enforce water treatment requirements on upstream properties when substantial development or redevelopment is proposed on these properties. The requirement for water treatment of runoff from other properties is not relevant to this project and does not bear on the approval criteria for permitting. As such, the developer will need to convey an easement to the City for the existing storm water pipe line traversing the site prior to approval of the first phase of development. Should the location of the existing conveyance system be in conflict with any proposed development on the site, the pipes may be relocated at the developer's expense and the easement relocated to follow the new route. Dedicated Right-of-Way The City has not received any request from the developer for modification to the street improvement requirements of the Federal Way City Code. Until such a request is received and any modification granted, the developer will be required to design and install full width street improvements for S. 316th St. Such improvements shall include 40 feet of pavement, vertical curbs, gutters, 6-foot landscape strips, 5-foot sidewalks, street lighting, and street trees, all on both sides of the centerline of the right-of-way, and associated storm drainage improvements. Dedication of a 60-foot right-of-way to the City will be required. With regard to the development of a new road along the west property line of the subject property, the following is the City's position: A & B. The City will require a 30-foot wide Tract "X" along the west property line for street and utility purposes. Tract "X" would be recorded to be dedicated to the City as right-of-way at such time as the City deems necessary, and at no cost to the City. C. If development of the roadway along the west property line is accomplished exclusive of an LID, the developer will be required to pay for half of the cost of the street improvements. However, no additional costs for the developer will be associated with right-of-way acquisition. If an LID is used to construct the roadway, the Shopping Center owners would be assessed according to State Law (RCW 35.43) which governs the LID process. The exact methods of assessment and other issues pertaining to LID administration will be resolved at the time of such a formation. D. The City makes no agreement to forego any future condemnation actions relative to the roadway construction. Such action may be necessary, especially since plans for the roadway have not been completed at this time. E. The City can not make any agreement with respect to development capabilities on the site beyond what is required by the City Code. Improvements to Highway 99 The City has not received any request for modification to the street improvement requirements per the Federal Way City Code. Until such a request is received and any modification granted, the developer will be required to improve SR 99 full width for the frontage of the property. The improvements include,` but may not be limited to pavement widening to 42.5 feet as measured from the centerline of the right-of-way to the face of curb on both sides of the street, vertical curbs, gutters, 6-foot landscape strips, 8-foot sidewalks, street trees, street lighting, all on both sides of the street, and associated storm drainage improvements. Improvements to S. 312th St. Any required street improvements or right-of-way dedications for S. 312th St. will be as part of the currently anticipated Phase 2 development. r • Traffic Studies/Trip Generation The February 24, 1993 T,P,&E letter compared the trip generation of the existing site before the fire and the proposed redevelopment project. Trip generation rates from Trip Generation (UTE, 5th Edition) were used in trip generation analysis. There is one error in the trip generation analysis. The trip generation rate used for the proposed banking use is incorrect. A PM peak hour trip generation rate of 9.37 PM peak hour trips per 1000 gross square feet (gsf) was used. The correct trip generation rate that should be used is 43.63 PM peak hour trips per 1000 gsf if the bank is a drive-in bank. The trip generation rate for the bank should be corrected and the analysis resubmitted. The April 9, 1993 T,P,&E letter revised the supermarket component of the trip generation analysis of the proposed redevelopment project. The supermarket trip generation rate used in this analysis was derived from actual counts at three similar sites. These rates seem reasonable. However, this report also resummarized the trip generation for the other proposed uses in the proposed redevelopment project. The error in the bank trip generation rate was carried through to this analysis. Again, the bank trip generation rate should be corrected and the complete trip generation and distribution analysis resubmitted. Both the February 24th and April 9th letters conclude that the proposed redevelopment project will generate net new trips in Federal Way even after applying a trip generation credit for the trips generated by the existing site before the fire. The February 24th letter concluded that the redevelopment project will generate 262 new PM peak hour trips. The April 9th letter with the supermarket trip generation rate modification concluded that the redevelopment project will generate 102 new PM peak hour trips. After correcting the bank trip generation rate, the new PM peak hour trips generated by the proposed redevelopment project will be higher than the 102 PM peak hour trips summarized in the April 9th letter. The April 19, 1993 T,P,&E letter contradicts the two previous letters. This letter claims that there will be no new PM peak hour trips generated by the proposed redevelopment project. The justification of this claim is that the potential existing site will generate more trips than the proposed redevelopment project. Trip generation credits are never given based on the potential existing use. It is always based on what previously existed. In addition, the potential existing use claimed in the April 19th letter could not be developed without triggering SEPA. A change in land use will certainly necessitate the need to proceed through the SEPA process. The old shopping center could not be redeveloped through tenant improvements. Therefore, April 19th letter should be dismissed and not considered. In summary, the April 9th trip generation and distribution analysis should be revised with the correct trip generation rate for the bank. Once this is done and submitted to the City, the City can finalize the scope of work for the required traffic study. c: Ken Nyberg PW Managers Greg Moore + / Va 1 4 V L S + V V L/ V V I BOGLE & GATES MEMORANDUM July 21, 1993 24536/00002 TO: Carolyn Lake and Ken Nyberg FROM: Keith W. Dearborn ;4 RE: Federal Way Shopping Center The City of Federal Way has requested that Western States dedicate public rights of way for SE 316th Street and the CEO ring road; improve SE 316th; and commit to future improvements for the ring road. In addition, the City has asked Western States to make frontage improvements to both sides of SR- 99. All of this work has been requested am a condition of the renovation of the proposed Federal Way Shopping Canter. What is proposed at this time is phase one of what will ultimately be a multi-phase project. Western States is willing to comply with these requests, provided that it be granted a credit for any value that exceeds the direct impacts of the renovation. Western States has asked that this credit be applied to any other road mitigation and/or future road assessments related to the renovation. This memorandum is in response to your request for analysis that demonstrates why such a credit is required. Vnoo,. -eneated Dedications Must mi ti get a nireet Drojeet Iap:ate Whether the City calls for the dedication under 1) its general police power, 2) as SEPA mitigation, 3) its ordinance authorizing mitigation of development impacts (Federal Way Code (FWCC) Sec. 19-41 through 19-46) ; or 4) the dedication provisions of FWCC 22-1474, each has an identical requirement.' Each of these avenues to dedication or mitigation authority specifically require that the request be attributable to the direct impact of the proposed development. This is a well understood legal requirement supported by common law and statute. 