07-100345-UPSeptember 5, 2006
Mr. Kurt Wilson
Federal Way Village, LLC
c/o SBI Developing
P.O. Box 73790
Puyallup, WA 98272
Ra-CI E Af7LED
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RE: Wetland Delineation for Federal Way Village, Federal Way, Washington
(RAI Project No. 2006-060-001)
Dear Mr. Wilson,
At your request Raedeke Associates, Inc. staff visited the Federal Way Village property
on July 20, 2006. The Federal Way Village property is approximately 46 acres located
with portions of Section 20, Township 21 North Range 4 East, W.M. Specifically the
property is located in the City of Federal Way, in the southwestern comer of the
intersection of South 336"' Street and Pacific Highway South corresponding to King
County tax parcels # 2021049070, 2021049001, 2021049090, 2021049086, 2021049069,
2021049072, 2021049004, and 2021049080. The study area for the current project is
limited to Wetland 1, located in the northwestern corner of the property, previously
delineated in 1992 (Sheldon & Associates, Inc. 1995), and reconfirmed by Raedeke
Associates, Inc. in 2003 (Raedeke Associates, Inc. 2004). This letter describes Wetland
1, existing condition, permit history, and changes in the City of Federal Way Code since
the previous investigations. Further we will describe the likely wetland and stream
ratings under the current City of Federal Way Code (2004). This summary letter draws
from information gathered and analyzed during previous studies of the site contained in
our 2004 report, Kitts Corner Wetland Assessment (Raedeke Associates, Inc. 2004).
DEFINITIONS AND METHODOLOGIES
Under Section 404 of the Clean Water Act, a wetland is defined as an area "inundated
or saturated by surface or groundwater at a frequency and duration sufficient to support,
and that under nonnal circumstances does support, a prevalence of vegetation typically
adapted for life in saturated soil conditions" (Federal Register 1986:41251).
We based our wetland investigation upon the guidelines of the U.S. Army Corps of
Engineers (COE) Wetlands Delineation M�uival (Environmental Laboratorym EiVED
CITY OF FEDERAL WAY
R,=Ji EDEKE ,-�SSCCI,,f 1 ES, 1INC BUILDING DEPT.
��3r, S1 Seo' !�, �� � 081C (C6j 525-�122
Mr. Kurt Wilson
September 5, 2006
Page 2
revised in the Washington State Wetlands Identification and Delineation Manual
published by the Washington Department of Ecology (WDOE 1997). The WDOE
wetland manual is required by state law for all local jurisdictions (including the City of
Federal Way), is consistent with the 1987 COE wetland delineation manual with respect
to wetland identification and delineation, and incorporates subsequent amendments and
clarifications provided by the COE (1991a, 1991b, 1992, 1994).
As outlined in the COE Wetlands Delineation Manual (Environmental Laboratory 1987)
and WDOE (1997) Washington State Wetlands Identification and Delineation Manual,
wetlands are distinguished by three diagnostic characteristics: hydrophytic vegetation
(wetland plants), hydric soil (wetland soil), and wetland hydrology.
The U.S. Fish and Wildlife Service (USFWS) Wetland Indicator Status (WIS) ratings are
used to define whether hydrophytic vegetation is present (Reed 1988, 1993). The WIS
ratings define plant species based on their ability to withstand saturated soil conditions.
Plants are rated, from highest to lowest probability of occurrence in wetlands, as obligate
(OBL), facultative wetland (FACW), facultative (FAC), facultative upland (FACU), and
upland (UPL), respectively. In general, hydrophytic vegetation is present when "more
than 50 percent of the dominant species are OBL, FACW, or FAC on lists of plants
species that occur in wetlands" (Environmental Laboratory 1987:19).
Soils are specifically examined for hydric indicators immediately below the A horizon or
10 inches, whichever is shallower. Hydric soil indicators include, but are not limited to:
(1) gley conditions, (2) mottling in a low chroma matrix, (3) histic (organic) soils, and (4)
saturated or inundated conditions.
In order for an area to have wetland hydrology according to the 1987 and 1997 manuals,
soils must be saturated within a major portion of the vegetation rooting zone (usually
within 12 inches of the surface) for at least 5% of the growing season (Environmental
Laboratory 1987, U.S. Army Corps of Engineers 1991b, 1992).
BACKGROUND RESEARCH
In preparation for our investigation, we reviewed the background information for the
property, especially in regard to Wetland 1. We reviewed maps and information from the
U.S. Fish and Wildlife (USFWS 1987) National Wetlands Inventory (NWI) map, the
USDA Soils Conservation Service (SCS) Soil Survey (Snyder et al, 1972), the
Washington Department of Natural Resources (WDNR 2006) Forest Practice Activity
Map, and the Federal Way Wetland Inventory (2006).
Mr. Kurt Wilson
September 5, 2006
Page 3
FIELD SAMPLING PROCEDURES AND DATA ANALYSIS
Prior to our July 2006 site visit, portions of the wetland boundaries established in 2003
were re-established by professional surveyors at Otak, Inc. Raedeke Associates, Inc. staff
then reviewed these boundaries during a field visit on July 20, 2006. We collected
inforniation on existing vegetation, soil, and hydrology in the vicinity of Wetland 1, as
needed, to determine the current wetland edge and describe the surrounding upland buffer
areas. Plant communities were inventoried, classified, and described by field inspection.
General vegetation patterns were noted. Scientific nomenclature of plant species
generally follows Hitchcock and Cronquist (1976), with nomenclature as updated by
Pojar and MacKinnon (1994) and Cooke (1997).
Two quantitative indices were used to analyze vegetation data in order to determine if the
plant community meets the definition of "hydrophytic vegetation." The first index
represents the percentage of dominant species with a WIS rating of facultative or wetter.
We used the Braun-Blanquet cover -abundance method (Mueller-Dombois and Ellenberg
1974) as a way to objectively describe homogenous vegetation "cover types." A species
with a cover class value of 2 (5% to 25% canopy cover) or greater on the Braun-Blanquet
scale is considered a dominant.
The second vegetation index was a weighted mean of the WIS ratings, after Wentworth
and Johnson (1986). This weighted mean index (WMI) calculates the average WIS rating
of all species in the plot by weighting each species based upon its relative cover. The
WMI is a measure of the plant community's adaptation to saturated soil conditions
(Wentworth and Johnson 1986). The WMI provides an objective parameter for
determining whether a plant community is indicative of wetland or upland conditions.
Ideally, the "breakpoint" between wetland and upland vegetation is a weighted mean
index of 3.0, with wetland vegetation characteristics indicated by a WMI less than 3.0,
and upland vegetation characteristics indicated by a WMI greater than 3.0. When the
weighted mean index is near 3.0, however, vegetation may not clearly indicate whether
an area is wetland or upland. In such cases, soil and hydrologic conditions must be
carefully considered. As the weighted mean index of a plant community or plot
approaches either extreme on the scale (i.e., approaching 1.0 or 5.0), the probability of
the vegetation indicating wetland or upland, respectively, increases. Wentworth and
Johnson (1986) confinned the effectiveness of this methodology for a wide variety of
plant communities in different regions of the United States.
We excavated pits to at least 18 inches below the soil surface using both a shovel and a
soil auger, where possible, in order to describe the soil and hydrologic conditions at the
site. Soil colors were detennined using the Munsell Soil Color Chart (Munsell Color
2000).
Mr. Kurt Wilson
September 5, 2006
Page 4
RESULTS
We identified and delineated additional wetland area during our July 20, 2006 site visit.
The new boundary flags, as surveyed and plotted by Otak, Inc., are shown on the
Wetland Exhibit map produced by Otak Inc., and received in our office August 11, 2006.
BACKGROUND RESEARCH
All background information for the property show Wetland 1 in the northwest corner of
the property. The NWI map (1987) describes Wetland 1 as a palustrine scrub shrub
seasonally flooded wetland (PSSC) surrounding a palustrine aquatic bed permanently
flooded (PABH). The SCS map (1972) shows Wetland 1 as a wet spot within Everett-
Alderwood gravelly sandy loam. The WDNR Forest Practice Activity Map (2006)
depicts a non-fishbearing stream flowing generally southward from a wetland feature in
the northwestern corner of the property. Finally, the Federal Way Wetland and Stream
Inventory (2006) depicts a wetland in the northwestern corner of the property as well.
WETLAND 1 DESCRIPTION
Wetland 1 is approximately 2 acres in size. The southern boundary is defined by a steep
area of fill, the western edge by a relatively steep bank of native soil, and the northern
and eastern edges by gentle upland slopes. Wetland 1 likely receives water from
overland flow off surrounding uplands. The wetland may also receive some water from
groundwater discharge; however, significant seepage into the wetland was not observed
at the time of our July 2006 visit. Wetland 1 drains into an excavated drainage ditch on
the southeastern edge.
As described in our 2004 report, the wetland consists of a central area dominated by
yellow pond lily (Nuphar polysepalum, OBL) (Raedeke Associates, Inc. 2004). The
central area was ringed by a zone of emergent vegetation dominated by reed canarygrass
(Phalaris araendinacea, FACW) at the north end and by inflated sedge (Carex vesicaria,
OBL), common cattail (T)pha latifolia, OBL), and burreed (Sparganium spp. Not rated)
at the south end. The outer edges of the wetland consist of scrub -shrub vegetation
dominated by hardback spirea (Spiraea douglasii, FACW), with Western crabapple
(Males fusca, FACW) on the higher areas along the edge of the wetland.
DELINEATION UPDATE
We based our re -delineation on the presence of facultative or wetter vegetation, hydric
soils, and evidence of wetland hydrology. Because our field study was during the driest
time of year, direct indicators of wetland hydrology were not present. Thus we based the
wetland edge largely on the predominance of hydrophytic plants and hydric soils.
Secondary indicators of wetland hydrology observed included sediment stains on
vegetation and debris that was suspended in vegetation.
The only areas where we diverged from the 2003 delineation were on the north and
eastern portions of Wetland 1, where the slope to the upland was fairly gentle (less than
Mr. Kurt Wilson
September 5, 2006
Page 5
2% slope). In general the updated wetland edge was found to be no more than 8 to 10
feet from the former mapping. Where the slope was steeper, as found on the western side
of the wetland, we did not make any changes in the wetland edge.
Within the areas where we changed the wetland line, we found a gradual change from
upland vegetation, dominated by Douglas -fir (Pseudotsuga menziesii, FACU) and salal
(Gaultheria shallop, FACU), to a community of plants adapted to wetland conditions,
comprised of Western crabapple trees and saplings, with occasional trembling aspen
(Popirlus trentuloides, FAC+) saplings, and an fairly dense understory of hardhack spirea
and Pacific willow (Salix lucida, FACW+) saplings with very sparse ground cover. The
soils within the wetland edge were consistently hydric. The surface horizon (A horizon)
was generally black (IOYR 2/1) silt loam to fine sandy loam varying in depth between 7"
to 15". The soil beneath varied from very dark grayish brown (IOYR 3/2) loam to
gravelly sandy loam with redoximorphic features (mottles). Secondary indicators of
wetland hydrology in these areas included algal mats, bare ground (due to water
fluctuation and high biological activity), water marks on the persistent vegetation, and
debris left from flooding earlier in the year.
As described in our 2004 report, Wetland 1 would still be classified as a palustrine,
aquatic bed, rooted vascular (PAB3), palustrine, emergent, persistent (PEM1), and
palustrine, scrub -shrub, broad-leaved deciduous (PS S1) wetland according to the USFWS
(Cowardin et al. 1992) wetland classification system. The outlet channel that extends
from the south end of Wetland 1 to the metal pipe at the south parcel boundary does not
appear to meet criteria to be regulated as a stream under City of Federal Way (2004) code
because it is an artificial conveyance that was constructed where no natural stream
existed previously.
UPLAND DESCRIPTION
The area surrounding Wetland 1 was upland coniferous forest. The vegetation was
dominated by Douglas -fir trees with a subdominant component of a red alder (Ahms
rubra, FAC) trees and a dense understory of salal growing on well -drained very gravelly
sandy loam. The soils were a very dark brown (IOYR 2/2) gravelly loam overlying a
dark yellowish brown (10YR 3/4) very gravelly sandy loam. The soils at the time of our
site visit were dry to at least 14" below the surface.
PERMITTING
The City of Federal Way (2004) currently regulates activities within and adjacent to
wetlands and streams under Federal Way City Code, Chapter 22, "Environmentally
Sensitive Areas." However, an agreement was reached between Campus Gateway
Associates, Merlinos, Chase/MacLeod, and the City of Federal Way (1996) to set the
wetland boundaries and the required buffers for Wetlands 2, 3, and 4 on the Federal Way
Mr. Kurt Wilson
September 5, 2006
Page 6
Village property. The negotiated buffers for Wetland 2 are 100 feet. As stated in the
1996 Settlement Agreement, "The Property Owners are to benefit from any changes in
the City's regulations, however, if the regulations require greater buffers, the City shall
not require increased buffers on the Property" (Federal Way 1996, Section C. 1. d).
The agreement with the City also addresses mitigation for construction of the regional
detention facility impacts that would result in filling Wetlands 3 and 4. A wetland fill
permit for impacts to Wetlands 3 and 4 will be required by the City, but this should be a
pro forma process due to the agreement being set in place (Federal Way 1996).
Wetland 1, our current area of study, is not covered by the above mentioned agreement
and would be regulated under current (2004) City of Federal Way Code. It appears that
the updates to the Federal Way Code have not changed the wetland rating or the required
buffer. According to Section 22-1357, Wetland 1 would be a Class II wetland and
therefore assigned a 100 foot buffer, as it was under the 2003 Code. These buffers may
be reduced or averaged subject to the criteria in the Federal Way Code (Section 22-1359,
Structures, Improvements and Land Surface Modification within Regulated Wetland
Buffers, Federal Way 2004).
LIMITATIONS
We have prepared this report for the exclusive use of Federal Way Village LLC and their
consultants. No other person or agency may rely upon the information, analysis, or
conclusions contained herein without permission from Federal Way Village LLC.
The determination of ecological system classifications, fimctions, values, and boundaries
is an inexact science, and different individuals and agencies may reach different
conclusions. With regard to wetlands, the final determination of their boundaries for
regulatory purposes is the responsibility of the various agencies that regulate
development activities in wetlands. We camiot guarantee the outcome of such
determinations. Therefore, the conclusions of this report should be reviewed by the
appropriate regulatory agencies.
We warrant that the work performed conforms to standards generally accepted in our
field, and was prepared substantially in accordance with then -current technical guidelines
and criteria. The conclusions of this report represent the results of our analysis of the
information provided by the project proponent and their consultants, together with
information gathered in the course of the study. No other warranty, expressed or implied,
is made.
Mr. Kurt Wilson
September 5, 2006
Page 7
We hope that this information will be useful to you in preparing development plans for
your property. If you have any questions, please call me at (206) 525-8122.
Sincerely,
RAEDEKE ASSOCIATES, INC.
' E
Val Spooner Kelly, M.S.
Wetland/Forest Ecologist
-cc: Mr. Jon Potter
LITERATURE CITED
Cooke, S. 1997. A field guide to common wetland plants of Western Washington and
Northwestern Oregon. Seattle Audubon Society. Seattle, Washington.
Cowardin, L., F. Golet, V. Carter, and E. LaRoe. 1992. Classification of wetlands and
deepwater habitats of the United States. U.S.D.I. Fish and Wildlife Service Pub].
FWS/OBS-79/31. 103 pp.
Environmental Laboratory. 1987. Corps of Engineers Wetlands Delineation Manual.
Technical Report Y-87-1, US Army Engineers Waterways Experiment Station,
Vicksburg, Mississippi. 100 pp.
Federal Register. 1986. 40 CFR Parts 320 through 330: Regulatory programs of the
Corps of Engineers; final rule. Vol. 51. No. 219. pp. 41206-41260, U.S.
Government Printing Office, Washington, D.C.
Federal Way, City of. 1996. Settlement Agreement and Covenant between Campus
Gateway Associates, Merlinos, Chase/Mcleod; and the City of Federal Way.
May 15, 1996. 16 pps.
Federal Way, City of. 2006. Enviromnental Maps,
hU : // ww-vv. ci tyoffed eral w ay. coin/fo ld ers/li ome,`bu sinessec o n o mi cd ev e 1 o p lia ent/
citymaps/environmentalmaps/sens.Iitm. Accessed August 2, 2006.
Federal Way, City of. 2004. Federal Way Municipal Code, Article XIV, Critical
Areas. Effective November 16, 2004.
Mr. Kurt Wilson
September 5, 2006
Page 8
Hitchcock, C., and A. Cronquist. 1976. Flora of the Pacific Northwest. Univ. of
Washington Press, Seattle, Washington. 730 pp.
Mueller-Dormbois, D. and H. Ellenberg. 1974. Aims and methods of vegetation ecology.
John Wiley and Sons, New York. .547 pp.
Munsell Color. 2000. Munsell soil color charts. GretagMacbeth, New Windsor, NY.
Pojar, J., and A. MacKinnon. Plants of the Pacific Northwest Coast, Washington,
Oregon, British Columbia, and Alaska. B.C. Ministry of Forests; B.C. Forest
Service; Research Program.
Raedeke Associates, Inc. 2004. Wet Iand Assessment for Kitts Comer, Federal Way,
Washington. September 7, 2004 report Campus Gateway Associates, Bellevue,
Washington.
Reed, P., Jr. 1988. National list of plant species that occur in wetlands: Northwest
(Region 9). U.S.D.I. Fish and Wildlife Service. Biological Report 88 (26.9). 89
pp -
Reed, P., Jr. 1993. 1993 Supplement to list of plant species that occur in wetlands:
Northwest (Region 9). U.S.D.I. Fish and Wildlife Service. Supplement to
Biological Report 88 (26.9) May 1988.
Sheldon & Associates, Inc. 1995. Kitts Corner Area Wetlands Assessment. Prepared for
the City of Federal Way Surface Water Management. February 8, 1995.
Snyder, D., P. Gale, and R. Pringle. 1973. Soil Survey of King County area,
Washington. U.S.D.A. Soil Conservation Service. 100 pp.
U.S. Anny Corps of Engineers. 1991a. Special notice. Subject: Use of the 1987
wetland delineation manual. U.S. Army Corps of Engineers, Seattle District.
August 30, 1991.
U.S. Anny Corps of Engineers. 1991b. Memorandum. Subject: Questions and answers
on the 1987 manual. U.S. Army Corps of Engineers, Washington D.C. October
7, 1991. 7 pp. including cover Ietter by John P. Studt, Chief, Regulatory Branch.
U.S. Army Corps of Engineers. 1992. Memorandum. Subject: Clarification and
interpretation ofthe 1987 methodology. U.S. Arnry Corps of Engineers,
Washington D.C., March 26, I992. 4 pp. Arthur E. Williams, Major General,
U.S.A. Directorate of Civil Works.
Mr. Kurt Wilson
September 5, 2006
Page 9
U.S. Army Corps of Engineers. 1994. Public Notice. Subject: Washington regional
guidance on the 1987 wetland delineation manual. May 23, 1994, Seattle District.
8 pp.
U.S. Fish and Wildlife Service National Wetlands Inventory. 1987. Poverty Bay, 7.5
minute quadrangle.
Washington State Department of Ecology. 1997. Washington state wetlands
identification and delineation manual. March 1997. Publication No. 96-94. 88
pp. plus appendices.
Washington Department of Natural Resources. 2006. Forest Practices Base Map for
Section 20, Township 21 North, Range 4 East, W.M. August 9, 2006.
Wentworth, T. and G. Johnson. 1986. Use of vegetation in the designation of wetlands.
Final report to USDI Fish and Wildlife Service. North Carolina Agricultural
Service and N.C. State University, Raleigh. 107 pp.
/-)
January 11, 2007
Greg Fewins, Deputy Dir
City of Federal Way
P.O. Box 9718
LEONARD C.SCHAADT
• Certified Public Accountant •
1026 Bellevue Way S.E.
Bellevue, WA 98004
Telephone (425) 455-4772
Fax (425)453-2762
Community Dev.
Federal Way, WA 98063-9718
Dear Greg;
RECEIVED BY
"OMMUNITY DEVELOPMENT DEPARTMENT
JAN 16 Z007
The various property owners at Kitts Corner have joined together to form an LLC for the
purpose of dealing with the development and sale to Stateside Investments of the
property know as Kitts Corner. I am the manager acting on behalf of the new entity,
Kitts Corner Development, LLC.
For our records, I am enclosing exerts from the operating agreement of Kitts Corner
Development, LLC, that show the formation of the LLC, identifies the members, and
outlines the authority of the manager to manage the affairs of the LLC. I am also
enclosing a copy of the compensation agreement which identifies me as the manager.
If you need any additional information to show that I am authorized to act on behalf of all
of the property owners, please let me know.
Sincerely
Leonard C. Schaadt, CPA
Manager
Member: American Institute of Certified Public Accountants
and Washington Society of Certified Public Accountants
OPERATING AGREEMENT
OF
KITTS CORNER DEVELOPMENT, LLC
THIS OPERATING AGREEMENT (the "Agreement") is made and entered into
effective as of _ 9 - .27 - . 2004, by and between the Members in the Company who
have executed this Agreement.
RECITALS
A. The Members each own parcels of real estate located at Kitts Corner in
Federal Way, Washington, as described on the attached Exhibits A through E, which
together constitute the Project Real Estate.
B. The Members have been approached by Stateside Investments, LLC,
which is interested in purchasing the Project Real Estate, provided that certain
development permits and approvals have been obtained by the Members.
C. The Members have formed the Company in order to prepare the Project
Real Estate for acceptance of a development agreement with the City of Federal Way, and
to facilitate the sale to Stateside. The Members desire to contribute the Project Real
Estate to the Company and pursue the Project on the terms and conditions set forth in this
Agreement.
ARTICLE 1. DEFINITIONS
The following terms used in this Agreement shall have the following meanings
(unless otherwise expressly provided herein):
as well as any addition thereto pursuant to the next -to -last sentences
Sections 1.704-2(g)(1) and (i)(5) of the Regulations; and
(B) debit to such Capital Account the items described in
Sections 1.704-1(b)(2)(ii)(d)(4), (5) and (6) of the Regulations.
This definition is intended to comply with the provisions of Sections 1.704-1(b)(2)(ii)(d)
and 1.704-2 of the Regulations and will be interpreted consistently with those provisions.
1.14. "Designated Representative" means an individual designated by each
Member to act as that Member's representative for voting, notice, and all other purposes
in connection with the Company. Each Member grants to its Designated Representative
the power and authority to act on behalf of such Member in all matters relating to the
Company, and the Company and the other Members shall be entitled to rely on such
action as the action of the Member. The initial Designated Representatives of the
Members are as follows:
Member:
Kitts Corner Partners LLC
Campus Gateway Associates, L.P.
Merlino Tenancy in Common
Chase/MacLeod Tenancy in
Common
Knight/Cloe Tenancy in Common
Designated Representative:
Leonard C. Schaadt
Leonard C. Schaadt
Jean Merlin
John H. MacLeod
Wayne Knight
A Member may change its Designated Representative from time to time by
written notice to the Manager and the other Members.
ARTICLE 4. MEMBER INFORMATION
The names, addresses, capital contributions, values of contributed real estate, and
Percentage Interests of the Members are set forth on the attached SCHEDULE I, as
amended or restated from time to time. The Manager is hereby authorized and directed,
without further approval of the Members, to amend SCHEDULE I, from time to time, to
reflect the admission, withdrawal, and substitution of Members or changes in their names
and addresses, and to take whatever action the Manager deems appropriate or necessary
to update the Company's books and records to reflect such changes in the identity, names
and addresses of the Members. If, after admission to the Company as a Member, a
Member changes its name or address, or transfers part or all of its Membership Interest,
subject to the restrictions on transfer contained in this Agreement, the Member shall
promptly notify the Manager of such change to permit the updating of SCHEDULE I and
the Company's books and records.
ARTICLE 5. MANAGERS; RIGHTS AND DUTIES
5.1. Management. The business and affairs of the Company shall be managed
by the Manager. Except as provided in Section 6.3 below or otherwise expressly
provided in this Agreement, the Manager shall have full and complete authority, power
and discretion to manage and control the business, affairs and properties of the Company,
to make all decisions regarding those matters -and to perform any and all other acts or
activities customary or incident to the management of the Company's business. Unless
authorized to do so by the Manager, no Member, employee or other agent of the
Company shall have any power or authority to bind the Company in any way, to pledge
its credit or to render it liable for any purpose. Subject to the limitations set forth in this
Agreement, the Manager shall have full power and authority, on behalf of and at the
expense of the Company, to:
(a) acquire, improve, manage, operate, and, in accordance with the
Stateside Agreement, sell the Project Real Estate and any personal property of the
Company, including without limitation pursuing any permitting, platting, and other
governmental or other approvals necessary or appropriate in connection with the Project;
Operating Agreement - Final Page 7
#264820 18178-003 5 c407!.doc 9/15/04
COMPENSATION AGREEMENT
COMPENSATION AGREEMENT (the "Agreement") dated as of October ,
2004, between Kitts Corner Development, LLC, a Washington limited liability company
(the "Company"), and Leonard C. Schaadt ("Schaadt"). Capitalized terms not defined in
this Agreement shall have the meanings set forth in the Operating Agreement for the
Company dated as of September 27, 2004, as amended (the "Operating Agreement').
RECITALS
A. The Members of the Company own certain parcels of land located at Kitts
Corner in Federal Way, Washington. As further described in the Operating Agreement,
the Members have formed the Company for the purpose of acquiring, permitting,
preparing for acceptance of a development agreement with the City of Federal Way, and
ultimate selling such land to a third party.
B. Prior to the formation of the Company, Schaadt performed significant
services on behalf of the Members in furtherance of the purposes described above and in
connection with the formation of the Company itself. Pursuant to the Operating
Agreement, Schaadt has been appointed as the Manager of the Company.
C. The Company and Schaadt desire to enter into this Agreement to provide
for compensation to be paid to Schaadt for his services (i) to the Members prior to the
formation of the Company, and (ii) in his capacity as Manager of the Company (together,
the "Services").
AGREEMENTS
In consideration of the mutual promises and covenants contained in this
Agreement, and for other good and valuable consideration, the Company and Schaadt
agree as follows:
1. Services as Manager. Schaadt confirms his agreement to serve as the
Manager of the Company on the terms and conditions set forth in the Operating
Agreement.
2. Compensation. As compensation for the Services, the Company shall pay
Schaadt a management fee as follows:
2.1 If Schaadt is still serving as Manager at the closing of the sale of a
portion of the Project Real Estate, the Company shall pay him an amount equal to
of the gross sales price received by the Company at such closing.
'2.2 If, at the closing of the sale of a portion of the Project Real Estate,
Schaadt is no longer serving as Manager for any reason other than his removal by the
Members for cause (as defined below), the Company shall pay him an amount equal to
Compensation Agreement page 1
#284290 18178-003 63cy01!.doc 10/8/2004
r-1
of the gross sales price received by the Company at such closing.
2.3 If Schaadt has been removed as Manager for cause, then he shall
receive no further fee under this Agreement or Operating Agreement. For the purposes
of this Agreement, "cause" shall mean a material breach of his obligations as Manager
pursuant to the Operating Agreement and applicable law. Subject to Section 5.3 of the
Operating Agreement, any such removal and reduction in the management fee shall not
limit any other remedy that may be available to the Company or the Members at law or in
equity.
2.4 Any fee payable pursuant to this Agreement shall be paid to
Schaadt from escrow at the same time that funds are released from escrow to the
Company.
3. Applicable Law. This Agreement shall be governed by the laws of the
State of Washington.
4. Attorneys' Fees. In the event any action is brought regarding the
enforcement or interpretation of this Agreement, the prevailing parry in such action shall
be entitled to recover its reasonable attorneys' fees and costs.
5. Assignment. Neither party may assign its rights or obligations under this
Agreement without the prior written consent of the other; provided, that in the event of
Schaadt's death, any fee payable to him pursuant to this Agreement shall become a part
of Schaadt's estate and shall be distributed to his personal representative.
6. Effectiveness; Amendment. By its execution and delivery of this
Agreement, the Company confirms that this Agreement has been approved by the
Members of the Company as'provided in Section 6.3(b) of the Operating Agreement.
This Agreement may be amended only in writing signed by both parties. If an
amendment would increase the compensation to be paid to Schaadt or provide for
payment terms more favorable to him, that amendment shall become effective only upon
approval of the Members of the Company as provided in Section 6.3(b) of the Operating
Agreement.
DATED and effective as of the date first above written.
KITTS CORNER DEVELOPMENT, LLC,
a Washington limited liability company
its
Compensation Agreement page 2
#284290 18178-003 63cy01!.doc 10/8/2004
Transportation Engineering NorthWest, LLC
DATE: July 16, 2007
TO: Sarady Long
City of Federal Way Public Works Department
CC: Dan Biles, P.E.
SBI Developing
FROM: Jennifer Ting, P.E.
Transportation Engineering Northwest, LLC
RE: Federal Way Village - (07-100345-00-UP) - 33701 Pacific Highway S
Response to City of Federal Way Comments
This memorandum summarizes Transportation Engineering Northwest's (TENW) response
to comments made by the City of Federal Way in a Memorandum from Sarady Long to Janet
Shull dated June 7, 2007 regarding the Village at Federal Way UDPATED "transportation
Impact Study (TIS) dated May 8, 2007.
1. Updated in the TIS.
2. Updated in the TIS.
3. Intersection #23 and #28 updated in TIS. Improvement identified in report for
Intersection #37.
4. The traffic counts were conducted during weekday a.m. peak, weekday p.m. peak,
and weekend noon peak hours using standard traffic engineering practices.
Pedestrian lengths verified.
5. Noted and updated as necessary in TIS. The latest version that TENW as a
company has is HCS 2000.
6. Pierce Transit and King -County Metro comments ate provided in the appendices of
the TIS.
7. Updated in the TIS. However, please note, this project was stillincluded in
Table 24: Proportional Share Contributions (2009).
8. Based upon a meeting July 10, 2007 between the City of Federal Way, TENW, and
SBI Developing, we will continue to use the 1% growth rate for 2020 volumes, since
this has been our forecasting method since the original Kitts Corner TIS in 2004.
Only Intersection #41 decreased by —5% for 2009'& 2020 p.m. traffic volume
forecasts, which was based on an error in the forecasting spreadsheet. This has since
been updated. All other traffic volumes in 2009 increase from between 6% and over
30%, and in 2020 from approximately 15% to almost 40%. The discrepancy is based
upon the pipeline development projects added at each study intersection.
9. The reduction of internal capture trips is further clarified in the TIRESUBMITTED
10. Checked 2009 and 2020 horizon years and updated as necessary.
JUL 1 7 2007
www.tenw.com
PO Box 65254 ♦ Seattle, WA 98155 CITY OF FEDERAL WAY
Office/Fax (206) 361-7333 ♦ Toll Free (888) 220-7333 BUILDING DEPT.
Federal Way Village - (07-100345-00-UP) - 33701 Pacific Highway S
Response to City of Federal Way Comments
July 16, 2007
Page 2
11. Updated in TIS. Note, for both intersections, leg approach lanes and phasing is
based upon the Synchro horizon template provided to TENW from Rick Perez of
the City of Federal Way on 7-13-07. Baseline weekday p.m. peak hour traffic
volumes were also obtained from the Synchro horizon template for new leg
enter/exit movements only, assuming 2009 volumes. These weekday p.m. peak hour
traffic volumes were also factored to 2020 volumes using 2020 forecasting
methodology.
12. Updated per Comment #3.
13. Updated in TIS per King County standards.
14. Noted and updated in TIS as necessary.
15. Updated in TIS. No improvements anticipated with all TIP improvements identified
at the intersection.
16. Intersection #23 should be 21't Avenue SW / SW 336 h Street.
17. Updated in TIS.
18. Sight distance photo documentation is provided in the appendices of the TIS.
19. Turn -lane warrants and signal warrant sheets are provided in appendices of TIS.
Please note, traffic volumes were not reduced for pass -by trips but rather
redistributed at the site driveway intersections.
20. Supposed to analyze Intersection #45 instead of #10 — also per Comment #21
below. Updated in TIS.
21. Updated on Pages 31 and 36 of TIS.
22. Updated on Pages 31 and 36 of TIS.
23. Noted and updated in TIS.
24. Noted and updated in TIS.
25. Noted and updated in TIS.
26. Updated in TIS. No improvements anticipated with all TIP improvements identified
at the intersection.
27. Intersection #23 should be 21s1 Avenue SW / SW 336`' Street. Updated per
Comments #3, 12 & 16.
28. Updated on Pages 31 and 36 of TIS.
29. Updated in TIS.
30. Updated in TIS.
Transportation Engineering Northwest, LLC
PO Box 65254 ♦ Seattle, WA 98155
Office/Fax (206) 361-7333 ♦ Toll Free (888) 220-7333
HCS2000: Unsignalized Intersections Release 4.1f
TWO-WAY STOP CONTROL SUMMARY
Analyst: JGT
Agency/Co.: TENW
Date Performed: 02/05/2008
Analysis Time Period: PM Peak
Intersection: #34 - S 336 St & 13 P1 S
Jurisdiction: City of Federal Way
Units: U. S. Customary
Analysis Year: 2009 With Project
Project ID: Federal Way Village
East/West Street: S 336th Stret
North/South Street: 13th Place S
Intersection Orientation: EW Study period (hrs): 0.25
Vehicle Volumes and Adjustments
Major Street: Approach
Eastbound
Westbound
Movement
1
2
3
4
5 6
L
T
R I
L
T R
Volume
15
1093
50
50
1061 27
Peak -Hour Factor, PHF
0." GW.&5
0 _"_
D-9-5
0-r95 Q.,R6 ^1 1 • V
Hourly Flow Rate, HFR
15
1150
52
52
1116 28
Percent Heavy Vehicles
2
--
--
0
-- --
Median Type/Storage
TIAWA;t•�3i-�W�►TL
/
"jVJVI
RT Channelized?
Lanes
0 2 0
0 2 0
Configuration
LT TR
LT TR
Upstream Signal?
No
Yes
Minor Street: Approach
Northbound
Southbound
Movement
7
8
9
10
11
12
L
T
R
L
T
R
Volume
8S
0
36
55
0
27
Peak Hour Factor, PHF
( •U 0..95
0"e1•U
d 1.0
[3�(••a
0 'pel-v
0,�- 1.0
Hourly Flow Rate, HFR
87
0
57
0
28
Percent Heavy Vehicles
0
0
0
2
0
2
Percent Grade (%)
0
0
Flared Approach: Exists?/Storage
No 1
No /
Lanes
f, }� 0
1 0
0
1 0
Configuration
IT'
LTR
LTR
Approach
Movement
Lane Config
v (vph)
C(m) (vph)
v/c
95% queue length
Control Delay
LOS
Approach Delay
Approach LOS
Delay, Queue Length, and Level of -Service
EB
WB
Northbound
Southbound
1
4 17
8 9
10 11 12
LT
LT I
LTR
LTR
f�-
15
52
124
85
691
588
65
69
0.02
0.09
1.91
1.23
0.07
0.29
11.44
6.73
10.3
11.7
563.4
287.2
B
B
F
F
563.4
287.2
F
F
HCS2000: Unsignalized Intersections Release 4.1f
Phone: Fax:
E-Mail.
TWO-WAY STOP CONTROL(TWSC) ANALYSIS
Analyst: JGT
Agency/Co.: TENW
Date Performed: 02/05/2008
Analysis Time Period: PM Peak
Intersection: #34 - S 336 St & 13 Pl S
Jurisdiction: City of Federal Way
Units: U. S. Customary
Analysis Year: 2009 With Project
Project ID: Federal Way Village
East/West Street: S 336th Stret
North/South Street: 13th Place S
Intersection Orientation: EW Study period (hrs): 0.25
Vehicle Volumes and Adjustments
Major Street Movements 1 2 3 4 5 6
L T R L T R
Volume
15
1093
50
Y50
1061
27
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Peak-15 Minute Volume
4
288
13
13
279
7
Hourly Flow Rate, HFR
15
1150
52
52
1116
28
Percent Heavy Vehicles
2
--
--
0
--
--
Median Type/Storage
Undivided
/
RT Channelized?
Lanes
0
2 0
0
2 0
Configuration
LT
TR
LT
TR
Upstream Signal?
No
Yes
Minor Street MovementsF
7
8
9
10
11
12
L
T
R
L
T
R
Volume
83
0
36
u55
0
27
Peak Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Peak-15 Minute Volume
22
0
9
14
0
7
Hourly Flow Rate, HFR
87
0
37
57
0
28
Percent Heavy Vehicles
0
0
0
2
0
2
Percent Grade (%)
0
0
Flared Approach: Exists?/Storage
No
1
No /
RT Channelized?
Lanes
0
1 0
0
1 0
Configuration
LTR
LTR
Pedestrian Volumes
and
Adjustments
Movements
13
14
15
16
_
Flow (ped/hr) 10 0 0 10
Lane Width (ft)
Walking Speed (ft/sec)
Percent Blockage
Prog
Flow
vph
12.0 12.0
12.0
12.0
4.0 4.0
4.0
4.0
1 0
0
1
Upstream Signal Data
Sat Arrival
Green
Cycle
Prog.
Flow Type
Time
Length
Speed
vph
sec
sec
mph
Distance
to Signal
f eet
S2 Left -Turn
Through
S5 Left -Turn 259 1700 3 10 90 35 815
Through 602 1700 3 21 90 35 815
Worksheet 3-Data for Computing Effect of Delay to Major Street Vehicles
J� Movement 2 Movement 5
Shared In
volume, major
th vehicles:
0
Shared In
volume, major
rt vehicles:
0
Sat flow
rate, major th
vehicles:
1700
Sat flow
rate, major rt
vehicles:
1700
Number of
major street
through lanes:
2
Worksheet 4-Critical Gap and Follow-up Time Calculation
Critical Gap Calculation
0
0
1700
1700
2
Movement
1
4
7
8
9
10
11
12
L
L
L
T
R
L
T
R
t(c,base)
4.1
4.1
7.5
6.5
6.9
Y7.5
6.5
6.9
t(c,hv)
2.00
2.00
2.00
2.00
2.00
2.00
2.00
2.00
P(hv)
2
0
0
0
0
2
0
2
t(c,g)
0.20
0.20
0.10
0.20
0.20
0.10
Grade/100
0.00
0.00
0.00
0.00
0.00
0.00
t(3,lt)
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
t(c,T):
1-stage
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
2-stage
0.00
0.00
1.00
1.00
0.00
1.00
1.00
0.00
t(c)
1-stage
4.1
4.1
7.5
6.5
6.9
7.5
6.5
6.9
2-stage
T
��
Follow -Up
Time Calculations
Movement
1
4
7
8
9
10
11
12
L
L
L
T
R
L
T
R
t(f,base)
2.20
2.20
3.50
4.00
3.30
3.50
4.00
3.30
t(f,HV)
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
P (HV)
2
0
0
0
0
2
0
2
t(f)
2.2
2.2
3.5
4.0
3.3
3.5
4.0
3.3
Worksheet 5-Effect of Upstream Signals
Computation 1-Queue Clearance Time at Upstream Signal
Movement 2 Movement 5
V(t) V(l,prot) V(t) V(l,prot)
V'prog 602 259
Total Saturation Flow Rate, s (vph)
3400
3400
Arrival Type
3
3
Effective Green, g (sec)
21
10
Cycle Length, C (sec)
90
90
Rp (from Exhibit 16-11)
1.000
1.000
Proportion vehicles arriving on green P
0.233
0.111
g(ql)
12.2
6.1
g(q2)
2.6
0.5
g(q)
14.8
6.6
Computation 2-Proportion of TWSC Intersection Time blocked
Movement 2
Movement 5
V(t) V(l,prot)
V(t)
V(l,prot)
alpha
0.500
beta
0.667
Travel time, t(a) (sec)
15.841
Smoothing Factor, F
0.159
Proportion of conflicting flow, f
1.000
1.000
Max platooned flow, V(c,max)
3141
2317
Min platooned flow, V(c,min)
2000
2000
Duration of blocked period, t(p)
13.2
2.4
Proportion time blocked, p
0.000
0.174
Computation 3-Platoon Event Periods
Result
p(2)
�0.000
p(5)
0.174
p(dom)
0.174
p (subo)
0.000
Constrained or unconstrained?
