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03-102584 (2) RECEIVES CONSTRUCTION PERMIT APPLICATION CITY OF federal Wa JUN 2 � a�� J*1JL :� �,� ._�.c225Z�_�1 Cc (f1TY OF FEDERAL WAY APPLICATI 5 1 NUMBEF .• BUILDING DEPT. PKT **The following is required information—Please print(in ink)or type** Please note: Electrical,Fire Prevention Systems and Engineering permits may require a separate application. • PROPERTY INFORMATION SITE ADDRESS: southwest corner at the intersection of South 316th Street and 23rd Avenue South ASSESSOR'S TAX/PARCEL(s): 092104299.0921049021.0921049057.0921049176,0921049298 LEGAL DESCRIPTION OF SUBJECT PROPERTY(ATTACH SEPARATE DESCRIPTION IF LENGTHY): See attached description ■ PROJECT INFORMATION TYPE OF PROJECT(This application): Xo BUILDING ❑PLUMBING o MECHANICAL o DEMOLITION ❑ELECTRICAL o ENGINEERING o FIRE PREVENTION SYSTEM PROJECT DESCRIPTION(Provide detailed description):Constriction of a regional transit center.an Essential Public facility Class I.which Includes a transit platform with ua to 14 busy bays supporting Sound Transit.IGno County MEMO,andJkerce Transit service,a Darkinci garage For up to 1.200 stalls on UD to five levels,a oedestziaataridae,bus layover areas for up to 14 bx:sks a transit only roadway around the platform, P�ccenaer amenities roadway improvements Iandscaoina and Dublic art PROJECT NAME: Federal Way Transit Center ■ PROJECT INFORMATION PROPERTY OWNER: NAME: DAYTIME PHONE: Sound Transit ( 206 )398-5104 MAILING ADDRESS(STREET ADDRESS;CITY,STATE,ZIP): 401 South Jackson Street,Seattle,WA 98104 CONTRACTOR: NAME: DAYTIME PHONE: Sound Transit ( 206 ) 398-5104 MAILING ADDRESS(STREET ADDRESS;CITY,STATE,ZIP): EVENING PHONE: 401 South Jackson Street,Seattle,WA 98104 ( 206 )398-5104 CITY OF FEDERAL WAY BUSINESS LICENSE NUMBER: FAX NUMBER: ( 206 ) 398-5215 CONTRACTOR'S REGISTRATION NUMBER: EXPIRATION DATE: (copy of card required) / / APPLICANT: NAME: DAYTIME PHONE: Sound Transit ( 206 ) 398-5104 MAILING ADDRESS(STREET ADDRESS;CITY,STATE,ZIP): EVENING PHONE: 401 South Jackson Street,Seattle,WA 98104 ( 206 ) 398-5104 RELATIONSHIP TO PROJECT: FAX NUMBER: a ARCHITECT o TENANT Xa OTHER(DESCRIBE):Dan Eder,Project Manager ( 206 ) 398-5104 E-MAIL ADDRESS: CONTACT PERSON FOR THIS PROJECT: a PROPERTY OWNER Xo APPLICANT o CONTRACTOR ederd@soundtransitorg ■ PROJECT INFORMATION EISTING USE: None EXISTING BUILDING ASSESSED/APPRAISED VALUATION $ 0 P'POSED USE: Regional Transit Center PROPOSED VALUATION FOR IMPROVEMENTS: $ 19 million SNINKLERED BUILDING? Xo YES ❑NO FIRE SUPPRESSION SYSTEM PROPOSED/REQUIRED:o YES a NO %OVER SERVICE PROVIDER: Xo LAKEHAVEN ❑HIGHLINE ❑TACOMA o PRIVATE(WELL) SERER SERVICE PROVIDER: Xo LAKEHAVEN o HIGHLINE a PRIVATE(SEPTIC) Existing legals for the 4 parcels: fs atczc• ♦ 11 G COUNTY SHORT PLAT 1802027 LOT 1 OF KING COUNTY SHORT PLAT NO. 182027, ACCORDING TO SHORT PLAT RECORDED MARCH 14, 1984 UNDER RECORDING NO. 8403140752, IN KING COUNTY, WASHINGTON. LOT 2 OF KING COUNTY SHORT PLAT NO. 480019R, ACCORDING TO SHORT PLAT RECORDED APRIL 28, 1980 UNDER RECORDING NO. 8004280455, IN KING COUNTY, WASHINGTON; EXCEPT THAT PORTION CONVEYED TO THE CITY OF FEDERAL WAY, FOR ROAD, BY DEED RECORDED UNDER RECORDING NO. 20001215001690. EXCEPT THAT PORTION CONVEYED TO THE CITY OF FEDERAL WAY, A WASHINGTON MUNICIPAL CORPORATION, UNDER STATUTORY WARRANTY DEED RECORDED DECEMBER 18, 2002, UNDER RECORDING NO. 20021218002306. LOT 3 OF KING COUNTY SHORT PLAT NO. 480019R, ACCORDING TO SHORT PLAT RECORDED APRIL 28, 1980 UNDER RECORDING NO. 8004280455, IN KING COUNTY, WASHINGTON; EXCEPT THAT PORTION CONVEYED TO THE CITY OF FEDERAL WAY BY DEED RECORDED UNDER RECORDING NO. 20010323001260. LOT A OF KING COUNTY SHORT PLAT NO. 480019R, ACCORDING TO SHORT PLAT RECORDED APRIL 28, 1980 UNDER RECORDING NO. 8004280455, IN KING COUNTY, WASHINGTON. EXCEPT THAT PORTION CONVEYED TO THE CITY OF FEDERAL WAY BY DEED RECORDED UNDER RECORDING NO. 20000807001155. ALSO EXCEPT THAT PORTION CONVEYED TO THE CITY OF FEDERAL WAY BY DEED RECORDED UNDER RECORDING NO. 20020724000972. • **NEW RESIDENTIAL CONSTRUCTION ONLY** NUMBER OF BEDROOMS: ESTIMATED SELLING PRICE: $ ■ PROJECT FLOOR AREAS FLOOR EXISTING SQ.FT. PROPOSED SQ.FT. TOTAL BASEMENT 0 77,800 77,800 FIRST 0 77,800 77,800 SECOND 0 77,800 77,800 THIRD 0 77,800 77,800 FOURTH 0 77,800 77,800 OTHER FLOORS(DESCRIBE) 0 77,800 77,800 Fifth DECK GARAGE HOW MANY FLOORS? 389,000 389,000 TOTAL: Indicate number of each type of fixture MECHANICAL AIR HANDLING UNIT(S) 1 EVAPORATIVE COOLER(S) GAS LOG(S) REFRIG.SYSTEM(S) BBQ(S) 6 FAN(S) HOOD(S) WOODSTOVE(S) BOILER(S) FIREPLACE INSERT(S) RANGE(S) S MISC.(Sec.Unit Htrs) COMPRESSOR(S) FURNACE(S) 3 DUCT(S) GAS PIPE OUTLET(S) HEAT SOURCE: Xo ELECTRIC o GAS PLUMBING BATHTUB(S) 4 LAVATORY(S) URINAL(S) 3 WATER HEATER(S) DISHWASHER(S) 1 RAIN WATER SYS. 1 VACUUM BREAKER(S) Xo ELECTRIC o GAS 1 DRINKING FOUNTAIN(S) SHOWER(S) WASH MACHINE OUTLET i MISC.(Red.Pressure GAS PIPE OUTLET(S) � SINK(S) 4 WATER CLOSET(S) Bad(How Prey.) 1 INTERCEPTOR(S) SUMP(S) 13 DISCLAIMER/SIGNATURE BLOCK I certify under penalty of perjury tha the information furnished by me is true and correct to the best of my knowledge,and further,that I am authorized by the owner of the above premises to perform the work for which the permit application is made. I further agree to hold harmless the City of Federal Way as to any claim(including costs,expenses,and attorneys'fees incurred in the investigation and defense of such claim),which may be made by any person,induding the undersigned,and filed against the City of Federal Way,but only where such claim arises out of the reliance of the city,induding its officers and employees,upon the accuracy of the information lied to then city as a part of this application.nA NAME TITLE: "�' lip- DATE: 6/234 3 o PROPERTY OWNER )(APPLICANT o CONTRACTOR FOR OFFICEtJSE ONLY• i p a AN 614 ION ci R [TENANT IMPROVEMENT Y S aNO TOWNSHIP ,RANGE ADDRESSjl ED? G iLOT? ❑YES a-Nt ,; P ❑"Y COMMUNITY DEVELOPMENT SERVICES•33530 FIRST WAY SOUTH•PO BOX 9718•FEDERAL WAY,WA 98063-9718.253-661-4000•FAX:253-661-4129 www.citvofederalway.com , , :rj) E.. C JE O. V E 'i ;i , f;'r- & ASSOCIATES SOUND TRANSIT REGIONAL EXPRESS FEDERAL WAY TRANSIT CENTER `4('Z L ), S 1 I a it IL- 17 4c L ! ,, 11 i �r, 'i ti., "--- it.- + .AF .s J PCL / NORTHWEST INFRASTRUCTURE EROSION CONTROL PLAN PCL PCI,Construction Services,Inc. JOB# SPEC#02ZOo-o95 REVIEWED 1).3 I)A•I'I., 7/7/0N DISAPPROVED LOG# REMARKS , THE CONTRACTORS REVIEW OF THE SUBMITTAL IN NO WAY RELIEVES THE SUBCONTRACTOR FROM HIS OBLIGATION TO COMPLY WITH THE PROJECT DOCUMENTS. TABLE OF CONTENTS: INTRODUCTION . 2 SITE DESCRIPTION 2 MATERIALS ON HAND . 2 CONTRACTOR EROSION AND SEDIMENT CONTROL PERSONNEL .. 3 SCHEDULE AND PHASING ..3 INSTALLATION OF TESC MEASURES .. 4 MAINTENANCE OF TESC MEASURES ..4 INSPECTION OF TESC MEASURES 5 RECORDKEEPING .5 REMOVAL OF TESC MEASURES 5 EMERGENCY RESPONSE .6 CONSTRUCTION DEWATERING 6 SOIL AND CONSTRUCTION DEBRIS .7 CONSTRUCTION ROADS, ENTRANCES AND EXITS ..7 STORM DRAIN INLET PROTECTION 7 DUST CONTROL 7 CONCRETE WASHOUT 8 ADDITIONAL PROTECTION 8 HAY BALE BARRIER DIAGRAM 9 HAUL ROUTE 10 1 INTRODUCTION: This plan has been developed from the TESC drawings supplied by Sound Transit and KPFF Consulting Engineers. The plan consists of information on PCL / Northwest Infrastructure's installation, inspection, maintenance, and removal of the Temporary Erosion and Sediment Control. The intent of this plan is to use Best Management Practices (BMP'S) to manage environmental protection measures and to control pollution that develops during normal construction activities, preventing pollution of air and water. This plan also includes procedures to control, respond too, and dispose of eroded sediment and turbid water. It applies to all areas associated with contract work including, but not limited to; work areas, equipment and material storage areas, staging areas, and,stockpiles. This plan will be revised and modified as needed during the life of the contract. SITE DESCRIPTION: The site is located at 31621 23"' Avenue South, Federal Way Washington. The site is approximately 4.87 acres. It is bordered by 316th Street on the north side, 23''d Street on the east side and parking lots on the south and west sides. MATERIALS ON HAND: The following materials will be available and stock piled on site: Material Type Quantity Silt Fence 50 LF Hay Bales 12 bales Visqueen I roll Hazmat Spill Containment 1 kit Sand Bags 12 bags 2 • CONTRACTOR EROSION AND SEDIMENT CONTROL PERSONNEL: The following person has the authority to act on behalf of PCL/Northwest Infrastructure and will be available,on call, 24 hours a day throughout the period of construction. PCL Northwest Infrastructure NAME: Steve Head NAME: Rick Silva PHONE: (206)396-1325 PHONE: (253) 261-0607 E-MAIL: SHead@pcl.com E-MAIL: NWI2001mai1@aol.com PCL/Northwest Infrastructure will: • Maintain any necessary permits on site. • Direct all TESC measures installation, inspection, maintenance, modification, and removal. • Be available 24 hours per day,7 days per week by telephone. • Update all drawings with changes made to the plan. • Keep weekly maintenance logs and record any action taken during or after a rain event. • Identify the points where storm water runoff, if any,potentially leaves the site, is collected in a surface water conveyance system(i.e.,road ditch,storm sewer). SCHEDULE AND PHASING: Prior to any soil disturbing activities, PCL/Northwest Infrastructure will protect any on-site, and surrounding, storm drain inlets. All perimeter control measures will also be in place. These include installation of silt fence, and construction entrances. Prior to any other grading activities, the sediment/detention ponds will be excavated and pond embankments will be protected. Clearing and grading of the site will be phased such that runoff from exposed areas will flow through stabilized conveyances to functioning sediment control measures. Only after TESC measures for each phase of construction are in place,will major construction excavation begin. Additional erosion and sedimentation control facilities will be installed and removed as needed to facilitate the project schedule. TESC measures will also be maintained as necessary throughout the project. Once all permanent construction is completed, and permanent erosion control measures are functioning properly,the TESC facilities will be removed and their locations stabilized. 3 } INSTALLATION OF TESC MEASURES: Silt Fence—Install and maintain per plan according to detail 5 on sheet FW-C2.01 Catch Basin Inserts—Install and maintain per plan according to detail 2 on sheet FW-C2.01 Construction Entrances — Install and maintain per plan according to detail 3 on sheet FW- C2.01 Sediment Pond — Install and maintain per plan according to details A and 1 on sheet FW- C2.02. PCL / Northwest Infrastructures will also ensure that offsite runoff as indicated on sheet 14 travels to sediment pond. Interceptor Swales—Install and maintain per plan according to detail 4 on sheet FW-C2.01 Check Dam—Install and maintain per plan according to detail 1 on sheet FW-C2.01 Emergency Overflow Spillway—Install and maintain per plan according to detail C on sheet FW-C2.02 Wet Season Special Provisions — Will comply with wet season special provisions as described in plans upon request. Berm In Sediment Pond—Construct and maintain as needed to decrease pond size. MAINTENANCE OF TESC MEASURES: TESC measures will be maintained for the life of the project or until removed by order of the Engineer. TESC measures will be maintained during all non-work periods. TESC measures will be maintained and repaired as needed to assure continued performance of their intended function. Sediments removed during TESC measures maintenance will be placed away from natural and constructed stormwater conveyances and permanently stabilized. 4 INSPECTION OF TESC MEASURES: At a minimum, inspect all TESC measures: • Weekly and after any measurable rain event(0.5 inch or greater)between April 1s`and September 31 s`. • Daily and after any measurable rain event(0.5 inch or greater)between October 1s`and March 31 s`. Deficiencies identified during the inspection will be corrected within 24 hours. Note repairs or improvements needed, if any, and notify site project superintendent and Resident Engineer to implement improvements. Observe runoff leaving the site during storms. Implement additional TESC measures, if needed,to address site-specific erosion control. Inspect streets surrounding site for dirt tracking. Inspect for dust during dry periods. RECORDKEEPING: Reports summarizing the scope of inspections, the personnel conducting the inspection, the date(s) of the inspection, major observations and actions taken as a result of these inspections will be prepared and retained in the on-site project file system. All inspection reports will be kept on-site during the life of the project and available for review upon request of the Resident Engineer. REMOVAL OF TESC MEASURES: Before project closeout, all sediment will be removed from temporary and permanent drainage conveyances,ditches, culverts, and channels. Sediment removed will be placed away from drainage conveyances and graded out. The detention pond will be returned to elevations shown on the plans. All temporary TESC measures (silt fence, check dams, etc.) will be removed upon permanent stabilization or as needed to facilitate the project schedule. 5 1. EMERGENCY RESPONSE: The Contractor will immediately control and respond to turbid water discharges, sediment movement, and dust. At a minimum, the Contractor's employee responsible for, or first noticing, the discharges will take appropriate immediate action to protect the work area, private property, and the environment. Appropriate action includes but is not limited to the following: Hazard Assessment Assess the source, extent, and quantity of the discharge. Under most circumstances, the first person on the scene will make this determination and immediately inform the site superintendent. Securement and Personal Protection If the discharge cannot be safely and effectively controlled, then immediately notify the Resident Engineer and Project Superintendent. If the discharge can be safely and effectively controlled, proceed immediately with action to protect the work area, private property, and the environment. Containment and Elimination of Source Contain the discharge with silt fence, pipes, sandbags or a soil berm down-slope from the affected area. Eliminate the source of the discharge by pumping turbid water to a controlled area, building berms, and piping clean water away from the area or other means necessary Cleanup When containment is complete, turbid water and sediment will be directed to the most logical settling pond to either infiltrate, or settle the suspended particles until the specified criteria have been met prior to discharge Although this emergency response procedure is outlined in PCL/Northwest Infrastructure site specific safety plan and all on-site personnel are required to read and abide by its contents, there will also be an additional safety meeting pertaining specifically to this topic to ensure awareness and compliance. CONSTRUCTION DEWATERING: Storm water and construction dewatering operations will not discharge to the storm drain system(SDS) unless free from pollutants. All water runoff on site will be directed towards the sediment pond. 6 EMERGENCY RESPONSE: The Contractor will immediately control and respond to turbid water discharges, sediment movement, and dust. At a minimum, the Contractor's employee responsible for, or first noticing, the discharges will take appropriate immediate action to protect the work area, private property,and the environment. Appropriate action includes but is not limited to the following: Hazard Assessment Assess the source, extent, and quantity of the discharge. Under most circumstances, the first person on the scene will make this determination and immediately inform the site superintendent. Securement and Personal Protection If the discharge cannot be safely and effectively controlled, then immediately notify the Resident Engineer and Project Superintendent. If the discharge can be safely and effectively controlled, proceed immediately with action to protect the work area,private property, and the environment. Containment and Elimination of Source Contain the discharge with silt fence, pipes, sandbags or a soil berm down-slope from the affected area. Eliminate the source of the discharge by pumping turbid water to a controlled area, building berms, and piping clean water away from the area or other means necessary Cleanup When containment is complete, turbid water and sediment will be directed to the most logical settling pond to either infiltrate, or settle the suspended particles until the specified criteria have been met prior to discharge Although this emergency response procedure is outlined in PCL/Northwest Infrastructure site specific safety plan and all on-site personnel are required to read and abide by its contents, there will also be an additional safety meeting pertaining specifically to this topic to ensure awareness and compliance. CONSTRUCTION DEWATERING: Storm water and construction dewatering operations will not discharge to the storm drain system(SDS)unless free from pollutants. All water runoff on site will be directed towards the sediment pond. 6 SOIL AND CONSTRUCTION DEBRIS STOCKPILES: Stockpiles will be covered with plastic sheeting and secured from blowing wind by weighting with sandbags. Plastic will be a minimum thickness of 6 mil. Materials to be stockpiled on pavement will be placed on plastic and contained within a bermed area. CONSTRUCTION ROADS,ENTRANCES,AND EXITS: Before leaving the project site, all trucks and equipment will be inspected for mud and debris. The following measures will be implemented for this cause: • The entrance will be constructed from 4"—8"quarry spalls to reduce/eliminate tire exposure to mud and dirt. • If mud on roadway becomes excessive, trucks will be washed as necessary to reduce exposure. All trucks are instructed to remain exclusively on clean pavement or site access roads to maintain clean tires. All mud and debris will be removed before trucks or equipment are allowed to leave the project site. If mud or debris is tracked from the site it will be cleaned up immediately. Mud and debris will be removed from pavement by sweeping and shoveling and transported to a controlled sediment disposal area. Street sweeper/vacuum trucks will also be used, as necessary, to maintain clean public roadways. STORM DRAIN INLET PROTECTION: All catch basins within the project limits will be protected with basin inserts. All catch basins outside the project limits but within the project drainage area will be protected with catch basin inserts. DUST CONTROL: PCL / Northwest Infrastructures will take measures to prevent dust. Should dust problems arise, water trucks and garden hoses will be used to moisten soil to a level sufficient to control dust. 7 • CONCRETE WASHOUT: All light washouts from concrete chutes will occur in an eco-pan. Excess amounts of concrete will be hauled off site and disposed of using Best Management Practices. 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'.7�......-.. r • �. :.G St E�Yuma-St, • ` • I � 02004 AAapQuest.com, Inc.: 02004 NAVfTEQ ! ; _ ._ . ; i AII_rights reserved.•use,5.!...1.4ject to License/Copyrig_ht i Map Legend S 316th St&23rd Ave S, Federal Way, WA 98003 US - Hotel Offers - Flighti Deals ,ti 1 1635 Marine View Dr,Tacoma,WA 98422-4102 us - Hotel Offers lr. Maneuvers Distance Maps 1: Scam out going East on S 316TH ST toward 23RD AVE S. <0.1 miles leap 2: Turn RIGHT onto 23RD AVE S. 0.2 ttdles • p 3: Turn LEFT onto S 320TH ST. 0.1 miles Map 4: Merge onto 1-5 S. 6.0 miles Map 5: Take the exit-exit number 137-toward FIFE/WA-99 0.2 miles Map N/MILTON. 6: Turn RIGHT onto 54TH AVE E. 0.8 miles Map 7: Turd SLIGHT LEFT onto TAYLOR WAY E. 0.2 miles Map 8: Turn RIGHT onto MARINE VIEW DR/WA-509. 0.3 miles Map 9: End at 1635 MARINE VIEW DR TACOMA WA Map Total Est Time: 13 minutes Total Est. Distance:8.32 miles Consulting Engineers December 2, 2003 Ms. Maryanne Zukowski, PE Senior Traffic Engineer City of Federal Way RESug �I��D PO Box 9718 V 17'�/' Federal Way,WA 98063 DEC 0 2 2003 Subject: Federal Way Transit Center Traffic Operations Dear Ms. Zukowski: The purpose of this letter is to provide a summary of the design documentation and analysis for the channelization of both City streets and internal streets at the Federal Way Transit Center site. Enclosed for reference is a traffic report (Federal Way Transit Center Technical Memorandum), 'a site plan showing turning movement templates, storage lengths and transit operations, as well as a Synchro Report showing queue lengths for the southbound left turn at 23rd Avenue South and South 317th Street. • South 316th Street channelization remains unchanged except for a break in the two-way left turn striping at the intersection of future 21st Avenue South. Limits of break are controlled by bus turning templates as shown on the attached site plan. Queue lengths on South 316th Street are expected to be from one to two cars (50 feet maximum), which fits within the existing two-way left turn lane channelization. See enclosed Federal Way Transit Center Technical Memorandum, Onsite and Offsite Queuing section. • The parking structure and transit boarding platform access off South 316th Street is referred to as future 21st Avenue South. It is expected that this roadway will someday be a future city grid street. The roadway section is outlined in the right-of-way modification memorandum and includes 12 feet through-lanes in both directions, as well as a northbound right-turn lane. The roadway serves primarily vehicle traffic accessing the parking structure, but will also have local transit vehicle traffic accessing the transit-boarding platform. The road is channelized as "transit only" south of the driveway to the parking structure. The peak 2020 queue length for the northbound left turn lane to South 316th Street is 75 feet (see enclosed • traffic report). This would not block the parking structure transit vehicle access. Lane widths are proposed at 12 feet wide per the Type Q City Street Standard. Justification was requested for the proposed 12-foot lanes. Per AASHTO and WSDOT design guidelines, 12-foot lanes are justified in areas of significant truck traffic. With truck widths being very similar to buses (typically 10 feet wide, including mirrors), the 12-foot lane itself is not a constraint. Turning template analysis further shows that the 12-foot lane widths proposed are adequate for bus circulation movements along this street. The curb radius design at the intersection of South 316th Street and future 21st Avenue South has been designed per bus 1601 Filth Avenue, Suite 1600 Seattle, WA 98101 (206)622-5822 Fax(206)622-8130 Seattle Tacoma Portland San Francisco Oakland Los Angeles Irvine San Diego Phoenix St. Louis Ms. Maryanne Zukowski December 2, 2003 Page 2 turning movements with a radius of 40 feet. Proposed channelization with respect to turning templates are shown on the enclosed site plan. • 23rd Avenue South channelization is proposed to be revised only in the vicinity of the South 317th Street intersection. The transit center entrance on the west leg of this intersection results in realignment of the north-leg crosswalk to align with the proposed curb ramp and, consequently, the stop bar associated with this crosswalk. South of the intersection on 23rd Avenue South the painted center median will be replaced with a left-turn lane for transit vehicle movement into the transit center. A 75-foot pocket with 25 feet of channelization break provides storage length without adversely impacting driveway access to the property south of the transit center. As stated in the traffic report, the data used to calculate the queue length showed that at most two buses are expected to be in the queue at any given time, assuming one is articulated and one is a regular coach; the queue length would be 100 feet. There is adequate space for this queue length in the pocket and the two-way left turn lane proposed. • Parking garage access drives come from both the west and east sides of the garage. As this is a structure with height restrictions serving primarily passenger cars, the driveway lane widths proposed are a minimum of 11.5 feet in each direction. Driveway approaches have been designed using the turning templates of passenger vehicles. The west access is off of the future 21st Avenue South. The east access is restricted to right-in/right-out off of 23rd Avenue South. This access is restricted to right-in/right-out only via a small traffic restriction "pork chop" at the driveway approach, as well as signage on 23rd Avenue South and the driveway itself. • The transit platform and associated roadway is proposed as transit vehicle use only. It is accessed primarily from the intersection of 23rd Avenue South and South 317th Street with secondary access from future 21st Avenue South entrance. Portions of the controlling transit vehicle movement around the platform area are shown on the site plan enclosed. Buses will stop at one of the established bus bays somewhere during this movement. Prior to exiting the platform, buses must yield to incoming westbound transit vehicle traffic. This movement is due to the fact that there is only room for one bus in the queue exiting the platform area at the 23rd Avenue South and South 317th Street intersection. The layout and operations of this boarding platform and roadway have been developed in coordination with Sound Transit, King County Metro, and Pierce Transit. This coordination has twice included full-scale field layouts of the platform and roadway using traffic cones to allow operators to test the layout of the proposed facility. • Ms. Maryanne Zukowski December 2, 2003 Page 3 If you have any further questions or comments, please give me a call at(206)622-5822. Sincerely, 4-4.1,1Ax. r�o Harvinder Singh, PE Associate HS:dld Enclosures 101188.06 ,. II _„,,,,,-.., S. 317th St. & 23rd Ave. S. ,:,- Way 2005 Build Alternative:PM Peak Hour . t-.:: ' 'Yv• /ta1999 Lanes,Volumes,Timings I ® ® © 0 ® Q © ® 0 CD El Lane Group EltL EDI E@H INSI. Will 1111a N. EMI #4 SEC MEI Lane Configurations 4, II 1♦ ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane width (ft) 12 12 12 12 12 12 12 12 12 12 12 12 Grade (%) 0% 0% 0% 0% Storage Length (ft) 0 0 0 0 0 0 0 0 II First Detector(ft) 50 50 50 50 50 50 50 50 50 50 50 50 Last Detector(tt) 0 0 0 0 0 0 0 0 0 0 0 0 Turning Speed (mph) 15 9 15 9 15 9 15 9 II Right Turn on Reds Yes Yes Yes Yes Frt Protected 0.842 0.765 0.868 0.850 0.850 0.850 Fit Protected 0.950 0.950 0.950 0.950 II Said. Flow(prot) 0 1568 0 1805 1649 0 1787 1881 1599 1805 3800 0 850 Fri Perm. 0 0.842 0.765 0.868 0.850 0.850 Fit Perm. 0.950 0.841 0.950 0.950 II Said. Flow(perm) 0 1568 0 1598 1649 0 1787 1881 1599 1805 3800 0 Headway Factor 1.00 1.00 1.00 1.00 1.00 11� 1.00 1 15 4.2�0 180 1.00 1.00 1.00 185 535 1.000 Volume(vph) 20 15 Cont.Peds. (#Ihr) III Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% Heavy Vehicles(%) 2% 2% 2% 0% 0% 0% 1% 1% 1% 0% 0% 0% II Bus Blockages (#/hr) 0 0 0 0 0 0 0 0 0 0 0 0 Parking (#fir)Mid-Block Traffic(%) 0% 0% 0% 0% (vph) 0 21 16 421 26 189 16 442 189 195 563 0 IAdj.Flow Lane UN.Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.05 1.05 Lane Group Flow(vph) 0 37 0 421 215 0 16 442 189 195 591 0 Perm or Prot? Perm Perm Prot Perm Prot 111 Phase Number 4 8 5 2 1 6 Phase Lagging? Lead Lag Lead Lag Can Lead or Lag? I Maximum Split(s) 28 28 8 27 15 34 Maximum Split(%) 40% 40% 11% 39% 21% 49% Minimum Split(s) 20 20 8 20 8 20 111 Yellow Time(s) 4 4 4 4 4 4 Lost Time (s) 3.0 3.0 3.0 3.0 3.0 3.0 g/c Ratio 0.36 0.36 0.36 0.07 0.34 0.34 0.17 0.44 WC Ratio 0.07 0.74 0.37 0.13 0.69 0.34 0.63 0.35 I Uniform Delay,dl 112 14.9 12.6 23.1 15.0 13.0 20.5 9.8 Platoon Factor 1.00 1.00 1.00 1.03 0.73 0.72 1.00 0.63 Incr. Delay,d2 0.0 3.5 0.2 0.0 2.1 0.2 2.9 0.1 111 Webster's St Delay 11.2 18.4 12.8 24.0 13.1 9.6 23.3 6.2 LOS B C B C B B C B Queue Length 50th (ft) 10 155 67 9 160 59 79 61 Il Queue Length 95th(ft) 28 #286 120 26 184 79 #155 114 Link Length (ft) 487 1012 782 636 50th Up Block Time% 95th Up Block Time% M:197\97079\synchro\2005 f t0 build_pm.syS Synchro Report The TRANSPO Group,Inc. Page 30 IIITRANSP-P300 IIIS. 317th St. & 23rd Ave. S. 2020 i 11 4 r M: K Hour Federal Way-Sound Transit � : ti 3/6/I999 Lanes,Volumes,Timings © © a © ® © ® ® tJ LI IILane Group s EBT Egli WBL WBT WBR NB NBT NBR SEL §jj sell. Lane Configurations 4. 11 ti• •i 44 ' 'I +t 111 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width(ft) 12 12 12 12 12 12 12 12 12 12 12 12 Grade(%) 0% 0% 0% 0% Storage Length (ft) 0 0 0 0 0 0 0 0 II First Detector(ft) 50 50 50 50 50 50 50 50 50 50 50 50 Last Detector(ft) 0 0 0 0 0 0 0 0 0 0 0 0 Turning Speed (mph) 15 9 15 9 15 9 15 9 U Right Turn on Reds Yes Yes 0.842 Yes Yes Frt Protected 0.765 0.863 0.850 0.850 0.850 Fit Protected 0.950 0.950 0.950 0.950 111 Satd. Flow(prof) 0 1568 0 1805 1640 0 1787 1881 1599 1787 3762 0 Fit Perm. 0.842 0.765 0.863 0.850 0.850 0.850 Fit Perm. 0.950 0.841 0.950 0.950 Satd. Flow(perm) 0 1568 0 1598 1640 0 1787 1881 1599 1787 3762 0 III Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Volume (vph) 0 20 15 480 25 270 15 450 325 220 680 0 Conti. Peds. (#/hr) U Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% Heavy Vehicles(%) 2% 2% 2% 0% 0% 0% 1% 1% 1% 1% 1% 1% IIII Bus Blockages(#/hr) 0 0 0 0 0 0 0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic(%) 0% 0% 0% 0% Adj. Flow(vph) 0 21 16 505 26 284 16 474 342 232 716 0 III Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.05 1.05 Lane Group Flow(vph) 0 37 0 505 310 0 16 474 342 232 752 0 Perm or Prot? Perm Perm Prot Perm Prot U Phase Number 4 8 1 6 5 2 Phase Lagging? Lead Lag Lead Lag Can Lead or Lag? Maximum Split(s) 27 27 8 24 14 30 III Maximum Split(%) 42% 42% 12% 37% 22% 46% Minimum Split(s) 20 20 8 20 8 20 Yellow Time (s) 4 4 4 4 4 4 U Lost Time (s) 3.0 3.0 3.0 3.0 3 0 3.0 g/c Ratio 0.37 0.37 0.37 0.08 0.32 0.32 0.17 0.42 V/C Ratio 0.06 0.86 0.51 0.12 0.78 0.66 0.77 0.48 111 Uniform Delay, d 1 10.0 14.4 12.1 21.2 15.1 14.4 19.6 10.5 Platoon Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.62 Incr. Delay,d2 0.0 8.3 0.6 0.0 4.5 2.2 7.6 0.2 IIII Webster s St Delay 10.0 22.7 12.7 21.3 19.6 16.6 27.2 6.7 LOS B C B C C C D B Queue Length 50th (ft) 9 180 93 6 167 115 89 78 Queue Length 95th (ft) 26 #345 162 23 #308 198 #191 147 1111 Link Length (ft) 318 951 782 636 50th Up Block Time 95th Up Block Time% IIIM:19 719 7 0 7 91synchro12020 flO build_pni.sy5 Synchro Report The TRANSPO Group, Inc. Page 46 IIITRANSP-P300 '1-LC « r• SOUNOTRANSIT Central Puget Sound Regional Transit Authority RE c! .i{ , ; ,;>..K r. 4 DEC 0 2 2UJU3 Regional Express /Federal Way and Star Lake Project Federal Way Transit Center Transportation Technical Memorandum did A 1101411 pl mit • Nt.„„ October 10. 