1. Police Rower A dedication may be required without compensation under the City's police power only if two conditions are met. First, the problem to be remedied b ' the dedication must arise from the development under consideration, and second, the requirement must be reasonable and for a legitimate public purpose. Unlimited v. ' Because the proposal is not a subdivision or plat, chapter 58.17 RCW is inapplicable, and the City has not adopted an impact fee ordinance under chapter 82 .02 RCW. Memorandum to Carolyn Lake and Ken Nyberg July 21, 1993 Page 2 Kitsap County, 50 Wn. App. 723, 727, 750 P.2d 651, review denied, 111 Wn.2d 1008 (1988) , cited with approval in Presbytery of Seattle v. King County, 114 Wn. 2d 320, 336 n.30, 787 P.2d 907, cert. denied, 111 S. Ct. 284 (1990) . In Kitsao County, the county was found to have no authority to condition plaintiff's - application for a rezone and PUD upon two uncompensated 'dedications. 50 Wn. App. 723, 727-28. One dedication was for a right of way to extend a public road, and the second was for commercial access to a neighboring property. The commercial access did not satisfy the public purpose test, and the county had not shown that the proposed development would make the extension of Randall Way necessary. Therefore, the uncompensated exactions were held invalid. Id. at 728. These principles are reflected in a number of City Code provisions. 2. SEPA (FWCC i8-221) The same causation requirement underlies SEPA. SEPA requires that conditions imposed upon a permit or approval of a proposal be necessary to mitigate specific adverse environmental impacts clearly identified in an environmental document. FWCC 18-121 codifies this requirement. Further, SEPA requires that the impacts not only be direct, but also be specific and proven. figg Vagatani Bros. v, Skaait Ctv. Bd, Commissioners, 108 Wn.2d 477, 482, 739 P. 2d 696 (1987) . Clearly, SEPA allows no more than that which is permitted under the City's general police power. 3. Development Mitigation Ordinance (FWCC 19-41 - 19-46) Likewise, the City's development mitigation ordinance requires a nexus between developer mitigation and "the direct impacts that have been specifically identified by the city as a consequence of proposed development. . . ." FWCC 19-41. The City must determine whether proposed mitigation is acceptable considering the cost and land requirements of the required improvement and the extent to which the need for the improvement is attributable to the direct impacts or the proposed development. FWCC 19-45. It is clear that the City development mitigation ordinance restates the general rule. The ordinance is valid to the extent it is in accord with voluntary agreement provision of RCW 82 .02.020, which allows cities to require a payment to mitigate a direct impact that has been identified as a consequence of a proposed development. Ultimately, under RCW 82. 02.020, "(w]here the exaction or other condition does not mitigate an impact of the development, it is an unlawful exercise of the police power." Cobb v. Snohomish county, 64 wn. App. 451, 468 (1991) (Agid, J. , concurring in part, dissenting in part) , review denied, 119 Wn.2d 1012 (1992) . U13: 11rm ; y'bo4U'C4 'UV4!ju ' Memorandum to Carolyn Lake and Ken Nyberg July 21, 1993 Page 3 • The Cobh case provides a good example of direct impact analysis in a traffic generation context. In Cobb, the county imposed a mitigation fee on a . project proponent to mitigate traffic congestion at an intersection to which the proposal would contribute relatively little traffic. The court found that the oounty's ordinance did not violate the voluntary agreement provision of RCW 82.02.020, but under the circumstances the county could not show that the required improvements were reasonably necessary to mitigate the direct impact of the development. 64 Wn. App. 451, 458-59. The county erred in measuring the mitigation fee based on improvements to the intersection ae a whole. rd. at 450 . Whore the necessary improvements were tied to level of service . standards, the direct impact of the project must be measured on a lane by lane basis. As Judge Agid explained in her concurring opinion, if the road system is Los n with or without the project, there is no impact to be mitigated. 4. Dedication Authority (FWCC 22-1474) The City has requested frontage road improvements to SR-99, on both sides of the street, under FWCC 22-1424. . Western States has been advised that it can apply for a modification or waiver of: this requirement. Under FWCC 22-1475, the City may require additional improvements (not dedications) within rights of way, "the need for which is directly attributable to development of the subject property. " As FWCC 22-1475 reflects, these code provisions are qualified by the nexus requirements described above. The limitation on these provisions is further defined by RCW 82.02. 020.2 Again, see Cobb and, in particular, Judge Acrid's concurring opinion. In 1982, RCW 82.02.020 was amended to specify development fee limitations on local jurisdictions. ROW 82. 02.020 provides that except through RCW 82.02.050 - .090 (GMA impact fees). , no city shall impose any tax, fee or charge, direct or indirect, on the construction or reconstruction of buildings, or on the development of land. The statute specifically provides that dedications of land or easements within the proposed development are allowed only when a city can demonstrate that the requirements are reasonably necessary' as a direct result of the • 2 While the voluntary agreement exception to the prohibition of development tees of RCW 82.02.020 allows payment of a fee in lieu of a dedication of land, the provision does not itself grant authority to exact dedications. The exaction of a dedication must stand on independent authority. See Cobb, 64 Wn. App. 462-63 . !1-11-yS uo: ri rUUS/UUi Memorandum to Carolyn Lake and Ken Nyberg July 21, 1002 Page 4 • proposed development to which the dedication applies. RCW 82.02 . 020; See also, R/L Assoc. v._ Seattle, 113 Wn.2d 402, 408- 09, 780 P.ad 838 (1989) . The limitations of RCW 82. 02. 