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04-102807 (2)�,��laa 8'07 csp Traffic Impact Analysis Federal Way Community Center TRANSPORTATION N O R T H W E S T a rlir isiun n/ TCN• Inc, 1607 E. Main St Auburn, WA 98002 Federal Way, Washington Prepared For: Federal Way Parks & Recreation Department Prepared by: Timothy Miller, PE Washington #27048 Member, ITE #11026 June 22, 2004 Ph (253)931-0506 Fax tmiller@tcninc.com www.tcninc.com At the Request of - City of Federal Way RECEIVED ,IUL '1 6 2004 CITYFEDERAL AY LDING DEPT, TABLE OF CONTENTS Page Introduction........................................................................................ 2 I. Project Identification, Street Inventory .............................................. 5 II. Trip Generation..................................................................................... 6 III. Traffic Assignment................................................................................ 6 IV. PM Peak Hour Level of Service............................................................. 7 V. Saturday Peak Hour Level of Service .................................................... 12 VI. Signal Warrant Analysis....................................................................... 13 VII. Main Site Entrance Queuing Analysis .............................. .................. 14 VIII. Sight Distance...................................................................................... 15 IX. Safety Analysis................................................................................. 15 X. Parking Analysis................................................................................ 19 XI. Mitigation.............................................................................................. 20 Figures.................................................................................................... 22 Technical Appendix (separate document) LIST OF TABLES AND FIGURES Table 1: Trip Generation......................................................................... 6 Table 2: Unsignalized Intersection Level of Service Criteria ........................ 7 Table 3: PM Peak Hr Unsignalized Intersection Level of Service Summary 8 Table 4: Signalized Intersection Level of Service Criteria ........................... 9 Table 5: PM Peak Hr Signalized Intersection Level of Service Summary..... 10 Table 6: Saturday Unsignalized Intersection Level of Service Summary ..... 12 Table 7: Saturday Signalized Intersection Level of Service Summary ........ 13 Table 8: 333Td & 15` Way S PM Peak Hr Signalized Level of Service ........ 14 Table 9: Crash Data Summary ...................................................... 1 Table 10: TIP Project Proportional Share Calculations ........................... 21 Figure 1: Site Vicinity............................................................................. 23 Figure 2: Site Plan..................................................................... 2 Figure 3a: Current PM Peak Hour Volumes (West Half) .......................... 25 Figure 3b: Current PM Peak Hour Volumes (East Half) ............................ 26 Figure 4a: PM Peak Hour Pipeline Trips (West Half) ............................... 27 Figure 4b: PM Peak Hour Pipeline Trips (East Half) ............................. 28 Figure 5a: 2004 PM Peak Hour w/Pipeline, w/o Project (West Half).......... 29 Figure 5b: 2004 PM Peak Hour w/Pipeline, w/o Project (East Half)............ 30 Figure 5c: 2004 Saturday Peak Hour w/o Project ................................... 31 Figure 6a: 2006 PM Peak Hour w/Pipeline, w/o Project (West Half)........... 32 Figure 6b: 2006 PM Peak Hour w/Pipeline, w/o Project (East Half)............ 33 Figure 6c: 2006 Saturday Peak Hour w/Pipeline, w/o Project ................... 34 Figure 7a: PM Peak Hour Site Generated Trips (West Half) ...................... 35 Figure 7b: PM Peak Hour Site Generated Trips (East Half) ....................... 36 Figure 7c: Saturday Peak Hour Site Generated Trips ............................... 37 Figure 8a: 2006 PM Peak Hour w/Pipeline, w/ Project (West Half) ............. 38 Figure 8b: 2006 PM Peak Hour w/Pipeline, w/ Project (East Half) .............. 39 Figure 8c: 2006 Saturday Peak Hour w/Pipeline, w/ Project ..................... 40 Figure 9: S 333Td Street & 1" Way S Signal Warrant ............................... 41 Figure 10: Parking Supply Analysis .................................................... 42 Federal Way Community Center TIA June 22, 2004 Introduction This report analyzes the traffic impact of the proposed Federal Way Community Center to be located on the southwest corner of Celebration Park in Federal Way. According to the initial site plan, the development consists of the construction of a 78,490 SF (gross) community center, with a usable area of 76,295 SF. The building will have a lap pool, a leisure pool, three gyms, exercise rooms, senior activities and meeting rooms. The main site parking lot will have two main driveways onto the extended S 333`d Street, one as the east roundabout leg, and one just west of 91" Avenue S. Access to an employee parking lot will be via a driveway as the north leg to the roundabout. Study Area A level of service (LOS) analysis is required of the PM peak hour for the following 31 intersections: 1. S 336th Street & 91h Avenue S 2. S 324th Street & 11 th Place S 3. S 324th Street & SR 99 4. S 336t" Street & SR 99 5. S 316t" Street & SR 99 6. S 3481h Street & SR 161 7. S 3201h Street & SR 99 8. SW Campus Drive & 101h Avenue SW 9. S 348t" Street & 91h Avenue S 10. S 3481" Street & SR 99 11. S 336th Street & lst Way S 12. S 320th Street & I" Avenue S 13. SW 3361n Street & 21st Avenue SW 14. S 312th Street & SR 99 15. S 348th Street & I" Avenue S 16. S 304th Street & SR 99 17. S 356th Street & SR 99 18. S 356t" Street & SR 161 19. S 3601h Street & SR 161 20. S 356t" Street & lst Avenue S 21. S 356th Street & 215t Avenue SW 22. SW 3201h Street & 21" Avenue SW TRANSPORTATION CONSULTING NORTHWEST Page 2 Federal Way Community Center TIA June 22, 2004 23. S 352nd Street & SR 161 24. S 344th Street & 161h Avenue S 25. S 320th Street & 23`d Avenue S 26. S 333`d Street & 1" Way S 27. S 3201h Street & 251h Avenue S 28. S 333`d Street & 91h Avenue S 29. S 320th Street & 201h Avenue S 30. Project driveway & S 333`d Street roundabout 31. Project driveway & Extended 333`d Street LOS analysis of the weekend peak hour is also computed for the following 4 intersections: • S 320 Street & 11 th Place S • S 333`d Street & 9th Avenue S • Project driveway & S 333`d Street roundabout • Project driveway & Extended 333`d Street Synchro 6.0 computer software program was used to perform the LOS analyses. Existing Conditions without Project An inventory of the street and intersection characteristics in the project vicinity was conducted and is summarized in the report. PM peak hour traffic volumes for all study intersections were gathered from City files or were newly counted. Safety Analysis A safety analysis of crash history from the City's files is required for the following 22 intersections: 1. S 336" Street & 9th Avenue S 2. S 324th Street & 11th Place S 6. S 348th Street & SR 161 8. SW Campus Drive & 101h Avenue SW 9. S 3481h Street & 9th Avenue S 10. S 3481h Street & SR 99 11. S 336th Street & 0 Way S 12. S 320th Street & I" Avenue S 13. SW 3361h Street & 21St Avenue SW 15. S 348th Street & 1st Avenue S TRANSPORTATION CONSULTING NORTHWEST Page 3 Federal Way Community Center TIA June 22, 2004 16. S 304th Street & SR 99 17. S 356th Street & SR 99 18. S 356th Street & SR 161 19. S 360th Street & SR 161 20. S 356th Street & I" Avenue S 21. S 356th Street & 2 1 " Avenue SW 22. SW 3201h Street & 215t Avenue SW 23. S 352°d Street & SR 161 24. S 344th Street & 161h Avenue S 25. S 3201h Street & 23rd Avenue S 27. S 320th Street & 25th Avenue S 29. S 320th Street & 201h Avenue S Future Conditions without Project For future traffic volumes 2% background traffic growth factor was used to project traffic volumes that