U
Proportion
unblocked
(1)
(2)
(3)
for minor
Single -stage
Two -Stage
Process
movements, p(x)
Process
Stage I
Stage II
p(l)
0.826
p (4)
1.000
p (7)
0.826
p (8)
0.826
p(q)
1.000
p (10)
0.826
p(11)
0.826
p(12)
0.826
Computation 4 and 5
Single -Stage Process
Movement
1 4
7
8
9
10
11
12
L L
L
T
R
L
T
R
V c,x
1154 1202
1878
2464
601
1849
2476
592�
s
3000 3000
3000
3000
3000
3000
3000
3000
Px
0.826 1.000
0.826
0.826
1.000
0.826
0.826
0.826
V c,u,x
766 1202
1642
2351
601
1607
2366
86
C r.,x
843 588
67
36
448
70
36
956
C plat,x
697 588
55.
30
448
58
30
790
Two -Stage Process
7
8
10
11
Stagel Stage2 Stagel Stage2 Stagel Stage2 Stagel Stage2
V(c,X)
s 3000 3000 3000 3000
3000 3000
3000 3000
P(X)
V(c,u,x)
C(plat,x)
Worksheet 6-Impedance and Capacity Equations
Step 1: RT from Minor St. W_
9
12
Conflicting Flows _
601
592
Potential Capacity
448
790
Pedestrian Impedance Factor
1.00
0.98
Movement Capacity
448
777
Probability of Queue free St.
0.92
0.96
Step 2: LT from Major St.
4
1 ^
Conflicting Flows
1202 f
1154�
Potential Capacity
588
697
Pedestrian Impedance Factor
1.00
0.99
Movement Capacity
588
691
Probability of Queue free St.
0.91
0.98
Maj L-Shared Prob Q free St.
0.91
0.98
Step 3: TH from Minor St.
�8�
11
f
Conflicting Flows
J2464
2476
Potential Capacity
30
30
Pedestrian Impedance Factor
0.99
0.99
Cap. Adj. factor due to Impeding mvmnt
0.88
0.88
Movement Capacity
27
27
Probability of Queue free St.
1.00
1.00
Step 4: LT from Minor St.
7
10
Conflicting Flows
1878
1849
Potential Capacity
55
58
Pedestrian Impedance Factor
0.99
0.99
Maj. L, Min T Impedance factor
0.88
0.88
Maj. L, Min T Adj. Imp Factor.
0.91
0.91
Cap. Adj. factor due to Impeding mvmnt
0.87
0.83
Movement Capacity
48
48
Worksheet 7-Computation of the Effect of Two -stage Gap Acceptance
Step 3: TH from Minor St. 8 11
Part 1 - First Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
Probability of Queue free St.
Part 2 - Second Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding
mvmnt
Movement Capacity
Part 3 - Single Stage
Conflicting Flows
2464
2476
Potential Capacity
30
30
Pedestrian Impedance Factor
0.99
0.99
Cap. Adj. factor due to Impeding
mvmnt
0.88
0.88
Movement Capacity
27
27
Result for 2 stage process:
a
y
C t
27
27
Probability of Queue free St.
1.00
1.00
Step 4: LT from Minor St.
^'^W J�7
10
Part 1 - First Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding
mvmnt
Movement Capacity
Part 2 - Second Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding
mvmnt
Movement Capacity
Part 3 - Single Stage
Conflicting Flows
1878
1849
Potential Capacity
55
58
Pedestrian Impedance Factor
0.99
0.99
Maj. L, Min T Impedance factor
0.88
0.88
Maj. L, Min T Adj. Imp Factor.
0.91
0.91
Cap. Adj. factor due to Impeding
mvmnt
0.87
0.83
Movement Capacity
48
48
Results for Two -stage process:
a
y
C t
48
48
Worksheet 8-Shared Lane Calculations
Movement
7
8 9 10
11 12
L
T R L
T R
Volume (vph)
87
0 37 57
0 28
Movement Capacity (vph)
48
27 448 48
27 777
Shared Lane Capacity (vph)
65
69
Worksheet 9-Computation of Effect of Flared Minor Street Approaches
Movement
7
8 9
10 11
L
T R
L T
T 48
48 27
27 448
C sep f�
Volume
87
0 37
57 0
Delay
Q sep
Q sep +1
round (Qsep +1)
n max
C sh 65 69
SUM C sep
n
C act
Worksheet 10-Delay, Queue Length, and Level of Service
Movement
Lane Config
1
LT
4 7
LT
8 9
LTR
10 11
LTR
v (vph)
15
52
124
85
C (m) (vph)
691
588
65
69
v/c
0.02
0.09
1.91
1.23
95% queue length
0.07
0.29
11.44
6.73
Control Delay
10.3
11.7
563.4
287.2
LOS
B
B
F
F
Approach Delay
563.4
287.2
Approach LOS
F
F
Worksheet 11-Shared Major LT Impedance and Delay
12
R
777
28
12
Movement 2
_
Movement 5
p (oj )
0.98
0.91
v(il), Volume for
stream 2 or,5
0
0
v(i2), Volume for
stream 3 or 6
0
0
s(il), Saturation
flow rate for stream 2 or 5
1700
1700
s(i2), Saturation
flow rate for stream 3 or 6
1700
1700
P*(oj)
0.98
0.91
d(M,LT), Delay for
stream 1 or 4
10.3
11.7
N, Number of major
street through lanes
2
2
d(rank,l) Delay for stream 2 or 5
'k CITY OF
vz��
Federal Way
FRONTAGE IMPROVEMENTS CHECKLIST
The following checklist is intended to be used to assist Public Works Traffic Division in determining
streets frontage improvements requirement in meeting FWCC and Nexus.
I. Background
1. Project Name:
2. DRC meeting Date:
3. Project Location:
Federal Way Village
File Number:
Southwest corner of SR 99 and S 336t' St. intersection
4. Project Description: 149 townhome units and 255,950 s . ft. retails ace 59,500 s
Office, 178,850 sq retail and 17,600 s . restaurant).
5. Adjacent development within %Z mile of the proposed site:
® Commercial/Retail ❑ Schools/Parks
❑ Multi/Single Family
II. Frontage Improvements Per FWCC
1. Please check whether this is a new, redevelopment or expansion project.
® New ❑ Redevelopment ❑ Expansion
If this is a redevelopment or expansion project, please verify in meeting the 25 percent threshold
per FWCC 22-1473.
❑ Less than 25% ❑ Exceeds 25% ® N/A
2. Identify streets frontage improvements per FWCC (X-section and ROW dedication). All
frontage improvements including ROW dedication shall be from street centerline.
Streets Frontage
Street Cross
Section
ROW
Dedication
ff eet
ROW
Dedication
(Sq. Ft.)
A. SR 99
A
None
B. S 336 h St.
E
7' and 12'
13,692
C. Internal street - Residential
S
60'
96,000
D. Internal street: 13`h PI — S 340`h St.
R
66'
135,300
Total ROW dedication (sq. ft.)
244,992
Total ROW Dedication per code (300 Sq. ft. per daily trip) — 6,820 daily trips
2,046,000
III. Traffic Generation and Distribution
1. Identify Land Use Code and Trips for existing and future proposal during Critical Hours
(hours of largest impact) for analysis based on the Latest Institute of Transportation Engineers
Trip Generation Manual.
Existing Building Land Use Code: Vacant — Rezone to allow mixed use
Description:
Proposed Project Land Use:
Description:
230, 710, 820 and 931
Mixed Use — residential/office/retail
Peak Period
1. Existing Trips
(Credit)
2. Proposed Project
Trips
I
Net New Trips =
(2-1)
Morning Peak
257
257
Evening Peak
611
611
ADT
6,820
6,820
Saturday Peak
802
802
Saturday Daily
7,980
7,980
Sunday Peak
Sunday Daily
70
L70::�
2. Identify Pedestrian Trip Generation if available and provide data source. If not, estimate
pedestrian trip generated by proposed development. How many pedestrian trips will be
generated by the proposed project?
❑ None ® 1 or More
Please check expected pedestrian type.
® School
® General
Data source:
® Elderly
3. Trip Distribution. Existing land use and traffic condition should be used. If available and
applicable, the City's transportation model shall be used. Identify road(s) that new trips will be
using._ Describe location of new facilities and existing facilities impacted by increased traffic.
Identify site access points, functional classification, and ADT of streets fronting the proposed
development.
Streets Frontage
Classification
Access
Points
ADT
Est .New
PMTr.ps
A. SR 99
Arterial
2
i
329
B. S 336�' St.
Arterial
3
291
C. S 340' St.
Collector
1— Full
access
D.
Additional information: Two N/S internal streets are needed for access and safety. Street section
should be based on Com rehensive Plan and rezone agreement. PW director rnay modi these
section as deems necessary. SR 99 was im roved as part of SR 99 Phase 2 TIP pr9ject.
IV. Street Frontage Improvements - Transportation Improvement Plan (TIP) and Capital
Improvement Plan (CIP)
1. Is there any street frontage impacted by TIP/CIP? ® Yes ❑ No
If yes, please identify TIP/CIP project and cost:
SR 99 / S 336 h St. EB double left
a. If the deyelopment�roposa] has frontage on_a project listed in the City's Transportation
Improvement Plan (TIP) and that project is deemed fully funded, the Applicant shall dedicate
right -of -way -consistent with adopted Comprehensive Plan and aU additional planned turn
lanes.
b. If the development proposal has frontage on a project listed in the City's TIP and that project
is not fully funded, the Applicant shall pay a pro-rata share of the TIP project of the City's
estimated construction cost for street frontage improvements in accordance with the following
formula. In addition, the Applicant shall dedicate right-of-way consistent with adopted
Comprehensive Plan and any additional planned turn lanes.
Pro-rata — development site frontage X (TIP Project Cost — Value of Dedicated
share (linear feet) Right -of -Way)
total project frontage (linear
feet)
C. If the development proposal does not have frontage on a project listed on the City's Six -year
TIP, the Applicant shall dedicate right-of-way consistent with adopted Comprehensive Plan
and any additional turn lanes and construct these street frontage improvements.
V. Safety and Non -motorized Facilities
1. Check Transit Service and Pedestrian Facilities - Numbers of buses stopping and pedestrian
activities around the project.
® Adequate width of sidewalk (suggest min. of 5 feet)
❑ Sidewalks connect to Schools/Parks
® At ultimate grade
® Pedestrian facility connections to other development and bus stop
Location of bus shelters or drop-off areas:
2. Collision Data during latest 3 calendar years along streets frontage route.
A.
❑ None ❑ 1 to 3 ® 3+
B. S 336`h St.
❑ None ❑ 1 to 3 ❑ 3+
C.
❑ None ❑ 1 to 3 ❑ 3+
Verify Level of Service (LOS) and queues at impacted intersections next to street frontage.
No LOS deficiencies at SR 99 and S 3361h St. intersection, queuing problem due to EB left
turn queues. Suggest construct TWLTL along the site frontage for safe access and queue
management.
4. Identify Turning radii and sight distance at proposed accesses.
Additional ROW needed to meet future construction of SR 99/S 336th St. second EB left.
V1. Recommendation/Conclusion
1. Are street(s) frontage Improvements Warranted based on the analysis?
® Yes ❑ No
If warranted, please identify which frontages meets warrant and whether the applicant will be
required to build the improvements or contribute pro-rata.
Streets Frontage
Build
(Yes/No)
Contribute Pro-Rata
(Yes/No)
A. SR 99
Yes
B. S 336th St.
Yes
C. S 340th St.
Yes
D.
Additional comments on this project: S 340th Street must be improved for full access onto SR 99.
Construct internal streets for access and safety. Cross section may be reduced as determine app !nLate
the director.
CAFW Village\FW Village Frontage Checklist.doc
TIP Project'
Description
New Project PM
Peak Trlps2
Horizon Year with
Project Volume
Pro -Rats
Share
Project Costa
Project Pro -Rats
Contribution
la
City Center Access Phase 2
25
4,730
0.005
$3,500,000
$ 18,499
1 b
City Center Access Phase 3
37
5,364
0.007
$2,850,000
$19,659
lc
City Center Access Phase 4
25
3,755
0.007
$1 1,800,000
$78,562
2
PaclFic Highway S HOV Lanes, Phase 3 from S 284th St- 5R 509
$146,507
3
IS 348th Street between 9th Ave S and SR 99
$25,617
4
S 320th Street at 1 st Avenue 5
$82,522
5
SR 99 at S 356th St
55
3,588
0,015
$7,518,000
$1 15,242
7
S 348th Street at 1st Avenue 5
55
4,546
0.012
$2,430,000
$29,399
8
I Oth Ave SW / SW 344th St: SW Campus Dr to 21st Ave SW
$64,535
9
1st Ave S @ S 328th St
67
2,474
0.027
1 $459,000
$12,430
10
5 320th St at 2Oth Ave 5
49
3,719
0.013
1 $1,482,000
$19,526
11
21st Ave SW / SW 357th St: SW 356th St- 22nd Ave SW
$4,695
12
lFacillc Highway S HOV lanes, Phase 4 from SR 509 - S 312th 5t
$220,536
13
ISR 18 at SR 161
$28,871
15
S 356th St: SR 99 - SR 161
$52,790
17
S 352nd 5t: SR 99 to SR 161
$12,324
18
SW 320th St at 21st Avenue SW
18
3,957
1 0.005
$1,748,000
$7,951
19
S 320th St from 1st Ave 5 to 8th Ave S
$109,005
Total
$ 1,048,670
Transportation Engineering Northwest, LLC
Date Printed: 8/15/2007
TIP Project'
Description
New Project PM
Peak Trips2
Horizon Year with
Project Volume
Project Cost
Project Pro -Rats
Contribution
1 a
City Center Access Phase 2
25
4,730
$3,500,000
S 18,499
1 b
City Center Access Phase 3
37
5,364
$2,850,000
S 19,659
1 C
City Center Access Phase 4
25
3,755
$1 1.800,000
578.562
2
Paclfk Highway S HOV Lanes, Phase 3 from S 284th St - SR 509
SR 99: S 284th St to 5 288th St
18
3,312
$5,000,000
527,174
SR 99 S 288ds St to SR 509
24
3,342
S I D,0001000
$71,813
SR 99 @ SR 509
24
3,831
5800,000
$5,012
SR99: SR 509 to 18th Ave S
24
2,623
$5,000,000
542,508
SR 509 @ 16th Ave S/Redondo Way S
0
1,912
$600,000
so
3
S 34M Street between 9th Ave 5 and SR 99
S 348th St @ 9th Ave S
18
3,698
$600,000 1
$2,920
S 348th St: 9th Ave 5 to SR 99
19
3,468
$3,400,000
$18,627
_
S 348th St @ SR 99
79
5,825
5300,000
54,069
4
S 320th Street at 1 st Avenue S
S 320th St@ 1st Ave S
55
4.533
$4,156,000
$50,426
1st Ave S: S 316th St to 5 320th St
19
1,313
52,218,000
$32,096
5
SR 99 at S 356th St
SS
3,588
57,518.000
S1 15,242
7
5 348th Street at Ist Avemte S
55
4,546
$2,430,000
$29,399
8
1 Oth Ave SW / SW 344th St: SW Campus Dr to 213t Ave SW
12thAve SW W SW Campus Dr
37
4,111
$600,000
$4,486
12th Ave SW: SW Campus Dr to SW 340th St
37
4,1 1 1
$5,132,000
538,368
12111 Ave SW: SW 3401h St to SW 344th St
37
4,111
$100,000
$748
SW 344th St: 12th Ave SW to 17th Ave SW
37
4,1 1 1
S 1,720,000
$12,859
SW 344th St: 17th Ave SW to 21st Ave SW
37
4,1 1 1
$1,080,000
$8,074
9
1 st Ave S @ S 328th St
67
2,474
5459,000
S 12,430
10
S 320th 5t at 20th Ave S
49
3,719
$1,482,DDD
S 19,526
1 1
21st Ave SW 1 SW 3S7ih St: SW 356th St - 22nd Ave SW
SW 356th St @ 21st Ave SW
12
2,952
$400,000
$1,626
21st Ave SW: SW 356th St to SW 35701 Star SW 357th Su 21st Ave SW to 22nd Ave SW
12
2,952
5755,000
$3,069
12
Pacific H[ h w0y S HOV Lanes Phase 4 from SR 509 - 5 3120 St
SR 99: 18tis Ave S to 5 304th St
31
2,667
$6,467,000
$75,169
SR 99: S 304th St to S 308th St
31
2,863
$6,467,000
$70,023
SR 99: S 308th St to S 3I Oth St
31
2,648
$3,233,000
537,849
SR 99: 5 310th St to S 312th St
31
2,673
$3,233,000
$37,495
13
ISR18atSR161
SR 18 @ SR 161
122
7,770
$1,537,000
$24,133
SR 161 @ 5 352nd St
79
3,335
$200,000
$4,738
15
S 356th St: SR 99 - SR 161
SR 161 @ 5 356th St
79
2,993
$2,000,000
SS2,790
5 356th St: SR 99 to SR 161
0
1,228
$3,979,000
SO
17
S 352nd St: SR 99 to SR 161
SR I61 @ S 352nd St
79
7,770
S 1,000,000
S 10,806
S 352nd St: SR 99 to SR 161
0
7,770
$3,900,000
$0
SR 99 @ S 352nd St
37
7,770
$3.000,000
$1,518
18
ISW 320th St at 21st Avenue SW
18
3,957
$1,748,000
$7,951
19
S 320th 5t from 1st Ave S to 8th Ave S
S 320th St: Ist Ave S to Sth Ave S
12
2,873
53,362,000
$14,101
5 3206 St: 5th Ave S to 8th Ave S
12
2,878
$3,381.000
$1 4,097
SW 336th Way: 26th PI SW to SW 337th St
25
2,259
51,289,000
$14,265
$W 336th Way: SW 337th St to SW 340th PI
25
2,259
$860,00D
$9,517
SW 340th St: SW 340th PI to 30th Ave SW
25
2,259
$430,000
$4,759
SW 340d1 St- 30th Ave SW to 35th Ave SW
25
2,259
$2,149,000
$23,783
SW 340th St @ 35th Ave SW
24
2,006
$300,000
$3,589
SW 340th Si; 35th Ave SW to 38th Ave SW
18
1,520
$1,719,000
$20,357
SW 340th St @ Hoyt Rd SW
18
2,500
$630,000
54,536
Total
$1,048,670
Transportation Engineering Northwest, LLC
Date Printed: 8/15/2007
FINAL TRANSPORTATION IMPROVEMENT PLAN (TIP) - 2007 TO 2012
Traffic Mitigation Summary
Map
CAPITAL PROJECTS
Pro-rata Share Contributions
ID"
Location
Description
2007 TIP Cost
($1,000's)
New Trips
Horizon with
Project Volume
Cost Per
Trip
Total Pro-Rata
1a
City Center Access Phase 2
Desi n Study, Environmental analysis to improve access to City Center
3.500
25
4730
S 740
S 18.499
14
CAv Center Access Phase 3
Add 2nd SB left-lum lane. 3rd SB right -turn lane
2.850
37
5364
S 531
$ 19.659
1c
City Center Access Phase 4
Widen S 320Ih St brid a over 1-5. realign loop ramp and NB off-ramD
11.B00
25
3755
S 3.142
$ 76,562
2'
SR 99 HOV Lanes Phase 3: S 2841h St - SR 509
Add HOV lanes, 2nd SB left-tum lane @ 286th, install raised median, signal
a SR 509 Q Redondo Wy S with interconnect to 11 th PI S
21 a00
$ 146.514
3"
S 348th St: 9lh Ave S - SR 99
Add HOV lanes, 2nd NB left-lum lane on SR 99, install raised median,
under ound utilities
4.300
$ 25.617
4•
S 3201h St 0 15t Ave S
Add 2nd NB, WB left-tum lanes, WB right -turn lanes, widen 1st Ave S to 5
lanes to S 3161h St.
6.374
$ 62.522
5
SR 99 Q S 356th SI
Add WB thru lane. ES. NB left-tum lanes
7.518,
55
3588
S 2.095
$ 115,242
7
S 348th St Q 1st Ave S
Add WB. SB right -turn lanes, 2nd EB, WB left -turn lanes
2.430
55
4546
S 535
$ 29.399
8•
101h Ave SW / SW.3441h SL SW Campus Dr- 21st Ave SW
Extend 3-lane coBeclors, sidewalks street li his
a,632
$ 64.535
9
1sl Ave S S 3281h St
Install raised median, improve access at 328th
459
67
2474
S 186
S 12.430
10
S 3201h St a 201h Ave S -
Add 2nd left-tum lanes EB, WB
1.482
49
3719
S 398
S 19.526
11'
21 st Ave SW / SW 3571h St: SW 3561h St - 22nd Ave SW
Extend 2-lane collector, si nal modifications
1.155
S 4.695
12"
SR 99 HOV Lanes Phase 4: SR 509 - S 3121h St
Add HOV lanes, install raised median
19.400
S 220.536
13'
SR 18 a SR 161
Add ES, WB right -turn lanes, 3rd WB lefl-turn lane, 2nd NB right -turn lane,
add 3rd lane on SR 161 SB to S 352nd St
1.737
S 28.871
15'
S 356th St SR 99 - SR 161
Widen to 5 lanes, bike lanes sidewalks. illumination
5,971D
5.200
$ 52.790
17•
S 352nd St: SR 99 - SR 161
Extend 3 lane principal collector and si nal at SR-99
S 12.324
18
SW 320th St fl 21st Ave SW
Interconnect to 26th Ave SW with the addition of a 2nd WB left-tum lane
1,748
16
3957
$ 442
S 7.951
19'
S 3201h St 1sl Ave S - Bth Ave S
Add HOV lanes. install raised median
6.763
$ 28.199
23`
SVV 330ih WV SW 340th SL 26th PI SW - Floyt Rd
Widen to 5lanes
7.377
$ 80.806
Subtotal Capital Projects
134.901
TOTAL $ 1,048,677
%Total Fees
1.76
1.87
7.49
13.97
2.44
7.87
10.99
2.80
6.15
1.19
1.86
0.45
21.03%
2.75
5.03
1.18%
0.76
2.69
7.71 %
100.00
City of Federal Way
Location Report
8/25/2006
Report Period: 01/01/2003 to 12/31/2005
Location: 1 AV S at S 356 ST
Year 2003
Collision
Time Of
Case
Direction
Num
Num
Hit &
Tot
Date
Collision
Number
Type of Collision
Veh 1
Veh 2
Fat
Inj
PDO
Run
Veh
Sun- 1/12/2003
01:10 PM
030636
Rear End
W->E
W->E
0
P
2
Sun-3/23/2003
02:00 AM
03004094
Rear End
N->S
N->E
0
P
2
Mon-3/31 /2003
02:46 PM
034544
Rear End
N->S
N->S
0
P
2
Wed-4/2/2003
10:06 PM
034674
Right Angle
E->W
N->S
0
P
2
Tue-4/8/2003
02:43 PM
034940
Approach Turn
W->N
E->W
0
1
2
Wed-4/30/2003
09:01 AM
036029
Rear End
W->E
W->E
0
P
2
Tue-5/20/2003
01:24 PM
037067
Approach Turn
W->N
E->W
0
P
2
Thu-5/29/2003
02:18 PM
037523
Approach Turn
W->N
E->W
0
1
2
Sun-7/27/2003
03:05 PM
0310638
Rear End
N->S
N->S
0
1
2
Thu-12/4/2003
09:30 AM
0317096
Rear End
W->E
W->E
0
2
2
Sat-12/27/2003
08:28 PM
03018275
Rear End
E->W
E->W
0
1
2
Number of Collisions:
11
Totals:
0
6
6
0
22
Year 2004
Collision
Time Of
Case
Direction
Num
Num
Hit &
Tot
Date
Collision
Number
Type of Collision
Veh 1
Veh 2
Fat
Inj
PDO
Run
Veh
Fri-1/30/2004
06:27 PM
04001514
Pedestrian/Cyclist Involved
N->W
0
P
1
Tue-2/10/2004
07:55 AM
042069
Approach Turn
E->S
W->E
0
1
2
Sat-3/27/2004
11:00 AM
044356
Approach Turn
N->S
S->W
0
1
2
Mon-8/23/2004
06:35 AM
0411796
Rear End
E->W
E->W
0
P
2
Wed-9/l/2004
11:00PM
0412243
Rear End
W->E
W->E
0
P
3
Wed-9/29/2004
07:15 AM
0413516
Approach Turn
E->S
W->E
0
1
2
Thu-10/7/2004
12:14 PM
0413916
Right Angle
W->N
N->S
0
2
2
Wed-11/3/2004
05:59 PM
0415304
Approach Turn
E->W
W->N
0
2
2
Thu-12/9/2004
06:03 PM
04017085
Approach Turn
W->N
E->W
0
1
3
Wed-12/15/2004
06:20 PM
0417370
Rear End
N->W
N->W
0
P
2
Number of Collisions:
10
Totals:
0
8
4
0
21
Year 2005
Collision
Time Of
Case
Direction
Num Num
Hit & Tot
Date
Collision
Number
Type of Collision
Veh 1
Veh 2
Fat Inj
PDO
Run Veh
Thu-1/6/2005
06:39 AM
05000242
Head On
E->W
W->E
0
P
2
Sun-1/23/2005
04:47 PM
051164
Approach Turn
N->E
S->N
0
P
2
Tue-2/8/2005
08:47 AM
051973
Approach Turn
E->W
W->N
0
P
2
Pagel
Sun-4/ 10/2005
Wed-6/8/2005
Fri-7/ l /2005
Wed-8/3/2005
Mon-8/15/2005
Sun-8/21/2005
Sun-8/28/2005
Thu-9/22/2005
Fri-10/7/2005
Number of Collisions: 12
Grand Totals:
Number of Collisions:
Number of Vehicles Involved:
Number of Fatalities:
Number of Injuries:
Number of PDOs:
Collision Rate: 0.00
09:50 AM
055060
Rear End
07:50 AM
0508134
Approach Turn
12:54 AM
059321
Approach Turn
04:52 PM
0511331
Rear End
03:42 AM
0512024
Rear End
09:54 AM
0512380
Approach Turn
09:33 PM
0512792
Approach Turn
07:15 PM 05014145
Rear End
10:00 PM 05014958
Rear End
33
69
0 (0.00%)
13/16 (39.39%)
20 (60.61 %)
Pagel
W->E
W->N
0
P
2
E->S
W->E
0
P
2
W->N
E->W
0
P
2
W->E
W->E
0
P
4
W->E
W->E
0 1
2
N->E
S->N
0
P
2
W->N
E->W
0 1
H 2
W->E
W->E
0
P
2
W->E
W->E
0
P
2
Totals:
0 2
10
1 26
Type of Collision
Time Right Side- Rear Head Fixed Appr. Ped. Back- All Hourly
Of Day Angle Swipe End On Object Turn Bike ing Others Totals
City of Federal Way
Statistical Report
8/25/2006
Time of Day Vs Type of Collision
Report Period: O1/01/2003 to 12/31/2005
Location: 1 AV S at S 356 ST and MILITARY RD S
Mid - 12:59
1
1
1:00 - 1:59
0
2:00 - 2:59
1
1
3:00 - 3:59
1
1
4:00 - 4:59
0
5:00 - 5:59
0
6:00 - 6:59
1 1
2
7:00 - 7:59
3
3
8:00 - 8:59
1
1
9:00 - 9:59
3
1
4
10:00 - 10:59
0
11:00 - 11:59
1
1
Noon - 12:59
1
1
13:00 - 13:59
1
1
2
14:00 - 14:59
1
2
3
15:00 - 15:59
1
1
16:00 - 16:59
1
1
2
17:00 - 17:59
1
1
18:00 - 18:59
1
1
1 3
19:00 - 19:59
1
1
20:00 - 20:59
1
1
21:00 - 21:59
1
1
22:00 - 22:59
1
1
2
23:00 - 23:59
1
1
Totals:
2
0 15 1
0 14
1 0 0 33
Percentages:
6.06
0.00 45.45 3.03
0.00 42.42
3.03 0.00 0.00 100.00
Transportation Engineering NorthWest, LLC
DATE: August 17, 2007
TO: Sarady Long
City of Federal Way Public Works Department
CC: Dan Biles, P.E.
SBI Developing
Memorandum
FROM: Jennifer Ting, P.E.-
Transportation Engineering Northwest, LLC
1'
RE: Federal Way Village - (07-100345-00-UP) - 33701 Pacific Highway
PIRES lC / ��'
Addendum with Response to City of Federal Way Comments
This memorandum serves as an addendum to the Village at Federal flay UPDATED
Transportation Impact Study on July 16, 2007 and summarizes Transportation Engineering
Northwest's (TENW) response to comments made by the City of Federal Way in an Email
from Sarady Long on August 15, 2007 (see Attachment A).
Phase I of the development would consist of 94 residential units. Phase II of the
development would consist of 55 residential units and 255,950 square feet of
commercial space.
The site plan in the TIA is the most recent with 94 residential units shown on the
west side of the property. A total of 55 residential units are located within Buildings
A, E & F on the east side of the property.
2. The City's concerns are noted. Based upon approximately 58 percent of collisions
(19 out of 33) at the intersection involving westbound left -turns, we recommend that
westbound left -turns be protected. In addition, permitted+over phasing should be
provided for southbound right -turns based upon approximately 24 percent of
collisions (8 out of 33) at the intersection involving southbound right -turns. Please
note these measures are independent of the proposed Village at Federal Way
development as they represent existing safety issues.
These improvements were assumed to be constructed under 2009 and 2020 without
and with project conditions. This intersection would operate at LOS C with a v/c
ratio less than 1.00 during the weekday p.m. peak hour in 2009 and 2020. S n, cy hro6
results are provided in Attachment B.
3. The LOS results for this intersection were saved from the S n�y ebro software program
to the HCS2000 software program. The City is correct. HCS2000 identifies the
intersection's v/c ratio at 0.95. HCS2000 results are provided in Attachment B.
www.tenw.com
PO Box 65254 ♦ Seatde, WA 98155
Office/Fax (206) 361-7333 ♦ Toll Free (888) 220-7333
Federal Way Village - (07-100345-00-UP) - 33701 Pacific Highway S
Addendum with Response to City of Federal Way Comments
August 17, 2007
Page 2
4. Intersection #36 would operate at LOS D with a v/c ratio less than 1.00 with and
without the project in 2009. S nrncchm results are provided in Attachment B.
For Intersection #37 comment, see #2 above.
5. Unsure of this comment. No intersection is specified. It could potentially be
Intersection #10, however, there was no analysis of a southbound right -turn only
lane at this intersection.
6. The LOS results for Intersections #34 and #36 in Table 14 was saved from the
S m� chro6 software program to the HCS2000 software program. HG:identifies
Intersection #34 with a v/c ratio of 0.59 with the project and Intersection #36 with
a v/c ratio of 0.98 without the project and 0.99 with the project. See #4 above for
Intersection #36 LOS results. HCS2000 results are provided in Attachment B.
7. Noted.
8. The LOS results for Intersection's #15 & #16 in Table 15 were saved from the
S n�y chm software program to the HCS2000 software program. HCS2000 identifies
v/c ratios at both intersections to be greater than 1.00 without and with the project
during the 2020 weekend peak hour (results are provided in Attachment B). Since
these LOS deficiencies occur during the weekend peak period and improvement is
warranted without the project, the City would not require the applicant to mitigate
for these LOS deficiencies.
Comment about SR 99/S 320`' Street is noted.
9. TENW reviewed the city's proportional share contribution calculations for this
development. Based upon emails sent, the Proportional share calculations are
provided in Attachment C. The total contribution is estimated at $1,048,670.
Transportation Engineering Northwest, LL'C
PO Box 65254 ♦ Seattle, WA 98155
Office/Fax (206) 361-7333 ♦ Toll Free (888) 220-7333
Attachment A
Email Correspondence for Federal Way Village
(August 15, 2007)
www.tenw.com
PO Box 65254 ♦ Seattle, WA 98155
Office/Fax (206) 361-7333 ♦ Toll Free (888) 220-7333
Jenny Ting
From: Sarady Long [Sarady.Long@cityoffederalway.com]
Sent: Wednesday, August 15, 2007 10:24 AM
To: Jenny Ting
Cc: danb@soundbuilthomes.com
Subject: RE: Federal Way Village
Jenny,
Here is my TIA comments. I also attached my pro-rata share calculation toward impacted TIP projects. Please
review and let me know if you concur with my calculations and I will proceed with SEPA condition. Overall, the
mitigation has bee reduced by approx. $40,000.
TU Comments
1. The TIA did not address whether this project would be a phase project i.e. residential as phase I and
commercial as phase II. Please clarify. Also, it appears the latest site plan only depicted 94 residential
units vs. the TIA of 149.
2. Collision History - Staff does not concur with the TIA recommendation to modify signal phasing at 1st
Ave S / S 356th St. to split phase for the northbound and southbound direction and with a overlapping
phase for the southbound right. The TIA identified a total of 33 collisions over a three years period,
however the analysis did not break down as to how many are southbound or northbound related. Based
on analysis performed by staff, of the 33 collision only seven collisions (3 approach turns and 4 rear -
ends) are related to the northbound and southbound. From the collision data, staff does not support the
TIA recommendation. Please verify and provide recommendation to staff.
3. Table 4 on Page 13 - The 2006 Weekday LOS analysis for 9th Ave S / S 348th St. intersection indicates a
V/C ration of 1.01. This is not correct. Per the HCS software, the V/C ration should be 0.95 (Xc).
4. Table 11 on page 24 -The EB/WB left for intersection # 36 (9th Ave S / S 348th St.) should be analyzed
as protected not protected/permitted phase. Also, intersection #37 NB/SB direction should not run as split
phase if there is not safety related concerns.
5. Table 12 on page 25 - Remove SB right turn lane from the 2009 Weekend LOS analysis.
6. Table 14 on page 26 - Intersection #34 and 36. Provide V/C ration from HCS using Xc.
7. Table 14 on page 26 -As shown, intersection #23 (21St Ave SW / SW 336th St.) and #28 (23rd Ave S / S
320th St.) will not meet the adopted LOS standard in 2020. The City has identified improvement to
intersection #23 as part of the 2008-2014 TIP and will present this to the City Council for adoption.
Intersection #28 LOS deficiencies would be addressed as part of the City's Center Access Study which is
currently underway.
8. Table 15 on page 27 -Intersection #15 and 16. Please show Xc V/C ratio from HCS. Also, the TIA
identified LOS deficiencies at SR 99 / S 320th Street intersection during the 2020 weekend peak hour.
Since the LOS deficiencies occur during the weekend peak period and improvement is not warranted
without the project, the city would not require the applicant to mitigate the LOS deficiencies.
9. Staff has reviewed the proportional share contributions in Table 24 on page 37. The total contribution has
been reduced to $1,048,700. Please see attached calculation and provide comments.