020 are applicable here, in particular to the City's requirement that Western States dedicate rights of way for two non -existing streets, the extension of SE 316th and the CBI) ring road, as well as to the requested frontage improvements to SR-99. Under RCW 82.02.020, the City cannot require dedications of land for system improvements, the need for which is not attributable to the direct impacts of the proposed development. Local Improvement District (LID) Law Authorises Credit for Dedication The City acknowledges in its letter dated June 9, 1993, that it may make certain of the proposed improvements by LID. Under state law, "[a] city legislative authority may give credit for all or any portion of any property donation against an assessment, charge, or other required financial contribution for transportation improvements within a local improvement district. The credit granted is available against any assessment, charge, or other required financial contribution for any transportation purpose that uses the donated property." RCW 35.44.420. This statute provides the City the authority to grant a credit against LID assessments. In fact, if the City formed an LID, Western States would formally request a credit against an assessment. All Western states asks is that the City acknowledge this commitment now. GRA Iinmet Fees Reeruire Credit for Dedjrcation - In 1990, the Legislature enacted a local impact fee credit provision similar in operation to that for LIDS. In rsH$ 2929, a new section was added to chapter 82 .02 RCW to provide for the imposition of impact fees by local governments planning under the Growth Management Act.` Among other conditions, it mandates that localities enacting impact fee ordinances "[s]hall provide a credit for the value of any dedication of land for, improvement to, or new construction of any system improvements provided by the developer, to facilities that are- identified in the capital facilities plan and that are required by the county, city, or town as a condition of approving the development activity. . . ." RCW 82.02.060 (3) . Under RCW 82. 02.050 (3) , impact fess also are limited to a proportionate share of the cost of the system improvements that are reasonably related to the new development. �i`r-21'93 Ub:b11-1 7fU J/bi4UC4 :UUb/UU ( Memorandum to Carolyn Lake and Ken Nyberg July 21, 1993 • Page 5 . As I have mentioned before, I understand that Federal Way has not adopted such an ordinance. Certainly, however, the :' underlying policy supports granting a credit under the present ' circumstances. The purpose of the statute is to enable --jurisdictions to mitigate the impacts of growth, but to do so in a way that does not create an obligation that exceeds the direct impacts attributable to a project, nor require new development to make up for existing deficiencies. See RCW 82.02.060(7) . Allowing the requested credit would address the City's road system needs, and fulfill its obligation to require that Western States only mitigate its direct, proven impacts. Recommended Steps We believe that a credit provision similar to those described above must be applied here. We recommend the city proceed as follows: • First, the City should calculate the full value of. the requested dedications and road improvements. Western States will have to obtain a bank appraisal, which we suggest be the basis for determining the value of the dedication. The cost of required improvements can also be estimated. • Second the City should subtract the proportionate share of the dedication and improvement value that is attributable to the proposal based upon its direct impacts; • Third, the remaining value of the requested dedication and improvements constitutes the dollar value of the credit that should be granted to Western States; and • Fourth, the credit then should be applied to other traffic mitigation requirements (such as those imposed for offsite improvements) and carried over for application to mitigation/road assessments imposed on subsequent phases of the renovation. BUMMar, To the extent the requested dedication and improvements sought exceed the direct impacts of the proposal, Western States is due a credit. The credit is to be applied to other road charges, such as mitigation imposed under SEPA, for this phase of the renovation as well as future mitigation, assessments and impact fees imposed on future phases of the Federal Way Shopping Center renovation. I believe the City has the authority to grant u "c!—y3 UO:J1rru !v /0U14UL4 LUul/ Vul • Memorandum to Carolyn Lake and Kan Nyberg July 21, 1993 Page 6 • this credit, must do so under applicable law, and that this proposal is a reasonable solution under the circumstances. I hope this memo is helpful. Please call if You have any questions. cc: James Moilanen ;/2_1(5,2 PAVILION CENTRE REDEVELOPMENT PROPOSAL The redevelopment of older retail properties present special problems not encountered in the development of new retail centers. Federal Way Shopping Center embodies a preponderance of these problems typifying the challenges presented to both developer and the municipality who envision a renewal and revitalization of these significant and important sites. For the city, an opportunity arises to revitalize an important section of its commercial core to capture the new energy and enthusiasm that a sparkling new shopping center brings to its community. For the developer, there is an opportunity to create investment value and to leave a lasting mark of quality and pride upon the scene. They both can work together to create revenues,jobs, services, convenience, and a pleasing and attractive city scape. As owners and developers we respectfully submit the following ideas as a guide for the redevelopment of the Federal Way Shopping Center. In order to proceed on a performable plan and to reach an agreement with the city concerning the interim and long range configuration of the site, we have separated the issues identified in our preapplication conference into two categories: site specific and areawide. The areawide issues are well expressed by the Community Development Review Committee and all involve the long range goals and aspirations of the City of Federal Way. They include the following: Long Range Issues 1. Surface water drainage and treatment 2. Improvements to major arterials 3. Transportation Improvement Program Project No. 22 4. Consolidation of retail goods and services 5. The creation of a "downtown Federal Way" with urban density and public transportation facilities 6. The humanization of the environment through the creation of pedestrian—oriented improvements, including landscaping, sidewalks, handicap access, pedestrian shelters, and public art. rMISIIE.W &tFW 1 Site ,specific issues expressed are embodied within the city's zoning code and concern the following: Short Term Issues 1. Lot line adjustments 2. CC zone requirements 3. Parking lot design and building orientation 4. Landscaping requirements 5. Utility and drainage improvements 6. Circulation, egress, and access 7. Architectural integrity and appeal. It is also useful to identify and separate long range plans and aspirations from short term and immediate solutions which have the benefit of beginning the process of ultimately achieving those long range goals. There is no all—inclusive panacea for problems which have evolved over decades. Such deep—rooted and fundamental inadequacies must find sequential solutions. Three of the areawide issues listed represent such significant impacts on our site as to render the redevelopment of the center completely undoable. There simply are not enough dollars to perform any one of these items let alone all three. SURFACE WATER DRAINAGE AND TREATMENT We can not provide for, nor is it equitable, to expect us to treat run—off which is piped on to our property from many surrounding properties including a state highway. Such run—off is passed onto our site without the provisions for legally established easements or drainage agreements. We will agree to participate