1999 Regional Express /Federal Way and Star Lake Project Federal Way Transit Center Transportation Technical Memorandum Prepared by: The Transpo Group Contract#80332 Prepared for. Er SOUNDTRANSIT Central Puget Sound Regional Transit Authority a, EXECUTIVE SUMMARY This discipline report focuses on the transportation related impacts of the proposed Federal Way Transit Center and Park-an-Ride Lot in combination with a High Occupancy Vehicle(HOV)Direct Access Ramp located on S 317th Street near 28'h Avenue and Gateway Boulevard. The project site is located on the southwest corner of the S 316th Street/23'd Avenue S intersection. The development plan includes a Transit Center as well as a 1,200 stall parking garage. Included in the site development plan is 40 units of housing,as well as 10,000 gsf of retail. The scope of the study was based on input from the City of Federal Way and Washington Department of Transportation(WSDOT). In total,25 intersections were analyzed for the weekday AM and PM peak hours. In addition to evaluating existing conditions,the analysis focused on the build-out year 2005,and design year 2020. In addition to the 25 off-site intersections,the operations at the site access driveways were included in the Build Alternative analyses. The year 2005 and 2020 forecasts were developed by Parsons Brinkerhoff and were based on growth rates derived from a combination of local demand forecast models,historical traffic data,and the Puget Sound Regional Council(PSRC)travel forecast model. The growth rates were applied to the existing traffic counts to calculate the 2005 -Year of Opening and the 2020—HOV Direct Access Ramp design year traffic volumes. Two alternatives were analyzed for the 2005 and 2020 weekday AM and PM peak hours. The impacts of the Build Alternative were compared to the No Build Alternative in order to measure the impacts of the proposed project. The year 2005 analysis represents the year of opening for the site and coincides with the most recently adopted CFW Transportation Improvement Program(TIP). The projects listed on the TIP represent those that have a high probability of being constructed. The transportation related impacts and associated mitigation are based on the results of the 2005 analysis. The 2020 analysis provides a background of potential long-term impacts of the project on the area. The results of the 2020 analysis can be used to improve the site design as well as assist the City in defining potential improvements needed for their future TIP or CIP. The results of the 2005 No Build Alternative analyses indicate that in the AM peak hour,all study area intersections are expected to operate at LOS C or better. During the PM peak hour,four intersections are expected to operate at LOS E including S 320t Street/11'h Place S,S 320t Street/1"Way S,S 320t Street/I-5 Northbound Ramps,and the intersection of S 320th Street/SR 99. Of these LOS E intersections, three of the four have v/c ratios exceeding 1.0. The results of the AM peak hour No Build Alternative analyses indicate that two intersections are expected to operate at LOS E or worse. The intersection of S 320th Street/1"Way S is expected to operate at LOS E while the intersection of S 320t Stree/I-5 Southbound Ramps are expected to operate at LOS F. During the PM peak hour,a total of six intersections are expected to operate at LOS E or worse. In general these intersections are located along the S 320t°Street or SR 99 corridor and include the following;S 312th Street/SR 99,S 320t Street/1"Way S,S 320'h Street/20t Avenue S,S 320t Street/25t Avenue S,S 320t Street/I-5 southbound ramp,and S 336th Street/1"Way S. Although improvements are planned at most of these intersections the 2020 forecasts exceed the capacity at these locations. A progression analysis was conducted along S 320t Street to determine the impacts of the No Build Alternative on the corridor operations. In general,the analysis showed that for both the AM and PM peak hours the average speed along the S 320'h Street corridor is expected to decrease by approximately two miles per hour,compared to the existing conditions. This average speed is based on the free flow travel Federal Way Transit Center Transportation Impacts Discipline Report Regional Express/Federal Way and Star Lake Project 97079rs.eoc-0IR8/00 ra time between intersections,plus the estimated intersection delay.The progression analysis was also conducted for each of the Build Alternatives. The results of the analysis indicate that the average speed through the corridor is expected to remain approximately the same. The project is not expected to cause any new intersections to operate below the City of Federal Ways level of service standard by 2005 or 2020. The city's LOS standard states that intersections should operate at LOS E or better and have v/c ratio equal to or greater than 1.0. Several intersections during both the AM and PM peak hours are expected to operate at LOS E or LOS F with v/c ratios greater than 1.0. These intersections are expected to operate at the LOS F level with or without the proposed project. In fact,due • to the shifts in travel patterns induced by the HOV Direct Access Ramp,the delay and corresponding LOS improve at a couple of intersections. Using VISSIM,a microscopic simulation model,a travel time analysis was conducted for the Build Alternatives to determine the relative changes in travel times for patrons to the new Transit Center and Park-an-Ride lot for each of the alternatives as compared to the No Build Alternative. The results of the auto travel time analysis indicate that in general auto travel times are slightly greater under the Build Alternative. The reason for this can be attributed to two main factors. The two factors include an increase in travel distance to the proposed Transit Center and Park-and-Ride structure for most patrons based on current and future use,and an additional signalized intersection which in turn adds additional delay. The transit travel time analysis was conducted for individual routes. For routes using the HOV Direct Access ramp,the travel times were reduced when compared to the No Build Alternative,while for routes from the east,west or south of the existing Transit Center and Park-and-Ride lot,the travel times increased. The increase or decreases experienced by most routes ranged from three minutes to four minutes which represents an increase or decrease of 25 to 50 percent depending on the route and horizon year. The site access operations analysis included a level of service analysis,a queuing analysis for on-site access queuing as well as off-site queuing at both driveways,and a signal warrant analysis at the S 316'" Street driveway. The S 316`"Street driveway is expected to operate at LOS C(signalized or unsignalized) or better for all analysis cases. In addition,given the center two-way left-turn lane that currently exists along S 316th Street,all AM peak hour queuing is expected to be accommodated without interrupting the flow of traffic along S 316th Street. The on-site queue expected during the PM peak hour is not expected to interrupt the flow of traffic to/from the parking garage. The level of service as well as the signal warrant analysis showed that a signal would not be required or warranted at the site access on S 316t" Street. For the year 2020 PM peak hour,without a signal at the S 316th Street driveway,the northbound left-turn is expected to operate at LOS C. As a result of the project,modifications to the S 317th Street/23`d Avenue S intersection a northbound left-turn lane as a new west leg providing access to the Transit Center will be provided. S 317'"Street will be the key arterial providing access to/from the HOV Direct Access Ramp, therefore the analysis included an evaluation of the need for an exclusive HOV lane on S 317t Street. Focusing on the 2020 PM peak hour volumes,which represents the design year for the project,the proposed Transit Center and Park-and-Ride is expected to increase the traffic volumes on S 317th Street by approximately 44 percent,during the PM peak hour. This represents a total of approximately 545 vehicles in the eastbound direction and 775 vehicles in the westbound direction. The LOS analysis conducted at the intersections of 23"d Avenue S,Gateway Blvd,and 28th Avenue S on S 317th street indicated that forecasted traffic demands could be accommodated at acceptable levels of service without an exclusive HOV lane. Beyond the capacity analysis alone,a review of forecast traffic volumes was compared to HOV lane warrants for implementation of an arterial HOV lane on S 317`"Street. Forecasted traffic ii Federal Way Transit Center Transportation Discipline Report 97079r5 4ot-04/28/00 Regional Express/Federal Way and Star Lake Project volumes along the corridor total 1,320 vehicles in both directions. The volumes are split with approximately 58 percent in the westbound direction and the remaining in the eastbound direction during the PM peak hour. The volume to capacity ratios suggest that adequate capacity exists without an exclusive HOV lane in either direction. Furthermore,the level of service analysis at the intersection of 23'd Avenue S/S 317th Street indicates that this intersection is forecasted to operate at LOS C or better with the proposed project during the peak hours of the Transit Center operations. With the proximity of the Transit Center and Park-and-Ride structure to the freeway on S 317th Street,the amount of weaving that would occur as a result of the proximity to 23`I Avenue S would degrade the operations of both an exclusive HOV lane and the general purpose lane on S 317'h Street. Utilization of the HOV lane,whether curb lane or inside,would be severely diminished by virtue of the likely weaving that would occur between 23n4 Avenue S and the HOV Direct Access Ramp. Based on this evaluation,an exclusive HOV lane is not recommended along S 317th Street. The City of Federal Way does not at the present time have a specific impact fee program for new developments within the City limits. Thus,the City of Federal Way code identifies the need to make transportation improvements where the need for is directly attributable to the development. Based on the fact that the Sound Transit Program is of regional significance in terms of helping promote HOV and transit use,and that no intersections are below City standards as a result of the project,no specific off-site mitigation is recommended. Federal Way Transit Center Transportation Impacts Discipline Report Regional Express/Federal Way and Star Lake Project 97079r5.da-04/28/00 TABLE OF CONTENTS I. Introduction I-1 Project Description I-1 Project Study Area I-1 II. Affected Environment I1-1 Roadway Network II-1 Traffic Volumes II-1 Traffic Operations II-2 Travel Time Analysis II-7 Traffic Safety Review II-8 Non-Motorized Facilities II-10 Existing Transit Routes and Facilities II-10 III. Environmental Consequences 111-1 No Build Alternative III-1 Build Alternative III-18 IV. Mitigation IV-1 V. Conclusions V-1 VI. References VI-1 VII. Appendices VII-1 LIST OF FIGURES Figure I-1: Site Vicinity Map 1-2 Figure I-2:Alternative Description I-3 Figure I-3: Site Development Plan 1-4 Figure I-4: Study Area Intersections 1-5 Figure II-1:Existing AM Peak Hour Traffic Volumes I1-3 Figure II-2:Existing PM Peak Hour Traffic Volumes 11-4 Figure II-3:Inventory of Existing Non-Motorized Facilities II-11 Figure III-1: 1999-2004 Study Area Intersection Improvements III-2 Figure III-2: 2005-2015 Study Area Intersection Improvements 1I1-3 iv Federal Way Transit Center Transportation Discipline Report 97079rs.doc-04/28/00 Regional Express/Federal Way and Star Lake Project Figure III-3: 2005 AM No Build Alternative Traffic Volumes 111-6 Figure III-4: 2020 AM No Build Alternative Traffic Volumes III-7 Figure III-5: 2005 PM No Build Alternative Traffic Volumes 1II-8 Figure I11-6: 2020 PM No Build Alternative Traffic Volumes 111-9 Figure III-7:No Build Alternative Auto Travel Time Collection Points III-15 Figure III-8: 2005 AM Build Alternative Traffic Assignment III-20 Figure III-9: 2005 AM Build Alternative Traffic Volumes III-21 Figure III-10:2020 AM Build Alternative Traffic Assignment II1-22 Figure III-11:2020 AM Build Alternative Traffic Volumes II1-23 Figure III-12:2005 PM Build Alternative Traffic Assignment III-24 Figure II1-13:2005 PM Build Alternative Traffic Volumes III-25 Figure III-14:2020 PM Build Alternative Traffic Assignment III-26 Figure I1I-15:2020 PM Build Alternative Traffic Volumes 1I1-27 Figure 1II-16:Build Alternative Auto Travel Time Collection Points III-38 LIST OF TABLES Table II-1.Existing Levels of Service—AM/PM Peak Hours 11-5 Table II-2.Existing S 320th Progression Analysis—AM/PM Peak Hours I1-6 Table II-3. Compilation of Study Area Accident Data 1I-9 Table III-1.2005 and 2020 TIP and CIP Study Area Transportation Improvements III-4 Table III-2. Existing and Future Levels of Service(No Build)-AM Peak Hour III-11 Table 11I-3. Existing and Future Levels of Service(No Build)-PM Peak Hour III-12 Table 1I1-4. S 320th Progression Analysis—AM Peak Hour II1-13 Table I11-5. S 320th Progression Analysis—PM Peak Hour III-13 Table 111-6. 2005/2020 No Build Alternative Travel Time Analysis—AM Peak Hour III-14 Table 111-7.2005/2020 No Build Alternative Travel Time Analysis—PM Peak Hour III-16 Table 111-8.2005/2020 No Build Alternative Travel Time Analysis—AM Peak Hour III-16 Table 111-9.2005/2020 No Build Alternative Travel Time Analysis—PM Peak Hour I1I-17 Table III-10. Site Trip Generation Summary III-19 Table III-11. Summary of AM Peak Hour TEV at Study Area Intersections III-28 Table III-12. Summary of PM Peak Hour TEV at Study Area Intersections III-29 Table III-13.Year 2005 LOS Summary—AM Peak Hour III-31 Table III-14.Year 2020 LOS Summary—AM Peak Hour 1I1-32 Table III-15.Year 2005 LOS Summary—PM Peak Hour III-33 Table 1II-16.Year 2020 LOS Summary—PM Peak Hour III-35 Table III-17. S 320t6 Progression Analysis—AM Peak Hour II1-36 Table 1II-18.S 320th Progression Analysis—PM Peak Hour III-36 Table 111-19.2005/2020 Build Alternative Auto Travel Times—AM Peak Hour III-37 Table 111-20.2005/2020 Build Alternative Auto Travel Times—PM Peak Hour III-39 Table 111-21.2005/2020 Build Alternatives Transit Travel Times—AM Peak Hour II1-40 Table 111-22.2005/2020 Build Alternatives Transit Travel Times—PM Peak Hour III-42 Table III-23. Site Access LOS Summary 111-44 Federal Way Transit Center Transportation Impacts Discipline Report V Regional Express/Federal Way and Star Lake Project 97079r1.d«-04i28/00 I. Introduction This report is intended to address the requirements set forth in the National Environmental Policy Act(NEPA)in order to analyze the potential transportation related impacts of the proposed project. The information contained in this report will be used when drafting the Environmental Assessment for the proposed project. The Environmental Assessment will contain documentation on multiple disciplines whereas this report focuses primarily on the traffic and transit impacts.The proposed project site is located in Federal Way,Washington. Federal Way is a city of approximately 75,000 people, located 20 minutes south of Seattle and 20 minutes north of Tacoma. Figure I-1 shows the project area relative to Washington State,King County,and the City of Federal Way. PROJECT DESCRIPTION A new transit center and an approximate 1,200 stall park-and-ride structure is proposed at the southwest corner of South 316th Street and 23`d Avenue South, with a HOV direct access ramp connecting to Interstate-5 (I-5) at South 317th Street in Federal Way, WA. The new transit center will include up to 18 bus bays and a bus layover area. King County Metro will provide a connector route that will connect the new transit center and the existing Federal Way Transit Center and Park-and-Ride Lot located at South 324th Street and 23`d Avenue South. The existing facility will remain in operation, once the new facility is built. Improvements to the existing facility may include upgrading passenger waiting and boarding areas, reconfiguration to maximizing parking, and access improvements at South 32dh and South 324th Streets. Sound Transit and Pierce Transit will only serve the new transit center. King County Metro will serve both sites. Figure 1-2 outlines the area affected by the Build Alternative Access to/from the site would be provided via three driveways. The first driveway is located west of the parking structure and will act as the primary access to the garage. The driveway will extend north/south from the Transit Center to S 316th Street. General purpose vehicles will be restricted south of the garage access,where busses will enter the Transit Center. A secondary access from the garage restricted to right-out only turning movements is provided onto 23`d Avenue S. This driveway will be located approximately 200 feet north of the S 317th Street/23`d Avenue S intersection. The main access for busses into the Transit Center would be provided via a fourth leg to the S 317th Street/23`d Avenue S intersection. The intersection would be phased to allow for bus actuated phasing on the northbound left-turn phase. A site plan showing the access Transit and general purpose access as well as the location of the parking structure as well as the Transit Center is provided in Figure I-3. PROJECT STUDY AREA The project study area was defined through coordination with the City of Federal Way(CFW)and the Washington State Department of Transportation(WSDOT). Based on Sound Transit's ridership forecast model,the influence area for the proposed Transit Center was defined and limited to an area that extended north/south between S 312th Street and S 336th Street and east/west between 1st Way S and Peasley Canyon Road. The specific intersections included in the analysis are highlighted in Figure I-4. As shown in the figure, the existing Transit Center and Park-and-Ride lot was excluded from the study area. The primary reason for this is that since the operations of the site were not expected to change as part of the proposed project,no traffic impacts were expected to occur. Federal Way Transit Center Transportation Discipline Report I-I Regional Express/Federal Way and Star Lake Project 97079r5.dor.-04/78/00 1 State of Washington Key County Location Map .-,. ,-,-,, :—.-,I.,-, __, :,..„.,,,,..,.-41,.0.. „ik.,,,,,,,,,,4„.:„ .. ,.. . „,. , . %-it,.-f%-...,,,-;:1,,,t - ,... ,„,,,,*ppei,..--:„t7,.!,,,,:,,: ., ,,,,,;,-:„.,,,,. , . -- r � � �/► I. ale .x , t. aFfl�� ,a +'r t - , Y ,. � " ` sn��`l r`-.4 Y� P ect Location Ma• -il.,-4,..4:r I Co:nt�l LOcabon Map 11 I `<. ? '' # � r a i Ni Project Location Map i]n ITH[T '- - r`-..� '.'r. 1 i— © \ i Project Area .. imp- bz xL j„T� b 9Q S'zMTH M Si (/...%\,.,..1' i ,‘„,TN IT N ç l1[TLL2T 1 1_ Figure I-1 Federal Way Project Vicinity Regional Express/Federal Way and Star Lake Project 1-2 I, 4, — ' --- -.., . .., . .. ...', , i — . , , ...... •!,,,. . . .„.• . , • I . •-' ,.. , • -...: .. - . :' , . . -... . _. .. 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I Federal Way ilf Transit Center and i'llrrilla Park-and-Rids Lot;, o -...._ # ..... ••.. -,-/-0,,,..,•,-;,.-..-,r,-1/K7-7-mi:•.-7-i..--.3 :...1,, •_,,"., :.--.•-••113.,.1:,,,,,...- ,. ...,...,,. ,. ...• - -.,-•.;;.,7f-A-!:,,,..z.i.::::z.t.,, ..-•-:. ..- -• .. ,•••••,,- ' :::‘:;•,..-.;f:o-:.2...:0.--: :.; .,.. . .,.. , .• , , , .; ..,',', ... . ......... .. . . ... . ....._: . . ........ ,,..,.;...„ N \ :/City of Federal Way Boundary ...-..i':...,.-.',...1-,-,.!:.7.7.--e...,, :':, i-„:,:', •.., ,. - ,... -• = _map Sotxce:City of FPral Way . ... :• Federal Way Alternative Figure 1-2 Regional Express/Federal Way and Star Lake Project 1-3 l______________F-j ---e � u N S / s___________________ P4- 1nf SECONDARY ACCESS ft 41, I- S I I I I I I I I I I I I I I I 1111111111111 1 ►=� ►,°` D-- �„u, ( III 1111111 1) I� gi AKING-SIR TUiiiiP I 111111 III Hr ,D.1 III ii ' Il III illy. IIIIIIIIIIIIIIICI , I J PRIMARY it 4 4 ACCESS l't ./j -. '_.______, (A) M:197197079109\Cad\Graphio-Fed9 ldk 07/26/9914:24 Figure 1-3 Site Development Plan Regional Express/Federal Way and Star Lake Project 1-4 N :I STEEL LAKE \li FP r S 308TH ST 1 yI S 312TH ST y° n i! 7R 7R 0,3— v� vp— F ; I W a 9 �4( `O'I cs f n� 4 yL � -'I`S316THSi'T'— S317TH ,4 _ S WIN ST �/ r 0 s 320TH f f SEATACMAIl ccr,i w ` r, p5g S 324 ,'` JA vii :r CO i ES/` W J S 328TH ST 0 ' r yl,„ 0) \s.. NORTH Qg g) A, LAB \ ?, il. S 334TH-' ," S �N ! It's 338TH ST � p 4./ 7R 7 Ur p n�Q / yr a ' 18 Q F 1 Q iW ik J,r , LEGEND O UNSIGNALIZED INTERSECTIONS 11(SIGNALIZED INTERSECTIONS (F) M:1971970791091Cad1Graphio-Fed1 kik 07126/99 15:43 Study Area Intersections Figure 1-4 Regional Express/Federal Way and Star Lake Project 1-5 II. Affected Environment The analysis of the affected environment provides a description of existing 1998/9 traffic conditions in the study area. The information is used as a common frame of reference to understand the relative impacts associated with the No Build Alternative and the Build Alternative. The following elements are included in this section: • Roadway Network • Traffic Volumes • Traffic Operations • Traffic Safety • Inventory of Non-motorized facilities • Inventory of Existing Transit Service ROADWAY NETWORK Access to the existing Federal Way Transit Center is provided through a series of regional and local roadways. A description of each of the key roadways is included below. SR 99(Pacific Highway South) is oriented in the north/south direction and is classified by the City of Federal Way as a principal arterial. It connects Federal Way with Tacoma to the south and Des Moines,SeaTac,and Seattle to the north. It is a five-lane roadway with left-and right-turn channelization at major intersections. The roadway has 11 - 12 foot asphalt paved shoulders with no sidewalks. The posted speed limit is 40 mph. Interstate 5 is a six to eight lane freeway that is oriented north/south. It connects the Puget Sound region north to south. There are major interchanges located at S 272nd Street in Kent,S 320th Street,and SR 18 in Federal Way. S 320t"Street is a six-lane east/west principal arterial that provides access to I-5 from SR 99. It has a posted speed limit of 40 mph east of 1-5 and 8 foot paved shoulders without sidewalks. West of I-5 the typical cross-section includes 3-4 lanes in each direction with 5 foot sidewalks on both sides. Left-turn channelization is provided at most intersections along the corridor. 23rd Avenue S is a three to four-lane north/south minor arterial. 23'd Avenue S extends from S 312t Street to just south of the SeaTac mall where it turns east/west and is renamed S 324th Street. Sidewalks exists along portions of the roadway. Sidewalks are provided along the majority of 23'd Avenue S,north of S 320th Street. Sidewalks also exist along portions of 23'd Avenue S,south of S 320th Street,adjacent to the SeaTac mall and the existing Transit Center and Park-and-Ride lot. TRAFFIC VOLUMES Existing weekday AM and PM peak hour traffic volumes were based on manual turning movement counts collected in 1999, 1998 and other previous dates. At the direction of City of Federal Way staff,as well as review of historical data,traffic counts that were older then 1998 were increased by an annual growth rate of three percent in order to arrive at the existing volumes. To evaluate each Federal Way Transit Center Transportation Discipline Report 1 1-1 Regional Express/Federal Way and Star Lake Project 97079r5.doc-04/28/00 intersection the single highest hour of traffic was identified and"smoothed"to balance overall volumes between intersections. The AM peak hour was generally found to occur between 7:00 and 8:00 AM while the PM peak hour was generally found to occur between 5:00 and 6:00 PM. Figures 11-1 and 11-2 summarize the AM and PM existing traffic volumes at key intersections within the Federal Way project area. The intersections highlighted in the graphics were chosen due to their proximity to the proposed Transit Center and Park-and-Ride structure. Existing traffic volumes for all intersections,including those not included in the following figures,are included in Appendix A. TRAFFIC OPERATIONS A level of service(LOS)analysis was conducted at all study area intersections for the weekday AM and PM peak hours. Signalized intersections were evaluated using an analysis tool called Synchro. Synchro is an operations model that evaluates and calculates the level of service for coordinated systems of traffic signals. Synchro is based on methodologies consistent with those described in the Highway Capacity Manual, 1994 Edition. In addition to the signalized intersections, seven unsignalized intersections were included in the analysis. The level of service for the unsignalized intersections was calculated using the Highway Capacity Software. Level of service values for the signalized and unsignalized intersections range from LOS A,which indicates good operating conditions with little or no delay,to LOS F,which indicates extreme congestion and long vehicle delays. Table II-1 summarizes the existing AM and PM Peak hour levels of service for the signalized and unsignalized intersections within the study area. The LOS worksheets have been included in Appendix B. In establishing the existing conditions,all existing signal timing and intersection offsets were provided by the City of Federal Way. Cycle lengths and intersection splits were optimized at actuated, uncoordinated intersections to achieve the best level of service. The City of Federal Way's level of service standard for acceptable roadway corridors and intersections is a volume to capacity(v/c)ratio equal to 1.00 or less. The intersection must also remain operating at LOS E or better with the addition of the project traffic. If either of these conditions are not met,the project proponent may be responsible to mitigate the impacts. The level of service standards are the same for those intersections maintained and operated by the Washington State Department of Transportation(WSDOT).b • 11-2 Federal Way Transit Center Transportation Discipline Report 97079rs.doe,04/28/00 Regional Express/Federal Way and Star Lake Project ., O10 O 75 O 12 L. O 7 O �o J l L �� 1 21 �2 11 I 34 �3 5� 1198 �a 40.) L 43 54i L 130 17i (. 84 (520 1.604-0- +805 1,541 -•--901 1.634-0- -1.2281,746-0- -•-846 709-0- ---641 52-1 (-24 961 r263 68-) (124 380- `181 1,277- 2 1 5I22 7I2 401 0 21 43 0 2 O343 115 0 184, + L166 1,418-0- -0--567 24- r212 0 I © 3 1 M1r ' S 312TH ST 52 317147 N N I N £/ o O © ..vi .,v, - O /;. / .w N f'i S 316TH ST i 0 0 50-0- -0-74 18 r55 I I siTE S 317TH ST yi 6 38 0 0 / CD ® GPR�QDtP I O19013 S 320TH ST mr CT ` l � cn o N L25 i P. N ® I 0 61 cr. , t a a P&R 61 % S 324TH ST 211 — r © 157 r 11 3I Co 7J + 38-) 1EGENQ = PARK AND RIDE 21 185 O 1057 ® 557 8 29 C.) O 3 6 4 O 76 1 71 33 J1L J1L 36 of 1 L4 303i 1 1.29 32� 36 9— 7 102-0- -8-117 168-•- -•--139 183-0- 77 35 } (1 141 t (-21 116-) (23 42- t (-38 1211 t `17 37 1 6 19 65 59 4 31 1 21 101 113 41 704 7 606 (C)M:1971970791091Cad1Grapl►ic-Fed7 Idc 07126/9915:29 Existing AM Peak Hour Traffic Volumes Figure 11-1 Regional Express/Federal Way and Star Lake Project 11-3 ,. I 10 79 11 142 12 3 13 6 14 i J I L.15 J73 L.36 J L.. 01.0� 357 O 281i L 164 112 j L 241 78J L 258 _ 154 1,154; `69610 1.3271 (377 2 2,238-) `28 42 1.6981 `20126 1.6821 1,012 102 i 50 104 i 471 16 i 70 564 i 104 90 188 9 2 O9 866 428 354 4.4)j�► J 330J 1-437 1,089; (3 3020 O i f € , 51 80 ----'-- I_____ _ 770 — - -___.-- S 312TH ST _ _. N' N N ® al W; 6 O 4 N Oi El 143-.- �99 E' S 316TH Si- ! ] O 21-) r65 �E - 1 r- (SITE S 317TH ST 35 72 1® O CD i (I) :/ GP� iii O39458 S 320TH ST f f CIR i I N , i (150 r P&R t 1143 a1 •, 372 S 324TH ST.___ - © 325 ('s'') 20 i CD �,/ 14J 171-) t I j LEGENQ 158 I == PARK AND RIDE 347 O 106 27611 0 9 20608 ® O 41313 O 343 013 143 90 j L 16 24, 1229 5 j '.29 249, L 42 95-1- --125 15-•- -0-24 306-0- -•--370 354-0- -•-318 235-0- r-261 110-) t (38 68- t `223 142-) (45 170-) }t (125 248- } (100 1371 49 87I 191 155 53 1151119 372I 105 203 1,082 32 866 (A)M:1971970791091CadGraphic-Fed610k 07I2519915:41 Figure 11-2 Existing PM Peak Hour Traffic Volumes Regional Express/Federal Way and Star Lake Project 11-4 ♦. 1. Table II-1. Existing Levels of Service-AM/PM Peak Hours AM Peak Hour PM Peak Hour Signalized Intersections LOS1 Delay2 V/C3 LOS Delay V/C S 312th St/1st Ave S B 11.5 0.41 C 15.2 0.67 _ S 312th St/SR 99 C 18.4 0.49 D 39.4 0.92 S 316th St/20th Ave S B 6.5 0.11 B _ 6.9 0.44 S 316th St/SR 99 B 5.9 0.32 C 17.5 0.63 _ S 320th St/11 m PI S C 19.0 0.78 E 40.7 0.83 S 320h St/1 S6 Ave(Way)S C 22.2 0.87 F *6 0.87 S 320th St/20th Ave S B 12.8 0.47 E 40.1 0.84 S 320th St/23ro Ave S F *6 0.89 E 40.3 0.95 S 320th St/8th Ave S B 5.1 0.67 D 30.9 0.96 S 320th St/25th Ave S/Gateway Blvd. B 6.4 0.62 B _ 14.3 0.85 S 320th St/Military Rd S C 17.9 0.67 C 20.3 0.67 S 320th St/NB 1-5 Ramps B 6.1 0.73 B 9.6 0.70 S 320th St/SB 1-5 Ramps C 16.4 0.88 D 34.3 1.02 S 320th St/SR 99 E 47.2 0.88 F * 1.08 S 320th StlWeyerhaeuser Way S B 7.0 0.41 B 8.4 0.67 S 3246 St/SR 99 C 19.2 0.42 D 30.7 0.82 S 336th St/156 Way S D 29.5 0.63 E 43.6 0.91 S 336th St/SR 99 C 20.0 0.84 E 52.3 1.04 Peasley Canyon Rd/S 3216 St B 8.7 0.61 B 11.3 0.73 Unsignalized Intersections LOS Delay Mvmt4 LOS Delay Mvmt S 312th St/20th Ave S B 7.1 NBLT/TH F >45.0 NBLT/TH S 312"St/23ro Ave S B 6.5 NBLT7 E 31.3 NBLT S 3166 St/23rd Ave S B 6.7 EBLT8 C 18.0 EBLT S 317m St/23ro Ave S B 7.9 WBLT9 E 35.3 SBLT'° S 3126 St/28th Ave Ss A 4.7 N/C E 30.6 N/C S 3176 St./28th Ave S/Gateway Blvd A 4.9 NBLT B 6.5 NBLT 1. Level of Service 2. Expressed in seconds of delay per vehicle 3. Volume to Capacity Ratio 4. Represents LOS and Delay for worst intersection movement 5. All-way stop controlled-v/c ratio not calculated 6. Unable to calculate delay due to side street v/c ratio 7. NBLT-Northbound left-turn 8. EBLT-Eastbound left-turn 9. WBLT-Westbound left-turn 10. SBLT-Southbound left-turn During the AM peak hour,only one signalized intersection currently does not meet the City of Federal Way's intersection standards. The intersection of S 320th Street/23`d Avenue S currently operates at LOS F with a v/c ratio of 0.89. A LOS F with a v/c ratio less than 1.0 usually indicates that the LOS F condition is due to inefficient signal timing,not a lack of overall intersection capacity. Federal Way Transit Center Transportation Discipline Report 1 1-5 Regional Express/Federal Way and Star Lake Project 97079r5.doc-04i28/00 e Since this corridor is coordinated east/west,there is more emphasis placed on the east/west travel then the north/south approaches. This will sometimes result in longer delays for the side street approaches but provide for better progression along S 320'h Street. As a result,the individual intersection v/c ratios may be less then 1.0 but the intersection still operates at a LOS F as a result of the delay incurred by the side street traffic. In addition to the one intersection operating at LOS F,the intersection of S 320th Street/SR 99 is currently operating at LOS E. The results of the unsignalized analysis indicate that all critical movements at the study intersections are operating at LOS B or better. During the PM peak hour,two signalized intersections currently operate at LOS F. The intersection of S 320th Street/ls'Way S is currently operating at LOS F,with a v/c of 0.87. With S 320`h/ls'Way being part of the S 320th Street coordinated system,the side street movements may experience more delay,resulting in the LOS F condition shown in Table Il-I. The other intersection operating at LOS F is the intersection of S 320`h Street/SR 99. Future improvements are planned at both of these intersections which will add capacity to provide an improved level of service. In addition to the two intersections operating at LOS F,five other intersections are nearing capacity at LOS E. The unsignalized analysis showed that the northbound left-turn at the S 312'h St/20'h Avenue intersection is currently operating at LOS F. The critical movements at the remaining four unsignalized intersections are operating at LOS E or better during the PM peak hour. S 320"' Street Progression Analysis In addition to the individual intersection levels of service,at the request of the City of Federal Way,a progression analysis was conducted along S 320'h Street using Synchro 3.2 software. Synchro evaluates the system wide performance by calculating Measures of Effectiveness(MOE)based on the volumes and signal timing inputs. The MOE's calculated include the following: • Percentile Signal Delay per vehicle • Total Percentile Signal Delay • Average Speed • Arterial level of service The percentile delay method was developed in order to better estimate the delay at intersections during oversaturated conditions. The intersection delays are based on a weighted average of the delay for the 90th,70th,50t,and 30th percentile volumes. This is done to account for those intersections that may operate at oversaturated conditions for only a portion of the peak hour. Table II-2 summarizes the results of the S 320`h Street progression analysis for the AM and PM peak hours. The results of the analysis are based on the existing signal timing information,which includes cycle length,splits, and offsets. The boundaries of the existing S 3201h Street coordinated system extend from the I-5 northbound ramp to 1S'Way S. Table II-2. Existing S 320th Progression Analysis—AM/PM Peak Hours Measures of Effectiveness AM Peak Hour PM Peak Hour Percentile Signal Delay Per vehicle(s) 30 50 Total Percentile Signal Delay(Hr) 187 451 Average Speed(mph) 15 11 Corridor Level of