8/17/2007
Attachment B
Detailed Level of Service Summary Sheets
Transportation Engineering Northwest, LLC
PO Box 65254 ♦ Seattle, WA 98155
Office/Fax (206) 361-7333 ♦ Toll Free (888) 220-7333
HCM Signalized Intersection Capacity Analysis
37: S 356 St & 1 Av S
8/17/2007
--►
'-
4%
t
4
Movement
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Lane Configurations
if
Ideal Flow (vphpl)
1900
1900
1900
1900
1900 1900
1900
1900
1900
1900
1900
1900
Grade (%)
-4%
5%
3%
1 %
Total Lost time (s)
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
Lane Util. Factor
1.00
1.00
1.00
1.00
0.95
1.00
1.00
1.00
1.00
1.00
1.00
Frpb, ped/bikes
1.00
1.00
0.94
1.00
0.99
1.00
1.00
0.97
1.00
1.00
0.99
Flpb, ped/bikes
1.00
1.00
1.00
0.99
1.00
0.98
1.00
1.00
0.98
1.00
1.00
Fri:
1.00
1.00
0.85
1.00
0.97
1.00
1.00
0.85
1.00
1.00
0.85
Fit Protected
0.95
1.00
1.00
0.95
1.00
0.95
1.00
1.00
0.95
1.00
1.00
Satd. Flow (prot)
1823
1919
1534
1729
3378
1727
1853
1523
1725
1853
1552
Fit Permitted
0.95
1.00
1.00
0.46
1.00
0.71
1.00
1.00
0.74
1.00
1.00
Satd. Flow (perm)
1823
1919
1534
831
3378
1285
1853
1523
1337
1853
1552
Volume (vph)
250
526
20
41
673
137
20
30
42
298
73
753
Peak -hour factor, PH
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
Adj. Flow (vph)
263
554
21
43
708
144
21
32
44
314
77
793
RTOR Reduction (vph)
0
0
9
0
14
0
0
0
33
0
0
17
Lane Group Flow (vph)
263
554
12
43
838
0
21
32
11
314
77
776
Confl. Peds. (#/hr)
10
10
10
10
10
10
10
10
Heavy Vehicles
1 %
1 %
1 %
1 %
1 %
1 %
1 %
1 %
1 %
2%
2%
2%
Turn Type
Prot
Perm
pm+pt
Perm
Perm
Perm
pm+ov
Protected Phases
1
6
5
2
4
8
1
Permitted Phases
6
2
4
4
8
8
Actuated Green, G (s)
37.0
70.2
70.2
41.2
37.2
30.8
30.8
30.8
30.8
30.8
67.8
Effective Green, g (s)
37.0
70.2
70.2
41.2
37.2
30.8
30.8
30.8
30.8
30.8
67.8
Actuated g/C Ratio
0.31
0.59
0.59
0.34
0.31
0.26
0.26
0.26
0.26
0.26
0.56
Clearance Time (s)
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
Vehicle Extension (s)
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
Lane Grp Cap (vph)
562
1123
897
315
1047
330
476
391
343
476
942
v/s Ratio Prot
0.14
0.29
0.00
c0.25
0.02
0.04
c025
v/s Ratio Perm
0.01
0.04
0.02
0.01
c0.23
0.26
v/c Ratio
0.47
0.49
0.01
0.14
0.80
0.06
0.07
0.03
0.92
0.16
0.82
Uniform Delay, d1
33.5
14.5
10.4
26.5
38.0
33.7
33.7
33.4
43.3
34.6
21.2
Progression Factor
0.88
1.13
1.86
0.40
0.39
1.00
1.00
1.00
1.17
1.24
0.62
Incremental Delay, d2
0.2
1.2
0.0
0.0
3.6
0.0
0.0
0.0
24.6
0.0
4.9
Delay (s)
29.6
17.6
19.4
10.7
18.4
33.7
33.8
33.4
75.1
42.9
18.1
Level of Service
C
B
B
B
B
C
C
C
E
D
B
Approach Delay (s)
21.4
18.0
33.6
34.8
Approach LOS
C
B
C
C
Intersection Scsmrrra
__
HCM Average Control Delay
26.1
HCM Level of Service
C
HCM Volume to Capacity ratio
0.82
Actuated Cycle Length (s)
120.0
Sum of lost time (s)
10.0
Intersection Capacity Utilization
89.0%
ICU Level of Service
E
Analysis Period (min)
15
c Critical Lane Group
2009 Without Project PM Peak Synchro 6 Report
Transportation Engineering Northwest Page 1
HCM Signalized Intersection Capacity Analysis
37: S 356 St & 1 Av S
*
I8/1712007
Movement
`
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�.-
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ML
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Lane Configurations
I
+
r
+T
I
I
+
Ideal Flow (vphpi)
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Grade (%)
-4%
5%
3%
1 %
Total Lost time (s)
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
Lane Util. Factor
1.00
1.00
1.00
1.00
0.95
1.00
1.00
1.00
1.00
1.00
1.00
Frpb, ped/bikes
1.00
1.00
0.94
1.00
0.99
1.00
1.00
0.97
1.00
1.00
0.98
Flpb, ped/bikes
1.00
1.00
1.00
0.99
1.00
0.98
1.00
1.00
0.98
1.00
1.00
Frt
1.00
1.00
0.85
1.00
0.97
1.00
1.00
0.85
1.00
1.00
0.85
Fit Protected
0.95
1.00
1.00
0.95
1.00
0.95
1.00
1.00
0.95
1.00
1.00
Satd. Flow (prot)
1823
1919
1534
1729
3378
1727
1853
1523
1725
1853
1552
Fit Permitted
0.95
1.00
1.00
0.46
1.00
0.70
1.00
1.00
0.73
1.00
1.00
Satd. Flow (perm)
1823
1919
1534
829
3378
1278
1853
1523
1330
1853
1552
Volume (vph)
256
529
20
41
676
137
20
36
42
298
79
759
Peak -hour factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
Adj. Flow (vph)
269
557
21
43
712
144
21
38
44
314
83
799
RTOR Reduction (vph)
0
0
9
0
14
0
0
0
33
0
0
16
Lane Group Flow (vph)
269
557
12
43
842
0
21
38
11
314
83
783
Confl. Peds. (#/hr)
10
10
10
10
10
10
10
10
Heavy Vehicles (°Ia)
1 %
1 %
1 %
1 %
1 %
1 %
1 %
1 %
1 %
2%
2%
2%
Turn Type
Prot
Perm
pm+pt
Perm
Perm
Perm
pm+ov
Protected Phases
1
6
5
2
4
8
1
Permitted Phases
6
2
4
4
8
8
Actuated Green, G (s)
36.7
69.8
69.8
41.1
37.1
31.2
31.2
31.2
31.2
31.2
67.9
Effective Green, g (s)
36.7
69.8
69.8
41.1
37.1
31.2
31.2
31.2
31.2
31.2
67.9
Actuated g/C Ratio
0.31
0.58
0.58
0.34
0.31
0.26
0.26
0.26
0.26
0.26
0.57
Clearance Time (s)
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
Vehicle Extension (s)
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
Lane Grp Cap (vph) 558
1116
892
314
1044 332
482
396
346
482
943
v/s Ratio Prot 0.15
0.29
0.00
c0.25
0.02
0.04
c0.25
v/s Ratio Perm
0.01
0.04
0.02
0.01
c0.24
0.25
v/c Ratio 0.48
0.50
0.01
0.14
0.81 0.06
0.08
0.03
0.91
0.17
0.83
Uniform Delay, dl 33.9
14.8
10.6
26.6
38.1 33.4
33.5
33.1
43.0
34.4
21.3
Progression Factor 0.96
1.02
1.54
0.50
0.48 1.00
1.00
1.00
1.20
1.25
0.54
Incremental Delay, d2 0.2
1.2
0.0
0.0
3.7 0.0
0.0
0.0
22.9
0.1
5.2
Delay (s) 32.6
16.4
16.4
13.2
22.0 33.4
33.6
33.1
74.7
43.2
16.6
Level of Service C
B
B
B
C C
C
C
E
D
B
Approach Delay (s)
21.5
21.6
33.3
33.7
Approach LOS
C
C
C
C
Intersection Summary
HCM Average Control Delay
26.7
HCM Level of Service
C
HCM Volume to Capacity ratio
0.83
Actuated Cycle Length (s)
120.0
Sum of lost time (s)
10.0
Intersection Capacity Utilization
89.5%
ICU Level of Service
E
Analysis Period (min)
15
c Critical Lane Group
2009 With Project PM Peak Synchro 6 Report
Transportation Engineering Northwest Page 1
HCM Signalized Intersection Capacity Analysis
37: S 356 St & 1 Ay S 8/17/2007
Movement - - - EBL-. -
Ir .- 4\ 140.
NBR
Lane Configurations
I
t
r
Vi
tTa
+
if
Vi
t
r
Ideal Flow (vphpl)
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Grade (%)
-4%
5%
3%
1 %
Total Lost time (s)
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
Lane Util. Factor
1.00
1.00
1.00
1.00
0.95
1.00
1.00
1.00
1.00
1.00
1.00
Frpb, ped/bikes
1.00
1.00
0.94
1.00
0.99
1.00
1.00
0.97
1.00
1.00
0.98
Flpb, ped/bikes
1.00
1.00
1.00
0.99
1.00
0.98
1.00
1.00
0.98
1.00
1.00
Frt
1.00
1.00
0.85
1.00
0.97
1.00
1.00
0.86
1.00
1.00
0.85
Fit Protected
0.95
1.00
1.00
0.95
1.00
0.95
1.00
1.00
0.95
1.00
1.00
Satd. Flow (prot)
1805
1900
1519
1713
3345
1710
1835
1509
1725
1853
1551
Fit Permitted
0.95
1.00
1.00
0.44
1.00
0.70
1.00
1.00
0.73
1.00
1.00
Satd. Flow (perm)
1805
1900
1519
792
3345
1267
1835
1509
1335
1853
1551
Volume (vph)
269
566
22
44
724
147
22
32
46
321
78
814
Peak -hour factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
Adj. Flow (vph)
283
596
23
46
762
155
23
34
48
338
82
857
RTOR Reduction (vph)
0
0
10
0
14
0
0
0
35
0
0
14
Lane Group Flow (vph)
283
596
13
46
903
0
23
34
13
338
82
843
Confl. Peds. (#/hr)
10
10
10
10
10
10
10
10
Turn Type
Prot
Perm
pm+pt
Perm
Perm
Perm
pm+ov
Protected Phases
1
6
5
2
4
8
1
Permitted Phases
6
2
4
4
8
8
Actuated Green, G (s)
36.7
69.0
69.0
40.3
36.3
32.0
32.0
32.0
32.0
32.0
68.7
Effective Green, g (s)
36.7
69.0
69.0
40.3
36.3
32.0
32.0
32.0
32.0
32.0
68.7
Actuated g/C Ratio
0.31
0.57
0.57
0.34
0.30
0.27
0.27
0.27
0.27
0.27
0.57
Clearance Time (s)
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
Vehicle Extension (s)
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
Lane Grp Cap (vph)
552
1093
873
297
1012
338
489
402
356
494
953
v/s Ratio Prot
0.16
0.31
0.01
c0.27
0.02
0.04
c0.27
v/s Ratio Perm
0.01
0.05
0.02
0.01
0.25
0.27
v/c Ratio
0.51
0.55
0.02
0.15
0.89
0.07
0.07
0.03
0.95
0.17
0.88
Uniform Delay, d1
34.3
15.8
10.9
27.2
40.0
32.9
32.9
32.5
43.2
33.8
22.2
Progression Factor
1.00
1.00
1.00
0.84
0.63
1.00
1.00
1.00
1.16
1.23
0.50
Incremental Delay, d2
0.3
2.0
0.0
0.0
6.2
0.0
0.0
0.0
30.5
0.0
8.3
Delay (s)
34.6
17.7
11.0
22.8
31.4
32.9
32.9
32.6
80.6
41.7
19.5
Level of Service
C
B
B
C
C
C
C
C
F
D
B
Approach Delay (s)
22.9
31.0
32.7
37.1
Approach LOS
C
C
C
D
Intersection Summary
HCM Average Control Delay
31.2 HCM Level of Service C
HCM Volume to Capacity ratio
0.89
Actuated Cycle Length (s)
120.0 Sum of lost time (s) 10.0
Intersection Capacity Utilization
94.5% ICU Level of Service F
Analysis Period (min)
15
c Critical Lane Group
2020 Without Project PM Peak Synchro 6 Report
Transportation Engineering Northwest Page 1
HCM Signalized Intersection Capacity Analysis
37: S 356 St & 1 Av S
8/17/2007
Movement
ESG-i - iaB
:WE_ _=
1Nl� i
-N B _ ;i+78_ =`NR- SBI" ,= T
v
; SHR'
�
Lane Configurations
+
►
�f ti
I
+
if
I
+
�
Ideal Flow (vphpl)
1900
1900
1900
1900
1900 1900 1900
1900
1900
1900
1900
1900
Grade (%)
-4%
5%
3%
1 %
Total Lost time (s)
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
Lane Util. Factor
1.00
1.00
1.00
1.00
0.95
1.00
1.00
1.00
1.00
1.00
1.00
Frpb, ped/bikes
1.00
1.00
0.94
1.00
0.99
1.00
1.00
0.97
1.00
1.00
0.98
Flpb, ped/bikes
1.00
1.00
1.00
0.99
1.00
0.98
1.00
1.00
0.98
1.00
1.00
Frt
1.00
1.00
0.85
1.00
0.97
1.00
1.00
0.85
1.00
1.00
0.85
Flt Protected
0.95
1.00
1.00
0.95
1.00
0.95
1.00
1.00
0.95
1.00
1.00
Satd. Flow (prot)
1805
1900
1519
1713
3345
1710
1835
1509
1725
1853
1552
Flt Permitted
0.95
1.00
1.00
0.44
1.00
0.70
1.00
1.00
0.73
1.00
1.00
Satd. Flow (perm)
1805
1900
1519
790
3345
1260
1835
1509
1328
1853
1552
Volume (vph)
275
569
22
44
727
147
22
38
46
321
84
820
Peak -hour factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
Adj. Flow (vph)
289
599
23
46
765
155
23
40
48
338
88
863
RTOR Reduction (vph)
0
0
10
0
14
0
0
0
35
0
0
14
Lane Group Flow (vph)
289
599
13
46
906
0
23
40
13
338
88
849
Confl. Peds. (#/hr)
10
10
10
10
10
10
10
10
Turn Type
Prot
Perm
pm+pt
Perm
Perm
Perm
pm+ov
Protected Phases
1
6
5
2
4
8
1
Permitted Phases
6
2
4
4
8
8
Actuated Green, G (s)
37.0
69.1
69.1
40.1
36.1
31.9
31.9
31.9
31.9
31.9
68.9
Effective Green, g (s)
37.0
69.1
69.1
40.1
36.1
31.9
31.9
31.9
31.9
31.9
68.9
Actuated g/C Ratio
0.31
0.58
0.58
0.33
0.30
0.27
0.27
0.27
0.27
0.27
0.57
Clearance Time (s)
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
Vehicle Extension (s)
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
Lane Grp Cap (vph)
557
1094
875
295
1006
335
488
401
353
493
956
v/s Ratio Prot
0.16
0.32
0.01
c0.27
0.02
0.05
c0.27
v/s Ratio Perm
0.01
0.05
0.02
0.01
0.25
0.27
v/c Ratio
0.52
0.55
0.02
0.16
0.90
0.07
0.08
0.03
0.96
0.18
0.89
Uniform Delay, dl
34.2
15.8
10.9
27.3
40.2
32.9
33.1
32.6
43.4
34.0
22.2
Progression Factor
1.00
1.00
1.00
0.84
0.64
1.00
1.00
1.00
1.16
1.24
0.49
Incremental Delay, d2
0.3
2.0
0.0
0.0
6.5
0.0
0.0
0.0
31.8
0.1
8.2
Delay (s)
34.5
17.7
10.9
22.9
32.1
33.0
33.1
32.6
82.3
42.2
19.1
Level of Service
C
B
B
C
C
C
C
C
F
D
B
Approach Delay (s)
22.9
31.7
32.9
37.3
Approach LOS
C
C
C
D
Intersection 5ummary
HCM Average Control Delay
31.5 HCM Level of Service C
HCM Volume to Capacity ratio
0.89
Actuated Cycle Length (s)
120.0 Sum of lost time (s) 10.0
Intersection Capacity Utilization
95.0% ICU Level of Service F
Analysis Period (min)
15
c Critical Lane Group
2020 With Project PM Peak Synchro 6 Report
Transportation Engineering Northwest Page 1
HCS2000DETAILED REPORT
General Information
Site Information
Analyst JGT
Agency or Co. TENW
Date Performed 811512007
Time Period PM Peak
Intersection #36 - S 348th St & 9 Av S
Area Type All other areas
Jurisdiction City of Federal Way
Analysis Year 2006 Existing
Project ID The Village at Federal Way
Volume and Timing Input
EB
WB
NB
SB
LT
TH
RT
LT
TH
RT
LT
TH
RT
LT
TH
RT
Number of lanes, N,
1
2
0
1
2
0
1
1
0
1
1
0
Lane group
L
TR
L
TR
L
TR
L
TR
Volume, V (vph)
83
814
10
16
1473
191
59
11
20
1314
4
148
% Heavy vehicles, %HV
3
3
3
2
2
2
2
2
2
2
2
6
Peak -hour factor, PHF
0.91
0.91
0.91
0.93
0.93
0.93
0.58
0.58
0.58
0.79
0.79
0.79
Pretimed (P) or actuated
(A)
A
P
P
A
P
P
A
A
A
A
A
A
Start-up lost time, I,
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
Extension of effective
green, a
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
Arrival type, AT
1
5
5
5
3
3
3
3
Unit extension, UE
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
Filtering/metering, I
�0.686
0.686
0.566
�0.566
1.000
1.000
0.970 10.970
Initial unmet demand, Qb
0.0
0.0
0.0
0.0
1
0.0
10.0
0.0
0.0
Ped / Bike / RTOR
volumes
10
0
0
10
0
9
10
0
0
10
0
67
Lane width
12.0
12.0
12.0
12.0
12.0
12.0
12.0
12.0
Parking / Grade / Parking
N
4
N
N
-2
N
N
-1
N
N
0
N
Parking maneuvers, NM
Buses stopping, NB
2
0
0
0
0
1 2
0
0
Min. time for pedestrians,
G
3.3
3.3
3.3
3.3
Phasing
Excl. Left
EW Perm
03
04
NS Perm
06
07
08
Timing
G= 3.5
G= 64.7
G=
G= I
G= 36.8
G=
G=
G=
Y= 5
Y= 5
Y=
Y= IY=
5
Y=
Y=
1Y=
Duration of Analysis, T = 0.25
Cycle Length, C = 120.0
Lane Group Capacity,
Control Delay, and LOS
Determination
EB
WB
NB
SB
LT
TH
RT
LT
TH
RT
LT
TH
RT
LT
TH
RT
Adjusted flow rate, v
91
906
17
1780
102
53
397
108
Lane group capacity, c
110
1852
367
1897
388
512
409
468
v/c ratio, X
0.83
0.49
1
10.05
0.94 1
0.26
0.10
0.97
0.23
10.61
10.54
1
0.61
0.54 1
0.31
0.31 1
0.31
0.31
Total green ratio, g/C
Uniform delay, di
22.6
17.3
9.4
25.8
31.4
29.8
41.1
31.0
Progression factor, PF
1.017
�0.220
0.983
10.220
1.000
1.000
1.000
1.000
Delay calibration, k
0.34
0.50
0.04
0.50
0.04
0.04
0.47
0.04
Incremental delay, d2
27.2
0.6
0.0
6.6
0.1
0.0
35.9
10.1
Initial queue delay, d3
0.0
0.0
1
0.0
0.0
0.0
0.0
0.0
0.0
Control delay
50.1
4.4
9.2
12.3
31.5
29.8
77.0
31.1
Lane group LOS
D
A
A
B
C
C
E
C
Approach delay
8.6
12.2
30.9
67.2
Approach LOS
A
B
C
E
Intersection delay
20.1
X = 0.95
Intersection LOS
C
HCS2000TM Copyright ®.2000 University of Florida, All Rights Reserved Version 4.If
HCM Signalized Intersection Capacity Analysis
36: S 348th St & 9 Av S 8/17/2007
-A � -%* 'r 4- .4\ t
Movement
..EB
l t ` 1NB1 r
Vli"6T
WSR-
- NBL
NBT:= _=NBR
SBL
SBT .
SBR
Lane Configurations
�EBi-
',
►
Vi
Vi
T
Ideal Flow (vphpl)
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
1900
Grade (%)
4%
-2%
-1 %
0%
Total Lost time (s)
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
Lane Util. Factor
1.00
0.95
1.00
0.95
1.00
1.00
1.00
1.00
1.00
Frpb, ped/bikes
1.00
1.00
1.00
1.00
0.95
1.00
0.98
1.00
0.97
Flpb, ped/bikes
1.00
1.00
1.00
1.00
1.00
0.99
1.00
0.98
1.00
Frt
1.00
1.00
1.00
1.00
0.85
1.00
0.91
1.00
0.85
Fit Protected
0.95
1.00
0.95
1.00
1.00
0.95
1.00
0.95
1.00
Satd. Flow (prot)
1704
3427
1787
3575
1508
1756
1656
1739
1546
Fit Permitted
0.95
1.00
0.95
1.00
1.00
0.58
1.00
0.73
1.00
Satd. Flow (perm)
1704
3427
1787
3575
1508
1066
1656
1343
1546
Volume (vph)
88
995
11
17
1716
233
63
13
21
361
5
157
Peak -hour factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
Adj. Flow (vph)
93
1047
12
18
1806
245
66
14
22
380
5
165
RTOR Reduction (vph)
0
0
0
0
0
85
0
16
0
0
63
0
Lane Group Flow (vph)
93
1059
0
18
1806
160
66
20
0
380
107
0
Confl. Peds. (#/hr)
10
10
10
10
10
10
10
10
Heavy Vehicles (%)
3%
3%
3%
2%
2%
2%
2%
2%
2%
2%
2%
2%
Bus Blockages (#/hr)
2
0
0
0
0
2
0
2
0
0
0
0
Turn Type
Prot
Prot
Perm
Perm
Perm
Protected Phases
1
6
5
2
4
4
Permitted Phases
2
4
4
Actuated Green, G (s)
7.0
68.3
2.0
63.3
63.3
34.7
34.7
34.7
34.7
Effective Green, g (s)
7.0
68.3
2.0
63.3
63.3
34.7
34.7
34.7
34.7
Actuated g/C Ratio
0.06
0.57
0.02
0.53
0.53
0.29
0.29
0.29
0.29
Clearance Time (s)
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
Vehicle Extension (s)
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
Lane Grp Cap (vph)
99
1951
30
1886
795
308
479
388-
447
v/s Ratio Prot
c0.05
c0.31
0.01
c0.51
0.01
0.07
v/s Ratio Perm
0.11
0.06
c0.28
v/c Ratio
0.94
0.54
0.60
0.96
0.20
0.21
0.04
0.98
0.24
Uniform Delay, dl
56.3
16.1
58.6
27.1
15.0
32.3
30.7
42.3
32.6
Progression Factor
1.25
0.52
0.91
1.09
2.07
1.00
1.00
1.00
1.00
Incremental Delay, d2
60.1
0.9
11.4
7.9
0.3
0.1
0.0
39.6
0.1
Delay (s)
130.5
9.3
64.6
37.5
31.3
32.4
30.7
81.9
32.7
Level of Service
F
A
E
D
C
C
C
F
C
Approach Delay (s)
19.1
37.0
31.8
66.7
Approach LOS
B
D
C
E
Intersection Surnma
HCM Average Control Delay
35.7 HCM Level of Service D
HCM Volume to Capacity ratio
1.00
Actuated Cycle Length (s)
120.0 Sum of lost time (s) 20.0
Intersection Capacity Utilization
98.6% ICU Level of Service F
Analysis Period (min)
15
c Critical Lane Group
2009 Without Project PM Peak Synchro 6 Report
Transportation Engineering Northwest Page 1
HCS2000" DETAILED REPORT
General Information
Site Information
Analyst
Agency or Co. TENW
Date Performed 811512007
Time Period PM Peak
Intersection #36 - S 348th St & 9 Av S
Area Type All other areas
Jurisdiction Federal Way
Analysis Year 2009 Without Project
Project ID The Village at Federal Way
Volume and Timin In ut
EB
WB
NB
SB
LT
TH
RT
LT
TH
RT
LT
TH
RT
LT
TH
RT
Number of lanes, N,
1
2
0
1
2
1
1
1
0
1
1
0
Lane group
L
TR
L
T
R
L
TR
L
TR
Volume, V (vph)
88 1995
11 1
17
1716
1233
63
113
21
361
5
157
% Heavy vehicles, %HV
3
3
3
2
2
2
2
2
2
2
2
2
Peak -hour factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
Pretimed (P) or actuated
(A)
A
P
P
A
P
P
A
A
A
A
A
A
Start-up lost time, 11
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
Extension of effective
green, a
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
Arrival type, AT
2
4
3
3
1
3
3
3
3
Unit extension, UE
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
Filtering/metering, 1
0.782
�0.782
0.520
0.520
0.520
1.000
1.000
1.000
1.000
Initial unmet demand, Qb
0.0
0.0
0.0
0.0
0.0
0.0
10.0
0.0
0.0
Ped / Bike / RTOR
volumes
10
0
0
10
0
85
10
0
16
10
0
63
Lane width
12.0
12.0
12.0
12.0
12.0
12.0
12.0
12.0
12.0
Parking / Grade / Parking
N
4
N
N
-2
N
N
-1
N
N
0
N
Parking maneuvers, NM
Buses stopping, NB
2
0
0
0
2
0
2
0
0
Min. time for pedestrians,
3.3
3.3
3.3
3.3
Phasing
Excl. Left
Thru & RT
03
04
NS Perm
06
07
08
Timing
G= 4.5
IY=
G= 65.8
G=
G=
G= 34.7
G=
G
JG=
5
Y= 5
Y=
Y=
IY= 5
Y=
Y=
IY=
Duration of Analysis, T = 0.25
Cycle Length, C = 120.0
Lane Group Capacity, Control Delay, and LOS Determination
EB
WB
NB
SB
LT
TH
RT
LT
TH I
RT
LT
TH
RT
LT
TH
I RT
Adjusted flow rate, v
93
1059
18
1806
156
66
19
380
104
Lane group capacity,c
64
1884
67
1964
862
368
514
397
457
v/c ratio, X
1.45
10.56
0.27
10.92
0.18
0.18 10.04
10.96
0.23
10.04
0.55
0.04
0.55
0.55 10.29
0.29
0.29
0.29
Total green ratio, g/C
Uniform delay, d,
57.8
17.7
56.2
24.7
13.6
32.0
30.6
141.9
32.5
Progression factor, PF
1.000
0.685
1.000
1.000
1.809
1.000
1.000
1.000
1.000
Delay calibration, k
0.50
0.50
0.04
0.50
0.50
0.04
0.04
0.46
0.04
Incremental delay, d2
259.4
1.0
0.4
14.8
0.2
10.1
0.0
33.9
0.1
Initial queue delay, d3
0.0
0.0
0.0
10.0
0.0
0.0
0.0
10.0
0.0
Control delay
.317.1
13.1
56.6
29.5
24.8
32.1
30.7
75.8
32.5
Lane group LOS
F
8
E
I C
C
C
C
E
C
Approach delay
37.6
29.4
31.7
66.5
Approach LOS
D
C
C
E
Intersection delay
36.8
X = 0.95
Intersection LOS
I D
HCS2000m Copyright 0 2000 University of Florida, All Rights Reserved Version 4.1 f
HCM Signalized Intersection Capacity Analysis
36: S 348th St & 9 Av S 8/17/2007
Movement EBL:_�_ I� T..
� ;EBR .:
-,WBL
- WBT
w...p ,
NBL
NBT
NBR
513E
56T
5. .
Lane Configurations
tt
r
I
T*
Ideal Flow (vphpl)
1900
1900
1900 1900
1900
1900
1900
1900
1900 1900
1900 1900
Grade (%)
4%
-2%
-1 %
0%
Total Lost time (s)
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
Lane Util. Factor
1.00
0.95
1.00
0.95
1.00
1.00
1.00
1.00
1.00
Frpb, ped/bikes
1:00
1.00
1.00
1.00
0.95
1.00
0.98
1.00
0.97
Flpb, ped/bikes
1.00
1.00
1.00
1.00
1.00
0.99
1.00
0.98
1.00
Frt
1.00
1.00
1.00
1.00
0.85
1.00
0.90
1.00
0.85
Fit Protected
0.95
1.00
0.95
1.00
1.00
0.95
1.00
0.95
1.00
Satd. Flow (prot)
1704
3427
1787
3575
1508
1756
1647
1739
1546
Fit Permitted
0.95
1.00
0.95
1.00
1.00
0.58
1.00
0.73
1.00
Satd. Flow (perm)
1704
3427
1787
3575
1508
1067
1647
1340
1546
Volume (vph)
88
1001
11
20
1722
233
63
13
24
361
5
157
Peak -hour factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
Adj. Flow (vph)
93
1054
12
21
1813
245
66
14
25
380
5
165
RTOR Reduction (vph)
0
0
0
0
0
84
0
18
0
0
62
0
Lane Group Flow (vph)
93
1066
0
21
1813
161
66
21
0
380
108
0
Confl. Peds. (#/hr)
10
10
10
10
10
10
10
10
Heavy Vehicles (%)
3%
3%
3%
2%
2%
2%
2%
2%
2%
2%
2%
2%
Bus Blockages (#/hr)
2
0
0
0
0
2
0
2
0
0
0
0
Turn Type
Prot
Prot
Perm
Perm
Perm
Protected Phases
1
6
5
2
4
4
Permitted Phases
2
4
4
Actuated Green, G (s)
7.0
67.2
3.0
63.2
63.2
34.8
34.8
34.8
34.8
Effective Green, g (s)
7.0
67.2
3.0
63.2
63.2
34.8
34.8
34.8
34.8
Actuated g/C Ratio
0.06
0.56
0.02
0.53
0.53
0.29
0.29
0.29
0.29
Clearance Time (s)
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
5.0
Vehicle Extension (s)
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
Lane Grp Cap (vph)
99
1919
45
1883
794
309
478
389
448
v/s Ratio Prot
c0.05
c0.31
0.01
c0.51
0.01
0.07
v/s Ratio Perm
0.11
0.06
c0.28
v/c Ratio
0.94
0.56
0.47
0.96
0.20
0.21
0.04
0.98
0.24
Uniform Delay, dl
56.3
16.9
57.7
27.3
15.0
32.2
30.6
42.2
32.5
Progression Factor
1.25
0.59
0.90
1.09
2.05
1.00
1.00
1.00
1.00
Incremental Delay, d2
60.3
0.9
1.5
8.6
0.3
0.1
0.0
39.0
0.1
Delay (s)
130.9
10.8
53.6
38.3
31.2
32.4
30.7
81.2
32.6
Level of Service
F
B
D
D
C
C
C
F
C
Approach Delay (s)
20.4
37.6
31.7
66.2
Approach LOS
C
D
C
E
Intersection Summary
HCM Average Control Delay
36.4
HCM Level of Service
D
HCM Volume to Capacity ratio
1.01
Actuated Cycle Length (s)
120.0
Sum of lost time
(s)
20.0
Intersection Capacity Utilization
98.8%
ICU Level of Service
F
Analysis Period (min)
15
c Critical Lane Group
2009 Witht Project PM Peak Synchro 6 Report
Transportation Engineering Northwest Page 1
HCS2000 DETAILED REPORT
General Information
Site Information
Analyst JGT
Agency or Co. TENW
Date Performed 811512007
Time Period PM Peak
Intersection #36 - S 348th St & 9 Av S
Area Type All other areas
Jurisdiction Federal Way
Analysis Year 2009 With Project PM Peak
Project ID The Village at Federal Way
Volume and Timing In ut
EB
WB
NB
SB
LT
TH
RT
LT
TH
RT
LT
TH
RT
LT
TH
RT
Number of lanes, Ni
1
2
0
1
2
1
1
1
0
1
1
0
Lane group
L
TR
L
T
R
L
TR
L
TR
Volume, V (vph)
88
1001
11
20
1722
233
63
13
24
361
5
157
% Heavy vehicles, %HV
3
3
3
2
2
2
2
2
2 1
2
2
2
Peak -hour factor, PHF
0.95
0.95
0.95
0.95
0..95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
Pretimed (P) or actuated
(A)A
P
P
A
P
P
A
A
A
A
A
A
Start-up lost time, I,
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
Extension of effective
green, a
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
Arrival type, AT
2
4
3
3
1
3
3
3
3
Unit extension, UE
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
Filtering/metering, 1
0.786
0.786
0.525
0.525
0.525
1.000
1.000
1.000
1.000
Initial unmet demand, Qb
0.0
0.0
0.0
0.0
10.0
0.0
0.0
0.0
0.0
Ped / Bike / RTOR
volumes
10
0
0
10
0
84
10
0
18
10
0
62
Lane width
12.0
12.0
12.0
12.0
12.0
12.0
12.0
12.0
12.0
Parking / Grade / Parking
N
4
N
N
-2
N
N
-1
N
N
0
N
Parking maneuvers, NM
Buses stopping, NB
2
0
0
0
2
0
2
0
0
Min. time for pedestrians,
G
P
3.3
3.3
3.3
3.3
Phasing
Excl. Left
Thru & RT
03
04
NS Perm
06
07
08
Timing
G= 5.0
G= 65.2
G=
G=
G= 34.8
G=
G=
G=
Y= 5
Y= 5
Y=
Y=
JY= 5
Y=
Y=
Y=
Duration of Analysis, T = 0.25
Cycle Length, C = 120.0
Lane Group Capacity, Control Delay, and LOS Determination
EB
WB
NB
SB
LT
TH
RT
LT
TH
RT
LT
TH
RT
LT
TH
RT
Adjusted flow rate, v
93
1066
21
1813
157
66
20
380
105
Lane group capacity, c
71
1867
74
1946
854
368
513
398
458
We ratio, X
1.31
0.57
0.28
0.93
0.18
0.18
0.04
0.95
0.23
10.04
0.54
0.04
0.54
0.54
0.29
0.29
0.29
0.29
Total green ratio, g/C
Uniform delay, d,
57.5
18.1
1
55.8
125.3
13.9
31.9
30.6
41.8
32.4
Progression factor, PF
1.000
0.694
1.000
1.000
1.793
1.000
1.000
1.000
1.000
Delay calibration, k
0.50
0.50
0.04
0.50
0.50
0.04
0.04
0.46
0.04
Incremental delay, d2
198.6
1.0
0.4
5.6
0.2
0.1
0.0
133.2
0.1
Initial queue delay, d3
0.0
0.0
0.0
0.0
0.0
10.0
0.0
0.0
0.0
Control delay
256.1
13.6
56.2
130.9
25.2
32.0
30.6
75.1
32.5
Lane group LOS
F
8
E
I C
C
C
C
E
C
Approach delay
33.0
30.8
31.7
65.9
Approach LOS
C
C
C
E
Intersection delay
I36.1
X = 0.96
Intersection LOS
D
HCS2000TM Copyright ® 2000 University of Florida, All Rights Reserved Version 4.1f
HCS2000 DETAILED REPORT
General Information
Site Information
Analyst JGT
Agency or Co. TENW
Date Performed 811612007
Time Period PM Peak
Intersection #34 - S 336 St & 13 PI S
Area Type All other areas
Jurisdiction Federal Way
Analysis Year 2020 With Project
Project ID The Village at Federal Way
Volume and Timing Input
EB
WB
NB
SB
LT
TH
RT
LT
TH
RT
LT
TH
RT
LT
TH
RT
Number of lanes, N,
0
2
0
0
2
0
0
1
1
0
1
0
Lane group
LTR
LTR
LT
R
LTR
Volume, V (vph)
16
1176
50
50
11141
29
83
0
36
60
0
29
% Heavy vehicles, %HV
2
2
2
2
2
2
2
2
2
2
2
2
Peak -hour factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
0.95
10.95
0.95
0.95
0.95
0.95
Pretimed (P) or actuated (A)
A
A
A
A
A
A
P
P
P
P
P
P
Start-up lost time, I,
2.0
2.0
2.0
2.0
2.0
Extension of effective
3reen, a
2.0
2.0
2.0
2.0
2.0
Arrival type, AT
2
5
3
3
3
Unit extension, UE
2.0
2.0
2.0
2.0
2.0
Filtering/metering, I
�0.862
0.841
1.000
1.000
1.000
Initial unmet demand, Qb
0.0
0.0
0.0
0.0
0.0
Ped / Bike / RTOR volumes
0
0
2
10
0
1
0
0
29
10
0
16
Lane width
12.0
12:0
12.0
12.0
12.0
Parking / Grade / Parking
N
2
N
N
-4
N
N
0
N
N
0
N
Parking maneuvers, NM
Buses stopping, NB
2
2
0
0
0
Min. time for pedestrians,
J
3.2
3.3
3.2
3.3
Phasing
W Perm
02
03
04
NS Perm
06
07
08
Timing
= 83.0
LG
G=
G=
G=
1Y= IY=
G= 27.0
G=
G=
G=
= 5
Y=
Y=
5
Y=
Y=
IY=
Duration of Analysis, T = 0.25
Cycle Length, C = 120.0
Lane Group Capacity, Control Delay, and LOS Determination
EB
WB
NB
SB
LT
TH
RT
LT
I TH
RT
LT
TH
RT
LT
TH
RT
Adjusted flow rate, v
1306
1283
87
7
77
Lane group capacity, c
.2222
1885
288
356
266
v/c ratio, X
0.59
0.68
0.30
0.02
0.29
Total green ratio, g/C
0.69
0.69
0.22
0.22
0.22
Uniform delay, di
9.6
10.8
38.7
36.2
38.5
Progression factor, PF
1.625
0.162
1.000
1.000
1.000
Delay calibration, k
0.12
0.21
0.50
0.50
0.50
Incremental delay, d2
0.2
0.7
12.7
0.1
2.7
Initial queue delay, d3
0.0
0.0
0.0
0.0
0.0
Control delay
15.9
2.5
41.3
36.3
41.3
Lane group LOS
8
A
D
D
D
Approach delay
15.9
2.5
41.0
41.3
Approach LOS
8
A
D
D
Intersection delay
11.2
X = 0.59
Intersection LOS
8
HCS2000M Copyright ® 2000 University of Florida, All Rights Reserved Version 4. if
HCS2000"' DETAILED REPORT
General Information
Site Information
Analyst JGT
Agency or Co. TENW
Date Performed 8/16/2007
Time Period PM Peak
Intersection #36 - S 348th St & 9 Av S
Area Type All other areas
Jurisdiction Federal Way
Analysis Year 2020 Without Project
Project ID The Village at Federal Way
Volume and Timina InDu
EB
WB
NB
SB
LT
TH
RT
LT
TH
RT
LT
TH
RT
LT
TH
RT
Number of lanes, N1
1
2
0
1
2
1
1
1
0
1
1
0
Lane group
L
TR
L
T
R
L
TR
L
TR
Volume, V (vph)
94
11057
11
18
1829
1247
68
14
23
385
6
168
% Heavy vehicles, %HV
2
2
2
2
2
2
2
2
2
2
2
2
Peak -hour factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
Pretimed (P) or actuated
(A)
A
P
P
A
P
P
A
A
A
A
A
A
Start-up lost time, I,
2.0
2.0
2.0
2.0
2.0
2.0
2.0
12.0
2.0
Extension of effective
3reen, a
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
Arrival type, AT
2
2
5
5
6
3
3
3
3
Unit extension, UE
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
Filtering/metering, 1
0.724
0.724
10.411
0.411
0.411
1.000
1.000
1.000
1.000
Initial unmet demand, Qb
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Ped / Bike / RTOR
volumes
10
0
0
10
0
84
10
0
17
10
0
60
Lane width
12.0
12.0
12.0
12.0
12.0
12.0
12.0
12.0
12.0
Parking / Grade / Parking
N
4
N
N
-2
N
N
-1
N
N
0
N
Parking maneuvers, NM
Buses stopping, NB
2
0
0
0
2
0
2
0
0
Min. time for pedestrians,
.7p
3.3
3.3
3.3
3.3
Phasing
Excl. Left
EW Perm
03
04
NS Perm
06
07
08
Timing
G= 3.5
IY=
G= 65.5
G=
G=
G= 36.0
G=
G
JG=
5
IY= 5
Y=
Y=
IY= 5
Y=
Y=
Y=
Duration of Analysis, T = 0.25
Cycle Length, C = 120.0
Lane Group Capacity, Control Delay, and LOS Determination
EB
WB
NB
SB
LT
TH
RT
LT
TH
RT
LT
TH
RT
LT
TH
RT
Adjusted flow rate, v
99
1125
19
1925
172
72
21
405
120
Lane group capacity, c
111
1894
205
1955
858
368
532
412
475
v/c ratio, X
0.89
0.59
1
0.09
0.98
0.20
0.20
0.04
0.98 10.25
O. 62
10.55
1
a 62
10.55
0.55
0.30 10.30
1
10.30
0.30
Total green ratio, g/C
Uniform delay, d,
28.8
18.3
13.4
26.8
13.9
31.2
29.8
41.7
31.8
Progression factor, PF
1.000
1.303
0.984
0.199
0.110
1.000
1.000
1.000
1.000
Delay calibration, k
0.40
0.50
0.04
0.50
0.50
0.04
0.04
0.48
0.04
Incremental delay, d2
41.8
1.0
0.0
110.0
0.2
10.1
0.0
139.6
0.1
Initial queue delay, d3
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Control delay
70.6
24.9
13.2
15.3
1.7
31.3
29.8
81.3
31.9
Lane group LOS
E
C
B
B
A
C
C
F
C
Approach delay
28.6
14.2
31.0
70.0
Approach LOS
C
B
C
E
Intersection delay
26.4
X = 0.98
Intersection LOS
C
HCS2000TM Copyright U 2000 University of Florida, All Rights Reserved Version 4.1f
HCS2000'" DETAILED REPORT
General Information
Site Information
Analyst JGT
Agency or Co. TENW
Date Performed 811612007
Time Period PM Peak
Intersection #36 - S 348th St & 9 Av S
Area Type All other areas
Jurisdiction Federal Way
Analysis Year 2020 With Project
Project ID The Village at Federal Way
Volume and Timing In ut
EB
WB
NB
SB
LT
TH
RT
LT
TH
RT
LT
TH
RT
LT
TH
RT
Number of lanes, N�
1
2
0
1
2
1
1
1
0
1
1
0
Lane group
L
TR
L
T
R
L
TR
L
TR
Volume, V (vph)
94
1063
11
21
1835
247
68
14
26
385
6
168
% Heavy vehicles, %HV
2
2
2
2
2
2
2
2
2
2
2
2
Peak -hour factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
Pretimed (P) or actuated
Start-up lost time, I,
2.0
2.0
2.0
2.0
2.0
2.0
2.0
12.0
2.0
Extension of effective
green, a
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
Arrival type, AT
2
2
5
5
6
3
3
3
3
Unit extension, UE
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
Filtering/metering, 1
0.731
�0.731
10.389
0.389
0.389
1.000
1.000
1.000
1.000
Initial unmet demand, Qb
0.0
0.0
10.0
0.0
10.0
0.0
0.0
0.0
0.0
Ped / Bike / RTOR
volumes
10
0
0
10
0
84
10
0
19
10
0
60
Lane width
12.0
12.0
12.0
12.0
12.0
12.0
12.0
12.0
12.0
Parking / Grade / Parking
N
4
N
N
-2
N
N
-1
N
N
0
N
Parking maneuvers, NM
Buses stopping, NB
2
0
0
0
2
0
2
0
0
Min. time for pedestrians,
,G
P
3.3
3.3
3.3
3.3
Phasing
Excl. Left
EW Perm
03
04
NS Perm
06
07
08
Timing
G= 4.0
G= 65.0
IY=
G=
G=
G= 36.0
G=
G=
G=
Y= 5
5
Y=
Y=
Y= 5
Y=
Y=
IY=
Duration of Analysis, T = 0.25
Cycle Length, C = 120.0
Lane Group Capacity, Control Delay, and LOS Determination
EB
WB
NB
SB
LT
TH
RT
LT
I TH
RT
LT I
TH
RT
LT
TH
RT
Adjusted flow rate, v
99
1131
22
1932
172
72
22
405
120
Lane group capacity, c
117
1880
208
1940
852
368
529
411
475
We ratio, X
0.85
0.60
0.11
1.00 10.20
0.20
0.04
1
0.99
0.25
0.62
0- 54
10.62
10.54 10.54
10.30
10.30
1
10.30
0.30
Total green ratio, g/C
Uniform delay, di
28.6
18.7
13.5
27.4
14.2
31.2
29.8
41.7
31.8
Progression factor, PF
1.000
1.296
0.981
0.212
0.109
1.000
1.000
1.000
1.000
Delay calibration, k
0.36
0.50
0.04
0.50
0.50
0.04
0.04
0.49
0.04
Incremental delay, d2
30.7
1.1
1
0.0
111.8
0.2
10.1
0.0
140.3
0.1
Initial queue delay, d3
0.0
0.0
0.0
0.0
0.0
0.0
0.0
10.0
0.0
Control delay
59.3
25.3
13.3
17.6
1.8
31.3
29.8
82.1
31.9
Lane group LOS
E
C
8
8
A
C
C
F
C
Approach delay
28.0
16.3
31.0
70.6
Approach LOS
C
8
C
E
Intersection delay
27.4
X = 0.99
Intersection LOS
C
HCS2000TM Copyright ® 2000 University of Florida, All Rights Reserved Version 4.1 f
HCS2000 DETAILED REPORT
General Information
Site Information
Analyst JGT
Agency or Co. TENW
Date Performed 05/02/2007
Time Period Weekend Peak
Intersection #15 - S 348th St & 16 Av S
Area Type All other areas
Jurisdiction City of Federal Way
Analysis Year 2020 Without Project
Project ID Village at Federal Way
Volume and Timing In ut
EB
WB
NB
SB
LT
TH
RT
LT
TH
RT
LT
TH
RT
LT
TH
RT
Number of lanes, Ni
1
3
1
3
3
1
2
2
2
2
2
0
Lane group
L
T
R
L
T
R
L
T
R
L
TR.