will exist in the buildout year of 2006. Traffic volumes were also projected for the 5 year horizon (2011) for S 333rd Street & 1"Way S. PM peak hour Level of Service (LOS) analyses and weekend peak hour LOS analyses at the study area intersections were completed for the 2006 without project conditions. Future Conditions with Project The following items were evaluated: • Weekday PM peak hour trip generation, distribution and assignment were developed. • PM peak hour signal warrant analysis was conducted for the following intersection: S 333rd Street & lst Way S ■ A special analysis of the queuing expected from EB traffic turning right into the site parking lot from the access lane along the south side of the building was performed. • Entering sight distance was considered at all project driveways. Entering sight distance was measured at the intersection of S 333rd Street & 91h Avenue S. • PM peak hour weekday LOS at the study area intersections was calculated. • Weekend peak hour LOS at the Saturday study intersections was calculated. • Transit service to the project area was evaluated. • Measures to mitigate the development's impact on the transportation facilities in the study area were developed. Any impacts that could not be mitigated were identified. • Cost of proposed mitigation measures was estimated. TRANSPORTATION CONSULTING NORTHWEST Page 4 Federal Way Community Center TIA June 22, 2004 Parking Analysis TCN prepared a graph plotting all the available data points supplied by the project architect as well as the single ITE data point. TCN recommended a number of parking spaces that should be supplied. I. Proj ect Identification, Street Inven Project Identification The development consists of the construction of a 78,490 SF (gross) community center, with a usable area of 76,295 SF. The building will have a lap pool, a leisure pool, three gyms, exercise rooms, senior activities and meeting rooms. The main site parking lot will have two main driveways onto the extended S 333`d Street, one as the east roundabout leg, and one just west of 9th Avenue S. Access to an employee parking lot will be via a driveway as the north leg to the roundabout. The development is located in Federal Way as shown in Figure 1, Site Vicinity. The proposed site plan is shown in Figure 2. Street Inventory S 336th Street is a 5-lane E-W arterial with raised median. It has curb, gutter, and sidewalks and a posted speed limit of 35 mph. It connects the site vicinity to SR 99 and SR 18 to the east. S 333rd Street is a two-lane E-W collector. It currently runs from lst Way S to just west of the site. It will be extended to run along the site's west and south frontage to intersect with 91h Avenue S. It has an speed limit of 25 mph. 9th Avenue S is a N-S minor arterial. It is two lanes wide with a speed limit of 25 mph along the site and 20 mph to the north. North of the site this road skirts the south and east sides of Celebration Park. In the park the roadway has a series of speed humps posted with 15 mph advisory speed. South of 3361h it is three lames wide with a posted speed limit of 35 mph. It runs along the east side of the site connecting with S 333`d Street at the site entrance as well as S 336th Street and S 348t4 Street to the south. 0 Way S is a five -lane N-S arterial with a raised median. It has curb, gutter, and sidewalks and a posted speed limit of 35 mph. Transit Service Nearby public transit stops are located at: 1st Way S & S 332nd St- Route MT 903 -Approx. 1/2 mile. • S 336th & 9th Ave S - Routes MT 182, MT 903- Approx. 1/4 mile. TRANSPORTATION CONSULTING NORTHWEST Page 5 Federal Way Community Center TIA June 22, 2004 II. Trip Generation Trip generation for the site is estimated using existing data from the Puyallup Korum YMCA site as reported by Transportation Planning & Engineering's (TP&E) Auburn Valley YMCA Facility TIA. This approach was presented in the TIA Phase I and was accepted by the Ctiy. The trip generation rate found was 3.2 trips/KSF. Weekend peak hour trip generation was determined by dividing the ITE land use code 495 (Recreational Community Center) weekend peak trip generation rate (1.25) by the weekday PM peak hour trip generation rate (1.75). This ratio (0.71) was multiplied by the 3.2 rate above to develop the 2.29 Saturday peak rate. As shown in Table 1, the project will generate 137 new PM peak hour trips, 47 entering and 91 exiting trips. Additionally, the project will generate 98 new Saturday peak hour trips, 48 entering and 50 exiting trips. Table I Federal Way Community Center Trip Generation Total Ent rinR Egitin Period Size Units Rate T ri )s % Trips % Trips eekda PM Peak Hour 78.490 KSF 3.20 251 34% 85 66% 166 eekend Peak Hour 78.490 KSF 2.29 180 49% 88 51 % 92 III. Traffic Assil4nment Traffic Volume Data Traffic counts from 2001-2004 were gathered and adjusted using an annual traffic growth factor to account for general background growth. The horizon years for this analysis will be 2006. A 2% annual background growth rate will be used. Figures 3a and 3b show the Current PM Peak Hour turning movements w/o project at the study intersections (with 3a depicting the west half and 3b depicting the east half). Figures 5a and 5b show the 2004 Peak PM Peak Hour turning movements w/o project, but with pipeline trips added. Figures 6a and 6b shows the adjusted 2006 Peak PM Peak Hour turning movements W/o project. Figure 5c shows the 2004 Saturday peak hour w/o project volumes. Figure 6c shows the 2006 Saturday peak hour w/o project volumes. New trips generated by the site were distributed in accordance with the City's traffic model. The new site generated trips are shown in Figures 7a, 7b and 7c. We estimated the number of existing trips that will be diverted to the new S 333rd Street extension that will connect with 9ch Avenue S. For the site driveways, we used the City's transportation model results. For the intersection of S 333rd & 91h Avenue S we superimposed all TRANSPORTATION CONSULTING NORTHWEST Page 6 Federal Way Community Center TIA June 22, 2004 SB right turns and EB left turns from the nearby intersection of S 3361h & 9th Avenue S onto the existing through volumes to generate a "worst case" condition. The new site generated trips were added to the 2006 Peak PM Peak Hour w/o project volumes to establish the 2006 Peak PM Peak Hour w/ project data shown in Figures 8a, 8b and 8b. IV. PM Peak Hour Level of Service Capacity computations of the signalized study intersection were performed using the Synchro 6.0 software package. This computer program was developed by TrafficWare as an accurate representation of the Special Report 209 "Highway Capacity Manual' methodology. Outputs from the program are included in the Appendix. Level of Service (LOS) was calculated for the study area intersections noted above. Unsignalized Intersections For the case of unsignalized intersections, the LOS of the stop controlled movements and left turn movements are calculated. The delay value established for each LOS criteria from the 2000 Highway Capacity Manual is listed in Table 2. Table 2 Unsignalized Intersection Level of Service Criteria Level of Service Delay per Vehicle (_sec. <_10 A B >10 and:-15 C >15 and :Q5 D >25 and :05 E >35 and :-50 F >50 The results of the unsignalized intersection analyses are summarized in Table 3. TRANSPORTATION CONSULTING NORTHWEST Page 7 Federal Way Community Center TIA June 22, 2004 PM Pet, Intersection 24. S 344th Street & 16th Avenue S 26. S 333rd Street & 1st Way S 28. S 333rd Street & 9th Avenue S EB STOP 28. S 333rd Street & 9th Avenue S All -Way STOP 30.DW & 333rd Roundabout 31.DW & Ext 333rd St Table 3 Unsignalized Intersections ik Hour Level of Service Summary 2004 w/o Project 2006 w/o PrD'ect 2006 w/ Project LOS Delay Max LOS Delay Max LOS Delay Max (A-l) (See. V/C A- See. V/C A- Sec. V/C EB F 89.8 1.39 F 126.5 1.76 F 136.5 1.82 WB F 271.7 1.39 F 433.3 1.76 F 462.0 1.82 NB L B 10.7 1.39 B 11.0 1.76 B 11.1 1.82 SB L A 9.6 1.39 A 9.7 1.76 A 9.8 1.82 SB L B 12.8 0.62 B 13.4 0.66 B 14.2 