Service(EB/WB) D/B D/E 11.6 Federal Way Transit Center Transportation Discipline Report 97079r5.doc•0I/18/00 Regional Express/Federal Way and Star Lake Project i — During the AM peak hour,the average speed through the corridor is estimated at 15 mph. This includes the average free flow speed plus the delay associated with the traffic signals. Furthermore, the 15 mph is an average of the eastbound and westbound travel times. Also noted in the table is the Total Percentile Delay for the corridor. Based on a total hourly figure, 187 hours of delay are experienced by vehicles traveling through the corridor. Based on the number of vehicles currently traveling east/west along the corridor,it breaks down to 30 seconds per vehicle on the average. Again,these figures combine the eastbound and westbound travel time data. The level of service through the corridor was also calculated using HCM methodology. The results of the AM peak hour analysis indicate a LOS D in the eastbound direction and a LOS B in the westbound direction. The PM peak hour analysis showed an average speed through the corridor of 11 mph. With traffic volumes nearly double in the PM peak hour,the decrease in the average speed through the corridor is expected. Also,the total percentile delay of 451 hours represents an increase of about 300 hours over the AM peak hour. Based on the increase in traffic volumes both on S 320th Street as well as the minor street approaches,the total hourly delay increases to 50 seconds per vehicle,20 seconds more per vehicle than during the AM peak hour. The detailed outputs from the progression analysis are summarized in Appendix C. In the PM peak hour,the corridor operates at LOS D in the eastbound direction and LOS E in the westbound direction. TRAVEL TIME ANALYSIS A travel time analysis was conducted for both cars and trucks as well as for transit vehicles to and from specific origins and destinations. The travel times for both cars and buses were calculated using the simulation model called VISSIM. VISSIM is a microscopic,traffic simulation model that can provide specific vehicle-by-vehicle information. VISSIM is capable of analyzing traffic and transit operations under many different geometric and operational constraints,such as different lane configurations,traffic compositions, traffic signals,transit routes and stops.The program consists of two different programs within the simulation package. There is a traffic simulator program and a signal state generator program. The traffic simulator program models car following and lane change logic. Unlike most simulation models,which use constant speeds and deterministic car following logic,VISSIM uses a methodology known as the psycho-physical driver behavior model. This concept produces more realistic results as would be experienced during actual driving conditions. For example,in VISSIM a fast moving vehicle would begin to decelerate as it reaches its individual perception threshold to the slower moving vehicle. Since the faster vehicle cannot actually determine the speed of the slower moving vehicle the faster vehicles speed will fall below the slower vehicles speed,thus causing the vehicle that was moving faster to speed up again. Resulting in an iterative process of acceleration and deceleration. The signal state generator program is able to replicate signal controller logic. It is continually polling detector information from the traffic simulator and determining signal status. Thus,the model is an effective tool for evaluating actuated signals,signal coordination,and transit related impacts. Auto Travel Times Although existing travel times results are not summarized for all routes in this section,the VISSIM model was calibrated based on existing AM and PM peak hour field data. Travel times along S 320th Street as well as SR 99 were measured and compared to the travel times calculated by VISSIM. The results were compared and found to be very similar. Recognizing the fact that the VISSIM model had a much larger sample size compared to the field measurements,the VISSIM travel time calculations were considered to be significant and reliable. Federal Way Transit Center Transportation Discipline Report 11-7 Regional Express/Federal Way and Star Lake Project 970796.doc-04/28/00 a Transit Travel Times Existing transit related travel times were not collected as part of the Affected Environment Analysis. With changes planned in the future,the existing versus No Build Alternative comparison is not as meaningful. Subsequent travel time analysis discussions focus primarily on those routes that change service locations in the future with the development of the proposed Transit Center and Park- and-Ride structure. TRAFFIC SAFETY REVIEW F To assess the existing traffic safety conditions within the designated study area,historical accident data was obtained for the study area intersections for the period of January 1, 1994 to December 31, 1996. The accident data shown in Table II-3 is a compilation of data three different jurisdictions;the City of Federal Way,the Washington State Department of Transportation,as well as King County. Each of the jurisdiction has developed their own classification system to help in determining if the location is a high accident location. Also included in the table is a column showing the governing jurisdictions as well as whether or not the location is considered a High Accident Location(HAL). Because of the extensive number of intersections included in the study area,the following accident analysis will highlight the High Accident Locations only. Average Daily Traffic(ADT)volumes were estimated for each of the intersections based on 24-hour counts that were conducted within the area. Based on the information available,the PM peak hour was estimated to account for approximately 8 percent of the ADT. The City of Federal Way has developed a system in which there are three accident classifications; High Crash Location,Medium Crash Location,and a Low Crash Location. The classification of the intersection is dependent on the rate of accidents per million entering vehicles(MEV). The city has three ranges for classifying a location. Less then 1.0 the location is unclassified;a low crash location is anything between 1.00 and 1.50;an accident/MEV rate between 1.50 and 2.00 is considered a medium crash location;and any location with a crash rate greater then 2.00 is considered a high crash location. WSDOT defines its HALs based on an equation in which numerical values are assigned to injuries, fatalities,as well as property damage. If this rate exceeds an established threshold,the location is considered a high accident location. The rate is defined and calculated by WSDOT and is then provided to the public. King County has no formal criteria established for defining a HAL.Table II-3 summarizes the accident history at the study area intersections. In general signalized and unsignalized intersections with an average of five or more accidents a year are typically considered a HAL. I1-8 Federal Way Transit Center Transportation Discipline Report 97079r5.dot-04/28/00 Regional Express/Federal Way and Star Lake Project Table II-3. Compilation of Study Aria Aceidint Data Annual Accidents Govern. Signalized Intersections 1994 1995 1996 Average Per MEV Jurisdiction HAL Cloth stria Aut.c F 4 f1 F7 ncA cpw S 312th St/SR 99 16 21 17 18.0 0.99 CFW S 316th St/20t Ave S 2 6 1 3.0 0.52 , CFW S 316th St/SR 99 23 11 14 16.0 1.07 CFW S 320a St/11th PI S 4 7 6 5.7 0.31 CFW S 320n St/1s1 Ave(Way)S 7 21 7 11.7 _ 0.62 CFW S 320m St/20e Ave S 9 16 4 9.7 0.53 CFW S 320a St/23ro Ave S 16 17 5 12.7 0.52 CFW S 320m St/8a Ave S 6 _. 18 7 , 10.3 0.57 CFW S 320e St/25►'Ave/Gateway Blvd 21 10 22 _ 17.8 0.71 CFW S 320"St/Military Rd S 5 3 10 6.0 0.42 KC ✓ S 320w St/NB 1-5 Ramps 12 12 11 11.7 0.80 WSDOT ✓ S 320m St/SB 1-5 Ramps 37 35 35 36.0 1.45 WSDOT S 320"St/SR 99 33 39 39 37.0 , 1.28 CFW S 320"St/Weyerhaeuser Way S 1 3 2 2.0 0.15 KC S 324„St/SR 99 19 15 17 17.0 1.01 CFW S 336a St/1st Way S 6 5 3 4.7 0.37 CFW S 336m St/SR 99 15 8 26 16.3 0.83 CFW Peasley Canyon Rd/S 321 st St 13 10 12 11.0 1.00 KC ✓ Unsignalized Intersections . S 312h St/20th Ave S 7 15 1 7.7 1.30 CFW S 312n St/23d Ave S 3 2 1 2.0 0.41 CFW S 3160 St/23d Ave S No accidents reported 0 0 CFW S 3171h St/23d Ave S 0 12 0 4.0 0.74 CFW S 312n St/28°'Ave S 1 1 1 1.0 0.24 CFW S 317m St/Gateway Blvd 1 2 1 1.3 0.66 CFW A shown in Table II-3,three intersections are considered to be High accident Locations based on the governing jurisdictions criteria. Of the three HAL's,two are under King County control and one is under WSDOT control. A discussion of each of the three HAL's follows: High Accident Locations • S 320"'Street/Military Road-This intersection is currently under King County's jurisdiction. It is expected that this area will be annexed by the City of Federal Way by the year 2003. The intersection had an average of six accidents per year with an accident rate of 0.42 accidents per million entering vehicles. While considered a high accident location by King County,this intersection would not be considered a high accident location based on the CFW's criteria. Of the total 18 accidents that occurred at this intersection during the three-year study period, approximately 50 percent were rear-end collisions. No fatalities occurred at this intersection during the three-year analysis period. No improvements are currently listed on the six-year Transportation Improvement Program(TIP)for this location. The 20-year Capital Improvement Program (CIP)shows an additional eastbound and westbound through lane along with changes to the existing phasing. These improvements are intended to enhance the safety of the intersection by providing additional capacity. • Peasley Canyon Road/S 321"Street-This intersection is currently under King County's jurisdiction. It is expected that this intersection will also be incorporated into the CFW by 2003. Federal Way Transit Center Transportation Discipline Report 11-9 Regional Express/Federal Way and Star Lake Project 97079r5.doc-04/28/00 1. The intersection had an average of 11 accidents per year with an accident rate of 1.00 accidents per million entering vehicles. While considered a high accident location by King County,this intersection would not be considered a high accident location based on the CFW's criteria. Of the total 34 accidents that occurred at this intersection during the three-year study period, approximately 30 percent were rear-end collisions,35 percent were right angle collisions,and 30 percent were approach turns. At this time,no improvements are currently listed on the six-year TIP or 20-year CIP. • S 320`"Street/1-5 NB ramps—This location is considered a HAL by WSDOT. Based on conversations with WSDOT staff,this location exceeded the threshold allowed by WSDOT with respect to number of accidents,severity,and property damage. A total of 35 accidents occurred at this intersection during the three-year study period. Of the 35 accidents,23 of them were rear-end collisions. No improvements are currently planned for this intersection. NON-MOTORIZED FACILITIES The non-motorized facilities were inventoried within the study area. The facilities noted were bus stops,bicycle lanes including shoulder type(paved or unpaved),and whether or not sidewalks exist. A graphic illustrating the non-motorized facilities found throughout the study area is included as Figure 1I-3. Within the vicinity of the proposed Transit Center,referred to as the downtown core by the City,standard five foot sidewalks exist along most sections of S 316`h Street,S 312t Street,20`h Avenue,and 23nd Avenue. Sidewalks exist along the west side of 23rd Avenue S and the north side of S 324`h Street as well as along the existing Transit Center and Park-and-Ride lot frontage on 23'd Avenue S or 324th Street. More information regarding the existing pedestrian facilities at the existing Transit Center and Park-and-Ride lot can be found in the Pedestrian and Bicycle Report completed by • Don Shimono Architects'. Also shown on the graphic,portions of the BPA trail currently exist west of Interstate-5. Several improvements have been outlined in the six-year TIP as well as the 20-year CIP that call for the extension of the trail to areas east of Interstate-5. Another walking trail in the proximity of the proposed site is a trail that extends from Steel Lake Park to the northeast corner of the S 316th Streed23'd Avenue intersection. EXISTING TRANSIT ROUTES AND FACILITIES Transit service at the existing park-and-ride lot is outlined in Task 8.22. In general,service at the existing lot is provided by Pierce Transit and King County Metro. Metro operates local as well as _ express service to/from Seattle. Pierce Transit operates two routes out of Tacoma. In general,access to the site is provided via a transit only access from the I-5 southbound on-ramp,23'd Avenue S,and a transit egress only from the park-and-ride to 25th Avenue. Pedestrian and Bicycle Report,DRAFT June, 1999,Don Shimono Architects. 2 Technical Data Summary:New Federal Way Transit Cente;DRAFT June, 1999,LRS and Associates,Redmond,WA. 11-10 Federal Way Transit Center Transportation Discipline Report 97079r5.doc-O4/28/00 Regional Express/Federal Way and Star Lake Project STEEL ♦(l CO s ' r-s, ,,, * * * P 1 1 \ ___41.45.4^z - -• -• 3127HAT* * ,‘ ,1 I tt N y ,r.,. :)......,„: . ‘ :. <I * of * . . , ` ,_ .... , . . . _ -� .,... i , * _ • * *8EATAMAU* =V 1% I G"" * s• Wit* _ y, f • * I • *y.j* sow4 f /NORTH. .< 99 �,' • LAKE •* �* •4, S 336TH sT .*. * \ i 1/ ,I. si al& t Al* 18 t I a 3::1 /1:11 , ti 4 IW hi ri 1, 1 * S 346TH ST i * 1 1•(`',a�..1 .•"" i : * ,.,, 111 99 161 • 1 S 356TH ST � ' t : c i V to) 't LEGEND I -+. I BIKE I PEDESTRIAN PATH ..= SIDEWALK — - Ng — PAVED SHOULDERS • • GRAVEL SHOULDERS • * BUS STOP an PARK&RIDE (E)MI:197197079 09 Cedraaplwc-FFed l ldk 0712619915:43 Inventory of Existing Non-Motorized Facilities Figure 11-3 Regional Express/Federal Way and Star Lake Project 11-11 Ill. Environmental Consequences This section outlines the impacts of the No Build and Build Alternatives. The No Build Alternative represents the conditions of the study area with general background traffic growth and planned transportation improvements for the study area constructed. The Build Alternative includes the development of the Transit Center and 1,200 stall park and ride, 10,000 gsf of retail,and 40 residential units. For each of the alternatives(No Build and Build)the AM and PM peak hours were analyzed for the horizon years of 2005 and 2020. The 2005 horizon year represents the year of opening for the Transit Center and Park-and-Ride structure. It is expected that the Transit Center facility will be constructed and occupied by 2001. Mitigation for the project is based on the"year of opening"or the year 2005 forecasted impacts. The 2020 horizon year is intended to provide a design year and an overview of the potential impacts to assist in overall site design. In addition,the 2020 horizon year represents the WSDOT design year for the HOV Direct Access Ramp at S 317th Street. NO BUILD ALTERNATIVE The No Build Alternative evaluates the traffic conditions in the area for the AM and PM peak hours for the years 2005 and 2020. The purpose of the No Build Alternative is to provide a basis for which the project impacts can be measured. The No Build Alternative assumes a level of background growth related to general growth in the area as well as known developments that are expected to be constructed and occupied by either 2005 or 2020. Planned Improvements This section documents planned transportation improvements identified by City of Federal Way, King County,and WSDOT for facilities within the study area. The planned improvements have been divided into motorized and non-motorized facilities,and are summarized below. Motorized Facilities The City of Federal Way produces both a TIP and a CIP. The TIP includes those projects that are of high priority or have funding identified. The CIP includes those projects that the City would like to see occur but have yet to identify/secure funding for. As projects are completed and removed from the TIP,CIP projects are moved to the TIP when possible. As stated previously,the No Build Alternative analysis and subsequently the Build Alternative analysis includes all projects outlined in the TIP and CIP. Figure III-1 and III-2 highlight the intersections and sections of streets that have improvements planned in 2005 and 2020,respectively.The project numbers noted on the graphic correspond to the numbered list of intersection and/or street improvements outlined in Table III-1. Federal Way Transit Center Transportation Discipline Report III-1 Regional Express/Federal Way and Star Lake Project 97079r1.doc-04/28/00 L St N t s7TiEL 1 ;I _ s3061Hsr © O 01 { S 312TH sr 0 ® `... i WNy� ® at ,,. © 316TH ST / 317TH 0 1 '/ 0 s .I V C � / i S 320 - .; Y 774') ailtifb ? - q_ - ,,, ,: ,„ _, r ily 324 N ':4, may% 0 0 s 330TH sr N I N�R7H 99 JLAKE � j� s 334tt+ \ u. y y © $ a', 2--- 1•` /i N <Ai N ii I I I 18 \ r i! ' I } 99 161 ' a'' s356THST � �_ A `e y5 ` Fly LEGENQ 0 INTERSECTION IMPROVEMENT ROADWAY IMPROVEMENT EXISTING TRANSIT CENTER (B)M1971970791091CadUaraphio-Fedl Mk 07QQ&9915:43 Oil AND PARK & RIDE Figure Ill-1 1999-2004 Study Area Intersection Improvements Regional Express/Federal Way and Star Lake Project 111-2 1 ---' -1 40 STEEL LAKE S 308TH ST : -- ------- -t-• -" co . .. , k.. I t i S 312TH ST :1: I I fit i ; 1 ' .. , i[ i i 1 S 316TH ST S 317TH§T I / I :41 ..3 .. \v„ ‘0 0 o Cr. e ii c,o-; . . SW ; rizitirc. - 4 1 it/ , e•324TH ST .....,. t i 11 fr I i. ‘• ..1 S 328THca ST‘ e----,. . i. : 'N.--1/ S33 j1, .,11 ' / 11/1 1--- . i S 336TH ST .0 " col' ‘•,.--." 1 0 0 tri I ; 0 ti i (.0\t ;t / ll i It ...* .., i , 1 8 I / WI i 1 •. .. 4.7.;." , 41, • WI f51 ia....••••••••.:4,......... ..‘r.1! \,'),.. ; 1 te..............7........._ ... ,. S 356TH ST ,4, ,9 9 1 61 1 ,. 5 z I '''t If' .I.[GEN0 0 INTERSECTION IMPROVEMENT ROADWAY IMPROVEMENT GM EXISTING TRANSIT CENTER (G)M39719707910910KRGesphicFed1Idk 07/26/99 15:43 AND PARK & RIDE 2005-2015 Study Area Intersection Improvements Figure III-2 Regional Express/Federal Way and Star Lake Project 111-3 Table III-I. 2005 and 2020 TIP and CIP Study Area Transportation Improvements Project Number Intersection/Roadway 2005 TIP Improvement ••. 1 S 312th St./23ro Ave. • Signalize intersection • Add additional EB and WB thru lane , .11 2 S 312th St./20t Ave. • Signalize intersection • Add EB&WB thru and LT lane 3 S 312m St./SR 99 • Add NB and SB HOV lanes • Add EB and WB thru lane with signal modifications 4 S 312th St.from • Widen to five lanes,includes intersection improvements 1,2, SR 99 to 23ro Ave. &3 �^ 5 SR 99 from • Add NB and SB HOV lanes,affects all intersections in • S 312m St to S 324th St. between 6 S 317th St./23ro Ave. • Signalize intersection r• • Addition of a second SB thru lane and NB RT lane 7 S 320th St.NVey.Way • Improvements to intersection as a result of development in the area 8 23rd Ave.from • Widen to 5 lanes 5317thSttoP&R 9 S 320th St.from • Add dual LT lanes where needed SR 99 to 25th Ave. • Existing curb lane restriped as 2+HOV 10 SR 99 from • Construct NB and SB HOV lanes _ S 324th St.to S 340th St. 11 S 336th St from • Widen to 4/5 lanes 13m Ave.to 18m Ave. 12 1u Way S/S 320th St. • Add 2^M WB and NB LT lane 13 S 312th St/28th Ave • Add SB RT lane Project Number Intersection/Roadway 2020 CIP Improvement 14 S 320th St.from • Addition of EB and WB HOV lane SR 99 to 1st Way S 15 S 320th St./SR 99 • Addition of a SB and WB RT lane 16 SR 99/S 320 St • Addition of a second WB LT lane • • Exdusive EB LT lane and protected east/west phasing 17 S 320"St./Military Rd. • Changes in signal phasing • Addition of EB and WB thru lane 18 SR 99/S 336th St. • Addition of second NB LT lane Non Motorized Facilities There are a number of non-motorized improvements planned within the City. Intersection improvements planned at the intersections of S 317th Street/23rd Avenue S(Project Number 6)as well as S 320th Street/23rd Avenue S will also improve pedestrian facilities in the area. Currently sidewalks do not exist along portions of the east side of 23ro Avenue. The widening project planned along 23ro Avenue S(Project Number 8)includes the construction of curb,gutter,and sidewalk. III-4 Federal Way Transit Center Transportation Discipline Report 97079r5.doc-04/28/00 Regional Express/Federal Way and Star Lake Project • • Travel Forecast--Aleth du,uf and Future Traffic Volumes Detailed forecasts were developed utilizing growth factors implied in daily travel forecasts, derived from the PSRC regional travel demand forecasting model.These growth factors were then applied to observed baseline volumes in the study area to derive future volumes. HOV forecasts were developed from a combination of existing percentages of HOVs using the study area network as well as application of external methods(i.e.,an FHWA sponsored HOV demand forecasting methodology developed by Charles River Associates(CRA))to determine potential increases in the proportion of HOV travel on study area freeway facilities.Several sources were utilized in the development of the traffic forecasts,including: • Puget Sound Regional Council(PSRC)EMME/2 Model • WSDOT Ramp&Roadway Traffic Volumes Report— 1996 • Washington State Transportation Center(TRAC)HOV Lane Evaluation and Monitoring report • FHWA /CRA Model(HOV forecasting method) • Sound Transit Regional Express/Sound Move Plan • Municipal or Client supplied turning movement counts and intersection configurations. The traffic forecasts were divided up into two main areas,freeway forecasts and intersection forecasts. Freeway Forecasts In order to produce traffic forecasts,it was necessary to compute growth factors for year of opening(2005)and year 2020 conditions. The PSRC's EMME/2 model,refined to produce more representative traffic volumes and growth rates,was used to develop these growth factors. Growth factors for year 2020 were computed first;year of opening growth factors were then calculated based on interpolating growth between year 1995 and 2020. Three types of growth factors were computed: 1)growth factors for on/off ramps on the freeways in the study area,2)growth factors for traffic entering the study area freeway sections in both directions,and 3)vicinity growth factors for traffic at study area intersections. The growth rates generated from the PSRC model were applied to the base year freeway volumes contained in the WSDOT Ramp&Roadway Report,yielding unconstrained traffic volumes. Freeway HOV volumes were estimated using a spreadsheet model based on the FHWA sketch planning methodology developed by Charles River Associates for forecasting HOV traffic. Based on assumed capacity constraints of 2300 passenger car equivalents per hour per lane(pcphpl)for straight sections, 2000 pcphpl for merge ramps,and 1900 pcphpl for ramps entering weaving sections,traffic volumes were constrained to eliminate bottlenecks on the mainline. Intersection Forecasts Growth rates for the intersection volumes were developed using screenline traffic forecasts from the City of Federal Way traffic model. The growth rates were then applied to the existing turning movement counts to determine future traffic volumes.These intersection volumes were then balanced using the freeway ramp volumes as control totals. The intersection forecast volumes for those intersections not highlighted in Figures III-3 through III-6 are included in Appendix A. Federal Way Transit Center Transportation Discipline Report III-5 Regional Express/Federal Way and Star Lake Project 97079r5.doc-04/28/00 r- O20 O 95 O 20 O 0 O 10 Jjt 11 JlL0 12 J1L0 13 S� I `5 14 50, i t_50 60.J 1_135 25 ) + L95 + L520 1,670 -•--845 1,615 -•-920 2,210-0- 1,315 1,980-s- -.-940 1,205 -•-720 60 t 35 105;} r 270 75;}1`135 470� (225 1,250 1 30 130 25 1335 15 1 35 445 1160 30 55 0 0 O 420 - r- -.W. 40 205, 1_175 i,435� (-225 0 © i © I z f G 65 1 15 I S 312TH ST I i� 5 390 N NI N fi O © N O N Nit 7- f 65� -gs S 316TH ST I 0 0 1 r/ 25-) r70 IsITE S 317TH ST 41 15 45 ! O m / m ® Ga'��-�0�5 ; 1 O3000 S 320TH ST 0 R / ` = N L35 i ' N N< f1 '- �100 ® II/// m it a CM ; 220 0 ' S 324TH ST �,_� • . K/ © 250 r �i m • 15. 65- LEGEND 5 1 Erg = PARK AND RIDE 200 O7I0 ® 6I85 O O 15 O 485 rlt 11L J1�► J1�► 35, L 20 10i L 45 10.J (15 370.) L 35 40i -•--45 20-m- t15 90-•- +85 210-•- -•--170 225-•- r--95 45-) (-10 25-) (30 195-) (40 551 `'50 1601 j 25 51 5 3 1 5 135 5 01 0 110 1 2 50 740 15 635 A)M:197 970791091CedVGtaphic Fed7Idk 07/261991529 Figure 111-3 2005 AM No Build Alternative Traffic Volumes Regional Express/Federal Way and Star Lake Project 111-6 35 130 35 0 Th..) 55 75 �� 50 325 12 35 205 1: 645 1 495 14 65 ) &_75 75. (.215 40i 1.145 J (570 2,050-6.- -1,370 1,990-8.- -.6-1,400 2,450i -2,060 2.180� -*-1.760 1,305-*.- --920 75-1 (-50 120- (430 901 (-210 5701 (270 1,370- ,1r "11r ,1r "11r 45 45 40 355 30 50 ' 1.110 260 45 75 0 0 O 580 195 f l 85 40 240i L 275 1.850� (350 O © I t _ II 90 1 190 S 312TH ST 540 H H N ® O © � O N c x ill N ' ! I S 316TH ST I 0 0 85-► ...0-130 35- `95 S 317i i ST 15 60 0 / e .„ e4 Go., O35035 S 320TH ST l� Vf K r N 50 i N N a 115 1 ® 7 0 r a 31090 S 324TH ST J/ I © 30525 I CD r 30, + 751 LEGEND ') f = PARK ANO RIDE 65 1 290 O 0 3585 30 0 930 25 155 O 2 5530 65 O 110 9 55 s0, L35 25i &._65 25i L30 515i k_50 55-6 �-65 35-4.- •*-30 175� 145 285-*- r240 310-6.- 135 60 (25 40- (-45 255- r 55 751 (65 225- `40 6010 515 195 0 515 1015 65 990 30 875 (E) M:197197079'091CadroaplAo-fed71dk 07/2V)9 1529 2020 AM No Build Alternative Traffic Volumes Figure 111-4 Regional Express I Federal Way and Star Lake Project 111-T 10 150 O 175 O 15 O 0 14 10 155 I `0 11 90 I `0 12 75 105 t3 1,300 I 45 14 290 ) + k.200 125J + ( 265 85J L 275 i L 400 1.260-'- -. 1,945 1,435; 2.035 2.220 +2,570 1.875 1.665 1,500-e- -1,250 85-) (190 35-) (410 20-) (40 630-) (180 800-) 15f 5 13 f 50 5f 5 60f 25 105 235 20 0 O9 1,060 525 I 390 ...) I L. 0 355J L 370 1,1901 (_4 085 0 It © i i 230 f 200 --- __ S 312TH ST i 945 Ni H: N.. O I 8 O f(' © of O M+ 6+ co!1 N i Nf N 185-0- f 130 S 316TH ST i ! ] $ i 30-) (85 f Sn 1\s. J S 317TH ST 45 90 0 m m � ®, GaV ;x , O44 70 1 S 320TH ST _ (-Oa — N' N (185 ® ! 14 f 165r' a i • 425 _ I S 324TH ST _ • © 355 5 35I 99 25�/ r,• . 190-) JEGENQ 240 f an = PARK AND RIDE • 340 ' O 170 00 20 0 20 5I 35 125 O 0 i s 25 25 O 401,275 2I 7170 115J L25 35J (.280 15.) k_40 305J L55 120-► f200 25-4- 35 355 -'-435 395-e- 370 290-- 320 1201 (-45 90-) (285 235-) `95 195-) (200 315-) (135 220 170 105 f 30 260 95 135 f 195 450 f 130 285 1.275 55 1.045 (0)M:1971970191091Cad Graphk fad6 Idk 07/2619915:41 Figure 111-5 2005 PM No Build Alternative Traffic Volumes Regional Express/federal Way and Star Lake Project . • 111-8 10 195 0 250 12 30 13 0 t4 20 f i65 1 I i25 1 i `5 1,30 I l 65 330! L 235 150i + &315 100, L 335 + k_235 1,300-- -•--1,860 1,520 2,180 2,330+ -•-3,145 1,845 -1,985 1,435-.- 1.515 1001 (375 50-) (490 351 r 55 7651 `225 8751 25100 1 0170 019 701 55 145 325 35 0 9 1,465 725 0 420J i L 335 1, ; f3,4 0 / 3 1 105 © ` ' t 315 1 205 _ S 312TH ST 1 r 1,305 NI Ni NI P. O ' O © of O MI gal F NI ! 425-a- �-400 S 316TH ST _ ] 0 501 `95 kT8* \/5 317TH ST 0 100 h �P. /r, CO0 / m � ii �1 D G1R� . o O 525 100 S 320TH ST • 1 I. if el,) cz1S i 1_200 i 1 NI cr < J "-F `335 `-'r ® .1/` 0 fr. a I ctri iii 300 S 324TH ST 425 1! © 370I T 1 t T a 40i 1 235-) >r 'EGENQ 1-.1 EMI I = PARK AND RIDE 450 O 180 I 5 0 35 0fI 3155 ® 2 30 140. O 500 61215 0 120) k_35 50i L380 30i k_55 415i L75 125-► -a-320 40-a- -•-50 540-► -0-730 515-.- -'-495 390+ �-435 135 (-45 115-) (375 320-) (70 3001 (280 395-) (165 100170 135I 295 195 115 180I 230 400I 165 375 1,665 65 1,500 (F) M:1971970791091Ced1Grephic-Fed6 Idk 07126199 15:41 2020 PM No Build Alternative Traffic Volumes Figure 111-6 Regional Express/Federal Way and Star Lake Project Ill-9 r- Traffic Operations Intersection levels of service were calculated for the AM and PM peak hours for both the 2005 and 2020 horizon years. All planned improvements indicated by the City of Federal Way were included in the LOS calculations. The analysis was conducted using the same methodology as described in the Affected Environment section. The results of the AM peak hour analysis for all study area intersections are summarized in Table III-2. Included in the table are the 1998/1999 Existing,2005 No Build Alternative,and 2020 No Build Alternative results. The results of the analysis(as shown in Table 111-2)indicate that with the exception of two intersections,all intersections are expect to operate at or above the City of Federal Way's standards by 2020. The intersections of S 3206 Street/1-5 southbound ramp and S 320`h Street/1s'Way S are expected to operate at LOS E or worse with a v/c ratio of 1.0 or greater by the 2020 horizon year. All other study area intersections are expected to operate at LOS D or better in 2020. Only one ! . intersection,S 3206 Street/I-5 southbound ramp,is expected to operate at LOS E. The overall intersection delays at some of the intersections listed in Table III-2 are shown to improve between the 2005 and 2020 horizon years. The primary reasons for the improved operations are a combination of improved signal timing as well as the capacity-related improvements planned for the intersections. The weekday PM peak hour analysis focused on the same study area intersections evaluated for the AM peak hour. Table III-3 summarizes the results of the analysis. For comparison purposes,the results from the existing,2005 No Build,and 2020 No Build Alternative analysis have been included in the table. 111.10 Federal Way Transit Center Transportation Discipline Report 97079rS.da•anemn Regional Express/Federal Way and Star Lake Project w Table III-2. Existing and Future Levels of Service(No Build)-AM Peak Hour 199811999 Existing 2005 No Build 2020 No Build Signalized Intersections LOS' Delay2 VIC3 LOS Delay VIC LOS Delay VIC S 312g St/18r Ave S B 11.5 0.41 B 12.2 0.51 B 13.7 0.65 S 312th St/SR 99 C 18.4 0.49 B 10.7 0.55 C 21.2 0.66 S 316e St/20e Ave S B 6.5 0.11 B 6.6 0.12 B 6.7 0.16 S 316e St/SR 99 B 5.9 0.32 A 3.2 0.28 B 7.1 0.40 S 32081 SU11e PI S C 19.0 0.78 B 13.8 0.75 B 9.0 0.76 S 320e St/1u Ave(Way)S C 22.2 0.87 D 35.3 0.94 E 43.6 1.00 S 320e SU20n Ave S B 12.8 0.47 B 5.4 0.48 B 7.6 0.61 S 320„ St/23rd Ave S F 's 0.89 C 19.2 0.79 C 22.2 0.84 S 320e SUBt Ave S B 5.1 0.67 A 3.6 0.65 B 5.9 0.62 S 3208h St/25s Ave S/Gateway B 6.4 0.62 B 8.8 0.71 B 14.5 0.86 Blvd. S 320e St/Military Rd S C 17.9 0.67 C 22.5 0.68 D 31.8 0.80 S 320n St/NB 1-5 Ramps B 6.1 0.73 B 8.3 0.78 D 25.3 0.95 S 320e St/SB 1-5 Ramps C 16.4 0.88 E 45.8 1.09 F 67.8 1.19 S 320e SUSR 99 E 47.2 0.88 C 20.8 0.66 C 24.2 0.80 S 320e St/Wey.Way S B 7.0 0.41 B 11.3 0.42 C 22.1 0.62 S 324n St/SR 99 C 19.2 0.42 C 17.6 0.39 C 19.1 0.47 S 336„SU10 Way S D 29.5 0.63 D 25.6 0.61 D 31.5 0.76 S 3368,St/SR 99 C 20.0 0.84 C 16.4 0.74 C 15.7 0.75 Peasley Can.Rd/S 321sg St B 8.7 0.61 B 14.1 0.64 C 19.7 0.75 Existing Unsignalized Intersections S 312th St/20th Ave S4 B 7.1 NB LT/TH Bd 5.2 0.18 B4 5.4 0.25 S 312th St/23rd Ave S4 B 6.5 NBLT6 B4 5.7 0.20 B4 6.1 0.29 S 316g St/23rd Ave S B 6.7 EBLT7 B 7.5 EBLT C 10.2 EBLT S 317g St/23rd Ave S4 B 7.9 WBLT8 B4 8.1 0.20 B4 8.2 0.27 S 312g St/28n Ave S4 A 4.7 N/C9 A 3.0 N/C B4 11.9 0.26 S 317m St/Gateway Blvd A 4.9 NBLT B 5.2 NBLT B 6.0 NBLT 1. Level of Service 2. Expressed in seconds per vehicle 3. Volume to Capacity Ratio 4. Intersections assumed to be signalized in the future based on CFW TIP or CIP 5. Unable to calculate intersection delay due to side street v/c ratio. 6. NBLT-Northbound left-turn 7. EBLT-Eastbound left-turn 8. WBLT-Westbound left-turn 9. 