Volume, V (vph)
151
1463
325
658 11204
355
453
753
859
427
795
153
% Heavy vehicles, %HV
3
3
3
2
2
2
3
3
3
3
3
3
Peak -hour factor, PHF
0.96
0.96
0.96
0.96
0.96
0.96
0.96
0.96
0.96
0.96
0.96
0.96
Pretimed (P) or actuated
(A)
A
P
P
A
P
P
A
A
A
A
A
A
Start-up lost time, 11
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
Extension of effective
Green, a
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
Arrival type, AT
3
3
3
3
3
3
4
4
4
3
3
Unit extension, UE
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
Filtering/metering, 1
1.000
1.000
1.000
1.000
1.000
1.000
0.821
0.821
�0.821
�0.942
0.942
Initial unmet demand, Qb
0.0
0.0
10.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Ped / Bike / RTOR
volumes
10
0
213
10
0
251
10
0
358
10
0
13
Lane width
12.0
12.0
12.0
12.0
12.0
12.0
12.0
12.0
12.0
12.0
12.0
Parking / Grade / Parking
N
2
N
N
-4
N
N
2
N
N
-2
N
Parking maneuvers, NM
Buses stopping, NB
0
0
1
1
4
0
4
0
0
0
1
Min. time for pedestrians,
G
3.3
3.3
3.3
3.3
Phasing
WB Only
Thru & RT
EB Only
04
NB Only
Thru & RT
SB Only
08
Timing
G= 15.0
IY=
G= 15.1
G= 14:0
G=
G= 16.0
IY=
G= 9.0
G= 20.9
G=
5
Y= 5
Y= 5
Y=
5
Y= 5
Y= 5
Y=
Duration of Analysis, T = 0.25
Cycle Length, C = 120.0
Lane Group Capacity, Control Delay, and
LOS Determination
EB
WB
NB
SB
LT
TH
RT
LT
TH
RT
LT
TH
RT
LT
TH
RT
Adjusted flow rate, v
157
1524
117
685
1254
108
472
784
522
445
974
Lane group capacity,
c,
202
1414
435
614
1506
468
446
869
679
599
1005
v/c ratio, X
0.78
if.08
iO.27
il.12
iO.83 iO.23
il.06
0.90
0.77
0.74
0.97
Total green ratio, g/C
0.12
0.28
0.28
0.13
0.29
0.29
0.13
0.25
0.25
0.17
0.29
Uniform delay, di
51.5
43.0
33.3
52.5
39.7
32.2
52.0
43.6
41.8
47.0
42.0
Progression factor,
PF
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
Delay calibration, k
0.30
0.50
0.50
0.50
0.50
0.50
0.50
0.41
0.29
0.26
0.47
Incremental delay, d2
15.8
47.9
1.5
72.4
5.5
1.2
54.9
10.4
4.0
4.2
20.3
Initial queue delay, d3
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Control delay
67.3
90.8
34.8
124.9
45.2
133.4
106.9
54.0
45.8
51.2
62.3
Lane group LOS
E
F
C
F
D
C
F
D
D
D
E
Approach delay
85.1
71.3
65.6
58.8
Approach LOS
F
E
E
E
Intersection delay
70.9
X� = 1.04
Intersection LOS
E
HCS2000TM Copyright 0 2000 University of Florida, All Rights Reserved Version 4. If
HCS2000- DETAILED REPORT
General Information
Site Information
Analyst JGT
Agency or Co. TENW
Date Performed 05/02/2007
Time Period Weekend Peak
Intersection #15 - S 348th St & 16 Av S
Area Type All other areas
Jurisdiction City of Federal Way
Analysis Year 2020 With Project
Project ID The Village at Federal Way
Volume and Timing In ut
EB
WB
NB
SB
LT
TH
RT
LT
TH
RT
LT
TH
RT
LT
TH
RT
Number of lanes, Ni
1
3
1
3
3
1
2
2
2
2
2
0
Lane group
L
T
R
L
T
R
L
T
R
L
TR
Volume, V (vph)
151
1463
325
658
1204
384
453
808
859
454
845
153
% Heavy vehicles, %HV
3
3
3
2
2
2
3
3
3
3 1
3
3
Peak -hour factor, PHF
I
0.96
0.96
0.96 10.96
0.96
0.96
0.96
0.96
0.96
0.96
0.96
0.96
Pretimed (P) or actuated
(A)
A
P
P
A
P
P
A
A
A
A
A
A �
Start-up lost time, I,
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
Extension of effective
green, a
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
Arrival type, AT
3
3
3
3
3
3
4
4
4
4
4
Unit extension, UE
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0 j
2.0
2.0
Filtering/metering, 1
1.000
1.000
1.000
1.000
1.000
1.000
10.802
�0.802
0.802
�0.932 10.932
Initial unmet demand, Qb
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Ped / Bike / RTOR
volumes
10
0
211
10
0
249
10
0
352
10
0
12
Lane width
12.0
12.0
12.0
12.0
12.0
12.0
12.0
12.0
12.0
12.0
12.0
Parking / Grade / Parking
N
2
N
N
-4
N
N
2
N
N
-2
N
Parking maneuvers, NM
Buses stopping, NB
0
0
1
1
4
0
4
0
0
0
1
Min. time for pedestrians,
G
3.3
3.3
3.3
3.3
Phasing
WB Only
Thru & RT
EB Only
04
NB Only
Thru & RT
SB Only
08
Timing
G= 15.0
IY=
G= 15.0
G= 14.0
G=
G= 16.0
G= 10.5
G= 19.5
JG=
5
IY= 5
Y= 5
Y=
IY= 5
Y= 5
Y= 5
IY=
Duration of Analysis, T = 0.25
Cycle Length, C = 120.0
Lane Group Capacity, Control Delay, and
LOS Determination
EB
WB
NB
SB
LT
TH
I RT
LT
TH
RT
LT
TH
RT
LT
TH
RT
Adjusted flow rate, v
157
1524
119
685
1254
141
472
842
528
473
1027
Lane group capacity,
202
141.0
433
614
1501
466
446
913
713
559
1009
v/c ratio, X
0.78
1.08
0.27
1.12
0.84
0.30
1.06
0.92
0.74
0.85
1.02
Total green ratio, g/C
0.12
0.28
0.28
0.13
0.29
0.29
0.13
0.26
0.26
0.16
0.29
Uniform delay, d,
51.5
43.0
33.4
52.5
39.8
33.0
52.0
43.1
40.5
148.8
42.5
Progression factor,
PF
1.000
1.000
1.000
1.000
1.000
1.000
.1.000
1.000
1.000
1.000
.0.992
Delay calibration, k
0.30
0.50
0.50
0.50
0.50
0.50
0.50
0.43
0.26
0.36
0.50
Incremental delay, d2
15.8
49.0
1.6
72.4
5.7
1.7
54.5
12.0
2.9
10.3
31.9
Initial queue delay, d3
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Control delay
67.3
92.0
35.0
124.9
45.5
134.7
106.5
155.0
43.5
59.1
74.1
Lane group LOS
E
F
C
F
D
C
F
I E
D
E
E
Approach delay
86.1
70.9
64.9
69.3
Approach LOS
F
E
E
E
Intersection delay
72.8
X = 1.06
Intersection LOS
E
HCS2000TM Copyright 0 2000 University of Florida, All Rights Reserved Version 4.1f
HCS2000M DETAILED REPORT
General Information
Site Information
Analyst JGT
Agency or Co. TENW
Date Performed 05/02/2007
Time Period Weekend Peak
#16 - S 352/Enchanted Pkwy
Intersection
S
Area Type All other areas
Jurisdiction City of Federal Way
Analysis Year 2020 Without Project
Project ID The Village at Federal Way
Volume and Timing Input
EB
WB
NB
SB
LT
TH
RT
LT
TH
RT
LT
TH
RT
LT
TH
RT
Number of lanes, N,
1
1
0
1
1
1
1
2
0
1
2
1
Lane group
L
TR
L
LTR
R
L
TR
L
T
R
Volume, V (vph)
35
52
3 1335
3
483
1
1046
327
419
1056
55
% Heavy vehicles, %HV
0
0
0
0
0
0
1
1
1
1
1
1
Peak -hour factor, PHF
0.97
0.97
0.97
0.97
0.97
0.97
0.97
0.97
0.97
0.97
0.97
0.97
Pretimed (P) or actuated
(A)
A
A
A
A
A
A
A
P
P
A
P
P
Start-up lost time, I,
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
Extension of effective
,green, a
1.0
1.0
1.0
1.0
1.0
2.0
2.0
2.0
2.0
2.0
Arrival type, AT
3
3
3
3
3
4
4
2
5
5
Unit extension, UE
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
Filtering/metering, 1
1.000
1.000
1.000
1.000
1.000
0.806
0.806
�0.358 10.358
0.358
Initial unmet demand, Qb
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Ped / Bike / RTOR
volumes
10
0
2
10
183
10
0
20
10
0
19
Lane width
12.0
12.0
12.0
12.0
12-0
12.0
12.0
12.0
12.0
12.0
Parking / Grade / Parking
N
1
N
N
0
N
N
0
N
N
1
N
Parking maneuvers, NM
Buses stopping, NB
1
0
0
0
1
0
0
0
0
0
Min. time for pedestrians,
,G
3.3
3.3
3.3
3.3
Phasing
EB Only
WB Only
03
04
Excl. Left
SB Only
NS Perm
08
Timing
G= 9.2
IY=
G= 11.0
G=
G=
IY=
G= 1.0
G= 15.0
G= 60.8
G=
4
Y= 4
Y=
Y=
5
Y= 5
Y= 5
Y=
Duration of Analysis, T = 0.25
Cycle Length, C = 120.0
Lane Group Capacity, Control Delay, and LOS Determination
EB
WB
NB
SB
LT
TH
I RT
LT
TH
RT
LT
TH
RT
LT
TH
RT
Adjusted flow rate, v
36
55
173
175
309
1
1394
432 1089
37
Lane group capacity,c
122
129
150
151
469
265
1750
405 2400
1064
v/c ratio, X
0.30
10.43
1.15
11.16
10.66
0.00
0.80 1
11.07
0.45
0.03
Total green ratio, g/C
0.07
0,07
0.08
0.08
0.29
0.52
0.51
0.72
0.67
10.67
Uniform delay, di
53.2
53.6
1
55.0
55.0
37.3
14.1
24.5
35.7
9.2
1 6.6
Progression factor, PF
1.000
1.000
1.000
1.000
1.000
1.000
19.756
1.145
0.153
0.153
Delay calibration, k
0.04
0.04
0.50
0.50
0.19
0.04
0.50
0.50
0.50
0.50
Incremental delay, dZ
0.5
0.8
120.6
122.3
2.7
0.0
3.1
146.4
0.2
0.0
Initial queue delay, d3
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Control delay
53.6
54.5
175.6
177.3
40.0
14.1
21.7
87.3
1.6
1.0
Lane group LOS
D
D
F
F
D
B
C
F
A
A
Approach delay
54.1
112.3
21.6
25.4
Approach LOS
D
F
C
C
Intersection delay
40.1
X = 1.15
Intersection LOS
D
HCS2000TM Copyright 0 2000 TJniversity of Florida, All Rights Reserved Version 4 If
HCS2000- DETAILED REPORT
General Information
Site Information
Analyst JGT
Agency or Co. The Village at Federal Way
Date Performed 05/02/2007
Time Period Weekend Peak
Intersection #16 - S 352/Enchanted Pkwy
S
Area Type All other areas
Jurisdiction City of Federal Way
Analysis Year 2020 With Project
Project ID The Village at Federal Way
Volume and Timinq InDu
EB
WB
NB
SB
LT
TH
RT
LT
TH
RT
LT
TH
RT
LT
TH
RT
Number of lanes, N,
1
1
0
1
1
1
1
2
0
1
2
1
Lane group
L
TR
L
LTR
R
L
TR
L
T
R
Volume, V (vph)
35
52
3 1335
3
1483
1
1101
327
419
1106
55
% Heavy vehicles, %HV
0
0
0
0
0
1 0
1
1
1
1
1
1
Peak -hour factor, PHF
0.97
0.97
0.97
0.97
0.97
0.97
0.97
0.97
0.97
0.97
0.97
0.97
Pretimed (P) or actuated
(A)
A
A
A
A
A
A
A
P
P
A
P
P
Start-up lost time, I,
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
Extension of effective
green, a
1.0
1.0
1.0
1.0
1.0
2.0
2.0
2.0
2.0
2.0
Arrival type, AT
3
3
3
3
3
5
4
2
5
5
Unit extension, UE
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
Filtering/metering, 1
1.000
1.000
1.000
1.000
1.000
0.795
0.795
10.312
0.312
.0.312
Initial unmet demand, Qb
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Ped / Bike / RTOR
volumes
10
0
2
10
181
10
0
19
10
0
19
Lane width
12.0
12.0
12.0
12.0
12.0
12.0
12.0
12.0
12.0
12.0
Parking / Grade / Parking
N
1
N
N
0
N
N
0
N
N
1
N
Parking maneuvers, NM
Buses stopping, NB
1
0
0
0
1
0
0
0 1
0
0
Min. time for pedestrians,
G
3.3
3.3
3.3
3.3
Phasing
B Only
EB
WB Only
03
04
Excl. Left
SB Only
NS Perm
08
Timing
9.2
LYG
G= 11.0
G=
G=
G= 1.0
G= 15.0
G= 60.8
G=
= 4
IY= 4
Y=
Y= IY=
5
Y= 5
Y= 5
IY=
Duration of Analysis, T = 0.25
Cycle Length, C = 120.0
Lane Group Capacity, Control Delay, and LOS Determination
EB
WB
NB
SB
LT
TH
RT
LT
TH
RT
LT
TH
RT
LT
TH
RT
Adjusted flow rate, v
36
55
173
175
311
1
1453
432 1140
1,2400
37
Lane group capacity, c
122
129
150
151
469
253
1752
390
1064
v/c ratio, X
0.30
10.43
1
1.15
11.16
10.66
10.00
0.83
1.11
0.47
0.03
Total green ratio, g/C
0.07
0.07
0.08
0.08
0.29
0.52
0.51
0.72
0.67
0.67
Uniform delay, di
53.2
53.6
1
55.0
55.0
37.3
14.1
25.2
37.8
9.4
6.6
Progression factor, PF
1.000
1.000
1.000
1.000
1.000
0.994
0.756
1.102
�0.153
�0.153
Delay calibration, k
0.04
0.04
0.50
0.50
0.19
0.04
0.50
0.50
0.50
0.50
Incremental delay, d2
0.5
0.8
120.6
122.3
2.8
0.0
3.8
60.4
10.2
0.0
Initial queue delay, d3
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Control delay
53.6
54.5
175.6
177.3
40.1
14.0
22.8
102.1
1.7
1.0
Lane group LOS
D
D
F
F
D
8
C
F
A
A
Approach delay
54.1
112.1
22.8
28.6
Approach LOS
D
F
C
C
Intersection delay
41.4
X = 1.30
Intersection LOS
D
HCS2000TM Copyright ® 2000 University of Florida, All Rights Reserved Version 4. l f
Attachment C
Proportional Share Contributions
Transportation Engineering Northwest, LLC
PO Box 65254 ♦ Seattle, WA 98155
Office/Fax (206) 361-7333 *.Toll Free (888) 220-7333
Jenny Ting
From: Jenny Ting Ogting@tenw.com]
Sent: Wednesday, August 15, 2007 2:25 PM
To: Sarady Long
Cc: danb@soundbuilthomes.com
Subject: RE: Federal Way Village
Sarady,
Found some minor discrepancies in pro rata share calculation for #2. Overall, it looks good. Please let me
know if you have questions/comments.
Thanks,
Jenny
-----Original Message -----
From: Sarady Long[mailto:Sarady.Long@cityoffederalway.com]
Sent: Wednesday, August 15, 2007 10:24 AM
To: Jenny Ting
Cc: danb@soundbuilthomes.com
Subject: RE: Federal Way Village
Jenny,
Here is my TIA comments. I also attached my pro-rata share calculation toward impacted TIP projects.
Please review and let me know if you concur with my calculations and I will proceed with SEPA
condition. Overall, the mitigation has bee reduced by approx. $40,000.
TIA Comments
1. The TIA did not address whether this project would be a phase project i.e. residential as phase I
and commercial as phase II. Please clarify. Also, it appears the latest site plan only depicted 94
residential units vs. the TIA of 149.
2. Collision History - Staff does not concur with the TIA recommendation to modify signal phasing at
Ist Ave S / S 356th St. to split phase for the northbound and southbound direction and with a
overlapping phase for the southbound right. The TIA identified a total of 33 collisions over a three
years period, however the analysis did not break down as to how many are southbound or
northbound related. Based on analysis performed by staff, of the 33 collision only seven collisions
(3 approach turns and 4 rear -ends) are related to the northbound and southbound. From the
collision data, staff does not support the TIA recommendation. Please verify and provide
recommendation to staff.
3. Table 4 on Page 13 - The 2006 Weekday LOS analysis for 9th Ave S / S 348th St. intersection
indicates a V/C ration of 1.01. This is not correct. Per the HCS software, the V/C ration should be
0.95 (Xc).
4. Table 11 on page 24 -The EB/WB left for intersection # 36 (9th Ave S / S 348th St.) should be
analyzed as protected not protected/permitted phase. Also, intersection #37 NB/SB direction
should not run as split phase if there is not safety related concerns.
5. Table 12 on page 25 - Remove SB right turn lane from the 2009 Weekend LOS analysis.
8/17/2007
6. Table 14 on page 26 - Intersection #34 and 36. Provide V/C ration from HCS using Xc.
7. Table 14 on page 26 - As shown, intersection #23 (21St Ave SW / SW 336th St.) and #28 (23rd Ave
S / S 320th St.) will not meet the adopted LOS standard in 2020. The City has identified
improvement to intersection #23 as part of the 2008-2014 TIP and will present this to the City
Council for adoption. Intersection #28 LOS deficiencies would be addressed as part of the City's
Center Access Study which is currently underway.
8. Table 15 on page 27 -Intersection #15 and 16. Please show Xc V/C ratio from HCS. Also, the TIA
identified LOS deficiencies at SR 99 / S 320th Street intersection during the 2020 weekend peak
hour. Since the LOS deficiencies occur during the weekend peak period and improvement is not
warranted without the project, the city would not require the applicant to mitigate the LOS
deficiencies.
9. Staff has reviewed the proportional share contributions in Table 24 on page 37. The total
contribution has been reduced to $1,048,700. Please see attached calculation and provide
comments.
8/17/2007
TIP Project'
Description
New Project PM
Peak Ttips2
Horizon Year with
Project Volume
Pro-Rata
Share
Prolect Costs
Project Pro-Rata
Contribution
1 a
City Center Access Phase 2
25
4,730
0.005
$3,500,000
$18,499
I b
City Center Access Phase 3
37
5,364
0.007
$2,850,000
$19,659
is
Clty Center Access Phase 4
25
3,755
0.007
$11,800,000
$78,562
2
JPaclflc HlOwaX 5 HOV Lanes Phase 3 from S 284th St - 5R 509
1
5146,S07
3
5 348th Street between 9th Ave S and SR 99
$25,617
4
5 320th Sucet at 1 st Avenue S
$82,522
5
SR 99 at S 356th 5t
55
31588
0.015
$7,518,000
%115,242
7
S 348th Street at 1st Avenue 5
55
4,546
0.012
$2,430,000
S29 399
8
1 Oth Ave SW / SW 344th St: SW Campus Dr to 21st Ave SW
$64,535
9
1 st Ave S @ S 328th St
67
2,474
0.027
$459,000
$12,410
1 ()
5 320th St at 20th Ave 5
49
3,719
0.013
$1.482.000
$19,526
11
21stAve 5W / SW 3SAth 5u SW 356rh St - 22nd Ave SW
1
$4,695
12
Paclflc H! hwa 5 HOV Lanes Phase 4 from SR 509 - S 312th St
$220,536
13
SR 18 at SR 161
$28,871
15
5 356th St: SR 99 - 5R 161
352,790
17
S 352nd St: 5R 99 to SR 161
1ii2,3z4
1 B
SW 320th St at 21st Avenue SW
18
3,957
0,005
$1.748,000
$7,951
19
S 321Jth St from 1 st Ave S to 8th Ave S
5109,OD5
Total
S 1,048,670
Transportation Engineering Northwest, LLC
Date Printed: 8/15/2007
TIP Protect'
Description
New Protect PM
Peak Trirot
Horlton Year whh
Protect Volume
Protect Costs
Protect Pro -Rau
Contribudon
la
City Center Access Phase 2
25
4.730
53,500,000
$16.499
ih
Clty Cedter Access Phase 3
37
5.364
$2,850,000
$191659
lc
City Center Access Phase 4
25
3,7SS
$11.800,000
578,562
2
Pacifl[ 41 hwa S HOV Lanes Phase 3 from S 284th St - SR 509
SR 99: S 284th St to S 288th St
18
3,312
$5,0001000
$27,174
SR 99: S 288th St to SR 509
24
3,342
$10,000,000
s71,813
SR 99 @ SR 509
24
3,831
$800,000
S5 012
SR99: SR 509 to 18th Ave S
24
2,823
S5,0001000
342,508
5R 509 @ 16th Ave 5/Redondo Way S
0
1,912
$600.000
$0
3
S 348th Street between 9th Ave S and SR 99
5 348th St @ 9th Ave S
18
3,698
S600,000
$2,920
S 348th St: 9th Ave 5 to SR 99
19
3.468
S3,400,OD0
S18.627
5 34M St @ SR 99
79
5,825
$300,000
$4,069
4 15
320th Street at ist Avenue S
5 320th St @ 1st Ave S
55
4,533
$4,156,000
$50,426
1 st Ave Sr 5 316rh St to 5 32W St
19
1,313
$2,21 B 000
$32 096
5
SR 99 at S 356th St
55
3.588
$7,518 000
S11S Y42
7
5 348th Street at 15t Avenue S
55
4,546
52,430,000
$29,399
8
10th Ave SW / SW 344th Si: SW Campus De to 21st Ave SW
12th Ave SW W SW Campus Dr
37
4,111
S600.000
$4,496
12th Ave SW: SW Campus br to SW 340th St
37
4,111
55,1321000
$38,368
12th Ave SW: SW 340th St to SW 344th St
37
4,111
S100.000
$748
SW 344th St: 12th Ave SW to 17th Ave SW
37
4,111
51,720,000
$14859
SW 344th St: 17th Ave SW to 21st Ave SW
37
4,11 i
$1,080,ODE)
$8 074
9
istAve S @ S 328th St
67
2,474
$459,000
$12,430
i 0
5 320th St at 20th Ave 5
49
3,719
$1 ,482.000
S119,526
i 1
21stAve SW / SW 357th 51: 5W 356th St- 22nd Ave 5W
SW 356th St @ 215t Ave SW
12
2,9S2
$400,000
$1,626
21stAve SW: SW 356thSt to SW 357th St at SW 357th 5t: 21st Ave SW to 22nd Ave SW
12
2,952
S755,000
$3,069
12
Pacitk Highway 5 HOY Lanes Phase 4 from SR 509 . S 312th St
5R 99: 18th Ave S to 5 3041h St
31
2.667
$6,467,000
$75,169
SR 99: S 304th St to 5 308th St
31
2,863
$6,467,000
$70,023
SR 99: 5 308th St to S 310th St
31
2,648
S3,233 000
S37,849
SR 991 5 310th St to 5 3120 5L
3 1
2,673
S3.233,000
$37.495
13
SR 18 at 5R 161
SR 18 @ 51k 161
122
7,720
$1.537,000
S24,133
SR 161 @ S 352nd 51
79
3,335
S200.000
$4,738
15
S 356th St: SR 99 - SR 161
SR 161 @ 5 356th St
79
2,993
$2,000,000
$52.790
S 356th St: SR 99 to SR 161
0
1,228
$3,979,000
5❑
17
5 352nd St: SR 99 so SR 161
SR 161 @ S 352nd St
79
7,770
$1,000,000
510,806
S 352nd St! SR 99 to SA 161
0
7,770
$3.900,000
$0
SR 99 @ S 352nd St
37
7.770
$3,000,000
S1,518
18
SW 320th St at 21st Avenue SW
i8
3,957
$1,748,000
$7.951
19
5 320th St from 1st Avc S to Sth Ave S
S 320th St 1st Ave 5 to 501 Ave 5
12
2.878
$3,3B2 000
1 S14,101
S 320th St: Sth Ave 5 to 8th Ave S
12
2,878
53,38 i 000
$14,097
SW 336th Way: 26th Pi 5W to SW 337th St
25
2,259
$1,269,000
$14,265
SW 336th WE: SW 337th St to SW 340ds P1
25
2,259
S860000
$9,517
5W 340Lh St: SW 340Lh Pi to 30th Ave SW
25
2.259
$430.000
$4 759
SW 340th St: 30th Ave SW to 35th Ave SW
25
2,259
$2,149,000s23,783
SW 340th St @ 35th Ave SW
24
2,006
3300,000
53.589
SW 34Dth St: 35th Ave SW to 381h Ave SW
18
1,520
51,719,000
110 357
SW 340th St @ Ho Rd SW
18
2.50D
$670.000
$4,536
Totall
$1,048 670
Transportation Engineering Northwest, LLC
Date Printed: 8/15/2007
Village at Federal Way
Federal Way, WA
UPDATED
Transportation Impact Study
July 16, 2007
Prepared for:
SBI Developing, LLC
PO Box 73790
Puyallup, Washington 98373
Prepared by:
EXPIRES
RESUBMIT [ED
JUL 1 7 2007
CITY OF FEDERAL WAY
BUILDING DEPT.
19 Transportation Engineering NorthWest, LLC
Transportation Engineering/Operations ♦ Impact Studies ♦ Design Services ♦ Transportation Planning ♦ Forecasting
Seattle Office: PO Box 65254 ♦ Seattle, WA 98155 ♦ Office/Fax (206) 361-7333 ♦ Toll Free (888) 220-7333
Eastside Office: 816 - 6th Street S ♦ Kirkland, WA 98033 ♦ Office (425) 485-4663 ♦ Fax (425) 398-5779
Village at Federal Way
Federal Way, WA
Table of Contents
UPDATED Transportation Impact Study
INTRODUCTION..............................................................................................................................1
ProjectDescription......................................................................................................................1
EXISTINGCONDITIONS.................................................................................................................
3
RoadwayConditions...................................................................................................................
3
CollisionHistory ..........................................................................................................................5
Existing Peak Traffic Volumes.....................................................................................................
8
IntersectionLevel of Service.......................................................................................................
8
Public Transportation Services..................................................................................................14
Nonmotorized Transportation Facilities.....................................................................................15
Planned Transportation Improvements.....................................................................................15
TRANSPORTATION IMPACT ANALYSIS....................................................................................18,
Non -Project Traffic Forecasts....................................................................................................18
ProjectTrip Generation.............................................................................................................19
Trip Distribution and Assignment..............................................................................................
22
Intersection Level of Service Impacts........................................................................................
22
PublicTransportation Impacts...................................................................................................29
Nonmotorized Transportation Facilities.....................................................................................29
Site Access, Safety, and Circulation Issues..............................................................................
29
PROJECT MITIGATION MEASURES...........................................................................................
35
Appendix A — Traffic Counts
Appendix B — Detailed Level of Service Summary Sheets
Appendix C — 2009 and 2020 Future Traffic Volume Estimates
Appendix D — Public Transportation Improvements Correspondence
Appendix E — Sight Distance Photo Documentation
Appendix F — Turn Lane Warrant Analysis
Appendix G — Signal Warrant Analysis
19 Transportation Engmeerrmg NorthWest, LLC July 16, 2007
Page i
Village at Federal Way
Federal Way, WA
List of Figures
UPDATED Transportation Impact Study
Figure1: Project Site Vicinity ........................................................................................................................ 2
Figure2: Conceptual Site Plan..................................................................................................................... 4
Figure 3: Weekday A.M. Peak Hour Study Intersection Locations..............................................................10
Figure 4: Weekday P.M. Peak Hour Study Intersection Locations..............................................................11
Figure 5: Weekend Peak Hour Study Intersection Locations......................................................................12
Figure 6: Project Trip Distribution............................................................................................................... 23
List of Tables
Table 1:
Intersection 3-Year Historical Collision Rates
6
.................................................................................
Table 2:
Level of Service Criteria for Signalized and Unsignalized Intersections .......................................... 9
Table 3:
Estimated 2006 Weekday A.M. Peak Intersection Levels of Service ..............................................
9
Table 4:
2006 Weekday P.M. Peak Intersection Levels of Service .............................................................13
Table 5:
2006/2007 Weekend Peak Intersection Levels of Service............................................................14
Table 6:
Proposed Land Use - Weekday Project Trip Generation..............................................................
21
Table 7:
Proposed Land Use - Weekend Project Trip Generation..............................................................21
Table 8:
Weekday Trip Generation Comparisons.......................................................................................22
Table 9:
Weekend Trip Generation Comparisons.......................................................................................22
Table 10:
Estimated 2009 Weekday A.M. Peak Intersection Levels of Service..........................................22
Table 11:
Estimated 2009 Weekday P.M. Peak Intersection Levels of Service..........................................24
Table 12:
Estimated 2009 Weekend Peak Intersection Levels of Service .................................................. 25
Table 13:
Estimated 2020 Weekday A.M. Peak Intersection Levels of Service ..........................................
25
Table 14:
Estimated 2020 Weekday P.M. Peak Intersection Levels of Service ..........................................26
Table 15:
Estimated 2020 Weekend Peak Intersection Levels of Service ..................................................
27
Table 16:
2020 Weekday P.M. Peak Intersection Levels of Service (Improvements) .................................
28
Table 17:
2020 Weekend Peak Intersection Levels of Service (Improvements) .........................................
28
Table 18:
Intersection #34 -13th Place S at S 336th Street Historical Collision Records............ .................
33
Table 19:
Signal Warrant Summary ............................................................................................................ 33
Table 20:
2009 Weekday Peak Hour Site Driveway Operations(unsignarRedinre,secuonsoniy) ..............................
34
Table 21:
2009 Weekend Peak Hour Site Driveway Operations (unsignalized Intersections only) .............................
34
Table 22:
2020 Weekday Peak Hour Site Driveway Operations(uns,�nzrtearnrersecaonsony) .............................
34
Table 23:
2020 Weekend Peak Hour Site Driveway Operations (unsignallzed Intersections only) .............................
34
Table 24:
Proportional Share Contributions (2009 Buildout Year)..............................................................
37
19 Transportation Engineering Northwest, LLC July 16, 2007
Page li
Village at Federal Way UPDATED Transportation Impact Study
Federal Way WA
INTRODUCTION
This traffic study is an update to the Kitts Corner development, completed by Transportation
Engineering Northwest, LLC (MNW) in September 2004. The project has been re -named as
the Village at Federal Way. The proposed development would consist of up to 149 townhouses
and 255,950 square feet of commercial space (59,500 square feet of general office space, 178,850
square feet of retail shopping center space, and 17,600 square feet of quality restaurant space) on
the southwest corner of the SR 99 at S 336s' Street intersection in Federal Way, WA. The
original traffic study comprised of 160 residential townhouses, 40,000 square feet of office space,
and 139,000 square feet of retail shopping center space. Therefore, the overall land use
assumptions have decreased by approximately 11 townhouses and increased by approximately
19,500 square feet of general office space, 39,850 square feet of retail shopping center space, and
17,600 square feet of quality restaurant space from when the original traffic study was
completed. For the purpose of this analysis, the year 2009 and 2020 were selected as build -out
years for full completion of the project per City of Federal Way requirements.
This transportation impact study addresses the following:
➢ Description of the proposed project
➢ Assessment of existing conditions through field reconnaissance and review of existing
planning documents.
➢ Estimation of weekday vehicular daily, a.m., and p.m. peak hour trips and weekend
vehicular daily and peak hour trips generated by the proposed development.
➢ Assignment of weekday a.m., weekday p.m. peak hour, and weekend peak hour project
trips onto the existing roadway network.
➢ Evaluation of level of service (LOS) impacts at key intersections during weekday a.m.
peak, weekday p.m. peak, and weekend peak hours.
➢ Assessment of public transportation and nonmotorized transportation impacts.
➢ Evaluation of site access, safety, and circulation issues.
➢ Identification of mitigation measures to maintain acceptable levels of mobility and safety
based upon City of Federal Way and Washington State Department of Transportation
(WSDUT) standards and guidelines.
Project Description
The Village at Federal Way development would be located at the southwest quadrant of the SR 99
and S 330' Street intersection in Federal Way, Washington. The proposed development would
consist of up to 149 townhouses and 255,950 square feet of commercial space (59,500 square
feet of general office space, 178,850 square feet of retail shopping center space, and 17,600
square feet of quality restaurant space): The study area and site location are shown in Figure 1.
Transportation Engineering NorthWest, LLC July 16, 2007
Page I
Village at Federal Way
Federal Way. WA
Transportation
Engineering
NorthWest, LLC
Figure 1
Project Site Vicinity
UPDATED Transportation Impact Study
Village at
Federal Way
Tranvorta&a Impact Study
19 Transportation Engineering NorthWest, LLC July 16, 2007
Page 2
Village at Federal Way UPDATED Transportation Impact Study
Federal Way, WA
Vehicular site access would be provided via the construction of new internal roadways, including
extension of 13'h Place S onto S 336h Street, with two additional access points onto S 336"'
Street (western driveway is full access and eastern driveway is restricted to right -in -right out
access), and a restricted right -in -right out access driveway onto Pacific Highway South (SR 99).
The south site driveway (S 3400' Street) onto Pacific Highway South (SR 99) would connect as
the west leg of the existing Pacific Highway South (SR 99) at 16'' Avenue S/SR 161 intersection,
which is controlled by a traffic signal, providing full access into and out of the project site at this
location. The applicant would construct and filly fund 1/4 street improvements on the north
side of the street connecting to this approach] A conceptual site plan showing residential and
commercial uses is illustrated in Figure 2.
EXISTING CONDITIONS
This section describes existing transportation system conditions in the study area. It includes an
inventory of existing roadway conditions, collision history, traffic volumes, intersection levels of
service, public transportation services, nonmotorized transportation facilities, and planned
roadway improvements.
Roadway Conditions
The following paragraphs describe existing arterial roadways and intersections that would be
used for site access. Roadway characteristics are described in terms of number of lanes, posted
speed limits and shoulder types and widths.
I-5 is classified by WSDOT as an urban interstate highway. The roadway consists of four, 12-
foot travel lanes in each direction and 10-foot paved shoulders. The speed limit is posted at 60
mph.
SR 18 is an urban principal arterial as classified by WSDOT. There are two -travel lanes in each
direction. The roadway consists of 12-foot travel lanes with 10-foot paved shoulders. The
speed limit is posted at 35 mph.
Pacific Highway S (SR 99) is classified by the City of Federal Way as a principal arterial. The
roadway consists of six travel lanes with a center, two-way left -turning lane. Travel lanes are 12
feet with 8-to 10-foot paved shoulders on both sides of the street. The posted speed limit is 40
mph.
SR 161 (16" Avenue S/Enchanted Parkway) is a principal arterial as classified by the City of
Federal Way. The roadway consists of four travel lanes north of S 363 d Place. Travel lanes are
11 to 12 feet. Curbs, gutters and sidewalks are located in the vicinity and north of S 360t' Street.
The speed limit is posted at 45 mph.
S 320" Street is a six -lane roadway between SR 99 and the I-5 Ramps. The roadway narrows to
5 travel lanes west of SR 99, with one lane dedicated as a two-way, center left -turning lane, and
consists of 4 travel lanes east of I-5. Curbs, gutters and sidewalks are also provided. Travel
lanes are 11 to 12 feet. The posted speed limit is 35 mph in the commercial district.
IP Transportation Engmeermg NorthWest, LLC July 16, 2007
Page 3
-5?