on a prorata basis in the creation of an areawide drainage and treatment facility at a centralized off—site location when and if the city proceeds to implement such a plan. No other site in the area has biofiltration facilities; we cannot compete effectively in a market place if our costs are driven higher than everyone else's, particularly when the project is already encumbered with the costs of environmental remediation and demolition. IMPROVEMENTS TO PACIFIC HIGHWAY The property cannot afford the cost of the improvements suggested. We recommend the city create a special improvement district to fund improvements to Pacific Highway. Since Washington law allows tax increment financing tO be used ofi redevelopine projects, the city should explore with us the possibility-of crediting a portion increment toward the rAI S17EARF.,lFW - 2,,IA-fi 2 repayment of the bonds. The district should expand its scope to include improvements both north and south along Pacific Highway with the goal of solving the many problems inherent in the present design. Pacific Highway is the "main street" for the City of Federal Way; it deserves and requires a comprehensive approach to its design and construction. The "piece—meal" approach is enormously costly, disruptive, and frustrating for citizens and merchants alike. Other cities have solved these problems with good results and the enthusiastic support of its citizens. TRANSPORTATION IMPROVEMENT PROGRAM PROJECT NO. 22 We cannot provide a fully improved road nor the full right—of—way length of our west property line. We can provide a 60—foot dedicated right—of—way for South 316th Street to someday run east— west through our site. We would improve South 316th Street to 36 feet, curb to curb, with asphalt paving, sidewalk, and landscape borders. Additionally, our neighbors to the south have indicated a willingness to enter into reciprocal easement agreements providing full north—south circulation through our combined sites from South 320th to South 312th. This would achieve the city's interim goal of creating independent circulation without requiring cars to enter Pacific Highway to access the many businesses on the combined sites. We propose that we make arrangements for reciprocal easement documents with the city's support. We can also improve to 26 feet, with asphalt only, the access easement shown on the site plan as "Future Access Easement" to link—up with our neighbors' property to the south. DOWNTOWN FEDERAL WAY We believe the redevelopment and revitalization of this property is an important first step towards the city's long range goals as expressed in the City Shape Program. THE HUMANIZATION OF THE ENVIRONMENT We want our shopping center to be people—friendly while recognizing that the overwhelming majority of visitors will be driving automobiles. We do not foresee any amount of social engineering which will reverse this trend. Automobile technology will change and adapt far sooner than people will give up their habits and love of independence. Public transportation in Metro Seattle is utilized by less than 4 percent of the commuting public at peak rush—hour times in the most highly urbanized areas. This long range goal can also be addressed through good architectural design that incorporates space for people. ✓MlsrrE.1RF.AFw 3 • On the site specific issues listed, we can offer the following: LOT LINE ADJUSTMENTS We will consolidate the existing 18 parcels to three large lots with three to four small parcels or pads. We will not be engaged in ground leasing and, therefore, see no need for a binding site plan. CC ZONE REQUIREMENTS Our project is well within the scope of CC zone requirements and was purchased based on information from the city that the residences to the west of our site are also within the CC zone on the city's comprehensive plan. PARKING LOT DESIGN AND BUILDING ORIENTATION We can design the parking lot to incorporate the design standards set by the city. The sidewalk, 5 feet in width between every other row of parking,however, cannot be "raised." We can asphalt pave and cross stripe a 5—foot path as required to comply with this requirement. The Food Pavilion building can abut the proposed right—of—way for South 316th and remain approximately 60 feet east of the west property line, subject to the city's acceptance of our proposals on landscaping buffers within like—zoned properties. LANDSCAPING REQUIREMENTS The requirement of great concern to us is a 50—foot Standard 1 landscape buffer on our west property line. The requirement is inconsistent both with the comprehensive plan's depiction of the CC zone and also the street improvement plan calling for a new north—south arterial parallelling our west property boundary. The intent of this requirement can be accomplished by enhancing the existing landscape area by filling in sparse areas to Standard 1 levels and by utilizing view fencing along the 10—foot wide section as needed. We believe, due to the severe grade change between our property and the CC zone property to the west, an effective buffer already exists. We can dress up this area with attractive and maintained landscape features until the property to the west develops with uses consistent with the city center zone, as described in the comprehensive plan. Many cities offer trade—offs against buffering requirements, such as view fencing as a means to achieve flexibility of design. JIZEIREA.PTV 4 UTILITY AND DRAINAGE IMPROVEMENTS We want to cooperate in a commercially feasible way to upgrade the utility services on the site and progressively abandon and demolish or fill the existing utility tunnel. We expect to reroute water lines and fire hydrant locations as needed. We seek the cooperation of the city and utilities companies in abandoning unused easements and facilities as they occur. We cannot devote land areas to biofiltration for reasons already expressed; however, we will add substantially new pervious areas to the site by regrading and resurfacing the parking areas to create better flow and avoid standing water conditions. CIRCULATION, EGRESS, AND ACCESS We have good reason to believe our neighbors to the south will cooperate with us in the creation of reciprocal easement agreements to allow the free circulation of traffic within the combined sites from South 320th Street to South 312th Street. We will improve the short section remaining to complete the link—up with their property with a temporary asphalt roadway surface. Typically, retail sites benefit from internal circulation; we would be pleased to negotiate these arrangements on a best—effort basis. Additionally, we will agree to maintain a north—south access way within our site (25 feet wide without obstruction) so long as we can change the path of travel from time to time. We will close one access point on Pacific Highway as indicated on the site plan. ARCHITECTURAL INTEGRITY We respect the city's desire for buildings with architectural character. As developers we know and appreciate the appeal and attraction quality structures bring to a project. Today buildings are very stark primarily because so many dollars go into mitigation, offsites, soft costs, fees, and the like that the buildings must be built with the fewest possible dollars. We have shown you elevations of the proposed AG store. It typifies the quality levels we hope to incorporate in the redevelopment of this center. There are many architectural features we can incorporate throughout the site that will serve