4-way stop,v/c ratio not calculated Federal Way Transit Center Transportation Discipline Report Il l-11 Regional Express/Federal Way and Star Lake Project 97079r5.doc-04/28/00 Table III-3. Existing and Future Levels of Service(No Build) - PM Peak Hour 199811999 Existing 2005 No Build 2020 No Build Signalized Intersections LOSS Delay2 VIC3 LOS Delay VIC LOS Delay VIC S 312th St/1 tt Ave S C 15.2 0.67 C 18.1 0.74 D 27.0 0.89 S 312th St/SR 99 D 39.4 0.92 D 32.4 0.89 E 50.9 1.05 S 316th St/20"Ave S B 6.9 0.44 B 9.8 0.75 B 10.1 0.63 S 316th St/SR 99 C 17.5 0.63 C 24.0 0.71 D 38.0 1.00 S 320th St/116h PI S E 40.7 0.83 E 49.9 0.94 D 37.9 0.95 • S 320th St/1st Ave(Way)S F '6 0.87 E 53.7 1.06 F 78.1 1.16 S 320th St/20th Ave S E 40.1 0.84 D 27.8 0.98 E 52.6 1.09 S 320th St/23rd Ave S E 40.3 0.95 D 25.4 0.93 D 36.4 1.02 S 320e St/8t Ave S D 30.9 0.97 B 11.6 0.95 C 16.5 0.99 S 320e St/25111 Ave S/Gateway B 14.3 0.85 C 16.2 0.88 D 26.2 1.08 Blvd. S 320e St/Military Rd S C 20.3 0.67 D 25.5 0.77 D 32.7 0.81 S 320e St/NB 1-5 Ramps B 9.6 0.70 B 9.2 0.79 B 11.6 0.81 S 320e St/SB 1-5 Ramps D 34.3 1.02 E 53.4 1.09 F 61.4 1.13 S 320th St/SR 99 F '6 1.08 E 49.4 1.02 E 54.3 0.99 S 320th St/Wey.Way S B 8.4 0.67 C 15.4 0.67 C 19.7 0.68 S 324th St/SR 99 D 30.7 0.82 D 28.6 0.83 D 34.7 0.94 S 336th St/151 Way S E 43.6 0.91 D 31.8 0.86 E 51.3 1.02 S 336th St/SR 99 E 52.3 1.04 C 22.8 0.81 C 23.5 0.85 Peasley Can.Rd/S 3215t St B 11.3 0.73 C 15.4 0.79 C 17.8 0.79 Existing Unsignalized Intersections S 3121^St/2021 Ave S4 F >45.0 NBLT/TH B4 6.2 0.56 B4 12.55 0.70 S 312e St/23rd Ave S4 E 31.3 NBLT B4 7.2 0.48 B4 6.9 0.57 • S 316e St/23rd Ave S C 18.0 EBLT D 20.2 EBLT D 22.0 EBLT • S 3171"St/23rd Ave S4 E 35.3 SBLT B4 6.7 0.38 84 5.2 0.49 S 312th St/28th Ave S E 30.6 N/C D 27.2 N/C C4 15.7 0.67 • S 317th St/Gateway Blvd B 6.5 NBLT B 7.3 NBLT D 20.8 NBLT 1. Level of Service 2. Expressed in seconds per vehicle 3 Volume to Capacity Ratio 4. Intersections assumed to be signalized in the Mute based on CFW TIP or CIP 5. Assumes protected westbound left-turn phasing The results of the analysis show that in 2005,with the planned improvements,no intersections are expected to operate at LOS F. With the improvements planned for the intersections of S 320h Street/SR 99 as well as S 320th Street/Is'Way S,the LOS improves from LOS F to LOS E The delay and corresponding LOS are also expected to improve at other intersections due to a combination of planned improvements and signal timing optimization. By year 2020,two intersections are forecasted to operate at LOS F. The intersections of S 320th Street/1"Way S and S 320th Street/I-5 NB ramps are forecasted to have v/c ratios greater than 1.0 with average delays exceeding 60 seconds. In total four other intersections are expected to operate at LOS 111-12 Federal Way Transit Center Transportation Discipline Report 97079r5.doc-04/28/00 Regional Express/Federal Way and Star Lake Project E by 2020. In the future,with improvements,the intersection LOS at S 320th Street/11 Place is expected to improve from LOS E to LOS D,with the planned improvements.The critical movements at the two remaining unsignalized intersections are expected to operate at LOS D by 2020. No improvements are currently planned for S 317th Street/Gateway Blvd or at S 316th Street/23`d Avenue. S 32O Street Progression Analysis A progression analysis was conducted for the 2005 and 2020 No Build Alternatives. The methodology described in the Affected Environment section was used to evaluate vehicle progression for the No Build Alternative. Due to the annexation plans of the City,the coordinated system was extended to include the intersections of S 320'"Street/32nd Avenue S,S 320th Street/Weyerhaeuser Way S,S 320`h Street/Military Road,and S 320th Street/Peasley Canyon Road. Table III-4 summarizes the results of the analysis for the AM peak hour. The analysis includes all improvements noted in the CFW TIP or CIP programs. For comparison purposes,Table 4 includes the results of the Existing,2005 No Build Alternative,and the 2020 No Build Alternative analyses. The details of the analysis are included in Appendix C. Table III-4. S 320t" Progression Analysis—AM Peak Hour Measures of Effectiveness 199811999 Existing 2005 No Build Alt. 2020 No Build Alt. Percentile Signal Delay/Per vehicle(s) 30 23 32 Total Percentile Signal Delay(Hr) 187 235 418 Average Speed(mph) 15 17 14 Corridor Level of Service(EBANB) D/B C/C E/C As shown in Table III-4,with improvements planned along the corridor,the average speed is expected to increase to 17 mph from the existing 15 mph. This increase is primarily a result of intersection and roadway improvements planned along the S 320t Street corridor. As shown,the total percentile delay increases,but based on the projected volumes,the delay per vehicle is reduced by seven seconds or 30 percent,to 23 seconds from 30 seconds. With the planned improvements along the corridor,the eastbound LOS improves from LOS D to LOS C. Although,the westbound LOS is expected to degrade from LOS B to LOS C. By the year 2020,the average speed through the corridor is expected to be reduced to 14 mph, 1 mph less than the existing speed along the corridor. As a result of the increase in volumes,the total percentile delay as well as the percentile delay per vehicle increases. The results of the corridor LOS show that the eastbound LOS degrades from LOS C to LOS E while the westbound LOS remains at the same level. The results of the PM peak hour progression analysis are summarized in Table III-5. Table III-5.S 320th Progression Analysis—PM Peak Hour Measures of Effectiveness 199811999 Existing 2005 No Build Alt. 2020 No Build Alt. Percentile Signal Delay/Per vehicle(s) 50 42 63 Total Percentile Signal Delay(Hr) 451 561 913 Average Speed(mph) 11 12 9 Corridor Level of Service(EBI B) D/E DIE D/F With the growth in traffic expected along S 320th Street by 2005,as well as the planned improvements,the average speed is expected to increase to 12 mph from I l mph. In addition,the delay per vehicle travelling through the system is also expected to decrease from 50 seconds to 42 Federal Way Transit Center Transportation Discipline Report I11-13 Regional Express/Federal Way and Star Lake Project 97079,1 doc•O4/2R/00 seconds. The corridor LOS in the eastbound and westbound directions are expected to stay the same. By 2020,the average speed through the corridor is expected to decrease to 9 mph. This is primarily due to the growth in traffic along the S 320th Street corridor. Furthermore,as a result of the growth in traffic volumes,the delay per vehicle is also expected to increase from 42 seconds to 63 seconds. The corridor LOS in the eastbound direction is expected to remain at LOS D while the westbound LOS is expected to degrade from LOS E to LOS F. „ Travel Time Analysis The following section summarizes the results of the travel time analysis for the 2005 and 2020 No Build Alternatives. The results of the analysis represent average travel times based on multiple simulation runs. Auto Travel Times The travel time origins/destinations chosen for the No Build Alternatives are summarized in Figure III-7.The model does not identify the specific route chosen,it only documents the time it takes - a vehicle to cross the origin and reach the destination regardless of route. As a result,the travel time estimates noted in the table represent an average for all cars traveling between these two points along any given route. Table III-6 summarizes the results of the AM peak hour travel time analysis for the 2005 and 2020 horizon years. Table III-6.2005/2020 No Build Alternative Travel Time Analysis—AM Peak Hour Travel Times(seconds) Route Origin Destination 2005 Horizon Year 2020 Horizon Year A SR 99,south of S 324th St Existing TC 134(2,2 min) 139(2,2 min) B SR 99,south of SR 509 Existing TC 336(2,5.5 min) 396(2,6.5 min) C S 320th St,west of 8th Ave S Existing TC 218(2,3.5 min) 251 (2,4 min) D S 320th St,east of Wey.Way Existing TC 184(r.,3 min) 254(�4 min) E 1-5 NB ramp/S 320n St Existing TC 205(2,3.5 min) 224(2,3.5 min) F 1-5 SB ramp/S 320th St Existing TC 156(n 2.5 min) 190(2,3.5 min) The travel times calculated for the year 2005 No Build Alternative shows travel times ranging from two to six minutes depending on the route. The longest travel time,six minutes,is for the route from SR 99/SR 509 to the existing Transit Center/Park-and-Ride. The shortest travel time of two minutes is for route A from SR 99,south of S 324th Street,to the existing Transit Center/Park-and- Ride. The year 2020 travel time analysis reflects travel time increases of 30 seconds to 60 seconds over the 2005 No Build Alternative,depending on the route. In most cases this represents an increase on the order of 10 to 20 percent which would not likely be noticeable to the average driver. Table III-7 summarizes the results of the PM peak hour travel time analysis. 111-14 Federal Way Transit Center Transportation Discipline Report 97079r5.dec.0I/111/00 Regional Express/Federal Way and Star Lake Project 01 ____11 1 i STEEL \ I LAKE 1 . S 308TH ST co ; 1 .1; •• S 312TH ST 7 ,.. i t , i . i , . , ? ,f co i a) 0 L. t .I 0 I t. n S 316TH ST ----s S 31TTH 41 : NI co : CA t I . ? ST ..._ y.iii. I C 2 . (; -• D -,:•4;ii ‘— ''', ily ,,Iir 1 1---4- _,_ . 0„...slgi_. i 1 --olle" ! e- E 1 S 324TH disigile 1 5' 1 if ii. ! i at'i', # ),_A 1 ' 0; 1 1 S 328TH ST' _ ' at. ,•'; ii• i /NORTH li d;\. 99 i LAKE I • 1 i !" ,f 4: „7-- :334STIH 1M \ ; S 336TH ST 4. ' /311 44 • t' co 0 0 4) c• :•.•:' ,.. •i • \ , ... i 1 1 1 8 II--- t •fi: 1 i LEGEND © EXISTING TRANSIT CENTER/ PARK AND RIDE LOT _X ORIGIN/DESTINATION (H)M:1971970791091Cederaphio-Fed1 Idk 07126/99 15:43 No Build Alternative Auto Travel Time Collection Points Figure III-7 Regional Express/Federal Way and Star Lake Project III-15 Table III-7.2005/2020 No Build Alternative Travel Time Analysis—PM Peak Hour Travel Times(seconds) Route Destination Origin _ 2005 Horizon Year 2020 Horizon Year A SR 99,south of S 324"St Existing TC 134 2 min) 182 3 min) B SR 99,south of SR 509 Existing IC 460(�7.5 min) 483(4 8 min) C S 320th St,west of 8"Ave S Existing TC 339 5.5 min) 367(4 6 min) D S 320"St,east of Wey.Way Existing TC 266(�4.5 min) 399(-6.5 min) E 1-5 NB ramp/S 320"St Existing TC 237(Az 4 min) 333(r 5.5 min) F 1-5 SB ramp/S 320th St Existing TC 200(4 3.5 min) 259 O.-4.5 min) The year 2005 No Build Alternative travel time analysis results indicate that the travel times from the existing Federal Way Transit Center/Park-and-Ride vary between 1.5—2 minutes depending on the route identified. The longest route is from the existing Federal Way Transit Center/Park-and-Ride to SR 509.Possible routes to the destination include trips via the downtown core as well as S 320th Street and than north on SR 99. The year 2020 travel time analysis reflects slight increases in travel times for most routes. The largest increase,one and one-half minutes,is expected for Route E. Route E extends from the existing Federal Way Transit Center and Park-and-Ride to the S 320th Street/northbound I-5 on-ramp. All other travel routes are expected to increase on the order of 30 to 60 seconds. Transit Travel Times Transit travel times were collected for those routes expected to change service locations in the future with the proposed Transit Center and Park-and-Ride structure. Table III-8 summarizes the results of the No Build Alternative analysis. The values in the table represent the average travel times based on the number of routes expected during the peak time periods. Table 111-8.2005/2020 No Build Alternative Travel Time Analysis—AM Peak Hour No Build Alternative Travel Times(seconds) Route Origin I Destination 2005 Horizon Year 2020 Horizon Year 181 O&D:S 324"St,east of SR 99 336 5.5 min) 321 (-4 5.5 min) 183 O&D:S 320th St,east of Wey.Way S 451 (�7.5 min) 451 (g--7.5 min) 187 O&D:S 320"St,west of 8"Ave 698(z 11.5 min) 618(z 10.5 min) 188 O&D:S 320"St,west of 8"Ave 708(.1-.12 min) 664 11 min) 199 0:SR 99,south of S 324"St,D:SR 99 at SR 509 795(-.4:13 min) 784(::.13 min) 402 O&D:SR 99,south of S 324"St 514(ft 8.5 min) 505(--z 8.5 min) 500 O&D:SR 99,south of S 324"St 497(4 min) 469(z 8 min) 546 0:1-5 before NB ramp,D:1-5 SB ramp 375(=-.6 min) 428(ft7 min) 574 O&D:NB or SB 1-5 on-ramps' 385(:6.5 min) 396(r.-;6.5 min) 901 0:S 308"Street,D:S 312n Street 810(n 13.5 min) 937(:15.5 min) 903 O&D:S 320"St,west of 8"Ave(via S 324"St) 830(-:-.14 min) 748(z 12.5 min) 1.Route 574 travels NB and SB along I-5;travel time represents the average for the NB and SB travel times. III-16 Federal Way Transit Center Transportation Discipline Report 97079,1.doc-04/28/00 Regional Express/Federal Way and Star Lake Project ti 1, The year 2005 analysis showed travel times for transit ranging from 5.5 minutes to 13.5 minutes. The travel time segments are intended to capture the travel times for the corresponding routes. For routes that travel through and stop in the transit center,a dwell time of 60 seconds with a standard deviation of 20 seconds was assumed.The dwell time was consistent between all No Build and Build Alternatives. Although some routes may have longer dwell times a standard was used so that particular route performance could be measured. Overall,the year 2020 results reflect a slight increase in the travel time for many routes,which is to be expected with the increase in background traffic. However,the travel times for three other routes are expected to decrease in overall travel times. The decrease in travel times for routes 187, 188,and 903 are primarily due to intersection improvements planned at intersections along the bus routes.All other route travel times are anticipated to increase approximately one percent. The results of the PM peak hour analysis are summarized in Table III-9. The results for both the 2005 and 2020 horizon year are included in the table. Table III-9. 2005/2020 No Build Alternative Travel Time Analysis—PM Peak Hour No Build Alternative Travel Times(seconds) Route Origin I Destination 2005 Horizon Year 2020 Horizon Year 181 O&D:S 324th St,east of SR 99 388(-6.5 min) 348(-6min) 183 O&D:S 320th St,east of Wey.Way S 513(-8.5 min) 533(-9 min) 187 O&D:S 320th St,west of 8th Ave 776(-13 min) 697(-11.5 min) 188 O&D:S 320th St,west of 8th Ave 745(-12.5 min) 726(-12 min) 199 0:SR 99,south of S 324th St,D:SR 99 at SR 509 853(2.-14 min) 788( 13 min) 402 O&D:SR 99,south of S 324th St 490(-8 min) 533(-9 min) 500 0&D:SR 99,south of S 324n St 538(rz 9 min) 494(-8 min) 546 0:1-5 before NB ramp,D:1-5 SB ramp 488(-8 min) 495(4 min) 574 O&D:NB or SB 1-5 on-rampst 470(-8 min) 444(v 7.5 min) 901 0:S 308th Street,D:S 312th Street 971 (-16 min) 1042(-17.5 min) 903 O&D:S 320th St,west of 8th Ave(via S 324th St) 808(-13.5 min) 839(1--,14 min) 1.Route 574 travels NB and SB along 1-5;travel time represents the average for the NB and SB travel times. The years 2005 and 2020 analysis showed travel time increases between horizon years,while others were expected to decrease.To assure consistency between route comparisons,identical routings were coded into the year 2005 and year 2020 analysis. Most of the year 2020 travel times varied by approximately 1 minute— 1.5 minutes when compared to the 2005 results for the individual results. Transit Service The VISSIM travel time analysis showed that between years 2005 and 2020 some routes are expected increased travel times,while others are expected to decrease. The PM peak hour showed that due to congestion related to left-turn movements and queue spillback,transit may be impeded along the corridor resulting in increased transit travel times. In some areas,the travel times are reduced between years 2005 and 2020. The primary reason for this is the improvements planned Federal Way Transit Center Transportation Discipline Report 1 I I-17 Regional Express/Federal Way and Star Lake Project 97079rS.doc-04/2&00 d a along the S 320t Street and SR 99 corridors. More details regarding future service improvements in the area are summarized under Task 8.23. BUILD ALTERNATIVE This section documents the potential impacts of the Build Alternative. The results of the Build Alternative analysis are compared to the No Build results to establish the project related impacts. All planned improvements previously noted in the No Build Alternative are also included in the Build Alternative analysis. ,_ Travel Forecast Methodology and Traffic Volumes The project trip generation and distribution was also derived by Parsons Brinckerhoff. The following sections describe the methodology used in deriving the project trip generation,trip distribution,and the HOV Direct Access Ramp.The intersection forecasts for the key intersections along S 320t,SR 99,and within the Downtown Core are summarized in Figures 1II-8 through Figure III-15. Also included in Appendix A are the traffic volumes for those intersections not included in the graphics. Trip Generation Trip generation was estimated for the proposed 1,200 stall park-and-ride facility at South 317'h Street and 23'd Avenue South and the proposed 600 stall facility on SR-99,south of South of 272nd Street. Demand estimation was based upon a blend of information from the PSRC model and utilization trends at the existing park-and-ride lots in the Federal Way area. After total demand was estimated for the two combined lots,some demand was re-distributed between the Federal Way Transit Center and the proposed SR 99 lot. Demand estimations were calculated for the 2005 and 2020 horizon years. Trip generation was also estimated for the proposed transit-oriented development incorporated into the proposed Transit Center site. The proposed private development would consist of approximately 10,000 square feet of retail and 40 dwelling units(apartments). Average trip generation rates from the ITE Trip Generation manual were used to calculate an estimated number of trips associated with the development for the AM and PM peak hours. Trip generation calculations for the entire site are included in Table III-10. • 3 Technical Data Summary:New Federal Way Transit Centel DRAFT June, 1999,LRS and Associates,Redmond,WA. 111-18 Federal Way Transit Center Transportation Discipline Report 97079r1.doc-0IQ8ro0 Regional Express/Federal Way and Star Lake Project Table III-10.Site Trip Generation Summary AM Peak Hour PM Peak Hour Land Use In Out Total In Out Total Transit Center&Park-and-Ride Structure' 370 120 490 150 310 460 (13 Retail2 36 28 64 28 21 49 c 2 Residential(Apartments)3 4 9 13 9 1 16 x Total 410 157 567 187 338 525 to -Transit Center&Park-and-Ride Structure' 570 155 725 180 460 640 e Retail2 36 28 64 28 21 49 N . Residential(Apartments)3 4 9 13 9 7 16 x Total 610 192 802 217 488 705 1. Trip Generation includes Transit trips as outlined in the Transit Center Operations Plan 2. ITE Trip Generation Rate,60 Ed,Mid-rise Apartment,LU 223,assumes 90%auto(mode-split) 3. ITE Trip Generation Rate,60,Ed,Specialty Retail,LU 814 As shown,by year 2005,the site is expected to generate 567 trips during the AM peak hour and 525 trips during the PM peak hour. By year 2020,the site is expected to generate 802 AM peak hour trips and 705 PM peak hour trips. The trip generation shown in the above table over estimates the number of transit trips into and out of the site. The transit related volumes were refined further based on conversations with KC Metro. As a result,the volumes shown in the attached figures are slightly less than what is included in Table III-10. Trip Distribution The estimated trips for the park-and-ride lots and the private development at the proposed Transit Center and Park-and-Ride structure were distributed to the study intersections based upon a blend of travel patterns forecasted in the PSRC model and existing turning movements at selected study intersections. Trip distribution was than further refined based on input from City of Federal Way staff. Direct Access Ramp Volumes The volume of traffic utilizing the proposed direct access ramps were derived from HOV volumes forecasted in the baseline freeway volume forecasts. The various movements at the interchanges were subject to a travel time study,in which it was determined which of the HOV volumes forecasted to use the existing interchanges would likely utilize the proposed direct access ramps. The travel time study was based on a combination of: • Assumed average times for weaving across to and from the existing ramps • Forecasted level of service(LOS)at intersections in the vicinity of the interchanges • Average speed along adjacent arterials Federal Way Transit Center Transportation Discipline Report I I I-1 9 Regional Express/Federal Way and Star Lake Project 97079r5.doc-04/28/00 ign II. 10 0 -30 J L 11 50 12 0 J `5 13 -50 0 0r t of &.-5 85i L110 0J L-10 -40-► -30 -90� -0--70 -130� -95 -130-s- -55 0-•- 5 5 0-), 0 -45; -140 0- 0 -151 (-0 130 1 0 1 0 -15 1 -50 0 1 0 -0 0 0 0 0 0 O 0 15 I -20 I _ .? 95J L-15 --101 r-5 O © © `r 5-- �p � 165- `165 5 1 S 312TH ST 35 25 55 (.11 ® ))I <I < < /1 . 55 0 1 0 NQ ea. 49)M Ni !f 180-0- --1 os 1 s 316TH ST 41 0 0 42 143 10, (-10 I Ism S 317TH ST 25-) 5 -10 ) 0 (D / 0 ® Ga t''',0 /'. i 170 O0 5 75 S 320TH ST i CTR / 0 ...)0 i k....75 1 -10 15 N N J c of 4_60 i N g< Si k o *20-s- -0-25* cj i ® / CD 165-0- �115 15-' r30 51 ' —, 1r ;1 *15 95 S 324TH Tel 110 • c) © 0 5 °DIRECT ACCESS RAMP -.di . . LEGENO 50 -Si © INTERSECTION NEW OR REVISED e 160i 551 * RESTRICTED TO 15 1 TRANSIT ONLY 170 1 ❑ DIRECT ACCESS RAMP 65 0 ® 035 O 0 0Oo�-55s fL ®of0Lo Os!00 s 10 185-•- -0-45 0� �-0 0� +-0 0� -'-0 0-► �-0 o; r o 1s; 30 0; ro o ro o; ro 010 01150 0 0 010 010 -5 -10 0 0 (B)M:1971970791091Cad1Ciaphio-fed7Idc07/26/99 15:29 Figure 111-8 2005 AM Build Alternative Traffic Assignment Regional Express/Federal Way and Star Lake Project 111-20 s. . 40 20 li 55 85 65 320 12 20 2I 0155 3 545 475 4 J L. 5050.) .,1,45 145i (. 245 25i L85 L525 1.630+ +815 1,525+ +850 2.080+ +1.2201.850+ +885 1.205+ +725 601 (35 601 (130 751 r 135 4551 (225 1,1201 30 I 30 101 285 15 f 35 3851 160 30 55 0 0 O 420 1�iI `150 (1) 300, L 160 1.42s+ +iio . 1 1 2 I 3 I 1ss1 `i65 M r ! _1 312TH ST f (- 60 1 150 ,L 35 50 445 v' N N ® a l < <co , i m 370 245+ +210 S 316TH ST 1 N 41 0 O N 42 ,I /43 35—) 50 ' S 317TH ST ■■ 251 Erik 20 35 t 0 0 ( 0 i �Z Glx*yp°' ` I 420 O 305 r OR i I S 320TH ST J1L N 1J 15 N 2 0, k_95 N r< 115.E t_0 *20+ +25# ` (D 165+ +115 151 (130 1 I , -,f Y . . r / *15330165 S 324TH ST — I. Iii © 250 5 °DIRECT ACCESS RAMP 5 co LEGEND J J NEW OR REMISED 50 10! © INTERSECTION 160.! 1201 # RESTRICTED TO 151 TRANSIT ONLY 220 1 ❑ DIRECT ACCESS RAMP 6 200 O 2065 20 0 10 5070 0 O 40 1 5 O 85 40 35.) (.25 10i (55 10. k_15 375i 40 225+ +90 20+ +15 90+ +85 210+ +170 225+ +95 451 (10 401 (60 1951 (40 551 (50 1601 (25 5f 15 0f (41.. 5 1 5 5 0f 3 1 01 0 45 730 15 635 • (F) M.197197 Iac07/26/99 1529 2005 AM Build Alternative Traffic Volumes Figure 111-9 Regional Express I Federal Way and Star Lake Project 111-21 ..- rt. �� 0 5 0 of 1 —s �� so 40 ® 0 -10 �� -30 0 0o L0 95i 1 L 195 0_) 1 L-5 J L 10 -35-°- +-20 -120+ +-60 -130-e.- --60 -130-o.- +85 25-► +145 0-) `0 -15-.) (-60 0-) `0 -101 (-0 15s 0 0 -0 45 010 -0 0 0 20 0 •• O 0 15 011L0 n 200.E L-15 • -20i +-10 I , 30-� +25 0-) } r0 0 © ; 3 j [ 2651 (265 7-7 -5 10 S 312TH ST I 45 40 • 95 N N N® 0 l . 0 0 40 R0 Vc N W 70 r eV 1 • 195i -0--170 S 316TH ST 41 0 0 F. 1,13/o r-10 I WE S 317TH ST 1"F: 43 35-) . 1 0 —10 k 0 I• h 0 GAi:",o`' /;i 285 O25 S 320TH ST t CT /`' ° 0 50 5 1 75�► ,, c_ OJJ L 100 N Et xI`n it E iv/ r< ; dr.?°�--' S,J 5 *15� �45* t ® �i 185-► �-115 • 1 1 a I f1 #15 95 S 324TH ST / �� • ` 185 f 0 5 , OIRECT ACCESS RAMP © LEGENQ ® 50 0. 1CO Nair INTERSECTIONNEW OR S 175, 70-) * RESTRICTED TO d 15-) M TRANSIT ONLY 285 I ❑ DIRECT ACCESS RAMP 70 i. 0 O 0-Ss ® p i ® ® 0 0 ° O 0100 "i of 1 Lo of 1 L15 0-1(.o ioi 1 L10 290; +60 0-► •+0 0� +0 0-+ +0 0� -'-0 . , 0-) 01r0 0; (1' 0 r-5 0-) r0 15- r5 0 01240 0 -5 010 515 i . 0 40 0 50 (D) M 197197079W9tiCsdlGnpI iC Fed7 Idk 07/281991529 • Figure 111-10 2020 AM Build Alternative Traffic Assignment Regional Express/Federal Way and Star Lake Project • . 111-22 . O35 O 135 O 35 O O 10 55 7 11 100 I �S 12 35 I `5 13 615 495 14 65J + L75 170J + L410 40J + L140 k_580 2.075-) `50 350 1.1105-) `370 0 2,390-) r210 O 2.560— � 270 1.215-) ,065 t } } 1 (270 1.2151 45I 45 30I 310 30I 50 1.050 260 45 95 0 O 595 ,I 2� IL. 40 11 440J + k_260 1,750-0- -0-925 0(350 1 3 I 1i f 115 © i 45 `265 t f iiii an') r- S 312TH ST 85 1190 45 40 635 H H N 8 0 0 450 a q0 6 1 N N N 280� -a-300 S 316TH ST q1 0 0 42 35 r 70 SITE S 317TH ST ,/ 43 35"1 15 60 I o o /. e 1 G64„,0`' i 640 O0 75110 S 32OTH ST �CtR /� _ ' 275 5 N OJ L150 NI MI6 ) 135J k_5 *20-+ -0-25* ® 185-0- -0-115 15- } (160 , -41*51 85 495 __ S 324TH ST " © 305 r °DIRECT ACCESS RAMP 30 I 0 LEGENQ 50 + NEW OR REVISED J 30J © INTERSECTION 175J 145-) * RESTRICTED TO 15-) TRANSIT ONLY -41 350 I ❑ DIRECT ACCESS RAMP 70 290 O 358035 0 25 920 95 0 O 553065 O 110 00 55 so) L35 25J L.80 25J L30 525J 460 345+ 01--125 35-a- +-30 175-0- -a-145 285-0- +240 310� �135 601 } (25 40-) ('85 2551 tr50 751 `65 2401 `45 0 1330 5 1 335 1 5 2 5 I 5 1 5 1 400 65 1.030 30 925 (G)M:1971970 Idk 07/29/991529 2020 AM Build Alternative Traffic Volumes Figure Ill-11 Regional Express/Federal Way and Star Lake Project 111-23 @0 30 0 0 -15 �� 190 85 IC -di 12 0 -20 13 -250 0 14 oi L-20 30i L15 of L-35 J L5 -45-4- -4--55 -75-i- -225 -105-4- -'---280 -70; -60 25� ---20o-) (-0 -10-) r-70 0-) ro -so- ro -9s-) O 10 -401 15 010 -0 0 0 -35 0 O 35 ,I � j�D 11) 35_} k_-40 -15� r-5 0 �1 © I © I 65-) `45 -151 (� j -5 - _ S312THST 110 115 30 NI N' N I W! W _ 155 ' $ 0 Q fit 40 'RIill 0 N� Pi! l 145i -'-330 S 316TH ST 41 ??317TH 0 1 42 /,' 43 5 -201 EL ST I Sol 0 -35 1 0 0 r 0 iyIlo*,ph 85 O �90115 S 320TH ST 1 I OR !• _Y0 25 OJ L90 NI �ce �< I , '1 -30.) &35 #20� -4--25* i a'F { � e) 145 -330 15-) r215 j ® 1 6/ *15 115 S 324TH ST ''F -5 - - . © 0 T °DIRECT ACCESS RAMP 0 1 LEGEND 260 , oi © NINTERSECTED 110i 155-) * RESTRICTED TO 60- • f TRANSIT ONLY 1 85 I ❑ DIRECT ACCESS RAMP 100 0 O O fists ® 0-15 4o O O 0 1 0 O 5 I 100 oi +&20 0.+L. 0i+&.0 5J+ t 0 90- - 135 0-4- -4-0 0-4- -'-0 0-4- -4-0 0-► -0-0 0-) (-0 0-) r90 0-) r0 0-) r0 15-) r0 010 01 0 0 0 010 515 . -20 -30 0 5 (9) M:197197079V091Cad.Gaphlo-fed6 Idk 07/26f9915:41 Figure 111-12 2005 PM Build Alternative Traffic Assignment Regional Express/Federal Way and Star Lake Project 111-24 h W O 155 50 175 �� 280 05485 12 75 15185 13 1,050 425 14 290J L 180 155J �280 85J L 240 L 405 1.215-+ -a-1,890 1,360-••• f1.810 2,115-0- -'--2,290 1,805-6•• -1,605 1,525 -'-1,270 85- f (190 251 } (340 20-) t (40 5801 (180 705- } 155 175 9Mt (' I 395 25 I 5 590 1125 105 200 20 0 O1,095 I 5� 1136D 390J + L 330 i.185-) (-455 5 0 © li O 1 265-) (-455 t ` I M r" 2 5 1195 S 312TH ST I 110 115 975 VI N N vc 700 O 4o NO N j 330� �460 S 316TH ST 41 ] 0 42 35 r 65 1 ( 'S�. S 317TH ST Ill//11) 50"� t 45 55 l �P °i II 600 O 0 .. 0 : ® Ga�� ;� /I O] 535 S 320TH ST f CIR ;, 0 1 185 cr) 195 25 of L 180 i N N< I I — 245.i L35 *20-► --25* ® ;./f: 0 145� --330 151 ( 400 1 I t ;' 1t (..' I*15180 S 324TH ST ,/ l 420 © 355 © , DIRECT ACCESS RAMP 35 LEGENQ 260 60 25J © INTERSECTION REVISED 110J 3451 * RESTRICTED TO 60-) 1 TRANs1f.ONLY 1 325 I ❑ DIRECT ACCESS RAMP 100 340 O 1708 35 O 20 1 0165 ® ® 5 1 25 O �28�0 115J t45 35J (.325 15J (40 310J L55 210y -•-335 25-� �35 355 �--435 395i -11--370 290; -'-320 1201 (45 90-) (-375 235 (95 195- (-200 330- (135 t 5t 9t 5t 2201 70 10I 280 260 5 135 19 5 135 265 1,245 55 1,050 (E)M:197197079091Ced GmphiGFed6Idk 07126199 15:41 2005 PM Build Alternative Traffic Volumes Figure 111-13 Regional Express/Federal Way and Star Lake Project 111-25 0 25 0 0 10 100 I -15 11 120 155 12 0 I -10 13 -lso 15 14 o! + t-15 30i L25 of+ L-20 J ,� L 10 -25� -45 -65-4- -e---155 25� +-175 50-0- -40 145— �35 0 Co -5-) (-40 0-) (-0 -351 (0 -80- 010 -5165 0I0 _710 0 -5 0 0 ® 65 0. Il2 5 0 50, (-40 0- (5 0 O G © I 3 80-) j60 - -15 1 0 S 312TH ST 185 120 50 I" c U' ® < < < 155 "` 0 0N40 & 0 ►- N NI /I/ 140-� +230 S 316TH ST 41 0 0to - 1,)/ 43 10 SITE S 317TH ST 120� 1 0 -20 I y �Py � 95 155 O 0 / fal r 1Z CTR�0 / I O0 120 S 320TH ST \l 0 -10 20 of t70 i N P,< ► -20i t20 *15-) (145 �I ® / 120� 230 Y. #5 1 25 S 324TH ST �'d 25 - ---�'' 1 1 Y ® 0 °DIRECT ACCESS RAMP 0 j _ LEA F 165 OJ © "MR RSSEEcTIRON ° s5J155-) ` * RESTRICTED TO 40- TRANSIT ONLY 95 t ❑ DIRECT ACCESS RAMP 85 0 O0 I1515 ® 0-I5 40 ® ® 0 10 0 O 51I5 5 - oi+ k_i5 of+(.so of +(.o si+ t5 100-0- +105 0i �-0 0� +0 0� +0 0-► +0 o r 100 0 1 r ss 0-) r o o (-0 15-) (-5 010 0170 0 0 010 15110 -15 -5 0 15 (G)M:1971970791091CadlGiaphic-fed6 Idk 07126199 15:41 Figure 111-14 2020 PM Build Alternative Traffic Assignment Regional Express I Federal Way and Star Lake Project 111-26 in 195 1...®75 12 30 13 0 14 305 f `0 250 j `80 105 j lOs 1,1� 1 .480 330.) L220 180i L340 100J �315 i t245 1.275-s- -s-1,815 1,455 -a-2,025 2,355-a- -a-2,970 1,895+ r-1,945 1,580-s- -a-1,550 1001 (375 451 (450 351 (-55 7301 (-225 7951 2 5 11100 1 5 I6 5 0 I990 68 1 55 145 320 35 0 O 1,530 I 725 I l75 . 40 4 470i + L295 1,175-► -1,590 ! 1 255-► -a--240 1051 t (400 0 © M 3 80-) 60 300 1205 • 1 TH ST 18 240 1,355 VI' H N a < a 760 N N l 565-+ �-630 S 316TH ST O 0 42 l 601 r85 I 1 \5) S 317TH ST e 43 1201 60 80 J 1 0 0 `' 12 Ge-0 /, I 720 j� �' 0 I O680 �� CtR 1 1 20c. N_S 320TH ST ' c = 1.11 111 485 co- 0_.) t.27o N "I< 525.) L 20 #20-s- -a-25# ® () 120-0- 230 151 t (480 *151 25 450 S 324TH ST a °DIRECT ACCESS RAMP ff © 1 LEGENQ 5 1651 30 j 40.) © NEW OR REVISED 95i INTERSECTION 390 1 # TRANSIT 40 270 t ❑ DIRECT ACCESS RAMP 85 450 O0 180 320 40 ® 35,02195 O O 30 25 1 4 O 5�1.63�5 120i / L 50 50, 1 L 430 30i / (55 420i 1 L 80 225; +425 40-0- -a-50 540-0- -0--730 515-m- -a-495 390-1'. -a-435 1351 (145 115) (530 320-) (70 3001 (280 4101 (170 5t } 11t 5101 70 135I 35 195 5 180 2 41I 175 360 1,660 65 1,515 (H)1.4:1971970791091Ced1Grephi-Fed6 Idk 07125/9915:41 2020 PM Build Alternative Traffic Volumes Figure I11-15 Regional Express/Federal Way and Star Lake Project 111-2T Traffic Volume Impacts In order to evaluate the relative impacts of the proposed Direct Access ramp as well as the Transit __ Center and 1,200 stall Park-and-Ride structure,the total entering vehicles(TEV)at each of the study area intersections were calculated. The TEV for the No Build Alternative at each of the study intersections was compared to the TEV under the Build Alternative. Table III-11 summarizes the . percent increase in TEV expected as a result of the project during the AM peak hour. Table III-11. Summary of AM Peak Hour TEV at Study Area Intersections Intersection 2005 No Project % 2020 No Project % Build TEV Related Trips Increase2 Build TEV Related Trips Increase2 S 3120 St/1 u Ave S 1640 0 0% 2135 30 1 % S 312th St/SR 99 2285 10 1 % 3190 110 1 % S 316th St/20th Ave S 410 230 56% 595 350 59% S 316th St/SR 99 1725 190 11 % 2380 365 15% S 320th St/1101 PI S 2880 40 1 % _ 3790 190 5% S 320th St/151 Ave(Way)S 3925 40 1 % 5095 185 4% S 320th St/20th Ave S 2920 -80 -3% 3985 -60 -2% S 320th St/23rd Ave S 3960 -185 -5% 5205 95 2% ' S 320th St/8th Ave S 2775 45 -2% 3705 200 5% . S 320th St/25th Ave S/Gateway Blvd 4115 -250 -6% 5350 -85 -2 S 320th St/Military Rd S 2865 10 1 % 3710 170 5% S 320th St/NB 1-5 Ramps 4300 -180 1 % 5535 -35 -1 % S 320th SUSB 1-5 Ramps 4535 -250 6% 5920 -85 -1 % S 320th St/SR 99 4135 80 2% 5540 275 5% S 320th St/Weyerhaeuser Way S 2450 10 1 % 3210 185 6% • S 32410 St/SR 99 2065 -55 -3% 2735 75 3% 1 S 336th St/151 Way S 1800 0 0% 2260 30 1 % S 336t St/SR 99 3160 0 0% 3915 75 2% • S 321 St St/Peasley Canyon Rd 2215 5 1 % 2845 65 2% S 3120 St/20th Ave S 700 0 0% 1000 0 0% S 312th SU23ro Ave S 560 0 0% 855 -10 -1 % S 316th SU23ro Ave S 590 240 40% 790 395 50% S 317th SU23ro Ave S 745 450 60% 950 600 63% S 3120 St/28th Ave S 500 5 1 % 720 60 8% ,_ S 317th St/Gateway Blvd 325 280 86% 425 350 82% HOV Direct Access/28e Avet 285 290 100% 375 365 97% 1. Intersection a result of the proposed NOV Direct Access Ramp. No Build volumes are based on through volumes along 281"Avenue and S 317m Street. 