.--
r
or
Village at Federal Way �?^ UPDATED Transportation Impact Study
r, Federal Way, WA 1L
�!f/ a
-- —! -- ---M --
9
(Not to Scale)
IoTransportation
Engineering
NorthWest, LLC
y jJ
S 336th St
Figure 2
Conceptual Site Plan
19 Transportation Engineering Northwest, LLC
N �
a
Village at
Federal Way
Transportadon Impact Study
July 16, 2007
Page 4
Village at Federal Way
Federal Way, WA UPDATED Transportation Impact Study
S 336" Street is a four -lane roadway west of 13`' Place S, a five -lane roadway (2 lanes westbound
and 3 lanes eastbound) east of 13`h Place S, and a two-lane roadway east of SR 99. Along the
property frontage of the proposed Village at Federal Wlay development, the curb -to -curb
pavement width west of 13"' Place S is 44 feet and east of 13"' Place S is 55 feet. The roadway
consists of curbs, gutters and sidewalks west of and 4-foot paved shoulders east of SR 99. The
speed limit is posted at 35 mph.
13" Place S north of 336`h Street S is an unchannelized roadway with curbs, gutters and
sidewalks. The curb -to -curb pavement width is 44 feet. Parking is permitted on both sides of
the street. There is no posted speed limit sign.
V Way S/1' Avenue S is a four -lane roadway with curbs, gutters and sidewalks in the vicinity
of S 336`h Street. The roadway consists of 11-to 12-foot travel lanes. The speed limit is posted
at 35 mph.
S 348`s Street is a four -lane roadway with a two-way, center left -turning lane. East of SR 99 an
additional HOV lane is provided in each direction. The roadway consists of curbs, gutters, and
sidewalks. Travel lanes are 11 to 12 feet in width. The posted speed limit is 35 mph.
S 356 h Street east of 1" Avenue S is a two-lane roadway with 1- to 6-foot paved shoulders.
West of 1't Avenue S, the roadway consists of 4 travel lanes with a two-way, center left -turning
lane, 4-foot bicycle lanes, curbs, gutters and sidewalks. Travel lanes are 11 to 12 feet. The speed
limit is posted at 35 mph east of 1" Avenue S and 40 mph west of 1" Avenue S.
Collision History
The frequency and severity of collisions are commonly weighted against speed, volume, and
functional classification of a roadway segment or intersection. These variables are considered in
determining if a certain location has an unusually high collision rate. The average annual
collision rate is calculated by summing the total number of collisions that occurred at a specified
intersection or roadway segment during the past three years, and dividing the total by three.
Collision data for an intersection is also measured by collision rates per million entering vehicles
(MEV). Collisions per MEV reflect the number of vehicles traveling through an intersection,
providing a different indication of design -related versus volume -related incidences. The City of
Federal Way identifies safety inadequacies as those intersections with a collision rate greater than
1.0 collisions per MEV.
Table 1 summarizes historical collision data as provided by the City of Federal Way for the most
recent 3-pear period between January 1, 2003 to December 31, 2005 at all study intersections.
Of the 42 study intersections, 17 intersections are considered to be safety inadequacies based
upon the City of Federal Way's collision rate standard of 1.0 per MEV. The high number of
collisions at intersections are generally attributed to the high traffic volumes traveling through
the intersections, negligent driving, drivers falling to yield, and drivers following too closely.
Transportation Engineering NorthWen, LLC July 16, 2007
Page 5
Village at Federal Way
Federal Way WA
UPDATED Transportation Impact Study
Table 1: Intersection 3-Year Historical Collision Rates
ID
#
Intersections
Fatal
Collisions
Injury
Collislons
PDO
Collislons
Total
C0111sions
Average
Annual
CoMdon Rate
Collision
Rate per
MEV
1
SR 99 / S 288th St
0
13
18
31
10.3
0.90
2
SR 99 / SR 509 (S Dash Pt Rd)
0
15
23
38
12.7
1.00
3
SR 99 / S 304th St
0
7
17
24
8.0
0.76
4
SR 99 / S 308th St
0
11
13
24
8.0
0.83
5
SR 99 / S 312th St
0
27
57
84
28.0
AWE
6
SR 99 / S 316th St
0
10
16
26
8.7
0.75
7
SR 99 / S 320th St
1 0
34
100
134
44.7
2.09
8
SR 99 / S 324th St
0
6
29
35
11.7
0.84
9
SR 99 / S 336th St
0 1
15
40
55
18.3
10
SR 99 / SR 161 / 16th Ave S
0 1
2
5
7
2.3
0.24
11
SR 99 / S 344th St
0
4
10
1 14
4.7
0.83
12
SR 99 / S 348th St
0
12
58
70
23.3
XNAW
13
SR 99 / S 356th St
0
10
16
26
8.7
0.80
14
SR 161 / 16th Ave S / S 344th St
0
3
2
5
1.7
0.25
15
SR 161 / SR 18 / S 348th St
0
36
60
96
32.0
1.40
16
SR 161 / Enchanted Pkwy / S 352nd St
0
6
13
19
6.3
0.66
17
SR 161 / Enchanted Pkwy / S 356th St
0
22
33
55
18.3
maw
18
1 st Ave S/ S 312th St
0
1
1
2
0.7
0.08
19
1 st Ave S / S 320th St
0
18
36
54
18.0
1.25
20
1 st Ave S / S 330th St
1
6
13
20
6.7
0.73
21
1st Wy S / S 336th St
0
7
14
21
7.0
0.80
22
1 st Ave S / S 348th St
0
9
24
33
11.0
0.79
23
2 Tst Ave SW / SW 336th St
0
37
68
105
35.0
24
1 1Oth Ave S / SW Campus Dr
0
11
22
33
11.0
�.t<
25
9th Ave S / S 336th St
0
5
6
11
3.7
0.45
26
20th Ave S / S 336th St 1
0
3
4
7
2.3
0.49
27
20th Ave S / S 320th St
0
25
32
57
19.0
AGM
28
23rd Ave S / S 320th St
0
22
41
63
21.0
29
25th Ave S / S 320th St
0
13
32
45
15.0
0.89
30
1-5 SB Ramps / S 320th St
0
24
52
76
25.3
MW
31
1-5 NB Ramps / S 320th St
0
2
0
2
0.7 1
0.05
32
Weyerehaeuser Way S / S 320th St
0
4
11
15
5.0
0.45
33
Military Rd S / S 320th St
0
2
1
3
1.0
0.07
34
13th PI S / S 336th St
0
3
6
9
3.0
0.42
35
Weyerehaeuser Way S / S 336th St
0
2
8
10
3.3
0.57
36
9th Ave S / S 348th St
0
18
17
35
11.7
t .04
37
1st Ave S / S 356th St
0
13
20
r 33
11.0
1.1 St4
38
35th Ave SW / SW 340th St
0
3
10
13
4.3
0.64
39
Hoyt Road SW / SW 340th St
0
7
15
22
7.3
0.86
40
SR 161 / S 360th St 1
0
3
12
15
5.0
0.58
41
21 st Ave SW / SW 320th Si
0 1
19
29
48
16.0
1.19�]
42
21 st Ave SW / SW 356th St
__ 0 1
17
28
45
15.0
1.68 .
Source: City of Fedcrai Way Corridor Report, July 2006
MEV - Million entering vehicles.
19
July 16, 2007
Transportation Engineering Northwest, 11C Page 6
Village at Federal Way Federal Way WA UPDATED Transportation Impact Study
Transportation impm ements are planned at 14 of the 17 intersections that are considered to be
safety inadequacies per City of Federal Way standards identified above in Table 1, which should
improve safety issues at these intersections. Recent and future transportation improvement
projects on the Pacific Highway S (SR 99) corridor should address safety and capacity related
problems at the following 5 intersections: 1) # 2 — SR 99 / SR 509 (S Dash Point Road), 2) #5
— SR 99 / S 312d' Street, 3) #7 — SR 99 / S 320'h Street, 4) #9 -- SR 99 / S 3364 Street, and 5)
#12 — SR 99 / S 348`s Street
Safety inadequacies at the following 9 intersections would be addressed via safety and capacity
transportation improvement projects identified in the City's latest 6-pear Transportation
Impmvement Program (TIP) - the TIP projects identified below are summari ed in the Planned
Transportation Impmvements section of this study:
1) Intersection #15 _ SR 161 / SR 18 / S 348d' Street would be addressed via TIP project
ID #13.
,/2) Intersection #17 — SR 161 / Enchanted Parkway / S 356d' Street would be addressed via
TIP project ID #15.
Intersection #19 — 1" Avenue S / S 320`h Street would be addressed via TIP projects ID
#4 and #19.
Intersection #23 — 21" Avenue SW / SW 336'' Street would be addressed via Campus
Crest development, which has been conditioned to convert all left -turn approaches to
protected phasing only.
Intersection #24 — 10`h Avenue S ` SW Campus Drive would be addressed via TIP
project ID #8. -
Intersection #27 — 20d` Avenue S / S 320'h Street would be addressed via TIP project ID
#10.
Intersection #28 — 23'd Avenue S / S 320'h Street improvements were recently completed
to conform to latest Manual on Uniform Traffic Control Devices (MUTCD).
Additionally, signal coordination has been completed along this corridor.
Intersection #30 — I-5 Southbound Ramps / S 320a' Street would be addressed via TIP
9/projects ID #1a to 1c.
Intersection #36 — 9d` Avenue S / S 348'' Street would be addressed via TIP project ID
3.
Intersection #41 — 21s' Avenue S / SW 320`' Street would be addressed via TIP project
ID #18.
1�1 ntersection #42 — 21" Avenue S / SW 356h Street would be addressed via TIP project
ID #11. C C t—VVI Wt)
There is 1 remaining intersection without planned transportation improvements, with potential
improvements identified below_ It should be noted that the measures identified below are
independent of the proposed Vihl ge at .Federal allay development as they represent existing safety
issues.
19 Transportation Engineering NorthWest, LLC luly 16, 2007
Page 7
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Village at Federal Way UPDATED Transportation Impact Study
r Federal Way WA
➢ Intersection #37 — 1*' Avenue S / S 356`" Street. A majority of collisions at this
intersection were related to rear -ends (approximately 45 percent) and approach turns
(roughly 40 percent). Current phasing is permitted in the northbound/southbound
arc r S direction with over 1,000 southbound approach volumes (a majority are left- and right-
1 5 turn movements) and only 80 northbound approach volumes. Due to the relatively high
difference between northbound and southbound volumes, provide split phasing of the
two Iegs is recommended. In addition, there are a relatively high number of southbound
ra �i �I�w�t vJIJJI�
right-tum volumes that potentially increase congestion at the intersection. Therefore, it
is also recommended that a permitted+over phasing be provided for southbound right-
1 W e—" l S O" Mums. These project iVravements were assumed under 2009 and 2020 conk iens with the proposed
development.
There was one fatality identified at Intersection #20 - 1't Avenue S at S 330t' Street. This
collision occurred as a result of one vehicle entering the intersection at aright angle with no
other vehicles involved in the collision. This intersection generally averages about 7 collisions
per year with a 0.73 MEV. Therefore, it is assumed that the fatality at this intersection was an
aberration and not as a result of any design flaw at the intersection.
Existing Peak Traffic Volumes
Peak hour traffic volumes typically represent the highest hourly volume of vehicles of the
average day passing through an intersection during the typical 7-9 a.m. and 4-6 p.m. peak period.
Therefore, these volumes were used to evaluate traffic impacts that would occur as a result of
the development In addition, peak hour volumes on weekends (Saturdays) were also evaluated
for traffic impacts. Peak hour turning movements counts were obtained from the City of
Federal Way, and All Traffic Data Services Inc. and Traffic Count Consultants, Inc. also
conducted peak hour traffic counts. All traffic counts were conducted in 2005, 2006, and 2007.
Traffic counts are provided in Appendix A.
Intersection Level of Service
Level of service (LOS) serves as an indicator of the quality of traffic flow at an intersection or
road segment. The LOS grading ranges from A to F, such that LOS A is assigned when minimal
delays are present and low volumes are experienced. LOS F indicates long delays and/or forced
flow. Table 2 strnmarizes the delay range for each level of service at both signalized and
unsignalized intersections. The methods used to calculate the levels of service are described in
the updated 2000 Highway Capacity Manual (Special Report 209, Transportation Research Board).
Level of service for signalized intersections is defined in terms of control delay, which is a
measure of driver discomfort, frustration, and increased travel time. The delay experienced by a
motorist is made of up a number of factors that relate to traffic control, geometries, traffic
demand, and incidents. Total control delay is the difference between the travel time actually
experienced and the reference travel time that would result during base conditions (i.e., the absence
of traffic control, geometric delay, any incidents, or as a result other vehicles). LOS F at
signalized intersections is often considered unacceptable to most drivers, but does not
automatically imply that the intersection is over capacity. Jammed conditions could occur on
one or all approaches, with periods of long delays and drivers waiting for multiple signal cycles
to progress through the intersection.
1p Transportation Engineering NorthWest, L.LC July 16, 2007
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Village at Federal Way UPDATED Transportation Impact Study
Federal Way, WA
For unsignalized intersections, a level of service and estimate of average control delay is
determined for each minor or controlled movement based upon a sequential analysis of gaps in
the major traffic streams and conflicting traffic movements. In addition, given that unsignalized
intersections create different driver expectations and congestion levels than signalized
intersections, their delay criteria are lower. Control delay at unsignalized intersections include
deceleration delay, queue move -up time, stopped delay in waiting for an adequate gap in flows
through the intersection, and final acceleration delay.
Intersection LOS were calculated using the methodology and procedures outlined in the 2000
Hzghrvay Capacity Manual, Special Report 209, Transportation Research Board (M), using the
S ny cbry HCS20, and aaSXDRA 2. f software programs. The adopted LOS standard in the
City of Federal Way is LOS E at signalized and all -way stop intersections with a maximum
volume -to -capacity (v/c) ratio of 1.00.
Table 2: Level of Service Criteria for Signalized and Unsignalized Intersections
Level of Service
Signalized Intersection
Delay Range (sec)
Unsignalized Intersection
Delay Range (sec)
A
< 10
_< 10
B
> 10to__<20
> 10to<_ 15
C
> 20to<_35
> 15to_<25
D
> 35to<55
> 25tos35
E
> 55to_<80
> 35to:550
F
> 80
> 50
:entree: "Highway Capaaty Manual", Spri7''1 PLport 209, TrarLTarr-Mion Rcscarch Snard, 2000, Upda[r.
The City of Federal Way requires a level of service analysis be conducted at study intersections
affected by 100 or more trips during the weekday a.m. peak hour, 10 or more trips during the
weekday p.m. peak hour, and 100 or more trips during the weekend peak hour. Therefore, per
the City of Federal Way requirements and in addition to project site driveway intersections onto
Pacific Highway S (SR 99) and S 336`h Street, study intersections for LOS analysis comprised of
3 intersections during the a.m. peak hour (it should be noted that Intersection #9 -- SR 99 /
S 336"' Street is not impacted by more than 100 trips during the weekday a.m. peak hour, but
was analyzed due to its close proximity to project site driveways on SR 99 and S 3361h Street), 42
intersections during the p.m. peak hour, and 14 intersections during the weekend peak hour.
Figures 3 through 5 summarize study intersection locations analyzed during the weekday a.m.
peak hour, weekday p.m. peak hour, and weekend (Saturday) peak hour. Existing weekday peak
hour levels of service at study intersections are summarized in Tables 3 and 4.
Table 3: Estimated 2006 Weekday A.M. Peak Intersection Levels of Service
Signalized Intersection
Traffic Control
LOS
Delay
V/C
#9 - SR 99 at 5 3361h St
Signalized
C
32
0.61
#10 - SR 99 at 1611 Ave S/SR 161
Signalized
B ✓
14
0.39
Unslgnalized Intersection
Traffk Control
LOS
Delay
WC
#34 - 131" PI S at S 3361' St
EB Left
A
9
0.05
SD
C
19
0.15
voW Analysis omed on sy nchro 6 and HGh 2000 results using I -[CM 2000 control delays and LOS.
Transportation Engineering NorthWest, LLC July 16, 2007
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Village at Federal Way
Federal Way. WA UPDATED Transportation Impact Study
19 Transportation Engineering NorthWest, LLC July 16, 2007
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Village at Federal Way UPDATED Transportation Impact Study
Federal Way, WA
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Village at Federal Way Federal Way, WA UPDATED Transportation Impact Study
19 Transportation Engineering Northwest, LLC July 16, 2007
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Village at Federal Way
Federal Way, WA
UPDATED Transportation Impact Study
Table 4: 2006 Weekday P.M. Peak Intersection Levels of Servirp
ID #
Sloranzed IMersecdons
Traffic Control
LOS
Delay
V/C
1
SR 99 / S 288th St
Signalized
E
59
0.86
2
SR 99 / SR 509 (S Dash Pt Rd)
Signalized
B
15
0.74
3
SR 99 / S 304th St
Signalized
B
17
0.74
4
SR 99 / S 308th St
Signalized
B
12
0.60
5
SR 99 / S 312th St
Signalized
D
40
0.81
6
SR 99 / S 316th St
Signalized
B
20
0.60
7
SR 99 / S 320th St
Signalized
D
37
0.76
8
SR 99 / S 324th St
Signalized
D
44
0.76
9
SR 99 / S 336th St
Signalized
C
33
0.64
10
SR 99 / SR 161 / 16th Ave S
Signalized
C
29
0.45
12
SR 99 / S 348th St
Signalized
D
44
0.94
13
SR 99 / S 356th St
Signalized
E
65
0.93
I-r
in i o i i i om rf►ve p i a sggtn at
3ignallzed
6
I 11
0.43
15
SR 161 / SR 18 / S 348th St
Signalized
D
39
0.87
16
SR 161 / Enchanted Pkwy / S 352nd St
Signalized
B
18
0.57
17
SR 161 / Enchanted Pkwy / S 356th St
Signalized
C
24
0.69
18
1st Ave S / S 312th St
Signalized
C
35
0.65
19
1 st Ave S / S 320th St
Signalized
D
40
0.82
20
1 st Ave S / S 330th St
Signalized
C
30
0.87
21
1st Wy S / S 336th St
Signalized
C
31
0.56
22
1 st Ave S / S 348th St
Signalized
D
51
0.98
23
21 st Ave SW / SW 336th St
Signalized
D
38
0.91
24
10th Ave S / SW Campus Dr
Signalized
B
19
0.54
25
9th Ave S / S 336th St
Signalized
D
41
0.73
27
20th Ave S / S 320th St
Signalized
B
20
0.71
28
23rd Ave S / S 320th St
Signalized
D
51
0.93
29
25th Ave S / S 320th St
Signalized
i B
15
0.76
30
1-5 SB Ramps / S 320th St
Signalized
D
35
0.92
31
1-5 NB Ramps / S 320th St
Signalized
B
15
0.69
32
Wqygrhaemr Way S / S 320th St
Signalized
B
18
0.63
33
Milhary Rd S / S 320th St
Signalized
E
80
1.09
36
9th Ave S / S 348th St
Signalized
C
25
1.01
37
1 st Ave S / S 356th St
Signalized
C
27
0.85 1,-F G C,
38
35th Ave SW / SW 340th St
Signalized
B
19
0.75
39
Hoyt Rd SW / SW 3401h St
Signalized
D
37
0.72
40
SR 161 / S 360th St
Signalized
C
20
0.52
41
21stAve SW / SW 320th St
Signalized
D
36
0.89
42
21stAve SW / SW 356th St
Signalized
D
41
0.68
ID #
llnslgnallzed Intersecdons
Traffic Control
LOS
Delay
V/C
l 1
SR 99 / S 344th St
EB
D
28
0.55
WB
C
25
0.29
NB left
A
10
0.05
SB Left
A
9
0.02
26
20th Ave S / S 336th St
EB Left
A
9
0.06
SB
E
48
0.67
34
13th PI S / S 336th St
EB Left
B
10
0.02
SB
E
47
0.50
35
1 Weyerhaeuser Way S / S 336th St
Roundabout
A
9
0.37
: Analysis based on Synchro 6, F•ICS 2000, and aaSIDRA 2.1 results using HCM 2000 control delays and LOS
19 Transportation Engineering NorthWest, LLC July 16, 2007
Page 13
Village at Federal Way UPDATED Transportation Impact Study
Federal Way, WA
As shown above, during the weekday a.m. peak period, all intersections analyzed currently
operate at LOS C or better with v/c ratios less than 1.00. During the weekday p.m. peak period,
Intersections #33 — Military Road S / S 320`h Street and #36 — 9'h Avenue S / S 348"' Street have _0
a v/c ratio greater than 1.00. All unsignalized intersections operate at LOS E or better with a d
v/c ratio less than 1.00 under existing conditions during the weekday a.m. peak hour and
weekday p.m. peak hour. Detailed level of service summary worksheets are provided in
Appendix B.
Table 5 summari es existing weekend peak intersection levels of service. As shown, all
intersections operate at LOS E or better with a v/c ratio less than 1.00. Detailed level of service
summary worksheets are provided in Appendix B.
Table 5: 2006/2007 Weekend Peak Intersection Levels of Service
ID #
Signalized Intersections
Traffic Control
LOS
Delay
v/C
7
SR 99 / S 320th St
Signalized
E
80
0.90 -
8
SR 99 / S 324th St
Signalized
D
51
0.73
9
SR 99 / S 336th St
Signalized
C
23
0.50
10
SR 99 / SR 161 / 16th Ave S
Signalized
D
51
0.43
14
SR 161 / 16th Ave S / S 344th St
Signalized
A
6
0.31
15
SR 161 / SR 18 / S 348th St
Signalized
D
51
0.88
16
SR 161 / Enchanted Pkwy / S 352nd St
Signalized
C
28
0.90
17
SR 161 / Enchanted Pkwy / S 356th St
Signalized
C
31
0.69
21
1st Wy S / S 336th St
Signalized
D
47
0.39
25
9th Ave S / S 336th St
Signalized
C
25
0.25
40
SR 161 / S 360th St
Signalized
C
22
0.44
ID #
llnsignalized Intersections
Traffic Control
LOS
Delay
v/C
26
20th Ave S / S 336th St
EB Left
A
8
0.02
SB
B
13
0.22
34
13th PI S / S 336th St
EB Left
A
8
0.02
SB
B
13
0.02
35
Weyerhaeuser Way S / S 336th St
Roundabout
A
6
0.19
Note: Analysis based on oyncnro 6, HU5 2000, and aablIA(A 41 results using YILM 2000 control delays and WN.
Traffic counts for Intersections #7, 16, 17, 26, 35, and 40 were conducted in Apid 2007.
Public Transportation Services
Pierce Transit and King Country -Metro provide public transportation services in the vicinity of o�
the project site. A transit stop is provided on the south side of SR 99 at its intersection with
S 336th Street. A King County -Metro stop is located on S 336`h Street, west of its intersection i
with 13" Place S for Route 182. All transit stops are served by a covered shelter with a bench
and lighting. Both transit stops are located on the proposed property frontage and/or across the
street from the proposed development.
Pierce Transit Routes
Route 402 provides service to Spanaway, Graham, Puyallup and Federal Way. Northbound
service from Spanaway to Federal Way is provided between about 5:30 a.m. until 5:20 p.m. on
weekdays and 8:20/9:20 a.m. until 5:20 p.m. on weekends. Southbound service from Federal
Way to Spanaway is from 6:25 a.m. to 7:25 p.m. on weekdays and 9:20 a.m. to 6:20 p.m. on
weekends. Transit service is provided on average every hour.
July 16,
Transportation Engineering NorthWest, LLC Paggee 14
Village at Federal Way UPDATED Transportation Impact Study
Federal Way, WA
Route 500 connects downtown Tacoma with Fife and Federal Way. Northbound service
between Tacoma and Federal Way operates from 5:00 a.m. until 11:25 p.m. on weekdays, and
7:30 a.m. until 11:25 pm. on weekends. Southbound service from the Federal Way to Tacoma
operates between 5:40 a.m. to 11:50 a.m. on weekdays, and from 7:35 a.m. until 11:55 p.m. on
weekends. Transit stops average every 30 to 60 minutes on weekdays and 60 minutes on
weekends.
King County -Metro Routes
Route 182 provides daily service to Tacoma and Federal Way. Service from Federal Way to
Tacoma operates between 5:45 a.m. until 8:00 p.m. on weekdays and from 7:50/7:55 a.m. until
6:40 p.m. on weekends. Service arrives in Federal Way from Tacoma between 5:45 a.m. until
7:55 p.m. on weekdays and from 7:50/7:55 a.m. to 6:55 p.m. on weekends. Transit service
averages every hour.
Park -and -Ride Lots
In addition, there are five park -and -ride options in the vicinity of the Village at Federal Vay
development. The Federal Way Transit Center is located at 23'd Avenue S / S 3171" Street, over
1-1/2 miles northeast of the project site. The Federal Way Park -and -Ride is located at S 320`h
Street and 25s' Avenue S in the vicinity of I-5, which is approximately 1-1/2 miles northeast of
the proposed development. The Our Saviour's Baptist Church Park -and -Ride is located at 720
S 32& Street, roughly 1-1/2 miles north of the project site. The South Federal Way Park -and -
Ride is located at S 348`s Street and 9`s Avenue S, about 1 mile southwest of the project site. The
Sunrise United Methodist Church Park -and -Ride is at the northeast corner of S 356t' Street and
1't Avenue S, approximately 2 miles southwest of the proposed development.
Nonmotorized Transportation Facilities
In the vicinity of the project site, raised sidewalks are provided on S 336`h Street and adequate
shoulders are provided on SR 99. Painted crosswalks are provided at the signalized intersections
of Intersection #9 - SR 99 at S 336`h Street and Intersection #21 - 1" Way S at S 336`h Street.
Planned Transportation Improvements
The section identifies planned transportation improvements for roadways, intersections and
public transportation services, that would be impacted by trips from the proposed at
Federal Wqy development. These improvements are not guaranteed for construction; they simply
define a need that should be addressed as funding becomes available.
The City, of Federal Way's Transportation Improvement Plan (TIP), 2007-2012, identified the
following transportation improvement projects that would be impacted by 10 or more weekday
p.m. peak hour trips (unless otherwise noted) by the proposed development:
➢ TIP ID #1a - City Center Access Phase 2. This is a design study, with environmental
analysis to improve access to the City Center of Federal Way. The estimated project cost
is $3,500,000 and is anticipated for completion in 2008.
19 Transportation Engineering NorthWest, LLC July 16, 2007
Page 15
Village at Federal Way
Federal Way, WA
UPDATED Transportation Impact Study
➢ TIP ID #1b - City Center Access Phase 3. This project would add a second
southbound left-tum lane and third southbound right -turn lane at the I-5 Southbound
Ramps with S 320d' Street. The estimated project cost is $2,850,000 and is anticipated
for completion in 2009.
➢ TIP ID #1c - City Center Access Phase 4. This improvement would widen the
S 320d' Street bridge over I-5 and realign the loop ramps and I-5 Northbound Off -Ramp.
The estimated project cost is $11,800,000 and is anticipated for completion in 2011.
➢ TIP ID #2 - Pacific Highway S HOV Lanes, Phase 3: S 284" Street — SR 509.
The roadway would add one HOV lane in each direction, a second southbound left -turn
lane at its intersection with S 288h Street, install a raised median, and provide a signal at
SR 509 and Redondo Way S with interconnect to 11'' Place S. The estimated project
cost is $21,400,000 and is anticipated for completion in 2008.
➢ TIP ID #3 - S 348`b Street between 9'' Avenue S and SR 99. Add HOV lanes and
install a raised median. Provide a second northbound left -turn lane at SR 99, which was
recently completed by the OPUS Crossing Development. The project cost is estimated
at $4,300,000 and is anticipated for completion by 2008.
➢ TIP ID #4 - S 320" Street at V Avenue S. Add a westbound right -turn lane and
additional northbound and westbound left -turn lanes would be provided. 1" Avenue S
would be widened to 5 travel lanes to S 3W' Street. The estimated project cost is
$6,374,000 with an anticipated completion date of 2010.
➢ TIP ID #5 — SR 99 at S 356`h Street. Add westbound thru-lane and eastbound and
northbound left -turn lanes. The project cost is estimated at $7,518,000 and is anticipated
for completion in 2007.
➢ TIP ID #7 - S 348" Street at V Avenue S. Add westbound and southbound right -
turn lanes and additional eastbound and westbound left -turn lanes. The project cost is
estimated at $2,430,000 with an anticipated completion date of 2009.
➢ TIP ID #8 —10te Avenue SW / SW 344'b Street: SW Campus Drive to 21" Avenue
SW. Extend 3-lane collectors. Provide sidewalks and street lights. The estimated
project cost is $8,632,000 and is anticipated for completion in 2012.
➢ TIP ID #10 - S 320" Street at 20" Avenue S. Add second eastbound and westbound
left -turn lanes. The estimated project cost is $1,482,000 and is anticipated for
completion by 2011.
➢ TIP ID #11- 21st Ave SW / SW 357th St: SW 356th St - 22nd Ave SW. Extend the
2-lane collector roadway and provide signal modifications. The estimated project cost is
$1,155,000 and is anticipated for completion by 2007.
➢ TIP ID #12 - Pacific Highway S HOV Lanes, Phase 4: SR 509 - S 312d, Street.
Add HOV lanes and install a raised median. The project cost is estimated at $19,400,000
with an anticipated completion date of 2010.
➢ TIP ID #13 - SR 18 at SR 161. Add eastbound and westbound right -turn lanes, a third
westbound left -turn lane, a second northbound right -turn lane, and a third southbound
lane on SR 161 to S 352"d Street. The estimated project cost is $1,737,000 and is
anticipated for completion in 2007.
19 Transportation Engineering NorthWest, LLC July 16, 2007
Page 16
nation 1rnPa� Study
UPDATED TransPo
to 5 lanes with bicycle
image at Federal Way the roadway with
with an
Federal't w� St: SR gg _ S�1611- ��idnred at 5,979,
S 35dth The project cast is estimate is not impacted fly 10
y TIP ID # and illumination. m thes
lanes, sidewalks, Jt should bs Watts that this rnA way
anddate of 2011 • vsr, the proposed development u'd be benef � °
wo-
anticipated completion m peak hour traps, hoWe # l7. r � z \
Weekday p �� ,.. s �� v.
nr more rovements ut Intersections #13 �' dd a second westbound � �8,00Q
TIP project Watfa p�rnned t"lp ry ect cost is estimated at
� Sweet at 21� Ave�u� �' ]
y TIP ID #IS - SW N.t Avenue SW
lane and intetcannect to .2e
tioa date of 2410. Avenue 5. Add HpV lanes and
with an anticipated c MP frasn V Avenue S to S`s ated for
I9 - S 320 Street cost is estimated at $6�7a*i3,OQD and is anticipated
A TIP ID # The project Widen
insma a raised median o Road-
letion in 2012. �, Sweet•. 25`� Place SW to H yt ated
comp Way 1 SW 3r10 red at $7,777,000 with an anticip
➢ TIP ID #23 - SW 33G�
the roadway
to 5 lanes. 'fie protect cost is estirna
completion date 2012
of • rovement:
pormtion imp eastbound right -
identified K�g Co► aty the fallowing trans S 320t` Street. Construct an
Military Road S 1 will be constructed by a new
7 Inte"ection #3e3�— wed+over phasing, which
ruin lane with p ber 2Q04),
development. 20Q2-2,Q07 �ptlated Noven'
nt NO,
Metro's Si, -rear Transit i 0.nprQv meats: would
King County ed trans P College and Federal W aY
identified the following P Green ),ver Co��"ty
ce between Auburnl minutes. mould be
% service 2QQ7 to every 10 to 15 txsin Federal 'may
improve by Business District and
➢ Service between Seattle Cent every 15 to 20
provided every
30 minutes by be improved to
Federal Way would
between SeaT ac and
� Service Federal
which was used as the
minutes by nchro network, improvements
year 2007 sysportation imp ro ones
of Federal Way provide a base Yvon network- d 2Q20 without the p p
The City ethaut project transports y the ear 2009 an ns ortation
2009 baselin ed to be complete b y baseline without project tm P
identified above were assumed
nt and there£are used as the 2QQ9 and 202
developme
network-
july 16, 2007
Page 17
TraWOMdon En&ee&9J4orthwest, LLC
Village at Federal Way UPDATED Transportation impact
Federal Way, WA � Pa Study
TRANSPORTATION IMPACT ANALYSIS
The following section describes transportation impacts the proposed V ill(W at Federal clay
development would have on critical intersections in the site vicinity. The discussion includes
non -project related traffic forecasts, new trips generated by the proposed development,
distribution and assignment of new project trips, impacts on levels of service at nearby
significant intersections, public transportation services and non -motorized facilities, and site
access, circulation, and safety issues.
Non -Project Traffic Forecasts
For the purpose of this traffic analysis, years 2009 and 2020 were selected as build -out years.
The City of Federal Way's EMME/2, 2004 Existing, 2009 No action and 2014 No action traffic
forecasting models were used to determine baseline without project travel demand forecasts.
Link traffic volumes within the model were applied directly at each intersection from year 2004
to future year 2009 or 2014, which generated a specific growth rate for all approaches at each
intersection. A weighted growth rate was assumed in the area and found to be approximately 2
percent per year between 2004 and 2009, and toughly 1 percent per year between 2004 and
2014. Thus, to estimate no action volumes, an annual average growth rate of 2 percent per year
was used from 2006/2007to 2009 and 1 percent per year between 2996f2W and 2020.
2z cr6\
In addition to the no action growth rates, traffic generated by the following ten (10) pipeline
developments were considered to be completed by 2009 and 2020 (forecasts provided in
Appendix L):
➢ Opus Cmning would consist of 224,500 square feet of shopping center space with a health
and fitness center. Project volumes were provided by the City of Federal Way.
➢ F[YfMarkeolace would consist of a 295,000 square feet of commercial uses and a 223,00
square foot super Wal-Mart store. Project volumes were provided by the City of Federal
Way.
➢ Campus Cmst would consist of 115 single-family homes. Project volumes were provided
by The Transpo Group, Inc.
➢ Chnslian Faith Center project volumes were provided by the City of Federal Way.
➢ Love's would consist of 169,000 square feet for a home improvement warehouse and
garden center. Project volumes were provided by the City of Federal Way.
➢ Prium Mixed -Use would consist of a 143,746 square feet mixed -use building with 54
residential units. Project volumes were provided by the City of Federal Way.
➢ PregmssSenix Center would consist of 15,373 square feet of an insurance claim center.
Project volumes were provided by the City of Federal Way.
➢ Banner Bank would consist of a 5,100 square foot drive duu bank. This project would
gcncrate a total of 40 weekday a.m. peak hour, 150 weekday p.m. peak hour, and 125
weekend peak hour trips.
➢ The Commons atPWwould consist of 39,745 square feet of a retail, bank, and restaurant.
Project volumes were provided by the City of Federal Way.
➢ F6YI CCozmwzzniy Centerwould consist of a 78,000 square foot community center. Project
volumes were provided by the City of Federal Way.
Transportation Engineering NorthWest, LLC July 16, 2007W
Page 18
Village at Federal Way
Federal Way. WA
Project Trip Generation
UPDATED Transportation Impact Study
Trip generation rates compiled by the Institute of Transportation Engineers (ITE) Trip Generation
.Mamual, 7`a Edition, 2003, were used to estimate weekday daily, a.m. peak hour, p.m. peak hour,
and weekend daily and weekend peak hour vehicular trip generation by the proposed
development The weekend day was assumed to be Saturday, which would generate more
project traffic volumes than on Sundays. Average rate equations were used to determine trip
generation for residential condominium/townhouse (ITE Land Use Code 230), general office
(ITE Land Use Code 710), shopping center (ITE Land Use Code 820), and quality restaurant
(ITE Land Use Code 931).
The average rate equation for the shopping center (ITE Land Use Code 820) land used was
based upon procedures in the ITE Trip Generation Handbook, March 2001 for Chapter 3.4
Recommended Procedure for Estimating Trip Generation on pages 9 to 11. Taking the
procedure all the way to Step 8, the answer to both Question 8A and 8B is `yes." Therefore, it
is recommended to choose whichever line (regression equation or weighted average rate) that
best fits the data points at the size of the independent variable in question. With a size of
178,850 square feet, either the regression equation or weighted average rate may be used. The
weighted average rate was used since the project site is located within an area that consists of
multiple strip malls and retail centers, and is not a stand-alone project.
Pass -by trip percentages and internal capture rates were also used in determining net trip
generation of the proposed development and based on ITE Tizp Generation methodologies.
Pass -by Rates
Retail and restaurant land uses have a unique characteristic to their trip generation rates. Many
of the trips that will use new retail and restaurant developments are not "new" trips. They are
existing trips that are or will be traveling near the new retail and restaurant development site,
regardless of whether the development were there or not, but have no reason to stop without
the development. These existing trips are called pass -by trips and diverted trips. Pass -by trips
are those traveling on streets immediately adjacent to the site with easy access. Diverted trips are
those that are traveling on other streets that will change their existing travel pattern and divert to
the site.
Pass -by trips are not considered to have direct impacts on the adjacent transportation facilities
because they would be there anyway. It is only the impacts created by existing trips diverted onto
different routes and by "new" trips, which would not be made unless the retail and restaurant
development occurred, that are considered to be site -specific transportation impacts.
Pass -by rates were assumed to be the average rate for retail shopping center (34 percent on
weekdays and 26 percent on weekends) and quality restaurant (44 percent on weekdays and
weekends), as identified in the ITE Trip Generation Handbook, 2003. Pass -by assumptions
reduced the overall external site area trip generation by 19 percent during the weekday a.m. peak
hour, 29 percent during the weekday p.m. peak hour, 30 percent during the weekday daily, and
27 percent during the weekend peak hour and weekend daily. In the original Kitts Corneranalysis,
an average pass -by rate of 30 percent was used on weekdays and 25 percent on weekends, which
is the same or lower on weekdays and 2 percent higher on weekends.
IP Transportation Engweermg Northwest, LLC July 16, 2007
Page 19
Village at Federal Way
Federal Way, WA
Internal Trips
UPDATED Transportation Impact Study
Based upon Chapter 7 of the ITE Trip Gmeration Handbook, the use of internal capture trips is
first based on the determination of a proposed project as a multi -use development. Since this
development has four separate land uses on -site: shopping center, offices, restaurants, and
residential units, it was determined to be a multi -use development, for which individual land uses
would not act as stand-alone facilities, but rather act as one facility with trips occurring internally
between the different land uses on -site.
Therefore, to account for trips made between uses within the development, an evaluation was
conducted to determine the potential for internal trip reduction of the site area as a whole. This
trip reduction potential or "capture" of trips internal to the site has the net effect of reducing
vehicle trip making and impacts to the external street system outside of the site area. Variable
internalization assumptions, based upon documented research by ITE of internalization
potential, were made for "linked trips" that would occur between these uses and stay internal to
the site area based upon the type, size, and amount of retail, and the internalization market with
jobs and residents.
For the proposed development, based upon ITE Trip Generation methodologies, internalization
adjustments of 10 percent during the weekday a.m. peak hour, 8 percent during the weekday
p.m. peak hour, 6 percent during the weekday daily, and 4 percent during the weekend peak
hour and weekend daily were made. It should be noted that in the original Kitts Corner analysis,
an overall internalization adjustment of 10 percent was used in estimating weekday and weekend
project trip generation. Therefore, the overall internal rates are the same or lower during peak
weekdays, and lower by 6 percent on weekends.