to enliven the architecture, create "people space," and present an interesting and exciting Center. All of these ideas benefit and serve our retailers and the city's best interest. (Refer to the examples submitted.) The literalist's interpretation of your modulation requirement as implemented by Eagle Hardware is an architectural heresy. The building is a box with fake awnings attached. JMS TE,R&(FW 5 Please let us use the talented architects we employ to give this project and the city buildings with architectural integrity. The false front facade approach being used in other cities, such as Issaquah, creates a fake environment and speaks volumes about our conflicted ideals. Such an approach is okay for Disneyland but is inappropriate and immature for a real city with real people seeking real solutions. We propose the Community Development Review Committee consider allowing us to substitute the literal expression of the modulation requirement for true architecture employing overhangs, columns, gazebos, pedestrian amenities,planters, and contrasting building materials and surfaces. This will result in a mature, sophisticated, and lasting facility that can be expanded as market forces create that opportunity. FINANCIAL CONSIDERATIONS We opened this presentation with a brief comment about the problems unique to redevelopment projects. I would like to elaborate on the unique financial aspects of the process which impact this site in so many ways. We have prepared a brief analysis of the financial impact of dedicating a 60—foot roadway along the western border. I hope you will review this information; we have purposely kept it conservative. The old buildings on our site exist in a strong market; they can be leased at a far lower cost than to demolish and rebuild them. It is important for the city to understand that the spread between cost and revenues is far better without redevelopment. Unfortunately, this lease—up technique will stabilize the project in the long term with marginal tenants and do little or nothing for Federal Way. We estimate a complete redeveloped center which will eventually include almost 270,000 GLA ground—level retail and will generate between $300 to $400 PSF in retail sales annually for a gross figure of: 270,000 SF @ $350 PSF = $94,500,000 In retailing, parking spaces equate to revenue. Each space allows a minimum of 200 square feet of gross leasable merchandising area. As developers, 200 square feet equals $3,000 of annual income; as investors, 200 square feet equals $30,000 of value; in merchandising, 200 square feet equals $80,000 in annual sales. Everytime you allow me to add a parking space, I can build $22,500 worth of building, landscaping, and other amenities. ✓MISITF:IRF.A.Fw 6 • We do not want a "sea of parking"; we abhor excess and waste. We do want an attractive and functional shopping environment for you and your neighbors. We want a place where people will want to spend some time. We are striving earnestly to balance all these issues presented today with the demands the future will place on us all. JAM.R.ARF.A.FW 7 abed 4r &nousuid tuausmrad • pv S asv-al vs • pen as -I'Jy - uoparttisuo-J Qdd � -7 . ,.ems 1:47,0r.= 'V'S loPouLv2i (uolienouag)siusun.maH ` `�'�'`'. ":»#a '� x ..w--r+„""�'a;X,•«�my. uolis'ouag uo9onlisuo3 Buiplmg..A . ' t «i 8uiaejmsag &npsuD 3110/4A gun II new°awl I asegd ours( . . uoiiso.Iddy lrmtad Marvg usld a3!S Vet, uBrsaU usld*MS IrUPInS Vd3S I 4iuoW £143uoW Z 143uoW l i 43uoW O L 43uoW 6 43UOW 8 4iuoW L 43UOW 9 43uo W S 43uoyy 4 43uoW £43uoW Z yiuoyy t 43uoW ainpaqps 3uauidoiana j ar3QaJ uogtAsd :Sasuiwiiaad • • 33aa4S r F � Pf, r • '� Wei/eta 1111-118th Avenue SE, Suite 1 �' ( J.4 Bellevue,WA 98005-3859 206/455 9000 'Aesiati , REALTY& DEVELOPMENT, INC. Fax 206/454-5609 May 7, 1993 Ni - 1993 Mr. Kenneth E. Nyberg Assistant City Manager CITY OF FEDERAL WAY 33530 First Way South Federal Way, WA 98003 RE: Pavilions Centre Dear Mr. Nyberg: In earlier meetings with the Community Development Review Committee and in several subsequent technical staff-level meetings, Western States Realty & Development, Inc., as agents for the owners, Federal Way Shopping Center Associates, has been presented, and we have discussed all the essential site plan requirements of the City of Federal Way for the proposed redevelopment and rehabilitation of the old Federal Way Shopping Center. I would like to memorialize our understanding of the resolution of each of the site plan issues of concern to the City of Federal Way. It is our plan to proceed to design and submit a site plan for approval by the City Council along with all the required application fees and materials in a manner consistent with the resolutions as contained herein. The issues as discussed are as follows: 1. Surface water drainage and treatment 2. Dedicated rights-of-way for present and future traffic circulation 3. Improvements to Highway 99 4. Traffic studies/trip generation criteria 5. Building fascia modulation. I will briefly summarize our understanding of the resolution of each of the issues identified. Mr. Kenneth E. Nyberg Page 2 May 7, 1993 Surface Water Drainage and Treatment: The City of Federal Way presently uses the King County Surface Water Design Manual as their guide in administrating surface water drainage, detention, and treatment requirements. We have agreed that no detention will be required on the site because we are not creating new impervious areas. We have identified approximately 75 acres of neighboring properties, including a state highway which convey surface run-off onto and through our land without the benefit of drainage easements or agreements. In view of such a problematic situation, we have proposed the following: 1. Clean run-off from our rooftop drains currently runs over our parking lot. In the 0 future, it will be consolidated in its own pipe and conveyed to the storm drain directly. 2. Our surface water run-off will be collected in new catch basins conveyed to a r - coalescing oil/water-plate separator pursuant to SWDM 1.3.6 Special Requirement 9'. No. 6, designed to SWDM standards, and then conveyed into the public system. 3. Pursuant to the city instituting and enforcing minimum water treatment requirements (ie: oil/water separators) on the property owner's upstream t ' f conveying water onto our land, we will grant appropriate drainage easements and j agreements, in effect, legalizing the existing system. We will turn this system )',� over to the City of Federal Way for maintenance and future improvements. Item No. 2 above will require an administrative variance, granted by Public Works Department, allowing us to substitute a well known and proven water-quality treatment system for an onsite biofiltration system. Such a variance procedure is anticipated and allowed under Section 1.4 of the SWDM manual. We will design the pipe, catch basins, and tank systems accordingly, of course, subject to the department of Public Works technical review. Dedicated Right-of-Way: Federal Way Shopping Center Associates has agreed to dedicate a 60-foot right-of-way to the City of Federal Way for a future extension of South 316th Street to our westerly property line. Western States Realty has agreed to improve said right-of-way with three lanes of asphalt surfacing, including curb and sidewalks on both sides. The north side of South 316th will include landscaping improvements as required by code; southside improvements will occur with the development of the property on