2. Percent increase rounded to nearest whole percent . , The traffic volumes in and around the proposed Transit Center and Park-and-Ride structure are expected to increase as a result of the proposed project. The TEV at intersections adjacent to the proposed Transit center are expected to increase between 50 to 60 percent depending on the intersection and the horizon year. As shown in the year 2005 TEV comparison,at some intersections 111-28 Federal Way Transit Center Transportation Discipline Report 97079rs.doc-04/28/00 Regional Express/Federal Way and Star Lake Project . along S 320'"Street,the TEV are expected to decrease as a result of shifts in current travel patterns. For those intersections not immediately adjacent to the proposed Transit Center,the TEV at the intersections are expected to increase anywhere between 11 percent to 1 percent. The year 2020 comparison also showed several intersections decreasing in TEV as a result of the project. When compared to the year 2005 results,the percent increase in TEV at most intersections are expected to be slightly higher in year 2020,with the exception of the S 317`h Street/Gateway Blvd intersections. Some variance between the two horizon years exists due to the background growth at the intersection as well as the forecasted demand at the proposed Transit Center and Park-and-Ride structure. The traffic volumes along S 317th Street and 28'h Avenue are expected to nearly double with the addition of the project.The PM peak hour volumes are summarized in Table III-12. Table III-12. Summary of PM Peak Hour TEV at Study Area Intersections Intersection 2005 No Project % 2020 No Project %. Build TEV Related Trips Increase2 Build TEV Related Trips Increase2 S 312"St/1"Ave S 2690 40 2% 3340 20 1 % S 312th SUSR 99 4890 50 1 % 6265 95 2% S 316"St/20"Ave S 1690 225 13% 1865 305 16% - S 316"St/SR 99 4040 180 5% 5325 205 4% S 320"St/11"PI S 4655 55 1% 5355 130 2% S 320"SU1u Ave(Way)S 5615 40 1 % 6820 65 1 % S 320"St/20"Ave S 4800 -135 -3% 5315 0 0% S 320" St/23ro Ave S 5845 -220 -4% 6755 -5 -1 % S 320"St/8"Ave S 4465 40 1 % 5245 140 3% S 320"St/25"Ave S/Gateway Blvd 5625 -440 -8% 6205 -180 3% S 320"St/Military Rd S 3675 35 1 % 4140 120 3% S 320"SUNB 1-5 Ramps 4745 -125 -3% 4870 35 1 % S 320"St/SB 1-5 Ramps 6075 -430 -7% 6525 -160 -3% S 320"SUSR 99 7155 35 1 % 8340 185 2% S 320"St/Weyerhaeuser Way S 3290 50 2% 3665 190 5% S 324"SUSR 99 4425 -5 -1 % 5765 70 1 % S 336"St/1"Way S 2860 10 1 % 3725 20 1 % • S 336"St/SR 99 4750 15 1 % 5795 50 1 % /S 321u St/Peasley Canyon Rd 2800 25 1 % 3290 60 2% S 312"St/20"Ave S 1665 0 0% 2260 0 0°% S 312"St/23ro Ave S 1475 0 0% 1970 0 0% S 316th St/23ro Ave S 1185 290 24% 1300 250 19% S 317th St/2301 Ave S 1380 595 43% 1885 615 33% S 312"St/28th Ave S 1270 10 1 % 1915 30 2% S 317th St/Gateway Blvd 565 425 75% 1130 340 30% HOV Direct Access/28th Aver 490 485 100% 1020 360 35% 1. Intersection a result of the proposed NOV Direct Access Ramp. No Build volumes are based on through volumes along 28"' Avenue and S 3171'Street. 2. Percent increase rounded to nearest whole percent Federal Way Transit Center Transportation Discipline Report 111-29 Regional Express/Federal Way and Star Lake Project 97079r5.doc-04/28/00 • The results of the year 2005 volume comparison indicate that as a result of the project,the TEV at most study area intersections is expected to increase by less than five percent,with the exception of those intersections within close proximity of the proposed development. The intersections of S 316`h Street/20'h Avenue, S 316th Street/23"d Avenue,and S 317th Street/23"d Avenue reflect an increase in TEV of greater than 10 percent. As a result of the HOV Direct Access Ramp,the traffic volumes are expected to nearly double along S 317th Street,west of the proposed ramp. The year 2020 forecasts show relatively the same trend in terms of TEV increases. As expected, the largest increase in TEV is expected to occur near the proposed Transit Center/Park and Ride Structure as well as the HOV Direct Access Ramp. With the future S 3121h Street connection planned from 28th Avenue to Military road,it is expected that the traffic volumes will increase along S 317'h Street. Traffic Operations A level of service analysis was conducted at all intersections within the Federal Way study area. The results of the analysis were compared to the No Build Alternative in order to estimate the project r impacts. The results of the analysis are divided up into four tables,the year 2005 and 2020 AM peak hours(Tables 1II-13 and 11I-14 respectively)and the year 2005 and 2020 PM peak hours(Table III-15 and III-16 respectively). Table III-13 summarizes the LOS results for the 2005 AM peak hour. Included in the tables are the LOS results for the HOV Direct Access Ramp. More discussion regarding the HOV Direct Access Ramp assumptions and site access and on-site circulation issues are included in a subsequent section.. 111-30 Federal Way Transit Center Transportation Discipline Report 97079r5.doc-04/28/00 Regional Express/Federal Way and Star Lake Project • Table 11I-13. Year 2005 LOS Summary-AM Peak Hour 2005 No Build Alternative 2005 Build Alternative Signalized Intersections LOS1 Delay2 V/C3 LOS Delay VIC S 312th St/1 St Ave S B 12.2 0.51 No Change S 312th St/SR 99 B 10.7 0.55 B 11.4 0.56 _ S 316th St/20th Ave S B 6.6 0.12 B 5.7 0.23 S 316th St/SR 99 A 3.2 0.28 A 4.9 0.35 S 320th St/11th PIS B 13.8 0.75 B _ 14.7 0.76 S 320th St/1 st Ave(Way)S _ D 35.3 0.94 D 36.2 0.95 S 320th St/20th Ave S B 5.4 0.48 , B 5.5 0.47 S 320th SU23ro Ave S C 19.2 0.79 C 18.7 0.72 S 320th SUBt Ave S A 3.6 0.65 A 3.5 0.63 S 320th St/25th Ave S/Gateway Blvd B 8.8 0.71 B 8.6 0.67 S 320th St/Military Rd S C 22.5 0.68 C 23.3 0.69 S 320th St/NB 1-5 Ramps B 8.3 0.78 B 5.5 0.74 S 320th St/SB 1-5 Ramps E 45.8 1.09 D 34.7 1.05 S 320th St/SR 99 C 20.8 0.66 , C 20.4 0.66 S 320th St/Weyerhaeuser Way S B 11.3 , 0.42 B 9.0 0.42 S 32461 St/SR 99 C 17.6 0.39 C 16.5 0.38 S 336th St/1st Way S D 25.6 0.61 No Change S 336th St/SR 99 C 16.4 0.74 No Change S 321st SUPeasley Canyon Rd B 14.1 0.64 C _ 15.0 0.64 Existing Unsignalized Intersections S 312th St/20th Ave S B4 5.2 0.18 No Change S 312th SU23ro Ave S B4 5.7 0.20 No Change S 316th SU23ro Ave S B 7.5 EBLTV C 11.3 EBLT S 317th St/23rd Ave S B4 8.1 0.20 B4 8.3 0.38 S 312th St/28th Ave S5 A 3.0 N/C No Change S 317th St/Gateway Blvd B 5.2 NBLT8 B 8.1 NBLT HOV Direct Access/2811 Ave6 Does Not Exist B 6.7 SBLT9 1. Level of Service 2. Expressed in seconds per vehicle 3. Volume to Capacity Ratio 4. Intersections assumed to be signalized in the future based on CFW TIP or CIP 5. 4-way stop 6. New Intersection created as a result of HOV Direct Access Ramp,assumes'T'intersection with stop control on 280 Avenue 7. EBLT-Eastbound left-turn 8. NBLT-Northbound left-turn 9. SBLT-Southbound left-turn The results of the year 2005 AM peak hour analysis,shown in Table III-13,indicate that the level of service at the study area intersections are expected to stay the same with the proposed development. All intersections are expected to operate at LOS D or better in year 2005. At the new intersection of 28'h Avenue and the HOV Direct access ramp,the southbound left turn from 28th Avenue onto the ramp is expected to operate at LOS B. The results of the AM peak hour analysis are summarized in Table III-14. Federal Way Transit Center Transportation Discipline Report 111-31 Regional Express/Federal Way and Star Lake Project 97079rS.doe-04/28M0 • r Table III-14. Year 2020 LOS Summary-AM Peak Hour 2020 No Build Alternative 2020 Build Alternative Signalized Intersections LOS1 Delay2 VIC3 LOS Delay V/C S 312th St/1 st Ave S B 13.7 0.65 B 14.2 0.66 S 312th St/SR 99 C 21.2 0.66 C 23.0 0.67 S 316th St/20th Ave S B 6.7 0.16 B 8.2 0.37_ S 316th St/SR 99 B 7.1 0.40 B 6.6 0.52 S 320th St/11 m PI S B 9.0 0.76 B 14.5 0.81 S 320th SU151 Ave(Way)S E 43.6 _ 1.00 E 48.5 1.04 S 320th St/20th Ave S B 7.6 0.61 B 7.5 0.60 S 320th SU23ro Ave S C 22.2 0.84 C 21.6 0.79 S 320th St/8th Ave S B 5.9 0.62 B 9.1 0.71 S 320th St/25th Ave S/Gateway Blvd B 14.5 0.86 B 13.4 0.82 S 320th St/Military Rd S D 31.8 0.80 D 32.1 0.82 S 320th St/NB 1-5 Ramps D 25.3 0.95 C 23.7 0.98 S 320th St/SB 1-5 Ramps F 67.8 1.19 E 55.6 1.15 S 320th St/SR 99 C 24.2 0.80 C 24.0 0.81 S 320th St/Weyerhaeuser Way S C 22.1 0.62 C 21.7 0.67 S 324th St/SR 99 C 19.1 0.47 C 19.0 0.47 S 336th St/1 st Way S D 31.5 0.76 0 33.9 0.76 S 336th St/SR 99 C 15.7 0.75 C 15.9 0.75 S 321st St/Peasley Canyon Rd C 19.7 0.75 C 20.5 0.76 Existing Unsignalized Intersections S 312th St/20th Ave S B4 5.4 0.25 B4 7.7 0.31 S 312th SU23ro Ave S B4 6.1 0.28 No Change S 316th SU23ro Ave S C 10.2 EBLT6 D 24.9 EBLT S 317th SU23ro Ave S B4 8.2 0.27 B4 9.6 0.53 S 312th St/28th Ave S B4 11.9 0.26 B4 12.0 0.29 S 317th St/Gateway Blvd B 6.0 NBLT7 C 10.6 NBLT HOV Direct Access/28th Ave5 Does Not Exist B 7.1 SBLT8 1. Level of Service 2. Expressed in seconds per vehicle 3. Volume to Capacity Ratio 4. Intersections assumed to be signalized in the future based on CFW TIP or CIP 5. New Intersection created as a result of HOV Direct Access Ramp,assumes'T'intersection with stop control on 290 Avenue 6 EBLT-Eastbound left-turn 7. NBLT-Northbound left-turn 8. SBLT-Southbound left-turn As shown above(Table III-14)in the year 2020 No Build Alternative results,by the year 2020, two intersections are expected to operate at LOS E or worse. The intersection of S 320`h Street/is'Ave (Way)S is expected to operate at LOS E and the intersection of S 320'h Street/SB 1-5 Ramps is expected to operate at LOS F. With the addition of the project related traffic no new intersections are anticipated to fail during the AM peak hour. As a result of shifts in the traffic patterns due to the I1-32 Federal Way Transit Center Transportation Discipline Report 97079r1.doc-04/28/00 Regional Express/Federal Way and Star Lake Project presence of the HOV Direct Access Ramp,the S 320a'Street/SB 1-5 Ramp intersection improves from LOS F to LOS E. At the new intersection of 28h Avenue and the HOV Direct access ramp,the southbound left turn from 28`h Avenue onto the ramp is expected to operate at LOS B. The results of the PM peak hour,year 2005 analysis,are summarized in Table III-15. Table III-15. Year 2005 LOS Summary-PM Peak Hour 2005 No Build Alternative 2005 Build Alternative Signalized Intersections LOS1 Delay2 VIC3 LOS Delay V/C S 312th St/1gg Ave S C 18.1 0.74 C 18.4 0.76 S 312th St/SR 99 D 32.4 _ 0.89 D 33.0 0.90 S 316th St/20th Ave S B 9.8 0.75 C 17.6 0.75 S 316g St/SR 99 C 24.0 0.71 D 26.0 0.83 S 320th St/11 th PI S E 49.9 0.94 E 53.4 0.95 S 320th St/1St Ave(Way)S E 53.7 1.06 E 57.2 1.07 S 320th St/20th Ave S D 27.8 0.98 D 26.2 0.96 S 320g St/23rd Ave S D 25.4 0.93 D 26.3 0.94 S 320th St/8th Ave S B 11.6 0.95 B 11.4 0.96 S 320th St/25th Ave S/Gateway Blvd C 16.2 0.88 B 14.0 0.79 S 32081 St/Military Rd S C 25.5 0.77 C 22.8 0.77 • S 320th St/NB 1-5 Ramps B 9.2 0.79 B 8.6 0.77 S 320th St/SB 1-5 Ramps E 53.4 1.09 D 28.5 0.98 S 320th St/SR 99 E 49.4 1.02 E 54.4 1.04 S 320th St/Weyerhaeuser Way S C 15.4 0.67 C 15.7 0.67 S 324th St/SR 99 D 28.6 0.83 D 28.0 0.82 • S 336°St/1 u Way S D 31.8 0.86 D 33.0 0.87 S 336th St/SR 99 C 22.8 0.81 No Change S 3215t St/Peasley Canyon Rd/ C 15.4 0.79 C 16.9 0.71 Existing Unsignalized Intersections S 312th St/20th Ave S B4 6.2 0.56 No Change S 312dt St/23rd Ave S B4 7.2 0.48 No Change S 316th St/23ro Ave S D 20.2 EBLP D 27.0 EBLT S 317th St/23rd Ave S B4 6.7 0.38 B 12.9 0.70 S 312th St/28th Ave S5 D 27.2 N/C No Change S 317e St/Gateway Blvd B 7.3 NBLT8 C 15.6 NBLT HOV Direct Access/28th Ave6 Does Not Exist C 14.3 SBLT9 1. Level of Service 2. Expressed in seconds per vehicle 3. Volume to Capacity Ratio 4. Intersections assumed to be signalized in the future based on CFW TIP or CIP 5. 4-way Stop 6. New Intersection created as a result of HOV Direct Access Ramp,assumes'T'intersection with stop control on 28'"Avenue 7. EBLT-Eastbound left-turn 8. NBLT-Northbound left-turn 9. SBLT-Southbound left-turn Federal Way Transit Center Transportation Discipline Report 111-33 Regional Express/Federal Way and Star Lake Project 97079r5.doc•04/28/00 IM • As a result of the project,as shown in Table III-15,no new intersections are expected to exceed the City of Federal Way LOS standards. Intersections anticipated to operate at LOS E under the No Build Alternative are expected to continue to operate at a LOS E,with the exception of the intersection of S 320i°Street/I-5 Southbound ramp. Due to shifts in the traffic volumes,this intersection is expected to improve from LOS E to LOS D as a result of the HOV Direct Access Ramp. The delays are expected to increase,but the LOS E is still maintained. With shifts in traffic expected as a result of the HOV Direct Access Ramp,intersection delays at several S 320th Street intersections are expected to decrease as a result of the project. The southbound left-turn from 28`h Avenue to the HOV Direct Access Ramp is also anticipated to operate at LOS C with approximately 14 seconds of delay. The results of the 2020 horizon year analysis are summarized in Table III-16. Based on current forecasted travel patterns,the results of the PM peak year 2020 analysis(Table II1-17)indicate that as a result of the project,one additional intersection is expected to operate at LOS F. Although the project degrades the LOS from LOS E to LOS F,the project is operating below the standards without the project,in terms of the v/c ratio. All others would operate at LOS E or better. In addition to the one intersection expected to degrade from LOS E to LOS F,the project would r' improve the S 320th Street/Southbound ramps from LOS F to LOS E. The majority of the intersections along S 320`h Street are forecasted to operate at LOS E/F by year 2020 due to the large increase in travel demand on this corridor. 111.34 Federal Way Transit Center Transportation Discipline Report 97079r3.doc.04/28/00 Regional Express/Federal Way and Star Lake Project Table III--1 6. rear 2020 LOS Summary-PM Peak Hour 2020 No Build Alternative 2020 Build Alternative Signalized Intersections _ LOSS Delay2 VIC3 LOS Delay VIC S 312th SU15(Ave S D 27.0 0.89 D 27.2 0.89 S 312th St/SR 99 E 50.9 1.05 E 56.0 1.07 S 316e St/20e Ave S B 10.1 0.63 C 20.3 0.77 S 316e St/SR 99 D 38.0 1.00 E 59.6 1.09 S 320e St/11 a PI S 0 37.9 0.95 E 42.1 0.97 S 320e SU1u Ave(Way)S F 78.1 1.16 F 69.6 1.14 S 320e St/20e Ave S E 52.6 1.09 F , 67.9 1.13 S 320e SU23td Ave S 0 _ 36.4 1.02 E 46.5 1.08 S 3200,SUP Ave S C 16.5 0.99 C _ 21.0 1.02 S 320th SU25e Ave S/Gateway Blvd 0 , 26.2 1.01 D 21.5 0.96 S 320e St/Military Rd S D 32.7 0.81 D 29.8 0.83 S 320e SUNB 1-5 Ramps B 11.6 0.81 B _ 11.8 0.80 S 320th SUSB 1-5 Ramps F 61.4 1.13 E 43.3 1.05 S 320th SUSR 99 D 54.3 0.99 E 57.3 1.02 S 320e St/Weyerhaeuser Way S C 19.7 0.68 C 17.6 0.71 S 324th SUSR 99 D 34.7 0.94 D 33.1 0.97 S 336e SU1st Way S E 51.3 1.02 E 54.9 1.02 S 336e St/SR 99 C 23.5 0.85 C 24.6 0.86 S 321st StlPeasley Canyon Rd C 17.8 0.79 C 18.7 0.81 Existing Unsignalized Intersections S 312e St/20th Ave S B4 12.59 0.70 No Change S 312th St/23rd Ave S B4 6.9 0.57 No Change S 316e SU23ta Ave S D 22.0 EBLT6 E 31.3 EBLT S 317th SU23ro Ave S B4 5.2 0.49 C4 15.9 0.81 S 312e St/28th Ave S C4 15.7 0.67 C4 15.9 0.67 S 317e St/Gateway Blvd D 20.8 NBLTV F 49.7 NBLT HOV Direct Access/28e Ayes Does Not Exist D 26.1 SBLT8 1. Level of Service 2. Expressed in seconds per vehicle 3. Volume to Capacity Ratio 4. Intersections assumed to be signalized in the Mute based on CFW TIP or CIP 5. New Intersection created as a result of HOV Direct Access Ramp,assumes T.intersection with stop control on 280 Avenue 6. EBLT-Eastbound left-turn 7. NBLT-Northbound left-turn 8. SBLT-Southbound left-tum 9. Assumes westbound protected phasing S 320h Street Progression Analysis A progression analysis was conducted along S 320th Street in order to measure the impacts of the proposed project on S 320th Street progression. The assignment of project-related trips indicate S 320'h Street volumes in some cases are expected to decrease as a result of the project which results in improved operations along the corridor. The Tables summarize the results of the analysis for the Federal Way Transit Center Transportation Discipline Report III-35 Regional Express/Federal Way and Star Lake Project 9Th79.5.doc-o+naua • years 2005 and 2020—AM and PM peak hours. Table III-17 summarizes the AM peak hour analysis. For comparison purposes the results of the No Build Alternative analysis have been included in the report. Table III-17. S 320th Progression Analysis—AM Peak Hour 2005 Horizon Year 2020 Horizon Year Measures of Effectiveness No Build Alt Build Aft No Build Alt Build Alt. Percentile Signal Delay Per vehicle(s) 23 28 32 35 Total Percentile Signal Delay(Hr) 235 336 418 462 Average Speed(mph) 17 16 14 13 Corridor Level of Service(EBMIB) E I C C/C _ E/C _ E I C The results of the year 2005 analysis indicate that overall,the operations of the corridor are expected to improve in terms of percentile delay per vehicle as well as the average speed due to the traffic shifts resulting from the proposed location of the Transit Center. In addition,the shifts in traffic and optimized signal timing result in the eastbound corridor level of service improving from E to C. By year 2020,as a result of the increase in demand of the site in addition to the background traffic growth,corridor operations are expected to degrade slightly overall. As shown in the level of service analysis at the S 320th Street intersections,no new intersections along S 320th Street are expected to degrade to LOS E/F as a result of the project.Although no intersections are expected to . degrade to LOS E/F,average delays are expected to increase slightly at most intersections along the corridor. The PM peak hour analysis is summarized below in Table III-l8. Table III-18. S 320th Progression Analysis-PM Peak Hour 2005 Horizon Year 2020 Horizon Year Measures of Effectiveness No Build Alt Build Alt No Build Alt Build Alt. Percentile Signal Delay Per vehicle(s) 42 36 63 67 Total Percentile Signal Delay(Hr) 561 463 913 985 Average Speed(mph) 12 13 9 9 Corridor Level of Service(EBIWB) D I E C/E D/F D/F • The PM peak hour showed similar trends when comparing it to the AM peak hour analysis. The results of the 2005 analysis indicate improved corridor operations overall in terms of percentile delay, average speed,and corridor level of service. The results of the year 2020 analysis show a slight increase in the percentile delay per vehicle as well as a slight decrease in the average speed through the corridor. Travel Time Analysis This section summarizes the results of the travel time analysis for the Build Alternative. The results of the analysis are compared to the No Build Alternative in order to provide information regarding changes in travel time.The travel time differential between the No Build and Build Alternatives is intended to provide additional information regarding the effect of the proposed Transit Center on bus and auto travel times to/from the proposed Transit Center/Park and Ride Structure. Auto Travel Times 111-36 Federal Way Transit Center Transportation Discipline Report 97079,1 doe-04/28/00 Regional Express/Federal Way and Star Lake Project The travel time origins/destinations chosen for the Build Alternatives are illustrated in Figure III- 16. As shown in Table III-19,the Build Alternative analysis calculated the travel time to/from the proposed Transit Center and Park-and-Ride. The model does not identify the specific route chosen,it only documents the time it takes a vehicle to cross the origin and reach the destination regardless of route. Nonetheless,the model assignment chooses the shortest path which in most cases results in the quickest travel time. As a result,the travel time estimates noted in the Table III-19 represent an average for all cars traveling between these two points along any given route. Table 111-19 summarizes the results of the AM peak hour travel time analysis for the 2005 and 2020 horizon years, and includes both the No Build and Build Alternative results. Table III-19. 2005/2020 Build Alternative Auto Travel Times—AM Peak Hour Travel Time(seconds) Route Origin No Build Alternative' I Build Altemative2 2005 Horizon Year A SR 99,south of S 324th St 134(ft 2 min) 190(ft 2 min) B SR 99,south of SR 509 336(rft 5.5 min 287(Ift 5 min) C S 320th St,west of 8th Ave S 218(!--3.5 min) 267(--t 4.5 min) D S 320th St,east of Wey.Way 184(gr.3 min) 334(r.v.5.5 min) E 1-5 NB ramp/S 320th St 205(f 3.5 min) 322(ra 5.5 min) F I-5 SB ramp/S 320th St 156(z-2.5 min) 228 4 min) 2020 Horizon Year A SR 99,south of S 324th St 139 2 min) 242(r.--4 min) B SR 99,south of SR 509 396 6.5 min) 323(�5.5 min) C S 320th St,west of 8th Ave S 251 (�4 min) 285 5 min) D S 320th St,east of Wey.Way 254(z 4 min) 323 5.5 min) E 1-5 NB ramp/S 320th St 224(ft 3.5 min) 275(P.,4.5 min) F I-5 SB ramp I S 320th St 190(n 3.5 min) 201 (rz,3.5 min) 1. The destination for the No Build Alternative is the existing Federal Way Transit Center and Park-and-Ride Lot 2. The destination for the Build Alternative is the proposed Transit Center and Park-and-Ride structure As shown in Table III-19,the years 2005 and 2020 average travel times for autos are generally greater under the Build Alternative. Several factors contribute to the longer travel times. In general, for the routes chosen,vehicles have a greater distance to travel to the new Transit Center and Park- and-Ride structure. Route B is shown to improve between the No Build and Build Alternatives. Route B originates near the intersection of SR 99/SR 509 and ends at the Transit Center driveway. The distance required to travel is reduced as a result of the Build Alternative. The results of the PM peak hour analysis are summarized in Table II1-20. For comparison,the No Build Alternative travel time results are also included in the table. Federal Way Transit Center Transportation Discipline Report I I I-37 Regional Express/Federal Way and Star Lake Project 97079rS.doc-04/28/00 I f. m 40 -- _B* r ', x LAKE I S 308TH ST `` i yy I � , 1 > , I IqY S 312TH ST I am—N N ' \, Fi '�<< II I7 S316THST I 1,9 \ S317TH `t eof S 320TH ST w4. [— �� G � � 1 S 320TH rSEAjta4" R -v P 1 7- ._,,,,,,.-cesA ,,_ S 324 r it, y/ ci i A./ S 328TH sT a. . \,?, f NORTH• LAKE , \ ' 9 9 .. I \' i. S 334TH; • )..__ 1 S 336TH ST is �F�/ 131 �i�87 l;:4 i t I I.1,:i - Ill rolooe 1 8 if LEGEND . * COLLECTION LOCATED APPROXIMATELY 15 METERS SOUTH TC PROPOSED TRANSIT CENTER OF THE SR 99/SR 509 INTERSECTION I ORIGIN/DESTINATION EXISTING TRANSIT CENTER (I) M. 11dk07/2619915:43 LID AND PARK & RIDE , Figure 111-16 Build Alternative Auto Travel Time Collection Points Regional Express I Federal Way and Star Lake Project . ,• 111-38 Table III-20. 2005/2020 Build Alternative Auto Travel Times—PM Peak Hour Travel Time(seconds) Route Destination No Build Altemative1 1 Build Altemative2 2005 Horizon Year A SR 99,south of S 324th St 1341 2 min) 268(ft 4.5 min) B SR 99,south of SR 509 460(�7.5 min) 291 (ft 5 min) C S 320th St,west of 8th Ave S 339(-5.5 min) 348(f 6 min) D S 320"St,east of Wey.Way 2661=4.5 min) 284(f 4.5 min) E 1-5 NB ramp/S 320th St 237(ft 4 min) 313(f 5 min) F 1-5 SB ramp/S 320th St 2001=3.5 min) 222(ft 3.5 min) 2020 Horizon Year A SR 99,south of S 324th St 182(f 3 min) 255(ft 4 min) B SR 99,south of SR 509 483(f 8 min) 371 (ft 6 min) C S 320th St,west of 8th Ave S 367(f 6 min) 390(ft 6.5 min) D S 320d,St,east of Wey.Way 399(�6.5 min) 350(ft 6 min) E I-5 NB ramp/S 320th St 333(rft 5.5 min) 308(ft 5 min) F 1-5 SB ramp/S 320th St 259(f 4.5 min) _ 273(ft 4.5 min) 1. The origin for the No Build Alternative is the existing Park-and-Ride 2. The origin for the Build Alternative is the proposed Transit Center and Park-and-Ride structure The PM peak hour analysis for the 2005 and 2020 horizon years as summarized in Table II1-20 showed the same trends as outlined in the AM peak hour analysis. In general,the travel times for autos increased under the Build Alternative,with the exception of Route B. Due to the decrease in travel distance,the travel times decreased with the project. Transit Travel Times Transit travel times were collected for those routes expected to change service locations in the future with the proposed Transit Center and Park-and-Ride structure. Several King County Metro as well as Pierce Transit routes are not expected to enter the existing Federal Way Transit Center and Park-and-Ride lot if the proposed Transit Center is approved. That is not to say that the coaches will not stop along 231'Avenue,but simply they will not enter the center. Table III-21 summarizes the results of the No Build and Build Alternative analyses. Between the No Build and Build Alternatives, the origins and destinations for the routes are expected to remain the same with the exception of the location of the Transit Center. The future routings of the buses were based on information prepared by King County Metro and is also included in the Operations Plan being developed by LRS and Associates. Federal Way Transit Center Transportation Discipline Report 111-39 Regional Express/Federal Way and Star Lake Project 97079r$.doc-04/28/00 Table III-21. 2005/2020 Build Alternatives Transit Travel Times-AM Peak Hour Travel Time(Seconds) Route Origin I Destination No Build Alternative I Build Alternative 2005 Horizon Year 181 0&D:S 324"St,east of SR 99 336(ft 5.5 min) 504(f 8.5 min) 183 O&D:S 320"St,east of Wey.Way S 451 (ft 7.5 min) 565(f 9.5 min) 187 0&D:S 320"St,west of 8"Ave 698(ft 11.5 min) 738(rft 12.5 min) 188 O&D:S 320"St,west of 8"Ave 708(rft 12 Min) 765(r 13 min) 199 0:SR 99,south of S 324"St,D:SR 99 at SR 509 795(�13 min) 700(ft 11.5 min) _ 402 0&D:SR 99,south of S 324"St 514(f 8.5 min) 641 (ft 10.5 min) 500 0&D:SR 99,south of S 324"St 497(4.5 min) 670(-11 min) 546 0:1-5 before NB ramp,D:1-5 SB ramp 375(ft 6.5 min) 342(ft 5.5 min) 574 0&D:NB or SB 1-5 on-ramps' 385(ft 6.5 min) 310(rft 5 min) 901 0:S 308"Street,D:S 312"Street 810(ft13.5 min) 550(ft 9 min) 903 0&D:S 320"St,west of 8"Ave(via S 324"St) 830(f14 min) 760(g-.12.5 min) 1932 0:1-5 SB DA Ramp,D:NB DA Ramp New Route2 280(ft 4.5 min) 2020 Horizon Year 181 0&D:S 324"St,east of SR 99 321 (-5.5 min) 463(rft 7.5 min) 183 0&D:S 320"St,east of Wey.Way S 451 (ft 7.5 min) 551 (ft 9 min) 187 0&D:S 320"St,west of 8"Ave 618(r4=10.5 min) 776(ft 13 min) 188 0&D:S 320"St,west of 8"Ave 664(ft 11 min) 744(ft 12.5 min) 199 0:SR 99,south of S 324"St,0:SR 99 at SR 509 784(ft 13 min) 617(f 10.5 min) 402 0&D:SR 99,south of S 324"St 505(f 8.5 min) 688(ft 11.5 min) 500 0&D:SR 99,south of S 324"St 469(ft 8 min) 620(---=10.5 min) 546 0:1-5 before NB ramp,D:1-5 SB ramp 428(rft7 min) 319(ft 5.5 min) 574 0&D:NB or SB I-5 on-ramps' 396(ft 6.5 min) 296(ft 5 min) 901 0:S 308"Street,D:S 31211 Street 937(ft 15.5 min) 580(ft,9.5 min) 903 0&D:S 320"St,west of 8„Ave(via S 324"St) 748(ft 12.5 min) 841 (ft 14 min) 1932 0:1-5 SB DA Ramp,0:NB DA Ramp New Route2 295(ft,5 min) 1. Route 574 travels NB and SB along 1-5;travel time represents the average for the NB and SB travel times. 2. Implementation of Route 193 contingent on development of proposed Transit Center The results of the year 2005 travel time analysis are mixed in terms of increases and decreases in route travel times. The most significant decrease in travel time is on Route 901. The location of the proposed Transit Center provides for more direct travel for Route 901. The largest increase in route travel time is for Pierce Transit routes 402 and 500. These routes increase travel times as a result of the additional distance required to travel to the new Transit Center. The individual bus routings were based on current routings as well as input from King County Metro. The average travel time for the Build Alternative,incorporating all the routes,had an average of six seconds greater then the No Build Alternative. Averaging the travel times for all routes has no quantitative significance. This was only done to measure the degree of impact of the No Build versus Build Alternative. The calculation of the average travel times also included calculation of the 90`h percentile confidence interval. Based on a 111-40 Federal Way Transit Center Transportation Discipline Report 97079.S.doc-04/28ro0 Regional Express/Federal Way and Star Lake Project 90sk percenfife co—tn`dence interval,the average travel times for the No Build and Build Alternatives are statistically the same. This is not to say that the routes shown above are not expected to increase or decrease,but simply the system as a whole is expected to operate at approximately the same level with or without the Build Alternative. The details of the 10 sample runs including the 90th percentile confidence intervals are included in Appendix D. The results of the year 2020 AM peak hour analysis exhibit the same trends as shown in the year 2005 analysis. The one exception to this is the travel time for Route 903. Under the Build Alternative,the travel time for the route is expected to increase from 12.5- 14 minutes. The average travel time for all routes under the No Build Alternative was calculated to be approximately 554 seconds. The average travel time for all routes under the Build Alternative was 549 seconds,which represents a decrease of six seconds from the No Build Alternative. Given the 90th percentile confidence intervals for both the No Build and Build Alternatives results,the average travel times for all routes combined are statistically the same.The results of the PM Peak hour analysis are summarized in Table 1II-22. Federal Way Transit Center Transportation Discipline Report 111-41 Regional Express/Federal Way and Star Lake Project 97079,1.doe-04/28/00 A Table III-22. 2005/2020 Build Alternatives Transit Travel Times—PM Peak Hour Travel Time(Seconds) Route Origin I Destination No Build Alternative I Build Alternative r^ 2005 Horizon Year 181 O&D:S 324" St,east of SR 99 388 6.5 min) 523(8.5 min) 183 O&D:S 320th St,east of Wey.Way S 513(8.5 min) 633(r4 10.5 min) 187 O&D:S 320th St,west of 8th Ave 776(z 13 min) 876 14.5 min) 188 O&D:S 320th St,west of 8th Ave 745(-12.5 min) 799(r4 13.5 min) r-� 199 0:SR 99,south of S 324e St,D:SR 99 at SR 509 853(14 min) 677(=11.5 min) 402 O&D:SR 99,south of S 324th St 490(--4 8 min) 600(10 min) 500 O&D:SR 99,south of S 324m St 539(-4 9 min) 597 fr.,10 min) 546 0:1-5 before NB ramp,D:1-5 SB ramp 488(8min) 314(4:5 min) _ 574 O&D:NB or SB 1-5 on-ramps1 470(8 min) 287(�4.5 min) 901 0:S 308th Street,D:S 312th Street 971 (16 min) 590 10 min) 903 O&D:S 320th St,west of 8th Ave(via S 324th St) 809(r 13.5 min) 1001 (16.5 min) 1932 0:1-5 SB DA Ramp,D:NB DA Ramp New Route2 318(5.5 min) 2020 Horizon Year 181 O&D:S 324m St,east of SR 99 349(6 min) 523(n 8.5 min) 183 O&D:S 320th St,east of Wey.Way S 532(9 min) 633(10.5 min) 187 O&D:S 320th St,west of 8th Ave 697 11.5 min) 876(�14.5 min) 188 O&D:S 320th St,west of 8th Ave 726(12 min) 799(13.5 min) 199 0:SR 99,south of S 324th St,D:SR 99 at SR 509 781 13 min) 677 11.5 min) _ 402 0&D:SR 99,south of S 324th St 533(9 min) 600(10 min) 500 0&D:SR 99,south of S 324th St 495(8 min) 597(10 min) 546 0:1-5 before NB ramp,D:1-5 SB ramp 495(8.5 min) 314(5 min) 574 O&D:NB or SB I-5 on-ramps1 444(7.5 min) 287 4.5 min) 901 0:S 308th Street,D:S 312th Street 1042(n 17.5 min) 590(10 min) 903 O&D:S 320th St,west of 8th Ave(via S 324th St) 840(14 min) 1001 (A4 16.5 min) 1932 0:1-5 SB DA Ramp,D:NB DA Ramp New Route2 318 5.5 min) 1. Route 574 travels NB and SB along 1-5;travel time represents the average for the NB and SB travel times. 