Trip Generation Results
Tables 6 and 7 summarize estimated trip generation by the proposed action on weekdays and
Saturdays ("worst -case" weekend scenario). On weekdays, a total of 6,820 daily, 257 a.m. peak
hour (156 entering and 101 exiting), and 611 p.m. peak hour vehicular trips (293 entering and
318 exiting) would be generated at full build -out. A total of 7,980 daily and 802 (420 entering
and 382 exiting) peak hour vehicular trips would occur on Saturdays.
Tables 8 and 9 compare the trip generation under current land use assumptions with those
identified in the original traffic study completed for Kitts Corner during weekday and weekend
conditions. As shown, weekday trip generation would increase by 47 a.m. peak hour trips, 141
p.m. peak hour trips, and 1,720 daily trips on weekdays. Weekend trip generation would
increase by 277 trips during the peak hour and 2,580 daily trips.
Since the methodology in estimating trip generation for this project is more consistent with pass -
by and internal trip adjustment factors identified in the ITE Trip Generation Handbook, March
2001, overall project trip generation increases on weekdays and weekends. Pass -by and internal
trip percent adjustments are lower under the current analysis than what was identified in the
original traffic analysis, thereby increasing net trip generation estimates on weekdays and
weekends.
Transportation Engineering NorthWes4 LLC July 16, 2007
Page 20
%6 s+ ,�
Village at Federal Way
A14
Federal Way, WA z ��� 1� UPDATED Transportation Impact Study
_ �
Table 6: Proposed Land Use - Weeidav Project Tr 6 Generation
Land Use
ITE Land
Use Code
A.M. Peak
Hour'
P.M. Peak
Hour'
Daffy
Trips'
Enter
E1dt
Total
Enter
E1dt
Total
Residential Condominium/Townhouse
230
149 welling
nits
11
55
66
52
25
77
900
Less Internal Tri
-3
11
-14
-17
-13
-30
-300
Residential Condominhnn townhouse Trips-
8
44
52
35
12 _
4 ?_ /1
600
General Office
710
59,950 Gross
Leasable
Area
81
11
92
15
74
89
700
Less Internal Trips'
-2
_2
=4
-5
-9
-14
-130
General Office Thpr
79
9
88
10
65
75,�,
570
Shopping Center
820
178,850
Gross Floor
Area
112
72
184
322
349
671
7,700
Less Internal Tdpe'
712
-4
-15
-16
-15
-32
-310
Less Pass -by Trips4
-34
-23
-57
-104
-113
-217
-2,500
Shopping Center Trips
66
45
112
202
221
422
4,890
Quality Restaurant
931
17,600 Gross
Floor Area
7
7
14
88
44
132
1,600
Less Internal Trips'
-1
0
-2
-2
-2
-3
-30
Less Pass -by Trips"
-3
-3
-6
-38
-19
-57
-700
Quality Restaurant Trips
3
4
6
48 1
23
72,xyl
870
Total Project Trip Generation
--
--
211
145
356
477 1
492-
969
10,900
Less Internal TdpS3
--
--
-18
-18
-36
-43
-43
-86n
-880
Less Pau -by Trips"
--
--
-37
26
63
-141
-131
-272
-3,200
Project Trip Generation
--
--
156
101
257
293
318
611
6,820
■. -up rues uuseu on tin l np C,eneruupn, N, Edition, 2UU3
2. Internal capture rates based upon Table 7.1 and 7.2 in the ITE Trip Generation Handbook, March 2001,
3. Passby percent based upon documented average rate for LUC 820 and LUC 931 from ITE Trip Generation Handbook, March 2001.
Table 7: Proposed Land Use - Weekend Project Trip Generation
Land Use
ITE Land Use
Code
Size
Enter
Peak Hour'
Exit Total
Dally
Trips'
Residential Condominlum/Townhouse
230
149 Dwelling
Units
38
-14
24
32
-11
21
70
-25
45
600
-200
400
Less Internal TripS3
Residential CondominlurniTownhouse Trips
General Office
710
59,950 Gross
Leasable Area
13
5
8
11
2
9
24
_7
17
100
-20
80
Len Internal Trips'
General Office Trips
Shopping Center
820
178,850
Gross Floor
Area
453
-9
-115
329
1 436
-14
7110
312
889
-23
-225
641
8,900
-200
-2,300
6,400
Less Internal Trips'
Less Pass -by Trips"
Shopping Center Trips:
Quality Restaurant
931
17,600 Gross
Floor Area
112
_1
49
62
78
-1
34
43
190
1 -2
83
105
1,700
0
700
1,000
Less Internal Trips'
Less Pass -by Trips"'
Quality Restaurant Trips
Total Project Trip Generation
--
--
616
557
1,173
11,500
Len Internal Trips''
--
--
-32
-32
-64
-620
Less Pan -by Trips"'
--
--
-164
-143
-307
-2, 900
Project Trip Generation
--
--
420
382
802
7,980
1. Trip rates based on FIE 7 hp GenrwAm, 7d, Edition, 2003
2. Internal capture rates based upon Table 7.1 and 7.2 in the ITE Trip Generation Handbook, March 2001.
3. Passby percent based upon documented average rate for LUC 820 and LUC 931 from ITE Trip Generation Handbook:, March 2001.
19 Transportation n July 16, 2007
po Engineering Northwest, LLC
Page 21
Village at Federal Way UPDATED Transportation Impact Study
Federal Way WA
Table 8: Weekday Trip Generation Comparisons
Land Use (On Weekdays)
A.M. Peak Hour
P.M. Peak Hour
Daily
Trips
Enter
Exit
Total
Enter
Exit
Total
Current Prplect Trip Generation
156
101
257
293
318
611
6,820
Original Traffic Study Trip Generation'
115
95
210
220
245
470
5,100
Weekday Trip Generation Difference,
41
6
47
73
73
141
1,720
i - , mgm= ►taus comer i ralttc Study, completed by TE 1 w in SCptemba 2004.
Table 9: Weekend Trip Generation Comparisons
Land Use (On Weekdays)
Peak Hour
Daily
Trips
Enter
Exit
Total
Current Project Trip Generation
420
382
802
7,980
Original Traffic Study Trip Generation'
280
245
525
5,400
Weekday Trip Generation Difference
140
137
277
2,580
i - Or4n i Ki s Cornev'r afFc Study, completed by TEW in Septernber 2004.
Trip Distribution and Assignment
Existing traffic patterns, standard traffic engineering practices and guidelines, and the EMME/2
forecasting model were used to distribute trips generated by the Villa at F'ederral l ay
development. In general, trip distribution from the site is predicted to be the following (also
shown in Figure 6):
➢ 13 percent northerly via I-5, SR 99, and 1 St Way S.
➢ 26 percent southerly via I-5, SR 161, SR 99, 1" Avenue S, and 6`h Avenue SW.
➢ 15 percent easterly via S 320`h Street, Military Road, S 336`h Street, and SR 18.
➢ 10 percent westerly via S 320 Street, S 336`h Street, and S 356ffi Street.
➢ 19 percent to neighborhood districts in the vicinity of the project site.
➢ 17 percent local to business and commercial districts on SR 99, S 320'h Street, S 336 h
Street, S 348`h Street, and S 356`h Street.
Intersection Level of Service Impacts
Intersection levels of service impacts were evaluated at study intersections in 2009 and 2020
during the weekday a.m. peak hour, weekday p.m. peak hour, and weekend peak conditions.
Detailed level of service summary worksheets are provided in Appendix B.
2009 Level of Service Impacts
Tables 10 and 11 summay a 2009 levels of service during the weekday a.m. and p.m. peak hour.
The study intersections analyzed during the weekday a.m. peak hour would operate at LOS C or
better with a v/c ratio less than 1.00 in 2009 with and without the project.
Table 10: Estimated 2009 Weekday A.M. Peak Interseainn l.pvplc of Sprvirp
ID #
Signalized Intersections
Traffic Control
wirtiont Project
with Project
LOS
Delay
V/C
LOS
Delay
V/C
9
SR 99 / S 336th St
Signalized
C
30
0.61
C
32
0.63
10
SR 99 / SR 161 / 16th Ave S
Signalized
A
8
0.43
B
11
0.44
34
13th PI S / S 336th St
Signalized
-
--
--
A
4
0.31
ID #
UrLdgnallzed Intersections
Traffic Control
Delay
V/C
LOS
Delay
V/C
34
13th PI S / S 336th St
EB Left
LA
9
0.04
SB
18
0.12
--
--
--
•ON: -; 5a 7516; —S— ininzea cy6c: rengins and spats using, Synchro 6.0 and liCS 2000 results using llCIS 2000 control delays and LOS.
T rtatiorr E n July 16, 2007
�anspa si,teering NorrhWest, LLC Page 22
Village at Federal Way
Federal Way, WA
ki
(Not to Scale)
IgTransportation
Engineering
NorthWest, LLC
Figure 6
Project Trip Distribution
UPDATED Transportation Impact Study
Village at
Federal Way
Tramporudon Impact Study
Transportation Engineering Northwest; LLC July 16, 2007
Page 23
Village at Federal Way
Federal Way WA
UPDATED Transportation Impact
Study
Table 11: Estimated 2009 Weekday P.M. Peak Intersection Levels of Service
�Al q1P
out Project
with Project
ID #
Slgnafted Intersections
Traffic Control
LOS
Delay
i V/C
LOS
Delay
V/C
1
SR 99 / S 288th St
Signalized
C
30
0.62
C
30
0.63
2
SR 99 / SR 509 IS Dash Pt Rd)
Signalised
B
19
0.77
B
19
0.77..
3
SR 99 / S 304th St
Signalized
B
16
0.78
1 B
16
4
SR 99 / S 308th St
Signalized
B
12
0.61
B
12
5
SR 99 / S 312th St
Signalized
D
40
0.86
D
40
6
SR 99 / S 316th St
Signalized
C
22
0.70,
C
22
7
SR 99 / S 320rh St
Signalized
D
46
0.79�
D
48
47�
8
SR 99 / S 324th St
Signalized
D
41
0.95�
D
42v�'9
SR 99 / S 336th St
Signalized
D
39_
0.81
D
47
10
SR 99 / SR 161 / 16th Ave S
Signalized
D
38
0.66
D
42
11
SR 99 / S 344th St
Signalized
C _
24.r
0.52.
C
23
12
SR 99 / S 348th St
Signalized
D
45 .
0.89-.
D
47
0.91
V�
13
SR 99 / S 356th St
Signalized
D
41
0.84,Y
D
51
0.85,
14
SR 161 / 16th Ave S / S 344th St
Signalized
A
9
0.50
A
9
0.52
15
SR 161 / SR 18 / S 348th St
Signalized
D
51,
0.88,
D
51
0.90�
16
SR 161 / Enchanted Pkwy, / S 352nd St
Signalized
C
31
0.64
C
31
0.66 ,
17
SR 161 / Enchanted P" / S 356th St
Signalized
C
24
0.86
C
25
0.87N,
18
1st Ave S / S 312th St
Signalized
C
35
0.67ti
D
35
0.68
19
1st Ave S / S 320th St
Signalized
D
36 ✓
0.744
D
37
0.75.
20
1st Ave S / S 330th St
Signalized
C
24
0.87
C
26
0.89
21
1 st Wy S / S 336th St
Signalized
D
53
0.65N
D
53
0.71-�
Db
22
1 st Ave S / S 348th St
Signalized
C J
29
0.79
C
30
0.80
23
21 st Ave SW / SW 336th St
Signalized
E
70
0.99w
E
71 ✓'
0.99-
24
10th Ave S / SW Campus Dr
Signalized
C
22
0.68
C
22
0.69.
25
9th Ave S / S 336th St
Signalized
D1
42
0.75
D
1 48
0.79.
26
J2Oth Ave S / S 336th St
Signalized
B
19
0.49 J
C
20
0.52
27
20th Ave S / S 320th St
Signalized
B
18
0.65
B
18
0.65
28
23rd Ave S / S 320th St
Signalized
E
56
0.94
E -/•
57
0.95,
29
25th Ave S / S 320th St
Signalized
B
14
0.77
B
14
0.781
30
31
1-5 SB Ramps / S 320th St
1-5 NB Ramps
Signalised
C
22
0.84
C
22
0.85 ,
/ S 320th St
Signalized
B
12
0.72
B
12
0.72
32
33
Weyerhaeuser Way S / S 320th St
Military Rd 5 / S 320th St
Signalized
B
17
0.72
B
17
0.74
k�
Signalized
D
47
0.90
D
48
0.74
90
!I-
-34
13th PIS / 5 336th St
Si lized
�
--
'C,
--
--
A
__,_2
9th Ave S / S 348th St
Signalized
36
0.98j
D
37
l •o l'�
7)
1stAve S / S 356th Stt -No� iit} tt
_ Signalized
C
28
0.87
C
29
35th Ave SW / SW 340th St
Signalized
B
16
0.44
B
16
39
Hoyt Rd SW / SW 340°i St
Signalized
C
30
0.57
C
30
40
SR 161 / S 360th St
Signalized
B
19
0.56
B
19
q80
41
21st Ave SW / SW 320th St
Signalized
D
37
0.92
D
37
42
21stAve SW / SW 356th St
Signalized
C31
0.80
C
31
ID
iinslgnailzed Intersections
Trafrk Contrd
LOS
Delay
V/C
LOS
Delay
34
13th PI S / S 336th St
EB Left
B
10
602SB
F
52
0.53
35
Weyerhaeuser Way S / S 336th St
Roundabout
A
7
0.39
A
7
0.46
Note: Analysis based on upemized cycle icngths and splits using Synchro 6.0 and HCS 2000 resvits using HCM 20 W) control delays and LOS,
1- V/C improves under With Project conditions due to improvements
development
for existing safety issues at the
intersection that will be
constructed with the proposed
Transportation Engineering NorthWest, LLC July 16, 2007
Page 24
G+" Is 3,-c _
— I9'-1e, 35-(-, — N.515i3
V deb �
Village at Federal Way Federal Way. WA UPDATED Transportation Impact Study
Ducting the weekday p.m. peak hour in 2009, all study intersections are anticipated to operate at
LOS E or better with a v/c ratio of 1.00 or less in 2009 with and without the project.
InteNection #34 - 13" Place S at S 330 Street would operate at LOS F as an unsignalized
intersection without the project in 2009. As part of the proposed development, this intersection
would be sigaZzcd,`and thcrcforc, would unprove its level of service to LOS.A with the project
in 2009.
Table 12 snmmaries weekend peak intersection levels of service in 2009. As shown, all
intersections analyzed would operate at LOS E or better with a v/c ratio of 1.00 or less with and
without the project in 2009.
Table 12: Estimated 2nO9 WeelCanel Paali Intareartinn 1 awale of Car..:.-n
ID #
Signalized Intersections
Traffic Control
Without Project
With Project
LOS
Delay
V/C
LOS
Delay V/C
7
SR 99 / S 320th St
Signalized
E
61
0.96
E
65 0.97
8
SR 99 / S 324th St
Signalized
C
32
0.86
C
34 0.84
9
SR 99 / S 336th St
Signalized
B
18
0.50
C
26 0.55 ,
SR 99 / SR 161 / 16th Ave S'
Signalized
D
36
0.58
C
21 0.76
SR 161 / 16th Ave S / S 344th St
Signalized
B
20
0.51
B
20 0.54
SR 161 / SR 18 / S 348th St
Signalized
D
46
0.89
D
47 0.92
R1425
SR 161 / Enchanted Pkwy / S 352nd St
Signalized
C
31
0.90
C
32 0.93�SR
161 / Enchanted Pkwy / S 356th St
S1 alized
C
23
0.77
C
23 0.79-
1stWyS/S336thSt
Signalized
C
35
0.42
D
36 0.49.
9th Ave S / S 336th St
Signalized
C
1 22
0.24
C
20 0.28
34
13th PI S / S 336th St
Signalized
--
--
--
B
10 0.30
40
SR 161 / S 360th St
Signalized
B
16
1 0.52
B
16 0.54
ID #
Unsignallzed Intersections
Traffic Controf
LOS
Delay
V/C
LOS
Delay V/C
26
20th Ave S / S 336th St
EB Left
A
8
0.02
A 18
0.02
SB
B
14
0.25
C
16 0.28
34
13th PI S / S 336th St
EB Left
A
9
0.01
--
-- --
SB
C
16
0.02
--
-- I --
35
11T..- .1....5....:..
Weyerhaeuser Way S / S 336th St
t..--J _
Roundabout
A
6
0.20 1
A
7 1 0.23
_-_ _-_ -1----....--.Y..... ,1..5........... ajv - ....===5 .,y..... uv - wu nab cvw re5ans US1ng rn-rn 1mju control aelays and
1 - This intersection improves With Project based on new west leg.
2020 Level of Service Impacts
Tables 13 and 14 summarize 2020 weekday a.m. and p.m. peak hour levels of service. During
the weekday a.m. p.m. peak hour, all intersections analyzed are anticipated to operate at LOS C
or better with a v/c ratio of 1.00 or less with or without the proposed project in 2020.
• MOM A d. G3uruaMu ZvLv rneexUay
P%.rl. reaK Intersealon
Levels of Service
ID #
Signalized Intersections
Traff% Control
Without
Protect
Wlth Project
LOS
Delay
1 V/C
LOS
Delay V/C
9
10
34
ID #
SR 99 / S 336th St
SR 99 / SR 161 / 16th Ave S
1 13th PI S / S 336th St
Unsignalized Intersections
Signalized
Signalized
Signalized
Traffic Control
C
B
--
LOS
29
12
--
Delay
0.64
0.50
--
V/C
C
B
A
LOS
31 0.64
15 0.52
4 0.33
Delay V/C
34
13th PI S / S 336th St
EB Left
A
10
0.05
--
-- --
SB
C
19
0.14
--
-- --
---- q- - -g ,y-ura o.v ana rit.D aluti reswrs usMgtiLM NX) control delays and LOS.
1 Transportation Engineering TlorthWest, LLC
July 16, 2007
Page 25
Village at Federal Way
Federal Way WA
nsportation Impact Stud
UPDATED Tra p y
Table 14: Estimated 2020 Weekday P.M. Peak Intersection Levels of Service
-
Without Project
With Project
ID #
Signalized Intersections
Traff% Control
LOS
Delay
V/C
LOS
Delay
V/C
1
SR 99 / S 288th St
Signalized
C
35
0.68
C
35
0.681-
2
A 99 / SR 509 [S Dash Pt Rd�
Signalized
C
22
0.84
C
22
0.84
` 3
SR 99 / S 304th St
Signalized
B
20
0.85
B
20
0.85
4
S R 99 / S 308th St
Signalized
B
12
0.66
B
12
0.66
�L�
a 5
SR 99 / S 312th St
Signalized
D
41
0.92
D
42
0.93
6
SR 99 / S 316th St
Signalized
C
22
0.76
C
22
10.77 .,
7
SR 99 / S 320th St
Signalized
D
44
0.86
D
45
0.88'
[, QL A
SR 99 / S 324th St
Signalized
D
40
1 0.96
D
41--
0.98 ,
v 9
SR 99 / S 336th St
Signalized
D
34
0.83
D
45
0.85
10
SR 99 / SR 161 / 16th Ave S
Signalized
D
47
0.71
E
57
.
0.72
. 11
SR 99 / S 344th St
Signalized
C
24
0.54
C
25
0.56 -
12
SR 99 / S 348th St
Signalized
D
43
0.95
D
42
0.96
13
SR 99 / S 356th St
Signalized
D
41
0.88
D
45
0.89 ,
14
SR 161 / 16th Ave S / S 344th St
Signalized
B
12
0.53
B
12
0.55
15
SR 1611 SR 18 / S 348th St
Signalized
E
59
0.96
E
61
0.97 ,-
16
SR 161 / Enchanted Pkwy / S 352nd St
Signalized
C
23
0.71
C
24
0.73
17
SR 161 / Enchanted Pkwy / S 356th St
Signalized
C
27
0.85
C
29
0.84
18
1 st Ave S / S 312th St
Signalized
D
37
0.73
D
37
0.74�
19
1st Ave S / S 320th St
Signalized
D
40
0.81
D
41
0.82 '-
20
1st Ave S / S 330th St `�
, Signalized
C
27
0.94
C
28
0.95 -
21
l st Wy S / S 336th St /
Signalized
C
27
0.71
C
27
0.76 '.
22
1st Ave S / S 348th St 5L
Signalized
C
31
0.87
C
32
0.87
23
21 st Ave SW / SW 336th St
Signalized
_ fi ..
96
1 ..
F
; J F
24
l Oth Ave S / SW Campus Dr
Signalized
C
25
0.74
C
25
0.75
25
9th Ave S / S 336th St
Signalized
D
35
0.82
D
36
0.861.11
26
20th Ave S / S 336th St
Signalized
C
26
0.56
C
27
0.59
27
20th Ave S / S 320th St
Signalized
B
19
0.69
B
19
0.70.
28
23rd Ave S / S 32qftjt_±
Signalized
4
81
t.0, I
F
83
-4-
29
25th Ave S / S 320th St
Signalized
B
16
0.85
B
16
LL
0.85
30
1-5 SB Ramps / S 320th St
Signalized
C
24
0.90
C
24
0.91
31
1-5 NB Ramps / S 320th St
Signalized
B
13
0.78
B
13
0.78
32
Weyerhaeuser Way S / S 320th St
Signalized
B
18
0.75
B
18
0.76-�
33
Military Rd S / S 320th St
Signalized
D
50
0.98
D
51
r0.991-
34
13th PI S / S 336th St
Signalized
--
--
--
B
12
'0.5�
36
9th Ave S / S 348th St
Signalized
C
31
0.58'
C
32
.59'_.
37
1st Ave S / S 356th Ste - I4a Signalized
D
44
0.96
D
40
0.86
38
35th Ave SW / SW 340th St
Signalized
B
16
0.48
B
16
0.49-
39
Hoyt Rd SW / SW 340d' St
Signalized
C
31
0.63
C
31
0.63
40
SR 161 / S 360th St
Signalized
C
20
0.60
C
21
0.62
41
21st Ave SW / SW 320th St
Signalized
D
39
0.96
D
40
0.96 -
42
21st Ave SW / SW 356th St
Signalized
D
46
0.87
D
46
0.87-
ID #
UnsigJrl7allzed Intersections
Traffic Control
LOS
Delay
V/C
LOS
Delay
V/C
34
13th PI S / S 336th St
EB Left
B
11
0.02
--
--
--
SB
F
> 100
0.85
-
-
-
35
Weyerhaeuser Way S / S 336th St
Roundabout
A
7
0.41
A
7
0.So
Note: ? rulysis based on optimi7cd cycle lengths and bpiits using Synchro 6.0 and 14CS 2000 results using 14CM 2000 control delays :tnd LDS.
V/C ratio
based upon 14CS 2000 results instead of Synchro 6.0. Calculations are provided in Appendix B.
2 LOS & V/C improves under With Project conditions due to myrovemcpts for existing safety issues at the intersection that will be constructed with
proposed devclopmenG - tJ q-�L ` �_ V0
3
the
19 Transportation Engineering Northwest, LLC July 16, 2007
Page 26
::•. A
Village at Federal Way ��'� UPDATED Transportation Impact Study
Federal Way WA o
During the weekday pzpeak hour, Intersections #23 — 21't Avenue SW / S 336`h Street and -k
#28 — 23`d Avenue S / S 32& Street would operate at LOS F with a v/c ratio greater than 1.00
with and without the project in 2020. All other intersections during the weekday p.m. peak hour
are anticipated to operate at LOS E or better with a v/c ratio of 1.00 or less in 2020 with and
without the project
Intersection #34 — 13'h Place S at S 336' Street would operate at LOS F as an unsignalized
intersection without the project in 2020. As part of the proposed development, this intersection
would be signalized, and therefore, would improve its level of service to LOS B with the project
in 2020.
Table 15 summarizes wee nd peak intersection levels of service in the year 2020. As shown,
Intersection #7 — SR 99 / S 320's Street would operate at LOS F with the project in 2020 and
have a v/c ratio greater than 1.00 with and without the project in 2020. All other intersections
analyzed would operate at LOS E or better with a v/c ratio of 1.00 or less with or without the
proposed project in 2020 during the weekend peak hour.
Table 15: Estimated 2020 Weekend Peak Intersection Levels of Servi p
ID #
Signalized Intersecdons
Traffic Control
Without
Project With Project
LOS
Delay
V/C LOS Delay V/C
7
8
9
10
SR 99 / S 320th St
SR 99 / S 324th St
SR 99 / S 336th St
SR 99 / SR 1611 l 6th Ave S
Signalized
Signalized
Signalized
Signalized
E
D
B
D
77
40
18
46
1.10 F 81 1.12 -
0.93 D 42 0.94
0.57 B 20
0.87 E 60
14
15
SR 161 / 16th Ave S / S 344th St
SR 161 / SR 18 / S 348th St
Signalized
Signalized
B
E
14
62
0.54 B 14
0.85' E 62
16
SR 161 / Enchanted Pkwy / S 352nd St
Signalized
D
43
0.54' D 44
17
21
25
SR 161 / Enchanted Pkwy /S 356th St
1st Wy S / S 336th St
9th Ave S / S 336th St
Signalized
Signalized
Signalized
C
C
C
27
25
24
0.83 C 27
0.45 C 29
d55
0.27 C 22
34
40
ID #
26
13th PI S / S 336th St
SR 161 / S 360th St
Unsignallzed Intersections
20th Ave S / S 336th St
Signalized
Signalized
Traffic Control
EB Leh
--
B
LOS
A
--
18
Delay
8
-- A 10
0.58 B 18
V/C LOS Delay
0.02 A 8
SB
C
15
0.28 C 17
34
13th PI S / S 336th St
EB Leh
A
9
0.01 -- --
d25
SB
C
17
0.0335
Weyerhaeuser Way S /S 336th St
Roundabout
A
6
0.22 A 7
lvum lutmlyws based on optimized cycle leng[hs and splits using Synchro 6.0 and HCS 2000 results using HChi 2000 control delays and LOS.
1— V/C ratio based upon HCS 2000 results instead of Synchro 6.0. Calculations are provided in Appendix B.
Future Intersection Needs
This section identifies potential intersection improvements to those locations estimated to
operate at LOS F and/or consist of a v/c ratio greater than 1.00 under 2020 conditions during
the weekday a.m. peak hour, weekday p.m. peak hour, and weekend peak hour. There are no
transportation improvements anticipated under 2009 conditions.
L
Transportation Engineering NorthWest, LLC
t.
July 16, 2007
Page 27
Village at Federal Way UPDATED Transportation Impact Study
Federal Way WA
Based upon the intersection level of service analysis conducted above, transportation
improvements are anticipated as a result of deficiencies during the 2020 weekday p.m. peak hour
and weekend peak hour. All deficient intersections would operate at LOS F and/or consist of a
v/c ratio greater than 1.00 with and without the development during 2020 weekday p.m. peak
hour and weekend peak hour conditions. All intersection improvements would be warranted
without the proposed Village at Federal Vg project.
Potential traffic improvements are summarized in subsequent paragraphs, with improved level
of service results shown in Tables 16 and 17 during 2020 future conditions.
As shown below in Table 16 during the weekday p.m. peak hour in 2020, traffic improvements
would be needed at Intersection #23 - 21" Avenue S at SW 336`h Street and Intersection #28 -
23'd Avenue S at S 320" Street with and without the proposed development. Traffic
improvements are assumed to be the following in 2020 as a result of deficiencies during the
weekday p.m. peak hour:
➢ Intersection #23 - 21" Avenue S at SW 336' Street: Construct a westbound right -
turn lane. This intersection's level of service would improve to LOS E with a v/c ratio
.r1411 less than 1.00.
r
tr Intersection #28 - 23'd Avenue S at S 320'b Street: Provide a westbound right -turn
lane. This intersection's level of service would improve to LOS E with a v/c ratio of
1.00. - f- \V-\ cxll�w CIG -`71I 14 A-'\
Table 16: 2020 Weekdav P-M. Peak Interwetinn Ipvpic of Sarvira llmprnwo antcl
ID #E
Signalized Intersections
Traffic Control
Without Prolect
With Project
LOS
Delay
V/C
LOS
Delay
V/C
23
21st Ave SW / SW 336th St'
Signalized
E
66
0.92
E
66
1
0.93
28
23rd Ave S / S 320th Se
Signalized
E
58
1.00
E
60
1.00
--jr— — r� .�cu . yuc <tz g— — ajuw u uig oyncnro o.0 ana Tito Lvw results using tit Al Gt1UV control delays and LUJ.
1 — Construct a westbound right -turn lane.
2 — Provide a westbound right -turn lane.
As shown below in Table 17 during the weekend peak hour in 2020, traffic improvements
would be deeded at Intersection #7 -- SR 99 / S 32& Street with and without the proposed
development. Traffic improvements are assumed to be the following in 2020 as a result of
deficiencies during the weekend peak hour:
➢ Intersection #7 - SR 99 / S 320" Street: Provide a northbound right -turn only lane.
This intersection's LOS would improve to LOS E with a v/c ratio less than 1.00.
Table 17: 2020 Weekend Peak Intprcprtinn I PVaic of Satvira 1Imnr^uamanrcl
ID #E
Signalized Intersections
Traftk
Control
Without Project
With Project
LOS
Delay V/C
LOS Delay
V/C
7
SR 99 / S 320th St'
Signalized
E
61 0.97
E 61
0.98
.—y— vaacu — "p-n v u.v :u , riw ev , results using annl control Mmy5 ana LUJ.
1— Construct a northbound right -turn only lane.
19 Transportation Engmeeriong Northwest, LLC July 16, 2007
Page 28
Village at Federal Way UPDATED Transportation Impact Study
Federal Way, WA
Public Transportation Impacts
No public transportation improvements are required by Pierce Transit as a result of the
proposed Village at Federal Way development. King County -Metro requires that all transit stops
on property frontages be maintained and clear pathways with ADA access be provided. No
trees or bushes should be located in the vicinity of the transit stops that may restrict access. The
landing pad (passenger loading area) should be replaced and meet federal ADA guidelines.
Furthermore, during the pre -construction phase, if transit stops need to be removed or relocated
during construction, the applicant will need to file a permit and provide a traffic control plan at
least one month in advance for approval. Metro requires 5 days notice for short-term bus stop
relocation during construction.
Correspondence with King County -Metro and Pierce Transit regarding public transportation
improvements related to the proposed development are provided in Appendix D.
Nonmotorized Transportation Facilities
Adequate raised sidewalks are currently provided on S 336s' Street. Existing paved shoulders
between 8 to 10 feet are located on SR 99. There is an abundance of raised sidewalks or paved
shoulders on arterial roadways within the site vicinity. No additional nonmotorized treatments
are anticipated for the Village at Federal Way development.
Site Access, Safety, and Circulation Issues
Vehicular site access would be provided via the construction of new internal roadways, including
extension of 13d' Place S onto S 336h Street, with two additional access points onto S 336`h
Street (western driveway is full access and eastern driveway is restricted right -in -right out access),
and a restricted right -in -right out access driveway onto Pacific Highway South (SR 99). The
south site driveway (S 340`h Street) onto Pacific Highway South (SR 99) would connect as the
west leg of the existing Pacific Highway South (SR 99) at 16`s Avenue S/SR 161 intersection,
which is controlled by a traffic signal, providing full access into and out of the project site at this
location. Signal modifications would need to be made to accommodate the new leg of the
inftsectfon. Additionally, the applicant would fully fund 3/4 street improvements on the north
side connecting to this new approach.
The internal roadways within the project site would provide adequate one-way and two-way fire
and emergency vehicle access via driveways onto S 336`h Street and Pacific Highway South (SR
99). The applicant would be required to fully fund and construct the necessary site driveways
and associated frontage improvements onto Pacific Highway South (SR 99) and S 336`h Street.
The south site driveway (S 340'h Street) would need to be improved to a minimum 24-foot paved
surface with planter strip, raised sidewalks, and street lights. Any internal streets within the
residential development of the project should be adopted per type S street or as per roadway
modifications approved by the City of Federal Way Public Works Director. The proposed
roundabout within the residential development of the project should be designed to meet all
applicable standards and shall be approved by the City of Federal Way.
19 Transportation Engineering Northwest, LLC July 16, 2007
Page 29
Village at Federal Way
Federal Way. WA
Driveway Distances
UPDATED Transportation Impact Study
The City of Federal Way Public Works Development Standards (Chapter 3.2.13 Driveways) requires
a minimum spacing of 250 feet on state highways and/or 150 feet minimum spacing for right -
turn in/out driveways. There may not be more than one driveway for each 330 feet of lot
frontage. The two proposed driveways onto Pacific Highway South (SR 99) would be located
approximately 850 feet ftom one another. The north site driveway onto Pacific Highway South
(SR 99) is located approximately 650 south of S 336t' Street On S 336 h Street, the proposed
driveways are located approximately 370 feet to 495 feet from one another and approximately
440 to 460 feet from other intersections. Therefore, all site driveways onto Pacific Highway
South (SR 99) and S 336t' Street would meet City of Federal Way requirements.
Sight Distance
Sight distance is the length of the roadway or straight-line distance a driver can see ahead at any
particular time, and is taken as the minimum sight distance required for a driver to stop a vehicle
after seeing an object in the vehicle's path without hitting that object. Sight distance is directly
related to vehicle speeds and resultant distances traversed during perception and breaking
reaction time. Entering sight distance is the minimum sight distance needed for the driver of a
vehicle stopped at an intersection to safely cross a roadway or enter and achieve average running
speed without interrupting approaching vehicles on the major street.
The minimum stopping sight distance and entering sight distance are ba don guidelines found
in the WSDOT Design Manual (Figure 910-18a Sight Distance for a Intersection with Stop
Control and Figure 650-2 Design Stopping Sight Distance). For 50 ph design speed limit on
Pacific Highway South (SR 99), the stopping sight distance requirement is 460 feet and the
entering sight distance requirement is 77,# ased upon WSI7OT design guidelines. FieldrA
c^�
measurements on Pacific Highway South (SR 99) were estimated at a minimum of 800 feet o f$
sight distance to the north of the unsignalized northern site driveway.
For a 40 mph posted speed limit on S 336`h Street, the stopping sight distance requirement is 305
feet and the entering sight distance requirement is 445 feet based upon the American
Association of State and Highway Officials (AASHTO) design guidelines. On S 336`h Street,
field measurements were estimated to be a minimum of 800 feet of sight distance to both the
east and west of the western site driveway and to the west of the eastern site driveway.
Therefore, sight distance is met at all proposed unsignalized site driveways onto Pacific Highway
South (SR 99) and S 336" Street based upon WSDOT and AASHTO sight distance
requirements. Sight distance photo documentation on Pacific Highway South (SR 99) and
S 336fi Street is provided in Appendix E.
Turning Warrant Analysis
Left- and right -turn movements represent critical turning movements at unsignalized
intersections, increasing the potential for intersection delay and safety issues. An evaluation of
the potential need for a westbound left -turn lane at Intersection #43 — West Site Driveway at S
336s' Street intersection and a southbound right -turn lane at Intersection #45 - SR 99 at North
Site Driveway was conducted considering typical weekday and weekend peak periods. All turn
lane warrants are provided in Appendix F.
19 Transportation Engineering Northwest, LLC July 16, 2007
Page 30
Village at Federal Way UPDATED Tra
Federal Way, WA nsportation Impact Study
Intersection #43 — Kest Site Driveway at S 33606 Street
Based upon procedures and guidelines found in WSDOT's De ign Manual, January 2005 (Figure
910-8a Left -Turn Smrage Guidelines Two Lane-Unsignalized), a westbound left --turn lane is
warranted duriug 2009 and 2020 weekend peak hour traffic volume demands. This is based on
appro-,aniately 3 percent of westbound left -turns during the weekend peak hour in 2009 and
2020. Per City of Federal Way guudelincs, the left -turn lane should be designed to accommodate
the 95s' percentile queue, which is estimated at 25 feet (1 vehicle) in 2009 and 2020 under
weekday and weekend peak hour conditions. With proper tapers, the left -turn lane may extend
the entire frontage on S 336`h Street.^ Please note, per the City's Comprehensive Plan, S 336`h
Street is a Type E street (5-lane) cross section. The applicant would be required to fully fund
this improvement per all applicable standards.
Intersection #45 — SR 99 at North Site Driveway
Based upon procedures and guidelines found in WSDOT's Design Manual, January 2005 (Figure
910-11 Right -Turn Lane Guidelines), a separate southbound right -turn lane is warranted during
the 2009 and 2020 weekday p.m. peak hour and weekend peak hour traffic volume demands.
This is based on 95 southbound right -turn volmnes during the weekday p.m. peak hour and 125
southbound right -turn volumes during the weekend peak hour in 2009 and 2020. The
southbound right -turn lane should be a minimum of 435 feet with a 50- foot minimum taper for
a roadway design speed of 50 mph (10 mph over posted 40 mph speed limit) per WSDOT's
Design Manual, January 2005 (Figure 910-13 Righf-Turn Lane). The applicant would be required
to fully fund this improvement per all applicable standards.
Signal Warrant Analysis (Intersection #34 - f r Place S at S JJO Street)
A signal warrant analysis was conducted based upon guidelines and procedures of the Manual on
Uniform Traffic Control Devices for Stroets and Hi
gbwgys (MUTCD), 2003, to determine if and when
signal control would be warranted at Intersection #34 - 13`h Place S at S 336`h Street. The
following signal warrants were reviewed under MUTCD guidelines and discussed in subsequent
paragraphs (applicable warrants are provided in Appendix G):
Warrant 3 — Peak Hour.
Warrant 6 — Coordinated Signal System.
Warrant 7 — Crash Experience.
Warrant 8 — Roadway Network (Combination of Warrants).
Warrant 3 - Peak Hour
The Peak Hour traffic signal warrant would be applied where traffic conditions are such that for
a minimum of 1 hour of an average day, the minor -street traffic suffers undue delay when
entering or crossing the major street. Warrant 3 is met if either of the following conditions is
met:
➢ If all three of the following criteria exist for the same 1 hour (any four consecutive 15-
minute periods) of an average day: 1) the total stopped time delay experienced by the
traffic on one minor -street approach controlled by a STOP sign equals or exceeds 4
vehicle -hours for a one -lane approach; 2) the volume on the same minor -street approach
equals or exceeds 100 vehicles per hour for one moving lane of traffic; and 3) the total
entering volume serviced during the hour equals or exceeds 800 vehicles for intersections
with four or more approaches.
Transpo udon Engineering AlorthWest, LLC July 16, 2007
Page 31
Village at Federal Way
Federal Way, WA
UPDATED Transportation Impact Study
➢ When for any 1 hour of an average day, the vehicles per hour for the total of both
approaches of the major street and the corresponding vehicles per hour on the higher -
volume minor -street approach all fall above the applicable curve in Figure 4C-3 for the
existing combination of approach lanes.
The Peak Hour warrant is not met during the weekday a.m. peak hour, weekday p.m. peak hour,
or weekend peak hour in 2009 or 2020 based upon 2 or more approach lanes on the major street
and 2 approach lanes on the minor street for a posted speed limit less than 40 mph.
[arrant 6 - Coordrnated Signal System
Progressive movement in a coordinated signal system sometimes necessitates installing traffic
control signals at intersections where they would not otherwise be needed in order to maintain
proper platooning of vehicles. Warrant 6 would be met if on a two-way street, adjacent traffic
control signals do not provide the necessary degree of platooning and the proposed and adjacent
traffic control signals will collectively provide a progressive operation.