1.44 NB L B 10.3 0.62 B 10.5 0.66 B 10.5 1.44 EB D 33.6 0.62 E 41.3 0.66 F 340.3 1.44 WB D 30.1 0.62 D 33.5 0.66 F 51.3 1.44 EB L -- -- -- C 18.4 0.36 D 28.7 0.39 EB R -- -- -- -- B 12.1 0.39 NB -- -- -- -- -- -- A 2.5 0.39 EB All -- -- -- -- -- -- B 10.1 - NB -- -- -- __ __ -- C 18.9 - SB -- -- -- __ -- -- D 31.7 - Overall -- -- -- -- -- -- C 24.8 - -- -- -- -- -- -- 0.22 S 344" Street & 16th Avenue S - Currently both stop -controlled movements (EB & WB) operate at LOS F with the WB movement operating at a very high delay. In the future these movements will become even worse as the WB delay will increase to over 7 minutes and the EB delay will be over 2 minutes. Developments proposed nearby this intersection are being required to signalize this intersection. Signalization will solve the LOS issues here. S 333rd Street & 15t Way S - Currently this unsignalized intersection operates well with a maximum V/C ratio of 0.62 and both stop -controlled movements at LOS D. However, when the project is added the maximum V/C ratio jumps to 1.44 while both stop -controlled movements hit LOS F with the EB movement having more than 5 minutes of delay. A signal warrant analysis was conducted and the results are shown in that section. S 333rd Street & 9th Avenue S - In the "worst case" analysis (see pg. 6) this intersection will operate at LOS D for the EB left turn movement and LOS B for the EB right turn movement when the project is built. This is assuming this will be a STOP controlled intersection with 9th Avenue S being the through street. If this intersection were signed as an All -Way STOP, the overall intersection LOS will increase to C with 24.8 seconds of delay. It will also negate any concerns relative to vehicles on S 333rd Street having sufficient visibility of SB traffic. DW & S 333rd Street Roundabout - For a roundabout, intersection delay is not a calculated, however the maximum V/C ratio is only 0.22 indicating good operations and excess capacity. With proper design, this roundabout will operate very well. TRANSPORTATION CONSULTING NORTHWEST Page 8 Federal Way Community Center TIA June 22, 2004 DW & Extended S 333rd Street — With exiting vehicles prohibited from turning left there are no vehicles that have any delay at this intersection. The maximum V/C ratio is very low at 0.21. Signalized Intersections For the case of signalized intersections the LOS of each movement, and the intersection as a whole, is computed in seconds of delay per vehicle. The delay value established for each LOS criteria from the 2000 Highway Capacity Manual is listed in Table 4. Table 4 Signalized Intersection Level of Service Criteria Level of Service Control Delay per Vehicle A —< 10.0 B 10.1 to 20.0 C 20.1 to 35.0 D 35.1 to 55.0 E 55.1 to 80.0 F > 80.0 A summary of the capacity calculations performed for this study is contained in Table 5. Synchro computer output sheets for each signalized intersection LOS calculation are included in the Appendix. TRANSPORTATION CONSULTING NORTHWEST Page 9 Federal Way Community Center TIA June 22, 2004 Table 5 Signalized intersection PM Peak Hour Level of Service Summary Intersection 2004 2006 2006 w/o Project w/o Project w/ Project LOS Delay Max A - F Sec. V/C 0 Delay Sec. 0 Delay % OS LOT FA Delay Sec. Sec. Max V/C LOS A - F Delay Sec. Max V/C 1. S 336th St & 9th Ave S C 1 24.3 0.931 26.1 0.95 C 32.5 1.00 6.4 24.5% 2. S 324th St & 11th PI S C 1 20.9 0.741 C 22.4 0.76 C 25.9 0.84 3.5 15.6% 3. S 324th St & SR 99 D 35.2 0.86 C 32.0 0.88 C 33.3 0.92 1.3 4.1 % .4. S 336th St & SR 99 F 86.9 1.41 F 89.8 1.26 F 89.9 1.32 0.1 0.1% 5. S 316th St & SR 99 B 19.7 0.82 C 29.6 0.89 C 29.7 1 0.89 0.1 0.3% ,6. S 348th St & SR 161 D 47.6 1.03 E 60.3 1.09 E 61.9 1.09 1.6 2.7% 7. S 320th St & SR 99 D 41.7 1.21 D 47.7 0.95 D 48.3 0.95 0.6 1.3% 8. Campus Dr & 10th Ave SW D 45.6 1.01 E 58.1 1.09 E 61.2 1.11 3.1 5.3% '9. S 348th St & 9th Ave S D 52.7 1.13 E 66.0 1.21 E 70.3 1.24 4.3 6.5% 10. S 348th St & SR 99 D 52.4 1.01 E 78.2 1.16 E 79.8 1.16 1.6 2.0% 11. S 336th St & 1st Way S D 45.4 0.92 D 41.0 0.94 D 41.9 0.95 0.9 2.2% 12. S 320th St & 1st Ave S F 91.6 1.29 F 101.0 1.20 F 1 103.0 1.20 2.0 2.0% 13. SW 336th St & 21st Ave S E 64.6 1.00 E 73.0 1.05 E 73.9 1.06 0.9 1.2% 14. S 312th St & SR 99 D 46.0 0.89 D 44.9 1.03 D 45.4 1.03 0.5 1.1 % 15. S 348th St & 1st Ave S E 72.3 1.101 F 95.4 1.20 F 96.9 1.211 1.5 1.6% 16. S 304th St & SR 99 C 34.6 0.93 C 28.4 0.90 C 28.8 0.901 0.4 1.4% 17. S 356th St & SR 99 F 83.6 1.17 F 108.0 1.41 F 108.5 1.41 0.5 0.5% 18. S 356th St & SR 161 D 38.3 0.95 D 36.7 0.96 D 37.1 0.96 0.4 1.1% 19. S 360th St & SR 161 C 20.2 0.93 C 28.7 0.99 C 29.5 1.02 0.8 2.8% 20. S 356th St & 1st Ave S B 18.8 0.84 B 19.8 0.84 B 19.9 1 0.84 0.1 0.5% 21. S 356th St & 21st Ave SW B 19.7 0.88 C 20.9 0.89 C 21.0 0.90 0.1 0.5% 22. S 320th St & 21st Ave SW D 41.4 0.97 D 54.9 1.03 E 55.2 1.03 0.3 0.5% 23. S 352nd St & SR 161 C 21.1 0.72 C 22.3 0.67 C 22.4 0.67 0.1 0.4% 25. S 320th St & 23rd Ave S C 1 29.5 1 0.94 D 1 45.3 1 0.97 D 1 45.7 0.971 0.4 0.9% 27. S 320th St & 25th Ave S C 1 21.5 1 0.911 D 1 37.3 1 0.931 D 1 37.9 1 0.93 1 0.6 1.6% Note that there is only one letter grade change as a result of this project. There are currently three intersections operating at LOS F with 10 intersections having a maximum V/C ratio greater than 1.0. By 2006 four intersections will operate at LOS F and 11 will have a max V/C ratio greater than 1.0. When the project is added the same four intersections will be at LOS F and 13 will have a max V/C ratio greater than 1. There were only 5 intersections with more than a 3% increase when the project is added. TRANSPORTATION CONSULTING NORTHWEST Page 10 Federal Way Community Center TIA June 22, 2004 The following 13 intersections are the only study intersections which have a PM peak hour V/C of 1.0 or greater. They are indicated in Table 5 in bold font. 1. S 336th Street & 91h Avenue S reaches a max V/C ratio of 1.0 in 2006 when the project is added, but LOS remains at C, showing good operations. There was no assumption of any diverted trips along the new 333d Street near the community center. These diverted trips would lessen the delay at 336`h & 91n 4. S 336th Street & SR 99 currently operates at LOS F. Lowering the cycle length to 120 seconds makes the delay about 3 seconds worse by 2006 (with the lanes added that are presently under construction). The project adds an insignificant delay of 0.1 seconds (0.1%). A 140 second cycle would be best to keep delays as low as possible. This intersection is being widened to its ultimate configuration so no additional construction as a mitigation measure is contemplated. The four intersections of: 6. S 3481h St & SR 161, 8. Campus Dr & 10'h Ave SW, 9. S 3481h St & 9th Ave S, and 10. S 3481h St & SR 99 are currently LOS D and by 2006 become LOS E. The max V/C ratio for all four intersections is over 1.0 for all conditions (both currently and in future). The project does not increase any one of the LOS grades and only increases delay 1.6 to 4.3 seconds (2.0% to 6.5%). No mitigation is needed as these intersections operate at better than LOS F. 12. S 320th Street & I" Avenue S is currently at LOS F and using a 120 second cycle length makes the delay about 10 seconds worse by 2006. However a 120 second cycle length decreases the max V/C ratio from 1.29 to 1.20 by 2006. The project increases the delay of the intersection by 2.0 seconds (2.0%). 13. SW 336th Street & 21" Avenue SW is currently at LOS E and using a 120 second cycle length makes the delay about 9 seconds worse by 2006 and increases the max V/C from 1.00 to 1.06. The project increases the delay of the intersection by only 0.9 seconds (1.2%). 14. S 3121h Street & SR 99 is currently at LOS D and using a 120 second cycle length increases the max V/C from 0.89 to 1.03. However, the delay actually improves by about a second. The project increases the delay of the intersection by only 0.5 seconds (1.1%). A 140 second cycle would be best to keep the max V/C ratio as low as possible. 