2. Implementation of Route 193 contingent on development of proposed Transit Center The results of the year 2005 and 2020 analyses indicate that routes from the north are shown to decrease slightly from the No Build to the Build Alternatives. As expected,the travel times for the majority of the routes from the south are expected to increase. This is due to a combination of increased travel time as well as experiencing additional delay due to more traffic signals. The biggest decrease in travel times for all routes was Route 901. The biggest decrease is due to the distance traveled and the lack of delay experienced at the intersections. Similar to the AM peak hour analysis, the average travel time for all routes was calculated for the 2005 No Build and Build Alternatives. The average for the No Build Alternative was 626 seconds and the average for the Build Alternative • was 599 seconds. An overall decrease of 27 seconds indicates that of the routes that change service locations,the travel times are improved. As indicated in the above table,some routes are shown to increase while still others are expected to decrease. The 90th percentile confidence interval for both data sets has very little overlap. As a result,the decrease in transit travel times is statistically significant and it is safe to say that the overall decrease in travel times was attributed to the shifts in 111-42 Federal Way Transit Center Transportation Discipline Report 97079r5.doc,04/28100 Regional Express/Federal Way and Star Lake Project y � • Ride lot to the proposed Transit Center and Park-and-Ride structure. Similar trends were exhibited between the year 2005 and 2020 analysis periods. The No Build Alternative average travel time for all routes was calculated to be 607 seconds. The Build Alternative average travel time was 592. As expected,due to increased traffic volumes and congestion through the City,the relative increase in travel times for the routes previously described are not as noticeable as they were in the 2005 analysis. Instead,the average travel time for all routes is only expected to decrease by 7 seconds. Despite the slight decrease,given the 90th percentile confidence interval of both the No Build and Build Alternative samples,the data is statistically significant. Details regarding the 90th percentile confidence intervals as well as the raw data for each alternative is included in Appendix D. Site Access Analysis This section documents the level of service at the site driveways as well as on and off-site intersection queuing.The primary transit access inbound and outbound from the site will be via the 23rd Avenue S/S 317'h Street signal. The site has been designed such that buses entering the Transit Center via the 23"J Avenue/S 317th Street intersection have sufficient space to turn around at the west end of the Transit Center and exit via 23rd Avenue S/S 317th Street. Access to the parking garage is proposed via a new north-south street connecting at S 316th Street. Transit vehicles will also have the ability of access the Transit Center platform from the proposed access on S 316th Street. A site plan has been included in this report as Figure I-3. Signal Warrant Analysis Signal warrants for the S 316th Street site access driveway were evaluated based on methodologies presented in the Manual on Uniform Traffic Control Devices(MUTCD), 1988 Edition. The MUTCD describes 11 warrants for determining whether an intersection should be signalized,and states that a traffic signal should not be installed unless one or more warrants are met. Due to the nature of the development as well as the traffic volumes forecasted for S 316th Street,the analysis focused on the two peak hour warrants. Traffic signal warrants in the MUTCD require data relating to the intersection layout,approach speeds,local population,hourly traffic volumes,and side street delays. Traffic data for the warrant analysis was based on the forecasted 2020 traffic volumes on S 316th Street as well as the volumes expected to occur at the S 316th Street access once the site is fully occupied. Given the relatively low traffic volumes forecasted on S 316th Street,a traffic signal does not explicitly meet the prescribed warrants based on the development alone. However,if the downtown grid system is developed to the City's Comprehensive Plan,a traffic signal would likely meet warrants in the future due to the increased traffic demands on S 316th Street. Traffic Operations A level of service analysis was conducted all access driveways. Table III-23 summarizes the results of the AM and PM Peak hour analyses. Federal Way Transit Center Transportation Discipline Report 111-43 Regional Express/Federal Way and Star Lake Project 97079rS.doc-04/28/00 Table III-23. Site Access LOS Summary AM Peak Hour PM Peak Hour 2005 Horizon Year Analysis LOST Delay2 V1C3 LOS Delay VIC Garage Access/S 316"h Street B 7.5 NBLT3 C 12.7 NBLT S 317th Street/23rd Avenue S B 9.7 0.39 B 12.1 0.71 2020 Horizon Year Analysis Garage Access/S 316th Street C 14.5 NBLT C 16.2 NBLT S 317e Street/23rd Avenue S B 10.7 0.53 C 15.9 0.81 1. Level of Service 2. Expressed in seconds per vehicle 3. Volume to Capacity Ratio 4. Analysis assumed access to be unsignalized 5. NBLT-Northbound left-turn As shown in Table III-23,all site driveways are expected to operate at LOS C or better during the AM and PM peak hour. Based on the results of the signal warrant analysis the site driveway was assumed to be unsignalized. However,if in the future it is determined that a signal is necessary,with a traffic signal installed at the driveway,the intersection would operate at LOS C. Table III-23 includes the results of the analysis for the intersection of S 317th Street/23rd Avenue S. As indicated the previous No Build Alternative discussions,the City of Federal Way has included the signalization of this intersection on the six-year TIP. As a result of the project access,the intersection geometry was modified slightly over the current City plans. These changes are consistent with those assumptions used for the analysis. The analysis assumed an additional northbound left-turn lane as well as the westbound left-turn lane would be shared with buses accessing the Transit Center from the HOV Direct Access Ramp. The queuing analysis conducted for the S 317`h Street/23'd Avenue S intersection included an analysis of the northbound right-turn lane. The proposed HOV Direct Access Ramp would connect to the City street system at S 317th Street. The HOV Direct Access Ramp would align with S 317th Street and for a new'T' intersection just east • of the current`T' intersection of S 317th Street/Gateway Blvd. The analysis of the HOV Direct Access Ramp/28t Avenue assumed that the southbound traffic on 28`h Avenue was stop-controlled. Under this configuration,the southbound left-turn was forecasted to operate at LOS F with approximately 50 seconds of delay during the PM peak hour(year 2020). It is important to note that although the southbound left turn operates at LOS F,during the PM peak hour there is a total of 20vehicles making a left turn. These drivers have an alternative means of accessing the Direct Access Ramp by using 23rd Avenue S.and S.317th Street. Given the low demand and alternative access opportunity,the LOS F condition represents an unlikely worst-case scenario. Off-site and On-site Queuing A queuing analysis was conducted at the S 316t Street driveway to determine the maximum queuing expected to occur at the site driveway during the AM and PM Peak hours. The analyses were conducted assuming an unsignalized access and the projected 2020 traffic volumes. The results of the analysis indicate that in the AM peak hour,the maximum westbound left-turn queue into the site is expected to be one to two vehicles(25-50 feet).The maximum northbound queue expected in the AM peak hour is less than one car. Both queue lengths can be accommodated within the existing roadway 111.44 Federal Way Transit Center Transportation Discipline Report 9707911.4oc-04/28/00 Regional Express/Federal Way and Star Lake Project • r, • - design. The PM peak hour analysis showed a maximum queue of 50 ft to 75 feet for the northbound left-turn out of the site. Based on the current site design,a queue of this magnitude would not block the access into the parking structure and not impede transit vehicles using the access. If a signal were installed at the driveway,during the AM peak hour,the maximum westbound let-turn queue into the site would be approximately 180 feet and the maximum northbound queue would also be 180 feet. The queuing analysis was also conducted for the S 317th Street/23rd Avenue intersection. In conversations with King County Metro as well as review of the schedule information,it is estimated that under average conditions,no more than two buses would arrive at the Transit Center from the south,on 23rd Avenue S,simultaneously. Assuming one articulated bus and one standard coach in the queue,a storage length of 100 feet4 would be needed. S 317th Street Exclusive HOV Lane Evaluation As previously outlined in this report,the proposed HOV Direct Access Ramp would connect to the city street system on S 317`h Street,just east of the existing S 317th Street/Gateway Blvd intersection. The City of Federal Way in conjunction with WSDOT are currently working on the design and funding for arterial HOV lanes on both SR 99 and S 320`h Street. The arterial HOV lanes on these roadways will provide improved north/south progression for HOVs as well as improve access to the interstate system via S 320th Street. The current plans on S 320th Street are to re-stripe the existing curb lane such that the typical S 320th Street section would be two inside lanes designated for general purpose and the curb lane designated for HOV and turning general purpose traffic. As part of the overall analysis conducted for the proposed Transit Center and Park-and-Ride structure,the implementation of HOV lanes on S 317th Street was evaluated. The HOV lane is not a planned component of the proposed project,thus an evaluation using the following different criteria was conducted: 1. Intersection operations 2. Traffic Volumes and Corridor Operations 3. Traffic Safety As part of the overall analysis,the traffic operations at the intersections along S 317`h Street were analyzed for the 2005 and 2020—AM and PM peak hours. Since the PM peak hour volumes are greater than the AM peak hour volumes,the evaluation of the need for an HOV lane focuses primarily on the PM peak hour. The level of service analysis indicated that all three intersections(S 317th Street/23rd Avenue,S 317th Street/Gateway Blvd,and S 317th Street/28th Avenue)are expected to operate at acceptable levels in the design year 2020. The only exception is the 2020 PM peak hour analysis showed that the northbound left-turn on Gateway Blvd to S 317t Street is expected to operate at LOS F and the southbound left-turn on 28th Avenue is expected to operate at LOS D as a result of the project. Since the overall demand for these movements is minor,the overall delay incurred at this intersection by those movements are minimal and the movements can be made at other locations. Additionally,an HOV on S 317th Street would not change the LOS results for these movements. The intersection of S 317th Street/23rd Avenue S is forecasted to operate at LOS C with the modifications to the intersection needed to accommodate the proposed project. The corridor operational analysis focused primarily on the 2020 PM peak hour. Forecasted traffic volumes along the corridor total 1,320 vehicles(dual direction). The volumes are split in the PM peak hour with approximately 58 percent in the westbound direction and the remaining in the eastbound 4 Assumes 60 foot articulated coach and 40 foot standard coach. Federal Way Transit Center Transportation Discipline Report 111-45 Regional Express/Federal Way and Star Lake Project 97o79rS.doc-04i28/00 • direction. Assuming a conservative flow rate of 1,400 vehicles per hour per lane,the eastbound direction has a volume/capacity(v/c)ratio of 0.40 and the westbound direction operates with a v/c ratio of 0.55. Using the Highway Capacity Manual(1994)methodology for two-lane roadways,the v/c ratios of 0.40 and 0.55 along flat terrain result in a LOS D condition. This analysis was based on a • 20 year forecast and suggests that adequate capacity exists to accommodate the forecasted demand without the addition of an exclusive HOV lane in either direction. The S 317th Street corridor is a short corridor,approximately one-quarter of a mile long. As a result,traffic using an inside or outside HOV lane would be forced to make a decision regarding a turn at either 23nd Avenue or Gateway Blvd within seconds of leaving the Direct Access Ramp and entering S.317`h Street. As a result of this short distance between the Direct Access Ramp and 23rd Avenue S.,the HOV lane could be underutilized due to weaving maneuvers. As a result of this evaluation,it is recommended that an arterial HOV lane is not necessary in either the eastbound or westbound direction to accommodate projected demands as a result of the Direct Access Ramp and Transit Center Park-and-Ride. • • I I1-46 Federal Way Transit Center Transportation Discipline Report 97079r3.doc-04/28/00 Regional Express/Federal Way and Star Lake Project � T IV. Mitigation As noted in the report,the project is not expected to degrade any intersection beyond the LOS standards of any jurisdiction for the year 2005 analysis. Several intersections are projected to operate beyond the LOS standard with or without the project. Currently a traffic signal is proposed at the S 316th Street access. As a result no mitigation is recommended at any of site intersection. The City of Federal Way does not at the present time have a specific impact fee program for new developments within the City limits. Thus,the City of Federal Way code identifies the need to make transportation improvements where the need for is directly attributable to the development. Based on the fact that the Sound Transit Program is of regional significance in terms of helping promote HOV and transit use,and that no intersections are below City standards as a result of the project,no specific off-site mitigation is recommended. Federal Way Transit Center Transportation Discipline Report 1 V-1 Regional Express/Federal Way and Star Lake Project 97079r5.doe-04/28/00 V. Concrusions Based on the results of the analysis described in this report,it is concluded that the proposed Build Alternative can be constructed with minimal off-site traffic related impacts. Signal warrant analyses indicated that as a result of project traffic only,the northern access into the parking structure does not warrant a traffic signal. However,if the City of Federal Way develops their grid road system including this section of roadway,a traffic signal will likely be warranted. Although future year 2020 analysis identified future capacity deficiencies at some intersections,these deficiencies are not created as a result of this project and do not affect the overall operations of the proposed Transit Center and parking garage. As a result,no mitigation above and beyond the pro-rata share is recommended at this time. Federal Way Transit Center Transportation Discipline Report V-1 Regional Express/Federal Way and Star Lake Project 97079r1.doe-04/28/00 VI. Referees I. Transportation Improvement Program(1999-2004)and Capital Improvement Program {2005-2015),City of Federal Way,adopted June 1999. 2. City Shape—from Vision to Plan,City of Federal Way Comprehensive Plan,adopted December, 1998. 3. Personal communication with City of Federal Way Staff 4. Methodology Technical Memorandum: Sound Transit Community Connections&HOV Access forecasts for Federal Way,Parsons Brinckerhoff, 1998. 5. Pedestrian and Bicycle Access Report, Don Shimono Architects, Draft July 1999. 6. Federal Way Transit Center Operations Plan,LRS and Associates/WSDOT,Draft July 1999. 7. Highway Capacity Manual,TRB Special Report 209, 1999. 8. Manual on Uniform Traffic Control Devices, 1998 Edition,pgs 4C-1 to 4C-1 1. 9. Traffic Impact Analyses for Weyerhaeuser East Campus Development,The TRANSPO Group, Inc, 1998 and 1999. (Multiple Reports) Federal Way Transit Center Transportation Discipline Report VI-1 Regional Express/Federal Way and Star Lake Project 97079rs.don 04/2R/00 VII. Appendices Note:Appendices are bound under separate cover Appendix A: Study area intersection volumes Appendix B:LOS worksheets Appendix C: Progression analysis worksheets Appendix D: Transit travel time confidence intervals Appendix E:Acronyms Federal Way Transit Center Transportation Discipline Report VII-1 Regional Express/Federal Way and Star Lake Project 97079r$.doc-O4/28/00 y Federal Way Transit Center Federal Way, Washington Construction Stormwater Pollution Prevention Plan (SWPPP) Mil Consulting Engineers 1601 Fifth Avenue, Suite 1600 Seattle, WA 98101 (206) 622-5822 RESUBMITTED KPFF Project No. 101188.06 JAN 15 2004 January 2004 O��s y) -co — 1 Federal Way Transit Center KPFF Consulting Engineers Federal Way, Washington Construction Stormwater Pollution Prevention Plan(SWPPP) The Federal Way Transit Center project is located at the southwest corner of S. 316th Street and 23rd Avenue S. in Federal Way, Washington. The transit center project includes construction of a 1,200-stall parking garage served by local and express bus routes. A pedestrian bridge links the garage to the central bus loading platform where shelters and canopies provide pedestrian waiting areas. Bus layover areas are provided around a transit platform that contains approximately 12 bus bays and passenger amenities, such as public restrooms. Civil construction includes existing site demolition, clearing and grading, impervious pavement for driveways and busways, stormwater conveyance, an underground stormwater detention vault, and water quality treatment facility. The existing 6.71-acre project site includes 3.29 acres of impervious surface and 3.42 acres of pervious surface. The total impervious surface will increase to 4.87 acres after construction. All 6.71 acres of the project site will be disturbed during construction. Proposed cut and fill quantities are approximately 19,000 cubic yards and 16,000 cubic yards, respectively. The site includes a vacant restaurant development, a vacant retail store development, and a 4- acre foot private detention pond. Forty-nine percent (3.29 acres) of the site is impervious surface consisting of asphalt parking lots, roofs, and ponds. The pervious coverage is a mixture of urban landscaping in the developed areas, and low brush and vegetation in the undeveloped and natural areas of the site. The existing site slopes generally from north to south. The west portion of the existing project area is a former Cucina!Cucina! restaurant site. Storm runoff is collected via catch basins and then conveyed to a detention pond through a series of underground pipes. The pond system includes a flow control structure, which regulates the discharge to a 130-foot swale. The terminus of the swale is the discharge point of the site and from there it enters the underground storm drainage system of the adjacent property to the south. The east portion of the project site consists of a former retail store site. The parking lot runoff is collected by a series of catch basins and discharges to a 4-acre foot detention pond on the south portion of the project site via underground pipes. The discharge point of this basin is the control structure of the pond located in the southeast corner of the site. From the discharge point, it enters the underground storm drainage system of the adjacent property to the south. The 4-acre foot detention pond is located in the southeast corner of the project site and receives runoff from the retail store development, as well as approximately 44 acres of both public and private property northeast of the project site. The building structures associated with past development have been demolished down to the slab-on-grade foundation. The project is bordered on the north by S. 316th Street on the east by 23rd Avenue S., to the south a retail mall development, and to the west a vacant theater property. None of the properties should be affected by the construction of this project. The drainage system connects into the City of Federal Way WH10 trunk stormwater conveyance system which terminates at the S. 336th Street Regional Storage Facility. No known areas within 1/4-mile of the project site are considered critical areas. January 2004 Page 1 Federal Way Transit Center KPFF Consulting Engineers Federal Way, Washington Construction Stormwater Pollution Prevention Plan(SWPPP) Subsurface explorations have shown the project site consists of artificial fill consisting primarily of medium dense to dense silty sand with abundant gravel and cobbles overlaying medium dense to very dense glacial till. Potential erosion problem areas on the site include temporary cut slopes during construction of structure footings, the proposed structural earth wall along the south property line, and reconstruction of existing rock facing in areas along the west property line. Existing site soils will not support vertical cuts without additional lateral support. Temporary excavations over 4 feet in height must be sloped according to Part N of the Washington Administrative Code (WAC) or be shored. Existing on-site fill soils mentioned above are classified as SCS Type C soils and should be inclined no steeper than 1.5H:1V according to the WAC. Flatter slopes will be required where groundwater is present. The construction sequence is outlined on Plan FW-C2.03 (enclosed). Construction is anticipated to begin in Spring 2004, allowing the majority of earthwork to be completed during the dry season. If wet season (typically considered October 1 -April 30) earthwork is necessary, the following measures shall be incorporated to limit the transport of sediment from the construction site. The allowed time that a disturbed area can remain unworked without cover measures decreases to two days. Stockpiles and steep cut and fill slopes are to be protected if unworked for 12 hours. Cover materials sufficient to cover all disturbed materials shall be stockpiled on-site. All areas that are to remain unworked shall be seeded and mulched within 1 week of the beginning of the wet season. Three hundred twenty-five lineal feet of silt fence shall be stockpiled on-site. Construction road and parking lot stabilization will be required. Sediment retention and surface water controls shall remain in service to protect off-site discharge. Runoff generated by dewatering shall be treated through construction of a sediment trap, and shall be filtered by flow over a gentle sloping, well-vegetated slope or other approved filter prior to off-site discharge. During the wet season, the frequency of maintenance review increases from monthly to weekly. Sound Transit, the owner of the project and a public agency, is committed to complying with environmental regulations during construction of the project. The certified erosion control specialist will be identified when a contractor is chosen to construct the project. At that time, contingency plans for alternative methods of erosion control, such as Baker tanks, chemical flocculation, or electroflocculation, can be developed. The temporary erosion and sedimentation control plans, as well as associated maps and calculations, are in an appendix enclosed at the end of this narrative. IMPLEMENTATION OF THE 12 REQUIRED ELEMENTS Element No. 1 -Mark Clearing Limits Clearing limits are shown in the enclosed TESC plans and are limited to the property line boundary of the project site. The limits shall be clearly marked in the field prior to construction. January 2004 Page 2 Federal Way Transit Center KPFF Consulting Engineers Federal Way, Washington Construction Stormwater Pollution Prevention Plan(SWPPP) Element No. 2-Establish Construction Access As shown on the enclosed plan, construction access is provided off of S. 316th Street and 23rd Avenue S. using quarry spall entrances to minimize tracking of dirt onto public roadways. Roads shall also be thoroughly cleaned at the end of each day by shoveling or pickup sweeping, and transporting sediment to a controlled disposal area. Street washing will only be allowed after sediment is removed in this manner. Street wash wastewater shall be controlled by pumping back on-site or otherwise be prevented from directly discharging into systems tributary to state surface waters. Element No. 3- Control Flow Rates On-site stormwater runoff will be conveyed to the sediment pond. From the sediment pond, runoff will leave the project site at the existing site discharge location (a culvert and associated structure) which ties into the underground pipe conveyance system of the adjacent property to the south. This system then ties directly to the City's WH10 trunkline. The sediment pond shall remain operational until the site is stabilized and permanent retention facilities are operational. Element No. 4-Install Sediment Controls An on-site sediment pond sized per the 1998 KCSWDM will be utilized until runoff areas are fully stabilized. Interceptor swales will be constructed to collect on-site runoff and discharge it to the sediment pond. Existing catch basins in and around the site will be fitted with catch basin inserts that collect silt and sediment. Silt fencing will be installed at the perimeter of the grading limits where the topography could allow soil or sediment-laden water to leave the project site. Element No. 5-Stabilize Soils Disturbed soils (including stockpiled soils) shall be stabilized from the erosive forces of rain drops, flowing water, and wind. During the dry season, soils shall be stabilized if not worked for more than 7 days. During the wet season, soils shall be stabilized if not worked for more than 2 days. Soils shall also be stabilized prior to a weekend or holiday based on the weather forecast. Soild stabilization practices include plastic covering, seeding, sodding, mulching, erosion control fabrics, and tackifiers. Element No. 6-Protect Slopes Construct and phase cut and fill slope construction in a manner that will minimize erosion. Reduce runoff velocities by terracing, reducing slope steepness and roughening the slope surface. Collect downslope runoff in pipes or protected channels. Stabilize slopes as specified in Element No. 5 above. January 2004 Page 3 Federal Way Transit Center KPFF Consulting Engineers Federal Way, Washington Construction Stormwater Pollution Prevention Plan(SWPPP) Element No. 7-Protect Drain Inlets Catch basin inserts shall be installed on all adjacent roadway catch basins. Inserts shall also be installed in on-site catch basins in an interim condition prior to demolition. The existing discharge point, downstream of the proposed sediment pond, shall be protected by a silt fence. Inlets should be inspected weekly at a minimum and daily during storm events. Inlet protection devices should be cleaned, or removed and replaced before 6 inches of sediment accumulates. Element No. 8-Stabilize Channels and Outlets Temporary on-site interceptor swales shall be stabilized with quarry spalls and include check dams to prevent erosion during storm events. Element No. 9- Control Pollutants All pollutants, including water materials and demolition debris that occur on-site during construction, shall be handled and disposed of in a manner that does not cause contamination of stormwater. Cover, containment, and protection from vandalism shall be provided for all chemicals, liquids, petroleum products, and non-inert wastes on-site. Maintenance and repair of heavy equipment involving oil, hydraulics, solvents, degreasing, and cleaning operations that may result in spillage of pollutants to the ground or into stormwater runoff must be conducted using spill prevention measures, such as drip pans. Contaminated surfaces shall be cleaned immediately following any discharge or spill incident. Emergency repairs may be performed on-site using temporary plastic placed beneath and, if raining, over the vehicle. Application of agricultural chemicals, including fertilizers and pesticides, shall be conducted in a manner and at application rates that will not result in loss of chemical to stormwater. Manufacturers' recommendations for application rates and procedures shall be followed. Best management practices shall be used to prevent or treat contamination of stormwater runoff by pH modifying sources. These sources include bulk cement, cement kiln dust, fly ash, new concrete washing and curing waters, waste streams generated from concrete grinding and sawing, and concrete pumping and mixer washout waters. Stormwater discharges shall not cause a violation of the water quality standard for pH in the receiving water. Element No. 10- Control Dewatering Foundation, vault, and trench dewatering shall be discharged into a controlled conveyance system prior to discharge to a sediment pond. Channels must be stabilized as specified in Element No. 8 above. Clean, non-turbid dewatering water can be discharged directly to the downstream conveyance system. This clean water should not be routed through the sediment pond. Highly turbid water or contaminated dewatering from construction equipment operation, clamshell digging, concrete work, or work inside a cofferdam shall be handled separately from stormwater. Other disposal options include infiltration, transportation off-site for legal disposal, on-site treatment using chemical, or other suitable treatment technologies or sanitary sewer discharge with district approval. January 2004 Page 4 Federal Way Transit Center KPFF Consulting Engineers Federal Way, Washington Construction Stormwater Pollution Prevention Plan(SWPPP) Element No. 11 -Maintain Best Management Practices BMPs Temporary and permanent Best Management Practices (BMPs) shall be maintained and repaired, as needed, to assure continued performance. Sediment control BMPs shall be inspected weekly or after a runoff-producing storm event in the dry season, and daily during the wet season. Temporary erosion and sediment control BMPs shall be removed within 30 days after final site stabilization. Element No. 12-Manage the Project Construction shall be phased where feasible to prevent and, to the maximum extent practicable, the transport of sediment from the project site during construction. Revegetation of exposed areas and maintenance of that vegetation shall be an integral part of the clearing activities for any phase. From October 1st through April 30th (referred to as the wet season), clearing, grading, and other soil-disturbing activities shall only be permitted if shown to the satisfaction of the local permit authority (the City of Federal Way) that the transport of sediment from the construction site will be prevented. The local permit authority shall take enforcement action if sediment leaves the project site causing a violation of surface water quality standards or if the erosion control measures are not maintained. The contractor shall be prepared to utilize alternative methods of erosion control, such as Baker tanks, chemical flocculation, or electroflocculation, to achieve satisfactory water quality standards. All BMPs shall be inspected, maintained, and repaired, as needed, to assure continued performance of their intended function. The certified professional in erosion and sediment control (identified above) shall be on-site or on call at all times. Sampling and analysis of the stormwater discharges from a construction site may be necessary on a case-by-case basis to ensure compliance with standards. The construction SWPPP shall be retained on- site or within reasonable access to the site at all times during construction. Whenever inspection or monitoring reveals that the BMPs identified in the SWPPP are inadequate, the SWPPP shall be modified as appropriate. January 2004 Page 5 _ _ Appendix (Excerpts from project TIR) SE 1/4, SW 1/4, SEC. 9, TWP 21 N., RGE 4E, W.M. ' i' WET SEASON SPECIAL PROVISIONS(ocT.1-AP 30) 1. THE ALLOWED TIME THAT A DISTURBED AREA CAN REMAIN UNWORKED WITHOUT COVER ©CATCH BASIN INSERT CONSTRUCTON© CATCH BASIN INSERT© _-.. MEASURES IS REDUCED TO 2 DAYS, RATHER THAN 7 DAYS. ®i ENTRANCE ®i ®i 2. STOCKPILES AND STEEP CUT AND FILL SLOPES ARE TO BE PROTECTED IF UNWORKED FOR -- -- - -- - - -- -- - - - -- - MORE THAN 12 HOURS. , 3. COVER MATERIALS SUFFICIENT TO COVER ALL DISTURBED AREAS SHALL BE STOCKPILED • S 316th STREET _ , ON-SITE. 1 _ 4. THE WET SEASON SHALL BE SEEDED WITHIN r: �Jaee•:; _: - _a _ _ - f - i 1 WEEK THE BEGINNING BOFUTHE WET SEASON. A •.,e. ems.:.... .`�.,, ;; a•p� � ��_"_ ._ -� ,-."..1::-`c T; , r :... T 5. MULCH IS REQUIRED TO PROTECT ALL SEEDED AREAS. d `I "h,,, i\, --. 1 d r is t W..-. o s t I "-. ` ' I r bs°��i/ a e"" 1�_ � { _..,,. � � N z I �,a.� t .1��; CATCH BASIN t I.'� , 6. FIFTY UNEAR FEET OF SILT FENCE (AND THE NECESSARY STAKES) PER ACRE OF la'1�� CATCH'BASIN'® I I ..� ', I I INSERT ® DISTURBANCE MUST BE STOCKPILED ON SITE. 2 8 ,a•P• 'd r INSERT ,', ®i .„,I t '1 t- W� k ` 25 1 - CATCH BASIN INSERTS(TYP) ' �,, 7. CONSTRUCTION ROAD AND PARKING LOT STABILIZATION ARE REQUIRED FOR ALL SITES, o ., -., I VI•• , _ ..{ � , t , ON ALL ON-SITE CB•s r` )� W '>s } s, UNLESS THE SITE IS UNDERLAIN BY COARSE-GRAINED SOIL I:ri! Yz 1 """ I . 1It'•! g.. �°5 � I • \ "" B. SEDIMENT RETENTION IS REQUIRED, UNLESS NO OFF-SITE DISCHARGE IS ANTICIPATED FOR THE z a o lad•1 t 1 € !j' .y SPECIFIED DESIGN FLOW. µ , i. ----C-__ ki \ 15 ✓;, ,\ rt _ iI • -,`',a ._ .{ \� _ Yi+s .� � ` 9. SURFACE WATER CONTROLS ARE REQUIRED, UNLESS NO OFF-SITE DISCHARGE IS ANTICIPATED ®SILT FEN \ I' N`� FOR THE SPECIFIED DESIGN FLOW. fig, z :` () s-': 1 I I I I € �•T`t i • 1 = - ( I I " I W y 1 10. PHASING AND MORE CONSERVATIVE BMPS MUST BE EVALUATED FOR CONSTRUCTION ACTIVITY I ._ { r I1. �s 71--'...- • l` , , NEAR SURFACE WATERS. s • 4 4 -„ ,.; -'1 __ # k $ 4' CONSTRUCTION 3 11. ANY RUNOFF GENERATED BY DEWATERING SHALL BE TREATED THROUGH CONSTRUCTION OF A *° .a, t( /' 1 '� ENTRANCE C2.01 -_. ,� r." ,,.,r i � __ r I IL,t-r -' g , .