The nearest traffic control signals to Intersection #34 - 131' Place S at S 336t' Street are located
approximately 1,550 feet to the west at Intersection #25 - 9t' Avenue S at S 336`s Street and
roughly 815 feet to the east at Intersection #9 - SR 99 at S 336h Street. Both intersections are
within close proximity of Intersection #34 - 13`s Place S at S 336`h Street. Therefore, a traffic
signal is warranted under Warrant 6 conditions.
Warrant 7- Crash ExPerience
The Crash Experience is intended for use where the severity and frequency of crashes are the
principal reasons to consider installing a traffic control signal. A traffic signal would be
warranted if all of the following conditions are met:
1) Adequate trial of alternatives with satisfactory observance and enforcement has failed to
reduce the crash frequency;
2) Five or more reported crashes, of types susceptible to correction by a traffic control
signal, have occurred within a 12-month period, each crash involving personal injury or
property damage apparently exceeding the applicable requirements for a reportable
crash; and
3) For each of any 8 hours of an average day, the vehicles per hoer given in both of the
80% columns of Condition A and Condition B in Table 4C-1 exists on the major street
and on the higher -volume minor -street approach to the intersection. These major -street
and minor -street volumes shall be for the same 8 hours. On the rrdnor street, the higher
volume shall not be required to be on the same approach during each of the 8 hours.
Table 18 summarizes the total number of historical collisions at Intersection #34 - 13`h Place S
at S 336`s Street intersection between 2003 and 2005. As shown, the affected intersection shows
a lower than normal average annual collision rate. The total number of collisions experienced at
the affected intersection in 3 years is less than the minimum 5 reported collisions within a 12-
month period under condition 2 of the traffic signal requirements for Warrant 7. In addition,
conditions 1 and 3 are also not met. Therefore, warrants are not met for the Crash Experience
condition.
19 Transportation Engineering NorthWest, LLC July 16, 2007
Page 32
Village at Federal Way
Federal Way, WA UPDATED Transportation Impact Study
Table 18: Intersection #34 - 131 Place S at S 3361' Street Historical Collision Records
Intersection
2003
2004
2005
Total
Average Annual
Collision Rate
#34 — 13"' PI S at S 336d, St
1
2
6
9
3.0
Sourcc: l.of rrcleral Way ConidorKcpor� July 2000.
Warrant 8 -Roadway Network (Combination of Warrants)
Installation of a traffic control at some *intersections might be justified to encourage
concentration and organization of traffic flow on a roadway network. Warrant 8 would be met
if the common intersection of two or more major routes meets one or both of the following
criteria:
1) The intersection has a total existing, or immediately projected, entering volume of at
least 1,000 vehicles per hour during the peak hour of a typical weekday and has 5-year
projected traffic volumes, based on an engineering study, that meet one or more of
Warrants 1, 2, and 3 during an average weekday; or
2) The intersection has a total existing or immediately projected entering volume of at least
1,000 vehicles per hour for each of any 5 hours of a non -normal business day (Saturday
or Sunday).
Warrant 8 is met under criteria 1 with over 1,000 vehicles entering Intersection #34 - 13' Place
5 at S 336" Street between 7-9 a.m. and 4-6 p.m. weekday peak periods and 12-1 p.m. weekend
peak periods. Also, 5-year projected traffic volumes show the intersection would meet one or
more of Warrants 1, 2, and 3. Although criteria 2 is not met, a traffic signal is warranted under
Warrant 8 based on criteria 1 conditions.
Signal warrant Summary
le 19 summarizes �fin=dingsased on the warrant analysis conducted above. As shown,
Warrants 3, 6 and 8 aer Etiiie conditions. Based on traffic volumes, a traffic signal
may be warranted under future conditions. It is recommended that a traffic signal be installed as
a result of southbound stop -controlled movements at the intersection operating at LOS F under
2009 and 2020 conditions without the proposed development during the p.m. peak hour. The
applicant would be required to fully fund and construct this signal modification to all applicable
standards.
Table 19: Signal Warrant Summary
Warrant
I Type
Warrant Met
U
Peak Hour
No _
b
Coordinated Signal System
rs
7
Crash Experience
`>qo
8
Roadway Network
/yes
19 Transportation Engineering NorthWest, LLC
July 16, 2007
Page 33
Village at Federal Way UPDATED Transportation impact Stud
Federal Way, WA Po Pa Y
Site Driveway Intersection Operations
A level of service analysis was conducted at all unsignalized site driveways onto Pacific Highway
South (SR 99) and S 336a' Street during the weekday a.m. peak hour, weekday p.m. peak hour,
and weekend peak hour in 2009 and 2020. As shown in Tables 20 through 23, Intersection
#43 — West Site Driveway at 13a' Place S would operate at LOS F during the weekday p.m. peak
hour in 2009 and 2020. This intersection would improve to LOS C or better in both 2009 and
2020 with the installation of.a raised curb median onto S 336t' Street Stop -controlled
movements at other Unsignalized site driveway intersections would operate at LOS C or better
with a v/c ratio less than 1.00, and entering/exiting queues of less than 2 vehicles in 2009 and
2020 with the project.
Table 20: 2009 Weekday Peak Hour Site Driveway Oneratlnnc
ID # I Unsignalized Intersections
43 1 West Site Driveway at I Th Place S
Traffic Control
A.M. Peak Hour
f
P.M.
Peak Hour
LOS
Delay
V/C
LOS
Delay
V/C
WB Left
A
9
0.01
B
12
0.04
NB
B
15
0.04
86
0.62
NB
A
10
0.01
B
ll
0.03
EB
B
10
0.04
C
l6
0.24
44 East Site Driveway at 131 Place S
45 SR 99 / North Site Driveway
Notc: Analysis based on HCS 20W results using HCM 2OW control delays and LOS.
Table 21: 2009 Weekend Peak Hour Site Driveway Operations (unslgnallredlnteisecd0m Only)
ID #
Unsignallzed Intersections
Traffic Control
LOS
Delay
V/C
43
West Site Driveway at 131 Place S
WB Left
A
9
0.03
NB
C
16
0.18
44
East Site Driveway at 130, Place S
NB
B
10
0.03
45
SR 99 / North Site Driveway
EB
B
12
0.19
� ___ __...-__ ___ __-�. —�„„� .�....�w a..au e&,a.,J♦.i ..y�/�/ 4VIIliu1 llCl:tri ar1G 1.L7�.
Table 22: 2020 Weekday Peak Hour Site Driveway Operations (u►m+sc
A.M. Peak Hour
ID # Llnsignalized Intersections Traffic Control LOS Delay V/C
43 West Site Driveway at 130, Place S WB Left A 9 0.01
NB
C
18
44
East Site Driveway at 13t' Place S
NB
B
10
45
SR 99 / North Site Driveway
EB
B
10
N()Ec: Analysis based on HCS 2000 res ulcs using HCM 20W control d6ays and LOS.
Table 23: 2020 Weekend Peak Hour Site Driveway
Operations
ID #
llnslgnaltzed Intersections
Traffic Control
LOS
Deh
43
West Site Driveway at 131 Place S
WB Left
A
9
NB
C
19
44
East Site Driveway at 131 Place S
NB
B
10
45
SR 99 / North Site Driveway
EB
B
12
Note: :Analysis based on HCS 2000 results using ffC?+i 2000 control delays and LOS
'/oteisecdons Only)
P.M. Peak Hour
OS Delay VAC
B 12 0.05
0.01 B 12 0.04
0.04 C 18 0.27
rnslgnaLlred /ntemcdons Only)
V/C
0.22
0.03
0.18
The signalized site access intersections of #10 — SR 99 at SR 161/16`h Avenue S would operate
at LOS D with a v/c ratio less than 1.00 in 2009 and 2020 with the project, and #34 — 13 h Place
S (Center Site Driveway) at S 336 h Street would operate at LOS A with a v/c ratio less than 1.00
with the project in 2009 and 2020.
Transportation Engineering TlorthWest, LLC July 16, 2007
Page 34
Village at Federal Way UPDATED Transportation Impact Study
Federal Way, WA
PROJECT MITIGATION MEASURES
A review of impacts to intersection levels of service, public transportation services,
nonmotorized transportation facilities, and site access, safety, and circulation issues was
conducted in association with the proposed Village at Federal Way development at the southwest
quadrant of SR 99 at S 336 h Street in Federal Way, Washington.
Existing Safety Issues
The following paragraphs summarize collision type(s) with potential improvements to improve
current safety issues. It should be noted that the measures identified below are independent of
the proposed Village at Federal Way development as they represent existing safety issues.
➢ Intersection #23 — 21" Avenue SW / SW 336`h Street. This improvement would be
addressed via the Campus Crest development, which has been conditioned to convert all
left -turn approaches to protected phasing only. The applicant may be required to pay a
proportional share contribution to thi pnject, avhich would need to be updated =Xb a new adopted TII?
➢ Intersection #37 — r Avenue S / S 356" Street. Provide :ph4�* for
northbound and southbound movements, and permitted+fiver phasing for southb and
right -toms. The applicant would 1rslly fund Mir impravemeni.' TA0` "`A'��� ° - N�
5v ti {.� told tsia Z Enk •_� o rtJ 3��
2009 Intersection Improvements
There are no transportation improvements anticipated at any off -site intersections for year 2009
based upon the level of service analysis.
2020 Intersection Improvements
The following improvements would be warranted without development of the Village at Federal
Way project in 2020 based upon weekday p.m. peak hour conditions:
➢ Intersection #23 — 21"' Avenue S at SW 336'' Street: Construct a westbound right -
turn lane. This intersection's level of service would improve to LOS E with a v/c ratio
less than 1.00. The proportional share contribution towards this improvement is
estimated at less than 1 percent (37 p.m. project volumes and 4,436 total entering p.m.
volumes) in 2020.
➢ Intersection #28 — 23`d Avenue S at S 320'h Street: Provide a westbound right -turn
lane. This intersection's level of service would improve to LOS E with a v/c ratio of
1.00. The proportional share contribution towards this improvement is estimated at less
than 1 percent (37 p.m. project volumes and 5,921 total entering p.m. volumes) in 2020.
The following improvements would be warranted without development of the Village at Federal
Way project in 2020 based upon weekend peak hour conditions:
➢ Intersection #7 — SR 99 / S 320' Street: Provide a northbound right -turn only lane.
The proportional share contribution towards this improvement is estimated at
approximately 1 percent (86 p.m. project volumes and 7,249 total entering p.m. volumes)
in 2020.
19 Transportation Engineering Northwest, LLC July 16, Page ge 35
Village at Federal Way
Federal War. WA
Site Access Improvements
UPDATED Transportation Impact Study
➢ Intersection #34 - 13" Place S at S 336`h Street: It is recommended that a traffic
signal be installed at this intersection as a result of the traffic signal warrant analysis and
southbound stop -controlled movements operating at LOS F under 2009 and 2020
conditions without the proposed development. The applicant would be required to fully fated
and construct this signal mod#ication to all applicable standard .
➢ Intersection #43 - West Site Driveway at S 336th Street: Provide a westbound left -
turn lane to meet WSDOT left -turn lane guidelines. Per City of Federal Way guidelines,
the left -turn lane should be designed to accommodate the 95`h percentile queue, which is
estimated at 25 feet (1 vehicle) in 2009 and 2020 under weekday and weekend peak hour
conditions. With proper tapers, the left -turn lane may extend the entire frontage on
S 336t" Street. Additionally, this intersection would operate at LOS F during the
weekday p.m. peak hour in 2009 and 2020. This intersection would improve to LOS C
or better with the installation of a raised curb median onto S 336th Street, to be located
west of the proposed west site driveway. The raised curb median would act as a refuge
lane for northbound left -turns onto S 336`h Street. Please note, per the City's
Comprehensive Plan, S 336th Street is a Type E street (5-lane) cross section. The applicant
would be required to fully fund this improvement per all applicable standard
➢ Intersection #45 - SR 99 at North Site Driveway. Construct a southbound right -tarn
lane to be a minimum. of 435 feet with a 50- foot minimum taper per WSDCYf guidelines
cinder 2u09 and 2020 conditions_ The applicant would be required to fully fund this improvement
Per all applicable standard , v t'] i matt i.� �r�d-t2 t�� dr-C-1 &e-& v+a it
-fin l�v�ir� �u.e�-a '� rot • t� �� U.s-
➢ As part of the development, the unsignalized north site driveway onto Pacific Highway
South (SR 99) would be restricted to provide right -turn access/egress movements only.
➢ As part of the project, the south site driveway (S 340s` Street) on Pacific Highway South
(SR 99) would connect as the west leg of the intersection of Pacific Highway South (SR
99) at 16" Avenue S/SR 161, which is controlled by a traffic signal. Signal modifications
would need to be made to accommodate the new leg of the intersection. Additionally,
the applicant would fully fund 3/4 street improvements on the north side connecting to
this new approach.
➢ The applicant would be required to fully fund and construct the necessary site driveways
and associated frontage improvements onto Pacific Highway South (SR 99) and S 336`h
Street. The south site driveway (S 340"' Street) would need to be improved to a
minimum 24-foot paved surface with planter strip, raised sidewalks, and street lights.
Any internal streets within the residential development of the project should be adopted
per type S street or as per roadway modifications approved by the City of Federal Way
Public Works Director. The proposed roundabout within the residential development of
the project should be designed to meet all applicable standards and shall be approved by
the City of Federal Way.
19 Transportation Engineering Northwest, LR C July 16, 2007
Page 36
Village at Federal Way
Federal Way. WA
Public Transportation Improvements
UPDATED Transportation Impact Study
King County -Metro requires that all transit stops on property frontages be maintained and clear
pathways with ADA access be provided. No trees or bushes should be located in the vicinity of
the transit stops that may restrict access. The landing pad (passenger loading area) should be
replaced and meet federal ADA guidelines. Furthermore, during the pre -construction phase, if
transit stops need to be removed or relocated during construction, the applicant will need to file
a permit and provide a traffic control plan at least one month in advance for approval. Metro
requires 5 days notice for short-term bus stop relocation during construction.
TIP Proportional Share Contributions
The proposed development would be required to pay proportional share contributions towards
those improvements on the City's 6-year TIP that are impacted by 10 or more p.m. peak hour
trips. Table 24 summarizes proportional share contributions based on a 2009 buildout year
only. The proposed development would be required to pay a proportional share contribution of
$1,086,737 towards the City's TIP projects. The 2020 buildout year is too far into the future to
calculate proportional share contributions as the City's TIP projects would most likely have
changed by then.
Table 24: Proportionai Share Contributions (2009 Buildout Year)
TIP
Project'
Description
Baseline PM
Vehicles In
2009
2009
Project PM
Peak Trlps2
Total PM
Vehicles In
2009
Pro-Rata
Share
Project
Costa
Project
Pro-Rata
Contribution
-i--
City Center Access Phase 2
3,773
25
3,798
0.007
$3,500,000
$22,808
..tb:�,
City Center Access Phase 3 ✓
5,327
37
5,364
0.007
$2,850,000
$19,659
4l&�
City Center Access Phase 4 ✓
3,773
25
3,798
0.007
$11,800,000
$76,896
-2=
Paciflc Highway S HOV Lanes Phase 3 from S 284th St - SR 509.
J 3,A2-3
23�_
3,046
0.008
$21 400 000
$161,571
3`-
S 348th Street between 9th Ave S and SR 99 J
3,449
19
3 468
0.005
$41300 000
$23 558
4-
S 320th Street at 1st Avenue S J
4,300
55
4,355
0.013
$6,374,000
$80,498
5
SR 99 at S 356th St ./
3,533
55
3,588
0.015
$7,518.000
$115,242
-7 -
S 348th Street at 1st Avenue S ✓
4,491
55
4,546
0.012
$2,430,600
$29,399
Ir-
10th Ave SW / SW 344th St: SW Campus Dr to 21 st Ave SW
2,513
37
2,550
0.015
$8,632,000
$125,249
t(i"
S 320th St at 20th Ave 5 ,/
3,670
49
3,719
0.013
$1,482,000
$19,526
11
21st Ave SW / SW 357th St: SW 356th St - 22nd Ave SW
2,940
12
2,952
0.004
$1,155,000
$4,695
12
Pacific Highway S HO.V Lanes Phase 4 from SR 509 - S 312th St
2,701
29
2 730
0.011
$19,400,000
$206 068
13
SR 18 at SR 161 %/
7,648
122
7,770
0.016
$1,737,000
$27,273
W5`)
S 356th St: SR 99 - SR 161 /
946
6
952
0.006
$5,979,000
$37,703
18
SW 320th St at 21 st Avenue SW
3,939
18
3,957
0.005
$1,748,000
$ 7,951
19
S 320th St from 1st Ave S to 8th Ave S ✓
2,866
12
2,878
0.004
$6,763,000
$28,199
23
SW 336th Wy/SW 340th St: 26th PI SW to Hoyt Rd
1,605
21
1,626
0.013
$7,777,000
$100,441
Total Proportional Share Contribution in 2009 only
$1,086,737
1 - Source: City of Fcdcrai Improvement Progrun.
2 - Per City of Federal Way requirements, only those TIP projects impacted by 10 or more PM peak hour development trips should provide a pro-rata share
contribution towards off -site improvements.
3 - 2009 total PM volumes include 2 percent annual growth rate and pipeline project trips as provided by the City of Federal Way.
4 - Based on the total project cost-
5 - It should be noted that this roadway is not impacted by 10 or tp ' ��y p.m peak hour trips, however, the proposed' development will be benefiting
from this TIP project with planned improvements at Intersections 013 17
Transportation Engineering TlorthWest, LLC July 16, 2007
Page 37
Appendix A
Traffic Counts
Note: These are available on CD.
% Trampomdon Engineering NorMWe% LLC
Appendix B
Detailed Level of Service Summary Sheets
Note: These are available on CD.
19 Transportation Engionee&g Northwest, LLC
Appendix C
2009 and 2020 Future Traffic Volume Forecasts
Note: These are available on CD.
LIP Trmspomem Engineering NoMWes4 LLC
L
Appendix D
Public Transportation Improvements Correspondence
Note: These are available on CD.
19 Transportation En&eermg NorthWesc, LLC
r
r-
r
r--
Appendix E
Sight Distance Photo Documentation
Note: These are available on CD.
19 Trans wudon Engineering Northwest, LLC
Appendix F
Turn Lane Warrant Analysis
Note: These are available on CD.
% Transportation Engineering NorthWwt, LLC
Appendix G
Signal Warrant Analysis
Note: These are available on CD.
19 Transportation Engineering NorthWest, LLC
GEOTECHNICAL ENGINEERING STUDY
FEDERAL WAY VILLAGE
PACIFIC HIGHWAY SOUTH
AND SOUTH 336TH STREET
FEDERAL WAY, WASHINGTON
September 15, 2006
Project No. E-12613
Prepared for
Mr. Kurt Wilson
SBI Development
PO Box 73790
Puyallup, Washington 98373
RECEIVED
JAN 2 3 2007
CITY OF FEDERAL WAY
BUILDING DEPT. Earth Consultants, Inc.
A Bureau Veritas Company
1805 136th Place N.E.
Suite 201
Bellevue, WA 98005
(425) 643-3780
Toll Free (888) 739-6670
September 15, 2006
Mr. Kurt Wilson
SBI Development
PO Box 73790
Puyallup, Washington 98373
Project No. E-12613
Dear Mr. Wilson:
Earth Consultants, Inc.
Geotechnical Services Department
We are pleased to submit our report titled "Geotechnical Engineering Study, Federal Way
Village, Pacific Highway South and South 336th Street, Federal Way, Washington." This
report presents the results of our field exploration, selective laboratory tests, and engineering
analyses. The purpose and scope of our study were outlined in our proposal PR-12613, dated
August 21, 2006.
We appreciate this opportunity to have been of service to you. If you have any questions, or if
we can be of further assistance, please call.
Respectfully submitted,
EARTH CONSULTANTS, INC.
Qll5le [,
Nels E. Reese
Staff Geologist
NER/KMW/skp
PARES 2ST
Kristina M. Weller, PE
Associate Principal
Earth Consultants, Inc.
A Bureau Veritas Company Main: (425) 643.3780
1805 136th Place, N.E., Suite 201 Fax: (425) 746.0860
Bellevue, WA 98005
TABLE OF CONTENTS
E-12613
PAGE
INTRODUCTION.........................................................................................................................2
General.............................................................................................................................. ..2
ProjectDescription...............................................................................................................2
Scopeof Services.................................................................................................................2
SITECONDITIONS.....................................................................................................................3
Surface............................................................................................................................. ..3
Subsurface.............................................................................................................................3
Groundwater..........................................................................................................................4
LaboratoryTesting..............................................................................................................4
DISCUSSION AND RECOMMENDATIONS
..............................................................................5
General............................................................................................................................,....5
Site Preparation and General Earthwork............................................................................5
ErosionControl and Stripping
..........................................................................................5
TemporarySlopes
............................................................................................................6
StructuralFill. ...........................................................
6
PermanentSlopes
..................................................................................................._........7
UtilitySupport and Backfill
..................................................................................................7
PavementAreas....................................................................................................................8
Foundations...........................................................................................................................8
Slab -on -Grade Floors
...........................................................................................................9
Seismic Design Considerations..........................................................................................9
GroundRupture
..............................................................................................................10
Liquefaction....................................................................................................................10
GroundMotion Response..............................................................................................10
SiteDrainage.......................................................................................................................10
LIMITATIONS............................................................................................................................11
AdditionalServices.............................................................................................................11
TABLE OF CONTENTS, Continued
E-12613
ILLUSTRATIONS
Plate 1 Vicinity Map
Plate 2 Test Pit Location Plan
Plate 3 Typical Footing Subdrain Detail
APPENDICES
Appendix A Field Exploration
Plate Al Legend
Plates A2 through All Test Pit Logs
Appendix B Laboratory Test Results
Plates B1 and B2 Particle Size Distribution Report
GEOTECHNICAL ENGINEERING STUDY
FEDERAL WAY VILLAGE
PACIFIC HIGHWAY SOUTH
AND SOUTH 336TH STREET
FEDERAL WAY, WASHINGTON
E-12613
INTRODUCTION
General
This report presents the results of the geotechnical engineering study completed by Earth
Consultants, Inc. (ECI) for the proposed Federal Way Village residential and commercial
development located in the southwest corner of the intersection of Pacific Highway South and
South 336th Street in Federal Way, Washington. The general location of the site is shown on
the "Vicinity Map," Plate 1.
The purpose of this study was to explore the subsurface conditions at the site and, based on
the conditions encountered, to provide recommendations for developing the site with residential
and commercial developments.
Project Description
The subject property is located in the southwest corner of the intersection of Pacific Highway
South and South 336th Street in Federal Way, Washington. The site currently is an
undeveloped tract of land consisting of wooded areas, wetlands, and a gravel access road.
Review of a preliminary site plan indicates the eastern portion of the site will be developed with
16 retail shops, associated roadways and parking facilities. The site plan also indicates that the
western portion of the site will be developed with 93 residential lots and associated roadways.
Based on our experience with similar projects, we anticipate the residential and commercial
structures will be two to three stories in height and will likely be of relatively lightly -loaded wood
frame construction with a combination of slab -on -grade and wood joist floors. Wall loads will be
on the order of 2 to 3 kips per lineal foot, and column loads will likely be in the range of 20 to 40
kips. We estimate slab -on -grade floor loads will be around 150 pounds per square foot (psf).
Based on review of a preliminary site plan by ESM Consulting Engineers, LLC, most of the
proposed residential lots will be accessed off a new north —south -trending roadway connecting
to South 336th Street. The commercial development proposed for the eastern portion of the
site will be accessed off multiple new roadways connecting to South 336th Street and Pacific
Highway South.
Earth Consultants, Inc. Page 1
A Bureau Veritas Company
Geotechnical Engineering Study E-12613
September 15, 2006
Stormwater runoff from the site is to be connected to stormwater detention facilities, the
locations of which were not determined at the time of this study.
At the time our study was performed, the property, proposed lot configurations, proposed
building locations, and our exploratory locations were approximately as shown on the `Test Pit
Location Plan," Plate 2.
The conclusions and recommendations in this study are based on our understanding of the
proposed development, which is in turn based on the project information provided to us. If the
above project description is incorrect or the project information changes, we should be
consulted to review the recommendations contained in this study and make modifications, if
needed.
Scope of Services
We prepared this study in general accordance with the scope of services outlined in our August
21, 2006, proposal. On this basis, our study addresses the following:
■ Evaluation of general subsurface conditions and description of types, distribution, and
engineering characteristics of subsurface materials
■ Evaluation of geologic hazards, including site seismicity, slopes, liquefaction, and
seismic settlement potential and recommendations for appropriate mitigation measures
• Evaluation of general groundwater conditions and potential impact on design and
construction
■ General recommendations for earthwork, including site preparation, excavation, site
drainage, and the placement of structural fill
■ Determination of the seismic design parameters
• Evaluation of project feasibility and suitability of on -site soils for foundation and fill
support
• Recommendations for suitable foundation systems and provision of allowable bearing
capacities, associated settlement estimates, and lateral pressures and resistances under
various loading conditions
• Recommendations for design of retaining walls, including active and restrained lateral
earth pressures, passive and frictional resistance, and applicable surcharge loads
• Recommendations for subgrade preparation for floor slab and slab -on -grade support
• Recommendations for utility trench excavation and backfill
• Suggestions for pavement sections
• Recommendations for temporary and permanent slopes
Earth Consultants, Inc. Page 2
A Bureau Veritas Company
Geotechnical Engineering Study
September 15, 2006
SITE CONDITIONS
Surface
E-12613
The subject site consists of an approximately 10-acre, irregular -shaped property located at the
southwest corner of the intersection of Pacific Highway South and South 336th Street in
Federal Way, Washington, as shown on Plate 1. The site is bordered to the west by a multi-
family residential development, to the north by South 336th Street, to the east by Pacific
Highway South, and to the south by a stormwater retention facility and commercial buildings.
The site topography is generally comprised of topographic highs in the east and west portions
of the site and a topographic low wetland area in the central portion of the site, each bounded
by slopes with gradients in the range of 5 to 10 percent. The elevation change between the
topographic highs and topographic low is approximately 15 feet over a horizontal distance of
200 feet.
The eastern and western portions of the site contain medium- to large -diameter trees and areas
of dense underbrush, including blackberry brambles and shrubs. A portion of the southeast
corner of the site contains a flat area of graded and compacted fill, with scattered sagebrush
covering the area. Two large concrete slabs were observed near the northeast corner of the
wetland area.
The wetland area is vegetated with grass, small trees, and wetland plants.
Subsurface
Subsurface conditions at the site were evaluated by excavating 12 test pits at the approximate
locations shown on the "Test Pit Location Plan," Plate 2. The test pits were excavated to a
maximum depth of 17 feet below existing grade. The test pit logs are included as Plates A2
through A13. Please refer to the test pit logs for a detailed description of the subsurface
conditions encountered at each test pit location. A description of the field exploration methods
is included in Appendix A. The following is a generalized description of the subsurface
conditions encountered.
At each of the test pit locations, a surficial layer of topsoil was encountered. The topsoil was
typically 4 to 12 inches thick, with localized areas that were up to 16 inches thick. The topsoil
was characterized by its dark color and organic content.
Underlying the topsoil at Test Pits TP-1 and TP-8, medium dense to dense fill comprised of silty
sand with gravel (Unified Soil Classification SM) and sandy silt (ML) was encountered. The fill
extended to depths of 4 to 11 feet and was underlain by a thin layer of topsoil at each location.
Earth Consultants, Inc. Page 3
A Bureau Veritas Company
Geotechnical Engineering Study E-12613
September 15, 2006
Underlying the topsoil and fill at each test pit location, outwash deposits comprised of silt (ML),
silty sand (SM), poorly graded sand with silt (SP-SM), poorly graded sand (SP), well -graded
gravel with sand (GW), and poorly graded gravel with sand (GP) were encountered. The soils
observed were generally medium dense, with localized areas becoming dense at depths of 4 to
9.5 feet below existing grade. The outwash deposits continued to the maximum exploration
depth at 7 test pit locations.
At 5 test pit locations (TP-5, TP-7, and TP-9 through TP-11), the outwash deposits were
underlain by dense to very dense glacial till comprised of silty sand with gravel (SM). The
glacial till was encountered at depths of 5 to 8 feet below existing grade and continued to the
maximum depth explored where encountered.
Review of the Geologic Map of the Poverty Bay 7.5-Minute Quadrangle, Washington (Booth,
Waldron, Troost, 2003) indicates most of the site is underlain by recessional outwash (Map Unit
Qvr) deposited by meltwater streams issuing from the retreating Vashon glacier. The
southeastern site corner is underlain by till (Map Unit Qvt) deposited directly by the Vashon
glacier.
Review of the 1973 USDA Soil Conservation Service (SCS) maps for King County indicates the
soils underlying the property consist of Everett-Alderwood gravelly sandy loam, 6 to 15 percent
slopes (Map Unit EwC). Everett-Alderwood soils with 6 to 15 percent slopes are characterized
by slow to medium runoff and a slight to moderate erosion hazard.
0
Groundwater
Light groundwater seepage was encountered at Test Pit TP-1 at 11 feet below existing grade,
and iron oxide staining was encountered at Test Pit TP-11 at 7.5 feet below existing grade. The
light seepage and iron oxide staining are likely an indication of surface water percolating down
through permeable soils and becoming perched above impermeable layers. As such,
groundwater seepage may be anticipated in site excavations near the southeast portion of the
site.
Groundwater levels are not static. There will likely be fluctuations in the groundwater level and
seepage rate, depending on the season, amount of rainfall, surface water runoff, and other
factors. Generally, the water level is higher and seepage rates are greater in the wetter winter
months (typically October through May).
Laboratory Testing
Laboratory tests were conducted on representative soil samples to verify or modify the field soil
classifications and to evaluate the general physical properties and engineering characteristics
of the soil encountered. Visual field classifications were supplemented by grain -size analyses
on representative soil samples. Moisture content tests were performed on all samples. The
results of laboratory tests performed on specific samples are provided either at the appropriate
sample depth on the individual test pit logs or on a separate data sheet contained in Appendix
B.
Earth Consultants, Inc. Page 4
A Bureau Veritas Company
Geotechnical Engineering Study E-12613
September 15, 2006
It is important to note that these test results may not accurately represent the overall in -situ soil
conditions. Our geotechnical engineering recommendations are based on our interpretation of
these test results. ECI cannot be responsible for the interpretation of these data by others.
DISCUSSION AND RECOMMENDATIONS
General
Based on the results of our study, in our opinion, development of the site with single-family
residences and commercial structures is feasible from a geotechnical engineering standpoint.
Conventional spread and continuous footing foundation systems bearing on competent native
soil or newly placed structural fill may be used for support of the residences and structures.
Slab -on -grade floors may be similarly supported. At the test pit locations, soils suitable for
foundation support were generally encountered at depths of 1 to 1.5 feet below existing grade.
If loose soil is encountered at construction foundation and slab subgrade elevations, it should
be overexcavated and replaced with structural fill or the footings should be extended to the
underlying competent soil.
This report has been prepared for specific application to this project only and in a manner
consistent with that level of care and skill ordinarily exercised by other members of the
profession currently practicing under similar conditions in this area. This report is for the
exclusive use of SBI Development and their representatives. No warranty, expressed or
implied, is made. This report, in its entirety, should be included in the project contract
documents for the information of the contractor.
Site Preparation and General Earthwork
Based on our understanding of the proposed development plan, site earthwork will likely consist
of the following: installing erosion control measures; stripping the site; cutting and filling the site
to provide building pad and street grades; installing underground utilities; preparing curb, gutter,
sidewalk, roadway and parking subgrades; and excavating foundations for the single-family
residences and commercial structures.
Erosion Control and Stripping
Prior to removal of the vegetation, the clearing limits should be flagged. Silt fencing should be
installed downslope of proposed grading areas. We recommend that, once the site clearing
limits are flagged, ECI should be contacted to walk the site with the grading contractor in order
to provide additional geotechnical and erosion control recommendations.
After the site is cleared and grubbed, the proposed grading areas of the site should be stripped
and cleared of surface vegetation, organic matter, and other deleterious material. Existing utility
pipes to be abandoned should be plugged or removed so they do not provide a conduit for
water and cause soil saturation and instability problems. The concrete slabs observed near the
northeast corner of the wetland area should be removed.
Earth Consultants, Inc. Page 5
A Bureau Veritas Company
Geotechnical Engineering Study E-12613
September 15, 2006
The sod and topsoil encountered in the test pits was generally on the order of 8 to 12 inches
thick, with localized areas that were up to 16 inches thick. The sod and topsoil should be
stripped and removed from the site, or they may be stockpiled on site to be used in landscaping
areas. The stripped materials should not be mixed with materials to be used as structural fill.
During construction, the site must be graded such that surface water is collected and tightlined
to an appropriate drainage facility. Water must not be allowed to stand in fill areas or where
buildings, slabs, or pavements are to be constructed. Loose soil surfaces should be sealed by
compacting the surface to reduce the potential for moisture infiltration.
Temporary Slopes
The following information is provided solely as a service to our client. Under no circumstances
should this information be interpreted to mean that ECI is assuming responsibility for
construction site safety or the contractor's activities; such responsibility is not being implied and
should not be inferred.
In no case should excavation slopes be greater than the limits specified in local, state (WISHA),
and federal (OSHA) safety regulations. Based on the information obtained from our field
exploration and laboratory testing, the loose surficial soils and medium dense to dense soils
encountered would be classified as Type C by WISHA/OSHA. Temporary cuts greater than 4
feet in height in Type C soils may be sloped to a maximum inclination of 1.5H:1V
(Horizontal:Vertical). If slopes of this inclination or flatter cannot be constructed, temporary
shoring may be necessary. If temporary shoring is required, we will be available to provide
shoring design criteria. The underlying dense glacial till soils encountered in Test Pits TP-5, TP-
7, and TP-9 through TP-11 would be classified as Type A by WISHA/OSHA. Temporary cuts
greater than 4 feet in height in Type A soils may be sloped to a maximum inclination of
0.75H:1V. Where groundwater seepage is encountered, the saturated soils should be treated
as a Type C soil and should be cut no steeper than 1.5H:IV.
Structural Fill
Structural fill is defined as compacted fill placed under buildings, roadways, floor slabs,
pavements, or other load -bearing areas. Structural fill should be placed in horizontal lifts not
exceeding 12 inches in loose thickness and compacted to a minimum of 90 percent of its
laboratory maximum dry density determined in accordance with ASTM Test Designation D1557
(Modified Proctor). The fill materials should be placed at or near their optimum moisture
content. Fill in roadway areas should also be placed in 12-inch lifts and compacted to 90
percent of the same standard, except for the top 1 foot which should be compacted to 95
percent.
Earth Consultants, Inc. Page 6
A Bureau Veritas Company
Geotechnical Engineering Study E-12613
September 15, 2006
Based on the results of our laboratory tests, most of the on -site soils at the time of our
exploration appear to be at or near optimum moisture content and should be suitable for use as
structural fill. Laboratory testing indicates the site soils have from 2 to 60 percent fines passing
the U.S. No. 200 sieve. Soil with fines in excess of 5 percent will degrade if exposed to
excessive moisture, and compaction and grading will be difficult if the soil moisture increases
above its optimum condition.
If the site soils are exposed to excessive moisture or cannot be adequately compacted, it may
be necessary to import a soil that can be compacted. During dry weather, any non -organic,
compactable soil with a maximum grain size of 4 inches can be used. Fill for use during wet
weather should consist of a fairly well -graded granular material having a maximum grain size of
4 inches and no more than 5 percent fines passing the U.S. No. 200 sieve based on the minus
3/4-inch fraction.
Permanent Slopes
Permanent cut and fill slopes should be inclined no steeper than 2H:1V. Cut slopes should be
observed by ECI during excavation to verify that conditions are as anticipated. Fill slope
construction should also be observed under the full-time observation of an ECI representative
to test structural fill soils. Supplementary recommendations can be developed, if needed, to
improve stability, including flattening slopes, placing erosion control fabrics, or installing surface
or subsurface drains.
Permanently exposed slopes should be hydroseeded with an appropriate species of vegetation
to reduce erosion and improve stability for the surficial layer of soil immediately after
construction. In the summer months, it may be necessary to water the slopes to maintain the
hydroseed germination.
Utility Support and Backfill
We anticipate storm, sewer, water, and franchise utilities will be installed on site. If remedial
measures are necessary to provide adequate support for utilities, the unsuitable soils should be
overexcavated and replaced with crushed rock and a pipe bedding material, such as pea
gravel.
Utility trench backfill is a primary concern in reducing the potential for settlement along utility
alignments, particularly in pavement areas. It is important that each section of utility line be
adequately supported in the bedding material. The material should be hand tamped to ensure
support is provided around the pipe haunches. Fill should be carefully placed and hand tamped
to approximately 12 inches above the crown of the pipe before heavy compaction equipment is
brought into use. The remainder of the trench backfill should be placed in lifts having a loose
thickness of less than 12 inches.
A representative of ECI should be on site during excavation and backfill of the utility trenches to
provide recommendations for the suitability of the soils for use as backfill and to perform
representative testing on backfill soils.
Earth Consultants, Inc. Page 7
A Bureau Veritas Company
Geotechnical Engineering Study
September 15, 2006
Pavement Areas
E-12613
The adequacy of site pavements is related in part to the condition of the underlying subgrade.
To provide a properly prepared subgrade for pavements, the subgrade should be treated and
prepared as described in the "Site Preparation and General Earthwork" section of this report.
This means the subgrade should be compacted to 95 percent of the maximum dry density per
ASTM D1557 (Modified Proctor).
The subgrade should be proofrolled with a loaded dump truck under the observation of an ECI
representative prior to the placement of the crushed rock base. Soft, wet, or unstable subgrade
should be removed and replaced with granular structural fill or crushed rock.
Either of the following pavement sections for lightly loaded areas is suggested for site
roadways:
• 2 inches of asphalt concrete (AC) over 4 inches of crushed rock base (CBM) material
2 inches of AC over 3 inches of asphalt treated base (ATB) material
We will be pleased to assist in developing appropriate pavement sections for heavy traffic
zones, if needed. The pavement section provided above may be superceded by City of Federal
Way requirements for minimum pavement sections. Pavement materials should conform to
WSDOT specifications.
Foundations
Based on the results of our study and provided our recommendations are followed, in our
opinion, the proposed residences and commercial structures may be supported on
conventional spread and continuous footing foundation systems bearing on competent native
soil or granular structural fill.
At the test pit locations, soils suitable for foundation support were generally encountered at
depths of 1 to 1.5 feet below existing grade. If loose soil is encountered at construction
foundation and slab subgrade elevations, it should be overexcavated and replaced with
structural fill or the footings should be extended to the underlying competent soil.
For frost protection considerations, exterior foundation elements should be placed at a
minimum depth of 18 inches below final exterior grade. Interior spread foundations should be
placed at a minimum depth of 12 inches below the top of slab, except in unheated areas where
interior foundation elements should be founded at a minimum depth of 18 inches. Interior
foundations in crawl space areas may be supported on competent soils exposed on the surface
of the crawl space.