the south side of 316th. • Mr. Kenneth E. Nyberg Page 3 May 7, 1993 Federal Way Shopping Center Associates will also draft and execute an agreement with the City of Federal Way incorporating the following provisions with regard to the proposed creation of a new road improvement having our present westerly property line as its center line: A. Western States Realty will create a new lot 30 feet in width running north from the South 316th Street dedication to South 312th Street along our westerly lot line. B. Said lot will be given to the city, via a Quit Claim Deed, upon the city's request to allow the completion of the Ring Road as contemplated in the Transportation Improvement Program Project No. 22, "CBD Ring Road Completion." C. Federal Way Shopping Center Associates, or subsequent owners of the Pavilions Centre property will, be credited the full value of the land given to the city towards their LID obligations. When those obligations are determined, the lot will be valued as fully useable commercial-zoned land based on its per-square-foot value without regard or deductions due to its configuration. D. The city will agree that the new lot is the only land required from the owners of the Pavilions Centre site for the road improvement project No. 22 and that no future condemnations will be pursued for the specific purpose of acquiring land • for those improvements. E. The city will agree to not impose now, or in the future, additional landscaping, sidewalks, lighting easements (other than utility easements), or other requirements on the remaining land outside the 30-foot-wide lot. Improvements to Highway 99: Western States Realty will make the required improvements to Highway 99, working directly with the State Department of Transportation, Highway Department, absent a jurisdiction agreement between the City of Federal Way and WSDOT. We have had extensive discussion with WSDOT and are presently confirming the level of improvements existing in the roadway adjacent to our property. Our improvements will be limited to the western most-edge of the Highway 99 right-of-way and, at this time, are contemplated to entail replacement and relocation of the curbing, sawing, removal, and replacement of an asphalt strip approximately 3 feet wide � '''' in order to accommodate a road width of 42 feet from the center line of Highway 99. Mr. Kenneth E. Nyberg Page 4 May 7, 1993 Traffic Studies/Trip Generation: Western States Realty will be permanently removing approximately 16,000 to 20,000 square feet of gross-leasable building area from the site as a component of our redevelopment. We have submitted a letter requesting the requirement for traffic studies of surrounding intersections be waived because our potential trip generation in the future will be less than our present potential trip generation. We have argued that a net reduction in gross leasable area should be credited at its full potential as if the "uses" were identical since we could certainly lease the existing space to similar users and not be required to produce traffic studies or contribute to possible mitigation measures. We have received confirmation from Transportation Planning Department that they will indeed compare the potential trip generation of the old square footage to the potential trip generation of the new but reduced square footage as if occupied by similar users to determine whether we in fact are creating a net reduction in "trips." Since "trips" are calculated based on square footage and use, we do not see how they could reach any other conclusion than that we are actually reducing trip generation from the site. Based on this conclusion, we wllLnot complete_a.new traffic study on the project. Building Fascia Modulation: Western States Realty is designing an upgraded first-class shopping center attractive to national level-credit tenants. The building architecture is designed to serve the needs of these tenants and present an attractive and community-scale appearance to the passer-by and customer. It is our understanding that the City of Federal Way will defer to the spirit and intent of their fascia- modulation provision in reviewing the building's elevations. Our goal has been and remains to design a center of architectural-integrity and character that reflects the skillful and attractive use of complementary elements and materials, consistent with a first-class and modern shopping center. As stated in our original letter to the Community Development Review Committee, certain requests of the City of Federal Way had such profound impacts on the site that they would render the redevelopment of this shopping center commercially infeasible. Mr. Kenneth E. Nyberg Page 5 May 7, 1993 We fully appreciate the dedication of yourself and your staff in working toward the viable and performable compromises outlined in this letter. If upon review with your department heads and staff of the understandings herein, there are other concerns you wish to raise, or if I have inaccurately reflected our present agreement on these matters, please inform our office immediately. Sin erely, a s Moilanen • JM\NYBERG.FW 41 ' i4 TRF Pacific, Inc. • Robert M.Parks Dresicen! i1'I.e ?.OY. `,i 2a00 36(h Thee; y e oeiue "l 8006 ,, 'CID August 6, 1990 1�/ Mr. Ken Nyberg 5010 Director OfCommunity Development CITY OF FEDERAL WAY 31132 28th Avenue South P.O. Box 8047 Federal Way, WA 98003-5599 RE: Federal Way School District Bus Barn Property 11th Place South and South 320th Federal Way, Washington Dear Mr. Nyberg: I am writing you at the suggestion of Greg Fewins. We are currently working on plans for development of the Federal Way bus barn site and Mr. Fewins has suggested that we get a determination regarding the possible new commercial access street to connect 11th Place South and 14th Avenue South, before we proceed further. Your cooperation and timely response are appreciated. As I'm sure you can understand we are anxious to continue on with the site planning process, and will not be able to do so until we have a determination as to whether this street project will impact the bus barn property. Regards, TRF C, INC. -� Robert M. arks President RMP:nh cc: Greg Fewins Chuck Hart Dr. Jim Thrasher Marty Jouflas Executive Summary The King County Department of Public Works has undertaken a route study to deter- mine the feasibility of various alignment alternatives to construct a new street in the Federal Way area in the vicinity of 11th Place/14th Avenue South between South 320th Street and South 312th Street (see Figures 1 & 2). This report presents the findings of the route study. The route study was prepared by a consultant team led by REID MIDDLETON, INC., under contract to the King County Department of Public Works. Subconsultants in- cluded KJS Associates Inc., (Traffic Forecasting and Analysis); Hong Consulting En- gineers (Geotechnical Engineering), and Engineering Technician Services (Graphics). Various alternatives were analyzed to connect 11th Place South and 14th Avenue South in Federal Way. This connection would provide the last leg of a ring road around the intersection of SR 99 and South 320th. The Federal Way Community Council has ac- tively supported construction of this street segment for the purposes of alleviating traf- ll congestion and providing improved traffic service for the commercial and residential citizens of Federal Way. All alignments start at the intersection of South 320th Street and 11th Place South, west of SR 99. The four