15. S 348th Street & I" Avenue S is currently at LOS E and using a 120 second cycle length the LOS increases to an F with an increased delay of 23 seconds by 2006. The max V/C also increases from 1.10 to 1.20. The project increases the delay of the intersection by only 1.5 seconds (1.6%). A 140 second cycle would be best to keep the delay as low as possible. 17. S 356th Street & SR 99 is currently at LOS F and using a 120 second cycle length makes the delay increase nearly 25 seconds by 2006. The max V/C also increases from 1.17 to 1.41. The project increases the delay of the intersection by only 0.5 seconds (0.5%). A 140 second cycle would be best to keep the delay as low as possible. 19. S 3601h Street & SR 161 is currently at LOS C and remains so by 2006. While the addition of the project increases delay only slightly (0.8 seconds or 2.8%) it does nudge the max V/C ratio over 1.0. 22. S 3201h Street & 21" Avenue SW is currently at LOS D and using a 120 second cycle length makes the delay increase nearly 14 seconds by 2006. The max V/C also increases from 0.97 to TRANSPORTATION CONSULTING NORTHWEST Page 11 Federal Way Community Center TIA June 22, 2004 1.03. While the project increases the delay of the intersection by only 0.3 seconds (0.5%) it does change the LOS grade from D to E. With a 140 second cycle length there is good chance that LOS would drop back to D and the V/C ratio would be closer to 1.0. V. Saturday Level of Service Unsignalized Intersections The results of the unsignalized intersection analyses are summarized in Table 6. Table 6 Unsignalized Intersections Saturday Peak Hour Level of Service Summary Intersection 2006 w/ Project LOS (A-F) I Delay (Sec.) Max V/C 28. S 333rd Street & 9th Avenue S EB L B 13.5 0.23 EB R B 10.1 0.23 NB A 2.2 0.23 130. Project DW & 333rd St Roundabout 0.11 ,31. Project DW & Extended 333rd Street 0.12 S 333rd Street & 9th Avenue S — This intersection will operate well with about 14 seconds of delay for the EB left turn movement when the project is built, with a very low V/C of 0.23. DW & S 333rd Street Roundabout — For a roundabout, intersection delay is not able to be calculated, however the maximum V/C ratio is only 0.11. DW & Extended S 333rd Street — With exiting vehicles prohibited from turning left there are no vehicles that have any delay at this intersection. The maximum V/C ratio is very low at 0.12. Signalized Intersections A summary of the capacity calculations performed for this study is contained in Table 7. Synchro computer output sheets for each signalized intersection LOS calculation are included in the Appendix. We assumed the cycle length for Saturday to be the same as for the current PM peak (140 seconds for 2004, 120 seconds for 2006). TRANSPORTATION CONSULTING NORTHWEST Page 12 Federal Way Community Center TIA June 22, 2004 Table 7 Signalized Intersection Saturday Peak Hour Level of Service Summary Intersection 2004 12006 2006 w/o Project w/o Project w/ Project LOS Delay Max A - F Sec. I V/C A Delay I Sec. A Delay % LOS A - F Delay Sec. Max I V/C LOS Delay A - F Sec. Max V/C 2.S 324th St & l lth P1 S I C 25.2 1 0.791 C 22.7 0.791 C 1 25.6 10.831 2.9 12.8% Note that a 120 second cycle length actually improves the intersection delay by a few seconds. This project only increases delay by 3 seconds and no letter grade change occurs as a result of this project. VI. Signal Warrant An analysis of the PM peak hour for signal warrants was conducted for the 2006 with project condition of the following intersection: • S 333rd Street & I" Way S This Peak Hour analysis was conducted using the 2000 MUTCD Figure 4C-3, Warrant 3 - Peak Hour. This warrant is the one which is easiest to evaluate since it is based on a nomograph approach and the traffic data needed is at hand. This warrant is also often the first one met at a given location. It should be noted that a location that meets signal warrants does not automatically need to be signalized. To the contrary, a traffic signal cannot be installed unless one or more signal warrants are met. After signal warrants are met, further engineering studies are required to verify that the particular location is a good candidate for signalization. Only then may the location be added to the agency's prioritized list of locations awaiting funding for traffic signals. S 333rd Street & 15t Way S The peak hour signal warrant for this intersection using 2006 volumes while assuming no cut - through traffic is shown in Figure 9. The major street (1st Way S) will have 2202 vehicles in 2006. The high volume approach of the minor street (east leg of S 333rd Street) will have 168 vehicles in 2006. As seen in Figure the PM peak hour signal warrant is met. With current high delays at this intersection a signal would be a good solution. Assuming same channelization with protected left turns on 1 st Way S and permitted phasing for S 333rd Street a LOS run was conducted of this proposed signal for both the 2006 with project condition and the horizon year of 2011 with project condition. The results are shown below in Table 8. Obviously, when cut -through traffic is added, the plotted point would be even further into the region where the warrant is met, showing a greater need for signalization. TRANSPORTATION CONSULTING NORTHWEST Page 13 Federal Way Community Center TIA June 22, 2004 Table 8 S 333rd St & 1st Way S Signalized PM Peak Hour Level of Service Intersection 2006 2011 w/Project 2011 w/Project w/ Project (PBF = 0.95) (Current P LOS A - F Delay Sec. I Max I V/C LOS A-F1 I Delay Sec. Max V/C LOS A - F Delay Sec. Max V/C 1.26.S 333rd St & 1st Way S B 13.0 1 0.77 1 B 1 12.4 1 0.74 1 B 14.4 0.81 The analysis shows that the signal would operate at LOS B with 13.0 seconds of delay and a maximum V/C ratio of 0.77 for the buildout year of 2006. This V/C ratio is nearly half of the V/C ratio that was computed for an unsignalized intersection. Under City of Federal Way Guidelines for a TIA the following is stated: Peak hour factors for scenarios involving forecasts of S years or more should use 0.95. When the peak hour factors are set to 0.95 the intersection actually improves. When using current peak hour factors the delay increases only slightly as shown above. VII. Main Site Entrance Queuing Analysis City staff expressed concern with potential queuing of traffic on -site into the roundabout due to the location of the first parking lot access isle designed just west of the passenger loading zone. The site planners wanted to keep the main flow out of the loading area, so placed the parking lot access aisle before traffic enters the loading zone. However, parking maneuvers will begin very close to where the access point and main site entrance join. It is possible that such maneuvers could temporarily block entering traffic, causing a queue that may impact roundabout operations. A traffic simulation analysis of the 2006 PM peak hour of the EB queue was conducted for traffic turning into the parking area from the access area along the south side of the building. For this procedure all incoming traffic was set to enter the site through the roundabout and turn right into the parking area. All outbound traffic was set to exit the access area by turning left into the roundabout. The access area was modeled as an all way stop, which gave the impression of each incoming car as having to wait a small amount of time for a spot to park. The peak hour factor was also set to 0.80. This method greatly exaggerated what would be the likely scenario since, in reality, more than half of the entering traffic would enter from the east via the southern driveway, and thus would not be part of the traffic stream we evaluated. As such the method used was very conservative. SimTraffic was used to find the maximum queue of the approach described above. The queue report from SimTraffic shows that the maximum EB queue to enter the parking aisle is 71 feet. The current site plan shows 160 feet between the roundabout exit and the entrance to the parking aisle. Therefore there will be no queuing problem at this