- ,, 11•._ SEDIMENT TRAP WHEN THERE IS SUFFICIENT SPACE OR BY RELEASING THE WATER TO A '-- u I. ' 1 ,` ,;ts - t• ` rIi.l WELL-VEGETATED, GENTLY SLOPING AREA. SINCE PUMPS ARE USED FOR DEWATERING, IT MAY ,I ,' ,.. { (. BE POSSIBLE TO PUMP THE SEDIMENT-LADEN WATER WELL AWAY FROM THE SURFACE WATER - I<;( , r` 'f CATCH BASIN© SO THAT VEGETATION CAN BE MORE EFFECTIVELY UTILIZED FOR TREATMENT. A STRAW BALE B N 1 T it \ '.V . I' t; INSERT 1 (I THERE IF T g ,. I { VEGETATION, OTHER ��t t� IS NOTSPACETER SHALL 9FORE LACSEDIMEED NNTRAPD EOR 25 FEET OFHARGE SUITABLETHE EVEGERA GOtPjUP. w�3 �- �' .1 .m_ t - 9 1 - { 1 '. SILT FENCE FILTRATION METHODS SHALL BE REQUIRED CONSISTENT WITH KCC 9.12. ;�is --„ , ,? I +'; I I *, ,` e ? Z ' %a NV 12. THE FREQUENCY OF MAINTENANCE REVIEW INCREASED FROM MONTHLY TO WEEKLY. L� Y. - � I. Y'"-t'.., { t j II 3 £%i -�� Zitt �a'�•��a'�ay a�aed.a�:� f � 4. a • a. r o t , l t �7F MN S[OP1f ... { j i ( CEN UNE a. .` ._. � 100' MIN. ° INTERCEPTOR " i _ '� - TER EXIST FENCE _.._ / _ .r MEP SWALE 35'x100 ° 1 --- .E.—r E— E— C� CORNER S A ' • "_.SEDIMENT. - E z F O.SR M '.:',`,..,-2,.:*.2,--.1..71:„:...F--*-72.1,-",:"----,..,-.7......7,=,..-::-....,1-,:-!",„ 2:i_.,,,,,,,,-,:,-,_,,„,,..-...„..7.,_:_„.......,,y,:,,F,,,,,,-:";z21.:',„4,,,-",-.`,._,-,y,,,,.--Li,„.„--,,,,,,'.II'-- ''''''.-- ''''-','," \ , SLOPE eS��. I 1 W.Ir Alli ' r r POND 0 0 5 SILT FENCE { 'T'• �. CATCH BASIN C2 01 --�...—�..•_�...—�.. _� �... 'II _ �_ y fr' INSERT:4 DISCHARGE LOCATION SILT FENCE OR ' EXIST. T SILT CULVERT meµ^ II I PROTECT W/SILT FENCE ' tF EQUIVELENT '1 ". „„_. WIDER T+iI �� - + \ F, o &- o ' I ®SEDIMENT '1.0 ..eet� ': -.....,. :...:; .. ....... .... ....... .. ..._. -_- _.,...._... ._ -- I , i ®' RISER • .,.:t , a i EXIST. POND CONTROL STRUCTURE ''') t'4"- \''' fX Ni WITH SOUD COVER r�-�,x I x 1 - DISCHARGE' .�. _.,. 5-0 ;; — -- _ PQpf1 _ o zi - - - - - ..... Z 4 ,- ./t. ; , i GRAPHICSCALE t INTERCEPTOR SWALE W/CHECK DAMS 4 PROPERTY LINE AND LIMITS \ ' ', `! , • i ' 0 20 40 80 S 160 g I DURING VAULT CONSTRUCTIONTIGHTUNE C2.01 C2.01 OF CLEARING k GRADING(TYP) ', 1 t ; US SEDIMENT POND OUTFLOW TO DISCHARGE '`' VI I 1 inch= 40 It 60RZ SITE DISCHARGE PATH LOCATION. i 1 iW 1 1 4 PERMIT NO. 03-102584-00—CO 1 APPROVED a DATE Designed By. Scale: Drawing No.: 1. LE4 0 3 JGM �o •,..��o 1 = 40.0 SOUND TRANSIT REGIONAL EXPRESS F /� 0 3 Drown By. ADB a e^4`,*`t''s�` �ifr Consulting Engineers Filename: r W—�s2.00 Imo. 1601 Fifth Avenue, Suite 1600 FEDERAL WAY TRANSIT CENTER FW-C2-01.dwg W - - '` Seattle. Washington 9e101-3865 3 Checked By. xws (206)622-5822 Fax(206)622-8130 Contract No.: Sheet No.: Rev.: 0 01 12 04 REVISED PER PUBUC WORKS COMMENTS HS '� °hrsTtstD S4UNDTRANSIT RTA/RE 140-99 TESC PLAN m m 11/11/03 100% SUBMITTAL Approved By. ors�0F1L ` Submitted: Date: Approved: Dote: Date: 011 = x No. Dote By Chk. App. Revisions RJL { �0®0p)01/06 I NOVEMBER 11, 2003, " TEMPORARY EROSION SEDIMENT CONTROL NOTES: 1 'OCK MUST COMPLETELY COVER THE AS PER KING COUNTY ROAD STANDARDS, DRIVEWAYS 1. APPROVAL OF THIS EROSION/SEDIMENTATION CONTROL (ESC)PLAN DOES NOT BOTTOM AND SIDES OF THE SWALE SHALL BE PAVED TO THE EDGE OF R-O-W PRIOR TO CONSTITUTE AN APPROVAL OF PERMANENT ROAD OR DRAINAGE DESIGN (I.E., SIZE AND INSTALLATION OF THE CONSTRUCTION ENTRANCE TO - LOCATION OF ROADS,PIPES,RESTRICTORS,CHANNELS, RETENTION FACILITIES, UTILITIES ADAPTER SKIRT TRIM TO RETRIEVAL STRAP AVOID DAMAGING OF THE ROADWAY IT IS ETC.). RECOMMENDED THAT THE ENTRANCE BE CROWNED SO 4\ ��• // WITHIN 5" OF GRATE, (TYP.) 'I• THAT RUNOFF DRAINS OFF THE PAD 2. THE IMPLEMENTATION OF THESE ESC PLANS, AND THE CONSTRUCTION, MAINTENANCE, '' a 0 rt e •• •4�O't 4" //' 40 •VERFLOW BYPASS FOR REPLACEMENT AND UPGRADING OF THESE ESC FACILITIES IS THE RESPONSIBILITY OF /\, O O �,/ THE CONTRACTOR UNTIL ALL CONSTRUCTION IS APPROVED. • / A..*III_•=._•alak I,/ PEAK STORM VOLUMES O • \\i\// // ///\///\// // // // / A„ ° ;. �x\S�NG R0P 3. THE BOUNDARIES OF THE CLEARING LIMITS SHOWN ON THIS PLAN SHALL BE CLEARLY \/�\/` \�\\�\\� FLAGGED IN THE FIELD PRIOR TO CONSTRUCTION. DURING THE CONSTRUCTION PERIOD, SECTION r •• NO DISTURBANCE BEYOND THE FLAGGED CLEARING LIMITS SHALL BE PERMITTED. THE E CROSS ! ••�•• FLAGGING SHALL BE MAINTAINED BY THE CONTRACTOR FOR THE DURATION OF /�//jel f a\\\\ e.•••' CONSTRUCTION. /#10 ``\\ I R = 25' MIN. tali. .�4iN•• 4. THE ESC FACILITIES SHOWN ON THIS PLAN MUST BE CONSTRUCTED IN CONJUNCTION 1)2:1 SLOPES, (TYP.) \\ /ill/� �, \`\\` / idly 1/41•r.//• i \\ /// \\ ••••• `#41. ....;�`* tb, WITH ALL CLEARING AND GRADING ACTIVITIES, AND IN SUCH A MANNER AS TO ENSURE \\\\`I////// \`\\�\ //� • 7 y► •.. THAT SEDIMENT-LADEN WATER DOES NOT ENTER THE DRAINAGE SYSTEM OR VIOLATE 2 �1 \H�///I ••••• ' ��!��•�i��:�� y APPLICABLE WATER STANDARDS. o �O� 2" 4" QUARRY NSA ma:j ��,OO •► SPALL ROCK ,54�4�t!r�� 5. THE ESC FACILITIES SHOWN ON THIS PLAN ARE THE MINIMUM REQUIREMENTS FOR z•a O♦ ' , `�ifill.'�k ANTICIPATED SITE CONDITIONS. DURING THE CONSTRUCTION PERIOD, THESE ESC a \\ \ �_, INSTALL DRIVEWAY CULVERT IF THERE IS k �b..;,+1j / /''. • A L B A ROADSIDE DITCH PRESENT, AS PER ��1-a•44%* FACILITIES SHALL BE UPGRADED (I.E., ADDITIONAL SUMPS, RELOCATION OF DITCHES \j\\/ r�\�\\7\\/\ram\ 1► KING COUNTY ROAD STANDARDS ;r��iI ��' ETC.) AS NEEDED FOR UNEXPECTED STORM EVENTS. ►.�14 �••.�• AND SILT FENCES, �� /\/ /wz GEOTEXPLE FABRIC INSERT SEDIMENT ACCUMULATION 4'-8"QUARRY SPALLS I.44.v�; ;k4 6. THE ESC FACILITIES SHALL BE INSPECTED DAILY BY THE CONTRACTOR AND �\��\//�//•/A/4\,4\. \ �'I�. �� 'i ittii!= MAINTAINED AS NECESSARY TO ENSURE THEIR CONTINUED FUNCTIONING. • L = THE DISTANCE SUCH THAT POINTS \�\\/ram//r,� GEOTEXTILE + ViA1 \a A AND B ARE OF EQUAL ELEVATION %" �5 7. ANY AREA STRIPPED OF VEGETATION, INCLUDING ROADWAY EMBANKMENTS, WHERE NO INSERT SHALL BE INSTALLED IN ALL OPERATIONAL CATCH BASINS PRIOR TO CLEARING 12" MIN. THICKNESS „...----1 PROVIDE FULL WIDTH OF FURTHER WORK IS ANTICIPATED FOR A PERIOD OF 15 DAYS, SHALL BE IMMEDIATELY s gifaiiAMSE2M AND GRADING ACTIVITY, OR UPON PLACEMENT OF A NEW CATCH BASIN. INGRESS/EGRESS AREA STABIUZED WITH THE APPROVED ESC METHODS(I.E., SEEDING, MULCHING, NETTING, EROSION BLANKETS, ETC.). SEDIMENT SHALL BE REMOVED FROM THE UNIT WHEN IT BECOMES HALF FULL N c0 8. ANY AREA NEEDING ESC MEASURES, NOT REQUIRING IMMEDIATE ATTENTION, SHALL BE SEDIMENT REMOVAL SHALL BE ACCOMPLISHED BY REMOVING THE INSERT, EMPTYING, AND ADDRESSED WITHIN 15 DAYS. REINSERTING IT INTO THE CATCH BASIN. w=� 9. THE ESC FACIUTIES ON INACTIVE SITES SHALL BE INSPECTED AND MAINTAINED A CHECK DAM DETAIL CATCH BASIN INSERT (CBI) ( CONSTRUCTION ENTRANCE PAD DETAIL MINIMUM OF ONCE A MONTH OR WITHIN THE as HOURS FOLLOWING A STORM EVENT. NTS FW-C2.01 NTS FW-C2.01 NTS FW-C2.01 10.AT NO TIME SHALL MORE THAN 1 FOOT Of SEDIMENT BE ALLOWED TO ACCUMULATE �/ ......, �../ WITHIN A CATCH BASIN. ALL CATCH BASINS AND CONVEYANCE LINES SHALL BE CLEANED PRIOR TO PAVING. THE CLEANING OPERATION SHALL NOT FLUSH SEDIMENT-LADEN WATER INTO THE DOWNSTREAM SYSTEM. 11. STABILIZED CONSTRUCTION ENTRANCES AND WASH PADS SHALL BE INSTALLED AT THE QQ BEGINNING OF CONSTRUCTION AND MAINTAINED FOR THE DURATION OF THE PROJECT. o<• ADDITIONAL MEASURES MAY BE REQUIRED TO ENSURE THAT ALL PAVED AREAS ARE KEPT CLEAN FOR THE DURATION OF THE PROJECT. JOINTS IN FILTER FABRIC SHALL BE SPLICED 12.ANY PERMANENT RETENTION/DETENTION FACILITY USED AS A TEMPORARY SETTLING AT POSTS. USE STAPLES, WIRE RINGS, OR BASIN SHALL BE MODIFIED WITH THE NECESSARY EROSION CONTROL MEASURES AND =▪- EQUIVALENT TO ATTACH FABRIC TO POSTS. -1< SHALL PROVIDE ADEQUATE STORAGE CAPACITY. NO UNDERGROUND DETENTION TANKS .m A 2"x2" BY 14 Go. WIRE MESH OR OR VAULTS SHALL BE USED AS A TEMPORARY SETTLING BASIN. 0 8 EQUIVALENT, IF STANDARD STRENGTH FABRIC USED 13.WHERE SEEDING FOR TEMPORARY EROSION CONTROL IS REQUIRED, FAST GERMINATING z4 NOTE: FOR STABILIZED SWALE, LINE WITH RIP RAP, I I ( GRASSES SHALL BE APPLIED AT AN APPROPRIATE RATE(I.E., ANNUAL OR PERENNIAL MULCH, OR EQUIVALENT, AS NEEDED. MULCH(2" MIN.) I I I RYE APPLIED AT APPROXIMATELY 80 POUNDS PER ACRE). SEEDING MAY ONLY OCCUR FILTER FABRIC BETWEEN MARCH 15 TO NOV. 1. USE MULCH DURING THE WINTER MONTHS. LEVEL BOTTOM /\j�\ I I I 14.WHERE STRAW MULCH FOR TEMPORARY EROSION CONTROL IS REQUIRED, IT SHALL BE I \/\\• APPLIED AT A MINIMUM THICKNESS OF 2 INCHES. 3 /<\/\//`///�/\ / \j�\ /Y (\ \ \L/i/t (ice/ ✓\/�\ 15.MANAGEMENT PRACTICES PROVIDING SIGNIFICANT TREE PROTECTION SHALL BE �///�///\\�/ / /j\\\//\//' I�` A I�I{ �� \\\i/\• PROVIDED PER SECTION 22-1568(C)(6)(A-G)OF FWCC. 1 MINIMUM •4'x4" TRENCH .7 Al 12" MIN. `\/\ /\\�\ 1 6'MAX. 1" 16.TEMPORARY COVER SHALL BE INSTALLED IF AN AREA IS TO REMAIN UNWORKED FOR N /\ / / //\ BACKFILL TRENCH WITH MORE THAN SEVEN DAYS, DURING THE DRY SEASON (MAY 1 - SEPT 30) OR MORE \\/\ \\/\\/�\/\\/ \\jj/ 2 NATIVE SOIL OR 3/4"-1.5" THAN TWO DAYS DURING THE WET SEASON (OCT 1 - APRIL 30). i\//\\.„. ,\,\//,/� K\ \ \,,\// POST SPACING MAY BE INCREASED WASHED GRAVEL ;, •\\ TO 8'IF WIRE BACKING IS USED 24" MIN. 2"x4" WOOD POSTS, STEEL FENCE 3 - POSTS, REBAR, OR EQUIVALENT SECTION A-A '5 PERMIT NO. 03-102584-00—CO x INTERCEPTOR SWALE FILTER FABRIC FENCE DETAIL r1 NTS FW-C2.01 NTS FW-C2.01 `/ �..." APPROVED DATE Designed By. Scale: Drawing No.: 44. o s JGM ,, of A \ AS SHOWIJ By ,4111k �� Consulting Engineers F>tenanr SOUND TRANSIT REGIONAL EXPRESS FW—C2.01 Drown FEDERAL WAY TRANSIT CENTER 0 3 .4ADB l-1' %' 1601 Filth Avenue. Suite 1600 FW-C2-01.dwg - 4 - Seattle, Washington 98707-3665 ' Checked By. z (206)622-5822 ror(206)622-8130 Contract NO.: Sheet No.: Rev.: a 3 01/12/04 REVISED PER PUBUC WORKS COMMENTS HS ��°o^�L SOUNDTRANSIT RTA/RE 140-99 TESC DETAILS DT 2 1,2• CO m 11/11/03 100%SUBMITTAL Approved By. Submitted: Date: Approved: Date: Dote: = = No. Date By Chk. App. Revisions RJL I mw603 mro1N6 I NOVEMBER 11, 2003 NOTE: 1� TRAP MAY BE FORMED BY BERM OR BY PARTIAL OR COMPLETE EXCAVATION. APPROXIMATE LENGTH TO WIDTH RISER PIPE(PRINCIPAL SPILLWAY) AS SHOWN ON PLANS AT WATER SURFACE = 60'x60' OPEN AT TOP PATH TRASH RACK CREST OF EMERGENCY 6' MIN. 1 RISER DETAIL SPILLWAY .—.� FW—C2.02 z J -II -=iI 5 —III .fill - SURFACE AREA AT WATER SURFACE = 3,355 SQUARE FEET. — _ _T / =III 6.0' ■ III—III—i II l III=III—III-1 y FILTER FABRIC EMERGENCY 1 - _ iP 111=1 11=1 11=I I I OVERFLOW WATER 11-1 9 DISCHARGE TO STABIUZED CONVEYANCE o SURFACE EE M + ,- �� I I—III—III—III—III k. / E5200: 427.9 • _ alli �V ��`,,.:� III �u•.'o%41 i111r I I—� �_� �_�i 1=�i=1 '� •'�= � '"'%v y ',/, z ;III - 7,.�:r.•.::VAW EWAV .• .,,'14\Z , -III1 111 111 1-1 1-1 11=1 I ; -� I_I I 11 I I—,,1___ t %��,a'\,�%,x,\ ��!�\��ti<� 3 a '1=11 I-I 1 I-I I 11=11 I�i 11=I I I I I I I. •• 1111 l I 1 II l I 1 I l I I l III l I I I I I I I I I I I I I I_- tT-DEWATERING , V _ — (-1 WIRE-BACKED SILT FENCE, ORIFICE _—III—III—III—III: —1 1 COMPACTED BASE STAKED HAY BALES —III—III—III—III— "I WRAPPED WITH FILTER FABRIC, OR EQUIVALENT CONCRETE BASE (SEE � DIVIDER RISER DETAIL) SEDIMENT POND CROSS-SECTION ( EMERGENCY OVERFLOW SPILLWAY K NTS FW—C2.02 NTS FW—C2.02 `i `—... '0 00 m POLYETHYLENE CAP PRONDE ADEQUATE STRAPPING S- vow ANEW ONE-FOOT INTERVALS F.a< 6'DIA. PERFORATED POLYETHYLENE � ARE TO BE MARKED Eir ON10' DIA. CMP DAP RISER DRAINAGE TUBING. TUBING SHALL r, RISER 0 8 COMPLY WITH ASTM F667 AND S _ / AASHTO M294. CLIP TEE n WATERTIGHT 10- DIA. CMP ?K COUPUNG-1 / TACK WELD /OUTLET PIPE WRAP PERFORATED PIPE WITH 3 FILTER FABRIC �IIil'I,_ MIN.,, I '8• m 1 • • CONCRETE BASE P,11 • m ALTERNATIVELY, METAL STAKES 5 - - AND WIRE MAY BE USED TO PREVENT FLOATATION i, a SCHEDULE 40 STEEL STUB MIN. 2 1/4*DIA. DEWATERING ORIFICE 2X RISER DIA. MIN. a5 SEDIMENT POND RISER DETAIL f l \ PERMIT NO. 03-102584-00—CO NTS FW—C2.02 APPROVED DATE Designed By. Scale: Drawing No.: 0 3 JGM �O`ot x�spVfGy `—alli AS SHOWN SOUND TRANSIT REGIONAL EXPRESS r� r� "Drown By. _ o:^`t ,*� '�.��e Consulting Engineers aiiF w cme: FW—CG.OL FEDERAL WAY TRANSIT CENTER 3 ADB a 1.-1 '� 1601 Filth Avenue, Suite 1600 FW-C2-03.dwg - - • Seattle, Woshingtan 98101-3665 ' Checked By. Contract No.: Sheet No.: Rev.: Z,�, (206)622-5822 Fox(206)622-8130 SOUNDTRANSIT TESC DETAILS a 3 01/12/04 REVISED PER PUBLIC WORKS COMMENTS HS lo�'4o1.t0S RTA/RE 140-99 013 „,. 2 „, 11/11/03 100% SUBMITTAL Approved By. Submitted: Dote: Approved: Dote: Date: RJL [ .w/m/as I NOVEMBER 11, 2003 = x No. Dote By Chk. App. Revisions _ - SE 1/4, SW 1/4, SEC. 9, TWP 21 N., RGE 4E, W.M. CONSTRUCTION SEQUENCE: , 1. BEFORE ANY CONSTRUCTION OR DEVELOPMENT ACTIVITY, A PRECONSTRUCTION MEETING MUST BE HELD WITH THE CITY OF FEDERAL WAY AND SOUND TRANSIT. • ae+ .... —-- - 2. CLEARING LIMITS ARE THE SAME AS THE PROPERTY BOUNDARY. — -- -- -- -- - -- -- -- -- - N FLAG CLEARING LIMITS q M l ,. _ _�_ --. - - �_ _ --e- ' 3. INSTALL STABILIZED CONSTRUCTION ENTRANCE PAD. -'...----' '•'-• -7-------- +,,;.wir ._- ( S. sth STREET 4. INSTALL FILTER FABRIC FENCE. x k rr a Ir I r r r{ 15. INSTALL CATCH BASIN PROTECTION SILT BARRIERS. o . n. _'D- 6. CONSTRUCT SEDIMENT POND, SEDIMENT TRAP, AND EMERGENCY SPILLWAYS. - - ;. �, 1 7. INSTALL SEDIMENT POND OUTLET STRUCTURE AND PIPE. ADDITIONAL MEASURES TO } '.` �� `' ' ' ` '- , 1 I "S.T 1 �▪- ,,. v BE USED TO STORE RUNOFF FROM ESC POND, INCLUDING, BUT LIMITED TO BUFFER 1' r ,II ; mI I i . , = I � TANKS ON STANDBY DURING WET WEATHER. „,, .. Ili r4 " „ __. 11 I' : 1 8. CONSTRUCT DETENTION VAULT. p J , , G , n .,T . 9. CONSTRUCT 42 INCH STORM TRUNK LINE EXTENSION DOWNSTREAM OF DETENTION I - r ` ._. ^4 1 't VAULT. 1 1 I1 4' ( ,I ( I I a s" 10. CONSTRUCT 42 INCH OFFSITE FLOW CONVEYANCE UPSTREAM OF DETENTION VAULT. -. '-'ate. �'§.'-v-.-, .-.....1 u;:;, ,� _ ._-�.,.. .xis `e .y I .__. il�lg ` ; „ i", -�_ � �,_' ,'; 4\ x, l '\ - 11. DETENTION VAULT SHALL BE BROUGHT ONLINE TO DETAIN AND RELEASE OFFSITE E,'',A>R`. } ` F FLOWS PRIOR TO FIWNG EXISTING DETENTION POND. v �� -� �s ir'' x l"`�`: rT" %V I� . 4 ._ _ k ' E .i� , , 12. CLEAR AREAS OF THE SITE TO BE ROUGH GRADED OR FILLED. rn II X t � a. s 1 � L.4 .. _- „,,,, F� -.t.,r 3 c., .r>r? ? ��p 13. INSTALL INTERCEPTOR SWALES. 5 ' _ I-- 7 _ ,�, -- '4 1 I ,fl 1 14. ROUGH GRADE SITE. % , i I , 4 :. ti kl:tra; . „.„-f I ! _ I , I 3 9 15. INSTALL ON SITE STORM CONVEYANCE SYSTEM AND WATER QUALITY FACILITIES. ' PROVIDE INLET PROTECTION AS NECESSARY. mr I 16. INSTALL REMAINING UTILITIES. 3 'pew 1 t L ,r tx< �} `yi.L 1. , .... 17. FINISH GRADING SITE. o w €, 4,:' I � CONSTRUCT BERM AS NEEDED TO 9 18SITE STABIUZATION IN ACCORDANCE WITH PAVING AND LANDSCAPE ,:: '. I -,. i END ROF POND SMUST REMAIN ENSTl `� f • • COMPLETES ;, I ' et' SERVICE TO CONVEY OFFSITE FLOWS TIE / UNTIL CONVEYANCE SYSTEM IS OPERATIONAL I3 /� \ 19. REMOVE TEMPORARY EROSION CONTROL FACILITIES WHEN SITE IS COMPLETELY L I; 1 � STABILIZED. 3 ., m fir o a l F' 1 s}- R-. _.:_.__,_ K 'y _ . . ✓7 // $ `,8^^°,, \ �` .:-,. >` 20. CLEAN STORM DRAINAGE SYSTEM, ON AND OFF SITE, OF ALL SEDIMENT AND DEBRIS. oI '.,..,_.... „'1 ,.... s P I i rv.. _. -,;�,,. .._ _,'. .�w._... .....,- ._. .:, .... ,a,- -- t ., ,. "-. 'ACi...., `� ,.._b I . R -, .1„a',, _La___.._ _._ ..— __ _ __ 21. FINALIZE IMPROVEMENTS. .._.. T . TiINCOMING FLOWS o ,... -.r TO PONDS.__ , t w< I I I / 2 EXIST INCOMING r ! OFFSITE FLOWS -. III 0 8 PONDS TO BE DRAINED , .. ;.r irl P ..-a f• .. <- AFTER UPSTREAM STOR !•. o= '� `-` DRAINAGE DEMOLITION --0 :1 =4 MA MAX I -m_.'t y. \ ,, to OFFSITE CONVEYANCE EXIST POND ,,. .; ' 1 ` OUTLET . C __. I �' SEE SHEET FW C3 06 I o - - - - - `"�- - - -ram-- - -' '- �- . :.:' .-:. `' - - -'�. ,. ,..: ,�. .- 4."r-I��ic..a��w.�.°' _ _ „_ *�� r 9- -" GRAPHICSCALE z .. ;;: ..,,. r,x,vyrrFl77y F'%a f I 4T.,.` � j 1 € {.. 0 20 40 80 160 'II UNDERGROUND STORMWATER PROTECT SITE DISCHARGE LOCATION , EXIST CONTROL • ' DETENTION VAULT WATER TO BE DISCHARGED MUST - STRUCTURE T I _ 55 I I SEE SHEET FW-C3.06 HAVE TURBIDITY LEVEL<5 RIO i 1 inch4o ft.14062 I ABOUT BACKGROUND. PLUG EXIST. ` ' PERMIT NO. 03-102584-00—CO g CULVERT AND PROVIDE ALTERNATE 4 I METHODS OF RETENTION UNTIL TESC x If MEASURES ARE FUNCTIONAL. f.. APPROVED DATE Designed By. Scale: Drawing No.: 0 3 JGM �o`o;:,E,`e!�o �� C— 1" = 40.0' SOUND TRANSIT REGIONAL EXPRESS 3 Drown By. —ADB �~~ ,*ti , 16of•Fifth enCo Suite 1 Consulting Engineers ir Faeno�W-C2 03.dwg FEDERAL WAY TRANSIT CENTER FW—C2.03 - " . Seattle, Washington 98101-3665 Checked By. tees (206)622-5822 Foe(206)622-8130 Contract No.: Sheet No.: Rev.: 01/12/04 REVISED PER PUBLIC WORKS COMMENTS HS $�9�1n , SOUNDTRANSIT RTA/RE 140-99 TEMPORARY DRAINAGE PLAN 014 0 11/11/03 100X SUBMITTAL Approved By. °M�� Submitted: Date: Approved: Dote: Date: ';'< No. Date By Chk. App. Revisions RJL I �6m w o1/w I NOVEMBER 11, 2003 Federal Way Transit Center Federal Way, Washington Technical Information Report • SJ f4% EX I E� 8/1i05Egli Consulting Engineers 1601 Fifth Avenue, Suite 1600 Seattle, WA 98101 (206) 622-5822 KPFF Project No. 101188 June 23, 2003 Revised January 14, 2004 protect ,c l Way a ke. by T6wk sheet no. • All 3 MI IConsulting Engineers location _ date /2 f?•Qh 1601 Filth Ave.Suite 1600 client lob no. SPA/WA IniA-98101 (206)622-6822 Fax(206)622-8130 -� Z(,Vb SEDIrHF.NT ybad f ctN so r - 4L tiAy RFvtEW Cow+. 7- St z-& c iZ Q,0 ,.vc,-tRI0 4 " 402 (, Qto = /.6/ (sue c3As1w ANAL•i syststAizY} Z S� Z _ Z _ �3_ s.F: Ozoo96 0.co0g6 3 . wuiv. 35'x q6 ' pon/o ,tv,/2 A -pnxeZes , 6ettkik CR.t.t e.t. fhPz) PLIz �'t6v� 5.3.q.H Q = l-61 c, � - i ' giStIZ 1 = !0" • Ewtar,A4b ' Slo.t Ley - tamOWL 5 3-t.1_ cloo - C(z ) E73(4 /1rClan.®)4;11' 6s- t) ,.1-. Soi_v,Nd L - G7 t,� I.-L.) 4h- Z_6 qSr _z .H(.bS, L = 6.! • fie, ii3Qr c? s a • As Ct�1 = 1355 CZc3>>' 1,21g !>.6 .0.Woo c,'s o.6), 3600(-im 3L.z..5 294-66.3) tt dot FtcZ AY..£4 -Ao 13.5 4 . .n qq L Z 1� SECTION D.4 ESC MEASURES D.45.2 SEDIMENT POND Code: SP Symbol: Purpose Sediment ponds remove sediment from runoff originating from disturbed areas of the site. Sediment ponds are typically designed to only remove sediment as small as medium silt(0.02 mm). As a consequence,they usually reduce turbidity only slightly. Conditions of Use A sediment pond shall be used where the contributing drainage area is 3 acres or more. Design and-Installation Specifications 1. See Figure D.4.I,Figure D.4.J, and Figure D.4.K for details. 2. If permanent runoff control facilities are part of the project,they should be used for sediment retention (see"Use of Permanent Drainage Facilities"on page D-25). Determining Pond Geometry 1. Obtain the discharge from the hydrologic calculations of the peak flow for the 2-year runoff event (Q2). The 10-year peak flow shall be used if the project size,expected timing and duration of construction,or downstream conditions warrant a higher level of protection. If no hydrologic analysis is required,the Rational Method may be used(Section 3.2.1 of the Surface Water Design Manual). 2. Determine the required surface area at the top of the riser pipe with the equation: SA = 2 x Q2/0.00096 or 2080 square feet per cfs of inflow See Section D.4.5.1 (p.D-26)for more information on the derivation of the surface area calculation. 3. The basic geometry of the pond can now be determined using the following design criteria: • Required surface area SA (from Step 2 above)at top of riser • Minimum 3.5-foot depth from top of riser to bottom of pond _ • Maximum 3:1 interior side slopes and maximum 2:1 exterior slopes. The interior slopes can be increased to a maximum of 2:1 if fencing is provided at or above the maximum water surface • One foot of freeboard between the top of the riser and the crest of the emergency spillway • Flat bottom • Minimum one foot deep spillway • Length-to-width ratio between 3:1 and 6:1. Sizing of Discharge Mechanisms Principal Spillway: Determine the required diameter for the principal spillway(riser pipe). The diameter shall be the minimum necessary to pass the pre-developed 10-year peak flow(Q10). Use Figure 5.3.4.H (SWDM Chapter 5)to determine this diameter(h=one foot). Note:A permanent control structure may be used instead of a temporary riser. 9/1/98 Erosion and Sediment Control Standards D-28 • D.4.5—SEDIMENT RETENTION Emergency Overflow Spillway:Determine the required size and design of the emergency overflow _spillway for the developed 100-year peak flow using the procedure in Section 5.3.1 ("Emergency Overflow Spillway"subsection)of the Surface Water Design Manual. Dewatering Orifice:Determine the size of the dewatering orifice(s)(minimum 1-inch diameter)using a modified version of the discharge equation for a vertical orifice and a basic equation for the area of a circular orifice. 1. Determine the required area of the orifice with the following equation: As(2h)os A° 0.6x3600Tg o.s where Ao = orifice area(square feet) As = pond surface area(square feet) h = head of water above orifice(height of riser in feet) T. = dewatering time(24 hours) g = acceleration of gravity(32.2 feet/second2) 2. Convert the required surface area to the required diameter D of the orifice: D=24x A° =13.54x A° 2r 3. The vertical,perforated tubing connected to the dewatering orifice must be at least 2 inches larger in diameter than the orifice to improve flow characteristics. The size and number of perforations in the tubing should be large enough so that the tubing does not restrict flow. The flow rate should be controlled by the orifice. Additional Design Specifications • The pond shall be divided into two roughly equal volume cells by a permeable divider that will reduce turbulence while allowing movement of water between cells. The divider shall be at least one- half the height of the riser and a minimum of one foot below the top of the riser. Wire-backed,2-to 3-foot high,extra strength filter fabric(see Section D.4.3.1)supported by treated 4"x4"s can be used as a divider. Alternatively,staked straw bales wrapped with filter fabric(geotextile)may be used. If the pond is more than 6 feet deep,a different mechanism must be proposed. A riprap embankment is one acceptable method of separation for deeper ponds. Other designs that satisfy the-intent of this provision are allowed as long as the divider is permeable,structurally sound,and designed to prevent erosion under or around the barrier. • To aid in determining sediment depth,one-foot intervals shall be prominently marked on the riser. • If an embankment of more than 6 feet is proposed,the pond must comply with the criteria under "Embankments" in Section 5.3.1 of the Surface Water Design Manual. Maintenance Standards 1. Sediment shall be removed from the pond when it reaches 1 foot in depth. 2. Any damage to the pond embankments or slopes shall be repaired. Erosion and Sediment Control Standards 9/1/98 D-29 . , SECTION D.4 ESC MEASURES Q _ s 0 TO IRRt.V41T/'ROW SLOPE ANOUNO SI= THE POND LEIIOTN SMALL GC 3 TO 6 NE TN[MAXWM t*U. MOM o iwip %1111101G ► E rMM OW lg. ._-..--vr,---,--.2--..f- iledir%- INFLOM • a,......A...., GT-... ,-;.. . 'TA,' IS.,..... • FENIX OR Vil EE OU ascNulaE TO STA6AI.2ED CDNMETANCE. OUTLET OR Lae.vRoom lik v A .- 4. NOTE. 120:010 MAY 9f FORMED BY GERM OR Sr PARTIAL OR COMPUTE EICCAVATION -_• • C FIGURE D.4.J SEDIMENT POND CROSS SECTION RISER PIPE CREST OF 6' MIN. WIOTH (PRINCIPAL 9PILLWAT) EMERGENCY SPILLWAY OPEN AT TOP wrtH `/TRASH / K 81 PER ��4.4.4E �_ _-: __= 1' MIN. EMBANKMENT COMPACTED 932. .III I Ia I is __ ___ PERVIOuS MATERIALS such AS OEWATERINC DEVICE T ___=- =- GRAvEL OR CLEAN SAND SHALL �.9I! `1� (SEE RISER DETAIL) - _- HOT 8E USED. 41-I• II 1.5. :-- I,_�_„_.„_... '9I=ii>=i IT ii. ii= 11--131�11a11a-11= IIIaIaICI -ilE. � ri 1 laii=I'=III=I 11t= =IIII= 91!alai a III_it Ih _.I Alit ,"=III—i I I I I� I I-I I�I Hall I t�l i I�I I= DISCHARGE TO STABILIZED - i WIRE-BACKED SILT FENCE. OEWATERING CONCRETE BASE CONVEYANCE. OUTLET OR STAKED HAYBALES WRAPPED ORIFICE (SEE RISER DETAIL) LEVEL SPREAQER WITH FILTER FABRIC. OR EQUIVALENT DMOER 9/1/98 Erosion and Sediment Control Standards D-30 SECTION 5.3 DETENTION FACILITIES Riser Overflow — The nomograph in Figure 5.3.4.H can be used to determine the head(in feet)above a riser of given diameter and for a given flow(usually the 100-year peak flow for developed conditions). (11) FIGURE 5.3.4.H RISER INFLOW CURVES 106 I I • i i l I I 72 54 48 1,0 .01/ 1 1 1 f 1 1 1 l l i I i l l i 1 l l I 42 I ' II ! iil I 1 i I IIIIII I36 II i I 1, 33 I - I 30 11 2T ( ' iI 24 m /r/ .c 2 1 IE r 12 c to m I 18 X 1 ! co N C I 1 om` m '° - 1 if I// H II 1 W 5 1 121:7 I 1I 10 II ' li I I ‘. (1////V 1 1,1 I i I I ' ' • A 0.1 HEAD IN FEET (measured from crest of riser) 10 0weir=9.739 0H312 1/2 a orifice-3.782 0 2H o in cfs, 0 and H in feet Slope change occurs at weir-orifice transition 9/1/98 1998 Surface Water Design Manual 5-SO Basin Analysis Summary KCRTS Peaks and Flow Frequency Data Data used for Erosion Control, Water Quality, Detention and Conveyance calculations Post Developed Onsite Basin Data used for erosion and sedimentation pond sizing calculations Flow Frequency Analysis Hourly Time Steps Sea-tac, Scale Factor 1.0 Total Acreage: 6.71 1.84 Acres Till Grass 4 .87 Acres Impervious ---Annual Peak Flow Rates--- Flow Frequency Analysis Flow Rate Rank Time of Peak - - Peaks - - Rank Return Prob (CFS) (CFS) Period 1.35 6 2/09/01 2 :00 2.69 1 100.00 0.990 1.13 8 1/05/02 16:00 1.82 2 25.00 0.960 1.61 3 2/27/03 7:00 1.61 3 10.00 0.900 1.25 7 8/26/04 2:00 1.50 4 5.00 0.800 1.50 4 10/28/04 16:00 1.43 5 3 .00 0.667 1.43 5 1/18/06 16:00 1.35 6 2.00 0.500 1.82 2 10/26/06 0:00 1.25 7 1.30 0.231 2 .69 1 1/09/08 6:00 1.13 8 1.10 0.091 Computed Peaks 2 .40 50.00 0. 980 Data used Water Quality Flow calculations Flow Frequency Analysis 15 Minute Time Steps Sea-tac, Scale Factor 1.0 Total Acreage: 6.71 1.84 Acres Till Grass 4 .87 Acres Impervious ---Annual Peak Flow Rates--- Flow Frequency Analysis Flow Rate Rank Time of Peak - - Peaks - - Rank Return Prob (CFS) (CFS) Period 2.35 6 8/27/01 18:00 6.75 1 100.00 0.990 1.64 8 9/17/02 17:45 4.85 2 25.00 0.960 4.85 2 12/08/02 17:15 3.25 3 10.00 0.900 1.89 7 8/23/04 14:30 2.75 4 5.00 0.800 2.60 5 10/28/04 16:00 2.60 5 3.00 0.667 2.75 4 10/27/05 10:45 2.35 6 2.00 0.500 3.25 3 10/25/06 22:45 1.89 7 1.30 0.231 6.75 1 1/09/08 6:30 1.64 8 1.10 0.091 Computed Peaks 6.12 50.00 0. 980 7, _ _ Ai_ S 308th ST Steel Lake Ni ---\.); S 312th ST v) Steel cr) Lake Li 9 9 a Q Park I- 5 S 316th ST co ........ ........ •••%js •••• 317th STPROJECTv) SITE Gateway o Center c U Q Center 3/9 S CEN��` Plaza Pth EWP't S 320th ST C. ,cp, ,fin ' ^ V I -4-+ ' - Lj CV • S 324th ST VICINITY MAP N TS Figure 2 -VICINITY MAP S. 316th STREET / \ wsca..—cv.-...��. .i :ems:.... >. ....—..!'�� ,• \ . X 1"=60' I II FWTC EXISTING SITE BASIN 1 I - • 1.4 ACRE IMPERVIOUS _ . 0.9 ACRE TILL GRASS • • BASIN 2 ‘5- 1.9 ACRE IMPERVIOUS X I 1.8 .:ACRE TILL GRASS X - r OFFSITE DISCHARGE TOiIT E -\ BASIN 3 POND \. . X 0.25 TILL GRASS' POND ) POND L- • SHEET FLOWS SOUTH TO I ADJACENT PROPERTY SWALE BASIN 4 0.25 ACRE SHEET FLOWS SOUTH TO DISCHARGE LOCATION i BASIN 2 i_; TILL- GRASS ADJACENT PROPERTY d DISCHARGE LOCATION - - BASIN 1 .'-PROPERTY LINE DRAWN BY DATE FWTC SHEET REB 06/16/03f. Consulting Engineers Fi 1601 F,Fth Avenue, Suite g 1600 CHECKED BY SCALE: Seattle, Washington 98101 Figure 3—Existing Basins and Site Characteristics JGM AS-SHOWN <206) 622-5822 Fax <206) 622-8130 S. 316th STREET ` — � N ii _� — — — — — — — - - 1 -!1I f j J ,,, ,,,, x 1 i< , - / =60 ,. / , ..., , . A \ \I, \ (Pervious Area. 1 .84 Acre Impervious Area: 4.87 Acre \ ,,‘,". . \ OG / / ..... ... , . / , - . \ ..., . , _ i / r s \ 1 I 10 \\\ \ C I / J � � \ v//// ///////// %i i%/////%/%//%////////////////////////// ////////////////// %////////////////////////////////////////////////////////.�/ l \_ I ' O w I / \ cs,00.11,......\ DRAWN BY DATE ' ;v., ;,,-, �,�� FWTC SHEET REB 06/16/03 "\-- �`� . J Consulting Engineers 1601 F,Fth Avenue, Surte 1600 ' Fig. 3A CHECKED BY S C A L E. Seattle, JCM AS—SHOWN (206) 622-582 ton 98101 Figure 3A—Developed Pervious and Impervious Areas -5822 Fax (206) 622-8130 S. 316th STREET — 35042.8 _ : � 8441-` � \ � I1 / ',,, 410 r 862 \• .I _\I B1 I' -_ :. 0 (B2) 1,1111 MP 0.57 • - SUB-BASIN • �..,------ OUTLINE (TYP.) \ Ill.1111 . ' \ is j T N ( ' . , ,No LEGEND AND ABBREVIATIONS k. BASIN BOUNDARY WI i N I PARKING w TG TILL GRASS C• BASIN STRUCTURE (B13) 1'4f \`• IMP IMPERVIOUS TYP 1.82 ACRE IMP `(-) BASIN NUMBER OG MI; 'Al& I i , 11- 111" 3 I .. 418.85 \e• 3soz ..l- 6 . 0 I 1W11111110 862 lit �lilt a� - BS __ .___ _.__ _ __ ____ _._ __. ___ _._ ._. ___ .._ - ___ _. _ _0,28 A -IMP_ -._ - . (B10) .1 \'‘ \ Wo 111144k TREATMENT111114\ - - 0.15 ACRE TG - -- B5 ' (B6) 0.23 ACRE IMP r ) (B9) OFFSITE FLOW Nz4, 01104 \ • 0.01.1 .C1 ACRE �MP 0.02 ACRE TG 0.16•CRE IMP CONVEYANCE _w I 0.11 ACRE TG (B y 4.48 •CR IM' 11111111 1111 Ili. O. • A,. -E ' - - ...idailr \., >\ \\ AllitA.imilip, 0.20 A - IMP 0.51 (ACRE IMP ;. - 0.13 AC- G 't I. DISCHARGE POINT I . . . .. . ..(TO WHIO TRUNK LINE) 2 ACRE-FT DETENTION VAULT DRAWN BY DATE r FWTC SHEET REB 06/16/03 )� - Consulting Engineers 1601 Fifth Avenue, Surte 1600 Fig. 3B CHECKED BY SCALE: Seattle, Wash,ngton 98101 Figure 3B-Developed Drainage Basins JGM AS—SHOWN (206) 622-5822 Fax (206) 622-8130 ,. S. 316th STREET1 ....•.••::::::i—:iiiiiq iteill. '13 \ H f � :s; :� is a.4.: ;x: ....x$03:4ftk.M.ftb:ftiii:Rft% ..i$.ig: — 1 6 0 \ \ Mh:ft •4• — .'k- 1-- •••••• •.1•:•••.•: To TA EXISTING IMP RVI AREA: L E OU E S . nn S 56 00 F. i� --7t--- ..t....K...x::$ ....x$iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiililliiiiiiiiiltiliiiiiiiiiiiiiiiiiiiiiiiiiiiilliiilliliiiiiiilliiiiiiiiiiiiiiiik\ 2 S +1 900 .F.6. S 143100 F. => 9 A R• ::: S 32 C ES :**4& I I • ........... ............... .............::.•: .•.• .. ; ,;,;;.;;:, \ TOTAL PERVIOUS AREA: \\ • ::. :::::•::�:::::•::•o:::.::::�•::•::�:::•:::�:�:. GI(' 6.71 ACRES I 4gANN N*64MtNNWIN1401:410t:TZ.401: 1k\ G \ \ , 44:4 3.29 A R.::::::::::::::::::: •-..v+:$*.aMftLfti kl%kk::::***ft 'Aki...;:a iiftiiftftiftftak %kilik ACRES ...:::.•ftftkft:4ftft$:::::A$':**ii: ..... . ::: .,. .•:::.: ::.•:.•::::. . ... . \ 3.42 ACRES f It •:ir '4)i,.: "Vft0:+ f•• •••••• '•••.•••••••••••••• .,•:::.•::.i;.� •..•••••••••••••' i•:•:•::•::::•.•:•ice•:::•.:::::•:• .••:::: :::::::•:::••:.• / •:::.:::::•: :.::::::•::::::::::•::•::•::o:: .. .....;. 70,000 S.F. ....:•..m....... .f: •::.;•.;•,.;•:::::::.::•:***:.:***.:.::•*::.:,**::,::. :• - - - _ -(PAVEMENT AND x.:xx........ ::..:'•:.•:•:•:••:••:::••::::•::•:::: •::::••:::::::::•::•:::::. BUILDING STR U C1'U R E) •.... ........• ........ ...... „"... .. . ::. ::......... 56 200 S.F. ::. • ....................:::::::.•:.•:::.::•:::::::.•. : ...... �. :m..... r I :, :tis�S \ PAVEMENT AND ::� ; : i �� . :::::. i� i� :� is .!..:..:..:....... ..„.... BUILDING STRUCTUR i :...E \ 16,900 S.F. ' (PONDS) Kk v DRAWN BY DATE 15:�} FWTC SHEET • REB 06/16/03Consultmg Engne&rs 1601 Fifth avenue, Suite 1600 Fig. 3D CHECKED BY SCALE: wattle, Washington 9810] Figure 3D—Existing Pervious and Impervious Areas JGM AS—SHOWN (206) 622-ss22 Fax C206) 622 8]30 A I TWP. 21 N RGE. 04 E. W. M . i° V Il N'..ti A C = 5 9RASS":F' . O :G C V.,`u EPLNE _ t • 1 t 1• 1 / 1 1 9.59.97 L0.292 4100 _ / ' I 1 ,17 1 1 32100(97 e41N) 3.00 033.2920 1 -�` o NW 1 SECT t o I i T .._. ._._.�.�__.._ L VE DATA _ ' LEGEND I VI T try • Q - R L _ PI S A L I 1 I 035739 ' 600'(18 850M) 2 6325M1 41 48•(1 6a M 1`+ 6 79(0.49C.6..6M). zl- 1 + _ _. _._.-_ ..... _____ _ I I iw ,ww Se"C TICK CORNER mp I O I t 4I N j P T. $TA.3+35 91, (0+172.385M) i 11 i E.ND.MC)+UMEI:i IN CASE i I [. GUAR TER CORNER `t CGN;RE IE W/BRASS DISK L ( Ir 3.35.00(0.102.1088) 1 ON PICHT OF WAY CENTERLNE ! la•90.76(A-45A384H) ^� I i I 50.03 0524JN> I ( 16210t-9028-02J TAX LOT NU)A3ER i» d2.�U(i1,BUCH) 1128°�; .4 I 3+35.00(0+102 tOBN 33.00 • }3 1 I • I 5500(t6.76 - 110.058M) 1005'M); I O I 14.64 Ei <6-44617491 \ 74.65.97 cC+454 i2=N) M JViiMEN i '- ` 455? 0.7166.320M N (720U<21 a46N) 1 • 1 0�-+00.0o(O+000.000,0 ! `t 1'-- • l4.<4.:0 0•440.16)M) ` \ SEE SHEET 3-__- --\ ;.. 5 + SEATAC M Z 94.00(26.651H) }+35.LO j0+ID7._108M1,/ '1 t 1 I(TRANST ENTRANCE) 1 .- AC MALL VOL5' 97 - J`.)/4� \ � ^ra_ T 1 1 5 I CURVE DATA i + -- 16-53.32(0+501.932M) `_,m 1 ._ - , O 14.04.10 C0•d40.161x) ec4U<[E.nlo4 �'� C 5 1� 55 I j Q -r R 1 L T-PI STA. , LOT z+23.83(0.377.0231U 87._0 1E6670,0 `\ dl- 1 CENTER LINE 1 > __ 0400(31699n> ' 15+17,34 0+4fi2.485M) I� t 1 ..o 55 i 94'<1 38" J00'(91.HOIJ) i32564'(99-255M)i495.82'(151126M)i6+61.55(0+101.6/DM�i 3301<U-d06.301N) t 50 1.497M) ____ 1 \ -.- - 3i ' SECTION LINE ` 5. 5.26.29/0.160.419m) t 1. 1 ,.,! 