alternatives follow the same northerly alignment across the Federal Way School District Bus Maintenance Facility (see Figure 3). Near the northeast corner of the Bus Maintenance Facility the alternatives begin to separate. Alternatives A, B, and C follow similar alignments, with the primary differences being in the portion that parallels the property line between the residential area to the west and the Federal Way Shopping Center to the east. In this area the alternatives are located at different distan- ces from the residences and shopping center, resulting in differing impacts on the two types of property. Near the north end of the Federal Way Shopping Center the two easterly alternatives traverse reverse curves to join the Alternative C alignment. All three alternatives then intersect South 312th Street at 14th Avenue South. A fourth alternative, Alternative D (refer to Figure 4), creates a connection to SR 99 at its intersection with South 316th Street, which is currently under construction. No con- nection north to South 312th Street would be provided with this alternative. However, two variants of Alternative D have also been developed to provide both the connection to South 316th Street and the north-south connection. The first variant is the combina- tion of Alternative D with Alternative D-1, creating a tee intersection with any of the jalignments north to South 312th Street. (These alignments, which are essentially the same as Alternatives A, B, or C, have been designated Ai, Bi, and Ci to differentiate them for cost estimating purposes). The second variant, Alternative D-2, would involve construction of a westerly extension of South 316th Street to a tee connection with any of the north-south alignments (Alternatives A, B or C). The primary design difference between Alternatives D-1 and D-2 relates to traffic operations, since D-1 gives 1 I , I ` Ipreference to traffic on the South 320th Street - South 316th Street link, while alterna- tive D-2 gives preference to the north-south traffic between South 320th Street and ISouth 312th Street. Conclusions I All four alignment alternatives are physically feasible to construct. Project costs, in 1989 dollars, are projected to range between $2,900,000 and $6,080,000, depending on the alternative selected. Construction of any one of the alternatives would require demolition or relocation of both commercial and residential properties, as well as the Federal Way School District Bus Maintenance Facility. Detailed analysis of traffic forecasts indicates that the proposed new route, regardless which alternative is selected, would have no significant impact on traffic volumes on SR 99 or South 320th Street. However, the proposed route will provide improved commercial access and circulation in the northwest quadrant of the Central Business District. The roadway might ap- I propriately be constructed when redevelopment of the Federal Way Shopping Center and the Bus Maintenance Facility occur. I I I I I I I I - I • 2 t�+.�.-.Y. 2 ..— :oar.—,yor.: .:i'f Fw c o ... '1. �? ° `,y;, '1 0 :? . .-›. :.� —'�� /tom zral r,, ✓� ' < <�,o . . ' ; v- ` 4 ALTERNATIVE A --_- • r ;! -e-h, ' -ti< < ' •rt r ALTERNATIVE r `' _.yr . 3: ---74,� - _ -"-3;r__ =ALTERNATIVE C , b ��' 1 r-ram "'-" °' r-- - '. -_--.� ,tr -� I O,,i a +' - i r )-: '_ 1 j 1. �, . . .,,_ �. - y "-. j i�o - � " c-ram - . ._ ' .• _ — , -1 ......? .,; [ 1.. 1- �mr.x; car. - '3/4 .- Ili- - : . 5 1.1 5—k1 ' '$ -- , , -..i q,1 4 r � _-2 I • `1 .,( `!yam.-_1-z G it••••-C•__ _ T4 ii ._' _•n -ice9 t(1..'.- t - I -- I:EID ALTERNATIVE ALIGNMENTS- 312TH TO 320TH .ti11DDLETON 11th Place/ 14th Avenue South ROUTE STUDY I I . 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Ooo C� 0000 O� cal c L 00 ER 6M9 6M9 69 69 it, 669 669 O F 69 p .0 - ON M M _ a) — ~ 4 - — - 69 69 69 69 69 69 69 69 0 r.. O U _ C N M o g = v� v § .. A co. C't chi c il .L.i C Co cio U W o 0o N v U 0 bD per, C ~�p oo t� .0 C v? ,� ,p M 49 M M O •L "" OF N N N O I CO 4 N N 69 4 L-4 64 69 69 •� y 69 69 69 .�, Eu y C ct a C 4) y 410 N en & N N M V~1 co en N y ._.., ..r N N �g N{ O� er 0 O,en en C O rl C N en Cs.NIA O� a O� U •.. 4) 00 ^' ri N 6M'`1 E en R v •� h 69 ER 69 69 C V O C4 L) ao CO aen Cs cr. y .-. � M_ oo N M N 00 eel el N N i0. O 64 N" — O ~ ~ 69 69 69 49 69 69 69 y r O U c v r r .. O N v0 -,. Q tl U + Q + + + + _ y Z .� 4..1 .••i N N N CO O Z �„i N .r. N en en 0 al 0 en 0 � 0 L en .0+ + + + .. + + + O .. Q E tl U c G c C C G N enen1.1 - M en A i i, 4 TRF Pacific, Inc. 4 Robert M.Parks President Post Office Box 5727 12400 SE 38th Street Bellevue,WA 98006-5727 Tel 206 643 1010 FAX 206 641 9684 August 6, 1990 Mr. Ken Nyberg 5010 Director of Community Development CITY OF FEDERAL WAY 31132 28th Avenue South P.O. Box 8047 Federal Way, WA 98003-5599 RE: Federal Way School District Bus Barn Property llth Place South and South 320th Federal Way, Washington Dear Mr. Nyberg: I am writing you at the suggestion of Greg Fewins. We are currently working on plans for development of the Federal Way bus barn site and Mr. Fewins has suggested that we get a determination regarding the possible new commercial access street to connect llth Place South and 14th Avenue South, before we proceed further. Your cooperation and timely response are appreciated. As I'm sure you can understand we are anxious to continue on with the site planning process, and will not be able to do so until we have a determination as to whether this street project will impact the bus barn property. Regards, TRF C, INC. Robert M. arks President RMP:nh cc: Greg Fewins Chuck Hart Dr. Jim Thrasher Marty Jouflas 14. , - — r . +i & •�'�r to rt �_! _ i.: ,, R 3 Li , � 1 `; it j y a lilt '� f • :-1A1: 1 I :i:;', :ial .1).. , .sr- I "it '43 _ -- .j`.-+may I.. M d > ' µ _ 'Al ► I 'R,- a F t o tom' .r 114 it yr . , r - t' __ , 1 _ a •. - S t _ 4 - 1 a., A- - . -• AA_ _. _.7, A'AAAV . ' k '/'--'-.-,-„-A", - --.r- __ L, , , _ .-1 ' ...., It - -m.,,_ - . .=- . --.=_I.4-, ,- ..= . _ =.- _,... i_ -, ..--. .--.,p- _Aluttp.4..,..--- . ..= , ..1 r..,,,, __ w„, , -,....1 - : -ff-f- .... z --A- - • - ,.,..t. . . .,, ..ip 14_,.. _ /litd. - •, z f - st ," 4 _ , - —.li ram,.. = _ �'l ate^- . • ;- �' V,'wr! — " - 1; . 411t -- A_ ' \,,,.- 11.-4 is:ef ..: ,,,,,i ,:,:4-0,. : t Y ` 1 1 : 4t 4 t� aN W ilk t �.e ,=--= _ : i" . K t =4__ - i.,,, • ' t ; .,1 4A---. =_ ''' 7.,,,l'..4„ -i--- ---Ill Jr j 4c2 4 t_ -1- , _ = __ 4, , ‘-----= ____!!/,, , -..-- ' ,.. - t -- _- ',1- . , ..,r ." _iiiivi Itilk_ c, u4. • H ' 4e iliTt. � _ � • £. V j rn 70 V D 01 r� o 0) No 4 ��Ort City of Federal Way MEMORANDUM Date: July 20, 1992 To: Mayor Stead & City Council From: J. Brent McFall, City Manager ' Subject: Meeting with Peter Jouflas This memo is to advise you that I recently held a meeting with Peter Jouflas, owner of the Federal Way Shopping Center. The purpose of our meeting was to discuss progress he was making on redevelopment of the area as well as to encourage him to plan for the extension of 316th as a part of the ring road system. We had a very fruitful discussion. Mr. Jouflas has several opportunities for site redevelopment that he is working on, but none of them are at the point of being "done deals." He is still in negotiations with potential anchors for the redevelopment, and he is committed to working • closely with the City as his planning proceeds. In a related matter, I reminded Mr. Jouflas of our interest in the ring road. He assured me that this would be part of his planning for redevelopment. Essentially, he would extend 316th west to his property line, where it would be connected to the balance of the ring road at some point in the future. Obviously, this is subject to design review; but it appears to be quite feasible in the context of the plans Mr. Jouflas is now considering. We will keep you advised of any development plans that Mr. Jouflas brings forward. c: Kenneth E. , Assistant City Manager clip Keightle ublic Works Director jbm\6.