parking aisle and it should remain as an access point. In reality, if queuing was to become a problem in the future, it would be very easy to curb off this entrance and force all vehicles to drive through the loading zone and enter one of the parking aisles on the east side. TRANSPORTATION CONSULTING NORTHWEST Page 14 Federal Way Community Center TIA June 22, 2004 VIII. Sight Distance S 333rd Street & 9th Avenue S City staff directed the entering sight distance to be determined per AASHTO based on a speed of 5 mph over the posted speed limit. For this location the speed limit from the north is 20 mph (design speed of 25 mph) while the speed limit from the south is 25 mph (design speed of 30 mph). For traffic from the north (design speed of 25 mph) the required entering sight distance is 280 feet. A field study found that the entering sight distance to the north is 220' with the vertical hillside as the limiting factor. While this does not meet the required entering sight distance for a design speed of 25 mph it was found that most traffic does not travel at that speed. Before coming to the intersection southbound traffic crosses over a speed bump and then a sharp 90- degree turn. Most traffic will be traveling under 20 mph. For a design speed of 20 mph the required entering sight distance is 225', which is almost exactly what was found in the field. For traffic from the south (design speed of 30 mph) the required entering sight distance is 335 feet. A field study found that the entering sight distance to the south is 500' with the horizontal curve as the limiting factor. This proves that sight distance is met to the south for this intersection. Project driveways Both project driveways are currently not built and cannot yet be measured, however some assumptions can be made. For the roundabout sight distance is not a problem as traffic is instructed to yield only to traffic in the roundabout and do not have to be able to see more than 100' feet up the roadway. For the southern driveway no left turns are allowed out of the driveway, which means that only sight distance to the east has to be met. Currently the plans show a straight view to the intersection 330' feet to the east. If sight is visible to the intersection then sight distance would be met. IX. Safetv An Crash history data from 1/1/00 through 12/31/02 for the identified locations was provided by the City. Table 8 shows the amount of collisions each location had in that period as well as the amount of fatalities, injuries, and PDOs. TRANSPORTATION CONSULTING NORTHWEST Page 15 Federal Way Community Center TIA June 22, 2004 -Table 9 Crash Data Summary Intersection 2004 Volume Fat. In'. PDOs Total Crash/ Year Crash/ 1M Entering 1. S 336th Street & 9th Avenue S 2,544 0 4 7 9 3.0 0.32 2. S 324th Street & 11th Place S 1,100 0 0 0 3 1.0 0.25 6. S 348th Street & SR 161 5,9311 0 14 43 57 19.0 0.88 8. SW Campus Drive & 10th Avenue SW 3,121 0 17 26 39 13.0 1.14 '9. S 348th Street & 9th Avenue S 3,353 0 12 36 45 15.0 1.23 10. S 348th Street & SR 99 4,839 0 26 68 92 30.7 1.74 11. S 336th Street & 1st Way S 2,667 0 9 11 18 6.0 0.62 12. S 320th Street & 1st Avenue S 4,526 1 19 34 52 17.3 1.05 13. SW 336th Street & 21st Avenue SW 4,200 0 0 2 2 0.7 0.04 15. S 348th Street & 1 st Avenue S 4,178 0 9 32 40 13.3 0.87 16. S 304th Street & SR 99 2,948 0 17 31 44 14.7 1.36 17. S 356th Street & SR 99 3,520 0 3 21 24 8.0 0.62 18. S 356th Street & SR 161 2,730 0 18 15 28 9.3 0.94 19. S 360th Street & SR 161 2,663 0 7 3 8 2.7 0.27 20. S 356th Street & 1st Avenue S 2,452 0 8 14 20 6.7 0.74 21. S 356th Street & 21st Avenue SW 2,230 0 2 1 3 1.0 0.12 22. SW 320th Street & 21st Avenue SW 3,707 0 23 1 27 47 15.7 1.16 23. S 352nd Street & SR 161 2,779 0 4 14 18 6.0 0.59 24. S 344th Street & 16th Avenue S 1,7401 0 1 1 2 0.7 0.10 25. S 320th Street & 23rd Avenue S 4,622 0 25 71 92 30.7 1.82 27. S 320th Street & 25th Avenue S 4,670 0 11 35 46 15.3 1 0.90 29. S 320th Street & 20th Avenue S 3,633 0 20 50 68 1 22.7 1 1.71 As seen above 8 intersections are above the City's threshold of 1.00 crashes per million entering vehicles. These intersections as well as the intersection of S 3361h Street & 1" Way S are shown in more detailed analysis below. 8. SW Campus Drive & 10th Avenue SW The highest frequency type was approach turn collisions at 11 or 28%. Of the 11 approach turn collisions, 9 involved EB left turning vehicles (82%) and 2 involved SB left turning vehicles (18%). The next highest frequency type was sideswipe collisions at 7 or 18%. Of the 7 sideswipe collisions, 4 involved EB vehicles (57%), and 3 involved WB vehicles (43%). There were also 7 fixed object/parked vehicle collisions, 6 right angle collisions, 4 rear end collisions, 2 backing collisions, and 2 head on collisions. With 26 net site generated trips added to this intersection there is only a 0.8% increase in the amount of vehicles. This project will add 12 EB left turning vehicles, or a 5% increase. This could result in one additional crash in a three year period, an acceptable increase. The City may wish to monitor to ensure the protected permitted left turn phasing is still appropriate. 9. S 348th Street & 9th Avenue S The highest frequency type was rear end collisions at 15 or 33%. Of the 15 rear end collisions, 6 involved EB vehicles (40%), 6 involved WB vehicles (40%), 2 involved SB vehicles (13%), and 1 involved a NB vehicle (7%). TRANSPORTATION CONSULTING NORTHWEST Page 16 Federal Way Community Center TIA June 22, 2004 The next highest frequency type was approach turn collisions at 12 or 27%. Of the 12 approach turn collisions, 5 involved EB turning vehicles (42%), 4 involved NB turning vehicles (33%), 2 involved WB turning vehicles (17%) and 1 involved a SB turning vehicle (8%). There were also 7 right angle collisions, 5 fixed object/parked vehicle collisions, 3 sideswipe collisions, and 3 backing collisions. With only 26 net site generated trips added to this intersection there is only a 0.7% increase in the amount of vehicles. The project will add only 14 WB trips, an increase of only 0.8% increase in the total WB volume. This increase would not add any additional collisions to this intersection. 10. S 348" Street & SR 99 The highest frequency type was right angle collisions at 29 or 32%. Of the 29 right angle collisions, 20 involved EB vehicles (69%), 17 involved NB vehicles (59%), 11 involved SB vehicles (38%), and 10 involved WB vehicles (34%). The next highest frequency type was rear end collisions at 25 or 27%. Of the 25 rear end collisions, 15 involved EB vehicles (60%), 8 involved WB vehicles (32%), and 1 involved a NB vehicle (4%) and a SB vehicle (4%). The next highest frequency type was approach turn collisions at 21 or 23%. Of the 21 approach turn collisions, 9 involved WB turning vehicles (43%), 8 involved EB turning vehicles (38%), 3 involved SB turning vehicles (14%) and 1 involved a NB turning vehicle (5%). There were also 7 sideswipe collisions, 5 fixed object/parked vehicle collisions, and 5 backing collisions. With 23 net site generated trips added to this intersection there is only a 0.5% increase in the amount of vehicles. This increase would result in adding 0.5 crashes in a three year period, an acceptable increase. This intersection will be improved as part of TIP #6 and the enhancements will likely reduce the traffic crash rate. IL S 336th Street & 1st Way S The highest frequency type was rear end collisions at 6 or 33%. Of the 6 rear end collisions, 3 involved WB vehicles (50%), and 1 each involved a NB vehicle, SB vehicle, and EB vehicle (17%). There were also 4 fixed object/parked vehicle collisions, 3 right angle collisions, 3 approach turn collisions, and 2 backing collisions. With 24 net site generated trips added to this intersection there is only a 0.9% increase in the amount of vehicles. This increase would not add any additional collisions to this intersection in a 3 year period. This intersection is planned to be upgraded in TIP #14 which will likely also have some safety benefits. 