8 • ` • 3300<10.758H) o ' jjC414.0164 0.427220m: \ \ 1 _ ' ----- PROPERTY LINE 94 ov rB.6s:w 7 \ _So_oAI I '` 55 . I 5+76.10(Oa175.6@7M) ! .._.._..___... I 1 -p 1 •. 133.00 IO.OSBM 762240-0010-03 1 • 21 t _ 1 46+99.35 a:0505.76910 U5.24GMY1 __-.._.._.._.._.._ CONSTRUCTION EASEMENT 5.26 9<0.160.413N) ( ) ` i- ( 2) z 0 "- -- '8I.09'25.716Mi 5 .` 1 500(22.E60N) v - \' •y 5+00.41.0+152.525M) ` 1 _� I a 116 6.12<0.458 689N) -"•-...-"'- c 5 ro _ BEAUTIFICATION EASEMENT 33.0o Do.osBM) x • I i -• 'ti _ ss.va(i656iro 5 i� 5+76.40 oJ2 687M) 5.0225(0+275.006n) I•+ ' ,--4 ` ? .`�i` s7.50 12.649M I EXISTING Bii1LL LNG �,,s � �. �- 7s.vv<zz.e6oro � I o+5+0+60 0+152.888M) • •` ;., I < -+1 t ?y 2 �. 1 �-' 42.00 12.802M 5 . .�. I __ pC�_R ,`.._ .._.._._.._.._.._.._.._.._ - EXISTING ROW 14 3.9_I�+4 D SN�1 I N a500()37)5M) I ,n i Elf (76z2ao-0020-01 c . ` f6'. 300• ,:> (0+365.760M) _ -----__--_ - _- + ()) 5 Sbq�19 I -- •3:r(0+396.240M) - - o 1 M) ( 2 ) J J 1 5.0321 .7647.37en) �� rQA .. _.._.._.._.._.- ) 0+335.LS0 - 12 0+426.7 OM `'� '' 55.00(16.7 L0 79 ( 73 )q (0+457,200M) m �n ) a 5..11.73 co•t55975n> � • 2 t5 :;� .,��(0+487.680M 0.1 ` - o0M) 23R0 0+518.16M)17 55.00<IG764n) '�1 6' eB �� 787 11 _,-_ ( +304.8 AVE S. N 05V9'45"E �'714 00(14 74 5 %O'1•T .` 04/f 91 - I O 1t -_r- N OI J2'O6•ESE _ O+'S M C AL /'0+,56 `.` _ 74.3201A) I ,E,7.8s5 .i sm - 621tOTDOTO-Oi(A) L_ / �_� . ____________ .�,P O+2• 'y719'` W \.PC 57A tt.OJ 65:Ga35634;<M) ,. ^' / 7 % Z (Q+Z73 36 ( 9 N 09.49(•1 FND. MCNI'MENT IN CASE ^ i 1 , OM) 43.Ba0M).�r _ CONCRETE w/9aAss 01sK _' / ' 1 (O+� 8 _ I -_--- ON RIGHT OF WAY CENTERLINE -- _ TRACT A 0 /', +87.94(0+57.284M) 1418.00 c0.035%6H>r� i J��` $(� $Ir 97_0_, J+287.7:6N4-_-I-- -_-'- - I-- 510.257(�Sb�i� 71n) 40.00(12.192n) / + 4Z ; ,„im (2J7,D AVE._il -- i ' 16+61.22 l0+506.347M) I H` - Flo ♦I.i - tD+6897(0.325.812M) I + .4q(D+423,79�M) ) / •• 4 `�J� __ _ - � 50.G0(15.240M P.T STA 12+60.51 (0+385.2034) 56.16(17.718M) I 33.00 10.058M ` 7 ---_------_ --- ,' I ) END.MONUMENT IN CASE 1 _ • 10+55.33<0•321.665n) CONCRETE w. BRASS MK // - P.T.$TA 8+31.73 0+25J.S11M' 1 51.0 (l.S45H) 0.00 EAST/0.08(0.024M)SOUTH _ s 16+61.12(0+506.31EM() / + '�,•` TND.MONUMENT IN 5. • 9 + I 776 P.C.STA. 15+56.04(0+/7a.281M) `� CONCRETE w/BRASS DISK 3 i --- ---- 4 S4 MD.MONUMENT IN CASE 1 •18.00().0 .-••N)i i 5+85.54 Oa;78.473M) ,o 7(t3. IM) 1 +30.73 0+497.047M / SON RIGHT OF WAY CENTERLINE -'� p 1 ( • CONCRETE W/BRASS DISK 12 + M 44.00(13.41oro 1 109.2 , .29JM) - 1 r 3 10 23(8 786M m / 7 )0.00 EAST/0.17(0.052M)SOUTH 1 •-.._.._.._ •e!!''1� 1 69.00<21031H) 16210h9018-02 5 I / 5+89.64(0+179.728u) 015.824M) 1. �hJ I 1 + .0 O. 1 M I>_6±6_?9 0+506.239M)_ 1 / 42.00(12.B02M) I V •3.72 224704) `1I t SC 84.•01 A / I i m @ 50.00,15.240M1 L- 15+63.01(0+476.40614 m z 1 / 6•51.06(0.198.443,0 11 'i z )4.206H) 33.00(10.058M) SEE SHEET 3 1 'I / / 5+90.85(0+180.091M) 0+30.86(0+3 1 r 33.00 00.05844) 80.00 124.38470 8+61.09(0+262.469, 11 I n 1 69.00<21.031H) �� / 33.00(10.0 8M) w r'� I 1 +6. +476, 86m \ (15.240M) 1 I / TRACT B I 11 9.ai.7B!(0.30U.I61M) t ; (762240-0020-OI(8)) ' i 150.00 45.720n) 44.23 Q3.481M) I 9 9+a1 52 10+30�215M) N 01'3T'12"F(SUBOINSION) 1 I l 50.c0(15.240M 5 0I12'51"w(SUBD)m90N) _ _ _ _ _ _ _ _---__1,___1 --- --- _-___ -B+39.Lb(U+3b1.9U31.t) I 9-95.69<0.3J3.791H) 2642.79(805.522M) P.T.STA.15+97.52(0*486.9244) 42.00(12.8026) ! Q) :+ 92.00(28.Oa2N) FND,MONUMENT IN CASE .-_.._.1_.._.._._.._.._. CONCRETE W/BRASS DISK i 8+51.51(0+259.SS7MZ_ 1 1 ON RIGHT OF WAY CEN TERUNE _I -STA.26+08.45(0+795.056M) NE 1/4 SECT 16 80'�(24'�4M) j I I I FND.MONUMENT IN CASE 8+71.46(0.265.6219 ) CURVE DATA S 1•(2.54CM)IP W/TACK 8000(24.381K) 99 �I11 aa pppp 99 I Q R i 7 ' L I PI STA aIf WARIER CORNER $.51.9't(0•759.66R70 i 19J.S0 2Sb.B2enS 46N) 1 IrN'S8'56" j 600'(182.880M)1 78.88'(24.043M)1756.86.(47.811M)'11+82.53(0.360.435M) la 175.00(53.34010 CURVE DATA TRANSIT ENTRANCE ^ply Q R I T L 1 PI STA I OWNERSHIPS 1 TOTAL AREA I TAKE AREA REMAINING AREA EASEMENT AREA No ( 4312'07. I 300'(91.4404) 118.78•(32.204M) 266.20'(Eu.138M�1+77.75(0+054.178M) I 1 I I SO FT(SO M) 1 SO FT`O M) I SO FT(SO M) I SO FT(SO M) ab a; I t 1 ! 762240-0010-03 H.M.A. ENTERPRISES(SEATAC MALL) UNDET. 110841 (1029.611M) UNDET_ I 110874(10294.6214) 21 I I ' 762240-0020-01A ( H.M.A. ENTERPRISES(SEATAC MALL) j 1035(96.152M) 103519_6.152M) O. I 0 762240_0020-018 H.M.A. ENTERPRISES(SEATAC MALL) 144895(4170.746M) 2701 (250.923M) I 42194(3919.823M) 113157(1222.285M) j 762240-0020-01C H.M.A. ENTERPRISES SEATAC MALL) I UNDET. L-1680 156.072M) i UNDET. 2526(234.665M) I-_SC845601 A KING COUNTY STATE 12 3748 2150.449M)j 903(83.889M) I 22245 2066.561M) I 6279(583.319M) GENERAL NOTES I I j SC845601 8 KING COLINTYJSTATE 24521 (2278.0011A)I 2510(233.779M 22011 (2044.822M) I 10980(1020.042M) I SC845601 C ) KING COUNTY/STATE UNDET. 0(OM) UNDET. 1757(163.225M) CALCULATED FROM KCAS COORDINATES 162104-9028-02 FW TOWNE SQUARE. LLC 885601 (8227.224M) 842(78.222M) 87718(8149.002M) I 400(36.160M) TRANSLATED TO NAD 83(91)POSITION I.ALL BOUNDARY LOCATIONS AND PARCEL AREAS 1 I AREAS XNERE CALCULATED UTILIZING ENGLISH UNITS. I I METRIC VALUES SHOWN WERE BASED ON THE METRIC CONVERSION FACTORS SHOWN ON THIS SHEET,AND ARE L____-_-_ ROUNDED TO THE NEAREST THOUSANDTH OF A METER. • - ENGLISH UNITS SHOWN TO NEAREST HUNDRETH OF A FOOT, 1 I WASHINGTON STATE PLANE COORDINATE SYSTEM, NORTH ZONE, NM) 83 (1991) 1 METRIC CONVERSION FACTORS I CITY OF FEDERAL WAY VERTICAL DATUM. NGVD-29 METER$=FEET MULTIPLIED BY 0.3048 HORIZ. 2.54CM = 15.24M (15.241.0 0 (15.24M) (30.48M) SQUARE METERS=SQUARE FEET MULTIPLIED BY 0.0929 50' 25' 0 _ 50' 100' HECTARES=ACRES MULTIPLIED BY 0.4047 HORIZ. 1"=50' `y R.d Approved By. Drawn By' Date' Scale' \O'� 9.. 9 ' ^r,�,u� RMG 5/12/00 CITY OF FEDERAL WAY 1 CfTY OF r ' ��Pr� �, Designed By' Horiz. t"=5o' Sheet - •_ 4-IIot00 �� - z l'!xv JJF 5/12/00 ® Vert. N/A 2 3 R D AVE. SOUTH U T H 28979 Checked By' E N T R A N C O 3 FIY ��4,OJSTER<'� ` ECD 5/12/00 -.0AW.Eti1RANCO.COM RIGHT OF WAY PLANS Of i er't)OvAt.E."`" Job No. Approved By' 96027-20 STA. 3+35 TO STA. 17+00 No. Date By Ckd.Appr. Revision I[MKS. 2/25/01I BB 5/12/00 . . . , . •------------ _, -- - 1 ISMINt ',AIM: Atim...- • -• ........ TWP. 21 N . RGE. 4 E W. M . _LEGEND I' . I , I \ , m06,16,ENT N CASE . ' • • - - _ . i! ...__ _ - 1.7 - .,1---- ,:',05c19.:JT w/EIRA3S DisK ---- _ . _.._ _. __..._--- - im•ri 5.4: NON rXIITI,O7R. . 0,4n!,or way,•EN1EI,LtNIE si:C9C5 C•IRNEF• .. . _______ i • . • . , o,JAPp-..s• ::::.;;7.1,7? 1:: ...-_-: .+.-.- •. i. l'• 1 • t , I i ,,--__ _,,c4-9C2, -) TAX LP r 1•11.1/.1.0.7 LI 1 1 \ .• 1 NC3P AAROC19R-991142804 .. 55 1.10, 11.1EN 7' ;:=;• • I . • \ . , ---1---- CENTER 1 . LOT 2 . cr, • ;g7S:i'-',-,,-(;',F ! LOT 3 , ----- sEc•r•vr,,,: ,. ,,: , ..112„96--.-..(9,53 9.42a) , \ vOR . i 4; 2 .224.;3,i2...\ • i 1T4 (13.5904) \ EEREEN PLAZA Pv0 VOL 100-74/75 , * , , / !N E III TRACT A , I:3.'20451f.•0(,.1412D,v.A.4! -'•--• - SE-AIJT,S-1.:A7;051 F ,AFJ,rr 7 I t4=,•4 I 1 74 73.5/3(02-540 t. ,) (-692:04: r1-03--) i .ac-,r9,..-,T ---\ \ / / - - SV.'1/4 SECT. 9 L _ ,2,,.,-.227(3.,82.8My.k \ , ----'-'•- -•-- CONSTR1JCTION EAEEMEN 7 E• / .,/77.4Z-17.1.5921.7j . ..19420.11(04585.250W 167.::0 13P614so 91.19vi.CIA1-4 ---T- 4 ., 1--, 1 2-:•T, 19 4,7•5_11 ,4.5 2.0,Lit -----)/ , ._11 %I .RACK 74693EN: . LN • R « - 1 Pi•37'.A \: \:),....„........„._,......----1/__,__-___- ----- EX;13 rl NIG SUILr,:t•r; I; V 1 !I ; / --:,<15240M, LOT 2 • i -- •19+39.27 0+50.0010 r 242320-0020-07 ) / 41-50 113.564«,/ 194.39.___,J7'04 591.039M) ._...., , ; N!9•0,3'57.w ' V31'4C : 253 (59 960,A) ,38.02 1.5P5M)•75.1i'(217;999m)Y0943A.9-2(3+053 598m) . - : L______p ..__..___. ... Evs,,,.. 1, I , 1&-FE SHEET 3-/ . / 1C•00.3P(11454tng«0 1 150 CO(15.210,7) I H3406.89;'_0+55,3 740M) I \ „--,--.---L--,-- 40.(,9 IC* ' 1Jeali7"'*' ___L&Z.7 . __,,,,s4 602.53570 ' • & 7- CuRvE 0 A•e R 1 r • L , 1,-i174 • 24'46'06- t 350(106.6813+0 t 76.55'(22.42.4)•131.30'(46.:764,7734 94.46(34721/33•5,) ; --___\------ ,..,,,,),;1•: _ --c:_r27Z8'7 1-__§_7•••.* --=;56'1.12'‘“-,---- ,^.40.Th IF• 1:- (.032104-9298+70 ' .trIZO‘' 10 ,,,,•>... .."-;•'•... o.i. 5,01'32:2 1 1 I 1 44.50(13.564m) 1 I 5C0 Q. 2.0p4H, - ....,/ l'' C`•--1•T« 4'4-7:":2•. _------- --pr. ,05+85.20(3.226 275M) 1 I PC 18458 95(9+566.60814.1_ . ,.....• , 19480.12 W4609.540,0 1 LOT 3 1 I I II ,, 91.92 127.743H, /1079107-7912270667 riLt-'2,24„.3'4_191491,01 1 ' 4i pu 04649m, -7 ..,„ . . ,,o, :L.2,2..77(.!*11 6-5'641- AA- w'',:.5. V ----- ' . 19+86.69(0+606153W TRACT A .50(12.6 49m) ....-- 5+12.21.1.3j. .) t 57 57',_ I .6564 0+689 09760 n / 1; i____1300204cM4+;13.530,4 .,,s.••:,.\-0\e,r‘s)‘(,. ,-• ,30.90.9.1444u 1 1 \ 7.411;r5.Z°A-C-.5X1-6M9,i i ••••....... , .....<.,/ 2505,36.46(0+620.7136e) I .00(16.764,-.T, . .22515.94..<91.67_5.4257._ t 152.00(46.339H7 101 447.22(3.092.27.3u) / ' . ,..-•-•. 14P-152;21'252iQ 1 l', _ -------- _.. / ../ 20+36.46(04620.713M) . 03 564m) ; 22+n/7,0•693 2029 4F575-1T7649«-T----- 1 1 , ..../ s.-.,,.._•-' ..1.A......., 143 26 013666,0 104.79.10:3.194.03C,t0 ._. (3,4 092.873m? / 5 i I / I 2 20.,88.50 0+636.707u) / 2240977,0«673.599,4) 4..0(f974,2,17) I 4300(13190te 1 31 i' ••tj. ---------__. 44, - --- --,. ''''•• ...,...121TU ( . M , .."-, .... ,._ 55J32,,L6 .4L,__ ' -'2 ,C•r-0‘9. 7 j0+673.5.99u) (15.2+-M-- 1 ' '91«92.83_(.340.7_6_29 .4 I / it / 104479.10(.3.194 030H7 20.00 05 e40147 (0+548.540M):',.!6-. (0+579.t 2043 -,_ 45.1•5(13,r6m) --..434,4A,V. 2m) •\, I/ i /./..; !5 /1.2/ //„ 1••• ..."\- . . 18 ...-_.1 ...-_, /9 +9451.78104.594 99.3t41, , C 242320-0060-08, ____, 6 N oriVor E 40.0-(1-2.192MT- ,' ,,,,,.'.11. ---, t •-.•_. TRACT 8 ,,,e t 51.99 115.54Sm)---7 1i / ''' r /../ 18+05.13_10 4,0 20.01) •i•-• "i-•! ;n:3 ,/ e.."/Z? -',...- --... / ./ .i:•,2•(0 ...,... k. 242320-0010-09 \ /,./Z ia0lie 59(3-075.00kt; \ './ ":„..1C.3422.25 134146,P27,7 -4TISE(i2.7A--)M-- --.-, ---------------\:2?, ;',''1 "-:;:." z,,ti, , ,.._ 1,6 "•,.. 6'7 ' //12S1a3-(36.18E1u ' '''s_N I •'.›,,50.00(15.24-Cso ;17497.13(94547.71510 ..671- 6; 7;.:6i ,,,-m „ 20 09., /*X' 4\ c•'_,7••9`7/./ 1 .' , trt•n. , .0 k \ ,7479.57,(04542.4434) ' ' -1.- 3- -- - --i--- • -- (.;_.- ,.• '4 11.C6.1(3.71,59171- 27+21.77(046,77.192m).a;34.329-0050--607) / 11 65..,6,+.61:•4), iC0468 2;(3.074.54314 ,./4501, , 6179-.57448+451439.8"1) .E , "--------1 .*. •.-. 7--, .21 ''.004f Ji..e •-.., (0 ......... = ..". / «5.77.0+666.341u) --- ' 7700(15.240k4)- ) 22451 33(046M,79214 4117(.70-,'734:93)- 51.517.10.j.3_,L3.13.4152 ,1,2\ .12 05.98.311) I00.00.00(3+048 02,0%.9 \ ; N I N ..,....,..p,/ ('' \ ••, 3 ,26.871., jo,„,L scKOCSair RipE44877R-9004790455 \ 1i V- ,,,ki"r„,4.../. 6‘9",1,•• 0?-±7M.4:1.14 / 6500:19.212..4_ / 23+11.97(C+704.556u)3°'9°(9-1440) \\ ; .,A - +- r/ tI•1?-'1. • / 7.02-5e.77(3.726.613114-905,-01 ) ''? 60, ••....._. 50.00_05240H7 ••-6._ 4) _. 06 i.,....--7--- 17.96.46<045475E4W :1 ., -'-. 244-04.C4(752.751m) 46.50(.14.173H+ 1 . , ,___________ ___ -------- • 50.00(15.240H7 ......1 •-•- g,I tr STA. 19+88.69(0.606./53m) 19.97 66 04608.087H> 24+04 04_1:D4732 7510 30,• \ ' 1, & ,A7:•CP "s t___ Pi STA 1 1 ND.CASE NO MONUMENT •04, A„.9-.I.:r.9.,,,..Lf:1,\aizt3,s\.(.,,,9 25,4) -_,„il1:1„i 4I•,Il .01tI1_ 0 2_E4 AST 4_02 2(_30_0.00_6 7_(N94R_)1 O.4SD2O4.630U24,4T.31H).2 5 "0-,1 E6(J58.0I9500_._1'37 03(-PT29C Am0US.)R0I C8vtN6 1L4D).A_.1,I_T(1_A2 9_0_.79_421 0_(L 43-9.9524752,4-_10I 149.2 -••••..,-. -v......-..., .4.,49'. - 0 - __ 23.R(9D..749 N\‘•PT 100+75.15 L3+070.9064) 410341.60i,o-05l7 C.7(,T6063.05(13 67m+3(3«)10 04 210 11.570151103_-4 o LOTI--4-2-'10 -4'-55-' 1-275--(8-3.820M) t1 10-5.79'(3Z249.01 201.98(61.5644.1.• /04+89.01(3 -- ,52°4) 762000M) ‘I +702480M) +197.0-5-014+) 1„ ,E.+-• N 00•5710r E \ 1 T1 !!STA.26+08.45(04795.056u) t'ENO.MONULTEMT IN CASE !II'(2.54Cm)IP w/TACK 22+76.39(0+893.845M) 4C13)7127921.0 ___27 ....--.. -- ___ -•-.._,. --__ -•.-. p 421 -------- *Ill-. I.ALL BouNDARy LOCA11ONS AND PARCEL AREAS , g; OUARTER CCRNER - 1- /I //-1----'\s , , :::::ETNOERCAASRLEC5H:Ti.0.4.::vnuzING ENGLISH UNITS.u E TM C VALUES SHOAN+ERE POSE ON THE METRIC CONVERSION Sol EAT.MAENTED,,AREEN GLR 0,40,,END,UNITS SHOwN TO NEARESSAHNON')J1.4:ORSETHS Of A FOOT. I SEE SHEET 3jj ( 092104-9276-00 ) 22476 39 04693.8490 50.00(15.240H> i , . /t4 1 PI P.C.STA 26+56.75 04809177M) 171 I \ . 25.6516(0•7e1.8;NI:.CASE NO MONUMENT 1 ON RIGHT OF WAY CENTERL1N P.C. STA. 23+7762 0+706 4111.4) 1 z! 6400‘18.593m, FNO.CASE NO MONUMENT I0.0!(0.003M)EAST 0.15(0.946M)SCLITH / 1 25470.32<04783.434+0 CHELSEA COURT CONDO 1 /SE 1/4 SECT. 9 ocr19±-29.E.07 ) 40.00<12.192H7 25+83.65(0+787.49714)(2.32D AVE 0) VOL 45-81/90 . 1 _- it. , LT .3 600M LT.) i « « 0•7 .1,.1 710 (092104-9042-00 ) 30.00' 30.00' I__ -- ______ P . STA.24+68.92(0+752.527M) END.CASE NO MONUMENT 0.02(0.006 AO WEST 0.19(0.058m)SOUTH-2 : / 75.00(22.86014)15416 94 (0.767 163«17 1 1- 50.00(15.240+0 (9.144m)(9.144601 i 1 i END. CASE NO MONUMENT ON RIGHT OF WAY CENTERLINE 1 . , OWNERSHIPS TOTAL AREA TAKE AREA I REMAINING AREA I EASEMENT AREA -1I I SO FT(SO M) SO FT(SO m) I SO FT(SO 14) 7 SO FT(SO M) 242320-0020-07 WASH. FEDERAL SAVINGS le LOAN 24008(2230.42M) 1341 (124.579M) 22667(2105.7640) I 2182(202.707M) 7 CURVE DATA . i I 242320-0050-00 DCC II LLC UNDET. 3750(348.375M) UNDET. 26611 (2472.I62M) I 6 i R ; T L PI STA. -1 1 1 242320-0060-08 DCC II LLC UNDET. _1551 (144.088M) UNDET. 7 10227(950.088M) , 7_20.43•04- 7 my(24.3840) 1 81.011(24.692M);726.6r(386098)27+37.76(0+834.469m)1 I . 092104-9051-01 LAKE UNION BLDG LLC UNDET. 14072(378.289m) UNDE T. I 2667(247.7644)7 7 092104-9298-04 SHERI MOTT 38393(3566.830) 72769 ( 57.240M) 35624(3309.470m) I 0 092104-9276-00 FIR ASSOCIATES '162199(15068.5331.44 0(OM) '762199 (15068.5330)7 in (70.3720) : 1 WASHINGTON STATE PLANE COORDINATE SYSTEM. NORTH ZONE. HAD 83 (1991) 092104-9272-04 MCDONALDS CORP. 41000(3809.02M) 484(44.964M) 40516 (3763.936m) I 1533(142.415m) I CITY OF FEDERAL WAY VERTICAL DATUM, NGVD-29 092104-9299-03 A. &L. CRATSENBERG 72657(6750.06M) 3301 (306.663M, 69356 (6443.7720) ! N/A _7 I METRIC CON VERSION FACTORS I , 242320-0010-09 DCC II LLC 7406 (688.04M) 1937(179.947ML 5469(508.0700) L 4587(426.1.32m) I 1 METERS=FEET MULTIPLIED BY 0.3048 HORIZ. 2.54CM = 15.24M (15.24M) 0 (15.24M) (30.48M) 092104-9030-07 FIR ASSOCIATES 85016(7898.246) 0_10_14) 85016(7898.24/4) 1 1950(781.1550) 50' 25' 0 50' 100' 092104-9176-00 FEDERAL WAY BUILDING UNDET. 789(73.23i417 uNOET. 0 SQUARE METERS=SOUARE FEET MULTIPLIED BY 0.0929 i HORIZ. 1"=50' ......TiRSISS _.__ __ ------1 092104-9042-00 FEDERAL WAY JOINT VENTURE 76768(7132.01M) 0 I 76768(7132.01m) I 1927 (178.461M) HECTARES-ACRES MULTIPLIED BY 0.4047 - ,,.' R.B....,. Approved By. Drawn By. Date. Scale' \s-,:0- -' , RMG 7/16/00 CITY OF =... s sotlz. .. ': \-A-1)--i Designed By' Horiz. I"-50' CITY OF FEDERAL WAY • 4- •\> 2 -__ -__ „,, , _..-. 7/16/00 E N T R A N C O 23RD AVE. SOUTH\) FTY C , Sheet ,..v 2 979.., ,. '.-''4Checked By. Vert. N/A 3 0'•,,..'t iv CP',F EGO 7/16/00 www.ENTRANCO.CON RIGHT OF WAY PLANS Of 4.1 Lc,koo °' Job No. Approved By. No. Date By Ckd.Appr. Revision I E XPIRES. 2/25/ca(_j 08 7/16/00 96027-20 STA. 17+00 TO END OF PROJECT P. 21 N, RGE. 4 E, W.M. I `GIN_. F D B R e 1.�N __.._ �- _.1 _..... ,,..,,,,..,,,„ ,,/•-•'Y.:" I • . 1.7t ity..19____, ....73K 1.:,'" v... i ff � :A.... ._-__.._ _____ _ - SW V4 SECTION 9 - - " nig -- 6c:is;. ,.;!Y ', ( SE Y4 SECTION 9 . .. .., •. 242320-_,_08) ^!� �n E�:; J: 1 a1+3 I� I I:. 18 a0 o I 242320-0040-03) ''.:2 ( 242320-O030-OS L242-J2 _1207o- �- -92t-4-9272-4 -0921 GI-9276-00 ( 092;04-5172-D5 )L J G fO p Cr¢ > ¢ > i i cl 294+33.2T (8+971.261M) IL ¢ 0_ /53-.�9 (76-273M)LI. a 0._ 1 • K --_--i , ,\ / ANGLE POINT ' 2_ +31.93 '9�(185. 4 MJ S -- 9.73 ,2 r5+J60_LT. 1 zs1 4 19+G5.3.15Jw11 EE SHEET 2 �69.73 .2'-754M1 LT. r 295+80.31 f9+16.O78M! 295N5.94 ;3+D<5.@31N) 9 /3.YP"'rtzOJwI TT.-- / _ ,�rS.�o ti770MT K?.16" li?.�d 53M7-LT-`. /"57.65 117.575M1 LT. r- 0 6_L9�6/i493fi711_ 1�844z SY:2;3,.72.LM1 3 3 8.12 to+•+59._251t+J 1 �. , I +2s 1 t.7'_l 4+!2G.±95M� i/ .' o$•j•d 7 Nl LT. 0+• -- II; L \ \ 29 Kb�9 fS.CBS_119M), / 61 pT5'-I i8.SS9M1 LI (n 1 i -J_ .10.2/3M)L7. j70.(N r21.348N)LT.- \ p_4+3J.77 18+971. 61MJ 236+?6.94 (3.045.531NI / r 5, < / e395i^11:s1-20L1T2-6'/ JQ I _ - ----•-- -. -- -- '-- .._.. MJ -Y-, LLI `... • 72-Z6'T32rOtl 97• t2Ml ov Ni� _ r _- _/ / 238+06_92 t9.n?fl..-1 9M Jr `' �' I\. 290S. 320TH STREET 50:�50�(1S.z4oN) ir.-- Sz:39'-IIE 7.'NI LT. S4.9t�ct6.7)7M1 ir.- 1 / -- ..----- `' 1--'--� 1► S 89•i6'42'E 291 292 299!;f._d' +9.110.152� 1 \ 300.F.8.37 f9+164.eJr9M]_ I \_541+3 :021'1+201e12LN1 \ 305_7;_3?19t297(22,M 7170.19 t737.E74MI�-F--- [53 294 29_.it�_94 f7+�j_3_'3�M1___JJ 79B•J±.93 (9-��I.172M� J<T•<U'IT99Mi iT.-- Q 1• �56. "�118.955ui L..- E3.17 t9.254M)LT. . 66.46 20.2 'MJ CT. -�---{-- _ 52.64' (:6.fr14Ml LT. 55.45' IIb.51;M1 Li- -+-- _ 295 296 Ci \'!07.76.J3 13.2z9JS�M1 ��F----- _ 297 -GNO. M6YONCN! INCASE 1" I.P. 65.(6r'i•9.86t NJ LT.-FND. MOMUNENT IN CASE - CO C'OMCt+_TE N/GRASS DISK o --�-�- ---f-' ---_-__2S8 _ 299 % NI iY TACK ;JAR?ER CORNER 'dL[OL A7E0 FROM ACAS COORDINATES ON RIGHT OF NAY CENTERLINE 1`- -- N 3i'D 5 d9•I6.42•'c 3Q1 SECTION co?NeR. _' -�- ---- 1302 TRANSLATED 70 NAD 83(91)POSITICN- 291+35r_82.33 _A9MJ 295+T3.06 f9.013.887N) 299+t 9.39 '9+n 9.430v) ri8d.26 t5T.J87v�-'F- ----�� 303 3D4 _\ • 50.50 t 1el37 J RT. 'Find'--�.-FiO.vTAI� 5.-40'T1Z:;ZrT ".- -' \ ----____ 5 88.2!'07"E -- ___tnrgasECrlO:: t7w1L.s2 's'�R.J i- t ---- -I- \_ Q_1, 348.01 (106.073M/ V \\ ?95�73.06 +9713.N87N) '9,@+7,�_n7 (8•9 J,J„cOC$Rl `\ I \ JZL O i770 iM1 i3+ra4:ap„u) 2599.04 1792.187M) SUBDIVISION - --�Imo' \/'S8.a1'T1T:'�O3M�k'r:-- SJ.00 its-2<pMJ ai. \ YYY , \ ,"I 50.00(I5240,2,02. M1 I -59.!82,64_1940'-49. (9+307ELLLOY]0416_2T -iHt /,1 !r Z9tL3rt7L.i8_+831_._DD9_MJ _ of ; :50.00 I15-YIOM 1?�. 5'3.DG' I15.140Mi Ifl. f9+307.45iMJ 1 ...--.•.-..--._...__� 53.62' 116.343M)RT. � / 794+J5.82 18+972.056M> y NI yo3+J4.59 19*ZI(i.014N1 295+7J.06 (9+011.887N) J .. __ I. o_I i ';-_ -_____. /� 11 794+3S.82' L8:9IL056M) 67Ti (1�63 i RT. / `,�I t _- , ; 66.59 (20.297M)RT. 295+73- ' (9+01 887M)/ 298+73.07 (8+921_009MJ / `- =I ! / �200+6..16 f I6 .626N 03+17.94 f_9+4 p6 } 59.62 t18 7�2M) RT. Q- y 2- -I 2 f2J78M1 70.00' (�3SSM]fFY. 55.1T 11166M1 RT. I \ I.1..T(1-Ti.$ACM)ltt. J z99+, DT IP+831.00 NI SEE SHEET 1 I TITil-f21.536Mi R73 1 \3��_+s-6ZL�z isei5g 4 ± / I s3.6r n6.1s9+1J r. 7522+0-JCIC-el1 299+15.1J (9NLN?-?MI I • ( 162104-9028-02) + 797820-0525-05 (76224o-Do2o-01(AD I- �%, ;lu N G • NW V4 SECTION 16 N'NCM NE V4 SECTION 16 W'it' 1 GENERAL NOTES -!A"- 1. ALL BOUNDARY LOCATIONS ANO PARCEL AREAS "+1� WHERE CALCULATED UTILIZING ENGL ISH UNITS. METRIC VALUES SHOWN WERE BASED ON THE METRIC I CONVERSION FACTORS SHOWN ON THIS SHEET. AND ARE ROUNDED TO THE NEAREST THOUSANDTH OF A METER. ENGLISH UN(TS SHOWN TO NEAREST HUNDRETH OF A FOOT. • 4+.. + 1 1 I OWNERSHIPS TOTAL AREA TAKE AREA REMAINING AREA IBEAUTIFICATION EASEMENT �I SO FT (SO M1 SO FT (SO M) SO FT (SO MI AREA -SO FT (SO MI CALCULATED POSITION / 242320-0020-07 WASH. FEDERAL SAVINGS A LOAN SEE SHEET 2 OF 3 SEE SHEET 2 OF 3 SEE SHEET 2 OF 3 /6 1 360 (33.444M1 of CENTER OF SECTION 092104-9272-04 MCDONALO'S CORP. SEE SHEET 2 OF 3 SEE SHEET 2 OF 3 SEE SHEET 2 OF 3 1 251 (23.318M1 FROM ACAS CTOROINA7E5 TRANSLATED TO NAD 83(91) 242320-0060-08 DCG 11 LLC SEE SHEET 2 OF 3 SEE SHEET 2 OF 3 SEE SHEET 2 OF 3 I 236 (21.924M) POSITIONS.762240-0010-03 H.M.A. ENTERPRISES SEE SHEET 1 OF 3 _ SEE SHEET 1 OF 3 SEE SHEET 1 OF 3 1098 (102.004M) • 162104-9028-02 Fir TONNE SQUARE. L.L.C. SEE SHEET 1 OF 3 SEE SHEET 1 OF 3 SEE SHEET I OF 3 574 (53.325M) WASHINGTON STATE PLANE COORDINATE SYSTEM. NORTH ZONE. NAD 83 f19917 242320-0040-03 DENNY A REALITY. INC. 37.053 (3442.22414) 0 37.053 13442.224M1 1196 (111.108M) 242320-0030-05 ATLANTIC RICHFIELD COMPANY 16.535 (1536.102M) 0 16.535 (1536.102M) 495 (45.986M) CITY OF FEDERAL WAY VERTICAL DATUM. NGVD-29 797820-0525-05 CALVARY EVANGELICAL LUTHERAN CHURCH OF FEDERAL WAY 205.179 (19061.129M) 0 205.179 (19061.129M) 321 (29.821M1 ME TRIG CONVERSION FACTORS I HORIZ. 2.54CM = 15.24M 092104-9276-00 FIR ASSOCIATES SEE SHEET 2 OF 3 SEE SHEET 2 OF 3 SEE SHEET 2 OF 3 765 (71.069M) 092104-9172-05 FIR ASSOCIATES 67.349 t6256.722M7 0 67.349 (6256.722M) 676 (62.BOOM) METERS = FEET MUL TIPL IEO BY 0.3048 (75.24M) 0 (75.24M1 (30.48M7 762240-0020-01(A1 H.M.A. ENTERPRISES SEE SHEET 1 OF 3 SEE SHEET 1 OF 3 SEE SHEET 1 OF 3 SEE SHEET 1 OF 3 SQUARE METERS = SQUARE FEET MULTIPLIED BY O.0929 50' 25' 0 50' 100' HECTARES = ACRES MULTIPLIED BY 0.4047 HORIZ. 1"=50' .��_�_ - � !N A. i Approved By: Drawn By: Date: Scale: G e W sew �s ,-( RMG 54200 CITY OF FEDERAL WAY • _ ti _I Designed By: uV ^yEl'�'�L '� 4Atok00 JJF 51200 CIOWASHINGTON R AR«BAN �° Haft. r=sa 23RD AVE SOUTH Shea( 3 F897 s, Checked By: Vert. N/A .s 4'0Jsicat,+' ECD 51200 CALIFORNIA OREGON QTAH - RIGHT OF WAY PLANS of 3 f44JGN<l INU • No. Date By Ckd. Appr. Revision [E..,8Kv 2/25/0\ 1 Approved By: S/12t30 Jo96027_20 STA. 290+00 TO STA. 305+00 11 21 31 4 • 5 30 0 30 60 1 "=30' iiiiiii Scale feet Designed By. MOK ti ° K. t O 1 ti jDNAL / p Q,� Consulting Engineers 1601 Fifth Avenue, Suite 1600 Seattle, Washington 98101 (206) 622-5822 Fax (206) 622-8130 E�LCON ASSOCIATES, INC �� T SQUNDI%ANSir Scale: AS NOTED SOUND TRANSIT REGIONAL EXPRESS FEDERAL WAY TRANSIT CENTER LIGHTING. CALCULATIONS Drawing No.: ___ Drawn By. MOK Filename: xfc— site— 31124.DWG — B _OONSLlLTANTS IMM NTERNATMAL BLVD.SME IM SEATTLQ OMWAS NaM g (208) 243-SM Checked By. DKS Contract No.: Sheet No.: Rev.: 11/11/03 100% SUBMITTAL Approved By. DKS Submitted: Date: Approved: Date: Date: INOVEMBER 11, 2003 No. Date B Chk. A . Revisions acws 0 fl :] 2 C 3 1OEXISTING TYPE III SIGNAL POLE AND APPURTENANCES TO REMAIN. UNCOVER EXISTING TRAFFIC CONTROL SIGN. ODISCONNECT AND REMOVE EXISTING SIGNAL CONDUCTORS BACK TO THE CONTROLLER. REMOVE EXISTING SIGNAL POLE, MASTARM, FOUNDATION, AND TRAFFIC CONTROL SIGN COMPLETELY; RETURN TO CITY OF FEDERAL WAY FOR SALVAGE. RELOCATE EXISTING VEHICLE AND PEDESTRIAN SIGNAL HEADS, STREET NAME SIGN, AND PEDESTRIAN PUSHBUTTON ASSEMBLIES TO NEW POLE 3. oINSTALL TYPE III SIGNAL POLE WITH 47' MASTARM AND 16' LUMINAIRE ARM. 3 INSTALL TERMINAL CABINET ON POLE. INSTALL RELOCATED APPERTENANCES FROM POLE 1, INCLUDING TWO VEHICLE SIGNAL HEADS,. ONE STREET NAME SIGN, TWO PEDESTRIAN SIGNAL HEADS AND TWO PEDESTRIAN PU4HBUTTONS ASSEMBLIES. INSTALL SIGN ON MASTARM PER SIGN NOTE. INSTALL 40OW HPS MEDIUM CUT-OFF TYPE III DISTRIBUTION LUMINAIRE ON THE LUMINAIRE ARM. OEXISTING TYPE III SIGNAL POLE AND APPURTENANCES TO REMAIN. REPLACE EXISTING TRAFFIC CONTROL SIGN PER SIGN NOTE. oEXISTING TYPE III SIGNAL POLE AND APPURTENANCES TO REMAIN. SIGNAL 5 HEADS SHALL BE CHECKED FOR PROPER ALIGNMENT WITH TRANSIT CENTER EXIT. HEADS ON MASTARM AND POLE MAY NEED TO BE ROTATED CLOCKWISE AT EXISTING ATTACHMENT POINTS. ODISCONNECT AND REMOVE EXISTING LOOP LEAD-IN CONDUCTORS <BACK TO THE CONTROLLER. 7 INTERCEPT EXISTING CONDUIT AND ROUTE TO PROPOSED JUNCTION BOX. 8 INSTALL TYPE 2 DETECTOR LOOPS PER LOOP LOCATION SCHEDULE. OABANDON EXISTING DETECTOR LOOPS. 10 EXISTING CONDUIT RUN TO REMAIN. 11 CAP AND ABANDON EXISTING CONDUIT RUN. Al2 REMOVE EXISTING JUNCTION BOX. 7 \ SIGNAL PHASING r, Im BLANK BLANK I � "1 I l BLANK BLANK " l VEHICLE MOVEMENT 4 PERMITTED VEHICLE TURN MOVEMENT -.ram ► PEDESTRIAN MOVEMENT • 4, 9 0 0 J A F_ v 0 GENERAL NOTES 1. UTILITY LOCATIONS ARE APPROXIMATE, AND SHALL BE VERIFIED IN THE FIELD BY THE CONTRACTOR PRIOR TO ANY SIGNAL WORK. 2. CONTRACTOR SHALL OBTAIN ONE SET OF TRAFFIC SIGNAL PLANS FOR THE EXISTING SIGNAL FROM THE CITY OF FEDERAL WAY (INCLUDING AS -BUILT. REVISIONS NOTED 09/02). 3. TRAFFIC SIGNAL WORK SHALL BE IN ACCORDANCE WITH THESE -PLANS, CITY OF V FEDERAL WAY STANDARDS AND WSDOT STANDARD PLANS. 4. MAINTAIN AND PROTECT EXISTING TRAFFIC SIGNAL AND STREET LIGHTING J EQUIPMENT DURING CONSTRUCTION UNLESS NOTED OTHERWISE. 5. ALL EXISTING DETECTOR LOOPS AND EXISTING CONDUIT RUNS T) REMAIN UNLESS OTHERWISE NOTED. 6. LOOP LEAD-INS SHALL BE SIZED PER WSDOT.STD. PLAN J-11a. 7. INSTALL DETECTOR LOOPS AT LOCATIONS SHOWN ON PLAN PER CITY OF FEDERAL J WAY DWG. NO. 3-44. 8. NEW TYPE 8 JUNCTION BOX SHALL BE INSTALLED AT LOCATION SHOWN ON PLAN 4 PER WSDOT STD. PLAN J-11a (WITH DUAL LID). 9. NEW ROADWAY CONDUIT CROSSING SHALL BE INSTALLED PRIOR TO PLACEMENT OF FINAL PAVEMENT LIFT. 06/23/03 PREEMPT SCHED. DEVICE PHASES A 2 S 4 C 6 D 8 �1 \ SIGNAL HEAD ASSIGNMENT 12" 12" 12" HEADS 21, 22 41, 42, 43 61, 62, 63 81, 82, 83 KSF Drawn By. BMB/LDK Checked By JAW ►i .. - .idr PEDESTRIAN HEADS 28, 29 48, 49 68, 69 I EXPIRES 10/19/Alf I LOOP LOCATION SCHEDULE LOOP # STATION OFFSET 511 27+73.8 6.0' RT 512 27+89.8 6.0' RT 513 28+05.8 6.0' RT 211 27+73.8 flff LT 212 27+89.8 6.0' LT 213 28+05.8 6.0' LT 221 27+73.8 18.0, LT 222 27+89.8 18.0' LT 223 28+05.8 18.0, LT 811 17+23.4 10.5' RT 812 17+07.4 10.5' RT 813 16+91.4 10.5' RT NOTE: STATION AND OFFSET SHOWN FOR LOOP CENTER POINT. m '' 11730 118TH AVENUE NE from Consulting Engineers SUITE 600 KIRKLAND, WASHINGTON 98034 1601 Fifth Avenue, Suite 1600 MW Seattle, Washington 98101 (TEL) 425 821-3665 (206) 622-5822 Fax (206) 622-8130 (FAX) 425 825-8434 Date: iis �vn,0 Po4ss�(,E LO �Si oal3 S Ya 15 N b BAl- vim 6E�r EXISTING NEW LEGEND SIGNAL POLE AND MAST ARM �- SIGNAL POLE AND MASTARM WITH LUMINAIRE -►- VEHICLE SIGNAL HEAD /"- PEDESTRIAN SIGNAL HEAD WITH PPB -� EMERGENCY PRE-EMPTION DETECTOR TYPE 1 JUNCTION BOX TYPE 2 JUNCTION BOX 0 TYPE 8 JUNCTION BOX SIGNAL CONTROLLER CABINET ELECTRICAL SERVICE CABINET MASTARM MOUNTED OVERHEAD SIGN - - - CONDUIT DETECTOR LOOP (TYPE 2) <�D SIGN NUMBER OCONSTRUCTION NOTE OPOLE NOTE QWIRE NOTE WIRING SCHEDULE* _ CONDUIT" SIZE" CONDUCTORS NO�RACEWAY 1 EX 3" 8-5C 6-#8 ILLUM EX �" 6- 8 ILLUM Ex '> 3-3C SH 16-2C SH 2-2C SH 2 : -, 2" SCH40 6- _14 _.. 3 '-- 2" SCi40 1-5C VEH 2-5C PED SCH40 2- 8 ILLUM 4 2" SCH80 2- 8 ILLUM 4-0 ILLUM 3" SCH80 1-5C VEH 2-5C PED 1-6PCC 2-2C SH)6-2C SH 2" SCH80 SPARE 5 2" SCH40 2-2C SH 6. EX 2" 1-6PCC 2 3G(SH), 2-2C(SH), 8-2C(SH) EX 2.5" 3-#12 ' EX 3.5" 1-5C VEH,1-50 VEH11-5C PED,2-5C PED 7 EX 2" 2-2C SH EX 3.5" 4-5C, 3-2C 5t_I EX 4" 1-6PCC, 5-5C 2-3C SH , 2-2C SH 8 2" SCH40 4- 8 ILLUM 9 2" SCH40 1-6PCC, 2-2C_SH 10 EX 2" 6- 8 ILLUM - EX 2" 2- 8 ILLUM 4- 8 ILLUM 11 E 2" 3- 10, 6-#8 ILLUM 3- 10 " 2- 8 ILLUM 4- 8 ILLUM � ° * ALL CONDUITS SHALL BE NEW PVC CONDUIT UNLESS NOTED OTHERWISE AS EXISTING 3a P SEt7 (EX). INSTALL 1-#8 GROUND IN ALL UTILIZED CONDUIT. N� ass �piEL1c �� y�oalu IT °� � Ls F.1� ?'� �L� A PILE Pk•wc.AT�� MASTARM MOUNTED SIGNS `� 23RD A lE S C EXIST N3 11' � �� t �44140� RV O � 10 40 R3-5L MOD. R10-.112 24" x 36" � 24" x 30" 0 20 80 SCALE: 1" = 20' Scale: SC`�UND TRANSIT REGIONAL EXPRESS Drawing No.: _EDERAL WAY TRANSIT CENTER FW-TSI.00 Filename: SOUNDTRANSIT 23RD AVENUE S / S 317TH STREET Contract No.: Sheet No.: Rev.: SIGNAL MODIFICATIONS Date: Date: JUNE 23. 2003 • 2' 0 31 • I 41 *I 51 FOUNDATION DEPTH TABLE ALLOWABLE LATERAL XYZ (CUBIC FEET) BEARING PRESSURE FOUNDATION TYPE 11,111 AND SL MAST ARM STANDARDS (psf) TYPE 600 900 1200 1,500 1.900 2,300 3' ROUND 10' 10' 11' 11' 13' 15' 1,000 3' SQUARE 8' 8' 9 9' 10' 11' 4' ROUND 1 8' 8' 9' 9' 10' 11' 3' ROUND 8' 8' 9' 11' 13' 15, 1,500 3' SQUARE 7' 7' 7' 8' 81 g> 4' ROUND 1 7' 7' 7' 8' 81` 9' 3' ROUND 6' 6' 7' 11' 13' 15' 2,500 3' SQUARE 6' 6' 6' 6' 7' 7' 4' ROUND 6' 6' 6' 6' 7' 7' THIS TABLE BASED ON A / O/ALUE OF 26. FOR DOUBLE MAST ARM STANDARDS WITH 90' BETWEEN ARMS, USE THE LARGER XYZ VALUE FOR FOUNDATION DEPTH SELECTION. A SPECIAL FOUNDATION DESIGN IS REQUIRED FOR DOUBLE ARM STANDARDS IF THE ANGLE IS NOT 90% 3/4" CHAMFER N I UNPAVED SURFACE CLASS 3000 CONCRETE 8 NO. 8 BARS EQUALLY SPACED 3/8 _" DIA. PLASTIC DRAIN TUBE GROUT PAD THICKNESS= NUT HT. +1" MAX In ff'fi PAVED SURFACE OR1 ENTATI ON E2 < /AF �O *90, EXAMPLE STD. NO. XX SIGNAL STANDARD NO. SRXXX, MP XXX.XX STATE ROUTE AND MANUFACTURER MILE POST NO. APPROVED DWG. XXXXXX APPROVED DRAWING NO. FAB. X/XX/XXXX FABRICATION DATE NOTE: CORROSION RESISTANT METAL TAG SECURED WITH (2) 0.125" RIVETS AS FOLLOWS: POLE SHAFT - LOCATED WITHIN 6" ABOVE HAND HOLE, SIGNAL AND LUMINAIRE MAST ARM - LOCATED WITHIN 6" OF THE POLE SHAFT CONNECTION POINT. TEXT SHALL BE A MINIMUM OF 3/16 " HIGH, STAMPED OR EMBOSSED. ' * IF E1 E2 SIGNAL ARM IS _ ^ NOT NINETY DEGREES TO THE Pn ANCHOR BOLT PLATE THEN (i ) SPECIAL DESIGN POLE 0 LOCATION STATION Ro POLE ORIENTATION ANGLE (P.O.A. POLE ORIENTATION DEGREES CLOCKWISE FROM OFFS LINE TO POLE ORIENTATION LINE LINE (SETS ANCHOR BOLT ORIENTATION) POLE ORIENTATION AND ATTACHMENT POINT DETAIL v � J '- J 1 " 0 9 9 J N Z Q t -t f S.No 2 1 /2 >, CIL 2 CO #4 HOOPS, RD. OR SQ. AT 1'-0" APPROX. CTR 3' SQ. OR RD., OR 4' -RD. TYPE PPB TYPE PS PPB POST PED. HEAD STANDARD FOU DATION DETAIL ATTACHMENT POINT ALL HANDHOLES AT 180' FROM E1 G g g G 2 CD I O I I I ( 00 TYPE I VEHICLE HEAD STANDARD IM n B2 b B3 B B4 d B6 b B7 B9 a b a SIGNAL DISPLAY VERTICAL CLEARANCE (FEET) FROM STOP LINE 40' 45' 1 50' 53'-150' MIN. MAX. MIN. MAX. MIN. MAX. MIN. MAX. 3 SECTION 12" 16.5 17.5' 16.5 19.2' 16.5 20.9' 16.5 22.0' 4 SECTION 12" 16.5 17.0' 16.5 18.0, 16.5 19.7' 16.5 20.8' 5 SECTION 12" 16.5 17 0' 1 16.5 17.5' 16.5 18.5' 1 16.5 1 19.6' TYPE 11 MAST ARM SIGNAL STANDARD T H I LIMITS OF VERTICAL CLEARANCE REQUIREMENT ROADWAY TYPE III COMBINATION LIGHTING AND MAST ARM SIGNAL STANDARD TYPE IV STRAIN POLE STANDARD B10 b is B11 C TYPE V COMBINxriON LIGHTING AND STRAIN POLE STANDARD SIGNAL STANDARD DETAIL CHART (FOR NEW POLES ONLYSTD- No. No. FIELD LOCATION TYPE MOUNTING HEIGHT(Fr) SIGNAL MAST ARM DATA LUMINAIRE ARM (FT) POLE ATTACHMENT POINT ANGLES (deg) FOUNDATION DEPTHS(FT) REMARKS OTFSET DISTANCES (FT) (Z) (POLE j TO ATTACHMENT POINT) WIND LOAD AREAS (FT)' (X)(Y) (X)(Y)(Z) O STATION OFFSET I LT. RT. I P.o.A. Al A2 B 1 B2 B3 B 1 1 81 62 B3 B 11 TOTAL(FT) C D El G 1 G2 H 11 12 3' RD. 3' SQ. 4' RD. O 27+70.6 48.2 XTO' 111 18' 35' 46.6 40.5 34.5 8.4 9.2 5.0 9.2 8.5 1020 16' 90 901 0 180 296 135 0 90 9':E7' BASED ON ALLOWABLE BEARING PRESSURE OF 1500ps (PER PACRIM GEOTECHNiCAL INC. BORING ANALYSIS). N Designed By. KSF Drawn By: BMB/LDK Checked By. JAW 106/23/031 1 1 1 PERMIT SUI�MITTAI Approved By. 11730 118TH AVENUE NE Consulting Engineers SUITE 600 KIRKLAND, WASHINGTON 98034 1601 Fifth Avenue, Suite 1600 va Seattle, Washington 98101 (��y� (TEL) 425 821-3665 (206) 622-5622 Fax (206) 622-8130 G1* (FAX) 425 825-8434 Scale: Filename: SOUNDTRANSIT Contract No.: I, N Q a or �n / O HIH _ N 0 I I l I ILO MIN. j CURB OR EDGE OF SHOULDER TYPE SD SPECIAL DESIGN STANDARD LEGEND a. Vehicle Display b. Sign c. Street Name Sign d. Pre-Empt Detector e. Deleted (10/22/90) f. Luminaire g. Pedestrian Display h. Cabinet i. PPB-M j. Handhole SOUND TRANSIT REGIONAL EXPRESS Drawing No.: FEDERAL WAY TRANSIT CENTER FW-TS2.00 23RD AVENUE S / S 317TH STREET Sheet No.: Rev.: SIGNAL MODIFICATIONS I EXPIRES' 10/19/111 1 JUNE 23, 2003 SW 1/4, SEC. 9, TWP 21 N., RGE 4E, W.M. 1 WI <C n d F- W J � �Q 00 a J Q �I 0 a r m o z C 90 P a W �o � W Q 00 00 W CV �N O J W Z I W M - W K Z � a3 W S � d � � W J li li n 0 0 0 0 I 0 0 0 0 i iY U X F- !3 v� Z Q W x 3 z, o 0 3 J W Q J oCD �V) it U � X o o W � � S 3l6th STREET �q B� S�6r.� �3-1 SER�ir� �}fiS PAaT 0 71aL z3ro ME 97W,�1 is "VLr. V aP t f /LAsne u`vrl, MAK,6 NOTES: 1. SEE SHEET FW-C6.07 FOR BUS PLATFORM SIGNAGE, 2. SEE SHEETS FW-C6.02-6.06 FOR PARKING GARAGE SIGNAGE. LEGEND 101 ARROW POINTS ON SIGN FACE 10 SIGNS 13 SOUND TRANSIT SIGNS (NIC) C COLUMN MOUNTED W WALL MOUNTED H HANGING FROM CEILING B BEAM MOUNTED P POST/POLE MOUNTED E ENTRY/EXIT WAY GRAPHIC SCALE 1 inch = 40 ft. HORZ ft_.N.�l'C Co/v5T2�v; fo�v Designed By: AMs LEI1t tv11SqN(t �) WA ` �Cho � c coca ECIST�R� �s '� S�°NA6 �� 6 Consulting Engineers 601 Fifth Rvenue, suite 1600 S Is, Washington 98101-3665 (2 —5822 Fax (206) 622-8130 SOUNDIRMSIr Scale: 1" = 40.0' SOUND TRANSIT REGIONAL EXPRESS FEDERAL WAY TRANSIT CENTER SITE AND ROADWAY SIGNAGE PLAN Drawing No.: c f W—C6.01 Drawn By: ADB Filename: Fw—C6—U1.dwg Checked By. HS Contract No.: RTA/RE 140-99 Sheet No.: Rev,: BUILDING PERMIT Approved B pP Y RJL Submitted: Date: Approved: taP Date: Date: JUNE 23, 2003 Revisions EXPIPM 0e/01/03 i �� Li W V - U W L W W V W IN 0 2 0 M 0 13 0 6 " " �! - �, , � - ,,,.. � 11 � I � .- 6 - -,-- - I , , I � I 1 ��4 , . . � I.,l, - , j - , ., j,* ......... L - � � , . ,q , I � _�,111_ � � t-_`,' OP � -111 1,112T . - ,+�,�-,,. J-�,�,, �� ., z! ,T_-,q.f �, , f `&-,�,j - ��i±-� � I", �,;: �,_; " , , i, 'i , , -"- 'i, , T", -J�T �,� , 4_�1l1_i11�__r,-Hf '_�',` - J: --j - - ---.,-i-,,i,�,,,,-��e,:-:,',J-,,� 4H . 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