• Dt TRF Pacific, Inc. )z Robert M.Parks March 13, 1991 P-es,Ce^t '210O SE 38th Street Beqe;...e WA 2C� -2- Mr. G. Richard Harris 2-€ 6-3 c.. FAX__. Superintendent Federal Way School District 31405 18th Avenue South Federal Way, WA 98003 RE: PURCHASE AND SALE AGREEMENT BETWEEN TRF PACIFIC, INC. AND FEDERAL WAY SCHOOL DISTRICT Deaf Dr. Harris: We have waited sometime since our meeting of February 27, 1991, in anticipation of receiving the letter which we discussed from the City of Federal Way outlining its requirements for development of the above referenced property. We have yet to receive • to that letter but before too much time goes by I felt it important to memorialize our discussion. As you know, of particular concern is the city's requirement to extend 11th Place going north from 320th through the property to the north property line. By way of background, initially the City of Federal Way did not require the road and asked us to make an application for site plan preliminary approval without it. However, when we did just that, we were quickly turned around in that their thinking had advanced to the point where they felt it was very important to complete the ring road composed of South 312th, South 324th, 11th Place South and 23rd Avenue South. As a result, we both hired traffic engineers to study the impact on the whole quadrant, particulary as it relates to the comprehensive plan. As you know, the northwest quadrant currently is occupied by a good portion of single family residences. This area is comprehensively zoned commercial hence the requirement for the completion of the ring road. The requirement for the extension has the following adverse economic impacts: 1. The right-of-way consists of approximately 36,572 s.f. of land which has to be dedicated to the city for road as well as the cost of construction for the road per the city's road standard criteria; 2. The road bisects the property which reduces the building to land ratio; 3. The combined loss of land and reduced flexibility in layout from the dedicated right-of-way, reduces the overall building area and our plan approximately 49,000 s.f. Mr. G. Richard Harris March 13, 1991 _ Page Two Therefore, please consider this letter our formal request to amend the Purchase and Sale Agreement to state that TRF Pacific, Inc. would purchase the land at $13.50 per s.f. on a net basis after the dedication of right-of-way for 11th Place South to the City of Federal Way. The actual square footage of land will be determined by Dowl Engineers after we are assured that we meet the requirements for the city. We await receipt of formal notification from the city relative to this requirement. For your information we are attaching a summary of the Purchase and Sale Agreement terms and the impact of this modification. Please let me know if you have any questions or are in need of additional information. Kind personal regards, TRF INC. Robert M. Parks President RMP;jf encl. cc: Chuck Hart Marty Jouflas Dr. Thrasher • FEDERAL WAY SCHOOL DISTRICT LAND SALE ANALYSIS 1. Purchase and Sale Agreement dated 8/27/90 assumed land size of 444,312 s.f. at $13.50 per s.f. $5,998,212 2. Dowl survey dated 10/2/90 states 428,423 s.f. at $13.50 per s.f. c $5,783,711 3. City of Federal Way requires a 60 ft. right-of-way extending 11th Place to the north property line to be dedicated to the city (60 ft. x 609.62 ft.) or 36,572 s.f. at $13.50 per s.f. $ 493,792 4. Usable land for development, 391,851 at $13.50 per s.f. $5,289,986 pv,i I�D 0 \J\ CITY OF , im. • Y' ' ■ / 33630 1ST WAY SOUTH • FEDERAL WAY, WASHINGTON 98003 March 13, 1991 Mr. Robert Parks, President TRF P.O. Box 5727 Bellevue, WA 98006 `L RE: South 320th Street Retail Proposal Dear Robert: Thank you for attending the pre-application meeting, February 7, 1991, for your proposal. Below is a list of issues to be considered when developing full drawings for the Site Plan Review application. Please remember these are preliminary comments and not the complete list of technical issues. PLANNING 1. A 50-foot wide landscape buffer will be required along the north and northwest propert lines, planted as specified by the City. y 2. Parking should be behind buildings, when feasible. 3. All interior drive intersections should align. 4. Continuous east-west drive aisles should be considered. 5. Parking geometry must be striped to code. 6. Sidewalks will be required between every other row of parking stalls. 7. Ten feet of landscaping will be required along all perimeter parking and drive aisles, planted as specified by the City. 8. Building wall facade modulation will be required for all exterior walls greater than 50 feet in length. Minimum depth of modulation is 3 feet. Minimum width is 4 feet. Maximum width of modulation is 35 feet. Mr. Robert Parks March 13, 1991 Page 2 9. Dumpster and loading areas must be fully screened from view. 10. All required landscaping must be designed to applicable City standards. TRAFFIC 1. A five lane section for the 11th Avenue South extension should be considered and discussed in the traffic study. 2. The easterly 320th Street S.W. access should be restricted to a right in-right out design. 3. The traffic study should discuss off site improvements to the 11th Avenue/320th Street S.W. intersection. 4. The City recommends the 11th Avenue stub extension be dedicated as a public street. All building setbacks and design requirements should be met by the adjacent pads. 5. Reciprocal access easements between property owners should be considered. SURFACE WATER 1. Analysis of the proposed drainage system using the 7 core and 12 special 1990 King County Surface Water Design Manual Requirements, including a downstream system is recommended. WATER AND SEWER 1. Sewer extensions will be required. 2. Water lines should be extended on site from the north due to pressure looping concerns. BUILDING I. All Washington State Barrier Free Access Standards apply. 2. Sixty foot building setbacks will be required along the east property line. A, r Mr. Robert Parks March 13, 1991 Page 3 3. All buildings must be fully sprinkled. 4. Fire hydrant locations must be verified through the site plan review process. 1. Automatic building fire alarms will be required through the site plan review process. GENERAL CIVIL 1. All design standards for the new public road, 11th Avenue will be met including a 150 foot separation between all drives both on and off site. 2. A slope analysis will be required as part of the site plan review process. Please contact me at 661-4110 if you have questions. I look forward to working with you. Respectfully, Bill Kingman Associate Planner BK:Parka.ltr { Cji , • • iii `,H Or --�-,- 1 ,,fir, I} �) J �'; ` ' 7 1 1 .. ? r_____i i $1 U3:0 ) i 1 _ 4. .t=4, 4E-_ ____./ r----471 1 1 th PL. • ' .p1U,*I it 4 4 7T- 10 'sue Sus YAwTENANCE sACILITY, ti , 1 Q 1 I 1 f 1 . „ '''''"',-.:-,..\- ___ ci 7. rf I. ` ti a _ io I ° g h �1 ��'1.ccic \ ii ��Icos.. � � k — PLAR ---- ,;e. 1 r o _— h _Ly - Cm al I . I. 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