12. S 320" Street & I" Avenue S The highest frequency type was rear end collisions at 25 or 48%. Of the 25 rear end collisions, 14 involved WB vehicles (56%), 5 involved EB vehicles (20%), 4 involved NB vehicles (16%), and 2 involved SB vehicles (8%). The next highest frequency type was approach turn collisions at 11 or 21%. Of the 11 approach turn collisions, 7 involved NB turning vehicles (64%), and 4 involved SB turning vehicles (36%). There were also 5 fixed object/parked vehicle collisions, 4 backing collisions, 3 sideswipe collisions, 3 right angle collisions, and 1 head on collision. TRANSPORTATION CONSULTING NORTHWEST Page 17 Federal Way Community Center TIA June 22, 2004 With 24 net site generated trips added to this intersection there is only a 0.5% increase in the amount of vehicles. This increase would not add any additional collisions to this intersection in a three year period. This intersection is planned to be upgraded in TIP #10 which will likely also have some safety benefits. 16. S 304th Street & SR 99 The highest frequency type was rear end collisions at 15 or 34%. Of the 15 rear end collisions, 8 involved NB vehicles (53%), 5 involved SB vehicles (33%), and 2 involved WB vehicles (13%). The next highest frequency type was right angle collisions at 10 or 23%. Of the 10 right angle collisions, 7 involved NB vehicles (70%), 5 involved EB vehicles (50%), 4 involved WB vehicles (40%) and 4 involved SB vehicles (40%). There were also 7 fixed object/parked vehicle collisions, 4 approach turn collisions, 3 backing collisions, 3 sideswipe collisions, and 2 other collisions. With 17 net site generated trips added to this intersection there is only a 0.6% increase in the amount of vehicles. This increase would not add any additional collisions to this intersection in a three year period. This intersection is planned to be upgraded in TIP #19 which will likely also have some safety benefits. 22. SW 3201h Street & 21" Avenue S The highest frequency type was rear end collisions at 17 or 36%. Of the 17 rear end collisions, 9 involved NB vehicles (53%), 3 involved EB vehicles (18%), 3 involved SB vehicles (18%), and 2 involved WB vehicles (12%). The next highest frequency type was approach turn collisions at 10 or 21 %. Of the 10 approach turn collisions, 5 involved NB turning vehicles (50%), 4 involved WB turning vehicles (40%), and 1 involved an EB turning vehicle (10%). The next highest frequency type was right angle collisions at 9 or 19%. Of the 9 right angle collisions approach turn collisions, 7 involved NB vehicles (70%), 5 involved EB vehicles (50%), 4 involved WB vehicles (40%), and 4 involved SB vehicles (40%). There were also 6 fixed object/parked vehicle collisions and 3 sideswipe collisions. With 10 net site generated trips added to this intersection there is only a 0.3% increase in the amount of vehicles. This increase would not add any additional collisions to this intersection in a three year period. This intersection is planned to be upgraded in TIP #29 which will likely also have some safety benefits. 25. S 320" Street & 23rd Avenue S The highest frequency type was rear end collisions at 35 or 38%. Of the 35 rear end collisions, 17 involved EB vehicles (49%), 13 involved WB vehicles (37%), 3 involved SB vehicles (9%), and 2 involved NB vehicles (6%). The next highest frequency type was sideswipe collisions at 18 or 20%. Of the 18 sideswipe collisions, 7 involved SB vehicles (39%), 5 involved WB vehicles (28%), 4 involved NB vehicles (22%), and 2 involved EB vehicles (11%). The next highest frequency type was right angle collisions at 18 or 20%. Of the 18 right angle collisions approach turn collisions, 12 involved SB vehicles (67%), 10 involved EB vehicles (56%), 8 involved WB vehicles (44%), and 6 involved NB vehicles (33%). TRANSPORTATION CONSULTING NORTHWEST Page 18 Federal Way Community Center TIA June 22, 2004 There were also 8 approach turn collisions, 6 backing collisions, 3 fixed object/parked vehicle collisions, 3 other collisions, and 1 head on collision. With only 18 net site generated trips added to this intersection there is only a 0.4% increase in the amount of vehicles. This increase would not add any additional collisions to this intersection in a three year period. This intersection was recently widened and the signal was modified. These enhancements will likely reduce the traffic crash rate. 29. S 320"' Street & 20`' Avenue S The highest frequency type was rear end collisions at 17 or 25%. Of the 17 rear end collisions, 12 involved WB vehicles (71%), 3 involved EB vehicles (18%), and 2 involved SB vehicles (12%). The next highest frequency type was right angle collisions at 12 or 18%. Of the 12 right angle collisions approach turn collisions, 8 involved SB vehicles (67%), 6 involved WB vehicles (50%), 5 involved EB vehicles (42%), and 5 involved NB vehicles (42%). The next highest frequency type was approach turn collisions at 12 or 18%. Of the 12 approach turn collisions, 6 involved WB turning vehicles (50%), 3 involved NB turning vehicles (25%), and 3 involved SB turning vehicles (25%). There were also 11 fixed object/parked vehicle collisions, 8 sideswipe collisions, 7 backing collisions, and 1 other collisions. With only 12 net site generated trips added to this intersection there is only a 0.3% increase in the amount of vehicles. This increase would not add any additional collisions to this intersection in a three year period. This intersection is planned to be upgraded in TIP #17 which will likely also have some safety benefits. X. Par TCN was requested to prepare an analysis of the number of parking spaces needed for the development. To do this, information was gathered from the project architect of several other similar sites. Please note the building sizes listed in the parking analysis section were based upon usable space, rather than gross building size. The usable building size for this development was computed to be 76,295 SF by the project architect. The resulting spreadsheets are included in the Technical Appendix (separate document). Several initial sites were eliminated from consideration due to special circumstances (shared parking with adjacent development, low parking provided to encourage transit, etc.) The remaining data were sorted by rate and both the highest and lowest rates were dropped from analysis. Finally a graph was prepared and a fitted curve equation was created. Using this equation we were able to project the number of parking spaces needed. As shown in Figure 10, the recommended amount of parking was computed to be 239 spaces. There are 240 parking spaces proposed in the site plan. In addition, on -street parking is currently allowed on S 333rd Street west of the site. It is currently underutilized so there is a large amount of available on -street parking that could serve as additional parking, if needed. TRANSPORTATION CONSULTING NORTHWEST Page 19 Federal Way Community Center TIA June 22, 2004 X1. Mitigation The following 4 intersections are the study intersections which we discuss the merits of having mitigation measures as a result of this project: 4. S 336th Street & SR 99 currently operates at LOS F. Lowering the cycle length to 120 seconds makes the delay about 3 seconds worse by 2006 (with the lanes added that are presently under construction). The project adds an insignificant delay of 0.1 seconds (0.1%). A 140 second cycle would be best to keep delays as low as possible. This intersection is being widened to its ultimate configuration so no additional construction as a mitigation measure is contemplated. 12. S 320th Street & I" Avenue S is currently at LOS F and using a 120 second cycle length makes the delay about 10 seconds worse by 2006. However a 120 second cycle length decreases the max V/C ratio from 1.29 to 1.20 by 2006. The project increases the delay of the intersection by 2.0 seconds (2.0%). TIP project #10, S 3201h Street at 1st Ave S will add a second NB and WB left turn lanes, a WB right turn lane, and will widen 15t Avenue to 5 lanes to 316th. A proportional share contribution toward this TIP project (anticipated construction in 2006) is suggested as a mitigation measure. 