Earth Consultants, Inc. Page S
A Bureau Veritas Company
Geotechnical Engineering Study E-12613
September 15, 2006
With foundation support obtained as described, for design, an allowable soil bearing capacity of
2000 psf should be used for the competent native soil or structural fill. Loading of this
magnitude would be provided with a theoretical factor -of -safety in excess of 3.0 against shear
failure. For short-term dynamic loading conditions, a 1/3 increase in the above allowable
bearing capacity may be used. Continuous and individual spread footings should have
minimum widths in accordance with local building codes.
With structural loading as expected and provided the above design criteria are followed, total
settlement of approximately 1 inch is estimated, with differential settlement of approximately 0.5
inch. Most of the anticipated settlements should occur during construction as dead loads are
applied.
Horizontal loads can be resisted by friction between the base of the foundation and the
supporting soil and by passive soil pressure acting on the face of the buried portion of the
foundation. For the latter, the foundation must be poured "neat" against the competent native
soils or backfilled with structural fill. For frictional capacity, a coefficient of 0.30 should be used.
For passive earth pressure, the available resistance should be computed using an equivalent
fluid pressure of 300 pounds per cubic foot (pcf). These lateral resistance values are allowable
values, and a factor -of -safety of 1.5 has been included. As movement of the foundation element
is required to mobilize full passive resistance, the passive resistance should be neglected if
such movement is not acceptable.
Footing excavations should be observed by a representative of ECI prior to placing forms or
rebar to verify that conditions are as anticipated in this report.
Slab -on -Grade Floors
Slab -on -grade floors should be supported on competent native soil or granular structural fill.
Disturbed subgrade soil must either be recompacted or replaced with structural fill.
Slabs placed on structural fill or on native soils should be provided with a capillary break
consisting of a minimum of 4 inches of free -draining sand or gravel. In areas where slab
moisture is undesirable, a vapor barrier, such as a 6-mil plastic membrane, should be placed
beneath the slab.
Seismic Design Considerations
Earthquakes occur in the Puget Lowland with regularity; however, the majority of these events
are of such low magnitude they are not detected without instruments. Large earthquakes do
occur, as indicated by the 1949, 7.2 magnitude earthquake in the Olympia area and the 1965,
6.5 magnitude earthquake in the Midway area and the 2001, 6.8 magnitude earthquake in the
Nisqually area.
There are three potential geologic hazards associated with a strong motion seismic event at
this site: ground rupture, liquefaction, and ground motion response.
Earth Consultants, Inc. Page 9
A Bureau Veritas Company
Geotechnical Engineering Study
September 15, 2006
Ground Rupture
E-12613
The strongest earthquakes in the Puget Lowland are widespread, subcrustal events, ranging in
depth from 30 to 55 miles. Surface faulting from these deep events has not been documented
to date. Therefore, it is our opinion that the risk of ground rupture at this site during a strong
motion seismic event is negligible.
Liquefaction
Liquefaction is a phenomenon in which soils lose all shear strength for short periods of time
during an earthquake. Groundshaking of sufficient duration results in the loss of grain -to -grain
contact and rapid increase in pore water pressure, causing the soil to behave as a fluid. To
have a potential for liquefaction, a soil must be cohesionless with a grain -size distribution of a
specified range (generally sand and silt), it must be loose, it must be below the groundwater
table, and it must be subject to sufficient magnitude and duration of groundshaking. The effects
of liquefaction may be large total and/or differential settlement for structures founded in the
liquefying soils.
In our opinion, the potential for liquefaction of the soils encountered at this site should be low to
negligible. This conclusion is based on the absence of a shallow groundwater table and the
generally increasing soil density with depth.
Ground Motion Response
The 2003 International Building Code (IBC) regulations contain a static force procedure and a
dynamic force procedure for design -base shear calculations. Based on the encountered soil
conditions, it is our opinion Site Class C, 'Very Dense Soil and Soft Rock," as defined in Table
1615.1.1 of the IBC, should be used to characterize the site soils.
Site Drainage
Light groundwater seepage was encountered at Test Pit TP-1 at 11 feet below existing grade,
and iron oxide staining was encountered at Test Pit TP-11 at 7.5 feet below existing grade. The
light seepage and iron oxide staining is likely an indication of surface water percolating down
through permeable soils and becoming perched above impermeable soils. As such,
groundwater seepage may be anticipated in site excavations near the southeast portion of the
site.
If seepage is encountered, the bottom of the excavation should be sloped to one or more
shallow sump pits. The collected water can then be pumped from these pits to a positive and
permanent discharge, such as a nearby storm drain. Depending on the magnitude of such
seepage, it may also be necessary to connect the sump pits by a system of connector
trenches.
Earth Consultants, Inc. Page 10
A Bureau Veritas Company
Geotechnical Engineering Study E-12613
September 15, 2006
Final site grades must allow for drainage away from foundations. The ground should be sloped
at a gradient of 3 percent for a distance of at least 10 feet away from the structures.
Footing drains should be installed around the perimeter of the residences and commercial
structures, at or just below the invert of the footing, with a gradient sufficient to initiate flow, as
shown on the "Typical Footing Subdrain Detail," Plate 3. Under no circumstances should roof
downspout drain lines be connected to the footing drain system. Roof downspouts must be
separately tightlined to discharge. Cleanouts should be installed at strategic locations to allow
for periodic maintenance of the footing drain and downspout tightline systems.
LIMITATIONS
Our recommendations and conclusions are based on the site materials observed, selective
laboratory testing and engineering analyses, the design information provided us, and our
experience and engineering judgment. The conclusions and recommendations are professional
opinions derived in a manner consistent with that level of care and skill ordinarily exercised by
other members of the profession currently practicing under similar conditions in this area. No
warranty is expressed or implied.
The recommendations submitted in this report are based on the data obtained from the test
pits. Soil and groundwater conditions between test pits may vary from those encountered. The
nature and extent of variations between our exploratory locations may not become evident until
construction. If variations do appear, ECI should be requested to reevaluate the
recommendations of this report and to modify or verify them in writing prior to proceeding with
the construction.
Additional Services
As the geotechnical engineer of record, ECI should be retained to perform a general review of
the final design and specifications to verify that the earthwork and foundation recommendations
have been properly interpreted and implemented in the design and in the construction
specifications.
ECI should also be retained to provide geotechnical services during construction. This is to
observe compliance with the design concepts, specifications, or recommendations and to allow
design changes in the event subsurface conditions differ from those anticipated prior to the start
of construction.
Earth Consultants, Inc. Page 11
A Bureau Veritas Company
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Reference:
King County
Map 745
By Thomas Brothers Maps
Dated 2006
'A
NORTH
02
Earth Consultants., Inc.
f ill
A Bureau Veritas Company
VICINITY MAP
FEDERAL WAY VILLAGE
S 336TH
STREET& PACIFIC HIGHWAYS
FEDERAL WAY, WASHINGTON
DRWN.DNM
I PROJ. NO. 12613
CHKD.NER
I DATE 9/7/06
1 PLATE 1
L- -
I
Z_
2
U
Z_
OD
4 INCH MI
PERFORP
2 INCH MIN.
2 INCH MIN.
4 INCH MAX. 12 INCH MIN.
LEGEND
Surface seal; native soil or other SCHEMATIC ONLY - NOT TO SCALE
low permeability material NOT A CONSTRUCTION DRAWING
Washed rock or pea gravel ;`'..
Earth Consultants, Inc.
Drain pipe; perforated or slotted A Bureau Veritas CoVany
rigid Schedule 40 PVC or SDR 35
pipe laid with perforations or slots
facing down; tight jointed; with a TYPICAL FOOTING SUBDRAIN DETAIL
positive gradient. Do not use FEDERAL WAY VILLAGE
flexible corrugated plastic pipe. S 336TH STREET & PACIFIC HIGHWAYS
Do not tie building downspout FEDERAL WAY, WASHINGTON
drains into footing lines.
DRWN. DNM PROJ. NO. 12613
CHKD. NER DATE 9/7/06 PLATE 3
APPENDIX A
FIELD EXPLORATION
E-12613
Our field exploration was performed on August 24, 2006. Subsurface conditions at the site were
explored by excavating 12 test pits to a maximum depth of 17 feet below existing grade. The
test pits were excavated by Aikins' Excavation using a tracked excavator.
The approximate test pit locations were determined by measuring from site features depicted
on a preliminary site plan provided by ESM Consulting Engineers, LLC. The elevations were
estimated from topographic lines depicted on the site plan and from the King County iMap Web
site. The locations and elevations of the test pits should be considered accurate only to the
degree implied by the method used. These approximate locations are shown on Plate 2.
The field exploration was continuously monitored -by -a-geologist-from-our-firm,who-classified
the soils encountered, maintained a log of each test pit, obtained representative samples, and
observed pertinent site features. All samples were visually classified in accordance with the
Unified Soil Classification System that is presented on the "Legend," Plate Al. Logs of the test
pits are presented on Plates A2 through A13. The final logs represent our interpretations of the
field logs and the results of the laboratory tests on field samples. The stratification lines on the
logs represent the approximate boundaries between soil types. In actuality, the transitions may
be more gradual. Representative soil samples were collected and returned to our laboratory for
further examination and testing.
r-
A
t
r
MAJOR DIVISIONS
GRAPH
LETTER
TYPICAL DESCRIPTION
SYMBOL
SYMBOL
O ° O ° O ° o °
Gyy
Well -graded gravels, gravel -sand mixtures,
Clean gravels
� 0 0 o c
gw
little or no fines
Gravel and
(little or no fines)
! 1 ! ! 1.
GP
Poorly -graded gravels, gravel sand
gravelly soils
.b IN
mixtures, little or no fines
More than 50%
.
GM
coarse fraction
Gravels with fines
• 1
• 1
1
gm
Silty gravels, gravel -sand -silt mixtures
Coarse -grained soils
retained on No. 4
(appreciable amount
GC
Clayey gravels, gravel -sand -clay mixtures
Sieve
of fines)
9c
' <
SW
Well -graded sands, gravelly sands, little or no
More than 50%
Sand and sandy
Clean sand
9e
Sw
fines
material larger than
No. 200 sieve size
soils
(little or no fines)
°°. °° a°° °
° ° ..... °
SP
Poorly -graded sands, gravelly sands, little or no
° '
SP
fines
More than 50%o
° �`.
SM
Silty sands, sand -silt mixtures
coarse fraction
passing No. 4
Sands with fines
Sm
Sieve
(appreciable amount
of fines)
7____S1
Clayey sands, sand -clay mixtures
Inorganic silts and very fine sands, rock flour,
�Mi
silty -clayey fine sands, clayey silts with slight plasticity
Silts Liquid limit
CL
Inorganic clays of low to medium plasticity, gravelly
Fine-grained soils
and clays less than 50
cl
clays, sandy clays, silty clays, lean clays
OL
Organic silts and organic silty clays of low
i
of
plasticity
More than 50%
MH
Inorganic silts, micaceous or diatomaceous fine
material smaller than
mh
sand or silty soils
No. 200 sieve size
Silts Liquid limit
CH
Inorganic clays of high plasticity, fat clays
and clays greater than 50
ch
Organic clays of medium to high plasticity,
oh
organic silts
r
Highly organic soils
ILL,—' —'
PT
Peat, humus, swamp soils with high organic
Pt I
contents
Topsoil
W w
W W
Humus and duff layer
Fill
Highly variable constituents
The discussion in the text of this report is necessary for a proper understanding of the nature of the material presented in the attached logs. Dual
symbols are used to indicate borderline soil classification.
C TORVANE READING, tsf I
qu PENETROMETER READING, tsf
W MOISTURE, % dry weight Tr
P SAMPLER PUSHED
SAMPLE NOT RECOVERED
pcf DRY DENSITY, Ib. per cubic ft.
LL LIQUID LIMIT, % Q
PI PLASTIC INDEX
2" O.D. SPLIT SPOON SAMPLER
2.4" I.D. RING OR SHELBY TUBE SAMPLER
WATER OBSERVATION WELL
DEPTH OF ENCOUNTERED GROUNDWATER DURING
EXCAVATION
SUBSEQUENT GROUNDWATER LEVEL WITH DATE
Earth Consultants, Inc. LEGEND - Al
i A Bureau Veritas Company
Test Pit Log
Project Name: Sheet of
Federal Way Village _ 1 1
Job No. Logged by: Date: Test Pit No.:
12613 NER 8/24/06 TP-1
Excavation Contractor: Approx. Ground Surface Elevation:
Aikins' Excavating 310'
Notes:
General
Notes
W
(%)
I
L o
m >.
0 U)
L U o
E E
o c �
Ui U)
Surface Conditions: Depth of topsoil and sod 4", tall grass and brush
9.1
22.4
20.2
14.2
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
SM
Brown silty SAND with gravel, medium dense, dry (Fill)
-becomes dense, moist
-lens of poorly graded sand with gravel
Brown sandy SILT, medium dense, moist (Fill)
-59.9% fines
-light seepage
e
TOPSOIL, contains roots and organics
Gray poorly graded SAND with silt, medium dense to dense, moist
-contains organics, small roots
Brown silty SAND with gravel, medium dense, moist
Test pit terminated at 17' below existing grade. Groundwater
seepage encountered at 11' during excavation.
Test pits excavated with a Hitachi EX120 tracked excavator by
Aikins' Excavating. Elevations estimated from site plan provided by
ESM Consulting Engineers, LLC and King County MAP Web site.
ML
TPSL
SP-SM
1
SM
Earth Consultants, Inc.
A Bu=%u Vertw Conpany
Test Pit Log
Federal Way Village
Federal Way, Washington
Proj. No. 12613
Dwn. DNM
Date 9/7/06
Checked NER
Date 9/7/06
Plate A2
Subsurrace conditions depicted represent our observations at the time and location of this exploratory hole, modified by engineering tests, analysis
and judgment. They are not necessarily representative of other times and locations. We cannot accept responsibility for the use or interpretation by
others of information presented on this log.
Test Pit Log
Project Name: Sheet of
Federal Way Village _ 1 1
Job No. Logged by: Date: Test Pit No.:
12613 NER 18/24/06 TP-2
Excavation Contractor: Approx. Ground Surface Elevation:
Aikins' Excavating _ 310'
Notes:
o
t �,
u) o Surface Conditions: Depth of topsoil and sod 12" to 16", 12" to 24" diameter
General
W
a�
n a
c LL E
0.0
u) E conifers, medium thick underbrush
Notes
(%)
2 cn
o
� CO
SM
Brown silty SAND with gravel, loose to medium dense, dry
1
-caving from 1.5' to 11'
2
4.1
3
0 0 o i
4
Gray well -graded GRAVEL with sand, medium dense, moist
GW
o c
(Outwash)
a 0 O
s
-lens of increased fines
01
CJ c
6
o, o
oao
. a i
)CJC
7
ago`
30.1
q C
8
C*� O
9
CJ C
p°0
10
q c
11
Test pit terminated at 11' below existing grade due to heavy caving.
I
No groundwater encountered during excavation.
Test Pit Log
Earth Consultants, Inc.
Federal Way Village
A Bumu Veriw C many
Federal Way, Washington
Proj. No. 12613
Dwn. DNM
I Date 9/7/06
Checked NER I Date 9/7/06
Plate A3
ouusurTace conciiuons depicted represent our ooservanons at the time and location of this exploratory hole, modified by engineering tests, analysis
and judgment. They are not necessarily representative of other times and locations. We cannot accept responsibility for the use or interpretation by
others of information presented on this log.
Test Pit Log
Project Name: Sheet of
Federal Way Village 1 1
Job No. Logged by: Date: Test Pit No.:
12613 NER J8/24/06 TP-3
Excavation Contractor: Approx. Ground Surface Elevation:
Aikins' Excavating 300'
Notes:
General
Notes
W
%j
n
m E,
0 <n
0 m
u>
� >'
c)
Surface Conditions: Depth of topsoil and sod 8", 12" diameter trees and
brush
1.8
27
3.2
. 1 .
w
• 2
• • •
3
!1!� 4
w�
!1�( 5
6
t�
•, • 7
Ali
$
s
10
11
12
13
GP
Grayish brown poorly graded GRAVEL with sand, medium dense,
dry (Outwash)
-thin sand lens
-moderate caving
-1.1%fines
Brown silty SAND with gravel, dense, slightly moist
-decreasing fines
Test pit terminated at 13' below existing grade. No groundwater
encountered during excavation.
SM
s
Earth Consultants, Inc.
A Bumau Veyitz Corny
Test Pit Log
Federal Way Village
Federal Way, Washington
Proj. No. 12613
Dwn. DNM
Date 9/7/06
Checked NER
Date 9/7/06
Plate A4
5ugsurtaoe conditions depicted represent our observations at the time and location of this exploratory hole, modified by engineering tests, analysis
and judgment. They are not necessarily representative of other times and locations. We cannot accept responsibility for the use or interpretation by
others of information presented on this log.
Test Pit Log
Project Name: Sheet of
Federal Way Village
Job No. Logged by: Date: Test Pit No.:
12613 NER 8/24/06 _ TIP-4
Excavation Contractor: Approx. Ground Surface Elevation:
Aikins' Excavating 332'
Notes:
General
Notes
W
M
o
n o
P
0 to
t 2
n a
o LL m
to
� o Surface Conditions: Depth of topsoil and sod 12", 12" to 24" diameter trees,
U n
underbrush
D >.
cn
SM
Brown silty SAND with gravel, medium dense, dry
1
2
2.4
3
4
-decreasing fines
U0.
5
-caving
1.6
0 l
C�
00 0c
0001
6
7
Grayish brown welj-graded GRAVEL with sand, medium dense,
slightly moist (Outwash)
GW
>CJC
00 0c
0001
8
O C
9
10
Gray SILT, dense, slightly moist
-contains gravel
ML
11
-increasing gravel and cobbles 2" to 6" diameter
12
Test pit terminated at 12' below existing grade. No groundwater
encountered during excavation.
l
Earth Consultants, Inc.
Test Pit Log
Federal Way Village
A Burmu Veritz Cerny
Federal Way, Washington
Proj. No. 12613
Dwn. DNM I
Date 9/7/06
Checked NER
Date 9/7/06 Plate A5
Ouasurrace cvnaiuoas aepicteo represent our ooservations at the time and location of this exploratory hole, modified by engineering tests, analysis
and judgment. They are not necessarily representative of other times and locations. We cannot accept responsibility for the use or interpretation by
others of information presented on this log.
Test Pit Log
Project Name: Sheet of
Federal Way Village 1 1 1
Job No. Logged by: Date: Test Pit No.:
12613 1 NER 8/24/06 TP-5
Excavation Contractor: Approx. Ground Surface Elevation:
Aikins' Excavating 305'
Notes:
General
Notes
�/�/
M
o
t -
m >.
0 U)
L �,
d
o" m
cn
� o
D >.
Surface Conditions: Depth of topsoil and sod 12", scattered 12" to 36"
diameter trees, underbrush
SM
Brown silty SAND with gravel, medium dense, dry
1
3.0
2
0 0 ,
s
GW
Brown well -graded GRAVEL with sand, medium dense, slightly
p
00 0
000
4
moist
5
i 5
SM
Gray silty SAND with gravel, dense, slightly moist (Glacial Till)
6
7
-increasing moisture
a
s
-thin lenses of silt
10
6.7
LLLIU
11
Test pit terminated at 11' below existing grade. No groundwater
encountered during excavation.
�``��` ll
Test Pit Log
IJ Earth Consultants, Inc.
Federal Way Village
A Burmu Vmtas Corpny
Federal Way, Washington
Proj. No. 12613
Dwn. DNM
Date 9/7/06
Checked NER I
Date 9/7/06
Plate A6
Subsurface conditions depicted represent our observations at the time and location of this exploratory hole, modified by engineering tests, analysis
and judgment. They are not necessarily representative of other times and locations. We cannot accept responsibility for the use or interpretation by
others of Information presented on this log.
Test Pit Log
Project Name: Sheet of
_ Federal Way Village _ 1 1
Job No. Logged by: Date: Test Pit No.:
12613 NER 8/24/06 TP-6
Excavation Contractor: Approx. Ground Surface Elevation:
_Aikins' Excavating _ _ 335'
Notes:
1 -
W
L 0 - I Surface Conditions: Depth of topsoil and sod 8", scattered trees, brush
General
Notes%)
``
_
a) LL m ,E
(7 u�
cn
. ! .
GP
Brown poorly graded GRAVEL with sand, medium dense, slightly
w
moist (Outwash)
•�
2
2.0
+
-4.2% fines
-iron oxide staining
.~3
-increasing fines
!
-becomes gray, dense, moist
4
w.
5
w�
6
A �
�. �.
7
rs
8
.�
9
��•
w
10
8.7
11
— —
Test pit terminated at 11' below existing grade. No groundwater
encountered during excavation.
Test Pit Log
Earth Consultants, Inc. Federal Way Village
FA Bureau Ventz Co,rpany Federal Way, Washington
W
W
Proj. No. 12613 Dwn. DNM Date 9/7/06 1 Checked NER Date 9/7/06 Plate A7
Subsurface conditions depicted represent our observations at the time and location of this exploratory hole, modified by engineering tests, analysis
and judgment. They are not necessarily representative of other times and locations. We cannot accept responsibility for the use or interpretation by
others of information presented on this log.
Test Pit Log
Project Name: Sheet of
Federal Way Villa e 1 1
Job No. Logged by: Date: Test Pit No.:
12613 N E R 8/24/06 TP-7
Excavation Contractor: Approx. Ground Surface Elevation:
Aikins' Excavating 320'
Notes:
General
Notes
W
(%)
t o
`° o u CU
U)
U o
? �
U)
Surface Conditions: Depth of topsoil and sod 6", blackberry brambles
1.9
7.6
i
r
0 0 o I
q C
oa o,
0 0 0 l
q C
00 0,
000i
CJ C
00 0,
0001
q c
00 0,
0001
i
i
r
1
2
3
4
5
6
7
8
9
10
11
SM
Brown silty SAND with gravel, medium dense, dry
GW
Brown well -graded sandy GRAVEL, medium dense, dry (Outwash)
-caving
-contains 4" to 6" diameter cobbles
Gray silty SAND with gravel, dense, moist (Glacial Till)
Test pit terminated at 11' below existing grade. No groundwater
encountered during excavation.
SM
0 _'VP
"I"), Earth Consultants, Inc.
NZIMM A Bureau Veritas Corvny
Test Pit Log
Federal Way Village
Federal Way, Washington
Proj. No. 12613
Dwn. DNM
Date 9/7/06
Checked NER
Date 9/7/06
Plate A8
buosurtace conainons aeplciea represent our observations at the time and location of this exploratory hole. modified by engineering tests, analysis
and judgment. They are not necessarily representative of other times and locations. We cannot accept responsibility for the use or Interpretation by
others of information presented on this log.
r-,
Test Pit Log
F_
r- -
L.
Project Name: Sheet of
Federal Way Village 1 1
Job No. Logged by: Date: Test Pit No.:
12613 1 NER 8/24/06 TP-8
Excavation Contractor: Approx. Ground Surface Elevation:
Aikins' Excavating 320'
Notes:
General W
Notes (%
o
t -0a
0 U
L N
m LL CO E
U
u) o
co E
CO
Surface Conditions: Depth of topsoil and sod 4", sparse trees, thin brush
3.2
2.2
1
2
3
4
5
6
7
8
g
10
11
12
SM
Brown silty SAND with gravel, medium dense to dense, dry (Fill)
-chunks of asphalt
° 0 °
p rL
°
CJ
o°o
000
q
o° o
OHO
CJ
o° o
0��
q
p°p
0° °CD
p °
TPSL
TOPSOIL, contains organics
SM
Brown silty SAND with gravel, medium dense moist
GW
Brown well -graded GRAVEL with sand, medium dense to dense,
moist (Outwash)
-caving
Test pit terminated at 12.5' below existing grade. No groundwater
encountered during excavation.
}
J Earth Consultants, Inc.
MINTIns aMT y A Bureau v ny
Test Pit Log
Federal Way Village
Federal Way, Washington
Proj. No. 12613
Dwn. DNM
I Date 9/7/06
Checked NER
I Date 9/7/06
Plate A9
suDsurtace conditions depicted represent our observations at the time and location of this exploratory hole, modified by engineering tests, analysis
and judgment. They are not necessarily representative of other times and locations. We cannot accept responsibility for the use or interpretation by
others of information presented on this log.
Test Pit Log
r-
Project Name: Sheet of
Federal WayVilla e _ _ _ 1 1
Job No. Logged by: Date: Test Pit No.:
12613 NER 8/24/06 TP-9
Excavation Contractor: Approx. Ground Surface Elevation:
A_ikins' Excavating _ 314'
Notes:
General
Notes
W
M
Q�
T >
0 rn
a Q
o m
CO
u3 o Surface Conditions: Depth of topsoil and sod 6", tall brush
U �
>,
cn
2.4
5.8
o 0 o
q
00 0
000
q C
04
q3
00 0,
4�0
q C
0o o,
� 0 �
q
O9nn0
a V a
q C
-
1
2
4
5
6
7
8
9
10
11
12
GW
Brown well -graded GRAVEL with sand, medium dense, dry
(Outwash)
-light caving
-becomes gray, slightly moist
SM Gray silty SAND with gravel, dense, moist (Glacial Till)
Test pit terminated at 12' below existing grade. No groundwater
encountered during excavation.
Earth Consultants, Inc.
A Burwu Veriw Co paT
Test Pit Log
Federal Way Village
Federal Way, Washington
Proj. No. 12613 Dwn. DNM
Date 9/7/06
Checked NER I
Date 9/7/06
Plate A10
ouutiwiace eunuivans aepictea represent our observations at the time ano iocatlon of this exploratory hole, modified by engineering tests, analysis
and judgment. They are not necessarily representative of other times and locations. We cannot accept responsibility for the use or interpretation by
others of information presented on this log.
Test Pit Log
Project Name: Sheet of
Federal WayVillage 1 1 1
Job No. Logged by: Date: Test Pit No.:
1
12613 NER 8/24/06 TP-10
Excavation Contractor: Approx. Ground Surface Elevation:
Aikins' Excavating 305'
Notes:
General
Notes
W
(0
o
n�
E E
C� in
L �,
a a
o u- E
rn
o
U a
(n E
rn
Surface Conditions: Depth of topsoil and sod 8", tall brush and blackberry
brambles
0 0 o I
GW
Brown well -graded GRAVEL with sand, medium dense, dry
o c
00 0,
o 0 . I
1
(Outwash)
-contains some silt
-decreasing fines
CJ C
00 0,
0001
2
1.5
CJ �
00 0,
O0OI
p
3
4
-increasing moisture
00 0,
?0?1
5
CJ C
C>° c>`
0001
6
c� c
7
SM
—
Gray silty SAND with gravel, dense, moist (Glacial Till)
a
s
10
11
1.1
12
Test pit terminated at 12' below existing grade. No groundwater
encountered during excavation.
Earth Consultants, Inc.
Test Pit Log
Federal Way Village
TU A Bureau Veyitz Coluny
Federal Way, Washington
Proj. No. 12613 Dwn. DNM
Date 9/7/06
Checked NER
I Date 9/7/06
Plate Al
ouusunaoe conuwons aepiciea represent our ooservations at the time and location of this exploratory hole, modified by engineering tests, analysis
and judgment. They are not necessarily representative of other times and locations. We cannot accept responsibility for the use or interpretation by
others of information presented on this log.
Test Pit Log
Project Name:
Federal Way Village
Job No. Logged by:
12613 1 NER
Excavation Contractor:
Aikins' Excavating
Notes:
Sheet of
1 1
Date: Test Pit No.:
8/24/_06 TP-11
Approx. Ground Surface Elevation:
305'
General
Notes
w
�o)
o
E
U)
w
o
�,
E
U)
u) o Surface Conditions: Depth of topsoil and sod 8", 12" to 24" diameter trees,
u) E sparse underbrush
CO
0 0 o
O O
000
GW ' Brownish gray well -graded GRAVEL with sand, medium dense,
moist (Outwash)
p
0 ° C>
000
2
-sand lens
1.7
o,o
0qO
Ck
00
oda
3
4
5
CJ
00o
s
CJ
OH
0O
7
-iron oxide stainin on gravel
SM Gray silty SAND with gravel, dense to very dense, moist (Glacial Till)
9
-interbeddded lenses of silt and sand
10
s.s
11
-increasing moisture
12
Test pit terminated at 12' below existing grade. No groundwater
encountered during excavation.
Test Pit Log
VIP Earth Consultants Inc. Federal Way Village
A Bumau Veriw CorTaT Federal Way, Washington
in]Proj. No. 12613 Dwn. DNM Date 9/7/06 Checked NER Date 9/7/06 Plate Al2
Subsurface conditions depicted represent our observations at the time and location of this exploratory hole, modified by engineering tests, analysis
and judgment. They are not necessarily representative of other times and locations. We cannot accept responsibility for the use or interpretation by
others of information presented on this log.
Test Pit Log
Project Name:
Sheet of
Federal Wa
Village
— 1 1
by: Date: Test Pit No.:
Job No.
Logged
12613
NER _ 8/24/06 _ TP-12
Approx. Ground Surface Elevation:
Excavation Contractor:
Aikins' Excavating
305'
Notes:
General
W
o � �, U o Surface Conditions: Depth of topsoil and sod 8", 12" to 24" diameter trees,
Notes
(��o)
E o LL E U) E underbrush
c� U) U) U)
i
0 0 ° GW Grayish brown well -graded GRAVEL with sand, medium dense, dry
Q (Outwash)
o0a
q 2 -light caving
1.6
° -becomes moist
?0�
q 3
o° o
?0 '.) 4 -moderate caving 3.5' to 11'
Q -sand lens with thin bedding visible
o° o
0�O
Q
o $ -interbedded layers of sand and gravel
OHO
CJ
O°O 7
Q Kg ,
OHO
Q g
o° o
O0?
1
Q
o° o
OHO 11
0 12 SP Gray poorly graded SAND, medium dense, moist
a
� a a
13
.A
a
4.4
u
as
— •- 14
Test pit terminated at 14' below existing grade. No groundwater
encountered during excavation.
Q
n
r
0
c�
U
W
0.
CJ'
di
I
Test Pit Log
Earth
Consultants, Inc. Federal Way Village
A Bureau Vmw Cm"ny Federal Way, Washington
m Proj. No. 12613
Dwn. DNM Date 9/7/06 Checked NER Date 9/7/06 Plate Al
Subsurface conditions
and judgment. They
depicted
are not
represent our observations at the time and location of this exploratory hole, modified by engineering tests, analysis
necessarily representative of other times locations. We
Others of infnrmntinn
nrasonfarl
and cannot accept responsibility for the use or interpretation by
nn thic Inn
APPENDIX B
LABORATORY TEST RESULTS
E-12613
100
90
80
70
IX
Z 60
L�
50
W
U
LLB 40
d
30
20
10
0
Particle Size Distribution Report
GRAIN SIZE - mm
% COBBLES
% GRAVEL
% SAND
% SILT
I % CLAY
USCS
AASHTO
PL
LL
1.3
38.8
59.9
ML
57.2
41.7
1.1
GP
73.5
22.3
4.2
GP
SIEVE
PERCENT FINER
inches
size
O
❑
Q
1.5
100.0
100.0
100.0
3/4
100.0
82.4
60.9
3/8
99.0
56.4
34.7
GRAIN SIZE
D60
0.0752
10.6
18.7
D30
0.803
7.21
D10
0.244
0.247
COEFFICIENTS
Cc
0.25 11.25
Cu
43.39 75.82
O Source:
❑ Source:
A Source:
=SIEVE
PERCENT FINER
O
u
❑
#4
98.7
42.8
26.5
#8
97.6
36.2
21.2
#16
96.5
32.3
18.3
#30
95.3
26.9
15.1
#50
92.9
13.8
11.2
# 100
82.2
3.5
7.1
#200
59.9
1.1
4.2
Sample No.: TP1
Sample No.: TP3
Sample No.: TP6
EARTH
CONSULTANTS, INC.
Client: SBI Dev.
Project: Federal Way Village
I3
O TP1:6.5' W
Brown sandy Sil%22.4% Moisture
❑ TP3:3' GP
Brown poorly graded Gravel with sand; 1.8 %
Moisture
,�S TP6:2.5' GP
Brown poorly graded Gravel with sand;2.00/o
Moiswm
O Sampled by.NER
Tested by:FTJ
❑ Sampled by:NER
Tested by:FTJ
A Sampled by:NER
Tested by:FTJ
Elev./Depth: 6.5'
Elev./Depth: 3'
Elev./Depth: 2.5'
B-1
100
90
80
70
Z
60
ILL
Z
50
W
U
LLU
40
[l.
30
20
10
0
a
Particle Size Distribution Report
GRAIN SIZE - mm
% COBBLES
% GRAVEL
% SAND % SILT
I % CLAY
USCS
AASHTO
PL
LL
67-,�
36.2 1.3
GW
SIEVE
PERCENT FINER
inches
size
1.5
82.5
3/4
72.7
3/8
51.0
GRAIN SIZE
D60
12.6
D30
2.44
D10
0.371
COEFFICIENTS
Cc
1.27
Cu
34.08
SIEVE
number
size
PERCENT FINER
#4
37.5
#8
29.7
#16
23.8
#30
16.6
#50
7.4
#100
2.5
#200
1.3
O TP9:5' GW
Brown well -graded Gravel with sand;2.40%
Moisture
O Sampled by.NER
Tested by:FrJ
O Source: Sample No.: TP9 Elev./Depth: 5'
EARTH Client: SBI Dev.
Project: Federal Way Village
CONSULTANTS, INC. Project No,: E-12613 Plate B-2
DISTRIBUTION
E-12613
3 Copies to: Mr. Kurt Wilson
SBI Development
PO Box 73790
Puyallup, Washington 98373
6 Copies to: Mr. Eric LaBrie
ESM Consulting Engineers
33915 First Way South, Suite 200
Federal Way, Washington 98003
g
X
4
131�
101
'IMM
0�i 11A,
Elm 11 M=
ligim i int in 11 it
NMI
0 50 100 200 300
Ila=
SCAL I cow 100'
............ . .....
BUFFER INCREASE
. .......... . ......
BUFFER INCOIREASE
BUFFER REDUOTION
SF BUFFER REDUCTION
AREA: 5,,259 SF
clo-in
am 0=
....... j, Ile
T
VN'Df�
Rod
i
ammmummm two
am azoZzMaxasm am I= . .....
00 as ==Moan== up 420 k"
POP,
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1- A
sop
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Of JR,
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3 71
Q
'A ......
_J
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u
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N
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4
to
wl�
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f3 SENSITIVE AREA
BUFFER INOREAsp.
TRACT 11
ARgAw 1 920 lei
,TAA T R
�TURE IJV��OPME
TRACT F ... ....
SENSITIVE AR
13UFFER INCREASE
BU FER �RgDl
�'40TION
"A I "3,187SF
iAlm AR
f;l �41 . .........
Iter TRACT U B I* ION
BUFFER"1NO O's 4EASE
A
AR"Is 932 1E ............
BUFFEN, `1N*nFJ%sE A
"RIF"^ SF
TO BiFE'PIL1W
WETLANDS
-OMPLETE
(MITIGATION FOR FILLING WAqqy
PART OF THE REGIONAL IDETE;NTION FACI dTY -
TRACT V
AREA=. 952 SF BUFFER INOREASE
T�L,
E —MENTAGREEMEN
TTLI=
T)
,Poo
O.S. SEE KITTS CORNER STORM DET ON
X� JIV V7
Iq -4Z
........ . .......
cum ew anummunwa=
"WAW
two v I
TRACT H
.... ..... . . . ...... .
SENSITIVE AREA 41
;7
v v v v A 13F V
v v",
BUFFER REDUCTION REAa 4430. 1 HAL; I J
..................... ...
TR T F
v v v liv v v
SENSITI AR -1
A
NT,
I FUTP-Off WiELOPM6
.... ....... V
... .........
vo
'T'RAC W
BUFFER REDUCTOON
AREAm 459 SF A25' ACCESS
25' ACCESS ....... .......
10
... ... .... ...
M TRACT N
TRACT TRACT 0 TRACT 01
/REGIONAL STORAGEIF#CILITY R
TRACT R
LANDSCAPE
_'FJT19! E DEVELOP
Ni
..........
BUFFER REDU lAREA" 1 . 419 033 F Ell
TRACT 0
T4 REGIONAL STOPAGE
FACILI
...........
MITICAAT�.* "WETLAND F4, R PHASE 3 &
MITIGATION FOR F 11
4[,%WT D", 14, ILLIN'
L DETENT E
T
WAS COMPLE :DAS
Tt PA
KITTS COR
NER%1,SkT0RMWAT84R'1 D FEN gr EEMEN
46
t rl
L..... ...... .
Milew"'kmm"t" youm.
L
. RAP PHASE 3 & 4 WETLAND FILL 13,062 SF
(MI TIGA TED AS PAR T OF KITTS CORNER DETENTION SETTLEMENTAGREEMENT)
TOTAL BUFFER RE, UCTION: 101391 SF
TOTAL BUFFER PNK`�.REASE: 107643 SF
NET GAIN IN SUFF�R AREA. 2 115 2 SF
DESCRIPTION/DATE
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DDRESS: 33701 PACIFIC HIGHWAY SOUTH
__11 #
PARCEL NUMBERS: 202104-9070) 202104-9001, 202104-9072,
202104-9004p 202104-9069p 202104-9086s
SITE AREA: 46,15 AC.
- 29.57 AC.
SENSITIVE AREAS, 16.58 AC,
ZONING- RM2400 AND BC (CITY OF FEDERAL WAY)
DE" 'ELOPM ENT Z,OSTAN DARD%loEl'
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RM2400 — MJLTIFAMILY`,,BESI_ IAL
USE: ZERO LOTLINE TOWNHOUSE DWELLING UNITS
MINIMUM LOT AREA: 1800 SF PER DWELLING UNIT
MAXIMUM BUILDING HEIGHT: 35 FEET ABOVE AVERAGE
BUILDING ELEVATION
BUILDING SETBACKS:
FRONT: 1 O' & 20'
SIDE: 5' & 1
REAR: 5' & 20'
REQUIRED PARKING SPACES- 2 PER UNIT
BC — COMMUNITY BUSINESS
USE: OFFICE/RETAIL
MINIMUM LOT AREA- NONE
11
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MAXIMUM BUILDING HEIGHT: 35 FEET ABOVE AVERAOPI
BUILDING ELEVATION
BUILDING SETBACKS:
FRONT: O'
. SIDE- O'
R EAR: O'
REQUIRED PARKING SPACES- 1 PER 300 S,F. OF GROSS
FLOOR AREA
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SEWER- LAKEHAVEN UTILITY DISTRICT
WATER: LAKEHAVEN UTILITY DISTRICT
POWER: PUGET SOUND ENERGY
GAS: PUGET SOUND ENERGY
TELEPHONE: QWEST
CABLE: COMCAST
FIRE: FEDERAL WAY FIRE DISTRICT NO, 39
SCHOOL: FEDERAL WAY SCHOOL DISTRICT #210
KITTS CORNER DEVELOPMENTt INC.
1026 BELLEVUE WAYt S,E.
BELLEVUEo WA 98004
425-455-4772
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FEDERAL WAY VILLAGEo L.L,C.
P,O, BOX 73790
253-848-0820
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PLANNER/ENGINEER/SURV Tk.j _
ESM CONSULTING ENGINEERS# L,LsCs
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('253) 838-6113
CONTACT: ERIC PENNALA/FRED BROWN/MIKE BOWEN,
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