15. S 348th Street & lst Avenue S is currently at LOS E and using a 120 second cycle length the LOS increases to an F with an increased delay of 23 seconds by 2006. The max V/C also increases from 1.10 to 1.20. The project increases the delay of the intersection by only 1.5 seconds (1.6%). A 140 second cycle would be best to keep the delay as low as possible. TIP project #13 will add WB, SB right turn lanes, 2nd EB and WB left turn lanes to this intersection. A proportional share contribution toward this TIP project (anticipated construction in 2006) is suggested as a mitigation measure. 17. S 356th Street & SR 99 is currently at LOS F and using a 120 second cycle length makes the delay increase nearly 25 seconds by 2006. The max V/C also increases from 1.17 to 1.41. The project increases the delay of the intersection by only 0.5 seconds (0.5%). A 140 second cycle would be best to keep the delay as low as possible. TIP project #26, S 356th St: SR 99 _ SR 161, will widen this section to 5 lanes with bike lanes, sidewalks and illumination. A proportional share contribution toward this TIP project (anticipated construction in 2008) is suggested as a mitigation measure. The following two intersections have traffic mitigation/design issues that are directly attributable to this project, and as such should be mitigated as indicated below. 26. S 333rd Street & V Way S will operate at LOS F for EB and WB approaches if STOP control is retained. This intersection meets the peak hour traffic signal warrant, and the City has indicated its desire to signalize this intersection. The full cost of signalizing the intersection should be borne by the development as a mitigation measure. It is possible that a latecomer's agreement could be established to recoup the cost of signalization when later developments add traffic to this intersection. An estimate of the cost to design and construct a traffic signal at this intersection is approximately $250,000. 28. S 333rd Street & 9th Avenue S will operate acceptably (EB L at LOS D, intersection v/c of 0.39) if operated as a STOP controlled intersection with 9th Avenue S being the through street. However, the operation can be considered improved at low cost by designing All -Way STOP TRANSPORTATION CONSULTING NORTHWEST Page 20 Federal Way Community Center TIA June 22, 2004 control. The overall LOS is C, and the marginal sight distance of traffic waiting on S 333rd for SB approaching traffic is mitigated with All -Way STOP operation. Additionally, this traffic control will serve as an additional impediment toward traffic cutting through Celebration Park. This choice of intersection control also addresses the marginal sight distance due to a horizontal curve and hillside within the park. If All -Way STOP control is not considered acceptable by the City, mitigation of this marginal sight distance could also be accomplished by posting an intersection warning sign, or HILL BLOCKS VIEW sign, or constructing a mini roundabout at the intersection. Cutting the hill down could also be a possible solution, although it would likely be an expensive proposition, especially in view of the fact that the site development already must export material (i.e. the material from the hill would not be of any use in grading the site). Further, this intersection will eventually be modified when S 333rd Street is extended east to SR 99. At that time, the sight distance issue can be dealt with in a comprehensive manner. Because of these safety and operational advantages, we recommend installation of All -Way STOP control as the least expensive and most cost effective mitigation at this intersection. TIP Project Proportional Shares There are several additional transportation improvement program (TIP) projects towards which this project must pay a proportional share contribution. Table 9 lists the proportional share contribution calculations for all TIP projects toward which mitigation fees will be assessed. The total TIP proportional share contributions come to $187,200. Table 10 TIP Project Proportional Share Calculations Intersection or Project TIP # Project Cost Site Trips 2006 Volume w/o Project Proportional Share City Center Access Stud 1 $500,000 14 4,649 $ 1,501 S 348th - 9th to SR 99 6 $4,350,000 24 3,221 $ 32,173 S 336th - 18th to I-5 9 $1,200,000 20 1,463 $ 16,183 12. S 320th St & 1st Ave S 10 $2,760,000 24 4,717 $ 13,972 15. S 348th & 1st Ave S 13 $1,800,000 18 4,376 $ 7,374 11. S 336th & 1st Way S 14 $420,000 241 2,794 $ 3,577 1st Ave S - S 320th to S 330th 16 $1,728,000 241 2,177 $ 18,842 29. S 320th & 20th Ave S 17 $1,358,000 121 3,873 $ 4,195 21st Ave SW - 356th to 22nd 18 $750,000 10 2,331 $ 3,204 SR 99 HOV - SR 509 to S 312 19 $12,600,000 17 4,037 $ 52,837 6. SR 18 & SR 161 20 $3,335,000 38 6,213 $ 20,274 1. S 336th & 9th Ave S 21 $100,000 114 2,665 $ 4,102 17. S 356th St & SR 99 26 $5,472,000 1 1,132 $ 4,830 22. SW 320th & 21st Ave SW 29 $1,600,000 10 3,857 $ 4,138 Total $ 187,200 Thus, with the cost of signalizing S 333'd & lst Way S, the total traffic mitigation suggested for the Federal Way Community Center project totals $437,200. TRANSPORTATION CONSULTING NORTHWEST Page 21 FIGURES TRANSPORTATION CONSULTING NORTHWEST Page 22 ■ N TRANSPORTATION Figure 1 Federal Way Community Me wilIMEM ' N o R T H W E S T Site Vicinity Center TIA v rM w.er!R'.k f..• N Figure 2 Site Plan co O N r� r GO N 401i ebb R 118 0b 26 a o 41 b r2 12 aQa r Ql r r N N r 1191% ebb a 162 662 b 12 a 1048 129 Sy c2 300 aQz� rmn xx* 30 a xx xxsy 62 xx a 0 x x x x r N r N b b R 301 2 & 139 Q L' N N sT N J N x X xxa 0 R xx xxb 31 a xx N O M 0,51 28 0b RQ O N T N N O ��♦ r N 52Za Y1bb R 70 569b G 788 90 b 083 RQ1a O M N � CO � r r / rc Mco r io m 113 995b 10 a 1429 181 b t2 421 RQP N`QN CO W) Qi N r N 117 r tOM 720 t2bb R 187 922b 9 a 1408 13Sy 019 RQli Go N v J TRANSPORTATION Figure 3 a Federal Way Community N O R T H W E S T Current PM Peak Hour Volumes Center TIA „en;.ao„,rna: o,, (West Half) M 00 C 860 R 112 s9 * rJ a 86 87 b 0 206 aQa n N a of CDa) T N / n o N N N N � 223 4' R 107 407 b 14 a 404 103b t2 104 RQL- N n / CO M N N N a) M co N 4090 �> a ti R 291 874 b 7 G 1011 •••••••••.......•... 94b o 320 aQla nnN 000n rn�m N N 276' ��� a 46 26b 16 G43 37 b tq 158 R ja �mv o LD 00 2560 R 142 979a 29 G 1424 49b t2 106 RQIJ oo to ccooLncn / I N N fD V Q) 70 P t2 b a 233 1765a 27 <' 1920 6t2 49 aQo oro Mro / a- M 890 a 242 1054b 25 G 1449 35 Sy 0 300 aQo 2004 v n ao N O]M 26Z% Obit' a 27 26 b 24 G 7 91,b c? 39 aja0 ao� M TRANSPORTATION Figure 3b Federal Way Community ' N 0 R T H W E 5 T Current PM Peak Hour Volumes Center TIA 11111 ,1,11 (East Half) O n o U1`00.. 0 0 OP r26S� a 0 11iti R 0 N ob 26 ao ob 30 ao 2 �Yt2 0 o�, t2 o o 0QP O O 00 a 0 0 0 • F-�i 1 f O O ct r 1�J r 00 c2 b S� a 0 d L } C 1' c L 00 r2 Sy a 0 ob 22 ao --i x;+ s r ob 31 ao oor i-J- � � '♦••h � R t o00 t2 0 i2bSy a ,/ { S. i2bti R 0 0a 11 ao -,• +� tr• oa 28 ao OSy t2 3 J IV r'Y r Ob r? 0 �+ 1 = CD O CD CD N +r. � _ t • Lrr • �'- lllllrrJJJJ t � i r S ••• �Fer O O N « r O O O OP i2bb a 3 — n f OP t2,Gb a 0 2b 13 a 3 si' 3b 1 a 17 �n 0 b c2 3 a' -- 0 Sy t2 0 0QP 0CD O N - � * � O O O OP a ti a 0 o �° d 1sP aab R 2 sb 8 a12 i ob 10 ao 0 b t2 o aQP o Y OOo Ooo OP t2 iti a 2 0P t2b0j a 0 00 0,GS9 a 0 561 r2�S� a 0 00 0bb a o ab 21 a 5 10* 15 � 02 0b 20 0 0 05y 17 t2 0 lob 9 tq 02 RQLP aQP aQ0 RQL1 000 o00 ono 000 TRANSPORTATION Figure 4a Federal Way Community N O R T H W E S T PM Peak Hour Pipeline Trips Center TIA dh;m,,,,Qr,u.v.i,,.. (West Half) O O O O O . 0� r?bS, R 0 t?bCt R 0 0� ob 14 p0 0b 16 GO N piy �? 0 p� t? o U aQr� O r n O RQ� O O O O O 06, t?bSy R 0 ■ 0a 5 a0 :• •• 0 Sy t2 0 RQL� :■ ONO • jj�� • r ••• iY t • •r -r W .raua ri 00 orno, ? Sy R 4 � e•'" tir } o00 0� t2bCt R O 5b G6 7 ............. ..... hr,.• �/' rarer --- 1 r...:. 20b G16 27 0 b t2 34 .r rre..• r ..f.... ............. 0 it t2 0 a Q ; • • � RQP lr I , . rr.. 1 co 0 O coL? 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NW) e 121P Pbb R 165 675 b 12 a 1069 133Sy c2 306 aQP CO N m O .- _ N h M ♦ 10 N 00 165L' ebb R 187 753 b 1 5 G 1357 105 b c2 226 Do aQP O N xxb 30 axx xxb t2 xx a P x x x x N C" n N N It t0 N 1610 t2db a 146 424b 20 G 693 23 b t2 52 aQP N to V N M co 7 b a 170 P ?b8 351 b 1 G 379 303 Sy o 207 aQP tf t0 N Ln l00 N Ln 4J N M N . R 307 N 2 0 142 QP W) 0] 'Q M X M xx P P a xx xxb 31 a xx 0) OO 0) N O t} 53," R 71 583* G 821 92 Sy t2 85 aQP QLo� Lt'�> 2048738 r TRANSPORTATION Figure 5a Federal Way Community N O R T H W E S T 2004 PM Peak Hour Volumes Center TIA w/Pipeline, w/o Project (West Half) LO N r h� 0) N N 223 P t2b b 4 107 27 P t2 b z 4 46 103b t2 104 37 b t2 158 U46 4P a4P N M 00 n ate -a 86P �bSy q 112 .• ; .' 59b 5 a86 • , 87b 2 206 Tit S N n O1 O ' O1 M DO M 4260 0 a 307 914 b 7 a 1058 .............• 98b t1 367 •+jr J//� T N� M 00 r N 00 r W 75P t24b R 59 195b3 G 208 216 Sy t2 362 aQP 0o v O w n N m N J O M � OLn O N !L A: �'N � �� � 730 r1 o a 242 014 1856b 27 a21 ....... . ....•............. 6b t? 51 aQP Li L S r r r •` N�. I ""S i O N OO � Lot 930 , a 252 1139 b 215 G 1542 36 Sy t2 287 aQP ID U<�jt2 ♦♦ '■ 7k f j r♦ NfO or �� M 00 ♦• t. er N vQMir C, N M 51P t2bSy a 178 t2bb 11 t2bit Q a 306 t2bti t?bb a a 2020 23 143P p $ 211 38P 1261 298 �+ 6 35P 27 19 24 11 b 0 246 253 b t2 67 iti � 55 Sy t2 7407 91 Sy t2 67 'S4L' tJQP taQP 4QP aQP 00 IT n h eM- O N W co of r, cm CO M M {NO M �Oe{{1 Of a N M V V M TRANSPORTATION Figure 5b Federal Way Community 4N O R T H W E S T 2004 PM Peak Hour Volumes Center TIA u,, �.,r .,:,,, w/Pipeline, w/o Project (East Half) N W ■ O N btiQ190 N xx* G xx xxb � xx C? 165 a � 4<p x X T N x x N a n x ■ X x saz s r l •,E 11 t xxo b Q xx ;s xx* 31 a xx Y r � 1 f 1 i O 00 t2b 28 au � � Y r 1 "`1 N ^� f �^1 rqr i rer f r I TRANSPORTATION Figure 5c Federal Way Community N O R T H W E S T 2004 Saturday Peak Hour Volumes Center TIA I- w/o Project �- c0 N N N N 21P ��D'�' q 123 1260 04S' q 172 bb q 319 N oa 26 a0 702b 12 p1112 oa 30 ao 2 43 b t2 12 138 b t2 318 47 b t2 0 o 148 qQP q4P q P 4a •- N n N N M O N Y7 M N N fro f � •f T.. � r.. '• � I u onto v �n n Y S�, .i'�ti( t _ • 0 0 ?bb q 96 ••ice s! + i• 0 Sj q 0 1640 379 b 1085y a 715 2 415 f .ii1 ' ' r Z i _:'l. nr F.: . �.• ,. 1 I 1 1 r' 00 47 b 31 a 233 r:. s. � r Y� +•• A + •r.• '• O'f O N N N N N M • • Nl V' N cq M ,24 � t•• l ?� 850 q 452 r 470 74* 059 11 ► 28 56iy t2 397 "' r Osy 0 Aes L t i 1 j h r "r r• o V n N � ��' A r•lF.••T ••IT•� M .� co o N • —• , •• N 00 Lo ••• Ln N N '• an •••� e- N t2aSb q "[ . y t§> q 74 264P 609 b 253 13 a 978 f� ��•" r�r� s5P b 1 a 853 66 122 pj t2 283 %96 d '1 _ b t2 88 q4P - •"� ' qQP M M '•� T m co 00 N in T i _ - ate•- • S' q1P 40 (13,8rti 12589 766* 14 a154 7$ �! j t ; 196 b t2 456 • ..� IIr + • • qQP ` I . Go co i w N O N N QI M M T V ID M N N 00 M 04'Sj t2 q 219 q t?bb q Pbti q 8 O'D q 199 4576' 1720 195 1686' 152 1770 760 428 b 21 a 683 783 b 15 G 1411 441 b 20 a 721 365 b 17 0394 994b 9 a 1516 109b 0 235 24b o 54 315Sy 0 215 14c,�j t9 20 qQP qQP qQP qQP N o)w N v O N N Mtn V' N It co a)M to no7 N N H O GIN V TRANSPORTATION Figure 6a Federal Way Community N 0 R T H W E 5 T 2006 PM Peak Hour Volumes Center TIA �,,,M, ,•,,;,;,,,, w/Pipeline, w/o Project (West Hal fl U423*�:-420 U38,�It2164 A N r.Or 266� ��� R 148 45 1051 b 29 t2 110aQ�Oc. cAw M C1 t0 N M V r r 890 ?�� R 117 61b 5 v89 t-1-1117te ♦91 b t? 214 ' W La o N M C7 M 4430 t? b ti a 319 951b G1101 •••••• 102Sy 7 t,2 380 •............ rr aQa •- �• O oo Ln N i N Do GO N I� 0 C1 N v 780 t?bSy a 61 203 b a 252 225Sy o 376 Q c) M ` N O N ' •• 1 F• O r M R 4110 208 470 b 4 G 444 438 Sy t2 137 +•' OO r- .• ; N aON N 10„ + • r �• r a • i co r- co w c" N � 185 20 6 25t2 tii? 22 V>ON oo —F-I I 0 b ti R = 76I� 252 1930 b 27 p 2095 aiv i ...... ............. ...... 6Sy t2 53 • N r W Mro +r 1 Sr F11 G' ;r, • ST R O O r r A r Ol 149�4<�, a 318 66b G 87 70 b 19 t? 57 aQa cD co OI M f0 l m r � M w 400 t?bb a 310 1041 b 6 a 1464 272 b t2 770 aQr� M O f0 970 o b b a 262 1183b 25 G 1603 37 Sy t? 300 O tD O m N Qoi '7 36L 04b R 28 27b 24 G 19 95Sy to 69 aQLp M N ? TRAN5PORTAT10N Figure 6b Federal Way Community N 0 R T H W E S T 2006 PM Peak Hour Volumes Center TIA ,,-,,:, w/Pipeline, w/o Project (East Half) O • � N ti R 198 N oa3 0ao 24 sy t2 0 0 172 q 1J m o Q P 0 0 o � I i I ■ • ■ ■ N Ale r( . �a 00 F• v-, ._ �, `� r=ttr` _� r 4w }— 24a 31 a119 y r m fn } • • 6' Y1 b 24 28 5 I �� r 0b • •..•• � 1 ram- r• • -71 o lYrr \,,� . .h _ fir:, xr 4f d lE u I •� A At f �• � I i TRANSPORTATION Figure 6c Federal Way Community ' N O R T H W E S T 2006 Saturday Peak Hour Volumes Center TIA w/o Project ■ C 30 OO ot?S nbbO a 00 NA■ 0� a0 26 0* 0* 35 35b30 �3 y 73 tq aQ<P CD O r .♦ a <P 143 O o .- 00 aab a 0 4K G 5 OSy 22 t2 0 aQL' 000 O O M 0� t2bb a 0 0a 11 a0 0 b c? 11 aQ� o O o 0 0 01.E 0 a110 73 b 31 a 0 ) � 0 0 r ♦♦ i• - rf■♦• N r?bb a 0 150 a 29 0<P 5b 13 a w• ,n 1 � ob ,� a , f ob o aQ� — _ - 8; y� �}J allo O O N —�,� I �f iJ(J O O i 12 <P Y1 b a 2 0b 8 ao O O 0 ti a 0 4a 21 a s N OD O 1� c?bb a 0 0b 15 a0 ob t2 0 aQ� cD ^i 50 ebb a 0 ob 20 `0 ob t2 0 aQo 0-0 ova 00 aub a 0 ob 17 ao 00 aQ� coo O O O o,P aab a o 4b10a4 5 i., t? 0 V> 000 0 or- � 00 c?bSy a 14 0b 9 a0 O iy t2 0 aQr� ono TRANSPORTATION Figure 7a Federal Way Community role] Ll Lill N O R T H W E S T PM Peak Hour Site Generated Trips Center TIA (West Half) TRANSPORTATION Figure 7b Federal Way Community N O R T H W E S T PM Peak Hour Site Generated Trips Center TIA a,4,,,—a-WA,1,u (East Half) 25p '30 G 25 0� t2 52 a P O O It N O ab a 0 AI 2 ? 31 1�1 N a} O P r? Ci a 79 5zb 31 4.0 0 � M � M nOn �V 16P 28 36b "•R o v TRANSPORTATION Figure 7c Federal Way Community Me Will '' N O R T H W ES T Saturday Peak Hour Site Generated Trips Center TIA t0 0I N21 N N t2 <zj rJ �? b S b b 4 L 153 126 0 319Ob 25 a 0 702b 2 35� 30 a 35 '�43 b t2 15 145b jC11 47 � i2 73 t2 191l.4�'N.00 N N In M N in boN 'r `- N TRANSPORTATION Figure 8a Federal Way Community ' N O R T H W E S T 2006 PM Peak Hour Volumes Center TIA „,;,,,,,,,,,,,,,,,,,,,,,,, w/Pipeline, w/Proj ect (West Half) W cc N ItN eN- N fD ONO 2326' dab a 111 28P 0bb a 48 266P t24ti a 148 423 a 14 a 420 27 a 16 a 45 1068 * 29 a 1523 N 107 Sy c2 111 38 iy 0 165 51 b t2 110 0 CD RQL� RQL� aQP M O) 00 N Di to NW) M M Di iD O N M N A 07 r r tD N M 890 i2bb R 117 :• 61a 5 a89 ; ■ I 91Ly t2214 4 N R N_ lJr m N f■• • "; .mot_ • •�• + •. .:r+w llirAr ■ •Axe • MM Ol M • 1 r f`F766' a 252 .s•+c 4430 �bti a 319 1 • , --� + 1934a 27 a2105 7 a 1101 •■.............. ?rrA 8� t2 53 rn+rr rr■r•■rr•r•rr•r•r 951 a l .. 102b t2 387 +rr �rrA� a .•sr..r RQP •■ aQP N r CO M r O N NOOcm N ■ ••■• ySr % ••10 ■ ��•� n t ST ' 98P 262 U225,,jt�>376 ,••' �ti I T i S - a1607 1137�y 25t? �h�� ' .', 306 ; s •• r— ' © T n<NON v ■ � to T k\ ■••• U0137 co . a� •�. ~ • =iQ.6 •+Ln •• �+ �•• 1.4 •• 1ND r � cm � a) M (D tT N ON) a 53P 2biy R 186 2100 i2bSy a 11 149P dbb R 319 400 c2aiti q 311 360 c24b R 28 12a 23 a20 11a 18 a20 66a 19 a87 1045a 6 a1468 27a 24 a19 11 Sy o 256 263 Sy t2 22 70 b c2 57 272 b t2 770 95 b r2 69 aQP aQP RQP RQL aQP W OM r � NAA c 1w co NO M � fO M a O �ceDp 1D NIt10 LD M N� TRANSPORTATION Figure 8b Federal Way Community N 0 R T H W E S T 2006 PM Peak Hour Volumes Center TIA �,,,•,,,,,,, w/Pipeline, w/Project (East Half) r N 198 N 25a 30 a 25 2 24 Sy c2 52 t2 203 4 P 4P r r N TRANSPORTATION Figure 8c Federal Way Community DUB M41 ' N 0 R T H W E 5 T 2006 Saturday Peak Hour Volumes Center TIA a,,„., with Project N CD CV c ; CV 10 g — 4k t o EMENNIN FIN Fj' 0 ri 0 Jfil 0 VA M 0 EVAN EFAFAFA E 'mom ,MORON 'MENEM No 0 CD 0 0 � � M N HdA - HOVOdddd 31NniOA HUH 133d1S LIONIW 0o T 0 O r- T 0 0 T C) O Ln T CL W U 0 cc a. a F- 0 LL co H 0 W LLJ U) (r 0 a 2 CD CD L L N Nc co t � cisN c L O O N E a3 W U > a2 -a > a L O co - o 3 c cc o co .E Cis *' O c* E o CA aa) O Q O �_ > 0 > L coLo lz r O t ai a a co- z Y IS w rn 0 0 0 O O O O M O O c0 U') ce) N N T saoedg 6uiIaed 0 co T 0 LO T 0 T 0 (`') T O N T O T T 0 0 T LL CO Y 0 rn 0 co 0 ti 0 co 0 LO 0 v 0